Exhaust Gas Analysis of Compression Ignition Engine Using Copper

International Journal of Innovative and Emerging Research in Engineering Volume 3, Issue 2, 2016 Available online at www.ijiere.com International Journal of Innovative and Emerging Research in Engineering e-ISSN: 2394-3343 p-ISSN: 2394 - 5494

Exhaust Gas Analysis of Compression ignition Engine Using Copper-Cerium Oxide Coated Wire Mesh Catalytic Converter TEJAS VIMALRAY RAVALa, NITYAM OZAa, aAffiliation 1 , Parul University, Vadodara, India, bAffilition 2 , Parul University, Vadodara, India

ABSTRACT: In present days, vehicles are plays an key role in contribution to the pollution. Air pollution is predominately emitted through the exhaust of vehicles. Pollution control is playing an key role to control the upcoming generation and toxic emissions like CO, HC, NOx and soot (particulates). Plan of this research study is to reduce the emissions from the automobiles through develop and manufacturing of Copper Cerium oxide based catalytic converter by replacing the existing costly Nobel metals such as Platinum, Palladium, and Rhodium. Copper Cerium oxide will get ready by using Sole-gel method. The obtained gel will coat on the wire mesh substrate. Keywords: Emission, Types of catalytic converter, Catalyst preparation steps, Fabrication of new Copper Cerium Oxide wire mesh catalytic converter, Experimental testing rig, Results and discussion

I. INTRODUCTION A Today, one of the toughest challenges faced by the mankind is the increasing of pollution at an alarming rate. It is causing an environmental imbalance and contributing to increase in the greenhouse effect. Automobile pollution is the major source of pollution. The majority of the environmental pollution is due to the three- wheeler and four wheeler automobiles due to their large number. An environmental pollution is occurring due to three wheeler 30% and four wheeler 77%.

A. SOURCE OF AUTOMOBILE POLLUTANTS[17] Hydrocarbons[17] (HC): Inhaling hydrocarbons from gasoline, household cleaners, propellants, kerosene and other fuels can be fatal to children. Further complications include central nervous system impairments and cardiovascular problems.

[17] Nitrogen Oxides (NOX): These compounds are of the same family as nitrogen dioxide, nitric acid, nitrous oxide, nitrates, and nitric oxide. When NOx is released into the air, it reacts, stimulated by sunlight, with organic compounds in the air; the result is smog. Smog is a pollutant and has adverse effects on children's lungs. NOx reacting with sulfur dioxide produces acid rain, which is highly destructive to everything it lands on. Acid rain corrodes cars, plants, buildings, national monuments and pollutes lakes and streams to acidity unsuitable for fish. NOx can also bind with ozone to create biological mutations (such as smog), and reduce the transmission of light.

Volatile organic compounds[17] (VOC): When oxides of nitrogen (NOx) and volatile organic compounds (VOCs) react in the presence of sunlight, ground level ozone is formed, a primary ingredient in smog. Their high vapor pressure results from a low boiling point, which causes large numbers of molecules to evaporate or sublimate from the liquid or solid form of the compound and enter the surrounding air.

Carbon Monoxide[17] (CO): A product of incomplete combustion, carbon monoxide reduces the blood’s ability to carry oxygen. This is a harmful variant of a naturally occurring gas, CO2. Odorless and colorless, this gas does not have many useful functions in everyday processes.

Sulfur oxide[17] (SOx): It will emit from motor vehicles burning fuel containing a high concentration of sulphur.SO2 is from diesel engines as diesel has much more sulfur than gasoline. 32

International Journal of Innovative and Emerging Research in Engineering Volume 3, Issue 2, 2016 Air Toxics[17]: Vehicles emit toxic air pollutants such as benzene, 1, 3-butadiene, acrolein, formaldehyde and polycyclic aromatic hydrocarbons (PAH). Some of these components are VOCs, while others are contained in particles.

B. POLLUTION CONTROL METHODS[5]: There are two methods of control of pollution namely, pre-pollution control and post pollution control. Pre Pollution control method means an emission of engine will reduce before the combustion process. A different methods are listed below: [1] EGR system [2] Fuel Additives [3] Special Combustion Chamber Design [4] Fuel characteristic [5] Air fuel ratio [6] Fuel Injector Design

Post Pollution control method mean an emission of engine will reduce after the combustion process. After burner Exhaust manifold reactor Catalytic converter

AFTER BURNER: After burner is nothing but burner where air is supplied to the exhaust gases and the mixture is burned with the help O2 ignition system. The HC and CO which are formed in the engine combustion chamber because inadequate O2 and inadequate time to burn are further burned by providing air in a separate box, known as after burner. The after burner is located very near to exhaust manifold with an intention that the temperature of exhaust should not fall. The oxidation of HC in the after burner depends upon the temperature of exhaust and mixing provided in the after burner. A simple arrangement of an after burner is shown Fig: 1

Fig. 1 After Burner[19] EXHAUST MANIFOLD REACTOR: It is the further development of the after burner where high temperatures exhaust gases and secondary air is mixed properly and burn. Where HC carried with exhaust combine with O2 and forms non-objectionable gases. A special after burner designed by Du-point, where the entry of exhaust gases is redial and air flow is peripheral is shown in Fig: 2.

