Fuel 214 (2018) 634–639

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Fuel
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Full Length Article

The effect of the CO2 ratio in biogas on the vibration and performance of a T
spark ignited engine
⁎
Mustafa Karagöza, Suat Sarıdemirb, , Emrah Denizc, Burak Çiftçia
a
Graduate School of Natural & Applied Sciences, Department of Mechanical Engineering, Karabuk University, Turkey
b
Düzce University, Faculty of Technology, Department of Mechanical and Manufacturing Engineering, Konuralp Yerleşkesi, 81620 Düzce, Turkey
c
Faculty of Engineering, Department of Mechanical Engineering, Karabuk University, Turkey

A R T I C L E I N F O A B S T R A C T

Keywords: Being a renewable fuel, biogas can be produced either through anaerobic digestion from animal manure, in-
Biogas edible seed residue, food waste, agricultural waste, domestic waste and sewage sludge or through thermo-
CO2 content chemical processes. Along with thermal applications, by means of combustion inside an engine, biogas can
Vibration produce both mechanical and electric energy. Depending on the inertia forces of the active parts and the
Engine load
characteristics of the in-cylinder combustion of the engine, vibration can be quite a big problem because it leads
to rapid breakdown of engine parts, noisy operation and decreased performance and power output. The CO2 in
biogas is an important compound that affects its lower heating value (LHV), burning characteristics and exhaust
emissions. There are a limited number of studies in the literature on the effect of biogas CO2 content on engine
vibration.
In the present study, a four-cylinder diesel engine was modified to operate with a spark plug and used to
detect the effect of the biogas CO2 content on the vibration of the engine. The experiments were carried out with
biogas containing 13% and 49% CO2 at 1.5–9 kW with 1.5 kW load increments at a steady 1500 rpm speed. The
amplitude of the engine vibration at all three axes increased as the CO2 ratio in the biogas and the engine load
increased. On the other hand, by decreasing the CO2 ratio and increasing the engine load, cylinder pressure
increased and brake specific fuel consumption decreased. The highest amplitude of engine vibration for all loads
was observed at the lateral axis.

1. Introduction
Dwindling oil reserves and decreasing exhaust emission limits are
forcing researchers to conduct studies on renewable energy resources to
replace oil. In this context, in the future the European Union plans to
use biomass resources to produce at least 25% of their bioenergy [1].
Biogas contains a high amount of CH4 and can be purified from most of
its contaminants at low cost. Its range of flammability is broad so it can
easily be used to make up a homogeneous mixture with air for better
ignition. For these reasons, among others, biogas is an important re-
newable energy source [2].
The combustion of gas fuels produces lower amounts of exhaust
emissions compared to gasoline and diesel fuels [3]. Gas fuels can be
used in both spark- and compression-ignited (CI) engines [4]. Biogas is
a renewable gas fuel that is produced through anaerobic digestion from
animal manure, inedible seed residue, food waste, agricultural waste,
domestic waste and sewage sludge, or through thermochemical pro-
cesses [5–8]. Volumetric percentages of biogas content are about
50–70% CH4, 25–50% CO2, 0.3–3% N2, 1–5% H2 and a very low per-
centage of H2S. The H2S, CO2 and N2 in biogas do not take part in the
combustion process and reduce the lower heating value (LHV), burning
ratio and flame speed, and this in turn leads to increased ignition delay
and mean combustion time. In addition, H2S causes engine parts to
corrode and shortens the lifetime of the engine [4,9,10]. The CO2 ratio
is the most effective parameter on the LHV value of the biogas. For this
reason, decreasing the CO2 ratio of the biogas increases the flame speed
and LHV value.
Crookes, in his experiments with simulated biogas, determined that
knockless operation was possible with a compression ratio of between
11:1 and 13:1 [11]. The high compression ratio of biogas engines re-
duces the power loss by increasing the thermal efficiency. Over-in-
creasing the compression ratio raises the knock tendency and the
emissions of nitrogen oxide (NOx) and hydrocarbon (HC). Biogas has a
high auto-ignition temperature which increases the resistance to knock
[9,12]. This is a significant advantage of spark-ignited biogas engines.
It is impossible to use the biogas directly in traditional diesel

