Exhaust Gas Recirculation
EXHAUST GAS RECIRCULATION RECIRCULATION
By MAYATRA NIRAVKUMAR L
GUIDED BY MR. KRISHNA KUMAR
A Seminar Submie! " Gu#ara Te$%n&'"(i$a' Uni)er*iy in +aria' ,u'-i''men "- %e Reuiremen* -"r %e De(ree "- Ma*er "- En(ineerin( In T%erma' En(ineerin(
OCT /012
S%ree Sa! Vi!ya Man!a' In*iue "- Te$%n"'"(y3 BHARUCH Page 1
Exhaust Gas Recirculation
CERTI,ICATE This is to certify that seminar entitled “ Exhaust Gas Recirculation ” was presented by Mr Mayatra Niravumar l at shri sad vidya mandal institte of techno technolo! lo!y y for partia partiall fulfil fulfillm lment ent of M"E M"E de!ree de!ree to beawared beawareded ed bu Gu#ara Gu#aratt Technolo!ical $niversity" This has been carried out undermy supervision and is to the satisfaction of department" depar tment"
Dae4 +'a$e4
Si(naure an! Name "- Gui!e
Si(naure an! Name "-Hea! "- De&.
Sea' "- In*iue
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Exhaust Gas Recirculation
TABLE O, CONTENTS 1. Inr"!u$i"n 1.1. Lieraure re)ie5 1./. ,"rmai"n "- nir"(en O6i!e* 7NOX8 1.9. +r"b'em "- NOX 1.:. E+A Emi**i"n San!ar!* 1.2. H"5 NOX $an be Re!u$e! ; /. E6%au* Ga* Re$ir$u'ai"n /.1. U*e* "- EGR /./.Ba*i$ +ar* "- EGR /.9.EGR O&erain( C"n!ii"n /.:.EGR Im&a$ "n ECS /.2.EGR T%e"ry "- "&erai"n 9. EGR 'imi* 9.1.C"mbu*i"n C%ara$eri
. E--e$* "- EGR En(ine &ar* ?. =ear "- +i*"n Rin(* @. C"n$'u*i"n . Re-ren$e*
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Exhaust Gas Recirculation 1. INTRODUCTION 'll internal combustion en!ines !enerate power by creatin! explosions usin! fuel and air" These explosions occur inside the en!ine(s cylinders and push the pistons down) which turns the cranshaft" *ome of the power thus produced is used to prepare the cylinders for the next explosion by forcin! the exhaust !ases out of the cylinder) drawin! in air +or fuel,air mixture in non,diesel en!ines-) and compressin! the air or fuel,air mixture before the fuel is i!nited"
.i!" 1/orin! of four stroe en!ine" There are several differences between diesel en!ines and non,diesel en!ines" Non,diesel en!ines combine a fuel mist with air before the mixture is taen into the cylinder) while diesel en!ines in#ect fuel into the cylinder after the air is taen in and compressed" Non,diesel en!ines use a spar plu! to i!nite the fuel,air mixture) while diesel en!ines use the heat created by compressin! the air in the cylinder to i!nite the fuel) which is in#ected into the hot air after compression" 0n order to create the hi!h temperatures needed to i!nite diesel fuel) diesel en!ines have much hi!her compression ratios than !asoline en!ines" ecause diesel fuel is made of lar!er molecules than !asoline) burnin! diesel fuel produces more ener!y than burnin! the same volume of !asoline" The hi!her compression ratio in a diesel en!ine and the hi!her ener!y content of diesel fuel allow diesel en!ines to be more efficient than !asoline en!ines"
1.1.Lieraure Re)ie5 N"" Miller #othi et al") studied the effect of Exhaust Gas Recirculation +EGR- on homo!eneous char!e i!nition en!ine" ' stationary four stroe) sin!le cylinder) direct in#ection +20- diesel en!ine capable of developin! &"3 / at 1455 rpm was modified to operate in 6omo!eneous 7har!e
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Exhaust Gas Recirculation 7ompression 0!nition +6770- mode" 0n the present wor the diesel en!ine was operated on 1559 :i;uified 1%4- and has a low auto i!nition temperature +1=5 >7-" Experimental results showed that by EGR techni;ue) at part loads the brae thermal efficiency increases by about %"49 and at full load) N? concentration could be considerably reduced to about =@9 as compared to :
