A Review on Performance and Emission Characteristics of a
Diesel Engine Fueled with Biogas & Oxygenated Fuels
Dilsher Khana, Geetesh Gogab
a
Research scholar, Department of Mechanical Engineering, IES University, Bhopal (M.P.), India
b
Prof & Head, Department of Mechanical Engineering, IES University, Bhopal (M.P.), India
ABSTRACT
There is a growing need for alternative fuels because of growing concerns about the environmental harm caused by the usage
of fossil fuels. In an effort to reduce energy use, a number of research have been done. It is widely accepted that biofuels
derived from biomass are a viable alternative to petroleum-based fuels. Biogas, a biomass-derived fuel, is suitable for use in
internal combustion engines due to its superior air mixing ability and clean burning qualities. In comparison to other secondary
fuels, biogas is less costly and emits fewer pollutants since it is produced by the anaerobic digestion of a variety of organic
material, such as kitchen trash, agricultural waste, municipal solid waste, and so on. As part of this investigation, biogas
production is examined, including purification and storage systems as well as uses in engines. Biogas diesel dual fuel diesel
engines have been proven to emit less hydrocarbons (HC), smoke, and particulate matter than conventional diesel engines. A
complete literature study was conducted in order to establish performance, emission, and combustion characteristics for biogas
combustion in CI engines.
Keywords: Dual Fuel Engine, Biogas, Oxygenated Fuels, Alcohols, Ethers
1. INTRODUCTON
Certainly, the economy and technology have advanced, but this progress has come at a cost to our planet's
health, and the current methods of economic expansion constitute an existential danger. Renewable energy
sources such as bioenergy, geothermal, solar, wind, and hydro-wave give a wide range of options. If you
compare them to other energy sources, their potential and affordability are unmatched.
Without energy, we can't grow and thrive as a civilization. For most of us, the most important source of
energy in our everyday lives is gasoline, which we consume in plenty. Traditional fuel, particularly in a
growing nation such as India, is becoming more difficult to satisfy, and it is predicted that demand for fuel
energy would soon outpace supply. Because of the rising worldwide demand for electricity and the expansion
of many businesses, traditional energy sources are depleting at an alarming pace. Scientists are working on
alternate fuel sources in an effort to solve this problem. Environmental deterioration is another factor
contributing to the global shift toward alternate energy sources. One of the key reasons for switching to
alternative fuels is to reduce pollution and combat climate change. All of these pollutant types have a role in
making our air toxic and increasing the rate at which the planet warms. These harmful pollutants are mostly
caused by the burning of fossil fuels.
Transport and agriculture use traditional fossil fuels for the vast majority of their engines. Fossil fuelpowered engines offer a significant environmental threat. This is why renewable fuel engines like biogas
and diesel are becoming more popular. Renewable resources are used to produce alternative fuels, which are
plentiful in the natural world. Traditional fossil fuels may be phased out in favour of these cleaner-burning
alternatives. Biofuels, ethanol, natural gas, liquefied natural gas, and biogas are just a few examples. These
types of fuels have a big impact on reducing pollution and warming the planet.
Biogas and oxygenated fuel are now being evaluated as alternative fuels for CI engines. CI engines run
better and emit less pollution when they are powered by biogas or oxygenated fuel as alternative fuels.
2. LITERATURE SURVEY
Sunil Kumar Mahla et al. [1] Researchers in this study looked at the effects of engine load, n-butanol
concentration, and biogas volume on the emissions and performance of a small utility compression ignition
engine. This experiment employed a wide range of engine loads (20–100% braking power), concentrations (0–
20%), and biogas flow rates (0.5–2 kg/h). A multi-criteria decision analysis was used to find the optimal operating
parameters for diesel/n-butanol/biogas fuel mixes. While optimizing, it was determined that the following five
criteria were optimal: BTE; NOX; CO; UHC; and soot (black carbon). Dual fuel engines fueled by biogas and nbutanol have improved performance and emissions. In order to attain the optimum potential working conditions
for the engine, the approach of attraction was adopted. An engine load of 78.89 percent n-Butanol concentration
and a biogas flow rate of 20% were determined to be the optimal values.
