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- Valve overlap
-Catalytic converter
-Other emissions
15
ENGINE EMISSIONS
AND THEIR CONTROL
15.1
INTRODUCTION
496
IC Engines
15.2
15.3
As we know, the exhaust gas sent into the atmosphere by the engine
contains hydrocarbons (HC), carbon monoxide (CO) and nitrogen
oxide (NOx ) which are mainly responsible for air pollution. These
pollutants are known to cause serious health problems. Therefore
there are laws on emission standards, which limit the amount of
each pollutant in the exhaust gas emitted by an automobile engine.
Emission standards have been followed for some time in the developed countries. These include U.S.A., Europe, and Japan which
have their own emission standards. India is in favour of the European Model developed by the European countries. The European
emission norms are called Euro Norms,
In India, automobile industries have developed the Euro norms.
Euro I emission norms were enforced in the New Delhi Capital Region
from June 1999 and Euro II norms have taken eect from April 2000
throughout India.
The details of Euro I and Euro II norms adapted to Indian conditions are given in Table 15.1.
Table 15.1 Euro I and Euro II norms for new petrol and diesel cars
followed in India
Norms
CO gm/km
HC + NO gm/km
PM gm/km
Petrol
Diesel
Petrol
Diesel
Petrol
Diesel
8.68
12.40
5.7
3.00
4.36
2.2
Euro I
3.16
3.16
1.13
1.13
0.18
Euro II
2.20
1.00
0.50
0.70
0.90
0.080
0.10
1996
gm/km
HC
PM
CO
NO
Carbon Monoxide
Nitrogen Oxides
498
IC Engines
15.4
ENGINE EMISSIONS
Exhaust Emissions
HC
NO x
Lean
Rich
CO
0.8
0.9
1.0
1.1
1.2
Fuel-air equivalence ratio,
NO x
HC
CO
0
0.2
0.4
0.6
0.8
Fuel-air equivalence ratio,
1.0
500
IC Engines
HYDROCARBONS (HC)
Exhaust gases leaving the combustion chamber of an SI engine contain up to 6000 ppm of hydrocarbon components, the equivalent of
1-1.5% of the fuel. About 40% of this is unburned components of the
fuel. The other 60% consists of partially reacted components that
were not present in the original fuel. These consist of small nonequilibrium molecules, which are formed when large fuel molecules break
up (thermal cracking) during the combustion reaction. It is often
convenient to treat these molecules as if they contained one carbon
atom, as CH1 .
Hydrocarbon emissions will be dierent for each gasoline blend,
depending on the original fuel components. Combustion chamber
geometry and engine operating parameters also inuence the HC
component spectrum.
When hydrocarbon emissions get into the atmosphere, they act as
irritants and odorants; some are carcinogenic. All components except
CH4 react with atmospheric gases to form photochemical smog.
15.6
HYDROCARBON EMISSION
Incomplete Combustion
Even when the fuel and air entering an engine are at the ideal stoichiometric condition, perfect combustion does not occur and some
HC ends up in the exhaust. There are several reasons for this. Complete and homogeneous mixing of fuel and air is almost impossible.
The incomplete combustion is due to:
(i) Improper mixing: Due to incomplete mixing of the air and fuel
some fuel particles do not nd oxygen to react with. This
causes HC emissions.
(ii) Flame quenching: As the ame goes very close to the walls it
gets quenched at the walls leaving a small volume of unreacted
air-fuel mixture. The thickness of this unburned layer is of the
order of 100 microns. However, it may be noted that some of
this mixture near the wall that does not originally get burned as
the ame front passes will burn later in the combustion process
due to additional mixing, swirl and turbulence.
Another reason for ame quenching is the expansion of gases,
which occurs during combustion and power stroke. As the piston
moves down from TDC to BDC during power stroke, expansion of the
gases lowers both pressure and temperature within the cylinder. This
makes combustion slow and nally quenches the ame somewhere
late in the expansion stroke. This leaves some fuel particles unreacted
and causes HC emissions.
