International

Journal of Mechanical
Engineering
and Technology (IJMET),
ISSN 0976 6340(Print),
INTERNATIONAL
JOURNAL
OF MECHANICAL
ENGINEERING
AND
ISSN 0976 6359(Online), VolumeTECHNOLOGY
5, Issue 9, September (2014),
pp.
455-462

IAEME
(IJMET)

ISSN 0976 6340 (Print)

ISSN 0976 6359 (Online)
Volume 5, Issue 9, September (2014), pp. 455-462
IAEME: www.iaeme.com/IJMET.asp
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IJMET
IAEME

PERFORMANCE AND EMISSION ASSESSMENT OF HYDRO-OXY

GAS IN 4-STROKE S.I. ENGINE
Fenil Desai1,
1, 2, 3

Priyank Dave2,

Hitesh Tailor3

Assistant Professor, S.N.Patel Institute of Technology & Research Centre, Umrakh

ABSTRACT
The menace posed by climate change and the striving for security of energy supply is issues
high on the political agenda these days. Governments are making strategic plans in motion to reduce
primary energy use, take carbon out of fuels and alleviate modal shifts.
Electrolysis of water can give us hydrogen in form of oxy-hydrogen gas which can be used as
an alternative fuel for any internal combustion engine. The work contains method design for the
production of oxy-hydrogen gas. Later, blend of oxy-hydrogen gas and petrol or diesel is used
instead of only petrol/diesel to study the influence of the oxy-hydro gas on the performance of the
internal combustion engine.
This article offers a comprehensive overview of HHO. Issues that are discussed include
fundamental of internal combustion engine parameters, details of power calculations and their
emissions characteristics and a state of the art on increasing power output and efficiency with lesser
fuel consumption while controlling emissions.
Keywords: Combustion, Emissions, HHO, Power, SI Engine.
1. INTRODUCTION
In 2011, India was the fourth largest energy consumer in the world after the United States,
China and Russia. Indias economy grew at an annual rate of approximately 7 percent since 2000 and
proved relatively resilient to the 2008 global financial crisis. India had the 10th largest economy in
the world in 2011, as measured by the nominal Gross Domestic Product (GDP). In the International
Energy Outlook 2011, EIA projects India and China to account for the biggest share of Asian energy
demand growth through 2035. Risks to economic growth in India include high debt levels,
infrastructure deficiencies and political polarization between the countrys two largest political
parties.1
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International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print),
ISSN 0976 6359(Online), Volume 5, Issue 9, September (2014), pp. 455-462 IAEME

The sources of petroleum are limited and by the present state of its usage it will deplete in
near future, also their concentrations are limited to some of the nation therefore their monopoly will
ever exist. Also, due to global warming, coastal areas are getting submerged and burning of
petroleum fuel will add to greenhouse gases. The cost of petroleum products are high and hence are
unaffordable to most of the people in most developing countries causing acid rains; are the byproduct of combustion. How much we try to compensate with an alternative fuel for our vehicles like
cars working with electric motors, solar panels, but the bottom line is that we are still lagging behind
in the technical aspect compared to petroleum fuels. So not to compete with petroleum fuels but to
help petroleum fuels to exist longer life in turn help to survive this ever demanding automobile
industry. Mindset of the vehicle user or buyer is to have a vehicle with decent looks, greater torque
and at the same time better mileage. But unfortunately, even with the latest technology, it is difficult
to achieve the golden mean between them. So in order to conserve petroleum fuels for future, there is
a need of alternative and innovative fuel.
Electrolysis of water can give us hydrogen in form of oxy-hydrogen gas which can be used as
an alternative fuel for any internal combustion engine. In this research work influence of oxyhydrogen gas blended with conventional fuel like petrol and diesel is studied on the performance of
internal combustion engine1.
Oxy-hydrogen gas is an enriched mixture of hydrogen and oxygen bonded together
molecularly and magnetically. Oxy-hydrogen gas is produced by electrolysis of water using caustic
soda or KOH as the catalyst or any other liable solution. Pulse Width Modulation (PWM) is a
method of transmitting information on a series of pulses, changing the frequency, rather than a
continuously varying analog signal. It will allow keeping constant regulated amperage going to HHO
system. PWM amperage adjustment (Trimmer) and built-in ammeter will make that controlling easy.
This ability keeps the cell running at cool operating temperatures and prolongs the life of the cell
while increasing the HHO output. Oxy-hydro gas was used as a supplementary fuel in four cylinders,
four strokes, spark ignition (SI), compression ignition (CI) engine without any modification and
without need for storage tanks. Its effects on exhaust emissions and engine performance
characteristics were investigated. It will help in burning the fuels completely. This technique helps in
complete combustion of fuels, which not only saves the fuel but also helps out atmosphere by
reducing emissions by means of green transportation. Help out to atmosphere by controlling
emission, saves money by complete combustion of fuels, increases mileage to the vehicle and helps
in maintaining the vehicle life for a long run. On completion this system will be an eco-friendly
device that can be fit into the vehicles for green transportation. Engine torque also increased and
pollution gets reduced to maintaining the greenhouse effect. Presence of oxy-hydrogen gas during
combustion process decreases the brake specific fuel consumption and also increases the brake
thermal efficiency.
In the experimental setup and analysis of the performance of the IC engine under the
circumstances where a blend of oxygen and hydrogen gas will be provided in the internal
combustion engine along with the conventional fuel like petrol or diesel. The performance of the
engine, the exhaust and the air pollutants in the form of emissions will be observed and analyzed.
Table 1: Comparison of hydrogen to diesel and unleaded gasoline
Unleaded
Properties
Diesel
Hydrogen
Gasoline
Auto-ignition Temperature (K)
530
533-733
858
Minimum Ignition Energy (mJ)
0.24
0.02
Flammability Limits (vol % in air)
0.7-5
1.4-7.6
4-75
Stoichiometric Air-Fuel Ratio on Mas
14.5
14.6
34.3
456

