1

Exhaust Cas Rec|rcu|at|on

and Advanced Eng|ne Techno|og|es
0r. Av|rasr Kurar AgarWa|
Ass|slarl Prolessor,
0eparlrerl ol Vecrar|ca| Erg|reer|rg,
lrd|ar lrsl|lule ol Tecrro|ogy, Karpur lN0lA
ntroduction
nternal Combustion engines are a major source of environmental
pollution in the modern world. The major gaseous pollutants
which are emitted by an C engine are:
Hydro-Carbons(HC) -- chemical compounds made up of
Carbon and Hydrogen. These are byproducts of inefficient
combustion, because gasoline itself is a hydrocarbon.
Carbon Monoxide(CO) -- an odourless, colourless, tasteless
and poisonous gas, formed due to incomplete combustion of
gasoline in an C engine.
Oxides of Nitrogen(NO
x
) -- compounds of Nitrogen given off
by internal combustion engines. They combine with HC's to
produce smog: the most dreaded form of pollution.
Other pollutants which are emitted in small amount are Lead,
Carbon, SuIfur and other particuIate matter.
While major steps have been taken to control the pollution due to
the first two agents, the third one remains mostly unattended.
The main area of our consideration is Nitrogen Oxides (NO
x
).
2
The need statement:
To dev|ce a Way lo corlro| lre gereral|or ol N|lroger
0x|des |r a Cl erg|re W|lroul adverse|y allecl|rg lre
erg|re perlorrarce
Hechan|sm of N0x Format|on
N0 ard N0
2
are |urped logelrer as N0
x
N0 |s lorred dur|rg lre posl l|are corousl|or process |r a r|gr
lerperalure reg|or
Tre rosl W|de|y accepled recrar|sr Was suggesled oy
Ze|dov|cr.
N
2
+ 0 N0 + N
N + 0
2
N0 + 0
Tre lorral|or ol N0
x
|s a|rosl aoserl al lerperalures oe|oW
2000 K.
Ary lecrr|que, Wr|cr car |eep lre pea| corousl|or
lerperalures oe|oW 2000K W||| oe ao|e lo reduce N0
x
lorral|or.
3
The various ways to control the The various ways to control the The various ways to control the The various ways to control the The various ways to control the The various ways to control the The various ways to control the The various ways to control the
formation of formation of formation of formation of formation of formation of formation of formation of NO NO NO NO NO NO NO NO
x xx x x xx x
? ?? ? ? ?? ?
The most straight The most straight- -forward way: Keep the temperature inside the forward way: Keep the temperature inside the
combustion chamber under control. This can be achieved by combustion chamber under control. This can be achieved by . .
Enriching the fuel air (F/A) mixture to reduce combustion
temperatures: But providing insufficient amount of air for
combustion increases HC and CO emissions.
Lowering the compression ratio: But this leads to reduced
performance and a poorer fuel economy.
Spark Timing Control: When ignition timing is perfectly
matched, maximum heat is generated inside the chamber. And
when the temperature exceeds the 2500
0
F, NO
x
is produced in
large proportions.Thus what we can alternatively do is to retard
the spark timing slightly.
The inherent disadvantage: Burning the fuel at lower temperatures /
retarding the spark timing=> inefficient combustion => fall in the
fuel efficiency as well as the volumetric efficiency.
So a better way has to be introduced:
Exhaust Gas Re-circulation
And what does that mean?
Dilution of the incoming air-fuel mixture with a small amount
of inert gas
The best inert gas available with a running automobile is
its own exhaust.
.e. to route a small fraction of the exhaust gas in a C engine
from the engine's outlet ports back to the intake manifold. This
effectively dilutes the incoming air-fuel mixture in the cylinder.
The exhaust gases have got no oxygen, thus the resulting air-
fueI-exhaust mixture is not as powerful when ignited. This
smarter method effectively keeps the temperature inside the
chamber under control to minimizes the formation of NO
x
(which
