Dual-fuel Diesel Research Articles

Trade-Off Study on Economy and Environmental Aspects of a Dual-Fuel Diesel Engine Using Diesel Additive and Producer Gas

Abstract Experiments are performed on a diesel engine working in a single-fuel mode using fossil diesel (FD) as well as 5% and 10% (v/v) di-ethyl ether (DEE) additives with FD as fuels as well as in dual-fuel mode using the aforementioned fuels as pilot fuels along with producer gas (PG) as a primary fuel. This study aims to draw comparative analyses of engine combustion, performance, and emission characteristics using the aforementioned fuel combinations to establish the most suitable fuel strategy for a diesel engine. The study revealed greater control over nitric oxide (NO) and smoke opacity in dual-fuel mode compared to single-fuel mode operations. The addition of DEE with FD produced lower hydrocarbon (HC) and carbon monoxide (CO) emissions and comparable NO emissions along with reduced smoke opacity compared to FD in both modes of operation. Furthermore, in a dual-fuel mode operation, the diesel percentage energy substitution (PES) reduced with an increase in the DEE content in the blends. The trade-off study involving engine performance and emissions with respect to the cost of operation revealed that the fuel strategy used in dual-fuel mode operation delivered better engine performance along with reduced NO emission and smoke opacity at lower operational cost compared to all the considered fuel strategy in single-fuel mode operation. Especially, FD + 5% DEE + PG and FD + 10% DEE + PG fuel strategies were found to be the most suitable dual-fuel mode combinations in a diesel engine in terms of their superior engine performance and lower emissions along with better economy.

Numerical methodology for evaluation the combustion and emissions characteristics on WLTP in the light duty dual-fuel diesel vehicle

The worldwide aim of reducing environmental impact from internal combustion engines bring more and more stringent emission regulations. In 2017 by EU has been adopted new harmonized test procedure called WLTP. In general terms this test was designed for determining the levels of harmful emissions and fuel consumption of traditional and hybrid cars. This procedure contains specific driving scenarios which representing real-life driving patterns. Test cycles contain vehicle velocity versus time profiles and directly in powertrain analysis on the test benches cannot be used. In order to back calculate drive cycles to engine rpm versus torque profiles a simple longitudinal vehicle dynamics method was used in this paper. Moreover, in order to determine most representative engine operation points duing WLTP a density based grid clustering method was implemented. The experimental part of the study focuses on the comparative evaluation of the effect of various diesel to LPG substitution ratios (0% LPG, 10% LPG, 20% LPG and 30% LPG) on combustion and emission characteristics of dual-fuel diesel engine.

Thermochemical Recuperation to Enable Efficient Ammonia-Diesel Dual-Fuel Combustion in a Compression Ignition Engine

A thermochemical recuperation (TCR) reactor was developed and experimentally evaluated with the objective to improve dual-fuel diesel–ammonia compression ignition engines. The novel system simultaneously decomposed ammonia into a hydrogen-containing mixture to allow high diesel fuel replacement ratios and oxidized unburned ammonia emissions in the exhaust, overcoming two key shortcomings of ammonia combustion in engines from the previous literature. In the experimental work, a multi-cylinder compression ignition engine was operated in dual-fuel mode using intake-fumigated ammonia and hydrogen mixtures as the secondary fuel. A full-scale catalytic TCR reactor was constructed and generated the fuel used in the engine experiments. The results show that up to 55% of the total fuel energy was provided by ammonia on a lower heating value basis. Overall engine brake thermal efficiency increased for modes with a high exhaust temperature where ammonia decomposition conversion in the TCR reactor was high but decreased for all other modes due to poor combustion efficiency. Hydrocarbon and soot emissions were shown to increase with the replacement ratio for all modes due to lower combustion temperatures and in-cylinder oxidation processes in the late part of heat release. Engine-out oxides of nitrogen (NOx) emissions decreased with increasing diesel replacement levels for all engine modes. A higher concentration of unburned ammonia was measured in the exhaust with increasing replacement ratios. This unburned ammonia predominantly oxidized to NOx species over the oxidation catalyst used within the TCR reactor. Ammonia substitution thus increased post-TCR reactor ammonia and NOx emissions in this work. The results show, however, that engine-out NH3-to-NOx ratios were suitable for passive selective catalytic reduction, thus demonstrating that both ammonia and NOx from the engine could be readily converted to N2 if the appropriate catalyst were used in the TCR reactor.

