J. Inst. Eng. India Ser.
C
https://doi.org/10.1007/s40032-018-0440-z
ORIGINAL CONTRIBUTION
Effects of Exhaust Gas Recirculation on Performance
and Emission Characteristic of SI Engine using Hydrogen
and CNG Blends
Pravin Tukaram Nitnaware1 • Jiwak G. Suryawanshi2
Received: 2 January 2015 / Accepted: 3 January 2018
Ó The Institution of Engineers (India) 2018
Abstract This paper shows exhaust gas recirculation
(EGR) effects on multi-cylinder bi-fuel SI engine using
blends of 0, 5, 10 and 15% hydrogen by energy with CNG.
All trials are performed at a speed of 3000, 3500 and
4000 rpm with EGR rate of 0, 5, 10 and 15%, with equal
spark timing and injection pressure of 2.6 bar. At specific
hydrogen percentage with increase in EGR rate NOx
emission reduces drastically and increases with increase in
hydrogen addition. Hydrocarbon (HC) and carbon
monoxide (CO) emission decreases with increase in speed
and hydrogen addition. There is considerable improvement
in brake thermal efficiency (BTE) and brake specific
energy consumption (BSEC) at 15% EGR rate. At
3000 rpm, 5% EGR rate with 5% hydrogen had shown
maximum cylinder pressure. Brake specific fuel con-
sumption (b.s.f.c) increased with increase in EGR rate and
decreased with increase in hydrogen addition for all speeds.
Keywords EGR
NOx
HCNG blends
CNG

Hydrogen
Notations
BSNOx Brake specific nitrogen oxides
BMEP Brake mean effective pressure
BSEC Brake specific energy consumption
BTE Brake thermal efficiency
CO Carbon monoxide
& Pravin Tukaram Nitnaware
ptnitnaware1972@gmail.com
1
D Y Patil College of Engineering, Akurdi, Pune 411044,
India
2
Visvesvaraya National Institute of Technology, Nagpur
440010, India
CNG Compressed natural gas
EGR Exhaust gas recirculation
HCNG Hydrogen CNG blends
H2 Hydrogen
HC Hydrocarbon
IMEP Indicated mean effective pressure
N2 Nitrogen
NOx Nitrogen oxides
ST Spark timing
WOT Wide open throttle
Introduction
Hydrogen blending is used to improve low burning velocity
of CNG during lean burn combustion. With increase in
hydrogen percentage in methane the combustion tempera-
ture increases which give rise to NOx formation. Exhaust gas
recirculation is used to reduce combustion temperature.
Exhaust gas recirculation reduces NOx concentration with
improvement in thermal efficiency when hydrogen is added.
NOx formation in engine is primarily a function of reac-
tion temperature, duration of combustion and available
oxygen. NOx formation increases with increase in tempera-
ture, longer high temperature combustion period and greater
availability of oxygen at lean condition. Running engine
either very lean or rich reduces NOx emission because in lean
condition the temperature is less and in rich condition oxy-
gen supply is reduced. In SI engine due to lean air fuel ratio
and low flame temperature of natural gas (Table 1), the level
of NOx emission are lowered as compared to gasoline
engine. However in dedicated CNG engine the NOx level is
expected to be higher due to higher combustion temperature
and more heat release rate. Table 2 shows the properties of
HCNG blends and C/H ratio on energy basis.
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Table 1 Properties of fuel

Property Units Gasoline Methane Hydrogen

Auto ignition temperature K 501–744 813 858

Combustion energy per kg of stoich mixture mJ 2.79 2.56 3.37
Density (gas) kg/m3 5.11 0.64 0.0838
Adiabatic flame temperature K 2470 2148 2318
Higher heating value mJ/kg 48.29 52.68 141.7
Laminar burning velocity in air m/s 0.37–0.43 0.38 1.9
Lower heating value mJ/kg 44 46.72 120
Minimum energy for ignition mJ 0.24 0.29 0.02
Quenching gap in air mm 2 2.03 0.64
Research octane number 90–100 [ 120 [ 130
Stoichometric A:F ratio kg/kg 15.08 17.19 34.2
Volumetric LHV at NTP kJ/m3 195,800 32,573 10,046

