Performance Enhancement of Three-way Catalytic Converter using External Heating Source: An Experimental Approach

2016 ◽  
Vol 8 (3) ◽  
Author(s):  
S. Kanchan ◽  
Manpreet Singh ◽  
Mandeep Singh
Keyword(s):  
Performance Enhancement ◽  
Catalytic Converter ◽  
Exhaust Emissions ◽  
Spark Ignition Engine ◽  
Exhaust Gas ◽  
Gas Treatment ◽  
Heating Source ◽  
Start Up ◽  
Low Emission ◽  
Engine Start

The stringent emission norms for ultra-low emission vehicle pose challenging problems on automotive exhaust gas treatment. When engine starts, the catalytic converter does almost nothing to reduce emission characteristics, until it is desirably heated. Preheating the catalytic converter is a noble technique to reduce exhaust emissions. Present work lays the method of low temperature conduct of the converter, when the mainstream of the emissions befalls. The test was conducted on a four-cylinder, spark-ignition engine in order to enhance the performance of the catalytic converter when heated two minutes prior to engine start, through a heating gun actuated with a radio key at around 500K. The values of HC and CO were measured at idling rpm using MRU DELTA 1600L exhaust gas analyser and NOx values were measured using CRYPTON 295 five-gas analyser. Preheating Catalytic Convertor (CC), results in reduction of CO (58.82%), HC (47.01%) and NOx (36.36%) at engine start-up condition; when compared with exhaust of CC at 1500rpm, employed without heating gun. Similar trends of reduction of exhaust emissions were found at 2000 and 2500rpm.

Exhaust Emissions From a Stoichiometric, Ammonia and Gasoline Dual Fueled Spark Ignition Engine

2009 ◽  
Author(s):  
Shawn M. Grannell ◽  
Dennis N. Assanis ◽  
Donald E. Gillespie ◽  
Stanislav V. Bohac
Keyword(s):  
Nitric Oxide ◽  
Carbon Monoxide ◽  
Nitrous Oxide ◽  
Catalytic Converter ◽  
Exhaust Emissions ◽  
Spark Ignition ◽  
Oxygen Sensors ◽  
Spark Ignition Engine ◽  
Exhaust Gas

Engine-out and post-catalyst emissions of ammonia, hydrocarbons, nitric oxide, carbon monoxide, and nitrous oxide are measured for an ammonia and gasoline dual fueled spark ignition engine. An ordinary three-way catalytic converter can be used to clean up these emissions. The clean-up region occurs between stoichiometric and 0.2% rich. Ordinary exhaust gas oxygen sensors are usable with ammonia and gasoline in much the same way as they are with gasoline alone.

scholarly journals Exhaust gas treatment for reducing cold start emissions of a motorcycle engine fuelled with gasoline-ethanol blends

2017 ◽  
Vol 26 (2) ◽  
pp. 84 ◽  
Author(s):  
A. Samuel Raja ◽  
A. Valan Arasu
Keyword(s):  
Traffic Congestion ◽  
Catalytic Converter ◽  
Cold Start ◽  
Exhaust Gas ◽  
Gas Temperature ◽  
Gas Treatment ◽  
Single Cylinder ◽  
Hc Emissions ◽  
Ethanol Blends ◽  
Exhaust Gas Temperature

In countries like India, transportation by a two wheeled motorcycle is very common owing to affordable cost, easy handling and traffic congestion. Most of these bikes use single cylinder air cooled four-stroke spark ignition (SI) engines of displacement volume ranging from 100 cm3 to 250 cm3. CO and HC emissions from such engines when started after a minimum stop-time of 12 hours or more (cold-start emissions) are higher than warmed-up emissions. In the present study, a 150 cm3 single cylinder air cooled SI engine was tested for cold start emissions and exhaust gas temperature. Different gasoline-ethanol blends (E0 to E20) were used as fuel expecting better oxidation of HC and CO emissions with additional oxygen present in ethanol. The effect of glow plug assisted exhaust gas ignition (EGI) and use of catalytic converter on cold start emissions were studied separately using the same blends. Results show that with gasoline-ethanol blends, cold start CO and HC emissions were less than that with neat gasoline. And at an ambient temperature of 30±1°C, highest emission reductions were observed with E10. EGI without a catalytic converter had no significant effect on emissions except increasing the exhaust gas temperature. The catalytic converter was found to be active only after 120 seconds in converting cold start CO, HC and NOx. Use of a catalytic converter proves to be a better option than EGI in controlling cold start emissions with neat gasoline or gasoline-ethanol blends.

scholarly journals Research of the operation of the catalytic reactor under simulated test UDC with diesel engine