is a result of combustion at high temperatures)
4
how ECR Reduces Em|ss|on
Exrausl 0as acls as d||uerl lo lre corousl|rg r|xlure.
Tr|s a|so reduces lre 0
2
corcerlral|or |r lre
corousl|or craroer.
Tre spec|l|c real ol lre E0R |s rucr r|grer lrar lresr
a|r rerce E0R |rcreases lre real capac|ly (3pec|l|c
real) ol lre |rla|e crarge.
Trus decreas|rg lre lerperalure r|se lor lre sare real
re|ease |r lre corousl|or craroer.
ECR Rat|o
100
cylinder the into charge intake Total
EGR oI
=
Jolume
EGR
[ ] [ ]
[ ] [ ]
ambient exhaust
ambient ake
EGR
2 2
2 int 2
CO - CO
CO - CO
ratio =
5
8oot N0x Trade-0ff
0
20
40
60
80
100
120
140
160
0 10 20 30
%EGR
60%load
30%load
8olution
3lud|es rave sroWr lral E0R coup|ed W|lr a r|gr
co||ecl|or ell|c|ercy parl|cu|ale lrap, corlro| lre sro|e,
urourred rydrocaroor ard N0
x
er|ss|ors
s|ru|lareous|y.
Tre parl|cu|ale lrap, roWever, reed lo oe regereraled
s|rce |ls pores are c|ogged oy lre sool parl|c|es
lrapped.
C|ogged sool lraps |rcreases oac|pressure lo lre
erg|re exrausl, lrus allecl|rg erg|re perlorrarce.
6
The TechnoIogy The TechnoIogy
The Theory: How EGR systems work The EGR valve re-
circulates exhaust into the intake stream. Exhaust gases have
already combusted, so they do not burn again when they are re-
circulated. These gases displace some of the normal intake
charge. This chemically slows and cools the combustion
process by several hundred degrees, thus reducing NOx
formation.
7
6|ass|f|cat|on of ECR 8ystems
|} 6|ass|f|cat|on ased on Temperature
1. hot ECR: Exrausl gas |s re-c|rcu|aled W|lroul oe|rg coo|ed,
resu|l|rg |r lre |rcreased |rla|e crarge lerperalure.
2. Fu||y coo|ed ECR: Exrausl gas |s coo|ed oelore re-c|rcu|al|or
|r lo lre corousl|or craroer oy a Waler-coo|ed real excrarger.
lr lr|s case, cordersed Waler erlers lre cy||rder ard produces
urdes|rao|e ellecls.
3. Part|y coo|ed ECR: To avo|d lre Waler cordersal|or, lre
lerperalure ol exrausl gas |s |epl jusl aoove |ls deW po|rl
lerperalure.
6|ass|f|cat|on of ECR 8ystems
(||} 6|ass|f|cat|on ased on 6onf|gurat|on
1. Long Route 8ystem (LR}: lr LR sysler lre pressure drop
across lre a|r |rla|e ard lre slagral|or pressure |r lre exrausl
gas slrear cause lre E0R poss|o|e.
2. 8hort Route 8ystem (8R}: Trese syslers d|llered ra|r|y |r
lre relrod used lo sel up a pos|l|ve pressure d|llererce across
lre E0R c|rcu|l.
Arolrer Way ol corlro|||rg lre E0R-rale |s lo use var|ao|e Nozz|e
Turo|re (vNT). Vosl ol lre vNT syslers rave s|rg|e erlrarce,
Wr|cr reduce lre ell|c|ercy ol lre sysler oy exrausl pu|se
separal|or.
8
6|ass|f|cat|on of ECR 8ystems
(|||} 6|ass|f|cat|on ased on Pressure
TWo d|llererl roules lor E0R, rare|y |oW-pressure roule sysler
ard r|gr-pressure roule sysler ray oe used.
1. Low Pressure Route 8ystem: Tre passage lor E0R Was
prov|ded lror doWrslrear ol lre luro|re lo upslrear s|de ol lre
corpressor.
2. h|gh Pressure Route 8ystem: Tre E0R |s passed lror
upslrear ol lre luro|re lo lre doWrslrear ol lre corpressor.
h|gh Pressure Ventur| ECR 8ystem
Advantages
Particulate Trap is optional
Problems
System contamination
ncreased soot in oil
Transport losses increase
with improved TC efficiency
VTG-EGR control
Requirements
Good Oil Control
9
6|ean Low Pressure ECR 8ystem
Advantages
Reduced control complexity
Fuel economy
Problems
Reliability of particulate filter
Re-circulated NO
2
may form corrosive nitrous acid
Requirement
Low sulfur fuel (Less than 50 PPM S)
Durable particulate filter with reliable regeneration
Design 8pecifications and
Constraints
The whole system (including the
mechanism and the controls) should be small
enough to fit in a diesel car engine (a typical
C Engine).
The accuracy of controlling the fraction of
EGR should be as high as 1%, because we
have to precisely monitor and route the EGR
into the system (standard EGR is around 5-
7%).
10