Full Load Investigation of CNG–Diesel Dual-Fuel Heavy-Duty Engine with Selective Catalytic Reduction on Engine Performance and Emissions for Its Potential Use

Full Load Investigation of CNG–Diesel Dual-Fuel Heavy-Duty Engine with Selective Catalytic Reduction on Engine Performance and Emissions for Its Potential Use

Large–squish piston geometry and early pilot injection for high efficiency and low methane emission in natural gas–diesel dual fuel engine at high–load operations

A large–squish piston geometry and an early pilot (E–Pilot) approach were investigated in a natural gas–diesel dual fuel (DF) engine under high–load operations to achieve high brake thermal efficiency (BTE) and low methane (CH4) emissions. A double injection strategy consisting of a pilot injection just before the main injection in pilot dual fuel (Pilot–DF) combustion was assessed in the engine equipped with a stepped–lip piston geometry. The double injections had a lower maximum pressure rise rate when compared to that for a single main injection, and allowed the combustion phasing to advance near the top dead center. As a result, the pressure–volume curve could approach the theoretical Otto cycle, which improved the BTE and CH4 emissions via lowering of the combustion loss. A large–squish piston dedicated to the DF engine was additionally implemented to induce flame propagation to the squish and crevice regions, and to reduce the piston surface area. The BTE improved significantly via introduction of changes in the piston design from a stepped–lip geometry to a large–squish geometry, because the low surface–area–to–volume ratio reduced heat transfer loss. Despite the enhanced flame propagation for the large–squish geometry, the reduction in combustion loss was not significant owing to the delayed combustion phasing. Therefore, CH4 emissions also decreased slightly. Finally, an E–Pilot approach was applied to reduce the combustion loss by a small pilot injection amount directing the squish and crevice regions. Although the E–Pilot approach had a lower combustion loss when compared to that under Pilot–DF combustion, the BTE improvement was not significant because of the higher heat transfer loss. Even with a small increase in the BTE, the CH4 emission was significantly reduced. In summary, the combination of an E–Pilot approach and a large–squish piston improved the BTE and CH4 emissions by 7.8% and 49.7%, respectively, when compared to those in the case of a single injection of Pilot–DF combustion with a stepped–lip piston.

Investigation of the fuel injection angle/time on combustion, energy, and emissions of a heavy-duty dual-fuel diesel engine with reactivity control compression ignition mode

About one-third of the energy entering the cylinder of an internal combustion engine is converted into useful work while the rest of the energy is wasted in various ways. Therefore, providing solutions that can recover part of the engine’s wasted energy is crucially important. One of the newest techniques of interest in the field of internal combustion engines is low temperature combustion (LTC) methods. The aim of this research is to approach the reactivity control compression ignition (RCCI) combustion phase by changing the effective parameters (time and angle of injection) of a dual-fuel heavy diesel engine (diesel/ methane (CH4)) To do this, numerical simulation (CONVERGE-CFD) and experimental test have been used. The results illustrate that by advancing the high reactive injection schedule (from -30° to -50°), the maximum cylinder temperature increases which occurs closer to the top dead center. This phenomena increases efficiency and output power, while consequently reduces Nitrogen oxides (NOx), Carbon monoxide (CO) and Hydrocarbon (HC) pollutants. For different fuel injection angles, the results show that at 62.5°, the sprayed diesel fuel droplets are thoroughly mixed with the air inside the cylinder. Hence, the maximum amount of thermal energy released and the minimum amount of emissions occurs at angle of 62.5°.