Fig. 2 Exhaust Manifold Reactor[19] CATALYTIC CONVERTER: The job of the catalytic converter is to convert harmful pollutants into less harmful emissions before they ever leave the vehicle's exhaust system. The pollutants which are produced by an engine the catalytic converter deals with each of these pollutants and to help a reduce vehicle emissions. A Two-way [or "oxidation"] catalytic converter has two simultaneous tasks Oxidation of carbon monoxide to carbon dioxide 2CO + O2 → 2CO2 Oxidation of hydrocarbons (unburnt and partially burnt fuel) to carbon dioxide and water 2CH2 + 2O2 → 2CO2 + 2H2O As shown in Fig: 3, the exhaust gas passes over the catalyst material, a chemical exchange occurs and the emissions constituents (HC, CO, PM) are oxidized to CO2 and water. 33

International Journal of Innovative and Emerging Research in Engineering Volume 3, Issue 2, 2016

Fig. 3 Workflow of Two Way Catalytic Converter[7]

C. Three Way Catalytic Converter [TWC]: Usually platinum and palladium function best in oxidation roles, and they are often in the bottom part of a two-layer TWC. Rhodium present in the top layer is then exposed to all of the reductant species that reduce NOx on rhodium active centers before they diffuse to the strongly oxidizing environment in the lower layer.

A Three-way catalytic converter makes use of two catalysts to convert harmful gases to harmless gases.

STAGES Level 1 – Reduction Catalyst The exhaust gases are first sent over the reduction catalyst (which is made of platinum and rhodium). It converts oxides of nitrogen (NOx) to nitrogen (N2) and oxygen (O2). The following reactions take place when the exhaust gases pass over the reduction catalyst. 2NO → N2 + O2 2NO2 → N2 + 2O2 The reduction catalyst simply rips off nitrogen and oxygen from the oxides of nitrogen. As you might know, nitrogen and oxygen are harmless gases while oxides of nitrogen are really harmful to the environment.

Level 2 – Oxidation Catalyst Exhaust gases that are free of oxides of nitrogen (NOx) are then sent over the oxidation catalyst (made of platinum and palladium). The oxidation catalyst coverts carbon-monoxide (CO) and hydrocarbons (HC) in the gases into carbon dioxide (CO2) and water (H2O). The following reactions take place when the exhaust gases pass over the oxidation catalyst:

2CO + O2 → 2CO2 HC + O2 → CO2 + H2O

Figure:4 Block Diagram of 3- Way Catalytic Converter[19]

D. Parameters Affecting Performance of Catalytic Converter

Catalyst A catalyst is a substance that causes or accelerates a chemical reaction without itself being affected. Catalysts participate in the reactions, but are neither reactants nor products of the reaction they catalyze.

Substrate there are two types of substrate which are use in catalytic converter  Wire Mesh Substrate  Honeycomb Substrate A wiremesh substrate forms the core of a catalytic converter to provide support structure and geometric surface area upon which the washcoat and the catalyst are applied. Since the commercial substrate has low surface area, it is

International Journal of Innovative and Emerging Research in Engineering Volume 3, Issue 2, 2016 necessary to deposit a washcoat with much higher surface area to provide the effective surface area to facilitate the application of precious metal catalysts onto the surface.

A monolithic catalyst support consists of many parallel channels separated by thin walls that are coated with the catalytic active substance, most commonly a metal like platinum. The channels may be round or polygonal (mainly square or hexagonal) as shown figure. The structure is reminiscent of a honeycomb. The cell density may be around from 30 to 200/cm2 with the separating walls from 0.05 mm to 0.3 mm. Because of a high open frontal area (the open spaces in the cross-sectional area) of 72% to 87% pressure loss of gases flowing through the structure is low, an important feature to minimize efficiency losses in vehicles.

