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2 views14 pages

EnvironmentalEngineering_lecture7b

Uploaded by

s.eleslam122
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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ENVIRONMENTAL ENGINEERING

Code No. MP 323


Lec. 7b

By

Dr. Abdel-Moneim M. Nassib


Mechanical Engineering Department
University of Assiut
2021-2022
1
4-1-2 Mechanism of pollution formation in the diesel
engine
• The operation of the diesel engine differs from that of
the petrol engine in four principal respects:
1-air alone is drawn into the cylinder and compressed,
and fuel is not added in the induction system;
2- the air entering the engine is not throttled, so the
same amount of air is induced in every cycle;
3- the air is highly compressed so that its temperature
spontaneously ignites the fuel;
4- the fuel is injected around top dead centre.

2
Fig. 4.9. Typical a) direct injection
and b) indirect injection chambers as
used in automotive diesel engines.

3
Fig. . 4.10. Combustion in a diesel engine

4
The overall mass of air to mass of fuel may be
anywhere between 100:1 and 20:1. Since the air-fuel
ratio is always leaner than chemically correct in a
diesel, there is always oxygen remaining after
combustion. For example, at air-fuel ratio of 50 by
volume
C12H26 + 50(O2 + 3.76N2) → 12CO2 + 13H2O + 31.5 O2 +
188 N2

5
4-2 METHODS OF POLLUTION CONTROL
1- the intake system,
2- the combustion chamber, and
3- the exhaust systems of petrol and diesel engines.

6
4-2-1 Crankcase emissions A positive crankcase
ventilation valve (PCVV) is installed between
crankcase inlet system

Fig. 4.11. Control of crankcase emissions


by positive crankcase ventilation PCV.
7
4-2-2 Evaporative losses
The fuel tank vents are connected to a canister
containing charcoal.

Fig. 4.12. Evaporation control system for petrol engines.


8
4-2-3 Combustion chamber hydrocarbons
A – As the engine decelerated, the high intake manifold
vacuum caused the low-density incoming charge to
be very rich.
B- Another primary source of engine hydrocarbons is
the piston top land, which retains an unburnt mixture
after combustion, since the flame front does not
propagate into this region.
4-2-4 Carbon monoxide If the heterogeneous mixture
in the intake can be converted to homogeneous, then
each cylinder will receive the same mixture strength.

9
4-2-4 Combined carbon monoxide and hydrocarbon
control

Fig. 4.13. Man-air-ox to control exhaust carbon monoxide and


unburnt hydrocarbons for petrol engines.
10
The oxidation of carbon monoxide and unburnt hydrocarbons
with air can be accelerated if a catalyst is present in the
exhaust system. The most popular catalysts for vehicle exhaust
emission control are platinum and palladium.
Precious metal catalysts are poisoned ‫ تتلف‬by lead compounds
in the exhaust, so the introduction of catalytic reactors in cars
must coupled with the introduction of an unleaded fuel.

11
4-2-5 Nitrogen oxides
The amount of nitrogen oxides formed during
combustion depends on the maximum temperature
attained by the gases. If the combustion temperature
can be reduced, then the concentration of nitrogen
oxides is also reduced.

12
Fig. 4.15, Exhaust gas recirculation to
control nitrogen oxide emissions. 13
4-2-6 Diesel smoke
•The primary method for avoiding smoke has been by
careful control of combustion.
•Recently, limited success has been achieved in the
laboratory with catalysts which burn carbon to carbon
dioxide.
•Combustion chamber and injector design to optimize
fuel air mixing will remain the principal methods of
soot control in the near future.

14

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