Transient behaviour of an electrically heated catalytic converter on a motorcycle engine in cold start conditions

2003 ◽  
Vol 217 (3) ◽  
pp. 183-191 ◽  
Author(s):  
R-F Horng ◽  
H-M Chou
Keyword(s):  
Experimental Investigation ◽  
Catalytic Reaction ◽  
Catalytic Converter ◽  
Cold Start ◽  
Exhaust Gas ◽  
Transient Behaviour ◽  
High Level ◽  
Stroke Engine ◽  
Motorcycle Engine ◽  
Co Emission

An experimental investigation on the cold-start idle condition of an electrically heated catalytic converter on a four-stroke engine has been carried out. The preheated temperature of the catalytic converter and the level of CO emission of the catalyst were studied, and other measured quantities included the exhaust gas temperatures at the mid-section and at the outlet of the catalytic converter and the concentration of CO. The preheated temperatures of the catalytic converter were varied from raw temperature (non-preheating) to 100, 140 and 180 °C. The levels of CO emissions were set at 1.0, 1.5 and 2.0 per cent. The catalyst was tested with and without heat-storing material around the heater. The experimental results revealed that the catalytic converter with a preheated temperature of 180 °C triggered an early catalytic reaction. A high-level CO setting has the same effect, with the optimum value at approximately 2.0 per cent.

scholarly journals Exhaust gas treatment for reducing cold start emissions of a motorcycle engine fuelled with gasoline-ethanol blends

2017 ◽  
Vol 26 (2) ◽  
pp. 84 ◽  
Author(s):  
A. Samuel Raja ◽  
A. Valan Arasu
Keyword(s):  
Traffic Congestion ◽  
Catalytic Converter ◽  
Cold Start ◽  
Exhaust Gas ◽  
Gas Temperature ◽  
Gas Treatment ◽  
Single Cylinder ◽  
Hc Emissions ◽  
Ethanol Blends ◽  
Exhaust Gas Temperature

In countries like India, transportation by a two wheeled motorcycle is very common owing to affordable cost, easy handling and traffic congestion. Most of these bikes use single cylinder air cooled four-stroke spark ignition (SI) engines of displacement volume ranging from 100 cm3 to 250 cm3. CO and HC emissions from such engines when started after a minimum stop-time of 12 hours or more (cold-start emissions) are higher than warmed-up emissions. In the present study, a 150 cm3 single cylinder air cooled SI engine was tested for cold start emissions and exhaust gas temperature. Different gasoline-ethanol blends (E0 to E20) were used as fuel expecting better oxidation of HC and CO emissions with additional oxygen present in ethanol. The effect of glow plug assisted exhaust gas ignition (EGI) and use of catalytic converter on cold start emissions were studied separately using the same blends. Results show that with gasoline-ethanol blends, cold start CO and HC emissions were less than that with neat gasoline. And at an ambient temperature of 30±1°C, highest emission reductions were observed with E10. EGI without a catalytic converter had no significant effect on emissions except increasing the exhaust gas temperature. The catalytic converter was found to be active only after 120 seconds in converting cold start CO, HC and NOx. Use of a catalytic converter proves to be a better option than EGI in controlling cold start emissions with neat gasoline or gasoline-ethanol blends.

Energy requirement assessment on an electrically heated catalyst with heat-storing material of a small four-stroke engine during cold start

2005 ◽  
Vol 219 (12) ◽  
pp. 1469-1479 ◽  
Author(s):  
R-F Horng ◽  
T-S Wu
Keyword(s):  
Conversion Efficiency ◽  
Heating Temperature ◽  
Energy Requirement ◽  
Cold Start ◽  
Input Energy ◽  
Total Input ◽  
Co Conversion ◽  
Stroke Engine ◽  
Motorcycle Engine ◽  
Peak Value

