United States Motor Vehicle Emission Laboratory EPA 460/3-78-007
Environmental Protection 2565 Plymouth Road August 1978
Agency Ann Arbor, Michigan 48105
Modulated Exhaust Gas
Recirculation System
For Light Duty
Diesel Engines
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EPA 460/3-78-007
MODULATED EXHAUST GAS
RECIRCULATION SYSTEM FOR
LIGHT DUTY DIESEL ENGINES
by
D.A. Pike
Ricardo and Company Engineers [1927] Ltd.
Bridge Works
Shoreham-by-Sea, Sussex BN4 5FG
Contract No. 68-03-2465
EPA Project Officer:
Mr. P.P. Hutchins
Prepared for
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
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This report is issued by the Environmental Protection Agency to report technical data of
interest to a limited number of readers. Copies are available free of charge to Federal
employees, current contractors and grantees, and nonprofit organizations - in limited
quantities - from the Library Services Office (MD-35), Research Triangle Park, North
Carolina 27711; or, for a fee, from the National Technical Information Service, 5285
Port Royal Road, Springfield, Virginia 22161.
This report was furnished to the Environmental Protection Agency by the Ricardo and
Company Engineers (1927) Ltd., Bridge Works, Shoreham-by-Sea, Sussex BN4 5FG, in
fulfillment of Contract No. 68-03-2465. The contents of this report are reproduced
herein as received from the Ricardo and Company Engineers. The opinions, findings,
and .conclusions expressed are those of the author and not necessarily those of the
Environmental Protection Agency. Mention of company or product names is not to be
considered as an endorsement by the Environmental Protection Agency.
Publication No. EPA-460/3-78-007
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SUMMARY
It has been shown that by the application of a proportion of exhaust gas
to the inlet air of a light duty diesel engine the NOx emission in the exhaust
can be substantially reduced.
This report describes a system of exhaust gas recirculation, modulated
to reduce the NOx emission of a Mercedes 300D light duty diesel vehicle, to
within defined limits of other parameters, such as HC and CO emissions, and
performance loss, etc. To offset losses in performance due to the applica-
tion of EGR a turbocharger was fitted to the vehicle to provide excess air.
No extra fuel was supplied.
Following performance and emission tests on the vehicle in naturally
aspirated and turbocharged build, tests were made to establish critical modes
of operation during the 1975 FTP drive cycle. These tests were to determine
which, if any, parts of the drive cycle contributed a disproportionately large
amount to the NOx emission of the vehicle, thus indicating areas which could
be most profitably treated with EGR. The result showed that no such critical
areas were present and that the whole of the load and speed range of the
engine employed during the FTP would have to be treated in some degree.
A comprehensive test bed calibration of the engine was carried out in both
N/A and T/C form with additional tests to establish the response of the turbo-
charged engine to injection retard. During these calibrations, steady state
measurements of gaseous emissions, fuel consumption and exhaust smoke density
were obtained and graphical presentations of brake specific emissions and fuel
consumption developed.
A system of controlled exhaust gas recirculation to the intake of the
turbocharger compressor inlet was devised. The EGR flow rate was determined
by the reduction of air flow from that of the standard engine.
Calibration of the engine was carried out with manual control of EGR with
curves plotted showing the response of the engine in respect of gaseous emis-
sions, smoke and performance. At high levels of EGR the amount of fuel sup-
plied to the engine had to be restricted in order to maintain inlet manifold
temperatures and exhaust smoke within reasonable limits. From the curves
produced from the EGR calibration, various hypothetical modulations of EGR
were deduced from which variations in gaseous emissions, fuel consumption
and exhaust smoke were tabulated. These tabulations were computed to provide
synthesised vehicle results.
A second type of EGR valve was developed allowing a method of matching
some of the synthesised EGR modulations. This system consisted of a mechanical
linkage to modify the lifting of a poppet type valve. The linkage was actuated
by direct connection to the engine fuel pump control giving a load sensitive
variation of EGR. Some measure of speed sensitive control was available by
using exhaust gas pressure to modify the valve lift. Computations from test
bed results obtained with various builds of this system indicated that the
target constraints of the contract could be achieved.
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The engine was then re-installed in the Mercedes 300D vehicle complete
with EGR system and tests carried out to verify the synthesised results
obtained on the test bed. It was shown that O.^t gpm NOx could be achieved,
at the expense of exceeding the legislated limits of HC and CO emissions, with
the aid of modulated EGR and injection retard. 1.0 gpm NOx was achieved with
standard injection timing and less EGR, with HC and CO emissions within the
legislated limits. At all levels of EGR particulate emissions were adversely
affected, as were fuel economy, performance and drive-by noise.
SUMMARY OF VEHICLE TEST RESULTS
Vehicle Build
As -received
Turbocharged
EGR Modulation G
EGR Modulation C+
EGR Modulation C+
7° Retard
EGR Modulation C+
4° Retard
EGR Modulation D
EGR Modulation D-
(7 ran lift)
EGR Modulation D-
(2 ran lift)
Gaseous
Emissions aotn
HC
.183
.14
.395
.382
4.974
1.053
.226
.245
.171
NOx
1.66
1.75
.528
.471
.32
.379
.961
1.004
1.52
CO
.94
.94
2.408
2.379
6.129
2.956
1.563
1.392
1.329
Part
gpm
.8
.5
1.11
-
.93
1.228
1.59
-
.964
Fuf
mpg
CVS
24.3
23.8
19.47
19-95
17.15
18.86
20.08
20.17
20.28
jl
US)
HEFT
29.95
25.6
24.94
-
-
24.43
25.78
-
25.87
Noise
dBA
74.2
74.5
78.0*
-
-
76.2
-
-
76.4
Acceleration
Seconds (mph)
0-40 0-60 20-60
9.6 21.2 18.7
9.9 22.4 19.2
10.6 23.5 20.1
-
11.6 28.6 22.8
11.0 25-3 22.4
10.2 22.6 19.1
- - -
9.4 20.5 19.1
* Artifically high noise level - no retest figure available.
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CONTENTS
Page No.
1. GENERAL INTRODUCTION 1
2. OBJECTIVES OF TEST PROGRAMME 2
3. EQUIPMENT AND APPARATUS 5
3.1 Details of Test Vehicle 5
3-2 Test Bed Engine 5
3-3 Analytical Equipment 5
3-3-1 Gaseous Emissions (Vehicle Tests) 5
3.3.2 Gaseous Emissions (Test Bed) 5
3-3-3 Particulate Emissions 5
3.3-** Exhaust Smoke 5
3-3-5 Noise Tests 6
3.4 Instrumentation 6
3.4.1 Vehicle 6
3.4.2 Test Bed 6
3-5 Fuel 6
4. TASK 1 - REPLICATE BASELINE VEHICLE TESTS 7
7
7
7
7
8
9
5. TASK 2 - REPLICATE BASELINE VEHICLE TESTS WITH RETROFITTED
TURBOCHARGER10
5.1 Introduction to Task 2 10
5.2 Turbocharger Installation 10
5-3 Test Procedure - Task 2 10
5.4 Test Conditions - Task 2 10
5-5 Test Results - Task 2 11
5.6 Discussion of Results - Task 2 12
5-7 Conclusions - Task 2 13
6. TASK 3 ~ IDENTIFICATION OF CRITICAL OPERATING MODES 14
14
14
15
16
16
17
7.1 Introduction to Task 4 17
7.2 Engine Installation 17
7.3 Test Procedure - Task 4 17
7-4 Test Results - Task 418
7-5 Discussion of Results - Task k ig
7-6 Conclusions - Task *t 20
4.1
k.2
4.3
4.4
4.5
4.6
Introduction to Task 1
Test Procedure - Task 1
Test Conditions - Task 1
Test Results - Task 1
Discussion of Results - Task
Conclusions - Task 1
1
6.1
6.2
6.3
6.4
6.5
7.
Introduction to Task 3
Test Procedure - Task 3
Analysis of Results - Task 3
Critical Operating Modes
Conclusions - Task 3
TASK 4 - DYNAMOMETER TESTS TO ASSESS
ENGINE PERFORMANCE AT THE
SELECTED NOx PRODUCING MODES
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8.1
8.2
8.3
8.4
8.5
8.6
9.
Introduction - Task 5
Test Procedure - Task 5
Results - Task 5
Analysis of Results - Task 5
Noise and Durability
Conclusions - Task 5
TASK 6 - KEY MODE TESTS WITH
COMBINED MODULATED EGR AND
8. TASK 5 - DESIGN. FABRICATION AND APPLICATION OF THE VARIABLE 21
EGR SYSTEM
21
21
22
22
27
28
29
OPTIMISED INJECTION TIMING
9.1 Introduction - Task 6 29
9.2 Test Procedure - Task 6 29
9-3 Results - Task 630
9.4 Discussion of Results - Task 6 32
9-5 Conclusions - Task 633
10. TASK 7 - TESTING AND ASSESSMENT OF EGR SYSTEM INSTALLED
34
34
34
34
35
38
40
41
43
REFERENCES
APPENDIX I
10.1
10.2
10.3
10.4
10.5
10.6
10.7
11.
IN THE VEHICLE
Introduction - Task 7
Durabi 1 i ty
EGR System Installation
Test Procedure - Task 7
Results - Task 7
Discussion of Results - Task
Conclusions - Task 7
GENERAL CONCLUSIONS
7
APPENDIX I I
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LIST OF FIGURES
Figure No.
1 Mercedes 300D Light Duty Diesel Vehicle
2 Ricardo Portable Gaseous Emissions Measuring Apparatus
3 Ricardo Portable Particulates Measuring Apparatus
4 Turbocharger Performance and Pre-chamber pressures on
Mercedes 300D Car
5 Installation of Injection Pump Linkage Movement Transducer
6 Composite Trace of Cold Transient Phase of FTP
7 Composite Trace of Stabilised Phase of FTP
8 As above - Continuation
9 Composite Trace of Hot Transient Phase of FTP
10 Graph Showing Relationship Between NOx Emission and Accelerator
Linkage Position for Cold Transient Phase of FTP
11 Graph Showing Relationship Between NOx Emission and Combined
Linkage Position and Engine Revolutions for Cold Transient
Phase of FTP
12 As above for Stablished Phase of FTP
13 As above for Hot Transient Phase of FTP
14 As Received Power Curve
15 As Received Load Range Performance at 15 rev/s
16 As Received Injection and Start of Pressure Rise Timings
at 15 rev/s
17 As Received Gaseous Emissions at 15 rev/s
18 As Received Load Range Performance at 25 rev/s
19 As Received Injection and Start of Pressure Rise Timings at
25 rev/s
20 As Received Gaseous Emissions at 25 rev/s
21 As Received Load Range Performance at 35 rev/s
22 As Received Injection and Start of Pressure Rise Timings at
35 rev/s
23 As Received Gaseous Emissions at 35 rev/s
24 As Received Load Range Performance at 45 rev/s
25 As Received Injection and Start of Pressure Rise Timings at
45 rev/s
26 As Received Gaseous Emissions at 45 rev/s
27 As Received Load Range Performance at 55 rev/s
28 As Received Injection and Start of Pressure Rise Timings at
55 rev/s
29 As Received Gaseous Emissions at 55 rev/s
30 As Received Load Range Performance at 65 rev/s
31 As Received Injection and Start of Pressure Rise Timings at
65 rev/s
32 As Received Gaseous Emissions at 65 rev/s
33 As Received Motoring Friction
34 Turbocharged Power Curve
35 Turbocharged Load Range Performance at 15 rev/s
36 Turbocharged Injection and Start of Pressure Rise Timings at
15 rev/s
37 Turbocharger Performance at 15 rev/s
38 Turbocharged Gaseous Emissions at 15 rev/s
39 Turbocharged Load Range Performance at 25 rev/s
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Figure No.
HOTurbocharged Injection and Start of Pressure Rise Timings at
25 rev/s
41 Turbocharger Performance at 25 rev/s
42 Turbocharged Gaseous Emissions at 25 rev/s
43 Turbocharged Load Range Performance at 35 rev/s
44 Turbocharged Injection and Start of Pressure Rise Timings
at 35 rev/s
45 Turbocharged Performance at 35 rev/s
46 Turbocharged Gaseous Emissions at 35 rev/s
47 Turbocharged Load Range Performance at 45 rev/s
48 Turbocharged Injection and Start of Pressure Rise Timings at
45 rev/s
49 Turbocharger Performance at 45 rev/s
50 Turbocharged Gaseous Emissions at 45 rev/s
51 Turbocharged Load Range Performance at 55 rev/s
52 Turbocharged Injection and Start of Pressure Rise Timings
at 55 rev/s
53 Turbocharger Performance at 55 rev/s
54 Turbocharged Gaseous Emissions at 55 rev/s
55 Turbocharged Load Range Performance at 65 rev/s
56 Turbocharged Injection and Start of Pressure Rise Timings at
65 rev/s
57 Turbocharger Performance at 65 rev/s
58 Turbocharged Gaseous Emissions at 65 rev/s
59 Turbocharged Motoring Friction
60 As Received Map of BSFC
61 " Injection Timing
62 " " " " Exhaust Smoke Density
63 " " " " BSNOx Emission
64 " " " " BSHC "
65 " " " " BSCO "
66 Turbocharged Map of BSFC
67 " " " Injection Timing
68 " " " Exhaust Smoke Density
69 " " " Boost Pressure
70 " " " BSNOx Emission
71 " " " BSHC "
72 " " " BSCO "
73 Load Range Performance at Various Injection Timings at 15 rev/s
74 Needle Lift and Start of Pressure Rise at Various Injection
Timings at 15 rev/s
75 Gaseous Emissions at Various Injection Timings at 15 rev/s
76 Load Range Performance at Various Injection Timings at 25 rev/s
77 Needle Lift and Start of Pressure Rise at Various Injection
Timings at 25 rev/s
78 Gaseous Emissions at Various Injection Timings at 25 rev/s
79 Load Range Performance at Various Injection Timings at 35 rev/s
80 Needle Lift and Start of Pressure Rise at Various Injection
Timings at 35 rev/s
81 Gaseous Emissions at Various Injection Timings at 35 rev/s
82 Load Range Performance at Various Injection Timings at 45 rev/s
83 Needle Lift and Start of Pressure Rise at Various Injection
Timings at 45 rev/s
84 Gaseous Emissions at Various Injection Timings at 45 rev/s
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Figure No.
85Load Range Performance at Various Injection Timings at
55 rev/s
86 Needle Lift and Start of Pressure Rise at Various Injection
Timings at 55 rev/s
87 Gaseous Emissions at Various Injection Timings at 55 rev/s
88 Load Range Performance at Various Injection Timings at
65 rev/s
89 Needle Lift and Start of Pressure Rise at Various Injection
Timings at 65 rev/s
90 Gaseous Emissions at Various Injection Timings at 65 rev/s
91 EGR Butterfly Valve
92 Alternative EGR Circuits
93a Mk I EGR Valve Installation
93b Test Bed Installation
94 Effect of EGR on Engine Performance at 15 rev/s
95 " " " " Gaseous Emissions at 15 rev/s
96 " " " " Engine Performance at 25 rev/s
97 " ' Gaseous Emissions at 25 rev/s
98 " ii ii ii Engine Performance at 35 rev/s
99 " Gaseous Emissions at 35 rev/s
100 Engine Performance at 45 rev/s
101 ' Gaseous Emissions at 45 rev/s
102 " Engine Performance at 55 rev/s
103 Gaseous Emissions at 55 rev/s
104 " " " " Engine Performance at 65 rev/s
105 Gaseous Emissions at 65 rev/s
106 " at idle
107 EGR Response on performance at 45 rev/s
108 EGR Response on gaseous emissions at 45 rev/s
109 EGR Modulation No. 1 Based on 3 x HC Levels
110 Relationship Between EGR Valve Position and Fuel Pump
Linkage Position for EGR Mod. 1
111 Relationship Between EGR Valve Position and Fuel Pump Linkage
Position for EGR Mod. 2 and 3
112 EGR Modulation 2
113 EGR Modulation 3
114 Diagramatic Sketch of Mk II EGR Valve and Actuator
115a Mk II EGR Valve Installation
115b Installation of Valve Actuator
116 Map of EGR Modulation A
117 Power Curves Before and After Restoring Turbocharger Boost
118 Map of BSNOx for EGR Mod. A
119 Map of BSHC for EGR Mod. A
120 Map of BSCO for EGR Mod. A
121 Map of BSFC for EGR Mod. A
122 Map of Exhaust Smoke Density for EGR Mod. A
123 Map of EGR Modulation B
124 Map of BSNOx for EGR Mod. B
125 Map of BSHC for EGR Mod. B
126 Map of BSCO for EGR Mod. B
127 Map of BSFC for EGR Mod. B
128 Map of Exhaust Smoke Density for EGR Mod. B
129 Map of EGR Modulation C
130 Map of BSNOx for EGR Mod. C
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Figure No.