Auhdi *alhab 0n this paper) an experimental study was conducted to observe the effect of different ;uantities of EGR on emission and performance of fourstroe *in!le cylinder hydro!en fueled spari!nitio en!ine with different excess air ratio" Experiments were carrie out for mass flow measurin! of EGR with simplifyin! ad#ustment +manual desi!ned EGR system- on the en!ine" Bipul Cain) et al Mr" vipul #ain er al has review the potential of exhaust !as recirculation +EGR- to reduce the exhaust emissions) particularly N?D emissions) and to delimit the application ran!e of this techni;ue" The purpose of pro#ect is to plot the !raph between rae power +"<"- Bs" N?D) "<" Bs" 7?%) "<" Bs 7? with without implementation of EGR" The Ma#or Tas of the proposed wor includes 7alculation of N?D content in 0"7" En!ine with or without the 0mplementation of EGR *ystem" C" 6ussain et al
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Exhaust Gas Recirculation was applied to the experimental en!ine separately and also with varyin! pressure of inlet air" 0n this study) compressor was used to pressuriFe the inlet air" The experiments were carried out to experimentally evaluate the performance and emissions for combine effect different EGR rates and varyin! inlet air pressure of the en!ine" Emissions of hydrocarbon +67-) N?x) carbon monoxide +7?-) carbon dioxide +7?%- and temperature of the exhaust !as were measured"
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Exhaust Gas Recirculation condition" 0nfluencin! parameters lie load ) speed ) temperature were selected as per the en!ine components operatin! condition" .riction and wear characteristics were measured and compared with the actual en!ine wear results to validate the test parameters"
6"E"*aleh et al studied Co#oba methyl ester +CME- has been used as a renewable fuel in numerous studies evaluatin! its potential use in diesel en!ines" These studies showed that this fuel is !ood !as oil substitute but an increase in the nitro!enous oxides emissions was observed at all operatin! conditions" The aim of this study mainly was to ;uantify the efficiency of exhaust !as recirculation +EGR- when usin! CME fuel in a fully instrumented) two,cylinder) naturally aspirated) four,stroe direct in#ection diesel en!ine" The tests were carried out in three sections" .irstly) the measured performance and exhaust emissions of the diesel en!ine operatin! with diesel fuel and CME at various speeds under full load are determined and compared" *econdly) tests were performed at constant speed with two loads to investi!ate the EGR effect on en!ine performance and exhaust emissions includin! nitro!enous oxides +N?D-) carbon monoxide +7?-) unburned hydrocarbons +67- and exhaust !as temperatures" Thirdly) the effect of cooled EGR with hi!h ratio at full load on en!ine performance and emissions was examined" 1./ ,"rmai"n "- Nir"(en O6i!e* 7NO68
The same factors that cause diesel en!ines to run more efficiently than !asoline en!ines also cause them to run at a hi!her temperature" This leads to a pollution problem) the creation of nitro!en oxides +N?x-" Jou see) fuel in any en!ine is burned with extra air) which helps eliminate unburned fuel from the exhaust" This air is approximately 3K9 nitro!en and %19 oxy!en" /hen air is compressed inside the cylinder of the diesel en!ine) the temperature of the air is increased enou!h to i!nite diesel fuel after it is i!nited in the cylinder" /hen the diesel fuel i!nites) the temperature of the air increases to more than 1455 . and the air expands pushin! the piston down and rotatin! the cranshaft" °
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Exhaust Gas Recirculation
,i( /. NO6 -"rmai"n <"ne.
