1 s2.0 S0360319920301774 Main
1 s2.0 S0360319920301774 Main
ScienceDirect
Pushpendra Kumar Sharma, Dilip Sharma, Shyam Lal Soni, Amit Jhalani*,
Digambar Singh, Sumit Sharma
Department of Mechanical Engineering, Malaviya National Institute of Technology Jaipur, Jaipur, 302017, India
Article history: This study investigates the characterization of the hydroxy-diesel fueled compression
Received 21 November 2019 ignition engine under dual fuel (DF) mode on a stationary modified engine. Hydroxy gas
Received in revised form (HHO) is supplied along with diesel at three different flow rates of 0.25, 0.50, and 0.75 lpm. A
8 January 2020 significant reduction in emission parameters was obtained in carbon monoxide, unburnt
Accepted 12 January 2020 hydrocarbon and smoke emission as ~58%, ~60%, and ~49%, respectively under the DF
Available online 6 February 2020 mode (at 0.75 lpm HHO and 10 kg load). However, a slight increment in nitrogen oxides
(NOX) emission is observed due to the O2 contents in HHO gas. It increases the reaction
Keywords: temperature and results in increasing the NOX emission. The brake thermal efficiency and
Hydroxy brake specific energy consumption also improved and found to be ~6.5% and ~6% at the
Hydrogen optimized condition. Combustion analysis shows the rate of pressure rise increased due to
Dual-fuel engine quicker combustion and decreased combustion duration. A numerical simulation has been
Performance and emission performed to optimize the engine load and HHO flow rate using the Hybrid Entropy-VIKOR
Combustion technique. In addition, a good agreement has been found between simulation and exper-
Optimization imental values for performance and emission parameters. The results can be further
improved by optimizing the engine operating parameters, i.e., injection pressure,
* Corresponding author.
E-mail address: [email protected] (A. Jhalani).
https://doi.org/10.1016/j.ijhydene.2020.01.061
0360-3199/© 2020 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.
8068 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 4 5 ( 2 0 2 0 ) 8 0 6 7 e8 0 8 1
compression ratio, and injection timing in the near future. Overall it can be concluded the
HHO can be considered as a prominent alternative fuel for the CI engine with increased
efficiency and lower emissions.
© 2020 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.
Fig. 1 e Worldwide emission standards for cars and light trucks (a) CO emission, (b) NOX emission, (c) PM emission, (d)
HC þ NOX emission for diesel vehicles [6].
PWM duty cycle. The Fuzzy logic controller allows the HHO HHO at different names like brown gas, water electrolysis gas,
reactor to produce HHO gas without the overheating problem, hydroxyl gas, oxy-hydrogen gas and further used for indus-
the aim of the controller has protected the HHO reactor from trial purpose in cutting, welding, and heat treatment of steel.
high temperature with maximizing the HHO production rate Hydrogen production from water electrolysis is considered a
[17]. promising approach [24]. HHO is a clean source of energy,
Nabil and Khairat Dawood experimented HHO gas on two which has no carbon content and can be considered as a
different hybrid ICEs (150 cc and 1300 cc) and found a signifi- suitable energy carrier and sustainable fuel for CI engines. The
cant reduction in CO and HC emission. They also reported the HHO gas in the CI engine enhanced the combustion rate due to
petrol consumption decreased by 14.8% and 16.3% [18]. Manu its favorable thermodynamic and transport properties, as
et al. investigated the engine performance and emission pa- listed in Table 1, and Table 2 presented the various types of
rameters on HHO fueled CI engine (553 cc) under dual fuel (DF) ICEs used with HHO. From the literature reviews, it is imper-
mode. Electrode material (Stainless steel - 316L), spacer ma- ative to find the optimum flow rate of HHO gas and engine
terial (Neoprene gasket), current density (0.1 A/cm2), and load for optimum performance, emission, and combustion
pressure were considered as design variables along with the characteristics. This research paper presents the actual
various electrode space, electrolyte type, electrolyte concen- characterization of HHO diesel-fueled CI engine under DF
tration, and electrode surface [19]. Furthermore, multiple mode, and study the performance, emission, and combustion
studies confirmed that the fuel cells are considered an characteristics of constant speed engine (1500 rpm) used.
