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1 s2.0 S0360319920301774 Main

This study evaluates the performance of a hydroxy-diesel fueled compression ignition engine operating in dual fuel mode, revealing significant improvements in brake thermal efficiency and reductions in harmful emissions such as carbon monoxide and unburnt hydrocarbons. The optimal flow rate of hydroxy gas (HHO) was found to enhance combustion characteristics, although a slight increase in nitrogen oxides was noted. The findings suggest that HHO can serve as an effective alternative fuel for CI engines, contributing to both efficiency and lower emissions.

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0% found this document useful (0 votes)
4 views15 pages

1 s2.0 S0360319920301774 Main

This study evaluates the performance of a hydroxy-diesel fueled compression ignition engine operating in dual fuel mode, revealing significant improvements in brake thermal efficiency and reductions in harmful emissions such as carbon monoxide and unburnt hydrocarbons. The optimal flow rate of hydroxy gas (HHO) was found to enhance combustion characteristics, although a slight increase in nitrogen oxides was noted. The findings suggest that HHO can serve as an effective alternative fuel for CI engines, contributing to both efficiency and lower emissions.

Uploaded by

Bhrwe Bhrwe
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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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 4 5 ( 2 0 2 0 ) 8 0 6 7 e8 0 8 1

Available online at www.sciencedirect.com

ScienceDirect

journal homepage: www.elsevier.com/locate/he

Characterization of the hydroxy fueled


compression ignition engine under dual fuel mode:
Experimental and numerical simulation

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

highlights graphical abstract

 Engine performance parameters


(BTE and BSEC) improved with the
hydroxy energy share.
 Significant reduction in HC, CO,
and smoke emission was observed
with the HHO addition.
 ROPR, in-cylinder MGT, and NHRR
improved for Dþ0.75HHO mixture.
 The engine operating parameters
were optimized using the hybrid
Entropy-VIKOR approach.

article info abstract

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.

