‫ﺑﺴﻢ اﻟﻠﮫ اﻟﺮﺣﻤﻦ اﻟﺮﺣﯿﻢ‬

Sudan University of science and

Technology
College of graduate studies

Prediction of NOx emission from turbocharged bio fuel engine

‫ ﻣﻦ ﻣﺤﺮك اﻟﺸﺤﻦ أﻟﻌﻨﻔﻲ اﻟﻌﺎﻣﻞ ﺑﺎﻟﻮﻗﻮد اﻟﺤﯿﻮي‬NOx ‫اﻟﺘﻨﺒﺆ ﺑﺎﻧﺒﻌﺎث‬

Thesis submitted in partial fulfillment of requirement for the degree

of [Link]. in Mechanical Engineering (Power)

Prepared by:
Eng. Ahmed Ebaid Mohamed Mater
Supervisor:
Dr. Eihab Abdelraouf Mustafa

August 2017
 ‫اﻵﻳﺔ‬

‫ﺑﺴﻢ اﻟﻠﻪ اﻟﺮﺣﻤﻦ اﻟﺮﺣﻴﻢ‬

‫ﻗﺎل ﻧﻌﺎﻟﻰ‪:‬‬

‫﴿ إن ﻓﻲ ﺧﻠﻖ اﻟﺴﻤﻮات واﻷرض واﺧﺘﻼف اﻟﻠﯿﻞ واﻟﻨﮭﺎر واﻟﻔﻠﻚ اﻟﺘﻲ ﺗﺠﺮي ﻓﻲ‬

‫اﻟﺒﺤﺮ ﺑﻤﺎ ﯾﻨﻔﻊ اﻟﻨﺎس وﻣﺎ أﻧﺰل اﻟﻠﮫ ﻣﻦ اﻟﺴﻤﺎء ﻣﻦ ﻣﺎء ﻓﺄﺣﯿﺎ ﺑﮫ ﻣﻦ ﻛﻞ داﺑﺔ‬

‫‪‬وﺗﺼﺮﯾﻒ اﻟﺮﯾﺎح واﻟﺴﺤﺎب اﻟﻤﺴﺨﺮ ﺑﯿﻦ اﻟﺴﻤﺎء واﻷرض ﻵﯾﺎت ﻟﻘﻮم ﯾﻌﻘﻠﻮن﴾‬

‫ﺻﺪق اﻟﻠﮫ اﻟﻌﻈﯿﻢ‬

‫)ﺳﻮرة آل ﻋﻤﺮان‪-‬اﻵﯾﺔ ‪(85‬‬

‫‪Dedication‬‬

‫‪I‬‬
I want to dedicate this thesis to my parents who give me the greatest support
in my life and study.

Acknowledgements

II
First, I would like to express my gratitude to Allah for enable me the guiding
to complete this work, and to express my gratitude to my parents, who made
my life fruitful and my family for their invaluable support during my work.
A further special thanks to my, Dr. Eihab Abdelraouf Mustafa for his constant
guidance and support throughout this work. I would also like to thank all my
committee members for their encouragement and support of my thesis work.
I wish, also, to thank all the staff of the department of mechanical at Sudan
University of science and technology, be they academic, administration, or
technical, for their kind collaboration, help and kindness.
I would like to express my sincerest appreciation to my brothers and
colleagues at Mechanical engineering.

Abstract
NOx emission reduction is the most commonly required one in all the
researches on the vehicle engines but they are too hard to manipulate with the

III
primary methods. The objective of this research was to determine the reason
for the higher levels of NOx emissions from biodiesel fueled engines, to
predict the emission of NOx, to reduce NOX emission concentrations, to
reduce fuel consumption and to choose a suitable method circuits and software
programming. This research includes Mechanism of NOx formation, NOx
Reduction Techniques and diesel-Rk (advantage, type of engine can applying
on it the company uses historical). It was determined that a change in
compression ratio and engine speed caused by changes in fuel properties
between diesel fuel and biodiesel might be the source of the NOx increase,
Using the engine specification to get value of NOx emission was simulated in
diesel-Rk software and the measured and simulation results of NOx emission
were compared with the value of NOx that given from prediction equation and
shows maximum error of 12%.

‫اﻟﻣﺳﺗﺧﻠص‬

IV
‫ﯾﻌﺗﺑر ﺧﻔض اﻛﺎﺳﯾد اﻟﻧﯾﺗروﺟﯾن ﻫو اﻻﻛﺛر ﺷﯾوﻋﺎ ﻓﻲ اﻟﺑﺣوث اﻟﻣﺗﻌﻠﻘﺔ ﺑﻣﺣرﻛﺎت اﻟﻣر ﻛﺑﺎت‬

‫وﻟﻛن ﻣن اﻟﺻﻌب ﺟدا اﻟﺗﻌﺎﻣل ﻣﻌﻬﺎ ﺑﺎﻟطرق اﻻﺳﺎﺳﯾﺔ‪ .‬اﻟﻬدف ﻣن ﻫذا اﻟﺑﺣث ﻫو ﺗﺣدﯾد ﺳﺑب ارﺗﻔﺎع‬

‫ﻣﺳﺗوﯾﺎت أﻛﺎﺳﯾد اﻟﻧﯾﺗروﺟﯾن اﻟﻣﻧﺑﻌﺛﺔ ﻣن ﻣﺣرﻛﺎت اﻟدﯾزل اﻟﺗﻲ ﺗﻌﻣل ﺑﺎﻟوﻗود اﻟﺣﯾوي‪ ،‬اﻟﺗﻧﺑؤ ﺑﺎﻧﺑﻌﺎث‬

‫أﻛﺎﺳﯾد اﻟﻧﺗروﺟﯾن‪،‬اﻟﺣد ﻣن ﺗرﻛﯾز اﻧﺑﻌﺎث أﻛﺎﺳﯾد اﻟﻧﯾﺗروﺟﯾن ﻓﻲ اﻟﺑﯾﺋﺔ اﻟﻣﺣﯾطﺔ‪ ،‬ﺗﻘﻠﯾل اﺳﺗﻬﻼك اﻟوﻗود‪،‬‬

‫اﺧﺗﯾﺎر اﻟدورة اﻟﻣﻧﺎﺳﺑﺔ و اﺧﺗﯾﺎر ﺑرﻧﺎﻣﺞ اﻟﻛﺗروﻧﻲ ﻟﻣﺣﺎﻛﺎة اﻟﻧﻣوزج‪ .‬ﻫذا اﻟﺑﺣث ﯾﺣﺗوي ﻋﻠﻰ آﻟﯾﺔ‬

‫ﺗﺷﻛﯾل أﻛﺎﺳﯾد اﻟﻧﺗروﺟﯾن‪ ،‬ﺗﻘﻧﯾﺎت اﻟﺣد ﻣن اﻧﺑﻌﺎث أﻛﺎﺳﯾد اﻟﻧﯾﺗروﺟﯾن‪ ،‬ﺑرﻧﺎﻣﺞ اﻟﻣﺣﺎﻛﺎة اﻟدﯾزل ‪RK-‬‬

