MAHARISHI ARVIND COLLEGE OF ENGINEERING &

RESEARCH CENTER, JAIPUR

SEMINAR REPORT
On

EXHAUST GAS RECIRCULATION

Submitted in Partial fulfillment of the requirements for the
Degree of

BACHELOR OF TECHNOLOGY
In
MECHANICAL ENGINEERING
Under the guidance of

Mrs. Shefalika Tiwari

SUBMITTED TO: SUBMITTED BY:

MRS. NIDHI MUNDRA PIYUSH SUTHAR
Head of Department (13EMAME048)
(Mechanical Engineering )

DEPARTMENT OF MECHANICAL ENGINEERING

(RAJASTHAN TECHNICAL UNIVERSITY, KOTA)
MARCH, 2017
 ABSTRACT

The exhaust from vehicles pollutes the environment and contributes to

global warming, acid rain, smog, odors, respiratory and other health
problem. This thesis aims to design a novel system of exhaust gas
recirculation (EGR) system for diesel engine. A full system of EGR was
built based on the design to reduce the exhaust temperature back to the
combustion chamber in order to reduce the NOx emission. The new
technique design consists of pipe, heat exchanger, valve and flow meter. The
experiment used a diesel engine Mitsubishi 4D68 operated with diesel fuel
and PME100 fuel. A gas analyzer was used to measure the emission level on
the diesel engine. The experiment was conducted to identify the effect of the
quantity of NOx emissions in diesel engine using EGR, new EGR and
without EGR. The results of the emissions level on exhaust gas using EGR,
new EGR and without EGR are compared. Result shows that NOx emission
level using EGR is lower than using new EGR and without EGR. This is
because the exhaust temperature is low when using EGR. The NOx
concentration was reduced due to the decreasing exhaust temperature. The
new EGR did not reduce enough exhaust temperature compared to the
original EGR. However, compared to not using EGR, the new EGR still
reduced the NOx emission. Finally, the study conforms to its objective
where it provides a new and effective technique of EGR that reduces the
NOx concentration in diesel exhaust. This study is conducted in order to
design a new heat exchanger and a more effective cooling system made with
different materials. The experiment was conducted using various type of fuel
at difference engine RPM and engine loading.

i
 DECLARATION

I hereby declare that the Seminar Report entitled "EXHAUST GAS

RECIRCULATION" which is being submitted by me in the partial fulfillment for the
award of the degree of Bachelor of Engineering in Mechanical Engineering, from
Rajasthan Technical University, Kota is an authentic record of me carried out during
the academic year 2016-2017, under the guidance of MRS. SHEFALIKA TIWARI,
Department of Mechanical Engineering, Maharishi Arvind College of Engineering
and Research Centre, Jaipur.

Piyush Suthar

13EMAME048

Date: ______________

Certified that the above statement made by the student is correct to the best of our
knowledge and belief.

Signature

Examined By:

Head of Department
(Mechanical Department)

ii
 ACKNOWLEDGEMENT

The satisfaction that accompanies the successful completion of this seminar would be
incomplete without the mention of the people who made it possible, without whose
constant guidance and encouragement would have made efforts go in vain. I consider
myself privileged to express gratitude and respect towards all those who guided us
through the completion of this report.

I convey thanks to my seminar guide MRS. SHEFALIKA TIWARI for providing

encouragement, constant support and guidance which was of a great help to complete
this seminar successfully.

I am grateful to MRS. NIDHI MUNDRA, Head of Department of Mechanical

Engineering for giving me the support and encouragement that was necessary for the
completion of this seminar.

iii
TABLE OF CONTENTS
Abstract i
Declaration ii
Acknowledgement iii
List of Figures iv
Chapter 1 Introduction 1-5
1.1 Mechanism Of Formation Of Pollutants 1
1.2 NOx Emission Control 3
Chapter 2 Literature Review 6-14
2.1 Introduction 6
2.2 Diesel Engines 6
2.3 Exhaust Gas Recirculation (EGR) 10
2.4 Heat Exchanger 13
Chapter 3 Exhaust Gas Recirculation System 15-25
3.1 History 16
3.2 Basic Parts Of EGR 17
3.3 Types Of EGR Systems 19
3.4 Schematic Diagram Of Engine Setup 21
3.5 EGR 22
3.6 In Diesel Engines 23
3.7 EGR Implementations 24
Chapter 4 Effects Of EGR On NOx Emission 26-29
4.1 Constant Speed Diesel Engine 26
4.2 Effect Of EGR On Other Engines 27
4.2.1 Heavy Duty Diesel Engine 27
4.2.2 LPG Fuelled Diesel Engine 28
4.2.3 Diesel Engine With H2 As Duel Fuel 29
Chapter 5 Technical Issues 30-33
5.1 Combustion Contamination 30
5.2 Control System Stability 30
5.3 Materials and Durability 31
5.4 Liquid Dropout 31
5.5 Effects Of EGR On Engine Parts 32
Conclusion 34
References 35
 LIST OF FIGURES

Fig. No. Description Page No.

1 Indicator Diagram Of A Historic CI Engine
Operating On An Early Four Stroke Cycle 7

Four Stroke Cycle On Early CI Engine On

2 (a) Pressure-Specific Volume Coordinate, And
8
(b) Temperature-Entropy Coordinate.
3 A Four Stroke Diesel Engine Cycle 9
4 Concept Of Exhaust Gas Recirculation System
10
5 Relationship Between EGR Ratio And Engine Load
12
6 Recuperator
14
7 EGR System In A Turbocharged Engine
15
8 EGR Valve & EGR Transfer Pipe (Hot)
17
9 EGR Cooler & EGR Transfer Pipe (Cool)
18
10 Low Pressure EGR System
19
11 High Pressure EGR System
20
12 Engine Setup Using EGR In A Constant Speed
Diesel Engine 21

13 Effect Of EGR NOx Emission In Constant Speed

Diesel Engine 26

14 Effect Of EGR On NOx Emission In Engine Using

LPG 28

15 Effect Of EGR On NOx Emission In Engine Using

Hydrogen As Dual Fuel 29
16 Carbon Deposits On Cylinder Head
32
(a) With EGR, (b) Without EGR
17 Carbon Deposits On Injector Tip
32
(a) With EGR, (b) Without EGR
18 Carbon Deposits On Piston Crown 33
(a) With EGR, (b) Without EGR

iv.
CHAPTER 1
INTRODUCTION

Better fuel economy and higher power with lower maintenance cost has increased the
popularity of diesel engine vehicles. Diesel engines are used for bulk movement of
goods, powering stationary/mobile equipment, and to generate electricity more
economically than any other device in this size range. In most of the global car
markets, record diesel car sales have been observed in recent years. The exhorting
anticipation of additional improvements in diesel fuel and diesel vehicle sales in
future have forced diesel engine manufacturers to upgrade the technology in terms of
power, fuel economy and emissions.