Fig 5: Honeycomb Bricks[16] Washcoat A washcoat is shown in Fig: 6. It is a carrier for the catalytic materials and is used to disperse the materials over a large surface area. Aluminium oxide, titanium dioxide, silicon dioxide, or a mixture of silica and alumina can be used. Washcoat materials are selected to form a rough, irregular surface, which greatly increases the surface area compared to the smooth surface of the bare substrate. This in turn maximizes the catalytically active surface available to react with the engine exhaust. The coat must retain its surface area and prevent sintering of the catalytic metal particles even at high temperatures (1000°C).

Fig. 6 Washcoat[15]

II. CATALYST PREPARATION STEPS[14] There are different types methods which are used for preparation of CuO-CeO2. Sol- Gel method is used to prepare catalyst. The steps are follow to making a new catalyst  A mixing of cerium(III) nitrate {Ce(NO3)3} and Copper(II) nitrate {Cu(NO3)2} in deionised water according to the 1:1 molar ratio.  Citric acid is added as the complexion agent with a 1.3:1 ratio of the acid to metal ions.  Appropriate amount of poly glycol is followed in accordance with the weight of 10% citric acid added.  The blended solution is sufficiently mixed in a magnetic stirrer and heated at 80°C until transparent gel is formed.  The resulting gel is dried at 110°C overnight.  The powder received is subjected to decomposition at 300°C for 1 h. It is calcined at 500°C for 3 h under static air in a muffle.

III. FABRICATION OF NEW COPPER CERIUM OXIDE WIRE MESH CATALYTIC CONVERTER A new catalytic converter is fabricated using the Stainless steel sheet by Arc welding process. A OEM catalytic converter have honeycomb structure catalyst which is replaced by the no. of wire meshes as shown in Figure 7. These wire mesh is coated by electroplating process. A thickness of coating is 1 micron. A no. 25 wire mesh coated with Copper-Cerium oxide were placed inside the catalytic converter. A new catalytic converter was placed after the calorimeter. A new fabricated catalytic converter is shown in Figure 7.

International Journal of Innovative and Emerging Research in Engineering Volume 3, Issue 2, 2016

Figure: 7 Fabrication Of Copper Cerium Oxide Catalytic Converter

IV. EXPERIMENTAL TESTING RIG

Figure: 8 Experimental test rig[Front view]

Figure: 9 Experimental test rig[rear view]

V. RESULTS AND DISCUSSION During the testing process data recorded for different performance parameters like Brake Power, Fuel Consumption, Brake thermal efficiency. The emission measurement like CO, CO2, HC and measure exhaust gas temperature after calorimeter. 36

International Journal of Innovative and Emerging Research in Engineering Volume 3, Issue 2, 2016 A. Effect of Load on CO Reduction

Figure: 10 Load vs. CO It can be seen from Figure 10 that at no load condition CO emission value is highest because of incomplete combustion of fuel and also during starting of engine rich air-fuel ratio is supplied to the engine. As we know that when the air-fuel ratio is higher, a rich mixture will supplied. So due to insufficient air, incomplete combustion will take place. While hydrogen has superior affinity for oxygen so hydrogen will take all the oxygen. It needs to leaving the carbon with a deficiency of oxygen. Because a result of the shortage of oxygen a percentage of carbon will be converted to carbon monoxide. When the load will increase on engine, an air is more supplied in combustion chamber. A lean air-fuel ratio will reduce the carbon monoxide. Copper cerium oxide have high oxygen storage capacity, So it will more reduce carbon monoxide in exhaust gases. Also, High mobility of oxygen in the crystal structure it will more concentrate the reduction of CO. From the Figure 10, carbon monoxide is highest while catalytic converter is not mounted with dynamometer. As compare with copper cerium oxide catalytic converter with OEM catalytic converter at the full load condition, carbon monoxide is reduced 60%.

B. Effect of Load on HC Reduction It can be seen from Figure 11 that at no load condition HC is highest in exhaust gases. As we know that when load is increased, brake power is increased so fuel consumption will also increase. So Hydrocarbon content will increase. Because of use a rich fuel mixture at lower temperature in combustion chamber, a Hydrocarbon will appear in exhaust gases. Also hydrocarbon content are higher when fuel is diesel. From the Figure 11, Hydrocarbon is highest while catalytic converter is not mounted with dynamometer. As compare with copper cerium oxide catalytic converter with OEM catalytic converter at the full load condition, Hydrocarbon is reduced 4%. It is very nominal reduction of hydrocarbon.

