Cleaner Engineering and Technology 3 (2021) 100086

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Cleaner Engineering and Technology

journal homepage: www.journals.elsevier.com/cleaner-engineering-and-technology

Energy, exergy and environmental assessment of partial fuel substitution

with hydroxy powered by a thermoelectric generator in low displacement
diesel engines
Jorge Duarte Forero
KAI Research Unit, Department of Mechanical Engineering, Universidad del Atl

antico, Carrera 30 Número 8–49, Puerto Colombia, Barranquilla, Colombia

A R T I C L E I N F O A B S T R A C T

Keywords: This study evaluates the effect of partial fuel substitution with HHO (hydroxy) gas on a Jatropha oil biodiesel. For
Energy recovery system the experimental analysis, a stationary single-cylinder diesel engine was used, in which different conditions of
Greenhouse emissions load and rotational speed were established. Additionally, a thermoelectric generator (TEG) was installed in the
Hydroxy
engine exhaust system to power a HHO gas generator. The study tested two types of fuels, commercial diesel and a
Jatropha biodiesel
Performance
biodiesel blend (JB10). In the case of the JB10, the addition of a volumetric flow of 0.075, 0.15, and 0.30 LPM of
Thermoelectric generator HHO gas were studied. The results indicated that for a 28 W production in the TEG, a minimum volumetric flow of
0.32 LPM is achieved. The implementation of the TEG in the system avoids the extraction of energy from the
engine to power the HHO generator while increasing up to 1.5% energy efficiency. The addition of HHO gas
enables a maximum increase of 9.71%, 7.39%, and 10% in the power output, energy efficiency, and exergy ef-
ficiency, respectively, compared to commercial diesel. Also, HHO gas addition minimized HC, CO2, CO emissions,
and opacity by 15.81%, 9.23%, 14.89%, and 20.56%, respectively, compared to JB10 biodiesel. In conclusion, it
was demonstrated that partial fuel substitution with HHO in the Jatropha oil biodiesel compensates for the
adverse effects caused by the lower calorific value of the biofuel while reducing greenhouse emissions.

most solid and popular alternative to foster reliable operation on diesel

1. Introduction
The accelerated growth of the industrial and automotive sectors has
led to a dramatic increase in the consumption of fossil fuels (Amador
et al., 2017), both for engines operated with natural gas (Diaz et al.,
2017) like diesel engines (Mejía et al., 2020). This fact produces a risk of
depletion of fossil resources globally (Ochoa et al., 2020). Internal
combustion engines are among the most widely used equipment due to
their high energy efficiency and ability to adapt to different types of
operation using thermoelectric generator (Ramírez et al., 2019) and
Organic Rankine Cycles (Valencia Ochoa et al., 2020). To overcome the
problem of the accelerated exhaustion of fossil resources, the use of
alternative fuels such as biodiesel(Çelebi et al., 2017) and its different
blends has emerged as a promising solution since it promotes environ-
mentally friendly (Kathirvelu et al., 2017) and sustainable operation
while requiring little (Jayaraman et al., 2019) or no additional modifi-
cation in the engine (Venu and Appavu, 2020). Additionally, biodiesel
blends have physicochemical characteristics similar to commercial diesel
(Galadima and Muraza, 2020) independent of the material used for its
manufacture (Appavu et al., 2019a). All of the above make biodiesel the
engines (Liu et al., 2017) while minimizing emissions (Wongsawaeng
et al., 2019), reduction of CO emissions (Zhu et al., 2020); reduction of
HC emissions (Appavu et al., 2020); and Particulate matter (Venu and
Appavu, 2019).
Biodiesel and its different blends are produced through sources such
as animal fat (Bayındır et al., 2017), edible vegetable oils (Appavu et al.,
2019b) and non-edible vegetable oils In the case of edible vegetable oils
(Saravanan et al., 2020), plants such as olive (Uludamar et al., 2017),
sunflower (Yadav et al., 2016), palm (Venu et al., 2020), and rapeseed
are normally used. The main problem associated with biodiesel blends
made of edible plants is the elevated cost imposed by the food industry,
which can only be mitigated with large production. Furthermore, they
occupy land that can be used to grow other products (Ali et al., 2020). In
this sense, the production of biodiesel blends has focused on the use of
non-vegetable oils (Tabatabaei et al., 2019), such as Jatropha oil (Edrisi
and Abhilash, 2016), which features certain advantages compared to
other non-edible plant species. First, it favors soil and environmental
conditions while benefiting collection as the Jatropha seed is available on
rain shortage. Also, the residual products of Jatropha plants (biological
mass) (Portugal-Pereira et al., 2016) can be used as organic material to

