international journal of hydrogen energy xxx (xxxx) xxx

Available online at www.sciencedirect.com

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

Experimental investigation on biogas enrichment

with hydrogen for improving the combustion in
diesel engine operating under dual fuel mode

Rekia Bouguessa a, Lyes Tarabet a,*, Khaled Loubar b, Toufik Belmrabet a,

Mohand Tazerout b
a
LSE, Ecole Militaire Polytechnique, BP 17 Bordj El Bahri, 16046, Algeria
b
GEPEA, UMR 6144, DSEE, IMT Atlantique, Nantes, 44307, France

highlights graphical abstract

Biogas/H2 blend primary fuel and

diesel pilot fuel for dual fuel en-
gine operation.

Counter to pure biogas, biogas/H2
blend improves combustion and
thermal efficiency.

Biogas/H2 blend reduces CO, HC
and NOX emissions over all engine
loads range.

article info abstract

Article history: Biogas valorization as fuel for internal combustion engines is one of the alternative fuels,
Received 26 September 2019 which could be an interesting way to cope the fossil fuel depletion and the current envi-
Received in revised form ronmental degradation. In this circumstance, an experimental investigation is achieved on
11 December 2019 a single cylinder DI diesel engine running under dual fuel mode with a focus on the
Accepted 2 January 2020 improvement of biogas/diesel fuel combustion by hydrogen enrichment. In the present
Available online xxx investigation, the mixture of biogas, containing 70% CH4 and 30% CO2, is blended with the
desired amount of H2 (up to 10, 15 and 20% by volume) by using MTI 200 analytical in-
Keywords: strument gas chromatograph, which flow thereafter towards the engine intake manifold
Hydrogen and mix with the intake air. Depending on engine load conditions, the volumetric
Biogas composition of the inducted gaseous fraction is 20e50% biogas, 2e10% H2 and 45e78% air.
Dual fuel engine Near the end of the compression stroke, a small amount of diesel pilot fuel is injected to
Combustion initiate the combustion of the gaseair mixture. Firstly, the engine was tested on conven-
Emissions tional diesel mode (baseline case) and then under dual fuel mode using the biogas.
Equivalence ratio Consequently, hydrogen has partially enriched the biogas. Combustion characteristics,
performance parameters and pollutant emissions were investigated in-depth and
compared. The results have shown that biogas enriched with 20% H2 leads to 20% decrease
of methane content in the overall exhaust emissions, associated with an improvement in

* Corresponding author.
E-mail address: ltarabet@gmail.com (L. Tarabet).
https://doi.org/10.1016/j.ijhydene.2020.01.003
0360-3199/© 2020 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.

Please cite this article as: Bouguessa R et al., Experimental investigation on biogas enrichment with hydrogen for improving the
combustion in diesel engine operating under dual fuel mode, International Journal of Hydrogen Energy, https://doi.org/10.1016/
j.ijhydene.2020.01.003
2 international journal of hydrogen energy xxx (xxxx) xxx

engine performance. The emission levels of unburned hydrocarbon (UHC) and carbon
monoxide (CO) are decreased up to 25% and 30% respectively. When the equivalence ratio
is increased, a supplement decrease in UHC and CO emissions is achieved up to 28% and
30% respectively when loading the engine at 60%.
© 2020 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.

Nomenclature ID Ignition delay

IVO Intake valve open
Abbreviations IVC Intake valve close
BDC Bottom dead centre LHV Lower heating value
BSEC Brake specific energy consumption MOT Medium open throttle
·
BSFC Brake specific fuel consumption m Mass flow rate
BTDC Before top dead centre NH3 Ammonia
BTE Brake thermal efficiency NOx Nitrogen oxides
CA Crank angle O2 Oxygen
CH4 Methane P Power output
CI Compression ignition PM particulate matter
CO Carbon monoxide rpm Revolution per minute
CO2 Carbon dioxide SI Spark ignition
DF Dual fuel TER Total equivalence ratio
DI Direct injection UHC Unburned Hydrocarbon
H2 Hydrogen WOT Wide open throttle
H2S hydrogen sulfide
Subscripts
H2O Water
D Diesel
EVC Exhaust valve close
BG Biogas
EVO Exhaust valve open
GF Gaseous fuel
HRR Heat release rate

could be corrosion, fouling and harmful environmental

Introduction
The expanding population, the industrial revolution, as well
as the massive amounts of waste produced daily, have made
of the environment the first casualty of pollution. Hence, the
emission regulations facing the world are getting tougher
every year. Faced with current climate change and energy
crisis as well as the spiraling cost of fossil fuel, many chal-
lenges have been set to reduce the greenhouse gas (GHG)
emissions and the energy consumption by increasing the
share of the renewable energy in the energy mix. Biogas is an
alternative fuel, which compares very advantageously to
other alternative fuels, issued from the degradation of animal
or vegetable organic materials by microorganisms under
anaerobic conditions (absence of oxygen) [1]. It is mainly
composed of CH4, CO2 and their content depends on the raw
matter. Biogas fits well with CI engines because of its good
mixing properties with air. Its high octane number (about 130)
and potential energy to the presence of methane, hence
exhibiting a higher resistance to knock, allowing it to operate
with high compression ratios [2e4]. However, there are
considerable amounts of undesirable impurities in biogas like
hydrogen sulfide (H2S), ammonia (NH3) as well as siloxanes.
These can be harmful to any thermal conversion device that
emissions [5]. There are different techniques for cleaning
biogas like chemical and physical absorption, membrane
separation, cryogenic separation and chemical conversion
methods [6,7]. Several researches were performed to show the
general tendency of combining biogas and diesel fuel in diesel
engine operating under dual fuel mode, where biogas and air
are inducted through the intake manifold. Since biogas has a
high auto-ignition temperature (1087 K) [2], a pilot fuel having
a high cetane number is necessary to trigger the ignition of the
already compressed mixture. Despite the biogas economic
and ecologic benefits in point of view the reduction in NOx and
soot emissions, some researchers have reported that serious
deficiencies in performance and durability should be
addressed [8e10]. In Bari [11] experimental study, the impact
of CO2 concentration in biogas ignited with diesel fuel was
analyzed. It was noticed that when CO2 concentrations
exceeded 20e30% by volume, the BSFC raised. It was reported
that this was related to CO2 which absorbed the energy from
the combustion chamber hence decreasing the temperatures
and leading to incomplete combustion. While, a decrease in
BSFC was noticed under 20% CO2 by volume concentration,
due to the CO2 dissociation to O2, this reduced ignition delay
and enhanced CO2 oxidation. Similar research was performed
by Lounici et al. [12] where they carried out an experimental

