The Second Global Conference on Innovation in Marine Technology and the Future of Maritime Transportation

24-25 October 2016, Bodrum, Muğla, TURKEY

A LITERATURE REVIEW ON EFFECTS OF COMBUSTION VARIABLES

TO ENGINE PERFORMANCE AND EXHAUST EMISSIONS ON DIESEL
ENGINES

Yiğit Gülmez 1, Mustafa Nuran 2

ABSTRACT
Diesel engines are frequently used as prime mover and energy producer at ships and other industries due to
low cost per kilowatt and reliability. But greenhouse gas emissions from diesel engines is a crucial issue. Around
1000 million tones of CO 2 ,about 2.5% of global greenhouse gas emissions, is emitted by ships annually.
Moreover an increase between 50% and 250% is expected by 2050 based on future economic and energy
developments. Changes in combustion variables -fuel injection pressure, temperature and timing; air
temperature and humidity; compression ratio; suction and exhaust valve opening timing etc.- effects engine
performance, fuel consumption and exhaust emissions. In this study, effects of changes in each combustion
variables to engine performance, fuel consumption and emissions are investigated. A literature review has been
made on previous experimental studies. According to findings all variables and their effect to engine
performance are deduced and classified. In addition, injection strategies to reduce exhaust emissions are
revealed. As it can be clearly seen according to results of the study changes in injection strategies and
combustion variables can effect engine performance and exhaust emissions significantly.
Key words: Combustion, Exhaust Emissions, Engine Performance, Fuel Injection

INTRODUCTION

In the last decade, the legislated limits of exhaust emissions from engines were more and more
tightened [1]. Different rules and limits is valid for various industries. For example, MARPOL Annex
VI sets limits on NOx and SOx emissions from ship exhausts [2] for maritime industry. Latest
amendment of MARPOL convention, which includes AnnexVI as well, involves more stringent requirements
for marine diesel engine’s NOx emissions [3]-[4]. As is shown in Table 1, even though Tier 2 brings tight
requirements Tier 3 brings tighter requirements for ships.
Table 1: MARPOL Annex VI Emission Limits [4]
NOx Emissions
g/(kw.h)
Valid
Phase after n<130 130<n<2000 n>2000
-0.2
Tier 1 2000 17 45*n 9.8
-0.23
Tier 2 2011 14.4 44*n 7.7
-0.2
Tier 3 2016 3.4 9*n 1.96

1 Res.Asst., Dokuz Eylül University Maritime Faculty, yigit.gulmez@deu.edu.tr

2 Asst.Prof.Dr., Dokuz Eylül University Maritime Faculty, mustafa.nuran@deu.edu.tr

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There are different methods available for reducing ship emissions to comply with the Annex VI
requirements [5]. These methods to reduce emissions are listed in Table 2. All the reduction methods
are suitable to reduce one or a few of the emission components. Engine parameters optimization is one
of the methods that can be used to determine emissions.

Table 2: Available methods to reduce emissions [5]-[6]-[7]-[8]

Potential Reduction
Reduction Method
%
Selective catalytic reduction 95
Emulsification 20-25
Humid air 70
Engine parameters optimization 50-60
Exhaust gas recirculation 15-35
Alternative Fuels 60-90
Sea Water Scrubbing up to 95
Energy Optimization up to 10
Electrostatic Filters up to 85

These methods are suitable to reduce nitrojen oxides (NOx) emissions about 20-40% approximately.
Yet, it has to fulfil only the tier 2. The fulfilment of tier 3 needs more reduction [9].

In addition, Carbondioxide (CO 2 ) emissions from ships are currently unregulated. But, according to
the Kyoto protocol definite measures to reduce CO 2 emissions are necessary in order to curb the
projected growth of greenhouse gases (GHG) worldwide [10]. Therefore a new regulation to reduce CO 2
emissions would seem probable for maritime industry.

Engine parameter optimization method is one of the available method to reduce emissions. However,
there are numerous engine parameters, any change of which may effect emissions directly. This study
aims to investigate effects of potential parameters to emissions. Thus a literature review was conducted
to find out related parameters and their effect. Only experimental studies which prove the effects of
any changes in engine parameters to environment and engine performance has been selected to review.
Consequently, findings of each studies are used as references to find out the effects of each parameter
change to each of the emissions and engine performance. This study is divided into four parts. Part 1
deals with regulations related to emission reductions in maritime industry and explains aim of the
study. Part 2 details sample selection and describe the methods of analyzing the studies. Third part
gives findings according to the analysis and interpretations about the findings. Finally, fourth and last
part indicates the analysis that are discussed in the conclusion.

