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An experimental investigation of effect on diesel engine performance and

exhaust emissions of addition at dual fuel mode of hydrogen

Article in Fuel Processing Technology · October 2013

DOI: 10.1016/[Link].2013.03.023

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 Fuel Processing Technology 114 (2013) 26–34

Contents lists available at SciVerse ScienceDirect

Fuel Processing Technology

journal homepage: [Link]/locate/fuproc

An experimental investigation of effect on diesel engine performance

and exhaust emissions of addition at dual fuel mode of hydrogen
H. Köse ⁎, M. Ciniviz
Faculty of Technical Education, Mechanical Education Department, Selcuk University, 42003, Konya, Turkey

a r t i c l e i n f o a b s t r a c t

Article history: Internal combustion engines are an indispensable part of our daily life, especially in transportation and agri-
Received 30 October 2012 culture sectors. However, the reduction of petroleum resources and environmental problems are leading to
Received in revised form 25 February 2013 an increasing trend towards alternative energy sources. In this regard, hydrogen usage is expected to be a so-
Accepted 15 March 2013
lution for previously mentioned problems as one of the renewable energy resources. In this concept, effects of
Available online 13 April 2013
hydrogen as an additional fuel used in a compression ignition engine performance and exhaust emissions
Keywords:
parameters different engine speeds were investigated at full load. For this purpose, a compression ignition
Alternative energy resource engine (CI) with 17/1 compression ratio, four cylinders, four stroke, turbocharger and 3.908 liters engine
Compression ignition engine volume was used. While diesel fuel was injected directly to combustion chamber, hydrogen was added to
Exhaust emission inlet manifold at rates of 2.5%, 5% and 7.5% as volume.
Hydrogen dual fuel As a result, an increase in engine torque, power, thermal efficiency, nitrogen oxides (NOx) and exhaust gasses
temperatures were acquired at every hydrogen addition ratio while a decrease in hydrocarbons (HC), carbon
monoxide (CO) and oxygen (O2) emissions were attained. While engine torque exhibited an increase at a rate
of 8.3% comparing with standard diesel operation at 1250 min −1 and 7.5% hydrogen addition ratio, engine
power increased 17% at 2250 min−1 engine speed and 7.5% hydrogen addition ratio. Brake thermal efficiency
of 2.5% was obtained as 40.4% comparing with 33% value of SDI at 1750 min −1. The lowest CO, CO2, HC and
NOx emission values were obtained at 2250 min −1 engine speed and 2.5% hydrogen addition ratio as 0.013;
2500 min−1 engine speed and 7.5% hydrogen addition ratio as 7.4%; 1250 min −1 engine speed and 2.5% hy-
drogen addition ratio as 10 ppm and 1000 min −1 engine speed and 7.5% hydrogen addition ratio as
1092 ppm respectively comparing with standard diesel operation.
© 2013 Elsevier B.V. All rights reserved.

1. Introduction have conducted experiments using hydrogen in compression ignition

(CI) engine. While using hydrogen in a compression ignition (CI)
For more than a century, hydrocarbon fuels have played a leading engine, the compression temperature is not enough to initiate the
role in the transportation and agricultural sectors. However, increase combustion due to its higher self-ignition temperature. Hence a CI en-
in stringent emission regulations and envisaged depletion of world- gine requires an ignition source for using hydrogen. However, hydro-
wide petroleum reserves in future provide a strong encouragement gen can be used in a CI engine in the dual fuel mode with diesel fuel
to carry out research on alternate fuels. In this context, over the [2–17]. In this method a large quantity of hydrogen cannot be used,
past two decades the topic has been studied by a considerable num- since the hydrogen will replace the air, thereby reducing the air avail-
ber of research groups to develop and various transportation fuels able for diesel combustion. Therefore many techniques have been
have been considered as substitutes for hydrocarbon-based fuel studied and tested to inject or induct the hydrogen in air manifold
[1–3]. Alternative fuels that aspire to replace petroleum-based fuels or air intake passage. Carburetion, timing manifold/port injection
include alcohols, liquefied petroleum gas (LPG), compressed natural (TMI), direct hydrogen injection (DHI) and continuous manifold
gas (CNG), hydrogen, vegetable oils, bio-gas, producer gas and lique- induction (CMI) are the techniques mostly used. In the case of external
fied natural gas (LNG). Among these alternative fuels, hydrogen is the mixing method, where hydrogen is mixed with air inside the intake
most promising one. Its clean burning characteristics and better port, the system structure and the operation control is straightfor-
performance derive more interest compared to other fossil fuels. In ward. And, mixture formation can be also easily conducted by this
addition to, hydrogen is a long term renewable, recyclable and method. However, because of abnormal combustion such as knock,
non-polluting fuel [4,5]. Due to these features, many researchers pre- ignition and backfire, the maximum engine output power should
be kept significantly low. The problems associated with inlet manifold
⁎ Corresponding author. Tel.: +90 332 233 33 51; fax: +90 332 241 21 79. injection, such as back fire and power decreasing will not occur when
E-mail address: huseyin@[Link] (H. Köse). using direct injection. But DHI requires injector to resist higher