Please cite this article as: Bouguessa R et al., Experimental investigation on biogas enrichment with hydrogen for improving the
combustion in diesel engine operating under dual fuel mode, International Journal of Hydrogen Energy, https://doi.org/10.1016/
j.ijhydene.2020.01.003
 international journal of hydrogen energy xxx (xxxx) xxx
study on a single cylinder diesel engine operated with biogas
and diesel fuel under dual fuel mode. They reported that, at
high engine loads, the particulate matters were significantly
decreased. Among the analyzed biogas composition, the most
effective results were attained by using a biogas composed of
70% methane and 30% CO2.
To improve the biogas combustion under dual fuel mode,
some researchers have tested new attempts. Abdul Rahman
et al. [13] have found that improvement in engine perfor-
mance and reduction in some emission levels could be per-
formed by adjusting the injection strategy. The main
outcomes of this study reported that the biogas with low
content in methane (around 25% by volume) required the
advance of the injection timing to compensate the increase in
ignition delay and reduction in combustion rate. By applying a
split injection strategy, there was a reduction in smoke
emission because of improved charge homogeneity. However,
post injection which is generally effective in diesel engines
was not advantageous in the biogas diesel dual fuel mode
because of the diffusion combustion the post injected fuel
undergoes.
Cacua et al. [14] carried out an experimental study on the
impact of blending air-biogas mixture with oxygen. The out-
comes showed that the addition of O2 allowed minimizing the
adverse effects of CO2. A significant decrease in ignition delay
and methane emissions was noticed for all levels of O2
enrichment while no conclusion was made about NOx. In
Barik et al. investigation [15], a DI diesel engine was modified
to operate on dual fuel mode with an upgraded biogas-karanja
methyl ester. Diethyl ether was injected as an ignition
improver through the air intake manifold of the engine to
initiate early combustion of biogas. The results indicated that
these operating conditions with adjusting compression ratio
at 18.5 gave optimum results than those of conventional diesel
mode. The BTE increased and BSFC decreased by about 7% and
2.2% respectively. A significant reduction in the specific CO,
specific UHC, and smoke emissions were observed more than
40% at full engine load.
Another promising technique was attempted to improve
biogas combustion by hydrogen enrichment. Hydrogen burns
without producing carbon emissions, making it the cleanest
fuel for IC engines. Besides its high calorific value (120 MJ/kg
for H2compared to 23 MJ/kg for biogas), it is characterized by a
fast burning rate, a wide flammability limit and a high diffu-
sivity in the air [16e18]. Porpatham et al. [19] carried out an
experimental study on a SI engine to show the impact of
adding hydrogen (5%, 10% and 15% of energy) to biogas on the
combustion characteristics, engine performance and
pollutant emissions. Conclusions have been drawn at con-
stant engine speed and various equivalence ratios from partial
throttle (lean misfire limit) to full throttle (knock limit). At a
low equivalence ratio, it is reported that the increase in H2% in
biogas leads increasingly to extend the lean misfire limit with
an improvement in the combustion rate and the engine
thermal efficiency. However, at high equivalence ratio, the
delay in ignition timing, required in H2 enrichment case to
avoid knock, has been to the detriment of the engine perfor-
mance (thermal efficiency and brake power). Concerning
exhaust emissions, UHC gas is the most pollutant that is
considerably decreased by 10% of H2 enrichment (57%
Please cite this article as: Bouguessa R et al., Experimental investigation on biogas enrichment with hydrogen for improving the
combustion in diesel engine operating under dual fuel mode, International Journal of Hydrogen Energy, https://doi.org/10.1016/
j.ijhydene.2020.01.003
3
reduction). In Lounici et al. [20] an experimental investigation
was carried out on a diesel engine operating under dual fuel
mode, natural gas/H2 mixture has been used as primary fuel to
cover approximately 90% of the engine power output. Their
results showed that natural gas enrichment up to 10% H2 lead
to a considerable improvement in brake thermal efficiency
reaching 12% at high engine loads, compared to pure natural
gas case. For the pollutant emissions, it is noticed a slight
increase in NOx emission levels accompanied by a decrease in
UHC, CO, CO2 emissions as a result of the improvement in the
gaseous fuel combustion. Recently, Talibi et al. [21] investi-
gated the effect of CO2 and H2 content in biogas composition
on the combustion, performance and pollutant emissions of a
DI diesel engine operating under dual fuel mode at various
engine loads. The outcomes showed that the increase in CO2
fraction in biogas lead to extend ignition delay and lower the
peak of HRR, which result in a decrease in NOx emissions
levels. However, it is noticed at the same time, a decrease in
brake thermal efficiency and an increase in CO, UHC and soot
emissions due to reduced thermal oxidations rates. As an
attempt to improve biogas use, authors have partially
substituted CO2 content by H2. It is reported that NOx levels
and brake thermal efficiency increased and others pollutants
decreased when the proportion of H2 was elevated up to 15%
by volume in the aspirated mixture, as a result of higher
temperature level which promote the oxidation of incomplete
combustion products.
The present experimental study is conducted to run DI,
single cylinder diesel engine under dual fuel mode by using a
small amount of diesel fuel as pilot fuel and biogas, composed
of 70% methane and 30% carbon dioxide by volume, as pri-
mary fuel in the engine power output. In the first step of this
study, biogas enrichment with various H2 ratios (10, 15 and
20% by volume) is investigated. In the second step, further
improvement of biogas combustion is focused on combining
H2 enrichment within equivalence ratio adjustment. For
providing baseline data, the engine is operated under con-
ventional diesel combustion mode.
Materials and procedure
Test fuels
In this study, diesel fuel is used in conventional diesel com-
bustion mode and as pilot fuel for all dual fuel combustion
cases. Commonly, biogas fuel, issued from anaerobic digestion
of organic matter, is mainly composed of CH4 (50e70% by
volume), CO2 (30e50% by volume) and with low volumetric
fractions of N2, O2 and H2O [22]. Other compounds could be in
the biogas composition, which affects the biogas combustion
quality particularly the deposits formation and corrosive
impact having siloxane presence on engine interior wall. To
avoid these problems for the used engine test rig, the biogas is
synthesized by CH4 and CO2, stored separately in pressurized
bottles. By using MTI 200 Analytical Instrument gas chro-
matograph, controlled by EZChrom 200 software, the mixture
of biogas, containing 70% CH4 and 30% CO2, and H2 (up to 10, 15
and 20% by volume) is achieved. The most important proper-
ties of biogas, H2 and those of diesel fuel are shown in Table 1.
4 international journal of hydrogen energy xxx (xxxx) xxx