131 Map of BSHC for EGR Mod. C
132 Map of BSCO for EGR Mod. C
133 Map of BSFC for EGR Mod. C
134 Map of Exhaust Smoke Density for EGR Mod. C
135 Map of EGR Modulation D
136 Map of BSNOx for EGR Mod. D
137 Map of BSHC for EGR Mod. D
138 Map of BSCO for EGR Mod. D
139 Map of BSFC for EGR Mod. D
140 Map of Exhaust Smoke Density for EGR Mod. D
141 Map of EGR Modulation E
Map of BSNOx for EGR Mod. E
Map of BSHC for EGR Mod. E
144 Map of BSCO for EGR Mod. E
145 Map of BSFC for EGR Mod. E
146 Map of Exhaust Smoke Density for EGR Mod. E
147 Map of EGR Modulation F
148 Map of BSNOx for EGR Mod. F
149 Map of BSHC for EGR Mod. F
150 Map of BSCO for EGR Mod. F
151 Map of BSFC for EGR Mod. F
152 Map of Exhaust Smoke Density for EGR Mod. F
153 Map of EGR Modulation G
154 Map of BSNOx for EGR Mod. G
155 Map of BSHC for EGR Mod. G
156 Map of BSCO for EGR Mod. G
157 Map of BSFC for EGR Mod. G
158 Map of Exhaust Smoke Density for EGR Mod. G
159 Installation of EGR Valve in Vehicle (air cleaner removed)
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1. GENERAL INTRODUCTION
This report is an account of work carried out by Ricardo and Company on
behalf of EPA, under contract 68-03-2465, to investigate the effects of modu-
lated exhaust gas recirculation (EGR) to reduce the oxides of nitrogen (NOx)
in the exhaust of a light duty diesel vehicle.
EGR has been demonstrated by Ricardo and other researchers to be effec-
tive in reducing NOx in internal combustion engine exhaust gasses, due to the
combined effects of lowering the cycle temperature and diluting the oxygen
available for combustion. It has also been demonstrated by Daimler Benz and
reported to EPA in 1973 that with high levels of EGR a H7 CID diesel engine
can meet the O.k gpm limit, although with serious loss of performance and
unacceptable smoke due to shortage of oxygen in the cylinder charge.
The purposes of the work detailed in this report were to design, develop
and demonstrate a modulation system for EGR to obtain the best practical
reduction in NOx formation. A turbocharger was used to attempt to minimise
any loss of performance due to the EGR and the ratio of EGR was to be applied
preferentially during the operational modes shown to contribute a dispropor-
tionately large amount of NOx when measured during the driving cycles of the
Federal Tesr Procedure (FTP) for Light Duty Vehicles (LDV).
For the purposes of these tests a Mercedes 300D LDV was loaned by
Daimler Benz and with this vehicle the base line emission characteristics
were established. The engine was subsequently installed on a test bed and
its EGR response determined before re-installation in the vehicle chassis
together with a developed modulated EGR system. The rate of application of
EGR was capable of being varied by exchange of parts to match various con-
straints laid down in the contract. The levels of emissions obtained from
the test bed were processed by computer to provide synthesised vehicle
results which were subsequently compared on the actual vehicle by running
CVS tests (1975 FTP) under the same EGR conditions.
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2. OBJECTIVES OF TEST PROGRAMME
The ultimate objectives of the test programme were to reduce the NOx
emissions of the LDV by modulated application of EGR by various degrees while
maintaining other performance and emissions parameters such as HC, CO, fuel
consumption, exhaust smoke and power within defined limits. These objectives
were preceded by base level tests of the vehicle and engine without EGR,
both naturally aspirated and lightly turbocharged.
In order to best achieve these objectives the test programme was divided
into a number of tasks each representing a different aspect of the work. The
title and definition of each task was defined in the Ricardo Technical Proposal
(Ricardo Note SN.20852) and were as follows:
Task 1 - Replicate Baseline Vehicle Tests
With the vehicle in the 'as-received' condition, tests would be carried
out according to the 1975 FTP for LDV and EPA Highway Fuel Economy Tests (HFET).
Gaseous emissions were to be recorded using the CVS-CH system and fuel con-
sumption calculated for both FTP and HFET cycles. Additional runs were to
be made of the FTP cycle to enable exhaust smoke and particulate levels to be
obtained.
Vehicle performance would be established by carrying out simple accelera-
tion tests on a level road to record 0-^0 mph, 0-60 mph and 20-60 mph times.
Drive-by noise levels would be established and a subjective assessment of
idle noise carried out.
These tests were to be repeated to provide replicate baseline data.
Task 2 - Replicate Baseline Vehicle Tests with Retrofitted Turbocharger
The turbocharger would be fitted with exhaust wastegate adjusted to give
a boost pressure suitable for the engine subject to the manufacturers advice.
No extra fuelling was to be provided.
The tests carried out in Task 1 above would be repeated with this turbo-
charged version of the vehicle and the results compared.
Task 3 - Identification of Critical Operating Modes
For this task, instrumentation would be fitted to the fuel injection pump
to enable load recordings to be made continuously during the FTP, simultaneously
with continuous recording of HC, CO, NOx and exhaust smoke.
The analysis of these results would be used to determine the level and
frequency of occurrence of modes contributing significantly to the vehicle NOx
emission.
These data would be submitted to the Project Officer for approval.
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Task k - Dynamometer Tests to Assess Engine Performance at the Selected NOx
Producing Modes
The engine would be installed on a test bed coupled to a swinging field
dynamometer to provide both motoring and load absorbing capacity. This would
enable both drive and overrun conditions to be simulated.
Instrumentation would be provided for the measurement of all functions
including temperatures, air flow, fuel flow etc., and analytical equipment
would be provided for the measurement of gaseous emissions under steady state
conditions.
The engine would be calibrated at the critical modes established in
Task 3 above in both N/A and T/C forms and the results presented in graphical
form.
At this point in the programme load/speed emissions maps would be
obtained at a number of injection timings to establish a possible modified
load/speed timing schedule to achieve the lowest combined HC and NOx emissions.
Task 5 " Design, Fabrication and Application of the Variable EGR System
Tests would be run to establish the effect of EGR flow on NOx, HC, CO and
smoke at the selected modes of operation. The EGR valve design would be such
that the flow .rate of EGR could be controlled manually while the engine
response was established. A control system would be devised based on the
required response of EGR flow to engine operating modes. Computer simulation
would be used to assess the modulated results in terms of vehicle emissions
and means of adjustment of the EGR valve would be made in response to load and
speed signals from the engine as required. The EGR system would be capable of
being installed within the existing sheet metal boundaries of the vehicle and
would operate independently of external power supplies.
Task 6 - Key Mode Tests with Combined Modulated EGR and Optimised
Injection Timing
The EGR system would be tested at the key modes on the T/C engine with
brake specific NOx, CO, HC and fuel consumption documented. Tests would be
carried out to establish the EGR and timings to conform to the following
constraints.
1. Lowest NOx while maintaining other performance parameters
such as HC, CO, C0£ and exhaust smoke with minimum trade
offs.
2. Minimised NOx emissions with no more than an estimated
level of O.*f1 gpm HC. ,
3. Minimised NOx emissions with the only constraint being
the retention of 85£ of the peak bhp of N/A engine.
k. NOx emissions of 0.3-0.1* gpm if 2 and 3 are estimated to
result in lower than 0.^ gpm NOx.
5. The EGR level estimated to achieve 1.0 gpm NOx.
The effects of injection retard would be established during these tests.
Throughout these tests the general behaviour of the engine would be observed
-------
with subjective assessment of noise. Full documentation of engine settings
would be made as these would be required for reproduction of the same
conditions for Task 7-
Task 7 ~ Testing and Assessment of E6R System Installed in the Vehicle
The engine, complete with modulated EGR system and turbocharger, would
be removed from the test bed and re-installed in the vehicle, together with
such instrumentation as would be necessary to ensure accurate setting of the
EGR and injection timing.
Re-adjustment of the EGR/timing systems to minimise any remaining adverse
effects of EGR on transient operation were to be carried out as necessary.
Replicate 1975 FTP and HFET tests would be carried out on the vehicle
with EGR and injection timings as established in Task 6 above.
At each setting the vehicle would be tested in the same way as in Tasks 1
and 2 for the original vehicle baseline data.
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3. EQUIPMENT AND APPARATUS
3.1 Details of Test Vehicle
Daimler Benz Mercedes 300D Light Duty Diesel Vehicle (USA version).
Model No. 213130
Automatic transmission
4000 Ib inertia weight
The vehicle is illustrated in Figure 1.
3.2 Test Bed Engine
(Removed from the above vehicle.)
Engine type designation, OM 617
Five cylinder, 91 mm bore x 92.k mm stroke
3.005 litres capacity
Indirect injection using Daimler-Benz pre-chamber combustion system
Fuel injection by Bosch using nozzles type DNOSD 220.
Turbocharger (when fitted), Garrett AiResearch Model T3-
3-3 Analytical Equipment
3.3.1 Gaseous Emissions (Vehicle Tests)
HC emission measured by IPM heated flame ionisation detector (FID),
via heated sample line (180°C). CO measured by infra red gas analyser (IRGA).
NO and NOx emissions measured by chemiluminescence analyser.
3.3.2 Gaseous Emissions (Test Bed)
For test bed operation portable apparatus was used such as is shown in
Figure 2. HC and CO emissions were measured as above; NO emission was mea-
sured by IRGA.
3.3.3 Particulate Emissions
Particulate emissions were measured on the vehicle using a Ricardo par-
ticulate development tunnel (Reference 1). Figure 3 illustrates this
apparatus.
3.3.^ Exhaust Smoke
For vehicle tests a full flow US PHS obscuration smoke meter was used
and pen recordings were made of smoke opacity over the 1975 FTP drive cycle.
For test bed use exhaust smoke density was assessed using the Bosch
sample method. By this system an exhaust sample is drawn through a filter
paper which is measured by a light meter to a scale of 10. Comparison of the
two methods are to be found in Reference 2.
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3-3-5 Noise Tests
Vehicle noise was assessed using Bruel and Kjaer portable sound level
meter type 2203 under SAE drive-by conditions to J986a.
Test bed noise and vehicle idle noise were assessed subjectively.
3.4 Instrumentation
3-4.1 Vehicle
The vehicle was equipped to record the following:
Engine revolutions
Maximum cylinder pressures
Injection pump 1inkage.movement (see section 6)
Exhaust temperature.
3.^.2 Test Bed
. Normal test bed instrumentation was used including the automatic con-
trol of oil and water temperatures.
Additional instrumentation was used to record the following:
Maximum cylinder pressures as above.
Nozzle needle lift for dynamic injection timing
Injection pump linkage movement as above
Inlet air flow
Exhaust smoke density
Gaseous emissions.
3.5 Fuel
The diesel fuel used for the vehicle tests is specified in appendix II
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4. TASK 1 - REPLICATE BASELINE VEHICLE TESTS
4.1 Introduction to Task 1
A United States' version of the Mercedes 30QD vehicle was delivered in
standard build from normal production sources. It was necessary to carry out
initial tests in the 'as-received1 build in order to establish the baseline
level of emissions, performance, smoke density and fuel consumption of the
vehicle. This was carried out under Task 1 of the programme.
4.2 Test Procedure - Task 1
Before test work commenced, the exhaust outlet of the vehicle was adapted
to enable connections to the Ricardo emissions laboratory apparatus to be made.
In addition, provision was made to enable exhaust manifold temperature and
engine revolutions to be recorded. It was also necessary to provide facilities
for measuring the maximum pressure in the pre-chamber of the engine as a pre-
caution against causing excessive pressures to occur when the turbocharger,
called for in Task 2, was installed.
The vehicle speedometer was calibrated and the following tests carried
out:
1. 1375 FTP tests for gaseous emissions
2. EPA HFET
3. Exhaust smoke obscuration tests over the LDV cycle
4. Particulate emissions measurements over the LDV cycle
5- Noise performance assessment consisting of acceleration times
for 0-40, 0-60 and 20-60 mile/h.
Replicate tests were to be carried out on the above to ensure consist-
ency of results.
4.3 Test Conditions - Task 1
Before carrying out items 1, 3 and 4 above the vehicle was pre-conditioned
as required for the 1975 FTP to enable cold starts to be obtained.
Vehicle conditions: Mercedes 300D standard US build.
Inertia weight 4000 Ib
Road load set to 13.2 bhp at 50 mph.
4.4 Test Results - Task 1
Tabulated below are the replicate test results from the base line assess-
ment of the vehicle. Also shown are published results (Reference 3) obtained
by Daimler Benz for comparison, where applicable.
Ricardo Tests Published D/B Results
Emissions 1975 FTP Test 1 Test 2 Mean (Reference"!]
HC gpm 0.189 0.176 "67F8~3 0.229
NOx gpm 1.671 1.654 1.660 1.550
CO gpm 0.943 0.929 0.940 1.430
Particulates gpm 0.775 0.832 0.804
Fuel Economy
CVS test mpg (US) 24.77 23.88 24.30 23.9
Highway test mpg (US) 28.96 30.94 29-95 32.4
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..... _ ,. Ricardo Tests Published D/B Results
Vehicle Performance n T5~E TV
Mean (Reference 3)
Acceleration time sec.
0-40 mph 9.6
0-60 mph 21.2 19.0 (0-62 mph)
20-60 mph 18.7
Drive-by Noise (SAEJ986a)
30 mph low gear 74.2 dBA
Exhaust Smoke
Exhaust smoke was assessed under FTP conditions by pen recording the
output from a US PHS obscuration smokemeter. The resulting traces showed a
peak instantaneous level of 20% occurring at times of rapid acceleration from
cold, reducing to 10% when hot. At idle the level of smoke was averaged at
6$ and at high speed cruise conditions k% was recorded. Observation of the
vehicle exhaust from a following vehicle under normal road conditions revealed
no excessive emission of smoke, although the exhaust was visible at idle and
during hard acceleration.
The Daimler Benz figures quoted above were obtained at an inertia weight
of 3500 Ib, using a similar vehicle. In addition to the above test results,
pen recordings were made of gaseous emissions, engine revolutions, exhaust
temperature and road speed over the FTP driving cycle.
Cylinder Pressures
As an additional test, maximum pressures were measured in the engine
pre-chambers using a calibrated Kistler 601 transducer fitted to a dummy heater
plug. These measurements were necessary because a limitation on the maximum
permissible pressure had been imposed by Daimler Benz to avoid possible damage
to the engine when the turbocharger was used for Task 2 tests. The use of a
transducer placed in the heater plug position provided a means of estimating
the actual pressure over the piston, but obviated the necessity of drilling
the cylinder head to obtain direct measurements of over the piston pressure.