attractive option to decrease the dependency on crude oil, and Hence, the engine load and the HHO flow rate are optimized
it is suitable for cleaner and efficient energy conversion. with the help of experiments and the Hybrid Entropy-VIKOR
Notably, several researchers have already reported their work approach. The structure of this paper is arranged in the
on high-temperature polymer electrolyte membrane fuel cell order as-experiment setup and procedure, uncertainty anal-
system. In which, control and experimental characterization, ysis, and governing equations are accomplished in experi-
dynamic modeling, experimental investigation, and fuel cell mentation and governing equations section. However, a
characterization method have discussed [20e23]. separate section optimization methodology is prepared for
HHO is a mixture of hydrogen and oxygen gas in the ratio of explaining the Hybrid Entropy-VIKOR approach. Experimental
2:1, which is the composition ratio of H2 and O2 gases in water results, numerical simulation, confirmation of optimal set of
(H2O). Many researchers reported their work in the area of control factors, and enhancement in performance, emission,
8070 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 4 5 ( 2 0 2 0 ) 8 0 6 7 e8 0 8 1
Table 1 e Thermodynamic and transport properties of diesel, H2, and HHO [7,25,26].
Fuel property Diesel Hydrogen gas Hydroxy gas
Chemical formula CnH1.8n (C3eC24) H2 Mixture of H2 and O2
C12H26
Average molecular weight (kg/kmol) 170 2.01594 12.01
density (kg/m3) 833e881 0.08376 0.49115
LHV (MJ/kg) 42.5 120.21 21.995
HHV (MJ/kg) 44.8 142.18 25.982
AIT ( C) 257 536e585 e
Stoichiometric air/fuel ratio (mass basis) 14.5 34.12 e
Flammability limit (% volume) 0.6e5.5 4.0e74.5 e
Specific heat (CP) at NTP gas e 14.89 (kJ/kg K) 29.01 [kJ/kmol k]
Thermal conductivity e e 0.98E-04 [kJ/kmol]
Octane number 30 130þ (lean burn) e
Cetane number 40e55 e e
Viscosity of gas at NTP (10-3 g/cm s) e 0.0875 0.18E-04 [kg/ms]
Adiabatic flame temperature ( C) e 2045 e
and combustion parameters are discussed in the results and gas were used as a fuel for the experimentation work under DF
discussion section. Finally, the conclusion section concluded mode. HHO dry cell 316L 19 plates hydrogen generator (Model
the role of HHO gas on the CI engine under DF mode for sus- No. 302780548849) was used for the HHO gas production, and a
tainable development. specially designed rotameter for HHO was installed in the gas
pipeline to measure the HHO flow rate in volume basis.
Chemical phenomenon involved in the engine combustion Further, HHO gas was supplied into the engine cylinder
process through the air inlet manifold. The eddy current dynamom-
eter was used to measure the engine load with the help of a
Vehicular emissions have always been the primary concern strain gauge load cell. The other measurable factors, i.e.
for human health and the environment. Various papers sug- speed, temperature, cylinder pressure, mass flow rate (air and
gest the analysis of emissions through real combustion diesel) were recorded by the National Equipment Data
chemistry. Ideal combustion forms only the H2O and CO2. Acquisition Device. Additionally, the “ENGINESOFT” software
However, the actual combustion within the engine emanates is used to analyze engine performance.
additional gases such as NO, N2O, NO2, CO, HC, SO2, and CH4, Similarly, the AVL Digas 444 and AVL Dismoke 480 BT were
etc., as given by Eqs. (2)e(4). utilized to measure the engine emission. Exhaust emission of
CO, NOX, and HC was measured in % vol and ppm, and smoke
Fuel þ O2/Work=Heat þ Products (1)
was observed in opacity and absorptivity. However, for the
analysis and comparison point of view, CO, NOX, and HC were
CX HY þ aðO2 þ 3:76 N2 Þ / bCO2 þ cH2 O þ a 3:76 N2 (2) calculated in g/kWh. For emission conversion (ppm and % vol)
ðCX HY þ hSÞ þ aðO2 þ 3:76 N2 Þ / bCO2 þ cH2 O þ dCO2 þ eCX HY þ fNO þ gN2 O þ a 3:76 N2 þ hSO2 (3)
into g/kWh, the following Eqs. (4)e(6) were applied [34]. Fig. 1
presents the schematic diagram of the experimental set-up
CI engines operate at high pressure and temperature than which shows the DF concept with HHO, and the CI engine
gasoline engines. These conditions favor the production of specifications are tabulated in Table 3.
