The effects of using diethylether as additive on the performance and

emissions of a diesel engine fuelled with CNG

Murat Karabektas
a
, Gokhan Ergen
a,
, Murat Hosoz
b
a
Department of Mechanical Engineering, Sakarya University, Esentepe, 54187 Sakarya, Turkey
b
Department of Automotive Engineering, Kocaeli University, Umuttepe, 41380 Kocaeli, Turkey
h i g h l i g h t s
" Diethylether (DEE) was blended with DF and used as pilot fuel in a dual fuel diesel engine.
" An improvement in the brake thermal efciency with the use of DEE addition was determined.
" DEE addition caused a considerable decrease in CO emissions.
" NO emissions also decreased with the use of DEE addition.
a r t i c l e i n f o
Article history:
Received 15 August 2012
Received in revised form 16 November 2012
Accepted 13 December 2012
Available online 13 January 2013
Keywords:
Natural gas
Dual fuel
Diethylether
Diesel engine
Performance
a b s t r a c t
Although natural gas can be used in diesel engines, it causes poor performance and emissions at some
engine loads. This study proposes using natural gas in a diesel engine as a dual fuel, and investigates
the effects of employing diethylether (DEE) as an additive for eliminating some drawbacks of natural
gas. The test fuels used in this study were diesel fuel, standard dual fuel containing 40% natural gas
and dual fuels containing DEE as an additive. DEE was blended with diesel fuel, which was used as a pilot
fuel, at the volumetric ratios of 5% and 10%. It has been determined that the use of the standard dual fuel
causes poorer performance at low and medium loads. When compared with diesel fuel, the use of dual
fuel yields higher CO and HC emissions at all loads along with lower NO emissions expect for high loads.
Furthermore, the use of DEE as an additive leads to an improvement in brake thermal efciency and spe-
cic energy consumption, while causing lower CO and NO emissions in comparison to the use of standard
dual fuel.
2013 Elsevier Ltd. All rights reserved.
1. Introduction
The use of diesel engines in motor vehicles and electric genera-
tors has been accelerated recently mainly due to higher efciencies
of diesel engines compared to gasoline ones. However, diesel en-
gines produce high ratios of NO
x
and smoke emissions in spite of
yielding lower HC and CO emissions due to combustion character-
istics and fuel properties of diesel fuel (DF) [1].
In order to improve the fuel properties of DF and obtain lower
exhaust emissions, numerous studies on alternative liquid and
gas fuels have been performed. Furthermore, some investigations
on various additives and cetane improvers [2,3] used for obtaining
better combustion characteristics have been conducted.
As a result of its nature, gas fuels can be mixed with air easily,
and causes an improvement in the exhaust emissions. Having
favourable technical properties and reasonable cost, natural gas
is a proper fuel for engines. Therefore, it is expected that it will
be used extensively in the future [4]. Some advantages of natural
gas are its causing less air pollution, decreasing petroleum depen-
dence and its abundance. Therefore, natural gas can be used in pas-
senger vehicles, heavy vehicles, cargo ships and locomotives [5].
The best way for utilising natural gas in diesel engines is dual
fuel method, in which the diesel engine can be operated with only
neat DF or with both natural gas and DF. This method makes the
use of dual fuel systems in diesel engines more attractive. The igni-
tion of natural gas is performed by injecting a pilot DF at the end of
the compression stroke. As a result of high in-cylinder tempera-
tures, the pilot fuel burns and ignites the natural gasair mixture
in the cylinder [6].
Because of its nature, the use of natural gas in diesel engines
yields cleaner combustion characteristics in comparison to con-
ventional liquid fuels. Its high octane number allows natural gas
to be used in diesel engines with high compression ratios. Further-
more, having the capability of forming a homogenous mixture with
air, natural gas decreases exhaust emissions considerably [7].
0016-2361/$ - see front matter 2013 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.fuel.2012.12.062

Corresponding author. Tel.: +90 264 295 65 25; fax: +90 264 295 64 24.
E-mail address: gergen@sakarya.edu.tr (G. Ergen).
