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If it is possible to produce adequate EGR flow without reducing turbo efficiency, the overall engine efficiency will increase.ĭual-Stage Turbocharging with Intercooling High-efficiency turbochargers naturally produce a positive ∆p over much of their operating range, so turbocharger efficiency must be intentionally compromised in order to facilitate EGR flow.
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When the exhaust manifold pressure is higher than the intake manifold pressure, this is called having a negative ∆p, where ∆p refers to the difference in pressure between the intake and exhaust manifolds. To get EGR to flow from the exhaust manifold to the intake manifold, the pressure in the exhaust manifold must be higher than the pressure in the intake manifold. 2Īlmost all heavy-duty diesel engines sold in North America today use high-pressure loop EGR for control of engine-out NO x levels. Another source projects that a high-pressure-ratio axial compressor will reduce fuel consumption by 1.1 to 3.6 percent. 83) estimates the fuel savings of an improved-efficiency single-stage turbocharger at 1 percent. SOURCE: Adapted from Vinod Duggal, Cummins, Inc., “Industrial Perspectives of the 21st Century Truck Partnership,” presentation to the committee, Dearborn, Mich., April 6, 2009, Slide 14 (and TIAX (2009), p. The partnership’s goals for engines are to achieve 50 percent thermal efficiency, while meeting 2010 emissions standards, by 2010 and to develop technologies to achieve 55 percent thermal efficiency by 2013 (NRC, 2008).įIGURE 4-1 Energy audit for a typical diesel engine. Some of the engine technologies listed here are the products of participants in the multiagency, multicompany 21st Century Truck Partnership. The following material summarizes various technologies for reducing fuel consumption from diesel engines.
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Auxiliary loads such as alternator, air compressor, and power steering pump will use a portion of the brake power. The accessory losses are for engine-driven pumps that are necessary to run the engine on a dynamometer or on the road (fuel, lubricating oil, cooling water). A typical diesel engine energy audit is shown in Figure 4-1, where the fuel energy is converted to brake power and the efficiency associated with the output power will be referred to as brake thermal efficiency. Starting in 2010, most diesel engines will add selective catalytic reduction systems (SCR) as a form of NO x aftertreatment to meet 2010 requirements. In addition, they use exhaust gas recirculation (EGR) to limit in-cylinder formation of nitrogen oxides (NO x) and some form of exhaust aftertreatment (diesel oxidation catalyst diesel particulate filter, or other system) to control particulate matter (PM) emissions. Essentially all of the diesel engines used today in medium- and heavy-duty vehicles are turbocharged, direct fuel injected, and electronically controlled most are intercooled or after cooled.
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These engines typically burn gaseous fuels such as compressed natural gas (CNG), liquefied natural gas (LNG), or propane, but other spark ignition fuels can also be used. Some engines that were originally designed as diesel engines are converted to use spark ignition to take advantage of alternative fuels. These engines typically burn diesel fuel, and also some kerosene and some biodiesel blends. Displacements range from 3.0 to 16.0 liters. These engines operate on the four-stroke-cycle principle and are arranged either in-line or in a “vee” configuration. The timing of ignition is determined mainly by when the fuel is injected. Diesel engines use the high gas temperatures generated by compression as the ignition source.