Generally the hi!her the temperature) the more efficient is the en!ine 1" Good
1.9. +r"b'em* "- NO6 Nitro!en oxides are one of the main pollutants emitted by vehicle en!ines" ?nce they enter into the atmosphere) they are spread over a lar!e area by the wind" /hen it rains) water then combines with the nitro!en oxides to form acid rain" This has been nown to dama!e buildin!s and have an adverse effect on ecolo!ical systems" Too much N?x in the atmosphere also contributes to the production of *M?G" /hen the sunrays hit these pollutants *M?G is formed" N?x also causes breathin! illness to the human lun!s" 1.:. E+A Emi**i"n San!ar!* *ince 1K33) N?x emissions from diesel en!ines have been re!ulated by the E<' +Environmental
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Exhaust Gas Recirculation
,i( 9. E+A Hea)y Duy En(ine Emi**i"n San!ar!* 1.2. H"5 $an NO6 be re!u$e!; *ince hi!her cylinder temperatures cause N?x) N?x can be reduced by lowerin! cylinder temperatures" 7har!e air coolers are already commonly used for this reason" Reduced cylinder temperatures can be achieved in three ways" a- Enrichin! the air fuel +'L.- mixture" b- :owerin! the compression ratio and retardin! i!nition timin!" c- Reducin! the amount of ?xy!en in the cylinder
Enrichin! the air fuel +'L.- mixture to reduce combustion temperatures" 6owever) this increases 67 and carbon monoxide +7?- emissions) also lowerin! the compression ratio and Retarded 0!nition Timin! mae the combustion process start at a less than the optimum point and reduces the efficiency of combustion"
.i! 8" N?x reduction by lowerin! the temperature These techni;ues lowers the cylinder temperature) reducin! N?x) but it also reduces fuel economy and performance) and creates excess soot) which results in more fre;uent oil chan!es" *o) the best way is to limit the amount of ?xy!en in the cylinder" Reduced oxy!en
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Exhaust Gas Recirculation results in lower cylinder temperatures" This is done by circulatin! some exhaust !as and mixin! it into the en!ine inlet air" This process is nown as Exhaust Gas Recirculation"
/. EXHAUST GAS RECIRCULATION Exhaust Gas Recirculation is an efficient method to reduce N?x emissions from the en!ine" 0t wors by recirculatin! a ;uantity of exhaust !as bac to the en!ine cylinders" 0ntermixin! the recirculated !as with incomin! air reduces the amount of available ?% to the combustion and lowers the pea temperature of combustion" Recirculation is usually achieved by pipin! a route from the exhaust manifold to the intae manifold" ' control valve within the circuit re!ulates and times the !as flow" /.1. U*e* "- E6%au* Ga* Re$ir$u'ai"n .irst) exhaust !as recirculation reduces the concentration of oxy!en in the fuel,air mixture" y replacin! some of the oxy!en,rich inlet air with relatively oxy!en,poor exhaust !as) there is less oxy!en available for the combustion reaction to proceed" *ince the rate of a reaction is always dependent to some de!ree on the concentration of its reactants in the pre, reaction mix) the N?x,producin! reactions proceed more slowly) which means that less N?x is formed" 0n addition) since there is less oxy!en available) the en!ine must be ad#usted to in#ect less fuel before each power stroe" *ince we are now burnin! less fuel) there is less heat available to heat the fluids tain! place in the reaction" The combustion reaction therefore occurs at lower temperature" *ince the temperature is lower) and since the rate of the N?x, formin! reaction is lower at lower temperatures) less N?x is formed" /./. Ba*i$ +ar* "- EGR There are & basic parts of EGR a- EGR Balve b- EGR 7ooler c- EGR Transfer
.i!ure 4" EGR valve and transfer pipe
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Exhaust Gas Recirculation /hen EGR is re;uired en!ine electronic controls open the EGR valve" The exhaust !as then flows throu!h the pipe to the cooler" The exhaust !ases are cooled by water from the truc coolin! system" The cooled exhaust !as then flow throu!h the EGR transfer pipe to the intae manifold" 1
.i!ure =" EGR valve and transfer pipe /.9. EGR O&erain( C"n!ii"n* There are three operatin! conditions" The EGR flow should match the conditions 1" 6i!h EGR flow is necessary durin! cruisin! and midran!e acceleration %" :ow EGR flow is needed durin! low speed and li!ht load" &" No EGR flow should occur durin! conditions when EGR flow could adversely affect the en!ine operatin! efficiency or vehicle drivability that is durin! en!ine warm up) idle) wide open throttle) etc" /.:. EGR Im&a$ "n ECS The E7M +Electronic 7ontrol Machine- considers the EGR system as an inte!ral part of the entire E7*" Therefore the E7M is capable of neutraliFin! the ne!ative aspects of EGR by pro!rammin! additional spar advance and decreased fuel in#ection duration durin! periods of hi!h EGR flow" y inte!ratin! the fuel and spar control with the EGR meterin! system) en!ine performance and the fuel economy can actually be enhanced when the EGR system is functionin! as desi!ned"