0378-3820/$ – see front matter © 2013 Elsevier B.V. All rights reserved.
[Link]
 H. Köse, M. Ciniviz / Fuel Processing Technology 114 (2013) 26–34 27

combustion temperature as well as to prevent injector from corrosion 3. Experimental setup

due to exhaust gases. Further, lubrication between the injector mov-
ing parts also makes the design of DHI and TMI more complicated. The engine used for the investigation is a “4DT 39T/185B-217299”
[21–24]. The most serious problem with CMI is the high possibility modeled turbocharged diesel engine of TUMOSAN (Konya, TURKEY).
of pre-ignition and backfire, especially with rich mixtures [25]. The engine used in the study has four-stroke water cooled, four cylin-
Some researchers tested diesel engines; it was very difficult to op- der, direct injection swept volume of 3.908 liters, direct injection
erate a diesel engine with hydrogen just by increasing the compres- compression ratio of 17:1. The general specifications of the engine
sion ratio, due to its high self-ignition temperature. Das et al. [13] are given in Table 2. Ratio turbocharger with 1.3 compression located
have carried out experiments on continuous carburetion, continuous on the engine was replaced with 1.7 compression ratio turbocharger
manifold injection, timed manifold injection and low pressure direct which has more stable operation than the previous one. The shaft of
cylinder injection. The maximum brake thermal efficiency of 31.32% the engine is coupled to the rotor of a hydraulic dynamometer type
was obtained at 2200 rpm with 13 Nm torque. Hydrogen used in BT-190 which is used to load engine to measure the engine output
the dual fuel mode with diesel and exhaust gas recirculation by torque and calculate power. A load sensor type TEDEA 3410 was
Bose and Maji [8] showed the brake thermal efficiency increases by employed to determine the load of dynamometer. The general speci-
12.9% without EGR with the supply of 0.15 kg/h of hydrogen. Bari fications of the hydraulic dynamometer and load sensor are given in
and Esmaeil [14] studied the performance enhancement of a conven- Table 3. The engine speed was measured by rotation sensor installed
tional diesel engine through the addition of H2/O2 mixture, generated on the dynamometer. The mass flow of hydrogen was measured
through water electrolysis. The introduction of 6.1% total diesel using a digital mass flow meter type Smart-Trak C100L. The specifica-
equivalent H2/O2 mixture into diesel, the brake thermal efficiency in- tions of the digital mass flow meter are given in Table 4. The inlet
creased by 2.6% at 19 kW, 2.9% at 22 kW, and 1.6% at 28 kW. The manifold of the engine was modified to allow for hydrogen flow. A
brake specific fuel consumption of the engine reduced by 7.3%, 8.1%, mixer similar to LPG mixer was designed and placed allow good
and 4.8% at 19 kW, 22 kW, and 28 kW, respectively. Altunes et al. mixing of hydrogen and air. The engine intake port was connected
[15] have carried out an experimental setup for the testing of a diesel to controller hydrogen cylinder which was used to supply high-
engine in direct injection hydrogen-fuelled mode. A significant efficien- pressure hydrogen gas. A calibrated burette and a stopwatch were
cy advantage was found when using hydrogen as opposed to diesel employed to measure the volumetric flow rate of fuel. A inclined
fuel, with the hydrogen-fuelled engine achieving a fuel efficiency of ap- tube manometer is used to quantity the head difference of air flow
proximately 43% compared to 28% in conventional, diesel-fuelled to the engine, while allowing the intake air to pass through an orifice
mode. meter. The schematic view of the test equipment is show in Fig. 1 and
In this work, four cylinder direct injection diesel engine was mod- a photograph of the setup in Fig. 2. Exhaust emissions (CO2, CO, HC
ified to work in the dual fuel mode with hydrogen and continuous in- and NOx) were measured with a Bosch BEA 350 exhaust emission de-
duction of hydrogen in the air inlet manifold with mixer and diesel vice. The analyzer was calibrated with standard gases and zero gas
injected in the conventional manner. Experiments were conducted before each experiment. Exhaust emission temperature was mea-
at a different engine speed of, full load conditions and the amount sured with K-type thermocouple. The general specifications of the
of hydrogen were varied. Comparison has been made with results emissions device and thermocouple are given in Table 5.
obtained while using diesel. The fuels used in this study were euro-diesel and hydrogen fuels.
Before the test process, standard diesel engine (SDI) test were carried
out according to Turkish Standards 1231 (TS-1231). Euro diesel was
2. Combustion characteristics of hydrogen purchased from OPET (İstanbul, Turkey). Hydrogen, with a purity of
99.99% was purchased from The Linde Group (Ankara, Turkey).
Combustion of hydrogen is fundamentally different from the com-
bustion of hydrocarbon fuel. Hydrogen has wider flammability limits 4. Experimental procedure
of 4–75% by volume in air compared to diesel fuel which is 0.7–5% by
volume. The burning velocity is so high that very rapid combustion The research engine was coupled to the rotor of the hydraulic dy-
can be achieved. The limit of flammability of hydrogen varies from namometer. Then, the engine was run at steady-state condition using
an equivalence ratio of 0.1 to 7.1, hence the engine can be operated diesel at full load. So, the engine technical properties changed and
with a wide range of air/fuel ratio [4]. The minimum energy required maximum engine torque value occurred at 1250 min −1 was mea-
for ignition of hydrogen–air mixture is only 0.02 mJ. This enables sured as 318 Nm. Maximum engine power value at 2250 min −1
hydrogen engine to run well on lean mixtures and ensures prompt ig- was determined as 58 kW. In addition, the average of volumetric effi-
nition. Other properties of hydrogen are given in Table 1. ciency value increased 13%.
Pressure of hydrogen stored in a high-pressure storage tank at
250 bar was reduced to 1–4 bar by using a pressure regulator. Hydrogen
Table 1
Properties of hydrogen in comparison with diesel and gasoline.

