Exhaust Analysis of C.I Engine by Using Zirconium Dioxide Coated Wire Mesh Catalytic Converter

IJSRD - International Journal for Scientific Research & Development| Vol. 1, Issue 3, 2013 | ISSN (online): 2321-0613

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Exhaust Analysis of C.I Engine by Using Zirconium Dioxide Coated Wire Mesh Catalytic Converter

Krunal P. Shah1 Pravin P. Rathod2 Prof. Jigish J. Goswami3

1PG Student 2Associate Professor 3Associate Professor 2, 3 Mechanical Engineering Department

1, 2, 3 Government Engineering College, Bhuj-370 001 (Kutch-Gujarat-INDIA)

Abstract---Exhaust emissions is much concern about the Hydrocarbon (HC), Carbon Monoxide (CO) and Nitrogen Oxide (NOx) from the automotive vehicles. This paper presents characteristics of a catalytic converter to be used for four stroke four cylinder diesel engines. Catalytic converter with different catalyst for diesel engine to reduce pollute gases is chosen for present work. The emphasis is given on hydrocarbon (HC), carbon monoxide (CO) and oxides of nitrogen. The wire mesh is developed as catalyst. The wire mesh is coated with zirconium dioxide (ZrO2). The catalyst materials are inexpensive in comparison with conventional catalysts (noble metals) such as palladium or platinum. Catalytic converter oxidizes harmful CO and HC emission to CO2 and H2O in the exhaust system and thus the emission in the automobile vehicle is controlled. Emission of HC, CO and CO2 was measured and monitored for conventional OEM catalytic converter system with ZrO2 coated wire mesh catalytic converter system. Performance of catalytic converter is depends upon temperature. Optimized temperature was found for ZrO2 coated wire mesh catalytic converter for best performance. Effect of wire mesh on break specific fuel consumption and brake thermal efficiency were recorded and analyzed. The back pressure of the exhaust gases is measured by putting different number of wire mesh in the catalytic converter.

Keywords: Catalytic Converter, Zirconium Dioxide, Wire Mesh

I. INTRODUCTION

The most important chemical reaction in a petrol & diesel engine is the one that provides the energy to drive the vehicle is the combustion of fuel in air. In an ‘ideal’ system, combustion would be complete so that the only exhaust products would be carbon dioxide and steam. In practice, the complete oxidation of the fuel depends on a number of factors: first, there must be sufficient oxygen present; second, there must be adequate mixing of the petrol and air; and finally, there must be sufficient time for the mixture to react at high temperature before the gases are cooled. In internal combustion engines, the time available for combustion is limited by the engine’s cycle to just a few milliseconds. There is incomplete combustion of the fuel and this leads to emissions of the partial oxidation product, carbon monoxide (CO), and a wide range of volatile organic compounds (VOC), including hydrocarbons (HC), aromatics and oxygenated species. These emissions are particularly high during both idling and deceleration, when insufficient air is taken in for complete combustion to occur. A brief

overview of major pollutants stemming from the gasoline engines is given here. Pollutants with different origin, such as particulate matter stemming from diesel vehicles, will not be included as this is out of the scope of this thesis.

Control Technique Exhaust Emission:

In the internal combustion engine there is incomplete combustion of the fuel and this leads to emissions of the partial oxidation product, carbon monoxide (CO), oxides of nitrogen (NOx) and a wide range of volatile organic compounds (VOC), including hydrocarbons (HC), aromatics and oxygenated species. These emissions are particularly high during both idling and deceleration, when insufficient air is taken in for complete combustion to occur. Carbon monoxide is a product of a partial combustion of hydrocarbons in fuel.

Different control technique for exhaust emission are

1) exhaust gas recirculation (EGR) 2) positive crankcase ventilation (PCV) 3) catalytic converter

II. EXPERIMENTAL SET UP AND PROCEDURE: In this experimental study, the results are obtained from 4-stroke 4-cylinder diesel engine. Performance and emissions results were recorded under steady state operating conditions. A comparative evaluation of the performance and emission characteristics of the diesel engine with ought catalytic converter, original engine manufacturer catalytic converter and catalytic converter with zirconium dioxide coated wire mesh catalytic converter. There was no major modification done on engine. The engine was operated at constant speed with a variable load to evaluate the performance and exhaust emission of engine.

Fig. 1: Engine set-up

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(IJSRD/Vol. 1/Issue 3/2013/0090)


Test Rig: Various specification of engine used for practical is described here. The maximum power output is 100 Hp, compression ratio 16:1, capacity of engine is 1995 cc. This engine is coupled with the hydraulic dynamometer. For measuring various performance parameters like brake specific fuel consumption, brake thermal efficiency, load on engine, temperature of exhaust gases, CO, CO2 and HC concentration in exhaust gases are measured by different measuring equipments are shown in figure. 1.

According to the engine modification is done for catalytic converter and zirconium dioxide powder coated wire mesh is shown in the figure 2.