In recent year due to globalization and industrial development, transportation

industries are flourishing very fast. Such industries are very much responsible for
atmospheric pollution which is detrimental to human health and environment. Internal
combustion engines are the main power source for the automobile vehicles which is
used by transportation industries. Mostly all the diesel engines have high thermal
efficiencies because of their high compression ratio and lean air-fuel operation. The
high compression ratio produces the high temperatures required to achieve auto
ignition and the resulting high expansion ratio makes the engine discharge less
thermal energy in the exhaust. Due to lean air-fuel mixture, extra oxygen in the
cylinders is present to facilitate complete combustion. Increasing diesel consumption
increases the pollutant that pollutes the atmospheric air. Thus good efforts are being
made to reduce the pollutants emitted from the exhaust system without loss of power
and fuel consumption. Recent concern over development in automotive technology is
the low environmental impact. In fact, partial recirculation of exhaust gas, which is
not a new technique, has recently become essential, in combination with other
techniques for attaining lower emission levels. The development of a new generation
of exhaust gas recirculation (EGR) valves and improvements in electronic controls
allow a better EGR accuracy and shorter response time in transient condition.

Pollutants are because of the incomplete burning of the air-fuel mixture in the
combustion chamber. The major pollutants emitted from the exhaust due to
incomplete combustion are,
 i. Carbon monoxide (CO)
ii. Hydrocarbons (HC)
iii. Oxides of nitrogen (NOx)

If, combustion is complete, the only products being expelled from exhaust would be
water vapour which is harmless, and carbon dioxide, which is an inert gas and, as
such it is not directly harmful to humans.

1.1 MECHANISM OF FORMATION OF POLLUTANTS

i. Carbon Monoxide (CO)

Carbon monoxide (CO) is a colorless, odorless, and tasteless gas that is slightly
lighter than air. It is toxic to humans and animals when encountered in higher
concentrations. CO is generally formed when the mixture is rich in fuel. The amount
of CO formation increases as the mixture becomes more and more rich in fuel. A
small amount of CO will come out of the exhaust even when the mixture is slightly
lean in fuel because air fuel mixture is not homogenous and equilibrium is not
established when the products pass to the exhaust. At the high temperature developed
during the combustion, the products formed are unstable and following reactions take
place before the equilibrium is established.

2C+O2 = 2CO

As the products cool down to exhaust temperature, major part of CO reacts with oxygen
to form CO2. However, a relatively small amount of CO will remain in exhaust.

ii. Hydrocarbons (HC)

Hydrocarbons, derived from unburnt fuel emitted by exhausts, engine crankcase fumes
and vapour escaping from the carburetor are also harmful to health. Hydrocarbons
appears in exhaust gas due to local rich mixture pockets at much lower temperature than
the combustion chamber and due to flame quenching near the metallic walls. A
significant amount of this unburnt HC may burn during expansion and exhaust strokes if
oxygen concentration and exhaust temperature is suitable for complete oxidation.
iii. Mechanism of formation of nitric oxide (NOx)

Oxides of nitrogen is produced in very small quantities can cause pollution. While
prolonged exposure of oxides of nitrogen is dangerous to health. Oxides of nitrogen
which occurs only in the engine exhaust are a combination of nitric oxide (NO) and
nitrogen dioxide (NO2). Nitrogen and oxygen react at relatively high temperature.
NOx is formed inside the combustion chamber in post-flame combustion process in
the high temperature region. The high peak combustion temperature and availability
of oxygen are the main reasons for the formation of NOx. In the present of oxygen
inside the combustion chamber at high combustion temperatures the following
chemical reactions will takes place behind the flame.

N2+O2 = 2NO

N2+2H2O = 2NO+H2

Calculation of chemical equilibrium shows that a significant amount of NO will be

formed at the end of combustion. The majority of NO formed will however decompose at
the low temperatures of exhaust. But, due to very low reaction rate at the exhaust
temperature, a part of NO formed remains in exhaust. The NO formation will be less in
rich mixtures than in lean mixtures. The concentration of oxides of nitrogen in the
exhaust is closely related peak combustion temperature inside the combustion chamber.

1.2 NOx EMISSION CONTROL

NOx emission is closely related to temperature and oxygen content in the combustion
chamber. Any process to reduce cylinder peak temperature and concentration of
oxygen will reduce the oxides of nitrogen. This suggests a number of methods for
reducing the level of nitrogen oxides. Among these the dilution of fuel-air mixture
entering the engine cylinder with an inert or noncombustible substance is one which
absorbs a portion energy released during the combustion, thereby affecting an overall
reduction in the combustion temperature and consequently in the NOx emission level.
The following are the three methods for reducing peak cycle temperature and thereby
reducing NOx emission.
 I. Water injection.
II. Catalyst
III. Exhaust gas recirculation (EGR)

I. Water injection

Nitrogen oxides NOx reduction is a function of water injection rate. NOx emission
reduces with increase in water injection rate per kg of fuel. The specific fuel
consumption decreases a few percent at medium water injection rate. The water
injection system is used as a device for controlling the NOx emission from the engine
exhaust.