High exhaust gas contamination causes poor combustion and
which in turn causes quenching during expansion. This is experienced at low load and idle conditions. High levels of EGR will also
cause quenching of ame and will result in HC emission.
502
IC Engines
It has been found that HC emissions can be reduced by incorporating an additional spark plug at appropriate locations in the
engine combustion chamber. By starting combustion at two points,
the ame travel distance and total reaction time are both reduced,
and less expansion quenching will result.
15.6.2
The volumes between the piston, piston rings, and cylinder wall are
shown schematically in Fig.15.3. These crevices consist of a series
of volumes (numbered 1 to 5) connected by ow restrictions such as
the ring side clearance and ring gap. The geometry changes as each
ring moves up and down in its ring groove, sealing either at the top
or bottom ring surface. The gas ow, pressure distribution, and ring
motion are therefore coupled.
Combustion chamber
Plane a
Region side clearance
1
b
c
Region behind rings
3
Top ring gap
d
5
Oil ring
Valve Overlap
Deposits on Walls
504
IC Engines
15.6.6
A very thin layer of oil gets deposited on the cylinder walls to provide
lubrication between the walls and the moving piston. During the
intake and compression strokes, the incoming air and fuel comes in
contact with this oil lm. In the same way as wall deposits, this oil
lm absorbs and desorbs gas particles, depending on gas pressure.
During compression and combustion, when cylinder pressure is
high, gas particles, including fuel vapor, are absorbed into the oil
lm. When pressure is later reduced during expansion and blowdown, the absorption capability of the oil is reduced and fuel particles are desorbed back into the cylinder. Some of this fuel ends up
in the exhaust.
As an engine ages, the clearance between piston rings and cylinder walls becomes greater, and a thicker lm of oil is left on the walls.
Some of this oil lm is scraped o the walls during the compression
stroke and gets burned during combustion. Oil is a high-molecularweight hydrocarbon compound that does not burn as readily as gasoline. Some of it comes out as HC emissions. This happens at a very
slow rate with a new engine but increases with engine age and wear.
Figure 15.4 shows how HC emissions go up as oil consumption
increases. Oil consumption increases as the piston rings and cylinder walls wear. In older engines, oil being burned in the combustion
chamber is a major source of HC emissions. In addition to oil consumption going up as piston rings wear, blowby and reverse blowby
also increase. The increase in HC emissions is therefore both from
combustion of oil and from the added crevice volume ow.
HC in exhaust (gm / h)
2
3
4
Oil consumption rate (ml/h)
15.7
506
IC Engines
of these engines are lubricated by adding oil to the fuel. The oil is
vaporized with the fuel and lubricates the surfaces which come in
contact with the air-fuel-oil mixture. Some of the oil vapor is carried
into the combustion chamber and burned with the air-fuel mixture.
Lubricating oil is mostly hydrocarbon components and acts like additional fuel. However, due to the high molecular weight of its components, oil does not fully burn as readily as fuel. This adds to HC
emissions in the exhaust.
Modern experimental two-stroke cycle automobile engines do not
add fuel to the intake air, but scavenge the cylinders with pure air.
This to a great extent avoid putting HC into the exhaust. After
the exhaust port closes, fuel is added by injection directly into the
cylinder. This creates a need for very fast and ecient vaporization
and mixing of the air and fuel, but it eliminates a major source of
HC emissions. Some automobile engines use superchargers instead of
crankcase compression, and this eliminates HC pollution from that
source.
15.8
Because CI engines operate with an overall fuel-lean equivalence ratio, CI engines have only about one-fth the HC emissions of an SI
engine.
The components in diesel fuel have higher molecular weights on
average than those in a gasoline blend, and this results in higher
boiling and condensing temperatures. Therefore, soot formation is
more in CI engines. Some HC particles condenses onto the surface
of the solid carbon soot that is generated during combustion. Most
of this is burned as mixing continues and the combustion process
proceeds. Only a small percentage of the original carbon soot that
is formed comes out of the cylinder. The HC components condensed
on the surface of the carbon particles, in addition to the solid carbon
particles themselves, contribute to the HC emissions of the engine.