Experimental studies on the effect of TBC piston in a dual-fueled diesel engine

Oxy-hydrogen gas (HHO) is a carbon-clean alternative fuel like hydrogen and is composed of hydrogen and oxygen in the ratio of 2:1. The significant properties of hydrogen (which is present in HHO) such as high octane rating, better mixing characteristics, high diffusivity, high flame speed also ensure its possible use to run a compression ignition (CI) engine in dual fuel mode. On the other hand, the application of thermal barrier coatings (TBCs) to engine components may reduce thermal fatigue, and the heat loss to the surroundings. In this experimental study, the combined effect of HHO gas on the combustion, performance, and emission characteristics of a dual-fuel diesel engine fitted with two different thermal barrier coated (TBC) pistons was experimentally investigated. Commercially available D2 quality petro-diesel (D100) and a blend composing 20% Jatropha and 80% D100 named as JME20 were used as pilot fuels, while the HHO gas was used as inducted fuel in dual-fuel operation. The experiments were carried out in a single cylinder, four storke, air-cooled, stationary type direct injection (DI) diesel engine fitted with the uncoated and coated pistons were operated in two different dual operations viz., D100 + HHO and Opt.JME20 + HHO. Two separate pistons were used to coat its top crown surface with Yttria-stabilized zirconia (YSZ) and YSZ + CeO2. The results obtained for the combustion, performance, and emission parameters of the dual fuel diesel engine fitted with the TBC piston and run in dual fuel operation of D100 + HHO and Opt.JME20 + HHO were evaluated, analyzed, and compared with those of the baseline data. The results revealed thatthe brake thermal efficiency of Opt.JME20 + HHO run in dual-fuel operation was found to be higher by about 5.9% compared to that of the baseline data at full load, for the YSZ + Cerium-oxide (CeO2) coated piston-fitted engine by minimizing the heat loss to the surroundings. Similarly, the maximum carbon monoxide (CO), unburnt hydrocarbon (HC), and smoke emissions with the YSZ + CeO2 coated piston fitted engine operation in dual fuel mode with Opt.JME20 + HHO was found to be lesser by about 44.1%, 46.7%, and 21.5%, respectively compared to that of the baseline data at full load.

Response Surface Methodology to predict the performance and emission characteristics of gas-diesel engine working on producer gases of non-uniform calorific values

Energy generation through gasification technology has received significant attention from policy makers and researchers. To promote government policies on biomass and utilize energy source that are abundantly available in rural areas, suitable technologies must be developed with a focus on popular applications in a place. The biomass in rural areas differs from place to place and they may not generate uniform calorific value (CV) of producer gas (PG). The quality of PG is essential to run engines of power generators with required performance. Hence, in this study, a mathematical investigation was performed on a dual-fuel diesel engine for CV of PG from 3.4 to 6.6 MJ/Nm3. The major objective was to find the impact of the variation in CV of PG from coir pith, rice husk, rubber wood, coconut shell and rubber seed kernel shell on the performance of the engine. Response Surface methodology with suitable tools had been used for developing the model. The model predicted the optimum thermal efficiency, specific energy consumption and diesel replacement rate as 25.8%, 13.95 MJ/kWh and 59.04% respectively while calorific value of PG was 6.57 MJ/Nm3. However, CO and NOx emissions were found increasing with the increase in calorific value of PG.