E-mail address: jorgeduarte@mail.uniatlantico.edu.co.

https://doi.org/10.1016/j.clet.2021.100086
Received 14 August 2020; Received in revised form 5 March 2021; Accepted 21 March 2021
2666-7908/© 2021 Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
J.D. Forero
Nomenclature
HHO Hydroxy
TEG Thermoelectric generator
TEM Thermoelectric module
D100 Diesel
DAQ Data Acquisition System
JB Jatropha biodiesel
exh Exhaust gases
UR Total uncertainty %
_
En Energy rate W
Q_ Energy flow W
W_ Mechanical work of the engine W
nourish the soil (Prabhu et al., 2018). The positive impact of Jatropha
cultivations to generate jobs in rural areas is also a clear advantage.
Despite these advantages, the energy efficiency of Jatropha oil
biodiesel-powered diesel engines is lower compared to commercial diesel
due to the reduced calorific value of the fuel.
Hybrid engines used today include hybrid hydrogen engines.
Hydrogen fuel cells are installed in this type of engine. Hydrogen gas has
certain advantages, such as zero pollution, recyclability, and renewable
operation. Furthermore, it has a wide range of flammability, high auto-
ignition temperature, low density, and high diffusivity (Su et al.,
2017). Companies such as MAZDA®, HONDA®, and BMW® have
investigated the use of hydrogen in internal combustion engines. The
main drawback of hydrogen is related to the risk of detonation, which
can be caused by a crash (Chen, 2001). Therefore, hydroxy gas (HHO)
has replaced hydrogen to ensure safe operation (Marini et al., 2012).
Also, the HHO can be integrated into the engine through low-invasive
modifications (Neagu et al., 2000). This gas is composed of a blend of
oxygen and hydrogen produced from the process of electrolysis of water.
This process is carried out using a dry cell formed of stainless steel plates
(Zeng and Zhang, 2010).
Hydroxy gas is normally produced from an electrolysis process in
which an electrolyte (e.g., NaCl, KOH, NaOH) is diluted in water (Sub-
ramanian and Ismail, 2018). The result is the formation of oxygen and
hydrogen gases at the anode and cathode, respectively. The chemical
reactions of the electrolysis of water are described in many investigations
(Marini et al., 2012). The main objectives of HHO gas in engines are the
reduction of fuel consumption and the reduction of polluting emissions.
Among the particular applications of HHO gas are transport, welding,
desalination, cooking, and cutting processes (Nabil and Khairat Dawood,
2019).
The main application of HHO gas is in the automotive sector due to its
ability to reduce emissions such as CO, HC, decrease combustion tem-
perature, and increase thermal efficiency. Other applications of HHO gas
is used as a cutting and welding gas. As well as mixtures of HHO gas with
LPG (liquefied petroleum gas) to increase combustion efficiency. Among
the most recent applications is the use of HHO gas as desalination of
water through modifications in the conventional solar still, increasing the
desalination system's productivity.
Several researchers have studied the influence of HHO on internal
combustion engines (Ji and Wang, 2009). experimentally analyzed the
effect of hydroxy on engine performance. Two different hydrogen vol-
ume fractions (3% and 6%) were studied. The results obtained showed an
increase of 28.9% in the thermal efficiency when using a 6% hydrogen
blend. Additionally, a reduction in CO2 and HC emissions was obtained.
(Sopena et al., 2010), studied the influence of hydrogen on a gasoline
engine.
The results reported an improvement in the energy efficiency of the
engine (Ozcanli et al., 2017). investigated different biodiesel blends of
2
Cleaner Engineering and Technology 3 (2021) 100086
CV Calorific value MJ/kg
m_ Mass flow kg/s
L Engine load Nm
N Speed rotation of the engine rpm
Cp Specific heat at constant pressure J/kg C
T Temperature  C
η Energy efficiency %
_
Ex Exergy rate W
e Specific chemical exergy kJ/kg
P Pressure Pa
ηe Exergy efficiency %
dest Destroyed
castor oil with hydrogen and HHO in an engine. The results concluded
that the addition of HHO increases up to 4.3% of the performance of the
engine compared to the standard diesel. In contrast, adding hydrogen
only featured a 2.6% improvement in engine performance (Uludamar
et al., 2017). analyzed vibration signals in a diesel engine using biodiesel
blends of corn, canola, sunflower, and hydroxy gas as an additive in the
blend. The results showed that the presence of hydroxy reduces engine
vibration by 1.23%, 2.34%, and 3.54% for a hydroxy percentage of 2%,
4%, and 6%, respectively (Baltacioglu et al., 2016). considered the effect
of biodiesel, hydrogen, and hydroxy on the emissions and performance of
a diesel engine. The results showed that the addition of hydroxy pro-
motes the most significant increase in engine performance. However, the
presence of hydrogen causes a greater reduction in CO2, CO, and NOx
emissions (Masjuki et al., 2016). evaluated the economic aspects of HHO
gas and biodiesel blends for an internal combustion engine. It was
demonstrated that adding the HHO improves engine power output by 2%
and causes a 5% decrease in fuel consumption. Additionally, a reduction
in HC and CO emissions of 10% and 20%, respectively, is achieved.
Previous research shows that adding hydroxy gas (HHO) to the bio-
diesel blend can help to increase engine performance and reduce emis-
sions. Hence, the present study aims to evaluate the effect of HHO in
biodiesel blends produced with Jatropha oil. The study incorporates a
single-cylinder diesel engine under different load and speed conditions.
In addition, the integration of a thermoelectric generator (TEG) to power
the hydroxy generation is evaluated. Therefore, this investigation con-
tributes to close the knowledge gap related to TEG integration for partial
fuel substitution while eliminating the necessity to extract extra energy
from the engine to drive the electrolysis process. Energetic and exergetic
analysis is proposed to evaluate the main features of operation, whereas
the environmental impact is measured through the HHO HC, CO2, CO,
NOx, and opacity emissions for the biodiesel blends.
2. Materials and methods
2.1. Thermoelectric generator (TEG)
One of the main drawbacks of hydroxy generation systems is the
dependence on an electrical source to operate. Normally, this energy is
extracted from the engine directly, sacrificing the overall efficiency.
Considering that exhaust gases contain between 40 and 50% of the total
energy wasted from combustion (Amador et al., 2017), a thermoelectric
generator (TEG) is incorporated into the system to recover energy in the
form of heat. The nature of the operation of this device converts thermal
energy into electricity that finally drives to dry cells for the electrolysis
process. Fig. 1 shows the schematic of the thermoelectric generator used
in this study.
The TEG is made up of a rectangular internal duct heat exchanger, 20
thermoelectric modules (TEM) distributed in a 5
2 formation, and two
J.D. Forero Cleaner Engineering and Technology 3 (2021) 100086