Geetesh Goga et al. [2] Current research study focuses on the performance evaluation of biodiesel with the
employment of different blends of waste cooking oil. Blends to be selected were B 20 & B40. Performance was
evaluated on the basis of BSFC (brake Specific Fuel Consumption) & BTE (brake Thermal Efficiency). Engine
wasn’t starting until blend was mixed with diesel. Research concluded that using biodiesel in place of diesel yield
better performance.
Kumar et al. [3] a biodiesel-powered dual-fuel engine has been tested for performance and emissions. This
research makes use of a single-cylinder modified CI Engine. Biogas is the primary fuel, while diesel, Mahua oildiesel mix, and Fish oil-diesel blend are the other supplemental fuels. The performance and emissions of dual fuel
engines are examined when various secondary fuel blends are used. It is believed that using dual fuel would extend
the life of an engine and reduce hazardous emissions, with the exception of hydrocarbon and carbon monoxide
emissions.
Figure 1. Experimental Setup (Source-Kumar et al.)
Geetesh Goga et al. [4] A diesel engine running on an n-butanol/diesel mix was studied to see how changing
the mass flow rate of biogas affected performance and emissions. This study focuses on dual-fuel engines that
utilize biogas as a main fuel and a blend of diesel and n-butanol as a pilot fuel. Using biogas as a pilot fuel and nbutanol/diesel blends (D90/nb10 and D80/nb20) as an intake manifold admission fuel, the engine ran in dual fuel
mode with varying mass flow rates of biogas (0.5, 1.2, and 2.0 kg h1). The fuel qualities of the tested fuels were
analysed in accordance with ASTM standards. Running at 1500 RPM with varied weights on the engine, the
engine was tested. The thermal efficiency of the engine brakes decreased by 11.9% while running on dual fuel
instead of standard diesel, resulting in a 22.6% increase in fuel consumption.
Ahmed SA et al. [5] Studies on the performance and emissions of dual fuel diesel engines using biogas
produced from pig manure and maize straw and biogas boosted with methane were conducted. Using diesel as a
pilot fuel and biogas produced from pig manure and maize straw as well as methane enhanced biogas, a
turbocharged, direct-injection diesel engine is put through its paces at 1800 rpm while being evaluated for
combustion characteristics and exhaust pollutants. Simulated BMEPs ranged from 0.42 to 1.75 MPa while the
engine was running at four different RPMs. When comparing biodiesel to normal diesel, the BTE values were
higher for the former. Biogas CO2 composition has no effect on BTE. BG45 had the highest BTE rating of 38.22%.
In contrast, the BSFC values for biogas-diesel fuels were greater than those of diesel fuel operations. According
to emissions, HC and CO2 were higher in biogas-diesel, while NOx and CO were lower.
Table 1. Composition of biogas properties with other gaseous fuel
Properties
Composition (% volume)
Lower heating value (MJ/ kg)
Density (kg/ m3)
Flame speed (cm/s)
Stoichiometric A/F (kg of air/kg of fuel)
LPG
C3H8-30%
C4H10-70%
Natural gas
CH4-85% C2H67% C3H8-2% N21% CO2-5%
Hydrogen
Biogas
CH4-57%
CO2-41% CO0.18%
H 20.18%
Producer gas
CO-24.3% H222.6%
CH42.2% CO2-9.3%
N2-41.2%
45.7
2.26
44
15.5
50
0.79
34
17.3
120
0.08
275
34.2
17
1.2
25
5.8
5
1.05
50
1.4
2.15
9.6
5
15
4
75
7.5
14
7
21.6
103-105
90-97
405-450
120
120
540
130
130
585
130
650
100-105
625
H2
Flammability limits (vol % in air)
Leaner
Richer
Octane number
Research
Motor
Auto ignition temperature (°C)
Saket Verma et al. [6] Based on its performance and emissions, a dual-fuel engine's compression ratio and
exhaust gas recirculation were evaluated (EGR). Research into the energy and exergy of a diesel-biogas dual fuel
(DF) engine is presented in this study, which draws on their findings. DF engine's performance and emissions
have been investigated in detail with regard to exhaust gas recirculation (EGR), compression ratio (CR), and EGR
temperature. The engine was put through its paces in the first phase, with CRs escalating from 16.5, 17.5, 18.5,
and 19.5. CRs with greater first- and second-law effects have been demonstrated to improve engine performance
as well as exhaust emissions. The effects of EGR on the DF engine were examined in the second stage, which was
conducted at the engine's maximum CR (19.5). With EGR percentages of 5 percent, 10 percent, and 15 percent,
small gains in engine efficiency and NOx emissions were realized.