The pressures recorded were 62 bar at maximum torque speed (38 rev/s)
and 72 bar at maximum power speed (67 rev/s). These figures compared with a
limit, suggested by Daimler Benz for the turbocharged engine, of 64 bar over
the piston. Much later, during the EGR calibration of Task 5 it transpired
that this figure was a mis-interpretation, the correct figure being 85 bar.
4.5 Discussion of Results - Task 1
The results of the gaseous emissions tests showed levels of CO and NOx
typical of those for light duty diesel vehicles and a level of unburned HC
emissions (at .183 gpm) considerably lower than average (typically .4 gpm).
The figures achieved were in good agreement with those published by Daimler
Benz on a similar vehicle.
The computed fuel consumption figures were also typical of those
obtained from diesel vehicles and in good agreement with published results as
was the acceleration time for 0-60 mph of 21.2 seconds.
8
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Drive-by noise level of Jk.2 dBA achieved under SAEJ986a conditions
(30 tnph low gear) was not excessive for a diesel vehicle of this class. From
experience it is expected that the diesel engine may have contributed perhaps
1.0 dBA to the noise level over that of an equivalent gasoline vehicle.
The level of exhaust opacity measured while driving the 1975 FTP cycle
showed that no severe peaks of smoke output occurred and this was confirmed
on the road by visual observation. Although some smoke was visible on hard
acceleration and at idle this was not considered objectionable.
Particulates, measured during the 1975 FTP cycle using the Ricardo
developed measuring apparatus (Reference 1), showed an emission of 0.8 gpm.
This was considered slightly high for this type of vehicle and considerably
higher than for an equivalent gasoline powered vehicle.
The results of additional tests to establish the peak pressures showed
that with levels in the pre-chamber of 72 bar at full load and speed, the
pressures over the piston would have approached the original limit of 6k bar
imposed by the engine manufacturers with only a relatively low level of turbo-
charging in Task 2. The increased pressure limit came too late to allow this
to be considered when establishing the level of turbocharging to be applied
in Task 2.
4.6 Conclusions - Task 1
The tests carried out under Task 1 of the programme were satisfactory
and the results of the emissions, performance and fuel consumption tests were
in good agreement with those published for a similar vehicle.
Tests carried out to assess drive-by noise and particulate emissions
produced results typical for diesel passenger cars.
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5. TASK 2 - REPLICATE BASELINE VEHICLE TESTS WITH RETROFITTED TURBOCHARGER
5.1 Introduction to Task 2
In order to offset the adverse effects on the performance of the
vehicle when EGR is applied during later tests, a turbocharger was fitted to
the engine. The purpose of the turbocharger would be to provide excess air
and no extra fuel would be supplied.
The evaluation of the effects of retrofitting the turbocharger to the
engine was assessed on the Mercedes 300D vehicle as Task 2 of the programme.
5.2 Turbocharger Installation
The turbocharger was retrofitted to the engine using manifolds supplied
by Daimler-Benz. It was found, however, that the location of the air condi-
tioning pump prevented the turbocharger from being installed on the engine in
the position indicated by the manifolds. To overcome this problem both
inlet and exhaust manifolds were modified by displacement of the exhaust
flange and inlet pipe boss by approximately 1 inch, rearward. In addition the
turbocharger .inlet pipe supplied by Daimler-Benz could not be used as insuf-
ficient clearance existed between the inlet and air conditioning pump. This
problem was overcome by the manufacture of a special inlet pipe which could
be accommodated in the space available and which was used in conjunction with
the original air cleaner and not the larger one supplied.
The exhaust system used for the turbocharger was initially that used
for the N/A engine. For later tests a single silencer was used in place of the
two used for the standard N/A build. No change was made to the fuel injection
system.
5.3 Test Procedure - Task 2
Tests were carried out on the vehicle in the same way as those carried
out for Task 1 of the programme. Before emissions and other tests were
attempted however it was necessary to evaluate the firing pressures, as
described in Task 1, with various builds of the wastegate boost regulator valve
of the turbocharger.
Firing pressures were obtained by running the vehicle on the chassis dyna-
mometer at full load over the engine speed range, using intermediate gears
where necessary, and reading peak pressures on an oscilloscope using a cali-
brated Kistler 601 pressure transducer. Of necessity these measurements had
to be very brief as it was not possible to maintain full load for long per-
iods on the chassis dynamometer.
5.*» Test Conditions - Task 2
Pre-conditioning of the vehicle was carried out before the appropriate
tests as for Task 1.
10
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Vehicle conditions: as-received plus Garrett AiResearch T3 turbocharger
with wastegate boost control.
Test conditions for vehicle were as for Task 1.
5-5 Test Results - Task 2
Initial runs were made with the turbocharger in its 'as-received1 build.
Of prime importance from these results was the effect of boost air on the
maximum firing pressure in view of the limit imposed by Daimler-Benz. First
results showed that at the maximum power speed of 67 rev/s a boost pressure
of 0.6 bar was obtained giving a peak pre-chamber pressure of 96 bar compared
with a naturally aspirated peak pressure of 72 bar. At these conditions
turbine entry pressure and exhaust back pressure were excessive, caused by
the use of the vehicle standard exhaust system of two silencers in series.
Removal of the silencers reduced the pressures to a more acceptable level
while maintaining the boost at 0.6 bar. Under these conditions maximum pre-
chamber pressure increased slightly to 99 bar. This pressure was unaccept-
ably high and the turbocharger wastegate was modified by fitting the lightest
spring, avallable to reduce the boost pressure. With this lower rated waste-
gate spring the boost pressure was reduced to 0.25 bar at the maximum power
speed with a pre-chamber pressure of 82 bar and an unsilenced exhaust sys-
tem. The results of these investigations are shown in Figure 4.
It should be remembered that at the time of these tests it was under-
stood that the maximum peak pressure should not exceed 64 bar over the
piston (say 74-76 bar in the pre-chamber), a condition imposing a relatively
low level of boost pressure. Even so this low level of boost resulted in an
observable deterioration in the vehicle performance in respect of acceleration
time, NOx emission and smoke level as will be shown below! The virture of
the turbocharger in relation to the constraints imposed by the contract 'scope
of work1 document was, at this time, being questioned and the relaxation of
the cylinder pressure limit to 85 bar by further increase in boost with no
change in the fuelling level would have worsened vehicle performance still more.
With the exhaust system used for these tests, i.e. without silencers,
the vehicle was unacceptably noisy and the larger of the two silencers was
refitted. A brief run was made to examine the effect of this change on the
boost at maximum power speed. This was found to have reduced the boost from
0.25 to 0.2 bar (2.9 Ib/in^). Cylinder pressures were not measured under
these conditions but it was considered unlikely that any significant change
would have occurred. The noise of the vehicle was acceptable under these
conditions and all vehicle tests were carried out with this arrangement.
Following the establishment of the build for the turbocharged version
of the vehicle, replicate tests to assess performance, emissions, fuel con-
sumption and noise were carried out as for Task 1. The results of these
tests are tabulated below with Task 1 results shown for comparison.
Turbocharged As-Received
Task 2 Results Task 1 Results
Emissions 1975 FTP Test 1 Test 2 Mean
HC gpm .141 .14 ~7T4~ .183
NOx gpm 1.773 1-72 1.75 1.66
CO gpm 1.032 .849 .94 .94
Particulates gpm .498 .501 .5 .8
11
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Turbocharged As- received
Task 2 Results Task 1 Results
Fuel Economy Test 1 Test 2 Mean
CVS test mpg (US) 24.15 23-48 IJ^ 24. 3
Highway test mpg (US) 25.3 25.83 25.6 29-95
Vehicle Performance
Acceleration time seconds Mean
0-40 mph 9-9 9.6
0-60 mph 22.4 21.2
20-60 mph 19-2 18.7
Drive-by Noise Test (SAEJ986a)
30 mph (low gear) 74.5 74.2 dBA
Exhaust Smoke
Pen recordings of exhaust smoke opacity obtained from the US PHS smoke-
meter during the 1975 FTP test procedure showed a peak level of 25% during
hard acceleration from cold reducing to 15% when hot compared with 20% and
10% for the as-received tests. At idle the smoke level recorded was 7% and
at high speed cruise conditions 4%, much the same as the earlier tests without
the turbocharger fitted.
In addition to the above results, pen recordings of gaseous emissions,
engine revolutions, exhaust temperature and road speed were made for further
reference as in Task 1.
5.6 Discussion of Results - Task 2
These results show the turbocharger to have had a deleterious effect
on the vehicle performance, the most notable being poorer fuel economy obtained
during the highway test. Of the gaseous emissions the slight increase in NOx
level over the naturally aspirated version is compatable with the higher maxi-
mum firing pressures observed with the turbocharger. It can also be seen that
the HC level is reduced with the turbocharged version of the vehicle. In
general the overall performance of the vehicle has deteriorated slightly being
one second slower accelerating from rest to 60 mph. This slight deterioration
in performance was not altogether unexpected as by not providing extra fuel to
make use of the excess air supplied by the turbocharger, its presence becomes
largely parasitic.
The slight increase in exhaust smoke density under accelerating condi-
tions, may have also been accounted for by the above factors. However, the
level of exhaust smoke observed under road conditions, although slightly higher
than for the naturally aspirated version of the vehicle, was not considered
excessive. An improved particulate emission was recorded during CVS test
cycle.
Drive-by noise levels measured under SAEJ986a conditions were unchanged
from those obtained in Task 1.
To hold the original cylinder pressure limitation of 64 bar necessitated
a low level of boost which in itself resulted in some deterioration in both
vehicle and test bed performance, the latter being ascertained in Task 4. The
12
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higher cylinder pressure limitation came to light when the engine had been
removed from the vehicle and was being operated on test bed EGR work in Task 5.
At that time it was decided not to revert to the vehicle and explore increased
boost pressure, particularly as the vehicle performance would have deteriorated
still further.
5.7 Conclusions - Task 2
The results from Task 2 completed the baseline assessment of the 300D
vehicle in N/A and T/C builds. From these results it can be concluded that
with the low level of boost employed the turbocharger had only minor (mainly
detrimental) effects on the vehicle performance, particularly highway fuel
consumption. These effects were largely due to the parasitic nature of the
turbocharger when no extra fuel is supplied.
13
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6. TASK 3 - IDENTIFICATION OF CRITICAL OPERATING MODES
6.1 Introduction to Task 3
In order that the NOx level of the Mercedes 300D vehicle should be
effectively reduced by exhaust gas recirculation it was necessary that the
1975 FTP drive cycle emissions results should be closely examined for critical
operating modes. These modes are defined in this sense as those transient
phases of the drive cycle which contribute a disproportionately large part
of the total mass emission.
6.2 Test Procedure - Task 3
In order that the critical modes of operation could be subsequently
reproduced on the test bed, an essential element in the assessment of these
modes on the vehicle was to obtain a signal proportional to the fuel delivery
to the engine. To this end it was proposed to instrument the fuel injection
pump with a transducer to record the fuel rack position. In the event it
proved impossible to achieve this on the vehicle and a secondary, more simple,
system of instrumentation was devised. This was achieved by attaching a
transducer, ^consisting of a linear characteristic rotary potentiometer, to
the fuel pump control linkage. Although this control linkage was not rigidly
coupled to the injection pump fuel control rack (being connected via the
governor linkage) it was considered that, with the type of idle and over-
speed governor being used under these particular conditions, there would be
a direct link proportional to fuelling. (Verification of this assumption was
made during a later section of the programme when the engine was installed
on the test bed.) The installation of the transducer on the fuel pump control
linkage is shown in Figure 5.
Further preparation to enable the critical mode data to be obtained
consisted of measuring the delay time caused by the various sample lines to the
gas analysers. These times were obtained by injecting a suitable gas into the
sample lines and measuring the time required for a particular analyser to
respond. In addition it was necessary to synchronise each of three emission
chart recorders currently in use with respect to the vehicle data recorder.
Following these preparations, replicate tests were carried out using the
turbocharged version of the vehicle and the following chart recordings obtained
under the 1975 FTP conditions:- engine revolutions, road speed, injection pump
linkage position, exhaust temperature, dilute HC, raw HC, dilute CO, dilute
dilute NOx, raw CO, raw C0£ and raw NO. From these results selected traces
were redrawn by hand on to a common base, taking account of the various delay
times and making due allowance for the phase differences of the various record-
ing pens.
As the particular interest is in the dilute NOx level this was selected
as the main function which has been drawn in comparison with dilute C02, pump
linkage position and engine revolutions. These latter parameters were chosen
because, of the various separate traces studied, it appeared that there may have
been a relationship between them and the NOx emissions.
11*
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The C02 is of course related to the fuel input level and the relation-
ship of the former to the fuel injection pump linkage position is therefore
of some major interest. Figures 6-9 show a reproduction of the composite
trace for the above noted four functions. The pen recordings of the raw
(undilute) emission constituents, although not of use for this critical modes
exercise, were retained for later use to help establish the validity of the
test bed emission levels.
6.3 Analysis of Results - Task 3
To attempt to establish a relationship between the NOx emissions and
the other parameters shown in Figures 6-9 the traces were analysed by plotting
the NOx levels of each transient peak of the drive cycle against a) injection
pump linkage position, and b) linkage position x engine revolutions. Figure
10 shows the first of these plots for the cold transient phase of the FTP
cycle only, and it can be seen that only a very indistinct relationship exists.
On reflection it was realised that NOx increases, broadly speaking, with both
load (linkage position) and engine speed, that is with power, and that cor-
relation with either of these parameters individually was unlikely. The
obvious seemed to be to relate NOx to the combined functions as being propor-
tional to power output and this proved to give a more positive and distinct
relationship as can be seen in Figures 11, 12, 13 where all three phases of the
drive cycle are included.
The possibility of using such a combined relationship to form the basis
of an exhaust gas recirculation control system to reduce the NOx level is the
object of later tests.
One of the aims of the programme was to reduce the weighted NOx levels
to as low a g/mile as possible. In order to assess the magnitude of the NOx
reduction required it was necessary to calculate the weighted level of the
existing trace in g/mile. This was achieved by establishing the area under the
NOx line of the trace shown in Figures 6-9 and calculating the mean levels
of NOx in ppm for each of the three phases of the FTP cycle and thus obtaining
the weighted g/mile. This figure was next proportioned separately for each
phase for various levels of NOx in g/mile to produce mean levels in ppm which
can be related to those of the pen recordings. These calculations are shown
in the table below.
Calculated NOx Mean Level ppm
NOx g/mi1e Cold Transient Stabi1ised Hot Transient
Current calculated level 1.8SJTl37755975
Reduced level 1.0 35.2 20.9 33-6
Reduced level 0.5 17.6 10.5 16.8
Target level 0.4 14.1 8.4 13.4
It is to be noted that the correlation between the NOx mass emission
calculated from the dilute trace included in this note and the measured
vehicle result (1.75 g/mile) obtained in Task 2 is excellent.
From these calculations it is shown that to achieve NOx emissions of
0.4 or 0.5 g/mile the level must be reduced throughout the drive cycle to near
or below that which is currently recorded when the engine is at idle, i.e. 15,
15
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15 and Ik ppm respectively for each of the three phases of the FTP cycle.
6.4 Critical Operating Modes
Considering the critical modes as being those transients which con-
tribute a disproportionately large part of the total mass emission, it is
clear by studying the NOx trace in Figures 6-9 that no individual modes
qualify. Therefore the original precept, that low emissions will be obtained
by attacking limited areas of the operational load range of the engine, is
largely untenable. Rather it seems that considerable areas in the low to
average working range will have to be attacked with EGR in order to effect
any significant reduction. This is not altogether unexpected as the FTP
in itself is formulated to give a mass emission related to a time area inte-
gration, where isolated localised peaks will have but little effect on the
overal1 result.