Fig. 1. (a) Thermoelectric generator and (b) Heat exchanger.

rectangular ducts located on the cold surface of the TEMs. The TEMs are
Table 1
electrically connected in series and correspond to the TEG1-12610-5.1
Technical specifications of the engine.
model. The maximum operating temperature is 300  C, the maximum
open-circuit voltage is 7.8 V, the maximum power output is 5.1 W, and Model SK-MDF300
the dimensions are 40
40 mm. The purpose of the heat exchanger is to Manufacturer SOKAN
facilitate heat transfer from the exhaust gases to the hot surface of the Bore 78 mm
TEMs. Rectangular ducts produce a reduction in the temperature of the Stroke 63 mm
Cycle 4 - stroke
cold surface of TEMs, which allows generating the temperature differ- Displaced 300 cc
ence necessary for the generation of electrical power. The heat exchanger Maximum power 3.43 kW
used in the study is designed to produce a pressure drop below the Injection system Direct injection
allowable limit of the engine under study, which is 10 kPa (Ramírez et al., Intake system Naturally aspirated
2019).
The maximum temperature reached on the surface of the heat
engine air intake system. The HHO generator uses the TEG as an energy
exchanger is 270  C. Therefore, the operational safety of thermoelectric
source that maintains a constant electrical current supply to complete the
modules is guaranteed. The cooling water enters the TEG at ambient
electrolysis process. Moreover, an electrolytic tank that continuously
temperature (27  C). Due to the high specific heat of the water, the outlet
supplies a flow of water to the dry cell guarantees the continuous gen-
flow temperature only increases by one or 2  C for the operating condi-
eration of hydrogen. Also, a bubbler is used to trap the water vapor that is
tions set on the engine. To achieve this, water is circulated inside the
mixed with the HHO gas, which protects the engine from corrosion. The
rectangular ducts at a fixed flow of 6 LPM. This flow was kept constant to
generated HHO gas is accumulated in two storage tanks designed and
simulate the operational conditions in which the TEG would be installed
manufactured according to the ASME Code Section VIII Division 1 for
in other types of engines since the objective is to use the engine's cooling
pressure vessels. Austenitic stainless steel 304 is used as the material for
system.
the construction of the tanks. The HHO gas flow meter controls the
A thin layer of thermal putty was added between the contact surface
amount of hydroxy that enters the combustion chamber. To ensure the
of the heat exchanger and the rectangular ducts with the surfaces of the
safe operation of the HHO generator, two flame arresters and a silica gel
TEMs. This compensates for surface irregularities and eliminates accu-
filter are installed in the system to avoid the backward flow of the flame.
mulated air areas.
For the construction of the dry cell, stainless steel was used due to its
high resistance to corrosion, high conductivity, ability to withstand high
2.2. Engine test bench levels of voltage and temperature, and great compatibility with electro-
lytic substances. The dry cell is composed of seven electrodes with a
The experimental tests were conducted on a single-cylinder, direct height, width, and thickness of 20
13.3
0.15 cm. Each of the elec-
injection, air-cooled, naturally aspirated, four-stroke diesel engine. The trodes is separated by a distance of 2 mm. The dry cell is directly con-
details of the technical characteristics of the engine are listed in Table 1, nected to the TEG.
and Fig. 2 shows the scheme of the experimental test bench. By using catalysts, it is possible to improve the performance of the dry
The hydroxy gas generator (see Fig. 2b) outlet is installed in the