⁎
Corresponding author.
E-mail address: suatsaridemir@duzce.edu.tr (S. Sarıdemir).

https://doi.org/10.1016/j.fuel.2017.11.058
Received 23 May 2016; Received in revised form 3 August 2017; Accepted 16 November 2017
0016-2361/ © 2017 Elsevier Ltd. All rights reserved.
M. Karagöz et al. Fuel 214 (2018) 634–639

1 Biogas engine and generator set 6 Spark plug with the pressure sensor 11 Water separator
2 Computer 7 Rotary encoder 12 Blower fan
3 Data logger 8 Biogas analyzer 13 Biogas soft bag
4 Vibration monitoring instrument 9 Biogas flowmeter 14 Fermenter
5 Accelerometer with 3 axes 10 Desulfurization unit
Fig. 1. Schematic view of the experimental setup.

engines because of its low cetane index. However, it can be used in
diesel engines with a guide fuel which has a high cetane index.
Moreover, because biogas has a high ignition temperature, it can be
used in spark-ignited engines having high compression ratios [13]. In
other words, a diesel engine can be converted to a spark ignited biogas
engine with a high compression ratio by replacing its injectors with
spark plugs and modifying the pistons [12,14,15].
A number of studies have been carried out dealing with the effects
of biogas on ignition, engine performance and emissions. In a study by
Barik and Murugan, biogas produced through anaerobic digestion was
tested at four different flow rates (0.3, 0.6, 0.9 and 1.2 kg/h) in a diesel
engine that worked in double-fuel mode. The best engine performance
and the lowest emission values were measured at a 0.9 kg/h flow rate
[1]. Porpatham et al. studied the effect of CO2 ratio on the performance,
emissions and combustion of a spark-ignited engine with a 13:1 com-
pression ratio by using biogas containing 41%, 30% and 20% CO2 at a
steady 1500 rpm engine speed. It was confirmed that a low ratio of CO2
increases the pressure by increasing the flame speed, and thereby in-
creasing the thermal efficiency and the power of the engine [6]. Byun
and Park reported that the CO2 in biogas reduced the combustion-end
temperature, cylinder pressure, heat release rate and flame speed. It has
been reported that ignition is delayed and slows down when the CO2
ratio exceeds 50% [16]. Jeong et al. studied the effects of H2 addition to
biogas on the combustion pressure and exhaust emissions of a spark-
ignition engine depending on the excess air ratio. They reported that
flame speed, efficiency, maximum indicated pressure and NOx emis-
sions were increased by the H2 ratio in the biogas [17]. Alisaraei and
Asl added ethanol to pure diesel fuel by 2, 4, 6, 8, 10, and 12% and
tested it in a six-cylinder CI engine at full load and 1600, 1700, 1800,
1900 and 2000 rpm engine speeds. They then evaluated the torque,
brake thermal efficiency (BTE), combustion, and vibration levels.
Compared to pure diesel fuel, the 6% ethanol blend fuel increased the
torque and power of the engine by an average of 3.8%, while engine
vibration increased by 7.75%. In-cylinder pressure rise caused knocking
in the engine [18].
Celebi et al. produced biodiesel from Pongamia pinnata and tung oils
in order to evaluate the effect of using hydrogen with high viscosity
liquid fuels. They investigated the effect of giving hydrogen through the
intake manifold on the brake specific fuel consumption (BSFC) and total
vibration. Adding hydrogen through the intake manifold improved the
fuel economy and decreased the total vibration acceleration of the
engine [19].
Patel et al. examined three different test fuels (Karanja biodiesel,
20% (v/v) Karanja-biodiesel blend and baseline mineral diesel) in a CI
engine for noise, vibration, combustion, and spray characteristics. The
Karanja-biodiesel blend was found to produce the highest vibration (in
the direction of the piston). Compared to the other fuels, the highest
external engine noise measured by microphone was observed with the
Karanja biodiesel. Along with the load increase, lateral and vertical
vibration levels increased for all fuel types [20].
The literature review above shows that there are still only a limited
number of studies on the effects on engine vibration of CO2 in biogas
produced by co-fermentation from wastes. In this study, the spark-ig-
nited engine of a biogas generator was operated on biogas containing
13% and 49% CO2 at 1500 rpm and at different load levels. The effects
of the engine load on the indicated pressure, BSFC and engine vibration
were investigated experimentally for the biogas fuels containing both
CO2 ratios.
2. Material and methods
The biogas used in this study was produced by co-fermentation of
poultry manure, whey and bovine manure (35% water, 17% whey, 40%
bovine manure and 8% poultry manure). A load of 150 kg/day of this
raw material, 12% of which being dry matter, was conveyed to two
fermenters (3 m3 each) and decomposed in an air-free atmosphere to
produce biogas (Fig. 1).
This biogas was then purified from H2S and CO2 via desulfurization
and a washing tower, respectively. After these procedures, the CO2
content of the biogas was adjusted to 13% and 49% by passing it
through a water separator unit. The biogas composition was determined
by using a portable biogas analyzer (Geotech GA2000). The gaseous
flow rate consumed by the engine was measured using a hooded-type
gas flowmeter (Meter Italia MG16). Cylinder pressure was measured by
the spark plug coupled with a pressure sensor (Oprand Auto PSI-TC)
capable of measuring a 0–200 bar pressure range. An encoder (Kubler,

