Journal of King Saud University – Engineering Sciences xxx (xxxx) xxx

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Journal of King Saud University – Engineering Sciences

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Original article

Design, fabrication and implementation of HE-OBCU-EGR emission

control unit on CI engine and analysis of its effects on regulated gaseous
engine emissions
Ali Azam a,c,d,⇑, Asad Naeem Shah a,d, Shoukat Ali b,c,d, Zafar Abbas a,b,d, Ammar Ahmed a,d, Adnan Iqbal c,d,
Basit Ali Wajid a,d, Muhammad Sarfraz Ali a,d
a
Department of Mechanical Engineering, University of Engineering and Technology, Lahore, Pakistan
b
Department of Mechanical Engineering, Pakistan Institute of Engineering and Technology, Multan, Pakistan
c
Department of Mechanical Engineering, Swedish College of Engineering and Technology, Rahim Yar Khan, Pakistan
d
Xian Jiaotong University, Shaanxi, China

a r t i c l e i n f o a b s t r a c t

Article history: Adverse atmospheric conditions and health hazards originated due to the discharge of particulate matter
Received 8 May 2019 (PM), hydrocarbons (HC), nitrogen oxides (NOx) and carbon monoxide (CO) are the fundamental chal-
Accepted 7 October 2019 lenges to the researchers working on diesel engine. The solution is to develop cleaner technologies to
Available online xxxx
abate emissions from diesel engine exhaust. In this paper, a novel hybrid emission control unit composed
of counter flow heat exchanger (HE), oil bath cleaning unit (OBCU) and exhaust gas recirculation (EGR),
Keywords: the combination abbreviated as HE-OBCU-EGR unit, was designed, fabricated and implemented on the
Diesel engine
exhaust manifold of Massey Ferguson (MF-260) tractor engine to reduce the regulated gaseous emissions.
Exhaust emissions
HE-OBCU-EGR
An experimental study was conducted to investigate the effects of HE-OBCU-EGR unit on the emissions of
Emission analysis a four-stroke, three cylinder diesel engine equipped with an eddy-current dynamometer. The tests were
conducted on engine speed of 1400 to 2000 rpm with an interval of 100 rpm at full load. The AVL DiTEST
and AVL smoke meter were used to analyze the emissions including soot concentration (SC), pollution
level (PL), filter smoke number (FSN), HC, NOx and CO. The results obtained with HE-OBCU-EGR unit
revealed 44.9%, 29.2%, 26.3%, 42.9% and 24.8% reduction in SC, PL, FSN, HC and NOx emissions, whereas
CO emissions were increased by 14.3% due to limited supply of oxygen from EGR. Results revealed that
HE-OBCU-EGR unit may help to minimize the emissions of HC, SC, PL, FSN and NOx but is not suitable to
control CO emissions. To minimize the emissions of CO, this technology can be superposed with tur-
bocharger or supercharger to enhance the availability of O2 in the combustion chamber.
Ó 2019 The Authors. Production and hosting by Elsevier B.V. on behalf of King Saud University. This is an
open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

1. Introduction
For socio-economic development of a country, the major energy
requirements today are fulfilled using fossil fuels including petrol,
⇑ Corresponding author at: Department of Mechanical Engineering, University of
Engineering and Technology, Lahore, Pakistan.
E-mail addresses: aliazam@uet.edu.pk (A. Azam), anaeems@uet.edu.pk
(A. Naeem Shah), shoukatalimugheri@piet.edu.pk (S. Ali), ammartahir@uet.edu.pk
(A. Ahmed).
Peer review under responsibility of King Saud University.
Production and hosting by Elsevier
diesel, coal and natural gas which, being non-renewable resources
of energy, are going to be unavailable in coming few years
(Dhinesh et al., 2017b; Nanthagopal et al., 2019). A consumption
of approximately 11 billion tons of fossil fuels per annum pictur-
izes a drastic situation which leads to increased environmental
pollution, health hazards and depletion of energy reserves
(Elumalai, 2019). At low operating costs and high thermal effi-
ciency, diesel engines are considered as the preferred prime
movers and are used for powering equipment, bulk movement of
goods, agriculture and power generation (G. Chen et al., 2018;
Kalghatgi, 2018; Vigneswaran et al., 2018). On the other hand, die-
sel engines are also responsible for worldwide environmental pol-
lution issues including smog, acid rain, greenhouse effect and
global warming (Hosseinzadeh-Bandbafha et al., 2018; Lolli,
2018; Wang et al., 2019). Furthermore, a number of health