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Exhaust Gas Recirculation /.2. EGR T%e"ry "- O&erai"n The purpose of the EGR system is to precisely re!ulate the flow under different operatin! conditions" The precise amount of exhaust !as must be metered into the intae manifold and it varies si!nificantly as the en!ine load chan!es" y inte!ratin! the fuel and spar control with the EGR meterin! system) en!ine performance and the fuel economy can be enhanced" .or this an E7M +Electronic 7ontrol Machine- is used to re!ulate the EGR flow" /hen EGR is re;uired E7M opens the EGR valve "The E7M is capable of neutraliFin! the ne!ative aspects of EGR by pro!rammin! additional spar advance and decreased fuel in#ection duration durin! periods EGR flow" The exhaust !as then flows throu!h the pipe to the cooler" The exhaust !ases are cooled by water from the vehicles coolin! system" The cooled exhaust !as then flow throu!h the EGR transfer pipe to the intae manifold"
.i! 3" Relationship between EGR Ratio and :oad
9. EGR LIMITS This is based on an experiment conducted" The research ob#ective is to develop fundamental information about the relationship between EGR parameters and diesel combustion instability and particulate formulation so that options can be explored for maximiFin! the practical EGR limit) thereby further reducin! nitro!en oxide emissions while minimiFin! particulate formation" ' wide ran!e of instrumentation was used to ac;uire time, avera!ed emissions and particulate data as well as time,resolved combustion) emissions) and particulate data" The results of this investi!ation !ive insi!ht into the effect of EGR level on the development of !aseous emissions as well as mechanisms responsible for increased particle density and siFe in the exhaust" ' sharp increase in hydrocarbon emissions and particle siFe and density was observed at hi!her EGR conditions while only sli!ht chan!es were observed in conventional combustion parameters such as heat release and wor" 'nalysis of the time,resolved data is on!oin!" The ob#ective of this wor is to characteriFe the effect of EGR on the development of combustion instability and particulate formation so that options can be explored for maximiFin! the practical EGR limit" /e are specifically interested in the dynamic details of the combustion transition with EGR and how the transition mi!ht be altered by appropriate hi!h,speed ad#ustments to the en!ine" 0n the lon! run) we con#ecture that it may be possible to alter the effective EGR limit +and thus N?x performance- by usin! advanced en!ine control strate!ies"
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Exhaust Gas Recirculation Experiments were performed on a 1"K liter) four,cylinder Bolswa!en turbo,char!ed direct in#ection en!ine under steady state) low load conditions" En!ine speed was maintained constant at 1%55 rpm usin! an absorbin! dynamometer and fuel flow was set to obtain &59 full load at the 59 EGR condition" ' system was devised to vary EGR by manually deflectin! the EGR diverter valve" The precise EGR level was monitored by comparin! N? x concentrations in the exhaust and intae" N? x concentrations were used because of the hi!h accuracy of the analyFers at low concentrations found in the intae over a wide ran!e of EGR levels" 9.1. C"mbu*i"n C%ara$eri
.i! @" Trade,off between 67 and N?x concentration Time,avera!ed 67 and N?x concentrations in the raw en!ine,out exhaust are shown in the .i!ure versus EGR level" This fi!ure shows N? x concentration decreasin! and 67 increasin! with increasin! EGR as would be expected" Note the sudden increase in 67 and levelin!,off in N?x at approximately 849 EGR) where there appears to be a si!nificant shift in combustion chemistry" This ma#or transition is in sharp contrast to the sli!ht chan!es observed in the inte!rated pressure parameters) 6R and 0ME<" ecause of the suddenness of the emissions chan!e at 849 EGR) it is clear that dynamic en!ine behavior at or above this operatin! point will be hi!hly nonlinear" Thus it is imperative that any control strate!ies bein! considered should be able accommodate such behavior"
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Exhaust Gas Recirculation 9./. C"mbu*i"n C%ara$eri
.i! K" Relation of
b8
+ari$'e Si
' *cannin! Mobility
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Exhaust Gas Recirculation
