10 Journal&of

Karrthik Energy/and
Baskaran Environmental
Journal of Energy andSustainability,
Environmental 4Sustainability,
(2017) 10-144 (2017) 10-14

An official publication of the International Society for Energy, Environment and Sustainability (ISEES)

Journal of Energy and

Environmental Sustainability
Journal homepage : www.jees.in

Performance and Emission Characteristics of Biodiesel Fueled Hydrogen

Addition Engine Using EGR Technique
Karrthik R S* & Baskaran S
Department of Mechatronics, Bannari Amman Institute of Technology, Erode, India

ARTICLE INFO ABSTRACT

In recent decades, the use of conventional fuels have increased dramatically due to the demand by the
Received : 25 August 2017
Revised : 22 October 2017
automotive and industrial sector. In order to overcome the depleting fossil fuels, alternative fuel is
Accepted : 02 November 2017 considered as an option, which could reliable source in the upcoming decades. Pongamia pinnata could
an ideal alternative source for the production of biodiesel; hydrogen is expected to be an attractive clean
alternative fuel in the near future to meet the stringent emission norms. This study investigated the
performance and emission characteristics of four stroke single cylinder compression ignition engine with
Keywords: Pongamia pinnata biodiesel as an injected and hydrogen as an inducted fuel with EGR. In order to
Biodiesel; Pongamia pinnata; Hydrogen; improve the performance of the engine, the experiment was conducted for different flow rate of
Manifold induction; Emission; hydrogen induction in the intake manifold with different EGR ratios. The performance and emission
parameters were investigated with biodiesel fueled CI engine with variable flow rate of hydrogen
induction with different EGR ratios. Results showed that the brake thermal efficiency was reduced by
1.31% and the emissions such as NOx, HC, CO were decreased by 2.22, 10.52 and 95.45%, respectively
for 10% EGR at full-load conditions with 10 LPM of hydrogen induction, when compared with diesel
operation. © 2017 ISEES, All rights reserved

1. Introduction increase nitrogen oxide (NOx) emissions. B100 (100% biodiesel) increases
NOx emissions by approximately 10% (Chaichan 2015, Lin and Lin
The three principal global issues are global warming, air contamination, 2007). Hydrogen is being recognized as an essential energy carrier for
and fossil fuel dependency. All studies indicate that fossil fuel reserves are sustained power utilization because it has less negative effect on the
being depleted at an alarming rate. Biodiesel is prepared from edible and environment than commonly used fuels. Hydrogen burning does not
non-edible vegetable oils which considerably reduces the CO2 emission produce dangerous substances, such as, HC, CO and sulfur oxides, natural
when compared to diesel and also it acts as promising fuels in the acids or carbon dioxide (CO2) (Antunes et al 2009). Sometimes, diesel
upcoming decades. The collective solution for the global warming is to find fuel is difficult to ignite, which diminishes the output power. Elimination
a viable alternative fuel in the form of hydrogen based energy from wind, of the misfire phenomenon can improve the discharged emissions,
biomass and other renewable sources (Song and Song 2015). Diesel performance, and fuel economy by adding hydrogen. Numerous
engines have higher thermal efficiency and emit less CO2 than gasoline researchers have sought to take advantage of the unique properties of
engines, thereby becoming an attractive choice. However, diesel engines hydrogen by adding it to diesel fuel to improve combustion specifications
emit high levels of NOx and smoke. New technologies are being developed and reduce emissions. Saravanan et al (2008) concluded that NOx levels
to reduce these emission levels (Shin et al 2011, Sandalc and Karag•oz are reduced by utilizing EGR for different diesel engine loads by burning
2014). Many techniques have been developed to meet the restricted diesel blended with hydrogen, comparable outcomes were produced by
emission legislation for the competitive fuel economy, reduce exhaust gas other studies. However, their concentrates seemed to diminish the NOx
after treatment emissions, and establish optimal combustion. However, outflows caused by adding hydrogen. The change in NOx levels by EGR
the success of these methods is uncertain (Agarwal et al 2011).Biodiesel was contrasted with that in the NOx levels of pure diesel burning without
is produced from sources such as vegetable oils, animal fats or used EGR. Liew et al. (2012), Ghazikhani et al. (2010) and Pradeep and
cooking oils by a process called transesterification. It is an attractive fuel Sharma (2007) reported that adding high rates of EGR to hydrogen-
for diesel engines because of its high oxygen content, which enhances its diesel or biodiesel dual fuel engines reduced NOx and PM concentrations
burning efficiency (Boulifi et al 2010, Chaichan and Al Zubaidi 2012). remarkably. Thus, in general, there are not many reports to study the
Biodiesel combustion also emits less hydrocarbon (HC), carbon monoxide impact of EGR’s temperatures on the resulting engine performance and
(CO), and particulate matter (PM) than diesel. However, biodiesel has exhaust pollutants, despite the importance of this factor. Hence, we decide
lower heat content than diesel resulting in less power, torque, and fuel to study this.
economy. Furthermore, oxygenated fuels, such as biodiesel, tend to