NOX and SOX. The percentage formation of NOX and SOX de-
COðg=kWhÞ ¼ 3:591 10 CO ð%volÞ (4)
pends on the combustion duration and volume. Literature has
approved engine design parameters such as intake pressure
and temperature, compression ratio, and method of fuel in- NOX ðg=kWhÞ ¼ 6:636 103 NOX ðppmÞ (5)
duction influence the formation of emission from the engine.
HCðg=kWhÞ ¼ 2:002 103 HCðppmÞ (6)
8071
8072 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 4 5 ( 2 0 2 0 ) 8 0 6 7 e8 0 8 1
sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
2 2 2
vF vF vF vF
F¼ Dx1 þ Dx2 þþ Dxn1 þ Dxn (7)
vx1 vx2 vxn1 vxn
Fig. 3 e Photographs of (a) Piezo sensors for combustion and fuel line, (b) HHO dry cell 19 plates hydrogen generator, (c)
Hydroxy rotameter, (d) Flame trap (arrester), and (e) DC supply.
8074
Table 4 e Details of instruments and their uncertainty.
S.No. Parameters Instruments Description Range Resolution Uncertainty (%)
1 Air flow rate Manometer and pressure transmitter Volume flow rate e 1 mm of WC ±1.8
2 Diesel flow rate Burette and fuel flow transmitter Volume flow rate 0e50 ml 1 ml ±2.4
3 HHO gas flow rate HHO rotameter (GT-556-MTR-ICV) Volume flow rate 0-3 LPM 0.1 LPM ±1.2
4 Load Eddy current dynamometer (strain gauge load cell) AG10 0e50 kg 0.1 kg ±1
5 Temperature Temperature sensor RTD 0e400 C 0.1 C ±0.3
Type K 0e1400 C 0.1 C ±0.7
6 Pressure Piezo sensor M111A22 5000 psi 0.1 psi ±0.5
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 4 5 ( 2 0 2 0 ) 8 0 6 7 e8 0 8 1
7 Water flow rate Rotameter Engine cooling 40-400 LPH 1 lpm ±0.7
Calorimeter 25-250 LPH 1 lpm ±0.7
8 Engine RPM PPR rotary encoder 0-10000 max. 1 rpm ±1
9 CO AVL Digas 444 Emission 0e10% by vol. 0.01% by vol. ±2.6
10 NOX AVL Digas 444 Emission 0e5000 ppm vol. 1 ppm vol. ±2.1
11 HC AVL Digas 444 Emission 0-20,000 ppm vol. 2000:1 ppm vol. ±2.3
>2000:10 ppm vol. ±2.3
12 Smoke AVL Dismoke 480 BT % Opacity 0e100% 0.1% vol ±1.5
13 BP Calculated e e e ±0.5
14 BTE Calculated e e e ±0.7
15 BSEC Calculated Pij ¼ e e e ±0.85
each alternative.
through the projection value and the entropy criterion for
AMN ¼ 6
VIKOR approach.
Fig. 4 e Assessment methodology of Hybrid Entropy-
aij min ¼ imin aij ¼ min aij ; i ¼ 1; 2; ; M
5
4
3
2
1
S. No
fueled CI engine under DF mode.
Table 5 e Range of investigated parameters on HHO
Now in phase 2, the weight criterion was calculated
i¼1
P
M
aij
aij
4
6 :
6 :
6 a21
6
2
aM1
a11
:
aM2
a22
a12
:
:
:
Parameters
aMN
a2N 7
a1N
:
: 7
: 7
5
7
7
3
0e0.75 LPM
18-24 btdc
180e220 bar
2.5e13.5 kg
18:1e22:1
Range
(16)
(15)
(14)
(13)
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 4 5 ( 2 0 2 0 ) 8 0 6 7 e8 0 8 1 8075
X
N
Ej ¼ 2 Pij ln Pij (17)
j¼1 XN
Wj aij max aij
ui ¼ (20)
j¼1
aij max aij min
1
2¼ (18)
lnðMÞ
XN
Wj aij aij min
ui ¼ (21)
aij max aij min
Dj j¼1
Wj ¼ N (19)
P
Dj
j¼1 Wj aij aij
ri ¼ max (22)
aij max aij min
where, Pij, Ej, 2, Wj, and Dj are the projection value, entropy of
each criterion, amendment constant, weight of each criterion,
ui u ri r
and the dispersion value which shows in Eq. (16e19). vi ¼ y þ i
þ ð1 yÞ þ i
(23)
ui ui ri ri
Further, in phase 3, the VIKOR index (ni) was determined
through utility measure (ui) and regret measure (ri) by weigh where y is the weight for the maximum value of utility and (1-
criterion listed in Eq. (20e23). Finally, the ranks were assigned y) is the weight of individual regret.
