Hydrogen's Effect on Diesel Engine Emissions and Performance

Hydrogen effects on the diesel engine performance
and emissions
H. Koten
Department of Mechanical Engineering, Engineering Faculty, Istanbul Medeniyet University, 34722, Istanbul, Turkey
a r t i c l e i n f o
Article history:
Received 4 January 2018
Received in revised form
22 March 2018
Accepted 19 April 2018
Available online xxx
Keywords:
Diesel engine
Hydrogen
Combustion
Exhaust emissions
a b s t r a c t
In this research, effects of hydrogen addition on a diesel engine were investigated in terms
of engine performance and emissions for four cylinders, water cooled diesel engine.
Hydrogen was added through the intake port of the diesel engine. Hydrogen effects on the
diesel engine were investigated with different amount (0.20, 0.40, 0.60 and 0.80 lpm) at
different engine load (20%, 40%, 60%, 80% and 100% load) and the constant speed, 1800 rpm.
When hydrogen amount is increased for all engine loads, it is observed an increase in brake
specific fuel consumption and brake thermal efficiency due to mixture formation and
higher flame speed of hydrogen gas according to the results. For the 0.80 lpm hydrogen
addition, exhaust temperature and NOx increased at higher loads. CO, UHC and SOOT
emissions significantly decreased for hydrogen gas as additional fuel at all loads. In this
study, higher decrease on SOOT emissions (up to 0.80lpm) was obtained. In addition, for
0.80 lpm hydrogen addition, the dramatic increase in NOx emissions was observed.
© 2018 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.
Introduction
Exhaust emissions, the adverse effects of emissions on
human health and the environment, and the increasing
stringent emissions legislation on the weakening of world oil
reserves are strong incentives for alternative fuel surveys. As
an alternative fuel, H2 has great potential. An H2-like fuel is of
interest, as it clears the combustion properties of H2 and does
not perform better [1]. Compressed ignition (CI) engines
consume fuel with diesel and H2, offering low emission po-
tential with improved performance [2]. The addition of H2 can
cause excessive Soot formation and better thermal efficiency,
thus reducing fuel consumption with a nominal power loss.
Adding a small amount of H2 to a CI engine increases the
overall H/C ratio of the fuel and reduces the heterogeneity of a
diesel fuel spray that provides a better flammable mixture
through the high diffusivity of H2. It can also reduce the
combustion time due to high flame propagation speed [3e9].
In an experimental investigation, the port was injected H2
as the primary fuel and on a CI engine using direct in-cylinder
diesel fuel injection to control the ignition, Saravanan et al.
[10] reported an increase in nitrogen oxides (NOx) and SD as
compared to conventional CI motor operation and an increase
in brake thermal efficiency (BTE) for dual-fuel operation.
Varde and Varde [11] investigated the effects of burning
gaseous fuels with naturally aspirated direct injection (DI)
diesel fuel and detected NOx increase while reducing the
formation of soot by half of the dry diesel through the addition
of H2 at light loads. Lee et al. The injector [12] and the carbu-
retor [13] were operated on H2 mixed with suction air. Elec-
tronic injectors using H2 provide better control of injection
timing and injection time with faster response at high speed
operating conditions [14]. The correct injection timing and the
E-mail address: hasan.koten@medeniyet.edu.tr.
Available online at www.sciencedirect.com
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i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y x x x ( 2 0 1 8 ) 1 e9
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0360-3199/© 2018 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.
Please cite this article in press as: Koten H, Hydrogen effects on the diesel engine performance and emissions, International Journal of
Hydrogen Energy (2018), https://doi.org/10.1016/j.ijhydene.2018.04.146

elimination of problems such as recoil and pre-ignition are the
main advantages of the H2 injection over the carbureted sys-
tem [15]. Tomita et al. In the work carried out by Ref. [16] H2, a
DI-CI motor was mixed with the intake air. It is reported that
very low NOx emissions are obtained when injecting is star-
ted. It has also been observed that emissions of hydrocarbons
(HC) and carbon monoxide (CO) are often reduced due to the
lower carbon content in the fuel [17,18]. An experimental
study was conducted on a constant CI motor by Saravanan
and Nagarajan [19] to improve performance and emissions.
NOx emissions reduced conventional man's business to 90%
H2 enrichment at medium engine load. On the contrary, NOx
emissions at full load increased slightly compared to con-
ventional diesel operation, while SD decreased by 50%. Sar-
avanan et al. In another experimental inquiry carried out by
Ref. [20] a binary engine was run on a CI engine using H2 in the
fuel mode. Experimental results showed a significant reduc-
tion in NOx and a 30% increase in BTE progression compared
with diesel.
