DEVELOPMENT OF APPROPRIATE TECHNOLOGY FOR ESCORTS ENGINES TO MEET FORTHCOMING BHARAT TREM-3A EMISSIONS" Engine Design Group, Rajneesh

Agarwal, Vikas Dhiman, V P Singh, Sanjay G, Anubhav Tyagi, Escorts Limited (R&D Center), Faridabad Pin-121003(India) ABSTRACT
The direct injection diesel engines, having the evident benefit of a higher thermal efficiency than all other engines, have served in both light duty and heavy-duty vehicles. However, direct injection diesel engines emit more particulate and oxide of nitrogen. Due to the strong advantages of diesel engines, the production of diesel engines has been increasing rapidly which contribute to produce severe exhaust emissions to atmosphere. Environmental concerns have led to progressively more stringent emission regulation for diesel engine. Keeping this in view, the government of India regulates the exhaust emission level of engines from time to time. Currently applicable emission norms in India are Bharat Trem 3 and proposed Bharat Trem 3A emission norms will be applicable from April 2010 for tractors below 50 hp. There is reduction in emission levels from previous norms for oxides of nitrogen (Nox) and particulate matter (PM). Keeping this in mind, M/s Escorts R&D center has started the project after getting notification from tractor manufacturing association. This paper presents the strategies and results of development and combustion optimization of Escorts 3 cylinder naturally aspirated 4-stroke water-cooled engine to meet Bharat Trem 3A emission norms. The tests were conducted under various operating conditions like Full / part throttle performance, Governing test, 8 mode cycle Emission test and Cold start ability test. The Bharat Trem 3A configuration results reveal that the reduction in exhaust emission (Nox+HC, CO and PM) levels were achieved without sacrificing power, brake specific fuel consumption and cold start ability when compared with base configuration.

Keywords: Bharat Trem3A, Exhaust Emission, BSFC, performance and cold start ability. Introduction:
Over the past 10 to 15 years, emission legislations across the world have continuously been regulated in order to lower emissions. The diesel engines have advantages of high thermal efficiency and good torque characteristics; however they suffer from problems of high oxides of nitrogen (Nox) and smoke. Currently in Indian domestic market, Bharat Trem3 Emission norms are applicable for off-road vehicles. Bharat Trem 3A emission norms will be applicable from April 2010 for tractors below 50 hp & April 2011 from above 50 Hp. Fig: 1 & Table 1 shows the details of India domestic market off road emission regulations.

Figure 1: Future Emission Norms in Indian domestic off highway vehicles In Bharat Trem 3A emissions below 50 Hp, there is 20% reduction in NOx wrt existing BT 3 norms. For engines above 50hp there is 50% reduction in Nox.

Sl.No

Power Category 8 to 19 Kw 19 to 37 Kw 37 to 56 Kw

Applicability date 1.4.2010 1.4.2010 1.4.2011

Nox+HC (gm/kW/hr) 8.5 7.5 4.7

CO (gm/kW/hr) 5.5 5.5 5.0

PM (gm/kW/hr) 0.8 0.6 0.4

1 2 3

Table 1: Future Emission Norms in Indian domestic off highway vehicles

8-mode emission cycle:

For Non-road vehicle the emission regulation will be calculated with 8-mode cycle as per ISO 8178, the weighted sum of all 8 modes is total emission values. The 8 modes are explained in Fig.2 The 8 Mode test run cycle is tabulated below. The test cycle commands are loaded on PUMA 5.1, the AVL engine test bed control system. When the System is switched over to auto run mode, PUMA 5.1 automatically start the engine and warm up the engine till it stabilizes. Then it runs the auto 8 mode test cycle. It also controls Emission bench, AVL Smart Sampler, Fuel metering device, Air conditioning system & all other test equipments /parameters required for the test. The test duration for each mode is 5 minutes, 4 minutes for stability and last one minute for measurement. Therefore, the total test time excluding warming up is 40 minutes. When all the defined steps of 8 mode test cycle are completed, PUMA 5.1 stops the engine & informs the user about the completion of the test. All the relevant test data is stored on data file. Weigh the Particualte filter after the test. Find the particulate mass added during the test. Load the data file on CONCERTO, enter the particulate matters weight to get all the emission related calculations done.