experimented with the HHO gas on the gasoline engine and


Introduction reported the fuel consumption reduced by 20e30% [9].
Baltacioglu et al. compared the pure hydrogen and HHO
At present, fuel scarcity and environmental pollution are with enriched sunflower biodiesel (B10) on commercial diesel
critical issues for the world, of which the internal combustion engine and carried out the performance and emission char-
engine (ICEs) played a significant role in energy consumption acteristics. Experimented results showed that improvement
and emission emitted. Many countries adopted and imple- in brake power (BP) and brake torque (B10 þ HHO > B10 þ H2>
mented the updated emission standards and made a policy to B10 >neat diesel), which is significant in B10 þ HHO. On the
use alternative energy sources. In India, Bharat Stage VI (BS- other hand, B10 þ H2 provided minimum engine emission as
VI) standards are going to be implemented from 2020, sur- compared to others [10]. Biodiesel is the most promising
passing BS-V to curb out the continuous increasing pollution alternative fuel for the IC engine. Singh et al. described the
hazards [1]. A lot of works have been conducted by many re- different generation of biodiesel used in the engine that is
searchers and industries to explore new alternatives and less based on edible oils, non-edible oils, waste oils, and advance
polluting fuel for sustainable development. For the ICEs, bio- solar biodiesel [11]. Existence of biodiesel came in 1893, Rudolf
diesel, hydrogen, electricity, natural gas, and ethanol are Diesel experimented the peanut oil in the engine as a fuel for
acknowledged as alternative fuels and biobutanol, dimethyl the first time in 1893 [12]. Masjuki et al. studied the production
ether, methanol, and renewable hydrocarbon biofuels are optimization of HHO and evaluated the engine performance
considered in the category of emerging fuels [2]. As the world and emission on hydroxyl fueled CI engine with palm bio-
population is continuously growing, i.e. (~7.5 billion (2016), diesel blend (PB20). Optimum HHO (2150 cc) was found at 1%
and expected to reach ~9.8 billion by 2050). BP Statistical Re- KOH, 100 ml water, and 15 min electrolysis time. Engine power
view reported that the world’s primary energy consumption is increased by 2%, fuel consumption decreased by 5%, and
13276.3 Mtoe. However, approximately 1706.7 thousand reduction in CO and HC (20% and 10%) were noticed at a full
million barrels of oil reserves are present in the world (2016), load condition [13].
which is sufficient to meet the next 5 to 6 decades of world Aydin and Kenanog  lu investigated the hydrogenation of
energy demand [3,4]. Transport sector remarkably decreased fossil fuels along H2 and HHO on ICEs, and various electrodes
emission of carbon monoxide (CO) (86%), sulphur oxides (SOX) (plate, cylindrical, and wire type) and electrolytes (NaOH,
(63%), nitrogen oxides (NOX) (41%), and particulate matter NaCl, and KOH) were used for the optimization of HHO gas. CI
(PM10) (34%) between 1990 and 2016 [5]. Various worldwide and SI engines were used to calculate the performance and
emission standards (Bharat Stage, China, and Euro) for cars emission characteristics with HHO, CNG gas, and biodiesel.
and light trucks (diesel vehicles) for the last decade are shown The plate type reactor with NaOH produced more HHO gas as
in Fig. 1 [6]. Therefore new alternative fuels are required which compared to other electrodes and electrolytes. BP, brake tor-
have reduced the environment pollution and meet the fuel que, and BSFC were improved {(27%, 32.4%, and 16.3% for
requirement of forthcoming years. gasoline engine) and (8.31%, 7.1%, and 10% for CI engine)} and
Kim et al. investigated the thermo-physical properties of suggested that HHO enrichment is preferable in the CI engine
oxy-hydrogen gas (fuel-hydrogen, oxidizer-oxygen) and sug- as compared to SI engine [14]. Gutarevych et al. reported his
gested it is useful for heat treatment and combustion pur- work on the intensification of the combustion process of
poses. The authors also reported that the maximum flame adding hydrogen-containing (H2þO2) gas for the gasoline en-
temperature (~2800  C) and combustion speed (~9.5e10.3 m/s) gine, which analyzed the impact of the percentage of HHO on
and proposed the minimal effect of radiation on flame tem- the change in the excess air coefficient. Along with combus-
perature due to a negligible amount of carbon present in it. tion characteristics, i.e., pressure crank angle (p-q), mean gas
The hydroxy gas (HHO) comprises only hydrogen and oxygen temperature, and heat release rate were studied. The CO
(0.6667 and 0.3333-mol fraction), which only emits water emission decreased by 0.57%, and the NOX emission increased
when complete burning [7]. Polvernio et al. studied the feasi- from 1290 ppm to 1360 ppm due to higher in-cylinder tem-
bility of on-board oxy-hydrogen gas as an additive for the perature and pressure [15]. Based on pulse width modulation
compression ignition (CI) and spark ignition (SI) engines. En- (PWM), Baltacıog  lu applied the PWM control system on HHO
ergetic need (electrolysis energy demand and HHO power production and flow rates. PWM technique adjusted the
request analysis) and energetic analysis (fuel consumption volumetric flow rates of HHO gas at the instantaneous de-
evaluation and saving condition) for on-board HHO produc- mand of the system and suggested the cell temperature kept
tion have analyzed and applied to the previous case studies under 48  C [16]. However, Conker used the Fuzzy logic-based
for validation and proved them feasible [8]. Al-Rousan approach for driving the HHO dry cell system based on the
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 8069

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)