https://doi.org/10.1016/j.jksues.2019.10.002
1018-3639/Ó 2019 The Authors. Production and hosting by Elsevier B.V. on behalf of King Saud University.
This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
Please cite this article as: A. Azam, A. Naeem Shah, S. Ali et al., Design, fabrication and implementation of HE-OBCU-EGR emission control unit on CI engine
and analysis of its effects on regulated gaseous engine emissions, Journal of King Saud University – Engineering Sciences, https://doi.org/10.1016/j.
jksues.2019.10.002
2 A. Azam et al. / Journal of King Saud University – Engineering Sciences xxx (xxxx) xxx

problems such as cardiovascular and respiratory diseases, not only
related to human but animals also, are the penalties of diesel
engine emissions. The hazardous emissions of diesel engines
include hydrocarbons (HC), PM, nitrogen oxides (NOx ), carbon oxi-
des (COx ), soot and polycyclic aromatic hydrocarbons (PAH) (Azam
et al., 2016b; Kasumba et al., 2019; Resßitoğlu et al., 2015). Particu-
late matter (PM) are the major causes of asthma and lung cancer
(Karoui et al., 2019; Satsangi and Agarwal, 2019; Schraufnagel
et al., 2018). The inhalation of CO reduces the supply of oxygen
in the bloodstream and 0.3% volumetric concentration of CO in
the air can cause death within thirty minutes of inhalation
(Pauluhn, 2016; Sokhansanj et al., 2017). The PM, HC and CO emis-
sions are produced due to incomplete combustion in diesel
engines. PM are soot particles adsorbed with unburnt lubricating
oil, carbon elements, sulphates, unburnt fuel, metallic ions and
moisture (Fujitani et al., 2016; Wu et al., 2018).
Conventionally, three major types of techniques are being
employed to reduce hazardous gaseous emissions of diesel engine;
(i) fuel enhancement (El-Seesy et al., 2018a,b; Hoseini et al., 2017;
Knothe et al., 2015) (ii) engine modification (Balasubramanian
et al., 2018; Dhinesh et al., 2017a; Lalvani et al., 2016) and (iii)
exhaust gas after-treatment (Franco et al., 2016; Resßitoğlu et al.,
2015). Fuel enhancement is to replace the conventional diesel with
renewable fuels or to add combustion catalysts to the liquid fuels
to improve their physiochemical properties. The literature review
related to these three methods is presented in tabular form in
Table 1.
The first method to minimize the harmful emissions of diesel
engine is to replace conventional diesel fuel with renewable fuel
or biodiesel in small fractions. A large variety of sources are avail-
able through which biodiesel can be obtained. Typical biodiesels or
renewable fuels are bioethanol, methanol, propanol, n-butanol,
ethers, methyl ester and ethyl ester which can be obtained from
the transesterification of canola oil, jatropha oil, palm oil, moringa
oil, turpentine oil, waste cooking oil, jojoba oil, karanja oil, hazel-
nut oil, corn oil, soybean oil, sunflower oil, rice bran oil, neem oil,
cottonseed oil, calophyllum inophyllum oil, castor raw oil, brassica
oil, cardoon oil, rapeseed oil, waste fish oil, mahua oil, coffee oil,
cashew nut shell oil, mustard oil, coconut oil, nerium oleander
oil, bauhinia variegate oil, tamarind seed and salvia macrosiphon
oil (Agarwal et al., 2015; Alptekin et al., 2015; Atmanli, 2016;
Can et al., 2017; Devarajan et al., 2017; Dhamodaran et al., 2017;
Dhinesh and Annamalai, 2018; Dubey and Gupta, 2017; Efe et al.,
2018; El-Seesy et al., 2018a,b; Gharehghani et al., 2017; Hoseini
et al., 2017; Imtenan et al., 2015; Jaliliantabar et al., 2018;
Mahalingam et al., 2018; Ming et al., 2018; Mohamed and
Ebtsam, 2018; Østerstrøm et al., 2016; Raju et al., 2018; Rashed
et al., 2016; Silitonga et al., 2016; Uyumaz, 2018; Yatish et al.,
2018). Biodiesels provide additional oxygen contributing towards
complete combustion, improved performance and lower emis-
sions. Moreover, physio-chemical properties of biodiesel are very
closer to that of conventional diesel due to which it can be used
in diesel engine without any modification in design and construc-
tion (Jahirul et al., 2015). A previous study described the procedure
to improve the oxidation stability of mahua biodiesel and jatropha
biodiesel with mineral diesel. A comparison was also made
between the storage and oxidation stability of jatropha biodiesel
and mahua biodiesel mixtures with neat diesel. The results
revealed a higher rate of change of properties of fuel blends in case
of jatropha biodiesel (Acharya et al., 2019). In another study, haz-
ardous emissions of CI engine were assessed when transesterified
Palm Kernel Oil (PKO) based biodiesel blends were used along with
Automotive Gas Oil (AGO) in varying concentrations. The results
showed that CO emissions were reduced up to 35% when concen-
tration of PKO biodiesel was increased (Shote et al., 2019). (Shahir
et al., 2018) performed an experimental study to investigate the
performance and emission characteristics of a direct injection CI
engine using tyre pyrolytic oil (TPO) in different concentrations
with neat diesel. The optimum value of TPO was concluded to be
30% by volume.
The second way to reduce the hazardous emissions is to use
metallic combustion catalysts as fuel additives in diesel. The com-
mon nano particles used as fuel additives include titanium dioxide
(TiO2 ), calcium carbonate (CaCO3 ), graphite oxide (GO), ferrous
picrate (FPC), ferrous thiocyanate, ferric chloride (FeCl3 ), carbon
black, manganese oxide (MnO), copper oxide (CuO), ferrous oxide
(Fe2 O3 ), zinc oxide (ZnO), alumina (Al2 O3 ), silicone oxide (SiO2 ),
magnesium (Mg), cerium oxide (CeO2 ), zirconium oxide (ZrO2 ),