Figure 2: 8 mode emission cycle

Major issue in ESCORTS engines is NOx emissions. NOx emissions is a function of in-cylinder temperatures. Reducing peak combustion temperatures will reduce Nox Emissions. In order to reduce NOx Emissions, there is a deterioration in engine fuel consumption & cold startability. The strategy to achieve BT 3A Emissions were decided based on the following:Minimum deterioration in BSFC Cold Start ability Minimum cost impact

Strategies to achieve BT 3A Emission norms:

Different strategies experimented by Escorts in order to achieve Bharat Trem 3A emission norms are explained as follows. 1) Below 50hp Engine

1.1. Retarding the static fuel injection timing. Retarding static injection timing of the engine reduces peak combustion temperatures, which results in reduction in NOx emissions. Advantage: Less development time & Cost Minimum modifications required in the engine Disadvantages: Poor Full load BSFC & cold startability 1.2. Retard at part load only: In this method, injection timing retardation is done only at part load. Due to High amount of air available in engine at part load, retarding injection timing will not affect the fuel consumption but Nox emissions reduces considerably at part loads. Refer Graph 1 & Graph2 for comparative reduction in Nox emissions by retarding the injection timing as compared to increase in fuel consumption at various loads. It clearly indicates that by retarding injection timing at part loads Nox emissions can be reduced without much sacrificing the fuel economy.
Nox Vs BSFC at Rated RPM
0.5

% Nox & BSFC

0.25

-0.25 100% 75% Load 50% 10% BSFC Nox

Graph 1 : Effect of Retardation on Nox emissions & BSFC at various loads at rated RPM
Nox Vs BSFC at Peak Torque RPM
0.5

% Nox & BSFC

0.25

-0.25 100% 75% Load 50% BSFC Nox

Graph 2 : Effect of Retardation on Nox emissions & BSFC at various loads at peak torque RPM

The Retardation only at part loads is achieved with the help of BOSCH Inline fuel injection pump with LLR (Light Load retard) feature. The Element is having LLR groove at its top. The position of LLR Groove decides the extent of load up to which retardation is to be provided. The depth of LLR Groove decides the extent to retard. Refer Fig 3 for the LLR Groove on the element.

Fig:3 LLR Groove in the Element

Experiments were conducted with different static injection timing in order to record emissions levels at 8 modes. Input from this data was used in order to design the Position & depth of LLR Groove. The extent & amount of retard w.r.t load achieved in the fig 4.

LLR Functioning
Retard

Advance

No Load

Full Load

Fig: 4 Amount & Extent of Retard achieved wrt load.

Advantage: Minimum modifications required in the engine No deterioration in Full load BSFC as no retardation of engine is done at full load. Minute deterioration of BSFC at Lower loads High amount of air available to engine hence retardation effect is not there. Light load BSFC more dependent of engine friction as compared to combustion. Disadvantages: Higher development time & Cost as compared to strategy 1 due to number of experiments conducted to design LLR & various iterations before reaching to final solution.

2 Above 50hp Engine

The reduction in Nox Emissions is about 50% for the engines above 50 Hp. In order to arrive at strategy for engines above 50 Hp, the experiments were conducted at various injection pressures & injection timings. This was done to see the effect of injection pressure along with injection timing on the Nox emissions. Refer Fig 5 for the effect of injection pressure along with injection timing on the Nox emissions.