Fuel 115 (2014) 855860
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Having a high self ignition temperature is also an important advan-
tage of using natural gas in diesel engines [8]. It was reported that
the use of natural gas in diesel engines causes a decrease in NO
x
and smoke emissions. Due to its lower C/H ratio, natural gas can
play an important role in decreasing CO
2
emissions, which cause
greenhouse effect [911]. The use of natural gas is favourable at
high load conditions compared with the use of DF in terms of en-
gine performance and emissions [8,9]. However, when natural
gas was used in dual fuel mode, it was observed that engine perfor-
mance and some exhaust emissions deteriorated at low and med-
ium loads [9,10,12]. The experimental investigations performed so
far show that smoke emissions decrease considerably by the use of
natural gas in diesel engines. The main reason of this tendency is
attributed to the high methane content of natural gas and low ten-
dency for causing smoke emissions of gas fuels [7]. However, sub-
stantial increases in HC and CO emissions is regarded as an evident
result of using natural gas [7,13].
DEE is regarded as an important potential fuel [14]. The chem-
ical formula of DEE, which is produced from ethanol is C
4
H
10
O [15].
Some investigations on the use of diethylether (DEE) as an additive
to DF and various alternative fuels have been performed [16,17].
Various features of DEE additive were aimed to be utilised to im-
prove fuel properties and combustion characteristics. DEE additive
has a high cetane number and oxygen content [18] along with rea-
sonable energy density for storage, lower auto ignition tempera-
ture and the ability of forming a mixture with diesel fuel [19].
Furthermore, it has a higher heat of vaporisation and extremely
low viscosity [20,21].
It is seen from the open literature survey that the addition of
DEE to natural gas (CNG) in dual fuel mode has not been studied
yet. This study aims at using natural gas in a diesel engine as a dual
fuel, and investigates the effects of using DEE as an additive, for the
sake of eliminating some disadvantages of natural gas, on the per-
formance and emissions of the engine. For this purpose, DEE addi-
tive was blended with DF, which was used as a pilot fuel. The
effects of using DF and natural gas as a duel fuel, and adding DEE
to the fuels on the engine performance and exhaust emissions have
been investigated.
2. Materials and methods
The test engine is a single-cylinder, water cooled, direct injec-
tion, naturally-aspirated, Super Star diesel engine. The schematic
layout of the experimental setup is shown in Fig. 1. In order to ap-
ply the load to the engine, an electric dynamometer equipped with
a load cell and a tachometer were connected to the engine. The DF
consumption was evaluated using an electronic scale with a sensi-
tivity of 0.1 g, and natural gas consumption was measured using a
gas ow meter. The coolant temperatures entering and leaving the
engine, exhaust gas temperature and inlet air temperature were
measured using type K thermocouples. The exhaust emissions
were measured by a MRU Delta 1600 L exhaust gas analyser. The
Nomenclature
BSFC brake specic fuel consumption
BSEC brake specic energy consumption
BTE brake thermal efciency
C/H carbonhydrogen ratio
C40 standard dual fuel containing 40% natural gas
C40DEE dual fuel containing diethylether
C40DEE5 dual fuel containing 5% diethylether
C40DEE10 dual fuel containing 10% diethyl ether
CNG compressed natural gas
DEE diethylether
DF diesel fuel
1. Diesel engine, 2. Cooling tower, 3. Dynamometer, 4. Control panel, 5. Engine speed
and load control mechanism, 6. Dynamometer control mechanism, 7. Air damping
tank, 8. Orifice plate, 9. Inclined manometer, 10. Fuel tank, 11. Scale, 12. Computer,
13. Exhaust gas analyzer, 14. Indicator panel, 15. CNG tank, 16. Regulator, 17.
Natural gas flow meter, 18. Heating device for regulator, 19. Natural gas damping tank
Fig. 1. Experimental setup.
856 M. Karabektas et al. / Fuel 115 (2014) 855860
accuracies of the measurements and uncertainties in the calculated
parameters are reported in Table 1.
The dual fuel system consists of a high pressure CNG tank, a
pressure regulator, a gas heater and a damping tank. The regulator
serves for reducing the pressure of the natural gas. The damping
tank is used for damping out the pulsations, thus obtaining a stea-
dy ow and measuring the ow rate of the natural gas properly.
The natural gas was supplied to the cylinder through a port con-
nected to the inlet manifold. The test fuels used in the experiments
are DF, natural gas and DEE. Some properties of the test fuels are
reported in Table 2.
