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Biodiesel:
[6]
Emissions:
[1]
Reduced CO emission:
A 100% sulphur dioxide reduction is reasonable taking into
account that biodiesel, by its vegetal origin, does not contain
sulphur. The CO emissions for biodiesel combustion in diesel
engines are 40 to 50% lower than those for conventional diesel;
this happens due to the presence of oxygen molecules in the
biodiesel, mainly in the methyl or ethyl ester, helping to obtain
complete combustion.
Reduced Particulate Matter:
High gas temperatures and high temperatures of the combustion
chamber wall contributes to less smoke and particulates. PM
emissions among biodiesels could be due to either their chemical
composition or their physical properties.The oxygen content of
biodiesel is favorable in reducing the PM emission.PM emission
decreases with increasing degree of unsaturation. The reduction
of smoke is due to the dilution of aromatics, which are soot
precursors. PM emission depends on viscosity and surface tension.
Fuels with low cetane value undergo prolonged premixed
combustion phases that are responsible for less soot formation.
Reduced Hydrocarbons:
Since biodiesel is an oxygenated fuel, it promotes combustion and
results in the reduction of unburned hydrocarbon emissions. A
decrease of unburned hydrocarbons due to complete combustion
takes place, because the chains of carbon-hydrogen and oxygen
in esters help the formation of CO2 and water unlike to what
occurs with diesel fuel.
Increased NOX Emission
Ethanol:
Ethanol refers both to ethyl alcohol and to a blend of ethyl alcohol
and gasoline used as a motor vehicle fuel. In the U.S. most
ethanol is used in blends of up to 10% ethanol and 90% gasoline
(E10 or gasohol) to reduce carbon monoxide emissions and
prevent air pollution. E10 is not considered an alternative fuel,
and conventional gasoline engines can run on E10. Although
motor vehicle gasoline engines can run on E10, only flexible fuel
vehicles (FFVs) with specially modified engines can use the more
corrosive E85. The main difference between FFVs and
conventional gasoline vehicles are the materials used in the fuel
management system and modifications to the engine calibration
system.FFV engine parts are modified to resist corrosion, and a
fuel system sensor in the engine analyzes the fuel mixture and
adjusts the fuel injection and ignition accordingly.
CO emission:
The reduction in CO concentration using blended fuels is due to
the fact that ethanol (C2H5OH) has less carbon than gasoline
(C8H18). Another significant reason of this reduction is that the
oxygen content in the blended fuels increases the oxygen-to-fuel
ratio in the fuel-rich regions. The most significant parameter
affecting CO concentration is the relative airfuel ratio () .
Relative airfuel ratio () approaches 1 as the ethanol content of
the blended fuel increases, and consequently combustion
becomes complete.
CO2 Emission:
CO2 concentration increases as the ethanol percentage increases.
CO2emission depends on relative airfuel ratio and CO emission
concentration. As a result of the lean burning associated with
increasing ethanol percentages, the CO2 emission increased
because of the improved combustion.
HC Emissions: Ethanol can significantly reduce HC emissions. The
concentration of HC emission decreases with the increase of the
relative airfuel ratio, the reason for the decrease of HC
concentration is similar to that of CO concentration described
above.
[2
]
NOX Emission:
As the percentage of ethanol in the blends increases NOX
emission increases. When the combustion process is closer to
stoichiometric, flame temperature increases, therefore, the
NOx emission is increased, particularly by the increase of thermal
NO.
Carbonyl Emissions:
Carbonyl
emissions(acetaldehyde,formaldehayde,propionaldehyde)
increases with increasing ethanol percentage in the ethanol
gasoline blend. Carbonyls are formed primarily from the reaction
of hydrocarbons with OH radicals. Combustion of ethanol tends to
Emission Characteristics:
Hendriksen(2003),Verbeek
2008)
[5]
[5]
[5]
Hydrogen(H2)
Hydrogen (H2) is the lightest and simplest gas. This makes it a
very clean energy source. Storage of this gaseous fuel for
transportation use poses challenges that are currently being
researched. The two methods of manufacturing hydrogen fuel
currently result in costs of $3 to $4 dollars a gallon and use
electricity or natural gas, which typically results in air emissions.
A safe hydrogen fuel distribution system needs to be developed to
make the quantities necessary for transportation readily
available. The ability to create the fuel from a variety of resources
and its clean-burning properties make it a desirable alternative
fuel.
Pure hydrogen and hydrogen mixed with natural gas (hythane)
have been used effectively to power automobiles with internal
combustion engines. Hydrogen's real potential rests in its future
role as fuel for fuel cell vehicles. Hydrogen and oxygen fed into a
proton exchange membrane (PEM) fuel cell "stack" produce
enough electricity to power an electric automobile, without
producing any harmful emissions from the vehicle. However,
there are four basic issues regarding hydrogen-fueled engines and
vehicles: engine backfire and susceptibility of hydrogen to surface
ignition, somewhat reduced engine power, high nitric oxide (NOx)
emissions, and the problem of on-board storage of the fuel and
safety. Although partial solutions have been found to most of
these problems, there still is no general consensus of the best
method to finally resolve all of these issues .