Literature Review
Different technique and approaches are used by researcher
to reduce NOx emissions in HCNG engine. In 1993, Das
and Mathur [1] observed that NOx emission increases with
the increase in combustion temperature, duration of high
temperature combustion period and availability of oxygen.
The experiment shows that the exhaust temperature
decreases and BSFC increases with increase in EGR rate.
Dimopoulos, et al. [2] observed that an HCNG blend with
EGR rate compared to CNG has potential of increasing the
efficiency of engine while substantially reducing engine out
NOx emission with slight increase in HC increasing the
hydrogen content of the fuel results in accelerating com-
bustion and increase in heat losses. Increasing EGR rate
slows down combustion which reduces pumping work and
in-cylinder peak temperature. 15% hydrogen addition leads
to more than 3% increase in engine efficiency. With optimum
EGR rate and spark timing (ST), NOx emissions reduced by
45% and THC emissions increased by 7% with no change in
engine out CO emissions.
Ochoa, et al. [3] observed that in naturally aspirated SI
Engine, NOx emission increases with increase in equivalence
ratio. Brake Specific NOx (BSNOx) almost remains constant
for 30% hydrogen addition with increase in BMEP for
equivalence ratio 0.65. Hu, et al. [4] observed that in SI
engine hydrogen addition shows large influence on the flame
development duration than on the rapid combustion dura-
tion. The COVIMEP increases with increase in EGR rate.
Hydrogen addition decreases COVIMEP. Engine fuelled with
HCNG blends combining with proper EGR rate can realize
the stable low temperature combustion in engine.
From literature review it is observed that in HCNG
blends, NOx emission increases with increase in equiva-
lence ratio due to rise in combustion temperature. Exhaust
gas recirculation reduces NOx emissions by reducing
combustion temperature. At specific hydrogen percentage
BSFC increases with increase in EGR rate. At higher EGR
rate NOx emissions and brake specific fuel consumption
decreases with increase in hydrogen percentage. For
improvement in volumetric efficiency and power output
cooled EGR is better than hot EGR. Nitrogen, carbon
dioxide and hot EGR gas diluents in intake charge can be
used to suppress NOx emission. Hot EGR is more effective
at higher fuel flow rate. N2 is better diluents as compared to
hot EGR and CO2 as it replaces excess oxygen without

Table 2 Properties of HCNG blends by energy

Properties CNG 5% H2 10% H2 15% H2

Percentage of energy substitution of H2 0 5 10 15

By volume percentage of hydrogen 0 14.29 26.045 35.870
By volume percentage of CNG 100 85.70 73.954 64.129
Lower heating value, kJ/kg 46,720 48,191 49,758 51,431
Mass fraction of hydrogen, % 0 2.00 4.146 6.428
Mass fraction of CNG, % 100 97.99 95.853 93.571
C/H ratio 0.25 0.23 0.214 0.196
Lower heating value, kJ/m3 59,347 53,558 48,802 44,826
Stoich. A:F ratio 17.16 17.50 17.846 18.24

