Knowledge to go

Basic

Application description
Engine Emissions.
Theoretical background 1
Development of emissions based on Lambda (λ) values
12000
Rich burn engines (λ ≤ 1)
Characteristics: Advantage and disadvantage CXHY or HC (hydrocarbon, e.g.
CO, NOX, CXHY [mg/Nm³]

10000 -E
 ngines with air deficiency for rich engine: methane):
(Lambda = 1): Fuel is therefore + High performance density Due to the lack of oxygen, not all
lean engine not used efficiently fuel (HC) is combusted
8000 stoichiometric
+ Initial cost is lower than lean –> high CXHY value
-T
 ypical applications: burn engine
engine Compressor stations CO (carbon monoxide):
+ Secure operation Oxygen deficiency in the
6000 (comparable to gasoline engine
in cars) + Low emissions with controls combustion process leads to
CO NOX – High fuel consumption the inability of all CO molecules
-T
 ypical working range: to be converted into CO2. As
4000 λ~0.85 to 0.95 – High emissions (if not controlled)
CXHY O2 a result, fuel leaves the engine
– Not suitable for use with bio-gas incompletely burned or unburned.
2000 10% –> leads to high fuel consumption
NOX (nitrogen oxides): (HC slip)
O2 NOX ≤ NOX max.:
0 low NOX component due to
incompletely burned or unburned
0,9 1,1 1,3 1,5 1,7 1,9 fuel (HC)
A/F-ratio (λ) –> no max. temperature
development (so less thermal
NOX is generated)

In general: NOX: CxHy: Lean burn engines (λ > 1)

The curve on the combustion NOX = NO + NO2 –> measure CXHY + O2 –> CO2 + H2O Characteristics: Advantage and disadvantage CxHy or HC (hydrocarbon, e.g.
chart shifts, depending on the NOX separately (combustion equation) for lean engine: methane):
relation between air and fuel -E
 ngines with excess air (lean
- NO2 components can fluctuate engines) + Suitable for use with bio-gas If excess oxygen levels are too
ratio widely high, the combustion temperature
–> Fuel is used efficiently + High fuel efficiency
-C
 onsisting of fuel NOX and is lowered such that the flame
-T
 ypical applications: Gas + Low in emissions temperature is no longer
thermal NOX compression, power supply for
– May require oxidation catalyst sufficient to burn up all of the
-H
 ighest NOx value = highest hospitals, government buildings, fuel (HC)
mechanical efficiency server buildings, sewage plants, – Higher initial cost
–> Increased CXHY value
mining NOX (nitrogen oxides):
CO (carbon monoxide):
-T
 ypical working range: Excess oxygen in the combustion
NOX > NOX max.: An elevated
λ~1.05 to 1.3 process leads to the ability of the
O2 level leads to a lowering
of the combustion chamber CO molecules to combine with
temperature, therefore low NOX O2 to CO2
percentage (lower levels of –> Oxygen is left over
thermal NOX)

Pages 1/4 www.testo.com

 Knowledge to go
Basic

Application description
Engine Emissions.
Theoretical background 2
Correctly configuring the engine to prevent “knocking” and “spark failures” of the engine.

Setting options for rich engines

Lambda
Incorrect configuration of the –> Measurement before/after High NOx or HC values before
fuel/air mixture: TWC, see high NOX values TWC:
Lean Burn Engine 100 % Load Depending on the load point and before TWC –> Cylinder error caused
lean misfire
Lambda on the specifications provided by High NOx levels before TWC: by misfire: burnable gas
1,6 X the engine manufacturers or the –> High temperatures in the composition, ambient
Too much O2 national emission regulations combustion chamber: Set temperature and humidity,
–> No ignition takes place
High HC and/or NOX values ignition in “earlier” direction temperature and pressure
lean
after TWC (3-way catalytic and check Lambda probe of the burnable gas, inlet
12:1
Load Curve Lean Burn 8:1
Detonation converter): air temperature after the
turbocharger etc.
Uncontrolled combustion, or
Lambda
X
!
Lambda 1 Load Curve
self-ignition of the fuel
1 Setting options for lean engines
Lambda 1 Engine 100 % Load High NOx levels before Selecitve Setting options CAUTION:
rich Catalytic Reduction (SCR): for knocking: "Ignition point too early" leads
Methan Number 65 85 100 –> Measurement before/after SCR, –> incandescent burnup to knocking, "ignition point too
Too little O2 see high NOX values before (combustion and oil residue) on late" leads to spark failures –>
–> No ignition takes place SCR burner walls precise adjustment only possi-
High NOx levels before SCR: –> premature ignition ble with measuring instrumen-
rich misfire too much heat –> Ignition point too early –> new engines have knocking tation. "Guideline values" can
–> Shift ignition point towards late sensors also have an effect on other
–> Stone impact, rattling chains parameters (e.g. lubricants,
Too low methane count (often
Lambda principle representation Load fluctuation with bio-gas): etc. can lead to error signals temperatures etc.), which can
from the knocking sensor lead to increased wear.
–> low ignition temperature
–> premature ignition (=acoustic)

Rich engine Lean engine Why a catalytic converter?

