Fuel 280 (2020) 118632

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Effect of HHO gas enrichment on performance and emissions of a diesel T

engine fueled by biodiesel blend with kerosene additive
⁎
M.S. Gada, M.K. El-Fakharanyb, E.A. Elsharkawyb,
a
Mechanical Engineering Department, Faculty of Engineering, Fayoum University, Egypt
b
Faculty of Engineering, Kafrelsheikh University, Kafrelsheikh 33516, Egypt

A R T I C LE I N FO A B S T R A C T

Keywords: In recent work, biodiesel from cottonseed oil was prepared by transesterification. Then, it was mixed with crude
Cottonseed biodiesel diesel in 20% volumetric percentage producing B20 blend. Moreover, Kerosene was used as an additive to the
Kerosene blend to reduce the cold start problem at low temperature operation in volume percentages of 5% and 10%. HHO
HHO gas was developed by water electrolysis with sodium bicarbonate hydroxide catalyst. HHO was developed at a
Performance
flow rate of 0.3 LPM. The emissions and performance study of diesel engine using cotton ethyl ester blend
Emissions
enriched with HHO gas and kerosene additives was explored in this research. HHO gas with kerosene blends
accompanied by ethyl ester cotton oil lessened the brake specific fuel consumption and increased the brake
thermal efficiency by 17% and 26.2%, respectively compared to the biodiesel blend B20. The decreases in
exhaust gas temperature, CO2, CO and increase in NOx emissions reached to 20.6%, 11.7%, 11% and 14%,
respectively by the addition of HHO and 5% kerosene. While, blending 10% of kerosene with HHO gas to the
blend resulted in the highest decrease in specific fuel consumption, exhaust gas temperature, CO2 and CO by
17%, 20.7%, 15.45% and 32.65% relative to B20. Biodiesel blend with HHO and 10% kerosene displayed the
maximum increases in thermal efficiency and NOx emissions based on B20 by 19% and 11.9%, respectively.
HHO enriching is favorable in the combustion characteristics improvement but kerosene enhanced the cold flow
properties of biodiesel.

1. Introduction specific fuel consumption was increased by 7% relative to traditional

The rising of energy consumption, toxic pollution and oil scarcity
contributed to the search about economical substitute fuel. Petroleum
fuels play a major role in such developments in order to increase the
major sectors such as agriculture, transport, and manufacturing and to
meet the other major human needs [1]. About 11,000 million tons of
fossil fuels annually are used worldwide. Such consumption would
drain the resources very soon. The environmental impact of its growth
increases as the demand for electricity rises. Vegetables oils (castor oil,
cottonseeds oil, Jatropha, etc.) have the advantages of low sulfur, high
flash and lubricity as diesel fuel. They have very high viscosity and
lower cetane level, calorific value and volatility as their major dis-
advantages [2,3]. Although Cotton ethyl ester has the lower calorific
value, low sulfur content and high lubricity, it showed the less thermal
efficiency, output power and high specific fuel consumption related to
crude diesel. There was a reduction in CO and a rise in NOX emissions
relative to fossil diesel owing to the oxygen content of biodiesel and
cetane number. The thermal efficiency was declined by 5.91% and the
diesel [4,5].
Cottonseed (genus Gossypium) contains about 16 –17% of its weight
as oil. The content of fatty acids are linoleic acid (54.4%), palmitic
(21.6%) and oleic (18.6%) [6]. The experiment was done on a diesel
engine burning cottonseed biodiesel blends of B5, B10, B15, and B20
[7]. The major fatty acids in cotton biodiesel were palmitic acid
(27.76%) and linoleic acid (42.84%). The use of biodiesel blends led to
CO and HC reductions and NOx emissions increase related to diesel oil.
The FTIR range revealed the existence of fatty acid methyl ester (FAME)
by demonstrating the stretching bending vibrations between
2679 cm−1 and 2036 cm−1. The calorific value of cotton biodiesel was
smaller than diesel oil [8–10].
Kerosene enhanced the low temperature ignition properties and
improved the cold start. Kerosene improves the liquid phase penetra-
tion, atomization, evaporation, and reduced the cone angle. Kerosene
improves the cool flame intensity led to the high temperature hot flame.
Kerosene showed a narrower ignition limit. Ignition delays of kerosene
and diesel oil blends were increased about diesel oil. Enrichement with

