Ignition Delay Period Research Articles

Numerical study of cold-start performances of a medium compression ratio direct-injection twin-spark plug synchronous ignition engine fueled with methanol

The cold-start mixture preparation, combustion and emissions behaviors of a medium compression ratio direct-injection twin-spark plug synchronous ignition engine fueled with methanol were numerically simulated. Simulation results display that the methanol injection timing, ignition timing and the global equivalence ratio had an important influence on the concentration distribution of methanol-air mixture, the flow velocity, and the density of the flame surface during cold start. Ignition delay period reached the shortest at injection timing 70°CA BTDC. Ignition delay period for injection timing 130°CA BTDC and 50°CA BTDC increased 209% and 45.5% compared to injection timing 70°CA BTDC, respectively. Ignition delay period reached the shortest at ignition timing 21°CA BTDC. Ignition delay period of twin-spark plug was shorter than that of single-spark plug at the same equivalence ratio. There existed the maximum in-cylinder pressure, maximum heat release rate, maximum in-cylinder temperature, lowest unburned methanol and soot emissions, and highest NOX emissions at injection timing 70°CA BTDC. The maximum in-cylinder pressure, maximum heat release rate, and maximum in-cylinder temperature gradually increased with the advance of ignition timing. Injection timing 70°CA BTDC, ignition timing 21°CA BTDC, and equivalence ratio 0.9 could obtain the best cold start performance compromise using twin-spark plug ignition mode. At equivalence ratio 1.0, twin-spark plug ignition had better combustion performances, lower unburned methanol and soot emissions, and higher NOX emissions compared with single-spark plug ignition. Twin-spark plug synchronous ignition had more advantageous to cold starting ignition compared with single-spark plug ignition for a medium compression ratio direct-injection spark-ignition methanol engine.

A sensor based assessment of ignition delay for pure diesel and biodiesel blends in an isochoric combustion box

The key to efficient operation of a diesel engine is the smooth combustion of the fuel and controlled detonation. In diesel engine detonation depends on ignition delay (ID) period. An isochoric cylindrical combustion box (CCB) is fabricated for the assessment of ID tendency for simple diesel and vegetable oils-diesel fuel blend (VODFB). The combustion box consist of air heating coils, hot surface plate, fuel injector, pressure gauge, temperature indictor, temperature controller and photo sensor. A two stage compressor with intercooler is used for charging the air in the combustion box. The ignition lag was measured for injection pressures (IP) (100-bar, 200-bar and 300-bar), hot surface temperatures (400°C and 450°C), cylinder pressures (10, 15, 20 and 25-bar) for simple diesel and VODFB by using photo sensor and scope-meter. The results show that ID was decreased with increase in IP, at a specific cylinder pressure and HST for both simple diesel and VODFB. At high IP (300-bar), ID is lower for the blended fuel because at high IP, the fuel covers more physical land and more fuel is vaporized within a given time period and hence ID time decrease.

Evaluating performance and emissions of a CI engine fueled with n-octanol/diesel and n-butanol/diesel blends under different injection strategies

Considering climate change and energy crisis, the high-carbon alcohol has become a popular substitute fuel for diesel engines. In this study, diesel (D100), n-octanol/diesel (D50O50), and n-butanol/diesel (D50B50) blends were tested in a single-cylinder CI engine to evaluate the effects of n-octanol and n-butanol on the engine combustion characteristics, performance, and emissions formation. During the testing, the engine was operated at two engine loads (30% and 50%) with two injection pressures (40 and 60 MPa) at 1200 rpm. Both single injection and split injection strategies were used. Experimental results suggest that D50O50 and D50B50could result in serious knocking combustion under certain conditions with the single injection strategy. In contrast, the split injection strategy can lower the peak pressure and peak heat release rate, and consequently mitigating the knocking tendency for D50O50 and D50B50. Besides, noticeable two-stage combustion was observed for D100 and D50O50 due to the NTC behavior of diesel and n-octanol. Generally, because of the lower fuel reactivity of n-octanol and n-butanol, the ignition delay periods of D50O50 and D50B50 were significantly extended with the single injection; however, the difference in ignition delay was not evident with split injection strategy. Moreover, D50O50 can exhibit the highest thermal efficiency with proper injection pressure, and combustion phasing, etc. NOx and black carbon can be simultaneously reduced by D50O50 with split injection at an injection pressure of 60 MPa. Nevertheless, adding n-octanol and n-butanol increased the HC emissions due to their lower fuel reactivity at all tested conditions.

