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Kultur Dokumente
Submitted by: Grampurohit Chaitanya V (06BME016) Parikh Aradhya A (06BME030) Patil Alpesh S (06BME039) Guided by: Prof. N K Shah Co-Guide: Dr. R N Patel
MECHANICAL ENGINEERING DEPARTMENT INSTITUTE OF TECHNOLOGY NIRMA UNIVERSITY OF SCIENCE AND TECHNOLOGY
CERTIFICATE
This is to certify that, Mr./ Ms. Grampurohit Chaitanya V, student of Mechanical engineering, 7th / 8th Semester of Institute of Technology, Nirma University, has satisfactorily completed the project report titled Design and Fabrication of Heat Exchanger for EGR System.
Date:
Guide (s):
CERTIFICATE
This is to certify that, Mr./ Ms. Parikh Aradhya A, student of Mechanical engineering, 7th / 8th Semester of Institute of Technology, Nirma University, has satisfactorily completed the project report titled Design and Fabrication of Heat Exchanger for EGR System.
Date:
Guide (s):
CERTIFICATE
This is to certify that, Mr./ Ms. Patil Alpesh S, student of Mechanical engineering, 7th / 8th Semester of Institute of Technology, Nirma University, has satisfactorily completed the project report titled Design and Fabrication of Heat Exchanger for EGR System.
Date:
Guide (s):
ACKNOWLEDGMENT
A work of this caliber calls months of hard work and commitment which is only possible by the constant efforts put by the guide. We thank our guide Prof. N.K.Shah, Asst Professor of Mechanical Engineering Department for providing a better platform to complete our project. We thank him for taking out his time for the project in-spite of his busy schedule. . We would like to thank Dr. R.N.Patel for bringing satisfactory solution to our queries and doubts related to the project. We would also like to thank Nirav Patel, for his guidance on the topic. We would be failing in our duties if we do not acknowledge the invaluable contribution of the faculties of Mechanical Engineering Department for the successful completion of the project. It would have been very difficult to prepare this project without the enthusiastic support, advice and inspiration given to us by staff of Mechanical Engineering Department. We also thank Mr. V. R. Iyer, Head of the Mechanical Department for giving us such a great opportunity.
ABSTRACT
To meet stringent vehicular exhaust emission norms worldwide, several exhaust pretreatment and post-treatment techniques have been employed in modern spark Ignition and Compression Ignition engines. Exhaust Gas Recirculation (EGR) is a technique, which is being used widely to reduce and control the NOx emission mainly from diesel engine. This technique is mainly concerned with the reduction in the amount of NOx generated and which can be achieved by either reducing the amount of oxygen in the combustion chamber or by reducing the excessive amount of heat generation in the combustion chamber during the ignition stroke. The method adopted by the EGR device is, adequate amount of exhaust is deviated back to the combustion chamber with the help of an EGR valve to the intake manifold. This will reduce the excessive amount of heat generation in combustion chamber and hence reduce NOx generated per cycle. We have undertaken the project to design a Heat Exchanger for the purpose of Exhaust Gas Recirculation. The design should be economical and simple in construction. It should also be light in weight. Based on available data and the actual engine parameters, we have designed the heat exchanger. This heat exchanger would be used afterwards for observing the effects of Exhaust Gas Recirculation.
INDEX
Chap No. Contents
------1 Certificate Acknowledgement Abstract List of Figures List of Tables Symbols used in Project Calcuation Introduction Aim of the Project Introduction to Project Parameters Introduction to Project Pollutants Introduction to Pollutants Mechanism of NOx Formation Emission standards Emission Norms Evolution of BIS Standards Euro Standards Exhaust Gas Recirculation Introduction Classification EGR Components Theory of Operation EGR Percentage EGR Malfunction Calculation Rating of Heat Exchanger Reynolds Number Calculation Overall Heat Transfer Coefficient Pressure Drop Power Requirements Conclusion References
Page No.