Figure 2. Experimental test Rig (Saket Verma et al.)
Geetesh Goga et al. [7] Using rice bran biodiesel and N-Butanol, a diesel engine was tested for its
performance and emissions characteristics. Diesel, rice bran biodiesel, and n-butanol mixes were tested in
this investigation to see how they affected the engine's performance and emissions. It was discovered that a
single step of alkaline transesterification could be used to make biodiesel, which was then blended with
diesel to produce B10, B20, and B10 nb10/nb20 blends. To compare the performance of these mixes to a
standard diesel, we utilized a 3.73 kW single-cylinder utility diesel engine.
Muhajir et al. [8] studied the performance and emission characteristics of using biogas as a generator set
fuel. An ignition generator set driven by gasoline, biogas, and liquefied petroleum gas is being studied to see
how it performs and what kind of pollutants it produces (LPG). Fuel consumption, braking thermal
efficiency, CO2, and HC in exhaust gas from the generator are compared for each fuel with a varied electric
load to determine which engine performs best. All fuels' engine speeds drop as power demand grows. There
is no significant difference in the generator's braking and torque power while using gas or LPG. According
to measurements of CO 2 and HC in exhaust gas, this study indicated that gasoline burns more efficiently
than diesel during the combustion stage.
Jatinder Singla et al. [9] tested a biogas-powered diesel engine and a biodiesel, ethanol, and diesel fuel
mix for performance and emissions. The goal is to employ this blend in the research engine as a pilot fuel.
Using this method, the performance and emissions of typical diesel engines were compared. According to
the tests, NOx-smoke opacity was considerably decreased while using bi-fuel mode compared to standard
diesel. Biogas-diesel in bi-fuel mode had a higher HC exhalation level than natural diesel.
Jatinder Singla et al. [10] In compression ignition engines, the emissions characteristics of biogas-diesel fuel
mixes were studied. Fuel combustion with biogas and diesel under various engine operating circumstances is the
main topic of this article. At different biogas energy levels, the emissions characteristics of the dual fuel engine
were compared to regular diesel. Compared to diesel engines, NOx and smoke opacity emissions from engines
were reduced at all operating loads, while emissions of carbon monoxide, carbon dioxide, and chlorocarbons (CO,
CO2, and HC) climbed at all energy sharing rates.
Geetesh Goga et al. [11] Because of its long-term viability and environmental friendliness, biodiesel has
become the most well recognized alternative to petroleum-based products. For the synthesis of methyl esters, the
transesterification method has shown to be the most effective. This process relies heavily on variables including
temperature, molar ratio, catalyst type, oil churning speed, and time. When creating biodiesel for diesel engines,
fuel density, viscosity, flash point, cetane number, calorific value, cloud point, pour point, and fire point should
all be taken into mind. Biodiesel from diverse components is examined in the current article. It was observed that
a molar ratio of 1:6 with KOH as a catalyst and a mixing speed of 700 rpm for an hour at a temperature of 65°C
were required for the manufacture of biodiesel with desirable characteristics.
