Model Answer 2014

Engineer / Ahmed Tarek Mostafa

1.a) With a diagrammatic sketch, Illustrate qualitatively the processes by

which pollutants are formed within the cylinder of a conventional sparkignition engine

The spark-ignition engine exhaust

gases contain oxides of nitrogen (nitric oxide, NO,and small
amounts of nitrogen dioxide, N02-collectively known as NOx),
carbon monoxide (CO), and organic compounds which are
unburned or partially burned hydrocarbons (HC).
The relative amounts depend on engine design and operating
conditions.

2.b) The most important engine variables that affect NO emissions

are the fuel/air equivalence ratio, the burned gas fraction of the incylinder unburned mixture, and spark timing. Through this
statement illustrate how the following parameters vary with crank
angle;
1. Measured cylinder pressure and calculated mass fraction burned
xb,
2. Calculated temperature of unburned gas Tu and late burning
elements Tb,
3. Calculated NO concentrations in early- and late burning elements.

Model Answer 2014

Engineer / Ahmed Tarek Mostafa

2.a) Show how CO levels in the exhaust of a conventional spark-ignition

engine varies with different fuel compositions.
With rich fuel-air mixtures there is insufficient oxygen to burn
fully all the carbon in the fuel to CO2; also, .in the hightemperature products, even with lean mixtures, dissociation ensures
there are significant CO levels.
For fuel-rich mixtures, CO concentrations in the exhaust increase
steadily with increasing equivalence ratio, as the amount of excess
fuel increases.
For fuel-lean mixtures, CO concentrations in the exhaust vary little
with equivalence ratio .
Since spark-ignition engines often operate close to stoichiometric
at part load and fuel rich at full load, CO emissions are significant
and must be controlled.
Thus improved cylinder-to-cylinder fuel/air ratio distribution has
become essential.
Also, because it is necessary to enrich the fuel-air mixture when
the engine is cold, CO emissions during engine warm-up are much
higher than emissions in the fully warmed-up state.

Model Answer 2014

Engineer / Ahmed Tarek Mostafa

Further, in transient engine operation during acceleration and

deceleration, control of fuel metering has had, to be improved.
3.a) For production piston rings and sealed ring-orifice ring designs,
show the correlation between exhaust hydrocarbon emissions and oil
consumption rate.
ABSORPTION AND DESORPTION IN ENGINE OIL.
Exhaust HC levels from a clean engine can double or triple when
operated on a fuel containing 5 percent lubricating oil over a period
of order 10 minutes.
The absorption and desorption mechanism would work as follows.
The fuel vapor concentration within the cylinder is close to the
inlet manifold concentration during intake and compression.
Thus, for about one crankshaft revolution, any oil film on the walls
will absorb fuel vapor.
During the latter part of compression, the fuel vapor pressure is
increasing so, by Henry's law, absorption will continue even if the
oil was saturated during intake.
During combustion the fuel vapor concentration in the bulk gases
goes essentially to zero so the absorbed fuel vapor will desorb from
the liquid oil film into the gaseous combustion products.
Desorption could continue throughout the expansion and exhaust
strokes.
Some of the desorbed fuel vapor will mix with the hightemperature combustion products and Oxidize.
However, desorbed vapor that remains in the cool boundary layer
or mixes with the cooler bulk gases late in the cycle may escape
full oxidation and contribute to unburned HC emissions.
The increase in exhaust HC is proportional to the solubility of the
fuel in the oil.
3.b) Explain how diesel particulates consist principally of combustion
generated carbonaceous material.
Explain Soot

3.c) Hydrocarbon emissions levels from diesels vary widely with

operating conditions, explain the major causes of HC emissions in spark
ignition engines under normal operating conditions.
Explain hydrocarbon emissions in spark ignition engines