2 5 6 8 8 9 11 11 12 13 13 15 15 16 17 18 19 20 21 21 22 24 25 27 28 30 31
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LIST OF FIGURES
Fig No. 4.1 4.2 5.1 EGR Components EGR Flow Design of Heat Exchanger Title Page No. 19 20 33
LIST OF TABLES
Table No. 1.1 3.1 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 5.1 Title Introduction to Project Parameters Euro Standards Properties of Fluid at Bulk Mean Temperature Dimensions of Pipe Cross-sectional Area LMTD Calculations Reynolds Number Calculations Convective Heat Transfer Coefficients Fouling Factor Overall Heat Transfer Coefficient Surface Area Parametric Study Page No. 11 16 23 24 24 25 25 26 27 27 28 29
friction factor for exhaust gas Nussselt Number for exhuast gas heat transfer coefficient for outer tube (W/m2 k) fouling factor for outer tube (m2 K/W) overall heat transfer coefficient (W/m2 K) Surface area required for heat transfer (m2)
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INTRODUCTION
1.1 AIM OF THE PROJECT
As a part of syllabus of final year, we are supposed to prepare a project on a existing or theme model present in the industry. Our aim was to study a device which is helpful to society as being an engineer we were and also to implement our design and heat exchanger knowledge, heat transfer being a area of interest of ours. Pollution in recent times, has been a real problem in almost every part of the world, so we decided to do our project on some measures which are helpful in reducing pollution. The major source of pollution in todays day to day life is an automobile engine. 27% of total pollution is created by daily use of automobile and this is only an analytical data, the actual data maybe higher or beyond. The chief pollutant from automobile engine is NOx and other toxic acidic gas
OTHER PARAMETERS
Type of Heat exchanger % exhaust gas circulated Density of exhaust gas Density of water Volumetric efficiency Inlet temperature of gas in EGR Oulet temperature of gas in EGR Water inlet temperature Specific heat of gas Specific heat of water Inter fouling for water Outer fouling for gas Inner and Outer tube material Pump efficiency : Tube-in-Tube Heat exchanger : 18 % : 1.15 kg/ m3 : 995.9 kg/ m3 : 85% : 250 C : 80 C : 30C : 2.23 kJ/kgK : 4.179 kJ/kgK : 0.000176 m2K/W : 0.001761 m2K/W : Stainless steel : 80% 11
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POLLUTANTS
2.1INTRODUCTION TO POLLUTANTS [3]
Motor vehicles produce many different pollutants. The principle pollutants of concern those that have been demonstrated to have significant effects on human, animal, plant, and environmental health and welfare include:
Hydrocarbons:
This class is made up of unburned or partially burned fuel, and is a major contributor to urban smog, as well as being toxic. They can cause liver damage and even cancer. Technology for one application (to meet a non-methane hydrocarbon standard) may not be suitable for use in an application that has to meet a total hydrocarbon standard. Methane is not toxic, but is more difficult to break down in a catalytic converter, so in effect a "non-methane hydrocarbon" standard can be considered to be looser. Since methane is a greenhouse gas, interest is rising in how to eliminate emissions of it. Carbon monoxide (CO): a product of incomplete combustion, carbon monoxide reduces the blood's ability to carry oxygen and is dangerous to people with heart disease. Nitrogen oxides (NOx): These are generated when nitrogen in the air reacts with oxygen at the high temperature and pressure inside the engine. NO x is a precursor to smog and acid rain. Carbon dioxide (CO2): CO2 is not a pollutant per se, but is a greenhouse gas and so plays a role in global warming. The only way to reduce CO2 emission is to burn less fuel. Particulates soot or smoke made up of particles in the micrometer size range. Particulate matter causes respiratory health effects in humans and animals. Sulphur oxide (SOx): is a general term for oxides of sulphur, which is emitted from motor vehicles. Burning fuel contains a high concentration of sulphur.
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N2 + O NO + N; N + O2 NO + O; N + OH NO + H: Chemical equilibrium consideration indicates that for burnt gases at typical flame temperatures, NO2/NO ratios should be negligibly small. While experimental data show that this is true for spark ignition engines, in diesels, NO2 can be 10 to 30% of total exhaust emissions of oxides of nitrogen. A plausible mechanism for the persistence of NO2 is as follows. NO formed in the flame zone can be rapidly converted to NO2 via reactions such as NO + HO2 NO2 + OH: Subsequently, conversion of this NO2 to NO occurs via NO2 + O NO + O2; Unless the NO2 formed in the flame is quenched by mixing with cooler fluid. This explanation is consistent with the highest NO2/NO ratio occurring at high load in diesels, when cooler regions which could quench the conversion back to NO is widespread wood 1988).
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EMISSION STANDARDS
3.1 EMISSION NORMS
Emission norms are prescribed CO (Carbon Monoxide), HC (Hydrocarbons) and NOX (Nitrous oxide) levels set by the government which a vehicle would emit when running on roads. All the manufacturers need to implement the same for vehicles being manufactured from the date of implementation. The stages are typically referred to as Euro 1, Euro 2, Euro 3, Euro 4 and Euro 5 fuels for Light Duty Vehicle standards. The corresponding series of standards for Heavy Duty Vehicles is represented by using Roman letters rather than using Arabic numerals (Euro I, Euro II, etc.) Emission standards for passenger cars and light commercial vehicles are summarized in the tables 1 and 2. Since the Euro 2 stage, EU regulations introduce different emission limits for diesel and gasoline vehicles. Diesels have more stringent CO standards but are allowed higher NOx emissions. Gasoline-powered vehicles are exempted from particulate matter (PM) standards through to the Euro 4 stage, but vehicles with direct injection engines will be subject to a limit of 0.005 g/km for Euro 5 and Euro 6
1996 - Revision of Mass Emission Norms for Gasoline and Diesel Vehicles, mandatory fitment of Catalytic Converter for Cars in Metros on Unleaded Gasoline. 1998 - Cold Start Norms Introduced. 2000 - India 2000 (Eq. to Euro I) Norms, Modified IDC (Indian Driving Cycle), Bharat Stage II Norms for Delhi. 2001 - Bharat Stage II (Eq. to Euro II) Norms for All Metros, Emission Norms for CNG & LPG Vehicles. 2003 - Bharat Stage II (Eq. to Euro II) Norms for 11 major cities. 2005 - From 1 April Bharat Stage III (Eq. to Euro III) Norms for 11 major cities.