Fig. 2: Old catalytic converter Coated wire mesh

Experimental Procedure:

There are three different comparisons was carried out for engine with ought CATCO, engine with OEM CATCO, and engine with zirconium dioxide coated wire mesh CATCO for performance and emission characteristics of engine.

Adjust the flow of water for cooling the engine. The engine was started by the starter motor. The

speed was adjusted exactly to 1500 rpm through throttle or accelerator wire attached to a screw.

Load was varied from 0 kg to 10kg and engine speed was kept constant about 1500 rpm.

At each load engine speed, time for 10 cc fuel consumption and temperature of exhaust gases was measured. Take all the reading by increasing load by turning the wheel fitted on the side of the frame.

A probe is mounted at exhaust of engine which will supply sample of exhaust gas to the exhaust gas analyser. Amount of HC, CO & CO2present in exhaust can be read at indicator panel of exhaust gas analyser.

III. RESULTS AND DISCUSSION

Effect of Brake Power on CO Reduction: A.It can be seen from fig. 3, that during no load condition or starting of engine carbon monoxide contents are highest in the exhaust because during starting of engine rich air-fuel ratio is supplied to the engine and also due to incomplete combustion of fuel. When the air-fuel mixture is too rich there is insufficient air for complete combustion and some the fuel will not be burnt or at least only partially burnt. Since hydrogen has a greater affinity for oxygen, hydrogen will take all the oxygen it needs leaving the carbon with a deficiency of oxygen. As load on engine increases, more amount of air is supplied compared to fuel. The air-fuel ratio

becomes lean and hence amount of carbon monoxide reduces due proper combustion of fuel. Again as load on engine increases fuel consumption also increases which can be seen in fig.3. carbon monoxide content reduces by 50% at highest load applied, when zirconium dioxide based catalytic converter.

Fig. 3: Brake Power VS CO

Effect of Brake Power on HC:

It can be seen that as brake power of engine increases, hydrocarbon content increases because of increase in fuel consumption. Generally, hydrocarbon produces due to incomplete combustion. Due to existence of local very rich mixture pockets at lower temperature than the combustion chamber, unburnt hydrocarbons will appear in the exhaust. The hydrocarbons also appear due to flame quenching near the metallic walls. Hydrocarbon contents are highest while diesel was used as fuel and catalytic converter is not mounted on the engine. Hydrocarbon content reduces by 35% at higher load, when zirconium dioxide based catalytic converter is attached on the engine.

Fig. 4: Brake Power VS HC

Effect of Brake Power on CO2 Production:

It can be seen that as brake power of engine increases CO2 content also increases due to the fact that more amount of air-fuel mixture is inducted in to the engine at higher load. As more amount of air-fuel is supplied, it produces more amount of CO2. When catalytic converter is not attached with engine it produces low amount of CO2. When zirconium dioxide based catalytic converter and OEM catalytic converter is attached with the engine amount of CO2 increases by 30% and 37% respectively.




Fig. 5: Brake Power VS CO2

Effect of Exhaust Temperature on CO Reduction:

It can be seen from fig. 5 & 6, at lower temperature amount of CO is highest as temperature of catalyst increases amount of CO in exhaust reduces. At temperature of 121˚C amount of CO in exhaust reduces by 75%. At temperature of 124˚C amount of HC in exhaust of diesel is 136ppm. From fig. 6 it can be seen that amount of HC in exhaust reduces to 89ppm while diesel was used as fuel. When zirconium based catalytic converter is used, HC reduces by 35% at temperature of 124˚C.

Fig. 6: CO Vs Exhaust Gas Temperature

Effect of Exhaust Temperature on CO2 Production: B.In the above figure shows that the co2 should be increase by increasing the temperature of exhaust in the engine. At the higher temperature 124˚C the co2 produced in the zirconium based catalytic converter is 30% higher than the diesel engine .At the 130˚C the co2 produced in the OEM catalytic converter is 37%higher than the diesel engine.

Fig. 7: CO2 Vs Exhaust Gas Temperature

IV. CONCLUSION

The whole work is concentrated on the performance of the emission parameters of C.I engine by using zirconium dioxide coated wire mesh catalytic converter. The experiment was carried out on C.I engine using catalytic converter and fabricated catalytic converter. The following are the conclusion from the results obtained after experiment.

1) The zirconium based catalytic converter is reduced CO, HC by 50% and 35% than the engine without catalytic converter respectively. As the exhaust temperature was increased the CO is decreased at the higher 124˚C.

2) The CO2 in increased by 30% with the zirconium dioxide based catalytic converter and it increased with the increasing in the temperature as compared to the engine without catalytic converter.

3) The break thermal efficiency of zirconium based catalytic converter with diesel engine is 12% higher than the diesel engine and 8.5% higher than OEM catalytic converter at 10kg load.

4) The cost of Zro2 based catalytic converter is lower than the OEM catalytic converter.

ACKNOWLEDGEMENT

We would like to sincerely acknowledge the en-courageous efforts of Mechanical Engineering Department of Government Engineering College, Bhuj and B.V.M College, V. V. Nagar.

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