However, higher NOx emissions with an undesirable effect
on the environment are a significant drawback to H2-powered
engines. NOx formation becomes important when the com-
bustion peak temperature is above 2200 K [21,22]. Operating
the H2 engine with oil-free blends is one of the ways to reduce
NOx while maintaining better fuel economy. This results in a
lower peak temperature which will slow down the chemical
reaction due to cooler combustion which weakens the kinetics
of NOx formation [23,24]. The use of H2 in dual fuel mode with
exhaust gas recirculation (EGR) technology has resulted in
lower NOx emissions with lower SD level and particulate
matter [25]. For this reason, the use of EGR is considered to be
most effective in improving the exhaust emissions of H2-
powered engines.
The main disadvantage of using H2 as a fuel for automo-
biles is that on-board storage of H2 and H2 supply in-
frastructures is not available and needs to be developed in the
near future [26e28]. One of the feasible solutions to this
problem is to produce H2 on board. Using a electrolysis unit,
the amount of H2 intake to the intake of the engine is posi-
tively affected by the performance of the engine and espe-
cially emissions. Gjirja et al. [29] It was observed that a small
amount of hydrogen peroxide (H2O2) was reduced in NOx
when fumigated for intake of a motor using an electronic
injector. Shirk et al. [30] conducted a series of experiments to
investigate the fumigating effects of gas H2 on the intake of
bio-diesel fueled CI engines (B20). According to results, engine
emissions and efficiency changes were low.
From the literature review, the effect of additional H2 on CI
motor on the performance and emission characteristics of the
CI engine continue clearly to understand. Therefore, these
issues need to be investigated in order to make up for the
shortcomings in the literature. For this reason, in this study,
effects of H2 added to the intake air of the CI motor on the
performance and emission characteristics of a single-
cylinder, water-cooled, DI-CI engine were investigated.
Hydrogen gas was sent into the intake manifold of the CI en-
gine. The CI engine was analyzed for H2 addition [0.20, 0.40,
0.60 and 0.80 L (lpm) per minute] in the intake air at different
engine loads (20%, 40%, 60%, 80% and full load). And constant
speed, 1800 rpm.
Methodology
The diesel engine used for the study was a direct injection,
four cylinder; four-stroke, water-cooled engine. Bore to stroke
ratio of the engine is 0.82. Compression ratio is 18.5:1.
Maximum engine power and moment are 260 kW at 1800 rpm
and 1.6 kNm at 1100 rpm, respectively. Engine properties and
operating conditions were given in Table 1 and Table 2. Fuel
injection pressure and timing are 20 MPa and 18
BTDC,
respectively. The engine was modeled in a 3D CFD code. The
hydrogen effects were investigated via port injection in a
different amount. The results were evaluated to compare the
fuel consumption, temperatures, pressures, and emissions.
The H2 was fed by hydrogen injector on the intake port for the
engine. Hydrogen is calculated in a different amount before it
is introduced to the engine by the use of the air inlet manifold.
Hydrogen was passed through the intake port and mixed with
fresh air. First the engine was run with diesel fuel and inves-
tigated. Engine wall temperatures were tuned as a constant
temperature, it is accepted that engine reached stabilized
operating condition. The engine was operated at a constant
speed of 1800 rpm obtained maximum torque with five
different percentage of load (20%, 40%, 60%, 80%, and 100%).
For all load conditions, single fuel, just diesel fuel was used
and investigated before hydrogen addition. After this point
some amount of H2 (0.20, 0.40, 0.60, and 0.80 lpm) was sent to
the intake port and the amount of diesel was arranged to
obtain desired each load regardless of any modification in
engine setup. In fact, through the intake port air was enriched
by hydrogen and ignited by diesel fuel. After a while, in sta-
bilized model, results were recorded and evaluated. Hydrogen
properties were given in Table 3. Brake power, brake specific
fuel consumption (BSFC), brake specific energy consumption
(BSEC), engine speed, all loads, diesel fuel consumption,
exhaust temperature and BTE were also analyzed. Carbon
dioxide (CO2), CO, HC and NOx exhaust emission and soot
Table 1 e Engine properties.
Combustion system Four-stroke diesel with direct
injection
Number of cylinders,
Cylinder arrangement
6
Bore/Stroke, 0.82
Displacement 11967 cc
Compression ratio 18,5:1
Rated power 260 kW at 2200 rpm
Maximum torque 1,6 kNm at 1800 rpm
Idle Speed 1100 rpm
Weight, dry 1000 kg
Table 2 e Operating conditions.