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print),
ISSN 0976 6359(Online), Volume 5, Issue 9, September (2014), pp. 455-462 IAEME

Basis
Limits of Flammability (equivalence
ratio)
Density at 16 C and 1.01 bar (kg/m3)
Net Heating Value (MJ/kg)
Flame Velocity (cm/s)
Diffusivity in air (cm2/s)
Octane Number (RON/MON)
Cetane Number
II.

0.7-3.8

0.1-7.1

833-881
42.5
30
30/40-55

721-785
43.9
37-43
0.08
92-98/80-90
13-17

0.0838
119.9
265-325
0.63
130/-

EXPERIMENTAL SETUP AND PROCEDURE

The hydro-oxy system was added to the engine without any modification. HHO gas was
generated in reactor container by various types of electrodes (reactors) in various molality aqueous
solutions of catalysts. The positive current positively charged the anodes which yielded the
electrolysis reaction of the electrolytic solution and eventually released gaseous oxygen and
hydrogen were generated which, in turn, surfaced at the top portion of reactor container. Electrical
power that fed the electrodes was measured and it was observed that reaction field was the major
factor that influenced the amount of hydro-oxy gas generated. Experiments on aqueous solutions of
catalysts demonstrated that HHO gas flow rate increased in relation to mass fraction of catalyst in
water. However, if the molality of NaOH in solution exceeded 1% by mass, current supplied from
battery increased dramatically due to the too much reduction of total electrical resistance. The plate
electrode and NaOH were found the most efficient reactors and catalysts in relation to electrical
power consumed. Technical specifications of the engine used in this experimental study are shown in
Table 2.
An electronic control unit was designed and manufactured to decrease HHO flow rate by
decreasing voltage and current. Experiments depicted that voltage around 7.3V and current around
5.9A was suitable values for the engine speed below 2600 rpm and data logger was programmed
according to these values. HECU was designed according to working principles of a Pulse Width
Modulation (PWM) Circuit based on the 555 Timer which is the process of switching the power to a
device on and off at a given frequency, with varying on and off times with aid of a Metal Oxide
Semiconductor Field Effect Transistor (MOSFET). IRFZ46N MOSFET was used due to its high
electrical current endurance (50 A) and high triggering capacity. Schematic diagram of the circuit is
shown in Fig. 1 and pin descriptions for the 555 Timer are:

Amperage regulation trimmer (potentiometer) must be tuned only one time.

Frequency regulator (regulated at factory to optimal frequency for STAFOR HHO
generators.
Frequency measurement point (can be measured with almost any kind of frequency meters).
Impulse signal with amplitude in 5V between point F and -IN terminal.
Jumper for switching between Low (30Hz-3000Hz) and High (3kHz-30kHz) frequency
-IN terminal - GND battery Input
-OUT terminal - PWM power supply to HHO CELL negative line
+OUT terminal - PWM power supply to HHO CELL positive line
+IN terminal - +12/24V Battery Input

457

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print),
ISSN 0976 6359(Online), Volume 5, Issue 9, September (2014), pp. 455-462 IAEME

Fig.1: pulse width modulator

Electrodes were made of 316L stainless steel due to its high corrosion resistance. Every test
was repeated three times and averages were taken as results. A multi meter was used to measure
output voltage and current, a flow meter was used to measure the flow rate of hydro-oxy gas and a
gas analyzer was used to observe the exhaust emissions. Technical specifications of the HHO system
are given in Table 3.
A float system was assembled into the reactor container to prevent short circuits through
hydro-oxy gas expanded in reaction pot. Dynamometer which has a torque range of 0-1700 Nm,
speed range of 0-7500 rpm was connected with the engine to control the speed by manually adjusting
the load. The engine speed, power output, SFC, HC and CO emissions were measured by the
calculations and flue gas analyzer. Hydro-oxy gas was firstly sent to a water safety system to prevent
back flash using a 1/3 water-filled pot before being sent to the intake manifold. Sensors were located
on the container to observe excess growth of water temperature and gas pressure. A return-safety
valve was used to prevent rising of gas pressure over 1 bar in the container. General view of
experimental set-up is shown in fig.2

