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Pollutant formation
The formation of CO, HC and NOx is primarily contingent on the air-fuel equivalence
ratio λ and the combustion temperature coupled with it, see Fig. 14.1. While CO and
HC rise as products of incomplete combustion in a rich mixture (λ < 1.0), NOx
formation is favored by a high temperature at sufficient levels of oxygen (λ ≈ 1.1).
With a lean mixture (λ > 1.2), the combustion temperature sinks, so that NOx
emissions fall off and HC emissions increase.
In Fig. 14.2, the compositions of the exhaust gasses (without a catalytic converter) of
SI and diesel engines are shown. From this we see that the amount of pollutants has,
from the point of view of energy, no significance in the engine process, but rather only
from the point of view of its potential to jeopardize human health and the
environment. Although the diesel engine only emits about a fifth the amount of
pollutant that SI engines do, the absolute NOx concentrations are not very different.
While in the case of the diesel engine, particulate matter also represent a critical
magnitude besides nitrogen oxides, CO is the dominate pollutant component in the SI
engine.
Fig. 13.2: Raw emissions (without catalyst) in percent by volume. a) SI engine and b) diesel engine
Under a local lack of air (λ < 1.0), as a rule CO develops as a product of incomplete
combustion. The oxidation of CO proceeds varyingly depending on the air-fuel
equivalence ratio λ. In the sub-stoichiometric range (λ < 1.0), CO oxidation
progresses, due to a lack of O2, in competition with H2 oxidation
(1) CO + OH• ↔ CO + H• and
(2) H + OH• ↔ H O + H•
Whereby the hydroxyl radical • OH and atomic hydrogen • H function as chain
propagators. While reaction (2) is found in practical equilibrium, reaction (1) is
kinetically controlled and thus advances much more slowly in the sub-stoichiometric
range. With a climbing air ratio and temperature, the deviation of the kinetics of the
OHC equilibrium becomes smaller and CO concentration thus decreases with an
increasing air ratio λ. In the stoichiometric range (λ ≈ 1.0), reactions (1) and (2) can be
described with a very good approximation as a gross reaction via the water gas
reaction
CO + H2O ↔ CO2 + H2
Fig.13.3: Distribution of carbonyl compounds in the exhaust gas of a truck diesel engine
13.4 Particulate matter emission in the diesel engine
As the particulate matter content in the exhaust gas is designated the quantity of
all substances that are captured by a certain filter after the exhaust gas has been diluted
according to a defined method and cooled down to ϑ < 52 °C. Diesel particles consist
up to 95 % of organic (PAH and soot) and up to 5 % of inorganic components.