Reduction of Pollutants Emissions on SI Engines …

Reduction of Pollutants Emissions on

J. N. de S. Vianna SI Engines - Accomplishments With
A. do V. Reis Efficiency Increase
and A. B. de S. Oliveira This paper presents an experimental study aiming to identify the means to minimize the
Universidade de Brasília reduction of the overall performance of a gasoline engine when employing the Exhaust-
Departament de Engenharia Mecânica Gas Recirculation (EGR) technique that reduces NOx emissions. The increase of the
79910-900 Brasília, DF. Brazil compression ratio and turbocharging was evaluated as a mean to recover the original
[email protected], [email protected]
performance. The formation of pollutants and the engine performance were verified at full
and partial loads. The results show that the combination of exhaust gas recirculation with
[email protected] turbocharger or through an increase of the compression ratio enhance the relation
between the engine performance and the emission of NO. However, the turbocharger
seemed to be more sensitive to the negative effects of the EGR technology.
A. G. Fraga Keywords: EGR, NOx, pollutant emissions control
Petrobrás
Rua Hilton Rodrigues, 71
41830-635 Salvador, BA. Brazil
[email protected]

M. T. de Sousa
Volkswagen
Rua Volkswagen, 100
27000-000 Rezende, RJ. Brazil
[email protected]

temperature in EGR on the emissions of an indirect injection dual

Introduction fuel engine. They found that diluent addition decreased NOx
emissions. Even larger reduction was observed when carbon dioxide
The methods and techniques to reduce emission of pollutants was added to the inlet gaseous fuel air charge. Abd-Alla (2002),
from internal combustion engines usually decrease its performance. presented a review on exhaust gas recirculation applied to internal
Considering the impossibility of a short term modification in the combustion engines. The aim of the work was to review the
current standards of energy consumption, the most effective way for potential of EGR to reduce exhaust emissions, mostly NOx, and to
reducing environmental impacts relies on increasing the efficiency delimit the application range of the technology. Zheng et al. (2004),
of the thermal engines. In other words, research should be carried reviewed the advanced and novel concepts in diesel engine exhaust
out on development of more efficient engines or to apply means, for gas recirculation. They claimed that EGR is effective to reduce
the current level of technology, to minimize entropy generation. nitrogen oxides from diesel engines while increasing particulate
Specifically, for internal combustion engines, a reasonable solution matter. Power losses are significant when EGR is further increased.
is the reduction on pollutant formation by controlling some Different ways to implement EGR are outlined in the paper. In
combustion parameters in such way that engine performance is kept addition, new concepts regarding EGR stream treatment and EGR
unaltered. An effective way for reducing nitrous oxide (NOx) hydrogen reforming are proposed. More recently, Lü and co-
emissions may be accomplished by changing the engine combustion workers (2005) conducted a fundamental study on the control of the
process through the recycling of exhausted gases. This process is HCCI combustion and emissions by fuel design concepts combined
accomplished by adding combustion products to the fresh fuel-air with controllable EGR. Cooling EGR prolonged the time for
mixture during the intake process. This technology is known as combustion. EGR had little effects on CO and UHC emissions on
Exhaust Gas Recirculation (EGR) and has been applied in both HCCI engines.
spark ignition engines and compression ignition engines. The Despite the number of works on EGR technology, there is still a
presence of inert molecules reduces the temperature and the room for further investigation in SI engines when combining EGR,
combustion pressure inhibiting the formation of NO, by the thermal for pollutant reduction, and turbo charging for performance
mechanism, as well as increases the detonation tolerance, (Heyhood, recovery. The lack of information on this specific subject has,
1998). This method, however, while effective in reducing NOx therefore, motivated this work.
emissions, may lead to considerable losses in engine performance. Inert gases have a combined effect of reducing NOx and increase
Several authors, Sato et al (1997), Sousa (2000), Kohketsu (1997), the knocking tolerance, (Heyhood, 1998). Therefore, it is possible to
Han, S., and Cheng, W.K.(1998) amongst others, have discussed the increase the compression ratio as well as to apply turbocharging
advantages and disadvantages of the EGR technology. They have, without reaching self-ignition levels that may jeopardize engine
also, proposed ways to minimize the drawbacks when applying integrity. It is well known that increasing compression ratio or turbo
EGR technology in different types of diesel and gas engines. 1 charging the engine favor the NO formation because combustion
Bortolet et al. (1999), presented a fuzzy modeling method to an peak temperature is augmented. Conversely, inert gases mixed with
engine air inlet that operates on EGR. Abd-Alla and co-workers the intake charge, inhibit the formation of NOx, during the
(2001), investigated the effects of diluent admissions and intake air combustion process. In this work, we searched for the best
combination on EGR application and engine performance recover.