II. Catalyst

A copper catalyst has been used to reduce the NOx emission from engine in the
presence of CO. Catalytic converter package is use to control the emission levels of
various pollutants by changing the chemical characteristics of the exhaust gases.
Catalyst materials such as platinum and palladium are applied to a ceramic support
which has been treated with an aluminium oxide wash coat. This results in as
extremely porous structure providing a large surface area to stimulate the combination
of oxygen with HC and CO. This oxidation process converts most of these
compounds to water vapour and carbon dioxide

III. Exhaust Gas Recirculation

Exhaust Gas Recirculation is an effective method of NOx control. The exhaust gases
mainly consist of carbon dioxide, nitrogen etc. and the mixture has higher specific heat
compared to atmospheric air. Re-circulated exhaust gas displaces fresh air entering the
combustion chamber with carbon dioxide and water vapor present in engine exhaust. As a
consequence of this air displacement, lower amount of oxygen in the intake mixture is
available for combustion. Reduced oxygen available for combustion lowers the effective
airfuel ratio. This effective reduction in airfuel ratio affects exhaust emissions
substantially. In addition to this, mixing of exhaust gases with intake air increases specific
heat of intake mixture, which results in the reduction of flame temperature. Thus
combination of lower oxygen quantity in the intake air and reduced
flame temperature reduces rate of NOx formation reactions .The EGR (%) is defined as
the mass percent of the recirculated exhaust (MEGR) in the total intake mixture (Mt).

EGR (%) = (MEGR Mt) 100

From above three methods, EGR is the most efficient and widely used system to
control the formation of oxides of nitrogen inside the combustion chamber of I.C.
engine. The exhaust gas for recirculation is taken through an orifice and passed
through control valves for regulation of the quantity of recirculation.
CHAPTER 2
LITERATURE REVIEW

2.1 INTRODUCTION

This chapter presents an introduction of diesel engine, effect of exhaust gas

recirculation system on diesel engine and effect of cooling the re-circulated exhaust
gas. This chapter also describes the design of heat exchanger.

2.2 DIESEL ENGINES

Martynn Randall (2004) stated that the first commercially successfully compression
ignition engine was invented by Rudolf Diesel at the end of the 19th century. In
1892, Rudolf Diesel a German engineer perfected the compression ignition engine
and named it after his name, diesel. The diesel engine uses heat created by
compression to ignite the fuel. Thus the spark ignition system is not requires. The
diesel engine requires compression ratios of 16:1 and higher. Heat of compression
happened when incoming air is compressed until its temperature reaches about
o o
1000 F (540 C). When the piston reaches the top of its compression stroke, fuel is
injected into the cylinder, where it is ignited by the hot air (Halderman 2009). In
diesel engine, air is not controlled by a throttle as in a gasoline engine. Instead, the
amount of fuel injected is varied to control power and speed.

Compared to spark ignition engine, diesel engine has the advantages of lower fuel
consumption, the ability to used cheaper fuel, the potential to produce higher power
output. Over the decades, diesel engine was widely used for stationary and marine
applications, but the fuel injection system used was not capable of high speed
operation. This speed limitation and the weight of air compression needed to operate
the injection equipment, made the first diesel engine unsuitable to be used on road-
going vehicle.

The air-fuel mixtures of a diesel as lean as 85:1 at idle. It varies to as rich as 20:1 at full
load. Diesel is more fuel-efficient than a gasoline engine because of higher air-fuel ratio
and increased compression pressure. Besides that, diesel engine does not suffer
throttling losses. Throttling losses involve the power needed in a gasoline engine to
draw air past a closed or partially closed throttle. Diesel engines have two-stroke and
four stroke versions. The most common two-stroke diesels were the truck and
industrial engines made by Detroit Diesel (Halderman 2009). In these engines, air
intake is through poppet valves in the head. A blower pushes air into the box
surrounding liner port to supply air for combustion and to blow the exhaust gases out
of the exhaust valves. Diesel engine is also known as compression ignition (CI)
engine. The fuel injection into the combustion chamber to the compression stroke was
very late in the early period of CI engines.

Due to ignition delay and the finite time required to inject the fuel, combustion lasted
into the expansion stroke. This kept the pressure at peak levels well past TDC. This
combustion process is best approximated as a constant pressure heat input in an air-
standard cycle, resulting in the diesel cycle shown in figure 2. The rest of the cycle is
similar to the air standard Otto cycle (Willard 2003).

FIG 1. INDICATOR DIAGRAM OF A HISTORIC CI ENGINE OPERATING ON AN EARLY

FOUR STROKE CYCLE
 FIG 2. FOUR STROKE CYCLE ON EARLY CI ENGINE ON (a) PRESSURE-SPECIFIC
VOLUME COORDINATE, AND (b) TEMPERATURE-ENTROPY COORDINATE.

During the suction stroke, the inlet valve opens and air enter the cylinder as the piston
moves from TDC to BDC. When the inlet and exhaust valves are closed, the piston
compresses the air, and the pressure and temperature rise. When the piston is about to
reach the TDC, fuel is injected in a finely divided form into the hot swirling air in the
combustion space. Ignition occurs after a short delay, the gas pressure rises rapidly
and a pressure wave is set up. Work is done by the gas pressure on the piston as the
piston sweeps the maximum cylinder volume. During this expansion or power stroke,
the temperature and the pressure of the burn gas will decrease. As the piston
approaches the BDC, the exhaust valve opens and the products of combustion are
rejected from the cylinder during the exhaust stroke. Near the TDC, the inlet valve
opens again and the cycle repeated (Gupta 2006).

The typical valve timing for a 4 stroke CI engine are as follows:

Inlet valve opens about 300 before TDC

Inlet valve closes about 500 after BDC
Exhaust valve opens about 450 before BDC
Exhaust valve closes about 300 after TDC
Injection of fuel is about 150 before TDC
The basic engine cycle for four stroke compression ignition (CI) engine cycle is for
the first stroke is known as intake stroke where only air goes into the combustion
chamber without adding fuel to it. It is the same as the intake stroke in a spark ignition
(SI) engine. For the second stroke or compression stroke, air is compressed to
increase the pressure and temperature. For this stroke, fuel is injected directly into the
combustion chamber and will mix with the hot air. The fuel then evaporates and self-
ignites, thus combustion begins. Combustion is fully developed by TDC and
continues at a constant pressure until the fuel injection is complete and the piston has
started to move to BDC (Willard 2003). The third stroke is the power stroke where it
continues the combustion process end and the piston travel towards BDC. Finally the
fourth stroke or exhaust stroke, the exhaust gas exits the engine.

FIG 3. A FOUR STROKE DIESEL ENGINE CYCLE.