naturally aspirated DI diesel engine Lister-Petter TS1. Table 2

Table 1 e Biogas, H2 and diesel fuel properties.
details the most important specifications of this engine. In
Property Diesel fuel Biogas Hydrogen order to accomplish the tests at a constant speed of 1500 rpm
Density (kg/m3) 852 1.46 0.083 and under various engine loads, an automatic controlled eddy
Calorific value (MJ/kg) 42.35 22.97 120 current dynamometer (Eurotherm PARVEX/132 M-G model
Cetane number 49 e e having a power of 42 kW max) is coupled to the engine. For the
Octane number e 130 e
diesel engine operation under dual fuel mode, the gaseous
Laminar burning 0.5 0.2 2.7
fuel, supplied once the desired composition is accomplished
velocity (m/s)
Stoichiometric air fuel ratio 14.60 17 34 using a micro chromatograph, flows towards a simple carbu-
rettor device, conceived on the basis of venturi principle,
placed in the inlet manifold for giving supplied gaseous fuel
Engine test rig and intake air the time to mix before oncoming the intake
valve. The injection timing of the pilot fuel is set at 13 CA
The used experimental set up available at IMT ATLANTIQUE before TDC for all experiments. The liquid fuel flow is
Nantes/France, shown in Fig. 1, is mainly composed of 5 parts: measured using a Coriolis mass flowmeter (RHM015). At each
the engine with its auxiliaries, dynamometer, exhaust gas engine load condition, the adequate fueleair equivalence ratio
analyzer, installation for gaseous fuel supply and data system is fixed, on one side, by the inducted airflow rate regulated by
acquisition. The engine tests are achieved on a single cylinder, the throttle valve placed before the inspiratory device. On the

Fig. 1 e Experimental setup.

Please cite this article as: Bouguessa R et al., Experimental investigation on biogas enrichment with hydrogen for improving the
combustion in diesel engine operating under dual fuel mode, International Journal of Hydrogen Energy, https://doi.org/10.1016/
j.ijhydene.2020.01.003
 international journal of hydrogen energy xxx (xxxx) xxx 5

performed. Systematic uncertainties are supported by the

Table 2 e Engine specifications.
periodical calibration of all used instruments except for
Mode Lister-Petter TS1 exhaust gas emission measurements, which require before
General details Single cylinder, 4-Stroke,Air- each measurement the gas analyzers purge and then the
cooled, direct injection, calibration. However, for uncertainties of random type, they
Compression Ignition are obtained statistically. This uncertainty expresses the
Bore  stroke 95.3 mm  88.9 mm
probability that the mean value of a parameter, measured
Connecting rod length 165.3 mm
several times, is estimated within a confidence limit such it is
Compression ratio 18:1
Fuel injection timing 13 BTDC summarized in Table 3 for all sensors used in measurements.
Fuel injection pressure 250 bar The uncertainty estimation of all calculated parameters
Rated power output 4.5 kW at1500 rpm (brake power, brake specific fuel consumption, brake thermal
Injector orifices  diameter 4  0.25 mm efficiency, fuel/air equivalence ratio and specific pollutant
IVO 36 CA before TDC emissions) are achieved by applying the principle of root-
IVC 69 CA after BDC
mean square method, on the basis of the corresponding en-
EVO 76 CA before BDC
EVC 32 CA after TDC
gine sensors and emission analysis instrumentation accuracy.
The vehicle exhaust emissions are given by the gas
other side, the gaseous fuel quantity is adjusted through a analyzer in absolute values (parts per million and volume
control valve located downstream each flow meter of biogas percent). For an effective quantitative analysis of the exhaust
(Bronkhorst F112AC-HB-55 V) and that of H2 (Bronkhorst F- emissions, it is important to convert these absolute values
112AC). into specific ones, usually reported in g/kWh, by including the
For managing the control of the entire experimental setup brake power, the exhaust mass flow and the molar weight of
as well as for the measured signals acquisition, two systems each exhaust gas. The collective term ‘NOX’ summarizes
are used. A rapid digital data acquisition system in connection several nitrogen chemical substances. In the context of engine
with two AVL piezoelectric transducers, using AVL Indiwin exhaust gas, those are generally limited to the two species of
software, is intended for measuring the variation of in- nitric oxide (NO) and nitrogen dioxide (NO2). As it is commonly
cylinder pressure and the fuel injection pressure during 200 reported, NO is the dominant component, while NO2 is
successive engine cycles with an interval of 0.2 crank angles. generally merely about a few percent of the total NOX emis-
The second data acquisition system is carried out for low sions in the raw exhaust gas [24,25]. In the present work, the
frequency measurements, which concerns the engine speed, application of the molecular weight of NO is suggested, as the
the power output, the temperatures, the flow rate of air and greater part of NOX in the exhaust gas. Hence, the molar
pilot/gaseous fuels, the exhaust emissions (CO, UHC, CH4, weight used in the specific emission of NOx is 30 g/mol.
NOx and particulate matter). Their recorded data, corre- For the calculation of specific UHC emission values, the
sponding to each running point, are the average values of ten distribution of UHC from diesel fueled engines is from C1 to C40
measurements. More details of this experimental test rig [25]. Since the real composition of the UHC is very complicated
could be found in the previous author's studies [23]. The type and isn't identified, certain assumptions regarding the
of used instruments and their associated accuracies are pro- composition of the UHC emissions should be made. In this
vided in Table 3. study, the composition of the UHC from diesel fuel is assumed
To confirm the reliability of the measured data, the un- to consist of n-dodecane (C12H26) mainly. In dual fuel mode
certainties analysis of random and systematic nature is (diesel, biogas and H2), the composition of UHC is supposed to

