The study is mainly to investigate the use of straight Simarouba oil as an alternate in the DI compression ignition engine and also the effect of hydrogen induction. Simarouba fuel is used as pilot fuel and hydrogen is used as secondary fuel which is inducted in inlet manifold by small modification in the CI engine. The mass share of hydrogen induction is fixed to maximum limit with the use of a manometer and for safety two flame arresters are used to avoid backfire in the hydrogen fuel line. The maximum hydrogen mass share percentage for diesel, B20, and B40 are 12.20%, 13.05% and 10.88% is fixed in full load condition. In maximum mass share, the BTE at full load conditions for diesel, B20, and B40 are 34.80%, 33.10%, and 29.65%. The obtained value of B20 at 13.05% mass share is nearly equal to the diesel value (0% mass share of hydrogen). The major drawback of increasing the mass share of hydrogen will increase nitric oxide emission due to the high heating value of hydrogen. The nitric oxide is increasing around 18% in the maximum mass share of hydrogen for B20 compare with diesel (0% mass share of hydrogen). But, there is a decreasing trend for other emissions like CO, HC, and smoke. This may be due to the absence of a carbon molecule in hydrogen fuel. The blended fuel B20 with maximum mass share obtain a better result than diesel with 0% mass share of hydrogen.

这项研究主要是研究直接使用Simarouba油作为DI压缩点火发动机的替代品，以及氢感应的影响。Simarouba燃料被用作引燃燃料，氢气被用作二次燃料，通过CI发动机的小改动将其引入进气歧管。使用压力计将氢气感应的质量份额固定为最大极限，为安全起见，使用两个阻火器来避免氢气通道中的回火。柴油，B20和B40的最大氢质量份额百分比在满载条件下固定为12.20％，13.05％和10.88％。在最大质量份额下，柴油，B20和B40在满载条件下的BTE为34.80％，33.10％和29.65％。B20在13.05％的质量份额下获得的值几乎等于柴油值（氢的0％的质量份额）。由于氢的高热值，增加氢的质量份额的主要缺点将增加一氧化氮的排放。与柴油（氢的质量百分比为0％）相比，B20中一氧化氮的最大氢含量增加了18％。但是，其他排放物（例如CO，HC和烟）呈下降趋势。这可能是由于氢燃料中不存在碳分子。具有最大质量份额的混合燃料B20比具有0％质量氢的柴油获得更好的结果。其他排放物（例如CO，HC和烟）呈下降趋势。这可能是由于氢燃料中不存在碳分子。具有最大质量份额的混合燃料B20比具有0％质量氢的柴油获得更好的结果。其他排放物（例如CO，HC和烟）呈下降趋势。这可能是由于氢燃料中不存在碳分子。具有最大质量份额的混合燃料B20比具有0％质量氢的柴油获得更好的结果。