‫) اﻟﻣﻣﯾزات‪ ،‬ﻧوع اﻟﻣﺣرك اﻟذي ﯾﻣﻛن اﻟﺗطﺑﯾق ﻋﻠﯾﻪ(‪ .‬ﺗﻘرر أن اﻟﺗﻐﯾر ﻓﻲ ﻧﺳﺑﺔ اﻻﺣﺗراق وﺳرﻋﺔ‬

‫اﻟﻣﺣرك اﻟﻧﺎﺟﻣﺔ ﻋن اﻟﺗﻐﯾرات ﻓﻲ ﺧﺻﺎﺋص اﻟوﻗود ﺑﯾن وﻗود اﻟدﯾزل واﻟدﯾزل اﻟﺣﯾوي ﻗد ﯾﻛون ﻣﺻدر‬

‫زﯾﺎدة أﻛﺎﺳﯾد اﻟﻧﯾﺗروﺟﯾن‪ ،‬وﻗد ﺗﻣت ﻣﺣﺎﻛﺎة ذﻟك ﺑﺎﺳﺗﺧدام ﻣواﺻﻔﺎت اﻟﻣﺣرك ﻟﻠﺣﺻول ﻋﻠﻰ ﻗﯾﻣﺔ‬

‫ﻻﻧﺑﻌﺎﺛﺎت أﻛﺎﺳﯾد اﻟﻧﯾﺗروﺟﯾن ﻓﻲ ﺑراﻣﺞ اﻟدﯾزل‪ RK-‬و ﺗﻣت ﻣﻘﺎرﻧﺔ ﻧﺗﺎﺋﺞ اﻟﻘﯾﺎ س واﻟﻣﺣﺎﻛﺎة ﻻﻧﺑﻌﺎﺛﺎت‬

‫ﻷﻛﺎﺳﯾد اﻟﻧﺗروﺟﯾن ﻣﻊ ﻗﯾﻣﺔ أﻛﺎﺳﯾد اﻟﻧﺗروﺟﯾن اﻟﻧﺎﺗﺟﺔ ﻋن ﻣﻌﺎدﻟﺔ اﻟﺗﻧﺑؤ وﺗﺑﯾن أن اﻟﺣد اﻷﻗﺻﻰ ﻟﻧﺳﺑﺔ‬

‫اﻟﺧطﺄ ‪٪12‬‬

‫‪Table of contents‬‬

‫‪V‬‬
Title Page
Dedication II
Acknowledgments III
Abstract V
‫اﻟﻤﺴﺘﺨﻠﺺ‬ IV
Table of contents VI
List of tables VIII
List of figures IX
List of Appreciation X
CHAPTER I
1-1 Introduction 1
1-1-1 Biodiesel as an alternative fuel 2
1-1-2 Biodiesel also has some negative attributes 3
1-1-3 Use of the engine cycle simulation to study a biodiesel fueled engine 3
1-2 Problem Statement 4
1-3 Research Objectives 4
1-4 Significant of Study 4
CHAPTER II
2-1 Literature review 6
2-2 Mechanism of NOx formation 6
2-2-1 where does NOx come from 7
2-3 NOx Reduction Techniques 11
2-3-1 De rating 11
2-3-2 Air- to -fuel Ratio Adjustment 11
2-3-3 Turbocharger with Intercooler (For Diesel Engines) 12
2-3-4 Reduced Manifold Air Temperature 13
2-3-5 Water Induction 13
2-3-6 Combustion Chamber Redesign 13
2-3-7 Catalytic Converter 14
2-4 previous simulation studies 14
2-5 Investigation of EGR Effect on Combustion and PM Emissions in a 16
DI SI Engine
CHAPTER III
3-1 Methodologies 19
3-2 DIESEL-RK Software 19
3-3 DIESEL-RK Software 20
3-4 Simulation and optimization of Mixture Formation and Combustion in 22
Diesel
3-5 Representative applications include 24
VI
3-6 History of the program 27
3-7 Calculation models used in the DIESEL-RK 27
3-8 SPSS 28
3-9 Liner regression 29
3-10 Engine Parameter Test in Diesel RK 30
CHAPTER IV
4-1 Preface 36
4-2 Effect of RPM on NOx emission 36
4-3 Effect of CR on NOx emission 37
4-4 Effect of PR on NOx emission 37
4-5 NOx prediction 38
4-6 Prediction equation 39
CHAPTER V
5-1 Conclusion 8 47
5-2 Recommendation 48
Reference 49

List of tables
Table Page
VII
Table 1-1 Summary of alternative fuels candidates 2
Table 2:1 primary sources of NOx emission 8
Table 3-1 Characteristics of engine 27
Table 3-2 Operating conditions 30
Table1-4 the value that given from Diesel-RK program 39

List of figures

VIII
Figures Page
Fighter 2-1 the Marine Diesel-Emitted NOx Reduction Methods 10
Figure 3:1 Selection of engine models used in the DIESEL-RK 23
Figure 2:3 DIESEL-RK with other Simulation 23
Figure 3:4 main window of the program 28
Figure 3:5 main window of the Liner regression 29
Figure 3.6 the select of new project 30
Figure 3.7 the cylinder shape 31
Figure 3.8 define the type of basic engine design 31
Figure 3.9 step 4 in program 32
Figure 3.10 step 5in program 33
Figure 3.11 step 6in program 33
Figure 3.12 step 7in program 34
Figure 3.13 how to save the result file (step 8) 34
Figure 3.14 the other fuel input (diesel No.2) 35
Figure 4-1 the relation between the NOx and RPM 36
Figure 4-2 the relation between the NOx and compression ratio 37
Figure 4-3 the relation between the NOx and pressure ratio 38
Figure 4-4 the diagram of all variable 40
Figure 4-5 the relation between the NOx Predicted and measured when 41
compression ratio is 20.3 and pressure ratio is NA
Figure 4-6 the relation between the NOx Predicted and measured when 42
compression ratio is 24.3 and pressure ratio is 1.5
Figure 4-7 the relation between the NOx Predicted and measured when 43
compression ratio is 18.3 and pressure ratio is 2
Figure 4-8 the relation between the NOx Predicted and measured when 44
compression ratio is 22.3 and pressure ratio is 2.5
Figure 4-9 the relation between the NOx Predicted and measured when 45
compression ratio is 16.3 and pressure ratio is 3
Figure 4-10 the relation between the NOx Predicted and measured when 46
compression ratio at more than tow curve

IX
 APPERVIATION

NOx Mono nitrogen oxides

CR Compression Ratio
PR Pressure Ratio
RPM Revelation per Unit
TWC three way converters
EGR Exhaust Gas Recalculation
NA Natural Stagnation
SPSS program for statistical analysis

EPA Environmental Protection Agency

ARF Air Fuel Ratio
0D Zero Dimension
ppm Part Pre Million
CAD Computer Analysis Diagram
PCCI Piston Cycle Combustion Engine
ICE Internal Combustion Engines
DOS Diesel Operation System
DI direct injection

X
CHAPTER I
Introduction
 CHAPTER I
Introduction

1-1 Introduction

NOX is the one of the main pollutant emission to the atmosphere in the
recently with the increase in different fuel engines.
Oxides of Nitrogen are one of the most undesirable pollutant constituents of
automotive transport because of its connection with the formation of
photochemical smoking the atmosphere.
NOx formation pathway includes three methods, i.e., thermal NOx, fuel NOx,
and prompt NOx. Even though the degree of the emission release amount
varies, each of the three pathways of NOx formation contributes to the overall
NOx emission to the environment.
NOx is one of the basic pollutants emitted from combustion processes,
NOx is a common term for mono nitrogen oxides (NO and NO2).Lastly the
Scientific studies discovered that NOx was adding to smog (a significant form
of air pollution) and ozone production. It combines with moisture in the
atmosphere to produce HNO3 (a component of acid rain), it lead to increases
the risk of respiratory diseases, and it causes pulmonary and respiratory
problems. In the past the manufacturers were designing their engines for lower
HC and CO emissions. Unfortunately the resulting slope air-fuel mixtures and
higher engine operating temperatures put forward NOx in the exhaust.
After realizing the harmful effects of NOx, the Environmental Protection
Agency (EPA) added NOx to its list of regulated items. Environmental
regulations are the driver forcing industry to implement NOX control
techniques Standards for the control of NOX have been established as part of
the Clean Air Act.