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M. Karagöz et al. Fuel 214 (2018) 634–639

Table 1 Table 2
Parameters of tested engine. Specifications of the measurement equipment.

Items Engine No. Measuring Instrument Range Accuracy

Type 4-Stroke, water cooled, wet sleeve, CI engine modified to 1 Fuel flow meter (Meter Italia MG16) 0.16–25 m3/h < 1%
run in the SI 2 Pressure (Optrand Auto PSI-TC) 0–20.68 MPa ± 1%
Fuel/Fuel system Biogas/Premixing 3 Crank angle encoder (kübler sendix) 0–360° 0.1° CA
Number of cylinders Four 4 Biogas analyzer
Bore x stroke 100 × 115 mm CH4 0–100% < 1%
Total displacement 3.61 L CO2 0–100% < 1%
Compression ratio 11:1 O 0–25% 0.3%
Firing order 1–3–4–2 H2S 0–500 ppm 0.80%
Ignition Electronic control 7 Thermocouple (K type) 0–1200 °C ± 0.1 °C
Maximum power 10 kW @ 1500 rpm 8 Accelerometer (Brüel&Kjaer 4527) 0.3–10000 Hz < 5%

Sendix 5000) was used to determine piston position. Piston position and Table 3
pressure data were collected by data acquisition card (Advantech USB- Fuel properties.
4716) and recorded in a computer in order to determine the variation of
Composition (vol.%) CH4–51% CH4–87%
cylinder pressure. CO2–49% CO2–13%
The experiments were carried out in a biogas generator (HT hite- Lower heating value at 1 atm and 15 °C 18.6 MJ/m3 31.3 MJ/m3
power) which was modified by the manufacturer by adding a spark plug Relativity density (g/molfuel per g/molair) 1.03 0.68
to a diesel engine and coupling it with a generator. The technical spe- Stoichiometric A/F (kg of air/kg of fuel) 4.8 12.3
cifications of the engine are given in Table 1. The engine was loaded by
the generator from 0 to a 9 kW load in 1.5 kW increments. The ex-
triaxial (X,Y,Z) piezoelectric accelerometer (Brüel & Kjaer 4527)
periments were begun after the engine reached a nominal operation
showing longitudinal (CH1), lateral (CH2) and vertical (CH3) axes as X,
temperature of 50 °C. According to the data obtained from seven dif-
Y, Z, respectively (Fig. 1). The triaxial accelerometer was fixed on the
ferent engine loads, changes in the indicated pressure, BSFC and am-
engine cylinder head with glue. Table 2 gives the technical specifica-
plitude values of the engine vibration were investigated and compared.
tions of the devices used in the study. The properties of biogases with
Fig. 2 shows the setup for measuring engine vibrations. A four-
different CH4 concentrations are presented in Table 3 [21–23].
channel, portable handheld vibration monitoring instrument with
triaxial piezoelectric accelerometers was used for assessing the engine
vibrations (Model-Vibrotest 80-Data collector and FFT analyzer, Brüel
3. Results and discussion
& Kjaer). Using the Brüel & Kjaer software and hardware system, the
field data including vibration information were collected by the high-
3.1. Effect of CO2 ratio on indicated pressure and specific fuel consumption
performance, full-featured FFT data collector and signal analyzer.
The data recorder was equipped with low-pass filters at the input
Fig. 3 (for 49% CO2) and 4 (for 13% CO2) give the variations of
stage for anti-aliasing. The data acquisition duration for each test was
cylinder pressure according to different fuel types and load values
60 s. The duration indicated how long the data would be recorded. The
versus crank angle. It can be seen that the gas pressure was increased by
vibration signals were collected at a frequency limit of 5000 Hz. The
the power output and the lower CO2 concentration. For all engine
resolution was 6400 spectra lines using the Hanning window. The re-
power output values and CO2 concentrations the maximum pressure
solution of a spectrum indicated the number of lines used to plot the
was determined as 5.79 MPa at 9 kW load with biogas containing 13%
spectrum. The root mean square (RMS) values were applied as an in-
CO2 and this value was achieved at 12° after top dead center. In addi-
dicator of the average of the overall amplitude level of vibration sig-
tion, it was observed that the maximum pressure point came closer to
nals. The amplitude of the vibration was in the m/s2 scale. In order to
top dead center as the CO2 content decreased, and that the cylinder gas
acquire the vibrational signals of the engine, the study employed a
pressure had started to decrease earlier. The biogas with the lower CO2
content increased the cylinder pressure as the LHV value increased
[23,24] (See Fig. 4).

Fig. 2. Setup for engine vibration measurement. Fig. 3. Effect of 13% CO2 biogas on the indicated pressure depending on the charge.

