Fuels and Alternative fuels for IC Engines Gasoline and Diesel Most common fuels used in IC engines are gasoline and diesel, they are Complex mixtures of hydro-carbons made by refining petroleum. Petroleum is basically a mixture of hydrocarbon compounds which are made up exclusively of carbon and hydrogen atoms. In addition it may contain small quantities of other compounds like sulpher, oxygen and nitrogen. Metallic compounds such as derivatives of vanadium, nickel, iron, arsenic etc. are found. In a hydro-carbon molecule the carbon and hydrogen atoms may be linked in different ways and this linking influences the chemical and physical properties of different hydrocarbons groups. The constitution of crude petroleum are classified in four main groups. They are: Paraffins having general formula - CaHan +2 Aeromatics having general formula - CaHan~6 Napthens having general formula - CoHzn Oliffins having general formula - CrHon Commercial gasoline and diesel are mixtures of about 200 hydrocarbons belonging to the above four hydrocarbon groups. Desirable properties of Fuels for IC Engines 1. High energy density/High calorific value 2. Good combustion qualities 3. High thermal stability, no pre-ignition 4. Low deposit forming tendencies 5. Compatibility with engine hardware 6. Good fire safety 7. Low toxicity/low pollution 8. . High volatility 9. It must be cheap and should be available everywhere 40. It should not form gum and varnish 11. Easy transferability and on-board vehicle storage/Easy to handle 12. Should mix readily with airASTM Distillation Apparatus Thermometer Condenser 100 c.c. graduated: Front Mid Tail end 0-20%. 20-80% 80 -100%. k Long trip economy _ Prevention of carburetion icing Prevention of hot stalling | t) 1 Evaporation! : loss content U £ ° Prevention Prevention | oa = of vapour 1 Of dilution s lock f 1 - 1 Ease of hot Crankcase starting I deposits : Gum > ' Engine warm up. | spark plug = L._Acceleration and power fouling 2 LL. Engine smoothness ane £ L.. Short trip economy | £ ap @Altemative Fuels & Power Sources Alcohols (CH,OH, [Link]) + CNG + LPG + Hydrogen * Biodiesel * Biogas + Producer gas + DME el + EV & Hybrid Vehicle (batteries and fuel cells)Phyco-Chemical Properties Bolling Point deg C Qi 65 8 LAV(mmass) Mulkg fuel 500 «199 268445 Octane Number (Res) 2 (2 1 90-98 Octane Number (Res) 2 86 12—Ct1 80-90 ‘Stoic AFF ratio mass 7264894 147. ‘Auto igintion temp, K 3790780 Adiabatic Flame Temp, K aa 51 2197 Flamability Limit 55-15 55-26 35-26 Molecular weight BT 2A GTNVariation of Power & Efficiency with A/F in SI Engines @ Mian feu er Sum) Air-fuel ratio a Iaex faleomiy 8 0.09 0.08 0.07 0.06 0.04 4. obtaumed ale Mawr Four Slag hilly loam or Unrsf b oblaned of Chern colby Gevee}’ 100 stiafrdl Ni chor Ade nats ort Bocupe amar: Ce ceury Cees $0 i> veleared AY rea vel cohein sha hb Crary GOO Com late = 20 uct 1D Baibrecdu cod Combusten - < So Wet all 6, aah Jor Any present mt - \z linn ie ee leorn cmnialinn \ § Cylinder to vnbvodued. ee (anal WY ae) 7 = / eenBoo combnmse [ot foo Fuel consumption kg per kWh > = € ¥ $ 3 R a 9.0 9.5 10.0 Fig. 11.3 Fuel consumption and imep curve for various A/F ratios:Variation of Power & Efficiency with A/F in SI Engines i ight ' h 0 wl 4 2 fe g El} 100 90 a pore Air Pollution Any substance added to the air in sufficient concentration to have measurable effect on human, animals, vegetation or building materials. Pollutants in atmosphere Oxides of Carbon- CO and CO2 Hydrocarbons including VOC such as PAN, Benzene, Aldehyde, Ketone etc Oxides of Nitrogen (NOX) SPM including PM2.5 and PM10 Visible smoke Oxides of Sulpher (SOx)NH3 O3 etc POLLUTANTS FROM SI &CI VEHICLES UN-REGULATED POLLUTANTS ALDEHYDES PAH SOx (Regulated by fuel modifications) BENZENE Mechanism of formation of CO CO is an intermediate product of hydrocarbon oxidation and is very stable compound. If there is