. Examination of the traces show that the peaks of the NOx are formed
during the acceleration of the vehicle and the levels achieved are largely
proportional to a combined function of fuel input and engine revolutions,
i.e., power output, as would be expected.
Furthermore, from the formula for the calculation of the weighted
mass emissions of NOx; as defined in the Federal Register Vol. 41 No. 164
p.35,650.
(0.43 Yet + Q.57 Yht + Ys) . ..
YWM - y 5 g/mile
it is apparent that the cold and hot transient phases of the FTP each, in broad
terms, contribute only about a quarter of the weighted g/mile figure despite
these phases containing the highest NOx levels in their individual peaks. The
stablised phase of the test on the other hand, contributes one half of the
total mass where the phase consists almost entirely of part load, light duty
modes. Here again this is evidence of the significance of the contribution
from the average operational condition.
From the test evidence, together with the above analytical considera-
tions it is considered that the greatest benefit to a reduction in the weighted
NOx output would be achieved by attention to the lighter duty areas of the
load range. This approach would have an advantage in that the localised high
load peaks of the cold and hot phases of the cycle would be subject to relatively
less treatment with EGR, therefore minimising any deterioration in engine per-
formance on this account.
6.5 Conclusions - Task 3
To summarise, it was considered that no individually identifiable critical
modes of operation existed and that it would be necessary to treat the whole
of the test cycle with EGR to some extent if the low levels of NOx envisaged
were to be attained. This would be most advantageously achieved by applying
a maximum EGR level at idle with reducing percentage as speed and load are
increased in order to limit loss of performance and smoke deterioration.
A method of controlling the exhaust gas recirculation from load and speed
parameters would be devised with amounts of gas flow to be determined on the
test bed. Any system devised for control of the exhaust gas reci rculation
would be capable of installation on the vehicle.
16
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7. TASK 4 - DYNAMOMETER TESTS TO ASSESS ENGINE PERFORMANCE AT THE
SELECTED NOx PRODUCING MODES
71 Introduction to Task k
From the conclusions of Task 3 above it will have been noted that no
identifiable critical modes of operation exist and that the whole FTP drive
cycle would require EGR treatment to achieve the lowest NOx targets. It was
evident therefore, that Task k was to be more complex than the title suggests,
it being necessary to assess the engine performance over the whole load and
speed range covered in the drive cycle. To this end the engine was removed
from the 300D vehicle and installed on a test bed for a full and complete
calibration of both naturally aspirated and turbocharged versions.
7-2 Engine Installation
The Mercedes 300D engine (designated OM617) was installed on the test
bed and coupled through a manual transmission to an electric swining field
dynamometer providing both load absorbing and motoring functions.
In addition to normal apparatus for the measurement of engine revolu-
tions, power and fuel consumption, the following instrumentation was employed:
1. Pressure indication to enable start of chamber pressure rise
to be determined.
2. Injector needle lift indicator to give dynamic injection
timings.
3. Bosch smokemeter for exhaust smoke density measurements.
4. Ricardo portable emissions equipment as described earlier
(see section 3)
5. Ricardo air meter for the determination of volumetric effici-
ency and a!r flows.
6. Fuel pump rack position transducer to verify the earlier
results obtained with the linkage transducer.
The engine was installed without fan or air conditioning compressor
and the vehicle exhaust system for the naturally aspirated or turbocharged
version was used as appropriate.
7-3 Test Procedure - Task k
Initial tests were carried out in naturally aspirated build with the
turbocharger removed and the original inlet and exhaust manifolds refitted.
In order to obtain complete calibration of the engine, load range
performance was obtained at the following speeds: 15, 25, 35, 45, 55 and 65
rev/s with readings taken at bmep intervals of 1 bar from minimum load to
maximum load. With these readings every mode of the vehicle drive cycle
would be covered at steady state conditions.
Parameters of performance graphically recorded for each load and speed
17
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were as follows: brake specific fuel consumption, exhaust smoke density (by
Bosch units), fuel quantity, exhaust temperature, dynamic injection timing,
start of pressure rise, HC emissions, NO emissions and CO emissions. In
addition normal running conditions such as water temperature, oil temperature
etc. were monitored. Also at each load and speed the air flow to the engine
was recorded and the figures used to compute brake specific emissions, air fuel
ratios and volumetric efficiencies.
Replicate test results were obtained of all the above data to ensure
repeatability of the engine. These tests took the form of check points taken
at the same time or shortly after the main tests. The results of these check
tests are shown on the performance curves so that the degree of repeatability
can be seen.
The whole of the above test procedure was carried out with both N/A
and T/C versions of the engine with additional data from the T/C engine record-
ing the turbocharger performance.
Before each of the above test series a full load power curve was obtained
as a check on the engine performance, and for each build of the engine motor-
ing figures were obtained to provide emissions data under overrun conditions,
as well as friction levels.
l.k Test Results - Task k
As a preliminary to the full calibration, tests were first conducted to
assess the relationship between the accelerator linkage position transducer
used in Task 3> and the linear transducer coupled to the injection pump rack
which it was now possible to employ on the test bed. The output from the two
transducers was simultaneously recorded by a pen recorder and comparisons of
the two traces made under various conditions of load and speed. The results
showed both transducers to give similar patterns of movement. With slight
deviations at light load low speed and at idle when the injection pump governor
was in a position to override the accelerator linkage. These deviations were
not considered to influence the conclusions of the critical modes tests of
Task 3.
The performance calibration was carried out first by obtaining a full
load power check under naturally aspirated conditions followed by load range
loops with replicate check points. Figure 1*i shows the full load N/A performance
and Figures 15~33 show N/A load range loops of engine performance, dynamic
timings, exhaust emissions and friction with Figures 3*»~59 showing similar
data for the T/C version of the engine.
From these data brake specific emissions were computed and these are
shown on Figures 60-72 as composite maps and include similar data for fuel
consumption and exhaust smoke density for both N/A and T/C versions of the
engine. Additional data is also shown for the boost performance of the T/C
engine in the form of a composite map.
Following the engine calibration recorded above, tests were carried out
with the turbocharged version to establish the effect on gaseous emissions and
performance of retard of injection timing. The results of these investiga-
tions are shown in Figures 73~90. It was intended that retard of injection
timing would be used in conjunction with EGR to provide a more extensive NOx
18
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reduction. This information would also be of use in providing the data neces-
sary for the re-scheduling of the automatic injection timing system for further
improved control of emissions.
7.5 Discussion of Results - Task A
The full load power curve for the naturally aspirated engine shown on
Figure T» indicates that the engine performance of 57 kW at 65 rev/s was up to
the manufacturers specification. Under these full load conditions the exhaust
smoke measured 3~*» Bosch units equivalent to 5-8? opacity (Reference 2).
The load range performance and emissions curves shown in Figures 15~32
indicates a typical response for this type of engine having increasing NO
concentration with load. HC levels remained fairly constant over the load
range as did the smoke level at. about 3 Bosch units.
For the turbocharged version of the engine Figure 31* shows the full load
power curve with the N/A performance also shown for comparison. It can be
seen that a small fall off in maximum power has occurred corresponding with
the slight drop in vehicle acceleration indicated in the results of Task 2.
The inferior fuel consumption indicated from the Highway Fuel Economy Tests in
Task 2 is not apparent under these full load conditions, but examination of
the load range performance curves for the T/C version of the vehicle shown in
Figures 35~58, reveals a 6-7% inferior specific fuel consumption over the
naturally aspirated version of the engine at higher speeds.
Emissions results for the turbocharged engine show the levels of NO to
be higher and the levels of HC to be slightly lower than those measured on the
N/A engine. These results are compatable with the emissions results obtained
from the T/C version of the vehicle in Task 2.
For all these tests the replicate sets of results are indicated and
can be seen to give only small variations from the first tests. These are
considered to be good replications.
Friction levels of the engine in N/A and T/C builds are shown in
Figures 33 and 59 respectively. Most important are the emissions of unburned
HC which remain under overrun conditions. These levels will have to be taken
into consideration when computing the test bed steady state results to simu-
lated vehicle results for future tasks.
The brake specific curves shown in Figures 60-72 show typical responses
for small indirect injection diesel engines. In each case these curves were
derived from the first test as more complete data existed from these results.
From these composite maps any particular emission or performance parameter can
be extracted at any load or speed of the engine.
The effect of retard of injection timing is shown in Figures 73 to 90.
The response of the engine performance is typical of small indirect engines
giving inferior specific fuel consumption and power but improved exhaust smoke
opacity as the injection timing is retarded. The timing was retarded in 3
stages of 3 crank degrees. At 6° retardation little or no change was made to
gaseous emissions but at 9° retard considerable increase in HC can be seen to
have occurred, particularly at light load, with an overall reduction in NO
emissions. These results show that to gain any real advantage in NO emissions
19
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at least 6° retard will have to be made in conjunction with EGR in future
tasks. The possible development of an automatic injection timing system to
provide modulations with both speed and load, with the object of reducing
NO emissions without detriment to HC emissions or engine performance, could
be a future line of investigation.
7.6 Conclusions - Task 4
The completion of these tests has provided a comprehensive baseline
performance of the Mercedes OM617 engine in both N/A and T/C builds. The
gaseous emissions have been shown to be representative of those for this type
of engine. Response of the engine performance and gaseous emissions to retard
of injection timing has also been normal.
Of particular importance are the composite maps of brake specific fuel
consumption and emissions which will be directly comparable with those
obtained with the modulated EGR systems in future tasks.
20
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8. TASK 5 - DESIGN. FABRICATION AND APPLICATION OF THE VARIABLE EGR SYSTEM
8.1 Introduction - Task 5
For the most effective control over the recirculation of the exhaust gas
to the intake of the engine a system had to be devised that could initially be
controlled manually for test bed calibration with subsequent automatic operation.
Several alternative valve arrangements were considered including exist-
ing EGR valves as used on gasoline engines but it was envisaged that a much
greater quantity of EGR would be required than these valves could deliver,
especially considering that virtually no inlet manifold depression would exist
to assist in the EGR flow.
It was decided therefore to design and manufacture a simple system having
two manually controlled butterfly valves, one to control the exhaust gas
reefrculation flow, and one to produce an artificial intake depression for use
when the EGR flow was insufficient with the first valve fully open. Each valve
was of about 2" diameter and had the advantage of simple operation and construc-
tion. Figure 91 shows one of the valves complete with manual control.
For the method of supplying the EGR to the engine intake three alterna-
tive arrangements were considered: a) supplying the EGR through the compressor
intake from the relatively low pressure exhaust system, b) supplying EGR direct
into the inlet manifold from the high pressure exhaust gas upstream of the
turbocharger turbine and c) extracting EGR from the high pressure exhaust gas
as in (b) above but supplying it into the turbocharger compressor inlet as in
(a). These alternative methods are illustrated in Figure 92 (a, b and c). Of
the three alternatives a) had the advantage of lower EGR temperature and good
mixing of the air and exhaust gas in the turbocharger compressor, b) had dis-
advantages of high temperatures and poorer mixing and c) had high temperature
disadvantages but advantages of good mixing and possible smaller pipe and valve
due to the higher exhaust pressure.
The first of these methods was the one chosen for these tests and the
installation of the EGR valves on the engine Ls shown in Figure 93a with
Figure 93b showing the test bed installation. The EGR was tapped from the
main exhaust at a position approximately 6 feet from the exhaust valves of the
engine to provide some measure of cooling to the gas.
8.2 Test Procedure - Task 5
Calibration of the engine with EGR was carried out to the same procedure
as that for the earlier tests in Task k above. Load range curves were taken
at the same speeds as previously but this time with the EGR the flow rate being
fixed at various levels at each speed.
The percentage of exhaust gas in the intake of a diesel engine can be
established by proportioning the C02 readings in the recirculating gas and the
inlet manifold air/EGR mixture or by the drop in intake air flow measured in
relation to the zero EGR air flow. For the purposes of these tests the reduc-
tion of air flow was employed as the measurement of the EGR as it was more
21
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convenient to maintain a constant percentage flow rate throughout the load
range of the engine by this method. The EGR rate by COo ratio was also noted
for each reading and indicated somewhat less EGR flow tnan for the air flow
method.
The actual percentage rate of EGR was not important for these particular
tests as the only requirement was to be able to reproduce the conditions of
the test bed on the vehicle in future tests.
8.3 Results - Task 5
The response of the engine to EGR quantity over the load range at the
six test speeds and at idle is shown in Figures 94-106. These curves indicate
the changes in emissions and performance as the EGR rate was increased by steps
of 10% (by air flow reduction). A constant EGR level was maintained over the
load range by fine adjustment of the control valves with the butterfly valve
controlling the intake depression being maintained fully open until maximum
flow was attained on the exhaust gas control valve.
EGR levels of up to 80% (by air flow reduction) were achieved at some
load and speed combinations but in practice these high levels were not accept-
able at other than light load at most speeds due to the onset of misfire. Also,
as the level of EGR was increased the maximum acceptable load of the engine
was limited by one or more of the following factors:
a) excessively black exhaust smoke
b) an exhaust CO level of over .2% (indicative of black smoke)
c) inlet manifold temperature limited to 220°C approximately
d) turbine entry temperature limited to 750°C approximately.
At any one of these limitations the amount of exhaust gas recirculation
would be beyond the amount possible in any practical system because of other
factors such as loss of power and greatly increased specific fuel consumption.
8.4 Analysis of Results - Task 5
From the results shown in Figures 94-106 it can be seen that the response
of the engine follows a reasonably stable relationship with EGR percentage.
However although it is shown that at high load the NO level reduces dramatically
with increasing EGR this effect is clouded by the severe reduction in allowable
load at high EGR levels. Similarly the increase in HC and CO levels with
increasing EGR would be greater if the load level of the engine were not restricts
as would be the increase in specific fuel consumption and exhaust smoke. This
response can be seen to be common for all engine speeds.
As load is reduced the response of the engine to increasing EGR becomes
less until the EGR percentage reaches 40% when the HC emissions begin to
increase.
At higher levels of EGR the CO also increases rapidly but exhaust smoke
remains unchanged at light load. Reductions in NO are also less dramatic at
light load as EGR is increased but the effect of EGR on vehicle emissions would
be greater as the reduced air consumption of the engine, due to the induction
of EGR, would increase the dilution factor of the CVS analytical apparatus.
22
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Computer Simulation Program
In order to relate these results to vehicle emissions a CVS simulation
computer program was used which could accommodate a modulation of EGR based
on the engine load and speed requirements of the 1975 FTP drive cycle. This
was a modification of the Ricardo CVS simulation program used to predict
vehicle emissions from steady state test bed results.
To assess the validity of the computer program, data from the zero EGR
steady state tests were used and simulated vehicle results obtained for
comparison with the actual vehicle results. These comparisons were initially
unsatisfactory, possibly due to the use of input data from the engine with
a manual transmission being compared with the automatic transmission actually
used on the vehicle. To overcome this problem the engine revolutions/time
data which were obtained from the vehicle during the critical modes section of
the vehicle tests (Task 3), together with injection pump (engine load) data,
were employed to give a precise mapping of engine performance at all parts
of the driving schedule, thus obviating the necessity of modelling the trans-
mission system.
The results of these computations gave emissions levels higher than
those of the original vehicle as can be seen below:-
HC NOx CO Fuel Cons.