Engine speed 1800 rpm
Mass of fuel injection 12 kg/hr
Intake pressure 1.3 bar
Intake temperature 312 K
Hydrogen rates (lpm) 0.20, 0.40, 0.60, 0.80
Engine load % 20, 40, 60, 80, 100

results were evaluated using the results. Engine model was
given in Fig. 1.
Results and discussion
Engine performance
Hydrogen addition in a diesel engine positively affects the
engine performance and emission characteristics in general
because of excellent combustion of H2. It is aimed to see how
H2 addition affects the engine performance parameters and
exhaust gas temperature (EGT) in this research. Operating
conditions were defined as four engine loads (20%, 40%, 60%,
80% and 100%), 1800 rpm constant engine speed and four
different amount of H2 (0.20, 0.40, 0.60 and 0.80 lpm).
Brake thermal efficiency (BTE)
As known, BTE can be defined as the ratio of the brake power
to fuel consumption and lower heating value (LHV). BTE in-
dicates the capability of the combustion system and provides
comparable means of assessing how efficient the energy in
the fuel was changed to mechanical output [31]. BTE results
for all loads and for different amount of introduced H2 were
shown in Fig. 2. According to results, BTE increase and BSFC
decrease for all conditions, when the engine loads increase. At
80% engine load, maximum BTE for 0.80 lpm H2 mixture is
26.91% compared to 25.56% for single fuel diesel case. It can be
concluded from Fig. 2 about 3% improvement was occurred in
brake thermal efficiency. At 100% engine load, the highest BTE
was found to be 27.3% for 0.80 lpm H2 enrichment compared to
diesel of 24.9%. The increase in BTE is owing to the uniformity
in mixture formation and higher flame speed of H2 assists to
have more complete combustion resulting in an improvement
in BTE at all load conditions. The best results for BTE were
taken at 0.60 lpm H2 addition.
Brake specific fuel consumption (BSFC)
As known, BSFC can be defined as the ratio of the fuel con-
sumption to the brake power [27]. BSFC changes with respect
to engine load for the diesel fuel and the H2 enrichments were
presented in Fig. 3. For all operating conditions, BSFC decrease
with respect to engine load increase until it reaches a mini-
mum value. Also it increases a small amount with further for
engine load increase. It can be explained for this decline could
be the higher percentage increase in the brake power with
load as compared to BSFC.
Table 3 e Hydrogen properties [16].
Molecular weight 2,01 kg/kmol
Density 0,0838 kg/m3
Flash point 585
C
Net heating value 119,93 Mj/kg
Flame speed 270e325 cm/s
Octane number 130
Cetane number e
F/Astoichiometric 34,3
Fig. 1 e View of engine cylinder structure.
Fig. 2 e Brake thermal efficiency results.
i n t e r n a t i o n a l j o u r n a l o f h y d r o g e n e n e r g y x x x ( 2 0 1 8 ) 1 e9 3

As illustrated in Fig. 3, at all engine loads, BSFC slightly
decreased with increasing H2 amount in the intake port
because of owing to the uniformity in mixture formation and
higher flame speed of H2 leads to better combustion resulting
in an improvement in BSFC. At 80% engine load the minimum
BSFC value was acquired 189.28 g/kWh for 0.80 lpm H2
enrichment compared to diesel of 194.93 g/kWh. Minimum
value of BSFC is 183.53 g/kWh at 0.60 lpm H2 flow rate
compared to pure diesel 189.88 kg/kWh at full engine load. On
average for all engine loads, BSFC for 0.20, 0.40, 0.60, and
0.80 lpm H2 addition assisted by 0.32, 0.85, 0.97, and 1%,
respectively, compared to those of diesel fuel.
Brake specific energy consumption (BSEC)
BSEC of the engine can be described as multiplication of BSFC
and LHV, as known [33]. BSEC decreases when the engine load
increases as shown in Fig. 4, because of noticeably
diminishing BSFC for the all fuel conditions. It can be also
concluded from the Fig. 4 that BSEC for all mixture formations
is lower than that of diesel single fuel. The lowest BSEC of
14.67 MJ/kWh is obtained for 0.80 lpm H2 enrichment
compared to diesel of 15.21 MJ/kWh at 80% load. BSEC for H2
enriched engine is 17.19 MJ/kWh compared to diesel fuel,
which is 17.9 MJ/kWh, at full load. At full load, reduction for
0.80 lpm H2 enrichment is about 1%. In BSEC can be seen a
reduction, because of better mixing of H2 in addition to
assisting diesel during the engine operations [26]. According to
results, efficient BSEC was obtained at 0.80 lpm H2
enrichment.