Diesel engine uses heat to ignite the fuel by compressing air in the combustion
chamber. The compression ratio of diesel engines is typically three times (as high as
o o
25:1) that of a gasoline engine. The temperature rises up to 700 C to 900 C when the
air intake is compressed. A small amount of diesel fuel then is injected into the
combustion chamber using the injector spray just before the air is fully compressed.
The air will instantly ignite the fuel when it reaches a certain temperature due to the
compression. Meanwhile in power stroke, the piston goes down when the combustion
increases the heat in the cylinder as a result of the high pressure in the chamber.
2.3 EXHAUST GAS RECIRCULATION (EGR)

The Exhaust gas recirculation system is designed to reduce the amount of nitrogen
oxides (NOx). This NOx is created by the engine during operating periods due to high
o
temperature of combustion. When the combustion temperature exceeds 2500 F, a
highly concentrated NOx is formed. The EGR system works by recirculating a small
amount of exhaust gas back to the combustion chamber through the intake manifold
where it mixes with the incoming air/fuel charge. The high temperature and the
pressure are reduced by diluting the air/fuel mixture under that condition.

The EGR flow has three operating conditions. The first condition is the high EGR flow;
where it is necessary during cruising and mid-range acceleration. This is a condition
where the combustion temperature is very high. Meanwhile the second condition is low
EGR flow. Low EGR flow is needed during low speed and light load conditions. Finally
the third condition is the no EGR flow condition. When the engine warms up and idle the
wide open throttle, no EGR flow should occur during that condition. EGR operations
could adversely affect engine operating efficiency or vehicle derivability.

FIG 4. CONCEPT OF EXHAUST GAS RECIRCULATION SYSTEM

Exhaust gas recirculation is use to re-circulate the exhaust gas back to the combustion
chamber at intake manifold. In other words, to supply exhaust gas to the fresh mixture
or to the air sucked into the cylinder. The use of exhaust gas recirculation is needed to
control the production of NOx emission for gasoline and diesel engines (Richard
2006). The NOx reduction is primarily caused by the following factors:

The heat capacity (Cp) of the re-circulated exhaust gas is higher than the heat
capacity (Cp) of the air. This makes the low temperature increases for the
same amount of energy release by combustion.
Reduction of the O2 partial pressure and therefore, lower oxygen mass inside
the cylinder, because a portion of the combustion air is replaced by exhaust
gas with lower oxygen content.
Reduction of the combustion speed and therefore lower temperature increase.

When the combustion temperatures are too high it form a nitrogen oxides (NOx). Any
measure to decrease NOx and emission lead to reduce the combustion temperature. The
use of EGR will increased the soot and other solid paniculate loading of lubricant oil. Re-
introduction of the acidic exhaust gas product (sulfuric acid) into the engine will rapidly
increase the total acid number (TAN) of the lubricant (S.Aldajah et al. 2006)

Using high exhaust gas recirculation (EGR) rates by increased boost pressure to avoid
the negative impact on soot emissions is the one efficient method to control NOx in
order to achieve future emissions limits (Hountalas et al. 2006). The combustion noise
and the thermal efficiency of the dual fuel engine are found to be affected when EGR
is used in the dual fuel engine (Selim 2001).

2.3.1 EGR theory of operation

The purpose of EGR system is to precisely regulate EGR flow under different
operating condition. EGR system also has to override flow under conditions which
would compromise good engine performance. Like the engine load change, the
precise amount of exhaust gas which must be metered into the intake manifold varies
significantly. This results in the EGR system operating on a very fine line between
good NOx control and good engine performance.
The engine performance will be suffered if too much exhaust gas is metered. The
engine may knock and will not meet strict emissions standards if too little EGR flows.
The EGR ratio is referred as the theoretical volume of recirculated exhaust gas. The
graph in figure 4 shows the EGR ratio increases as engine load increases.

FIG 5. RELATIONSHIP BETWEEN EGR RATIO AND ENGINE LOAD

EGR system also gives impact on the engine control system (ECS). The ECM
considers the EGR system as an integral part of the entire engine control system
(ECS). The ECM is capable of neutralizing the negative performance aspects of EGR
by programming advanced additional spark and decreased the fuel injection duration
during periods of high EGR flow. By integrating fuel and spark control with the EGR
metering system, engine performance and fuel economy can actually be enhanced
when the EGR system is functioning as designed.

To regulate exhaust gas flow from the exhaust to the intake manifold, the EGR control
valve is used by means of a pintle valve attached to the valve diaphragm. A ported
vacuum signal and calibrated spring on one side of the diaphragm are balanced
against atmospheric pressure acting on the other side of the diaphragm. The valve is
pulled further from its seat when the vacuum signal applied to the valve increases.
2.3.2 EGR cooling system

The re-circulated exhaust gas can be cooled down to reduce the NOx emissions.
Meanwhile, reduction for radiators is possible up to 50% following the design
accordingly. Cooling the re-circulated exhaust gas is one of the ways to reduce the
emissions that caused pollution; without significant additional fuel consumption. NOx
generation can be reduced by lowering gas temperature in the combustion chamber.
To achieve this, a specially developed EGR cooler is installed between the EGR valve
and the intake manifold entry point for the exhaust gas. It uses water as a cooling
medium to reduce the exhaust gases temperature and the amount of pollutants. It is
believed that it is more effective than using air as a cooling medium. Exhaust
emission NOx decreased but the particulate matter concentration in the exhaust gases
increased when cooled EGR rises in ratio (Nidal 2002).

A system with controlled EGR cooling system combined with a controlled engine
cooling system shows that it decreased the warm up times for fast warm up of after
treatment devices, decreased power consumption, and gave better engine temperature
control (Chalgren et al. 2007). Using a cooled EGR system raises the density of the
intake air thus, the amount of air entering the combustion chamber increases. A
complete combustion then is achieved, thereby reducing the generation of PM.

2.4 HEAT EXCHANGER

Heat exchanger is equipment that transfers heat from one medium to another. It is also
a device where two moving fluid streams exchange heat without mixing. Different
heat transfer applications require different types of hardware and different
configuration of heat transfer equipment. The most basic heat exchanger is double
pipe heat exchanger. This type of heat exchanger consists of two concentric pipes of
different diameters (Chengel 2006). Heat is transferred from the hot fluid to the cold
condition through the wall separating the fluids. Yunus A.Chengel (2007) asserted the
conservation of mass principle for a heat exchanger in steady operation requires that
the sum of the inbound mass flow rates. The principle can also be expressed as the
following, under steady operation, the mass flow rate of each fluid stream flowing
through a heat exchanger remains constant (Chengel et al. 2007)
Heat exchanger is a device that makes the flow of thermal energy between two or
more fluids at different temperatures. Heat exchanger is used in a wide variety of
applicants. These include power production, waste heat recovery, manufacturing
industries, air-conditioning, refrigerant and many more.