Table 3 e Sensor types and the measurement accuracies.

Measurements Sensor type Accuracy
Torque Effort sensor (FN 3148) ± 0.1 N m
Speed AVL 364C ± 3 rpm
Injection timing AVL 364C ± 0.05 CA
Temperature of injected fuel K type ± 1.6  C
Temperature of exhaust gas K type ± 1.6  C
Temperature of ambient air HD 2012 TC/150 ± 0.2  C
Cylinder pressure Piezo-electric (AVL QH32D) ± 2 bars
Injection pressure Piezo-electric (AVL QH33D) ± 2 bars
Diesel fuel mass flow rate Coriolis type (RHM015) ± 0.5%
H2 mass flow rate Thermal flow meter (Bronkhorst F112AC-HB-55 V) ±1.0%
Biogas mass flow rate Thermal flow meter (Brooks 5851S) ±1.0%
Intake air flow rate Differential pressure transmitter (LPX5841) ± 1.0%
UHC FID (GRAPHITE 52 M) ± 10 ppm
CO Infra-red detector (MIR 2 M) ± 50 ppm
CO2 Infra-red detector (MIR 2 M) ± 0.2%
NOx chemiluminescence (TOPAZE 32 M) ± 100 ppm
O2 Infra-red detector (MIR 2 M) ± 0.25%
Particulates Electric (Pegasor Particle Sensor) ±1 mg/m3

Please cite this article as: Bouguessa R et al., Experimental investigation on biogas enrichment with hydrogen for improving the
combustion in diesel engine operating under dual fuel mode, International Journal of Hydrogen Energy, https://doi.org/10.1016/
j.ijhydene.2020.01.003
6 international journal of hydrogen energy xxx (xxxx) xxx

be the same as the composition of the mixture. Consequently,
the molar weight used in the specific emission of UHC is
determined for each performed test taking into account the
fuel mixture composition, as it is summarized in Table 4.
Test method and conditions
The engine tests are conducted on DI, naturally aspirated,
single cylinder diesel engine running under dual fuel mode by
using diesel fuel as pilot fuel and a synthetic biogas, composed
of 70% methane and 30% carbon dioxide by volume, as a pri-
mary fuel. Experiments are initially achieved on conventional
diesel mode (baseline case) at steady state condition
(1500 rpm) and for power outputs of 0.9, 1.8, 2.7, 3.6 and
4.5 kW, corresponding to 20, 40, 60, 80 and 100% of full engine
load. Then, those conditions are kept the same for operating
all dual fuel cases. As it is looked for carrying out dual fuel
mode with a high gaseous fuel contribution compared to that
of the pilot liquid fuel, the minimum injected diesel fuel
quantity is fixed constant (around 5 g/min) for all engine load
conditions to cover approximately 10% of the engine rated
power (4.5 kW at 1500 rpm). Below this value, the auto-ignition
is not ensured and the engine stall out is favorably occurred.
To pass from one load condition to another one, the engine
power output is adjusted through the gaseous fuel quantity
(biogas or biogas/H2 blend). In the first objective of this study,
the improvement of 100% biogas use has been investigated by
a partial substitution with various H2 ratios (10, 15 and 20% by
volume). Thereafter, a supplement attempt has been made for
further improvement of biogas/H2 combustion. The blend of
biogas enriched with 20% H2 is selected to be combined with
the increase in the total equivalence ratio (TER) only by
decrease the intake air volume flow rate via the valve throttle
adjustment to accomplish the engine operation under me-
dium open throttle (MOT). In engine tests conducted under
wide open throttle (WOT) conditions, the intake air volume
flow rate is 20% higher than that of MOT conditions.
The energy share in dual fuel mode operation is expressed
as the ratio of energy supplied by each fuel mixture to the sum
of the energy supplied by the gaseous fuel and diesel fuel. The
diesel, biogas and hydrogen energy shares are calculated ac-
cording to the following expressions:
m_ D LHVD
Diesel energy share ½% ¼  100
m_ BG LHVBG þ m_ D LHVD þ m_ H2 LHVH2
(1)
·
m BG LHVBG
Biog as energy share ½% ¼ · · ·
m BG LHVBG þ m D LHVD þ m H2 LHVH2
 100
(2)
m_ H2 LHVH2
Hydro genenergy share ½% ¼
m_ BG LHVBG þ m_ D LHVD þ m_ H2 LHVH2
 100
(3)
where m_ D (kg/s) is the pilot diesel fuel mass flow rate and
m_ BG ; m_ H2 (kg/s) are respectively the biogas and hydrogen mass
flow rates in DF mode. LHV is the low heating value of each

Table 4 e Performed tests.