.i! 15" Time,avera!ed siFe distributions as measured by the *M<* . The liely mechanism for particle !rowth is the reintroduction of particle nuclei into the cylinder durin! EGR" The recirculatin! exhaust particles serve as sites for further condensation and accumulation leadin! to lar!er particles" ' si!nificant fraction of the measured siFe distribution appears lar!er than the 455 nm upper bound of the *M<* for the hi!hest EGR rates" This is si!nificant because these particles contain much of the exhaust particulate mass" The fre;uency plot in the fi!ure illustrates the disappearance of small particles and the !rowth of much lar!er particles" The diver!ence between the curves for particles 155 nm and particles =5,155 nm increases si!nificantly at &59 EGR and continues to increase" The fi!ure does appear to show that the smallest particles are contributin! to the !rowth of the lar!est ones" The increase in lar!er particles is less steep than the increase in particle mass in the fi!ure"
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Exhaust Gas Recirculation
.i! 11" .re;uency of occurrence of particle siFe classes" 9.9. NO6 re!u$i"n e--e$ "- EGR ,i(. 1/ shows the typical N?x reduction effect of EGR at the mid,speed ran!e of the test en!ine" $nder all load conditions) the amount of N?x decreases as the EGR rate increases" The !raph also shows that the N?x reduction curves with the 5 9 EGR point as the ori!in slope downward at different an!les accordin! to the loadO the hi!her the load) the steeper the an!le" 0n other words) the N?x reduction effect at the same EGR rate increases as the en!ine load becomes hi!her"
.i!"1%" Relationship between EGR rate and N?x 0t is !enerally nown that there are two reasons to reduce N?x by EGR" The first of them is the reduction of combustion temperature" The addition of exhaust !ases to the intae air increases the amount of combustion, accompanyin! !ases +mainly 7?%-) which in turn increases the heat capacity and lowers the combustion temperature" The second effect is the reduction of oxy!en concentration in the intae air) which restrains the !eneration of N?x" ,i(. 19 shows the N?x emission test results as a function of the concentration of oxy!en in
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Exhaust Gas Recirculation the intae airLEGR !as mixture" This !raph shows that the N?x reduction rate depends mostly on oxy!en concentration) and not on the en!ine load or EGR rate"
.i! 1&" Relationship between oxy!en concentration and N?x reduction ,i(.19 shows the results of N?x emission tests conducted while varyin! both the en!ine operatin! conditions and EGR rate) in which the test results shown in ,i(. 19 are mer!ed" 's in ,i(.19) almost all the data are on or in a sin!le curve) indicatin! that there is a stron! correlation between the oxy!en concentration and N?x reduction rate" The reason for this is thou!ht to be as followsI 0n ,i(.1/) the N?x reduction rate under a certain load is different from that under another load even when the EGR rate remains the same because the difference in load causes a difference in the amount of combustion,accompanyin! !ases and oxy!en concentration in EGR !as) which in turn chan!es the oxy!en concentration in the intae !as +mixture of intae air and EGR gas).
:. INTERNAL EGR /hen a fraction of the combustion products is still present in the cylinder at the moment that the exhaust valves close) the mixture at the be!innin! of the next en!ine cycle will consist of air and fuel) as well as combustion products" These products are called internal EGR +in contrast to external EGR) which means that exhaust !ases are recycled to the intae system) after which they mix with the air and fuel"- The fraction of internal EGR that is present in the cylinder at the be!innin! of the compression stroe is mainly dependent on the timin! of the intae and exhaust valves" The )a')e imin( of traditional en!ines) such as the 2iesel and ?tto en!ines) is such that the fraction of exhaust !ases +or residuals- at the start of the cycle is as small as possible" Traditional en!ines have Residual Gas .ractions +RG.- in the ran!e 4,14 mass9"
2. TECHNICAL ISSUES 2.1. C"mbu*i"n C"naminai"n Exhaust !as from any combustion process may have certain contaminants) includin! acid formin! compounds) unburned and partially burned hydrocarbons) air pollutants) and li;uid water" These contaminants can be successfully reintroduced into the combustion chamber but may lead) over time) to serious combustion de!radation and instability) and
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Exhaust Gas Recirculation shorter component life" *uch effects need to be fully understood and documented) and appropriate improvements made to the combustion process to protect the customers investment and maintain true lon!,term emissions compliance" This activity would be a ey element of any ma#or en!ine manufacturers development process" 2./. C"nr"' Sy*em Sabi'iy 7ontrol systems for modern en!ines have been developed over two decades and involve inte!rated strate!ies to ad#ust airLfuel ratio) i!nition timin!) and air flow rates to maintain emissions control at varyin! loads) speeds) and fuel conditions" These systems are at the heart of successful en!ine operation today and are vital to satisfactory lon! term operation" 'ddin! EGR into the combustion process introduces further complexity that must be carefully inte!rated into the