Heat exchanger may be classified according to;

1. Recuperators / regenerators
2. Transfer process: direct contact and indirect contact
3. Geometry of construction: tubes, plates, and extended surfaces.
4. Heat transfer mechanisms: parallel flow and counter flow.

2.4.1 Recuperation and Regeneration

Recuperator is a conventional heat exchanger where it transfers the heat between two
fluids with heat transfer between two fluids because the hot stream A recovers
(recuperates) some of the heat from stream B (Figure 6). The heat transfer occurs
through a separating wall or through the interface between the streams as in the case
of direct contact type of heat exchanger.

FIG 6. RECUPERATOR
CHAPTER 3

EXHAUST GAS RECIRCULATION SYSTEM

When EGR system is applied, the engine intake consists of fresh air and recycled exhaust gas.
Exhaust gases were tapped from exhaust pipe and connected to inlet airflow passage. An EGR
control valve was provided in this pipe for EGR control. The exhaust gases were regulated by this
valve and directly send to the inlet manifold, upstream of compressor or downstream of
compressor. Sufficient distance for through mixing of fresh air and exhaust gases were ensured.
The above shown system is also called as hot EGR because it not fitted with an EGR cooler which
is used to cool the intake mixture. A typical EGR valve is shown below.

FIG 7. EGR SYSTEM IN A TURBOCHARGED ENGINE

3.1 HISTORY

The first EGR systems were crude; some were as simple as an orifice jet between the
exhaust and intake tracts which admitted exhaust to the intake tract whenever the
engine was running. Difficult starting, rough idling, and reduced performance and fuel
economy resulted. By 1973, an EGR valve controlled by manifold vacuum opened or
closed to admit exhaust to the intake tract only under certain conditions. Control
systems grew more sophisticated as automakers gained experience; Chrysler's
"Coolant Controlled Exhaust Gas Recirculation" system of 1973 exemplified this
evolution: a coolant temperature sensor blocked vacuum to the EGR valve until the
engine reached normal operating temperature. This prevented driveability problems
due to unnecessary exhaust induction; NOx forms under elevated temperature
conditions generally not present with a cold engine. Moreover, the EGR valve was
controlled, in part, by vacuum drawn from the carburetor's venturi, which allowed
more precise constraint of EGR flow to only those engine load conditions under
which NOx is likely to form. Later, backpressure transducers were added to the EGR
valve control to further tailor EGR flow to engine load conditions. Most modern
engines now need exhaust gas recirculation to meet emissions standards. However,
recent innovations have led to the development of engines that do not require them.
The 3.6 Chrysler Pentastar engine is one example that does not require EGR.
3.2 BASIC PARTS OF EGR

There are 3 basic parts of EGR

EGR Valve
EGR Cooler
EGR Transfer Pipe

When EGR is required engine electronic controls open the EGR valve. The exhaust
gas then flows through the pipe to the cooler. The exhaust gases are cooled by water
from the truck cooling system. The cooled exhaust gas then flow through the EGR
transfer pipe to the intake manifold.

FIG 8. EGR VALVE & EGR TRANSFER PIPE (HOT)

 FIG 9. EGR COOLER & EGR TRANSFER PIPE (COOL)

The purpose of the EGR system is to precisely regulate the flow under different
operating conditions. The precise amount of exhaust gas must be metered into the
intake manifold and it varies significantly as the engine load changes. By integrating
the fuel and spark control with the EGR metering system, engine performance and the
fuel economy can be enhanced. For this an ECM (Electronic Control Machine) is used
to regulate the EGR flow. When EGR is required ECM opens the EGR valve.The
ECM is capable of neutralizing the negative aspects of EGR by programming
additional spark advance and decreased fuel injection duration during periods EGR
flow. The exhaust gas then flows through the pipe to the cooler. The exhaust gases are
cooled by water from the vehicles cooling system. The cooled exhaust gas then flow
through the EGR transfer pipe to the intake manifold.
3.3 TYPES OF EGR SYSTEMS

1. LOW PRESSURE EGR SYSTEMS

FIG 10. LOW PRESSURE EGR SYSTEM

If portion of turbine outlet exhaust gas is delivered to compressor inlet through the flow
control valve then it called low pressure EGR loop. In low pressure EGR system, a flow
passage is a devised between the exhaust of super charger turbine and the intake
manifolds connected to the super charging compressor. The flow of EGR regulated is
with a throttling valve showing in Figure above. The pressure differences generally are
sufficient to drive the EGR flow of a desired amount except during idling. If the exhaust
gas is recycled to the intake directly, the operation is called hot EGR. If the exhaust gas is
recycled through EGR cooler, the operation is called cooled EGR.
For turbocharged I.C. engine modification is done in EGR system because a positive
differential pressure between the turbine outlet and compressor inlet is generally
available (p4-p1)>0. Furthermore, tailpipe pressure p1 can be elevated by partial
throttling that ensures sufficient driving pressure for the EGR flow. The low pressure
EGR loop is not applicable as the conventional compressor and intercoolers are not
designed to ensure the temperature of exhaust gas. This type of loop can be used by
directing exhaust from the turbine outlet to the inter-cooler outlet directly bypassing
the compressor.

2. HIGH PRESSURE EGR SYSTEMS

FIG 11. HIGH PRESSURE EGR SYSTEM

Another method of EGR is high pressure EGR loop. In high pressure EGR system, a
flow passage is devised between the exhaust of engine (up-stream of the turbine) and
the intake manifolds of engine (downstream of the super charging compressor).

In this system the exhaust gas is recirculated from upstream of the turbine to
downstream of the compressor or the downstream of the inter-cooler as shown in
Figure. The compressor and intercooler are therefore not exposed to the exhaust gas.
Such high pressure loop EGR system is only applicable when the turbine upstream
pressure is sufficiently higher than the boost pressure (compressor downstream
pressure) i.e. if (P3-P2)>0.

