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EXHAUST MANIFOLD: IDENTIFTYING ITS EXCESSIVE
SMOKE EMISSION, A COMMON ENGINE PROBLEM
_____________________
A Concept Paper Presented to the English Department
of Grade 11 Senior High School in Tagum National Trade School
Tagum City
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In Partial Fulfillment of the Requirement
for English Academic and Professional Purposes
AHADON CARAING
CARRY JAY CAÑEDA
SEPTEMBER 2019
According to Mayer (2019) that the causes of white exhaust
smoke can vary; however, it is common to see white exhaust smoke
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when first starting a car, especially on cooler days. This is generally
steam caused by condensation. As the engine warms up and the
condensation dissipates the white exhaust smoke (steam) is no
longer seen. If excessive white exhaust smoke is present well after
the engine warms up, it is necessary to have the car inspected for
possible internal coolant leaks. Indicators of an internal coolant leak
include billowing white exhaust smoke accompanied by a sweet
odor or a low coolant reservoir level. An internal coolant leak can
also contaminate the engine oil giving it a frothy, milky appearance.
Even small amounts of coolant entering the combustion chamber
will produce white exhaust smoke.
white smoke is the issue when your car releases white smoke
from exhaust pipe. White smoke can be a big problem or not,
depending on the thickness. The white smoke is the result of normal
condensation which builds up inside the exhaust system. So if it is
thin like vapor, there is nothing to worry about since it will
disappear quickly. On the other hand, thicker smoke is a pretty big
issue, T. Azuma (2019).
Moreover, N. Nabi (2019) describe that the combustion and
exhaust emissions with neat diesel fuel and diesel–biodiesel blends
have been investigated. In the investigation, firstly biodiesel from
non-edible neem oil has been made by esterification. Biodiesel fuel
(BDF) is chemically known as mono-alkyl fatty acid ester. It is
renewable in nature and is derived from plant oils including
vegetable oils. BDF is non-toxic, biodegradable, recycled resource
and essentially free from sulfur and carcinogenic benzene. In the
second phase of this investigation, experiment has been conducted
with neat diesel fuel and diesel–biodiesel blends in a four stroke
naturally aspirated (NA) direct injection (DI) diesel engine.
Compared with conventional diesel fuel, diesel–biodiesel blends
showed lower carbon monoxide (CO), and smoke emissions but
higher oxides of nitrogen (NOx) emission. However, compared with
the diesel fuel, NOx emission with diesel–biodiesel blends was
slightly reduced when EGR was applied.
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Furthermore, M. Yassine (1996) that more stringent
regulations have been enforced over the past few years on diesel
exhaust emissions. White smoke emission, a characteristic of diesel
engines during cold starting, needs to be controlled in order to meet
these regulations. This study investigates the sources and
constituents of white smoke. The effects of fuel properties, design
and operating parameters on the formation and emissions of white
smoke are discussed. A new technique is developed to measure the
real time gaseous hydrocarbons (HC) as well as the solid and liquid
particulates. Experiments were conducted on a single cylinder direct
injection diesel engine in a cold room. The gaseous HC emissions are
measured using a high frequency response flame ionization
detector. The liquid and solid particulates are collected on a paper
filter placed upstream of the sampling line of the FID and their
masses are determined. A comparative study is made between white
smoke in its three forms for diesel fuel (DF2) and jet fuel (JP8). The
fuel accumulated in the engine during cranking plays a major role in
the emissions of white smoke under cold starting conditions.
In addition to H. Hara (1999) the effect of Cetane Number
(CN) of the fuel and the addition of cetane improvers on the cold
starting and white smoke emissions of a diesel engine was
investigated. Tests were conducted on a single-cylinder, fourstroke-
cycle, air-cooled, direct-injection, stand-alone diesel engine in a cold
room at ambient temperatures ranging from 25 °C to - 5 °C. Five
fuels were used. The base fuel has a CN of 49.2. The CN of the base
fuel was lowered to 38.7 and 30.8 by adding different amounts of
aromatic hydrocarbons. Iso-octyl nitrate is added to the high
aromatic fuels in order to increase their CN to 48.6 and 38.9
respectively. Comparisons are made between the five fuels to
determine the effect of CN and the additive on cylinder peak
pressure, heat release rate, cold startability, combustion instability,
hydrocarbon emissions and solid and liquid particulates.
In the same way, LC. Broering (1991) stated that system for
reducing the emission of condensed unburned fuel from diesel
engines is disclosed. The system includes an exhaust gas flow
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passage having a particulate filter positioned therein for trapping
particulate matter entrained within the exhaust gas and a burner for
selectively elevating the exhaust gas temperature. Sensors are
provided for continuously monitoring the ambient air temperature
and the exhaust gas temperature and relaying values indicative of
these temperatures to a control module. The control module in turn
compares these determined values to predetermined minimal
values. If both the ambient air temperature and the exhaust gas
temperature are less than the predetermined minimal values, the
control module will activate the burner in order to raise the exiting
exhaust gas temperature to reduce the emission of condensed
unburned fuel.