An electrically heated catalyst (EHC) with heat-storing material of a four-stroke motorcycle engine operating from cold-start conditions was studied to investigate the effect of input energy on the conversion characteristics of the catalyst from cold start. The parameters investigated were the length of the heat-storing material, the heating temperature, the CO setting level, and the heating position. The heating temperatures were 100, 140, 180, and 220 °C and the CO setting levels were 1.3 and 1.8 per cent. The heating positions were at the inlet and mid-section of the catalyst. The heat-storing material was made of stainless steel and was 15 mm wide and 0.3 mm thick. The two lengths tested were 30 and 60 cm. The experimental results showed that good conversion efficiency was attained, even with a low heating energy, using the shorter heat-storing material coupled with a high CO setting. In contrast, good conversion efficiency was not attained with a low heating energy using the longer heat-storing material. Furthermore, heating at the inlet of the catalyst resulted in better CO conversion efficiency with the combination of shorter heat-storing material and higher CO setting. A good CO conversion was also obtained when heating at the mid-section of the catalyst with the combination of longer heat-storing material and higher CO setting. Analysis of the CO converted mass per unit total input energy showed that a peak value generally occurred at a heating temperature of either 140 or 180 °C.

Experimental Investigation on DICI Engine by Using Chemical and Nano Additives Blended Biodiesel

2014 ◽  
Vol 592-594 ◽  
pp. 1575-1579 ◽  
Author(s):  
R. Arun ◽  
Muthe Srinivasa Rao ◽  
A. Prabu ◽  
R.B. Anand
Keyword(s):  
Experimental Investigation ◽  
Direct Injection ◽  
Poor Performance ◽  
Second Phase ◽  
Emission Characteristics ◽  
Exhaust Gas ◽  
Compression Ignition ◽  
Performance And Emission ◽  
Two Phases ◽  
High Level

An Experimental investigation is conducted to establish the feasibility of using Jatropha biodiesel in Direct Injection Compression Ignition (DICI) engines. While the biodiesel has certain limitations and adverse in terms of poor performance and high level of pollutants in the exhaust of the gases, specified chemical (Propylene Glycol, C3H8O2) and nano(Al2O3) additives are used with Jatropha biodiesel. The experiments are conducted in two phases by using an experimental test rig, which consists of a DICI engine, electric loading device, data acquisition system, and AVL exhaust gas analyzers. In the first phases of experimentation, the performance and emission characteristics of the engine are analyzed by using neat diesel and Jatropha biodiesel and in the second phase of investigation, similar experiments are conducted by using chemical and nanoadditives blended biodiesel. The results of biodiesel are compared with those of neat diesel and it is seen that the performance and emission characteristics of the engine are inferior in the case of biodiesel when compared with neat diesel. However, the results revealed that the working characteristics could be improved by selecting of proper chemical and nanoadditives in right proportions.

scholarly journals CATALYTIC CONVERTER BERBAHAN GIPSUM DENGAN CAMPURAN SERBUK TEMBAGA TERHADAP EMISI GAS BUANG

JTAM ROTARY ◽  
2019 ◽  
Vol 1 (2) ◽  
pp. 145
Author(s):  
Trisna Aditya ◽  
Abdul Ghofur
Keyword(s):  
Emission Reduction ◽  
Catalytic Converter ◽  
Engine Performance ◽  
Maximum Level ◽  
Gas Content ◽  
Exhaust Gas ◽  
Gas Analyzer ◽  
Co2 Emission Reduction ◽  
Exhaust Gas Emissions ◽  
Co Emission

The purpose of this study is to find out the use of Gypsum-based Catalytic Converter and a mixture of Copper Powder Against Exhaust Gas Emissions and Engine Performance. This study uses an experimental method, the population in this study was Suzuki Satria FU motorcycle in 2009, the data of this study were numbers that showed the exhaust gas content of CO, HC. This research was carried out in the Banjarmasin environment office using a gas analyzer and was also carried out in the Banjarmasin plug and play workshop by using a dynamometer. The technique used in data collection was the variation in rpm and number of compositions. From experiments with three different compositions, the following results were obtained: (1) The results of this study are: the form of Catalytic Converter with composition C, the level of HC emission reduction is maximum of 78,91%, the level of CO emission reduction is 82,96%. The form of Catalytic Converter with plate variation 6 (six), the maximum level of CO2 emission reduction is 29,56%, the level of CO emission reduction is 49,32%, and the level of HC emission reduction is 82,92%. (2) Using a Catalytic Converter produces a power of 10,29 Hp and a Torque of 10,35 Nm. Keywords: Catalytic Converter, Emission, Gypsum, Muffler, Concentration

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