Engine

Combustion and Emission

MEE5011

by

Dr. Thangaraja J
Assoc. Prof. MB235C

17 September 2019
 Engine Emissions
The presence in breathable air of chemical elements or compounds
in sufficient quantity to constitute injury to health or life
over short or long time periods

Emissions of concern
– Hydrocarbon (HC)
– Carbon monoxide (CO)
Matter in the
– Oxides of nitrogen (NOx) form of minute
separate
– Smoke/Soot/Particulates particles

Diesel exhaust is a complex mixture of organic and inorganic

compounds and gas, liquid, and solid phase materials
Diesel PM is generally composed of the
following four main fractions:

• Elemental carbon (solid), i.e. soot,

• Soluble organic fraction (solid or

liquid substances finely distributed in
gases) from fuel and lubricant oil,

• Sulfates (hydrated sulfuric acid, metal

sulfates, depending on sulfur content
of fuel), and

• Ash (inorganic materials), which

requires low sulfated ash,
phosphorous, and sulfur engine oils,
and other components (solid) mainly
from engine corrosion and wear (Fe,
Cu, Cr, and Al), lube oil with additive
package (Ca, Zn, P, S, etc.), and base
stock (HC)
 Particulate Production Process

Dehydrogenation
Nucleation
Oxidation

Dehydrogenation
Surface growth Oxidation Cylinder

Dehydrogenation
Agglomeration Oxidation
Dilution
tunnel –
simulates the
Occurs after the cylinder gases are Adsorption & actual
exhausted from the engine, as Hydrocarbons Condensation atmospheric
these gases are diluted with air dilution
process
At each stage in the process oxidation (soot oxidation is a kinetic process) can
occur where soot or soot precursors are burned in the presence of oxidizing
species to form gaseous products such as CO and CO2
The final/net emission of soot from the engine will depend on the balance
between these processes of formation and burnout.
 PM Measurement Methods

Objective of various measurement techniques is to determine

the amount of particulate being emitted to the atmosphere
 PM Measurement

Techniques for PM measurement range from simple smoke meter opacity readings to
analyses using dilution tunnels. Weighing a filter paper before and after a known volume
of exhaust gas. However, this is a slow process and not suitable for transient testing

TEOM Detector for continuous monitoring

 A rapid technique is the tapered element oscillating micro-balance detector,

were a very small filter paper is fitted to the narrow end of a tapered tube in a
50 deg.C constant- temperature oven
 The tube is held at the wider end and free at the filter end. The flow of
particulates is calculated by monitoring the change in mass of the assembly
 To measure the mass, the tube is excited to vibrate at its natural frequency as
a cantilever.
 As the mass of the filter increases, the natural frequency decreases according
to the relationship;

𝒌 Spring rate (N/m)

Frequency(rad/s) 𝒇=
𝒎
 The sensor unit consists of a teflon-coated glass filter
cartridge mounted at the tip of a tapered glass tube.
This tube (the tapered element) is fixed at the base,
while the tip is free to vibrate at its natural frequency.

As particles accumulate on the filter cartridge, the natural

frequency of oscillation of the tube decreases. TEOM calculates the
mass of particles collected on a filter by monitoring the
corresponding frequency changes of a vibrating tapered element
 Other Measurements

Opacity / Reflectivity from a filter paper

 Exhaust gas specimen is sucked through a filter paper.

 Blackening of the filter indicates the soot content in the exhaust gas.

In the optical instruments, a known volume

of exhaust is drawn through a Filter paper
and its reflectivity assessed.

Bosch Smoke Meter

Bosch Smoke Inference

Number (BSN)
0 Clean paper
10 Paper which reflects no light
at all
The paper blackening is determined by diffuse reflection of the blackened filter paper

Paper blackening value (PB):

= Reflectometer value of sample

= Reflectometer value of the unblackened paper
= relative brightness of the sample (relative radiance factor)

Filter Smoke Number (FSN)

FSN = PB, at sampling length is 405 mm. & sampled volume is related to 298 K and 1 bar.

Brake specific soot emission (g/kWh):

 Other Measurements
The initial nanostructures of the particulate samples, were visualized by high resolution
transmission electron microscopy (HRTEM).

Rapid Compression Machine (RCM)

https://www.jsme.or.jp/esd/COMODIA-Procs/Data/001/C85_P149.pdf
 RCM can simulate one cycle of the
actual engine

Tokyo institute of technology is focusing on

the research domain
- mechanism of heat loss in gasoline and
- mechanism of diesel spray
 NO ~ 90%
Engine
NO2 ~ <10%
NOx is carcinogenic Exhaust NOx
others
NOx increases ground level ozone but depletes atmospheric ozone

[ NOx ] = 300*[ CO2 ] global warming potentiality

(PM) Particulate matter Oxides of nitrogen (NOx)

PM
PM10 PM2.5

100 miles travel farther

Deeper into lungs
More toxic
In a conventional spark-ignition the fuel and air are mixed together in the intake
system , inducted through the intake valve into the cylinder
The optimum AFR for a spark-ignition engine is that which gives the required
power output with the lowest fuel consumption,
consistent with smooth and reliable operation
 Carburettor Carburettors (Venturi) are used on most SI engines as the
means of mixing fuel with the intake air

The load of the SI engine is controlled quantitatively; i.e., the load is controlled by
the volume of mixture via the throttle valve.
The pressure above
the fuel in the fuel As air enters the engine due to the pressure
reservoir is equal to differential between the surrounding
atmospheric atmospheric air and the partial vacuum in the
pressure as the cylinders during intake strokes, it is
reservoir is accelerated to high velocity in the throat of
vented to the the venturi.
surroundings

By Bernoulli's principle, this causes the

pressure (P2) in the throat to be reduced to
a value less than the surrounding pressure

Thus, a pressure differential acts through

the fuel supply capillary tube, and forces
the fuel into the venturi throat
 Gasoline Injectors

In the SI engine, the fuel is generally mixed with air outside the combustion chamber, on
older engines via the carburettor or by central injection upstream of the air manifold and on
newer engines by injecting the fuel into the intake manifold upstream of the intake valve.

In practice, spark-ignition engine induction system, the fuel and

air distribution between engine cylinders is not uniform and also
varies in each individual cylinder on a cycle-by-cycle basis
 Combustion Chambers – S.I.

Roof-shaped combustion chamber of four valve cylinder head with

centrally located spark plug

Wedge chamber Hemispherical head Bowl-in piston Bath-tub head

 In an SI engine, combustion ideally consists of an exothermic
Combustion – S.I. Engines
subsonic flame progressing through a premixed
homogeneous air-fuel mixture

The combustion process of SI engines can be divided into :

1. Spark Ignition
2. Early Flame development
3. Flame propagation and
4. Flame termination
 High speed movie of the combustion process taken through glass piston crown

Spark discharge Visible flame (-24˚)

Flame propagates towards the cylinder wall

Flame terminates
Ignition and Flame development
During the flame development period, ignition occurs and the combustion
process starts, but very little pressure rise is noticeable and little or no useful
work is produced

Flame propagation
This is the period when the bulk of the fuel and air mass is burned (~ 80-90%).
During this time, pressure in the cylinder is greatly increased, and this provides
the force to produce work in the expansion stroke
The combined duration for flame development and propagation is typically bet.
30 and 90 deg.CA

Flame termination
The final 5% to 10% of the air-fuel mass which burns is classified as flame
termination. During this time, pressure quickly decreases and combustion
terminates