CONSTANT PRESSURE PLOTS - 2200 RPM100%LOAD

260
1600 Bar (w/o EGR)

250
-2

1000 Bar (w/o EGR) 1600 Bar (with EGR)

240

BSFC (gm/kW.hr)

230 220
With EGR
-6

`
-10

210 200 190 4 5 6

-2 -6 -10

10

NOX(gm/kW.hr)

Fig: 5 Effect of injection pressure along with injection timing on the Nox emissions.

Following conclusions were made out of above trials: Very High pressure, improves bsfc & Nox deteriorates Retardation (Late Injection), Improve emission & Bsfc deteriorates Combination of high pressure & retardation, Not possible to achieve Nox targets Combination of Very High pressure & EGR , Good emissions & bsfc .But Turbo charging, Common Rail & EDC is required.

2.1. Exhaust Gas Recirculation (EGR) The Exhaust gas recirculation (EGR) system is designed to reduce the amount of oxides of nitrogen (Nox) created by the engine during operating periods that usually result in high combustion temperatures. Nox is formed in high concentrations whenever combustion temperature exceed about 2500F. The EGR system reduces Nox production by recirculating small amounts of exhaust gases into the intake manifold where it mixes with the incoming air fuel charge. By diluting the air fuel mixture under these conditions, peak combustion temperatures and pressures are reduced, resulting in an overall reduction of Nox output. Adding EGR to a diesel engine 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, which majorly affect the full load performance. There are different types of EGR option can be used for engines such as external EGR and Internal EGR. Internal EGR: In internal EGR either opening the intake can do the internal EGR during the exhaust stroke or opening the exhaust valve during intake valve. In internal EGR the Intake Valve is opening during Exhaust stroke, allowing some exhaust gases passes into intake, this can be done by changing engine valve timing as shown in figure.5.

VALVE LIFT CURVE

VALVE LIFT CURVE

12 10 8 6 4 2 0 100

12 10 8 6 4 2 0 100 200 300 400 500 600

200

300

400

500

600

Without EGR

With EGR Figure 5: Valve lift versus crank angle for internal EGR system

External EGR: The external EGR can be done by tapping the fraction of exhaust gas through the exhaust pipe and recirculation into the intake manifold. The precise control over amount of EGR can be possible through the external EGR. To reduce the formation of NOX, combustion temperatures must be kept below the NOX threshold. This is done by recirculating a small amount of exhaust through the "exhaust gas re circulation," or EGR valve. The EGR valve controls a small passageway between the intake and exhaust manifolds. When the valve opens, intake vacuum draws exhaust through the valve. This dilutes the incoming air/fuel mixture and has a quenching effect on combustion temperatures which keeps NOX within acceptable limits.

Fig: 6. Schematic of external EGR with EGR cooler. Refer Fig 6 for the schematic of External EGR With EGR Cooler

EGR Cooler An EGR Cooler is a heat exchanger installed in the EGR circuit. The EGR system recirculates exhaust back to the engine in order to reduce NOX (Nitrous Oxide) emissions. The cooler simply cools the exhaust gas prior to gas being reintroduced into the engine. By cooling the gas the combustion temperature is reduced and NOX also as NOX is formed at higher temperatures. Various cooler (heat exchanger) technologies are used by manufacturers, although tube and shell is the most common type used currently. Coolers will vary in size depending on the engine size and the emission standard the engine must comply with.

EGR Valve By re circulating EGR there is a reduction in air availability, which in turn reduces the engine power at higher loads. Therefore EGR Valve is provided in order to control the EGR flow rate as per the loads. Therefore more EGR will flow at lower loads. . The EGR valve controls a small passageway between the intake and exhaust manifolds. When the valve opens, intake vacuum draws exhaust through the valve. The opening of EGR valve is controlled with the help of vacuum pump or electrical solenoid.