Properties Diesel Gasoline Hydrogen Table 2

Chemical composition Cn H1.8n (C8\C20) Cn H1.8n (C4\C12) H2 Technical specifications of the test engine.
Auto-ignition temperature (K) 530 533–733 858
Tumosan engine 185 B Technical specification
Minimum ignition energy (mJ) – 0.24 0.02
Flammability limits 0.7–5 1.4–7.6 4–75 Cylinder number 4
(volume % in air) Cylinder bore 104 mm
Stoich. Air/fuel ratio 14.5 14.6 34.3 Stroke 115 mm
on mass basis Total cylinder volume 3908 ml
Density 16 °C and 1 bar 833–881 721–785 0.0838 Compression ratio 17:1
(kg/m3) Maximum torque 318 Nm (at 1250 min−1)
Net heating valve (MJ/kg) 42.5 43.9 119.93 Maximum power 58 kW (at 2250 min−1)
Flame velocity (cm/s) 30 37–43 265–325 Maximum speed 2700 min−1
Diffusivity in air (cm2/s) – 0.08 0.63 Cooling system Water cooling
Cetane number 40–55 – – Injection advance 18 (crank shaft angle)
Octane number – 92–98 130 Injection pressure 230 bar
28 H. Köse, M. Ciniviz / Fuel Processing Technology 114 (2013) 26–34

Table 3 The brake thermal efficiency for diesel mode was calculated as
Technical specifications of the hydraulic dynamometer and load sensor. follows;;
Hydraulic dynamometer BT190 Technical specification
P
Maximum brake power 160 HP ðηbteÞd ¼ : 100% ð2Þ
Maximum brake torque 104 mm
md LHVd
Maximum speed 115 mm
Load cell capacity 2000 N (0.1%) The brake thermal efficiency for dual fuel mode is given by;

P
ðηbteÞdual ¼ : : 100% ð3Þ
md LHVd þ mh LHVh

was then passed through a flame arrestor which can be controlled and The hydrogen density was calculated at a pressure of 1 bar and
closed to adjust its flow if any backfire would be resulted in the fuel 16 °C.
pipeline valve. It also acts as a nonreturnable valve. Then hydrogen it The brake specific fuel consumption for dual fuel mode is computed
passed through the thermal gas flow meter, which has the flow range from;
of 0–300 l/pm. The flame trap used here is a wet type flame trap. Then :
hydrogen was allowed to pass through adjustable flame arrestor, md þ mh
Bsfc ¼ 3600 ð4Þ
which was used to suppress the flash back if any into the intake manifold. P
The hydrogen from the flame trap was allowed inside the inlet manifold
with the help of a gas mixer, which was used to mix air and hydrogen. The brake specific fuel consumption for dual fuel mode is computed
The process of mixing air and fuel is called enrichment. The volume from
percentages of test fuels were 0, 2.5, 5 and 7.5% of hydrogen with 100
1 ðA=FÞtheoretic
diesel fuel, which were represented as SDI, H2.5, H5 and H7.5 respective- φ¼ ¼ ð5Þ
λ ðA=FÞreal
ly [1,4–7].
The experiments were conducted at steady state conditions for
seven different engine speeds (from1000 to 2500 min −1 with incre- Theoretical combustion of fuel formula is given by;
ment of 250 min −1) with SDI H2.5, H5 and H7.5 under full load. Diesel;
The values of engine performance and emission characteristics such
C16 H34 þ a ðO2 þ 3:76N2 Þ→x CO2 þ y H2 O þ z N2 ð6Þ
as CO, CO2, HC, and NOx were recorded during the experiments. All
data were collected after the engine was stabilized. All the gaseous
Diesel–Hydrogen (H2.5, H5, H7.5);
emissions were continuously measured for 5 minute and the average
results were presented. To obtained the equivalence ratio for case of
ðC16 H34 þ aH2 Þ þ b ðO2 þ 3:76N2 Þ→xCO2 þ y H2 O þ z N2 ð7Þ
dual fuel, the air flow rate, the fuel consumption and hydrogen flow
rate were measured individually. And then, rate of air flow divided
by fuel consumption and hydrogen flow rate to obtain real air–fuel
5. Error analysis and estimation of uncertainty
rate. For obtaining equivalence ratio, real air–fuel ratio was divided
by theoretical air–fuel ratio. The steady state tests were repeated
Any experimental result involves some level of uncertainty that
tree times to ensure that the results are repeatable. At the end of
can arise from causes such as condition, environment, observation,
the process, hydrogen flow rate is reduced to zero and the engine is
reading, test planning and the lack of accuracy in measurement
made to run at steady-state condition using diesel at no load
equipments. Uncertainty analysis is needed to prove random errors
condition.
or the accuracy of the experiments. Kanoglu [19] presents a detailed
example of such an analysis. Consider the result, F, to be a function
4.1. Analysis procedure
of nth measured variables x1, x2,…, xn as:
After collecting the data sets at each diesel–hydrogen dual fuel F ¼ f ðx1 ; x2 ………………:xn Þ ð8Þ
mode and for each engine speed, the dependent parameters are cal-
culated according to the following equations [26].
The maximum uncertainty estimation in R can be expressed by
The engine power was calculated using the following equation;
the relation given by Wheeler and Ganji [20] as:

n 
X


P¼
F⋅L⋅n
ðkW Þ ð1Þ W F; max ¼ W ∂R  ð9Þ
9549  Xİ
∂x 
i¼1 i

where all terms are assumed positive. A better estimate for uncertainty
is given by:
Table 4
"  #1=2
Technical specifications of the digital mass flow meter. X n 
∂R 2
W F; max ¼ W Xİ ð10Þ
Feature
i¼1
∂xi
Model Smart-Trak C100L-NR-2-OV1-SV1-PV2-V3-S4-C10
Measure range 0–300 liter/min where Wxi is the accuracy or error of the measured parameter. Using
Pressure 0…4.5 bar(g)
Eq. (3) the uncertainty in the calculated values such as brake power,
Temperature −5.....50 °C
Supply ±24 VDC brake specific fuel consumption brake thermal efficiency, air–fuel ratio
Output signal 0…10 VDC + 4–20 mA were estimated [9,19]. The details of the estimated uncertainty of calcu-
Link RS232 lated parameters at some typical operating conditions are given in
Connection ¼″ VCO Table 6. Also the percentage of uncertainty for the constant error mea-
Material AISI316 stainless steel
surement of such as is given below.
 H. Köse, M. Ciniviz / Fuel Processing Technology 114 (2013) 26–34 29

1. Exhaust Emissions Device [Link] Trap [Link] 16. Power Indicator

2. Hydrogen Cylinder 7. Adjustable Flame Arrest or 12. Hydraulic Dynameters 17. Orifice Plate
3. Pressure Regulator 8. Gas Mixer 13. Control Panel 18. Inclined Manometer
[Link] Arrestor 9. Turbocharger 14. Torque Indicator 19. Fuel Metering Unit
[Link] Mass Flower Meter 10. Engine 15. Speed Indicator 20. Diesel Fuel

Fig. 1. Schematic view of experimental setup.

A sample calculation for engine power is given below. Engine ∂P F⋅n 356:45  1000
¼ ¼ ¼ 37:32
power can be formulated as follows, ∂L 9549 9549
F⋅L⋅n
P¼ ðkW Þ
9549 ∂P F⋅L 356:45  0:7
¼ ¼ ¼ 0:02612
∂n 9549 9549
• Speed, n = 1000 rpm
• Engine power, P = 26.278 kW
h i
• Length, L = 0.7 m 2 2 2 2 2 2 1=2
Wp ¼ ð0:0733Þ ⋅ð0:077Þ þ ð0:001Þ  ð37:32Þ þ ð0:02612Þ  ð50Þ
• Force, F = 356.45 N
∂P L⋅n 0:7  1000
¼ ¼ ¼ 0:0733 W P ¼ %5:07
∂F 9549 9549

Fig. 2. Photographic view of the experimental setup.

30 H. Köse, M. Ciniviz / Fuel Processing Technology 114 (2013) 26–34

Table 5 70
Specifications of Bosch BEA 350 exhaust emission analyzer device.

Bosch BEA 350 Measure range Precision 60

Engine Power (kW)

CO 0.000....10.00 (%) volume 0.001 vol.%
CO2 0.00.......18.00 (%) volume 0.01 vol.% 50
HC 0............9999 ppm ±1 ppm
NOx 0............5000 ppm ±1 ppm
O 0.00......22.00 (%) volume 0.01 vol.% 40
λ 0.500… .9.999 0.001%
K-type thermocouple 0……..1200 °C ±2 °C
30
SDI H 2.5
6. Results and discussion H5 H7.5
20
750 1000 1250 1500 1750 2000 2250 2500 2750
The present work, hydrogen gas–air mixture is used by adopting Engine speed (min-1)
carburetion techniques in compression ignition (CI) engine. We in-
vestigated the performance and emission characteristics of a direct Fig. 3. Engine power for different values of hydrogen enrichment at different engine
speeds.
injection (DI) diesel engine enriched with hydrogen by varying the
percentage of hydrogen (2.5%, 5% and 7.5%) and compared our results
with base fuel operation. increase to enough engine torque more than the other hydrogen ad-
dition rates because hydrogen occupied more volume and decreased
6.1. Engine power oxygen concentration inside combustion chamber.