Table 1
List of papers related to emission control techniques.

Emission-control technique Author Reference Type of fuel Performance Emission

BSFC BTE BMEP EGT CO NOx HC PM Smoke
Fuel enhancement (Çelik et al., 2015) D100 + Mn (4 ppm) ; _ _ _ ; ; _ ; _
D100 + Mn (8 ppm) ; _ _ _ ; ; _ ; _
D100 + Mn (12 ppm)* ; _ _ _ ; ; _ ; _
D100 + Mn (16 ppm) ; _ _ _ ; ; _ ; _
(Vigneswaran et al., 2018) DWSA5 ; " _ _ ; _ ; _ ;
DWSA10* ; " _ _ ; _ ; _ ;
DWSA15 ; " _ _ ; _ ; _ ;
DWSA20 ; " _ _ ; _ ; _ ;
(Shahir et al., 2018) D50TO50 " ; _ _ " " " _ _
D60TO40 " ; _ _ " " " _ _
D70TO30* ; " _ _ ; " " _ _
D80TO20 " ; _ _ " " ; _ _
D90TO10 ; " _ _ " " ; _ _
Engine modification (Agarwal et al., 2013) FIP 500 bars ; " ; ; ; ; ; _ _
FIP 1000 bars " ; " " " " " ; _
Advanced SOI ; " _ _ _ " ; ; _
Retarded SOI " ; _ _ _ _ _ _ _
(Joshuaramesh et al., 2015) Turbulence inducer piston (TIP) ; " _ " ; " ; _ ;
Exhaust after- treatment (Konstandopoulos et al., 2015) Combination of EGR, SCR, DPF _ _ _ _ ; ; ; _ ;
(Gosala et al., 2018) EEVO and EGR " _ _ ; _ ; _ " _

FIP – Fuel injection pressure

SOI - Start of injection timing
EEVO - Early exhaust valve opening
* Indicates optimum concentration of fuel additives
Please cite this article as: A. Azam, A. Naeem Shah, S. Ali et al., Design, fabrication and implementation of HE-OBCU-EGR emission control unit on CI engine
and analysis of its effects on regulated gaseous engine emissions, Journal of King Saud University – Engineering Sciences, https://doi.org/10.1016/j.
jksues.2019.10.002
 A. Azam et al. / Journal of King Saud University – Engineering Sciences xxx (xxxx) xxx 3