*
Corresponding Author: karrthik1312@gmail.com

© 2017 ISEES All rights reserved

 Karrthik & Baskaran / Journal of Energy and Environmental Sustainability, 4 (2017) 10-14 11

2. Material and Methods: time for 10 cc fuel utilization of biodiesel, exhaust gas temperature, HC,
CO, NOX emissions and EGR ratios were calculated to investigate the
Experiments were carried out using four -stroke, single cylinder and
performance and emission characteristics of a compression ignition
stationary compression ignition engine at a constant speed of 1500rpm
engine. The analysis was done with different loading conditions from 0 to
with the rated power of 5.2KW. The engine temperature is correctly
100 % at the sampling rate of 20%. The second phase of experimental
maintained by water-based coolant system. The principle of recirculating
work was done by starting the engine initially with biodiesel and later
the exhaust gases back into the inlet manifold is termed as EGR
varying the percentage of hydrogen induction (2 LPM, 4 LPM, 6 LPM, 8
technique. The exhaust gases mixes with the clean air and gets diluted with
LPM and 10 LPM) and the percentage of EGR (10%, 20% and 30%) re-
the intake charge which in turn acts as diluents and reduces the peak
circulated. The engine was permitted to run for about 15 minutes to attain
combustion temperature which spontaneously reduces the NOx
the steady state conditions. The readings were then noted by repeating the
formation. The experimental set-up for the EGR technique is depicted in
same procedure at different loading conditions.
Figure 1. The fabrication is done using a designed aluminum chamber. The
EGR temperature is reduced to 20 - 30 ºC. The system is designed to give 2.1 Instrumentation
30% of EGR at maximum. The electronic control valve is used to control
the EGR flow. The water-based cooling system is used as shown in Figure The speed and crank position of the engine was measured by the use of
2. In the air intake manifold, the hydrogen gas was inducted from a high rotary encoder. The pressure oscillation inside the cylinder during the
pressure cylinder (150 bar). Using a pressure regulator the inducted combustion of fuel mixtures was measured by the use of pressure
hydrogen gas pressure was maintained at 1 bar, which was capable of transducer. The rotary encoder and pressure sensor were linked to a
handling pressure up to 280 bar of inlet pressure and 14 bar of outlet computer-based data acquisition system. The cylinder pressure was
pressure. The mass flow rate of hydrogen gas was controlled using a needle monitored by the use of piezoelectric sensor. With the use of robust
valve with a flow range of 0-30 LPM. The hydrogen flow meter worked on integrated high-temperature cable, the sensor was connected to the charge
the principle of rotameter. The non- return valve was fixed at two dissimilar amplifier. The pressure range of this sensor was from 0 to 200 bar. To
locations to avoid the back flow of hydrogen gas inside the cylinder. The measure the inlet air, exhaust gas and EGR temperature three K-
flame trap was positioned in order to avoid the straight contact of flame Type thermocouples were used. The thermocouples were coupled to
with the hydrogen supply line and to quench the fire from the intake digital indicators for temperature measurements. The gaseous emission
manifold in case of backfire. The flame arrester was used to suppress was measured by the use of AVL combustion emission bench II. It
back fire by quenching hydrogen gas into water. The flame trapper and composed of six gas specific analyzers. The hot gases from the exhaust
flame arrester with non- return valves were used to ensure the shelter of the pipes were sampled by passing it through headline filters. The emissions
experimental set-up. The load was measured by using eddy current such as NOX, CO, CO2 and HC were measured using the AVL testing
dynamometer. The performance parameters were measured by the use of bench. The smoke level was measured using AVL 437C Smoke meter. The
DAQ (Data Acquisition System). To measure the various emission instrumentation setup consisted of computer based data acquisition system
parameters, the setup was equipped with AVL gas analyzer. recognized as “Engine soft”, which was used to obtain data and
information from the engine.
3. Results and Discussions
In this work, the performance and emission characteristics of
compression ignition fueled by using P. pinnata biodiesel with varying
hydrogen mass flow rates and with varying EGR rate were studied. The
brake thermal efficiency decreased with increase in the amount of EGR
10, 20 and 30%, respectively as shown in Figures 3a to 3c. The 10% EGR
induction reduced the brake thermal efficiency. The brake thermal
efficiency for 100% load was 30.13% at 10 LPM. An EGR induction of
20% with hydrogen induction at 10 LPM for biodiesel-fueled engine
reduced the brake thermal efficiency compared with 10% EGR.. The
brake thermal efficiency for 100% load was 29.07% at 10LPM. An
EGR induction of 30% reduced the brake thermal efficiency to a very
low value. The brake thermal efficiency for 100% load was 28.98% at 10
LPM. The optimal value was 10 and 20% EGR because the brake
thermal efficiency reduced further lower with 30% EGR. The 10% EGR
Fig. 1 Functional diagram of EGR set-up
induction reduced the brake thermal efficiency. The brake thermal
efficiency for 100% load was 30.13% at 10 LPM. An EGR induction of
20% with hydrogen induction at 10 LPM for biodiesel-fueled engine
reduced the brake thermal efficiency compared with 10% The brake
thermal efficiency for 100% load was 29.07% at 10LPM. An EGR
induction of 30% reduced the brake thermal efficiency to a very low value.
The brake thermal efficiency for 100% load was 28.98% at 10 LPM,
respectively. The optimal value was 10% and 20% EGR because the brake
thermal efficiency reduced further lower with 30% EGR.

