3/7/2011

NOx Control by EGR

Dr. Avinash Kumar Agarwal Department of Mechanical Engineering, Indian Institute of Technology, Kanpur INDIA

Engine Research Laboratory, IIT Kanpur

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EPA Heavy-Duty Engine Emission Standards

Engine Research Laboratory, IIT Kanpur

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Strategy to Meet US Standards

Engine Research Laboratory, IIT Kanpur

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Technology for Emission Reduction

Euro II, US 98

900 to 1000 bar injection pressure Injection timing speed advance for fuel economy Less than 0.25 g/kWh lube oil consumption Euro III, 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

Engine Research Laboratory, IIT Kanpur www.iitk.ac.in/erl

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Effects of Higher Injection Pressure

Higher Injection Rate/ CA Later Injection for same efficiency More Pre-Mixture combustion More soot formation/ CA due to higher injection rate Higher turbulence Better oxidation of soot Reduction of Total

Particulate Emission

Engine Research Laboratory, IIT Kanpur

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NOx Control
NOx reductions are as important in diesel emission control as PM. NOx NO control t li is diffi difficult lt in i l lean conditions diti b by 3-way catalytic t l ti converter t

(so as in diesel engines).

In stoichiometric conditions (like typical gasoline engines), The three way catalysts takes our 98%+ of the NOx:

CO + NOx = CO2 + N2
In lean conditions, the CO prefers to react with oxygen:

CO + 1/2 O2 = CO2

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The various ways to control the formation of NOx

The most straight-forward way: Keep the temperature inside the

combustion chamber under control. This can be achieved by

Enriching E i hi the th fuel f l air i (F/A) mixture i t t reduce to d combustion b ti temperatures: t t

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 p exceeds the 2500 5 0 F, , NOx is p produced in large g p proportions. p 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:
Engine Research Laboratory, IIT Kanpur www.iitk.ac.in/erl

Exhaust Gas Re-circulation

And what does that mean? Dilution of the incoming air-fuel mixture with a small amount of i inert gas

The best inert gas available with a running automobile is its own exhaust. i.e. to route a small fraction of the exhaust gas in a CI engine from the engines outlet ports back to the intake manifold. This effectively y dilutes the incoming g air-fuel mixture in the cylinder. y The exhaust gases have got no oxygen, thus the resulting air-fuel-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 NOx (which is a result of combustion at high temperatures).
Engine Research Laboratory, IIT Kanpur www.iitk.ac.in/erl

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The Need Statement

To device a way to control the generation of Nitrogen Oxides in a CI engine without adversely affecting the engine performance

Mechanism of NOx Formation

NO and NO2 are lumped together as NOx NO is formed during the post flame combustion process in a high

temperature region
The most widely accepted mechanism was suggested by Zeldovich.

N2 + O N

NO + N

+ O2 NO + O

The formation of NOx is almost absent at temperatures below 2000 K. Any technique, which can keep the peak combustion temperatures

below 2000K will be able to reduce NOx formation.

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When peak temperatures are high enough for long enough periods of time, the nitrogen and oxygen in the air combine to form new compounds, primarily NO and NO2. These are normally referred to collectively as NOx.
Engine Research Laboratory, IIT Kanpur www.iitk.ac.in/erl

EGR-Basic Points
EGR used to control NOx Lower the flame temp. Diluting the A/F mixture with non-reacting parasite gas. Recirculating exhaust gas absorbs energy during combustion without

contributing any energy input. The net result is a lower flame temp.
No EGR is used at idle and very little at low speeds. Under these

conditions, there is already maximum exhaust residual and greater combustion inefficiency.

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How EGR Reduces Emission

Exhaust Gas acts as diluent to the combusting mixture.

This also reduces the O2 concentration in the combustion chamber. The specific heat of the EGR is much higher than fresh air hence EGR

increases the heat capacity (Specific heat) of the intake charge.

Thus decreasing the temperature rise for the same heat release in the

combustion chamber.

EGR Ratio
Volumeof EGR 100 T t l intake Total i t k charge h i t the into th cylinder li d

% EGR =

EGR

(% ) =

M EGR 100 Mi

EGR ratio =

[CO 2 ] int ake - [CO 2 ] ambient [CO 2 ] exhaust - [CO 2 ] ambient

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Engine Research Laboratory, IIT Kanpur

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Soot NOx Trade-Off

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Engine Research Laboratory, IIT Kanpur

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The Technology
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.
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Exhaust Gas Recirculation

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Classification of EGR Systems

i) Classification Based on Temperature 1. Hot EGR: Exhaust gas is re-circulated without being cooled, resulting in the increased intake charge temperature. 2. Fully cooled EGR: Exhaust gas is cooled before re-circulation in to the combustion chamber by a water-cooled heat exchanger. In this case, condensed water enters the cylinder and produces undesirable effects. 3. Partly cooled EGR: To avoid the water condensation, the temperature of exhaust gas is kept just above its dew point temperature.