Figure: 11 Load vs. HC

International Journal of Innovative and Emerging Research in Engineering Volume 3, Issue 2, 2016 C. Effect of Load on CO2 Production

Figure: 12 Load vs. CO2 It can be seen from Figure 12 that at Load is increase brake power will increase so CO2 content will increase. At higher load condition more amount of fuel is required to run the engine, therefore more air--fuel is supplied to engine. As air-fuel supply is increase more amount of CO2 will produce by engine. From Figure. 12 without catalytic converter produced less amount of CO2. As compare with copper cerium oxide catalytic converter with OEM catalytic converter at the full load condition, Carbon dioxide is 20% more produced.

D. Effect of Exhaust Temperature on CO Reduction

Figure: 13 EGT vs. CO It can been seen from Figure 13, An amount of CO is highest when exhaust gas temperature is lower. while catalyst temperature will increase, amount of CO in exhaust gas will decrease. As compare with copper cerium oxide catalytic converter with OEM catalytic converter at temperature 180°, carbon monoxide is reduced 50%.

E. Effect of Exhaust Temperature on HC Reduction

Figure: 14 EGT vs. HC

International Journal of Innovative and Emerging Research in Engineering Volume 3, Issue 2, 2016

It can been seen from Figure 14, An amount of HC is highest when exhaust gas temperature is lower. Because of at starting condition engine temperature is lower and rich air-fuel mixture is supplied. So due to rich fuel mixture or unburned fuel will increase Hydrocarbon in exhaust gases. while catalyst temperature will increase, amount of HC in exhaust gas will decrease. As compare with copper cerium oxide catalytic converter with OEM catalytic converter at temperature 180°, carbon monoxide is reduced 10%.

F. Effect of Exhaust Temperature on CO2 Production

Figure: 15 EGT vs. CO2

It can been seen from Figure 15, An amount of CO2 is increased when exhaust gas temperature is increase. Due to high mobility of oxygen capacity in copper cerium oxide catalytic converter it will produce more amount of CO2 as compare to OEM catalytic converter. At temperature 180°, 20% carbon dioxide is more produced.

VI. CONCLUSION: The whole work is concentrated to measure the emission parameters on Piaggio Diesel engine by using Copper cerium oxide catalytic converter. For the experiment purpose a rope brake dynamometer is made using Piaggio diesel engine. Also fabricated a new catalytic converter. To take performance on the engine and catalytic converter emission measurement a results is obtained, which is listed below.  The reduction of CO measured by copper cerium oxide catalytic converter is reduced 60% as compare with OEM catalytic converter. At temperature 180° a amount of CO in exhaust is 0.02(% vol.). At temperature 180°, CO reduction is 50% as compare with OEM catalytic converter.  The reduction of HC measured by copper cerium oxide catalytic converter is reduced 4% as compare with OEM catalytic converter. This value is very nominal. At temperature 180° a amount of HC in exhaust is 67(ppm). At temperature 180°, HC reduction is 10% as compare with OEM catalytic converter.  The production of CO2 measured by copper cerium oxide catalytic converter is increased 20 % as compare with OEM catalytic converter. At temperature 180° a amount of CO2 in exhaust is 4.4(% vol.). At temperature 180°, CO2 production is 20 % as compare with OEM catalytic converter.  At 10 kg load, a copper cerium oxide based catalytic converter's engine brake thermal efficiency is 20% increased.  As comparison between OEM catalytic converter and copper cerium oxide based catalytic converter, Copper cerium oxide based catalytic converter priced is lower. It is around to 50% cost reduction with OEM catalytic converter.

VII. ACKNOWLEDGMENT

I am very blessed by getting help and guidance from my guide Prof. Nityam Oza, Assistant Professor, Parul institute of engineering and technology, who give me direction to complete my research work with his humbleness and calm nature. I am very thankful to Prof. Imran Molvi, who is always ready to assist me and helped me to select this work. I would also like to thank Prof.Nelvin Johny, Prof. Vivek Joshi for their encouragement in research work during laboratory. It is my pleasure to work under mechanical department of Parul institute of engineering and technology and I would like to thank Prof. Sohail Siddiqi is assistant professor and head of the Mechanical Engineering Department for his involvement and to provide opportunity to carry out this dissertation work. Specially, I am very grateful to Suvashish Sarkar Sir and Rajan Patel Sir of sud-chem india. pvt. ltd. I am very thankful to engine helper of Godhara city Mr. Aslam and Mr. Imran. I am very thankful to Mr. Dhaval Patel an 39

International Journal of Innovative and Emerging Research in Engineering Volume 3, Issue 2, 2016 engineer who has helped me information about instruments. I would like to say very special thanks to my colleagues and friends for their support and I am very thankful to my parents (Vimalray C. Raval & Shilpa V. Raval) to encourage me to complete my research work with their blessing of success.

VIII. REFERENCES

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