MEB 4123 – Energy Management & Environment

LABORATORY

SEMESTER 11 Jan-2025

SECTION A (To be filled by students)

Wednesday, 1000 - 1200 05 / 03 / 2025

SESSION DATE

EXP TITLE Exhaust Gas Analysis GROUP 8

SECTION C
SECTION B (To be filled by students)
(by Examiner)
Discipline Quiz
NAME STUDENT ID SIGN (5%) (5%)
Teoh Wei Beng 20001326
Amirul Syahmi Bin Mohd Sani 20001279
Amir Audi Bin Ikhwan 20001314
Jackson Jibun anak Arun 20001427
Mohamad Arief Bin Mohamad Faizal 20001533

SECTION D (by Examiner)

MARKS
ITEM SCORE REMARKS
ALLOCATED
Abstract 10
Objectives 10
Theory & Procedure 10
Data collection 20
Results 20
Conclusions & Discussion 20
Report Format / Style 10

TOTAL 100
Contents
1.0 ABSTRACT............................................................................................................................... 3

2.0 INTRODUCTION ..................................................................................................................... 4

2.1 Objectives .............................................................................................................................. 4

2.2 Theory.................................................................................................................................... 4

3.0 METHODOLOGY .................................................................................................................... 6

4.0 DATA COLLECTION & RESULTS ....................................................................................... 10

4.1 Data Table ................................................................................................................................... 10

4.2 Plotting of Data ........................................................................................................................... 11

4.2.1 CO Gas Concentration vs Engine RPM Plot........................................................................ 11

4.2.2 CO2 Gas Concentration vs Engine RPM Plot ...................................................................... 11

4.2.3 O2 Gas Concentration vs Engine RPM Plot ........................................................................ 12

4.2.4 HC Gas Concentration vs Engine RPM Plot........................................................................ 12

4.2.5 NOx Gas Concentration vs Engine RPM Plot ..................................................................... 13

4.2.6 Combined Gas Concentrations vs Engine RPM Plot ........................................................... 13

5.0 DISCUSSION .......................................................................................................................... 14

6.0 CONCLUSION ........................................................................................................................ 17

7.0 REFERENCES ........................................................................................................................ 18

1.0 ABSTRACT

Combustion of fossil fuels, such as natural gas, fuel oil, coal, and gasoline, is a critical process
in various industrial applications, including heating systems, power generation, and vehicle
propulsion. This lab report investigates the combustion emissions from fossil fuel engines by
measuring concentrations of key exhaust gases—Hydrocarbon (HC), Carbon Monoxide (CO),
Carbon Dioxide (CO2), Oxygen (O2), and Oxides of Nitrogen (NOx)—using a gas analyzer.
Combustion, the reaction of fossil fuels with oxygen, produces heat utilized in industrial
processes and engine propulsion. The study focuses on emission analysis, essential for
improving fuel economy, reducing emissions, and ensuring the safety of fuel-burning
equipment. The process involved warming the engine to full operating temperature, inserting
the analyzer probe into the tailpipe, recording the gas concentrations, and calculating averages
across different RPM values. The results showed that CO readings indicate the air-fuel ratio's
accuracy, with high CO levels pointing to a rich mixture. HC readings highlighted incomplete
combustion, while O2 readings reflected the lean or rich nature of the mixture. CO2 levels
provided insight into combustion efficiency, with higher readings indicating an optimal air-fuel
ratio. The study concluded that precise emission measurements are crucial for optimizing
engine performance and reducing environmental impact.
2.0 INTRODUCTION

2.1 Objectives

• To measure the concentration of Carbon Monoxide (CO), Carbon Dioxide (CO2),

Oxygen (O2), Hydrocarbon (HC), and Nitrogen Oxide (NOx) emitted by a diesel engine
at different engine speed.

2.2 Theory

Combustion is a chemical process in which fossil fuels, such as natural gas, fuel oil,
coal, or gasoline, react with oxygen in the air to produce heat. This heat is utilized in various
applications, including industrial processes, environmental heating, and internal combustion
engines, where expanding gases push pistons. Boiler, furnaces, and engines are among the
primary consumers of fossil fuels.

Emission analysis is a critical aspect of combustion studies, aiming to optimize fuel

economics, minimize harmful exhaust emissions, and enhance the safety of fuel-burning
equipment. This process begins with the measurement of the flue gas concentrations and gas
temperature. To determine gas concentrations, a probe is inserted into the exhaust flue to extract
a sample, while a thermocouple measures the exhaust gas temperature at the highest point. The
collected data is then analyzed using calculated combustion parameters, such as the air-fuel
ratio and emission constituent ratios.