The combustion, performance and emissions investigation of a dual-fuel diesel engine using silicon dioxide nanoparticle additives to methanol

The study made investigation on the combustion, performance and emissions of a modern dual fuel (DF) diesel engine using silicon dioxide (SiO2) nanoparticle additives to methanol under different test conditions. The tests were conducted in three operating modes: diesel mode; methanol/diesel mode (methanol mode for short) and methanol-based SiO2 nanofluid (MSN)/diesel mode (MSN mode for short) where the MSN was injected in the intake manifold. The results displayed that nano-SiO2 inclusion in methanol increased the peak pressure by 8.6% in maximum and peak heat release rate by 4.3% in maximum. The brake thermal efficiency (BTE) and brake specific fuel consumption (BSFC) were improved with all the tested dosages of SiO2 nanoparticles in the fuel, especially under high load conditions, the improvements of 5.1% in maximum and 6.2% in maximum for BTE and BSFC were achieved. Compared with the cases in methanol mode, CO, HC, NOx and smoke opacity in MSN mode were reduced by 38.5%, 55.4%, 5.2% and 55.6%, respectively. All the results indicate that the addition of SiO2 nanoparticle in methanol could enhance the combustion and performance characteristics, and suppress the emissions of the DF diesel engines.

Research of the possibility of increasing the detonation stability of a marine dual-fuel diesel engine

This article examined the environmental and economic prerequisites for the widespread use of dual-fuel diesel engines in the global fleet. A brief overview of the existing cycles used in marine dual-fuel diesel engines was made.. The prospects and problems of their further development were also considered. The basis of the article is the study of a possible increase in the detonation resistance of dual-fuel diesels through the use of a strong Miller cycle. The research was conducted using the software of the leading company in the field of design and engine building AVL List GmbH. As a prototype, the serial marine engine MAN 8L51/60DF was adopted, and the model is based on data obtained during three years of its operation

Developing of Emergency Safety Device Module Under Vessel Integrated Automation System for Dual Fuel Diesel Engine

Using gas as a fuel of the ship’s main engines give challenges in term of efficiency, fuel prices, low emission, and safety behavior. Gas characteristics need particular attention due to higher flammable, explosive, and hazard gas leakages. Adopting gas as fuel onboard a ship insists on a higher level of safety as guided by the IGF Code. Conventional safety devices installed in the conventional diesel engines only aware of its combustion sensors. This study intended to develop a new PLC module that is capable of an automatic stop of the dual fuel diesel engine under any programmable emergencies. The developed module is integrated under the Vessel Integrated Automation System. The logical program manages the system to assure the continuous fuel service and stop the system when pre-defined hazards happened. Hazards are predicted from excessive pressure and temperature, flow rate, and gas leakages. The module in a form of software and hardware will be built using industrial tools.

Developing Small Dual-Fuel Diesel Engine to Control Marine Pollution by Reducing NOx Emission for Application in Fishing Vessels

Using natural gas for fueling a ship growing extensively since environmental issues become one of the priorities in the shipping industry. The ship uses natural gas as the main fuel commonly called as a gas-powered ship. Gas has lower specific prices compare with any type of diesel fuel. But due to handling, storage, and distribution costs then gas prices for ships become higher even still a bit cheaper than diesel fuels. Besides prices, technically gas is cleaner so it may give the lower emission levels. Dual fuel technology is the best choice in occupied gas as ship fuel due to the existence of the IGF Code. Established Dual-fuel diesel engine is very expensive and available for big power capacity. This research develops a small dual-fuel diesel engine from a conventional engine with power less than 10 HP. The piston crown is a part of the engine that was modified so that the engine can use natural gas in the best performances as the conventional one. NOx as the most hazard emission in the diesel combustion process is controlled to be as the lowest as possible. The quality of air may be significantly affected by those small engine pollutions because of the large number of vessels in that dense environment in the typical fishery villages. In conclusion, the modified dual-fuel diesel engine capable of reducing NOx emission by up to 31% at a practical safe operation of 50% dual-fuel. The higher gas portion gives a lower NOx emission level.

