Research Article The Experimental and Simulation...

Research ArticleThe Experimental and Simulation Study of Selective CatalyticReduction System in a Single Cylinder Diesel Engine Using NH3as a Reducing Agent

Manoj Kumar Athrashalil Phaily Sreekumar Jayachandra Sreekalaand Padmanabha MohananDepartment of Mechanical Engineering NITK Surathkal Karnataka Mangalore 575025 India

Correspondence should be addressed to Manoj Kumar Athrashalil Phaily manu666240gmailcom

Received 21 November 2013 Revised 13 March 2014 Accepted 14 March 2014 Published 15 April 2014

Academic Editor Alırio Rodrigues

Copyright copy 2014 Manoj Kumar Athrashalil Phaily et al This is an open access article distributed under the Creative CommonsAttribution License which permits unrestricted use distribution and reproduction in any medium provided the original work isproperly cited

Selective catalytic reduction (SCR) technology has been widely used in automotive applications in order to meet the stringentlimits on emission standards The maximum NO119909 conversion efficiency of an SCR depends on temperature and mass flow rate ofan exhaust gas In order to assess the suitability of CordieritePt catalyst for low temperature application an experimental workis carried out using single cylinder diesel engine for different load conditions by varying ammonia induction rate from 02 kghrto 08 kghr The simulation is carried out using AVL FIRE for the validation of experimental results From the study it has beenfound that for 06 kghr ammonia induction rate themaximum conversion is achieved whereas for 08 kghr conversion is reduceddue to desorption of ammonia Also it has been found that at 75 of load for all mass flow rates of ammonia the conversion wasdrastically reduced due to higher exhaust gas temperature and higher emission of unburnt hydrocarbons More than 55 of NO119909conversion was achieved using CordieritePt catalyst at a temperature of 320∘C

1 Introduction

In NH3SCR system NH

3is inducted to the exhaust gas

coming out from the engine exhaust which will undergovarious reactions to convert NO119909 into free nitrogen (N

2)

The most important reactions are

4NH3+ 4NO +O

2997888rarr 4N

2+ 6H2O (1)

4NH3+ 2NO + 2NO

2997888rarr 4N

2+ 6H2O (2)

Two most commonly used SCR reductants are anhydrous(dry) ammonia and aqueous ammonia or urea Pure anhy-drous ammonia is extremely toxic and difficult to store safelybut does not require further conversion to operate withinan SCR It is typically favoured by large industrial SCRoperators Aqueous ammonia must be hydrolyzed in order touse but it is substantially safer to store and transport thananhydrous ammonia Urea is the safest to store but requires

conversion to ammonia through thermal decomposition inorder to be used as an effective reductant The temperature-programmed activity of a series of oxide-supported (TiO

2

Al2O3and SiO

2) Cu catalysts formed from two different Cu

precursors (Cu(NO3)2and CuSO

4) for the selective catalytic

reduction of NO119909 using solutions of urea as a reductant [1]These activities are compared to those found using NH

3as a

reducing agent over the same catalysts in the presence of H2O

and it is found that catalysts that are active for the selectivereduction of NO119909 with NH

3are inactive for its reduction

using solutions of urea However catalyst plays a major rolein the conversion of NO119909 V

2O5Al2O3catalysts can be used

for operating temperature higher than 250∘C but restrictedto sulphur free application due to deactivation of the cat-alyst from alumina reaction with SO

3forming Al

2(SO4)3

The nonsulphating TiO2carrier was recommended for the

V2O5 Studies that have been carried out with V

2O5catalyst

Hindawi Publishing CorporationInternational Journal of Chemical EngineeringVolume 2014 Article ID 350185 8 pageshttpdxdoiorg1011552014350185

2 International Journal of Chemical Engineering

Figure 1 Experimental test rig

supported on TiO2and WO

3used for Heavy Duty diesel

Engines in Europe with numerous highway studies [2]The studies highlighted that problems with vanadium

catalyst are quickly deactivated at high temperatures above500∘C and concluded that recommended temperature win-dow for vanadium is from 300 to 450∘C [3] Zeolite catalystsare developed to cover a wider range of temperature windowsover platinum- and vanadium-based catalysts Zeolite cata-lysts are developed to extend the operating temperature above350∘Cover platinum and vanadiumbased catalysts Howevertwo types of zeolite catalysts were developed to cover highand low temperature windows The high temperature zeolitecovers temperature windows from 350 to 600∘C Automotivecatalytic converters constantly heat up and cool down as theengine starts and stops This requires some special materialwith the greatest possible resistance to change temperatureand a low heat expansion coefficient There are studiesconducted on the effect of HC emission on the retardedactivity of SCR catalysts [4] They considered CuZSM5FeZSM5 andV