Fig. 2 Pictorial view of EGR set-up

The first phase of experimental work was done with the engine running
completely on Pongamia pinnata biodiesel as the main fuel. The engine
was operated for about 15 minutes at variable loads to attain the steady
Fig. 3a BMEP vs BTE for biodiesel with hydrogen induction for 10%
state conditions. The readings of difference in liquid in the manometer,
EGR
12 Karrthik & Baskaran / Journal of Energy and Environmental Sustainability, 4 (2017) 10-14

Fig. 3b BMEP vs BTE for biodiesel with hydrogen induction for 20%
EGR
Fig. 4a BMEP Vs BSEC for biodiesel with hydrogen induction for 10%
EG

Fig. 3c BMEP vs BTE for biodiesel with hydrogen induction for 30%
EGR Fig. 4b BMEP Vs BSEC for biodiesel with hydrogen induction for 20%
EGR

The brake thermal efficiency for 100% load was 29.07% at 10LPM. An EGR is one of the emission reduction techniques for NOx in internal
EGR induction of 30% reduced the brake thermal efficiency to a very low combustion engines. Cold EGR is used for safety as hydrogen is also
value. The brake thermal efficiency for 100% load was 28.98% at 10 LPM. inducted in the same air intake manifold. Hydrogen induction to the
The optimal value was 10 and 20% EGR because the brake thermal biodiesel-fueled engine with 10% EGR decreased the NOx emission due
efficiency reduced further lower with 30% EGR. The brake thermal to lower peak combustion temperature as shown in Figure 5a. A maximum
efficiency of 10% of EGR with hydrogen induction was 30.92% at 80% NOX of 615 ppm could be obtained at 100% load for 10 LPM hydrogen
load similar to brake thermal efficiency of diesel, which was 32.23% at induction with 10% EGR. Hydrogen induction to the biodiesel-fueled
same loading conditions. So the increase in EGR amount would ultimately engine with 20% EGR decreased the combustion temperature further than
decrease the brake thermal efficiency due to lack of oxygen during 10% EGR. Figure 5b shows the variation in NOx emission for hydrogen
combustion. induction with 20% EGR. Hydrogen induction at 10 LPM provided 607
An induction of 10% EGR with biodiesel and hydrogen induction
increased the brake specific energy consumption compared with other
fuels. As shown in Figure 4a, the energy consumption for 100% load
with 10 LPM was 11948.22 kJ/kWh. The 20% EGR induction increased
the energy consumption further compared with 10% EGR induction. As
shown in Figure 4b, the energy consumption was 12383.90 kJ/kWh for
100% load at 10 LPM. The energy consumption for biodiesel with
hydrogen induction for 30% EGR consumed more energy compared with
all other conditions. The reason for reduction of brake specific fuel
consumption was complete combustion occurring in dual fuel operation of
hydrogen induction with biodiesel.
Exhaust temperature is the temperature produced due to combustion in
the engine. EGR reduced the combustion rate. The cold EGR was used in
this experiment. EGR temperature was reduced to 30ÚC with the help of
water- based cooling system. A 10% EGR with hydrogen induction at 10
LPM for biodiesel provided 485ÚC at full-load conditions. An induction
of 20% EGR with hydrogen induction at 10 LPM for biodiesel provided
465ÚC at full-load conditions. 30% of EGR induction with hydrogen
induction at 10 LPM for biodiesel provided 419ÚC at full-load
conditions. The EGR technique decreased the exhaust temperature due to
the minimum amount of oxygen during combustion and caused lower . 5a Load Vs NOX for biodiesel with hydrogen induction for 10% EGR
energy released by hydrogen.
 Karrthik & Baskaran / Journal of Energy and Environmental Sustainability, 4 (2017) 10-14 13