palladium (Pd), platinum (Pt), water emulsions and carbon nan- fraction of cleaner gas is circulated for EGR whose amount is con-
otubes (A. F. Chen et al., 2018; Jeyakumar et al., 2018; Khond and trolled by an EGR valve.
Kriplani, 2016; Najafi, 2018; Ogunkoya et al., 2015; Ooi et al.,
2016; Patnaik et al., 2017; Venu and Madhavan, 2016; 2.2. Design of HE or EGR cooler
Wamankar and Murugan, 2015; Yashnik et al., 2016; Yuvarajan
et al., 2018) These nano sized metallic oxides, due to enhanced A layout describing the different components of EGR cooler is
effective surface area, act as combustion catalysts and provide shown in Fig. 1. The diffuser is used to reduce the flow velocity
additional oxygen during fuel burning, leading to more complete and to enhance the heat characteristics at the inlet of the heat
combustion. Nano fuel additives are mixed with diesel in very min- exchanger. Baffles are the walls that provide a specified path for
ute quantities having negligible effects on physio-chemical proper- circulation of the cooling water inside the shell. The criteria and
ties of the fuel (Khalife et al., 2017). Hence, their usage in thermodynamic parameters required for the selection and design
conventional diesel engines is justified. of the EGR cooler were evaluated according to the heat balance
Engine modification includes suitable variations in fuel injec- and exhaust flow rate of MF-260 diesel engine as per guidelines
tion timing, injection pressure, geometry of engine combustion provided by MTL and are shown in Table 2.
chamber and exhaust gas recirculation (EGR), whereas, the after- The geometrical parameters were estimated from a number of
treatment technologies recently available are diesel particulate fil- iterations using a mathematical model (Sinnott and Towler,
ter (DPF), diesel oxidation catalyst (DOC), selective catalytic reduc- 2009) as presented below;
tion (SCR) and exhaust gas recirculation (EGR) (Konstandopoulos The baffle spacing B was obtained using eq. (1);
et al., 2015; Milovanovic et al., 2016; Shukla et al., 2018).
(Milovanovic et al., 2016) devised a novel emission after- Lt 0:406
B¼ ¼ ¼ 0:1354m ð1Þ
treatment system consisting of a combination of passive NOx Nb þ 1 2 þ 1
adsorber, SCR and DPF that could store NOx at low temperature
and automatically discharges it at high temperature. where, Lt is the length of the tube that is selected according to the
(Konstandopoulos et al., 2015) used a number of combinations of availability of space; Nb is the number of baffles that depends on
SCR, EGR and DPF for a 560-kW railway engine to reduce NOx number of tube passes. The inner diameter of shell Di was calcu-
emissions. lated using eq. (2);
In this study, a combination of counter flow, shell and tube type
n1
 1
Nt 170 2:142
heat exchanger (HE), oil bath cleaning unit (OBCU) and exhaust gas Di ¼ do ¼8 ¼ 151:065mm ð2Þ
recirculation (EGR) was employed on a Massey Ferguson (MF-260) k1 0:319
tractor engine. The subsequent assemblage was abbreviated as HE-
where, do is the outer diameter of the tube; Nt is the number of
OBCU-EGR. The design, fabrication and installation of the unit on
tubes; k1 and n are empirical constants depending on the number
the tractor is briefly discussed in section 2. To investigate the
of tube passes and are selected to be 0.319 and 2.142 respectively
impact of HE-OBCU-EGR unit, an experimental study was also per-
for single tube pass (Sinnott and Towler, 2009). The rate of heat
formed on a four-stroke, three-cylinder, water-cooled diesel engine
transfer Q_ between engine exhaust and cooling water circulating
which was coupled to an eddy-current dynamometer. The tests
through the HE is determined by heat balance through eq. (3)
were conducted on engine speed of 1400 to 2000 rpm with an
   
interval of 100 rpm at full load. The regulated gaseous emissions
Q_ ¼ m _ c Cpc Tc2  Tc1 ¼ 27:447kJ=s
_ h Cph Th1  Th2 ¼ m ð3Þ
including soot concentration (SC), pollution level (PL), filter smoke
number (FSN), HC, NOx and CO were analysed through AVL DiTEST where, m _ h ; Cph and m
_ c , Cpc are mass flow rates and heat capacities of
and AVL smoke meter. exhaust gas and cooling water respectively; Th1 , Tc1 and Th2 , Tc2 are
the inlet and outlet temperatures of exhaust gas and cooling water
respectively as shown in Table 1. The log mean temperature differ-
ence (LMTD) DTm for HE was calculated using eq. (4);
2. Materials and methods    
Th1  Tc2  Th2  Tc1
DTm ¼      ¼ 431:79K ð4Þ
2.1. HE-OBCU-EGR unit ln Th1  Tc2 = Th2  Tc1

