Exhaust Formation In Compression Engines: It is not like spark ignition engines where combustion mixture is already homogeneous in nature.

In diesel engines the combustible mixture is heterogeneous in nature. In it diesel fuel is injected into a cylinder filled with highly compressed air and of very high temperature. The emissions which are formed due to the burning of this heterogeneous mixture (air/fuel ) not only depends upon the conditions at combustion also on the expansion and especially before the opening of the exhaust valve. The preparation of fuel/air mixture, the quality of fuel being ignited and expansion duration plays a very important role in the formation of the emission. The emitted emissions are due to their formation. The products formed due to the incomplete combustion may get oxidized during the expansion stroke. The reaction of the oxidizing gases with the hydrocarbons that left unburned, very high temperature of the combustion chamber and if proper time is given for oxidization , it will permit more combustion but more frequently when nitric oxide is formed (NO) it does not decomposes and when time passes by with the high temperature its concentration increases. What is a compression ignition engine? A compression engine is an engine which compresses the air at high pressure and due to the high pressure the temperature of the air increases. When the air is compressed the fuel is injected into the air hence the fuel burns automatically without the need of a spark. The compression ignition engines are of two types: Two Stroke Four Stroke

Four Stroke Compression Ignition Engine: The four stroke compression ignition engine is somewhat similar to the four stroke spark ignition engine. The basic difference between CI four strokes and SI four strokes engine is that compression ignition engine operates at very high compression ratio. The compression ratio of spark ignition engine is between 6 to10 whereas the compression ratio of compression ignition engine is in between 16 to 20. It is due to this very high compression ratio the temperature at the end of the compression stroke is high enough to let the fuel to get ignite by it-self or self-ignite. So the need of ignition system and carburetor is not necessary in compression ignition or CI engines. The sequence of operations for the four stroke CI engines is as follows. Suction Stroke: During the suction stroke air alone is entered into the combustion chamber where as in spark ignition engines air/fuel mixture is filled into the combustion chamber. Compression Stroke: During compression stroke the air is got compressed into the clearance volume.

Expansion Stroke: Nearly at the end of the compression stroke the fuel is injected into the compressed air. The rate of injection is such that the combustion maintains constant pressure in spite of the piston movement increases the volume. After the injection of the fuel is completed the products of the combustion expands.

Exhaust Stroke: The piston moving from BDC to TDC pushes the combustible products outside through the exhaust valve during this stroke the intake valve is closed. Two Stroke Engine: There are very unproductive strokes for the four stroke engine which are the intake and exhaust stroke. If these two strokes are removed then there will be a power stroke for each crank revolution. Due to this the theoretical power output of an engine can be doubled for the same speed as compared to the four stroke engine. Due to one power stroke in for every revolution the cooling required is greater and the lubrication required is also greater. The rate of wear and tear is also very high. The volumetric efficiency is also very low for the two stroke engine because the time required for induction is very low. Internal combustion engine emissions: Vehicles emissions are one of the major causes of the air pollution. Some of the type of the engine emissions is as follows: Exhaust emissions. Fuel tank emissions. Emissions from the engine breathers.

In our case we are studying the formation of exhaust emissions in the compression ignition engines. CI engine Emissions: The type of fuel used in compression ignition engine is usually diesel. Diesel is used due to its low selfigniting temperature which helps the fuel to ignite by itself without any spark at very high temperature and pressure. In compression ignition engines the inside condition of the engine is much more different from the spark ignition engine. The power in the compression engine is directly controlled by the supply of the fuel rather controlling the air supply. When the engine is running at idle conditions without applying any load enough amount of oxygen is there to burn the fuel and when the load is applied the engine produces smoke because the amount of air present is not sufficient and hence it produces the smoke.

The burning nature of diesel when the temperature is very high and the pressure is also great results in the production of nitrogen oxides. If the fuel used is diesel which is in most cases being used its exhaust is known for its characteristic smell. The most common type of emissions from the diesel engines are as follows: Hydrocarbons. Carbon mono oxide. Nitrogen oxides. Particulate Matters. Smoke.

Formation of Hydrocarbons: Hydrocarbons are formed due to the combustion which is not complete mainly due to the partially or unburned fuel and due to the lubricating oil. The hydrocarbons are also formed due to the conditions inside the combustion chamber for example non-homogeneous conditions. The hydrocarbons in the exhaust are usually less than those present in the combustion chamber due to the continuous oxidization during the exhaust. It is the matter of fact that the formation of the hydrocarbons are greater in the spark ignition engines rather than the compression ignition engines. Hydro carbons are produced due to the following reasons. Leaner fuel to air ratio: As soon as the fuel is injected into the combustion chamber the amount of fuel that is mixed with the air is leaner than the lean combustion limits which are 0.3. This fuel being leaner than the limits will not auto ignite. The fuel decomposes into products and some of it will escape through the cylinder without being burned. The quantity of fuel escaped depends upon the fuel injected during the ignition delay. Under Mixing of Fuel: Under mixing of fuel which leaves the fuel injector nozzle at very low velocity. This happens when combustion starts, little fuel is left in the nozzle. It vaporizes due to very high temperature and enters into the combustion chamber through the nozzle holes with very low velocity. These large particles of fuel will mix relatively slower with air and can escape the primary combustion process. Quenching and Misfire: The flame near to the walls of the combustion chamber extinguishes and a thin layer of charge develops onto the walls of the combustion chamber. This layer of charge will mix with the bulk of charge present in the combustion chamber and gets oxidized. The unburned charge increases with the amount of deposits present on to t walls. Misfire occurs due to low pressure and low compression temperatures and also due to the very poor injection timings. The hydro carbon emission rises with the increase in the misfire.