Fig. 3 shows the variation in engine power at full load with engine 6.3. Brake specific fuel consumption (Bsfc)
speed and different values of hydrogen enrichment. Maximum engine
power for dual fuel mode was obtained as 65.63 kW with H7.5 The variation of specific fuel consumption at full load with engine
whereas SDI was 56 kW. Beside, engine power for dual fuel mode in- speeds and different values of hydrogen enrichment is given in Fig. 5.
creased averagely as 6.8%, 12.4% and 17%, H2.5, H5 and H7.5, respec- From the results it is observed that the specific fuel consumption of
tively, at 2250 min −1 comparing with the SDI. The reason of this H2.5 and H5 hydrogen–diesel dual fuel reduced averagely 4%, 3.5%
increase in engine power is due to hydrogen's better mixing with for dual fuel operation comparing with the SDI. But, the specific
air and hydrogen's faster burning characteristics which improve en- fuel consumption of H7.5 dual fuel mode operation increased aver-
gine power increases at all engine speed conditions. But, small engine agely 6% compared to SDI. Also, BSFC maximum engine torque
power increases at low engine speeds may be occurred due to insuf- at 1250 min −1 and maximum engine power 2250 min −1 value of
ficient providing of oxygen from the turbocharger. Addition of H7.5 H2.5 and H5 hydrogen addition ratio was reduced 4%, 2% with 4%, 5%
did not increase engine power more than the other hydrogen addi- whereas H7.5 hydrogen addition ratio was increased by 10% and 1%
tional rates because of hydrogen occupied more volume and de- compared with SDI respectively. The lower BSFC was 192.785 g/kWh
creased oxygen concentration inside combustion chamber. for H2.5 comparing with 243.516 g/kWh the SDI at 1000 min−1. There-
fore H2.5 of hydrogen addition ratio the overall BSFC is better than other
6.2. Engine torque hydrogen addition rates.
The reason for the decrease of the amount of the BSFC for H2.5 and
Fig. 4 shows the variation in engine speed at full load with engine H5 rates of hydrogen addition is due to better mixing of hydrogen
torque and different values of hydrogen enrichment. Maximum en- with air resulting in complete combustion of fuel and a little more en-
gine torque for dual fuel mode was obtained as 344.4 Nm with H7.5 gine power due to the increase in the amount of fuel. However, the
whereas that of SDI fuel was 318 Nm. Also, engine torque dual fuel reason for the increase of the amount of the BSCF for H7.5 is due to
mode increased averagely 4.8%, 7.8% and 8.3%, for H2.5, H5 and lack of sufficient amount of oxygen the mixture and reduction of
H7.5, respectively, 1250 min −1comparing with the SDI. The increase engine power compared to other addition hydrogen rates. The formu-
in engine torque can due to better mixing of hydrogen with air, as la for calculating brake specific fuel consumption is fuel consumption
the presence of hydrogen results in enhanced combustion resulting divided by power. Increasing engine power between 1000 min −1 and
in an improvement in engine torque at all the hydrogen addition 1500 min −1 for H7.5 decreases the bsfc accordingly. Also for H7.5,
rates. Also, the increase in engine torque may be due to higher
lower heating value and high mass additions rate of hydrogen. How- 400
ever, increasing the amount of hydrogen within the intake manifold
increased the area within the intake manifold occupied by hydrogen 350
Engine Torque (Nm)

which decreased the amount of oxygen. Addition of H7.5 did not

300

Table 6
250
Average uncertainties of some measured and calculated parameters.

S. no. Parameters Uncertainty (%) 200

1. Power 5.1
2. Brake specific fuel consumption 5.5 150
3. Speed 1.5
4. Brake thermal efficiency 6.7 SDI H 2.5 H5 H7.5
100
5. Mass flow rate of air 1.2 750 1000 1250 1500 1750 2000 2250 2500 2750
6. Mass flow rate of hydrogen 1 Engine speed (min-1)
7. Length and diameter 0.1
8. Stopwatch ±0.5
Fig. 4. Engine torque for different values of hydrogen enrichment at different engine
9. Burette volume 2
speeds.
 H. Köse, M. Ciniviz / Fuel Processing Technology 114 (2013) 26–34 31

300
decreased due to excessive rich condition in air–fuel ratio (φ>1) at
Specific fuel consumption (g/kWh)