HE-OBCU-EGR unit is a combination of counter flow, shell and The total heat transfer rate for the HE is evaluated using eq. (5);
tube type, smoke-to-water heat exchanger (HE), oil bath cleaning
Q_ ¼ UADTm ð5Þ
unit (OBCU) and exhaust gas recirculation (EGR). The schematic
diagram of HE-OBCU-EGR is shown in Fig. 2. Exhaust gas from where, U is the overall heat transfer coefficient, A is the total effec-
the engine exhaust manifold is passed through the HE (or EGR tive area of contact between exhaust gases and cooling water which
cooler) where, it is cooled prior to its recirculation in the combus- is calculated using eq. (6);
tion chamber. The exhaust gases flow inside the tubes and the
water acts as a cold medium flowing outside the tubes as depicted A ¼ pdo Lt Nt ¼ 3:14  0:008  0:4060  170 ¼ 1:733m2 ð6Þ
in Fig. 2 (a) and (b). Cooled exhaust gas reduces the NOx emissions
The overall heat transfer coefficient U of the heat exchanger is
and thermal stresses by controlling the combustion temperature,
determined using eq. (5);
and thus increases the engine life (Evulet et al., 2009). The gas from
the outlet of HE is bubbled through the lubricant oil inside OBCU in
Q_ 27447
such a way that effective area of contact between gases and oil is U¼ ¼ ¼ 36:9W=m2 :K
ADTm 1:733  158:79
enhanced as shown in Fig. 2 (c) and (d). A filter element is put over
the oil bath sump to break the large exhaust gas bubbles into smal- As per design criteria, for tubular heat exchanger when gaseous
ler one and also to reduce the oil splashes due to high speed flow of fluid is flowing at atmospheric pressure, the value of U should be
gases through it. The PM and HC (heavy particles) in smoke are set- lying in the range of 15 to 70 W=m2 :K (Brunner, 2014; Raju,
tled in the oil during direct contact of smoke with the lube oil and 2011). The calculated value of U satisfies the criteria and suits well
tiny particles are collected with the help of filter element. Finally, a to the problem under consideration.
Please cite this article as: A. Azam, A. Naeem Shah, S. Ali et al., Design, fabrication and implementation of HE-OBCU-EGR emission control unit on CI engine
and analysis of its effects on regulated gaseous engine emissions, Journal of King Saud University – Engineering Sciences, https://doi.org/10.1016/j.
jksues.2019.10.002
4 A. Azam et al. / Journal of King Saud University – Engineering Sciences xxx (xxxx) xxx

Fig. 1. Schematic of EGR cooler.

Fig. 2. Schematic of HE-OBCU-EGR unit.

Fig. 3. (a) Fabrication and (b) Assembly of HE-OBCU-EGR unit.

Table 2
Design specifications of shell & tube type heat exchanger.

Sr. No. Description Specifications inside it. At the exit of heat exchanger, the OBCU is provided from
1 Smoke inlet temp. (Th1) 470 °C which the cleaned gases are circulated towards EGR.
2 Water inlet temp. (Tc1) 30 °C The installation of HE-OBCU-EGR unit on a Massey Ferguson
3 Smoke outlet temp. (Th2) 70 °C (MF-260) tractor engine is shown in Fig. 4.
4 Water outlet temp. (Tc2) 60 °C The water used to cool down the exhaust gases flowing through
5 _ h)
Mass flow rate of exhaust gas (m 0.068 kg/min
6 Mass flow rate of cooling water (m_ c) 0.02 kg/min
heat exchanger was supplied by the radiator of the engine, so the
7 Type of heat exchanger Shell and tube type technique is suitable for moveable as well as stationary engines.
8 Number of baffles (Nb) 2 However, in stationary engines, an external water source can be
9 Outer diameter of tube (do) 8 mm used to cool down the EGR gases.
10 Inner diameter of tube (di) 7.5 mm
11 Number of tubes (Nt) 170
12 Length of tube (Lt) 0.406 m
2.4. Experimental set-up

The schematic diagram of the diesel engine test bench is shown

2.3. Fabrication and implementation in Fig. 5. A four-stroke, three- cylinder, water-cooled diesel engine
was coupled to an eddy-current dynamometer. Tests were con-
The fabrication of HE is shown in Fig. 3. Total 170 copper tubes ducted on engine speed range of 1400 to 2000 rpm with an interval
were inserted in the holes cut inside the baffles. The shell, provided of 100 rpm at full load. The emissions of SC and FSN were mea-
with the inlet and outlet passages for cooling water, was manufac- sured using AVL smoke meter while, HC, CO and NOx emissions
tured separately and the assembly of tubes and baffles was placed were measured with the help of AVL DiTEST emission analyzer.
Please cite this article as: A. Azam, A. Naeem Shah, S. Ali et al., Design, fabrication and implementation of HE-OBCU-EGR emission control unit on CI engine
and analysis of its effects on regulated gaseous engine emissions, Journal of King Saud University – Engineering Sciences, https://doi.org/10.1016/j.
jksues.2019.10.002
 A. Azam et al. / Journal of King Saud University – Engineering Sciences xxx (xxxx) xxx 5

Table 3
Specifications of the equipment used in experimentation.

Test engine Massey Ferguson (MF-260) diesel engine, water cooled, 4-

stroke, three cylinders, bore 91.5 mm and stroke 127 mm,
capacity of 2.5 L, compression ratio 16.5:1, direct injection
(DI), maximum power of 60 hp at 2250 rpm, maximum
torque of 212 Nm at engine speed of 1600 rpm
Dynamometer Water cooled eddy-current electro brake with a loading
capacity of 500 Nm
Emission AVL DITEST for CO, HC and NOx , AVL smoke meter for SC and
analyser FSN with detection limit of 0.002 (FSN) / 0.02 mg/m3 (SC)
Accessories Shell and tube type heat exchanger with OBCU and EGR
AVL fuel flow meter

Table 4
Properties of commercial diesel fuel.

