Performance evaluation of nonthermal plasma reactors for NO oxidation in diesel engine exhaust gas treatment

The discharge plasma-chemical hybrid process for NO/sub x/ removal from the due gas emissions is an extremely effective and economical approach in comparison with the conventional selective catalytic reduction system. In this paper we bring out a relative comparison of several discharge plasma reactors from the point of NO removal efficiency. The reactors were either energized by AC or by repetitive pulses. Ferroelectric pellets were used to study the effect of pellet assisted discharges on gas cleaning. Diesel engine exhaust, at different loads, is used to approximately simulate the due gas composition. Investigations were carried out at room temperature with respect to the variation of reaction products against the discharge power. Main emphasis is laid on the oxidation of NO to NO/sub 2/, without reducing NOx concentration (i.e., minimum reaction byproducts), with least power consumption. The produced NO/sub 2/ will be totally converted to N/sub 2/ and Na/sub 2/SO/sub 4/ using Na/sub 2/SO/sub 3/. The AC packed bed reactor and pelletless pulsed corona reactor showed better performance, with minimum reaction products for a given power, when the NO concentration was low (/spl sim/100 ppm). At high engine loads (NO>300 ppm) there was not much decrease in NO/sub x/ reduction and more or less all the reactors performed equally. The paper discusses these observations in detail.

Pulsed plasma treatment for NOx reduction from filtered/unfiltered stationary diesel engine exhaust

A detailed study on the removal of oxides of nitrogen (NOx) from the filtered/unfiltered exhaust of a stationary diesel engine was carried out using non-thermal plasma (pulsed electrical discharge plasma) process and cascaded processes namely plasma- adsorbent and plasma-catalyst processes. The superior performance of discharge plasma with regard to NOx removal, energy consumption and formation of by-products in unfiltered exhaust environment is identified. In the cascaded plasma-adsorbent process, the plasma was cascaded with adsorbents (MS13X/Activated alumina/Activated charcoal). The cascaded process treating unfiltered exhaust exhibits a very high NOx removal compared to the individual processes and further, the cascaded process gives almost the same NOx removal efficiency irrespective of type of adsorbent used. In the cascaded plasma- catalyst process, the plasma was cascaded with activated alumina catalyst at high temperature. The synergy effect and improved performance of the cascaded process are explained. Further, experiments were conducted at room temperature as well as at higher temperatures.

Corona treatment for NOx reduction from stationary diesel engine exhaust: Impact of nature of energization and exhaust composition

A detailed study on the removal of oxides of nitrogen (NOx) from the exhaust of a stationary diesel engine was carried out using non-thermal plasma (dielectric barrier discharge) process. The objective of the study was to explore the effect of different voltage energizations and exhaust composition on the NOx removal process. Three types of voltage energizations, namely AC, DC and Pulse were examined. Due to the ease of generation of high voltage AC/DC electrical discharges from automobile/Vehicular battery supply for possible retrofitting in exhaust cleaning circuit, it was found relevant to investigate individual energisation cases in detail for NOx removal. AC and Pulse energisations exhibit a superior NOx removal efficiency compared to DC energisation. However,Pulse energisation is found to be more energy efficient. Experiments were further carried out with filtered/ unfiltered (raw) exhaust under pulse energisations. The results were discussed with regard to NOx removal, energy consumption and formation of by-products.

A Laboratory Analysis of Plasma Based Hybrid Techniques for Treating Engine Exhaust

A detailed study on the removal of pollutants (NOx, aldehydes and CO) from the exhaust of a stationary diesel engine is carried out using barrier discharge hybrid plasma techniques. The objective of the study is to make a comparative analysis. For this purpose, the exhaust treatment was carried out in two stages. In the first stage, the exhaust was treated with plasma process and plasma-adsorbent hybrid process. The effectiveness of the two processes with regard to NOx removal and by-product reduction was discussed. In the second stage, the exhaust was treated by plasma and plasma-catalyst hybrid process. The effectiveness of the two processes with regard to pollutants (NOx, CO) removal and by-product reduction was analyzed. Finally, a comprehensive comparison of different techniques has been made and feasible plasma based hybrid techniques for stationary and non-stationary engine exhaust treatments were proposed.