1000 min −1 because turbocharger does not operate efficiently in

280
this engine speed. Brake thermal efficiency results of this study are
similar to experimental studies of Saravanan et al. [1] and Bose and
260
Maji [8].
240
6.5. Air–fuel ratio
220
The variation of equivalence ratios (φ) at full load with engine
200 speeds and different values of hydrogen enrichment is show in
Fig. 7. It is observed that the equivalence ratio value of H2.5, H5 and
SDI H 2.5 H5 H7.5
180 H7.5 dual fuel mode operation increased about 11%, 22% and 39%
750 1000 1250 1500 1750 2000 2250 2500 2750
compared to SDI, respectively. Beside, equivalence ratio at maximum
Engine speed (min-1)
engine torque 1250 min −1 and maximum engine power 2250 min −1
Fig. 5. Specific fuel consumption for different values of hydrogen enrichment at differ-
value of H2.5, H5 and H7.5 was increased by 1.029, 1.13, 1.328 with
ent engine speeds. 0.707, 0.794, 0.877 compared to 0.642 with 0.909 SDI respectively.
Therefore, H2.5 of hydrogen addition ratio is better than other addition
hydrogen rates. The increase in equivalence ratio is due to reduction in
bsfc decreases as engine speed increases, reaches a minimum, and the amount of oxygen inside the engine cylinder and volumetric effi-
then increases at high speed (Fig. 5). Fuel consumption increases at ciency at all engine speeds.
high speed because of greater friction loses.
6.6. Exhaust temperature
6.4. Brake thermal efficiency
Fig. 8 shows the variation of exhaust temperatures at full load
The variation of brake thermal efficiency at full load with engine with engine speeds and different values of hydrogen enrichment. It
speeds and different values of hydrogen enrichment is show in is observed that the exhaust temperate value of H2.5, H5 and H7.5
Fig. 6. It is observed that the brake thermal efficiency value of H2.5, dual fuel operation increased averagely 4%, 8.3% and 9.4% compared
H5 and H7.5 rates of hydrogen addition increased averagely 23%, to SDI at, respectively. Also maximum engine torque at 1250 min −1
20% and 10.8% comparing with SDI, respectively. Also, brake thermal and maximum engine power values of H2.5, H5 with H7.5 was
efficiency at maximum engine torque at 1250 min −1 and at maxi- obtained as 423, 437, 446 with 420, 445, 449 °C compared to 400
mum engine power at 2250 min −1 value of H2.5, H5 and H7.5 were with 381 °C SDI, respectively. The highest exhaust temperature was
increased as 20.8%, 17.5%, 9% and 22%, 22%, 16.5% comparing with obtained 449 °C with H7.5 hydrogen addition ratio compared to
SDI respectively. According to Fig. 6, maximum brake thermal effi- 381.5 °C for SDI. This is due to better mixing of hydrogen with air
ciency of H2.5 was obtained as 40.4% comparing with 33% value of resulting in complete combustion of fuel which the increase in tem-
SDI at 1750 min −1. Therefore H2.5 of hydrogen addition ratio the perature around the combustion chamber. The results of this study
overall brake thermal efficiency is better than other hydrogen addi- are similar to experimental studies of Saravanan and Nagarajan [9].
tion rates.
Consequently the reason of brake thermal efficiency increased for 6.7. Carbon monoxide emissions
H2.5, H5 and H7.5 can be said as improvement of combustion and
higher lower heating value (LHV) of hydrogen compared to SDI. Carbon monoxide (CO) is a colorless, odorless, and tasteless gas
Also the flame speed of hydrogen is nine times faster than the flame that is quite poisonous. Carbon monoxide is produced from the par-
speed of diesel. Therefore, in overall burning diesel in the presence tial oxidation of carbon-containing compounds; it forms when there
of hydrogen will result faster and more complete combustion. These is not enough oxygen to produce carbon dioxide (CO2), such as
have contributed to improve the efficiency. However, brake thermal when operating an internal combustion engine. Based on the oxygen
efficiency of H7.5 was lower than other dual fuel strategies because availability the CO formed during the combustion is oxidized further
oxygen concentration inside combustion chamber becomes lower to form CO2. In general for hydrogen–diesel dual fuel operation at
due to the replacement of air with hydrogen and power output of full load condition, the mixture is slightly richer than normal Diesel
the engine was reduced per unit of energy introduced into combus- combustion due to the air replacement by hydrogen in the intake
tion chamber as fuel [1–14]. Also the brake thermal efficiency was manifold that causes a slight increase in CO concentration [9,10].

50 2
Brake Thermal Efficiency (%)

ϕ)
Equivalence Ratio (ϕ

1.5
40

30
0.5

SDI H 2.5 H5 H7.5 SDI H 2.5 H5 H7.5

20 0
750 1000 1250 1500 1750 2000 2250 2500 2750 750 1000 1250 1500 1750 2000 2250 2500 2750
Engine speed (min-1) Engine speed (min-1)

Fig. 6. Brake thermal efficiency for different values of hydrogen enrichment at different Fig. 7. Equivalence ratio for different values of hydrogen enrichment at different en-
engine speeds. gine speeds.
32 H. Köse, M. Ciniviz / Fuel Processing Technology 114 (2013) 26–34

500
SDI. Therefore H2.5 of hydrogen addition ratio CO2 emission is better
SDI H 2.5 H5 H7.5 than other hydrogen addition rates. The CO2 emission in case of
Exhaust Tempurate(ºC)

hydrogen enrichment is lowered because of better combustion of

450
hydrogen fuel and also due to the absence of carbon atom in hydro-
gen molecule [3]. The reduction in CO2 concentration is because of
oxidation reaction reduces with carbon atom in fuel. Results of this
400
study are agreed with results of Saravanan et al. [6], Bose and Maji
[8] and Saravanan and Nagarajan [2].
350 .