Load (%) Power Fueling mode Gaseous Energy share (%) Total equivalence ratio
output (kW) fuel
Biogas H2 diesel WOT MOT
composition
(CH4:CO2:H2%by v.)
20 0.9 Conventional diesel e e e 100 0.226 e
DF/100Biogas 70:30:0 37.74 e 62.269 0.236 e
DF/90Biogas-10H2 63:27:10 31,91 18,22 49,86 0.234 e
DF/85Biogas-15H2 60:25:15 26,97 24,86 48,16 0.219 e
DF/80Biogas-20H2 56:24:20 23,64 30,95 45,42 0.242 0.264
40 1.8 Conventional diesel e e e 100 0.294 e
DF/100Biogas 70:30:0 57.41 e 42.58 0.323 e
DF/90Biogas-10H2 63:27:10 40.87 23.82 35.30 0.338 e
DF/85Biogas-15H2 59.5:25.5:15 35.01 32,33 32,68 0.33 e
DF/80Biogas-20H2 56:24:20 29,99 39,21 30,79 0.337 0.389
60 2.8 Conventional diesel e e e 100 0.388 e
DF/100Biogas 70:30:0 65,22 e 34,78 0.435 e
DF/90Biogas-10H2 63:27:10 45,62 26,51 27,87 0.421 e
DF/85Biogas-15H2 59.5:25.5:15 38,75 35,77 25,49 0.433 e
DF/80Biogas-20H2 56:24:20 33,29 43,54 23,17 0.453 0.519
80 3.6 Conventional diesel e e e 100 0.49 e
DF/100Biogas 70:30:0 69,61 e 30,39 0.506 e
DF/90Biogas-10H2 63:27:10 47,71 27,72 24,57 0.501 e
DF/85Biogas-15H2 59.5:25.5:15 40,58 37,48 21,94 0.479 e
DF/80Biogas-20H2 56:24:20 34,748 45,44 19,82 0.536 0.586
100 4.5 Conventional diesel e e e 100 0.61 e
DF/100Biogas 70:30:0 72,22 e 27,78 0.57 e
DF/90Biogas-10H2 63:27:10 49,27 28,66 22,07 0.58 e
DF/85Biogas-15H2 59.5:25.5:15 42,32 39,09 18,59 0.56 e
DF/80Biogas-20H2 56:24:20 35,95 47,03 17,02 0.59 e

Please cite this article as: Bouguessa R et al., Experimental investigation on biogas enrichment with hydrogen for improving the
combustion in diesel engine operating under dual fuel mode, International Journal of Hydrogen Energy, https://doi.org/10.1016/
j.ijhydene.2020.01.003
 international journal of hydrogen energy xxx (xxxx) xxx
test fuel (MJ/kg). Table 4 summarizes the details of all per-
formed tests.
To evaluate the performance of this engine operating
under dual fuel mode, brake specific energy consumption
(BSEC) and brake thermal efficiency characteristics are
calculated according to:
 
MJ m_ BG LHVBG þ m_ D LHVD þ m_ H2 LHVH2
BSEC ¼ (4)
kWh power output
and
3600 x power output
BTE ð%Þ ¼ (5)
m_ BG LHVBG þ m_ D LHVD þ m_ H2 LHVH2
Results and discussion
Effect of biogas enrichment with hydrogen
Fig. 2a, b shows the in-cylinder pressure variation versus
crank angle for 40% and 100% of full engine load under con-
ventional diesel mode and DF mode with biogas and biogas/H2
blends. Unlike the common spark ignition or diesel engines,
the combustion process in a typical dual fuel engine is
accomplished with a strong completeness of the liquid/
gaseous fuels interaction, which depends on the ignition
characteristics pilot fuel and the gaseous fuel type and its
amount in the cylinder charge. At light load, it is noticed that
DF mode with either pure biogas or its blends leads to a
decrease in the pressure peak. This is expected to come, at this
running point achieved within a leanness of the gaseous fuel-
air mixture, from the burning of a small amount of pilot fuel
and a part of the gaseous fuel that is considered surrounding
the combustion centers of the pilot and subsequent less
complete oxidizing of the gaseous fuel. Szwaja et al. reported
that a low formation of ignition centers leads to a significant
reduction in combustion quality at low loads [26]. At these
conditions, no consistent flame propagation may take place
from the ignition centers and H2 affecting burned zones.
However, when the engine operates at full load, the variation
tendency of the pressure peak values corresponding to DF
mode is reversed than that of conventional mode where the
difference becomes increasingly important with biogas
enrichment ratio. For such higher engine load, achieved by
Fig. 2 e In-cylinder pressure variation versus crank angle at loads : a) light and b) high.
Please cite this article as: Bouguessa R et al., Experimental investigation on biogas enrichment with hydrogen for improving the
combustion in diesel engine operating under dual fuel mode, International Journal of Hydrogen Energy, https://doi.org/10.1016/
j.ijhydene.2020.01.003
7
increasing the gaseous fuel quantity while keeping approxi-
mately the same quantity of the pilot fuel used at light loads,
the in-cylinder temperature increases, as it is revealed later by
the heat release rate traces. This situation tends as a result of
the ignition delay shortness and the combustion improve-
ment. In comparison to biogas/H2 blends as primary fuel, the
pressure peak of pure biogas decreases 2e5 bars and occurs
0.5e1.8 crank angle degrees later. This difference can be
explained by the partial substitution of CO2 content in the
gaseous mixture by hydrogen having a better ignitability, a
higher calorific value and flame propagation speed, tending to
promote the biogas combustion.
The heat release analysis, given in terms of the observed
change in pressure, volume and the corresponding changes in
properties of the system, can provide useful information for
expressing the relationship between the engine operating
conditions (engine design changes, fuel injection system, fuel
type and combustion mode) and the engine outputs (power,
torque, thermal efficiency, specific fuel consumption and
pollutant emissions) [27]. In this approach, the equivalent
combustion energy is assumed to be released throughout the
charge and may be considered to be akin to an equivalent
transient heat supplied to the contents of the cylinder while
accounting for the corresponding changes in their properties.
The heat release rate (HRR) plot with crank angle is shown in
Fig. 3a, b at 40 and 100% of engine load conditions for both
diesel and dual fuel modes. At low engine load, the HRR for
dual fuel mode with either pure biogas or biogas/H2 blend has
a same tendency to that of diesel mode with a delay in the
combustion initiation (located at the crank angle where HRR
becomes positive), a fast and low peak in the first combustion
period of premixed type and an extended diffusion combus-
tion phase. This could be the fact that at this running point a
very mixture is supplied, where no consistent flame propa-
gation may take place from the ignition centers and pilot-
influenced burning regions. However, operating the engine
at full load by increasing only the energy share due to gaseous
fuel and keeping constant the pilot fuel amount as previously
mentioned, leads to a modification in the HRR pattern, which
becomes consisting of two evident peaks with a significant
intensity, particularly for blends with high H2 substitution.
The first peak is attributed to the combustion of the pilot fuel
and the gaseous fuel that is considered to be in the immediate
vicinity. The second peak, which seems to be negligible at 40%
8 international journal of hydrogen energy xxx (xxxx) xxx