Experiments were conducted at a constant speed


Experimentation and governing equations (1500 rpm), six different engine load (2.5, 5, 7.5, 10, 12.5, and
13.5 kg), and three different volumetric flow rates of HHO
Experimental setup and procedure (0.25, 0.5, and 0.75 LPM). All measurable parameters, i.e., flow
rates, temperature, engine load, pressure, and emission were
The experiments were carried out on a non-road modified
recorded at the steady-state condition. CO, HC, and NOX
single-cylinder constant speed CI engine. Diesel and the HHO
emission have been measured by AVL Digas 444 gas analyzer.
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 2 e Description of the engines used with HHO.
S. Engine Model No. of Power Speed (RPM) Bore Stroke Length Displacement Compression Used HHO Electrolyte & Flow Ref.
No. Cylinder (kW/HP) (mm) (mm) Volume (cm3) Ratio Name Rate
1 Honda G 200 (gasoline 1 e 1000e2300 67 56 197 cc 6.5:1 Brown gas sodium [27]
engine, variable speed) bicarbonate
2 Mitsubishi Canter diesel engine 4 89 kW 3200 104 105 3567 e Hydroxy potassium hydroxide, [10]
10 LPM
3 Naturally aspirated direct 1 9 kW 1200e2000 95 115 0.815 L 20:1 Hydroxyl potassium hydroxide, [13]
injection diesel engine 2150 cc
4 Mitsubishi 4D32 4 89 kW 3200 104 105 3567 cc e Hydroxy KOH, NaOH and NaCl [14]
5 МеМЗ-245 (gasoline engine) e 37.5 kW 5500 72 67 1091 9.5:1 Hydrogen e [15]
containing gas
6 Single cylinder diesel engine 1 2.5 kW 1200e3600 rpm 70 57 219 cc 17:1 HHO 1 LPM [28]
7 Kirloskar engine 1 5 HP 1500 e e 553 cc e HHO 0.89, 1.37, 1.66, [19]
and 2 LPM
8 Direct-injection diesel engine 4 80 kW 3600 104 105 3567 cc e Hydroxy KOH, NaOH, and [29]
NaCl, 5 LPM
9 Naturally aspirated LISTER e 5.5 kW 1050 86 80 0.930 L 18.5:1 HHO KOH [30]
PETTER diesel engine
10 Skoda Felicia (gasoline engine) 4 67.66 HP 5500 e e 1289 9.7:1 Hydroxy KOH and NaOH, 18 LPH [31]
11 Mitsubishi Canter diesel engine 4 91 HP 3500 100 105 3298 e Hydroxy e [32]
12 Kirloskar AV1 1 3.7 kW 1500 80 110 553 16.5:1 Browns gas NaHCO3, 0.73 LPM [33]

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

HHO. For safety, a flame trap (arrestor) was mounted along


Table 3 e Test engine specifications.
with two non-return valves and two gas valve which was
S. No. Parameters Descriptions fitted between the HHO rotameter and the engine. The layout
1 Engine make, model, and type Research engine of the experimental setup is sketched in Fig. 2 and pictures of
2 Number of cylinders 1 the equipment used are illustrated in Fig. 3. Finally, the HHO
3 Displacement volume (cc) 661 gas was supplied into the engine cylinder through the air inlet
4 Bore (mm) 0.0875
manifold.
5 Stroke (mm) 0.11
For determining the desired HHO flow rate from the dry cell
6 Compression ratio 21:01
7 Injection timing ( btdc) 20 for an engine, 0.25 lpm per liter engine size formula was used.
8 Injection pressure (bar) 210 For example, a 1000 cc (1 L) engine requires 0.25 lpm of HHO
9 Intake valve opening ( btdc) 4.5 [35]. Moreover, in this study, the range of HHO flow rate sup-
10 Intake valve closing ( abdc) 35.5 plied was increased almost four to five times (0.75 lpm) to
11 Exhaust valve opening ( bbdc) 35.5 analyze the effect of higher lpm. In addition, three different
12 Exhaust valve closing ( atdc) 4.5
HHO flow rate (0.25, 0.5, and 0.75 lpm) were selected for the
13 Cooling system Water cooling
14 Rated speed (rpm) 1500
experimentation.
15 Rated power (kW) 3.5
16 Fuel injection Direct, mechanical type Uncertainty analysis

Uncertainty analysis describes the uncertainties and errors


The smoke meter (AVL Dismoke 480) has been used to mea- during the experiment due to environmental conditions,
sure the smoke opacity. human observations, and operating conditions [36]. The de-
For HHO gas generation and induction, HHO dry cell 19 tails of the instruments comprise their measuring parameter,
plates hydrogen generator was used and integrated with AC- description, range, resolution, and uncertainty are presented
DC converter (O/P 0e15 V DC and 1e30 A) to produce the in Table 4, which shows the accuracy of the conducted ex-
variable flow rate of HHO. Along with, potassium hydroxide periments. Uncertainty values of parameters, i.e., brake power
(KOH 20% by weight) was used with distilled water, which is (BP), brake thermal efficiency (BTE), brake specific energy
acted as an electrolyte. A HHO rotameter was installed in the consumption (BSEC), etc. are calculated by using Eq. (7) [37],
HHO gas pipeline to measure the exact volumetric flow rate of and their values are given in Table 4.

sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
 2  2     2 
vF vF vF vF
F¼ Dx1 þ Dx2 þþ Dxn1 þ Dxn (7)
vx1 vx2 vxn1 vxn

Fig. 2 e Schematic diagram of the experimental set-up.


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 8073

where F is the function of


c1 ; c2 ;    cn1 ; cn ; ½F ¼ fðc1 ; c2 ;   cn1 ; cn Þ; vF =vc1 ; vF - Optimization methodology
=vc2 ;   ; vF =vcn1 ; vF =vcn are the partial derivatives for
calculated parameters, c1 ; c2 ;    cn1 ; cn are different Hybrid Entropy-VIKOR approach is a well-known multi-
measured and calculated variables, criteria decision-making (MCDM) technique, which identifies
andDc1 ; Dc2 ;   ; Dcn1 ; Dcn are the deviation of respec- the compromise solutions and options. The vast array of de-
tively measured or calculated variables. signs in Entropy-VIKOR provides the support to get the opti-
mized solution for the experimentations. The compromise
Governing equations solution obtained from the Entropy-VIKOR technique is near
to the ideal solution and far away from the worst [26]. In this
For the calculation of performance parameters (BTE and approach, the ranking methodology was used to optimize the
BSEC), the following Eqs. (8e11) are used. Eq. (8) and Eq. (9) are different performance-defining criteria (PDCs).
applied to calculate the BTE for neat diesel and dual-fuel The assessment methodology of the Hybrid Entropy-VIKOR
mode. Eq. (10) and Eq. (11) are utilized to determine the BSEC approach is presented in Fig. 4 and the range of investigated
for neat diesel, and dual-fuel mode and the net heat release parameters on the HHO fueled compression ignition engine
rate (NHRR) are calculated by Eq. (12). under DF mode is shown in Table 5. Three phases of calcula-
tion were used to optimize the compromise solution and op-
BP  100 tion. The structure of Entropy-VIKOR is arranged in the
BTEd ð%Þ ¼ (8)
md  LCVd following order as:
Alternatives, criteria determination, and the decision ma-
BP  100 trix are accomplished in an elementary structure (Phase 1).
BTEDF ð%Þ ¼ (9)
½ðm_ d  LCVd Þ þ ðm_ HHO  LCVHHO Þ  Entropy and VIKOR measurements are calculated in the en-
tropy method (Phase 2). Finally, the VIKOR assessment and
m_ d  LCVd  3600 the ranking determination are done in the VIKOR method
BSECd ðkJ = kW  hÞ ¼ (10)
BP (Phase 3).
In phase 1, the number of alternatives and PDCs were
½m_ d  LCVd þ m_ HHO  LCVHHO   3600
BSECDF ðkJ = kW  hÞ ¼ (11) selected for the non-road modified CI engine and created a
BP
decision matrix (AMXN) that present in Eq. (13). Further, benefit
  and cost criteria were selected as per Eq. (14 and 15) where,
dQn 1 dV dP
¼ gP þV (12) M  N shows the number of alternative and PDCs for the ith
dq g  1 dq dq
alternatives and for the jth criterion (for i ¼ 1, 2, 3, - - -, M; j ¼ 1,
2, 3, - - -, N).

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

aij max ¼ imax aij ¼ max aij ; i ¼ 1; 2;    ; M


Fig. 5 e Effect of HHO on BTE and BSEC v/s engine load.

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
:
:
:

HHO flow rate


Injection timing (IT)
Injection pressure (IP)
Load
Compression ratio (CR)
:::
:::
:::
:::
:::
:::

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

Fig. 8 e Effect of HHO on smoke emission v/s engine load.


Fig. 6 e Effect of HHO on NOX and HC emission v/s engine
load.