METHODOLOGY

The aim of this paper is finding out the effect of changes in related engine parameters to exhaust
emissions in diesel engines. Thus a literature review is conducted. Literature review papers are often
very helpful for researchers, as the reader gets an up-to-date overview of the literature in a specific
area. It also heps researchers to find research gaps and this also may be very helpful for readers who
plan to do research in the same area for the first time [11].
In this study an investigation was made among 178 academic articles in which an experimental
research is conducted to observe the changes in exhaust emission by changing any parameter of a
diesel engine. All the articles are accessed via “Dokuz Eylul University Online Library” [12]. The

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24-25 October 2016, Bodrum, Muğla, TURKEY

better part of all articles were related to fuel type changes. Changing the fuel type is an effective way
to reduce emissions. Yet this study is aimed to focus to observe the effect of changes in engine
parameters to exhaust emissions. Thus effects of changes in fuel type haven’t considered. Investigated
engine parameters in this study are; injection pressure, compression ratio, intake air temperature, intake
air pressure, changes in combustion chamber design, air to fuel ratio, exhaust gas recirculation, suction
and exhaust valve lifts, injection timing, pilot injection timing and pre-injection. The reduction in
environmental pollution is considered according to decreases in nitrogene oxides (NO x), hydrocarbons
(HC), carbonmonoxide (CO) and carbondioxide (CO 2 ) emissions, specific fuel consumption (SFC)
and smoke opacity are considered as in the study.
FINDINGS
The present study was designed to determine the effects of changes in combustion variables to
emissions of engines. Therefore, experimental studies were investigated and changes in each variable
were revealed. As mentioned in the methodology part, eleven different variables were examined and
changes in these variables have been found out.
Variables were examined according to injection pressure of the fuel. Six experimental studies in which
effect of injection pressure (IP) change to emissions was observed were examined. Thus, according to
findings, NO x emissions increase by (IP) up to 19.5%. On the contrary smoke opacity may decrease
up to 19.8%. One interesting finding is changes in emissions of HC, CO, CO 2 changes irregularly.
Detailed findings were given in Table 3.
Table 3: Emissions change by injection pressure
Smoke
Articles Change in IP HC NOx CO CO 2 SFC
Opacity
Agarwal et al. [13] 500 bar to 1000 bar 62.4% 19.5% 14.0% 13.6% N/A N/A

Sarangi et al. [14] 900 bar 1100 bar N/A N/A N/A N/A -7.10% -2.40%
Wamankar et al. [15] 200 bar to 240 bar -12.5% 17.4% -22.5% N/A -19.8% N/A
Shatrov et al. [16] 1000 bar to 3000 bar N/A 19.50% N/A N/A N/A -1.39%
Benajes et al. [17] 950 bar to 1250 bar 40.30% 0.00% -5.40% N/A -10.40% -1.20%
Sivaramakrishnan et al. [18] 190 bar to 230 bar -36.00% 77.70% N/A N/A N/A N/A

Changes in compression ratio (CR) is one of the most frequent variables to observe the effect of
increase or decrease to emissions. In this paper, six experimental studies in which CR change was
observed were investigated. According to the findings, NO x emissions increase by CR up to 92.9%
while CO, HC emissions and smoke opacity decrease. Additionally, only very few studies observed
changes in CO 2 by CR.
Table 4: Emissions change by compression ratio
Smoke
Articles Change in CR HC NOx CO CO 2
Opacity
Gong et al [19] 14 to 16 N/A 14.0% -25.2% N/A N/A
Hosmath et al. [20] 15.5 to 17.5 -12.5% 5.2% -37.7% N/A -14.9%
Chintala et al. [21] 15.4 to 19.5 -48.4% 55.4% -39.7% N/A -34.0%
Wamankar et al. [15] 16.5 to 17.5 -21.1% 20.0% -57.5% N/A -52.0%
Sivaramakrishnan et al. [18] 17.5 to 18.1 -55.4% 74.5% N/A N/A N/A
Mohanraj et al. [22] 14 to 18 -26.8% 92.9% -40.0% 60.0% 0.0%

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Four experimental studies in which the effects change in intake air temperature to exhaust emissions
was observed were examined. According to the findings it is predicable that HC and CO emissions
decrease mostly while smoke opacity increase. HC emission changes up to 50% and CO emissions
change up to 37.3% by force of intake air temperature. Conversely, NO x emissions change irregularly.
Detailed findings were given in Table 5.

Table 5: Emissions change by intake air temperature

Change in
Smoke
Articles Int. T. HC NOx CO
Opacity
(°C)
Cinar et al. [23] 50 to 90 23.8% -85.3% 37.7% N/A

Wang et al. [24] 20 to 70 -30.3% 41.4% -6.3% 32.1%

70 to 100 -50.0% -18.8% -32.1% 40.0%

Changwan et al. [25]
Polat, S. [26] 60 to 120 -26.4% 53.3% -2.3 N/A

Only very few studies examined effects of change in constant intake air pressure (Int.P.) to emissions.
One of these studies was investigated in this paper. Thus, findings of investigated study claims that
both HC, CO emissions, smoke opacity and specific fuel consumption decrease. However this study
hadn’t examined CO 2 NO X emissions. Findings of the investigated study were given in Table 6.