Treatment of NOx from Diesel Engine Exhaust by Dielectric Barrier Discharge Method

This paper reports improved performance of advantages when compared to its counterpart as it is cost discharge plasma in filtered engine exhaust treatment. Our effective, low capital and operation costs, salable by- paper deals about the removal of NOX emissions from the diesel products, and integration with the existing systems. In this exhaust by electric discharge plasma. For the treatment of diesel paper we describe an alternate reactor geometry referred to exhaust a new type of reactor referred to as cross-flow dielectric as cross-flow DBD reactor, where the exhaust gas flow barrier discharge reactor has been used, where the gas flow is perpendicular to the wire-cylinder reaction chamber. This perpendicular to the corona electrode. Experiments were reactor is used to treat the actual exhaust of a 3.75 kW diesel- conducted at different flow rates ranging from 2 l/min to 10 l/ generator set. The main emphasis is laid on the NOX treatment min. The discharge plasma assisted barrier discharge reactor of diesel engine exhaust. Experiments were carried out at has shown promising results in NOX removal at high flow rates.

Dielectric Barrier Discharge Cascaded with Red Mud Waste to Enhance NOX Removal from Diesel Engine Exhaust

Red mud is a waste by-product generated during the processing of bauxite, the most common ore of aluminium. With the presence of ferric oxide, high surface area, resistance to poisoning and low cost, red mud made itself a good alternative to the existing commercial automobile catalyst. The cascading of dielectric barrier discharge plasma with red mud improved the NOX removal from diesel engine exhaust significantly. The DeNO(X) efficiency with discharge plasma was 74% and that with red mud was 31%. The efficiency increased to 92% when plasma was cascaded with red mud catalyst operating at a temperature of 400 degrees C. The NOX removal was dominated by NO2 removal. The studies were conducted at different temperatures and the results were discussed.

Experiments on and thermodynamic analysis of a turbocharged engine with producer gas as fuel

This article presents the studies conducted on turbocharged producer gas engines designed originally for natural gas (NG) as the fuel. Producer gas, whose properties like stoichiometric ratio, calorific value, laminar flame speed, adiabatic flame temperature, and related parameters that differ from those of NG, is used as the fuel. Two engines having similar turbochargers are evaluated for performance. Detailed measurements on the mass flowrates of fuel and air, pressures and temperatures at various locations on the turbocharger were carried out. On both the engines, the pressure ratio across the compressor was measured to be 1.40 +/- 0.05 and the density ratio to be 1.35 +/- 0.05 across the turbocharger with after-cooler. Thermodynamic analysis of the data on both the engines suggests a compressor efficiency of 70 per cent. The specific energy consumption at the peak load is found to be 13.1 MJ/kWh with producer gas as the fuel. Compared with the naturally aspirated mode, the mass flow and the peak load in the turbocharged after-cooled condition increased by 35 per cent and 30 per cent, respectively. The pressure ratios obtained with the use of NG and producer gas are compared with corrected mass flow on the compressor map.

Adaptation of small capacity natural gas engine for producer gas operation

This article addresses the adaptation of a low-power natural gas engine for using producer gas as a fuel. The 5.9 L natural gas engine with a compression ratio of 10.5:1, rated at 55 kW shaft power, delivered 30 kW using producer gas as fuel in the naturally aspirated mode. Optimal ignition timing for peak power was found to be 20 degrees before top dead centre. Air-to-fuel ratio (A/F) was found to be 1.2 +/- 0.1 over a range of loads. Critical evaluation of the energy flows in the engine resulted in identifying losses and optimizing the engine cooling. The specific fuel consumption was found to be 1.2 +/- 0.1 kg of biomass per kilowatt hour. A reduction of 40 per cent in brake mean effective pressure was observed compared with natural gas operation. Governor response to load variations has been studied with respect to frequency recovery time. The study also attempts to adopt a turbocharger for higher power output. Preliminary results suggest a possibility of about 30 per cent increase in the output.