In general, a CI engine has combustion eciency of about 98%.
This means that only about 2% of the HC fuel being emitted. Because of the non-homogeneity of fuel-air mixture some local spots in
the combustion chamber will be too lean to combust properly. Other
spots may be too rich, with not enough oxygen to burn all the fuel.
Local spots range from very rich to very lean, and many ame fronts
exist at the same time. With undermixing, some fuel particles in
fuel-rich zones never react due to lack of oxygen. In fuel-lean zones,
combustion is limited and some fuel does not get burned. With
508
IC Engines
(15.2)
N + O2 NO + O
(15.3)
N + OH NO + H
(15.4)
NO, in turn, can further react to form NO2 by various means, including
NO + H2 O NO2 + H2
(15.5)
NO + O2 NO2 + O
(15.6)
At low temperatures, atmospheric nitrogen exists as a stable diatomic molecule. Therefore, only very small trace amounts of oxides
of nitrogen are found. However, at very high temperatures that occur in the combustion chamber of an engine, some diatomic nitrogen
(N2 ) breaks down to monatomic nitrogen (N) which is reactive:
N2
2N
(15.7)
(15.8)
1
H2
2
(15.9)
0.9
1.0
= 0.70
0
6
Time (m/s)
10
510
IC Engines
Figure 15.6 shows how NOx can be correlated with ignition timing. If spark is advanced, the cylinder temperature will be increased
and more NOx will be created. Because CI engines have higher compression ratios and higher temperatures and pressure, they with divided combustion chambers and indirect injection (IDI) tend to generate higher levels of NOx .
0.3
= 0.95
0.2
0.1
= 1.00
Stoichiometric
50
40
30
20
10
15.10.1
Photochemical Smog
(15.10)
(15.11)
PARTICULATES
(15.12)
Then, as turbulence and mass motion continue to mix the components in the combustion chamber, most of these carbon particles
[C(s)] nd sucient oxygen to further react and are converted to
CO2 :
(15.13)
C(s) + O2 CO2
More than 90 to 95% of carbon particles originally generated within
an engine are thus converted to CO2 and never comes out as carbon
particles. It should be remembered that if CI engines are made to
512
IC Engines
15.12
OTHER EMISSIONS
Apart from major emissions like unburnt hydrocarbon, carbon monoxide and NOx , there are other emissions that come out of the exhaust.
A brief account of other emissions are given in the following sections.
15.12.1
Aldehydes
H
R
Sulphur
H2 S
(15.14)
O2 + S
SO2
(15.15)
(15.16)
H2 SO4
(15.17)
SO2 + H2 O
H2 SO3
(15.18)
514
IC Engines
Many countries have laws restricting the amount of sulphur allowed in fuel. These are continuously being made more stringent.
During the 1990s, the developed countries reduced acceptable levels
of sulphur in diesel fuel from 0.05% by weight to 0.01%.
The amount of sulphur in natural gas can range from little (sweet)
to large (sour) amounts. This can be a major emissions problem
when natural gas is used in a IC engine or any other combustion
system.
15.12.3
Lead
Phosphorus
Thermal Converters
1
O2
2
CO2
(15.19)
516
IC Engines
(15.20)
where z = x + 0.25y.
The above reaction needs a temperature above 600 C for at least
50 milliseconds to substantially reduce HC. It is therefore necessary
for a thermal converter to be eective, it should operate at a high
temperature. Further, it should also be large enough to provide adequate residence time of the exhaust gases to promote the occurrence
of these secondary reactions. Most thermal converters are essentially
an enlarged exhaust manifold connected to the engine immediately
outside the exhaust ports. This is necessary to minimize heat losses
and keep the exhaust gases from cooling to nonreacting temperatures.