EH. Betts (1999) also stated that an apparatus and method for
reducing white smoke during start up of a compression ignition
engine is disclosed. The apparatus includes an engine cylinder, a
fuel injector, an engine speed sensor, and a microprocessor. The
microprocessor preferably includes an engine speed controller that
governs the engine speed to a desired value. The microprocessor
issues a first fueling level corresponding to a difference between an
actual engine speed and the desired engine speed signal. The
microprocessor quits fueling the engine cylinder then determines a
second fueling level. A determination about whether the cylinder is
firing is then based on a comparison between the first and the
second fueling level.
Another M. Girotra (2008) said that progressing needs for
prompt cold start of direct injection Diesel engines is the motivation
behind this study. Authors have examined the autoignition and
combustion processes in the early firing cycles of the engine and
proposed a strategy to reduce the cranking period and the white
smoke emissions. The concept is to accelerate the preparation of the
combustible mixture during the cranking process. This is achieved
by splitting the injected fuel in two parts and controlling its timing.
The duration of the first injection is limited such that the spray
penetrates through the combustion chamber and evaporates before
it reaches the walls. The dwell between the two injections is adjusted
to allow time for the first spray to mix with the fresh charge, form a
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combustible mixture and start producing the autoignition radicals.
The second part would evaporate and autoignite by reacting with
the radicals before it reaches the cool walls. The strategy is verified
on a 1.2 L Ford Diata Diesel engine equipped with a first generation
common rail fuel injection system. The cycle resolved hydrocarbons,
and NOx emissions are measured by high response detectors. In
addition, the mass and constituents of the white smoke are
measured. All the experiments for this paper have been conducted
after the engine has been soaked at the normal room temperature for
at least eight hours. The results showed that there is an optimum
strategy for the split injection that would minimize the cranking
period and white smoke emissions.
Thus, Y. Zhang (2019) White smoke discharged from chimney
in coal-fired power plants always includes residual sulfide which
can cause corrosive damage to buildings and environment around.
In most coal-fired power plants, there are three major measures to
eliminate white smoke: direct heating, condensing and heating,
mixing with dry flue gas at high temperature. Main studies on white
smoke elimination treat diffusion process as simple mixing of smoke
and atmosphere, which has large deviation from reality. By 3D-
modeling and numerical simulation, accurate data of white smoke
elimination process is obtained. Simulation results indicate that
humidity and temperature of atmosphere as well as smoke gas
temperature are influential factors to the formation of white smoke.
A fitting formula of atmosphere temperature, smoke gas discharge
temperature and humidity has analyzed from simulation results,
which provides exact data reference for practical white smoke
elimination in coal-fired power plants.
By Auto technician (2019) said if you start up a vehicle with a
gas engine and you notice white smoke blowing out of the exhaust
pipe, there are a few reasons why this could be happening. One
reason for white smoke is very common and completely
harmless. But there are other times when white smoke is coming out
of your car’s exhaust that you do need to pay attention to as it can be
a sign of a major problem.
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Thin, white exhaust smoke, like water vapor, could be nothing
to worry about. Often, condensation will build up inside of your
car’s exhaust system and the heat heading through the pipes will
create steam.
If your exhaust smoke is thick and white, you may have a problem.
If your engine is burning coolant because of a blown head gasket,
damaged cylinder head or cracked engine block, you could be in
trouble.
Thick white exhaust smoke indicates a coolant leak, which
could cause overheating and put your engine at serious risk of
damage. If this is the case, call our Austin auto repair shop for an
inspection immediately, CB Automotive (2019).
In the same way, S. Haj-Assaad (2019) that white smoke can
be nothing to be concerned about if it’s thin, like vapor. This is
probably the result of normal condensation buildup inside the
exhaust system. This kind of smoke disappears quickly.
Their are more bad news because it means the engine is
burning coolant or transmission fluid. If the white smoke is coolant,
the cause is likely a leaky head gasket or a crack in the cylinder
head. If the white exhaust smoke is transmission fluid, the engine is
sucking transmission fluid through a vacuum hose to the
transmission, L. Carley (2019).
White smoke emission is observed at the tailpipe of diesel
vehicles when unburned hydrocarbons (HCs) are adsorbed on a
diesel oxidation catalyst (DOC) under low exhaust gas temperature.
The purpose of this study is to gain a better understanding of white
smoke emission derived from HCs, and to reduce emission levels.