Fuel parameters Diesel fuel Analytical method

Cetane index 51 ASTM D613
Density, g/ml (25 °C) 849.2 ASTM D1298
Flash point (oC) 76 ASTM D93
Pour point (oC) 18 ASTM D97
Fig. 4. Implementation of HE-OBCU-EGR unit on a 4-stroke diesel engine.
Viscosity, cSt (at 40 °C) 3.775 ASTM D445

Table 5
Measurement range, accuracies and uncertainty in the measurements.

Parameters Measurement range Accuracy Uncertainties (%)

Speed 250–8000 rpm 5 rpm 0.01
Torque 0–500 Nm 0.2 Nm 0.01
Power 0–150 Kw 0.1 W 0.1
BTE – – 0.1
BSFC 0–600 g/kWh 5 g/kWh 0.01
Temperatures 0–1000 °C 1 °C 0.1
NOx 0–4000 ppm 1 ppm 0.01
CO 0–10 vol% 0.01 vol% 0.001
HC 0–20000 ppm 1 ppm 0.01
FSN 0–10 0.002 0.001
SC 250 mg/m3 0.02 mg/m3 0.001

Fig. 5. Schematic diagram of the diesel engine test bench.

parameters using the following general eq. (7) (Holman and
Gajda, 2001);
The testing standard BS-AU-141 related to the smoke emissions
" #1
from heavy-duty diesel vehicles was used for emission testing
aE Xn
1 @E 2 2
(Lowe, 2002). The dynamometer and emission analyzers were con- ¼ i¼1 E @e
aei ð7Þ
trolled by a computer and the data was recorded using National E i

Instruments Data Acquisition (DAQ) and lab view software. The

In the eq. (7), E is the dependent variable that is a function of a
specifications of the apparatus used for the study are presented
number of independent parameters ei, whereas, aE and aei indicate
in Table. 3.
the uncertainties in E and ei respectively. Table 5 shows the percent-
The physiochemical properties of the diesel fuel are tabulated in
age uncertainties in different parameters ei including speed, torque,
Table 4.
power and bsfc etc. The total percentage uncertainty of the experi-
mental study aExp came out to be 0.2% which is in satisfactory range.

" 2 2
#12
ðspeeda Þ þ ðtorquea Þ2 þ ðpowera Þ2 þ ðBTEa Þ2 þ ðbsfca Þ þ ðtemp:a Þ2
aExp ¼
þðCOa Þ2 þ ðNOx a Þ2 þ ðHCa Þ2 þ ðSCa Þ2 þ ðFSNa Þ2

h i12
aExp ¼ ð0:01Þ2 þ ð0:01Þ2 þ ð0:1Þ2 þ ð0:1Þ2 þ ð0:01Þ2 þ ð0:1Þ2 þ ð0:001Þ2 þ ð0:01Þ2 þ ð0:01Þ2 þ ð0:001Þ2 þ ð0:001Þ2

aExp ¼ 0:2%

2.5. Uncertainty analysis 3. Results and discussions

An uncertainty analysis was conducted to identify the extent to The tests were conducted with and without HE-OBCU-EGR unit.
which the experimental study was accurately performed. The The results of HC, SC, PL, FSN, NOx and CO emissions are discussed
uncertainty of the experiment was evaluated from measured below.
Please cite this article as: A. Azam, A. Naeem Shah, S. Ali et al., Design, fabrication and implementation of HE-OBCU-EGR emission control unit on CI engine
and analysis of its effects on regulated gaseous engine emissions, Journal of King Saud University – Engineering Sciences, https://doi.org/10.1016/j.
jksues.2019.10.002
6 A. Azam et al. / Journal of King Saud University – Engineering Sciences xxx (xxxx) xxx

3.1. Hydrocarbon emissions (HC)

HC are one of toxic emissions from diesel engine exhaust result-

ing from incomplete combustion or abnormal mixing of air and fuel
particles. The variation of HC with speed is shown in Fig. 6. It can be
observed that HC increases with an increase in engine speed. Due to
high moving inertia at higher engine speeds, the fuel particles are
not properly vaporized and mixed with air molecules. Moreover,
the fuel particles trapped in the cold crevices of the combustion
zone are not completely burned leading to the formation of HC
emissions. From the Fig. 6, it can be concluded that HC emissions
are reduced with HE-OBCU-EGR unit. Exhaust gases from the engine
are passed through high-density lubricant oil due to which heavy
unburnt particles of fuel and engine lube oil are entrapped in OBCU.
The average HC emissions were decreased from 32.5 ppm without
HE-OBCU-EGR to 19.5 ppm with HE-OBCU-EGR unit. A percentage
decrease of 37.8–42.9% was observed in HC emissions when HE-
OBCU-EGR unit was implemented on the diesel engine.