3.4 SCHEMATIC DIAGRAM OF ENGINE SETUP USING EGR IN

A CONSTANT SPEED DIESEL ENGINE

FIG 12. ENGINE SETUP USING EGR IN A CONSTANT SPEED DIESEL ENGINE
This figure shows a two-cylinder constant speed diesel engine generator set. This was
chosen to study the effect of EGR. The engine is coupled with an AC generator and the
current generated is used by a resistive load bank, thus in-turn loading the engine. An air
box was provided in EGR loop to dampen the fluctuations of the pulsating exhaust. An
orifice was installed in the EGR loop to measure the flow rate of re-circulated exhaust
gas. To measure the intake air flow rate, a laminar flow equipment (LFE) was installed.
Suitable instrumentation for measurement of temperatures at several locations was done.
Fuel consumption measurement was done using a gravimetric fuel consumption meter.
Exhaust gas emission measurements were done by raw exhaust gas emission analyzer.
NOx emissions were analyzed by a Chemiluminescence Analyzer.

3.5 EGR

The exhaust gas, added to the fuel, oxygen, and combustion products, increases the
specific heat capacity of the cylinder contents, which lowers the adiabatic flame
temperature.

In a typical automotive spark-ignited (SI) engine, 5% to 15% of the exhaust gas is

routed back to the intake as EGR. The maximum quantity is limited by the need of the
mixture to sustain a continuous flame front during the combustion event; excessive
EGR in poorly set up applications can cause misfires and partial burns. Although EGR
does measurably slow combustion, this can largely be compensated for by advancing
spark timing. The impact of EGR on engine efficiency largely depends on the specific
engine design, and sometimes leads to a compromise between efficiency and NOx
emissions. A properly operating EGR can theoretically increase the efficiency of
gasoline engines via several mechanisms:

Reduced throttling losses. The addition of inert exhaust gas into the intake system
means that for a given power output, the throttle plate must be opened further,
resulting in increased inlet manifold pressure and reduced throttling losses.
Reduced heat rejection. Lowered peak combustion temperatures not only
reduces NOx formation, it also reduces the loss of thermal energy to combustion
chamber surfaces, leaving more available for conversion to mechanical work
during the expansion stroke.
 Reduced chemical dissociation. The lower peak temperatures result in more of
the released energy remaining as sensible energy near TDC (Top Dead-Center),
rather than being bound up (early in the expansion stroke) in the dissociation of
combustion products. This effect is minor compared to the first two.

EGR is typically not employed at high loads because it would reduce peak power
output. This is because it reduces the intake charge density. EGR is also omitted at idle
(low-speed, zero load) because it would cause unstable combustion, resulting in rough
idle.

Since the EGR system recirculates a portion of exhaust gases, over time the valve can
become clogged with carbon deposits that prevent it from operating properly. Clogged
EGR valves can sometimes be cleaned, but replacement is necessary if the valve is
faulty.

3.6 IN DIESEL ENGINE

In modern diesel engines, the EGR gas is cooled with a heat exchanger to allow the
introduction of a greater mass of recirculated gas. Unlike SI engines, diesels are not
limited by the need for a contiguous flame front; furthermore, since diesels always
operate with excess air, they benefit from EGR rates as high as 50% (at idle, when
there is otherwise a large excess of air) in controlling NOx emissions. Exhaust
recirculated back into the cylinder can increase engine wear as carbon particulates
wash past the rings and into the oil.

Since diesel engines are unthrottled, EGR does not lower throttling losses in the way
that it does for SI engines. Exhaust gaslargely nitrogen, carbon dioxide, and water
vaporhas a higher specific heat than air, so it still serves to lower peak combustion
temperatures. However, adding EGR to a diesel reduces the specific heat ratio of the
combustion gases in the power stroke. This reduces the amount of power that can be
extracted by the piston. EGR also tends to reduce the amount of fuel burned in the
power stroke. This is evident by the increase in particulate emissions that corresponds
to an increase in EGR.

Particulate matter (mainly carbon) that is not burned in the power stroke is wasted energy.
Stricter regulations on particulate matter (PM) call for further emission controls
to be introduced to compensate for the PM emissions increase caused by EGR. The
most common is a diesel particulate filter in the exhaust system which cleans the
exhaust but causes a constant minor reduction in fuel efficiency due to the back
pressure created. The nitrogen dioxide component of NOx emissions is the primary
oxidizer of the soot caught in the DPF at normal operating temperatures. This process
is known as passive regeneration. Increasing EGR rates cause passive regeneration to
be less effective at managing the PM loading in the DPF. This necessitates periodic
active regeneration of the DPF by burning diesel fuel in the oxidation catalyst in order
to significantly increase exhaust gas temperatures through the DPF to the point where
PM is quickly burned by the residual oxygen in the exhaust.

By feeding the lower oxygen exhaust gas into the intake, diesel EGR systems lower
combustion temperature, reducing emissions of NOx. This makes combustion less
efficient, compromising economy and power. The normally "dry" intake system of a
diesel engine is now subject to fouling from soot, unburned fuel and oil in the EGR bleed,
which has little effect on airflow. However, when combined with oil vapor from a PCV
system, can cause buildup of sticky tar in the intake manifold and valves. It can also cause
problems with components such as swirl flaps, where fitted. Diesel EGR also increases
soot production, though this was masked in the US by the simultaneous introduction of
diesel particulate filters. EGR systems can also add abrasive contaminants and increase
engine oil acidity, which in turn can reduce engine longevity.

Though engine manufacturers have refused to release details of the effect of EGR on
fuel economy, the EPA regulations of 2002 that led to the introduction of cooled EGR
were associated with a 3% drop in engine efficiency, bucking a trend of a .5% a year
increase.

3.7 EGR IMPLEMENTATONS

Usually, an engine recirculates exhaust gas by piping it from the exhaust manifold to
the inlet manifold. This design is called external EGR. A control valve (the EGR
valve) within the circuit regulates and times the gas flow. Some engines incorporate a
camshaft with relatively large overlap during which both the intake valve and the
exhaust valve are open, thus trapping exhaust gas within the cylinder by not fully
expelling it during the exhaust stroke. A form of internal EGR is used in the rotary
Atkinson cycle engine.

EGR can also be implemented by using a variable geometry turbocharger (VGT)

which uses variable inlet guide vanes to build sufficient backpressure in the exhaust
manifold. For EGR to flow, a pressure difference is required across the intake and
exhaust manifold and this is created by the VGT.