3
J.D. Forero Cleaner Engineering and Technology 3 (2021) 100086

Table 2
Experimental measurement instruments.
Instrument Manufacturer Range Accuracy

Gravimetric meter OHAUS PA313 0–310 g 1.5%

Piezoelectric KISTLER type 7063- 0–250 bar 0.5%
transducer A
Thermocouple Type K 200–1370  C 0.1%
Piezoresistive PSA-C01 100–100 kPa 0.2%
transducer
Crankshaft angle Beck Arnley 180- 5-9999 RPM 0.03%
0420
Intake air flow BOSCH 22680 0–125 g/s 1%
7J600
Exhaust gas analyzer PCA® 400 NOx 0–3000 ppm 0.5%
Smoke meter BrainBee OPA-100 0–99.9% 0.1%
Exhaust gas analyzer BrainBee AGS-688 HC 0–20 ppm 1%
CO 0-10 vol% 0.1%
CO2 0-20 vol% 0.01%

3. Experimental tests

3.1. Engine operating modes

For the experimental tests, four modes of operation were selected on

the diesel engine. Each mode was strategically chosen to cover a large
part of the engine operation area. To establish the minimum HHO gas
flow, a proportionality correlation was used, which established an
amount of 0.25 LPM for every 1000 cc of the engine (Ismail et al., 2018).
Since the test diesel engine has a capacity of 300 cc, a minimum HHO gas
volume flow of 0.075 LPM is considered. However, to further analyze the
influence of HHO gas on the fuel blend, two additional volumetric flows
of 0.15 and 0.30 LPM were analyzed. Due to auto-ignition limitations due
to the high compression ratio of the engine, a major replacement is not
possible. Fig. 3 shows the operating modes used in the experiment, which
were identified with the letters A, B, C, and D. The minimum and
maximum load on the test engine is set at 4 and 6 Nm, respectively, since
significant fuel consumption and highest emission levels occur at these
load rates. In terms of rotational speed, a range between 3400 rpm and
3800 rpm was established, as the engine operates in a high-efficiency
zone because the engine is a Genset application. Below 3400 rpm, the
efficiency of the engine is considerably lower. Therefore, it is not rec-
ommended for fixed operating conditions and long running times.
For the study, commercial diesel and a blend of biodiesel composed of
Jatropha oil were used as test fuels. In the case of the biodiesel blend, the

Fig. 2. (a) Experimental test bench, (b) hydroxy gas generator.

cell. Reports indicate that the main catalysts employed for hydroxy
production are KOH, NaCl, and NaOH. Specifically, KOH has been widely
implemented due to its high conductivity (Sopena et al., 2010). There-
fore, KOH with a concentration of 20% is used for the present study.
The engine tested is connected to a dynamometer, which is used to
modify the load conditions and the rotational speed of the engine. Intake
airflow was measured using a BOSCH 22680 7J600 hot wire meter.
Thermocouples type K was employed to measure the temperatures of the
intake air, exhaust gases, combustion chamber, and environment. The
pressure in the combustion chamber is measured with a piezoelectric
sensor (KISTLER 7063-A) installed in the cylinder head of the engine. A
crankshaft angle encoder (Beck Arnley 180–0420) measured the engine
speed. Fuel consumption is evaluated using a gravimetric meter (OHAUS
PA313), while emissions were estimated using the BrainBee AGS-688
and PCA®400 gas analyzers. Lastly, piezoresistive pressure sensors
(PSA-C01) were utilized to measure the pressures of the intake air and
exhaust gases. Table 2 shows the technical characteristics of the
measuring instruments. Fig. 3. Engine operating modes.