3.2. Nitrogen oxidesðNOx Þ

Fig. 7. Variation of NOx with speed with and without HE-OBCU-EGR unit.

NOx emissions are produced due to the oxidation of atmospheric
nitrogen N2 in the presence of excessive O2 at elevated temperature.
The method to reduce the concentration of NOx emissions is to con-
trol the combustion temperature using EGR since low combustion
temperatures and controlled supply of O2 reduceNOx formation.
In this technique exhaust gases are cooled down by EGR cooler
and are mixed with fresh intake air going to the combustion cham-
ber. In this way a considerable fraction of fresh air is replaced with
burned gases leading to a reduced concentration of oxygen avail-
able for combustion. The peak temperature inside the combustion
chamber is decreased owing to limited supply of fresh air due to
implementation of EGR, hence NOx emissions are minimized. The
similar arrangement is made in the design of HE-OBCU-EGR unit.
It can be observed from Fig. 7 that average NOx emissions were
decreased from 3337 ppm without HE-OBCU-EGR to 2512 ppm
with HE-OBCU-EGR unit. A percentage decrease of 24.6–24.8%
was observed in the concentration of NOx emissions with emission
control unit. The controlled supply of fresh air helps to reduce the
combustion temperature leading to reduced NOx emissions.
3.3. Soot concentration (SC)
Soot is a term used for black smoke composed of soluble organic
compounds. Smoke is nothing but solid soot particles suspended in
the exhaust gas (Nagarajan et al., 2002). Internal combustion engi-
nes produce soot as a result of incomplete fuel combustion. Ideally,
complete combustion would only produce carbon dioxide and
water, but no engine is completely efficient (Kanakraj et al.,
2017). The variation of SC with engine speed is shown in Fig. 8.
The average SC was decreased from 122.1 mg/m3 without HE-
OBCU-EGR to 75.8 mg/m3 with HE-OBCU-EGR unit. This is due to
the collection of unburnt carbon or soot particles in OBCU. A per-
centage decrease of 26.8–44.9% was observed in SC level, when
emission control unit was employed to the engine exhaust mani-
fold. Lube oil in OBCU collects the heavy particles of solid soot
while tiny particles are entrapped in the filter element.
3.4. Filter smoke number (FSN)
FSN is an index which specifies the number of black particles in
the smoke of diesel engine. Value of FSN is 10 for the pure black
smoke and 0 for colourless smoke. The variation of FSN with engine
speed is shown in Fig. 9. The average FSN was decreased from 3.3
without HE-OBCU-EGR to 2.7 with HE-OBCU-EGR unit. The maxi-
mum percentage decrease of 26.3% was observed in FSN, when
emission control unit was utilized. The reduction in FSN is due to
the accumulation of black smoke particles in OBCU.

Fig. 8. Variation of soot concentration with speed with and without HE-OBCU-EGR
Fig. 6. Variation of HC with speed with and without HE-OBCU-EGR unit. unit.
Please cite this article as: A. Azam, A. Naeem Shah, S. Ali et al., Design, fabrication and implementation of HE-OBCU-EGR emission control unit on CI engine
and analysis of its effects on regulated gaseous engine emissions, Journal of King Saud University – Engineering Sciences, https://doi.org/10.1016/j.
jksues.2019.10.002
 A. Azam et al. / Journal of King Saud University – Engineering Sciences xxx (xxxx) xxx 7

Fig. 9. Variation of filter smoke number with speed with and without HE-OBCU-
Fig. 11. Variation of CO with speed with and without HE-OBCU-EGR unit.
EGR unit.

Fig. 10. Filter paper showing number of black smoke particles (FSN) (a) without
HE-OBCU-EGR unit (b) with HE-OBCU-EGR unit.

The filter papers indicating significant decrease in the number

of particles with HE-OBCU-EGR unit are shown in Fig. 10.