Fig.2: Experimental set-up and HHO kit

458

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print),
ISSN 0976 6359(Online), Volume 5, Issue 9, September (2014), pp. 455-462 IAEME

Table 2: Technical specifications of engines

Items
Specification
Engine name
Rope drum engine
Engine capacity (CC)
196
Power (BHP)
6.5
Mech. Power (KW)
2.4
Bore (mm)
68
Stroke (mm)
54
Compression ratio
8.5:1
Maximum rpm
3600
Table 3: Technical specification of the HHO generator
Maximum gas supply
20ml/min
Electrodes (anode cathode)
316L stainless steel plates
Maximum electrolysis voltage and current
12 V 10A
Electrolysis voltage and current
6V
3A
Electrolyte
KOH aqueous solution
Reactor container volume
103.908cm3
Water level control
Float control
Water temperature
40-45 C
dimensions
100mm * 45mm
weight
200gms
III.

RESULT AND DISCUSSION

An experimental work is carried out to cover different speed and loads on SI engine. Two
different speeds were chosen namely 1960 rpm and 2520 rpm. The load range was no load to 80% of
total load. Two readings were taken for each rpm value, one is without HHO generator kit and other
is With HHO generator kit. All tables show the calculation of torque, power and fuel consumption
and graph shows the comparison of power with and without HHO generator. Moreover, emission
analysis is carried out to check the exhaust with the help of flue gas analyzer and results are shown
for both, with and without HHO kit for SI engine.
Engine power
Table 4: calculations without HHO kit @1960 rpm
N(rpm)

W (kg)

S (kg)

(W-S) in kg

1960
1960
1960
1960

2
4
6
8

1
2
1.5
1.5

1
2
4.5
6.5

(m)

T (Nm)

P (KW)

0.131
0.131
0.131
0.131

1.2851
2.5702
5.7829
8.3532

0.263
0.527
1.167
1.714

459

Time (s) for

2ml fuel
consumption
18.0
16.84
11.60
7.87

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print),
ISSN 0976 6359(Online), Volume 5, Issue 9, September (2014), pp. 455-462 IAEME

Table 5: Calculations with HHO kit @1960 rpm

N(rpm)

W (kg)

S (kg)

(W-S) in kg

1960
1960
1960
1960

2
4
6
8

1
1.1
1.3
1.5

1
2.9
4.7
6.5

(m)

T (Nm)

P (KW)

0.131
0.131
0.131
0.131

1.2851
3.7268
6.0400
8.3533

0.263
0.765
1.239
1.714

Time (s) for

2ml fuel
consumption
21.75
19.59
14.77
12.45

Power Produced @ 1960 rpm

Power produced (kW)

2
1.5
1
withouthho

0.5

with HHO

0
2

Load (kg)

Fig. 3: graph for power produced at 1960 rpm

Table 6: Calculations without HHO kit @2520 rpm

N(rpm)

W (kg)

S (kg)

(W-S) in kg

2520
2520
2520
2520
2520

2
4
6
8
10

1.5
2
3
3
2.5

0.5
2
3
5
7.5

(m)

T (Nm)

P (KW)

0.131
0.131
0.131
0.131
0.131

0.6425
2.5072
3.8553
6.4255
9.6383

0.169
0.678
1.017
1.69
2.54

Time (s) for 2ml

fuel
consumption
12
13.5
10
9.25
4.89

Table 7: Calculations with HHO kit @2520 rpm

N(rpm)

W (kg)

S (kg)

(W-S) in kg

2520
2520
2520
2520
2520

2
4
6
8
10

1.5
2
2.5
2.25
2

0.5
2
3.5
5.75
8

(m)

T (Nm)

P (KW)

0.131
0.131
0.131
0.131
0.131

0.645
2.5072
4.4978
7.3893
10.2808

0.169
0.68
1.19
1.95
2.71

460

Time (s) for 2ml

fuel
consumption
14.53
15.32
11
10
6.80

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print),
ISSN 0976 6359(Online), Volume 5, Issue 9, September (2014), pp. 455-462 IAEME

Power Produced
(kW)

