International Journal of Mechanical Engineering and Technology (IJMET)

Volume 9, Issue 13, December 2018, pp. 192–202, Article ID: IJMET_09_13_020
Available online at http://www.iaeme.com/ijmet/issues.asp?JType=IJMET&VType=9&IType=13
ISSN Print: 0976-6340 and ISSN Online: 0976-6359

© IAEME Publication Scopus Indexed

EXPERIMENTAL INVESTIGATION OF
EMISSION CONTROL USING AG CATALYTIC
CONVERTER IN A FOUR STOKE DIESEL
ENGINE
A. Dhanalakshmi and M.Suresh
Faculty, Department of Mechanical Engineering, Sri Sairam Engineering College, West
Tambaram, Chennai-600 044, India

ABSTRACT
Catalytic converters play a major role in automobiles which reduce the harmful
gasses from engine exhaust significantly. The three way catalysts (TWCs) are widely used
in automobiles for the past 25 years and are more successful (20). The aim of our work is
to reduce the harmful gasses, by replacing conventionally used noble materials by
comparatively cheaper and economically viable Silver (Ag). CATIA V5R15 software is
used to create geometric model of our catalytic converter. To oxidise HC and CO, at a
higher rate atmospheric air is injected inside the catalytic converter at constant pressure.
The presence of oxygen in the exhaust gas helps to increase the oxidation process (13).
This work is aimed to reduce harmful gases from diesel engine exhaust.
Key Words: Diesel Engine, catalytic Convertor, Emission
Cite this Article: A. Dhanalakshmi and M.Suresh, Experimental Investigation of Emission
Control Using Ag Catalytic Converter in a Four Stoke Diesel Engine, International Journal
of Mechanical Engineering and Technology, 9(13), 2018, pp. 192–202
http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=9&IType=13

1. INTRODUCTION
Automotive catalyst technology to meet ultra-low emission vehicle (ULEV) emission levels for
conventional diesel engine vehicles requires major improvements in catalytic activity and reactor
engineering(6). A major challenge is in reducing vehicle cold-start emissions. ULEV emission
levels can be exceeded in the first minute of the Federal Test Procedure (FTP) cold-start if the
catalyst does not achieve its light-off temperature (9). To achieve these cold-start emission
reductions, several approaches are actively being evaluated including electrically heated catalysts
(1,3), fuel burners( 4,5) and hydrocarbon absorbers(6). Some of these techniques have
demonstrated the ability to substantially reduce cold-start emissions; however, they also add
substantial complexity and cost to the emission control system. Additional work has concentrated
on the development of advanced catalyst technology based on high loading of palladium (7,8).
These palladium catalysts have demonstrated improved warmed-up hydrocarbon activity and
lower light- off temperatures compared to conventional platinum/rhodium catalysts. It must be

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 A. Dhanalakshmi and M.Suresh

recognized; however, that automotive catalyst light-off during vehicle cold-start is a dynamic
process dependent not only on catalyst activity but the transfer of exhaust gas heat to the catalyst
surface and the thermal mass of the catalyst / substrate combination(9). A major limitation of
conventional ceramic or metal monolithic automotive catalyst technology is the large thermal
mass associated with the catalyst substrate (11). This results in a major delay in cold-start catalyst
light-off times due to the large amount of exhaust energy required to heat the catalyst to reaction
temperatures (10). The development of alternate catalyst/substrate technology with reduced
thermal mass, high heat transfer rates and high catalyst activity could result in significant
advancements in achieving emission levels at and below the ULEV standard.
Conventional monolithic catalysts consist of metal or ceramic substrates having long flow
channels, typically three to six inches in length, coated with a ceramic slip coat (wash coat) and
a formulation containing precious metal catalysts. Automotive catalytic converter light-off occurs
in a kinetically-limited regime, where catalyst surface temperature has an exponential effect upon
reaction rate (9, 10). After full light-off, conventional catalytic converters operate at temperature
conditions where the actual catalytic reaction rate is faster than the rate at which reactants can be
transported to the surface, i.e. the reaction is mass transfer limited(12). The reduced reaction rates
of conventional monolith reactors is the result of the development of a boundary layer along the
walls in the monolith channels, which limits the rate of mass transfer. Such boundary layers
become fully developed within five to ten channel diameters of the entrance (16, 17). The
Microlith converter avoids such boundary layer limitation by replacing the long channels of a
conventional converter with a series of short substrates, each short enough to avoid substantial
boundary layer build-up. As a result, Microlith conversion rates as a function of converter length
are much higher than conventional converters. The Microlith conversion rate is further enhanced
through the use of high cell densities ( 388 cells per sq. cm), allowing a much higher catalyst
geometric surface area (GSA) per unit volume—up to four times that of a 62 cells per sq. cm
ceramic monolith(18). The result is much higher conversion efficiencies than conventional
monolithic catalysts with a smaller converter size. The smaller catalyst volume required for a
given conversion also requires less precious metal alternatively, the same metal loading can be
utilized to extend catalyst life. Use of less substrate material and less precious metal allow total
costs to be below those of conventional designs.

2. EXPERIMENTAL SETUP AND METHODOLOGY

2.1. DESIGN ANALYSIS

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 Experimental Investigation of Emission Control Using Ag Catalytic Converter in a Four Stoke Diesel
Engine

2.2. FABRICATION OF CATALYTIC CONVERTER

2.2.1. Fabrication of catalyst-1

Silver (Ag):
A newly developed catalytic converter coated with silver (Ag) has a property to reduce the oxides
of nitrogen (NOx) was fabricated. The surface of sheet metal was etched with the help of wood
Nickel solution to get more efficient catalytic property. Silver (Ag) cannot be directly on stainless
steel sheet directly. The flash coat was given which is electrolytic nickel, then over the flash coat
silver coating was given for 2 microns thickness (19).