Table 6: Emissions change by intake air pressure

Change in Smoke
Articles HC NOx CO CO2 SFC
Int.P. Opacity
1.2 bar to
Sarangi et al. [14] -37.5% N/A -13.8% N/A -10.9% -4.1%
1.5 bar

Change of combustion chamber design is considerable popular in the studies in recent years. There are
numerous alternative design changes. In this paper two of the alternatives were investigated. Detailed
results of these two studies is given in Table 7. According to the findings, it is clear that change in
combustion chamber design effects emissions remarkably.

Table 7: Emissions change by changes in combustion chamber

Changes in Smoke
Articles HC NOx CO CO2 SFC
Combustion Chamber Opacity

Musthafa Mohamed et al. [27] Al 2 O 3 Coating -43.5% 10.1% N/A N/A -24.0% -0.7%
Torrodional Piston
Mamilla et al. [28] 3.7% -4.5% 3.4% 4.9% 3.8% N/A
Head Design

Once the studies which observed the effects of air to fuel ratio (λ) to emissions it was seen that change
of air to fuel ratio increases HC and NO X emissions while decreasing CO emissions between
approximately 1 and 1.4 and vice versa between 1.4 and 3. The details were given in Table 8. However,
considering emissions may be depended on many other factors of test apparatus, effect of air to fuel
ratio to emissions cannot be generalized.

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Table 8: Emissions change by air to fuel ratio

Change in
Articles HC NOx CO
λ
Cinar et al. [29] 0.6 to 1.4 89.5% 32.8% -73.8%
Polat, S. [26] 1.5 to 3 -28.6% -42.4% N/A
Cinar, et al. [23] 1.4 to 2 -11.5% -21.1% N/A

Changes in exhaust gas recirculation ratios (EGR) is one of the most frequent variables to observe the
effect of increase or decrease to emissions. Numerous studies has been conducted to observes effects
of EGR to emissions. In this study five of experimental studies in which the effects of changes in EGR
to exhaust emissions was observed were examined. According to the findings NO X and CO 2 emissions
decrease by increase of EGR. NOx emissions decrease up to 48.1% while CO 2 emissions decrease up
to 35.5.%. However HC and CO emissions smoke opacity change irregularly. Details of the findings
are given in Table 9.

Table 9: Emissions change by exhaust gas recirculation

Changes Smoke
Articles in EGR
HC NOx CO CO 2
Opacity
%20 EGR
Bose et al. [30] -18.0% -18.1% -20.0% -35.5% -8.2%
+ H2
%25 EGR
Saravanan et al. [31] -15.6% -21.5% -23.2% -16.3% -24.0%
+ H2

Cui et al. [32] 50% EGR N/A -48.1% N/A N/A -44.6%

Senthil et al. [33] 20% EGR N/A -45.4% N/A N/A 0.0%

Banapurmath et al. [34] 10% EGR 3.5% -37.5% 44.5% N/A 12.5%

Only very few studies examined effects of change in suction and exhaust valves lift measures to
emissions. One of these studies was investigated in this paper. Thus, findings of investigated study
claims that both HC, CO and NO X emissions decrease. However this study hadn’t examined CO 2
emissions and smoke opacity. Findings of the investigated study were given in Table 10.

Table 10: Emissions change by changes in valve lifts

Change in Valve
Articles HC NOx CO
Lifts (mm)

Cinar et al. [29] Suction: 5.5 to 3.5 -19.1% -51.3% -36.3%

Injection timing (IT) is one of the most popular variable to observe effects of change to emissions.
Studies related to IT may be divided into three groups. First, studies which observed the effects of
changes in IT to emissions in conventional diesel engines. In this group only one injection per cycle
occurs and test engine is mono fuel diesel engine. Second group of the studies observed pilot injection
timing (PIT). In this group of studies the effects of changes in timing of pilot ignition to emissions on
dual fuel engines were observed. And third group of studies observed the effects of pre-ignition timing

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24-25 October 2016, Bodrum, Muğla, TURKEY

to emissions. This studies conducted on diesel engines which has a secondary fuel injection into
cylinder in addition to main injection.

Table 11 gives the results of experimental studies which apllied to find out the effects of injection
timings on conventional diesel engines. According to the findings HC and CO emission decrease by
setting IT to an earlier crank angle. Thus changes in HC emissions up to 14.5%, NOx emissions up to
41.7%, CO emissions up to 50% can be achieved.