2018 ◽  
Vol 19 (12) ◽  
pp. 90-96
Author(s):  
Kazimierz Koliński
Keyword(s):  
Carbon Monoxide ◽  
Diesel Engine ◽  
Simultaneous Measurement ◽  
Catalytic Converter ◽  
Electric Heater ◽  
Exhaust Gas ◽  
Catalytic Reactor ◽  
Start Up ◽  
Before And After ◽  
Simulated Test

The article presents the results of research on the functioning of the heated catalytic reactor at the dynamometric stand during the implementation of the simulated UDC city test. In the research, a heated three-functional platinum-palladium catalytic reactor with a metal monolith was used. The methodology of the conducted research consisted in the measurement of concentration of toxic components of the exhaust gas before and after with the catalytic reactor, with simultaneous measurement of the start-up parameters and temperature measurement at selected points of the engine and the catalytic converter. Emissions of carbon monoxide and hydro-carbons were reduced by pre-heating the catalytic converter before and during start-up with an electric heater

scholarly journals DIESEL FUEL ADDITIVES: WORTH CONSIDERING? LOCAL EXHAUST EMISSIONS AND FUEL CONSUMPTION TEST RESULTS

2011 ◽  
Vol 20 (1) ◽  
Author(s):  
P Trevisan ◽  
N Claassen
Keyword(s):  
Fuel Consumption ◽  
Diesel Fuel ◽  
Best Practice ◽  
Positive Impact ◽  
Weather Conditions ◽  
Exhaust Emissions ◽  
Combustion Efficiency ◽  
Exhaust Gas ◽  
Fuel Additives ◽  
Gas Treatment

Pollutant regulations are not a matter of concern only for engine manufacturers but they also require policy implementation, commitment and a dedicated effort by industry. In particular, some in the mining industries are expanding their efforts to provide environmentally friendly working procedures and conditions. Use of fuel enhancershas been suggested. The Letšeng Diamond Mine, in Lesotho has taken the lead and commissioned a study on three different fuel additives. For all three fuel additives, three prominent variables were measured, namely diesel fuel consumption, diesel exhaust gases and smoke emission levels. All instruments used were EPA certified andcalibrated or verified according to the specification of the manufacturer and or international best practice to ensure accurate readings. This paper discusses the results obtained on site over a thirteen month study period involving different classes of machinery and under different weather conditions. Product C improved fuel consumption by 9.9% and reduced black smoke by 32%. Pitfalls have been identified with product A and product B that can help to avoid costly trials on other sites, such as rusted and blown injectors, engine failure and corroded seals, valves and cylinders. Further research is required however to determine if these additives will become major role players toreduce emissions and improve efficiency. In conclusion, we cannot ignore the use of fuel additives when talking about diesel pollution and the fact that the additives cou ld assist in reducing harmful emissions even if only one additive appears to be performing positively in terms of consumption and emissions, such as product C. Three strategies have been identified for reducing emissions on diesel earth moving equipment currently in use: engine modifications, exhaust gas treatment and fuel composition modifications. Engine modifications and exhaust gas treatment are considered costly alternatives to achieve reduced exhaust emissions plus these strategies are proven to have little or no positive impact on fuel economy performance. The study has shown one factor clearly – we cannot ignore the effects of additives both with regard to emissions and combustion efficiency.

scholarly journals Studies on Exhaust Emissions from Copper-Coated Gasohol Run Spark Ignition Engine with Catalytic Converter

2011 ◽  
Vol 2011 ◽  
pp. 1-6
Author(s):  
S. Narasimha Kumar ◽  
K. Kishor ◽  
M. V. S. Murali Krishna ◽  
P. V. K. Murthy
Keyword(s):  
Compression Ratio ◽  
Iron Catalyst ◽  
Catalytic Converter ◽  
Exhaust Emissions ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Airflow Rate ◽  
Human Beings ◽  
Carbon Monooxide ◽  
Air Speed

The major pollutants emitted from spark ignition engine are carbon monooxide (CO) and unburnt hydrocarbons (UHC). These are hazardous and cause health problems to human beings, and hence control of these pollutants calls for immediate attention. Copper of thickness 300 microns is coated over piston crown and inside portion of the cylinder head of the spark ignition engine. Investigations have been carried out for reducing pollutants from a variable compression ratio, copper-coated spark ignition engine fitted with catalytic converter containing sponge iron catalyst run with gasohol (blend of 20% ethanol and 80% gasoline by volume). The influence of parameters such as void ratio, airflow rate, temperature of injected air, speed, compression ratio, and load of the engine on these emissions are studied. A microprocessor-based analyzer is used for the measurement of CO/UHC in the exhaust of the engine. The speed, load, compression ratio and the injection of air into the catalytic converter are found to show strong influence on reduction of the pollutants in the exhaust. Copper-coated spark ignition engine with gasohol operation reduced the exhaust emissions considerably when compared to conventional engine with pure gasoline operation.

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