Internal Combustion Engines Dr. Md.

Ehsan 2009 ME 401

Emission from IC engines

Expected Products : CO
2
and H
2
O

Undesirable Products :

CO Unburned HC NOx PM SOx Pb

Major Emission Concerns :

SI Engines : CO, Unburned HC, NOx, Pb

CI Engines : PM, NOx, Unburned HC, SOx



Unburned HC :

Major Concern for SI engines.
Could be as high as 6000 ppm, 1.5% of fuel
Constitutes of fuel itself and partially reacted components.

Causes of Formation : Non-Stoichiometric AF ratios of combustion
Incomplete combustion, EGR
Crevice volumes
Valve Overlap
Oil or deposition on combustion chamber wall
Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401
Carbon Monoxide (CO) :

Major Concern for SI engines.
Could be as high as 5% of exhaust volume.

Causes of Formation : Non-Stoichiometric AF ratios of combustion
Incomplete combustion, EGR


Nitrogen Oxides :

Major Concern for both SI and CI engines.
Could be as high as 2000 ppm
Constitutes of No and NO
2


Causes of Formation : High temperature of combustion
Availability of excess Oxygen at high temp
Highest rate at slightly lean mixture (=0.95)

Photo-Chemical Smog :
NO
2
+Energy from Sunlight NO +O O +O
2
O
3
(Ground level)


Particulate Matter (PM) :

Major Concern for CI engines, may be in SI engines at high loads.
High concentration effects the opacity of exhaust (smoke)
Constitutes of Carbon Soot Particle, coated with SO3 and Soluble
Organic Fractions (SOF) of fuel.
Average mean diameter 10 m (PM 10), 2.5 m (PM 2.5)

Causes of Formation : Near-Stoichiometric AF ratios of combustion
Presence of heavy components in the fuel
Richer burning at high loads

At higher temperatures : PM but NO
X





Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401




Sulfur Oxides (SOx) :

Major Concern for CI engines.

Formation : Sulfur in fuel SI (150-600 ppm), CI (5000 ppm-1%)
LSD (low sulfur diesel), ULSD (Ultra low sulfur diesel <50ppm)
Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401
Emission Standards :

Emission Standards may vary in different countries. The standards are
getting stringent day by day.

EURO stand. CARB stand. FTP stand. EPA stand. Mode stand.




Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401





Vehicle Emission test on Chassis Dynamometer








Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401
Driving Cycles


Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401

Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401
Measurement of Engine Emissions



ORSAT APPARATUS

In the Orsat apparatus the analysis is
determined volumetrically appears on a
dry basis. It is convenient for
measurement of CO
2
, CO and O
2
. The
exhaust sample is exposed to a number
of chemicals which absorb one of the
constituent components.

Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401
Gas Analyzers

3-Gas Analyzers : CO
2
, CO and HC

4-Gas Analyzers : CO
2
, CO, HC and remaining Oxygen

5-Gas Analyzers : CO
2
, CO, HC, remaining Oxygen and NOx







Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401


NDIRA : Mostly used for measuring gases like CO, CO
2
and Total HC
CO
2
absorbs radiation 4-4.5 m, CO absorbs radiation 4.5-5 m
Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401



FID is mainly used for unburned HC measurement. Pure Ar-H
2
flames use
very little ionization but this changes with the presence of HC in exhaust.

NO
x
and O
2
measurement is generally done using electro-chemical cells.







Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401
Smoke Meters :








Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401
Emission Control Techniques


Pre-Engine System : Hot Air Intake System

In-Engine System : MPFI, EGR, -sensor

Post-Engine System : Thermal reactor, Catalytic Converter, DPF

Manufacture needs to attain the tail pipe emission as per the standard, which
may be done involving one or more of the systems.





Typical Sources of Emission from an Automobile
Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401


Emission as a function of Equivalence ratio In a SI engine



Emission as a function of Equivalence ratio In a CI engine
Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401
Thermal Reactors :

They provide more time for the exhaust at about 600C, allowing more
complete combustion of some exhaust components. Mainly involves
oxidation of HC and CO.




Exhaust gas Recirculation (EGR)

EGR % ={m
EGR
/(m
f
+m
a
)} x 100

EGR ensures lower temperature and lower NOx formation, at the cost of
lower volumetric efficiency, thermal efficiency and higher HC formation.

EGR is typically done at the rate of 10-15% of the intake, not exceeding
30%.

EGR is done on top of the normal residual fraction of exhaust gas.

EGR is not done at idling, EGR is not done at WOT.

In CI engines EGR is less common as abrasive soot particles may re-enter
the engine.

Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401
CATALYTIC CONVERTERS (CC)


Typically used for SI engine emission control.

2-WAY Catalytic Converter : Removes CO and HC

3-WAY Catalytic Converter : Removes NOx, CO and HC


Catalytic Converter Efficiency ={1 (m
exhaust out
/ m
exhaust in
)} x 100 %

A CC may have different removal efficiencies for different components.




The Alumina wash coat ( about 20 m) containing the noble materials is
used to enhance the surface area ( 100-200 m
2
/g) of chemical reaction.
Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401


Catalysts (Noble metals) :

Platinum(Pt), Rhodium (Rd), Palladium(Pd); About 4-5 g/cat converter.
CC could be either Monolith(Honey-comb) or Pellet(Bead) type.

2-Way Catalytic Converter : Catalysts - Pt, Pd
Oxidation reaction : CO +O
2
CO
2
HC +O
2
CO
2
+H
2
O

Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401
3-Way Catalytic Converter : Catalysts - Pt, Rd, (Pd)

Reducing reaction :
NO +CO N
2
+CO
2
2 NO +5H
2
2NH
3
+2H
2
O

NO +H
2
N
2
+H
2
O 2NO +5CO +3H
2
O 2NH
3
+5CO
2


Oxidation reaction : CO +O
2
CO
2
HC +O
2
CO
2
+H
2
O



3-way catalytic converters work best with engines having precise
control of air-fuel ratio. Many of them use O2 sensors incorporated at
the exhaust, communicating with the engine management system.
Specially the NOx reduction reaction requires very accurate air-fuel
ratio, regular carburetors and simple fuel-injection are simply too
inaccurate to keep up to the requirement.

Catalytic converters stars working effectively as they get warm above
250-300C. The reactions taking place are exothermic. Converter
material should be able to with stand up to 1000C. Generally heat
shields are used to protect other parts of the vehicle body.

Extra oxygen is needed to support the reactions, that might be
provided by lean air-fuel ratio or pump-type air injection.

Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401





Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401




Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401


Unleaded (Pb free) fuel is essential to prevent Fouling of Catalytic
converters.
Most common cause of failure is an engine that pumps too much
unburned fuel, which can overheat or carbon-clog the catalyst.
Fuel specification like Sulpher content should be maintained to
prevent catalyst poisoning detoriating performance.
Fouling, clogging, meltdown, breakage of ceramic substance may
cause a converter to stop doing its job, and/or plug it and raise back
pressure.
In most automobiles you need to use a silencer in addition the
catalytic converter to achieve desired low noise level.

Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401
DIESEL PARTICULATE FILTER (DPF)








Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401




Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401


Mitsubishi DPF System


Internal Combustion Engines Dr. Md. Ehsan 2009 ME 401


Selective Catal ytic Reduction (SCR) is the process whereby a reductant such
as ammonia or urea is mixed with NOx emissions then passed through a special
flow-through catalyst to create a reduction process. During the process, the
ammonia-NOx mixture is converted into harmless nitrogen and water.



Comparative performance of various emission control systems
for diesel engines