Mahla et al. [12] In a compression ignition (CI) engine working in dual fuel mode, biogas has been tested
as an alternative source of energy. An intake manifold was fitted with a variable-flow diesel pump to serve
as a pilot fuel for dual-fuel combustion. Performance and emissions were compared to regular diesel fuel at
various biogas flow rates for dual-fuel operating mode. A biogas flow rate optimization of 2.2 kg/h was
achieved as a result of the dual fuel operation's enhanced efficiency and reduced emissions. In comparison
to neat diesel operation, the biogas-diesel fuel had a lower BTE and a greater brake-specific energy
consumption (BSEC). According to the results of the tests, exhaust tailpipe emissions have decreased levels
of NO x emissions and smoke opacity. Dual fuel mode produced greater hydrocarbon (HC) and carbon
monoxide (CO) emissions than the baseline fossil Petro-diesel mode at all engine loads.
M. Feroskhan et al. [13] The performance of a biogas-diesel dual-fuel CI engine was studied in relation to
charge preheating. Pilot diesel injection ignites the mixture before it is compressed and injected into the cylinder.
Two speeds and variable loads are used to investigate the thermal efficiency, volumetric efficiency, volumetric
efficiency, diesel fuel consumption, diesel equivalent fuel consumption, exhaust gas temperature, and overall
equivalence ratio of the braking system. Brake thermal efficiency has been claimed to be improved by charge
preheating, low biogas flow rates, and high-speed operation. At low flow rates, methane enrichment improves the
thermal efficiency of biogas. Pre-heating and increasing the biogas flow rate are important to decrease diesel fuel
usage. The equivalency ratio and temperature of the exhaust gas increase when biogas replaces the air.
S.K. Mahla et al. [14] have studied the evaluation of performance and emission characteristics of a
compressed natural gas mall utility diesel engine (CNG). Efforts have been undertaken to alleviate environmental
deterioration and the depletion of energy sources. The use of gaseous fuel as an alternative to regular fossil diesel
fuel was one of several suggestions made by researchers. Dual fuel engines are those that can run on both gaseous
and liquid fuels. Reducing diesel use and emissions is the major goal of a dual fuel system. Many countries
throughout the world have lower prices for natural gas. Natural gas also has a high self-ignition temperature,
which helps keep a diesel engine's compression ratio high. As a result of its lower concentration of dissolved
impurities, natural gas burns cleaner. A compressed natural gas-powered DI diesel engine was tested
experimentally to determine its exhaust emissions and performance metrics.
Himsar Ambarita [15] A tiny diesel engine running on both diesel and biogas was studied to see how it
performed and emitted emissions. An engine with an output of 4.41 kW was found to work well when tested in
the dual-fuel (diesel-biogas) mode with no notable alterations. Biogas flow rate and methane content will influence
the performance and emissions of a dual-fuel CI engine. The engine's load and speed were changed from 1000
RPM to 1500 RPM as part of the testing phase. The output power and specific fuel consumption of the dual-fuel
CI engine are greater than those of the pure diesel CI engine, according to the findings. In dual-fuel mode, the
biogas flow rate and methane concentration have a considerable impact on CI engine braking thermal efficiency.
For braking thermal efficiency, the correct biogas flow rate has been determined. If biogas is extensively used,
diesel consumption might be significantly decreased.
Sohan Lal et al. [16] Compression ratio-supplied biomass producer gas exhaust emissions and performance
of a dual-fuel diesel engine This article examines the performance and emissions characteristics of downdraft
gasification and direct injection variable compression diesel engines. Diesel replacement and noise levels at
different loads and compression ratios were also evaluated, in addition to emission characteristics. It was found
that the biggest fuel savings occurred at compression ratios of 12, 14, 16, and 18 correspondingly. HC emissions
were reduced by 63.62 percent on average when the compression ratio was lowered from 12 to 18 at 3.2 kW of
braking power.
Eui-Chang Kwon et al. [17] Various compression ratios and carbon dioxide dilutions were used to test
the performance of a miniature biogas-powered spark ignition engine. Small biogas-powered internal
combustion engines with a power output of less than 5 kW are being studied to alleviate power shortages
and reduce greenhouse gas emissions in rural parts of developing nations. The engine's responsiveness to
variations in compression ratio is a key focus. Compression ratio was increased from 8.01:1 to 9.22:1 by
reducing the combustion chamber capacity from 19.3 cubic centimeters to 16.6 cubic centimeters. This has
resulted in an improvement in braking power output, thermal efficiency, and engine specific fuel
consumption (from 290.6 ghPS to 218.6 ghPS).