Exhaust gas temperature
Exhaust gas temperature results were given in Fig. 5 with
respect to engine loads. As looked at the results, exhaust gas
Fig. 3 e Brake specific fuel consumptions.
Fig. 4 e Brake specific energy consumptions.

temperature increases proportionally with the engine loads. It
ca be concluded that exhaust gas temperature for all H2
mixture conditions is higher than diesel at full load. At full
load the maximum EGT was 534
C at 0.80 lpm H2 enriched air
mixture compared to diesel of 515
C.
Exhaust emissions
Nitrogen oxides (NOx)
The conversion of nitrogen and oxygen to NOx is generated by
the high combustion temperatures occurring within the
burning fuel sprays controlled by local conditions. NOx is
collective term used to refer to nitric oxide (NO) and nitrogen
dioxide (NO2). NOx emissions form in the high-temperature
burned gas region, which is non-uniform, and formation
rates are highest in the close to stoichiometric regions [33].
The variation of NOx with the engine load for different amount
of H2 into the inlet air is presented in Fig. 6. Karagoz et al. [34]
studied on a heavy duty type diesel engine using hydrogen-
diesel dual fuel and they found that the emissions of NOx,
UHC, soot, CO and CO2 are reduced with hydrogen addition. In
literature [20,35e43] diesel-hydrogen dual fuel using high EGR
levels, ﬂame speeds were studied and researchers found that
particulate mass decreased up to 75%.
NOx emissions increased with the increasing engine load
because of increasing combustion temperature as shown in
Fig. 6. NOx emissions decreased for all H2 enrichments at
lower load condition. However at higher load conditions, NOx
emissions initially decreases slightly with the addition of H2
into the inlet air until it reaches 0.60 lpm value but it increases
with more enhancement of the H2 addition owing to better
combustion leads to higher temperature resulting in an
Fig. 5 e Exhaust gas temperature.
Fig. 6 e NOx emissions.

increase in NOx emissions. The NOx emission is found to be
high, 477 ppm at 80% load for 0.60 lpm H2 enrichment
compared to diesel of 468 ppm. At full load for 0.80 lpm H2
enrichment NOx is found to be 491 ppm compared to diesel of
473 ppm. On average, for all engine loads, NOx emissions for
0.20, 0.40, 0.60, and 0.80 lpm H2 addition decreased by 9.7,
17.11, 10.39, and 3.4% compared to those of single fuel diesel,
respectively.
Soot emissions
Due to the heterogeneous nature of diesel combustion, there is
a wide distribution of fuel-air ratios within the cylinder. Soot is
attributed to either fuel-air mixtures that are too lean to auto-
ignite or to support a propagating flame, or fuel/air mixtures
that are too rich to ignite. Soot formation mainly takes place in
the fuel-rich zone at high temperature and high pressure,
single fuel operating conditions also in this step mixture for-
mations were effected by high temperature decomposition [31].
In Fig. 6 Soot results were illustrated with respect to engine
loads. According to results, Soot is proportionally with the en-
gine load as seen in Fig. 6. As known, in high engine loads, fuel
mass flow rate increases and this statement results the higher
Soot formations. However, Soot formation decreases with the
increasing fraction of hydrogen addition into the engine, as
seen in Fig. 6. At 80% load in the 0.80 lpm hydrogen enriched
statement was resulted to be 41.5% compared to diesel of
47.3%. At 0.80 lpm hydrogen enrichment at 20% load, Soot
resulted as the lowest value of 12.83%. Hydrogen forms more
homogeneous air-fuel mixture on the contrary to diesel fuel
resulting in a further reduction in Soot. Soot emission for 0.20,
0.40, 0.60 and 0.80 lpm hydrogen addition diminished by 12.18,
18.15, 28.37, and 37.15% compared to those of single diesel fuel,
respectively, at all engine loads.
Unburned hydrocarbon emissions (UHC)
UHC emissions were illustrated in Fig. 7 for different operating
conditions. UHC emissions decreased proportionally with the
increase of hydrogen addition to the engine intake port.
Hydrogen addition into the inlet air resulted homogeneity in
mixture and improvement in UHC emissions with the higher
flame speed at all engine load conditions [32]. UHC emission is
35.8 ppm for the 0.80 lpm H2 enrichment compared to
41.9 ppm for single diesel fuel at 80% engine load. Likewise, a
decrease in UHC emission compared to that of single diesel
fuel with the more hydrogen addition at 100% engine load. For
0.60 lpm H2 operation it is 37.6 ppm compared to diesel of
41 ppm. On average, UHC emissions for all engine loads for
0.20, 0.40, 0.60, and 0.80 lpm H2 addition decreased by 9.23,
17.6, 25.13, and 39.25% compared to those of single diesel,
respectively.