The EGR System
(An Overview)
INDEX
Thermocouple at various
places

REGULATING
VALVE
Re-circulated Exhaust Gas
Gas Flow oI the other types


Pressure Gauge
Pipe Dia 25.4 cm
EGR Pipe Dia 12.7 mm ORIFICEME1ER (2)

AIR-BOX (3)



EGR Pipe Dia 12.7 mm
AIR-BOX (1)
(600`600`600 mm
3
)
(Orifice Dia 20 mm) ECR - RECULA1IAC JAJLE


AIR-CLEANER

Outlet Pipe Dia46.7 mm


EXHAUS1 CAS
COMBUS1IOA CHAMBER AAALYZER
Exhaust Cas Temperature Vs Load
100
150
200
250
300
350
0 2 4 6 8
LOAD (KW)
T
E
M
P
(

C
)
EGR 0%
EGR 7.75%
EGR 10.4%
EGR 12.5%
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CRT F||ler 3ysler
Corl|ruous|y Regereral|rg Trap
Principle
Oxidation of NO to NO
2
inside Pt catalyst
Conversion of stored soot in trap by NO
2
3e|ecl|ve Cala|yl|c Reducl|or
3CR deN0x
12
86R deN0x
Advantages
Most effective NOx reduction technology for HD
trucks in the long range
Combustion adjusted for best fuel efficiency and
lowest particulate
Technical Challenges
High system cost
Packing of dosage system, urea tank, SCR
catalyst and modified exhaust muffler
Long term field testing
Logistics for urea-water solution in a prerequisite
OBD is in-disposable
8trategy to Heet U8 8tandards
13
Tecrro|ogy Recorrerdal|ors lor Er|ss|or
Reducl|or 3lraleg|es
Euro , US 98
900 to 1000 bar injection pressure
njection timing speed advance for fuel economy
Less than 0.25 g/kWh lube oil consumption
Euro , US 2002/2004
Over 1200 bar injection pressure, electronic timer
Less than 0.15 g/kWh lube oil consumption
180 to 200 bar peak firing pressure potential
EGR
Euro 4
Exhaust after-treatment
US 2007: Most stringent legislation
Combination of all after-treatment technologies
Eng|ne |mprovement and Reduced
Em|ss|ons
by
|nject|on 0pt|m|zat|on
14
Areas of Eng|ne |mprovement
Emission
Fuel Consumption
Noise
Life Time
Torque
what 6an we 6hange?
njection Timing
njection Rate
njection Pressure
Excess Air Ratio
Spray Geometry
Hole Number
Hole Diameter
15
Emissions are largely depending on
start and duration of injection and on
injection pressure
Trends for various components of
emissions and fuel consumption are
opposite
0|rect |nject|on 0|ese| Eng|ne
Em|ss|on as a Funct|on of 8tart of |nject|on (80|}
16
Em|ss|on as a Funct|on of 00|

s
= 8tart of |nject|on
Em|ss|on as a Funct|on of 00|

s
= 8tart of |nject|on
17
Rate of heat Re|ease
Effects of h|gher |nject|on Pressure
Higher njection Rate/ CA
Later njection for same efficiency
More Pre-Mixture combustion
More soot formation/ CA due to higher
injection rate
Higher turbulence Better oxidation of
soot Reduction of TotaI ParticuIate
Emission
18