Analysis of Green Fuel for Diesel Engine

We are One of the inconsumable oils that could be used to produce green fuel is Tamanu oil. It is derived from Tamanu green plant seeds. This research describes about the features, analysis that have been performed by an empirical study on using Tamanu oil as a raw material to generate green fuel in diesel engine. The green fuel Tamanu Methyl Ester Tamanu100 and its blends Tamanu30 and Tamanu60 are used in engine to test the efficiency of the fuel. The characteristics of the engine that are impacted such as brake thermal efficiency, brake specific energy consumption, unburned hydrocarbon, carbon monoxide, and release of NOX have been measured using Tamanu100 green fuel and the output of the tests have been contrasted with conventional fuel. It is noted that the green fuel resulted in trivial reduction in brake thermal efficiency. Release of hydrocarbon and carbon monoxide has lessened on using green fuel with substantial release of oxides of nitrogen. Also, the ignition characteristics such as cylinder gas pressure, ignition delay period have been detailed. The output from the experiments has been contrasted with conventional diesel fuel by applying various load conditions.

Features of calculating the ignition delay period

Recently, the problem of expanding the raw material base of automobile fuels and at the same time reducing their negative impact on the environment through the use of non-traditional or alternative fuels has become acute. Among them, compressed natural gas and alcohols are most popular in road transport. Vyatka agricultural Academy continues to study the impact of alcohol consumption in diesels when they are fed using a dual fuel supply system. Despite the fact that the ignition delay period takes up a small fraction of the operating cycle and in diesels is only a few milliseconds, the value of this parameter in providing the required efficient and environmentally friendly characteristics of piston engines is huge. The calculation of the ignition delay period when working on alternative fuels is particularly relevant. The article presents a method for calculating the ignition delay period when working on alcohol.

An experimental investigation of the performance, emission and combustion stability of compression ignition engine powered by diesel and ammonia solution (NH4OH)

This study presents experimental examinations of a stationary single-cylinder compression ignition dual fuel engine for the combustion of diesel fuel with water ammonia solution. The effect of 25% water ammonia solution on the combustion, performance, emissions and stability of the dual fuel compression ignition engine was investigated, taking into account its different operating conditions. The experiments were carried out for three modes of engine operation with three loads (35%, 60% and 100%) and a change in the water ammonia solution energy fraction at 60% load, within the range from 0% to 17%. Co-combustion of diesel fuel with water ammonia solution in the test engine contributed to an increase in the ignition delay period and combustion duration, and to an increase in the heat release rate. Compared to the combustion of diesel fuel alone, combustion involving ammonia causes deterioration in the stability of the test engine operation, yet not exceeding the permissible stability indices for reciprocating combustion engines. Addition of water ammonia solution led to reduced nitrogen oxide emissions and increasing carbon monoxide and hydrocarbon emissions and did not result in significant changes in carbon dioxide emissions.

The optical investigation of hydrogen enrichment effects on combustion and soot emission characteristics of CNG/diesel dual-fuel engine

Compressed natural gas-Diesel dual-fuel combustion mode, the partial replacement of diesel fuel with cleaner fuel, is one of the most important strategies to achieve clean efficient combustion. However, low substitutions conditions face unstable combustion and high emission issues. Thus, the current work investigated the effect of hydrogen blending in natural gas on the combustion and soot emission characteristics experimentally in an optical engine. An optical diagnosis study of its performance, combustion flame development, and soot concentration distribution was conducted at various hydrogen volume rates (0%, 30%) and main injection timing (13°CA BTDC, 10°CA BTDC, 5°CA BTDC). In-cylinder flame images were captured by a high-speed camera and further processed to obtain flame characteristics as well as soot distributions. The results showed that the effect of hydrogen blending is mainly reflected in a change of ignition delay period and more ignition points at the initial combustion stage which improves combustion stability. When hydrogen is added, flame propagation speeds up, the flame distribution is more extensive especially in the first stage combustion, the heat release rate and pressure rise rate increase accordingly. Besides, soot emissions considerably decreased in the central region of the cylinder, especially during the first stages of combustion. When the injection advance angle is large, adding hydrogen results in the ignition delay period is extended, more premixed flames appear, and the maximum pressure increases. When that is small, adding hydrogen shortens the ignition delay period, but the poor diesel atomization results in diffusion combustion.

