Inviromental Impact of catalytic converters vs EV batteries

[Logic]

Originally Posted by Isaac Zachary

There are a lot of things that can change the picture, and to be honest I'm no expert in them.

At stoichiometric you get pockets that are lean and pockets that are rich. As you lean out you get less rich pockets, therefore less HC. But I suppose at some point you don't get enough heat to burn everything up. Maybe compression ignition would solve that, which it does in a diesel engine.

Yep; pgfpo was heading that way by fine control of compression/tubo pessure, as well as induction air and fuel heating.
It's somewhere here:
https://ecomodder.com/forum/showthread.php/my-1991-talon-tsi-compound-turbo-awd-28776-66.html

[pgfpro]

Thanks, Logic, for another eye-opening post. I'm going to have to ponder this one to be honest because I'm pretty confused about why the HC is up in the documents.

Also I really need to focus on the GCI part now. I just started to get my toes wet then sold the Talon so once again the Camaro with the Talon engine needs to get done ASAP to deep dive into GCI.

[pgfpro]

Originally Posted by Isaac Zachary

There are a lot of things that can change the picture, and to be honest I'm no expert in them.

At stoichiometric you get pockets that are lean and pockets that are rich. As you lean out you get less rich pockets, therefore less HC. But I suppose at some point you don't get enough heat to burn everything up. Maybe compression ignition would solve that, which it does in a diesel engine.

Thanks, Isaac, for a great post and explanation. This could very well be what's going on with the HC.

[Logic]

Originally Posted by pgfpro

Thanks, Logic, for another eye-opening post. I'm going to have to ponder this one to be honest because I'm pretty confused about why the HC is up in the documents.

Also I really need to focus on the GCI part now. I just started to get my toes wet then sold the Talon so once again the Camaro with the Talon engine needs to get done ASAP to deep dive into GCI.

Lean remains lean I guess, even with pre-chambers doing a much better/bigger job of 'lighting the fire'
But as you said; every engine is different... so gas analyzing your specific engine at various rpms and loads is the thing to do?
Done I would think..?

IMHO unburned HCs may be more of an opportunity than a drawback...

More interesting I think is; why/how do fuel and induction air heating help..? (in spark/pre-chamber ignition engines)
It's de-rigor to write it 'all' off to to better fuel vaporization, but I think there may be more to it than that.

[Isaac Zachary]

The "perfect" engine would have an extremely high combustion temperature. Pure oxygen with pure fuel, all mixed homogenously, compressed to as close as can be to a solid state, and all lit at the exact same time in a perfectly insulated chamber where the walls absorb zero heat.

But modern engines are all about compromises since such and engine cannot exist. Finding happy mediums is what it's all about. Too rich and you're losing fuel. Too lean, and even if you burn up every last hydrocarbon you'd still be losing efficiency as combusiton temps go down from a leaner and leaner fuel mixture.

[freebeard]

Here we have an example of thread drift.

"Inviromental[sic] Impact of catalytic converters vs EV batteries"

What about the secondary effects? EV batteries aren't subject to theft the way catalytic converter are. That is a financial and social burden.

[Isaac Zachary]

What about the environmental impact on the catalytic converters and batteries themselves.

Hot weather can hurt batteries but favors quicker startups, whereas cold weather could cause a catalytic converter to clog up more quickly.

[redpoint5]

Don't you mean Inveronmental Empact?

[pgfpro]

Quote from the research paper.

"Similar rules govern the evolution of emission data for spark ignition and turbulent jet ignition at various excess air ratios (as shown in Figure 7). Both HC and CO emissions increased with the excess air coefficient (λ≥1.2), and the NOx emission decreased with the excess air coefficient. HC emissions are mainly produced by incomplete combustion. On one hand, an increase in the amount of air results in an increase in the specific heat capacity of the cylinder, where the same amount of heat release will produce a lower temperature increase effect, and as a result, the chemical reaction rate decreases, preventing the HC from being completely oxidized in the limited time available during each engine cycle. On the other hand, the lean charge slows combustion in the cylinder and prevents the flame from reaching the cylinder’s edge, resulting in an increase in HC emissions. It is important to note that pre-chamber turbulent jet ignition can result in faster flame propagation (as depicted in Figure 4), which should substantially reduce HC emissions. However, the pre-chamber increases the engine cylinder’s clearance volume. Moreover, when the mixture in the main chamber is successfully ignited, the main chamber’s cylinder pressure will be higher than that of the pre-chamber, resulting in a reverse jet flow and a large amount of unburned mixture jet into the pre-chamber, which further increases HC emissions.29 The increase in the excess air coefficient did not result in a significant increase in CO emissions. The production of NOx necessitates primarily high temperatures and oxygen enrichment. Although lean burn provides a large amount of oxygen, the decrease in temperature makes the reaction difficult to proceed and reduces NOx emissions by a large margin".

In bold writing is what I want to refer to. IMHO they did not have a combustion guided piston in which is extremely important. With my system the pre chamber jet is directed to a cone at the middle of the piston. This cone directs the jet flame to the outer perimeter of piston. This increases the flame propagation to the outer part of the cylinder. The second part I focus on was to make the flame front even faster, so I introduce N2O with a direct port system. This where the efficiency of the engine increases drastically.

Now when using different solvents as fuel that this idea came from my auto paint waste solvent experiment. I found this also created an increase on the flame speed. When running them combined it actually produce light knock from a too fast of a burn. The knock wasn't hurting anything due to the extreme light load of the engine only around 12HP. My goal is to come up with a fuel that will be fast enough to eliminate the N2O.

So, this brings me to my most resent talk with my friend a retired F1 engineer. When ask about this HC increase from 2.0+ lambda he said keep in mind that F1 makes their own fuel and with out to much detail it is made with this in mind. Also, even if there is some HC left over it will help to produce energy for the turbos turbine wheel that also is an electric generator. So, I also have a turbo that isn't a generator but at extreme lean conditions will also take care of any HC that are still in the exhaust and add efficiency to the turbos turbine wheel. I need this to produce low boost .5lbs or lower to help with throttle losses and air fuel mixing at the intake valve for the spray guided piston to feed the pre chamber.

[Logic]

Originally Posted by Isaac Zachary

What about the environmental impact on the catalytic converters and batteries themselves.

Here.