Paper accepted June, 2005. Technical Editor: Atila P. Silva Freire.

J. of the Braz. Soc. of Mech. Sci. & Eng. Copyright © 2005 by ABCM July-September 2005, Vol. XXVII, No. 3 / 217
 J. N. de S. Vianna e al

The results are presented and discussed only for a 3000 rpm, since based on the torque, was limited by the presence of detonation,
the trends remain for a broad range of engine speeds. checked through the dynamic pressure curves.

Experimental Apparatus and Methodology Table 1. Test Planning.

The experimental apparatus comprised a hydraulic Test Compression EGR Turbocharge Load
dynamometer with the auxiliary instruments allowing a complete Ratio
monitoring of the main engine parameters, such as, torque, power, 1 8.2 uninstalled uninstalled Full
fuel consumption, air consumption, temperature and related 2 8.2 installed uninstalled Full
pressures. A gas analyzer was used for measuring the concentrations 3 8.2 installed installed Full
of CO2, CO, O2, NOx and unburned hydrocarbon, in the combustion 4 8.2 installed installed 50 and 70%
products. This analyzer also provided the air-fuel ratio based on the 5 8.9 uninstalled uninstalled Full
concentration of some specific gases in the exhaust system. 6 8.9 installed uninstalled Full
The dynamic pressure inside the cylinder was also measured.
The sensor was installed in the cylinder head as a mean to track
knocking occurrence. The primary element was a piezoelectric
sensor with an operational band from 0 to 250 bar. This element was
associated to a system set for acquisition and data treatment.. The
signal obtained by the sensor was amplified and processed by a
dynamic signal analyzer. All this system was in compliance with the
ISO TAG4/WG3 (1999) and the Vianna et al. (1999), procedures for
data acquisition. For frequencies, the maximum uncertainty was
1.96% of the measured value up to 1.2 kHz and of 3.2% for
frequencies ranging between 1.2 and 1.6 kHz.
The indication of the top dead center (TDC) was done through (a) (b)
an optical sensor and a perforated disk installed at the extremity of
the dynamometer shaft. The deviation of this measurement, in Figure 1. Exhaust gases recirculation system assembly for naturally
aspirated (a) and turbocharged (b) – System components: 1 humidity
relation to the geometric measuring, presented an error of 0.3o separator; 2 booster; 3 EGR valve; 4 single point injection; 5 heat
regardless of the speed, as observed by Oliveira et al. (1996). exchanger; 6 compressor; 7 single point injection and equalization box; 8
It was used, for the investigation, a 4-cylinder engine, 1927 cm3 turbine.
displacement, 8.2:1 compression ratio, single-point fuel injection.
Several experiments were conducted in order to set reference The tests were divided in three stages. The first stage conducted
parameters, necessary for further comparisons. Volumetric fractions in a naturally aspirated engine, for which the compression ratios
of CO2, CO, O2, NOx, and unburned hydrocarbons were also were set to both 8.12:1 and 8.9:1. Tests were also conducted with
obtained as a reference. Commercial gasoline with 23% of turbocharging, Test 3 and 4. These tests, under full load, allowed
anhydrous alcohol was used and the tests were conducted at 2500, the assessment of the effect of the exhaust-gas recirculation in the
3000 and 4000 rpm. The dynamic pressure inside the cylinder was global performance of the engine, for every planned configuration.
measured for speeds. Test planning is shown in Table 1. Test 1 was These experiments also allowed a better understanding of the effects
set as reference. of the EGR technology on the operation of the engine. As a first
The investigation started with the EGR valve installed between conclusion, the results showed that the engine presented better
the intake and exhaust manifolds (Test 2). This valve was specially overall performance including reduction of the emissions when
designed to vary the amount of exhaust gases that were added to the operating under supercharging. The second stage was conducted
air-fuel mixture in the intake manifold. For each engine speed, the with the turbocharger, still under full load, and aimed to infer
amount of exhaust gases added to the fresh mixture was varied. The whether the positive effects of the recirculation remained when
runs were then conducted, at full load, by measuring all the relevant some operational parameters were optimized. In the third and last
parameters. stage, experiments were conducted under partial loads, keeping the
Test 3 combined EGR application along with turbo charging but supercharging and the optimized configuration.
keeping compression ratio the same as in Tests 1 and 2. This set up The following procedures were adopted for each of the three
was replicated in Test 4 though at partial loads, 50 and 70%. stages:
The compression ratio was finally altered to 8.9:1 (Tests 5 and Procedure 1: this procedure was employed for all three engine
6). EGR was applied in Test 6 and set off in Test 5. Compression configurations running at 2500, 3000 and 4000 rpm. For each of
ratio was increases using a cylinder head with a smaller combustion these configurations, the spark timing was adjusted for the highest
chamber, but with the same geometry. torque without the presence of knocking. The stoichiometric air-fuel
When the compression ratio was 8.2:1, the engine operated with ratio was set the same as the engine without recirculation.
turbocharger. In this case, the EGR system was installed before the For every speed, the recirculation ratio of the exhaust gases was
compressor inlet. increased, without altering the load or the ignition timing. This
In Fig. 1 the EGR assembling is shown where it can be seen the would result in a fall of the speed, and, as the fuel flow remained the
details and the accessories for a naturally aspirated and same, the air-fuel mixture kept enriching as the recirculation
supercharged engine configurations. increased. This procedure allowed the assessment of the effects of
In order to ensure consistency of the data, stoichiometric air-fuel applying EGR technology, for the different operating regimes. Also,
ratio was set, to all speeds of the engine. In two configurations, for after the experiments, it was clear which configuration was more
naturally aspirated engine, the ignition angle was adjusted to the sensitive to the negative effects of the EGR. The results clearly
maximum torque in the dynamometer, for each speed. When indicated that turbocharging is the configuration that associates the
operating with turbocharger, the optimization of the ignition timing, best performance to the highest reduction on the emissions.

