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Above φ = 1, the decline in NO persists owing to both falling temperature and even less available 0 2 . The curve in Fig. 1 is an experimental fact. No scales are indicated. If we 42 E. L. Resler, Jr. were to include the amount of pollution on the ordinate of the figure and make a few calculations we would soon discover that the magni­ tudes involved are not simply explained. The exhausted pollutants depend on the history of events after ingestion through the air intake. To adequately address pollution control of the exhaust emissions we must explore further the factors involved and how they relate to the pollutant efflux.

L. Resler, Jr. thermodynamic tables and we can calculate the [NO] if we can find [N2] and [0 2 ]. The combustion equation we are treating is the same as before, Eq. (20), but with h = j = 0. 782/)N2 (24) The stoichiometric coefficient of 0 2 is what we called g before. We have made the 0 2 balance in the equation above, so that in our previous notation g=f-(a+ 1 + b)/2 (25) φ = 1 is again defined as g = 0, a = 1, b = y/2 so that /Φ=ι = 1 + y/4 and then for other air-fuel ratios φ = (1 + y/4)/f (26) The definition φ = 1 when g = 0 is a carryover from the past when the composition of the combustion gases was not important.

Our purpose here will be to discuss some of the more important effects and indicate some controls and simple calcula­ tion procedures that have proved useful. II. CYLINDER TEMPERATURE DISTRIBUTION (CAUSED BY FLAME-FRONT DYNAMICS) The fuel in a spark ignition engine is converted into combustion products across a flame front that originates at, and is initiated by, the spark plug. The energy of the fuel is released across this front in the structure of the front. The detailed structure of the front does not concern us.

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