A gas analyzer is used to measure five primary exhaust gas components: Hydrocarbons
(HC), Carbon Monoxide (CO), Carbon Dioxide (CO2), Oxygen (O2), and optionally, Oxides of
Nitrogen (NOx). Each of these emissions provides insight into the combustion process and fuel
efficiency. Hydrocarbons (HC) represent unburned fuel, while Carbon Monoxide (CO)
indicates incomplete combustion due to a rich fuel mixture or insufficient oxygen supply.
Carbon Dioxide (CO2) is a product of complete combustion and serves as an indicator of
combustion efficiency. Oxygen (O2) levels in the exhaust reveal whether the air-fuel mixture
is too lean or too rich, with high O2 suggesting a lean mixture and low O2 indicating a rick
mixture. NOx emissions are typically formed under high combustion temperatures and are
associated with air pollution concerns.

CO levels are closely related to the air-fuel ratio, where an optimal stoichiometric ratio
(AFR = 14.7, Lambda = 1.0) results in CO levels below 0.5%. High CO readings suggest a rich
fuel mixture, while low CO readings generally indicate efficient combustion. Similarly, HC
levels should remain low in a well-functioning engine, typically ranging between 1 to 8 ppm.
High HC readings signify incomplete combustion due to ignition failure or a lean fuel mixture.

O2 levels provide further insight into combustion efficiency, where high O2

concentrations indicate a lean mixture, vacuum leaks, or misfire issue, whereas low O2 suggests
a rich mixture. The optimal O2 range for vehicles without a secondary air injection system is
between 0.3% and 1.3%. CO2 is one of the primary combustion byproducts and a major
greenhouse gas. High CO2 levels, typically above 13.5%, indicate efficient combustion,
whereas low CO2 levels may result from an overly rich or lean mixture, exhaust system leaks,
or sample dilution.

Emission analysis is essential for evaluating engine performance and ensuring

compliance with environmental regulations. By analyzing exhaust gases at various RPM levels,
this experiment helps determine combustion efficiency and identify potential issues in the fuel
combustion process.
3.0 METHODOLOGY

1. The procedure and methods for the exhaust gas analysis experiment were as follows:

The apparatus used in this experiment was setup as shown in the figure shown below. Each
equipment is numbered and labeled for ease of identification.

Figure 1: Apparatus setup for exhaust gas analysis

 Table 1: List of apparatus

No Apparatus

1 Instrument Control Panel

2 Eddy current dynamometer

3 Diesel engine

4 Motorized actuator for throttle control

5 Flexible coupling

6 Crank-angle encoder

7 Water-cooled in-cylinder pressure transducer

8 Fuel tank

9 Air intake connecting hose

10 Fuel weighing balance

11 Air plenum

12 Air pressure sensor

13 Temperature sensor

14 Hotwire airflow meter

15 Air intake pipe

16 Exhaust air pipe

2. The engine was started and allowed to warm up until it reached full operating
temperature. This ensured stable combustion conditions and accurate exhaust gas
measurements.

3. The gas analyzer probe was inserted into the vehicle’s tailpipe, ensuring it was
positioned properly to collect a representative exhaust gas sample.

4. The gas analyzer was allowed to stabilize, and the emission readings were recorded
after 10 seconds. The measured exhaust gas concentrations included Carbon Monoxide
(CO), Carbon Dioxide (CO2), Oxygen (O2), Hydrocarbons (HC), and Oxides of
Nitrogen (NOx).

5. The measurement process was repeated three times to obtain consistent and reliable
data. Between the measurements, 10 seconds was waited interval. The average values
for each gas concentration were calculated.

6. The emission analysis was performed at different engine speeds (1000RPM, 1500RPM,
2000RPM, 2500RPM, 3000RPM) to observe variations in gas concentrations under
different operating conditions.

Figure 2: Dyno Software Interface

7. The recorded values were compared with theoretical expectations, and the effects of
changes in the air-fuel ratio, combustion efficiency, and engine conditions on exhaust
emissions were analyzed. Potential issues such as incomplete combustion, excessive
fuel consumption, or air intake problems were identified and discussed.
4.0 DATA COLLECTION & RESULTS
4.1 Data Table

Avg. Avg. Avg.

