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Numerical Emission Analyses of a Diesel Engine

Fuelled with HHOCNG
Conference Paper March 2016

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5 authors, including:
Bahattin Tan

Mustafa Kaan Baltacioglu

Mustafa Kemal University

iskenderun technical university

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ICNASE16

International Conference on Natural Science and Engineering (ICNASE16)

March 19-20, 2016, Kilis

Numerical Emission Analyses of a Diesel Engine Fuelled with

HHOCNG
Bahattin TAN
Faculty of Mechanical Engineering, Iskenderun Technical University
Raif KENANOLU
Faculty of Mechanical Engineering, Iskenderun Technical University
Erturul BALTACIOLU
Faculty of Mechanical Engineering, Iskenderun Technical University
Mustafa Kaan BALTACIOLU*
Faculty of Mechanical Engineering, Iskenderun Technical University
HseyinTuran ARAT
Faculty of Mechanical Engineering, Iskenderun Technical University
Corresponding Author e-mail: kaanbaltacioglu@gmail.com

ABSTRACT
In this numerical study, a 6L, six cylinder, turbocharged, air cooled diesel enginewas run under
three different cases with AVL-Boost v2013 for simulated the exhaust emission parameters. In numerical
analyses; first case is considered as neat diesel fuel and second one is substituted diesel fuel and the third
one is substituted diesel fuel + HHOCNG (Hydroxy-Compressed Natural Gas) fuel mixture. Both cases
have playing an important role for dual fuelled diesel engines. Substitution of diesel quantity is used as
similar to pilot diesel injection phenomenon. Model engine was operated between 1000-3000 rpms and
emission parameters were listed as; NOx, CO, CO2 and EGT. As a general result, HHOCNG+ substituted
diesel fuel mixture was environmental emission outputs.
Keywords: Exhaust Emissions, AVL Boost, HHOCNG, Diesel Substitution

INTRODUCTION

Diesel engines provide important fuel economy and durability advantages for large heavy-duty
trucks, buses, non-road equipment and passenger cars. They are often the power plant of choice for heavy
and light-duty applications. While they have many advantages, they also have the disadvantage of
emitting significant amounts of particulate matter (PM),NOx, hydrocarbon (HC), carbon monoxide (CO),
and toxic air pollutants [1]. In order to reduce toxic emissions as well as GHG (greenhouse gas), natural
gas are widely used on taxis, buses and light-duty trucks as an additive or main fuel. With the
development of natural gas combustion technology, utilization of natural gas engines has also been
extended to heavy-duty trucks and marine main impellers, where good power performance is in great
demand. The methods of improving combustion and emission characteristics of engines fuelled with
natural gas and pilot diesel have been extensively studied in recent years, however, most of them are
focused on pilot-ignited premixed natural gas engines.[2,-10]. Beside, authors previous works could be
useful for more understandable knowledge.
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Additionally, natural gas has been mixed with hydrogen and hydrogenated blending fuels for
preventing the performance outputs and playing an important role in reducing the CO and CO 2 emissions.
Hydroxy gas (HHO) is an electrolyzing phase of water decomposition with suitable ion-conducting. In
theoretically H-H-O atomic bonds were occurred from this decomposition [3].
In this study, model diesel engine were simulated with turbocharged equipment and fuelled with
three cases. Normal diesel operation; substitution of diesel fuel amount (50%) operation and substituted
diesel and 25HHOCNG (vol/vol with 25HHO/75CNG) fuel mixture operation; cases were simulated and
exhaust emissions of model engine were examined and results were mentioned detailed.

SIMULATON MODEL

BOOST simulates a wide variety of engines, 4-stroke or 2-stroke, spark or auto-ignited.

Applications range from small capacity engines for motorcycles or industrial purposes up to large engines
for marine propulsion. A symbolic model of a diesel engine used for experimental research on a test bed
was thus created. All these components need design and operational data corresponding to the operation
condition [11]. Simulation model is illustrated in figure 1[11].

Figure 1: AVL BOOST System Model

In the model systems component occur eight types main elements. First one is system boundary
(SB1), the beginning of the model conditions were defined in this point. Secondly, Turbocharger (TC1)
unit was used for conditioning of intake air and the cooler (CO1) unit was also used for conditioning of
intake air to prepare for combustion process. Next element is plenum 1 (P1), collects enough conditioned
air for all cylinders and it was used for intake manifold. In this simulation, the engine consists of six
cylinders. Cylinders were numbered in the figure 1 (C1,C2,..,C6). Plenum 2 and Plenum 3 (PL2, PL3)
used for exhaust manifold, after cylinders. Engine, is used for defining of engine specification such as
engine speed, stroke type and friction, was represented E1. Pipes were used as the connection elements
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are also numbered from 1 to 18. Lastly, Measuring Points (MP) were used to see the stability of the
system. The sample model of programme is used in this programme and effects of HHOCNG fuel

mixtures on exhaust emissions were analysed.