Secure engine operation Efficient operation General Rich engine Lean engine
• Large engine adjustment corridor •E xact adjustment of the engine using measuring 3-way catalytic converter Oxidising catalytic
Principle:
"Lean misfire" or "rich misfire" instrument (testo 350) necessary (TWC): converter:
• Small
 engine adjustment corridor Catalytic
• In rich combustion engines, this is unusual converters - Controlled catalytic converter: Reduces CO and HC
•E
 xact adjustment of the engine using measuring If engine incorrectly adjusted: increase the is controlled by a λ probe emissions; NOX emissions,
instrument (testo 350) necessary to optimize • " Lean misfire" or "knocking risk" speed of a chem. reaction by (sensor which analyses the air/ however, are not reduced.
catalyst life lowering the activation energy. fuel ratio in the flue gas of a
Catalytic converters are not combustion process) SCR (Selective Catalytic
used up themselves. - Reduces pollutants by up to Reduction) = DeNOx:
90%: CO and NOx and HC NOx reduction in exhaust
* Counts in general for all engine applications - Optimum working range: gases
λ~0.98 to 0.998

Pages 2/4 www.testo.com

 Knowledge to go
Basic

Application description
Engine Emissions.
Emissions Measurements
Measurement point 1 efficiency test measurement Measurement point 2 emission test measurement Measurement ports
Measurement point before the catalytic converter Measurement point after the catalytic converter
- Drilled hole or short, welded-on piece with external thread
(after the turbocharger) (at the end of the exhaust pipe)
- Bore hole with internal thread, directly integrated into the
Why are measurements Typical exhaust gas Why are measurements Typical exhaust gas exhaust pipe
taken? properties: taken? properties:
- Various flange solutions
-C
 hecking and inspecting -T
 emperature: approx. -T
 esting catalytic converter -T
 emperature: approx.
engine efficiency +1,200 °F efficiency 490 °F
-E
 rror detection/analysis of the -O
 verpressure: up to approx. -C
 hecking emission limits -O
 verpressure: no high
engine’s operating conditions, 100 mbar (dependent on (dependent on national overpressure in the flue gas
including engine control system turbocharger and catalytic emission standards) -N
 OX value: Values range
-O
 ptimum adjustment of the converter) according to local regulations
engine in order to save fuel from 10-20 ppm to many 100s
—> better efficiency ppm
-C
 orrect adjustment of the
relations between ignition
timing, excess air etc. of the
engine

Typical measurement values with testo 350**: Typical measurement values with testo 350:

Meas. Meas.
parameter Natural gas Landfill gas Oil parameter Type of engine Limit values*
O2 8% 5 to 6 % 8 to 10 % CO Natural gas 50-1,500 ppm Alternative: Drop line from higher elevation to ground. Line can be
NO 100 - 300 ppm 100 - 500 ppm 800 - 1000 ppm NO + NO2 Compression ignition (Diesel) 50-750 ppm heated or non-heated.

NO2 30 - 60 ppm 90 - 110 ppm 10 - 20 ppm NO + NO2 Other 4-stroke (gas engines) 50-750 ppm Caution: Blow out line prior to sampling to remove moisture build up.

CO 20 - 40 ppm 350 - 450 ppm 450 - 550 ppm NO + NO2 Other 2-stroke (gas engines) 50-750 ppm
CO2 10 % 13 % 7 to 8 % O2 Reference value 15%
SO2 30 ppm 30 to 50 ppm *dependant upon local regulations
** lean burn engine

Practical information: i Information:

Many measurement locations can often only be reached
i
Excess air, fuel pressure, the timing of the engine or the
ambient temperature or humidity can have significant impact on the using a ladder, platform or similar.
emission. Must consider all when tuning or adjusting engines.

* Counts in general for all engine applications

Pages 3/4 www.testo.com

 Knowledge to go
Basic

Application description
Engine Emissions.
Schematic of Engine Application
Emission measurement with testo 350
EMISSIONS
1 Piston 5 Engine block 9 Current output
2 Crankshaft 6 Turbocharger 10  atalytic con-
C
FUEL 3 Connecting rod 7 Inlet valve verter COMPRESSION
(GAS) INDUSTRY
4 Spark plug 8 Outlet valve OR HEAT
Measurement
point for
Fresh air 2 emission test
Engine measurement
Compressor
5 or Heat
6 exchanger
Catalytic converter
OIL AIR
1 10

+ 4

7 8 Measurement point for efficiency

Cold test measurement
water
POWER
PUBLIC
FUEL
(DIESEL) 1 POWER GRID

Generator
D
3

2 9

Typical combustion process in a CHP engine

I. The fuel/air mixture is drawn in by way of the IV. T
 his causes a rotary motion of the crankshaft. VI. The turbocharger, driven by the exhaust gas, VII. The compressor or heat exchanger utilizes
inlet valve. The rotary motion is converted into electricity by compresses the combustion air that is supplied the pressure or heat stored in the exhaust gas to
the generator. to the engine. As a result, engine output is operate the system.
II. The mixture is compressed and heated.
increased while fuel consumption is reduced and
V. B
 urnt up exhaust gas is ejected through the open
III. Ignition of the fuel-air mixture (by a spark plug in emission levels are improved.
outlet valve.
richburn engines, by compression via self-ignition
in diesel engines).

* Counts in general for all engine applications

Pages 4/4 www.testo.com