Yusuf Kurtgoz et al. [18] An ANN was used to estimate the performance of a biogas engine. Spark
ignition biogas engines were tested with various methane (CH4) ratios and engine loads in order to assess
their thermal efficiency (TE), BSFC, and volumetric efficiency (VE). Anaerobic fermentation of bovine dung
yielded biogas for the biogas engine, and purification with CO 2 and H2S yielded CH4 concentrations of 51%,
57%, and 85%. An engine with a four-stroke, four-cylinder spark ignition system was used in experiments
to gather data for the ANN models. An ANN model was generated using part of the experimental data, and
the remainder was utilized to evaluate the models produced. Fuel CH 4 ratio, engine load, intake air
temperature (Tin), air-to-fuel ratio and maximum cylinder pressure are some of the input parameters for
ANN models. The output parameters are TE, BSFC, and VE. When employed in spark ignition biogas
engines, ANN models have strong correlation and low error rates for TE, BSFC, and VE values.
Table 2. Comparison of biogas purification methods
Technique
Benefits
Low CH4 losses High
efficiency and simpleoperation
Water Scrubbing
Disadvantages
Expensive operation andinvestment High likelihood
ofclogging
Low CH4 losses
High efficiency and lowcost
Expensive operationHigh likelihood of corrosion
Chemical reagents
Molecular sieves
Less energy usageCompactness
More CH4 losses Expensive operation
Simple construction and operation
Low cost
More CH4 losses
Membranes
Cryogenic cooling
High purity
Expensive operation
Debabrata Barik et al. [19] Diethyl ether (DEE) has been added to a Karanja-methyl ester and biogas diesel
engine to investigate how it impacts combustion and emissions. The DEE port injection technique was used to
increase thermal efficiency, decrease brake specific fuel consumption, and minimize ignition delay in a biogasKME powered dual fuel diesel engine. Electronic injectors and gas mixing kits were employed to deliver biogas
into the intake manifold in this KME–biogas–DEE operation (2 percent, 4 percent, and 6 percent). The KME
injection period was set at 24.5 °CA bTDC and the biogas introduction was set at 0.9 kg/h. We recommend BDFM
24.5/DEE4 for the optimum combustion, performance, and emission outcomes (biodiesel biogas dual fuel mode
with 24.5-second injection time for DEE injection and 4-percent dee).
Xinxing Shan et al. [20] A biogas/diesel dual fuel combustion engine's combustion and emission
characteristics were examined in relation to the EGR rate and hydrogen/carbon monoxide ratio. The combustion
and emission characteristics of a dual fuel combustion mode are based on a high-pressure common rail diesel
engine using port injection of biogas in conjunction with direct injection of commercially available diesel oil.
Biogas 1# (H2:CO:CH4:N2 = 5:40:5:50) and Biogas 2# (H2:CO:CH4:N2 = 15:30:5:50) port-injected test results are
compared. When EGR rates are increased, combustion slows and the ignition delay rises, according to the findings
of the trials. A significant reduction in NOx emissions occurs when the EGR rate hits 50% or above. When using
Biogas 1# at a high EGR rate, the amount of nuclear mode particles in the particle size distribution is significant.
The claimed thermal efficiency decreases gradually as the EGR rate increases. Biogas 2# with a higher hydrogen
percentage is shown to have more reactivity when mixed with diesel at the same EGR level. Biogas 2# port
injection significantly increases NOx emissions, as well as thermal efficiency.
Cheolsoo Lim et al. [21] A vehicle fueled by enriched biogas and natural gases was studied for
performance and emission characteristics. Biogas and other natural gases were used to power a compressed
natural gas (CNG) car, and the researchers wanted to see how they affected emissions and fuel efficiency.