^_^ gpm gpm ._
Original vehicle T/C zero EGR Tl^T 1.75 79^ 23-1
Computed zero EGR .16 2.58 1.29 21.2
% increase 14.3 47.4 37-2 11.3
These figures were in closer agreement than for the original computation
although some improvement in NOx correlation might be made. A possible source
of error is that the computer model made no allowance for the moisture content
of the NO emission thus producing a higher result. Similarly it should be
noted that the 1975 FTP drive cycle consists entirely of transient modes
whereas the computer model relies on the abstraction of data from engine steady
state tests results. In addition the FTP cycle differentiates between cold and
hot results. No such modifications of steady state data is possible. It was
considered, however, that from the existing program sufficient data could be
obtained to enable trends of vehicle emissions to be established from the test
bed results with varying amounts of EGR.
Simulated EGR Modulation
In order to achieve simulated vehicle emissions from the steady state
EGR response curves it was necessary to produce matrices of all the test para-
meters at the EGR level applicable to the particular modulation chosen.
To simplify the process it was necessary to redraw the performance and
emissions curves on to an EGR base at 1 bar load intervals: Examples of these
are shown in Figures 107 and 108 for 45 rev/s. From these and other curves any
intermediate level of EGR could be chosen at any speed and the particular
parameter recorded in a matrix at 1 bar load intervals.
As the HC emission of the vehicle was low (about one third of the maxi-
mum limit allowed) initially an EGR level was arbitrarily chosen that produced
23
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a three times increase in HC level on the test bed. For example on the curves
shown in Figure 108 at zero bmep and zero EGR, the HC level reads k$ ppm. Three
times ^5 - 135 and at zero bmep 135 ppm is reached at 53% EGR. Similarly at
3 bar the HC level is 30 ppm at zero EGR and at 3 x this level the EGR per-
centage is A3-
Using this procedure a complete map of EGR levels was drawn up for each
load and speed but modified to give zero EGR at full load in order to prevent
any loss of full load performance. The EGR map produced by this method is
shown on Figure 109 and using these data the modified levels of the other
parameters were identified and prepared for computation. The following para-
meters were recorded at each of the six speeds at 1 bar load steps; EGR %,
NO ppm, HC ppm COS, air meter reading, fuelling mm3/ inject ion and pump rack
position.
The latter three parameters were obtained from separate sets of curves
and in addition to the above, a bmep/rack position matrix had to be produced
to provide modified load data for the simulated FTP cycle to allow for the
fall off in mid load power for a given fuelling level caused by the applica-
tion of EGR. Similarly an allowance was made for the changes in idle emission
levels with EGR. For overrun conditions the emissions levels obtained during
the motoring tests without EGR were used.
The result of the computation from the EGR modulation of Figure 109
(designated" Mod. 1) is shown below with the simulated zero EGR results for
comparison.
HC NOx CO Fuel
gpm gpm gpm mpg
Zero EGR Til 2758" 1.29 21.1
Mod. 1 .2 .57 2.33 20.9
The figures show that for the particular EGR modulation shown in Figure
109 the predicted NOx emission would be reduced to one fifth of the zero EGR
condition with the HC and CO emissions almost doubled. These results were only
indications of likely trends produced by the EGR modulation and were not
indicative of actual vehicle results which would only be apparent if that
particular EGR map could be applied to the vehicle in future tests.
Having established a technique for the simulation of vehicle emissions,
which could be applied to any modulation of EGR, it was necessary to attempt
to apply the above modulation to the Mercedes OM617 engine. To this end the
EGR map, Mod. 1, was transferred point by point to a series of curves relating
fuel pump linkage position (i.e. engine load) to EGR valve position at each
of the six engine speeds. These curves are shown on Figure 110 and it can be
seen that the relationship between valve position and fuel pump linkage posi-
tion was reasonably close at 25, 35, *»5 and 55 rev/s but was different at the
extreme speeds of 15 and 65 rev/s. This factor is indicative that in order
to exactly reproduce this particular EGR modulation on the engine, some speed
sensitive device would be necessary to modify any direct EGR valve to fuel pump
linkage at extremes of the speed range.
In order to investigate the effects of employing only direct connection
2k
-------
between the EGR valve and injection pump linkage positions two additional curves
based on those of Figure 110 were produced each showing all six speeds as a com-
mon relationship. These curves are shown on Figure 111 and were subsequently
transferred to full EGR modulation maps on Figures 112 and 113 to be designated
Mod. 2 and Mod. 3 respectively.
At the same time it was clear that for Mod. 1 shown earlier (Figure 109),
the level of EGR indicated at zero load (and at idle) of 60 to 701 would be
impracticable due to excessive white smoke and difficulty in controlling the
engine. Therefore it was decided to recompute the emissions results using
a maximum EGR level of 50%. The result of these changes raised the NOx
figures slightly and surprisingly also increased the HC and CO predicted levels.
The results are tabulated below with those of the original Mod. 1 and
for Mods. 2, 3 and 4. The zero EGR computed figures are also shown.
HC NOx CO Fuel
gpm gpm gpm mpg
Zero EGR 7l6~ 275$ 1.29 21.1
Mod. 1 .2 .57 2.33 20.9
Mod. 1 (50% Max. EGR) .22 .61 2.46 20. 3k
Mod. 2 .17 1.31 1.6 20.9
Mod. 3 .21 .76 2.22 20.37
Mod. k (Fixed Orifice) .14 1.2 1.6 21.0
Mod. k shown in the above table was for a calculated fixed orifice
equivalent to producing a 15% reduction in full load power to comply with one
of the objectives in the original programme. This fixed orifice was equal
to an EGR rate of 10% at full speed increasing to approximately 20% at low
speed with no variation with load. The NOx emission at 1.2 gpm represents
of the zero EGR level.
The NOx results for Mod. 2 and Mod. 3 were reduced to 50% and 30% of
the zero EGR levels respectively. Although both modulations were derived
from a theoretical direct linkage between valve and pump linkage the deviations
shown on Figure 111 at mid load caused considerable changes in the rate of
application of EGR which can be seen by comparison between the Mod. 2 and Mod.
3 maps on Figures 112 and 113. The effects of these differences are shown in
the results table above with the Mod. 3 figures being comparable with those
of the reduced EGR Mod. 1 figures.
EGR Valve Configurations
From an analysis of all the above computer results it was evident that
the existing arrangement of EGR control on the engine employing two butterfly
valves was not ideal. Additionally the butterfly valve controlling the EGR
flow operated at high temperature, and in consequence suffered considerably
from distortion problems which caused difficulty in adjustment and in fully
closing the valve for zero EGR conditions. In addition the1 test bed results
indicated that more than sufficient EGR for practical results could be obtained
without the use of the depression inducing butterfly valve in the engine intake
system. Also from the above computer simulations it was evident that an EGR
level directly controlled by accelerator linkage could be satisfactory although
with a non-linear load relationship.
25
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At about this time consideration was given to an alternative method of
modulating the EGR flow consisting of a number of vacuum operated valves cap-
able of being switched in in sequence, thus giving a stepped function according
to demand. This was persued in a practical manner by regulating the EGR by an
orifice plate consisting in the first place of one |" dia. hole then two
holes, then three and so on. The orifice area of each hole was considered to
be about equal to that obtaining with a gasoline type EGR valve. Consideration
of the EGR flow showed that seven valves of this type would be required to achieve
55% EGR. Whilst the control of such multiple valves held some attraction in
so far as a very quick response time and simple operation could be achieved,
nevertheless space considerations precluded such a multiple array. In view
of these findings this system was not developed any further and a new valve
having a poppet or obturator type valve head giving a continuously variable
EGR function was developed.
Experiments to operate such a valve by suction using the vehicle's
vacuum system were carried out. Such a system would have the advantage of
simplicity, being similar to that used on many gasoline engines, but would of
necessity have to be larger because of the much greater quantities of EGR
involved. These tests showed however that the response time of a vacuum cell
was rather slow in comparison with a direct mechanical control which would give
an instant response and this system was abandoned in favour of the mechnical
1inkage.
The new valve was therefore designed and constructed together with an
eccentric cam operating mechanism connected by a flexible cable to the injec-
tion pump control linkage. The design of this valve was such that the valve
head could be assembled to open or close against exhaust gas pressure as shown
in Figure 114.
By adjustment of the position of the cam relative to accelerator position
and by change of profile of the valve head a very extended range of EGR modula-
tion with load could be achieved. In addition, with the valve closing by
gas pressure, the rate of closure could be controlled by setting a backlash
adjustment on the cam which, because the exhaust pressure changed with speed,
would give a measure of speed modulation of the EGR. Figures 115 (a) and (b)
show the installation of the new valve on the engine and the prototype operat-
ing mechanism.
Figure 116 shows the first EGR modulation map obtained from the engine
with the arrangement shown in Figures 114 and 115 with the valve set to lift
20 mm from its seat at 0% accelerator link travel (idle conditions) and zero
lift at 100% accelerator link travel. This EGR modulation (designated Mod. A)
is comparable with Mod. 2 or 3 shown in Figures 112 and 113 and the simulated
vehicle emissions results for these Mods, are shown below:-
Zero
Mod.
Mod.
EGR
2
3
HC
gpm
.16
.17
.21
NOx
gpm
2.58
1.31
0.76
CO
gpm
1.29
1.6
2.22
Fuel
mpg
21.1
20.9
20.37
Mod. A .145 1.13 1-57 21.26
It can be seen that the Mod. A result falls between Mods. 2 and 3 in
respect of NOx emission but is improved in respect of HC, CO and fuel consump-
26
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tion.
The establishment of this operational EGR system concluded actual test
work under Task 5 of the programme. Further work aimed at achieving the tar-
gets designated in the objectives is the subject of Task 6.
8.5 Noise and Durability
Subjective noise observations were made during the test bed calibration
of the engine's response to EGR. It was shown that at low to moderate levels
of EGR combustion noise was reduced and the low rate of pressure rise observed
confirmed this. However at high levels of EGR combustion noise could be very
sharp and erratic especially under cold start conditions. It was also noted
that the intake silencing of the engine became very much impared with any
level of EGR as the uns5lenced.exhaust became directly connected to the
engine inlet system.
Although durability was not an integral part of the test programme the
effects on engine performance etc. of inducing large quantities of exhaust gas
were noted.
During the tests reported above, a gradual fall in boost pressure was
observed and to assess this the EGR valve was removed and the supply pipe blanked
off, to eliminate the chance of exhaust gas leakage into the intake system,
and a full Ibad power curve over the speed range of the engine obtained. This
was shown to give a kQ% lower boost pressure at 65 rev/s with 6.5% lower
power. At lower speeds the boost pressure, power and bmep were all correspond-
ingly lower than for the original power curve. It was suspected that the
prolonged running with relatively high levels of EGR may have affected the
turbocharger and to investigate this it was removed for inspection. On dis-
mantling, the turbocharger compressor was found to be lightly coated with an
oily, sooty deposit on the vanes and surface of the compressor housing. This
was easily removed. The wastegate valve, spring and diaphragm were lightly
coated with soot but were apparently in good working order, although all com-
ponents had obviously been overheated in some degree. In order to increase
the boost pressure to its original level, shims were placed under the wastegate
spring to an amount calculated from the rate of the spring and the increase in
pressure required. The turbocharger was reassembled without further change.
The engine had run for approximately kS hours at varying levels of EGR up to
this time.
Before re-installing the turbocharger on the engine the inlet manifold
was removed and the condition of the inlet ports and valves examined in situ.
The ports and rear of the valve heads were slightly covered with the same oily
soot deposit as on the turbocharger compressor. This was also present in the
inlet manifold but was not considered to be detrimental to the engine perform-
ance. The turbocharger was therefore refitted to the engine without further
change. A further full load power curve was obtained from the engine which
resulted in a complete restoration of performance to that of the original test.
The boost pressure was shown to have risen to 10% above that of the original
test due to the combined effects of cleaning the turbocharger compressor and
increasing the wastegate spring pressure, and it was decided that this would
be acceptable for future tests as the level of boost was in any case relatively
low. Figure 117 shows the repeated power curves with the original test shown
for comparison.
27
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Further evidence of EGR causing deposits to build up were shown on the
EGR butterfly valve used for the majority of the tests and of near blockage
of the sample pipe from the inlet manifold to the C02 analyser.
The effects of prolonged running with EGR were not established from
these tests hut would be likely to cause detriment to the performance of the
engine.
8.6 Conclusions - Task 5
The results detailed above show a complete response of the Mercedes
OM617 engine over the load and speed range covered by the 1975 FTP with a
wide range of EGR flow rates. The main calibration was carried out using a
butterfly valve to control the EGR and an additional identical valve to
provide an artificially high induction depression to assist in the EGR flow
when the main valve was fully open.
To quantify the effects of EGR on vehicle emissions it was necessary to
extract theoretical modulations of EGR from the steady state test bed data and
simulate by computer the 1975 FTP drive cycle. This was successfully carried
out although exact correlation with vehicle results without EGR was not
achieved nor perhaps could properly be expected. The simulations however were
sufficiently accurate to enable trends to be established for comparison between
zero EGR and various levels of modulated EGR. These modulations were derived
arbitrari ly -from the test bed results and provided a basis for the establish-
ment of a mechanical linkage to operate the EGR control valve directly from
the engine fuel pump linkage.
The test bed response of the engine to EGR suggested that the depression
inducing butterfly valve was unnecessary as sufficient EGR was available without
its use. It was considered therefore that a single poppet type valve would be
more appropriate and this was duly manufactured. This valve was controlled by
flexible cable, through an eccentric cam, from the injection pump linkage thus
having response to engine load. An option of having a degree of speed modula-
tion was provided by allowing gas pressure to modify the valve operation at
certain conditions.
First results with this system showed that good control of the EGR was
possible and a 50% reduction in NOx emission was achieved. The arrangement of
operation and valve design gave a wide range of possible variations for cover-
ing the target figures for the objectives of the programme to be achieved in
in Task 6.
28
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9. TASK 6 - KEY MODE TESTS WITH COMBINED MODULATED EGR AND OPTIMISED
INJECTION TIMING
9.1 Introduction - Task 6
In consideration of this task it was clear from previous results that
tests at key modes implies all parts of the FTP cycle. Therefore the EGR
modulation exercise carried out in Task 5 is also applicable to Task 6.
The objectives of the programme, to be achieved on the test bed engine
in Task 6 and repeated on the 300D vehicle in Task 7, were stated in section
2.6. It was considered however that these constraints required interpretation
in greater detail and the objectives are therefore re-stated below with the
slight modifications underlined.
1. Use EGR to obtain reduced NOx with minimum trade-offs to
. power, smoke and fuel consumption with increase in HC and CO
limited to, say, 20% above the zero EGR version naturally
aspi rated.
2. Modulation of EGR to give minimum NOx emissions with no
more than .41 gpm HC but retain the performance such as to
allow the vehicle to be driveable.
3. Employ the level of EGR required to minimise NOx but retain
not less than 85% of the N/A engine performance at each speed.
k. The level of EGR estimated to achieve 0.3 - 0.*» gpm NOx
if 2 and 3 are estimated to result in lower than Q.k gpm NOx.
5. The minimum level of EGR estimated to achieve 1.0 gpm NOx
with minimum trade-off in other areas.
Although it was possible that two or more of the above targets would be
achieved with one EGR condition, the actual affect on the vehicle performance
of the application of EGR was not known until the system was applied to the
vehicle in Task 7.
9.2 Test Procedure - Task 6
The methods of obtaining the simulated vehicle emissions noted in the
previous task were applied to these tests. It was necessary to obtain EGR
modulation maps from the engine (such as Mod. A shown in Figure 116 in Task 5)
with differing builds of the EGR valve and operating mechanism. These new
modulations were computed in the same way to provide predictions of vehicle
emissions. Using the zero EGR prediction in Task 5 as a base, seven varia-
tions in EGR level, including Mod. A from Task 5, were assessed and estimated
to cover the range of constraints documented above in section 9-1.
For each build of the EGR system, a complete map of EGR percentage (by
air flow reduction) was obtained over the load and speed range of the engine.