2O5TiO2catalysts and compared the effect of

HC emission on the DeNO119909 efficiency of SCR catalyst Theyconcluded that the primary cause for the inhibition is thecompetitive adsorption of NH

3and C

3H6onto the catalyst

surface and the useless consumption of NH3by the side

reaction including the NH3oxidation and ammoxidation

reactions during the course of NH3SCR reaction with C

3H6

Another study was conducted on the effect of unburnthydrocarbons in the activity of automobile catalysts [5] Thestudy reveals that the NO119909 conversion efficiency of SCRcatalyst will reduce when there is an HC in exhaust gasWhen HCs are added to the flow some C-species depositforms on the surface This result is consistent with a poreblocking effect which will slightly affect the NO119909 removal atthe highest reaction temperature They also found that themost important effect of HC presence on the SCR activity isdue to the competitive adsorption between hydrocarbons andammoniawhich limits theNO119909 conversion efficiency of SCR

In the current work CordieritePt ceramic honeycombstructured catalyst has been used to assess the suitability ofthis material for the medium and light duty diesel vehiclesas it gives resistance to temperature changes and a low heatexpansion coefficient

Ball valve

Exhaust pipeAmmonia injection line

SCR catalyst

Figure 2 SCR setup

Table 1 SCR catalyst properties

Catalyst material CordieritePtCatalyst type Circular honeycomb structureSize of the catalyst 1184mm times 127mm (119863 times 119871)Specific heat 146 kJkgKCell density 400 1in2

Volume of catalyst 12 LWall thickness 0114mmDensity 00215 kgm3

Thermal conductivity 3WmK

2 Experimental Work

Whole set of experiments were conducted at the designedinjection timing of 27 deg bTDC speed of 1500 rpm and 175compression ratio on test rig as shown in Figure 1

Airflow measurement was done by the conventionalmethodU-tubemanometer as well as by air intake DP unit inthe control panel Engine speedmeasurement was sensed andinducted by inductive pickup sensor in conjunctionwith digi-tal RPM indicator which is a part of eddy current dynamome-ter controlling unit The dynamometer shaft rotates close toinductive pickup sensor as an arrangement to send voltagepulse whose frequency is converted into RPM and displayedby digital indicator in the control panel To measure the loadon the engine an eddy current dynamometer is attachedto the crankshaft of the engine An AVL-made exhaust gasanalyzer was used tomeasure the exhaust gas emissionsWiththe analyzer NO119909 (ppm) CO (vol) UBHC (ppm) andCO2(vol) emissions were measured A rotameter specially

calibrated for ammonia was used to measure the flow rate ofammonia The experiments were conducted at no load 25of full load 50 of full load and 75 of full load conditionwith diesel fuel

The experiment is conducted on two conditions firstlywithout using SCR at the exhaust pipe and secondly fitting

International Journal of Chemical Engineering 3

Diesel without SCRDiesel experimental with SCR 02 kghrDiesel simulation with SCR 02 kghr

0 25 50 75

0

100

200

300

400

500

600

Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(a)

0 25 50 75

0

100

200

300

400

500

600

Diesel without SCR

Diesel experimental with SCR 06 kghrDiesel simulation with SCR 06 kghr

Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(b)


0 25 50 75

0

100

200

300

400

500

600

Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(c)


0 25 50 75

0

100

200

300

400

500

600

Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(d)

Figure 3 Concentration of NO119909 versus percentage of load

SCR catalyst at the exhaust pipe Both the readings will betabulated and can find the DeNO119909 efficiency of SCR

3 SCR Setup

In this experimental setup a circular shaped honeycombtype of SCR catalyst (CordieritePt 12 L) is fitted to theexhaust pipe with flange supports as shown in Figure 2 Seal-ing gaskets were placed in between two flange connectionsThe gasket used was a high temperature resistance type toprevent gas leakage from the exhaust system Some minoradjustment was necessary in the final SCR exhaust assemblybecause of the restricted space within the cell A half inch

barrel nipple of length of 3 inches is coupled to the exhaustpipe through which ammonia gas is passed