While in Korea, engineers employed the European Transient Cycle (ETC) and the National Institute of
Environmental Research's (NIER) 06 cycles to test a big CNG city bus. Five biogases with varying CH4
contents (97.6–94.0 percent CH4) and four natural gases (81.6–94.0 percent CH4) were utilized as test fuels
in the research for all studied fuels, the NIER 06 cycle released more total hydrocarbons (THC), CO, NOx,
and CO2 than the ETC cycle, but the fuel efficiency was 43.7–51.5 percent lower. TOLUENE was the
primary BTEX emission source in both ETC (72–80 percent) and NIER (73–78 percent) cycles, accounting
for a majority of total VOC emissions. Similarly, to nanoparticle emissions, the emission of
elemental/organic carbon likewise had a predictable pattern. Organic molecules comprised 95–99 percent of
the total organic carbon (ETC cycle) and 97–99 percent of the total organic carbon (ETC cycle) (NIER 06
cycle).
Abhishek Paul et al. [22] Single cylinder CI engines were tested using a mixture of diethyl ether and gasoline.
We examined the efficiency and emissions of a single-cylinder diesel engine using DEE and DEE/ethanol blends
in this study. DEE5 (5 percent DEE, 95 percent Diesel by volume), D90DEE10 (10 percent DEE, 90 percent
Diesel volume), and DEE5E5 (5 percent ethanol, 5 percent DEE, and 90 percent Diesel by volume) are all
examples of diesel fuels that may be blended with ethanol to provide a variety of different fuels (10 percent
ethanol, 10 percent DEE and 80 percent Diesel by volume). Using a 5 percent DEE mix increased the engine's
thermal efficiency, whereas using a 10 percent DEE mix decreased it. The addition of ethanol to Diesel–DEE
mixes improved engine performance in both cases. The emissions of CO, NOx, hydrocarbons, and particulates
were dramatically reduced when ethanol was combined with DEE.
Bhaskor J. Bora et al. [23] For a dual-fuel diesel engine that uses raw biogas as its primary fuel, the
impact of compression ratio was studied. The engine is equipped with a venturi gas mixer linked to the inlet
manifold and a direct injection, water-cooled, variable compression ratio diesel engine. All four compression
ratios were evaluated with an average injection time of 23 degrees before top dead centre, with an average
compression ratio of 18. In the dual-fuel mode, the brake thermal efficiency is 20.04 percent, 18.25 percent,
17.07 percent, and 16.42 percent, but the diesel mode is 27.76 percent efficient at a compression ratio of 17.5
percent with compression ratios of 18, 17, 5, and 16, the maximum amount of valuable fossil fuel may be
replaced by 79.46%, 76.16%, 74%, and 72% at full load. To lower carbon monoxide and hydrocarbon
emissions in the dual fuel mode, the compression ratio must be increased from 16 to 18. Nitrogen oxides rise
by 66.65% and carbon dioxide emissions climb by 27.18% for the same compression ratio setting.
H. An et al. [24] Hydrogen was used to enhance the combustion and exhaust properties of biodiesel in
diesel engines. By exploring how hydrogen-assisted biodiesel combustion affects engine performance,
combustion, and emission characteristics, this research seeks to fill a knowledge gap. For the purposes of
testing, researchers used a computer Programme to mimic a biodiesel-powered diesel engine with hydrogen
inductions of 5%, 1%, 2% and 3% vol of H2. Biodiesel and hydrogen reactions, as well as the manufacturing
processes of CO, NOx, and soot, were integrated in a basic reaction mechanism. Comparing ignition delay
estimates using the entire biodiesel reaction mechanism and 3D numerical simulations with the actual results
supported the proposed reaction mechanism. In terms of ignition delay, cylinder pressure, and heat release
rate projections, there was broad agreement. Increasing hydrogen induction boosts peak cylinder pressure
and heat release rate substantially at 50% and 100% load circumstances, according to an important modelling
research.
Debabrata Barik et al. [25] The combustion and emission characteristics of a DI (direct injection) diesel
engine running on biogas–diesel was researched. When it came time to run the engine, four different
concentrations of biogas were employed in combination with air to achieve four different biogas flow rates.