Emission Characteristics:
It can be observed that
the minimum HC emission
for the three compression
ratios used in testing
occurred at an
equivalence ratio of about
0.7 and for a compression
ratio of 11:1, and further
increase of the
equivalence ratio beyond
this value resulted in a
[3]
As seen from the figure, the highest HC emission for the three
compression ratios used in testing occurred at an equivalence
ratio of about 1.2 for a compression ratio of 7:1. At equivalence
ratio of 1.0, the percentage reduction in HC emission noticed
when the compression ratio was increased from 7 to 11 was
around 22.4%.
[3]
As seen from the above figure variation in NOx concentration
levels is a function of the equivalence ratio for all compression
ratios. It increases for all compression ratios initially with
increasing equivalence ratios, reaches a peak value, and decline
with increasing equivalence ratio thereafter. These trends can be
explained by the fact that NO formation reactions depend upon
temperature in the combustion chamber, mixture strength, and
available oxygen, and they occur primarily in the post flame
gases. The type of the fuel used affects the flame temperatures
and the sufficiency of the available oxygen is affected by the
stoichiometry, which is in turn a function of the type of fuels used.
As the mixture air-fuel ratio gets leaner, the temperature
prevalent in the combustion chamber drops thus leading to a
weakening of the NOx formation kinetics. As the compression
ratio increases, it is observed in figure that the peak NOx
emission occurs at equivalence ratios that are leaner. At higher
compression ratios, the charge condition at the start of
combustion would be more homogeneous and this helps in
shifting the peak NOx occurrence points to the leaner side.
The term CNG (Compressed Natural Gas) stands for natural gas
which is
compressed at a pressure of 200 bar. The use of natural gas as a
fuel requires engines which work according to the Otto principle.
Therefore, for cars running on natural gas, Otto engines are used,
which are optimised for the use of natural gas. The adaptation
can be done exclusively for natural gas without the possibility of
using gasoline (dedicated vehicles) or for gasoline and natural gas
(bivalent vehicles). Switching from one fuel to the other can be
done by the driver at the dashboard or automatically if one of the
fuels is running out. However, diesel engines are required in
natural gas fuelled trucks and buses, which are adapted to the
Otto principle exclusively in the monovalent mode.
Emission Characteristics:
CO emission:
[4]
CO2 emission:
The carbon dioxide values for diesel are in range of 1.5% to2.00%
and it is getting less while inducting CNG gas. Some amount of
CNG gas replacing air in the intake pipe that leads to insufficient
of air for proper combustion and fuel becomes rich mixture. This
may be the reason for getting less CO2 emissions while using
CNG gas as fuel. Figure shows that the CO2 emission values are
getting lower for CNG induction of irrespective of induction length
and for induction length decreasing the CO2 values is decreasing
with load compared to other induction lengths.
[4]
Unburned hydrocarbons:
[4
]
Because of non-homogeneity
of fuel air mixture some local
spots in the combustion
chamber will be too lean to
combust properly. Other
spots may be too rich,
without enough oxygen to
burn all the fuel. With under
mixing some fuel particles in
fuel rich zone never react
due to lack of oxygen. By
induction of CNG at, there
was a little replacement of
CNG which causes low volumetric efficiency and leads to improper
mixing of fuel.
[4]
NOx emissions are result of attaining very high temperatures in
the combustion chamber. In cylinder pressure and fuel air ratio
also decides the NOx emission in the exhaust gas. As the
induction distance increases away from the engine the NOx
emissions are decreasing . The increasing in NOx emissions is due
to increase in temperature and in cylinder pressure compared to
that of diesel operation
References:
[1]California Air Resources Board, National Biodiesel Board and A Comprehensive Analysis of
Biodiesel Impacts on Exhaust Emissions, United States Environmental Protection Agency,
EPA420-P-02-001, October 2002
[2] B. Ghobadiana, T. Tavakolia, D.R. Buttsworthb, T.F. Yusafb, M. Faizollahnejad,Performance
and exhaust emissions of a gasoline engine with ethanol blended gasoline fuels using artificial neural
network, Applied EnergyVolume 86, Issue 5, May 2009, Pages 630639
[3] Syed Yousufuddin K. Venkateswarlu G. R. K Sastry, Effect of Compression Ratio and Equivalence
Ratio on the Emission Characteristics of a Hydrogen-Ethanol Fuelled Spark Ignition Engine,
International Journal of Advanced Science and TechnologyVol. 40, March, 2012
[4] Alpesh K. Panchal Chirag M. Patel Gaurav P. Rathod Tushar M. Patel,Performance and Exhaust Gas
Emission of Compressed Natural Gas Fueled Internal Combustion Engine in Dual Fuel Mode,
International Journal for Research in Technological Studies| Vol. 1, Issue 6, May 2014
[5] Norazlan B. H The Study of Combustion Characteristics for different Compositions of LPG, Faculty
of Chemical and Natural Resources Engineering Universiti Malaysia Pahang MAY 2008
[6] Christian R. C., Joao A. C. Jose L. S., Biodiesel CO2 emissions: A comparison with the main fuels
in the Brazilian market