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 A. Dhanalakshmi and M.Suresh

Figure 3 Silver Coated Catalyst

Chemical Reaction
2NOX=N2+O2

2.2.2. Fabrication of catalyst-2

Platinum (Pt) & Palladium (Pd)

The existing two way catalytic converter is coated with catalysts Platinum and Palladium (6).
When the exhaust gasses sent through this catalyst, it oxidises the hydrocarbons and carbon
monoxide to carbon dioxide and water (11). The picture of this catalyst has shown below. The
reactions which are as follows,

Figure 4 Existing Ceramic Substrate

Chemical reaction
CO+O=CO2
HC+O2=H2O+CO2
The outer shell was fabricated using 3mm thickness sheet and the welding was done by arc
welding. The catalyst 1 shown in Fig. 3. Was fabricated by stainless steel sheet metal thickness
of 0.1mm. One of the two sheets was punched in a zigzag design (7). The catalysts 2 was taken
from the existing device of two way catalytic converter which has coating on the ceramic
monolith. The air is supplied between the two substrates. By injecting air into the device, which
helps to reduce the NOx and CO (14).

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 Experimental Investigation of Emission Control Using Ag Catalytic Converter in a Four Stoke Diesel
Engine

Figure 5 Fabricated Catalytic Converter

2.3. ENGINE SETUP

Specifications for the engine are listed below:

Table.1. Engine details

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 A. Dhanalakshmi and M.Suresh

Figure 6 Experimental Setup

The engine is equipped with a single 96 in.3 close-coupled catalytic converter with the inlet
face of the catalyst 4 inches from the exhaust manifold flange. Prior to instrumentation and
baseline testing, the engine was driven to stabilize the operation (6).
The engine was fitted with a three-stage electronic air pump to provide air injection into the
exhaust manifold during cold-start to provide an overall lean (excess air) environment to the
catalyst during the engine rich cold-start condition for faster catalyst light-off(12). The pump is
operated at 12 volts and a maximum current of 40 amperes. The maximum flow rate of the pump
is 622 liter/min. A series of tests were conducted varying the air injection rate and injection time
during cold-start (9). An injection rate of approximately 370 liters/min for 45-55 seconds was
found to give optimum cold-start hydrocarbon (HC) and CO performance with a minimal
negative impact on NOx emissions. The air pump and air distribution system is presented in
Figure 1. Air is distributed to the exhaust manifold through a 2.54 cm diameter air rail. The air
rail has four 6.35 mm diameter injection tubes. One injection tube is inserted into each of the four
exhaust ports.

AVL GAS ANALYSER

The prototype converters prepared for testing are described below:
• Standard ceramic monolith catalytic converter for baseline testing - 1.6 liter 62 cells per cm2
ceramic monolith Pd only formulation with 11.14 gm of Pd (11)
• Microlith™/Monolith (cascade) in a single catalytic converter - 0.11 liter Microlith™ -
5.3/4.6/0.2 Pt/Pd/Rh formulation with 3.85 gm of platinum group metals - 1.6 liter 62 cells per
cm2 ceramic monolith – Pd only formulation with 11.14 gm of Pd.
The Microlith™ is mounted in the inlet of the catalytic converter. The monolith is mounted
½ inch behind the Microlith™.

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 Experimental Investigation of Emission Control Using Ag Catalytic Converter in a Four Stoke Diesel
Engine

Figure 7 AVL Gas Analyser

3. RESULTS AND DISCUSSIONS

3.1 CARBON MONOXIDE
The result of carbon monoxide has shown in figure 8. It is found that the catalytic converter which
we designed has controlled the Carbon Monoxide better than the normal exhaust.

Figure 8 Comparison of CO

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 A. Dhanalakshmi and M.Suresh

3.2. HYDRO CARBONS

The result of HC has shown in Fig.9. It is found that the presence of HC in our developed catalytic
converter has higher than the normal exhaust. But in 0% load, by supplying air in to the device
reduced the HC level than the normal exhaust.

Figure 9 Comparison of HC

3.3. OXIDES OF NITROGEN

The result of NOX has shown in Fig.3. The newly developed catalytic converter reduces the NOX
than the normal exhaust. Especially in full load condition, by supplying additional air which
reduces the harmful gasses from the exhaust.

Figure 10 Comparison of NOx

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 Experimental Investigation of Emission Control Using Ag Catalytic Converter in a Four Stoke Diesel
Engine

3.4. CARBON DIOXIDE

The result of CO2 analysis has shown in Fig.11. The presence of CO2 in the developed catalytic
converter is less than the existing one. But without supplying air the presence is almost same as
the existing device.

Figure 11 Comparison of CO2

3.5. SMOKE EMISSIONS

The result of smoke test has shown in Fig. 12. The percentage of smoke in the newly developed
catalytic converter is little more than the existing one.

Figure 12 Comparison of smoke

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 A. Dhanalakshmi and M.Suresh

4. CONCLUSION
The newly designed and fabricated Ag catalytic converter has been investigated.
• It is found that the carbon monoxide gets reduced from 0.08% to 0.01% in newly
designed catalytic converter.
• The presence of HC in our device is higher than the existing device. But when
supplying additional air into the device which reduces the HC level comparatively.
• It is found that the NOx has reduced from 1448 to 1167 ppm in full load condition.
• The percentage of oxygen has increased from our newly designed device’s exhaust,
by injecting constant pressure air into the device.
• By injecting air into the device, the presence of CO2 gets reduced. Without injecting
air in to the device it is almost as same as the normal exhaust.
• The smoke percentage of our device is little more than the existing device. But the
difference is very negligible.

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