218 / Vol. XXVII, No. 3, July-September 2005 ABCM

Reduction of Pollutants Emissions on SI Engines …

Procedure 2: based on the results achieved in procedure 1, the

engine with supercharging was tested for the same speeds, however,
the air-fuel ratio was kept stoichiometric and the ignition timing
adjusted for the maximum torque, for each recirculation ratio.
Procedure 3: again with turbocharging and the engine optimized
to full load, the investigation was also conducted with 75% and 50%
of the full load, but varying the recirculation ratio.
The degree of recirculation (percentage) was defined by relating
the amount of CO2 in the intake manifold with that in the exhaust
pipe, through the Eq. (1).

CO 2 adm − CO 2 amb
EGR (%) = ⋅100% , (1) Figure 3. Pressure curves in the interior of the combustion chamber as a
CO 2 ex − CO 2 amb result of the crankshaft angle and the percentage of recirculation at 3000
rpm for a naturally aspirated engine with compression ratio of 8.9:1 and
ignition angle of 37°.
where the carbon dioxide concentrations used in the expression are
such that CO2amb was measured in the environment, CO2adm was
checked in the intake manifold and CO2ex was measured in the Figure 3 presents the results in which the engine compression
exhaust gases. ratio was increased to 8.9:1 and the spark timing adjusted to
maximum torque without the presence of detonation. Two cases can
be seen, first with the EGR valve deactivated and the second where
Results and Discussion EGR was operational - Test 5 and 6, respectively. Due to the
The experimental results obtained in Procedure 1 allowed the increase in the compression ratio, it was observed an increase in the
investigation of, both, engine performance and emissions levels. In maximum pressure up to 42 MPa, no recirculation, and as high as 35
addition, it was possible to infer the effects of the recirculation in MPa with 7.88% in gas recirculation. The trends here, regarding
the progress of the flame front, for the engine with compression engine performance were about the same as discussed in Fig. 2, Test
ratios of 8.2:1 and 8.9:1. When applying turbo charge the 2.
compression ratio was fixed at 8.2:1.
The tests were conducted under full load, varying the degree of
recirculation (EGR) as well as engine speed. Here, only the results
at 3000 rpm are shown and discussed since for the remaining speeds
the trends were the same.
Figures 2, 3 and 4 show the dynamic pressure against crank
angle for different degree of gas recirculation as well as ignition
timing, for three configurations, Test 1, 6 and 3, respectively.
It can be observed in Fig. 2 that, keeping the amount of fuel and
the spark timing, while increasing the presence of inert gases in the
combustion chamber, the flame front was decelerated resulting a
displacement of the pressure curve in relation to the Top Dead
Center (TDC). The maximum pressure falls from 38 MPa, without Figure 4. Pressure curves in the interior of the combustion chamber as a
recirculation, to 30 MPa with 8.11% of EGR. One of the result of the crankshaft angle and the percentage of recirculation at 3000
consequences is the reduction of the net work of the cycle, rpm for the turbocharged engine, with a compression ratio of 8.2:1 and
ignition angle of 30°.
considering that the curves, in the compression stage, are coincident
until very close to the TDC. The practical results were, then, lower
torque and power, which, in turn, decreases the engine global Figure 4 shows that, some recirculation resulted in a drastic