Another method that has been experimented with, is using a throttle in a turbocharged
diesel engine to decrease the intake pressure, thereby initiating EGR flow.

Modern systems utilizing electronic engine control computers, multiple control

inputs, and servo-driven EGR valves typically improve performance/efficiency with
no impact on drivability and function.

In most modern engines, a faulty or disabled EGR system will cause the computer to
display a check engine light and the vehicle to fail an emissions test. The check light
can be remedied by ECU remapping.
CHAPTER 4

EFFECTS OF EGR ON NOx EMISSION

4.1 CONSTANT SPEED DIESEL ENGINE

Exhaust gas recirculation (EGR) is a pre-treatment technique. This is the widely used
process to reduce and control the oxides of nitrogen (NOx) emissions from diesel engines.
EGR control the NOx because it lowers oxygen concentration and flame temperature of
the working fluid in the combustion chamber. The exhaust gas displaces fresh air-entering
the combustion chamber and this air displacement lowers the amount of oxygen available
for combustion in the intake mixture. Reduced oxygen available for combustion lowers
the effective air-fuel ratio. Exhaust gases mixed with intake air increases specific heat of
intake mixture, which results in the reduction of flame temperature. Thus combination of
lower oxygen quantity in the intake air and reduced flame temperature reduces rate of
NOx formation. Engine using EGR emit lower quantity of exhaust gases compared to
non-EGR engines because part of the exhaust gas is recirculated. Diesel engines operating
at low loads are generally tolerate a higher EGR ratio because re-circulating exhaust
gases contain high concentration of oxygen
FIG 13. EFFECT OF EGR NOx EMISSINON IN CONSTANT SPEED DIESEL ENGINE
And low concentration of carbon dioxide. But at higher loads, the oxygen in exhaust
gas becomes scare and inert constituents start dominating along with increased
exhaust temp. Thus as load increases, diesel engines tend to generate more smoke
because of reduced availability of oxygen. At very high EGR rate (around 44%) NOx
emission continuously drops but this high EGR rate significantly affects the fuel
economy. The degree of reduction in NOx at higher loads is higher with same % EGR
compared to part load. At the part load, O2 is available in sufficient quantity but at
high loads O2 reduces drastically, therefore NOx is reduced more at higher loads
compared to part loads. The major influence on NOx emission is due to change in
temperature rather than O2 availability.

About 15% EGR rate is found to be effective to reduce NOx emission substantially
without deteriorating performance and emission. At higher loads, increased rate of
EGR reduces NOx to a greater extent but deteriorates the performance and emissions.
Therefore higher EGR rates can be applied at lower loads.

4.2 EFFECT OF EGR ON NOx EMISSIONS OF OTHER ENGINES

4.2.1 HEAVY DUTY DIESEL ENGINE

In heavy duty DI diesel engines NOx emission decreases almost linearly with EGR
rate. NO emissions at full load remain almost constant when altering EGR temp. A
small NO emission increases only at high EGR rates. Formation of NOx is
temperature and O2 sensitive. So that the increase of EGR temperature is compensate
by the reduction of air fuel ratio. For the same EGR rate has no significant effect on
NO for all engines speeds, but small NO emission increases only at high EGR rates
with speed on the other hand. The effect of EGR rate is slightly higher at low engine
speed. Emission of NO increases with increase of temperature of EGR (hot EGR)
compared to the cooled EGR. The increase of EGR temperature from 90C to 240 C
results to an increase of the mean gas temperature and the individual zone temperature
during the main combustion period and that create adverse effect on NO emission.
Because of that, in heavy duty DI diesel engine, EGR cooling is favorable to retain
the benefits of law NOx emissions without sacrificing the engine efficiency.
4.2.2 LPG FUELLED DIESEL ENGINE

Diesel engine was operated on 100% liquefied petroleum gas (LPG). The LPG has a
low cetane number (<3). Therefore diethyl ether was added to the LPG for ignition
purpose. It will improve the cetane number (>125) and has a low auto ignition
temperature (160 C). Exhaust gas recirculation (EGR) is one of the most effective
techniques for reducing NOx emission from I.C. engines. EGR raises the total heat
capacity of working gases in engine cylinder and lowers the peak temperature due to
high heat capacity of EGR. The concentration of NOx in the case of LPG operation
without EGR is about 60% less than NOx concentration in the case of diesel engine
operation at any load. For LPG engine it is observed that for all EGR percentages, the
NO emission is found slightly higher compared to LPG operation without EGR from
no load to 40% load. This is because the exhaust gas mixes with intake air and raises
the inlet air temperature slightly. This EGR will enhance the combustion rate and
leading to increased cylinder peak temperature and hence higher NO emissions in the
engine exhaust. But at higher power outputs, significant reduction in NOx
concentration particularly with 10% to 20% of EGR from 80% to 100% load. This
may be due to the fact that at higher loads as well as with higher EGR percentages,
the concentration of both CO2 and H2O present in the intake is more.

FIG 14. EFFECT OF EGR ON NOx EMISSION IN ENGINE USING LPG

These gases absorb energy released by combustion, which reduces the peak
combustion temperature in the combustion chamber resulting in the reduction of NO
emission. Also LPG with EGR operation exhibits lower exhaust gas temperature
particularly with high EGR percentages at higher loads.

4.2.3 DIESEL ENGINE WITH HYDROGEN AS DUAL FUEL

FIG 15. EFFECT OF EGR ON NOx EMISSION IN ENGINE USING HYDROGEN AS DUAL
FUEL

Hydrogen is one of the best alternatives for conventional fuels. Hydrogen enriched air
is used as intake charges in a diesel engine adopting exhaust gas recirculation (EGR).
The main pollutant exhausted by hydrogen fueled engine is NOx. NOx emission from
hydrogen duel fuel engine without EGR is higher than the diesel engine. But with
EGR, the NOx formation decreases with increase in the EGR. This is mainly due to
the replacement of air-fuel mixture by inert gas, which reduces the peak combustion
temperature.
CHAPTER 5

TECHNICAL ISSUES

5.1 Combustion Contamination

Exhaust gas from any combustion process may have certain contaminants, including
acid forming compounds, unburned and partially burned hydrocarbons, air pollutants,
and liquid water. These contaminants can be successfully reintroduced into the
combustion chamber but may lead, over time, to serious combustion degradation and
instability, and shorter component life. Such effects need to be fully understood and
documented, and appropriate improvements made to the combustion process to
protect the customers investment and maintain true long-term emissions compliance.
This activity would be a key element of any major engine manufacturers
development process.