2010 - Bharat Stage III Emission Norms for 4-wheelers for entire country whereas Bharat Stage - IV (Eq. to Euro IV) for 11 major cities. Bharat Stage IV also has norms on OBD (simalar to Euro III but diluted)
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Diesel
Euro 1
July 1992
2.72 (3.16) -
Euro 2
January 1996
1.0
0.7
0.08
Euro 3
January 2000
0.64
0.50 0.56
0.05
Euro 4
January 2005
0.50
0.25 0.30
0.025
Euro 5
0.180 0.230
0.005
0.080 0.170
0.005
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17
18
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Thermocouples are provided at the intake manifold, exhaust manifold and various points along the EGR route. An AVL smoke-meter is used to measure the smoke opacity of the exhaust gas. The pressure difference across the orifice is used to calculate the EGR rate. A matrix of test conditions is used to investigate the effect of EGR on exhaust gas temperature and exhaust smoke opacity. The EGR valve recirculates exhaust into the intake stream. Exhaust gases have already combusted, so they do not burn again when they are recirculated. These gases displace some of the normal intake charge. This chemically slows and cools the combustion process by several hundred degrees, thus reducing NOx formation.
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If too little EGR flows, the engine may knock and will not meet strict emissions standards. If there isn't enough EGR, NOx emissions increase, but the only drivability problems is a surging at cruise, a complaint of spark knock or a failed enhanced emissions inspection due to a high NOx reading. If there is too much EGR or EGR at the wrong time, your clues will be poor engine performance. The symptoms include: poor idle stalling, especially when starting after cold soak hesitation, stumble and rough running during warm tip-in hesitation or stumble surge at cruise, even with warm engine poor acceleration Low engine vacuum
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CALCULATIONS
The following is the basic design procedure for calculating the final surface area of the Heat Exchanger, required for Exhaust Gas cooling.
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5.3 REYNOLDS NUMBER CALCULATION: 5.3.1 Properties of The Fluids At Bulk Mean Temperature [1]
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5.3.3 Area
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5.4CALCULATION OF OVERALL HEAT TRANSFER CO-EFFICIENT 5.4.1 Convective Heat Transfer Coefficient [1]
Gas Water
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27
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5.7 POWER
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CONCLUSION
PARAMETRIC STUDY OF HEAT EXCHANGER
Gas Iteration no NPD (inch) 1.0 1.5 2.0 2.5 3.0 3.5 di (mm) 27.86 42.72 54.79 66.93 82.8 95.5 Water Uo do (mm) NPD (inch) Di (mm) Do (mm) (W/m2 K) 33.4 48.26 60.32 73.02 88.9 101.6 1.5 2.0 2.5 3.0 3.5 4.0 40.89 54.79 66.93 77.92 95.5 108.2 48.26 60.32 73.02 88.9 101.6 114.3 8.896735 10.10989 9.976936 13.20082 9.917533 9.879861 Length of tube (m) 5.965928 3.63051 2.942661 1.836977 2.008186 1.763793
1 2 3 4 5 6
From the above table it is seen that the iteration no.1, 2 and 3 give very high values of the length of heat exchanger which is unacceptable. It makes the project too costly. Though the values of iteration no 5 and 6 give very lesser values of length, we did not select them in keeping in mind the practical conditions. The shape of tubular heat exchanger is shown. The value of iteration 4 is the optimum design value as the length is within the limits of cost.
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REFERENCES
[1] Heat Exchangers: by Sadik Kakac [2] Internal Combustion Engines: by V Ganesan [3] Exhaust gas recirculation - Wikipedia [4] www.detroitdiesel.com [5] http://www.asashop.org/autoinc/dec97/egr.htm [6] Effect of EGR on NOx Reduction Project undertaken by Arpit, Dishan and Krutin [7] Volvo and Toyota EGR Manual [8] Nominal Pipe Diameter Tables www.allsteelpipe.com
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