Avg. CO2 Avg. O2
RPM CO (%) CO2 O2 (%) HC NOx
CO (%) (%) (%)
(%) (PPM) (PPM)

0.01 1.2 18.37

0.31 1.1 18.43

1000 0.13 1.1 18.40 7 16
0.12 1.1 18.39

0.06 1.1 18.38

0.22 1.1 18.36

0.21 1.1 18.36

1500 0.20 1.1 18.36 12 16
0.22 1.1 18.36

0.16 1.1 18.36

0.15 1.5 18.10

0.07 1.5 18.09

2000 0.09 1.5 18.10 18 9
0.07 1.5 18.09

0.08 1.5 18.10

0.10 1.0 17.45

0.10 1.8 17.45

2500 0.07 1.6 17.45 37 6
0.01 1.8 17.45

0.05 1.8 17.44

0.23 2.5 16.09

0.09 2.5 16.03

3000 0.16 2.5 16.03 67 7
0.18 2.6 16.00

0.15 2.5 16.01

Table 4.1: Data collected from the experiment

4.2 Plotting of Data

4.2.1 CO Gas Concentration vs Engine RPM Plot

CO Gas Concentration vs Engine RPM

0.25

0.2
Gas Concentration (%)

0.15

R² = 0.0445
0.1

0.05

0
1000 1500 2000 2500 3000
Engine RPM

4.2.2 CO2 Gas Concentration vs Engine RPM Plot

CO2 Gas Concentration vs Engine RPM

3

2.5
Gas Concentration (%)

2
R² = 0.83
1.5

0.5

0
1000 1500 2000 2500 3000
Engine RPM
4.2.3 O2 Gas Concentration vs Engine RPM Plot

O2 Gas Concentration vs Engine RPM

19.5
19
18.5
Gas Concentration (%)

18
17.5
R² = 0.8119
17
16.5
16
15.5
15
14.5
1000 1500 2000 2500 3000
Engine RPM

4.2.4 HC Gas Concentration vs Engine RPM Plot

HC Gas Concentration vs Engine RPM

80

70

60
Gas Concentration (PPM)

50

40
R² = 0.8765
30

20

10

0
1000 1500 2000 2500 3000
-10
Engine RPM
4.2.5 NOx Gas Concentration vs Engine RPM Plot

NOx Gas Concentration vs Engine RPM

18

16
Gas Concentration (PPM)

14

12

10
R² = 0.827
8

0
1000 1500 2000 2500 3000
Engine RPM

4.2.6 Combined Gas Concentrations vs Engine RPM Plot

Combined Gas Concentrations vs Engine RPM

20 80
18 70

Gas Concentration (PPM)

16
Gas Concentration (%)

60
14
12 50

10 40
8 30
6
20
4
2 10

0 0
1000 1500 2000 2500 3000
Engine RPM

CO (%) CO2 (%) O2 (%) HC (PPM) Nox (PPM)

5.0 DISCUSSION

This experiment is to investigate the output concentrations of exhaust pollutants Carbon

Monoxide (CO), Carbon Dioxide (CO₂), Oxygen (O₂) and Hydrocarbons (HC), Nitrogen
Oxides (NOₓ) from a diesel engine at different revolutions per minute (RPM). The test
generated significant findings regarding engine combustion efficiency and operational
behavior at different times.

1. Carbon monoxide (CO) emissions

An elevation of CO amount occurred between the 1000 RPM (0.13%) and 3000 RPM
(0.16%) measurements. Engine efficiency improves during combustion at higher
speeds however some combustion remains incomplete. Completion of combustion fails
when CO appears as a combustion byproduct because of deficient oxygen in the air-
fuel mixture. Higher engine speeds result in minor CO level enhancements since the
swift combustion reaction at these speeds does not provide adequate time for total
carbon to fully transform into CO₂. Theoretical principles predict that faster engine
speed results in incomplete combustion because shorter combustion cycles restrict the
reaction time.

2. Carbon dioxide (CO2) emissions

CO₂ concentration reached its peak value of 2.50% when the speed increased to 3000
RPM from its initial value of 1.10% at 1000 RPM. Complete fuel combustion occurs
more frequently as engine speed rises to higher values. Complete combustion produces
CO₂ as its main product so the increasing measurements indicate better fuel combustion
efficiency when the RPM rate goes up. The enhanced airflow at higher RPM speeds
combined with increased fuel supply probably leads to improved combustion efficiency
thus making the engine convert additional carbon into CO₂ instead of CO or incomplete
hydrocarbon combustion products.
3. Oxygen (O2) emissions

The O₂ concentration fell down to 16.03% from 18.40% when the RPM rose from 1000
to 3000. The diminishing oxygen levels help demonstrate that engines reach higher
levels of combustion efficiency when operating at greater speeds. The combustion
consumes additional oxygen which results in reduced remaining oxygen levels in
exhaust gases. Higher engine speed results in better oxygen usage by the engine which
enhances complete combustion rates.