Effects of injection timing and rail pressure on combustion characteristics and cyclic variations of a common rail DI engine fuelled with F-T diesel synthesized from coal

The use of Fischer-Tropsch (F-T) diesel synthesized from coal in automobiles can alleviate the shortage of petroleum and promote clean utilization of coal. In this study, the effects of injection timing (IT) and rail pressure (RP) on the brake thermal efficiency (BTE), combustion characteristics, and cyclic variations of F-T diesel were investigated on a turbocharged, 6-cylinder, common rail direct injection (CRDI) diesel engine. The results indicate that increasing RP results in higher BTE, whereas advancing IT results in an initial BTE increase and a subsequent BTE decrease. In comparison with petroleum diesel, the BTE of F-T diesel increased by 0.54% on average and by a maximum of 1% under different conditions. When the IT was advanced from 2 °CA to 18 °CA BTDC, the ignition delay periods (IDP) first decreased and then increased, whereas the combustion durations (CD) first lengthened and then shortened; peak cylinder pressure (PCP), peak pressure rise rate (PPRR), and peak combustion temperature (PCT) gradually increased; peak heat release rate (PHRR) first decreased and then increased at the low loads, whereas it always increased at medium and high loads. In comparison with petroleum diesel, the IDP of F-T diesel decreased by 22–31% at various conditions, and the CD was slightly longer than that of petroleum diesel at most conditions. Additionally, increasing RP resulted in a decrease in the IDP and CD, and a significant increase in PCP, PPRR, PHRR, and PCT. At low loads, the PPRR and PHRR of F-T diesel were 32.72% and 32.13% lower than that of diesel owing to the shorter ignition delay. This implies that using F-T diesel can help in attaining smoother engine running and has lower combustion noise. Advancing the injection timing or increasing the engine loads can decrease the cyclic variations, whereas increasing rail pressure results in the increment of COVpmax at low loads and the significant decrement of COVpmax at medium and high loads. In comparison with petroleum diesel, F-T diesel exhibits higher combustion stability owing to the better volatility and higher fuel reactivity.

The Effects of Different Higher Alcohols (1-Butanol, 1-Pentanol, 1-Hexanol) Addition into the Diesel Fuel on the Performance, Combustion, and Exhaust Emission Characteristics of a Single-Cylinder Diesel Engine

The reduction of petroleum reserves day by day all over the world depending on the increase in petroleum consumption and the reaching serious levels of environmental pollution have led researchers to search alternative and clean energy sources for internal combustion engines. The higher alcohols having four or more carbon atoms in their chemical structure come to the fore for diesel engines due to the negative properties of short-chain alcohols (methanol and ethanol) such as low energy content and cetane number. The aim of this study is to compare the performance, emissions, and combustion characteristics of a single-cylinder, four-stroke, direct injection diesel engine operating with alternative fuels which contains 15% by volume of 1-butanol, 1-pentanol and 1-hexanol alcohols (Bt15: 15% 1-butanol + 85% diesel fuel, Pt15: 15% 1- pentanol + 85% diesel fuel, Hx15: 15% 1-hexanol + 85% diesel fuel) with reference diesel fuel (D100) by testing at a fixed engine speed of 1500 rpm and different loads (25%, 50%, 75%, and 100%). As a result, it is noticed to be that alcohol-infused fuel blends caused to decrease the brake thermal efficiency and increase brake specific fuel consumption due to the lesser calorific values of the alcohols according to the diesel fuel. At 100% engine load, the maximum cylinder pressures were observed as 46.97 bar, 47.76 bar, 48.41 bar, and 48.91 bar, respectively while the peak net heat release rates of D100, Bt15, Pt15, and Hx15 were found to be at 29.55 J/o, 31.14 J/o, 32.66 J/o, and 33.80 J/o, respectively. Besides, it is determined that the ignition delay period of the alcohol-treated fuel blends is generally extended as compared to the diesel fuel because of the lower cetane number of alcohol. CO2 and O2 emissions increased with the addition of alcohol to diesel fuel while CO, HC and NOX emissions as well as exhaust gas temperatures reduced. When all experimental results were evaluated, it could be noted that the Hx15 blend gave the best results in terms of performance, emissions and combustion properties.

