Diesel Exhaust Research Articles

The chemical characteristics and sources of formaldehyde on O3 and non-O3 polluted days in Wuhan, central China

In August 2023, a detailed investigation of formaldehyde (HCHO) chemical characteristics on ozone (O3) polluted days and non-O3 polluted days in Wuhan was undertaken. The mean value of HCHO on O3 polluted days (3.02 ± 1.15 ppbv) was 122% higher than that on non-O3 polluted days (1.35 ± 0.41 ppbv). Utilizing Positive Matrix Factorization (PMF) model revealed secondary formation as the dominant HCHO source (58.3% on non-O3 polluted days and 66.2% on O3 polluted days). On O3 polluted days, the contribution of liquefied petroleum gas (LPG)/solvent usage and industrial emissions to HCHO were 13.7% and 8.2%, respectively, whereas on non-O3 polluted days, LPG/solvent use and diesel exhaust contributed 15.4% and 14.7%, respectively. The top ten species, with the highest Relative Incremental Reactivity (RIR) to HCHO, were mainly alkenes and aromatics, which remained consistent on both O3 and non-O3 polluted days. It is noteworthy that the RIR of isobutane to HCHO is significant in this study. Further reapportionment of secondary HCHO by a photochemical box model indicated that LPG/solvent usage (33.2%) contributed the most to HCHO on O3 polluted days, while diesel exhaust (31.9%) dominated on non-O3 polluted days. This research enhances understanding of HCHO in Wuhan, providing a theoretical basis for targeted pollution reduction and supporting efforts to improve air quality and public health.

Influence of the air–fuel-ratio and fuel on the reactivity of diesel soot

This work deals with the influence of the variation of the air–fuel-ratio on the emissions as well as on the soot reactivity of a commercial vehicle diesel engine. The emissions and the associated soot reactivity are compared between conventional fossil diesel fuel and the regeneratively produced paraffinic diesel fuel HVO (hydrotreated vegetable oils). All investigations were carried out on a single-cylinder engine and the gaseous and particulate emissions were recorded. Additionally, the collected engine out soot samples were analyzed by thermogravimetric balance (thermogravimetric analysis = TGA) to determine the reactivity of the soot. Regardless of the set engine operating point, it was shown that the particulate mass is significantly reduced when operating with HVO compared to fossil diesel fuel. Other gaseous emissions are also minimally lower compared to fossil diesel. In contrast, however, the HVO fuel has an increased number of particles due to smaller particles. The variation of the engine operating parameters showed the same tendencies with regard to soot reactivity, regardless of the fuel used. However, the parameter variations were more or less pronounced depending on the respective fuel. It is particularly noticeable that the reactivity of soot, which is produced when using HVO, is reduced at every operating point despite the lower particulate mass compared to fossil diesel fuel.

Enhancing diesel engine performance and emissions control with reduced Graphene oxide and Non-Edible biodiesel blends

The growing concern about environmental degradation and the depletion of fossil fuel supplies has prompted experts to investigate alternate and sustainable transportation energy sources. In these circumstances, biodiesel made from renewable feedstock has emerged as a viable environmentally friendly alternative to conventional diesel. This study thoroughly examines the performance and emission characteristics of a 4-stroke diesel engine running on biodiesel blends, including reduced graphene oxide (rGO) nanomaterial. The non-edible biodiesel from the Jatropha curcas plant is utilized, and it is blended in various ratios with conventional diesel, ethanol, and nanomaterial rGO to improve performance and emissions parameters. Torque increased by up to 17 % in rGO DJE02GO25 at 3500 rpm, while Brake Power decreased by 6.3 % in rGO DJE01GO25 at 2600 rpm. Brake Thermal Efficiency decreased by 12.5 % in rGO Blend 1 at 2600 rpm, and Brake-specific fuel consumption decreased by 16.5 % in rGO DJE02GO25 at 3500 rpm. CO2 emissions decreased up to 19.71 % in rGO Blend 10 at 2600 rpm. HC emissions decreased to 94 % in rGO blend 8 at 3500 rpm. Finally, NOx emissions decreased up to 84.78 % in rGO Blend 1 at 2900 rpm. The current study reveals that after adding rGO nanomaterial in biodiesel, there is a significant decrease in NOx and HC emissions.