First, the tests were performed with DF to provide the base re-
sults. Then, the dual fuel tests were performed using CNG + DF
(C40) and CNG + DF added DEE (C40DEE). 40% of the energy con-
tent of C40 fuel is provided by CNG, and this fuel is termed as
the standard dual fuel. The DEE was added to DF at the volumetric
ratios of 5% and 10%. When determining the fuel ratios, the energy
content of the fuel was taken into account. First, the tests with die-
sel fuel were conducted and the CNG ratios in the dual fuels were
adjusted by considering the energy content of diesel fuel. The dual
fuel having DF with 5% DEE content is represented by C40DEE5,
while the dual fuel having DF with 10% DEE content is represented
by C40DEE10. The reason of using the CNG ratio of 40% is to in-
crease the effects of the DEE additive as it is used at low ratios,
namely 5% and 10%. The DEE additive has a low viscosity and boil-
ing point. Therefore, it can easily evaporate in the fuel line and
causes vapour lock. In our investigation, additive ratios over 10%
were also employed but it was observed that higher ratios of DEE
caused operating problems in the engine. Consequently, DEE ratios
were kept at only 5% and 10%.
Before starting the tests, the diesel engine was warmed up, and
all of the tests were conducted at steady-state conditions. As the
engine yields the maximum torque at this speed, the tests were
conducted at 1400 rpm by varying the engine load. At the experi-
ments, the diesel engine was operated at standard adjustments
of ignition timing and injection pressure. The considered engine
performance parameters were brake specic fuel consumption
(BSFC), brake specic energy consumption (BSEC) and brake ther-
mal efciency (BTE). Furthermore, HC, CO and NO emissions as
well as exhaust gas temperatures were taken into account.
3. Results and discussion
3.1. Brake specic fuel consumption
The variations in the BSFC as a function of engine load for the
cases of using DF, natural gas as a dual fuel and DEE addition to
the dual fuel are shown in Fig. 2. The use of C40 causes an increase
in the BSFC at low and medium loads and a decrease at high loads
in comparison to the use of DF. It was determined that C40 yields a
lower BSFC with increasing load. The use of C40DEEs causes
slightly lower BSFC values compared with the use of C40. The high-
est BSFC values were obtained with C40 between low and medium
loads, while the lowest BSFC values were provided with C40DEE10
at high engine loads.
The increase in the BSFC in dual fuel tests is due to the deterio-
ration of the combustion caused by delayed ignition and slow
burning of natural gas [25]. In-cylinder temperature has also an
important effect on this situation. Low in-cylinder temperatures
experienced at low loads deteriorate the combustion. The increase
in the cylinder temperature and pressure with increasing engine
load causes a decreasing trend in the BSFC. Therefore, the BSFC val-
ues obtained with the use of dual fuel decrease in comparison to
those obtained with DF especially at high loads. Because DEE has
a high cetane number and oxygen content, its use causes an
improvement in the combustion [18], thus yielding a lower BSFC
compared with the use of C40.
3.2. Brake specic energy consumption
The variations in the BSEC as a function of engine load are
shown in Fig. 3. It was determined that the BSEC with the use of
C40 increases in comparison to the use of DF. The BSEC with the
use of C40 shows a decreasing trend with increasing engine load,
and gets closer to the BSEC values provided by DF at high loads.
The use of C40DEEs causes a decrease in BSEC compared with
the use of C40. The highest BSEC values are obtained with the
Table 1
The accuracies of the measurements and the uncertain-
ties in the calculated parameters.
Measured variable Accuracy ()
Load, N 0.1
Engine speed, rpm 1
Temperature, C 1
Fuel consumption, g 0.1
Measured variable Uncertainty (%)
HC 1.2
CO 2.5
NO 2.3
Calculated parameters Uncertainty (%)
BSFC (for liquid fuels, g/kWh) 1.1
BSFC (for dual fuels, g/kWh) 1.3
BTE (for liquid fuels, %) 1.3
BTE (for dual fuels, %) 1.4
Table 2
Some properties of the fuels and composition of natural gas.