Impact of n-butanol-gasoline-hydrogen blends on combustion reactivity, performance and tailpipe emissions using TGDI engine parameters variation

Butanol and hydrogen both have unique thermodynamic properties and their combustion reactivity might be significant to energy sustainability. This work examined the effects of n-butanol-hydrogen-gasoline blends on turbocharged gasoline direct injection (TGDI) engine performance, combustion and gaseous emissions at different spark timing (ST), brake mean effective pressure (BMEP) and loads. Experiments are carried out at city transport speed mode under stoichiometric with Air-fuel mixture of 1.0. Results indicate that the brake specific fuel consumption (BSFC) of all blend fractions gradually decreased by 3.79% averagely, which improve the 50% combustion rate and lessen the ignition delay period (IDp) with the increase in rate of heat release (HRR), in-cylinder pressure and injection timing. Moreover, the brake thermal efficiency (BTE) constantly increased as the additives energy ratio increases at all testing modes. With increase in fuel additives, the optimum combustion pressure and HRR rise, and their ignitions come earlier at all modes due to advanced combustion which shortened the IDp as the operating mode was adjusted, and hence, exhibit high maximum pressure rise (MPR) and faster burning speed in the early combustion. When the coefficient of variation in IMEP (COVIMEP) is <5%, both ST and valve are basically suitable, unaffected by ignition timing and moderate SFC and NOx emissions to low condition. Retarding the ignition timing contributes to lower NOx in most cases and HC at 8° CA, and the CO increases by 3.24% on average with an increase in BMEP and load. Finally, effective output work was obtained, as less heat released passing through the cylinder wall is reduced with constant volume of combustion reactivity.

Effect of anisole addition to waste cooking oil methyl ester on combustion, emission and performance characteristics of a DI diesel engine without any modifications

Energy recovery and utilization from waste presents an attractive alternative solution to compensate fossil fuel demands and reduces the risk of environmental hazards. The present study aims to investigate, the effect of increasing anisole fraction in the biodiesel extracted from waste cooking oil in a diesel engine. Tests were performed by blending anisole with waste cooking oil methyl ester up to 30% vol. and the results were compared with baseline diesel and biodiesel operation. The results reveal that, increasing the anisole content in biodiesel prolongs the ignition delay period. The in-cylinder pressure and heat release rate increase with higher anisole fraction. Among the test fuels, W90A10 blend shown 1.6% better BTE than biodiesel. The NOx emission was lowest when the engine is operated with W90A10 blend, at peak load, it decreased by 17% and 11% against diesel and biodiesel operation. The smoke opacity for neat biodiesel was highest and the addition of anisole suppressed the soot formation tendency of the biodiesel significantly. HC and CO emissions are generally high when the engine is operated with biodiesel. Blending anisole with biodiesel had a positive effect on both HC and CO emissions. From the findings, it is concluded that waste cooking oil methyl ester blended with 10% by vol. of anisole can be effectively utilized in diesel engine applications with lower emissions.

Comparative analysis on the effect of 1-decanol and di-n-butyl ether as additive with diesel/LDPE blends in compression ignition engine

ABSTRACT The present study utilizes (a) recycled low density polyethylene oil extracted through catalytic pyrolysis and (b) 1-decanol and di-n-butyl ether, as a blend component with diesel to power a single-cylinder, light-duty, water-cooled, four-stroke, common rail direct injection diesel engine. Experiments were conducted with two ternary blends and they were designated as (1) D70L20D10 (2) D70L20DNBE10. Later these results were compared with baseline diesel and D70L30 blend. Results indicated that replacing 10% by vol. of LDPE oil in D70L30 blend with 1-decanol and di-n-butyl ether was beneficial in increasing the combustion characteristics of the research engine, ignition delay period of oxygenated blends got shorter when compared to D70L30 blend. Slightly higher peak pressures were observed with the ternary blends than baseline fuels. Brake thermal efficiency of diesel was high at part load, whereas at peak load, D70L20DNBE10 shown 0.7% and 3.1% superior performance than diesel and D70L30 blend respectively. NOx emission for D70L20D10 and D70L20DNBE10 blend was found lower by 17.9% and 5.7% respectively than the D70L30 blend. Smoke opacity of the ternary blend was found to be lower against D70L30 and higher with diesel operations. The study revealed that 1-decanol and di-n-butyl ether could be a potential fuel additives for diesel engines operating with LDPE oil extracted from LDPE plastic waste.