Electrostatic battery for emissions control (ESBEC): Further development and testing with diesel emissions

Electrostatic battery for emissions control (ESBEC): Further development and testing with diesel emissions

Interaction of diesel exhaust particulate matter with mucins in simulated saliva fluids: Bioaccessibility of heavy metals and potential health risks

Air pollution is one of the major environmental risks threatening human health, diesel exhaust particulate matter (DEPM) is an important source of urban air pollution, and oral ingestion is the primary route of exposure to atmospheric particulate matter. This study examined the bioaccessibility of Cr, Fe, and Zn in DEPM within simulated saliva fluids through in vitro experiments, interactions between the particles and mucins, and the mechanisms underlying the oxidative damage they cause. The results indicated that the interaction between DEPM and mucins altered the dispersibility, surface charge, and wettability of the particles, leading to increased release of heavy metals. Protein adsorption experiments and characterizations revealed that the adsorption of mucin by the particles resulted in a complexation reaction between the metals in the DEPM and the mucins, accompanied by fluorescence quenching of the protein. In addition, free radical assays and correlation analyses revealed that environmentally persistent free radicals generated by DEPM induce the production of reactive oxygen species (O2·−, HOOH, and·OH), which damage the secondary structure of mucins and increase the risk of oral diseases. Our study is the first to reveal the interaction between DEPM and mucins in saliva, elucidating the mechanisms of DEPM-induced oxidative damage. This is significant for understanding the oral health risks posed by the ingestion of atmospheric particulate matter.

Assessment of performance and emission characteristics of CI engine using tyre pyrolysis oil and biodiesel blends by nano additives: An experimental study

In the current study, the diesel engine performance, emission, and combustion have been investigated using tyre pyrolysis oil (TPO) and biodiesel blended with nano-additives. The effect of the blending ratio on fuel combustion and emission was evaluated. The tyre pyrolysis oil was derived from scrap tyres through the pyrolysis process and biodiesel was synthesized from used cooking oil (UCO) through the transesterification process. Moringa oleifera-derived strontium oxide (SrO) nanoparticles were mixed into the fuel to provide extra oxygen for better combustion. Three blended fuels were formulated as: a) 5 % biodiesel and 95 % TPO containing 50 ppm SrO nanoparticles (B5TPO95SrO50), b) 10 % biodiesel and 90 % TPO containing 100 ppm SrO nanoparticles (B10TPO90SrO100), c) 50 % TPO and 50 % biodiesel without nano-additives (B50TPO50). Among the blended fuels, B10TPO90SrO100 showed the best brake thermal efficiency at 31.4 % and a brake-specific fuel consumption of 0.21 kg/kWh at full load. The B5TPO95SrO50 blended fuel showed reduced emission parameters such as unburned hydrocarbon (HC), carbon monoxide (CO), and oxides of nitrogen (NOx) by 2.05 %, 8.30 %, and 18.00 %, respectively, as compared to the conventional diesel engine at an optimum engine load (27.9 Nm). Hence, waste tyre oil and UCO biodiesel blended with biogenic SrO nano additive can be considered a promising fuel for a sustainable environment.

Modified banana peel biochar-based green nanocatalyst for biodiesel production and its utilization to improve diesel engine performance and emission

This study introduces the integration of catalyst green, waste oil, and ultrasonication procedure for biodiesel synthesis, thereby addressing existing gaps in the present paper. In this scientific research, an efficient modified banana peel green catalyst was prepared via the pyrolysis procedure and utilized for biodiesel production from waste edible oil (WEO). Various analyses, including XRD, FTIR, FESEM, EDX/mapping, CO2-TPD, TEM, and BET-BJH were conducted to evaluate the catalyst structure. The results reveled that modified banana peel have spherical shaped particles with surface area of 127.56 m2g−1 and the size of the particle is <50 nm with basic sites of 206.4 µmol/g indicating suitable as catalyst for transesterification process. The highest biodiesel yield of 97.13 % was achieved under optimum conditions (ultrasonication time of 32.53 min, catalyst dosage of 3.23 wt%, methanol to WEO molar ratio of 11.51 and reaction temperature of 63.41 °C). Besides, the reusability of the modified banana peel nanocatalysts was demonstrated through multiple reuse stages, indicating high stability and consistent biodiesel yield over seven cycles (87.65 %) with biodiesel yield reduction of 9.48 %. Furthermore, the study investigated the effects of incorporating 20 % biodiesel into diesel (B20) and the presence of modified banana biochar in B20 on a compression-ignition diesel engine. The results revealed positive impacts on reducing CO (26.08 %) and UHC (25 %) emissions compared to diesel fuel and enhancing engine parameters using B20 with 80 ppm banana peel biochar. Moreover, the activation energy and exponential factor for the conversion of WEO to biodiesel are reported as 45.58 kJ/mol and 7.97×105 min−1, respectively. In summary, the modified banana peel nanocatalyst emerges as a standout option for biodiesel production, offering outstanding reusability, rapid reaction rates, and significant biodiesel efficiency attained within a quick reaction time.