1
 Future economic growth shall crucially depend on long term availability of
energy in increasing quantities from sources that are dependable, safe and
environment friendly
Diesel engines are typically more efficient due to higher compression ratio
and also find significant use in transportation portion irrigation part and small
captive power plant engine because of its higher thermal efficiency and lower
fuel consumption but it emits higher NOx which is one of the most unwanted
pollutants.
Table 1-1 Summary of alternative fuels candidates
Candidates Advantages Disadvantages
Hydrogen High lower heating value. Refilling problem.
“Zero” pollutant by emission Safety issue due to high
Potentially renewable energy pressure tank
source
DME Less PM &NOx emission. Worse lubrication than diesel.
High cetane number. Safety issue due to high
pressure tank.
Coal Large accessible reserve. Injection problem.
Lubrication
contamination
Biodiesel Low HC and CO emission. Low energy content.
Potentially renewable energy Uncertain effect on
source NOx

1-1-1 Biodiesel as an alternative fuel

In the previous different decades, it has been found thaw1t biodiesel (esters
derived from vegetable oils) is a very favorable one. The most common blend
is a mix of 20% biodiesel and 80% petroleum diesel, called “B20”. The
widespread use of biodiesel is based on the following advantages [2]
1. Biodiesel is potentially renewable and non-petroleum-based
2. 2-Biodiesel combustion produces less greenhouse gases

2
 3. Biodiesel is less toxic and biodegradable
4. Biodiesel can reduce tailpipe emissions of PM, CO, HC, air toxics, etc
5. 5-Little modifications are needed for the traditional CI engine to burn
biodiesel.
1-1-2 Biodiesel also has some negative attributes [2]
1- Lower heating value, higher viscosity
2- Lower storage stability, material compatibility issue
3- Slightly higher NOx emission
Through the above feature of biodiesel, the higher NOx emissions from
biodiesel fueled engines are a main concern due to more and restrict
regulations, and therefore it serves as the main motivation of this work.
1-1-3 Use of the engine cycle simulation to study a biodiesel fueled engine
In modern engine research and study, using small’s experiments single would
be very costly, and time-consuming, and more cause and effect relationships
implicit in the test results are often hard to explain. On the other side,
modeling and simulation approaches, although less precise in predicting the
outcome of a specific test, could effectively isolate one changeable at a time
and conduct parametric studies on it. Therefore simulation could point out
cause-effect relationships more clearly, and a support model could be a very
useful tool to study new type of engines or engines running with new type of
fuels. Since people still don’t have a very clear understanding on the effect of
using biodiesel on a diesel engine, together with experimental study, a
simulation study of the biodiesel engine is necessary.
Engine cycle simulation models could be divided into three maine divisions:
Zero-dimensional models, quasi-dimensional, multi-zone models and multi-
dimensional models. Zero-dimensional models have been successfully used to
predict engine performance and fuel economy, but they are too simplified to

3
predict the engine emission carefully. On the other side, though multi-
dimensional models could provide the most careful prediction due to more
detailed geometry modeling, the safely increased computation time becomes a
major limiting factor of applying multi-dimensional models.
Among them, quasi-dimensional, multi-zone models could be effectively used
as an engine development tool because they combine some of the advantages
of zero-dimensional and multi-dimensional models. Therefore, quasi-
dimensional, multi-zone model would be a good choice for this biodiesel
engine study.
1-2 Problem Statement

Diesel exhaust emission influence air pollution significantly, specially

NOx and today most researcher in the world focus on how to use technology
to prediction with the pollutant emissions like NOX in internal combustion
engines there are much emissions in the exhaust due to the engine work.

And to solve this problem you should to search to the technique to use it, one
of the methods to predict with these emissions are software simulation (Diesel
RK).
1-3 Research Objectives

1- 1-To predict the emission of NOx under variable (CR, PR rpm …..ect)
2- 2- To reduce NOX emission concentrations.
3- To reduce fuel consumption
1-4 Significant of Study

Minimizing pollution by reducing NOx emission to preserve the

environment and achieving safe and stable operation for the end user.

4
Make volume of flame constant, hence the combustion temperature will be
constant that led to reduce NOX emission reducing fuel consumption by
optimize combustion

5
 CHAPTER II

Literature Review
 CHAPTER II

Literature Review
2-1 Literature review
A review of recent biodiesel fueled engine research activities is
presented here.
Activities can be roughly divided into two aspects: engine experimental
studies and numerical studies.
Both of these types of studies focus on the performance and emission
Characteristics of biodiesel fueled engines and comparison to the conventional
diesel engine [3].
2-2 Mechanism of NOX formation

A main obstacle in understanding the mechanism of formation and controlling

its emission is that combustion is strongly varied and transient in diesel
engines.

While NO and NO2 are bloc together as NOx, there are some special
differences between these two pollutants.
NO is a colorless and odorless gas, while NO2 is a reddish brown gas with
sharp door. Both gases are considered toxic, but NO2 has a level of toxicity 5
times greater than that of NO. Although NO2 is in generable formed from
oxidation of NO, attention has been given on how NO can be controlled
before and after combustion (Levendis et al 1994).
NO is formed during the post flame combustion process in a high temperature
region. The most quite accepted mechanism was suggested by Zeldovich
(Heywood 1988). The major source of NO formation is the oxidation of the
nitrogen existing in atmospheric air. The nitric oxide formation chain

6
reactions are initiated by atomic oxygen, which forms from the dissociation of
oxygen molecules at the high temperatures reached during the combustion
process. The essential reactions governing the formation of NO from
molecular nitrogen are,
N2 + O → NO + N,
N + O2 → NO + O,
N + OH → NO + H.
Chemical balance considerations denote that for burnt gases at typical flame
temperatures; NO2/NO ratios should be negligibly small. While empirical data
show that this is true for spark ignition engines, in diesels, NO2 can be 10 to
30% of total exhaust emissions of oxides of nitrogen.
A reasonable mechanism for the stability of NO2 is as follows. NO formed in
the flame zone can be rapidly transformed to NO2 via reactions like
NO + HO2 → NO2 + OH.
Thereafter, conversion of this NO2 to NO occurs via
NO2 + O → NO + O2,
But the NO2 formed in the flame is irrigated by mixing with cooler fluid. This
explanation is consistent with the highest NO2/NO ratio circulating at high
load in diesels, when cooler regions which could prime the conversion back to
NO are diffused wood 1988).