Effect of Fuel Cetane Numbers on Reducing the Ignition Delay Period and Exhaust Emissions from DI Diesel Engine

In this present study a theoretical investigation is used to examine the effect of different fuel cetane numbers (CNs) on reducing the ignition delay and exhaust emissions from diesel engine at certain operating conditions. The operating conditions for such diesel engine include compression ratios, engine speeds and intake pressures and temperatures. For this purpose, the fuels with 40 and 50 CN were tested in a four cycle, four cylinders direct injection (DI) diesel engine. Theoretical analyses were conducted for the standard injection pressures (150 bars); the exhaust emissions were tested at engine speeds from 4500 min-1 to 1000 min-1 at full engine load. The results showed that, at all operating conditions, the ignition delay decreases as the cetane number, compression ratio, engine speed, intake pressure and temperature are increased so that combustion efficiency is improved. Also the exhaust emissions NOX, SO2 and CO are reduced when the fuel CN is increased from 40 to 50 for the standard injection pressure (150 bars). Increases in engine torque and power output were observed when the CN is increased.

Collective influence of 1-decanol addition, injection pressure and EGR on diesel engine characteristics fueled with diesel/LDPE oil blends

Plastic waste is abundant and its recovery to diesel-like fuel could reduce fossil fuel dependency and the associated risk of environmental pollution. In the present work, diesel-like fuel was produced from low-density polyethylene by catalytic pyrolysis method. Experiments were conducted to study the effect of substituting 10% vol. of 1-decanol in place of waste LDPE oil in D70L30 blend, under the influence of three injection pressures (400 bar, 500 bar, and 600 bar) and three EGR rates (0%, 10%, and 20%) on performance, combustion and emission characteristics of a CRDi engine at its rated power output. For this purpose, a ternary blend was prepared and the results were compared with diesel and D70L30 blend. Results reveal that, the substitution of 1-decanol in place of waste LDPE oil resulted in the shorter ignition delay period. The peak in-cylinder pressure and peak HRR dropped with increasing EGR rate and decreasing injection pressure. D70L20DEC10 injected at 600 bar with 0% and 10% EGR rates delivered 1.02% and 0.5% better BTE than D70L30 blend. NOx decreased by 112% when the EGR was increased from 0% to 20% at 400 bar FIP. It is concluded that the 1-decanol blend injected at 600 bar pressure and a low EGR rate of 10% gave the best possible performance and low emissions.

Investigation of electronic controlled direct water injection for performance and emissions of a diesel engine running on sunflower oil methyl ester

Among alternative fuels with low emission profiles used in diesel engines, biodiesels are renewable, biodegradable and non-toxic, but cause higher NOx emission than diesel fuelled engines. In this study, direct water injection (DWI) with electronical control is used for reducing NOx emissions from a diesel engine running on sunflower oil methyl ester (SOME). DWI is applied during compression stroke through a separate water injector on cylinder head. Using 20% SOME blend (B20) as fuel the effects of water ratios, 40%, 60%, 80%, and 100% (W100), on performance, combustion and emissions are investigated. As water is injected directly into diesel engines running on B20 blend, slight decline in engine performance parameters compared to B20 blend. And, to distinguish the effect of DWI and B20 blend, standard engine data (diesel fuel) are presented in accompany. Besides, with direct water injection, a distinctive reduction (56%) in NOx emissions and increases in HC, CO, and smoke emissions are observed, compared to B20 blend results. It has been found that the ignition delay period is shortened using B20 blend, while prolonged in direct water injection case at the same operating conditions. Since it is possible to achieve a significant reduction in all direct water injection rates compared to standard NOx values, it would be optimal to keep the water spray rate around W80 for all engine parameters. As a result, utilizing direct water injection on diesel engines running on biodiesel blends has been found a useful tool to reduce NOx emissions.

Investigation of the ignition delay period in the diesel combustion chamber when working on an alcohol-fuel emulsion

The ignition of the fuel compression in the cylinder of a diesel engine is a complex and multistage character. The addition of alcohol has no significant effect on the ignition delay period and only leads to a slight change in its value. At the same time, if we assume that the evaporated alcohol is evenly distributed throughout the air charge, then the question remains about the amount of alcohol that burns in the first phase of combustion and determines the value of dynamic indicators. In the paper we propose a scheme of the evaporation and combustion of drops of the alcohol-fuel emulsion.