5.2 Control System Stability

Control systems for modern engines have been developed over two decades and
involve integrated strategies to adjust air/fuel ratio, ignition timing, and air flow rates
to maintain emissions control at varying loads, speeds, and fuel conditions. These
systems are at the heart of successful engine operation today and are vital to
satisfactory long term operation. Adding EGR into the combustion process introduces
further complexity that must be carefully integrated into the entire engine control
system approach for successful operation over a wide range of conditions. For
instance, if fuel quality changes over time, the air/fuel ratio, ignition timing, air
system rates, and the EGR rate must be adjusted accordingly to keep the combustion
system stable and emissions in compliance. On the other hand, if the engines load
changes rapidly from part load to full load and back to part load, the EGR system
dynamics must be included in the overall control strategy response to make sure the
engine operates smoothly during this transition.
5.3 Materials and Durability

EGR systems may decrease long-term life of the components affected, including the
EGR coolers and control valves, the pistons and cylinder heads, exhaust manifolds
and sensors, as well as the post engine catalyst. Operating a few hundred hours per
year may not lead to any significant materials degradation in the overall lifespan of an
engine. However, continuous duty applications at 8500 hours per year may cause near
term emissions noncompliance and longer term materials breakdown, shorter
component life, and even unexpected, catastrophic engine failures. To minimize or
eliminate the potentially negative impacts of EGR on engine components, compatible
components and designs must be used that often require thousands of hours of lab and
field test operation for validation. Although both expensive and time consuming, such
efforts are a necessary part of proving any new combustion design including EGR
systems. Therefore, major engine manufacturers worldwide need to plan for and
execute these tests in order to develop the materials needed for successful EGR
applications.

5.4 Liquid Dropout

During exhaust gas recirculation, the gasses must be cooled with an external cooler
before being reintroduced into the cool inlet manifold of an engine. The cooling
process for the EGR may result in liquids being formed in the return lines, depending
on temperatures and local humidity, much as liquids are formed in the tailpipe of an
automobile at certain conditions. This liquid dropout could be a continuous stream
that needs to be carefully understood and managed with the needs of the local
environment in mind. While there may be ways to reintroduce this liquid into the
combustion process, doing so may create further problems with combustion and lead
to other emissions complications and instability. As such, managing liquid dropout
needs careful study and development in an integrated development program.
5.5 EFFECTS OF EGR ON ENGINE PARTS

The physical conditions of various vital engine parts which are directly exposed to
combustion in-cylinder liner are shown in Figures.

FIG 16. CARBON DEPOSITS ON CYLINDER HEAD

(a) WITH EGR, (b) WITHOUT EGR

FIG 17. CARBON DEPOSITS ON INJECTOR TIP

(a) WITH EGR, (b) WITHOUT EGR
 FIG 18. CARBON DEPOSITS ON PISTON CROWN
(a) WITH EGR, (b) WITHOUT EGR

It can be clearly seen that carbon deposits on the various parts of the engine operated with
EGR system is significantly more than that of engine operated without EGR. The higher
carbon deposits in the EGR system seem to be because of higher soot formation.

WEAR OF PISTON RINGS

The piston rings are one of the most important components in the engine, which are
essential for operation of the engine. Piston rings are subjected to high thrust imposed
by combustion gases. Rings are used to reduce the friction between cylinder liner
surface and the piston. They are made of very high strength material so that they can
resist high temperature and high thrust of combustion process and at the same time
have very low wear. In the engine using EGR, top compression ring faces lowest
weight loss compared to other rings. The weight loss of top compression ring is about
0.30% of the initial weight of ring. The oil ring faces highest amount of weight loss in
the engine using EGR. The amount of wear was approximately 0.90% of initial
weight. It has been observed that the extent of wear of top ring in the engine using
EGR is lower than normal operating engine. The possible reason of this may be the
lower temperature of the combustion chamber of the engine using EGR. However, the
wear rate of second and third compression ring and oil ring is comparatively higher
for engine using EGR. The possible reason for this may be presence of higher amount
of soot and wear debris in the lubricating oil of the engine using EGR.
 CONCLUSION

Thus, as seen that using Exhaust Gas Recirculation Technique in engines, the emissions
are very much controlled due to lesser amounts of NOx entering the atmosphere. Exhaust
gases lower the oxygen concentration in combustion chamber and increase the specific
heat of the intake air mixture, which results in lower flame temperatures. Thus the
emission levels to be maintained are attained by the engines. It can be observed that 15%
EGR rate is found to be effective to reduce NOx emission substantially without
deteriorating engine performance. As seen, Exhaust Gas Recirculation is a very simple
method. It has proven to be very useful and it is being modified further to attain better
standards. This method is very reliable in terms of fuel consumption and highly reliable.
Thus EGR is the most effective method for reducing the nitrous oxide emissions from the
engine exhaust. Many of the four wheeler manufacturers like Ford Company, Benz
Motors etc. used this technique to improve the engine performance and reduce the amount
of pollutants in the exhaust of the engine.

The engine performance on EGR system, Exhaust Gas Temperature reduces as

compared to that of without EGR system, so it is beneficial for surrounding.

The Brake Thermal Efficiency (BTE) of the engine was partially lower and the Brake
Specific Fuel Consumption (BSFC) of the engine was partially higher when EGR
system was implemented with engine. Emission of Oxide of Nitrogen (NOx) was very
much reduced by implementation of EGR system. Emission of Carbon Dioxide (CO 2)
and Carbon Mono-oxide (CO) was also reduced. Emission of Hydro Carbon (HC)
increases by implementing EGR system with engine than that of operating engine
without EGR system.
 REFERENCES

1. International Journal of Engg Research & Applications (IJERA) - www.ijera.com

2. Mechanical Department - www.pediain.com
3. Exhaust Gas Recirculation www.mechengg.net
4. www.123seminarsonly.com
5. MTU General White Paper Exhaust Gas Recirculation www.mtu-online.com
6. Engine EGR - www.dieselnet.com