2-2-1 Where does NOx come from?

Automobiles and other mobile sources contribute about half of the NOx
that is emitted.

Electric power plant boilers produce about 40% of the NOx emissions from
stationary sources.

7
Additionally, substantial emissions are also added by such anthropogenic
sources as industrial boilers, incinerators, gas turbines, reciprocating spark
ignition and Diesel engines in stationary sources, iron and steel mills, cement
manufacture, glass manufacture, petroleum refineries, and nitric acid
manufacture. Biogenic or natural sources of nitrogen oxides include lightning,
forest fires, grass fires, trees, bushes, grasses, and yeasts.1 these various
sources produce differing amounts of each oxide. The anthropogenic sources
are approximately shown
Table 2:1 primary sources of NOx emission
Mobile Sources Electric Power Plants Everything Else
50% 20% 30%

This shows a graphic illustration of the emissions of our two greatest

sources of NOx If we could minimize the NOx emissions from just these two
leading categories, we might be able to live with the rest. However, don’t
anticipate either of these categories to become zero in the foreseeable future.
We cannot anticipate the car, truck, bus, and airplane to disappear. The zero-
emission car is still on the drawing board and not on the production line. Also,
social customs will have to change before consumption of electricity can be
reduced.
In all combustion there are three opportunities for NOx formation. They
are:
1- Thermal NOx - The concentration of “thermal NOx” is controlled by
the nitrogen and oxygen molar concentrations and the temperature of
combustion. Combustion at temperatures well below 1,300οC (2,370οF)
forms much smaller concentrations of thermal NOx.

8
2- Fuel NOx - Fuels that contain nitrogen (e.g., coal) create “fuel NOx”
that results from oxidation of the already-ionized nitrogen contained in
the fuel.
3- Prompt NOx - Prompt NOx is formed from molecular nitrogen in the
air combining with fuel in fuel-rich conditions which exist, to some
extent, in all combustion. This nitrogen then oxidizes along with the
fuel and becomes NOx during combustion, just like fuel NOx. The
abundance of prompt NOx is disputed by the various writers of articles
and reports - probably because they each are either considering fuels
intrinsically containing very large or very small amounts of nitrogen, or
are considering burners that are intended to either have or not have fuel-
rich regions in the flame.

9
Fighter 2-1 show the Marine Diesel-Emitted NOx Reduction Methods

10
2-3 NOX Reduction Techniques

The engine operating parameters such as air-to-fuel ratio spark timing,

compression ratio, engine speed, engine power, engine temperature, engine
cleanliness etc. impact the amount of NOx emissions from the combustion
process. Also engine design parameters such us surface to volume ratio,
exhaust back pressure, valve overlap, and fuel injection have an influence on
the NOx emissions. Apart from adjusting these parameters to reduce the NOx
emissions, the techniques like exhaust gas recirculation (EGR) and catalytic
converter are used to reduce the amount of NOx emissions [8]

From the knowledge of parameters affecting the NOX emissions, some of the
methods to reduce the NOX emissions can be suggested.

2-3-1 De rating

NOx consistence fundamentally depends on temperature conditions in

the cylinder.

The pressure and thereby temperature in the cylinder can be reduced by

operating the engine using a minimal supply of fuel (diesel engine) or by
using a lean air-fuel mixture [8].

For spark ignited, the impact of retarding or advancing the spark timing
may be important. If the spark timing is advanced, the overall temperatures
during the cycle tend to go up and NOx emissions will therefore increase.
Retarding the spark timing tends to lower oxides of nitrogen but may not
reduce hydrocarbon emissions marginally [10].
2-3-2 Air fuel Ratio (AFR) Adjustment

In a stoichiometric air-fuel ratio, the oxygen in the air-fuel mixture

should completely oxidize the fuel. However, the oxygen content in the
stoichiometric state has been specified to be 1 percent by volume of oxygen in
the exhaust gas. Under lean-burning conditions, the air-fuel ratio is higher
than that in the stoichiometric state. Therefore, an engine operating in the lean
burning conditions contains more than 1 percent by volume of oxygen in the
exhaust gases consequently NOx emissions will be higher, but HC and CO
emissions are decreased. The air-fuel ratio is lower in the rich burning
conditions than that in the stoichiometric state. The exhaust gases from a rich-
burning engine contain less than 1 percent by volume of oxygen, NOx
emissions will be lower, but HC and CO emissions are increased.

If the air-to-fuel ratio is decreased to obtain the rich-burning state, NOX

formation will drop readily, there being incomplete oxygen for combustion;
and HC and CO emissions will increase accordingly [11].
2-3-3 Turbocharger with Intercooler (For Diesel Engines)

Turbocharger is the arrangement in which the exhaust gases from an

engine are guided to a turbine that mobilize a compressor. The compressor
compresses the intake air, which is cooled in an intercooler. Because of
compression and the lower temperature of incoming air, a major mass of air
can be crowded into the air manifold. Given the conditions of higher pressure
and major air mass, more fuel can be injected and burned, to product more
power for a given size of engine.

The low temperature of the absorption air leads to low peak temperature
during combustion and thus to low NOx emissions. It has been notify, that 10

12
to 30 percent NOx reduction has been achieved from diesel engines with the
use of turbocharger with intercooler. Also, HC and CO emissions decrease
because the turbocharger increases the air-fuel ratio to that of a lean burning
mixture [12].

2-3-4 Reduced Manifold Air Temperature

As mentioned in the prior’s technique, the numerous air temperatures

can be reduced by using an intercooler upstream of the multiple. Greater air
mass can be packed because of the high air density at low air temperature and
thereby more fuel can be injected and burned to produce more power. When
there is a low air temperature, peak combustion temperature also is low;
therefore NOx emissions are low.

But the combustion reactions are slow at very low air temperature, so that HC
and CO emissions rise [13].

2-3-5 Water Induction

Water is inserting into the engine either with the intake air or by water
injection directly into the cylinder.

The vaporization of this water helps to decrease the peak combustion

temperature; thus, NOx emissions are low.
But at low temperatures, hydrocarbons are burned slowly; therefore HC
emissions rise, On the other hand, CO emissions are unaffected by water
inducement [14, 15].

13
2-3-6 Combustion Chamber Redesign

Combustion chambers can be adjusted to have a socket at the piston

head or to have a bowl shaped cylinder head. Fuel is injected into the socket
(formed by a combustion chamber modification) as a rich mixture and ignited.
NOx formation is belated as the mixture burns in the absence of excess air.
Then the burning mixture enters the main combustion chamber, and is mixed
with additional air, to complete the combustion and lower the peak
temperature. Therefore NOx emissions, as well as HC and CO emissions, are
low [16].