Effects of triethylene glycol mono methyl ether (TGME) as a novel oxygenated additive on emission and performance of a dual-fuel diesel engine fueled with natural gas-diesel/biodiesel

The need for energy sources is one of the major problems for all countries in the world. Biodiesel is one of the alternative fuels. The use of 5% biodiesel in diesel fuel blend is usual, and most countries have planned to use 20%. Glycerol is a by-product of biodiesel production. Therefore, due to the increase in this substance, glycerol management is substantial. In this study, biodiesel was produced by the transesterification process from waste cooking oil (WCO); then, the triethylene glycol mono-methyl-ether (TGME) as a novel additive obtained from glycerol by the etherification method. The Dual-Fuel Diesel Engine mode (DFM) is one of the most suitable ways of achieving efficient and clean combustion. Dual-fuel combustion has been performed through the use of natural-gas (NG) as the main fuel and diesel/biodiesel blend The DFDEm engine was run under three different high NG ratios (60, 70, and 80%), at full-load and 1500rpm. Biodiesel was used at two levels of 5 and 20 vol%. TGME was added at four levels (0.1, 0.2, 0.3 and 0.4 vol.%) to fuel blends. Results showed that glycerol conversion and recycling into TGME additive is important, because, the presence of oxygen in the chemical structure of the TGME additive can make it a suitable oxygenated additive. The TGME as an oxygenated additive improved the most parameters of the engine. Oxygenated fuels contributed to the combustion process and improved it. The best conditions achieved by adding 0.2 vol% TGME additive into diesel fuel at the DFM engine in NG70 mode, under these conditions in comparison to conventional diesel combustion brake power, and brake thermal efficiency increased by 10.54 and 12.77%, but the generated power cost amount decreased by 20.16%. Also CO, CO2, and NOx emissions decreased by 76.77, 40.9, 1.31%, respectively.

Effects of low-level hydroxy as a gaseous additive on performance and emission characteristics of a dual fuel diesel engine fueled by diesel/biodiesel blends

In the present study, water electrolysis was employed for Hydroxy gas (HHO) production as a gaseous additive. The engine test was performed using the Diesel, B5, and B20 as pilot fuels. HHO was imported into the engine's combustion chamber at three volumetric flow rates of 3, 4, and 5 cc/s through the inlet manifold as the low-level HHO rate.The engine test setup was a single-cylinder dual-fueled diesel engine at a constant speed (1500 rpm) and full load condition. According to the results, HHO by 3 and 4 cc/s did not have a significant effect on BP, BTE, and BSFC. Using HHO gas by 5 cc/s significantly increased BP by about 2.5, 3.1, and 0.5% compared with Diesel, B5 and B20, respectively, and decreased BSFC by about 11, 7.8, and 13.5% compared with Diesel, B5, and B20, respectively.HHO gas by 5 cc/s significantly decreased CO2 by about 7, 6.3, and 10.6% compared with Diesel, B5, and B20, respectively, and decreased CO emissions by about 6, 14.3, and 21.2% compared with Diesel, B5 and B20, respectively. However, the use of HHO gas and biodiesel increased NOx emission by about 16, 13.7, and 10.5% compared with Diesel, B5, and B20, respectively.

The Influence of Hydrogen on Vaporization, Mixture Formation and Combustion of Diesel Fuel at an Automotive Diesel Engine

Hydrogen can be a viable alternative fuel for modern diesel engines, offering benefits on efficiency and performance improvement. The paper analyses the results of a thermodynamic model developed by authors in order to study the influence of Hydrogen addition on a process like vaporization, mixture forming, and combustion at the level of diesel fuel droplets. The bi-zonal model is applied for a dual-fueled diesel engine K9K type designed by Renault for automotives. For the engine operating regime of 2000 rpm speed and 55% engine load, the diesel fuel is partially substituted by Hydrogen in energetic percents of 6.76%, 13.39%, and 20.97%, the engine power being maintained at the same level comparative to classic fueling. At Hydrogen addition, the diesel fuel jets atomization and diesel fuel droplets vaporization are accelerated, the speed of formation of the mixture being increased. Comparative to classic fueling, the use of Hydrogen leads to diesel droplets combustion intensification, with a shortened autoignition delay, reduction of combustion duration, and increase of flame radius.