⁎
Corresponding author.
E-mail addresses: elsayedtawfeeq@yahoo.com, elsayed_tawfek@eng.kfs.edu.eg (E.A. Elsharkawy).

https://doi.org/10.1016/j.fuel.2020.118632
Received 23 April 2020; Received in revised form 29 June 2020; Accepted 3 July 2020
0016-2361/ © 2020 Elsevier Ltd. All rights reserved.
M.S. Gad, et al.
Nomenclature
B0 Pure diesel oil
B20 Cotton biodiesel blend (20% biodiesel and 80% diesel oil
by volume)
B20 + HHO Cotton biodiesel blend with HHO addition
B20 + HHO + K5 Cotton biodiesel blend with HHO and 5% ker-
osene
B20 + HHO + K10 Cotton biodiesel blend with HHO and 10%
small percentage of kerosene led to a rapid cold start and enhanced
volatility to solve the cold start problem in the cold environment. Waste
cooking biodiesel blend with kerosene can be used in cold conditions
[11–13]. The poor injection, improper atomization and incomplete
combustion due to the higher viscosity and surface tension can be
solved by the fuel addition of low viscosity such as kerosene [14].
Safflower biodiesel was blended with kerosene as K10, K25 and K50.
NOx emissions were decreased by 68.2%, 56.9% and 55.1% for 10, 25
and 50% kerosene percentages, respectively. Specific fuel consumptions
for kerosene and biodiesel blends were decreased [15]. The injection
duration of kerosene is longer than diesel oil due to its lower viscosity.
Kerosene spray penetration and spray velocity are lower but the spray
angle is greater than diesel fuel. The entrained air kerosene spray is
higher than pure diesel which has contributed to the fuel–air mixing
enhancement [16,17].
The introduction of HHO increased the engine output power due to
the hydrogen content in HHO gas. The rise in brake output power was
from 5.07 to 11.5% due to the higher hydrogen calorific value. Relevant
specific fuel consumption decrease and thermal efficiency improvement
by HHO addition are due to the hydrogen and oxygen impacts and
complete combustion [18]. HHO gas was introduced in the air intake by
a dry cell. There was a reduction in fuel consumption from 6 to 12%
with HHO flow rate of 1 LPM of [19,20]. In comparison to biodiesel,
HHO addition decreased the CO, HC and smoke emissions and the
improvement in thermal efficiency was negligible [21]. The improve-
ment in thermal efficiency was 6.5% for HHO gas at a flow rate of 0.75
LPM. The decreases in CO, HC and smoke emissions were 58, 60 and
49%, respectively about diesel oil. NOX emission was increased because
of the oxygen content in HHO gas [22].
The alkaline electrolyzer was adapted to the engine to produce the
HHO gas. HC and CO emissions had been lowered by 22 and 23%,
respectively [23]. The Hydroxyl gas system was adapted to the engine
test rig. Tests were run using biodiesel blends and ethanol enriched by 1
LPM of HHO. In addition to biodiesel, HHO enhanced the performance
and lowered the emissions of diesel engines [24]. HHO dry cell was
connected to the diesel engines using the KOH catalyst. BSFC was de-
creased and the thermal efficiency was improved with HHO application
by 3.81 and 2.79%, respectively [25]. Hydrogen induction in the air
intake manifold improved the thermal efficiency for diesel, grapeseed
biodiesel and neat grapeseed oil. There was an increase in NOx emission
for grapeseed biodiesel with hydrogen addition by 43.61% and de-
creases in CO, smoke and CO2 emissions [26]. The electrolysis of HHO
gas depends on the electrode material, electrolyte concentration and
current. HHO system consists of the electrolyser, water tank, bubbler
and flame arrester [27].
Karanja biodiesel blends were supplemented with HHO with flow
rate of 0.73 LPM relative to diesel. The application of hydrogen to
biodiesel blends raises the production of NOx to 20.73% relative to
crude diesel [28 –30]. HHO oxygen content improved the combustion
characteristics of diesel. The thermal efficiency was raised by 21.67%
and BSFC was decreased by 17.53% at 100% of engine load for HHO