in accordance with the ascending order.
Experimental results
The variations of BTE and BSEC versus engine load are shown
in Fig. 5 for reference diesel (D), diesel þ 0.25 HHO
(Dþ0.25HHO), diesel þ 0.50 HHO (Dþ0.50HHO), and
diesel þ 0.75 HHO (Dþ0.75HHO). From the experiments, the
maximum BTE (21.6%) and minimum BSEC (16675 kJ/kWh)
were observed at 13.5 kg load and 0.75 lpm HHO flow rate,
which is very close to the 80% load condition. The BTE and
BSEC were found to be improved by 6.54% and 6.02% at 80%
load and 0.75 HHO flow rate. Hence, a 0.75 lpm flow rate of
HHO and 10 kg load are selected as optimum HHO flow rates
and optimum load. The HHO gas in the CI engine enhanced
the combustion rate due to its favorable thermodynamic and
transport properties as listed in Table 1. It increased the
average cycle temperature and brake mean effective pressure
hence, the improvement was observed in BTE and BSEC in
comparison to standard diesel. The gaseous fuels have good
Fig. 7 e Effect of HHO on CO emission v/s engine load. mixing characteristics with air, wide flammability limit (for
8076 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 4 5 ( 2 0 2 0 ) 8 0 6 7 e8 0 8 1
Fig. 9 e Combustion characteristics of CI engine with HHO addition (a) Rate of pressure rise, (b) In-cylinder mean gas
temperature, (c) Net heat release rate.
hydrogen 4.0e74.5), and high auto-ignition temperature (for engine torque (N-m), BP is the brake power (kW), and 0.185 is
hydrogen 536e585 C), which allows the engine with the lean the arm length in a meter.
mixtures resulting in improvement of BTE and BSEC [38]. H2 do The variations of NOX and HC emission versus engine load
also has high flame speed (~3.06 m/s), which helps in quicker are illustrated in Fig. 6 for reference diesel (D), diesel þ 0.25
combustion and decreases the combustion duration [39]. HHO (Dþ0.25HHO), diesel þ 0.50 HHO (Dþ0.50HHO), and
For conversion of load (kg) into torque (N-m) or BP (kW) diesel þ 0.75 HHO (Dþ0.75HHO). The maximum NOX emission
following Eq. (24 and 25) can be used. was observed at 7.5 kg load that is much higher in comparison
to 80% load. Higher NOX emission tendency was observed for
T ¼ Load 9:81 0:185 (24)
HHO fueled CI engine due to the H2 and O2 (0.6667 and 0.3333-
mol fraction) contents of HHO gas. O2 concentration, reaction
2 P 1500 T temperature, and residence time got increased with HHO
BP ¼ (25)
60 1000
addition, which increases the NOX emission [40]. Hora and
where engine load is measured in kilogram (kg), T is the Agarwal also found the increased in-cylinder pressure, and
the peak pressure shifted towards the top dead center. How-
ever, lower HC and CO emissions observed due to the excess
air ratio and reduction in C/H ratio [41,42]. Similarly, Fig. 6
demonstrates the variation of hydrocarbon (HC) for varying
the engine load for different HHO flow rates. It can be seen
that lower HC emission was observed with HHO addition as
the HHO gas comprises 0.33% O2 by volume, which improves
the incomplete combustion of fuel. Furthermore, the HHO has
high flame speed and diffusivity as compared to diesel. HHO is
a clean source of energy, which has no carbon content and O2
present in it that improves the incomplete combustion of fuel.