29
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From this map the levels of each of the emissions and performance parameters
were abstracted using the previous EGR response curves. These data were
applied to the computer program as previously to obtain the simulated vehicle
emissions.
Further computation was applied to the results of each of the seven EGR
builds to obtain brake specific emissions maps which are detailed in section
9-3 following.
9.3 Results - Task 6
The seven variations in EGR modulation were produced by combinations of
valve seat diameter, valve head profile, valve lift and changes from upward to
downward closing valves. These builds were designated Mod. A to Mod. G and wei
assembled from the parts detailed below:-
Valve Head No. Details
1 45° seat - not used.
2 Profiled 10° for 6 mm lift then 45°.
2a As for 2 but reduced clearance.
3 As for 2a but increased dia. and raised rim.
4 Profiled 10° for 12 mm lift then as 3.
Valve Seat No.
1 1.25 dia. for use with heads 1, 2 and 2a.
2 1.35 dia. for use with heads 3 and 4.
Actuator
1 Eccentric cam operated, upward closing only.
2 .'. . High lift lever, downward closing.
3 Low lift lever, downward closing.
Operation
U Upward closing - can also be gas pressure
modulated by using backlash on cam.
D Downward closing.
The specific arrangment of the EGR valve for each of the modulations
was as follows:-
Valve Valve . . . . .. Valve Lift/Link
u A u j Actuator Operation _ . . e'^.
Head Head _ Position Settings
Mod. A 211 u 20 mm at 0%
(From Task 5) 0 mm at 100%
3 2 2 . D «r.
* 2 ° S^
Mod. D 4 2 3 n 17 mm at 0*
J 0 mm at 100%
Mod E k > 7 n 18'5 "" at °*
' N0d- E 2 3 ° 1.5 mm at 100%
30
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Valve Valve ...... n «.. Valve Lift/Link
u j u j Actuator Operation D .... c ... f
Head Head " Position Settings
Mod. F 2a 1 1 U 23 mm at 03
0 mm at 100%
Mod. G 2a 1 1 U 25-5 mm at Q%
1.5 mm at 100%
+ 2 mm backlash
It should be noted from the modulation shown earlier on Figure 116
(Mod. A) the maximum EGR rate was 40%. For subsequent builds of the valve
using downward closing arrangements, the valve head was designed with an
extended upper rim which obstructed the air intake of the engine thus assist-
ing in the induction of a greater quantity of exhaust gas under light load
(high valve lift) conditions. It will be seen that for Mods. B and C 60%
EGR was achieved at light load, (See Figures 123 and 129).
The 2 mm backlash referred to in Mods. F and G in the above table are
the static valve lift which would be subtracted from the dynamic valve lift
at high loads and speeds to reduce the EGR under these conditions. In practice
the gas pressure was set to reduce the valve lift at full load above 45 rev/s.
At lighter loads the change over would occur at higher speeds.
The EGR maps obtained from these modulations were plotted and emissions
data extracted from the earlier EGR response curves for application to the
computer program. In addition the results were computed to produce brake
specific emissions and performance data from which composite maps were con-
structed. These maps are shown in the following Figures:
For Mod. A - EGR map Figure 116 (shown in Task 5) brake specific
emissions, Figures 118-120, brake specific fuel consumption,
Figure 121, exhaust smoke opacity (Bosch units) Figure 122.
Mod. B - EGR map Figure 123, emission maps, Figures 124, 125 and
126, specific fuel consumption maps, Figure 127, exhaust smoke,
Figure 128.
Mod. C - Figures 129-134
Mod. D - Figures 135-140
Mod. E - Figures 141-146
Mod. F - Figures 147-152
Mod. G - Figures 153-158.
The simulated vehicle results for each of these EGR modulations are
shown in the table below with the zero EGR prediction and the actual vehicle
result shown for comparison.
Mod.
A (Task 5)
B
C
D
E
F
31
HC
gpm
.1*5
.42
.269
.147
.179
.163
NOx
gpm
1.13
.689
.589
1.131
.71*
.879
CO
gpm
1.57
8.535
4.168
1.607
2.2
1.724
Fuel
mpg
21.26
20.97
20.84
21.11
21.05
20.9
-------
HC
gpm
.23
.16
NOx
gpm
.647'
2.58
CO
gpm
2.896
1.29
Fuel
mpg
21.12
21.1
Mod.
G
Zero EGR
Actual Vehicle ^ ^ g
Tests
9-4 Discussion of Results - Task 6
It was considered from the results shown above that the objectives
indicated in section 9-1 could be covered by these EGR modulations. Until
actual vehicle tests were carried out however this remained uncertain. The
EGR valve build most effective in reducing NOx was that for Mod. C, where a
reduction of 77$ in the zero EGR simulated result was achieved. This was how-
ever at the expense of excessive CO production. Figure 13^ shows the smoke
levels recorded and it can be seen that up to 8 Bosch units were reached at
low speed.
Other results shown in the above table gave similar low NOx predictions.
Mods. B and G produce NOx reductions of about 75% with, for Mod. B, much
higher CO levels, and for Mod. G much lower CO levels. Inspection of the
respective EGR modulation maps shown in Figures 123 and 153 show that the EGR
level for the latter was lower at light load but at max! mum load some EGR was
retained giving a lower maximum bmep level. The brake specific CO maps for
these conditions (Figures 126 and 156) show the changed distribution and
values which resulted in these figures.
Also of interest in the above table are comparisons between Mod. D and E
results and between Mod. F and G results. For these cases, E and G both retained
some EGR at full load varying between 10 and 15% for Mod. E and 2 to 10% for
Mod. G. In each case the retention of some EGR at high load resulted in an extra
25-30% reduction in NOx but with similar increases in HC and CO emissions.
Reductions in maximum power also occurred within the 85% level required for
constraint No. 3 in section 9.1.
It should be noted that the calculated fuel consumptions in the above
table vary only over a small range despite the wide range of emissions results
predicted.
The fuel consumption was calculated from the quantity of fuel used and
for a given load was increased according to the application of EGR. Although
this may show considerable differences in specific fuel consumptions at the
high levels of EGR on the engine steady state curves the vehicle fuel consump-
tion is of course dependent on the load and time factors as determined by the
computer program. These fuel consumption results were varified on the vehicle
in Task 7.
As predicted emissions levels for the zero EGR condition on the vehicle
were higher than the actual vehicle tests it was assumed that the modulations
shown above would produce a lower result when applied to the actual vehicle.
In the event this proved the case for NOx but not for HC emissions. This is
fully detailed under Task 7.
In addition to the work described above, an objective of Task 6 was to
test with optimised injection timing. These tests were not carried out at that
32
-------
time however, as for these EGR modulations no emissions observations were
required, the data being extracted from the earlier EGR calibration. At the
time the only injection timing data available was for the zero EGR condition.
It was considered therefore that the effect of injection timing retard could
be achieved more effectively on the vehicle during Task 7-
It should be noted that during the above tests on the engine, misfire,
accompanied by white smoke, and excessive combustion noise occurred when
cold, under some of the higher EGR conditions. These effects could be expected
to be more severe on the vehicle under cold start conditions. Also it was
noted that excessive induction noise was evident under all but zero EGR con-
ditions as the EGR valve effectively opened the exhaust to atmosphere, thus
by-passing the silencing system. These effects had previously been noted during
the EGR calibration.
9-5 Conclusions - Task 6
The objectives of Task 6, to attain the EGR modulations estimated to
meet the constraints laid down, were assumed to have been achieved. The seven
EGR modulations carried out cover a range of NOx emissions which when simulated
into vehicle output and compared to the zero EGR simulation, produced NOx
levels which would match each constraint.
The effect of retard of injection timing was not investigated at this
time but wouTd be carried out during Task 7 on the vehicle. It was noted that
under some conditions white smoke occurred; this would be accentuated under
retarded injection conditions.
33
-------
10. TASK 7 - TESTING AND ASSESSMENT OF EGR SYSTEM INSTALLED IN THE VEHICLE
10.1 Introduction - Task 7
The engine, complete with EGR system and automatic transmission was
re-installed into the Mercedes 300D vehicle.
Before the re-installation was carried out the turbocharger, inlet
manifold and EGR valve were inspected for signs of carbon deposit build up
such as those previously reported in Task 5, section 8.5 - see paragraph
10.2 immediately following.
After reassembly the vehicle was calibrated using the same test pro-
cedure as for Tasks 1 and 2 using a range of EGR modulation developed during
Task 6.
10.2 . Durability
The removal of the turbocharger and inlet manifold revealed consider-
able deposits of black carbon. In particular on parts of the scroll of the
turbocharger compressor housing and a section of the inlet manifold adjacent
to the compressor outlet where quiescent conditions existed. Black oily
deposit was also present on the compressor rotor and sides of the inlet manifold
and inlet ports. There was some build up of deposit on the back of the inlet
valves, more evident on 1 and 2 ports adjacent to the intake, also the gas
sample point from the inlet manifold was almost completely blocked. At this
time the engine had completed 36 hours with mixed EGR running, 51 hours since
the turbocharger compressor was last cleaned. The deposits described above
were not considered to have caused any substantial change in performance at
this stage, but further running would increase the likelihood of adverse affects
on performance. Before reassembly the turbocharger and inlet manifold were cleaned
The EGR valve was similarly inspected and found to be reasonably clean.
The design of the valve and seat were such as to be self cleaning (by vibra-
tion) and no deposits were to be seen on these parts.
10.3 EGR System Installation
The installation of the EGR system in the vehicle was accomplished
without difficulty but certain modifications had to be carried to the system
as used on the test bed. These changes were mainly of a minor nature the
most important of which was the re-construction of the EGR pipe to avoid con-
tact with other parts of the vehicle installation. This pipe also had to be
shortened on the vehicle being tapped into the main exhaust pipe at approxi-
mately k feet from the cylinder head compared with 6 feet on the test bed.
This may raise the temperature of the EGR at the valve but the effect would
be offset by the presence of cooling air resulting from the motion of the
vehicle. In addition the more transient nature of vehicle operation would
prevent such high temperatures as were possible under test bed steady state
conditions.
-------
Other changes to the EGR valve installations involved small differences to
the operating mechanism, none of which altered the characteristics of the
system.
10.4 Test Procedure - Task 7
Assessment of the Mercedes 300D vehicle with EGR was carried out in
the same way as for Tasks 1 and 2 which was as follows:
1. 1975 FTP tests for gaseous emissions
2. EPA HFET
3. Exhaust smoke obscuration tests
4. Particulate emissions measurement
5. Drive-by noise measurements
6. Vehicle performance assessments.
Replicate tests were made, where possible, the test series being
repeated with EGR levels and injection timings set for each of the constraints
set out earlier. To establish the exact EGR valve build to reach these
constraints several additional tests were carried out with various modifica-
tions to the modulation system.
10.5 Results - Task 7
Initial runs with the vehicle were carried out with the EGR build last
used on the test bed. This was Mod. G with a modulation of EGR as shown in
Figure 153- The results of replicate tests for the 1975 FTP with this EGR
modulation are shown below with the predicted computation shown for
comparison.
HC NOx CO Fuel
gpm gpm gpm mpg
EGR Mod. G vehicle .395 -528 2.408 19.47
(Mean of 2 runs)
EGR Mod. G .23 .647 2.896 21.12
Simulated
It can be seen that the NOx level was lower than predicted by the
simulation program as suggested in Task 6, section 9-4. The HC emission was
however higher than predicted. These results have shown that for the par-
ticular EGR modulation employed, constraint number 2 shown in section 9*1 for
.41 gpm HC emissions, was achieved. This EGR modulation could also cover
constraint 3 for reduction of maximum power.
The remaining tests shown in 10.4 above were carried out and the full
list of results for EGR Mod. G is shown below with the original as received
vehicle results shown for comparison.
EGR Mod. G As received
Emissions 1975 FTP Test 1 Test 2 Mean N/A
HC gpm .383 .406 .395 TT8~3
NOx gpm .575 .48 .528 1.66
CO gpm 2.324 2.492 2.408 .94
Particulates gpm 1.11 - - .8
35
-------
As received
Fuel Economy 'est i ISST. * Mean N/A
CVS test mpg (US) 19.52 W^T 19^»7 24-3
Highway test mpg (US) 24.94 - - 29.95
Vehicle Performance
Acceleration time sec.
0-40 mph J0.6 9.6
0-60 mph 23.5 21.Z
20-60 mph 20.1 1B>/
Drive-by Noise (SAEJ986a)
30 mph low gear dBA *78.0 7*»-2
*This noise figure was artificially high due to contact between vehicle
chassis and exhaust system. No retest figure available.
Exhaust Smoke
A smoke trace obtained over the FTP cycle showed slight increases
over the original vehicle build. However a high peak of 100% opacity was recordei
during the cold start compared with the original 20%. High speed cruise increased
from 4 to 8%. Idle increased from 6% to 8-10%. Average high peaks on acceleratioi
when hot were 60% compared with original vehicle test of 10%.
Observed smoke on road test was not excessive under any driving con-
ditions although some smoke was visible at all times. Some misfire occurred
during cold starting and at low speed cruise conditions.
It should be remembered that EGR Mod. G produced a loss of power at
full load as some EGR was applied under these conditions.
To attempt to establish the minimum NOx emission possible the EGR
valve build was modified to that required for Mod. C which produced the lowest
NOx level during Task 6. To reduce the NOx level further the valve build was
further modified to allow some EGR to be retained at full load as for Mod. G
above.
The resulting EGR map.from this modification cannot be known for certain
but would not be changed unduly from that shown in Figure 129 apart from a loss
of maximum bmep and modified full load EGR levels. This build of the EGR valve
was designated Mod. C+ and the emissions results for the 1975 FTP are shown
below:
HC NOx CO Fuel
gpm gpm gpm mpg
EGR Mod. C+ .382 .471 2.379 19-95
These results did not produce the expected reduction in NOx but would
also be applicable to constraints 2 and 3 as for EGR Mod. G shown above. Replical
tests were not carried out for this condition neither were the additional
tests for vehicle assessment.
To further reduce the NOx emission, maintaining the same EGR valve
modulation, the injection timing was retarded 7 crankshaft degrees. This figure
36
-------
was chosen as it was shown during the test bed calibration of Task 4 the 6°
injection retard had little effect on emissions.
The results gave a very useful reduction in NOx and a further change
to 4° retard was made. Both timing changes gave increased HC emissions as
shown in the table of emissions results below:
HC NOx CO Fuel gpm
EGR Mod. C+ 7° retard 4.974 -32 6.129 17.15
EGR Mod. C+ 4° retard 1.053 .379 2.956 18.86
These figures are means of replicate runs and show that below .4 gpm
NOx could be achieved but with considerable increases in HC and CO emissions,
(The HC being above the legislated limit for both conditions.)
With these high levels of EGR and 7° injection retard it was not
considered advisable to carry out a HFET as the high speed nature of the test
may have caused damage to the engine due to excessive temperatures of the
exhaust gas and EGR system. Some performance and noise tests were conducted
however. Full results are shown below.
Emissions 1975 FTP Test 1 Test 2
HC gpm 4.885 5.062
EGR Mod. C+ 7°Retard NOx gpm .322 .317
CO gpm 6.299 5-959
Particulates gpm .931
HC gpm .975 1.131 1-053
EGR Mod. C+ 4°Retard NOx gpm .399 .359 -379
CO gpm 2.971 2.941 2.956
Particulates gpm 1.228
Fuel Economy
Mod. C+ 7^Retard m-ir
HFET mpg -
2,0 . CVS mpg 18.57 19.15 18.86
HPFT 9li Zi7
Vehicle Performance
Acceleration time sec.
0-40 mph 11.6
Mod. C+ 7°Retard 0-60 mph 25.3
20-60 mph 22.4
4°Retard 0-40 mph 11.0
0-60 mph 25.3
20-60 mph 22.4
These acceleration tests were conducted very briefly to keep vehicle
running time to a minimum.