4
J.D. Forero Cleaner Engineering and Technology 3 (2021) 100086

three different volumetric flows of the HHO gas were added. In total, five Table 4
different fuels were analyzed, whose nomenclature and composition are Properties of test fuels.
shown in Table 3. Properties Units Standards D100 JB10
The percentage of Jatropha oil biodiesel in commercial diesel 3
Density at 313 K kg/m ASTM D1298 828 831.5
remained at 10% since this substitution share does not produce adverse Kinematic viscosity at 40  C mm2/s ASTM D445 3.0699 3.1908
effects on the engine, the properties of the fuel blend remain relatively Flashpoint 
C ASTM D93 72.5 85.3

close to commercial diesel, and no engine modifications are required Cloud point C ASTM D2500 8 6

(Agarwal and Das, 2001); (Alptekin and Canakci, 2009); (Rosha et al., Pour point C ASTM D97 6 1
Calorific value MJ/kg ASTM D240 45.265 44.728
2019). By applying the US standard ASTM tests, the different physico-
chemical properties of diesel and JB10 were measured in a test labora-
tory. The results obtained are shown in Table 4. 2π  L  N
W_ ¼ (6)
60
3.2. Uncertainty analysis
where L and N are the load and speed of rotation of the engine.
In experimental studies, errors may occur by factors such as the The rate of energy lost by the exhaust gases with and without the
calibration of the instruments, type of instrument, environmental con- addition of the HHO gas is calculated as:
ditions, etc. Therefore, uncertainty estimation is necessary to guarantee  
the reliability of the experimental results. The following equation was _ exh ¼ m_ fuel þ m_ air  cp  Tout
En (7)
used to calculate the uncertainty:
sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi  
 2  2  2
∂U ∂U ∂U _ exh ¼ m_ fuel þ m_ air þ m_ HHO  cp  Tout
En (8)
UR ¼ Δx1 þ Δx2 þ … þ Δxn (1)
∂x1 ∂x2 ∂xn
where cp is the specific heat of the exhaust gases and Tout is the tem-
where UR is the total uncertainty of the experiment, xn are the measured
perature at the engine outlet.
and calculated variables, and Δxn are the deviations of the variables. The
The energy efficiency ðηÞ of the engine for the two fuel conditions is
uncertainty of the measuring instruments is indicated in Table 5.
defined as:

4. Theoretical analysis W_
η¼ (9)
m_ fuel  CVfuel þ Q_ air
4.1. Energy analysis

W_
To perform the energy balance, the engine is considered in steady- η¼ (10)
state conditions. The energy balance is described as follows: m_ fuel  CVfuel þ m_ HHO  CVHHO þ Q_ air
X X
_ in ¼
En _ out
En (2) 4.2. Exergy analysis

P P
where _ in and
En _ out are the input and output energy rates of the
En The exergy balance of the engine is defined as:
control system, respectively. Equation (2) can be detailed as follows: X X X
_ in ¼
Ex _ out þ
Ex _ dest
Ex (11)
En _ HHO þ Q_ air ¼ W_ þ En
_ fuel þ En _ loss þ En
_ exh (3)
_ fuel þ Ex
Ex _ HHO ¼ Ex
_ W_ þ Ex
_ exh þ Ex
_ loss þ Ex
_ dest (12)
where En _ HHO , Q_ air , W,
_ fuel , En _ En
_ loss and En
_ exh represents the fuel energy
rate (D100 and JB10), the HHO gas energy rate, the intake air heat rate, where Ex_ fuel , Ex
_ HHO , Ex
_ _ , Ex
_ exh , Ex
_ loss and Ex
_ dest are the fuel exergy rate,
W
the mechanical work of the engine, the energy rate lost, and the rate of the HHO gas exergy rate, the exergy produced in the engine, the exergy
energy lost by the exhaust gases respectively. rate lost by the exhaust gases, the lost exergy, and the exergy destruction
The energy rate of fuel and HHO gas are defined as: rate, respectively.
The exergy of fuel and HHO gas is calculated as:
_ fuel ¼ m_ fuel  CVfuel
En (4)
_ fuel ¼ m_ fuel  CVfuel  efuel
Ex (13)
_ HHO ¼ m_ HHO  CVHHO
En (5)
Table 5
where m_ and CV are the mass flow and calorific values, respectively. The
Uncertainty of measuring instruments.
calculation of the mechanical work of the engine is calculated employing
the load (Nm) and the speed of rotation of the engine (rpm). No. Parameters Instruments Uncertainty [%]