A comparison of the engine's combustion, performance, and pollution characteristics under dual fuel
operation revealed that they were all on par with those of a diesel engine. At full throttle, the engine's
performance begins to deteriorate. The flow rate of 0.9 kg/h biogas creates less pollution and performs better
than the other flow rates, according to the findings. Across the whole load range, the ignition delay for dual
fuel engines is much greater than that of diesel engines.
Violeta Makareviciene et al. [26] Using a diesel engine to burn biogas was the subject of a research to
determine the fuel's efficiency and emissions. The major goal of this research is to investigate how carbon
dioxide concentrations in biogas impact the operational parameters and emissions of a diesel engine that uses
biogas/mineral fuel. There were two stages to the testing. We looked at how different biogas compositions
and the EGR system affected engine performance in the first stage. In the tests without the EGR system,
pollution levels were lower except for nitrogen oxides NOx. There was a correlation between methane
concentration and the decrease in NOx content. The gas with the highest proportion of methane was used in
the second stage to examine the influence of injection time on engine operating parameters.
K.A. Subramanian et al. [27] A chassis dynamometer was used to measure emissions and fuel efficiency
in automobiles powered by methane-enriched biogas and CNG. With a chassis dynamometer and a
customized Indian driving cycle, we evaluated the fuel efficiency, mass emissions, and noise of a methane
enhanced biogas (93% CH 4) and basic compressed natural gas (89% CNG) powered vehicles with a spark
ignition (MIDC). Transient emissions were also monitored, and the connection between the two was
investigated. Enhanced biogas emits slightly greater amounts of CO, HC, and NOx than traditional fuel as
compared to regular CNG. Testing findings show that this vehicle's upgraded biogas fuel does not fulfil the
BS IV Emission Norms. No significant difference in fuel economy can be seen between the vehicle powered
by improved biogas (24.11 km/kg) and basic CNG (24.38 km/kg).
M. Shahabuddin et al. [28] Various aspects of a biodiesel-powered diesel engine's performance were
studied. Biofuel engines' combustion properties differ somewhat from those seen in petroleum diesel engines,
according to the results of the experiment. The majority of studies show that, compared to diesel, biodiesel
has an earlier SOC and a shorter ID of 1–5° and 0.25–1.0°, respectively. Biodiesel's greater cetane number
(CN), lower compressibility, and higher fatty acid content have been discovered to be the key contributors
to its early SOC and shorter ID. Because of its lower calorific value, lower volatility, shorter ID, and higher
viscosity, biodiesel has a lower heat release rate (HRR) than diesel.
Karen Cacua et al. [29] This study examined the impact of oxygen-enriched air on the operation and
performance of a dual-fuel diesel-biogas combustion engine. Diesel-biogas hybrid engines' performance was
examined in the presence of oxygenated air. Thermal efficiency, pollutant emissions, and combustion
characteristics were among the many elements of operation and performance that were scrutinized.
Experiments were carried out using a stationary compression ignition (CI) engine and generator in dual mode
utilizing a typical biogas composition of 60% CH 4 and 40% CO2. Oxygen concentrations increased between
21% and 27% for each engine load evaluated.
Seung Hyun Yoon et al [30] Biogas–biodiesel dual-fuel combustion was tested for its combustion and exhaust
emission features. Tests on a diesel engine's combustion pressure and rate of heat release were carried out in order
to investigate the combustion characteristics of single-fuel and dual-fuel combustion modes. Specifically, biogas–
diesel and biogas–biodiesel combustion modes were studied. At varying engine loads, the combustion properties
of single-fuel combustion for biodiesel and diesel were shown to be equivalent. At low loads, the maximum
pressure and heat release for biogas–biodiesel were lower than for biogas–diesel in dual-fuel mode.
R.G. Papagiannakis et al. [31] Various natural gas/diesel fuel mixtures were tested in a high-speed, dualfuel, compression ignition engine. The authors' laboratory tested the effects of the total air–fuel ratio on the
engine's efficiency and pollutant emissions using a high-speed, compression ignition engine that was
fumigated using natural gas. Researchers found that these variables affect brake thermal efficiency, exhaust
temperature, nitric oxide and carbon monoxide emissions as well as unburned hydrocarbons. They also found
that natural gas increased brake thermal efficiency. Because experimental data span a broad range of liquid
diesel supplemental ratios without the emergence of knocking troubles.