integration to biodiesel blends due to the better air–fuel mixture and
efficient combustion [31–33]. The thermal efficiency of hydrogen en-
riched with B20 biodiesel was improved. Exhaust gas temperature and
2
Fuel 280 (2020) 118632
kerosene
BSFC Brake specific fuel consumption, g/kW.hr
BTE Brake thermal efficiency, %
CO Carbon monoxide emission, ppm
CO2 Carbon dioxide emission, %
EGT Exhaust gas temperature.
HHO Hydroxy gas (2 hydrogen and 1 atom oxygen molecules)
LPM Liter per minute
NOX Nitrogen oxide emission, ppm
NOx emission were increased with the introduction of HHO, but CO and
HC emissions were declined [34]. HHO was enriched with castor me-
thyl ester and diesel blend CME20. There is an improvement in thermal
efficiency by 4.3% with HHO addition to CME20 [35]. HHO gas gave
the better performance and emissions reduction because of the oxygen
and carbon-free contents [36,37]. Engine performance was improved
and emissions were decreased with enriching of HHO gas with biodiesel
[38]. The surfactant Span80 was used to reduce the liquid surface
tension. The nano additive was added to the emulsion fuel in 30 ppm
concentration. The NOx and smoke emissions were decreased. The en-
hancement in thermal efficiency was shown for the emulsion fuel
compared to pure oil [39]. The reductions in HC and CO emission were
shown under the effect of nerium oleander nanoemulsion fuel. Cerium
oxide nanoparticle is an oxidation additive because of the oxygen
content. The micro explosion, secondary atomization was shown due to
the addition of ceria nanoparticle [40].
From the literature review, there was shortage of papers concerning
the addition of kerosene and HHO gas to cottonseed biodiesel. Our
research paper focused on the addition of small volume percentages of
kerosene to reduce the cold flow properties, viscosity of biodiesel in the
cold environment, improved atomization and ignition. Biodiesel blend
was supplemented with HHO gas in the air intake manifold to enhance
the biodiesel properties, improve the performance and decrease the
emissions. In this paper, we take the two improving effects as HHO and
kerosene addition on biodiesel blend. Cottonseed biodiesel was devel-
oped by transesterification from cottonseed oil. Biodiesel blend prop-
erties were tested according to ASTM. Kerosene was added to biodiesel
in volume percentages of 5 and 10% as K5 and K10. HHO gas genera-
tion was built. A comparative analysis was undertaken to demonstrate
the impact of HHO and kerosene additives on the engine performance
and emissions relative to the biodiesel blend. Several researchers have
concluded that it's not preferable to use high percentages of biodiesel as
they lead to high levels of NOx emissions. So, the research work focused
on studying the impact of blending biodiesel with kerosene to widen the
biodiesel large scale application. The lower viscosity of kerosene
eliminates the use of it purely due to the excessive wear and leakage in
the injection pump, so small percentages were used. The recent work
sheds light on using HHO gas as an additive to the biodiesel-kerosene
blends which aims in turn to enhance the performance and emissions of
the diesel engine.
2. Methodology
2.1. Biodiesel production process
The water contained in the raw oil influences on the transester-
ification, the raw oil had been heated to 110 °C at a constant mixing
speed of 1 hr on a ceramic hot plate to evaporate the water content. The
raw oil was obtained from an officially approved location in Egypt
(Afforestation Management, Ministry of Agriculture). The method of
heating oil was accompanied by a normal cooling cycle at room tem-
perature. Biodiesel was then produced by small scale transesterification
process in which methanol and KOH (250 ml of methanol, 13 g of
potassium hydroxide) were added to 1 L of the oil as reported by Sundar
M.S. Gad, et al. Fuel 280 (2020) 118632