EXPERIMENTAL TECHNOLOGY FOR PERFORMANCE AND EMISSION TEST To evaluate the performance and emission characteristics, experimental were conducted on water cooled three cylinder tractor engines. The experimental set up is shown in Fig. Engine systems equipped with automatic experimental technologies to measure the performance parameters like brake specific fuel consumption (BSFC), Fuel input, engine power and smoke at full/ part throttle position at various engine speeds. The experimental setup consists of a Engine, eddy current dynamometer and electronic data acquisition and control with various automatic. Fig. 7: Schematic diagram of test set up for diesel engine

Fig. 7: Schematic diagram of test set up for diesel engine

Following were the tests conducted in the test lab during the combustion optimization trials: FULL THROTTLE PERFORMANCE TEST (FTP) This test is performed to find out the performance of the engine when the throttle is at its maximum position. First the engine is warmed up till the temperature of the lubricating oil reaches 80oC. The throttle is set at the maximum position and rpm of the engine is decreased by putting load on the engine through dynamometer. Parameters recorded are torque, speed, power, fuel consumption, BSFC (brake standard fuel consumption), Smoke level, Temperature of oil and Temperature of Cell (ambient temperature).

PART THROTTLE PERFORMANCE TEST (PTP) This test is performed to find out the performance of the engine when the throttle is at various intermediate positions. During this test RPM of engine is kept fixed & parameters are recorded at various loads. The parameters are recorded at rated RPM, Intermediate RPM & peak torque RPM. Parameters recorded are the same as above. GOVERNING TEST This test is performed at high idle speed, rated speed and an intermediate speed. Rpm is decreased in steps of 20 and it is observed at what rpm maximum fuel delivery is obtained. This test is done in order to check the RPM droop of engine during the field operation. EMMISION TEST This test is performed to analyze the exhaust gasses given out by the engine under various conditions. The amount of Carbon Monoxide, Hydrocarbons, Oxides of Nitrogen (NOX) and Particulate Matter are measured in ppm. These values are compared with the emission norms as per ISO 8178 C1 test Cycle. For tractor engines, parameters are measured at 8 points- at rated rpm 4 points are taken (full load, 75% of full load, 50% of full load, 10% of full load), at peak torque rpm 3 points are taken (full load, 75% of full load, 50% of full load), at low idle speed 1 point is taken at no load.

RESULTS AND DISCUSSION The following results are shows that Bharat Trem 3A configuration engine is compared with existing base BT3 configuration engine. Engine Performance Study Emission comparison:The comparison of Bharat Trem 3A Vs Bharat Trem 3A Emissions for the Nox, Hc, CO & PM Emissions is plotted in the graph 3 for the engines below 50 Hp.

0.6

0.4

HC differ ence %
1 2 3 4 5 Mode 6 7 8

Nox, difference %

0.4 0.2 0 -0.2

0 -0.4 -0.8 -1.2 -1.6 -2 1 2 3 4 5 6 7 8

Mode

0.6

CO differ ence %

-0.2 -0.6 -1 1 2 3 4 Mode 5 6 7 8

PM difference %

0.2

-1

-2

For All 8 modes

Graph 3: Comparison of BT 3A Emissions Vs BT 3 Emissions Following are the summery of results:Nox Emissions reduced considerably at lower Loads (10% to 50%). There is not much change in Nox emissions at full load which indicated that retard is happening at part loads only. Due to retard at part loads HC emissions increased up to 150% at part loads, CO Emissions increased up to 90% at part loads & Pm emissions increased up to 150%. But still all the exhaust gases are within Bharat Trem 3A Emission norms.. Performance test at full load condition:The comparison of Bharat Trem 3A Vs Bharat Trem 3A Emissions for the power, BSFC & Smoke are plotted in the graph 4 for the engines below 50 Hp

0.03 0.03 0.02 0.02 0.01 0.01 0.00 -0.01 -0.01 -0.02
2400 2300 2200 2100 2000 1800 1600 1400 1200 1000