1 Fuel flow rate Gravimetric meter and 2.0

chronometer
2 HHO gas flow rate Rotameter 1.0
3 Airflow rate Flowmeter 1.5
Table 3 4 Temperature Thermocouple 0.5
Test fuels. 5 Load Eddy current dynamometer 1.0
6 RPM Rotary encoder 1.0
Nomenclature Composition
7 Water flow rate Rotameter 0.8
D100 100% Diesel 8 Pressure Piezo sensor 0.5
JB10 90% Diesel þ10% Jatropha biodiesel 9 NOx PCA® 400 2.0
JB10 þ HHO (0.075) 90% Diesel þ 10% Jatropha biodieselþ 0.075 LPM (HHO 10 Smoke meter BrainBee OPA-100 1.5
gas) 11 HC BrainBee AGS-688 1.5
JB10 þ HHO (0.15) 90% Diesel þ 10% Jatropha biodiesel þ 0.15 LPM (HHO gas) 12 CO BrainBee AGS-688 1.3
JB10 þ HHO (0.30) 90% Diesel þ 10% Jatropha biodiesel þ 0.30 LPM (HHO gas) 13 CO2 BrainBee AGS-688 1.1

5
J.D. Forero Cleaner Engineering and Technology 3 (2021) 100086

observed that volumetric flows of 0.075, 0.15, and 0.30 LPM boost the
_ HHO ¼ m_ HHO  CVHHO  eHHO
Ex (14) engine power output by 5.61, 8.03, and 11.14%, respectively, compared
to JB10 biodiesel. Similarly, this behavior is attributed to the fact that the
where e is the chemical exergy of fuel and HHO gas (Sarıkoç et al., 2020).
presence of hydrogen and higher oxygen content increases the calorific
The loss of exergy of the engine ðEx _ loss Þ and the loss of exergy by the
value of JB10 biodiesel. These findings are in agreement with the results
_ exh Þ are defined as:
exhaust gases ðEx reported for different biodiesel blends (Szwaja and Grab-Rogalinski,
  2009).
Ex _ loss 1  To
_ loss ¼ En (15) On the other hand, Fig. 7 evaluates the amount of fuel consumption
Ts
by measuring the BSFC for each fuel composition.
       According to the results, the JB10 biodiesel increases the BSFC up to
_ exh ¼ m_ air þ m_ fuel cp ðT  To Þ  To cp ln T  Rln P
Ex (16) 6.5% compared to pure diesel. This behavior may be associated with the
To Po higher viscosity and density of JB10 biodiesel, which produces an in-
       crease in fuel injection. The presence of HHO gas in the biodiesel blend
_ exh ¼ m_ air þ m_ fuel þ m_ HHO cp ðT  To Þ  To cp ln T  Rln P
Ex significantly reduces fuel consumption, being even less than that
To Po consumed by diesel. This can be attributed to the high degree of flam-
(17) mability of hydrogen, which improves the combustion process (Hoekman
and Robbins, 2012). Overall, a BSFC reduction of 2.02, 3.49, and 5.03%
where Po and To are the pressure and the temperature in the environ- compared to commercial diesel is obtained by adding a HHO gas flow of
mental conditions. Ts is the average surface temperature of the engine 0.075, 0.15, and 0.30 LPM, respectively.
body. Fig. 8 shows the energy and exergy efficiencies of the engine for the
The exergy efficiency ðηe Þ of the engine for the two fuel conditions is different fuel compositions.
defined as: It can be observed that commercial diesel allows obtaining energy
and exergetic efficiency in a range of 27.72–29.63% and 24.83–28.15%,
W_
ηe ¼ (18) respectively. The use of Jatropha oil biodiesel features a range of energy
m_ fuel  CVfuel  efuel and exergy efficiency between 27.04-28.91% and 23.90–27.90%,
respectively, representing an average reduction of 2.60% and 2.18%
W_ compared to the commercial diesel. The last pattern is a consequence of
ηe ¼ (19)
m_ fuel  CVfuel  efuel þ m_ HHO  CVHHO  eHHO the lower power output developed in the engine and the higher fuel
consumption. The addition of HHO gas in the biodiesel blend increases
5. Results and discussion the energy and exergy efficiency of the engine, reaching a maximum
value of 33.13% and 32.80%, respectively, for a volumetric flow of 0.3
5.1. HHO gas generating capacity LPM.
Subsequently, Fig. 9 evaluates the impact of incorporating a TEG in
This section shows the main results of the operation of the Diesel the engine exhaust system by measuring the energy efficiency with and
engine with partial fuel substitution while evaluating the influence of the without TEG for the biodiesel blends with HHO gas volumetric flows.
TEG integration in the system. First, Fig. 4 shows the electrical power Fig. 9 shows that the integration of the TEG in the system improves
generation of the TEG throughout each operating mode. the energy efficiency of the engine throughout the operating range.
According to the results, it is observed that the TEG can generate Therefore, it is demonstrated that this technology provides a feasible
electrical power in a range of 28–62 W. Also, it is demonstrated that
increasing the load and rotational speed of the engine enables a greater
amount of power generation, which is a consequence of temperature
increase in exhaust gases and higher fuel consumption.
Fig. 5 shows the evaluation of the volumetric flow of HHO gas that is
produced by the dry cell at each operation mode while relating the
electrical power generated by the TEG.
The results indicate that TEG can produce a minimum and maximum
volumetric flow of 0.32 and 0.7 LPM of HHO gas, respectively. This
guarantees that the minimum flow level recommended for the engine
capacity (0.075 LPM) and the highest volumetric flow level established in
the study (0.3 LPM) will be achieved. It is worth mentioning that vari-
ations in TEG electrical power caused by fluctuations in engine operation
can be compensated with the storage system of the HHO generator.