Hence, HC emission was decreased with the HHO addition. CO
emission formation with engine load is presented in Fig. 7 for
the neat diesel and the different HHO flow rate. Here, CO
emission was found to be reduced with HHO gas addition.
Along with, H2 and O2 improve the reaction temperature and
Fig. 10 e Variation of experimental values of BTE, NOX, and
residence time which reduces the CO emission [13,18].
HC v/s alternatives.
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 4 5 ( 2 0 2 0 ) 8 0 6 7 e8 0 8 1 8077
Absorptivity
coefficient
from the engine fueled with H2, CNG, HCNG, gasoline, and
diesel and specified the PM emission from CI engine is
1.29
2.15
2.95
5.24
0.95
1.57
3.12
0.86
1.78
3.73
4.34
0.53
0.85
2.85
3.63
harmful to the environment and the health [43]. The effect of
4.1
supplying the HHO gas on smoke (opacity and absorptivity) for
the CI engine is shown in Fig. 8 for simplicity in measurement
Smoke (%)
79
smoke. A linear correlation between smoke and PM emission
allows the measurement of smoke instead of PM emission in
NOx (g/kW-h)
1.884624
1.479828
3.125556
2.528316
1.851444
1.473192
3.165372
2.614584
2.010708
1.632456
fueled CI engine due to excess air ratio and reduction in C/H
2.4885
0.106106
0.022022
0.036036
0.042042
0.032032
0.026026
0.048048
0.036036
0.028028
0.056056
0.044044 addition are shown in Fig. 9 for different load conditions. It de-
0.11011
0.04004
0.04004
0.1001
pends on many factors, i.e. IP, IT, CR, intake temperature of the
air, fuel type, supercharging, speed, type of combustion cham-
ber, load, etc [45]. The variation of the rate of pressure rise
(ROPR) with HHO addition is shown in Fig. 9(a). The ROPR
CO (g/kW-h)
11.4912
11.4912
2.5137
6.1047
7.9002
1.7955
5.0274
1.7955
5.0274
7.9002
1.7955
2.5137
5.7456
8.9775
with the 0.75 lpm HHO flow rate at 80% load, and the peak of
7.182
ciency. Hydrogen has high flame speed (~3.06 m/s), which in-
19288.15166
17974.82517
17183.73259
17765.66929
19552.06903
17737.01644
17381.04864
16985.56466
17133.36887
17407.67818
18159.06024
16882.97146
16743.02796
16675.23268
17632.3368
19026.9093
18.41237
20.29654
20.71221
20.41703
18.92057
21.19447
21.01163
20.68053
19.82481
21.32326
21.50149
20.2638
21.5889
parameters, i.e., engine load and injected fuel mass are the main
0.25
0.25
0.25
0.25
0.75
0.75
0.75
0.75
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
IT
A1 0.50142832 9
IP
A2 0.62793544 12
A3 0.71526587 15
Load (kg)
A4 1.00000000 16
A5 0.04974177 3
12.5
13.5
12.5
13.5
12.5
13.5
12.5
13.5
7.5
7.5
7.5
7.5
A6 0.17172267 5
10
10
10
10
A7 0.43363609 8
A8 0.68100584 13
CR
A9 0.05538623 4
21
21
21
21
21
21
21
21
21
21
21
21
21
21
21
21
A10 0.18865451 6
A11 0.55429475 11
Alternatives
A12 0.69592318 14
A13 0.03950085 2
A14 0.03863789 1
A10
A11
A12
A13
A14
A15
A16
A15 0.39212393 7
A1
A2
A3
A4
A5
A6
A7
A8
A9
A16 0.54188207 10
8078 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 4 5 ( 2 0 2 0 ) 8 0 6 7 e8 0 8 1
The in-cylinder mean gas temperature (in-cylinder MGT) listed in Eq. (26). Further, the benefit (BTE) and cost criteria
improved with the HHO addition, as shown in Fig. 9(b). It is (BSEC and emission) were selected as per Eq. (27 and 28)
increased from 1183 K with neat diesel to 1364 K with the 0.75 where, M N shows the number of alternative and PDCs for
HHO flow rate at 80% load. It increases with the HHO flow rate the ith alternatives and for the jth criterion (for i ¼ 1, 2, 3, - - -,
due to the higher energy content of hydrogen (LHV ¼ 120 MJ/ M; j ¼ 1, 2, 3, - - -, N). The experimental values for different
kg) and the diffusivity of hydrogen, which results in improved PDCs were tabulated in Table 6 which was used for the nu-
ROPR, oxidation of fuel species, and increased NOX emission. merical analysis.