ppm at 100% load, respectively. Figure 5c illustrated the NOX emission

for 30% EGR with hydrogen induction. A maximum NOX of 593 ppm
was obtained at 100% load for 10 LPM hydrogen induction with 30%
EGR.

Fig. 5e Load Vs HC for biodiesel with hydrogen induction for 20%

EGR

Fig. 5b Load Vs NOX for biodiesel with hydrogen induction for 20%
EGR
Hydrogen induction at 10 LPM provided 53 ppm at 100% load.
Hydrogen induction to the biodiesel fueled engine with 30% EGR
decreased the combustion temperature further than 20% EGR. Hydrogen
induction at 10 LPM provided 63 ppm at full-loading conditions.
Hydrogen induction at 10 LPM provided 53 ppm at 100% load.
Hydrogen induction to the biodiesel fueled engine with 30% EGR
decreased the combustion temperature further than 20% EGR. Hydrogen
induction at 10 LPM provided 63 ppm at full-loading conditions. A
maximum HC of 70 ppm was obtained at 100% load for 2 LPM hydrogen
induction with 30% EGR. Cold EGR technique was increased the HC
emission at 10 LPM compared to neat diesel operation due to insufficient
oxygen during combustion.
The EGR increased the amount of HC emission as shown in Figures 5d
and 5e. Hydrogen induction to the biodiesel- fueled engine with 10%
EGR decreased the combustion temperature. Hydrogen induction at 10
LPM provided HC of 34 ppm at 100% load. Hydrogen induction to the
biodiesel- fueled engine with 20% EGR decreased the combustion
temperature. Hydrogen induction to the biodiesel-fueled engine with 10%
EGR decreased the CO emission due to absence of carbon in hydrogen
fuel. Hydrogen induction at 10 LPM provided 0.03% by volume at 100%
Fig. 5c Load Vs NOX for biodiesel with hydrogen induction for 30% loading conditions. Hydrogen induction to the biodiesel-fueled engine
EGR with 20% EGR decreased CO emission. Hydrogen induction at 10 LPM
provided CO to 0.03 % by volume at 100% load. Hydrogen induction to
the biodiesel-fueled engine with 30% EGR decreased CO emission.
Hydrogen induction at 10 LPM provided CO to 0.03 % by volume at
100% load. The carbon monoxide emission decreased due to the
absence of carbon in hydrogen fuel.
4. Conclusions
The EGR reduced brake thermal efficiency by 1.31%, 2.06% and
2.65% respectively for 10%, 20% and 30% EGR, respectively compared
with that of diesel, because of a decrease in combustion due to the
addition of already burned inert gas as EGR. The brake specific energy
consumption reduced by 588.17 kJ/kWh, 1023.85 kJ/kWh and 1062.31
kJ/kWh respectively for 10, 20 and 30% of EGR. The exhaust
temperature was reduced by 38, 74 and 120ÚC for 10, 20 and 30% of
EGR, respectively.. The reduction in combustion temperature due to EGR
addition resulted in NOx reduction. HC decreased by 4 ppm for 10%
EGR compared with diesel. The reduction of CO emission was found,
when compared to diesel operation due to the addition of carbon free
hydrogen fuel. The reason for reduction in CO2 emission was due to the
absence of carbon in hydrogen and lower carbon content in biodiesel.
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