A hose pipe from the ammonia cylinder is connected toammonia rotameter where the ammonia flow rate can becontrolled by turning the regulating knob

4 Simulation Work

The simulation has been carried out using CFD code AVLFIRE The governing equations and reactions used in AVLFIRE are listed in [5]Theproperties of thematerial are shownin Table 1


0 25 50 75

150

200

250

300

350

400

450

500

Exha

ust g

as te

mpe

ratu

re (∘

C)

Load ( kg)

Figure 4 Variation of exhaust gas temperature versus percentage ofload

Themass flow rate of exhaust gas is calculated for differentload conditions It was found that as the load increasesthe mass flow rate of exhaust gas decreases This is due tochange in density of gas When load increases exhaust gastemperature also increases which results in lower density ofa gas The boundary conditions considered in the simulationare given in Table 2 The normalized residual values forthe convergence criteria were taken as 1e-4 for continuitymomentum and energy equations It took 60 iterations toreach the convergenceThemaximum iterationwas limited to60 since the solution arrived at was close to the exact solution(experimental values) within these convergence criteria

The mass fractions of different species including NO119909CO CO

2 H2 and HC are considered from experimental

values measured by AVL Five gas analyzer The outletpressure was assumed to be 1 bar The mass flow rate andtemperature of exhaust gas are also given as input whichis measured by experimental work The SCR catalyst wasmodeled using the abovementioned dimensions and meshedin AVL Workflow manager The simulation is carried out fordifferent load conditions by varying ammonia flow rate from02 kghr to 08 kghr

5 Results and Discussion

Theexperiment was carried out for diesel fuel by varying loadconditions It reveals that as the load increases the exhaustgas temperature increases The flow rate of ammonia is alsovaried from 02 kghr to 08 kghr The three major factorswhich have got significant effect in the conversion of NO119909are exhaust gas temperature exhaust gas mass flow rate andammonia flow rate

The SCR catalyst used in the experiment can withstandtemperature range up to 500∘CTherefore the load conditionapplied was limited to 75 of full load where exhaust gastemperature was found to be 486∘C At 100 of load thetemperature will go beyond 520∘C which will damage the

SCR catalyst which in turn affects the exhaust gas analyserThe experiment has been carried out for two conditions Inthe first case SCR catalyst was not fitted at the downstreamexhaust pipe Engine was run for different load conditionsand the concentration ofNO119909wasmeasured directly byAVL-made Five gas analyser In the second case the SCR catalysthas been fitted at the exhaust pipe The ammonia gas wasinducted to the exhaust pipe just before SCR setup The flowrate has been varied from 02 kghr to 08 kghr Again theengine can run in varying load conditionsThe concentrationof NO119909 can again be measured by exhaust gas analyzerFigure 3 explains the concentration of NO119909 measured forboth the conditions explained above

From Figure 3 it is clear that as the load increases theconcentration of NO119909 also increases because of higher com-bustion temperature The higher combustion temperatureresults in higher exhaust gas temperature

Figure 4 explains the variation of exhaust gas temperaturewith respect to varying load conditions It shows that asthe percentage load increases the exhaust gas temperaturealso increases At no load condition 180∘C temperature wasobserved whereas at 25 of full load at 50 of full load andat 75of full load 260∘C 378∘C and 486∘C temperatures havebeen observed From the graph it can be clearly observed thatat 50 of full load for all the ammonia flow rates maximumconversion has been observed where NO119909 concentrationwas reduced from 378 ppm to 169 ppm This is because thecatalyst exhibited themaximum selectivity at the temperatureof 378∘CTheminimum conversion is observed at 75 of fullload where NO119909 concentration was reduced from 615 ppmto 526 ppmTheNO119909 conversionwith respect to varying loadcondition is explained in Figure 5

It was found that up to 50 load NO119909 conversion keepson increasing whereas at 75 load DeNO119909 efficiency isdrastically reduced Similar pattern of graph is observed forall the ammonia mass flow rate conditions It was foundthat the experimental values are in close agreement withsimulation results The increase in NO119909 conversion is due toincrease in exhaust gas temperature At 50 load maximumconversion is obtained since the exhaust gas temperatureis 320∘C where the catalyst exhibits maximum selectivitydue to which fast SCR reaction takes place which in turnconverts NO119909 into free nitrogen (N