performance. reduction of the maximum pressure of the cycle. However, with the
same degree of recirculation the value of the maximum pressure of
the cycles is quite similar, in all three configurations.
Also, in Fig. 2, 3 and 4 it possible to see the effect of the EGR
on the combustion ratio as well as on the maximum cycle pressures.
The reduction in the peak of the pressure is 20, 15 and 40% for the
engine operating with compression ratio of 8.12:1, 8.9:1 and
supercharged, respectively. Under such conditions, neither the spark
timing nor the air-fuel ratio were adjusted. The results show that
with turbocharger the engine was more sensitive to the increase in
gas recirculation compared to that operating in a naturally aspirated
mode. That resulted in a great loss of the net work of the cycle,
which strongly affected the effective power of the engine. This was
Figure 2. Pressure curves in the interior of the combustion chamber as a
all confirmed by the dynamometric tests.
result of the crankshaft angle and the percentage of recirculation for a Figure 5 shows the results of the dynamometer tests, under full
3000 rpm for the naturally aspirated engine with a compression ratio of load, for a fixed ignition angle, while varying gas recirculation
8.2:1 and ignition angle of 35°. through the EGR valve. It is possible to notice that for a naturally
aspirated engine, with compression ratios of 8.2:1 and 8.9:1 did not
show great variations of power output with the increase of the
degree of exhaust gas recirculation However, for the supercharged
engine, recirculation progressively reduces the power. This loss,

J. of the Braz. Soc. of Mech. Sci. & Eng. Copyright © 2005 by ABCM July-September 2005, Vol. XXVII, No. 3 / 219
 J. N. de S. Vianna e al

when the EGR was set beyond 8%, went down to the point where compression ratio, while keeping lower emissions of NOx. Higher
the engine operated as it were naturally aspirated, It can be seen, in levels of NOx emissions were not observed after increasing the
Fig. 5 that the error bars are mixed with the experimental points. compression ratio, which, in turn, enhanced engine performance.
Figure 7 also indicates that the efficiency of the recirculation, for the
turbocharged engine, is much higher than that observed for the
naturally aspirated engine. The trends are the same, regardless of
the compression ratio, even though the engine performance showed
a negative sensibility to the increase of the recirculation.

Figure 5. Power as result of the recirculation of the exhaust gases for the
engine with compression ratios of 8,2:1; 8,9:1 and turbocharged at 3000
rpm.

Figure 8. CO emissions as a result of the recirculation of the exhaust

gases for the engine under full load with a compression ratio 8,2:1; 8,9:1
and turbocharged at 3000 rpm.

As regarded to the emissions of other pollutant gases, the EGR

seemed to perform unfavorably. Figure 8 and 9 show that the
emissions of CO and HC increased, for 8% recirculation, about 75
and 67%, respectively,. Since EGR has a direct interference in the
combustion process this might explain the increment in the emission
of HC. The higher emissions of CO are due to the enrichment of the
mixture, as pointed out by Sousa (2000).

Figure 6. Specific Fuel Consumption as a result of the recirculation of the

exhaust gases for the engine with compression ratios of 8.2:1; 8.9:1 and
turbocharged at 3000 rpm.

Figure 9. Emissions of HC as a result of the recirculaion of the exhaust

gases for the engine under full load with a compression ratio 8,2:1; 8,9:1
and turbocharged at 3000 rpm.

