2.

61 Internal Combustion Engines

Design Project – Corrected Version Number 2

Wednesday, April 14, 2004

Due: Thursday, April 22, 2004

Heavy duty diesel engine with EGR and particulate trap

For this project you need to design a heavy-duty truck diesel engine. The engine is 11
liter, 6 cylinder, with target maximum power of 360 kW and target bsfc of 185 g/kW-hr.
You will also incorporate an emissions strategy to meet current emissions standards.

1. Base Engine
Begin by sizing the base engine (no turbocharger), which will be 11 liter, 6 cylinder.
Assume a maximum mean piston speed (Sp) of 10 m/s. Use data on Figure 13.7 on page
722 in the text for estimates of mechanical/rubbing plus auxiliary mep. Making any other
reasonable assumptions necessary, determine the following parameters:
(a) Bore and stroke
(b) Compression ratio
(c) Connecting rod length
(d) Brake mean effective pressure, at maximum torque and maximum power
(e) Maximum torque and maximum power
(f) Maximum engine speed, at maximum power

2. Boost, turbomachinery, and intercooler

Design the required turbomachinery and intercooler for the engine by addressing the
following points:
(a) Based on your calculations in part 1, calculate the amount of boost pressure
required at maximum speed to produce the target power.
(b) Use a turbocharger to produce this boost, and define the main operating
parameters of the required turbomachinery. For both turbine and compressor,
provide values for mass flow rate, pressure ratio, inlet and exhaust temperatures
and pressures. Use typical values for isentropic efficiencies (ηt=0.85, ηc =0.80)
and assume the exhaust temperature is 900K.
(c) Include an intercooler to lower the temperature of the air coming out of the
compressor. Provide the inlet and outlet temperatures of the air, as well as the
coolant’s inlet and outlet temperatures and mass flowrate. Assume a counter-flow
heat exchanger with effectiveness of 0.8. (Heat exchanger effectiveness is the
ratio of the actual heat transfer to the heat transfer that would occur if the stream
with the minimum capacity rate were heated (or cooled) from its inlet temperature
to the inlet temperature of the other stream).
(d) Draw a schematic of your system
(Hint: You will need to include the effect of turbo-charging on pumping work)

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3. Brake efficiency
Evaluate the brake fuel conversion efficiency of the design at half maximum speed and
full load at that speed. Does it meet the target bsfc? If not, what changes in engine design
would bring it closer?

4. Emissions – NOX
The engine you are designing must comply with 2004 EPA NOx requirements which are
set at 2.5 g/bhp-hr (assume for simplicity that the NOx requirement must be met at all
operating points); EGR has been chosen as the technology to reduce NOx levels.
Address the questions below using available data, and an appropriate safety factor:
(a) Draw a schematic of your system, showing clearly how you will drive EGR from
exhaust to intake. There are a few possibilities for doing this (the reference paper
on EGR systems might be helpful).
(b) Find the required amount of EGR to run at low load (25% max torque and 1600
rpm).
(c) Find the required amount of EGR to run at maximum power.
(d) Similar to part 2, recalculate the boost pressure at maximum power. Resize the
turbomachinery and intercooler to reach the stated target or best case power
output; use available data to determine the exhaust temperature. Also, include an
EGR cooler to lower the re-circulated gas temperature before it enters the engine;
using the same assumptions as part 2c, provide operating temperatures and
flowrates.
As a safety measure, it is common standard to reduce the amount of NOx, by an
additional 20% to 40% of the required EPA standard. For this design please use a
safety factor of 30% (i.e., reduce NOx to 1.75 g/bhp-hr, 30% below required
standard). Assume that the equivalence ratio based on the mass of fresh fuel and
fresh air must stay below the smoke limit of 0.7; for simplicity once you have
selected the level of EGR, assume NOx levels remain constant, in spite of additional
boosting (this is not the actual case). Also assume that beyond 8 CAD BTDC, for
every additional CAD delay in injection you lose 0.25 percentage points in indicated
fuel conversion efficiency.
(Note: Watch the units in the emissions data)

5. Emissions – particulate
The engine you are designing must also comply with 2004 EPA particulate requirements.
Diesel Particulate Filter (DPF) has been selected as the technology to achieve the target
PM levels of 0.05 g/bhp-hr. Assume that current DPF technology can reach 99%
efficiency (i.e., 99% removal of particulates). Using a PM emissions safety factor of
50%, answer the following questions, all for maximum power conditions
(a) What is the approximate level of PM coming out of the engine?

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 (b) Size the trap and calculate the average pressure drop. Assume a space velocity in
the range of 10,000 – 28,000 hr-1 that minimizes the physical size of the
particulate trap (see SAE 2003-01-0047 for reference).
(c) What impact does the particulate trap have on the performance of the
turbocharged engine (be quantitative). What changes in boost pressure and
turbomachinery operating conditions are needed to keep best case output?

6. 2007 Emissions requirements:

Below is a table showing EPA Diesel engine emissions requirements for 2007.

NOx (g/bhp-hr) PM (g/bhp-hr)

0.20 0.01

(a) Based on engine out NOx levels of part 4, how efficient a NOx catalyst is needed
to meet 2007 emissions levels? Assume that the catalyst is used in conjunction
with EGR.
(b) Is it possible to achieve these levels of PM with the trap described in the SAE
2003-01-0047 paper?
(Note: Keep the same safety factors as in parts 4 and 5)

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