Optimization strategies for enhancing diesel engine performance and emissions control with biofuel blends: A multi-objective approach

This study examines the effects of engine compression ratio, load, and biofuel composition on performance, combustion, and emissions. The experimental setup includes testing different compression ratios (16, 17, 18) and loads (25 %, 50 %, 75 % torque) at a fixed speed of 1500 rpm, using Thai standard diesel as the control fuel. Biofuel variations tested include neat biodiesel, neat biokerosene, and blends of 30 % biokerosene with 70 % biodiesel and 50 % biokerosene with 50 % biodiesel. The results show that an increased compression ratio enhances combustion efficiency, reduces brake specific fuel consumption, and improves brake thermal efficiency, although it also leads to higher nitrogen oxide emissions. Biofuels improve brake thermal efficiency due to their higher oxygen content. However, the increased viscosity of biodiesel can hinder fuel atomization, resulting in higher emissions. In contrast, biokerosene improves brake thermal efficiency by facilitating earlier combustion and reducing emissions. Performance is primarily affected by load, while emissions are influenced by both biokerosene content and load. Gradient boosting models and optimization techniques, such as the non-dominated sorting genetic algorithm III (NSGA-III) and adaptive geometry estimation-based multi-objective evolutionary algorithms (AGE-MOEA), produce consistent results, with AGE-MOEA identifying denser optimal points. The findings suggest that optimal biokerosene blends ranging from 20 % to 40 %, across all compression ratios and loads of 50 %–75 %, provide valuable insights for advancing sustainable fuel utilization practices in automotive vehicles.

P07-10 Differential impact of renewable diesel exhaust particles on protein profiles in bronchoalveolar lavage fluid and plasma after instillation exposure in mice

P07-10 Differential impact of renewable diesel exhaust particles on protein profiles in bronchoalveolar lavage fluid and plasma after instillation exposure in mice

Improving the efficiency of repair and strengthening of the diesel exhaust system by using a highly common high-temperature synthesis of alloys

In accordance with the requirements of the Ukraine strategy of eco- nomic development and coverage of processes economic approaches to the transfor- mation of the national economy in various industries, we present a separate methodology in the field of restoration and repair of marine vehicles. The main direction of improving shipbuilding production is to reduce the duration, improve the quality and reduce the cost of ship repair. Such factors influencing production and repair as material supply and energy consumption can be reduced by 10-20 percent if we apply the latest technological implementations that are already developed and improved in the research of both Ukrainian and foreign scientists.

Investigation of carbon black emissions in tractor diesel powered by biofuels

Investigation of carbon black emissions in tractor diesel powered by biofuels

Fuel properties, performance, and emissions of water-emulsified diesel fuel in an IDI diesel engine

This paper aims to verify the possibility of utilising water-in-diesel emulsions (WiDE) as an alternative drop-in fuel for diesel engines. An 8% WiDE was produced to be tested in a four-stroke, indirect injection (IDI) diesel engine and compared to EN590 diesel fuel. An eddy current brake and an exhaust gas analyser were utilised to measure different engine parameters such as torque, fuel consumption, and emissions at different engine loads. The results show that the engine running on emulsified fuel leads to a reduction in torque and power, an increase in the specific fuel consumption, and slightly better thermal efficiency. The highest percentual increment of thermal efficiency for WiDE is obtained at 100% engine load, 5.68% higher compared to diesel. The emissions of nitric oxide (NO) and carbon dioxide (CO2) are reduced, but carbon monoxide (CO) and hydrocarbons (HC) emissions are increased, compared to traditional diesel fuel. The most substantial decrease in NO and CO2 levels was achieved at 75% engine load with 33.86% and 25.08% respectively, compared to diesel.