4. Hydrocarbon (HC) emissions

The engine speed directly influenced HC emission levels as the exhaust recorded 7 ppm
at 1000 RPM but it reached 67 ppm at 3000 RPM. Hydrocarbons in exhaust emissions
reveal that combustion did not finish properly mainly because they come from
unburned fuel particles. HC emissions rise substantially at greater RPM levels because
each combustion cycle receives less time to finish. The combustion process speeds up
at higher speeds forcing fuel to remain unreduced which leads to higher hydrocarbon
emissions within exhaust gases.

5. Nitrogen oxide (NOx) emissions

The pattern of NOₓ emissions was challenging to analyze. NOₓ emissions started at 16
ppm at 1000 RPM engine speed before reducing to 6 ppm when the RPM reached 2500
because lower combustion temperatures occur at moderate speeds. Engine speed
increased at 3000 RPM which resulted in NOₓ production reaching levels of 7 ppm.
The formation of NOₓ resulting from nitrogen and oxygen thermal reaction in the air
becomes more prevalent as engine RPMs rise due to higher combustion temperatures.
The rising combustion temperature at 3000 RPM made NOₓ formation more likely
according to temperature-dependency principles.
Analysis of all gas concentrations shows a direct correlation between engine speed and
the effectiveness of combustion processes. The engine efficiency during combustion
improves along with an increase in engine speed because CO₂ measurements increase
while O₂ measurements decrease. CO and HC emissions show an upward trend along
with escalating RPMs since the shortened combustion cycle time fails to fully finish
the combustion process. Higher engine temperatures result in increased NOₓ formation
because combustion efficiency faces a trade-off situation.
6.0 CONCLUSION

In conclusion, the primary objective of this lab which was to measure the concentrations of
carbon monoxide (CO), carbon dioxide (CO2), oxygen (O2), hydrocarbons (HC), and nitrogen
oxides (NOx) emitted by a diesel engine was successfully achieved. The results provided an
understanding of how varying engine speeds influence combustion efficiency and emission
levels. As the engine speed increased from 1000 RPM to 30000 RPM, CO2 concentration in
the exhaust gases rose from 1.10% to 2.50%. This increase indicates more complete
combustion at higher engine speeds, affirming that increased air and fuel supply enhances the
combustion process, leading to higher CO2 levels. Similarly, the concentration of CO increased
slightly from 0.13% to 0.16%, showing the presence of incomplete combustion even at higher
speeds. This suggests that while higher RPMs improve overall combustion efficiency, rapid
combustion processes can still result in the formation of CO due to insufficient oxygen
converting all carbon in the fuel to CO2. The decrease in O2 concentration with rising RPMs
further supports the observation of improved combustion efficiency. As more oxygen is
consumed during combustion at higher engine speeds, less residual oxygen is present in the
exhaust gases, indicating more complete fuel burning. Hydrocarbon (HC) emissions increased
with engine speed, primarily due to the reduced time available for each combustion cycle,
leading to incomplete combustion and the presence of unburned fuel. This aligns with the
understanding that HC emissions indicate incomplete combustion or ignition issues. However,
NOx emissions displayed a complex behavior where initially, NOx concentrations decreased
from 1000 to 2500 RPM, likely due to lower combustion temperatures. However, as engine
speed continued to rise to 3000 RPM, NOx levels increased, attributed to higher combustion
temperatures promoting NOx formation through the thermal reaction between nitrogen and
oxygen. In summary, the lab successfully met its objectives, providing insights into the
relationship between engine speed and emission levels. The findings highlight the importance
of optimizing engine parameters to balance combustion efficiency and emission control, crucial
for enhancing engine performance and minimizing environmental impact.
7.0 REFERENCES

Heywood, J. B. (2018). Internal combustion engine fundamentals. McGraw-Hill Education.

Raj, R., & Tomar, M. (2019). Exhaust emission analysis and its impact on air quality.
Environmental Monitoring and Assessment, 191(2), 105.
https://doi.org/10.1007/s10661-019-1210-5

Shahbakhti, M., Jahangir, H., & Koch, C. R. (2020). A review of emissions reduction
technologies for spark-ignition engines. Applied Energy, 277, 115508.
https://doi.org/10.1016/j.apenergy.2020.115508

Stone, R. (2012). Introduction to internal combustion engines. Palgrave Macmillan.

Turns, S. R. (2013). An introduction to combustion: Concepts and applications. McGraw-Hill

Education.

Yunus, N. A., & Ali, M. A. (2021). The impact of fossil fuel combustion on air quality and
climate change. Energy Reports, 7, 2132-2145.
https://doi.org/10.1016/j.egyr.2021.03.015