Properties Diesel fuel Natural gas DEE[24]
Density (kg/m
3
) 840 0.7 710
Viscosity (mm
2
/s) 3.25 0.23
Lower heating value (MJ/kg) 42.7 48.8 33.9
Heat of evaporation (kJ/kg) 270[22] 360
Cetane number 51 >125
Stoichiometric A/F ratio 14.4[22] 17.25[23] 11.19
Oxygen content (%) 21
Compositions of natural gas (vol.%)
Methane (CH
4
) 95.9 Nitrogen (N
2
) 0.7
Ethane (C
2
H
6
) 2.4 Carbon dioxide (CO
2
) 0.1
Propane (C
3
H
8
) 0.7 Others 0.1
Butane (C
4
H
10
) 0.1
200
250
300
350
400
450
0 2 4 6
Brake Power (kW)
B
S
F
C

(
g
/
k
W
h
)
DF
C40-D
C40DEE5
C40DEE10
Fig. 2. Brake specic fuel consumption.
M. Karabektas et al. / Fuel 115 (2014) 855860 857
use of C40 at low engine loads, while the lowest ones are provided
with C40DEE10 at high engine loads.
The increase in the BSEC values at low loads with the use of nat-
ural gas in dual fuel mode is due to the increasing fuel consump-
tion caused by unfavourable combustion characteristics. The
improved combustion at high loads leads to a decreasing fuel con-
sumption, thus causing BSEC values close to the values provided by
DF. Furthermore, the addition of DEE causes a further decrease in
BSEC values in comparison to C40 due to its high cetane number.
3.3. Brake thermal efciency
The variations in the BTE as a function of engine load are shown
in Fig. 4. It was determined that the BTE values obtained with the
use of C40 decrease considerably at especially lowand mediumen-
gine loads. This can be attributed to the lean mixture of gas fuels
and poor fuel efciency [13]. The BTE with the use of C40 gets clo-
ser to the BTE obtained with DF at high engine loads. The addition
of DEE yields an increase in the BTE in comparison to the use of
C40. Moreover, it was revealed that the BTE increases with increas-
ing DEE content.
Low cetane number and high self ignition temperature of natu-
ral gas cause an increase in ignition delay period and a decrease in
the burning rate of combustion process. Consequently, BSFC in-
creases and BTE decreases with natural gas operations at low-med-
ium engine loads. As a result of increasing in-cylinder
temperatures at high engine loads, the combustion characteristics
are improved and the BTE obtained with the use of C40 gets closer
to the efciency obtained with DF. On the other hand, the increase
in the BTE with the use of DEE addition in comparison to the use of
C40 originates from the high cetane number and oxygen content of
DEE. This additive evaporates rapidly and mixes with air easily,
thus forming a homogenous mixture [18]. Consequently, the com-
bustion improves, and the BTE increases.
3.4. HC emissions
Fig. 5 shows the variations in the HC emissions as a function of
engine load for the cases of using DF, natural gas as a dual fuel and
DEE addition to the dual fuel. It was revealed that the use of CNG as
a dual fuel (C40) causes a considerable increase in the HC emis-
sions compared with DF. One of the reasons of this increase is
the escape of natural gas through the exhaust port during valve
overlap. Moreover, low cylinder temperatures and pressures at
particularly low engine loads deteriorate the combustion, thus
yielding high HC emissions. Lower charge temperature with natu-
ral gas usage leads to slower combustion and higher HC emissions
[7].
Fig. 5 also indicates that the use of C40DEEs leads to higher HC
emissions in comparison to the use of C40. It was determined that
the highest HC emissions were obtained with C40DEE10. The in-
crease in HC emissions with the use of C40DEEs can be attributed
to the leakage of the fuel through the injector nozzle due to the
considerably low viscosity of the fuel [26]. DEE additive has a
low charge temperature and decreases combustion temperature
due to its high heat of evaporation. Additionally, some of the DEE
additive mixes with air during fuel injection and accumulates in
the ring space between the piston and cylinder. Consequently,
the combustion ame cannot effectively reach these spaces, thus
yielding high HC emissions [27].
3.5. CO emissions
Fig. 6 indicates the variations in the CO emissions as a function
of engine load. The use of natural gas as a dual fuel yields a consid-
erable increase in the CO emissions particularly at low and med-
ium loads in comparison to DF. It is due to poor fuel utilization
and oxidation with natural gas usage at dual fuel mode operation
in diesel engines [13]. However, the CO emissions show a signi-
cant decreasing trend with increasing load. On the other hand,
the use of C40DEEs cause lower CO emissions compared with
C40. The higher the content of DEE, the lower the CO emissions.