First, the components of HCs and the particle size distribution of
white smoke emission were analyzed. It was clarified that semi-
volatile organic compounds (SVOC) and water are condensed
around soluble organic fraction and the order of particle size in
white smoke is submicron scale. Additionally, the correlation
between the behavior of white smoke emission and the
amount/quality of HCs adsorbed on a DOC were investigated by
examining the change of zeolite content in the DOC. It was found
that the heavy HCs ratio in adsorbed HCs on DOC increases with a
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decrease in zeolite content when DOC inlet gas temperature is 120
°C. Based on these experimental results and considerations, the
mechanisms of white smoke generation derived from HCs were
assumed and confirmation testing was conducted using by DOCs
having different specific surface area (SSA) alumina. As a result, it
was found that adopting small SSA alumina to DOC achieves a
breakthrough in the trade-off between white smoke emission, HCs,
CO conversion performance, M. Matsumoto (2018).
Finally, JR. Balbin (2018) stated on research that Jeepneys play
a significant role in the Philippines’ transportation system as they
are the most widely used mode of transportation in the country.
With the advent of jeepney modernization, jeepneys with poor
emissions are being threatened to be phased out due to excessive
emissions of harmful gases. These will affect the environment as
well as the health of the commuters. Using an Arduino, CO (Carbon
Monoxide), CO2 (Carbon Dioxide) sensors and a webcam, the
researchers have created a prototype which identifies the likely
engine problem of the jeep from analyzing the smoke emissions. The
device is accompanied with a graphical user interface for initializing
the prototype, viewing real time data, and saving data for references
and future use.
Theoretical Framework
The theoretical framework that served as a guide in realizing
the study was anchored on automotive industry where identifying
its common engine problem.
Automotive Industry
Smoke coming from the pipe is the common problem of the
engine, in the study of (Azuma, 2019) Thick smoke usually comes
from the faulty in engine coolant, which could lead to many serious
problems like damaged cylinder head, blown head gasket, cracked
engine block… which might cost drivers quite a lot. In this situation,
we suggest to not ignore it. A coolant leak, even small, can lead to
the serious risk of damage to your dear vehicles.
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Business efficiency, stakeholder pressure and the need for
legislative compliance compel the automotive sector to design and
manufacture fuel-efficient, low-impact, environmentally responsible
and sustainable vehicles. Managing and responding to these
multiple and sometimes conflicting interests requires the
measurement of economic, environmental and societal performance.
Although a number of automotive sustainability measures are
mentioned within the literature, there is no single and unique
approach for the complete and integrated sustainability assessment
of vehicles. This study has developed a comprehensive automotive
sustainability assessment framework by selecting a set of
sustainability assessment criteria from the literature and refining
these through an interview study with 24 automotive experts from
academia, car manufacturers, consultancies and non-governmental
organizations. Based on this approach, 26 midpoint and 9 end-point
environmental, resource, social and economic impact categories
have been identified for the construction of a framework for
automotive sustainability assessment. The proposed framework can
be used as a decision-supporting tool at the early stages of the
vehicle development process. It allows source and sustainability
issues to be identified throughout the entire vehicle life cycle and
provides the means to sharpen analysis and discussion around these
issues. The framework can also serve as a design structure for a
wide range of sustainability assessment methods and tools (e.g.
multi-criteria decision adding or sustainability accounting methods).
It serves as guidance on what needs to be measured in an integrated
sustainability assessment of vehicles and leaves the choice of what to
include in the decision-making process to the discretion of
individual companies, Jasinski (2016).
STATEMENT OF OBJECTIVES
This study helps the people specially the automotive students
on how to know the common engine problem, the paper aimed the
following objectives:
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1. To know how to avoid the excessing smoke coming from the
exhaust manifold;
2. Helping to maintain engine condition; and
3. To know the negative effect of the environment as well as the health
of the commuters.
METHODOLOGY
This study used qualitative research. Qualitative research is a
scientific method of observation to gather non-numerical data. This
type of research "refers to the meanings, concepts definitions,
characteristics, metaphors, symbols, and description of things" and
not to their "counts or measures". Further, this research answers why
and how a certain phenomenon may occur rather than how often.
Qualitative research approaches are employed across many
academic disciplines, focusing particularly on the human elements
of the social and natural sciences; in less academic contexts, areas of
application include qualitative market research, business, service
demonstrations by non-profits, and journalism. However, we used
qualitative research on this study.
The development of sustainable transportation methods is a
major concern of today’s automotive industry. The entire
automotive industry has been striving to continually improve
efficiency, increase fuel economy and curb carbon dioxide emissions.
In this sustainability effort, a range of technologies have been
gaining traction, with combustion engines, higher efficiency
transmissions and accessories, lightweighting and vehicle
electrification just being a few. The Center for Automotive Research
has expertise and conducts research in many of these issues.
With far-reaching expertise on a range of automotive topics,
CAR engineers develop sustainability solutions in energy
conversion and storage, propulsion systems, vehicle intelligence and
autonomy, and information and communication technologies.
REFERENCES
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