5.2. Engine performance analysis

To investigate the influence of HHO addition on the diesel engine,

different operational parameters such as power output, brake specific
fuel consumption (BSFC), and energy and exergy efficiencies are evalu-
ated. First, Fig. 6 shows the power output of the engine for each fuel
composition.
Based on the results, that biodiesel produced with Jatropha oil (JB10)
produces a lower power output compared to commercial diesel. On
average, the power reduction is 2.53% when using JB10 biodiesel. This
behavior is mainly a consequence of the lower energy capacity of the
JB10 as it reduces the calorific value. In contrast, the addition of the HHO
gas flow compensates for the previous disadvantage of biodiesel. It is Fig. 4. Electrical power generated by the TEG.

6
J.D. Forero
Fig. 5. Volumetric flow of HHO generated by TEG.
Fig. 6. Engine output power for each tested fuel.
alternative to recover energy from the engine and finally stand the HHO
generation. Indeed, extracting the energy required for the HHO genera-
tion directly from the engine (no TEG) produces an average reduction of
1.5% in energy efficiency.
5.3. Emissions analysis
This section aims to analyze the impact of biodiesel blends on engine
emissions, which is relevant to evaluate the potential benefits of partial
fuel substitutions on greenhouse gas minimization. In this sense, Fig. 10
shows the CO emissions for the different operating modes and fuel
compositions.
The results indicate that JB10 biodiesel reduces up to 7.40% on CO
emissions compared to commercial diesel. This can be explained since
additional oxygen content is present in the Jatropha oil biodiesel.
Furthermore, it was observed that the presence of HHO gas causes a
further reduction in CO levels. Specifically, volumetric flow additions of
0.075, 0.15, and 0.30 LPM in the JB10 biodiesel promote a reduction of
20.81%, 24.12%, and 28.23%, respectively, compared to commercial
diesel. Similarly, Fig. 11 displays the CO2 emissions for each fuel tested.
7
Cleaner Engineering and Technology 3 (2021) 100086
Fig. 7. Brake specific fuel consumption.
Similar to CO emissions, the addition of HHO gas results in a reduc-
tion in CO2 levels. This behavior is explained by the low presence of
carbon atoms in the HHO gas (Jhang et al., 2016), which hinders the
formation of CO2. In general, volumetric flows supplements of 0.075,
0.15, and 0.3 LPM of HHO gas foster minimization of 5.05%, 9.23%, and
13.40% in CO2 emissions, respectively, compared to JB10 biodiesel.
Next, the HC emissions for each operational condition are shown in
Fig. 12.
The results indicate that the addition of the HHO gas in the Jatropha
oil biodiesel enables a substantial minimization of the HC emissions in
the engine. The decrement in HC emissions is the result of an improve-
ment in the oxidation of the combustion blend due to the oxygen
incorporated by the HHO gas flows. The greatest reduction in HC emis-
sions was achieved with a flow of 0.3 LPM in JB10 biodiesel. On the other
hand, Fig. 13 shows the NOx emissions for the different fuel
compositions.
The generation of NOx emissions is the main consequence of the
presence of oxygen and the temperature of the combustion gases. In this
type of emissions, the addition of HHO gas causes an increase in NOx
J.D. Forero Cleaner Engineering and Technology 3 (2021) 100086

Fig. 8. (a) Energy and (b) exergy efficiency of the engine for different fuels.

Fig. 9. Comparison of energy efficiency with and without TEG for the tested fuels (a) JB10 þ HHO (0.075 LPM), (b) JB10 þ HHO (0.15 LPM) and (c) JB10 þ HHO
(0.30 LPM).