K.et al. [41]. KOH was dissolved into methanol when the oil was heated Table 2
to 65 °C with the aid of a hot plate magnetic stirrer. Methanol and KOH HHO configuration.
mixture was introduced into the oil and a steady stirring speed of Parameters Values
450 rpm was maintained for one hour. The mixture was then permitted
to cool down at the room temperature. Plate Dimensions Rectangular 250 × 200 mm
Power supply 12 V, 20 A
The mixture was allowed to be separated under the gravitational
Catalyst Potassium Hydroxide (KOH)
force by a separation funnel for 24 h. The glycerol layer at the bottom No. of plates 9 plates
was removed and the upper methyl ester was separated. Biodiesel was Catalyst concentration 0.2%
washed five times with deionized warm water at 50oC. The produced
methyl ester was heated to 80oC for 30 min to evaporate the water
content. Cottonseed biodiesel was mixed with crude diesel in a volume Table 3
percentage of 20% as B20. An ultrasonicator of frequency 40 kHz and Engine specifications.
160 W produced the uniform distribution of kerosene concentrations in No. Engine parameters Specification
biodiesel blend. Kerosene was added to biodiesel as K5 and K10.
Properties of tested fuels (B20, B20 + K5 and B20 + K10) such as 1 Engine model DEUTZ F1L511
2 Number of cylinders 1
density, viscosity, cetane number and calorific values were evaluated as
4 Bore (mm) 100
shown in Table 1. Since there's a small difference in density between the 5 Stroke (mm) 105
cotton seed biodiesel B20 and kerosene, no separation was observed 6 Compression ratio 17.5:1
while the blends were stored for short time. The blends storage for long 7 Fuel injection advance angle 24° BTDC
time requires the surfactant addition to eliminate the sedimentation. On 8 Rated brake power (kW) 5.775 at 1500 rpm
9 Injector opening pressure (bar) 220
the other hand, the addition of HHO gas can be supplied the engine in
the intake air manifold. Using HHO gas as an additive to kerosene-
biodiesel blends may therefore be applicable. load at 1500 rpm rated speed. The maximum uncertainties in thermal
efficiency, exhaust gas temperature, brake power, specific fuel con-
2.2. HHO production sumption and engine speed measurements are 1.5%, 0.2%, 0.85%,
2.2% and 0.15%, respectively.
The system consisted of a parallel dry cell electrolyzer, water tank, The experiment overall uncertainty was evaluated by the addition of
solenoid relay, bubbler, pulse width modulation, electrical wires and the individual instruments uncertainties as shown:
fittings. Flame arrestor was added to reduce the backfire of the engine. Total percentage uncertainty of this experiment =
HHO dry cell was operated with a DC battery supply of 12 V and 20
Amp. The dry cell consists of stainless-steel rectangular plates and (uTexh)2 + (ubp)2 + (usfc )2 + (uN )2 + (uther )2 + (uCO )2
gaskets that are clamped together. The Water flows between the plates + (uCO2)2 + (uNOx )2
gaps inside the cell. The cell consists of 9 plates. The produced hydroxy
gas passed from the cell to the gas flow meter to measure its flow rate. = (0.2)2 + (0.85)2 + (2.2)2 + (0.15)2 + (1.5)2 + (0.01)2 + (1)2
The collected amount of water in the graduated cylinder per unit time + (0.4)2 + (0.2)2 + (1)2
was calculated as the HHO flow rate. Then, HHO gas was introduced in = ± 3.5%
the air intake manifold of the engine at a steady flow rate of 0.3 LPM.
HHO system specifications were shown in Table 2. Where:
uTexh: EGT uncertainty.
ubp: Brake power uncertainty.
2.3. Experimental test rig
usfc: Specific fuel consumption uncertainty.
uN: Engine speed uncertainty.
The experimental tests were conducted on a 5.775 kW maximum
uther: BTE uncertainty.
output power diesel engine. The engine specifications are seen in
uCO: CO emission uncertainty.
Table 3. The setup schematic diagram is displayed in Fig. 1. The power
uHC: CO2 emission uncertainty.
output of the engine was calculated by an AC generator of 6 kW max-
uNOx: NOx emission uncertainty.
imum electrical power coupled to the test engine. Anemometer was
used to measure the inlet air stream speed to the air box connected to
the engine. The air mass flow rate was evaluated from the air speed. 3. Results and discussion
The intake air temperature was recorded by LM35 temperature sensor.
The exhaust gas temperature was evaluated using a type k thermo- 3.1. Brake specific fuel consumption (BSFC)
couple. One burette with a stopcock was used to quantify the fuel
stream of biodiesel and diesel fuels. The analog and voltage of the Fig. 2 illustrates the effect of cottonseed biodiesel B20 blended with
output electric load were recorded. The load bank consisted of electrical HHO and kerosene on BSFC at load variation. Brake specific fuel con-
lamps. Handheld multi-gas analyzer of model OPTIMA7 utilized for the sumption was lessened at the lower engine loads and increased with the
estimation of exhaust gases concentrations with details shown in load increase. Specific fuel consumption for cottonseed methyl ester
Table 4. The tests were done at different loads from 0 to 100% of engine increased about crude diesel because of the biodiesel lower calorific