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much sacrifice in thermal efficiency. Optimum ignition
timing increases with increase in EGR rate and decreases
with hydrogen addition. EGR affect stability of engine
which is reflected in the rise of the COVIMEP [5]. Increase
in EGR rate reduces pumping work and in-cylinder peak
temperature. HC and CO emission increases with increase
in EGR rate and decreases with increase in hydrogen
addition. Partial replacement of the hydrocarbon fuel by
hydrogen combined with EGR rate results in simultaneous
reduction of NOx emissions.
Experimental Setup
Experimentation is done on 3 cylinder, 4-stroke SI engine
(Fig. 1) using hydrogen and CNG blends. Setup is instru-
mented with Ni-DAQ system and TAMMONA ECU
operated injection software to control gas injectors. AVL 5
Gas analyzer is used to measure HC, CO, CO2, O2 and
Chemiluminescence method is used to measure NOx.
Engine loading is done by eddy current dynamometer and
cranking by dc shunt motor. Different mountings (that is, U
tube manometer, thermocouple, fuel flow meter, cooling
tower, etc.) are used to measure the observation during the
trials. Timing light is used to measure spark timing and
TDC pulse crank angle sensor to measure speed. Fuel flow
meter is designed as per fuel density and used to measure
hydrogen and CNG flow. Flame trap is used to arrest flame
developed due to backfire in combustion chamber. Cooling
tower is designed and used to maintained constant tem-
perature of 80°C during experimentation as per SAE
standard IJ1312. Piezoelectric pressure transducer is used
to measure in-cylinder combustion pressure. Two stage
pressure regulator is used to reduce pressure of CNG from
200 to 2.6 bar and in hydrogen 150 to 2.6 bar. During trial
steady state condition is maintained as per SAE standard
[6, 7].
Fig. 1 HCNG experimental setup. 1—Five gas analyzer, 2—eddy
current dynamometer, 3—crank angle sensor, 4—mixer, 5—CNG
cylinder, 6—fuel rail, 7—ON/OFF valve, 8—two stage pressure
regulator, 9—flame trap, 10—load cell, 11—CNG flow meter, 12—
hydrogen cylinder, 13—hydrogen two stage pressure regulator with
flame arrestor, 14—hydrogen flow meter, 15—air box, 16—O2 sensor
All HCNG blends are formed online and supplied to
engine intake port through ECU operated injectors.
Exhaust gases are cooled with EGR cooler. The cooled
EGR is supplied to intake manifold to mix with fresh
charge. Different EGR flow rates are controlled through
manually operated EGR valve. The EGR flow rate is
measured with water manometer, attached to air box of
engine. The EGR trial is performed at steady state condi-
tion when all the engine operating parameters are adjusted
at the specified conditions [6, 7].
In order to calculate the mass of CNG/hydrogen to be
supplied in different blend, the engine is operated with
100% CNG. The mass flow of CNG, consumed at different
loading conditions, speed and equivalence ratio are mea-
sured. From the mass of CNG consumed, the energy con-
sumed at different loading conditions is calculated.
Results and Discussion
All trials are performed at WOT condition and constant
speed of 3000, 3500 and 4000 rpm with EGR rate of 0, 5,
10, and 15% by volume. Fuel injection pressure of 2.6 bar
is maintained for HCNG blends of 0, 5, 10 and 15%
hydrogen by energy (that is, 0, 14, 26 and 36% by volume).
Objective of experimentation is to study the effects of
speed and EGR rate on 5% hydrogen blend.
Volumetric Efficiency
Volumetric efficiency directly affect the power output of
the engine. Figure 2 shows, that with increase in EGR
rate volumetric efficiency decreases due to displacement
of fresh charge by exhaust gases. Figure 3 shows volu-
metric efficiency increases with increase in speed and
decreases with increase in EGR rate for all fuel blends
of HCNG. At specific EGR rate as the fraction of
hydrogen increases it reduces the volumetric heating
value of charge which results in decrease in power
output. At injection pressure of 2.6 bar and 3000 rpm
with increase in EGR rate volumetric efficiency reduced
by 5 to 7% for all blends due to lower density of
hydrogen. For 15% EGR rate and 5% hydrogen addition
volumetric efficiency reduced by 8 to 10%.
Brake Thermal Efficiency
Brake thermal efficiency relates with the conversion of heat
into useful work. Brake thermal efficiency increases with
increase in speed due to improvement in flame speed and
decreases with increase in EGR rate due to slow burning
velocity and quenching. At higher EGR rates BTE reduces
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Fig. 4 Variation of brake thermal efficiency with percentage of EGR

Fig. 2 Variation of volumetric efficiency with percentage of EGR rate at 3000 rpm
rate at 3000 rpm

Fig. 5 Variation of brake power with speed for 15% hydrogen blend
Fig. 3 Variation of volumetric efficiency with speed for different
percentage of EGR rates

due to partial burning of charge. Figure 4 shows at specific

EGR rate compared to CNG brake thermal efficiency
increases with increase in hydrogen addition due to
increase in combustion temperature and shortening of
combustion duration. For 5% HCNG blend and 15% EGR
rate BTE increased by 20.82% at 3000 rpm compared to
CNG. Figure 5 shows brake power decreases with increase
in EGR rate for all speed. At 15% EGR rate and 15%
hydrogen blend brake power reduced by 7%.
Fig. 6 Variation of equivalence ratio with percentage of EGR rate for
blends of HCNG
Equivalence Ratio
addition CO concentration is higher (5.97 g/kWh) and it
Equivalence ratio increases with increase in EGR rate due
decreases with increase in speed. Figure 7 shows with
to decrease in combustion energy of fresh charge. Figure 6
increase in hydrogen addition, CO reduces due to reduction
shows at 3000 rpm the range of equivalence ratio is from
in carbon to hydrogen (C/H) ratio and oxidation of CO at
1.1 to 1.2 for injection pressure 2.6 bar and decreases with
higher temperature. Figures 8 and 9 shows at 3000 rpm
increase in hydrogen addition.
and 15% EGR rate carbon monoxide emission reduced by
63.63% for 15% hydrogen blend compared to CNG.
Carbon Monoxide
Hydrocarbon
Carbon monoxide emission increases with increase in EGR
rate and decreases with increase in speed. For 15% Hydrocarbon emission increases with increase in EGR rate
hydrogen addition, C/H ratio reduced by 20% compared to and decreases with increase in hydrogen addition. The
CNG. At 3000 rpm, 15% EGR rate and 5% hydrogen decrease in burning velocity and increase in combustion