D
It is a consequence of the proportionate heat loss and heat In phase 2, the weight criterion (Wj ¼ PNj ) was calculated
j¼1
Dj
generation during the in-cylinder combustion process [48]. a
through the projection value (Pij ¼ PMij ) and the entropy cri-
Hora and Agarwal also reported a similar tendency that ROPR, a
i¼1 ij
P
NHRR, and in-cylinder mean gas temperature improved with terion (Ej ¼ 2 N
j¼1 Pij lnðPij Þ) for each alternative. The amend-
hydrogen addition, and peak pressure shifted towards the top ment constant (2 ¼ lnðMÞ1
¼ 0:360674) was calculated as per Eq.
dead center [41]. (29). In phase 3, VIKOR index (ni) was calculated through the
The net heat release rate (NHRR) varied from ~56 J/oCA with utility measure (ui) and regret measure (ri) and the least value of
neat diesel to ~62 J/oCA with the 0.75 lpm HHO flow rate at 80% VIKOR index was ranked the best which are listed in Table 7.
load as shown in Fig. 9(c). Moreover, the peak of NHRR is From the numerical analysis, it was observed that alternative
shifted towards the top dead center (TDC) from 367 to 365 . It A14 has the least value of VIKOR index. Hence the alternative
improves correspondingly with the increasing in-cylinder A14 is the most feasible alternative among all. In which, inves-
mean gas temperature. The efficiency of the Carnot engine tigated parameters are 7.5 kg load and 0.75 HHO flow rate. At
(efficiency ¼ 1-(Tlower/Thigher)) increases with increasing the which, the BTE (21.3%), BSEC (16882 kJ/kWh), CO (2.5 g/kWh), HC
higher temperature. Moreover, NHRR indicates the better (0.04 g/kWh), and NOX (2.61 g/kWh) were obtained. The ranking
combustion of the air-fuel mixture that enhances the in- of alternatives based on the VIKOR index in the descending
cylinder pressure, which results in better BTE. High pressure order as:A14>A13>A5>A9>A6>A10>A15>A7>A1>A16>A11>A2
and temperature within the cylinder improve the rate of >A8>A12>A3>A4.
oxidation of fuel species, which results in decreased HC, CO,
2 3
and smoke emission. Furthermore, high temperature in- 18:66431ða11 Þ 19288:15ða12 Þ ::: 1:29ða1N Þ
6 20:02801ða21 Þ 17974:83ða22Þ ::: 2:15ða2N Þ 7
creases the NOX emission. In the future, one can look into the 6 7
6 : : ::: : 7
effect of engine operating parameters, i.e., CR, IP, and IT, with A167 ¼ 6 7 (26)
6 : : ::: : 7
the different HHO flow rates and need to be optimized their 4 5
: : ::: :
combinations. Moreover, irreversibility due to fuel oxidation, 21:5889ðaM1 Þ 16675:23ðaM2 Þ ::: 3:63ðaMN Þ
friction, and the mixing process need to be analyzed.
aij max ¼ imax aij ¼ max½21:5889 19552:06903 14:0049 0:11011 3:165372 89:5 5:24 (27)
aij min ¼ imin aij ¼ min½18:41237 16675:23268 1:7955 0:022022 1:181208 20:3 0:53 (28)
Numerical simulation
Confirmation of the optimal set of investigated parameters
temperature PEM fuel cell stack. Int J Hydrogen Energy [34] Pilusa TJ, Mollagee MM, Muzenda E. Reduction of vehicle
2016;41:4729e39. https://doi.org/10.1016/ exhaust emissions from diesel engines using the whale
j.ijhydene.2016.01.045. concept filter. Aerosol Air Qual Res 2012;12:994e1006. https://
[21] Andreasen SJ, Kær SK, Sahlin S. Control and experimental doi.org/10.4209/aaqr.2012.04.0100.