8
J.D. Forero Cleaner Engineering and Technology 3 (2021) 100086

levels compared to JB10 biodiesel and commercial diesel. Particularly,

volumetric flow additions of 0.075, 0.15, and 0.30 LPM produce an
enlargement on NOx emissions of 3.52, 6.20, and 9.71%, respectively,
compared to JB10 biodiesel. Lastly, the changes in the smoke opacity for
the different fuels are shown in Fig. 14.
The results obtained show that the smoke opacity tends to increase
with the greater load and speed engine. Also, the use of Jatropha oil
biodiesel (JB10) reduces smoke opacity, which might be associated with
the improvement in the fuel oxidation process, thus obtaining less soot
formation. The addition of HHO gas further reduces the smoke opacity
compared to JB10 diesel and biodiesel.

6. Conclusions

In the present study, the influence of partial fuel substitution with

hydroxy (HHO) in a blend of Jatropha oil biodiesel (JB10) is investi-
gated. An experimental test bench was developed to model the operation
of an SK-MDF300 stationary single-cylinder diesel engine integrated with
a thermoelectric generator (TEG) in the exhaust system that powers an
HHO gas generator. To evaluate the influence of HHO addition on bio-
Fig. 11. Carbon dioxide emissions.
diesel, the study incorporates complete energy, exergy, and environ-
mental analysis. Therefore, different operational parameters were
analyzed, including the power output, fuel consumption, energy and
exergy efficiencies, levels of CO, CO2, HC, NOx emissions, and smoke
opacity.
The results demonstrated that the thermoelectric generator produces
sufficient electrical power to drive the HHO gas generator. Specifically,
the minimum power demand of 28 W in the TEG allows the production of
a volumetric flow of 0.32 LPM, which satisfied the recommended ca-
pacity (0.075 LPM) for operation. The implementation of the TEG in the
system to recover wasted heat prevents the direct extraction of energy
from the engine to power the generator, which increased the energy ef-
ficiency by 1.5%.
Jatropha oil biodiesel generated a reduction of 2.53% in the power
output, while energy and exergy efficiencies decreased by 2.60% and
2.18%, respectively, compared to commercial diesel. In contrast, the
addition of the different volumetric flows of HHO gas in the JB10 bio-
diesel promotes enhanced engine performance compared to commercial
diesel. Particularly, a HHO gas volumetric flow addition of 0.3 LPM
produces a significant increment in the output power, energy, and exergy
efficiencies of 9.71%, 7.39%, and 10%, respectively, compared to com-
mercial diesel. The improved engine performance is associated with the Fig. 12. Hydrocarbon emissions.

Fig. 10. Carbon monoxide emissions. Fig. 13. Nitrogen oxide emissions.

9
J.D. Forero
Fig. 14. Smoke opacity from fuels.
lower fuel consumption rate produced by the presence of HHO in JB10
biodiesel. In general, HHO gas addition in JB10 biodiesel reduced fuel
consumption by 3.50% compared to diesel. In conclusion, the addition of
HHO gas to Jatropha oil biodiesel compensates for the negative effects
caused by the lower calorific value of the biofuel.
Additionally, the addition of HHO gas promotes the minimization of
CO, CO2, HC emissions, and smoke opacity compared to Jatropha oil
biodiesel. Overall, HHO gas incorporation decreased CO, CO2, HC
emissions, and smoke opacity by 14.89%, 9.23%, 15.81%, and 20.56%,
respectively, compared to JB10 biodiesel. However, NOx emissions
increased by 6.45%. In conclusion, partial fuel substitution with hydroxy
demonstrated efficacy to improve engine performance and reduce
greenhouse emissions. The implementation of the TEG in the system
highlighted robust performance while recovering wasted heat from
combustion. It is worth mentioning that there is an open path for further
investigation regarding economic, thermo-economic, and exergo-
environmental perspectives that helps to evaluate the carbon footprint
of the system.
Credit author statement
Jorge Duarte Forero: Conceptualization, Methodology, Software,
Investigation, Validation, Formal analysis, Resources, Writing - Review &
Editing, Supervision.
Declaration of competing interest
The authors declare that they have no known competing financial
interests or personal relationships that could have appeared to influence
the work reported in this paper.
Acknowledgments
The author thanks the UNIVERSIDAD DEL ATLANTICO
in Barran-
quilla – Colombia, for their support in the development of this research
by allowing the use of its facilities and the required instrumentation.
Likewise, the support of Sphere Energy company and the engineer
Ricardo Stand are thanked.
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