deficiency in availibility of oxygen at the vicinity of the flame during combustion, then CO will not be converted to co2. If the time availibility is insufficient for the combustion process, it will be resulted in CO emissions. If the flame quenches then CO may produce. Mechanism of formation of hydro-carbons Wall quenching: At the wall of the combustion chamber the temperature is low, due to which flame quenches near the wall resulting in HC emissions. Valve overlapping: During valve overlap some of the fresh charge 1"escape the combustion and Passes through the exhaust valve resulting in hydro-carbon emissions, Crevice Mechanism: During operation some fuels enter crevices and the flame do not enter the crevices. During the power stroke hydro-carbons comes out of the crevices and escape through the exhaust port, Absorption in oil layer: During compression stroke some hydro-carbons are absorbed in the oil layers of the cylinder. The flame quenches near the wall and hydro-carbons which are absorbed in the oil layer will come out to the cylinder during exhaust stroke and escape through exhaust valve. Mechanism of formation of NOx Nitrogen is an inner gas. However, it oxidized in presence of oxygen when flame temperature is above 1400 K. Normally, the flame temperature in SI engines is above 1400 K most of the time. The temperature is very high when the load is high. The NOX formation is low at part load operations. Control of exhaust emissions by optimizing design and operating variables Air-Fuel Ratio, MPFI Compression Ratio Supercharging Ignition Timing Crevices Area, Misfiring, Short circuiting Fuel Quality and Alternative Fuels 12Control of Exhaust emissions- Variations of CO, HC & NOx with the variation of A/F ratio[Nox ppm Effect of CR on NOx Formation Control of emissions by Catalytic Converter Four basic designs have been developed Oxidation Catalytic Converter Dual bed Catalytic Converter Three way Catalytic Converter and Denox (lean burn) Catalytic ConverterNoH,0, CO, Three-way catalyst fare Conversion efficiency of a CC Conversion efficiency = (min - Mouw)/Mn = 1- Mout/Min Conversion efficiency of a new catalytic converter is 1698 - 99 % for CO and 95% for HC 100 Catalyst ficiency (4) ot BBEEEISS 1448 #144 #145 146 147° 148 148 Alch Lean. Air-fuel ratioEvaporative Emission Control Systems (EVAP)POSITIVE CRANKCASE VENTILATION SYSTEM CU vaive Minimum flow at idle/low speed ‘Biowby vopors entering crankcase Control of blow-by emissions Photochemical Smog Photochemical smog isa mixture of pollutants that are formed when nitrogen oxides and volatile organic compounds (VOCs) react to sunlight, creating a brown haze above cities. In most parts of our country, it tends to occur more often in winter when ultravoilet light from sun reacts NOx 19Pram ap eat es esge a Pres on omen Sas area a8 oem all oO Process of Photochemical Smog Formation ids the ozone Sunlight causes the photo-dissociation of nitrogen and oxygen. Thi and the atoms of oxygen. Then the reaction of oxygen atoms with water takes place. This results in the formation of hydroxyl radicals. These hydroxyl radicals oxidize hydrocarbons which results in the formation of hydrocarbons radicals. ‘Then the oxidization of hydrocarbons takes place which results in the formation of a class of chemicals. This class of chemicals is aldehydes. 20‘Aldehyde oxidizes to formaldehyde peroxides as well as aldehyde peroxy acids. Most noteworthy, these are the pollutants that lead to the creation of many health problems. Formaldehyde, acetaldehyde and other aldehydes are also produced when alcohols are oxidised. If only 10 per cent ethanol is added to gasoline (as is common in American E10 gasohol and elsewhere), aldehyde emissions increase 40 per cent. Burning biodiesel also emits aldehydes and other potentially hazardous aromatic compounds which are not regulated in emissions laws. 21