Carbon dioxide (CO2) and carbon monoxide (CO)
CO exhaust emissions mean the lost chemical energy due to
the incomplete combustion. Fuel properties, combustion
chamber design, equivalence ratio, mass flow rate, start of
injection timing, engine load and other parameters can affect
the formation of CO emission, as known. In Fig. 8, effects of
hydrogen addition on the diesel engine characteristics were
shown. CO exhaust emission increases depending on fuel
properties and engine loads. This condition results the lower
CO emissions at low engine loads as seen in figure. Likewise,
hydrogen addition in diesel engine causes better results in
CO exhaust emissions at all mixture formations, as seen in
figure. The CO emission for 0.80 lpm H2 enriched operation is
0.055% by volume compared to 0.07% by volume for single
diesel fuel at 20% load. However, hydrogen addition at 100%
engine load, caused an increase in CO emission compared to
other engine loads. The value of CO being 0.81% by volume
for 0.80 lpm H2 enrichment compared to that of diesel of
0.95% by volume at full load. For all engine loads, CO emis-
sions for 0.20, 0.40, 0.60, and 0.80 lpm H2 addition decreased
by 7.4, 12.7, 12.09, and 11.87% compared to those of single
diesel fuel, respectively. Since Hydrogen doesn't contain
carbon atoms as a fuel, hydrogen addition results naturally
Fig. 7 e Soot emissions.

Fig. 8 e UHC emissions.
Fig. 9 e CO emissions.
Fig. 10 e CO2 emissions.

reduction in CO exhaust emission. Contrary to CO exhaust
emissions, CO2 emission is resulted in exact combustion and
exact combustion produces just water vapor and CO2 [32].
CO2 exhaust emissions were illustrated in Fig. 9 with
different operating conditions. Generally, CO2 emission in-
creases proportionally with the engine load due to the higher
fuel injection into the combustion chamber and higher
temperature with the exact combustion. Besides that,
hydrogen mixture cases resulted lower CO2 emissions when
compared to that of the single fuel diesel combustion as seen
Fig. 9. The CO2 for 0.80 lpm H2 enrichment is 6.15% by volume
compared to 6.3% by volume for single fuel diesel at 80%
engine load. CO2 for 0.80 lpm H2 enrichment is 9.22% by
volume compared to 10.18% by volume for diesel, at 100%
engine load. CO2 emissions decreased by 6, 7.8, 11.45, and
10.78% for 0.20, 0.40, 0.60, and 0.80 lpm H2 addition compared
to those of single diesel fuel, respectively. Hydrogen as a fuel
doesn't contain HC molecules and hydrogen mixture at the
intake port causes a decrease in CO2 exhaust emissions as
well as CO exhaust emissions and increase in thermal effi-
ciency of the engine (see Fig. 10).
Conclusions
Effects of H2 addition into the intake port of diesel engine on
the combustion performance and exhaust emission charac-
teristics of four cylinder, water cooled, CI engine were
investigated successfully, in this work. H2 was supplied from
external unit as a secondary fuel. Then diesel engine was
analyzed with H2 air mixture as (0.20, 0.40, 0.60, and 0.80 lpm)
at different engine load (20%, 40%, 60%, 80%, 100%) and the
constant speed, 1800 rpm. As seen in literature, hydrogen
addition into the diesel engine has an important effect on the
engine performance and exhaust emissions. It concluded
that hydrogen addition decrease specific fuel consumptions
and energy consumption also increase about 20% the brake
thermal efficiency because of the high flame speed of
hydrogen and homogeneous mixture formation in-cylinder.
This causes the exact combustion for the hydrogen air
mixture formations. Optimum results were obtained at the
mixture of 0.80 lpm. As a general, hydrogen addition made
NOx emissions decrease for all cases except for 0.80 lpm case
at high load. For Soot, HC and CO emissions, hydrogen
mixture formations generated good results in all cases when
compared to that of the single diesel fuel cases. The lowest
emissions were obtained at 0.80 lpm mixture case. Also due
to the absence of HC molecules in hydrogen fuel supply, CO
and CO2 exhaust emissions have the lowest value and the
best thermal efficiency in all cases with respect to single fuel
diesel cases.
Acknowledgement
This project was supported by Monro gas Co. with the project
number 2017.883 and author thanks to the company due to
their support during the engine works.
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