Table 1
Properties of kerosene and biodiesel blends.
Fuel properties Diesel Kerosene B100 B20 B20 + K5 B20 + K10 Standard ASTM

Specific gravity 0.835 0.813 0.88 0.842 0.839 0.83 D-1298

Calorific value, kJ/kg 42,560 40,323 39,050 41,500 41,200 41,000 D-240
Kinametic viscosity mm2/s 4.1804 1.96 4 2.5 2 1.8 D-445
Cetane number 45 40 52 47 ——— ————— D-613

3
M.S. Gad, et al. Fuel 280 (2020) 118632

Fig.1. Experimental setup schematic diagram.

Table 4
Specifications of the exhaust gas analyzer.
Gas Range Resolution Accuracy
low High

CO 0–300 ppm 0–10% 1 ppm ± 100 ppm or 5% reading > 0.4% / 10% reading < 0.4%
NOx 0–300 ppm 0–2000 ppm 1 ppm ± 5 ppm or 5% reading > 1000 ppm / 10% reading < 1000 ppm
CO2 0–20% 0.1% ± 0.3% Vol.% abs.
O2 0–21% 0.01% ± 0.2% Vol.% abs.
Exhaust gas temperature 0–1100 °C 1 °C ± 2 oC reading > 200/ 1% reading < 200 °C

Fig.2. Influence of tested fuels on specific fuel consumption at different loads.

Fig.3. Thermal efficiencies values at different engine loads for the tested fuels.

value. Kerosene blending improved the atomization, volatility and in-
complete combustion due to the lower viscosity of kerosene. In-
troduction of biodiesel blend with HHO contributed to a decline in the
BSFC owing to the higher calorific of HHO. The decrease in brake
specific fuel consumption for biodiesel blending with kerosene and
HHO gas could be attributed to the combined effect of these additives
on fuel atomization, vaporization and improved combustion char-
acteristics. The brake specific fuel consumptions for diesel, B20,
B20 + HHO, B20 + HHO + K5 and B20 + HHO + K10 were 237,
285, 262, 264 and 240 g/kW.hr, respectively at 100% of load.
3.2. Brake thermal efficiency (BTE)
Brake thermal efficiency for diesel, cottonseed oil biodiesel, en-
riching with HHO and kerosene additives was shown in Fig. 3. Brake
thermal efficiency is higher as the engine load increased due to the
consumed fuel increase. The thermal efficiency for biodiesel was less
than the crude diesel due to the lower calorific value, atomization
problems, improper fuel mixture and incomplete combustion. The ad-
dition of HHO to biodiesel improved the fuel properties due to the
higher calorific value of HHO. Kerosene additives reduced the biodiesel
viscosity and enhanced combustion characteristics. The thermal effi-
ciency values for diesel, B20, B20 + HHO, B20 + HHO + K5 and
B20 + HHO + K10 were 37%, 28.6%, 33.5%, 32.5% and 36.9%,