Classification of EGR Systems

(ii) Classification Based on Configuration 1. Long Route System (LR): In LR system the pressure drop across the air intake and the stagnation pressure in the exhaust gas stream cause the EGR possible. 2. Short Route System (SR): These systems differed mainly in the method used to set up a positive pressure difference across the EGR circuit. Another way of controlling the EGR-rate is to use Variable Nozzle Turbine (VNT). Most of the VNT systems have single entrance, which reduce the efficiency of the system by exhaust pulse separation.

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Classification of EGR Systems

(iii) Classification Based on Pressure Two different routes for EGR, namely low-pressure route system and highpressure route system may be used. 1. Low Pressure Route System: The passage for EGR was provided from downstream of the turbine to upstream side of the compressor. 2. High Pressure Route System: The EGR is passed from upstream of the turbine to the downstream of the compressor.

Cooled EGR

Cooled Exhaust Gas Recirculation (EGR) technology was introduced for U.S. on-highway markets in 2002 to meet the 2.5-g/hp-hr NOx + NMHC EPA automotive standards. Cooled EGR is a very effective NOx control. The EGR system takes a measured quantity of exhaust gas, gas passes it through a cooler before mixing it with the incoming air charge to the cylinder. The EGR reduces oxygen concentration in the combustion chamber by diluting the incoming ambient air with exhaust gases. During combustion, the lower oxygen content has the effect of reducing flame temperatures, which in turn reduces NOx since NOx production is exponentially proportional to flame temperature.

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Internal EGR or Un-Cooled EGR

As with cooled EGR, the EGR reduces oxygen concentration in the combustion chamber by diluting the incoming ambient air with exhaust gases.

which in turn reduces NOx production since NOx is exponentially proportional to flame temperature.

However, since the exhaust gas is quite hot when directly recalculated back into the combustion chamber, the benefits are limited.

The air/fuel ratios are also reduced, resulting in increased smoke and fuel consumption.

This technology will limit power density and will likely be used only in low BMEP applications.

Cooled v/s Uncooled EGR

At

higher exhaust recirculation rates, the fuel consumption can be i improved d by b cooling li th EGR, the EGR while the smoke numbers can be reduced simultaneously by increasing the oxygen content inside the combustion chamber due to limited thermal throttling. both the NOx formation reaction and soot formation mechanism are heavily influenced by temperature, the application of cooled EGR supports the reduction of both species.

Since

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Low Pressure Loop EGR

High Pressure Loop EGR

High Pressure Venturi EGR System

Advantages

Particulate Trap is optional

Problems

System contamination Increased soot in oil Transport losses increase with improved TC efficiency VTG-EGR control

Requirements

Good Oil Control

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Clean Low Pressure EGR System

Advantages

Reduced control complexity p y Fuel economy Problems Reliability of particulate filter Re-circulated NO2 may form corrosive nitrous acid Requirement Low sulfur fuel (Less than 50 PPM S) Durable particulate filter with reliable regeneration

Engine Research Laboratory, IIT Kanpur www.iitk.ac.in/erl

Design Specifications and Constraints

The whole system (including the mechanism and the controls) should

be small enough to fit in a diesel car engine (a typical CI Engine). 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%).

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How Does EGR Work?

Engine Research Laboratory, IIT Kanpur

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How Does EGR Work?

Engine Research Laboratory, IIT Kanpur

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Engine Research Laboratory, IIT Kanpur

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Exhaust Gas Recirculation Valve

The EGR Valve is just above the exhaust pipe in the middle of the engine.

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Problems with EGR

Due to the high temperature of the exhaust gas and its anticipated effect

of reduced intake charge density (thermal throttling), throttling) the re-circulated re circulated exhaust gas is typically cooled to maintain high volumetric efficiency as well as avoid excessive increase in heat loss.

A problem unique to CI engines when using EGR is the solid carbon soot

i the in h exhaust. h Th soot acts as an abrasive The b i and d breaks b k down d the h lubricant. Greater wear on the piston rings and valve train, results.