Influence of stack geometry and resonator length on the performance of thermoacoustic engine

Thermoacoustic engines convert heat energy into high amplitude sound waves, which is used to drive thermoacoustic refrigerator or pulse tube cryocoolers by replacing the mechanical pistons such as compressors. The increasing interest in thermoacoustic technology is of its potentiality of no exotic materials, low cost and high reliability compared to vapor compression refrigeration systems. The experimental setup has been built based on the linear thermoacoustic model and some simple design parameters. The engines produce acoustic energy at the temperature difference of 325-450 K imposed along the stack of the system. This work illustrates the influence of stack parameters such as plate thickness (PT) and plate spacing (PS) with resonator length on the performance of thermoacoustic engine, which are measured in terms of onset temperature difference, resonance frequency and pressure amplitude using air as a working fluid. The results obtained from the experiments are in good agreement with the theoretical results from DeltaEc. (C) 2012 Elsevier Ltd. All rights reserved.

Heat fluctuations and coherences in a quantum heat engine

Quantum coherence can affect the thermodynamics of small quantum systems. Coherences have been shown to affect the power generated by a quantum heat engine (QHE) which is coupled to two thermal photon reservoirs and to an additional cavity mode. We show that the fluctuations of the heat exchanged between the QHE and the reservoirs strongly depend on quantum coherence, especially when the engine operates as a refrigerator, i.e., heat current flows from the cold bath to the hot bath. Intriguingly, we find that the ratio of positive and negative (with respect to the thermodynamic force) fluctuations in the heat current satisfies a universal coherence-independent fluctuation theorem.

Effect of resonator length and working fluid on the performance of twin thermoacoustic heat engine - experimental and simulation studies

Success in the advancement of thermoacoustic field led the researchers to develop the thermoacoustic engines which found its applications in various fields such as refrigeration, gas mixture separation, natural gas liquefaction, and cryogenics. The objective of this study is to design and fabricate the twin thermoacoustic heat engine (TAHE) producing the acoustic waves with high resonance frequencies which is used to drive a thermoacoustic refrigerator efficiently by the influence of geometrical parameters and working fluids. Twin TAHE has gained significant attention due to the production of high intensity acoustic waves than single TAHE. In order to drive an efficient thermoacoustic refrigerator, a twin thermoacoustic heat engine is built up and its performance are analysed by varying the resonator length and working fluid. The performance is measured in terms of onset temperature difference, resonance frequency and pressure amplitude of the oscillations generated from twin TAHE. The simulation is performed using free software DeltaEC, from LANL, USA. The simulated DeltaEC results are compared with experimental results and the deviations are found within +10%.

Review on atomization and sprays of biofuels for IC engine applications

Ever increasing energy requirements, environmental concerns and energy security needs are strongly influencing engine researchers to consider renewable biofuels as alternatives to fossil fuels. Spray process being important in IC engine combustion, existing literature on various biofuel sprays is reviewed and summarized. Both experimental and computational research findings are reviewed in a detailed manner for compression ignition (CI) engine sprays and briefly for spark ignition (SI) engine sprays. The physics of basic atomization process of sprays from various injectors is included to highlight the most recent research findings followed by discussion highlighting the effect of physico-chemical properties on spray atomization for both biofuels and fossil fuels. Biodiesel sprays are found to penetrate faster and haw narrow spray plume angle and larger droplet sizes compared to diesel. Results of analytical and computational models are shown to be useful in shedding light on the actual process of atomization. However, further studies on understanding primary atomization and the effect of fuel properties on primary atomization are required. As far as secondary atomization is concerned, changes in regimes are observed to occur at higher air-jet velocities for biodiesel compared to those of diesel. Evaporating sprays revealed that the liquid length is longer for biodiesel. Pure plant oil sprays with potential use in CI engines may require alternative injector technology due to slower breakup as compared to diesel. Application of ethanol to gasoline engines may be feasible without any modifications to port fuel injection (PFI) engines. More studies are required on the application of alternative fuels to high pressure sprays used in Gasoline Direct Injection (GDI) engines.