Drive-by Noise (SAEJ986a)
30 mph low gear - dBA
7° retard
4° retard 76.2
Drive-by noise for the 7° retard condition was not possible due to
continuously wet roads.
37
-------
Exhaust Smoke
Smoke traces under 7 retard conditions gave reduced maximum levels
when compared to the earlier tests with Mod. 6. Maximum recorded 25%
obscuration on cold start. \0% peaks were recorded under hot conditions with
k% at high speed and 6% at idle.
For k° retard less than 10% obscuration was observed at cold start and
the remaining levels were 20% maximum during hard accelerations with 3% at
high speed and idle.
Observed smoke under driving conditions was very low for both builds
but excessive white smoke for the 7° retarded condition was observed. With
this EGR system and 7° or 4° timing retard the driving of the vehicle was very
much impaired with misfire at steady speeds below kO mph with hot or cold
engine.
Constraint numbers 3 and k could be covered bv these results which left
numbers 1 and 5 outstanding. Both of these required a lesser quantity of EGR
to be applied as follows:-
Constraint No. 1; the minimum EGR for minimum increase in HC
and CO (increase limited to 20% see section 9.1).
Constraint No. 5; the level of EGR required to reduce the NOx
to 1.0 gpm with minimum trade-off in other areas.
It was considered that these constraints could both be achieved with
EGR Mod. D shown on Figure 135.
The build of valve to achieve Mod. D was identical to Mod. C+ above
but was arranged with a reduced lift and the valve was set to close at full
load to eliminate any performance loss. Standard injection timing was used.
The emissions results produced by this build are shown below:
HC NOx CO Fuel
gpm gpm gpm mpg
EGR Mod. D .226 .961 1.563 20.08
These results fall within the requirements of constraint number 5,
1.0 gpm NOx. '
To reduce the NOx level further and to reduce HC and CO emissions to
achieve constraint number 1 the same EGR modulation was retained but the
valve lift was restricted in two stages to 7 mm and 2 mm lift. The emissions
results obtained are shown below:
HC NOx CO Fuel
EGR Mod. D gpm gpm gpm mpg
7 mm lift .2l»5 1.004 1.391 20.17
2 mm lift .171 1.52 1.329 20.28
The result of the first test (which was not replicated) shows little
38
-------
change on the Mod. D shown earlier. No further tests were carried out with
this build. For the second test with 2 ram lift the HC level was reduced to
below that of the original N/A vehicle result of .183 gpm. CO emissions
however remained at about 40% higher than the original figure of .94 gpm. It
was considered that no lower figure of CO could be obtained without complete
removal of EGR as the maximum EGR level, for 2 mm lift of the valve, was only
10%. Therefore this was considered to be the EGR modulation to achieve con-
straint number 1 in section 9.1.
The complete test results for EGR modulations Mod. D and Mod. D- (2 mm
lift) are shown in the following tables:
EGR Mod.
EGR Mod.
Emissions 1975 FTP
HC gpm
D NOx gpm
CO gpm
Parti culates gpm
HC gpm
D- (2mm) NOx gpm
CO gpm
Parti culates gpm
Test 1
.245
1.02
1.5
1.59
.201
1.429
1.37
.964
Test 2
.207
.902
1.625
'-
.14
1.613
1.288
-
Mean
.226
.961
1.563
-
.171
1.52
1.329
-
Fuel Economy
Mod. D mpg
HFET mpg
EGR Mod. D- (2mm) mP9
HFET mpg
Not
avai lable
25.78
20.4
25.87
20.08
-
20.16
-
20.08
-
20.28
-
Vehicle Performance
Acceleration times sec. Mean
0-40 mph
Mod. D 0-60 mph
20-60 mph
0-40 mph
Mod. D- (2mm) 0-60 mph
20-60 mph 19-1
Drive-by Noise (SAE J986a)
30 mph low gear dBA
Mod. D Not available
Mod. D- (2 mm) 76.4
Exhaust Smoke
The smoke trace obtained during the 1975 FTP cycle showed a maximum
level at cold start of 30? obscuration with full load peaks of 20% cold and
hot. High speed levels of 5% and idle levels of 1% for the Mod. D full lift
condition.
For the 2 mm lift version the opacity of the exhaust was less; 10% at
start and full load peaks, 4% at high speed conditions and 4% at idle.
Under driving conditions no excessive smoke was visible under any
conditions. Some smoke was apparent at idle for both arrangements. Driving
of the vehicle was unimpaired by either of the above EGR modulations.
39
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10.6 Discussion of Results - Task 7
From the above results it can be seen that the constraints of the test
programme stated in section 9-1 can each be met by one or more of the EGR
modulations used. Other builds of EGR valve were possible but it was con-
sidered that no advantage would be gained by further testing.
The configurations of the EGR valve to meet the constraints are sum-
marised in the table below which also gives the appropriate emission result
and the range of EGR percentage (measured by air flow reduction) which was
achieved with the EGR modulations from Task 6.
Constraint
1
2
T^rnPt EGR
liissi to^
Min. EGR D-(2iiS5"
HC .41 gpm G
C+
85% load
.3 to .4
gpm NOx
~C+
G
C+7°R
=C+7°R
_C+4°R
1 .0 gpm n
NOx
Results gpm
HC
1.705
.406
.382
.382
.406
4.974
4.974
1.053
.226
NOx
1.52
.48
.471
.471
.48
.32
.32
.379
.961
CO
1.329
2.492
2.379
2.379
2.492
6.129
6.129
2.956
1.536
EGR %
Max.
10
55
60
60
55
60
60
60
40
Min.
0
2
10*
10
2
10*
10*
10*
0
"Estimated 10% - no test data available.
The results above show that although very low NOx figures were achieved
these were at the expense of large increases in the emission of HC and CO.
Also, not shown in the above table was the greatly impaired driveability of the
vehicle with the larger amounts of EGR which had to be applied, particularly
noticeable at low speed steady state driving. At these conditions persistent
misfire was apparent and with the retarded injection timing necessary for the
lowest.NOx builds, white smoke emissions were also present although black smoke
under these retarded conditions was less of a problem.
Fuel economy of the vehicle was also considerably worsened by both EGR
and retarded timings when compared with the zero EGR build of the vehicle,
either N/A or T/C. However with the lower EGR builds for constraints numbers
1 and 5 the fuel consumption figures were comparable for the HFET but were
approximately 16% worse for the 1975 FTP when compared with the original T/C
version of the vehicle in Task 2.
The exhaust smoke opacity when observed under road driving conditions
was worsened by the application of EGR but not excessively so. This was also
evident on cold start up when very high instantaneous peaks were shown on the
recording traces made during the 1975 drive cycles.
The acceleration of the vehicle was impaired for all configurations of
the EGR valve apart from the minimum EGR levels for constraint No. 1. With
the levels of EGR and injection retard required for constraint 4, the time for
the accelerated from 0-60 mph was increased by 7 and 4 second respectively for
7 and 4 crank degrees injection timing retard.
40
-------
Particulate emissions were high for each build of the EGR valve when
compared with the zero EGR level for the turbocharged version of the vehicle.
The lowest participate level of .93 gpm for EGR Mod. C+ 7° injection retard
was almost twice the level of 0.5 gpm for the normal T/C version of the vehicle.
A similar level was shown for the minimum EGR build for constraint No. 1
(Mod. D-). For the EGR modulation derived for 1 gpm NOx a particulate emission
of 1.59 gpm was shown, more than three times that for the T/C vehicle and
twice that recorded for the N/A version of vehicle without EGR.
Drive-by noise tests were not obtained for all of the EGR modulations
but the results that were obtained showed noise levels to be higher than for
the zero EGR versions. The lowest level of EGR produced a noise increase of
2 dBA, as did the EGR + 4° retard condition. It was not possible to carry out
noise tests for the 1 gpm or lowest possible NOx levels of EGR due to a pro-
longed period where road conditions were unsuitable.
Subjectively the noise of the vehicle was little changed from the
original build on full acceleration drive-by conditions when the EGR valve
was closed. However it was noticeable that induction noise was increased at
light load conditions when the EGR valve effectively opened the unsilenced
exhaust system into the engine inlet. Also cold combustion could be noisy
and harsh under conditions of high EGR, although the normal effect of EGR,
when the engine was hot, was to reduce combustion noise.
At idTe conditions when the EGR valve was opened to the maximum, com-
bustion was particularly quiet with a hot engine. Some mechanical noise was
evident at idle however due to the self cleaning mechanism of the EGR valve
causing a metallic rattle. This effect could be eliminated by modification
to the valve.
For the highest levels of EGR for constraints 2, 3 and k the drive-
ability of the vehicle was impaired at steady state low speed conditions
because of persistant misfire. This was not apparent at maximum acceleration
or at the conditions of lower rates of EGR. Driving of the 1975 FTP cycle was
not affected although cold acceleration was impaired.
10.7 Conclusions - Task 7
These tests have shown that the achievement of a NOx emission level of
below .4 gpm is not possible without increasing the HC and CO emissions greatly
above the maximum permitted limit. Also greatly impaired are particulate emis-
sions and vehicle performance.
The level of EGR required to reduce the NOx emissions to 1 gpm allowed
the HC and CO emissions to remain below the legislated limits of .41 and 3-4 gpm.
However particulate emissions were again very high under these conditions.
For all conditions except for the minimum EGR the fuel consumption was
impaired.
Figure 159 shows the installation of the EGR valve in the vehicle with
the air cleaner removed, the actuator being shown set for Mod. D to give 1.0
gpm NOx.
-------
Instructions for varying the build of the valve using a set of change
parts are the subject of a separte document (DP.78/636).
1*2
-------
11. GENERAL CONCLUSIONS
The aims and objectives of the work detailed in this report were to
demonstrate a system of exhaust gas recirculation for light duty diesel engines.
These objectives were in the form of target constraints of emission and per-
formance of a Mercedes 300D vehicle fitted with a modulated EGR system.
Initial tests on a standard version of the vehicle were carried out and
the emissions, performance, noise and fuel consumption were assessed to pro-
vide base line data. Similar data from the vehicle with a retrofitted turbo-
charger were obtained, the object of the turbocharger being to provide excess
air and not to improve the engine output. These base line vehicle tests were
satisfactorily concluded and the results indicated levels of emissions and
performance comparable with similar diesel powered vehicles.
At the time of the tests the level of boost employed, and therefore the
quantity of excess air, was relatively low due to the low limit to the cylinder
pressure thought to apply. Higher levels of boost, which, in the light of a
revised higher cylinder pressure limit could have been employed were not
investigated, as evidence showed that a further worsening of vehicle performance
and NOx emission would result.
It would appear that the original concept of using the turbocharger to
supplement any loss of performance caused by the application of EGR may have
been inappropriate, the fitting of the turbocharger in itself causing a loss
in performance. Tests on the engine with EGR and no turbocharger were not
carried out and therefore no conclusions in this respect can be drawn. However
there is little doubt that the use of the turbocharger was of considerable assis-
tance in promoting even distribution of the EGR by the chosen method of its'
introduction into the compressor intake.
For the most efficient application of EGR, tests to determine areas of
the 1975 FTP cycle which contributed disproportionately high levels of NOx
emissions to the weighted results were carried out. The conclusions derived
from these tests indicated that all areas of the FTP cycle would require
treatment with EGR if the lowest NOx levels of the target constraints were to
be achieved.
Calibration of the engine on the test bed was carried out over the range
of loads and speeds occurring in the 1975 drive cycle with both naturally
aspirated and turbocharged versionsof the engine. These tests were followed
by calibration of the turbocharged version of the engine with a wide range of
exhaust gas recirculation.
EGR was introduced into the compressor intake of the turbocharger and
was initially controlled manually by means of a butterfly valve regulating the
exhaust gas flow, with a second butterfly valve in the air inlet to create an
artificially high intake depression if required.
From the EGR response of the engine various theoretical modulations were
derived to enable computer simulation to be obtained of the possible effect on
vehicle exhaust emissions. To establish the validity of the computer program
the simulation of vehicle emissions without EGR was made from the steady state
-------
test bed results. The conclusions of these predictions indicated that accurate
forecasting of vehicle emissions would be difficult. The results would be
sufficient to indicate trends however, which would allow thoeretical modula-
tions to be applied to the computer program.
To simplify the application of modulated EGR to the engine a new EGR
valve, with a mechanically operated actuator, was constructed. With this
valve various modulations of EGR were applied to the engine and computed to
obtain simulated vehicle emission levels as above. It was considered that
these modulations would cover the target constraints if applied to the vehicle.
The design of the EGR valve was such as to be able to cover a large range of
modulations by variations to its internal components.
The installation of the EGR system into the vehicle was carried out to
assess the modulations from the test bed in practice. Tests carried out with
these modulations and variations of injection timing showed that all the con-
straints applicable could be achieved. The lowest level of NOx achieved was
»32 gpm. This was achieved by heavily retarding the injection and by applying
EGR at full load thus causing a reduction in vehicle performance. Under these
conditions the HC and CO emissions were above the legislated limit and the
driving of the vehicle was severely affected due to misfire at steady speeds
below JfO mph.
With a level of EGR modulated to achieve 1.0 gpm NOx, HC and CO levels
were within "reasonable limits, and driveability was not affected. Noise and
performance were however inferior to those of the original vehicle.
For any condition of EGR the particulate emissions of the vehicle was
severely affected, being increased up to twice the value recorded for the
original N/A version of the vehicle.
During the EGR .tests on the vehicle approximately 500 miles were driven,
the effect of such a low mileage on carbon deposits was not expected to be
great and no inspection of the engine was carried out during this period.
During test bed calibration a total of approximately 96 hours was run
at various levels of EGR. At k$ hours and 96 hours the turbocharger compres-
sor was cleaned of a deposit of sooty, oily carbon. Such deposits were also
present within the inlet manifold and ports. Some deposits were also observed
on the back of the inlet valves and particularly in parts of the inlet mani-
fold and turbocharger compressor which were not scoured by rapid air flows.
.The above observations do not affect the main conclusions of these
tests which have shown that a) .4 gpm NOx can be achieved if no other con-
siderations are taken into account, b) 1 gpm NOx can be achieved with less
detriment to other parameters, c) particulate emissions were severely increased
by EGR, d) fuel economy was adversely affected by EGR, e) durability of the
intake system of the engine would be adversely affected by EGR.
A summary chart of the replicated vehicle results is shown in
Appendix 1.
DAP/SCS
-------
REFERENCES
1. Collins D., Cuthbertson R.D., Gawen R.W., Wheeler R.W.
The Use of Constant Volume Sampler and Dilution Tunnel to Compare the
Total Particulates from a Range of Automotive Engines.
SAE 750904.
2. Diesel Engine Smoke Measurements (Steady State)
SAE Technical Report J.255.
3. Oblander K., Fortnagel M.
Design and Results of the Five-Cylinder Mercedes-Benz Diesel Engine.
SAE 750870.
-------
APPENDIX I
SUMMARY OF VEHICLE TEST RESULTS
Vehicle Build
As-received
Turbocharged
EGR Modulation G
EGR Modulation O
EGR Modulation C+
7° Retard
EGR Modulation C+
4° Retard
EGR Modulation D
EGR Modulation D-
(7 mm lift)
EGR Modulation D-
(2 mm lift)
Gaseous
Emissions aom
HC
.183
.14
.395
.382
4.974
1.053
.226
.245
.171
NOx
1.66
1.75
.528
.471
.32
.379
.961
1.004
1.52
CO
.94
.94
2.408
2.379
6.129
2.956
1.563
1.392
1.329
Part
gpm
.8
.5
1.11
.93
1.228
1.59
-
.964
Fu<
mpq
CVS
24.3
23.8
19.47
19.95
17.15
18.86
20.08
20.17
20.28
5l
US)
HEFT
29.95
25.6
24.94
-
24.43
25.78
-
25.87
Noise
dBA
74.2
74.5
78.0*
-
76.2
-
-
76.4
Acceleration
Seconds (mph)
0-40 0-60 20-60
9.6 21.2 18.7
9.9 22.4 19.2
10.6 23.5 20.1
11.6 28.6 22.8
11.0 25.3 22.4
10.2 22.6 19.1
_
9.4 20.5 19.1
* Artifically high noise level - no retest figure available.