2) It was found that for

02 kghr of ammonia induction at no load condition up to25 of NO119909 conversion is achieved Similarly for 04 kghr06 kghr and 08 kghr of ammonia induction rate 2629 and 27 of NO119909 conversion are achieved as shownin Figure 5 Similarly at 25 load for 02 kghr 04 kghr06 kghr and 08 kghr ammonia induction rate 31 3336 and 34 of NO119909 conversion are achieved A slightincrement in NO119909 conversion is achieved at 25 loadbecause of increased exhaust gas temperature and lowermassflow rate of exhaust gas At 50 load maximum conversionis obtained for all the mass flow rates It was found thatat 02 kghr ammonia induction 55 of NO119909 conversionis obtained Similarly for 04 kghr 06 kghr and 08 kghrammonia induction 55 55 and 54 of NO119909 conversion


Table 2 Boundary conditions used in the simulation work

Solver control discretizationCalculation of boundaryconditions extrapolate

Calculation of derivativesleast square fit Iteration method simple Decoupled domains no Realizability constraints

noEquation control

Momentum and continuityyes Turbulence K-epsilon Energy yes Viscous heating yes Pressure work yes

Differencing schemeMomentum centraldifferencing

Continuity centraldifferencing Turbulence upwind Energy upwind Scalar upwind

Convergence criteria per time stepMaximum number of iterations 60 Minimum number of iterations 10

0 25 50 75

10

15

20

25

30

35

40

45

50

55

60

Load ( kg)

Diesel experimental 02 kghrDiesel simulation 02 kghr

NOx

conv

ersio

n (

)

(a)

0 25 50 75

10

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(b)

0 25 50 75

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(c)

0 25 50 75

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(d)

Figure 5 NO119909 conversion versus percentage of load


are obtained The conversion is more here due to higherexhaust gas temperature and higher reaction rate

But at 75 load the NO119909 conversion is reduced dras-tically due to increased exhaust gas temperature At veryhigh temperature (gt450∘C) the catalyst selectivity goes ondecreasing due to sintering effect of the catalyst [6] anddesorption of ammonia [7] through the walls of monolithAnother reason for the lower NO119909 conversion at 75 loadis the increased emission of hydrocarbons as explained inthe Introduction part Figure 6 explains the concentration ofunburnt hydrocarbons for different load conditions

At 75 load 34 ppm of HC can be liberated whencompared with no load where just 13 ppm of HC emissionis found When there is more emission of HC at highertemperature the carbon particles deposit at the pores of thecatalyst which results in lower NO119909 conversion

The NH3conversion is another parameter which will

greatly influence NO119909 conversion The concentration ofammonia can be calculated in different ammonia flow rateFour samples of 1 NHCL acid had been taken in beakersAmmonia gas was passed through these samples for differentammonia flow rates varying from 02 kghr to 08 kghr Thetitration was carried out against 1 NNaOH Also a blanktitration was carried out for 1 NHCL acid without ammoniagas passing through it against 1 NNaOH The readings weretabulated and the concentration is calculated by subtractingboth the readings It has been found that as the ammonia flowrate increases the concentration of ammonia also increasesFrom Figure 7 it can be noted that for 02 kghr ammoniaflow rate 400 ppm ammonia concentration is obtained Simi-larly for 04 kghr 06 kghr and 08 kghr ammonia flow rate450 ppm 550 ppm and 600 ppm ammonia concentrationsare obtained

Ammonia slip is the major disadvantage in SCR systemwhich will harm the environment and cause health problemsHence NH

3conversion is the major focus of study in the

current work Figure 8 explains the NH3conversion with

respect to varying load conditionsFrom Figure 5 it was found that there is no much

difference in NO119909 conversion by varying ammonia flow ratefrom 02 kghr to 08 kghr Hence the study is focused onto find out the optimum ammonia inlet concentration whichwill result in the maximum NH

3conversion From Figure 8

it has been found that using 02 kghr ammonia flow ratethe maximum conversion of 24 of NH

