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International Academy of Engineering and Medical Research, 2017
Volume-2, Issue-4
Published Online April 2017 in IAEMR (http://www.iaemr.com)
The Design and Testing of Hydrogen Fueled Internal
Combustion Engine
B.Evangeline
Graduate Student, 2006, Department of Mechanical Enginering
University of Nevada, LV, USA
evangeline.bulla@gmail.com
Abstract — A conventional single cylinder 425 cc four
stroke internal combustion Polaris engine has been
modified to run on hydrogen gas. For such an effort both
port and direct injection of hydrogen were attempted on it
in order to evaluate its performance. The engine was tested
at kell’s automotive using a specially designed
dynamometer. Various parameters like power, torque,
emissions were evaluated. Problems of irregular
combustion owing to pre-ignition in the intake and
compression phase, knocking, combustion and also lower
power output were observed during the performance
evaluation. Finally direct injection has been a viable
approach on the Polaris engine in terms of power,
efficiency and also the minimization of Nox emissions.
Keywords: Hydrogen, IC Engine, Power output, Nox emission
I. INTRODUCTION
Hydrogen, even though, renewable and clean burning does
give rise to undesirable combustion problems in an engine
operation such as backfire, pre-ignition, knocking and rapid
rate of pressure increase. Fuel induction technique does play a
very dominant role in obtaining smooth engine operation.
Polaris IC engine was tested on gasoline, natural gas and lastly
on hydrogen gas. Power output and emissions were examined
during the analysis. Hydrogen was directly injected in the
combustion chamber at relatively high pressure and can
eliminate pre-ignition in the intake manifold. It also offered
very high potential to power and also the minimization of Nox
emissions was also noticed.
II. PHYSICAL DETAILS OF THE ENGINE
Polaris engine had a rated power of 25Hp at 4000 rpm with a
compression ratio of 9.2:1.A specially designed Land & Sea
dynamometer was mounted to measure true horsepower,
torque, speed, elapsed time while automatically applying
inertia compensation and SAE correction factor for air
temperature, barometric pressure and relative humidity. For
baseline testing of the engine, sensors such as crank shaft
sensor, cam shaft sensor, throttle valve position sensor,
manifold absolute pressure, oxygen sensor, thermocouple,
engine coolant temperature sensor and a three way catalytic
converter and an electrochemical sensor were attached to it.
III. ENGINE AND ITS MODIFICATIONS
1.To be operated on gasoline :The engine was first modified
with a newly designed intake manifold, fabricated out of
aluminum using CNC machine and an electronic fuel injector
and a pressure regulator were attached to it.
2. To be operated on natural gas: Engine had the same sensors
and four injectors were installed to it.
3. Port Injection of Hydrogen: An Austrian company supplied
the Hoerbieger injector, which worked for 4-5 hrs
accompanied with a lot of back fire, pre-ignition and
knocking. It stopped later due to fatigue and vibration
problems pertaining to the injector.
4. In-cylinder fuel injection: A two-way normally closed high
pressure impact type solenoid valve purchased from Peter Paul
was used for this approach. The engine was tested from 1500-
3000 rpm with a load of 50%, 75% and 100%. Results showed
that an air fuel ratio of 40:1, and a power output of 2-3 hp was
accompanied by frequent popping sound. At higher speeds the
power of the engine decreased because of pre-ignition of
hydrogen. The levels of Nox emissions were low in the range
of 1000 - 4000 rpm, CO were also between 100-300 ppm.
5. Direct Injection of Hydrogen: The engine head was
modified by drilling a hole in such a way so as to incorporate
the second Hoerbriger injector. The engine was tested from
1500-3000 rpm with a load of 50 %, 75%, and 100 %. At 2000
rpm and 75 % of maximum load the response of the motor
became sluggish. Less than a minute later the engine stopped
abruptly. During start up it was noted that an unusual high
amount of fuel was being delivered and the engine stopped
working.
International Academy of Engineering and Medical Research, 2017
Volume-2, Issue-4
Published Online April 2017 in IAEMR (http://www.iaemr.com)
6. Direct injection of Hydrogen using solenoid valve: The
solenoid valve was connected to the engine head. In order to
avoid the flow of hydrogen in the opposite direction a check
valve was incorporated. The hydrogen pressure was regulated
between 150-300 Psi by a high pressure regulator. The engine
was tested at 1500-3000 rpm with a load of 50%, 75% and
100%. At 2000- 3000 rpm and an air/fuel ratio of 20:6, engine
produced a 3.5 Hp and 7 hp respectively. Beyond 3000 rpm,
engine was not tuned because the problem of pre-ignition
persisted.
7. In-cylinder injection of hydrogen: The engine obtained a
peak power of 11.5 hp at an air fuel ratio of 32:1 slightly
above stoichiometric ratio with zero Nox emissions.
IV Performance and Emission Evaluation
1. The engine was operated at different speeds between 2000-
4000 rpm for gasoline, natural gas and finally hydrogen gas
and the corresponding horse power was obtained. The results
are shown in the graph at a load of 50- 100%.
Fig 1. Engine Speed Vs Horse Power Graph
2. The emissions were observed after attaching a catalytic
converter at engine speeds between 2000-4000 rpm for
gasoline at wide open throttle 28’’ Hg and 14.7 air fuel ratio.