Carbon mono oxide: Diesel engines have a lean fuel to air ratio. It is necessary for the production of carbon mono oxide to have a rich mixture therefore the emissions of the carbon mono oxide is very low to be given importance. Nitrogen Oxides: Emission occurs at very high temperatures nearly about 2000K, when nitrogen and oxygen dissociates from each other. The formation of nitrogen oxides are dependent on temperature, increase in the temperature increases the formation of nitrogen oxides. It also depends upon the availability of the oxygen gas which decreases when the mixture is rich. NOx is created mostly from nitrogen in the air. Nitrogen can also be found in fuel blends, which may contain trace amounts ofNH3, NC, and HCN, but this would contribute only to a minor degree. There are a number of possible reactions that form NO, all of which are probably occurring during the combustion process and immediately after. These include but are not limited to: + 2 2 + Subsequently conversion of NO2 to NO is: 2 + Particulate Matters: It mainly consists of the products which are generated by the combustion carbonaceous materials (soot) on which the organic compounds get absorbed. They are mostly produced by the incomplete combustion of fuel hydrocarbons and some of which are due to the lubricating oil. Particle composition depends upon the particulate combustion system and the engine exhaust system. Temperatures which are above 500C the particles are the cluster of many small particles. As soon as the temperature decreases the particles get coated with hydrocarbons with high molecular weight which also include unburned hydrocarbons, aromatic hydro carbons (ketone, esters, ethers and organic acids). These condensed impurities also consist of nitrogen di oxide, sulfur di oxide and sulfuric acids (sulfates). Maximum density of particulate emissions occurs when the engine is under load at WOT. At this condition maximum fuel is injected to supply maximum power, resulting in a rich mixture and poor fuel economy.

+ 2

Parameters which effect the Exhaust emissions of a Compression Ignition Engine 1. Fuel Composition
1.1. Importance
Conventional petroleum products like Petrol and Diesel yield harmful emissions and they are the verge of depletion due to their enduring .It is estimated that a CI engine running on LPG can provide reduction on Smoke density and Nitrogen Products while increase in Break Thermal Efficiency.[1] It is also noted that emissions of Hydro-Carbon Products declines with increase in LPG. [2] 1.2. Experimentation For the experimentation a Compression Ignition engine of single cylinder and four strokes was manufactured which had water cooled system. Other specs are mentioned in the Table 1. Engine had two fuel tanks for diesel and mixture of biodiesel. The load on the engine was measured by a dynamometer which was of Hydraulic type. Needle valve was used to control the flow and thus the percentage of fuel blend composition. A gas analyzer was used to measure the emission parameters.

1.3. Conclusions
The Hydro Carbons and Carbon Oxides increased for LPG Diesel mixture but reduced when Diesel was blended with Karanja oil methyl ester (KOME) . However NOx emissions were reduced for all the cases.

2. Exhaust Gas Recirculation 2.1. Importance Modern Engines were introduced with the technology of treating emissions prior and after the Exhaust. One of the ways is Exhaust Gas Recirculation which reduced the Nitrogen Oxides emissions effectively. By EGR the oxygen amount in the cylinder is reduced which reduces the Nitrogen oxides in return. Oxygen content is reduced in chorus with flame temperature reduction. But still the deployment of EGR results in emission of more Hydrocarbons. [3] 2.2. Effect EGR comes in very handy for reduction in Nitrogen Oxides Emissions. EGR basically induces the exhaust gases in the combustion chamber in order to low the oxygen content. The exhaust gases increase the specific value of the fuel mixture due to which a good amount of heat gets churn up and flame temperature gets lowered. Thermal efficiency is slightly increased EGR compared to without EGR. With the use of EGR the HC, CO and Smoke transparency level are increased but the NOx emission decreases. It is found that the rate of 15% for Exhaust Gas Reduction will be effective for reduction in NOx emissions. The increase of CO and HC can be reduced by using diesels oxidation catalysts however soot traps can also be deployed.

Following graphs show the effect of variation in Compression Ratio on smoke and CO emissions. Both emissions are due to unfinished combustion of fuel air mixture. Thats why the results also illustrate same trend. When running on pure diesel, both emissions were least on a Compression Ratio of 17. At lower values and higher values, smoke increased. The reason being incomplete combustion at lesser values due to less temperature of air and at upper values, more fuel consumption and therefore incomplete combustion. For B20 and B100 emissions decreased as CR was improved. The reason is a comparatively rich oxidation environment and higher pressure and temperature at higher compression ratio.

[1] D. H. Qi, Y. Z. Bian, Z. Y.Ma, C.H. Zhang, and S. Q. Liu, Combustion and exhaust emissi on characteristics of a compression ignition engine using liquefied petroleum gas-Diesel blended fuel, Energy Conversion and Management, vol. 48, no. 2, pp. 500509, 2007. [2] M. P. Poonia, A. Bhardwaj,A. S. Jethoo, andU. Pandel, Experimental investigation on engine performance and exhaust emissions in an LPG diesel dual fuel engine, International Journal of Environmental Science and Development, vol. 2, no. 6, pp. 418-422, 2011. [3] Journal of Engineering Research and Studies E-ISSN0976-7916
JERS/Vol. III/ Issue II/April-June, 2012/77-81

Research Paper

EFFECT OF EXHAUST GAS RECIRCULATION ON EMISSION CHARACTERISTIC OF THREE CYLINDER COMPRESSION IGNITION ENGINE USING STAGED COMBUSTION
J. Hussain a* , K. Palaniradja b , N. Algumurthi

Address for Correspondence

a Research

scholar, a,b Faculty, Department of Mechanical Engineering, Pondicherry Engineering College, Puducherry, India.