3conversion was

achieved Since the ammonia flow meter used in the exper-iment can measure a minimum of 02 kghr ammonia flowrate where ammonia concentrationwas found to be 400 ppmthe simulation work has been extended by again minimizingthe ammonia inlet concentration to find out the maximumNH3conversion efficiency

The ammonia inlet concentration was varied from100 ppm to 400 ppm to find out the maximum NH

3con-

version It has been observed that below 100 ppm ammoniainlet concentration the NO119909 conversion as well as NH

3

conversion is drastically reduced Hence ammonia inletconcentration was limited to 100 ppm Figure 9 explains the

0 25 50 75

5

10

15

20

25

30

35

HC

(ppm

)

Load ( kg)

Figure 6 Hydrocarbon emission versus percentage of load

02 03 04 05 06 07 08

400

450

500

550

600A

mm

onia

conc

entr

atio

n (p

pm)

Ammonia concentration

Ammonia flow rate (kghr)

Figure 7 Variation of NH3

concentration with respect to inletammonia flow rate

NH3conversion rate with respect to varying ammonia inlet

concentrationIt was found that as the ammonia inlet concentration

reduces the NH3conversion rate increases At 50 of full

load and 100 ppm ammonia inlet concentration 98 of NH3

conversion was achieved Similarly for 100 ppm ammoniainlet concentration at no load condition at 25 of full loadand at 75 of full load 13 36 and 41 of NH

3conversion

were achieved This reveals that 100 ppm ammonia inletconcentration is the optimum concentration which willresult in the maximum NH

3conversion The corresponding

NO119909 conversion is also given in Figure 10 It has been foundthat there is slight increment at 50 of load where 58 ofNO119909 conversion was achieved Hence it can be concludedthat the CordieritePt catalyst will give a maximum of 58 ofNO119909 conversion at 100 ppm of ammonia inlet concentration


0 25 50 75

0

5

10

15

20

25

NH

3co

nver

sion

()

Diesel 02 kghrDiesel 04 kghr


Load ( kg)

Figure 8 NH3

conversion versus percentage of load

100 150 200 250 300 350 400

0

20

40

60

80

100

Ammonia inlet concentration (ppm)

NH

3co

nver

sion

()

No load25 load

50 load75 load

Figure 9 NH3

conversion versus ammonia inlet concentration

6 Conclusions

(1) It has been found that up to 06 kghr ammoniainduction the NO119909 conversion goes on increasingwhereas at 08 kghr NO119909 conversion is slightlyreduced due to desorption of ammonia and blockageof pores in a catalyst

(2) At 50 load and for all the ammonia flow rate con-ditions gt50 of NO119909 conversion has been achieveddue to higher exhaust gas temperature where catalystshows better selectivity which results in conversion ofNO119909 into free nitrogen (N

2)

(3) At 75 load and for all ammonia flow rate conditionsthe NO119909 conversion has been reduced drastically

100 150 200 250 300 350 400

15

20

25

30

35

40

45

50

55

60


No load25 load

50 load75 load

NOx

conv

ersio

n (

)

Figure 10 NO119909 conversion versus ammonia inlet concentration

because of ammonia desorption and increased emis-sion of unburnt hydrocarbons

(4) It was found that as the ammonia inlet concentrationreduces the NH

3conversion goes on increasing

where a slight increment in NO119909 conversion is onlyobserved It concludes that CordieritePt catalyst willgive a maximum of 58 of NO119909 conversion at100 ppm of ammonia inlet concentration

Conflict of Interests

The authors declare that there is no conflict of interestsregarding the publication of this paper

Acknowledgments

The authors greatly acknowledge AVL-AST for providingsoftware AVL FIRE for conducting the simulation work

References

[1] A J Sullivan and A J Doherty ldquoNH3

and Urea in the selectivecatalytic reduction of NOx over oxide-supported copper cata-lystsrdquoApplied Catalysis B Environmental vol 55 no 3 pp 185ndash194 2005

[2] L Lietti I Nova E Tronconi and P Forzatti ldquoTransient kineticstudy of the SCR-DeNOx reactionrdquo Catalysis Today vol 45 no1ndash4 pp 85ndash92 1998

[3] J Gieshoff A Schafer-Sindlinger P C Spurk and J A Avan den Tillaart ldquoImproved SCR systems for heavy dutyapplicationsrdquo SAE Technical Paper 2000-01-0189 2000