2-3-7 Catalytic Converter

Three way converter (TWC) catalysts are used to reduce NOx, HC and
CO emissions. priceless metal catalysts are used to oxidize HC and CO, and
rhodium catalyst coverts NOx to N2, By using a TWC catalyst, NOx, HC, and
CO can be decreased together [14, 17]

2-4 previous simulation studies

Due to the subtlety and complexity of comparing biodiesel and diesel
combustion in direct injection engines, numerical studies (engine simulations)
have been applied in addition to experimental studies.
The numerical study in [13] applied a so-called well-mixed balloon model to
examine the flame temperature and NOx formation of biodiesel combustion.
Calculation were made using Cantor in a MATLAB environment.
The well-mixed balloon is a sample that simulates the time history of a jet of
fuel into a combustion chamber including oxidizer. In the well-mixed balloon,
the mass output is zero and thus the balloon grows as mass flows in. In time
the balloon grows and the fuel-air mixture in the balloon reaches the ignition

14
conditions and then ignites. This leads to a sudden increase in temperature
[13].
Two fuels, methyl but annotate and methyl trans-2-butenoate,9 were
simulated, and the results showed that the double bonded methyl trans-2-
butaneoate gave a 14K higher flame temperature than the other fuel. The
investigator believed that this change in temperature caused an increase in
NOx emissions of 159 ppm [13]. Also, the author did the model sensitivity
analysis on the influence of the various NOx mechanisms. Results revealed
that the thermal NOx mechanism had the most visible contribution to the NOx
formation (92%), comparing to other mechanisms such as N2O mechanism
(1%) and Fennimore mechanism (13%) [13].
Due to the over-simplicity of zero-dimensional model, and the long
computational time of three-dimensional model, quasi-dimensional multi-zone
models are increasingly applied by many investigators [17, 18, 19, and 20].
The study in [17] developed a quasi-dimensional, multi-zone, direct injection
(DI) diesel combustion model.
The model was implemented in a full cycle simulation of a turbocharged
engine.
The combustion model accounted for transient fuel sprays evolution,
fuel-air mixing, ignition, combustion and NO and soot pollutant formation.
The results demonstrated that the model can predict the rate of heat release
and engine performance with high fidelity, while more effort is needed to
enhance the fidelity of emission prediction. Arise et al. [18] reported that the
model they developed successfully predicted engine performance and
emissions.
In addition, the constants in their sub models remained the same
throughout the engine operating range, which enabled this quasi-dimensional

15
multi-zone model to be used for prediction purposes. By using the GT-Power
software, [20] also developed a multi-zone model to analyze the performance
and emissions of different types of diesel and biodiesel fuels.
The model was calibrated at a default case using normalized burn rate and it
was then used to predict pressure diagram, heat release and NOx emissions for
soybean based biodiesel, rapeseed based biodiesel and reference diesel. The
results showed that three fuels gave almost the same pressure diagram, while
the two biodiesel cases gave slightly higher heat release rate than that of diesel
case. At two load conditions, results showed 60% higher NOx concentration
from the two biodiesels fuel than that of diesel fuel. Since the 10 model has
not been well calibrated at all engine operating conditions, these results could
be very preliminary.
To obtain more detailed combustion insight, 3D simulation is still
applied by some investigators. In [8], a KIVA model was developed and
calibrated using the engine data for diesel no.2 and B100 biodiesel. Good
agreement between measured and predicted heat release is obtained with some
discrepancies associated with the start of combustion. In terms of emissions,
the author compared soot vs.
NOx tradeoff between measurement and prediction and the agreement
is also quite good. After completing the KIVA model validation, a detailed
examination of the impact of engine controls settings on NOx formation due
to the lower energy content of the B20 blends was conducted.
Two test cycles (UDDS6K and HWY55) were conducted by the KIVA model.
Final results showed that at higher speeds and loads, the change in engine
control settings due to the lower energy content of the blended fuel led to a
NOx increase on the order of 3-4%.

16
 The author believed that this accounts for the majority of the NOx
difference between a B20 blend and its base diesel fuel.
A considerable amount of experimental work has been done to fully
understand the working of EGR and its deteriorating effects on combustion
stability at higher EGR levels.

2-5 Investigation of EGR Effect on Combustion and PM Emissions in a

DI SI Engine
It is well known that EGR can effectively put down knock in gasoline
fueled internal combustion engines with various researchers in the late 1970s
and 1980s investigating this number , identifying that large proportions of
EGR have the ability to reduce NOx emissions substantially, along with some
improvements in fuel economy. During the late 1990s and early 2000s there
was continued concentrate on the use of EGR to repress engine knock. Grand
in et al. investigated the effect of low (7%, 9%) and medium (11%, 13%) EGR
ratios on KLMBT spark timing, fuel consumption, as well as NOX and HC
emissions in a 4-cylinder turbocharged engine with cooled low pressure (LP)-
EGR.
Overall they found that considerable knock repression at power outputs
comparable with what was achieved by fuel enrichment could be obtained
using cooled EGR. By increasing EGR from low (7%) to medium (13%)
ratios, they found that the KLMBT spark timing could be advanced by 8
CAD. Similar results were also observed by Refs. .Fuel consumption could be
reduced by 0.4% from 254 to 253 g/kW h with the EGR ratio increase, also
reported similar or greater improvements. Increasing EGR from zero to
medium levels (10%) NOx emissions could be significantly reduced by 43%
from 3000 to 1700 rpm, with similar results reported greater reductions of

17
NOx of up to 90%. HC emissions remained stable, which was similarly
reported by Refs. Diana et al. investigated the effect of EGR on engine
performance parameters in a 4-cylinder, 1.25 l gasoline engine.
They observed similar reductions in fuel consumption, and NOX
emissions as. However at the three tested engine loads of 5, 7, and 9bar, HC
emissions were observed to increase significantly by 12.0%, 9.1%, and 4.8%
for the three respective loads, unlike who observed steady HC. Refs. Also
observed a significant HC emissions increase across the EGR range [3].
Poteau investigated the use of cooled EGR to reduce knocking using 0D
simulations and a 2 l, 4-cylinder turbocharged engine. They found that at 1500
rpm engine speed with a BMEP of 11.3 bar, the exhaust gas temperature was
reduced significantly by up to 100 C also reported significant reductions in
exhaust gas temperatures with EGR addition. Similar to Ref. they also
observed significant reductions in fuel consumption and an advanced KLMBT
spark timing[3].
There has been somewhat little published work quantifying the effect of
EGR on PM emissions from gasoline engines. Alger et al. investigated the
effect of high levels (up to 40%) of cooled LP-EGR on PM in a turbocharged
PFI engine. They observed that PM mass and number reduced safely as EGR
reduced the need for enrichment to reduce exhaust gas temperatures, they also
observed benefits at rich conditions [3].
EGR was observed to reduce PM emissions at medium engine loads,
particularly in the medium–high load range; observed similar findings. They
proposed that the formation of soot, even from rich regions, can be reduced or
even eliminated, with the use of EGR Like they observed significant NOx
emission reductions and similar to, they observed that HC emissions increased
with increasing EGR, particularly at the highest tested engine load

18
CHAPTER III
Design Methodology

19
 CHAPTER III
Design Methodology
3-1 Methodology

This chapter is interested in how to summarize NOx emission operation

and Diesel RK software steps and the engine used in the present investigation
is a four-cylinder, four-stroke, turbo-charged, water-cooled and direct-
injection CI engine.

3-2DIESEL-RK Software

The DIESEL-RK is vocational thermodynamic full-cycle engine

simulation software. On a market, there is little well recognized
thermodynamic engine simulation material from different contractor.