Figure 7. NOx emissions as a result of the recirculation of the exhaust These preliminary results indicate that, as regarded to emissions
gases for the engine under full load with compression ratios 8.2:1; 8.9:1 and engine performance, operation with supercharger seem more
and turbocharged at 3000 rpm. appropriate than a naturally aspirated configuration. Therefore,
Procedure 2 was carried out only for the engine with turbocharger.
The global performance of the engine, supercharged, and In this procedure the tests were done by adjusting the ignition angle
consequently, its specific fuel consumption (SFC) are strongly for the maximum torque while keeping stoichiometry for the air-fuel
affected by the recirculation. Figure 6 presents the results of the ratio. The results of this procedure are presented in the following.
experiments with all three configurations. The curves show a small In Fig. 10 it is possible to observe the influence of the EGR on
variation in the SFC, for naturally aspirated engine, which was not the dynamic pressure of the combustion chamber, Test 3. It can be
observed when operating with turbocharger. seen that, by adjusting the spark angle and the speed, the loss of
The NOx, CO and HC volume fractions were estmated in all the output power with 0 and 4.2% of recirculation is much lower than
tests reported. The efficiency of the EGR in inhibiting the formation the one found for the same conditions of Procedure 1, fixed spark
of NO and, consequently, reducing the emission of NOx with the angle. This loss of output power is observed more clearly in Fig.
engine under full load can be observed in Fig. 7. Under these 11, 3.5% reduction in the power for a recirculation ratio of 4.2%.
circumstances, the recirculation allowed the increase in the

220 / Vol. XXVII, No. 3, July-September 2005 ABCM

Reduction of Pollutants Emissions on SI Engines …

is important to mention that, under constant regime, the temperature

of the exaust gases is quite high, and therefore, emission values of
CO and HC, might be masked.

Figure 10. Dynamic pressure curves for two recirculation ratios of the
turbocharged engines, under full load, with the adjustment of the spark
angle for maximum torque, at 3000 rpm.

Figure 13. NOx emission curves as a result of the recirculation of the

turbocharged engine, under full load, with the adjustment of the spark
angle to full torque, at 3000 rpm.

The results under partial loads, following Procedure 3, are

presented in Fig. 16 and 17. It is possible to observe that
recirculation had positive and negative effects under partial loads.

Figure 11. Power curve as a result of the recirculation of the turbocharged

engine, under full load, with the adjustment of the spark angle for
maximum torque, at 3000 rpm.

Figure 14. CO Emission curves as a result of the recirculation of the

turbocharged engine, under full load, with the adjustment of the spark
angle to full torque, at 3000 rpm.

Figure 12. Specific Fuel Consumption (SFC) as a result of the recirculation

of the turbocharged engine, under full load, with the djustment of the
spark angle for the maximum torque, at 3000 rpm.

The loss in power output, showed in Fig. 11, was followed by a

slight reduction in the specific fuel consumption (SFC), as Fig. 12
shows. Even though the maximum recirculation ratio achieved was
not as high as that when the spark angle was fixed (Procedure 1), a
0.1% reduction in the specific fuel consumption was observed in
relation to the original engine, for the same degree of recirculation. Figure 15. HC Emission curves as a result of the recirculation of the
Figures 13, 14 and 15 present the emission of pollutant, with the turbocharged engine, under full load, with the adjustment of the spark
ignition timing adjusted for maximum torque under full load with angle to full torque, at 3000 rpm.
turbocharging. These results show that, under these conditions, the
turbocharger worked as a power output recover without increasing
emissions. Although the emissions of NOx was reduced only 22%,
with 4% recirculation, compared to a reduction of 54% achieved
with Procedure 1, HC emissions were kept relatively stable. As
regarded to CO emissions, the adjustment of the spark angle along
with constant stoichiometric air-fuel ratio was extremely effective. It

J. of the Braz. Soc. of Mech. Sci. & Eng. Copyright © 2005 by ABCM July-September 2005, Vol. XXVII, No. 3 / 221
 J. N. de S. Vianna e al

and a specific value of air-fuel ratio. Comparison between the

100% 75% 50%
engine in its standard configuration and after applying
2000 turbocharging and recirculation ratio of 4.2% showed reduction of
1600 20%, 61% and 52% in the emissions of NOx, HC and CO
respectively. The increase in power was 33% with 3% reduction in
NOx [ppm]

1200
the specific consumption at 3000 rpm.
800 The advantages and disadvantages of the use of EGR technology
in engine with supercharging, under full load, were the same as
400
under partial loads.
0 This work presented the results only for 3000 rpm, however,
0 2 4 6 8 10 similar trends were achieved for other speeds.
Recirculation [% ]

Figure 16. NOx Emission curves as a result of the recirculation of the

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