An experimental investigation on engine characteristics, cost and energy analysis of CI engine fuelled with Roselle, Karanja biodiesel and its blends

Nowadays, the production of biodiesel from non-consumable vegetable oil feedstock is attaining more attention than the consumable vegetable oil for the complete replacement of the diesel fuel. Thus, Roselle and Karanja oil blends (RB10 and KB10) with diesel fuel were chosen for the present investigation based on their easy availability. In the current study, cost analysis for different biodiesels, energy losses for various fuels to varying conditions of engine load and experimental work were carried out, and their effects on diesel engine characteristics were analysed. The results showed that the brake thermal efficiency was lowered by 1.5% for RB10 and 2.8% for KB10 as compared to the diesel fuel. The brake specific fuel consumption was found to be higher by 5.5% for RB10 and 2.0% for KB10 than diesel. It was also found that 1.83% reduction in ignition delay period for RB10 and 2.02% for RB20 were attained at full engine loading condition. Moreover a reduction in the smoke and the oxide of nitrogen formation and a slight increase in carbon dioxide emission in the exhaust gas, were observed. Hence, it is concluded that Roselle and Karanja biodiesel can be used as suitable substitutes for the renewable source of energy.

Experimental investigations to predict optimistic biodiesel(s) and its optimistic operating conditions by varying ignition delay period and fuel spray pressures for lower emissions and better performance

In this study, different characteristics of sustainable renewable biodiesels (those have a high potential of their production worldwide and in India) were compared with the characteristics of neat diesel to determine optimistic biodiesel for the diesel engine at 250 bar spray pressure. Optimistic fuel gives a comparatively lower level of emissions and better performance than other selected fuels in the study. Rubber seed oil methyl ester was investigated as an optimistic fuel among the other selected fuels such as sunflower oil methyl ester, neem seed oil methyl ester, and neat diesel. To enhance the performance characteristics and to further decrease the level of emission characteristics of fuel ROME, further experiments were conducted at higher spray (injection) pressures of 500 bar, 625 bar, and 750 bar with varying ignition delay period via varying its spray timings such as 8°, 13°, 18°, 23°, 28°, and 33° before top dead center. Spray pressure 250 bar at 23° before top dead center was investigated as an optimistic operating condition where fuel rubber seed oil methyl ester gives negligible hydrocarbon emissions (0.019 g/kW h) while its nitrogen oxide (NOX) emissions were about 70% lesser than those observed with neat diesel, respectively.

Analysis on Combustion Process of a 396 Series Diesel Engine with Flat-top Convex Basin Combustion Chamber

The 396 series diesel engine has been widely used in many fields in China. The combustion process of the 396 series diesel engine with flat-top convex basin combustion chamber is analyzed by using the computational fluid dynamics software FIRE, and a 3D combustion model was established. The fuel spray, ignition start point, combustion pressure, combustion heat release rate, average temperature in cylinder and NO emission were compared and analyzed when the 5-hole, 6-hole and 8-hole uniformly distributed injectors were adopted. When injectors with different injection holes are adopted, the ignition delay period is basically the same and the fire occurs in the same place. The proper number of injector hole shall be selected to enlarge the space area occupied by fuel spray. The 6-hole injector is featured by higher pressure in the combustion cylinder, higher average temperature, better combustion process, higher thermal efficiency and higher NO emission. This research result provides a basis for selecting suitable injector for the 396 series diesel engine with flat-top convex basin combustion chamber.

Effect of hydrogen‐enriched biogas induction on combustion, performance, and emission characteristics of dual‐fuel compression ignition engine

AbstractGaseous fuel induction in a compression ignition (CI) engine has picked up much attention over the most recent few years, particularly when it is produced by using renewable sources. In this study, hydrogen‐enriched biogas (HEB) was used as a gaseous fuel and co‐combusted in dual‐fuel CI engine. Experimentation was carried out on a 3.5‐kW CI engine test rig in the brake mean effective pressure range between 0 and 3.5 bar, as well as, HEB between 0.1 and 0.5 kg/hr. HEB induction effects on various engine characteristics (combustion, performance, and emission) were studied at rated engine speed (1,500 rpm). Results revealed that the peak cylinder pressure and ignition delay period increased with increasing HEB proportion (0.1 to 0.5 kg/hr) as compared with diesel mode. The calorific value of HEB (57.0 MJ/kg) is higher than diesel (42.0 MJ/kg), which led to improved BTE in dual‐fuel mode. The emission results showed that with an increase of HEB rates, the NOx emission mildly decreases, but smoke opacity and hydrocarbon emissions majorly reduce. Thus, the HEB induction has great potential to be a feasible technological solution to overcome low BTE and high hydrocarbon emissions in biogas operated CI engines.