636
M. Karagöz et al.
Fig. 4. Effect of 49% CO2 biogas on the indicated pressure depending on the charge.
The proportion of the fuel that enters the cylinder increases de-
pending on the load of the engine. For this reason, the flame speed and
burnout pressure increase as the load of the engine increases. A cylinder
gas pressure of 5.05 MPa was measured as a result of burning the biogas
containing 49% CO2, while a 5.79 MPa cylinder gas pressure was ob-
served with the 13% CO2 under a 9 kW load. The decline of the CO2
ratio increased the flame speed, combustion ratio and thermal effi-
ciency of the engine and power output [25]. For this reason, a higher
indicated pressure was measured with the 49% CO2 biogas compared to
that containing 13% CO2 at all engine loads [6]. The combustion value
of biogas is directly related to methane concentration. The LHV of a
biogas containing 60% CH4 was reported as 21.5 MJ/m3, while the LHV
value of a biogas with 96% CH4 concentration was observed as 35 MJ/
m3 [26]. For this reason, the heating value of the 13% CO2 biogas was
higher compared to the one containing 49% CO2, and more indicated
pressure was obtained at all loads with the combustion of the 13% CO2
biogas.
Fig. 5 demonstrates the effect of the CO2 content on the BSFC versus
engine load. As can be seen from the Fig., while the difference between
the BSFC values of the biogas fuels was high up to a 3 kW load, it fell at
loads beyond 3 kW. The BSFC varied inversely proportional to the en-
gine load in the biogas with both CO2 ratios. Because the heating value,
flame speed and burning ratio of the 49% CO2 biogas were low, the
energy ratio resulting from the combustion was low as well. Therefore,
the BSFC of the 49% CO2 biogas was higher at all loads compared to the
13% CO2 biogas since more fuel entered the engine at all engine loads
in order to produce the same amount of energy [15].
3.2. Effect of CO2 content on engine vibration
The major active parts of an engine are the pistons, connection rods
and crankshaft. The vibration in the reciprocating engine is based on
Fig. 5. Effect of CO2 content on BSFC.
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Fuel 214 (2018) 634–639
the change of in-cylinder pressure and the change of the inertia forces
of the different engine parts. Fig. 6 shows the frequency domain signal
via FFT of the time domain signal for the 49% and 13% CO2 biogas at
1500 rpm engine speed and 9 kW load, in all axes.
As can be seen from Fig. 6, the maximum values of the vibration
amplitudes obtained with the 49% CO2 biogas were higher compared to
the 13% CO2 biogas. In addition, the vibration amplitude in the Y axis
was greater for both biogas types. For comparison of engine vibration at
different engine loads and biogas content, the root mean square (RMS)
of acceleration for each measurement axis was taken, at different ex-
perimental conditions. For each treatment three replications were
measured. The RMS of the acceleration for each treatment was calcu-
lated using Eq. (1) and the time domain signal [27–30].
N
aRMS = 1/ N ∑ ak2
k=1 (1)
2
where aRMS is the RMS value for the acceleration signal (m/s ), ak and