Table 11: Emissions change by injection timing

Smoke
Articles IT HC NOx CO CO2
Opacity

Hunicz et al. [35] 20° to 180° 0.0% -41.7% N/A N/A N/A

19° BTDC to
Hosmath et al. [20] -6.0% 12.6% -17.4% N/A N/A
27° BTDC
9.37° BTDC to
Agarwal et al. [13] -7.6% 23.1% -32.9% -3.4% N/A
15° BTDC
TDC to 9°
Benajes et al. [36] -14.5% -40.0% -50.0% N/A 0.0%
BTDC

23° BTDC to
Wamankaret al. [15] -12.5% 17.4% -22.5% N/A -19.8%
26 BTDC

5° BTDC to
Shatrov et al. [16] N/A 75.10% N/A N/A N/A
20° BTDC

Table 12 gives the results of experimental studies which apllied to find out the effects of pilot injection
timings on dual fuel engines. According to the finding pilot injection timing has a significant impact
on HC emission. On the other hand, NO x emissions may change up to 80% by changes inpilot injection
timings.

Table 12: Emissions change by pilot injection timing

Articles Change HC NOx
Cameretti et al. [37] BTDC -40° to -10° 235% -72%
Ryu et al. [38] BTDC -23° to -11° N/A -37.5%
Yang et al. [39] ATDC -25° to -5° 175.0% -80.0%
Jeon et al. [40] ATDC -50° to 0° N/A -57.1%

Pre-injection strategy is considered to be one of the most important ways to improve diesel engine
performance, emission and combustion [41]. In this paper three of the studies in which experiments
were made to find out effect of pre-injection timing to emissions were investigated. According to the
findings pre-injection strategy may decrease NO x emissions up to 7.4% and CO emissions up to 35%.
However, conducted studies show that pre-injection may increase HC emissions remarkably.

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Table 13: Emissions change by pre-injection timing

Articles Change HC NOx CO
Xu et al. [41] 20° BTDC to 100° BTDC 14.2% -7.0% -2.4%
-
Sarangi et al. [14] 36° BTDC to 51° BTDC 17.1% N/A
35.0%
Özkan et al. [42] No pre inj. to 25° BTDC 10.4% -7.4% 26.1%

CONCLUSIONS

The purpose of the current study was to determine the effects of changes in combustion variables to
emissions of engines. Thus, experimental studies were investigated and changes in each variable were
revealed. As mentioned in the methodology part, eleven different variables were examined and the
effects of changes in these variables have been found out. According to the findings exhaust gas
recirculation systems seems as the most satisfactory method to determine emissions. One interesting
finding of the study was that in the better part of the articles authors had used single piston diesel
engine. A single piston diesel engine is more useful because it is lest to be affected by environmental
conditions. According to the findings of the study, effects of changes in each variable to each emission
indicator is given in Table 14. Only the maximum decreases were consider while the table was created.

Table 14: Maximum decreases of emissions by changes in variables

Smoke
Variables HC NOx CO CO2 SFC
Opacity
Injection Pressure -36.0% N.D. -22.5% N.D. -19.8% -2.4%
Compression Ratio -48.4% N.D. -57.5% N.D. -52.0% N.A.
Scavenge Temperature -50.0% -85.3% -32.1% N.A. N.D. N.A.
Scavenge Pressure -37.5% N.A. -13.8% N.A. -10.9% N.A.
Combustion Chamber Design -43.5% -4.5% N.D. N.D. -24.0% -0.7%
Air to Fuel Ratio -28.6% -42.4% -73.8% N.A. N.A. N.A.
Exhaust Gas Recirculation -18.0% -48.1% -23.2% -35.5% -44.6% N.A.
Suction& Exhaust Valve Lift -19.1% -51.3% -36.3% N.A. N.A. N.A.
Injection Timing -14.5% -40.0% -50.0% N.A. -19.8% N.A.
Pilot Injection Timing N.D. -80.0% N.A. N.A. N.A. N.A.
Pre-injection Timing N.D. -7.4% -2.4% N.A. N.A. N.A.

N.D.: No Decrease, N.A.: Not available

According to the table exhaust gas recirculation seems as the most effective way to decrease emissions.
In addition, although there aren’t numerous studies to observe suction& exhaust valve lift changes, it
decreases the emissions significantly. On the other hand the study shows that scavenge temperature
has a determining role on emissions. Finally, it is predictable to say optimization of all the variables
may affect emissions seriously. A more comprehensive literature review may be conducted on further
studies to determine more variables. As mentioned in the introduction part SO X emissions will be
crucial in the next years. Despite decrease of SOx emissions is mostly related to fuel type, engine
parameter may also have an impact on it. Thus effects of changes in combustion variables to SOx
emissions may be conducted in further studies.

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24-25 October 2016, Bodrum, Muğla, TURKEY

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