Investigations on Biogas Fueled Dual Fuel DIesel Engine Employing Dimethyl Carbonate as a Fuel Blend

ABSTRACT In this experimental study, the center point of our work is to evaluate the impact of dimethyl carbonate (DMC) fuel blended with diesel with regard to the engine performance, emissions, and combustion characteristics in dual fuel engine fueled by biogas at various DMC proportions and biogas flow rates. A water-cooled, four stroke, single cylinder Compression Ignition (CI) engine is adjusted to run in dual fuel mode. A simulated biogas is obtained by mixing CH4 and CO2 that are kept in red and black cylinders, respectively. Throughout the experimental process the engine is run at a constant speed of 1800 rpm. Three proportions of DMC are taken which are 10, 20, and 30% by volume and blended with pure diesel. Biogas flow rates taken are 12 lpm and 16 lpm. An experimental study was performed and it is found that a maximum of 3% drop in brake thermal efficiency at high DMC proportions but at low biogas flow rates, the efficiency increased up to 2.7%. NOx emissions were observed to be low on addition of DMC and further decreased at high biogas flow rates. The maximum reduction of 57.5% is observed when compared to diesel-only mode. CO emissions increased upto 28% at high DMC fractions. In combustion characteristics, the Maximum Heat Release Rate (MHRR) decreased at high DMC fractions and high biogas flow rates but decreased, at high loads. The maximum cylinder pressure also decreased at high DMC fractions and at high biogas flow rates. The period of combustion increases when DMC fraction is increased.

Effect of port injection of ethanol on engine performance, exhaust emissions and environmental factors in a dual-fuel diesel engine

This paper investigates the effect of ethanol addition and hot exhaust gas recirculation (EGR) on engine performance, exhaust emissions, and air-pollution damage-cost in a dual-fuel diesel engine. The ethanol is injected at low pressure into the intake manifold using a port-fuel injector while diesel fuel is injected directly into the cylinder. Only the duration of the ethanol injection is changed in the dual-fuel injection system while the diesel injection parameters are not changed. Ethanol fuel is added by port injection in such amounts as to provide additional heat energy in the range of 0–40% to the heat energy of the diesel fuel taken to the engine for any engine operating conditions. Moreover, 5%, 10%, and 15% rates exhaust gas recirculation (hot EGR) for each engine operating conditions are applied. The engine is operated at 1400, 1600, 1800 and 2000 rpm engine speeds at full load (≈40 Nm). In this paper, the highest improvement in engine performance and environmental factors is obtained with ethanol addition of 40% without the hot EGR at 1400 rpm. Under these conditions, the brake engine power ( BEP) and brake engine torque ( BET) increase of 6.9% and 8.1% while NOx emission and air-pollution damage-cost decreased of 32% and 23.9%, respectively. However, CO, HC, and smoke ( FSN number) emissions increased significantly. On the other hand, the brake thermal efficiency ( BTE) and brake specific energy consumption ( BSEC) are negatively affected by the ethanol addition and hot EGR.

Comparative assessment of biogas and producer gas with diesel in a twin cylinder dual-fuel diesel engine