It was understood that levels of CO and NOx have
considerably reduced by it. The results are shown in the below
graph.
Fig 2. Engine Speed Vs Emissions for Gasoline
3. Similarly the emissions of CO and NoX were considerably
reduced after attaching a catalytic converter when operated at
engine speeds ranging between 2000-4000 rpm for natural gas
with wide open throttle 28’’ Hg and 14.5 air fuel ratio. The
results were obtained with engine speed versus emissions in
the below graph.
Fig 3. Engine Speed Vs Emissions for Natural Gas
4. The emissions obtained for engine speed 2000-3000 rpm for
hydrogen with port injection showed reduction in CO and NOx
values. The readings showed are for values obtained after
attached a catalytic converter.
0
2
4
6
8
10
12
14
16
18
20
2000 rpm 3000 rpm 4000 rpm
Horse Power
Engine Speed Vs Horse Power of Different
Fuels
Gasoline (Horse
Power)
Natural
Gas(Horse Power)
Hydrogen (Horse
Power)
0
1000
2000
3000
4000
5000
2000 rpm 3000 rpm 4000 rpm
Engine Speed Vs Emissions for
Gasoline CO-Ppm
NOx-Ppm
0
200
400
600
800
1000
1200
2000rpm 3000rpm 4000rpm
Engine Speed Vs Emissions for Natural gas
CO-Ppm
NOX-Ppm
International Academy of Engineering and Medical Research, 2017
Volume-2, Issue-4
Published Online April 2017 in IAEMR (http://www.iaemr.com)
Fig 4. Emissions Vs Engine Speed for Hydrogen Gas
5. There were no Nox emissions during direct injection of
hydrogen at engine speeds 2000-3000 rpm.
V CONCULSION
The direct injection of hydrogen gave zero Nox emissions and
a peak power output of 11.5 Hp at air fuel ratio of
32:1.Whereas port injection has certain emissions with respect
to CO and Nox. Comparing the engine performance with
gasoline and natural gas the values were comparatively lower
than that obtained with running on hydrogen. This behavior of
it pertains to larger flammability limits of hydrogen or air
mixture. In conclusion the conversion of Polaris ranger into
in-cylinder injection has been a great success.
VI REFERENCES
[1] L. S. Guo, H. B. Lu, and J. D. Li 1999 “A hydrogen
injection system with solenoid valves for a four –cylinder
hydrogen fuelled engine,” IJHE, vol. 24, pp. 377-382
[2] I. R. Sierens and S. Verhelst 2003 “Influence of injection
parameters on the efficiency and power output of the hydrogen
fueled engine, “Journal of Engineering for Gas Turbines and
Power vol 125, April 2003 pp. 444-449
[3] H. B. Mathur and P. R. Khajuria 1984, “Performance
and emissions of hydrogen fueled internal combustion
engines”, IJHE vol 9, No 8, pp. 729-735
[4] Xiaoguo Tan, 2003,”Hydrogen IC engine boosting
performance and Nox study,” SAE International SP-1743.
[5] Helmut Eichlseder, Raymond Freymann, Jergen Ringler,
Thomas Wallner, 2003,” The potential of hydrogen internal
combustion engines in a future mobility scenario,” SAE
International SP-1792.
[6] Taku Tsujimur, Shohei Mikami, 2003,”A study of direct
injection diesel engine fueled with hydrogen,” SAE
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[7] L. Martorano and D.Dini, 1983,”Hydrogen injection in
two-stroke reciprocating gas engines,” IJHE, vol 8, No 11/12,
pp. 935-938.
[8] Toshio Shudo, 2003, “Reduction of Cooling Loss in
hydrogen Combustion by Direct Injection Stratified Charge,”
SAE International SP-1803.
[9] Ghazi .A. Karim, 2004, “Examination of the oil
combustion in a S.I hydrogen engine”, SAE International SP-
1894.
[10] Andreas Wimme 2005, “Hydrogen direct injection –A
highly promising combustion concept,” SAE International SP
-1972.
[11] Hermann Rotten Gruber 2004, “Direct-Injection hydrogen
SI engine-operation strategy and power density potentials,”
SAE International SP-1902.
[12] James Heffel, Amdre Lanze, and Colin Messer 2001,
“Hydrogen use in internal combustion engine”, College of the
Desert, Palm Desert, CA.
[13] K.Binder and G. Withalm, 1982, “Mixture formation and
combustion in a hydrogen engine using hydrogen storage
technology,” IJHE vol 7, No 8, pp. 651-659.
[14] P.C.T DeBoer, W.J McLean and H.S Homan 1976
“Performance and emissions of hydrogen fueled internal
combustion engine,” IJHE vol 1, Issue 1, pp. 153-172.
[15] James W. Heffel, Douglas C. Johnson and Carroll Shelby
2002,”Hydrogen powered cobra: Vehicle conversion,”
Hydrogen Today, vol 13, No 1.
0
100
200
300
400
500
2000 rpm 3000 rpm
Emissions -Ppm
Engine Speed -Rpm
Emissions Vs Engine Speed for Hydrogen Gas
CO-Ppm
NOX-Ppm