[4] I Malpartida O Marie P Bazin M Daturi and X JeandelldquoAn operando IR study of the unburnt HC effect on the activityof a commercial automotive catalyst for NH

3

-SCRrdquo AppliedCatalysis B Environmental vol 102 no 1-2 pp 190ndash200 2011


[5] I Heo Y Lee I-S Nam JW Choung J-H Lee and H-J KimldquoEffect of hydrocarbon slip onNO removal activity of CuZSM5FeZSM5 and V

2

O5

TiO2

catalysts by NH3

rdquo Microporous andMesoporous Materials vol 141 no 1ndash3 pp 8ndash15 2011

[6] S Pritchard ldquoOptimizing SCR catalyst design and performancefor coal-fired boilersrdquo in Proceedings of the EPAEPRI Sympo-sium on Stationary Combination NOx Control 1995

[7] I Nova L Lietti E Tronconi and P Forzatti ldquoDynamics of SCRreaction over a TiO

3

-supported vanadia-tungsta commercialcatalystrdquo Catalysis Today vol 60 no 1 pp 73ndash82 2000

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Navigation and Observation



DistributedSensor Networks



Figure 1 Experimental test rig

supported on TiO2and WO

3used for Heavy Duty diesel

Engines in Europe with numerous highway studies [2]The studies highlighted that problems with vanadium

catalyst are quickly deactivated at high temperatures above500∘C and concluded that recommended temperature win-dow for vanadium is from 300 to 450∘C [3] Zeolite catalystsare developed to cover a wider range of temperature windowsover platinum- and vanadium-based catalysts Zeolite cata-lysts are developed to extend the operating temperature above350∘Cover platinum and vanadiumbased catalysts Howevertwo types of zeolite catalysts were developed to cover highand low temperature windows The high temperature zeolitecovers temperature windows from 350 to 600∘C Automotivecatalytic converters constantly heat up and cool down as theengine starts and stops This requires some special materialwith the greatest possible resistance to change temperatureand a low heat expansion coefficient There are studiesconducted on the effect of HC emission on the retardedactivity of SCR catalysts [4] They considered CuZSM5FeZSM5 andV

2O5TiO2catalysts and compared the effect of

HC emission on the DeNO119909 efficiency of SCR catalyst Theyconcluded that the primary cause for the inhibition is thecompetitive adsorption of NH

3and C

3H6onto the catalyst

surface and the useless consumption of NH3by the side

reaction including the NH3oxidation and ammoxidation

reactions during the course of NH3SCR reaction with C

3H6

Another study was conducted on the effect of unburnthydrocarbons in the activity of automobile catalysts [5] Thestudy reveals that the NO119909 conversion efficiency of SCRcatalyst will reduce when there is an HC in exhaust gasWhen HCs are added to the flow some C-species depositforms on the surface This result is consistent with a poreblocking effect which will slightly affect the NO119909 removal atthe highest reaction temperature They also found that themost important effect of HC presence on the SCR activity isdue to the competitive adsorption between hydrocarbons andammoniawhich limits theNO119909 conversion efficiency of SCR

In the current work CordieritePt ceramic honeycombstructured catalyst has been used to assess the suitability ofthis material for the medium and light duty diesel vehiclesas it gives resistance to temperature changes and a low heatexpansion coefficient

Ball valve

Exhaust pipeAmmonia injection line

SCR catalyst

Figure 2 SCR setup

Table 1 SCR catalyst properties

Catalyst material CordieritePtCatalyst type Circular honeycomb structureSize of the catalyst 1184mm times 127mm (119863 times 119871)Specific heat 146 kJkgKCell density 400 1in2

Volume of catalyst 12 LWall thickness 0114mmDensity 00215 kgm3

Thermal conductivity 3WmK

2 Experimental Work

Whole set of experiments were conducted at the designedinjection timing of 27 deg bTDC speed of 1500 rpm and 175compression ratio on test rig as shown in Figure 1