A quantitative comparison of economic viability, volatile organic compounds, and particle-bound carbon emissions from a diesel engine fueled with biodiesel blends

Despite the environmental advantages of biofuel blends, detailed studies on emissions of polycyclic aromatic hydrocarbons (PAHs), n-alkanes, and particle-bound carbon from diesel engines, particularly when fueled with biodiesel, remain limited. This study addresses these gaps by analyzing biodiesel blends from neem, linseed, and jatropha oils produced via mechanical extraction and assessing their impact on volatile organic compounds and particle-bound carbon emissions in diesel engine. Economic evaluations of production costs, engine modifications, and payback periods are also conducted. The result shows that jatropha biodiesel exhibits a calorific value of 35.7 MJ/kg, while neem biodiesel shows superior oxidative stability due to its low iodine value. Additionally, linseed biodiesel displays favorable cold flow properties due to its high density and cetane value. Compared to D100, the N10 and N30 blend notably reduced high molecular weight PAH emissions by 10.7 % and 38.4 %, respectively, with the N30 blend achieving a remarkable 76 % reduction in formaldehyde emissions. Conversely, the J10 blend increased specific PAHs, while the J30 blend reduced PAHs by 21.3 %. Both L10 and L30 blends showed reduced naphthalene emissions, with the J30 blend notably reducing elemental carbon (EC) by 31.4 %, although organic carbon (OC) slightly increased. In contrast, the N30 blend decreased both EC and OC emissions, demonstrating a dose-dependent relationship between biodiesel concentration and emissions reduction. Overall, Jatropha biodiesel blends offer the best balance of economic efficiency and emission reductions, resulting in shorter payback periods and lower carcinogenic risks. Neem and linseed blends also provide environmental benefits but with varying economic implications, highlighting the trade-offs between production costs and long-term sustainability.

Is Farming a Risk Occupation for Cardio-cerebrovascular Diseases? A Scoping Review on Cardio-cerebrovascular Disease Risk in Farmers.

In the Republic of Korea, cardiocerebrovascular disease (CCVD) is recognized as an occupational disease when sufficient evidence of a work-related burden exists. In 2021, approximately 26.8% of the payments from occupational disease insurance under the Industrial Accident Compensation Insurance Act were allocated to CCVDs. However, due to the specific nature of insurance policies for farmers, CCVD is not acknowledged as an occupational disease in their case. We reviewed studies on the differences in the incidence, prevalence, and mortality rates of CCVDs between farmers and the general population or other occupations and described the exposure of farmers to risk factors for CCVDs. Several studies showed that farming is a high-risk occupation for CCVDs, with the following risk factors: long working hours, night work, lack of holidays, and strenuous physical labor; physical factors (noise, cold, heat, humidity, and vibration); exposure to hazardous gases (diesel exhaust, carbon monoxide, hydrogen sulfide, carbon disulfide, nitrogen oxides, and polycyclic aromatic hydrocarbons), pesticides, and dust (particulate matter, silica, and organic dust); exposure to a hypoxic environment; and job-related stress. Social isolation and lack of accessible medical facilities also function as additional risk factors by preventing farmers from receiving early interventions. Farmers are exposed to various risk factors for CCVDs and are an occupation at risk for CCVDs. More studies are needed in the future to elucidate this relationship. This study lays the groundwork for future research to develop guidelines for approving CCVDs as occupational diseases among farmers.

Experimental study of diesel engine performance and emissions from microalgae fuel blends with SiO2 nanoadditives: RSM and Taguchi optimization.

In this investigation, the effects of blending microalgae biodiesel with silicon dioxide (SiO2) nanoparticles in a diesel engine are evaluated. For the study, test fuels (diesel, B20, B20n25, B20n50, B20n75, and B20n100) were prepared by blending pure diesel with microalgae biodiesel with the addition of SiO2 nanoparticles having particle sizes ranging from 25 to 100 ppm. A liquid-cooled, two-cylinder, four-stroke, compression ignition engine having a load range between 2 and 12 kW, fuel injection timing of 23° bTDC, and 16.5:1 compression ratio was chosen for this study. The results demonstrated that the test fuels enhanced the engine performance and declined emissions. Performance parameters such as brake thermal efficiency (BTE) and brake-specific fuel consumption (BSFC) were all improved by 1.6-4.8% and 8.55-15.33%, respectively, by the biodiesel containing SiO2 nanoparticles. At full engine load, emissions such as carbon dioxide (CO2), smoke opacity (BSN), and NOx declined by 1.8-9%, 6.2-21.4%, and 19-34% respectively. The study backs the use of SiO2 nanoadditives for better performance and lower emissions in diesel engines. Test results were analyzed by Taguchi and RSM method to find optimized conditions.