characterization of a methanol reformer for a 350 W high [35] Ismail TM, Ramzy K, Abelwhab MN, Elnaghi BE, Abd El-
temperature polymer electrolyte membrane fuel cell system. Salam M, Ismail MI. Performance of hybrid compression
Int J Hydrogen Energy 2013;38:1676e84. https://doi.org/ ignition engine using hydroxy (HHO) from dry cell. Energy
10.1016/j.ijhydene.2012.09.032. Convers Manag 2018;155:287e300. https://doi.org/10.1016/
[22] Jeppesen C, Araya SS, Sahlin SL, Andreasen SJ, Kær SK. An EIS j.enconman.2017.10.076.
alternative for impedance measurement of a high [36] Johar DK, Sharma D, Soni SL, Gupta PK, Goyal R.
temperature PEM fuel cell stack based on current pulse Experimental investigation on latent heat thermal energy
injection. Int J Hydrogen Energy 2017;42:15851e60. https:// storage system for stationary C.I. engine exhaust. Appl
doi.org/10.1016/j.ijhydene.2017.05.066. Therm Eng 2016;104:64e73. https://doi.org/10.1016/
[23] Andreasen SJ, Ashworth L, Remon INM, Kær SK. Directly j.applthermaleng.2016.05.060.
connected series coupled HTPEM fuel cell stacks to a Li-ion [37] Kumar Sharma P, Sharma D, Lal Soni S, Jhalani A, Singh D,
battery DC bus for a fuel cell electrical vehicle. Int J Hydrogen Sharma S. Energy, exergy, and emission analysis of a
Energy 2008;33:7137e45. https://doi.org/10.1016/ hydroxyl fueled compression ignition engine under dual fuel
j.ijhydene.2008.09.029. mode. Fuel 2020;265:116923. https://doi.org/10.1016/
[24] Sultan S, Tiwari JN, Singh AN, Zhumagali S, Ha M, j.fuel.2019.116923.
Myung CW, et al. Single atoms and clusters based [38] Sharma S, Sharma D, Soni SL, Singh D, Jhalani A.
nanomaterials for hydrogen evolution, oxygen evolution Performance, combustion and emission analysis of internal
reactions, and full water splitting. Adv Energy Mater combustion engines fuelled with acetylene e a review. Int J
2019;9:1e48. https://doi.org/10.1002/aenm.201900624. Ambient Energy 2019:1e19. https://doi.org/10.1080/
[25] Wallner T. Efficiency and emissions potential of hydrogen 01430750.2019.1663369. 0750.
internal combustion engine vehicles. SAE Tech. Pap. Ser. [39] Hora TS, Shukla PC, Agarwal AK. Particulate emissions
2011;1. https://doi.org/10.4271/2011-26-0003. from hydrogen enriched compressed natural gas engine.
[26] Kumar Sharma P, Sharma D, Lal Soni S, Jhalani A. Fuel 2016;166:574e80. https://doi.org/10.1016/
Characterization of the nonroad modified diesel engine j.fuel.2015.11.035.
using a novel entropy-VIKOR approach: experimental [40] Hamdan MO, Selim MYE, Al-Omari SAB, Elnajjar E. Hydrogen
investigation and numerical simulation. J Energy Resour supplement co-combustion with diesel in compression
Technol Trans ASME 2019;141:1e10. https://doi.org/10.1115/ ignition engine. Renew Energy 2015;82:54e60. https://doi.org/
1.4042717. 10.1016/j.renene.2014.08.019.
[27] Musmar SA, Al-Rousan AA. Effect of HHO gas on combustion [41] Hora TS, Agarwal AK. Experimental study of the composition
emissions in gasoline engines. Fuel 2011;90:3066e70. https:// of hydrogen enriched compressed natural gas on engine
doi.org/10.1016/j.fuel.2011.05.013. performance, combustion and emission characteristics. Fuel
[28] Baltacioglu MK, Kenanoglu R, Aydın K. HHO enrichment of 2015;160:470e8. https://doi.org/10.1016/j.fuel.2015.07.078.
bio-diesohol fuel blends in a single cylinder diesel engine. Int [42] Verma G, Prasad RK, Agarwal RA, Jain S, Agarwal AK.