4
M.S. Gad, et al.
Fig.4. Influence of HHO and kerosene additives to biodiesel on EGT at load
variation.
Fig.5. Values of CO emissions for the tested fuels at different engine loads.
Fig.6. Effect of kerosene and HHO blending with B20 on NOx emissions.
respectively at 90% of load.
3.3. Exhaust gas temperature (EGT)
Exhaust gas temperatures from zero to full load were shown for
biodiesel blend with HHO gas and kerosene additives in Fig. 4. The
exhaust gas temperature increased with the increase of engine load due
to the fuel consumption increase. EGT for biodiesel blend was higher
than diesel oil due to the improper fuel- mixture, vaporization problems
and lower calorific value related to diesel. HHO enrichment to the
biodiesel blend increased the cylinder temperature and exhaust gas
5
Fuel 280 (2020) 118632
Fig.7. CO2 emissions for blends of biodiesel with kerosene and HHO at different
engine loads.
temperature. The proper mixture was due to the higher volatility of
kerosene. The improvement in spray atomization and lower viscosity of
kerosene was higher than biodiesel blend and led to the improvement in
fuel–air mixing and lower exhaust gas temperature. High auto ignition
temperature and residence time associated with the hydrogen con-
tributes to the cylinder and exhaust gas temperatures increase. Exhaust
gas temperature for diesel and B20 was 221 and 256 0C, respetively.
Cottonseed biodiesel blend with HHO and kerosene additives K5 and
K10 were 316.5, 233 and 229 °C, respectively at full load.
3.4. CO emissions
Carbon monoxide values for diesel, HHO gas and kerosene additives
to biodiesel blend with the engine load are demonstrated in Fig. 5. For
all fuels, there are diminishes in CO concentrations at part load and it
comes back to the increment up at full load. This is because of the
increment of fuel injection producing a rich air–fuel mixture. The de-
creases in CO emissions through the engine load range were watched
for biodiesel blend because of the biodiesel oxygen content, which
improved the ignition and combustion and reduces the CO discharge.
The oxygen and hydrogen contents in HHO gas also accelerated the
combustion process and can be considered the major reason for CO
emission reduction for HHO addition. The higher volatility of kerosene
led to the larger overlean region and decline oxidation of CO to CO2
resulting in higher CO emissions. The effect of kerosene on CO emission
increase has a visible effect on HHO addition. CO emissions for diesel,
B20 and B20 + HHO were 1671, 1512 and 1190 ppm. Burning of
biodiesel blend B20 with HHO, K5 and K10 produced CO emissions as
1407, 1391 and 1190 ppm, respectively at 90% of engine load.
3.5. Nox emissions
Fig. 6 introduces the impact of kerosene and HHO gas addition to
biodiesel blend on NOx emissions. NOx emission of ethyl ester blend
was greater than diesel oil due to the higher adiabatic flame and cy-
linder temperatures. Higher cetane number and accessibility of oxygen
of biodiesel produced the higher NOx emission about diesel oil. En-
riching the biodiesel blend with HHO increased the emission of NOx due
to the oxygen content in HHO. Kerosene has shown longer ignition
delay about biodiesel and the existence of lower active radicals has
contributed to a decline in thermal NOx emission. The combined effect
of kerosene and HHO aids in NOx emission reduction. The effect of
kerosene addition to biodiesel blend overcomes the enrichment of HHO
gas led to lower emissions of NOx. NOx emissions for diesel, B20,
B20 + HHO, B20 + HHO + K5 and B20 + HHO + K10 were 922,
955, 1011, 1001 and 997 ppm, at full load.
M.S. Gad, et al.
Table 5
Performance and emissions compared to biodiesel blend B20.
No. Property B20 + HHO
(+) Symbol refers to increase / (-) Symbol refers to decrease
1 BSFC −15%
2 BTE +16%
3 EGT +1%
4 CO emissions −9.6%
5 CO2 emissions −2.6%
6 NOx emissions +17.4%
3.6. Carbon monoxide emissions (CO2)
Fig. 7 demonstrates the CO2 emissions for diesel, B20, B20 + HHO,
B20 + HHO + K5 and B20 + HHO + K10 at various engine loads. CO2
emission increased with the increase in engine load. CO2 emission of
biodiesel was higher than crude diesel due to the higher H/C ratio in
biodiesel. The addition of HHO gas led to the reductions of CO2 because
of no carbon present in HHO. Kerosene additives produced reductions