Effect of different configurations of hybrid nano additives blended with biodiesel on CI engine performance and emissions

The use of nano additives to improve the cold properties of biodiesel is encouraged by its drawbacks and incompatibility in cold climate. Waste cooking oil (WCO) was transesterified to create biodiesel. A 20% by volume was used for combination of diesel and methyl ester. Current study aims to evaluate diesel engine emissions and performance. TiO2, alumina, and hybrid TiO2 + Al2O3 nanoparticles are added to WCO biodiesel mixture at 25 mg/liter. When B20 combined with nano materials such as TiO2, Al2O3, and hybrid nano, the highest declines in brake specific fuel consumption were 4, 6, and 11%, respectively. As compared to biodiesel blend, the largest gains in thermal efficiency were 4.5, 6.5, and 12.5%, respectively, at maximum engine output power. Introduction of TiO2, Al2O3, and hybrid nano particles to B20 at 100% load resulted in the highest decreases in HC concentrations up to 7, 13, and 20%, and the biggest reductions in CO emissions, up to 6, 12, and 16%. Largest increases in NOx concentrations at full load were about 7, 15, and 23% for B20 + 25TiO2, B20 + 25 Al2O3, and B20 + 25TiO2 + 25 Al2O3, respectively. Up to 8, 15, and 21% less smoke was released, correspondingly, which were the largest reductions. Recommended dosage of 25 ppm alumina and 25 ppm TiO2 achieved noticeable improvements in diesel engine performance, combustion and emissions about B20.

A new insight on surface chemistry and redox species of transition metal (Fe, Mn) doped CeO2-SnO2/Al2O3 nanocomposites for automobile emission control

The ceria-tin/alumina mixed metal oxides (Ce/Sn =1) with different proportions of Fe & Mn dopants were synthesized and investigated in detailed approach for diesel emission reduction. The dopants created structural defects enhancing the oxygen ion mobility for exhaust treatment. The existence of surface-active oxygen sites and oxygen ion vacancy sites generated for charge compensation due to reduction of Ce4+, Sn4+ and dopants incorporation evidenced from XPS analysis. The Mn doped sample holds better physicochemical properties than Fe doped sample. The Mn doped sample with higher surface area of about 101.32 m2 g−1 exhibits greater active sites for better catalytic activity. The redox couples in the Mn-doped sample Ce4+/Ce3+, Sn4+/Sn2+, and Mn3+/Mn2+ helps in oxygen regeneration to contribute to exhaust treatment by oxygen ion conduction from bulk to the surface. This sample exhibited the 92 % of NOx reduction and proved to be a dynamic candidate for diesel emission reduction.

Impact of Short-Term Diesel Exhaust Exposure on Prothrombotic Markers in COPD: A Randomized, Double-blinded, Crossover Study.

Rationale: Growing evidence suggests that air pollution exposure is a major risk factor in chronic obstructive pulmonary disease (COPD) that is associated with an increased prothrombotic state and adverse cardiovascular outcomes. However, much of this work is based on observational data or human exposure studies involving younger participants. The biological causality and mechanism of air pollution-induced prothrombotic response in patients with COPD remain to be explored. Objective: The main aim of this work was to investigate the impact of short-term diesel exhaust (DE) exposure on circulating prothrombotic markers-fibrinogen and plasminogen activator inhibitor-1 (PAI-1)-and urinary eicosanoids in patients with COPD. Methods: Twenty-nine research participants were recruited in this randomized, double-blinded, crossover, controlled human exposure study to DE. Participants included former smokers with and without mild or moderate COPD (ES and COPD group) and healthy never-smokers without COPD (NS group). Each participant was exposed to DE (300 µg/m3 of PM2.5) and filtered air (FA) for 2 hours on different occasions, in randomized order, separated by a 4-week washout. Blood and urine samples were collected prior to and 24 hours after each exposure. Plasma fibrinogen and serum PAI-1 concentrations were quantified using ELISAs. Urinary eicosanoid concentrations were quantified using ultra- performance liquid chromatography coupled to tandem mass spectrometry. Linear mixed-effects models were used for statistical comparisons. Results: Participants with COPD showed an increase in plasma fibrinogen (effect estimate: 1.27 [1.06 to 1.53], p=0.01) after DE relative to FA, but no significant DE-associated change in serum PAI-1 (0.95 [0.87 to 1.04], p=0.26). In never-smokers and ex-smokers without COPD, fibrinogen (NS group: 1.10 [0.99 to 1.23], p=0.08; ES group: 0.86 [0.68 to 1.09], p=0.08] and PAI-1 (NS group: 1.12 [ 0.96 to 1.32], p=0.15; ES group: 0.90 [0.79 to 1.03], p=0.13) were not changed after DE exposure. COPD participants showed a DE-attributable increase in urinary thromboxane B2 (TXB2) metabolites concentrations as follows: 11-dehydro TXB2 (1.45 [1.02 to 2.08], p=0.04); 2,3-dinor-TXB2 (1.45 [1.05 to 2.00], p=0.03). Conclusions: Participants with COPD had increased plasma fibrinogen and urinary TXB2 metabolites after short-term DE exposure, suggesting they may be more susceptible to pollution-attributable prothrombotic response compared to healthy controls or ex-smokers without COPD. Clinical trial registration available at www.clinicaltrials.gov, ID: NCT02236039.