However, in automobiles this creates two very serious problems
for the engine compartment. In modern, low-prole, aerodynamic
automobiles, space in the engine compartment is very limited, and
tting in a large, usually insulated thermal converter chamber is
almost impossible. Secondly, because the converter must operate
above 700 C to be ecient, even if it is insulated the heat losses
create a serious temperature problem in the engine compartment.
Some thermal converter systems include an air intake which provides additional oxygen to react with the CO and HC. This increases
the complexity, cost, and size of the system. Air addition is especially
necessary during rich operating conditions such as startup. Because
exhaust from engines is often at a lower temperature than is needed
for ecient operation of a thermal converter, it is necessary to sustain
the high temperatures by the reactions within the system. Adding
outside air, which is at a lower temperature, compounds this problem
of maintaining the necessary operating temperature. Even though
HC and CO emissions can be reduced by oxidation, NOx emissions
cannot be reduced using a thermal converter.
15.14
CATALYTIC CONVERTERS
1
N2 + CO2
2
2 NO + 5 CO + 3 H2 O 2 NH3 + 5 CO2
2 NO + CO N2 O + CO2
(15.21)
(15.22)
(15.23)
518
IC Engines
Insulation
Outer wrap
Converter shell
Retainer
Fill plug
Inlet gas
Catalyst
Outer wrap
Insulation
Outlet gas
Metal shell
Seal
Shell
Catalyst
NO + H2
1
N2 + H2 O
2
(15.24)
2 NO + 5 H2 2 NH3 + 2 H2 O
(15.25)
2 NO + H2 N2 O + H2 O
(15.26)
Also often used is cerium oxide, which promotes the so-called water
gas shift
(15.27)
CO + H2 O CO2 + H2
This reduces CO by using water vapor as an oxidant instead of O2 ,
which is very important when the engine is running rich.
Figure 15.8 shows that the eciency of a catalytic converter is
very much dependent on temperature. When a converter in good
working order is operating at a fully warmed temperature of 400 C
or above, it will remove 98-99% of CO, 95% of NOx , and more than
95% of HC from exhaust ow emissions.
100
NOx
80
HC
CO
60
40
Light-off
temperature
20
100
200
300
o
Temperature ( C)
400
500
520
IC Engines
80
60
40
NOx
Lean
Rich
CO
20
0
0
0.96
0.97
0.98
0.99 1.00
1.01 1.02
1.03
1.04
1.05
Equivalence ratio,
100
80
60
40
20
2
4
6
8
Lead contaminant on catalyst (mass %)
10
Sulphur
Sulphur oers unique problems for catalytic converters. Some catalysts promote the conversion of SO2 to SO3 , which eventually gets
converted to sulphuric acid. This degrades the catalytic converter
and contributes to acid rain. New catalysts are being developed that
promote the oxidation of HC and CO but do not change SO2 to
SO3 . Some of these create almost no SO3 if the temperature of the
converter is kept less than 400 C.
522
IC Engines
15.14.2
Cold Start-Ups
As can be seen from Fig.15.8 catalytic converters are not very ecient when they are cold. When an engine is started after not being
operated for several hours, it takes several minutes for the converter
to reach an ecient operating temperature. The temperature at
which a converter becomes 50% ecient is dened as the light-o
temperature, and this is in the range of about 250300 C.
A large percentage of automobile travel is for short distances
where the catalytic converter never reaches ecient operating temperature, and therefore emissions are high. Unfortunately, most
short trips occur in cities where high emissions are more harmful.
Further, all engines use a rich mixture when starting. Otherwise
cold start-ups pose a major problem.
It is estimated that cold start-ups are the source of 70-90% of all
HC emissions. A major reduction in emissions is therefore possible if
catalytic converters could be preheated, at least to light-o temperature, before engine startup. Preheating to full steady-state operating
temperature would be even better. Several methods of pre-heating
have been tried with varying success. Because of the time involved
and amount of energy needed, most of these methods preheat only
a small portion of the total converter volume. This small section is
large enough to treat the low exhaust ow rate which usually occurs
at startup and immediately following. By the time higher engine
speeds are used, most of the catalytic converter has been heated
by the hot exhaust gas, and the higher ow rates are fully treated.