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Fig. 7 Variation of C/H ratio with HCNG blends
Fig. 8 Variation of carbon monoxide (percentage of vol) with
percentage EGR rate for HCNG blends
Fig. 9 Variation of carbon monoxide with percentage EGR rate at
3000 rpm
duration at higher EGR rates leads to bulk mixture quenching
which give rise to HC formation. Hydrogen addition reduces
HC emission especially at higher EGR rate due to rise in
combustion temperature and decrease in quenching distance.
Also with hydrogen addition HC post flame oxidation is
promoted due to rise in combustion temperature. Figure 10
shows HC emission increases with increase in EGR rate. At
specific EGR rate, hydrogen addition reduces HC emission.
Figure 12 shows at 3000 rpm and 15% EGR rate hydrocarbon
emission reduced by 67.74% compared to CNG for 5%
hydrogen addition. Figure 11 shows hydrocarbon emission
increases with increase in speed and decreases with increase in
EGR rates. At 3500 rpm and 15% EGR rate hydrocarbon
emissions reduced by 28.42% compared to CNG for 15%
hydrogen addition.
Fig. 10 Variation of hydrocarbon with percentage of EGR rate at
3000 rpm
Fig. 11 Variation of hydrocarbon with speed for different EGR rates
Fig. 12 Variation of oxides of nitrogen with percentage of EGR rate
at 3000 rpm
Oxides of Nitrogen
Hydrogen addition increases burning velocity and heat release
rate which increases combustion temperature giving rise to
NOx. For all blends of hydrogen NOx concentration decreases
with increase in EGR rate due to dilution of charge by exhaust
gases which reduce combustion temperature and mixture
burning velocity. EGR also reduces fresh air fuel mixture
intake which reduces power output and thermal efficiency.
Figure 12 shows at 3000 rpm, 15% EGR rate shown drastic
reduction in NOx emission. With increase in speed NOx
concentration increases at all EGR rates and at specific speed
NOx concentration decreases with increases in EGR rate.
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Fig. 13 Variation of oxides of nitrogen with speed at different EGR rates
Fig. 14 Variation of brake specific energy consumption with per-
centage of EGR rate at 3000 rpm
Fig. 15 Variation of cylinder max pressure with crank angle for 5%
HCNG blend at different EGR rates
Hence the optimum EGR is considered for NOx reduction and
engine performance. With increase in hydrogen addition NOx
reduction is more at lower EGR rate compared to higher EGR
rate. Figure 13 shows at 3000 rpm, 15% EGR rate shown
83.21% NOx reduction compared to CNG (11.62 to 1.95 g/
kWh) for 5% H2 addition.
Brake Specific Energy Consumption
BSEC increases with increase in EGR rate and decreases
with increase in hydrogen addition due to improvement in
combustion characteristics. Figure 14 shows at 3000 rpm,
15% EGR rate for CNG BSEC increased by 25% and for
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J. Inst. Eng. India Ser. C
5% hydrogen blend decreased by 23.49% due to dilution of
charge at higher EGR rate.
Cylinder pressure increases with increase in hydrogen
blend and tends towards TDC due to improvement in
combustion duration and increase in flame speed. Fig-
ure 15 shows effects of EGR rate on combustion for 5%
hydrogen addition and 3000 rpm speed cylinder peak
pressure is maximum for 5% EGR rate.
Conclusion
NOx concentration decreases with increase in EGR rate and
increases with increase in Hydrogen addition. At higher
EGR rate and specific HCNG blend, NOx emission dras-
tically reduced with slight increase in HC and CO emis-
sions. At 3000 rpm 15% EGR rate and 5% hydrogen
addition by energy shown improvement in performance
with reasonable emission values. Brake thermal efficiency
decreased with increase in EGR rates and increased with
increase in hydrogen fraction. At 3000 rpm cylinder peak
pressure is maximum for 5% hydrogen addition and 5%
EGR rate. Hydrocarbon emission increases with increase in
speed and decreases with increase in EGR rate. For 15%
EGR and 15% hydrogen addition carbon monoxide emis-
sions reduced drastically by 63.63% compared to CNG at
3000 rpm. For 5% H2 addition and 15% EGR rate NOx
emissions reduced by 83.21% compared to CNG
(11.62 to 1.95 g/kWh). Engine fuelled with natural gas
hydrogen blend combined with EGR is a positive move to
obtain high thermal efficiency and low NOx emissions.
References
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(2007)
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