J Hydrogen Energy 2019;44:18993e9004. https://doi.org/ Experimental investigations of combustion, performance
10.1016/j.ijhydene.2019.02.060. and emission characteristics of a hydrogen enriched
[29] Yilmaz AC, Uludamar E, Aydin K. Effect of hydroxy (HHO) gas natural gas fuelled prototype spark ignition engine. Fuel
addition on performance and exhaust emissions in 2016;178:209e17. https://doi.org/10.1016/
compression ignition engines. Int J Hydrogen Energy j.fuel.2016.03.022.
2010;35:11366e72. https://doi.org/10.1016/ [43] Singh AP, Pal A, Agarwal AK. Comparative particulate
j.ijhydene.2010.07.040. characteristics of hydrogen, CNG, HCNG, gasoline and diesel
[30] Rodrı́guez Matienzo JM. Influence of addition of hydrogen fueled engines. Fuel 2016;185:491e9. https://doi.org/10.1016/
produced on board in the performance of a stationary diesel j.fuel.2016.08.018.
engine. Int J Hydrogen Energy 2018;43:17889e97. https:// [44] Thawko A, Yadav H, Eyal A, Shapiro M, Tartakovsky L.
doi.org/10.1016/j.ijhydene.2018.07.023. Particle emissions of direct injection internal combustion
[31] El-Kassaby MM, Eldrainy YA, Khidr ME, Khidr KI. Effect of engine fed with a hydrogen-rich reformate. Int J Hydrogen
hydroxy (HHO) gas addition on gasoline engine performance Energy 2019;44:28342e56. https://doi.org/10.1016/
and emiss ions. Alexandria Eng J 2016;55:243e51. https:// j.ijhydene.2019.09.062.
doi.org/10.1016/j.aej.2015.10.016. [45] Yadav VS, Sharma D, Soni SL. Performance and combustion
[32] Tüccar G. Effect of hydroxy gas enrichment on vibration, analysis of hydrogen-fuelled C.I. engine with EGR. Int J
noise and combustion characteristics of a diesel engine Hydrogen Energy 2015;40:4382e91. https://doi.org/10.1016/
fueled with Foeniculum vulgare oil biodiesel and diesel fuel. j.ijhydene.2015.01.162.
Energy Sources, Part A Recover Util Environ Eff [46] Yadav VS, Soni SL, Sharma D. Engine performance of
2018;40:1257e65. https://doi.org/10.1080/ optimized hydrogen-fueled direct injection engine. Energy
15567036.2018.1476622. 2014;65:116e22. https://doi.org/10.1016/j.energy.2013.12.007.
[33] Thangaraj S, Govindan N. Investigating the pros and cons of [47] Patel C, Chandra K, Hwang J, Agarwal RA, Gupta N, Bae C,
browns gas and varying EGR on combustion, performance, et al. Comparative compression ignition engine
and emission characteristics of diesel engine. Environ Sci performance, combustion, and emission characteristics, and
Pollut Res 2018;25:422e35. https://doi.org/10.1007/s11356- trace metals in particulates from Waste cooking oil, Jatropha
017-0369-4.
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 4 5 ( 2 0 2 0 ) 8 0 6 7 e8 0 8 1 8081
and Karanja oil derived biodiesels. Fuel 2019;236:1366e76. IP: injection pressure
https://doi.org/10.1016/j.fuel.2018.08.137. IT: injection timing
[48] Mulay MR, Chauhan A, Patel S, Balakrishnan V, Halder A, MGT: mean gas temperature, K
Vaish R. Candle soot: journey from a pollutant to a functional LCV: lower calorific value, MJ/kg
material. Carbon N Y 2019;144:684e712. https://doi.org/ NOX: nitrogen oxides
10.1016/j.carbon.2018.12.083. NHRR: net heat release rate, J/ CA
ROPR: rate of pressure rise, bar/ CA
AMXN: decision matrix
Nomenclature
Dj: dispersion value
Ej: entropy of each criterion
BP: brake power, kW
Pij: projection value
BSEC: brake specific energy consumption, kJ/kWh
ri: regret measure
BTE: brake thermal efficiency, %
ui: utility measure
CI: compression ignition
Wj: weight of each criterion
CO: carbon monoxide
ni: VIKOR index
CR: compression ratio
2: amendment constant
DF: Dual-fuel _ mass flow rate of fluid, kg/s
m:
HC: hydrocarbon
d: diesel
HHO: hydroxy gas
DF: Dual-fuel
H2: hydrogen
O2: oxygen