Effect of Butylated Hydroxytoluene Nanoparticles Blended with Biodiesel Derived from Bauhinia Purpurea Linn Seed Fueled in a CRDI Diesel Engine

This study sought to investigate techniques for lowering diesel engine emissions by using waste seed as an alternative energy source in place of conventional fossil fuels. This study thoroughly investigated the process of transesterifying waste seed oil obtained from Bauhinia purpurea linn for use as fuel in a common rail direct injection (CRDI) diesel engine. Butylated hydroxytoluene (BHT) nanoparticles serve as a combustion enhancer. The engine outcome metrics were analyzed using diesel, Bauhinia purpurea linn biodiesel (BPLB) and BPLB-BHT blends ([Formula: see text]m BHT 10 ppm and [Formula: see text]m BHT 10 ppm) without changing the operating circumstances. At full brake power, the [Formula: see text]m BHT 10 ppm mix outperformed the BPLB and [Formula: see text]m BHT 10 ppm blends, but fell short of diesel. The [Formula: see text]m BHT 10 ppm blend reduced smoke opacity by 39.14%, hydrocarbon (HC) emissions by 42.71%, carbon monoxide (CO) emissions by 59.03% and oxides of nitrogen (NOx) emissions by 12.29% compared to neat diesel fuel at maximum brake power.

The impact of ammonia and hydrogen additives on the combustion characteristics, performance, stability and emissions of an industrial DF diesel engine

Both hydrogen and ammonia are potential fuels that can significantly replace fossil fuels in the automotive and energy sectors. In compression ignition engines, they can be effectively and efficiently co-combusted with diesel fuel. This study presents experimental comparative research on the impact of alternative fuels, namely ammonia and hydrogen, on the performance, stability, and emissions of an industrial dual-fuel compression ignition engine. The research was conducted on an engine operating under constant load (0.7 MPa) and constant speed (1500 rpm), comparing scenarios of diesel-only operation and alternative fuel energy shares of 8 %, 12 %, 24 %, and 32 %. For both ammonia/diesel and hydrogen/diesel engines, combustion characteristics, performance, and emissions were determined and analyzed. Additionally, an evaluation of the dual-fuel engine’s operational stability was conducted. For the compression ignition engine co-combusting ammonia with diesel, the most favorable solution was using a 32 % energy share of NH3. In this configuration, the engine achieved nearly the highest efficiency (38 %), the most stable operation, and the lowest emissions of harmful and toxic exhaust components (NO = 2.23 g/kWh, HC = 0.2 g/kWh, CO = 24.9 g/kWh, CO2 = 512 g/kWh, Soot = 0.51 g/kWh). For the engine co-combusting hydrogen with diesel, the optimal energy share of H2 was 24 %. In this configuration, the engine achieved the highest efficiency (39.8 %), almost the most stable operation, and the lowest emissions of HC = 0.22 g/kWh, CO = 15.8 g/kWh, CO2 = 434.7 g/kWh and Soot = 0.52 g/kWh. Unfortunately, a significant drawback of using H2 in a compression ignition engine is the substantial increase in NO emissions.