The simulation has calculated the whole systems with the helped of some empirical equations. The
NOx formation model implemented in BOOST is based on Pattas and Hfner [11].
rNO= CPostProcMult *CKineticMult*2.0(1-2) r1/(1+AK2)(r4/(1+AK4))
= (cNO,act / cNO,eq) * (1/CPostProcMult) ; AK2= r1/(r2 + r3), AK4= r4/(r5 + r6),

(1)
(2)

Also the formation of CO model applied in BOOST is based on Onorrati et.al. [11]
rco= Cconst*(r1 + r2) * (1-)

(3)

In equaiton 1 and 2; c is molar concentraiton in equilibrium, ri is reactions rates of Zeldovich

mechanism for NO and reaction rates of based on the model for CO.
3

RESULTS

The emission results of a non-modified pilot injected diesel engine operated with substitution of
diesel amount and HHOCNG mixture were given in this sub-section. The emissions of NOx, CO, CO2 and
EGT outputs were illustrated with graphs and mentioned detailed.
Figure 2 shows the variation between engine speed and NOx formation. As known; NOx formation
is a function of temperature. It means that the temperature is starting increasing, NOx formation decreases.
It can be clearly seen from the figure; that 25HHOCNG with substituted diesel fuel mixture have resulted
with better NOx than neat diesel. Numerically, mean reduction values of25HHOCNG with substituted
diesel fuel 5.24%.CNG mixture was minimized this effect and decreased the values under standard diesel
operation.

Figure 2: NOx Engine Speed

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CO2 versus Engine Speed of 25HHOCNG with substituted diesel fuel mixture, substituted diesel
fuel and normal diesel operation are illustrated in Figure 3. Significant reduction of CO2 emissions mostly
depends on the amount of hydrocarbon fuel inducted into the cylinders. When using alternative gas fuels
in a non-modified diesel engine, it is the most important unforgettable thing that; while these gas fuels
improve the engine performance, they have to be balanced the harmful exhaust emissions values. When it
compared the diesel and 25 HHOCNG with substituted pilot quantities operated it was generated the CO2
values differences with 21,72%.

Figure 3: CO2 Engine Speed

Figure 4 illustrates CO emissions as a function of engine speed for normal diesel operation and
25HHOCNG mixture with substituted diesel operation. There are minor decreases on CO emissions with
dual-fuel compared to standard diesel results. Especially at higher engine speeds, the difference between
fuel mixtures and diesel fuel is increasing. The reason of this could be explained with incomplete
combustion of CNG due to insufficient ignition sources as well as higher fuelair equivalence ratio. It is
well known that the rate of CO formation is a function of the available amount of unburned gaseous fuel
as well as the mixture temperature, both of which control the rate of fuel decomposition and oxidation.
Numerically; CO emission values were decreased 11.5% for 25HHOCNG with substituted diesel fuel
mixture and 4,5% for substituted diesel fuel with respect to standard diesel operation.

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Figure 4: CO Engine Speed

The Exhaust Gas Temperature Engine Speed graph is shown in Figure 5.It is clearly seen that, in
low speeds, the reduction of the exhaust temperature as a result of the HO that is a clear indication of
better combustion and cleaner gases. Low speeds occurred the exhaust gas temperature tends to be
lowered as the concentration of hydrogen is increased. This is a reflection of the combined effects of the
reduction in the total energy released and the faster combustion rates producing higher quashing rates [2].
At higher speeds, increase of burning velocity of the mixture by hydrogen addition which shortens the
combustion duration and increases the cylinder gas temperature and exhaust gas temperature [3]. For this
study, the maximum EGTs 25HHOCNG + pilot diesel and neat diesel fuel are 484,27oC, 411,33oC,
492,94oC respectively.

Figure 5: EGT Engine Speed

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CONCLUSION

The main goal of this work was to find out the emission characteristics of diesel engine
enriched with HHO-CNG mixture at the point of use without making any modification to the
engine with numerical simulation approach. The following conclusions can be drawn on the
basis of numerical results;

The one of the important results can be added that; the numerical simulation can be useful
for measuring the exhaust emissions in ICE area.
Mixtures of HHO with CNG compensate each others disadvantages and provide a
promising gaseous fuel mixture with several advantages. Combination of Hydroxy (HHO)
and CNG as fuel mixture for internal combustion reduced the harmful exhaust emission.
HHOCNG fuel mixture provides decreasing emission parameters such as CO, CO 2, NOx
outputs.
As a result of EGT values show that, HHOCNG fuel mixture has better combustion
characteristic at higher engine speed.

ACKNOWLEDGEMENTS

This study was conducted with AVL BOOST simulation program. We are grateful to AVL-AST,
Graz, Austria to provide us this program within the scope of UPP (University Partnership Program)
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