Airflow measurement was done by the conventionalmethodU-tubemanometer as well as by air intake DP unit inthe control panel Engine speedmeasurement was sensed andinducted by inductive pickup sensor in conjunctionwith digi-tal RPM indicator which is a part of eddy current dynamome-ter controlling unit The dynamometer shaft rotates close toinductive pickup sensor as an arrangement to send voltagepulse whose frequency is converted into RPM and displayedby digital indicator in the control panel To measure the loadon the engine an eddy current dynamometer is attachedto the crankshaft of the engine An AVL-made exhaust gasanalyzer was used tomeasure the exhaust gas emissionsWiththe analyzer NO119909 (ppm) CO (vol) UBHC (ppm) andCO2(vol) emissions were measured A rotameter specially

calibrated for ammonia was used to measure the flow rate ofammonia The experiments were conducted at no load 25of full load 50 of full load and 75 of full load conditionwith diesel fuel

The experiment is conducted on two conditions firstlywithout using SCR at the exhaust pipe and secondly fitting



0 25 50 75

0

100

200

300

400

500

600

Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(a)

0 25 50 75

0

100

200

300

400

500

600

Diesel without SCR


Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(b)


0 25 50 75

0

100

200

300

400

500

600

Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(c)


0 25 50 75

0

100

200

300

400

500

600

Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(d)



3 SCR Setup




4 Simulation Work



0 25 50 75

150

200

250

300

350

400

450

500

Exha

ust g

as te

mpe

ratu

re (∘

C)

Load ( kg)



















noEquation control





0 25 50 75

10

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(a)

0 25 50 75

10

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(b)

0 25 50 75

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(c)

0 25 50 75

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(d)















3conversion was



3con-


3


0 25 50 75

5

10

15

20

25

30

35

HC

(ppm

)

Load ( kg)


02 03 04 05 06 07 08

400

450

500

550

600A

mm

onia

conc

entr

atio

n (p

pm)










3conversion





0 25 50 75

0

5

10

15

20

25

NH

3co

nver

sion

()



Load ( kg)

Figure 8 NH3


100 150 200 250 300 350 400

0

20

40

60

80

100


NH

3co

nver

sion

()

No load25 load

50 load75 load

Figure 9 NH3


6 Conclusions



2)


100 150 200 250 300 350 400

15

20

25

30

35

40

45

50

55

60


No load25 load

50 load75 load

NOx

conv

ersio

n (

)








Acknowledgments


References






3




2

O5

TiO2

catalysts by NH3




3




RoboticsJournal of





Journal of



RotatingMachinery





VLSI Design



Shock and Vibration







Journal of



Volume 2014


SensorsJournal of





Propagation











0 25 50 75

0

100

200

300

400

500

600

Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(a)

0 25 50 75

0

100

200

300

400

500

600

Diesel without SCR


Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(b)


0 25 50 75

0

100

200

300

400

500

600

Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(c)


0 25 50 75

0

100

200

300

400

500

600

Load ( kg)

NOx

conc

entr

atio

n (p

pm)

(d)



3 SCR Setup




4 Simulation Work



0 25 50 75

150

200

250

300

350

400

450

500

Exha

ust g

as te

mpe

ratu

re (∘

C)

Load ( kg)



















noEquation control





0 25 50 75

10

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(a)

0 25 50 75

10

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(b)

0 25 50 75

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(c)

0 25 50 75

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(d)















3conversion was



3con-


3


0 25 50 75

5

10

15

20

25

30

35

HC

(ppm

)

Load ( kg)


02 03 04 05 06 07 08

400

450

500

550

600A

mm

onia

conc

entr

atio

n (p

pm)










3conversion





0 25 50 75

0

5

10

15

20

25

NH

3co

nver

sion

()



Load ( kg)

Figure 8 NH3


100 150 200 250 300 350 400

0

20

40

60

80

100


NH

3co

nver

sion

()

No load25 load

50 load75 load

Figure 9 NH3


6 Conclusions



2)


100 150 200 250 300 350 400

15

20

25

30

35

40

45

50

55

60


No load25 load

50 load75 load

NOx

conv

ersio

n (

)








Acknowledgments


References






3




2

O5

TiO2

catalysts by NH3




3




RoboticsJournal of





Journal of



RotatingMachinery





VLSI Design



Shock and Vibration







Journal of



Volume 2014


SensorsJournal of





Propagation










0 25 50 75

150

200

250

300

350

400

450

500

Exha

ust g

as te

mpe

ratu

re (∘

C)

Load ( kg)



















noEquation control





0 25 50 75

10

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(a)

0 25 50 75

10

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(b)

0 25 50 75

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(c)

0 25 50 75

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(d)