The use of C40DEE10 yields the lowest CO emissions compared
with other dual fuels.
Fig. 3. Brake specic energy consumption.
15
20
25
30
35
40
0 2 4 6
Brake Power (kW)
B
T
E

(
%
)
DF
C40-D
C40DEE5
C40DEE10
Fig. 4. Brake thermal efciency.
Fig. 5. HC emissions.
858 M. Karabektas et al. / Fuel 115 (2014) 855860
The increase in ignition delay and slow burning at low engine
loads originating from the use of natural gas impair the oxidation
of natural gas with air, thus increasing CO emissions. When the en-
gine load is increased, the cylinder temperature rises, thus improv-
ing the combustion and leading to lower CO emissions. The oxygen
content in C40DEEs increases the oxygen concentration in the cyl-
inder, thus making a positive effect on decreasing CO emissions
[26]. Moreover, high cetane number of DEE additive shortens the
combustion duration and improves the combustion [24], thus
yielding lower CO emissions.
3.6. NO emissions
Fig. 7 reports the variations in the NO emissions as a function of
engine load. It was revealed that the use of natural gas as a dual
fuel yields a decrease in the NO emissions at low and medium
loads but an increase at high loads in comparison to DF. The NO
emissions decrease with the use of C40DEEs compared with C40.
Furthermore, the higher the DEE content, the lower NO emissions.
The low cylinder temperatures at low and medium loads cause
ignition delay of natural gas and slow down the combustion, thus
leading to lower NO emissions in comparison to the use of DF. Ris-
ing cylinder temperatures and pressures at high engine loads par-
tially eliminate ignition delay and slow combustion problems, thus
increasing NO emissions.
The decrease in the NO emissions obtained with C40DEEs com-
pared with C40 may originate from various reasons. Because DEE
has a considerably high cetane number, oxygen content and high
heat of evaporation, it is easy to ignite the fuelair mixture, and
it yields shorter combustion duration. By adding DEE, heat release
decreases in the stage of diffusion controlled combustion, thereby
leading to lower NO emissions [24]. Moreover, an experimental
study using various fuel blends with oxygen content showed that
the NO emissions decrease due to the lower high temperature
duration that the combustion gases experience [3]. Furthermore,
the use of fuel additives with high cetane number causes lower
NO
x
emissions particularly at mediumhigh loads, and decreases
ignition time and maximum rate of heat release [28]. Another fac-
tor which causes lower NO emissions is high heat of evaporation of
DEE.
3.7. Exhaust gas temperatures
Fig. 8 shows the variations in the exhaust gas temperature as a
function of engine load. It is seen that the use of natural gas as a
dual fuel causes a decrease in the exhaust gas temperature com-
pared with DF. The exhaust gas temperature further decreases with
the use of C40DEEs compared with C40 and DF, and it decreases
with increasing DEE content.
Unfavourable conditions for combustion originating from the
use of natural gas as a dual fuel cause a decrease in exhaust gas
temperature. However, DEE addition to dual fuel leads to easy igni-
tion and improved combustion due to the high cetane number and
oxygen content of DEE, thus lowering exhaust gas temperature.
4. Conclusions
The use natural gas as a dual fuel has a signicant negative ef-
fect on the engine performance at low and medium loads. How-
ever, the engine performance improves at high engine loads. The
use of natural gas as a dual fuel causes lower NO emissions at
low and medium loads, while yielding higher NO emissions at high
loads compared with the use of DF. CO and HC emissions increase
considerably with the use of natural gas at low and medium loads,
while showing a decreasing trend at high loads.
The addition of DEE to pilot fuel in a diesel engine using dual
fuel causes lower specic energy consumption and higher brake
thermal efciency compared with the use of C40. Furthermore,
DEE addition leads to an improvement in NO and CO emissions
at all engine loads, which is mainly due to the high cetane number
and oxygen content of DEE. Moreover, the higher the DEE content,
the better the engine performance and exhaust emissions.
Fig. 6. CO emissions.
Fig. 7. NO emissions.
Fig. 8. Exhaust gas temperatures.
M. Karabektas et al. / Fuel 115 (2014) 855860 859
However, HC emissions increase slightly with the use of C40DEEs
in comparison to the use of C40.
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