kth are the acceleration values in the time domain signal, and N is, the
total number of acceleration values (N = 16.384) for the duration of
1.28 s. The vibration monitoring instrument received 16.384 data for
1.28 s. The acceleration values (N = 16.384) used in Eq. (1) were the
average of a total of 47 measurements taken over each 1.28 s. for 60 s.
Figs. 7 and 8 show the effects of the 49% CO2 biogas and the 13%
CO2 biogas on the vibration of the engine at all directions. Both Fig.
were obtained with the regulation of data that was taken from all
channels (X-CH1, Y-CH2, Z-CH3) of the accelerometer according to Eq.
(1).
In the literature, it has been reported that vibration is increased by
the engine revolutions [29–31]. As seen from Fig. 7, the load affected
the vibration amplitude value by a low percentage because the ex-
periments were carried out at a constant 1500 rpm at all engine loads.
For both fuels, the highest vibration amplitude value was obtained at
the lateral axis (Y-CH2) of the engine. Because the engine was fixed to
the ground at both ends, the average vibration values were high in the
lateral (Y) direction. The lowest vibration amplitude value was ob-
tained for axial direction (X-CH1). For both of the fuels, the highest
vibration amplitude value was measured under a 9 kW load at all axes.
On the vertical axis, a 2.279 m/s2 vibration amplitude value was
measured with the 49% CO2 biogas and a 2.167 m/s2 vibration am-
plitude value was observed with the 13% CO2 biogas.
Changing indicated gas pressure affected the vibration of the engine
at all axes. Figs. 7 and 8 show that higher vibration amplitude values
were measured at all axes with the 49% CO2 biogas compared to the
13% CO2 biogas. The high CH4 content in the biogas reduced the
duration of combustion by improving the combustion process. For this
reason, lower vibration amplitude values were obtained with the 13%
CO2 biogas because there were no sudden pressure boosts during the
ignition. It was seen that the vibration amplitude value decreased when
the CH4 content of the biogas increased. The BSFC value of the 49%
CO2 biogas was higher compared to that of the 13% CO2 biogas (Fig. 5).
The heating value, combustion ratio and flame speed of the 49% CO2
biogas were lower compared to those of the 13% CO2 biogas. For this
reason, it was assumed that the combustion was irregular and lasted
longer with the 49% CO2 biogas. Moreover, the cyclic changes resulting
from the sudden pressure peaks and fluctuations caused by the com-
bustion of the 49% CO2 biogas increased the vibration amplitude of the
engine. For comparison of vibrations, the mean total vibration value
(at,) was calculated in the three orthogonal coordinates (X, Y and Z),
using Eq. (2). To do this, the RMS of the acceleration value was used in
all three axes:
2 2 2
at = aVer (Z ) + aLat (Y ) + aLon (X ) (2)
where at is the total vibration, aVer(Z), aLat(Y), and aLong(X) are the RMSs
of the acceleration values in the vertical, lateral and longitudinal di-
rections, respectively [26–30]. Fig. 9 shows the mean total vibration
M. Karagöz et al. Fuel 214 (2018) 634–639