Power Produced @ 2520rpm

3
2
1
0

Without HHO
2

10

With HHO

Load (kg)
Fig.4: Graph for power produced at 2520 rpm

Power and torque

From above tables and graphs, It can be seen that with the increase in load at same rpm,
Torque and Power are increases. The increase in power is due to oxygen concentration of hydro-oxy
gas and better mixing of hydro-oxy with air and fuel that yield enhanced combustion. High laminar
flame velocity of hydro-oxy yields decreased ignition delay and shorter combustion period that
provides lower heat losses, much system.
SFC
The Specific Fuel Consumption is also shown in tables and it can be clearly seen that when
HHO is installed, there is average 22% decrease in fuel consumption at 1960 rpm and at 2520 rpm
there is average 15% reduction in fuel consumption. the improvement in engine brake thermal
efficiency for the hydro-oxy enriched SI engine is more evidently seen at high speed conditions. The
reduction in SFC is due to uniform mixing of hydro-oxy with air (high diffusivity of hydro-oxy) as
well as oxygen index of hydro-oxy gas which assists gasoline during combustion process and yields
better combustion. This can be attributed to that, at high speeds, the Petrol fuel is hard to be
completely burnt at lean conditions due to the increased residual gas fraction and poor mixing. Since
HHO gains a high flame speed and wide flammability, the addition of hydrogen would help the fuel
to be burned faster and more complete at high speed conditions.
Emissions analysis

SR.NO
1
2
3
4
5
6
7

Table 8: Emission analysis at 2520 rpm

PARAMETERS
UNIT
RESULT (without HHO)
Particulate matter
mg/Nm3
SO2
ppm
0.70
NOx
ppm
1.48
CO2
4.6
O2
13.25
CO
1.19
HC
1054

RESULT (with HHO)

0.60
1.27
2
16.51
1.51
534

It can be clearly distinguished that level of emitted gas is decreasing when HHO is installed
at 2520 rpm. Though there is an increase in oxygen emission, which is a positive sign for
environmental prospects. There is almost 15% reduction in SOx emissions,14% reduction in NOx
emissions, more than 50% reduction in CO2 emission because hydrogen takes place in combustion.
Though CO emissions are increasing but that is because of higher rpm. Since HHO gas contains
461

International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 6340(Print),
ISSN 0976 6359(Online), Volume 5, Issue 9, September (2014), pp. 455-462 IAEME

oxygen, higher combustion efficiency is obtained and increment for CO emission is slower unless
HHO flow rate is diminished to appropriate flow rate values while approaching low speeds. he
variation of HC emission with engine speed is depicted in. An average reduction of 50% at HC
emission is achieved at engine speed of 2520 rpm. At high speed conditions, short opening time of
manifolds prevents adequate air to be taken into the cylinder and petrol fuel cannot be burned
sufficiently. Short quenching distance and wide flammability range of hydrogen yield engine to
expel less HC emissions especially under high speed conditions and low speed conditions with the
aid of HECU. Besides, oxygen index of hydro-oxy yields better Combustion which diminishes HC
emission. At low engine speeds, due to high volume occupation of HHO gas, correct air cannot be
taken into the cylinder which prevents fuel to be combusted completely.
IV

CONCLUSION

V.

At mid and higher engine speeds; the HHO system with SI Engines yields higher engine
torque output compared to pure petrol fueled engine operation unless HECU is added to the
system.
Without varying and ameliorate mixing of HHO-air and oxygen content of HHO stimulate
combustion which has a major impression on Specific Fuel Consumption by using an
adequate capacity HHO system.
High burning velocity, wide flammability range, oxygen content and absence of carbon make
HHO gas an appropriate fuel addition to obtain adequate combustion which yield reputable
reduction of HC, CO2, NOx and CO emissions when a sufficient HHO system is used.
REFERENCES

Journal paper
[1]
[2]
[3]
[4]
[5]
[6]
[7]
[8]
[9]

Optimization of Fuel Consumption using HHO in HDL Technique Verified in FPGA, by

K. Chakrapani, DR. P. Neelamegam.
Hydrogen-fueled internal combustion engines, by Sebastian Verhelst& Thomas Wallner.
Investigation on combustion and emissions of DME / gasoline mixtures in a sparkignition engine, by Changwei Ji,Shuofeng Wang, Bo Zhang.
Supplement fuel generator for vehicle engines, by Ira C. Nissley.
Hydrogen generator for uses in a vehicle fuel system, by Dennis Klein.
Hydrogen-oxygen fuel cell, by David H. Hirsch, Gregory R. Monette, J. W. Pettigrew.
Hydrogen-oxygen fuel cell for use with internal combustion engines, by Patrick Dufour.
Hydrogen and oxygen system for producing fuel for engines, by John F. Munday.
Oxygen and hydrogen generator apparatus for internal combustion engines, by Edward G.
Mosher, John T. Webster.

Theses
[10] Effect of hydroxyl (HHO) gas addition on performance and exhaust emissions in
compression ignition engines, by Ali Can Yilmaz.
Book
[11] International Energy Outlook, by U.S. Energy Information Administration.
462