Fig. 3 e HRR variation versus crank angle at loads : a) light and b) high.

of engine load, is considerably increased (from 28 J/ CA to 35 J/

CA) at such high engine load due to the subsequent turbulent
flame propagation (and sometimes auto-ignition) within the
overall lean mixture of mainly the gaseous fuel in air. In
comparison to pure biogas, it is shown that H2 blending the
gaseous fuel brings forward the HRR peaks of the 1st and 2nd
combustion periods with a further increase in their intensity.
This is a result of the combined effect of the H2 properties
(calorific value, laminar flame speed) and the combustion
improvement due to the engine running conditions in terms
of total fuel-air equivalence ratio, gaseous fuel energy share
and engine load. Furthermore, at such high engine load, one
can notice that HRR tendencies are reversed during the last
combustion phase where that of pure biogas becomes higher
than those of biogas/H2 blends. This could be the result of the
flame propagation enhancement with H2 enrichment leading
to the increase in the burned fuel amount during initial
combustion phases and lowering consequently the HRR in the
late combustion phase.
Fig. 4a, b shows, for various engine load conditions, the
effect of biogas blending with H2 on engine performance
expressed by the brake specific energy consumption (BSEC)
and the brake thermal efficiency (BTE). This performance
feature, estimated for H2/biogas DF mode, is compared to
corresponding values for conventional diesel mode. First, it is
noticeable that present BSEC and BTE results confirm the dual
fuel default outcomes conventionally obtained under low to
moderate engine load conditions whatever the primary fuel
type. At 20% of full engine load condition, BSEC is approxi-
mately 30% higher for dual fuel mode, with either pure biogas
or biogas/H2 blends, than conventional diesel mode. Under
this circumstance, the fail in engine performance is the result
of various factors mainly depending on the pilot fuel low
quantity, the biogas characteristics and its concentration in
air and the prevailing local operating conditions associated
especially with the slow propagating flame in the entire
charge covering within the time available. Obviously, the
flames initiated from the pilot fuel auto-ignition cannot
spread correctly and enough into the surrounding gaseous
lean mixtures, tending to the incomplete gaseous fuel
oxidation.
When the engine load is further increased, the difference
between BSEC or BTE values of conventional diesel mode and
those of DF mode becomes increasingly insignificant until
reversing the trend of both combustion modes at full engine
load condition, where the BTE value of DF mode becomes
approximately 18% higher than diesel mode. Knowing that the
engine load increase is achieved only by raising the energy
share due to gaseous fuel and keeping constant the injected
diesel fuel mass, the combustion of such richer mixtures leads
to generate higher temperature and enhance the flame prop-
agation. Conversely to BSEC variation with engine load, BTE
values still increase since the gaseous fuel energy share in-
creases at higher loads. Hence, this improvement is confirmed
by the variation of the methane content in the exhaust
emissions versus engine load, as shown in Fig. 5 Through a

Fig. 4 e Engine performance variation with engine load: a) BSEC b) BTE.

Please cite this article as: Bouguessa R et al., Experimental investigation on biogas enrichment with hydrogen for improving the
combustion in diesel engine operating under dual fuel mode, International Journal of Hydrogen Energy, https://doi.org/10.1016/
j.ijhydene.2020.01.003