6.9. Hydrocarbon (HC) emissions

300
1000 1250 1500 1750 2000 2250 2500
Engine Speed (min-1) Hydrocarbons are organic emissions as a consequence of incom-
plete combustion of hydrocarbon fuel. The variation of HC emissions
Fig. 8. Exhaust temperate for different values of hydrogen enrichment at different with engine speeds for different values of hydrogen enrichment at
engine speeds. full load is shown in Fig. 11. It is observed that the HC emission values
of H2.5, H5 and H7.5 dual fuel operation decreased averagely 48.6%,
42.8% and 28% compared to SDI, respectively. Beside, maximum engine
Fig. 9 shows the variation of carbon monoxide at full load with en-
torque at 1250 min−1 and maximum engine power at 2250 min−1
gine speeds and different values of hydrogen enrichment. The carbon
values of H2.5, H5 with H7.5 dual fuel operation was obtained
monoxide decreased for H2.5 and increased H5 and H7.5 when com-
10 ppm, 11 ppm, 15 ppm with 11 ppm, 13 ppm, 15 ppm compared
pared to SDI. Also maximum engine torque at 1250 min −1 and max-
to 21 ppm with 22 ppm SDI, respectively. The lowest HC emission
imum engine power at 2250 min −1 values of H2.5, H5 with H7.5 dual
was obtained 10 ppm with H2.5addition hydrogen ratio, compared to
fuel operation was obtained 0.079%, 0.505%, 0.81% with 0.014%,
21 ppm for SDI. Consequently H2.5 of hydrogen addition ratio the CO2
0.042%, 0.030 vol.% compared to SDI CO of 0.089% and 0.026% respec-
emission is better than other additional hydrogen rates. The reduction
tively. The lowest CO emission was obtained as 0.014 volume % with
in HC is due to the higher burning velocity of hydrogen, which enhances
H 2.5 when compared to 0.026% for SDI. With H2.5 the CO emission is
the diesel burning. The absence of carbon in hydrogen fuel also reduces
better than other additional hydrogen rates. The reduction CO in H2.5
the HC emissions to a greater extent [4,5]. There are similar results in
hydrogen-operated dual fuel engine is due to the absence of carbon in
previous studies.
hydrogen fuel. At no load since the engine is operated at lean equiva-
lence ratio, a reduction in CO is observed for hydrogen dual fuel oper-
ation. But the oxygen concentration reduces significantly and in 6.10. Oxides of nitrogen (NOx) emissions
addition due to lesser reaction time it results in a significant
increase in CO formation rate, which makes the overall CO concentra- Nitrogen oxides (NOx) are combination different molecules of
tion to increase at full load compared to SDI [4]. Saravanan and nitrogen and oxygen gases. The oxides of nitrogen in the exhaust
Nagarajan [9] and Erman [11] obtained similar results from their emission contain nitric oxide (NO) and nitrogen dioxide (NO2). The
experiments. formation of NOx is highly dependent on in- cylinder temperature,
oxygen concentration and residence time for the reaction to take
6.8. Carbon dioxide (CO2) emissions place [12]. The variation of NOx emissions with engine speeds for dif-
ferent values of hydrogen enrichment at full load is shown in Fig. 12.
The variation of carbon dioxide emissions at full load with engine It is found that the NOx emission values of H2.5, H5 and H7.5 dual fuel
speeds and different values of hydrogen enrichment is shown in operation increased averagely 11.8%, 14.8% and 17.8% comparing with
Fig. 10. It is observed that the carbon dioxide emission values for SDI, respectively. Beside, maximum engine torque at 1250 min −1 and
H2.5, H5 and H7.5 dual fuel operation decreased averagely 4%, 5.6% maximum engine power at 2250 min −1 values of H2.5, H5 with H7.5
and 8.4% compared to SDI, respectively. Also maximum engine torque dual fuel operation was obtained 1831 ppm, 1679 ppm, 1456 ppm
at 1250 min −1 and maximum engine power at 2250 min −1 values of with 2280 ppm, 2487 ppm, 2631 ppm compared to 1765 ppm with
H2.5, H5 with H7.5 dual fuel operation decreased 3.5%, 2.2% , 6% with 2061 ppm SDI, respectively The lowest NOx emission was found
9.5%, 9%, 12.5 vol.% compared to SDI, respectively. The lowest CO2 1092 ppm with H7.5 at 1000 min −1, compared to 1315 ppm for
emission was obtained 7.4 vol.% with H7.5, compared to 8.5% for SDI. The highest NOx was obtained 2894 ppm with H7.5 addition

1.2 15
SDI H 2.5 H5 H7.5 SDI H 2.5 H5 H7.5
14
1
13
12
0.8
CO2 (%)

11
CO(%)

0.6 10
9
0.4 8
7
0.2
6
0 5
1000 1250 1500 1750 2000 2250 2500 1000 1250 1500 1750 2000 2250 2500
Engine Speed (min-1) Engine Speed (min-1)

Fig. 9. Carbon monoxide for different values of hydrogen enrichment at different Fig. 10. Carbon dioxide for different values of hydrogen enrichment at different engine
engine speeds. speeds.
 H. Köse, M. Ciniviz / Fuel Processing Technology 114 (2013) 26–34 33

30
SDI H 2.5 H5 H7.5 additional hydrogen rates. The reason for this lower concentration of
O2 in case of all of the hydrogen additional is due to density of hydrogen
25
is nearly ten times higher than diesel fuel and oxygen concentration re-
20
duces significantly in combustion chamber.
HC (ppm)