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.

Results and discussion

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

A. P. Singh et al. compared the particulate characteristics

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 (%)

and avoiding the cumbersome methods, equipment, and


processes associated with measuring the particulate matter
42.5
60.3
71.9
89.5
33.4
49.9
73.9
84.2
30.9
52.6
79.9
84.5
20.3
30.5
70.7
(PM) emission. The PM emission was measured in terms of

79
smoke. A linear correlation between smoke and PM emission
allows the measurement of smoke instead of PM emission in
NOx (g/kW-h)

the CI engine [26]. It affects by fuel injection strategy and type


of fuel [44]. Lower smoke emission was observed for HHO
2.826936
2.037252
1.698816
1.181208
3.065832

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

ratio. Improvement in combustion was observed with


Output from engine

Dþ0.75HHO, which reduces the smoke emission in compari-


son to standard diesel.
HC (g/kW-h)

The variations of combustion characteristics with HHO


0.106106

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)

increased from ~6.26 bar/oCA with neat diesel to ~6.8 bar/oCA


14.0049

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

NHRR is shifted towards the top dead center (TDC). The


increased ROPR improves the average mean effective pressure
acting on the piston, which results in improved energy effi-
BSEC (kJ/kWh)

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

dicates the quicker combustion and shorter combustion


duration than diesel [46]. It can be seen from the combustion
characteristics graphs that the addition of HHO in diesel engine
reduced the ignition delay period. It can be understood from the
fact that HHO gas is more likely to provide a homogeneous
18.66431
20.02801
20.95005

18.41237
20.29654
20.71221
20.41703
18.92057
21.19447
21.01163
20.68053
19.82481
21.32326
21.50149

mixture of air and fuel. Further, it was observed that HHO


BTE (%)

20.2638

21.5889

addition in the engine increased the peak pressure and mean


gas temperature. Patel et al. reported their work on CI engine
and described the effect of in-cylinder pressure on engine per-
formance, combustion, and emission. High engine operating
rate (lpm)
HHO flow

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

reason to increase the in-cylinder pressure at 1500 rpm [47].


0.5
0.5
0.5
0.5
0
0
0
0
Engine operating parameters

20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
20
IT

Table 7 e VIKOR index and ranking of alternatives.


Alternatives VIKOR index (ni) Ranking
210
210
210
210
210
210
210
210
210
210
210
210
210
210
210
210
Table 6 e Alternatives and their PDCs.

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)

Furthermore, the long endurance test for HHO operated CI


engine under dual-fuel mode is required, which confirms the
1
frictional power and effect of lubricants on the engine. 2¼ ¼ 0:360674 (29)
lnðMÞ

Numerical simulation
Confirmation of the optimal set of investigated parameters

In this section, a famous MCDM technique hybrid Entropy-


The optimization of the HHO fueled CI engine under DF mode
VIKOR approach was applied to optimize the performance
was performed with the hybrid Entropy-VIKOR approach and
defining criteria (PDCs), i.e., BTE, BSEC, and engine emission
validated with the experimental results. It can be seen that the
on HHO fueled compression ignition engine under DF mode.
results from experiments and numerical simulations are
The range of investigated parameters on the HHO fueled CI
almost similar, and Dþ0.75HHO at 80% load is the optimized
engine under DF mode is shown in Table 5. For this, alterna-
condition. The Entropy-VIKOR technique proposed the most
tives and PDC were selected and created a decision matrix
feasible alternative (A14) among the all at which optimum
(AMN) in the elementary structure. Fig. 10 shows the variation
BTE, BSEC, and engine emission were found. The variation of
of BTE, NOX, and HC with the alternatives. In phase 1, a total of
performance parameter (BTE) and emission (NOX, and HC)
sixteen numbers of alternatives (A1-A16) and seven PDCs was
with alternative is shown in Fig. 10. The ranking of alterna-
selected and created decision matrixes (A167), which are
tives based on the VIKOR index in the descending order as:
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 8079

A14>A13>A5>A9>A6>A10>A15>A7>A1>A16>A11>A2 [6] Emission Standards. Summary of worldwide engine and


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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

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