Engine Research Laboratory, IIT Kanpur

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Solution
Studies have shown that EGR coupled with a high collection efficiency particulate trap,

control the smoke, smoke unburned hydrocarbon and NOx emissions simultaneously. simultaneously

The particulate trap, however, need to be regenerated since its pores are clogged by

the soot particles trapped.

Clogged soot traps increases backpressure to the engine exhaust, thus affecting

engine performance.

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Treatment of EGR

O id ti Catalytic Oxidation C t l ti EGR O Operation ti

EGR Fuel Reformer

EGR System with Catalytic Converter

1. Intake Manifold 2. Throttle Body 3. Air Filter 4. Electrical Vacuum Modulator 5. Control Unit 6. EGR Valve with T Temperature P b Probe 7. Exhaust Gas Manifold 8. Catalytic Converter

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Engine Research Laboratory, IIT Kanpur

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Engine Research Laboratory, IIT Kanpur

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Engine Research Laboratory, IIT Kanpur

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Engine Research Laboratory, IIT Kanpur

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Engine Research Laboratory, IIT Kanpur

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Engine Research Laboratory, IIT Kanpur

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Orifice
EGR Loop

TC3

TC2

EGR Control Valve TC1 TC5

Exhaust Muffler

Air Box and Diaphragm

Back Pressure Valve

TC-4

Exhaust Gas Smoke Opacity Meter Laminar Flow Equipm ment

Fresh Air

AC Generator
V

Load Bank

Schematic Diagram of Experimental Setup

Exhaust Gas Temperature Vs Load

350 EGR EGR EGR EGR 0% 7.75% 7 75% 10.4% 12.5%

300

250 TEMP( C) 200 150 100 0 2 4 LOAD (KW ) 6 8

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Effect of EGR on Engine Performance

Exhaust Gas s Temp ( 0C)
300 280 260 240 220 200 180 160 0 20 40 60 80 100
0% EGR 1 0% EGR 1 5% EGR 20% EGR

Thermal Effi iciency (%)

320

35 30 25 20 15 10 5 0 0 20 40 60 80 100
0% EGR 1 0% EGR 1 5% EGR 20% EGR

% of Rated Load

% of Rated Load

Exhaust Gas Temperature for Different EGR Rates

0.45
0% EGR

Thermal Efficiency for Different EGR Rates

100 80
0% EGR 1 0% EGR 1 5% EGR

BSFC (kg/kW W-hr)

1 0% EGR 1 5% EGR

Opacity (%)

0.4 0.35 0.3 0.25 0 20 40 60

60 40 20 0

20% EGR

20% EGR

80

100

20

40

60

80

100

% of Rated Load

% of Rated Load

BSFC for Different EGR Rates

Opacity for Different EGR Rates

250 200 150 100 50

0% EGR 1 0% EGR 1 5% EGR 20% EGR

3600 3100
0% EGR 1 0% EGR

NOx (ppm)

HC (ppm)

2600 2100 1600 1100

1 5% EGR 20% EGR

20

40

60

80

100

20

40

60

80

100

% of Rated Load

% of Rated Load

NOx for Different EGR Rates

Hydrocarbons for Different EGR Rates

750

0% EGR 1 0% EGR 1 5% EGR 20% EGR

CO O (ppm)

600 450 300 150 0

20

40

60

80

100

% of Rated Load

Carbon Monoxide for Different EGR Rates

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Lubricating Oil Tribology of EGR Operated Engine

Carbon Deposits on Cylinder Head Using EGR

Carbon Deposits on Cylinder Head without EGR

Carbon Deposits on Injector Tip Using EGR

Carbon Deposits on Injector Tip without EGR

Lubricating Oil Tribology of EGR Operated Engine

Carbon Deposits on Piston Crown Using EGR

7

Carbon Deposits on Piston Crown without EGR

200

% Change in Ca arbon

6 5 4 3 2 1 0

Wi h EGR With

Fe Concentration (g g/g)

Without EGR

160

W ith EGR W ithout EGR

120

80

40

24

48

72 Time (hrs)

96

0 0 24 48 72 96

Tim e (hrs)

% Change in Carbon as Function of Lubricating Oil Usage

Fe Concentration as a Function of Lubricating Oil Usage

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Lubricating Oil Tribology of EGR Operated Engine

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6
W ith EGR W ithout EGR

30

Cr Concent tration (g/g)

Cu Concent tration (g/g)

5 4 3 2 1 0

W ith EG R W ithout EGR

20

10

0 0 24 48 72 96

24

48

72

96

Time (hrs)