Methods of catalytic converter preheating include the following.
(i) by locating the converter close to the engine
(ii) by having superinsulation
(iii) by employing electric preheating
(iv) by using ame heating
(v) incorporating thermal batteries
15.15
CI ENGINES
Catalytic converters are being tried with CI engines but are not efcient at reducing NOx due to their overall lean operation. HC and
CO can be adequately reduced, although there is greater diculty
because of the cooler exhaust gases of a CI engine (because of the
larger expansion ratio). This is counter balanced by the fact that less
HC and CO are generated in the lean burn of the CI engine. NOx
is reduced in a CI engine by the use of EGR, which keeps the maximum temperature down. EGR and lower combustion temperatures,
however, contribute to an increase in solid soot.
Platinum and palladium are two main catalyst materials used for
converters on CI engines. They promote the removal of 3080% of the
gaseous HC and 4090% of the CO in the exhaust. The catalysts have
little eect on solid carbon soot but do remove 3060% of the total
particulate mass by oxidizing a large percent of the HC absorbed on
the carbon particles. Diesel fuel contains sulphur impurities, and this
leads to poisoning of the catalyst materials. However, this problem
is getting minimized as legal levels of sulphur in diesel fuels continue
to be lowered.
15.15.1
Particulate Traps
524
IC Engines
Carbon soot particulate generation has been greatly reduced in modern CI engines by advanced design technology in fuel injectors and
combustion chamber geometry. With greatly increased mixing eciency and speeds, large regions of fuel- rich mixtures can be avoided
when combustion starts. These are the regions where carbon soot
is generated, and by reducing their volume, far less soot is generated. Increased mixing speeds are obtained by a combination of indirect injection, better combustion chamber geometry, better injector
design and higher pressures, heated spray targets, and air-assisted
SO2 + H2
(15.28)
Some large marine engines and stationary engines reduce NOx emissions with an injection system that sprays NH3 into the exhaust ow.
526
IC Engines
(15.29)
(15.30)
The most eective way of reducing NOx emissions is to hold combustion chamber temperatures down. Although practical, this is a very
unfortunate method in that it also reduces the thermal eciency of
the engine. Those who have undergone thermodynamics course are
aware that to obtain maximum engine thermal eciency it should
be operated at the highest temperature possible.
Probably the simplest and practical method of reducing maximum ame temperature is to dilute the air-fuel mixture with a nonreacting parasite gas. This gas absorbs energy during combustion
without contributing any energy input. The net result is a lower
ame temperature. Any nonreacting gas would work as a diluent,
as shown in Fig.15.11. Those gases with larger specic heats would
absorb the most energy per unit mass and would therefore require
the least amount; thus less CO2 would be required than argon for
the same maximum temperature. However, neither CO2 nor argon
is readily available for use in an engine. Air is available as a diluent but is not totally nonreacting. Adding air changes the air-fuel
ratio and combustion characteristics. The one nonreacting gas that
is available to use in an engine is exhaust gas, and this is used in all
modern automobile and other medium-size and large engines.
Adding any non reacting neutral gas to the inlet air-fuel mixture
reduces ame temperature and NOx generation, Exhaust gas (EGR)
is the one gas that is readily available for engine use.
Exhaust gas recycle (EGR) is done by ducting some of the exhaust ow back into the intake system, usually immediately after
the throttle. The amount of ow can be as high as 30% of the total
intake. EGR combines with the exhaust residual left in the cylinder
from the previous cycle to eectively reduce the maximum combustion temperature. The ow rate of EGR is controlled by the Engine
0.20
0.15
0.10
Argon
EGR
CO 2
0.05
N2
10
15
20
Diluent in intake (mole %)
Helium
25
30
xex
EGR
100
(1 xr ) + xr
(15.32)
528
IC Engines
The amount of EGR is controlled by the Engine Management System. By sensing inlet and exhaust conditions the ow is controlled,
ranging from 0 upto 1530%. Lowest NOx emissions with relatively
good fuel economy occur at about stoichiometric combustion, with
as much EGR as possible without adversely aecting combustion.