These tools cover wide range of practice tasks: from general engine
connotation analysis up to design engine systems. The kernels of engine
simulation models of other programs are focused mainly on non-steady 1D
gas dynamic phenomena.
DIESEL-RK is concentrate on advanced diesel combustion simulation
and emission formation simulation, one has not such specific functions as
analysis of engine passing behavior or analysis of difference between engine
cylinders operation. Usage of DIESEL-RK is effective if customer deals with
engine combustion optimization and emissions control, port timing, EGR and
turbo charging optimization as well.
The major concentrates of DIESEL-RK are below The DIESEL-RK is
professional thermodynamic full-cycle engine simulation software. On a
market, there are few well known thermodynamic engine simulation tools

19
from different contractor. These tools cover wide range of practice tasks: from
general engine concept analysis up to design engine systems.
The kernels of engine simulation models of other programs are
concentrating fundamentally on non-steady 1D gas dynamic phenomena.
DIESEL-RK is concentrate on advanced diesel combustion simulation and
emission formation simulation, one has not such specific functions as analysis
of engine passing behavior or analysis of difference between engine cylinders
operation. Usage of DIESEL-RK is effective if customer deals with engine
combustion optimization and emissions control, port timing, EGR and turbo
charging optimization as well. The main features of DIESEL-RK are below:
Thermodynamic test of Diesels fueled by diesel oil, methanol, bio-fuels and
mixtures of bio fuels with diesel oil, HCCI / PCCI concepts and Dual fuel
systems are supported.
Thermodynamic test of SI petrol engines and gas engines, including pre
chamber engines, and engines fueled by Natural gas (Methane), Pipeline gas
(Propane-Butane), Biogas, Wood gas, Syngas with arbitrary composition
(Producer gas), by any gas having arbitrary composition as well.
Thermodynamic test of Two- and Four-stroke engines, Junkers engines with
reverse pistons; Crank case scavenged engines, etc.

3-3 Simulation and optimization of Mixture Formation and Combustion

in diesel
Fuel injection optimization of sprayer design and location, injection
pressure, injection timing rate shaping, split / multiple injection strategy PCCI
test including Low Temperature Combustion phase, etc. personal diameters
and direction of nozzles of few injectors, having separate control (own fuel
and own injection profiles) are accounted and may be optimized.

20
Detail Chemistry is simulated for Ignition Delay prediction at PCCI and HCCI
for Diesel Fuel, Methanol and for Bio-Fuel.
1- Common Rail control algorithm development; Automatic
optimization of Injection profile fronts shape.
2- Effect of Combustion Chamber Geometry modification.
3- Fuel Sprays Evolution visualization.
4- Nitrogen Oxides, Soot and Particles formation simulation. Detail
Kinetic Mechanism for NOX formation at large EGR and multiple
injections.
5- Simulation of effects of Turbo charging Intake and Exhaust Port
flows, Bypasses, and EGR.
6- Valve and Port Timing optimization. VVA optimization with the
dwell of the valves.
7- Multipart metric optimization of engines parameters, Conjoint
optimization of NOX, PM and SFC, including Pareto
optimization.
DIESEL-RK is full cycle thermodynamic engine simulation software. One is
designed for simulating and optimizing working processes of two and four
stroke internal combustion engines with all types of support. The program can
be used for modeling the following types of engines:
1- DI Diesel engines, including PCCI and engines fueled by bio-fuels.
2- SI petrol engines.
3- SI gas engines including pre chamber systems, and engines fueled by
different gases: Methane, Propane-Butane, Biogas, Wood gas, Syn gas,
etc.
4- Two-stroke engines with uniflow and loop scavenging, opposed piston
engines (OP or Junkers engines) and OPOC engines.

21
 5- Dual fuel engines (engines having few independent fuel injection
systems for different fuels).
The DIESEL-RK is thermodynamic software: engine cylinders are considered
as open thermodynamic systems.

3-4 Representative applications include:

1- Fuel consumption prediction and optimization.
2- Torque curve and other engine performances predictions.
3- Combustion and emission analysis, including PCCI.
4- Dual fuel engine mixture formation and combustion analysis.
5- Knock prediction.
6- Valve timing optimization, including VVA optimization for every
operating mode.
7- EGR analysis and optimization.
8- Turbocharger and bypasses matching and optimization.
9- Conversion of diesel engines into gas engines.
10- Cooperation with different modeling tools: Simulink, IOSO NM, etc.
DIESEL-RK solver can be run under the control of other applications
[22-25].
In order to run DIESEL-RK kernel under the control of external codes
intended for optimization or for simulation of vehicle where the engine has
been used, the special interface is developed. The interface includes text files
with input data and output data. The DIESEL-RK solver may be run by
external code via batch file

22
 Figure 3:1Selection of engine models used in the DIESEL-RK

Selection of engine models used in the DIESEL-RK is stipulated by the

requirements of a high accuracy of results, high rate of calculation and
generality. The last condition is a reason of refusal from empirical equations,
which are correct only in narrow boundaries. Authors have preferred
frequently laborious methods which consider the physical nature of
phenomena in engines. A number of calculation methods were developed by
authors of this project

Figure 3:2 DIESEL-RK with other Simulation Tools

23
3-5 History of the program

Development of the DIESEL-RK software core has been started in

1981-82 in the department of Internal Combustion Engines (Piston Engines),
Bauman Moscow State Technical University. From its very beginning the
software was devised as a tool for optimization research and, therefore, a
particular emphasis was made on the adequacy and operating speed of the
mathematical models and algorithms applied, many of those being original
authors’ codes.

All these years the work has been constantly carried out in touch with
engineers and computational research performed was to the order of different
manufacturers of Internal Combustion Engines (ICE). In this time the software
adequacy has been tested to fit dozens of engines of various types and
purposes. Many computational procedures and options were introduced into
the software to suit the demand of industrial enterprises – software users
including biggest engine manufacturers of Russia.
The software is intended primarily for ICE developers and researchers; hence
much attention is given to provide the product of convenient use for an
engineer. The input and output data therefore are organized in a way to suit
the industrial demand.
The first software version with a convenient interface and functions of
multi parametrical optimization was issued in 1991 owing to financial support
of [Link], to whom the project leader is truly grateful. The first DIESEL
software was in use among leading motor manufacturers of Russia because of
its convenient interface and core with the realized and at that time modern
combustion model of the compression ignition engine.

24
In 1993-1994 based on the novel computational code of mixture formation
and combustion in diesels, developed by professor of the Kharkov Polytechnic
Institute [Link], a new software generation was developed and issued:
DIESEL-4t software and its modification DIESEL-2t for two-stroke engines.
Being a DOS application, the programs were equipped with a window
interface reminding a Window application by appearance. For visualization of
the mixture formation process and combustion in a diesel Fuel Jet
Visualization code was included as part of DIESEL-RK software. In late 90s
remote access to the software via INTERNET was organized. The software
was intensively used not only within industrial enterprises but in the
educational process at the department of ICE (Piston Engines), Bauman
University, as well.
The year 2002 gave start to the development of the new Window NT-
oriented DIESEL-RK software. The software core was considerably improved
and included the up-to-date procedure for calculating toxic emissions with
account of the EGR system, multiphase injection research, what provides and
expands the potentialities of the diesel performances calculation. As a result of
hard work of the workers’ team the first version of DIESEL-RK software has
been issued in 2004.
As a professional product, DIESEL-RK software can be successfully
used by the beginners: students and PhD students of higher schools. To make
the process of numerous input data setting (being at times very time-
consuming) easier, and empirical coefficients setting easier, the software
comprises specific tools – settings wizards. The wizards will create data files
automatically on the basis of most general information on the engine to be
studied, using common technical solutions accepted in the motor-building
industry. Thus, the process of input data setting is considerably simplified, and