Fig. 6. Frequency domain signal for all engine axes at 1500 1/min.

37.5
CH1 CH2 CH3 49% CO 13% CO
25 37
Total Acceleration (m/s 2)

36.5
20
Acceleration (m/s2)

36

15 35.5
35
10 34.5
34
5
33.5

0 33
0 1.5 3 4.5 6 7.5 9 0 1.5 3 4.5 6 7.5 9
Engine load (kW) Engine load (kW)

Fig. 7. Effect of the 49% CO2 biogas on engine vibration versus load. Fig. 9. Variations of at value depending on CO2 content and load.

CH1 CH2 CH3 values for both fuels, and it can be observed that maximum acceleration
25 was achieved at a 9 kW engine load; the at value was 3.795 m/s2 for the
49% CO2 biogas, while it was 3.586 m/s2 for the 13% CO2 biogas.
20
As shown in Fig. 9, a higher at value was obtained with the 49% CO2
Acceleration (m/s2)

15 biogas at all engine loads. The at values with the 13% CO2 biogas were
very close to each other at the 0–3 kW range, whereas for the 49% CO2
10 content biogas they were very close to each other at the 3–6 kW range.
With the 49% CO2 biogas the at, had a decreasing tendency up to the
5
3 kW load, after which it started to increase. Similarly, the at value also
0 started to increase after 3 kW for the 13% CO2 biogas. The CO2 content
0 1.5 3 4.5 6 7.5 9 of the biogas and the engine load determined the in-cylinder combus-
Engine load (kW) tion characteristics and for this reason, the at value changed depending
Fig. 8. Effect of the 13% CO2 biogas on engine vibration versus load. on the combustion characteristics.

638
M. Karagöz et al.
4. Conclusion
In this study, the effects of 13% and 49% CO2 biogas content on the
in-cylinder pressure, BSFC and engine vibration of a four-cylinder
spark-ignited engine were examined under different loads. The ex-
perimental results can be summarized as follows:
1. The decrease in the CO2 content of the biogas increased the in-cy-
linder peak pressure and output power by increasing the CH4 and O2
concentration in the air-fuel mixture.
2. The decrease of the CO2 content increased the maximum cylinder
pressure and reduced the BSFC.
3. The maximum in-cylinder pressure of the 13% CO2 biogas was about
24% higher than that of the 49% CO2 biogas at 1.5 kW, while at
9 kW it was 14% higher.
4. The BSFC of the 49% CO2 biogas was 30% greater at 1.5 kW,
whereas at 9 kW it was 15% greater.
5. The vibration amplitude value of the engine changed depending on
the burning characteristics.
6. The highest vibration amplitude value for both fuels was obtained
from the CH2 channel on the lateral axis.
7. The lowest vibration amplitude value of the engine was obtained
under a 0 kW load from the CH1 channel with the 13% CO2 biogas,
while the highest engine vibration amplitude value was obtained
under a 9 kW load from the CH2 channel with the 49% CO2 biogas.
8. At all engine loads and each of the axes, higher values of engine
vibration amplitude were measured with the 49% CO2 biogas. This
situation suggested that more cyclic changes occurred during the
combustion of the 49% CO2 biogas than during the burning of the
13% CO2 biogas.
Acknowledgement
This study was funded by Karabük University Scientific Research
Projects Unit (project number: KBÜ-BAP-14/2-DR-004).
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