No EGR is used during WOT, when maximum power is desired. No
EGR is used at idle and very little at low speeds. Under these conditions, there is already a maximum exhaust residual and greater
combustion ineciency. Engines with fast-burn combustion chambers can tolerate a greater amount of EGR.
A problem unique to CI engines when using EGR is the solid
carbon soot in the exhaust. The soot acts as an abrasive and breaks
down the lubricant. Greater wear on the piston rings and valve train
results.
15.18
NON-EXHAUST EMISSIONS
Exhaust
HC 50 to 60%
CO 100%
NO x 100%
Crankcase blowby
HC 20 to 35%
15.18.1
Evaporative Emissions
530
IC Engines
of the tank increases and since the tank is vented to atmosphere the
vapour will ow out of the vent. This outow of the vapour will
increase if in addition to temperature rise of the liquied gasoline
the vapour temperature is also increased.
The evaporation from the tank is aected by a large number
of variables of which the ambient and fuel tank temperature, the
mode of vehicle operation, the amount of fuel in the tank and the
volatility of the fuel are important. Other signicant factors are the
capacity, design and location of the fuel tank with respect to the
exhaust system and the ow pattern of the heated air underneath
the vehicle.
Less the tank ll, greater is the evaporation loss. An approximate
picture of the eect of tank ll and temperature are given in Table
15.2, This reects the dierence in the tank vapour space. Also when
a vehicle is parked in a hot location the evaporation of the gasoline
in the tank accelerates, so the loss due to evaporation are high.
Table 15.2 Eect of Tank Fill on Evaporation Loss
Tank
ll
Quarter
Half
Three-fourth
Full
Ambient
temperature ( C)
10
15
18
22
Loss during
operation (%)
5.8
1.1
0.1
0.0
This device aims at controlling all evaporative emissions by capturing the vapours and recirculating them at the appropriate time. The
device, as shown in Fig.15.13, consists of an absorbent chamber, the
pressure balance valve and the purge control valve. The adsorbent
chamber, which consists of a charcoal bed or foamed polyurethane,
holds the hydrocarbon vapour before they can escape to atmosphere.
The carburettor bowl and the fuel tank, main sources of HC emissions, are directly connected to the adsorbent chamber when engine
is turned o, i.e. under hot soak. As already mentioned, hot soak
is the condition when a warmed up car is stopped and its engine
turned o. This results in some boiling in the carburettor bowl and
signicant amount of HC loss occurs. Thus the hot soak loss and
also the running loss from the carburettor as well as the tank are
arrested in the chamber and the absorbed there. Also diurnal cycle
532
IC Engines
loss from the tank is taken care of. Diurnal cycle is the daily cyclic
variation in the temperature which causes tank breathing or forcing
the gasoline out of tank.
Pressure balance valve
To air cleaner
Canister
Intake manifold
To exhaust manifold
Pressure balance valve
Canister
Petrol tank
To exhaust manifold
Hydrocarbon vapour
Carburetor
Vapour-liquid
separator
Vent valve
Charcoal (carbon) canister
Fuel tank
Purge control valve
To inlet manifold of the engine
534
IC Engines
The fresh air purges the gasoline vapours from the canister. Purging is the process by which the gasoline vapours are removed from
the charcoal particles inside the canister. The air carries the hydrocarbons (HC) through the purge control solenoid valve to the engine
induction system. The purge control solenoid valve is controlled by
the Electronic Control Module (ECM) of the Computer Command
Control (CCC) system in modern automobiles.