25
the most elaborate stage of computational research – calculation model
calibration – is simplified as well. The latter fact is special importance to
students having little experience, time and experimental date for customizing
the software with the engine, and also for the needs of researchers performing
quick examination of a particular engine design.
Multipart metrical optimization used in the software ensures a radically
increased efficiency of numerical research aimed at improving the technical
level of engines.
Over the course of its development DIESEL software has been always
using advanced mathematical models of combustion in a diesel. In the present
software version the RK-model is realized, taking into account specific
injection features and fineness of fuel spraying, dynamics of fuel sprays
evolution, interaction of sprays with air swirl and with the walls as well as
orientation of sprays in the piston bowl. In this case the model accounts for
conditions of each fuel spray evolution and thus generated near-wall flows as
well as their interaction.
Calculation of NOx emission is realized by the latest techniques: with
Zeldovich scheme and with Detail Kinetic Mechanism.
The software includes “Fuel Spray Visualization” code. This code
allows a user in pictorial form to analyze the animation picture of fuel sprays
evolution, their interaction with the piston bowl walls as well as with swirl and
among themselves. The code is helpful in designing the piston bowl shape and
in making a proper choice of diameter, number and directions of injector
nozzles for a particular fuel supply characteristic and swirl intensity.

26
 3-6 The Customers
A lot of research projects was carried out with codes DIESEL under the
contracts with many companies-manufacturers and researchers of engines in
Russia and Euro Union.
Table3-1 below show that the company using DIESEL -Rk and their country.
Country Customers Russian Customers
GERMANY Robert Bosch GmbH * JSC "Kolomna plant" (Kolomna)
ITALY LOMBARDINI srl * JSC "GAZ" ([Link]) *
HUNGARY ESPA AGENT Kft.* JSC "KamAZ"
(NaberezhnieChelny) *
UK WDL Ltd.* JSC "ZIL" (Moscow) *
USA General Motors * JSC "Zavolzhsky Engine Plant"
(Zavolzhie) *
UK PTL Power train JSC "Vladimir plant" (Vladimir) *
Technology *
GERMANY HEINZMANN GmbH * JSC "Auto diesel" (Yaroslavl) *
GERMANY Astremo Power train AG JSC "Altai Precision Components
Plant" (Barnaul) *
NETHERLANDS RDA * JSC "RUMO" (N. Novgorod)
SWEDEN FT Engineering AB * JSC " Penz diesel mash" (Penza)*
FINLAND Aumet OY * JSC "Ufa Motor" (Ufa) *
ITALY Istitu to Motor i -CNR * TsAGI (Moscow)
UK Sir Joseph Swan Centre JSC "Rybinsk Motors" (Rybinsk)
for Energy Research
Newcastle University * JSC "Liulka-Saturn" (Moscow) *
SWISS WARTSILA * JSC "OKB Sukhoy" (Moscow)

3-7 Calculation models used in the DIESEL-RK

Selection of engine models used in the DIESEL-RK is stipulated by the
requirements of a high accuracy of results, high rate of calculation and
generality. The last condition is a reason of refusal from empirical equations,
which are correct only in narrow boundaries. Authors have preferred

27
frequently laborious methods which consider the physical nature of
phenomena in engines.

3-8 SPSS:
The Spss is the approach of mathematical dealing collection, analysis
interpretation, and organization of data.
The Spss is a widely used program for statistical analysis in social science it is
also used by marked researcher, health researcher …etc.
And it has much application for a lot of purpose and in this case we focus abut
that relate to our search.

Figure 3:3 show that main window of the program

Common goal for a statistic research project is to investigate causality and in

particular to draw a conclusion in the effect of change in the values of
predictor or independent variables on dependent variable.

28
And we used in this section to create correlation between parameter that used
and get prediction equation.

3-9 Liner regression:

In the statistics the Liner regression is an approach for modeling
relationship between the scalar dependant variable one or more and
independent variable.
Liner regression is fairest type of regression analysis to be studies
rigorously and to be used extensively in particular application.
Liner regression has much particular use one of them is prediction ore error
prediction.

Figure 3:4 main window of the Liner regression

29
Table 3-2 Characteristics of engine Parameters Specification
Engine type Turbo charged diesel engine
Number of cylinders 4
Bore 103mm
Stroke 132mm
Compression ratio 18.3
Number of valves 16
Injection system direct injection
Displacement 4.399 liter
Cooling system Water

3-10 Engine Parameter Test in Diesel RK

When you open the program window appears containing several options, we
select (create new project)

Figure 3.5 show the select of new project step 1

Another window appears, and then chooses (NEXT).

30
 Figure 3.6 show the cylinder shape step 2

Figure 3.7 define the type of basic engine design step 3.

In the new window we select the name of the engine (a project name) and then
determine the type of working cycle choose (Four-Stroke Cycle ) after that
we choose the fuel and method of ignition (DI Diesel ) then press ( NEXT )

31
 Figure 3.8 show step 4.

In the new window define the type of basic engine design we choose (In-Line)
then we determine number of cylinder choose (0), and cooling system (Liquid
Cooling) then press (NEXT)

32
 Figure 3.9 show step 5.

In the new window we determine the cylinder bore (103 mm) and piston
stroke (132mm) then determine the nominal engine speed (900 rpm), and
compression ratio (18.3) and number of cylinder then press (NEXT)

Figure 3.10 show step 6

33
Ambient parameter on sea level window appears then choose the pressure
value (1 bar), and temperature value (288 K) and determine the application
type so we choose (Over land and on the sea), then press (NEXT)

Figure 3.11 the turbo charger (step 7)

In new window we choose super – or turbocharged engine , then choose Inter
cooling , according to cylinder head design we determine the number of
valves we choose ( four valves ), and then choose the range of injection
pressure ( 800 --- 1000 bar ) ,then press (Done ).

Figure 3.12 save the result file (step 8).

34
 Figure 3.13 other fuel input (diesel No.2)

In a second experiment, we do the same steps but use different fuel (methane
gas, and gasoline)

35
 CHAPTER IV
Results and discussion
 CHAPTER IV
Results and discussion
4-1 Preface
This section is considered the most important because it deals with
equation of prediction of NOx emission and values obtained from program
and compare them to get proportion of error required noting that the value set
in the round was taken as a model of many values for clarification and
modified prediction obtained from program of statistical analysis.
After make correlation and compare the predict value with numerical value
and compeer them and get error we explain the relation between the parameter
by using chart.

4-2 Effect of rpm on NOx emission

NOx directly result of very high in cylinder temperature.
High engine load cusses in high in cylinder temps as rpm increase, the load
goes down even though the engine is making more torque so peak temperature
start decreasing as rpm increasing and hence reduction in NOx emission.
Increase in rpm reduction in engine load reduction in NOx emission.

36
 Figure 4-1 The relation between the NOx and rpm

4-3 Effect of CR on NOx emission

The simulation has been corrected out for compression ratio the
analysis of simulation result show that the higher compression ratio result in
higher cylinder pressure and higher heat release rate as well as slower ignition
delay.
The NOx emission increase at higher compression ratio due to the higher
pressure and temperature.