The present work describes the preparation of producer gas and biogas from waste biomass material and its application in a twin cylinder dual-fuel diesel engine to study their performance and emission characteristics by the fractional replacement of fossil diesel in dual-fuel mode. Experiments are carried out both in diesel mode as well as dual-fuel mode operation under different engine loads. Comparative outcomes of performance and emission parameters for both modes of operations are presented. The study reveals that dual-mode operations show lower performance characteristics but better control of emission parameters like nitric oxide (NO) and smoke opacity compared to diesel mode. The hydrocarbon emission of producer gas-diesel and biogas-diesel was found to be 65.8% and 109.7% respectively, higher than diesel mode at the optimum load of 8 kW. Similarly, brake thermal efficiency of dual-mode operation of producer gas-diesel and biogas-diesel was 2.47% and 1.67%, respectively, lower than diesel mode. The pilot fuel savings percentage achieved was 85.5% in biogas-diesel and 83% in producer gas-diesel operation at the same loading condition. Further, comparing biogas with producer gas, it was observed that some of the emission parameters like carbon monoxide CO and NO were better controlled by biogas than producer gas whereas, HC and smoke emissions were better controlled by producer gas than biogas.

Trade-off Improvements by Combining EGR and Supercharging Ignited by Next Generation Bio-alcohol Blended FAME Fuels in Diesel Dual Fuel Operation Using Natural Gas

Studies in diesel dual fuel (DDF) operation which introduce compressed natural gas (CNG) from the intake pipe and ignite it by a diesel fuel injection in the combustion chamber have been conducted using conventional diesel engines. The present study investigated the effects of trade-off improvements between NOx and smoke emissions with next generation bio-alcohol blended FAME fuels ignition in DDF operation with a combination of EGR and supercharging. The CNG supply rates were set at 0% (ordinary diesel operation) and at 41-44% (DDF operation) on a heat energy basis, the boost pressures were set to two conditions with supercharger operation: 100 kPa (naturally aspirated operation, N/A) or 120 kPa (supercharged operation, S/C), and the EGR rates were varied from 0 to 25%. Blended fuels with a base fuel vs. alcohol ratio of 7: 3 were prepared using what in the following is termed PLME containing equal proportions of methyl palmitate (PME) and methyl laurate (LME) as the base fuel. The next-generation bio-alcohols used here were iso-pentanol (C5) and iso-butanol (C4), and the engine performance, combustion characteristics, and exhaust emissions were investigated with iso-pentanol blended PLME (termed PLiP30), iso-butanol blended PLME (PLiB30), and neat PLME, as the ignition fuel. The results showed that regardless of ignition fuel, the DDF operation combining cooled EGR and supercharging improved the trade-off relation between NOx and smoke emissions significantly while maintaining relatively high brake thermal efficiencies.

1D Simulation and Experimental Analysis on the Effects of the Injection Parameters in Methane–Diesel Dual-Fuel Combustion

Notwithstanding the policies that move towards electrified powertrains, the transportation sector mainly employs internal combustion engines as the primary propulsion system. In this regard, for medium- to heavy-duty applications, as well as for on- and off-road applications, diesel engines are preferred because of the better efficiency, lower CO2, and greater robustness compared to spark-ignition engines. Due to its use at a large scale, the internal combustion engines as a source of energy depletion and pollutant emissions must further improved. In this sense, the adoption of alternative combustion concepts using cleaner fuels than diesel (e.g., natural gas, ethanol and methanol) presents a viable solution for improving the efficiency and emissions of the future powertrains. Particularly, the methane–diesel dual-fuel concept represents a possible solution for compression ignition engines because the use of the low-carbon methane fuel, a main constituent of natural gas, as primary fuel significantly reduces the CO2 emissions compared to conventional liquid fuels. Nonetheless, other issues concerning higher total hydrocarbon (THC) and CO emissions, mainly at low load conditions, are found. To minimize this issue, this research paper evaluates, through a new and alternative approach, the effects of different engine control parameters, such as rail pressure, pilot quantity, start of injection and premixed ratio in terms of efficiency and emissions, and compared to the conventional diesel combustion mode. Indeed, for a deeper understanding of the results, a 1-Dimensional spray model is used to model the air-fuel mixing phenomenon in response to the variations of the calibration parameters that condition the subsequent dual-fuel combustion evolution. Specific variation settings, in terms of premixed ratio, injection pressure, pilot quantity and combustion phasing are proposed for further efficiency improvements.