15.19.1
Charcoal Canister
Filter
Filter
Filter
Cansister body
Air
Filter
Filter
Grid
15.20
CRANKCASE BLOWBY
The blowby is the phenomenon of leakage past the piston and piston
rings from the cylinder to the crankcase. The blowby HC emission
are about 20 per cent of the total HC emission from the engine. This
is increased to about 35 per cent if the rings are worn.
The blowby rate is greatly aected by the top land clearance and
the position of the top ring because some of quenched gas is recycled
in the combustion chamber and the ability of this to burn will depend
on nearness to spark plug and the ame speed etc. and it will burn
only when favourable conditions are there, otherwise it will go in the
form of HC.
15.20.1
Blowby Control
The basic principle of all types or crankcase blowby control is recirculation of the vapours back to the intake air cleaner. There are a large
number of dierent systems in use. Figure 15.16 shows typical closed
or positive crankcase ventilation systems. In the PCV system the
draft tube as shown in Fig.15.17 is eliminated and the blowby gases
are rerouted back into the intake manifold or inlet of the carburettor.
The blowby gases are consequently reintroduced into the combustion
chamber where they are burned along with fresh incoming air and
fuel. Since the blowby handling devices place the crankcase under
a slight vacuum, they quickly became known as positive crankcase
ventilation (PCV) systems.
15.20.2
Figure 15.16 (a) shows the intake manifold return PCV or open type
system. It has a tube leading from crankcase or else the rocker arm
cover through a ow control valve and into the intake manifold, usually, through an opening just below the carburettor. To provide
proper ventilation of the interior of the engine, fresh air is usually
drawn in through a rocker arm cover opposite that containing the
PCV system. The closed PCV system Fig.15.16 (b) has a tube connected between the oil ll tube cap and the air cleaner, Both open
and closed systems function in the same manner as long as the PCV
valve remains unplugged. If the PCV valve plugs, using an open
system, the blowby gases exhaust out of the oil ll tube cap and into
the atmosphere. With PCV valve plugged it is no longer possible for
fresh air crankcase ventilation to occur.
536
IC Engines
Control valve
Intake air
Blowby gases
(a)
Control valve
Intake air
Blowby gases
Backflow gases
(b)
Intake air
Blowby gases
Venturi effect
lift the lubricating oil. Also the carburettor has to be modied and
adjusted to account for the charge coming from the crankcase in
order to meter exact fuel-air ratio into the combustion chamber. The
carburettor deposits and deposits on the blowby gas metering valve
will signicantly aect the performance of the carburettor. So high
grade motor oil has to be used. In the closed ventilation system a
provision is made for the blowby gases to escape to atmosphere in
case of the metering valve failure.
To intake
manifold
From crankcase
(a) Cruise
(b) Idle
538
IC Engines
Review Questions
15.1 What are the problems created by exhaust emissions?
15.2 What causes the engine emissions?
15.3 Give a brief account of air pollution due to engines.
15.4 What are the major emissions that come out of engine exhaust?
15.5 Describe in detail the causes of hydrocarbon emissions from SI
engines.
15.6 How knock emissions are caused and what are their eects on
environment?
15.7 What are particulates? Describe in detail how particulate emissions are caused.
15.8 Give a brief account of other emissions from engines.
15.9 What is a thermal converter? How does it help to reduce emissions from engines?
15.10 What are catalytic converters? How are they helpful in reducing HC, CO and NOx emissions?
15.11 Give a brief account of emissions from CI engines.
15.12 How can emissions be reduced using chemical methods?
15.13 What do you understand by the term EGR? Explain how EGR
reduces NOx emission.
15.14 Explain with a sketch the non-exhaust emission from a vehicle.
15.15 Explain with sketches how non-exhaust emission are controlled.
15.16 Explain with a neat sketch fuel system evaporation loss control
device.
15.17 Give a layout of a vapour recovery system and explain.
15.18 With a neat sketch explain a charcoal canister for controlling
non-exhaust emission.
15.19 What is crankcase blowby? How it is controlled?
15.20 Explain intake manifold open type PCV system.