Selection and thermodynamic analysis of a turbocharger for a producer gas-fuelled multi-cylinder engine

The current work addresses the use of producer gas, a bio-derived gaseous alternative fuel, in engines designed for natural gas, derived from diesel engine frames. Impact of the use of producer gas on the general engine performance with specific focus on turbo-charging is addressed. The operation of a particular engine frame with diesel, natural gas and producer gas indicates that the peak load achieved is highest with diesel fuel (in compression ignition mode) followed by natural gas and producer gas (both in spark ignite mode). Detailed analysis of the engine power de-rating on fuelling with natural gas and producer gas indicates that the change in compression ratio (migration from compression to spark ignited mode), difference in mixture calorific value and turbocharger mismatch are the primary contributing factors. The largest de-rating occurs due to turbocharger mismatch. Turbocharger selection and optimization is identified as the strategy to recover the non-thermodynamic power loss, identified as the recovery potential (the loss due to mixture calorific value and turbocharger mismatch) on operating the engine with a fuel different from the base fuel. A turbocharged after-cooled six cylinder, 5.9 l, 90 kWe (diesel rating) engine (12.2 bar BMEP) is available commercially as a naturally aspirated natural gas engine delivering a peak load of 44.0 kWe (6.0 bar BMEP). The engine delivers a load of 27.3 kWe with producer gas under naturally aspirated mode. On charge boosting the engine with a turbocharger similar in configuration to the diesel engine turbocharger, the peak load delivered with producer gas is 36 kWe (4.8 bar BMEP) indicating a de-rating of about 60% over the baseline diesel mode. Estimation of knock limited peak load for producer gas-fuelled operation on the engine frame using a Wiebe function-based zero-dimensional code indicates a knock limited peak load of 76 kWe, indicating the potential to recover about 40 kWe. As a part of the recovery strategy, optimizing the ignition timing for maximum brake torque based on both spark sweep tests and established combustion descriptors and engine-turbocharger matching for producer gas-fuelled operation resulted in a knock limited peak load of 72.8 kWe (9.9 bar BMEP) at a compressor pressure ratio of 2.30. The de-rating of about 17.0 kWe compared to diesel rating is attributed to the reduction in compression ratio. With load recovery, the specific biomass consumption reduces from 1.2 kg/kWh to 1.0 kg/kWh, an improvement of over 16% while the engine thermal efficiency increases from 28% to 32%. The thermodynamic analysis of the compressor and the turbine indicates an isentropic efficiency of 74.5% and 73%, respectively.

Study of liquid fuel transport in a small carburetted engine in the context of cold-start HC emission control

In the present study, a detailed visualization of the transport of fuel film has been performed in a small carburetted engine with a transparent manifold at the exit of the carburettor. The presence of fuel film is observed significantly on the lower half of the manifold at idling, while at load conditions, the film is found to be distributed all throughout the manifold walls. Quantitative measurement of the fuel film in a specially-designed manifold of square cross section has also been performed using the planar laser-induced fluorescence (PLIF) technique. The measured fuel film thickness is observed to be of the order of 1 nun at idling, and in the range of 0.1 to 0.4 mm over the range of load and speed studied. These engine studies are complemented by experiments conducted in a carburettor rig to study the state of the fuel exiting the carburettor. Laser-based Particle/Droplet Image Analysis (PDIA) technique is used to identify fuel droplets and ligaments and estimate droplet diameters. At a throttle position corresponding to idling, the fuel exiting the carburettor is found to consist of very fine droplets of size less than 15 mu m and large fuel ligaments associated with length scales of the order of 500 mu m and higher. For a constant pressure difference across the carburettor, the fuel consists of droplets with an SMD of the order of 30 mu m. Also, the effect of liquid fuel film on the cold start HC emissions is studied. Based on the understanding obtained from these studies, strategies such as manifold heating and varying carburettor main jet nozzle diameter are implemented. These are observed to reduce emissions under both idling and varying load conditions.