% Power

Speed, rpm

0.03 0.03 0.02

% BSFC

0.02 0.01 0.01 0.00 -0.01 -0.01

2400 2300 2200 2100 2000 1800 1600 1400 1200 1000

Speed, rpm

0.3 0.2 0.1

% Smoke

0 -0.1 -0.2 -0.3

2400 2300 2200 2100 2000 1800 1600 1400 1200 1000 Speed, rpm

Graph 4: Comparison of Bharat Trem 3A Vs Bharat Trem 3A for Power, BSFC & Smoke at Full load Following are the summery of results:All the full load parameters are within 3 % as compared to BT 3 Emission norms. Refer Graph 4 for full load performance results. Performance test at Part load condition: The comparison of Bharat Trem 3A Vs Bharat Trem 3A Emissions for the power, BSFC & Smoke are plotted in the graph 5 for the engines below 50 Hp

Rated Power

Rated Power
0.3 0.2

4.0

3.0

% Smoke

2.0

0.1 0.0 -0.1 -0.2 -0.3

% BSFC

1.0

0.0

-1.0

-2.0 25 50 75 90 95 100

25

50

75

90

95

100

Load, %

Load, %

Intermediate speed
4.0 3.0 2.0

Intermediate speed
0.3 0.2 0.1

% BSFC

1.0 0.0 -1.0 -2.0

% Smoke

0.0 -0.1 -0.2 -0.3

-3.0 -4.0 25 50 75 90 95 100

-0.4 25 50 75 90 95 100

Load, %

Load, %

Max. Torque

Max. Torque
0.3 0.2 0.1

3.0 2.0 1.0 0.0 -1.0 -2.0 -3.0 -4.0 25 50 75 90 95 100 Load, %

% Smoke

% BSFC

0.0 -0.1 -0.2 -0.3 -0.4 -0.5 25 50 75 90 95 100 Load, %

Graph 5: Comparison of Bharat Trem 3A Vs Bharat Trem 3A for BSFC & Smoke at part load Following are the summery of results:All the full load parameters are within 5 % as compared to BT 3 Emission norms. Refer Graph 5 for full load performance results.

Field Trials on tractor: The comparison of Bharat Trem 3A Vs Bharat Trem 3A Emissions for the Fuel Consumption & output at different gear pairs are plotted in the graph 5 for the engines below 50 Hp
Field Trials - Gear "H1" 0.04 0.04 Field Trials - Gear "L4"

0.02

0.02

-0.02

-0.02

-0.04 Avg. Fuel Avg. Fuel Consumption (L/Hr) Consumption (L/ac) Avg. output ac/hr

-0.04 Avg. Fuel Avg. Fuel Avg. output ac/hr Consumption (L/Hr) Consumption (L/ac)

Graph 6: Comparison of Bharat Trem 3A Vs Bharat Trem 3A for average fuel consumption & average output at field trails Following are the summery of results:The entire field trails fuel consumption & average out put are within 5 % as compared to BT 3 Emission norms. Refer Graph 6 for field trails results. Haulage Trials on tractor: The comparison of Bharat Trem 3A Vs Bharat Trem 3A Emissions for the travel speed, Fuel Consumption, & distance traveled are plotted in the graph 5 for the engines below 50 Hp
Haulage Trials
0.02

0.01

-0.01

-0.02 Avg. Travel speed (KMPH) Avg. Fuel Consumption (L/Hr) Avg. Distance travelled per litre of fuel (KM/Lt) Avg. cc/km/tonne

Graph 7: Comparison of Bharat Trem 3A Vs Bharat Trem 3A for average travel speed, average fuel consumption & average distance traveled at haulage trails Following are the summery of results:The entire haulage trails are within 1 % as compared to BT 3 Emission norms. Refer Graph 7 for haulage trails results.

Conclusion:
Based upon the work done in this paper, the following conclusion can be drawn: 1. Bharat Trem 3A emission regulations achieved by Escorts with minimum modification in engine and FIE systems and minimum cost effect.

2. Finalized strategies exhibit durable and high emission reduction as well as minimum sacrificing fuel economy.