in CO2 emissions compared to biodiesel blend. The increase in CO2
emissions at all loads were watched for biodiesel blend because of the
carbon content increase in biodiesel about diesel oil. The oxygen and
hydrogen contents in HHO improved the combustion, higher volatility
of kerosene led to the larger overlean region and decline oxidation of
CO to CO2 resulting in higher CO emissions. The increase of CO emis-
sions led to decrease in CO2 emissions to maintain the carbon balance.
CO2 emissions for diesel, B20, B20 + HHO, B20 + HHO + K5 and
B20 + HHO + K10 were 3.14%, 4.07%, 4.04%, 3.94% and 3.82%,
respectively at 90% of load.
4. Engine performance and emission comparison
The accompanying Table 5 showed the comparison of performance
and emissions for B20 + HHO, B20 + HHO + K5 and
B20 + HHO + K10 about biodiesel blend B20. Brake specific fuel
consumption showed the maximum decreases by about 15%, 16.40%
and 17%, respectively compared to B20. Brake thermal efficiencies for
B20 + HHO, B20 + HHO + K5 and B20 + HHO + K10 fuels showed
the highest increase by 16%, 17% and 19%, respectively based on the
cottonseed biodiesel blend. Exhaust gas temperatures showed the
maximum reductions by the addition of kerosene additives K5 and K10
to B20 + HHO by 20.60% and 20.70%, respectively compared to B20.
The maximum increase in EGT for B20 + HHO about ethyl ester blend
was 1%. The highest increase in NOx emissions for B20 + HHO,
B20 + HHO + K5 and B20 + HHO + K10 were about 17.40%, 14%
and 11.90%, respectively compared to ethyl ester blend.
B20 + HHO + K5 and B20 + HHO + K10 displayed the maximum
decrease in CO emissions by about 11% and 32.65%, respectively,
while B20 + HHO showed the highest decrease by 9.6% in comparison
to biodiesel blend. The highest decrease in CO2 emissions for enriching
with HHO and kerosene additives K5 and K10 (B20 + HHO,
B20 + HHO + K5 and B20 + HHO + K10) were 2.60%, 11.70% and
15.45%, respectively compared to B20.
5. Conclusions
Cottonseed oil was converted to biodiesel by transesterification.
Biodiesel was blended with diesel oil by 20% volume. HHO gas was
produced by water electrolysis. Kerosene was blended with ethyl ester
blend in volume percentages of 5 and 10%. The properties of tested
fuels were evaluated. A comparative performance and exhaust emis-
sions of biodiesel blend mixed with HHO and kerosene additives was
examined related to biodiesel blend. The current study summarizes as
follows:
6
Fuel 280 (2020) 118632
B20 + HHO + K5 B20 + HHO + K10
−16.4% −17%
+17% +19%
−20.6% −20.7%
−11% −32.65%
−11.7% −15.45%
+14% +11.9%
▪ Decreases in BSFC and BTE were noted with the introduction of
HHO and kerosene. B20 + HHO, B20 + HHO + K5 and
B20 + HHO + K10 resulted in the highest improvement in BTE and
a decrease of BSFC by (15% and 26.40%), (16.4% and 25.4%) and
(17% and 26.2%), respectively relative to a biodiesel blend.
▪ Exhaust gas temperatures showed the maximum reductions by the
addition of HHO gas and kerosene additives K5 and K10 by 1%,
20.6% and 20.7%, respectively compared to B20.
▪ The highest increase in NOx emissions for B20 + HHO,
B20 + HHO + K5 and B20 + HHO + K10 were about 17.40%,
14% and 11.90%, respectively compared to ethyl ester blend.
▪ B20 + HHO + K5 and B20 + HHO + K10 displayed the maximum
decrease in CO emissions by 11% and 32.65%, respectively while
B20 + HHO showed the highest decrease by 9.6% in comparison to
the biodiesel blend.
▪ The highest decreases in CO2 emissions for enriching with HHO and
kerosene additives K5 and K10 (B20 + HHO, B20 + HHO + K5 and
B20 + HHO + K10) were 2.6%, 11% and 32.65%, respectively
compared to B20.
▪ HHO addition improved the combustion characteristics but kero-
sene enhanced the biodiesel cold flow properties.
CRediT authorship contribution statement
M.S. Gad: Investigation, Writing - review & editing. M.K. El-
Fakharany: Writing - review & editing. E.A. Elsharkawy:
Investigation, Writing - review & editing.
Declaration of Competing Interest
The authors declare that they have no known competing financial
interests or personal relationships that could have appeared to influ-
ence the work reported in this paper.
Appendix A. Supplementary data
Supplementary data to this article can be found online at https://
doi.org/10.1016/j.fuel.2020.118632.
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