Geetesh Goga et al. [32] Current study evaluates the effect of using a blend of biogas as the gaseous fuel
and rice brain biodiesel, n-butanol and diesel as liquid fuel for a dual fuel engine performance. Characteristics
of exhaust emissions and the performance of the dual fuel engine using this ternary blend was used and
compared with conventional diesel fuel. Results of comparison reveal reduction in BTE (brake thermal
efficiency) by 14.68%, reduction in smoke and NOx opacity by 46.85 and 39.06% and higher emission of
HC and CO by 17.74 and 45.58%. researchers concluded that this blend may be used as the possible
substitution of conventional diesel fuel.
Sunil Kumar Mahla et al. [33] Current study reveals the impact of engine loads, flow rate of biogas and
CR (compression ratio) on the dual fuel engine performance by using MOP which is based on RSM
(Response Surface Methodology). Optimal conditions for the above setup were found to be flow rate of 2.8
kg/h for biogas, an 80% engine loading and a CR of 18. For the above optimal condition, smoke opacity,
BTE, CO, NOX and UHC were calculated as 23.6%, 18.51%, 0.08% vol., 13.5 (g/ kW.hr) and 0.49
(g/kW.hr).
Sunil Kumar Mahla et al. [34] studied about the impact of using biogas as initial fuel and diesel as pilot
injection on the performance of 4-stroke, single cylinder, naturally aspirated variable compression engine.
Taguchi L9 orthogonal array (OA) method was employed to design the experiments. CR, engine loading and
flow rate of biogas were considered as input parameters. Performance was evaluated through CO, HC, BTE,
NOx & smoke opacity through MINITAB software. Through different permutations and combinations of
input parameters, optimum level of various factors was determined.
Geetesh Goga et al. [35] conducted research for using the blend of biodiesel, fossil diesel fuel and biogas
for a dual fuel engine and its related impacts on emission characteristics and overall performance of the
engine. Biodiesel as blended in ratios of 10% and 20% with diesel. Biogas was used in different flow rates.
The experimental study conducted for the research reveals that the results obtained were well in line with
results obtained by experimental studies conducted by different researchers across the world.
Sunil Kumar Mahla et al. [36] conducted a review study for using biogas, higher alcohols and biodiesel
as the possible replacements of conventional dwindling fossil fuels. This study specifically reviews the
impact of n-butanol, biodiesel & biogas on the performance of dual fuel engine. This study recommends that
emission characteristics improve whereas performance characteristics degrade by using alternate fuel blends.
3. CONCLUS ION
A thorough study of the available literature was conducted which in a sense explains that biogas along
with some additives may replace mineral diesel in compression ignition engines. Some of the noteworthy
conclusions are presented here• Several studies have concluded via their respective researches that biogas when mixed with oxygenated
fuels, provide better & sustainable results than conventional diesel fuel in the compression ignition engine.
• Several researchers have conducted their study on biogas mixed with n-butanol and found that for different
boundary condition this mixture was attaining better results.
• Some researchers have found that a rail diesel engine using biogas-biodiesel fuel was emitting lesser
amount of particulate matter which improves atmospheric condition by reducing the air pollution.
• Various researchers studied diesel engine’s emission characteristics using gaseous fuels (Natural gas
and biogas mixed with each other) and they also revealed that the amount of particulate matter released is
lesser in amount when compared with diesel fuel.
• Several researchers were able to reduce the brake specific biogas consumption by using pre-heated
biogas-air mixture as fuel for conventional diesel-biogas dual fuel engine. So, research should be
concentrated on increasing the calorific value of biogas since it is lower than fossil fuels. It is because of
increased flame propagation that NOx emissions increase when biogas and oxygenated fuel are used in CI
engines as an alternative fuel source.
Due to the fact that these fuels may be used as cost-effective and practical alternatives to traditional
energy sources, a lot of study will be done. Additionally, biogas and hydrogen may be utilized in CI engines
to fulfil the world's expanding need for power.
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