90
Specific CH4 emissions (g/kW h)
60
30
0 flame propagation into the bulk of the gas fueleair charge
0 20
Fig. 5 e Specific methane emissions variation with engine
load.
continuing increase in the intake gaseous fuel concentration,
the improvement in the dual fuel combustion clearly appears
at medium and high engine load where the methane oxida-
tion approaches completion at full engine load. Concerning
biogas partial substitution with H2, a significant enhancement
in methane conversion, associated with an improvement in
engine performance, is noticed almost for all hydrogen blends
especially for blends highly enriched. It reaches approxi-
mately 38% decrease of methane content in the exhaust
emissions for the blend containing 20% H2 by volume respect
to pure biogas over the entire engine load range. This is due,
on one hand, to the biogas substitution and on the other hand,
to the H2 mass heating value and its low density tending to the
increase in laminar flame speed of the blend, which results in
Specific UHC emissions (g/kW h)
Fig. 6 e Specific unburned hydrocarbon emissions variation with engine load.
Please cite this article as: Bouguessa R et al., Experimental investigation on biogas enrichment with hydrogen for improving the
combustion in diesel engine operating under dual fuel mode, International Journal of Hydrogen Energy, https://doi.org/10.1016/
j.ijhydene.2020.01.003
international journal of hydrogen energy xxx (xxxx) xxx 9
the improvement in gaseous fuel combustion process, as
Diesel
aforementioned.
Biogas The variation plot of the specific unburned hydrocarbon
Biogas +10H2
UHC emissions versus engine loads is shown in Fig. 6. Under
Biogas + 15H2
low and medium engine load conditions, it is clearly noticed
Biogas + 20H2
that UHC emissions are significantly higher for the DF mode
than for conventional diesel mode. As is mentioned previ-
ously, the increase in the gaseous fuel content leads increas-
ingly to decrease the gap. On continuing with increasing the
relative gaseous fuel concentration in the intake charge, an
enhancement progression of the combustion zone and some
consume a greater proportion of the fuel. This leads to a
considerable combustion improvement confirmed at full en-
40 60 80 100 120 gine load by reversing the trend of both combustion modes,
Engine load (%) where the specific UHC emissions of DF mode becomes
approximately 50% lower than diesel mode. Regarding the
effect of biogas enrichment with H2 on UHC, it is depicted for
over entire engine load range that UHC emission values are
further decreased than those of pure biogas particularly the
blends within high H2 content. The presence of some
hydrogen with methane brings about a very substantial in-
crease in the reaction and flame propagation rates. This is
revealed by the reduction in the ignition delay particularly at
low engine load conditions within unfavorable knocking
conditions such as poorer overall equivalence ratio and lower
charge temperature.
The variation plot of the specific carbon monoxide (CO)
emissions versus engine load is shown in Fig. 7 for conven-
tional diesel and dual fuel modes with either pure biogas or
biogas/H2 blends. Evidently, the total carbon content in both
the diesel pilot fuel and the biogas/H2 gas leads to form a
higher level of CO emissions than for conventional diesel
mode, practically over the entire engine load range except the
full load where the specific CO emissions of DF mode becomes
180
Diesel
Biogas
150 Biogas + 10H2
Biogas + 15H2
Biogas + 20H2
120
90
60
30
0
0 20 40 60 80 100 120
Engine load (%)
10 international journal of hydrogen energy xxx (xxxx) xxx

60 stated, the formation of NOx mainly depends on the com-

Diesel bustion temperature, the oxygen availability and the resi-
Biogas
Biogas + 10H2 dence time for which oxygen-nitrogen reactions occurring to a
Specific CO emissions (g/kW h)

45
Biogas + 15H2
Biogas + 20H2
30
15
0 are less important compared to biogas/H2 blends, particularly
0 20 40 60 80
Engine load (%)
Fig. 7 e Specific carbon monoxide emissions variation with
engine load.
approximately 35% lower than diesel mode. For conventional
diesel mode under full engine load, the high CO formation is
the result of rich pockets where partial oxidation of carbon
atom is favored. For dual fuel mode with low overall equiva-
lence ratio used at light and medium loads, the combustion
temperatures are low and the flame propagation from the
ignition source is relatively slow. Some of this carbon mon-
oxide may not get oxidized sufficiently rapidly in the time
available as a result of the combustion process lack to achieve
the whole charge oxidation, as well as the quenching effect.
Concerning the effect of biogas enrichment with H2, it is
revealed a supplementary reduction in CO emission values
than those of pure biogas particularly the blends highly
enriched. As previously mentioned, since hydrogen contains
no carbon content and has a fast burning rate, the fact for
which the biogas/H2 blend combustion is enhanced and more
complete, leading as a result of the decrease in the CO emis-
sion concentrations.
The variation plot of the specific nitrogen oxides NOx
emissions versus engine loads is shown in Fig. 8. As usually
significant completion level. From 20% to 80% of full engine
loads, the specific NOx levels in dual fuel mode with either
pure biogas or biogas/H2 blends is considerably lower than for
conventional diesel mode because of the insufficient oxygen
quantity in the mixture as well as the low temperature.
However, the variation tendency of the NOx values is reversed
at full engine load due mainly to the large inducted gaseous
fuel leading such richer mixtures to engender higher tem-
perature and improve the combustion rate. For the effect of
biogas blending with H2, NOx emission values for pure biogas
100 120 at full engine load where the gap is approximately 6% for
biogas containing H2 at 20% by volume. This is due to the
improvement in the biogas/H2 combustion process, which
results in higher HRR as already shown and hence higher
temperature of the whole charge.
Fig. 9 shows the plot of specific particulate matter (PM)
versus engine loads for diesel and DF modes. As it is expected,
the diesel fuel combustion emits a high quantity of particu-
lates and smoke, particularly at high engine loads where larger
fuel quantity is injected. The main cause of PM formation in
diesel engine is the high-temperature pyrolysis of the heavy
hydrocarbons in the diesel fuel [27]. Under DF mode, the major
part of the overall gaseous fuel mixture, including less carbon
content, is lean and burns in a premixed mode. In these con-
ditions, the majority of the exhausted PM is accordingly
formed from the combustion of the diesel pilot fuel. This leads
to a significant decrease in the PM concentration, as compared
to conventional diesel mode. As the gap between diesel and DF
modes is 38% at 20% of engine load which becomes up to 95%
under full engine load, it is noticed that enriching biogas with
H2 has a negligible effect on the PM reduction.
Effect of equivalence ratio
As in spark ignition engines, the gaseous fuel combustion is
of premixed nature occurring within a richer fuel air

25
500
Diesel
Specific NOx emissions (g/kW h)

Biogas
Specific particulate matter (mg/kW h)

Diesel
Biogas + 10H2 400 Biogas
20
Biogas + 15H2 Biogas + 10H2
Biogas + 20H2 Biogas + 15H2
300 Biogas + 20H2

15

200

10
100

5 0
0 20 40 60 80 100 120 0 20 40 60 80 100 120
Engine load (%) Engine load (%)

Fig. 8 e Specific nitrogen oxides emissions variation with Fig. 9 e Specific particulate matter emissions variation
engine load. with engine load.