3.5. Carbon monoxide (CO)

CO are one of the most dangerous emissions of diesel engine

which are formed due to an insufficient supply of O2 for oxidation
of carbon atoms. Turbocharger can be utilized to increase the volu-
metric efficiency of the diesel engine resulting in increased avail-
ability of oxygen to reduce CO emissions. The variation of CO with
engine speed is shown in Fig. 11. Generally, CO increases when
engine speed is increased. This is due to the fact that when engine
parts are moving at high inertia, time is insufficient for proper mix-
ing of fuel and air molecules and relatively larger fraction of fuel
particles exit from the combustion chamber after incomplete reac-
tion with oxygen. Also, the air–fuel ratio decreases at high rpm of
the engine due to which oxygen available for complete oxidation
of carbon is insufficient which leads to higher production of CO
(Khalife et al., 2017).
The average CO emissions are increased from 750 ppm without
HE-OBCU-EGR to 858 ppm with HE-OBCU-EGR unit. Overall, the
CO emissions were increased by 14.3% when emission control unit
was implemented. Due to installation of EGR, the availability of oxy-
gen from the fresh air is reduced resulting in a deficiency of oxygen
for complete combustion. This is the major reason of increased CO
emissions.
3.6. Pollution level (PL)
PL describes the net emissions of the CI engine. The variation of
PL with engine speed is shown in Fig. 12. The average PL was
Please cite this article as: A. Azam, A. Naeem Shah, S. Ali et al., Design, fabrication and implementation of HE-OBCU-EGR emission control unit on CI engine
and analysis of its effects on regulated gaseous engine emissions, Journal of King Saud University – Engineering Sciences, https://doi.org/10.1016/j.
jksues.2019.10.002
Fig. 12. Variation of pollution level with speed with and without HE-OBCU-EGR
unit.
decreased from 29.7% without HE-OBCU-EGR to 22.6% with HE-
OBCU-EGR unit. The results show that the PL is higher at low
speeds and decreases, when speed is increased. A percentage
decrease of 16.8–29.2% was observed in PL with the application
of HE-OBCU-EGR unit.
4. Conclusions
A novel hybrid emission control unit having a combination of a
counter flow shell and tube type heat exchanger (HE), oil bath
cleaning unit (OBCU) and exhaust gas recirculation (EGR) was
designed and fabricated followed by its installation on the exhaust
manifold of MF-260 tractor diesel engine. The unit, being a combi-
nation of three techniques, was entitled as HE-OBCU-EGR unit. An
experimental study was conducted to investigate the effects of this
emission control unit on the exhaust emissions of a four-stroke
three-cylinder water cooled CI engine coupled to an eddy-current
dynamometer. The testing standard BS-AU-141 was used for
smoke emissions from heavy-duty diesel engine. The tests were
performed on a speed range of 1400 to 2000 rpm with an interval
8 A. Azam et al. / Journal of King Saud University – Engineering Sciences xxx (xxxx) xxx
Fig. 13. Effects of HE-OBCU-EGR on engine emissions.
of 100 rpm under full load to examine the effects of HE-OBCU-EGR
unit on HC,NOx , CO, SC, FSN and PL emissions. The emission anal-
yses were performed on AVL DiTEST and AVL smoke meter.
Fig. 13 briefly describes the effects of HE-OBCU-EGR unit on engine
emissions.
The results showed that with the implementation of HE-OBCU-
EGR unit on the engine, HC emissions were reduced by 42.9%, the
reduction observed in SC was 44.9%, the FSN was decreased by
26.3%, NOx emissions were diminished up to 24.8%, PL was reduced
up to 29.2%, and CO emissions were increased by 14.3%. Finally, it
is concluded that HE-OBCU-EGR unit may help to minimize the
emissions of HC, SC, PL, FSN and NOx but is not suitable to control
CO emissions. However, by implementing this technology on
supercharged or turbocharged engines and optimizing the amount
of EGR, the availability of O2 can be enhanced to control the emis-
sions of CO.
Acknowledgment
The authors would gratefully acknowledge financial support
from Swedish College of Engineering and Technology, Rahim Yar
Khan. We would thank Engr. Humera Zulfiqar (Millat Tractors
Limited), Muhammad Shakeel Riaz (Riaz Engineering Lahore),
Shahbaz Ahmed (Breeze Frost Industry Lahore), Habib Ur Rehman
Zahid (Rahman Engineering Consultants, Rahim Yar Khan) and Mr.
Muhammad Anwar for helping in design and fabrication of the
project. We are also thankful to Millat Tractors Limited for
providing us testing facilities for experimentation.
Funding
This work was supported by the Department of Mechanical
Engineering, Swedish College of Engineering and Technology,
Rahim Yar Khan, Pakistan.
Conflict of interest
It is to specifically state that ‘‘No Competing interests are at
stake and there is No Conflict of Interest” with other people or
organizations that could inappropriately influence or bias the con-
tent of the paper.
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Further reading
Azam, A., Ali, S., Iqbal, A., 2016a. Emissions from Diesel Engine and Exhaust After
Treatment Technologies 134.
Chen, G., Neugebauer, M., Sołowiej, P., Piechocki, J., 2018. Development in Energy
Generation Technologies and Alternative Fuels for Agriculture. In: Advances in
Agricultural Machinery and Technologies. CRC Press, pp. 89–112.