entire en!ine control system approach for successful operation over a wide ran!e of conditions" .or instance) if fuel ;uality chan!es over time) the airLfuel ratio) i!nition timin!) air system rates) and the EGR rate must be ad#usted accordin!ly to eep the combustion system stable and emissions in compliance" ?n the other hand) if the en!ines load chan!es rapidly from part load to full load and bac to part load) the EGR system dynamics must be included in the overall control strate!y response to mae sure the en!ine operates smoothly durin! this transition" 2.9. Maeria'* an! Durabi'iy EGR systems may decrease lon!,term life of the components affected) includin! the EGR coolers and control valves) the pistons and cylinder heads) exhaust manifolds and sensors) as well as the post en!ine catalyst" ?peratin! a few hundred hours per year may not lead to any si!nificant materials de!radation in the overall lifespan of an en!ine" 6owever) continuous duty applications at @455 hours per year may cause near term emissions noncompliance and lon!er term materials breadown) shorter component life) and even unexpected) catastrophic en!ine failures" To minimiFe or eliminate the potentially ne!ative impacts of EGR on en!ine components) compatible components and desi!ns must be used that often re;uire thousands of hours of lab and field test operation for validation" 'lthou!h both expensive and time consumin!) such efforts are a necessary part of provin! any new combustion desi!n includin! EGR systems" Therefore) ma#or en!ine manufacturers worldwide need to plan for and execute these tests in order to develop the materials needed for successful EGR applications" 2.:. Liui! Dr"&"u
2urin! exhaust !as recirculation) the !asses must be cooled with an external cooler before bein! reintroduced into the cool inlet manifold of an en!ine" The coolin! process for the EGR may result in li;uids bein! formed in the return lines) dependin! on temperatures and local humidity) much as li;uids are formed in the tailpipe of an automobile at certain conditions" This li;uid dropout could be a continuous stream that needs to be carefully understood and mana!ed with the needs of the local environment in mind" /hile there may be ways to reintroduce this li;uid into the combustion process) doin! so may create further problems with combustion and lead to other emissions complications and instability" 's such) mana!in! li;uid dropout needs careful study and development in an inte!rated development pro!ram"
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Exhaust Gas Recirculation >. E,,ECTS O, EGR ON ENGINE +ARTS The physical conditions of various vital en!ine parts which are directly exposed to combustion in,cylinder liner are shown in .i!ures"
.i!"18 7arbon deposits on cylinder head 1- with EGR) %- without EGR
.i!"14 7arbon deposits on in#ector tip 1- with EGR) %- without EGR
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Exhaust Gas Recirculation
.i!"1= 7arbon deposits on piston crown 1- with EGR) %- without EGR 0t can be clearly seen that carbon deposits on the various parts of the en!ine operated with EGR system is si!nificantly more than that of en!ine operated without EGR" The hi!her carbon deposits in the EGR system seem to be because of hi!her soot formation" ?. =EAR O, +ISTON RINGS
The piston rin!s are one of the most important components in the en!ine) which are essential for operation of the en!ine"
The possible reason of this may be the lower temperature of the combustion chamber of the en!ine usin! EGR" 6owever) the wear rate of second and third compression rin! and oil rin! is comparatively hi!her for en!ine usin! EGR" The possible reason for this may be presence of hi!her amount of soot and wear debris in the lubricatin! oil of the en!ine usin! EGR"
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Exhaust Gas Recirculation @" CONCLUSION Thus) as seen that usin! Exhaust Gas Recirculation Techni;ue in en!ines) the emissions are vary much controlled due to lesser amounts of N?x enterin! the atmosphere" Thus the emission levels to be maintained are attained by the en!ines" 's seen) Exhaust Gas Recirculation is a very simple method" 0t has proven to be very useful and it is bein! modified further to attain better standards" This method is very reliable in terms of fuel consumption and hi!hly reliable" Thus EGR is the most effective method for reducin! the nitrous oxide emissions from the en!ine exhaust" Many of the four wheeler manufacturers used this techni;ue lie .ord 7ompany) enF Motors etc to improve the en!ine performance and reduce the amount of pollutants in the exhaust of the en!ine"
.Re-eren$e* 1. 2eepa '!arwal ) *hrawan Humar *in!h ) 'vinash Humar '!arwalI Effect of Exhaust Gas Recirculation +EGR- on performance) emissions) deposits and durability of a constant speed compression i!nition en!ine+%5112. 6arilal *" *orathia ) 2r"
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