Please cite this article as: Bouguessa R et al., Experimental investigation on biogas enrichment with hydrogen for improving the
combustion in diesel engine operating under dual fuel mode, International Journal of Hydrogen Energy, https://doi.org/10.1016/
j.ijhydene.2020.01.003
 international journal of hydrogen energy xxx (xxxx) xxx 11

mixtures, an attempt is proposed to further improve the and improve the BTE in all tested engine loads such it is
drawbacks of biogas/H2 dual fuel combustion in terms of shown in Fig. 10b. In Fig. 10c, d, it is clearly shown that the
performance and UHC, CO and NOx emissions. In compari- combustion process improvement is also confirmed by the
son to the previous shown test cases conducted under wide decrease up to 28% in UHC emissions and 30% in CO emis-
open throttle (WOT), this issue focuses to operate at medium sions when loading the engine at 60%. This comportment
open throttle (MOT) for increasing the total equivalence ratio could be explained by the high charge richness, which gen-
(TER) around 12% only by reducing the inducted air volume erates higher temperature and enhances the flame propa-
by 20%. gation conditions. However, in MOT operation with high total
Fig. 10 shows the global effect of total equivalence ratio on equivalence ratio, NOx emissions values (Fig. 10e) are lower
BSEC, BTE, NOx, CO and UHC emissions, as a function of the than those obtained under WOT, practically over the entire
engine load. In Fig. 10a, it is shown that the increase in the engine load range except at 80% of engine load where the
equivalence ratio tends to improve BSEC up to 15% overall specific NOx emissions of MOT mode becomes approxi-
engine load conditions. Actually, the BSEC is decreased when mately 3% higher than WOT mode. Recently, the best
less air-flow rate is inducted to the cylinder. In fact, at MOT compromise is achieved by controlling the NOx emissions
condition, the gaseous mixture becomes more homogeneous levels at high engine loads using after-treatment system in
which is useful to complete combustion, limit misfire cases the exhaust.

30 35
TER=0.24
(a) (b)
TER=0.59

Biogas +20H2 (WOT) Biogas + 20H2 (WOT)

TER=0.54
25 TER=0.26 Biogas + 20H2 (MOT) TER=0.52
Biogas +20H2 (MOT) 28
TER=0.45

TER=0.34
20 TER=0.39
BSEC (MJ/kW h)

TER=0.39 21 TER=0.34
BTE (%)

TER=0.45
15 TER=0.52 TER=0.26
TER=0.54
TER=0.59 TER=0.24
14
10

7
5

0 0
20 40 60 80 20 40 60 80
Engine load (%) Engine load (%)

150 48
TER=0.24 (c) (d)

125 Biogas +20H2 (WOT) 40 TER=0.24 Biogas + 20H2 (WOT)

Specific UHC emissions (g/kW h)

Specific CO emissions (g/kW h)

Biogas +20H2 (MOT) Biogas + 20H2 (MOT)

TER=0.26
TER=0.26
TER=0.34
100 32
TER=0.39

TER=0.34
75 24
TER=0.39 TER=0.45

50 TER=0.45 16
TER=0.52 TER=0.54

TER=0.52 TER=0.59
TER=0.54
25 8
TER=0.59

0 0
20 40 60 80 20 40 60 80
Engine load (%) Engine load (%)

20
(e)
Biogas + 20H2 (WOT)
18 TER=0.24
Biogas + 20H2 (MOT)
Specific NOx emissions (g/kW h)

16
TER=0.26
14

12
TER=0.34
10 TER=0.39
TER=0.45
TER=0.52 TER=0.54 TER=0.59
8

2
20 40 60 80
Engine load (%)

Fig. 10 e Effect of total equivalence ratio on: a) BSEC, b) BTE, c) UHC, d) CO and e) NOx emissions.

Please cite this article as: Bouguessa R et al., Experimental investigation on biogas enrichment with hydrogen for improving the
combustion in diesel engine operating under dual fuel mode, International Journal of Hydrogen Energy, https://doi.org/10.1016/
j.ijhydene.2020.01.003
12 international journal of hydrogen energy xxx (xxxx) xxx
Conclusion
In the present experimental investigation, the effect of biogas
enrichment with H2 has been conducted for improving the
diesel engine operation under DF mode at a constant speed
and for various engine loads. The impact on the engine per-
formance has shown that biogas enrichment with H2 leads to
a considerable decrease in the exhausted CH4 concentration,
associated with an improvement in the BSEC. Regarding UHC
and CO emissions, the main dual fuel drawback, it is shown
that H2 blending biogas generates low pollutant concentra-
tion, as compared to pure biogas. The increase in engine load
until 80% of full load, DF mode with either pure biogas or
biogas/H2 bends remains exhibit lower NOx levels than the
conventional diesel fuel mode. For the particulate matter, DF
mode reduces the emission levels up to 95% than those of
diesel mode, where the effect of H2 addition is negligible. As a
supplement attempt in biogas/H2 dual fuel improvement, the
increase in the global equivalence ratio has lead to a consid-
erable decrease in UHC and CO emissions.
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