15 7. Conclusions

10 Experiments were conducted to study the performance and emis-

sion characteristics of a DI diesel engine using hydrogen gas by means
5 of carburetion technique with diesel as the mode of ignition. Based on
the experimental results the following conclusions are drawn.
0
1000 1250 1500 1750 2000 2250 2500
Engine Speed (min-1) • Significantly enhances the engine power. The value of engine power
was increased from 56 kW to 65.63 kW H 7.5 dual fuel operations
Fig. 11. Hydrocarbon emissions for different values of hydrogen enrichment at differ- to at full load.
ent engine speeds. • The value of engine torque for hydrogen with diesel was obtained
344.4 Nm at full load comparing with 318 Nm SDI at H7.5 which
is due to better mixing of hydrogen with air, as the presence of hy-
hydrogen ratio at 2000 min −1, compared to 2200 ppm for SDI. With drogen results in enhanced combustion resulting in an improve-
H2.5 of hydrogen flow rate the NOx emission is better than other hy- ment in engine torque at all the additional hydrogen rates.
drogen flow rates. The reason for this higher concentration of NOx in • The average of specific fuel consumption decreases 4% and 3.5%
case of hydrogen enrichment is peak combustion temperature and with H2.5 and H5 of hydrogen addition at full load compared to
high residence time of the high temperature gases in the cylinder SDI. The lower BSFC was 192.785 g/kWh for H2.5 fuel rate of hydro-
[3]. An increase in oxides of nitrogen emissions occurs because of gen compared to 243.516 g/kWh in the case of SDI at full load and
exceeding critical values of equivalence ratio of 0.75. Both high tem- at 1000 min −1.
perature and more available oxygen in the formed mixture might • The average of brake thermal efficiency was increased 23%, 20% and
have caused NOx emission to rise [14–18]. On the other hand, the 10.8% with the all additions hydrogen rates compared to SDI at full
LHV of hydrogen is nearly three times higher than diesel fuel, which load. The maximum brake thermal efficiency H2.5 obtained 40.4%
increases peak temperature in the cylinder. compared to SDI 33% at 1750 min−1. The increase in brake thermal
efficiency shows better combustion process than SDI fuel combustion.
6.11. Oxygen (O2) emissions • The equivalence ratio for value of all additional hydrogen rates in-
creased averagely 11%, 22% and 39% compared to SDI at full load.
Oxygen is an important parameter for the realization of the The increase in equivalence ratio is due to reduction in the amount
amount of combustion in internal combustion engines. The amount of oxygen inside the engine cylinder and volumetric efficiency at all
of the oxygen significantly affects in the air–fuel ratio. The increase engine speeds.
of the amount of oxygen enhances the combustion and engine perfor- • The exhaust temperate for all additional hydrogen rates increased
mance. Fig. 13 shows the variation of O2 emissions with engine averagely 4%, 8.3% and 9.4% comparing with SDI at full load, respec-
speeds for different values of hydrogen enrichment at full load. It is tively. This is due to better mixing of hydrogen with air resulting in
found that the O2 emission values of H2.5, H5 and H7.5 flow rate of complete combustion of fuel which the increase in temperature
hydrogen was an average of increased 13.6%, 24% and 30.8% com- around the combustion chamber.
pared to SDI at full load, respectively. Also, maximum engine torque • The carbon monoxide was decreased at full load the H2.5, H5 and
at 1250 min −1 and maximum engine power at 2250 min −1 value H7.5 additional hydrogen rates increased averagely compared of
of H2.5, H5 with H7.5, dual fuel operation was obtained 3%, 1.84%, SDI. The lowest CO emission was obtained 0.014 vol.% with H 2.5 hy-
1.13% with 9%, 8%, 7.9% compared to 3.68% with 9.4%SDI, respectively. drogen addition, compared to 0.026% for SDI.
The lowest O2 emission was found 0.97% with H7.5 hydrogen addition • The carbon dioxide emission for all flow rate of hydrogen was de-
at 1000 min−1, compared to 3.7% for SDI. The highest O2 was obtained creased 4%, 5.6% and 8.4% compared to SDI at full load, respectively.
9.3% with H2.5 addition hydrogen ratio at 2500 min−1, compared to The lowest CO2 emission was obtained 7.4 vol.% with H7.5 hydrogen
11% for SDI. As a result H2.5 the O2 emission is better than other addition, compared to 8.5% for SDI.

3500 14
SDI H 2.5 H5 H7.5
SDI H 2.5 H5 H7.5
3000 12

2500 10
NOx (ppm)

O2 (%)

2000 8

1500 6

1000 4

500 2

0 0
1000 1250 1500 1750 2000 2250 2500 1000 1250 1500 1750 2000 2250 2500
Engine Speed (min-1) Engine Speed (min-1)

Fig. 12. NOx emissions for different values of hydrogen enrichment at different engine Fig. 13. O2 emissions for different values of hydrogen enrichment at different engine
speeds. speeds.
34 H. Köse, M. Ciniviz / Fuel Processing Technology 114 (2013) 26–34

• HC emission for all additional hydrogen rates decreased averagely fuel and diesel as injected fuel with exhaust gas recirculation, International Journal
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Acknowledgment
emission of addition at dual fuel mode of hydrogen (In Turkish), Master Thesis,
Selcuk Universty Institute of Science, Konya 2012 pp 1–81.
This study was supported by the Scientific Research Projects [17] Mohon M. Roy, E. Tomita, N. Kawahara, Y. Harada, A. Sakane, An experimental in-
Coordinatorship of Selcuk University (grant number: 10101043) vestigation on engine performance and emissions of a supercharged H2-diesel
dual-fuel engine, International Journal of Hydrogen Energy 35 (2010) 844–853.
[18] S. Verhelst, T. Wallner, Hydrogen-fueled internal combustion engines, Progress in
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