Tim e (hrs)

Cu Concentration as a Function of Lubricating Oil Usage

1.0 With EGR Without EGR

Cr Concentration as a Function of Lubricating Oil Usage

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Al Concentration n (g/g)

Ni Concentration n (g/g)

0.8

12

With EGR Without EGR

0.6

0.4

0.2 0 24 48 72 96

0 0 24 48 72 96

Time (hrs)

Time (hrs)

Ni Concentration as a Function of Lubricating Oil Usage

Al Concentration as a Function of Lubricating Oil Usage

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Engine Research Laboratory, IIT Kanpur

Lubricating Oil Tribology of EGR Operated Engine

2.0
30

Mn Concentrat tion (g/g)

Pb Concentrat tion (g/g)

25

1.5

With EGR Without EGR

20

1.0

15

0.5

With EGR Without EGR

10

0.0 0 24 48 72 96

5 0 24 48 72 96

Time (hrs)

Time (hrs)

Mn Concentration as a Function of Lubricating Oil Usage

26 With EGR

Pb Concentration as a Function of Lubricating Oil Usage

620 600

Mg Concentration (g/g)

Without EGR 24

Zn Concentration (g/ /g)

580 560 540 520 500

With EGR Without EGR

22

20 0 24 48 72 96
480 0 24 48 72 96

Time (hrs)

Time (hrs)

Mg Concentration as a Function of Lubricating Oil Usage

Zn Concentration as a Function of Lubricating Oil Usage

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EGR System Issues

Two-Stage Turbocharger Diesel Engine set up fitted with HP EGR

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Effect of EGR on Peak Flame Temperature

Effect of EGR on Particulate Formation

High % of EGR adversely reduces combustion quality results in PM formation. High % EGR suppresses flame speed sufficiently leads to incomplete combustion. Efficient Particulate trap are bound to be used.

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COOLED EGR
Cooling EGR gases is essential for emissions control and to avoid

reducing d i in-cylinder i li d mass through th h thermal th l throttling th ttli

Very cold EGR gases have shown further improvements but these

systems will ultimately only be achieved on vehicle through the thermal management system.

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Effect of EGR cooling on NOx reduction

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EGR Effect on Diesel Engine Wear

Oil Ageing due to EGR Increase in soot and viscosity level Depends on speed, load, EGR rate & running time. In cylinder effects of EGR Soot absorbs anti-wear additives and inhibits protective layer formation. Soot has an abrasive quality (specially at high pressures). pressures) Corrosion enhanced wear due to oil ageing. Above wear mechanisms are more severe at high engine loads.
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EFFECT OF EGR ON HEAT IN COOLANT

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Ch hange in Cooling Powe er [%]

50 40 30 20 10 0 NO 6.9

Change in Cooling Power

EGR BSNOx -10

NO 4.8 EURO III

HP Loop 3.5 EURO IV

LP Loop 3.5 EURO IV

HP Loop 2.0 EURO V

LP Loop 2.0 EURO V

HP Loop 1.4 before SCR US/2007

EURO II

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Summery effects of EGR on various parameters

PARAMETERS Air-Fuel-Ratio Oxygen Concentration Water Content in Inlet Charge Ignition delay Specific Heat of the Inlet Charge Rate of Combustion Pre-mixed Combustion Peak Flame Temperature Spray-Flame Volume Peak Pressure BSFC Knock Nox HC PM & Soot CO Aldehydes Lubrication Engine Wear Effect of EGR Reduces Reduces Increases Increases Increases Reduces Increases Reduces Increases Reduces Increases Reduces Reduces d Increases Increases No Significant Increase Increases Contamination Increases

EGR cooler

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Multitube EGR cooler

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Factors Contributing to EGR Cooler Fouling

Two particle deposition mechanisms for EGR cooler fouling:

Specific p p particle size deposition p Thermophoretic deposition Thermal gradient is the key!
Four factors that increase EGR cooler fouling:

High g PM number ( (or mass) ) concentration High gas temperature gradient across the cooler Low gas outlet temperature to enhance condensation inside cooler Wet particle composition (soluble organic fraction SOF)
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EGR System Fouling high at higher loads

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Effect of Diesel Particulate Matter (PM)

Effect on EGR Cooler Hi h rate High t of f erosive i and d abrasive b i wear -Mechanical durability Deposit and fouling of PM -Pressure Drop -Heat transfer efficiency

Washcoat powder & fuel soleplates major reasons of EGR valve fouling

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