37
 Figure 4-2 Relation between the NOx and compression ratio

4-4 Effect of PR on NOx emission

The simulation correct out the propose of turbo charger for the engine and the
result emission are compared to the naturally aspirated engine and the level of
NOx are higher in term of their concentration in the exhaust with the naturally
and same time the emission produced by turbo charged engine are respectively
lower and higher than those the naturally aspirated engine It seen that the
relation between them is not constant that depended on air observed.

38
 Figure 4-3 The relation between the NOx and pressure ratio

4-5 NOx prediction

To predict the NOx emission from the measured in-cylinder pressure
using engine parameter, the cylinder pressure and the cylinder temperature
characteristics of the combustion are described.
The comparison of the cylinder pressure and cylinder temperature of diesel
and biodiesel fuel is also discussed in detail. Finally the predicted NOx
emissions values from cylinder pressure measurement were compared with
measured NOx emission for both diesel and biodiesels fuel.
The beauty of the new NOx prediction method is that the parameters
which can be used for the NOx predictions are already a must measure
parameters during engine development and calibration for combustion and

39
performance analysis. Furthermore, the correlation between engine parameter
and NOx emission would be integrated with the non-destructive engine
dynamics data, e.g. vibration and acoustic emission, to enable prediction of
NOx emission by dynamics data in future work

4-6 Prediction equation

To predict with NOx emission that emitted from internal compassion
engine we make correlation between our parameter by using SPSS program to
create equation by interring the values that in the table below.

Prediction of NOX = 451.00-0.4RPM+50.865CR+92.547PR

The table 4-1 below show that the value that given from Diesel-RK program
when applying the properties of engine comparing with predicted value and
error

40
 CR=20.3& PR=NA
Speed(rpm) Predicted Measured Error%
900 1126.3 1216.80 -8.035
1100 1046.3 1115.50 -6.595
1300 966.3 1048.40 -8.496
1500 886.3 919.64 -3.762
1700 806.3 782.98 2.892
1900 726.3 671.55 7.538
CR=24.3& PR=1.5
900 1561.6675 1365.00 12.59
1100 1481.6675 1313.40 11.375
1300 1401.6675 1292.00 7.824
1500 1321.6675 1215.50 8.88
1700 1241.6675 1184.60 4.596
1900 1161.6675 1151.90 .0841
CR=18.3& PR=2
900 1209.394 1111.30 8.11
1100 1129.394 1034.30 8.42
1300 1049.394 977.69 6.83
1500 969.394 936.40 3.4
1700 889.394 868.99 2.29
1900 809.394 806.10 0.41
CR=22.3& PR=2.5
900 1499.668 1328.30 11.8
1100 1379.668 1276.30 7.5
1300 1299.668 1254.20 3.5
1500 1219.668 1169.50 4.11
1700 1139.668 1134.10 0.49
1900 1059.668 1109.70 -4.72
CR=16.3& PR=3
900 1505.941 1426.70 5.26
1100 1425.941 1381.30 3.31
1300 1345.941 1337.80 0.506
1500 1256.941 1302.00 -3.586
1700 1185.941 1257.40 -6.03
1900 1105.941 1190.10 -7.61

41
Reveal that the NOx predicted and NOx Measured in the turbo charging
engine is analysis and comparing to get error that required.
Comparison of predict and measure engine out NOx trend of the
selected compression ratio change shown in fighter -4 the formulated model
able to predict the NOx emission trend at both speed relative error of NOx
prediction with the respect to the measure NOx values are within -8.035% to
7.538% which considered as a good NOx emission prediction see that in fig 4-
4
The above result show that the NOx emission trend at both speed
relative error of NOx prediction with the respect to the measure NOx values
are within 12.59% to .0841% which considered as a good NOx emission
prediction see that in fig 4-5
In fighter 6 we show that result show that the NOx emission trend at
both speed relative error of NOx prediction with the respect to the measure
NOx values are within 8.11% to 0.41% which considered as a good NOx
emission prediction see that in fig 4-6.
In fighter 7 we show that result show that the NOx emission trend at
both speed relative error of NOx prediction with the respect to the measure
NOx values are within 11.8% to -4.72% which considered as a good NOx
emission prediction see that in fig 4-7.
In fighter 6 we show that result show that the NOx emission trend at
both speed relative error of NOx prediction with the respect to the measure
NOx values are within 5.26% to -7.61% which considered as a good NOx
emission prediction see that in fig 4-8.

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The above result show that the comprehensive model has potential to predict
the NOx emission
Similarly, compression of predict and measure shown in figure above is
also able to predict the NOx emission trend at both speeds, the relative error
are in range of 12.59% to -7.61%this shows that formulated model is capable
of predicting of NOx emission with different of compression ratio see that in
fig 4-9.

Figure 4-4 Comparison of predict NOx and measure result when compression
ratio is 20.3 and pressure ratio is NA.

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 Figure 4-5 The relation between the NOx Predicted and measured when
compression ratio is 24.3 and pressure ratio is 1.5.

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 Figure 4-6 Relation between the NOx Predicted and measured when
compression ratio is 18.3 and pressure ratio is 2.

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 Figure 4-7 Relation between the NOx Predicted and measured when
compression ratio is 22.3 and pressure ratio is 2.5.

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 Figure 4-8 Relation between the NOx Predicted and measured when
compression ratio is 16.3 and pressure ratio is 3.

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Figure 4-9 Relation between the NOx Predicted and measured

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 CHAPTER V
Conclusion and Recommendation
 CHAPTER V
Conclusion and Recommendation
5-1Conclusion
In this study, the performance of using the specification of diesel engine
to predict the NOx emission has been investigated based on a specification of
diesel engine running with different values including revulsion per minute,
compression ratio and turbo charger
The NOx emission is predicted firstly using the specification of diesel
engine by DIESEL-RK programming software and using the prediction
equation to predict the NOx emission.
The measured and prediction results of NOx emission are compared and
it has been shown that the deviation of the values obtained from the model
from the measured values is less than to12% based on the predication.
In this study the prediction of Nox emission from vehicles was investigated
numerically, to figure out how change in compression ratio and rpm is useful
to reduce NOX emission and reduce the fuel consumption, the results obtained
are summarized as follows:
1- Finally, through this research we find that the change in rpm and
compression ratio and turbo charger effect on NOx emission
2- Decrease the NOX emission and fuel consumption to format depend on
high rpm and less CR, hence NOX emission decreases with increasing
rpm and decreases compression ratio.
3- The DIESEL-RK method is most effective and gives good result in a
few times and it doesn’t cost.
4- We get good result whenever we run alt of test

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 Recommendation
1. We recommend that this project can applied experimentally and by
another program software such as CFD , Mat lab, EGR … etc , and can
use for high load vehicles such as trucks …etc
2. We recommend that the researcher to use diesel-Rk soft ware instead of
empirical test to invest the time and money and effort
3. 3-Enacting strict laws that prevent NOx emissions
4. Conversion of nitrogen oxides into more moderate compounds and
attention to vegetation and renewable energy.
5. 5-The researcher they wont to applying the diesel-Rk software you
should to knew they have a good network before to starting so as not
waste their time because the program is online calculation.

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