3conversion was



3con-


3


0 25 50 75

5

10

15

20

25

30

35

HC

(ppm

)

Load ( kg)


02 03 04 05 06 07 08

400

450

500

550

600A

mm

onia

conc

entr

atio

n (p

pm)










3conversion





0 25 50 75

0

5

10

15

20

25

NH

3co

nver

sion

()



Load ( kg)

Figure 8 NH3


100 150 200 250 300 350 400

0

20

40

60

80

100


NH

3co

nver

sion

()

No load25 load

50 load75 load

Figure 9 NH3


6 Conclusions



2)


100 150 200 250 300 350 400

15

20

25

30

35

40

45

50

55

60


No load25 load

50 load75 load

NOx

conv

ersio

n (

)








Acknowledgments


References






3




2

O5

TiO2

catalysts by NH3




3




RoboticsJournal of





Journal of



RotatingMachinery





VLSI Design



Shock and Vibration







Journal of



Volume 2014


SensorsJournal of





Propagation













noEquation control





0 25 50 75

10

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(a)

0 25 50 75

10

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(b)

0 25 50 75

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(c)

0 25 50 75

15

20

25

30

35

40

45

50

55

60

Load ( kg)


NOx

conv

ersio

n (

)

(d)















3conversion was



3con-


3


0 25 50 75

5

10

15

20

25

30

35

HC

(ppm

)

Load ( kg)


02 03 04 05 06 07 08

400

450

500

550

600A

mm

onia

conc

entr

atio

n (p

pm)










3conversion





0 25 50 75

0

5

10

15

20

25

NH

3co

nver

sion

()



Load ( kg)

Figure 8 NH3


100 150 200 250 300 350 400

0

20

40

60

80

100


NH

3co

nver

sion

()

No load25 load

50 load75 load

Figure 9 NH3


6 Conclusions



2)


100 150 200 250 300 350 400

15

20

25

30

35

40

45

50

55

60


No load25 load

50 load75 load

NOx

conv

ersio

n (

)








Acknowledgments


References






3




2

O5

TiO2

catalysts by NH3




3




RoboticsJournal of





Journal of



RotatingMachinery





VLSI Design



Shock and Vibration







Journal of



Volume 2014


SensorsJournal of





Propagation






















3conversion was



3con-


3


0 25 50 75

5

10

15

20

25

30

35

HC

(ppm

)

Load ( kg)


02 03 04 05 06 07 08

400

450

500

550

600A

mm

onia

conc

entr

atio

n (p

pm)










3conversion





0 25 50 75

0

5

10

15

20

25

NH

3co

nver

sion

()



Load ( kg)

Figure 8 NH3


100 150 200 250 300 350 400

0

20

40

60

80

100


NH

3co

nver

sion

()

No load25 load

50 load75 load

Figure 9 NH3


6 Conclusions



2)


100 150 200 250 300 350 400

15

20

25

30

35

40

45

50

55

60


No load25 load

50 load75 load

NOx

conv

ersio

n (

)








Acknowledgments


References






3




2

O5

TiO2

catalysts by NH3




3




RoboticsJournal of





Journal of



RotatingMachinery





VLSI Design



Shock and Vibration







Journal of



Volume 2014


SensorsJournal of





Propagation










0 25 50 75

0

5

10

15

20

25

NH

3co

nver

sion

()



Load ( kg)

Figure 8 NH3


100 150 200 250 300 350 400

0

20

40

60

80

100


NH

3co

nver

sion

()

No load25 load

50 load75 load

Figure 9 NH3


6 Conclusions



2)


100 150 200 250 300 350 400

15

20

25

30

35

40

45

50

55

60


No load25 load

50 load75 load

NOx

conv

ersio

n (

)








Acknowledgments


References






3




2

O5

TiO2

catalysts by NH3




3




RoboticsJournal of





Journal of



RotatingMachinery





VLSI Design



Shock and Vibration







Journal of



Volume 2014


SensorsJournal of





Propagation











2

O5

TiO2

catalysts by NH3




3




RoboticsJournal of





Journal of



RotatingMachinery





VLSI Design



Shock and Vibration







Journal of



Volume 2014


SensorsJournal of





Propagation











RoboticsJournal of





Journal of



RotatingMachinery





VLSI Design



Shock and Vibration







Journal of



Volume 2014


SensorsJournal of





Propagation









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