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APPENDIX II
FUEL SPECIFICATION (FROM BRITISH STANDARD 2869:1970)
DIESEL FUEL CLASS A1
Viscosity, kinematic at 37-8°C
(100°F), centistokes .
' mm.
max.
Cetane number, min.
Carbon residue, Rams hot torn-,
% by mass, max.
Carbon residue, Ramsbottom,
% by mass, on 10% residue, max.
Distillation, recovery at 357°C
(675°Fi % by volume, min.
Flashpoint, closed, Pensky-
Martens, min.
Water content, % by volume, max.
Sediment, % by mass, max.
Ash, % by mass, max.
Sulphur content, % by mass, max.
Copper corrosion test, max.
Cloud point, max.
Summer
Winter
1.6
6.0
50
(130°F)
0.2
90
55°C
0.05
0.01
0.01
0.5
1
0°C (32°F)
March/Nov.
inclusive
-7°C
(20°F)
Dec./Feb.
inclusive
Pour point, max.
-------
FIGURE 1
Mercedes 300D Light Duty Diesel Vehicle
-------
FIGURE 2
Ricardo Portable Gaseous Emissions Measuring Apparatus
-------
FIGURE 3
Ricardo Portable Particulates Measuring Apparatus
-------
RICARDO CONSULTING ENGINEERS FIG. No. 4
EPA MODULATED EGg STUDr <** N° O349G*
CURVES SMOWKJ6 TUg&OCHAgGER PEgFQgMANCE
". ...** **.*, . *^ ns* i-r*>.c^ _ tnainc uu^vc NO. Itt
AMD PRE-CHAM6ELR PRESSURES ON MERCEDES -
300 D CAR XT FULL LOAD COMDITIOKIS. KJQ
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o TUPBINE WASTE GATE SPRING 3E>-8 Ib NOMINAL
? TURBINE WASTE GATE SPKIMG U-C Ib. NOMINAL
-------
FIGURE 5
Installation of Injection Pump
Linkage Movement Transducer
-------
PAGE NOT
AVAILABLE
DIGITALLY
-------
RICARDO CONSULTING ENGINEERS
TPft. MOCiULATE.Cj CGfc STUbY
GRAPH SHOWING REL
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FIG.
Drg
Date
HIP BETWEEN NO^ EMISSION
No. IO
No D .33 170
JULY 77
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No.
No
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D. 331?
JULr '77
GRAPH SHOWING RELATIONSHIP BETWEEN KJOX EMISSION
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RICARDO CONSULTING ENGINEERS
EPAv MObULATEIb EGR STUbY
GRAPH SHOWING RELATIONSHIP BETWEEN
NCX
FIG. No. 12
Drg. No. D 33122
Dat. JULY '77
EMISSION
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RICARDO CONSULTING ENGINEERS
EPA MObULATEb EGR STUbY
FIG. No. '13
Drg. No. D 33123
Date JULY '77
GRAPH SHOWING RELATIONSHIP BETWEEN NO* EMISSION!
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-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MERCEDES OM617 ENGINE 3 n»m x 324mm x 5 "
SMOKE
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-------
RICARDO CONSULTING ENGINEERS FIG. No. 15
Drg. No D34908
EPA MODULATED EGR STUDY Date ws.'ij
MERCEDES OM GI7 ENGINE g>l mmX?)? 4nr>mX b CYL. Engine Curve Ho. 2.
LOAD RANGE" PERFORMANCE AT 15 raWs
STANDARD AS RECEIVED BUILD
+. + FIRST TEST O O REPLI CATE TEST
BARO: 765-4 mm HqAIT 24-£5°C &ARQ: 7S7-7 mm Hg AIT £4-27°C
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MEJ2CEDES OMGI7 ENGINE 91 mm :
4mm X 6 CYl.
FIG. No |fc
Drg. No D345O3
Date AUG '77
tng'«* Corw* No. 3
DYNAMIC NOZZLE NEEDLE LIFT AND START OF PRESSURE
RISE AT 15 rcv/s""
5TAKJDACD AS RECEIVED BUILD
N07ZLE NEEDLE LIFT
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MERCEDES OM G17 ENGINE e)lmmx
5CYL
FIG. No. 17
Drg. No D349IO
Date AUG. '77
Engine Curve Ne.<4
MC, NO AMD CO EMISSIONS AT IS rev/a.
STANDARD AS RECEIVED BUILD
4 FIRST TEST G O REPLICATE TEST
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED Egg STUDY
OMGI7 ENGINE e>ln>mx
£>CYL.
FIG. No. 18
Drg No D349M
Date Al)fi -77
« 5
LOAD gAVlGE PEgFORMAKJCE AT 75 rcv/s
STANDARD AS RECEIVED BUILD
FIR5T TEST
BAvRO:765-4mmHa MT
- .
© --- ° REPLICATE TEST
BARO: 7(57-7 mm Mg AIT 24-2feaC
EXHAUST TFMP
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MERCEDES OM 617 ENGINE 91 *»x 924mmx
FIG. No. 19
Drg. No. 03491Z.
Date 4.Ufi.'77
Engine G>rve No. G
NOZZLE NEEDLE LIFT
STA.RT OF PRESSURE.
RISE AT 75 r«.v/s
STANDA.RD AS RECEIVED BUILD
M022LE N
EEDLE LIFT
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUPT
MERCEDES OM 617 ENGINE t>\mmx 3*24"m^ x &CYL.
MC, HO AND CO EMISSIONS AT 7£>r
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED E6g STUDY
MERCEPES OM 617
g>74«*->x 5CYL.
LOAD RA.KJGE PERFORMANCE XT 3& rcv/s
STA»slDARD AS RECEIVED
FIG. No. 21
Drg. No
DM. AU6/77
Engine Curve N« 6
* FIRST TEST O O REPLICATE TEST
AIT Z3-27*C aAffO.7G7.7mm Hg AIT 24-Z6*C
EXHAUST TEMP
-------
RICARDO CONSULTING ENGINEERS FIG No
Drg. No.
EPX MODULATED E6g STUDY Date AUG.'77
MEgCEPES OM617 EKJ61KJE 3) *»mx. 3?4n»m x E>CYL. £njw« Curve No.9
DYKiAWHC NOZZLE MEEOLE UFT AND START OF PH£SS(Jff£
g)SE AT 3S> rcv/s
STANDARD AS RECEIVED BUILD
N07: LE NEEDLE L I FT
START
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg 5TUPT
MERCEDES OM6I7 EN61KJE
x 5 CYL.
HC. NO XMD CO EMISSIONS AT 35
FIG. No. 23
Drg No. 03 4 91G
D.t. AUG. '77
Engine. Cucvc No. IO
STANDARD A.5 RECEIVED BUILD
+ FII?ST TEST O O REPLICATE TEST
-------
RICARDO CONSULTING ENGINEERS
CF>A MODULATED EGg STUQY
MEgCEDES OM G17 ENGINE Ql mm * 3? 4 mm x 6 CVL.
LOAD gANGE PEgFQgMAMCE AT 4 5 rcv/s.
AS DECEIVED BUILD
4 4 FlgST TEST O O gEPLlCATE TEST
BARO'. 7fe5-Smm Kg AIT aS-30°c &AJV): 767-4 mm M9 AIT 28-30°C
FIG. No. 24
Drg. No. O34917
D.te AUG .'77
Curve Me. 11
TTXHAUST TEVIP
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED E6R STUDT
MEgCEPES OM617 ENGINE 91 IT..QX g>2 4mmx 5 CYL
DYNAMIC NOZZLE MEEDLE LIFT AND START OF PRESSURE
gISE AT 45 rcv/5.
STANDARD AS RECEIVED BUILD
FIG. No.
Drg No.
D«« AUG. '77
Engine Carve N*. IZ
N072LE NEEDLE I
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED Egg STUDr
MERCEDES QM 617 ENGINE g)mmxe>7 4mm x 5CYL.
HC, NO AMD CO EMISSIONS AT 45r»v/s
STANDARD X5 RECEIVED BUILD
TEST O O REPLICATE TEST
FIG. No.
Drg. No.
D.te AUC;.'77
B.M.E.P. Cborl
~±m
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED ECR STUDY
MERCEDES OM 617 ENGINE
4*.*. x 5 CYL.
LOAD RANGE PERFORMANCE AT 55 rg.v/«
STANDARD AS RECEIVED BUtLD
FIG. No. Z7
Drg. No. D34-9ZO
Date AUG. '77
Engine Curve No. 14
FIRST TEST
O O PEPHCATE TEST
B*RO: 764-2 mm ^ AIT 23-ZG°C ftfkRO: 767-4 mm Hg A>T
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDT
QM<5<7 EHG1NJE g>tmnr>x^74mmx £>CTL.
>YKJAMiC NOZILE N£EOL£ LIFT A.ND STA.KT OF PRESSURE
RISE AT 55 rcv/s~
STANDARD AS DECEIVED BUILD
FIG. No. Z8
Drg. No.
Date AUG'77
Ermine Curve No. 15
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MERCEDES OM6I7 ENGINE 31 m«*
x 5 CTL.
MC, MO AND CO EMISSIONS AT 55 rcv/s.
STANDARD AS RECEIVED BUILD
FIRST TEST O O REPLICATE TEST
FIG. No. 29
Drg. No O34912.
Date AUG .'77
Engine Curve No. 16
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
OM 617 ENGINE 9 i mm x 37'4 m*, x 5
FIG. No.
Drg. No. 034323
Date AUG. "77
Engine Curve No. 17
LOAD RANGE PERFORMANCE AT C5
STANDARD AS RECEIVED BUILD
F,PST TEST
mm H AIT
O --- 0 KEPLICATE TEST
i
i
i
:
T ' 1
:
^^
. : I
FUELLING
:
B.W.E.P. [bar]
-------
RICARDO CONSULTING ENGINEERS FIG. No. 3!
Drg. No. D3 492.4
EPAv MODULATED EGR STUDY Date AUG'77
MERCEDES OM 617 ENGINE g)i mmX 374mm X 5CYL. Engtne Curve No. \&
DYNAMIC NOZZLE NEEDLE. UFT AMD ST^RT OF PRESSURE
R15E AT G5 rav/s
STANDARD AS CECEIVEO BUILD
KJOZ7LE NEEDLE LIFT
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR
MERCEDES OM 617 ENGINE e»U*»x»>2-4mm x £>CTL.
MC,NO AND CO EMISSIONS AT G£> r«.v/».
FIG. No. 32
Drg. No. D349215
Date AUG. '77
Engine. Curve No. 19
STANDARD AS RECEIVED BUILD
4 FIRST TEST O O REPLICATE TEST
S.M.E.P [bar]
ht-t-rrrrH-t I I I i i I i i I
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED ETGR STUDY
MERCEDES OM C<7 ENGINE 31mmx 3?4m».x5Cr
MQTQglKlfi FRICTiOKI AND EMISSIONS
~
AS DECEIVED BUILD
FIG No 33
Drg. No.
Date AUG/77
Engine Curve 26
40 50 GO
ENGINE SPEED
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
MEgCEDES OMGI7 ENGINE 91 mmx e>?4m,>, x S CYL.
POWER CURVE WITH TURBOCHARGER FITTED
FIG No. 34
Drg. No D349£7
Date AUG. '77
Engine Curve. Ho. 17
---- MA BUILD
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED
STUDV
MERCEDES OMG17 ENGIME
.x &CYL.
FIG. No. 35
Drg. No.
Date AOG.'77
N.. 28
LOAD RAM6E PEgFORMAMCE
15
TURBOCHARGED BUILD
4 FIRST TEST O O REPLICATE TEST
BA.RO: 76£-Smm Hj AIT 2e-26°C
EXHAUST TEMP
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUPY
MEgCEDES 0*16*7 ENGINE 31 n.m* 97-4^m x 5CYL
DYNAMIC MOII.LE KLLDLE LIFT AMP START OF PRESSURE.
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FIG. No. 3G
Drg. No D34929
Date AUG. '77
Engine Curve Ne. 28*
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TUEBOCHAPGED BUILD
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
OM 617 ENGINE gimnnxe>2-X-mm x £> CTL.
TUgBOCUAgGEg
A.T
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FIG. No. 37
Drg. No.
Date AUG.'77
Engine Curve No. 3O
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-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGC- STUDY
MERCEDES OM617 ENGINE 51mw,xs>2-4*mx 6CYL
MC.CO AND KJO EMISSIONS AT 15 r*v/s
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617 ENGINE 31 mt*x S? 4mm x £> CTL
LOAD RANGE PERFORMANCE AT 25r*W*
BUILD
FIG. No. 39
Drg. No D34932.
Date AUG. '77
Engine Curve No. 31
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-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGC STUDY
V1EPCEDES OM6I7 ENGINE Sl^mX^?
4-n.m X. 5 CYL
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FIG. No
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Date
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D34933
AUG. '77
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EPA MODULATED EGR STUDr
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£>CYL
TURBOCHARGER PERFORMANCE AT 75 rcvA
TURBOCMARGED BUILD
FIG. No. 41
Drg. No. 034934
Date AUG. '77
Engine Curve No. 33
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
OM617
CVL.
FIG. No. 42.
Drg. No. D34935
Date AUG T7
Curve No. 32.
HC. CO AND K10
AT ?5 rcv/s.
TUI?BOCHA.RGE:D BUILD
-* FIRST TEST O o REPLICATE TEST
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
MCECEDES OM617EKJGIME <*>\ m x
LOAD RANGE PEgFQgMANCr AT 35 rgv/s
FIG. No.
Drg. No. D3493G
Date AUG. '77
Engine Curve No. 34
TUEBOCHARGED BUILD
4 FIRST TEST
O ---- O REPLICATE TEST
AIT
EXHAUST TEMP
B.M.E.P. [bar]
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
~ --
MEgCEDES OMGI7 ENGINE
FIG. No 4-4
^ "°
Date AUG. '77
CVL
PYNAM1C KQ1ZL£ NEEDLE LIFT *MD STXRT OF PRELSSURE
RISE AT 35 iWs.
TUPBOCMAPGED BUILD
N077LE NETEDLE LI FT
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MEgCEDES OMG17 ENGINE
x & CYL
TUgBOCMAgCER PERFORMANCE XT 35 rcx/s
&UILD
FIG. No.
Drg No.
Date \UG'77
Curve No. 36
TURBINE ENTRT
HAUST BACK PRESSURE
-------
RICARDO CONSULTING ENGINEERS
FIG. No. '
EPA MODULATED EG C STUDY ^ N°
' Date AL
MERCEDES OM617 ENGINE dl m« x 37 4mm x 5CYL E^w c-rw,
HC, CO AND NO EMISSIONS AT 35 r«v/»
TURBOCMAJ?GED BUILD
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EPA MODULATED EGg STUDY
MERCEDES OM6I7 ENGINE 3
x 5CYL.
LOAD gAKIGE PERFORMANCE AT 45 rev/s
TURBOCHAt?GEO BUILD
FIG. No. 47
Drg. No. D3494O
Date AUG.'77
Engine Curve. No. 37
4 FieST TEST O O REPLICATE TEST
BARO: 753-4 mm Hg AIT I8-ZZ°C
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED
STODV
MEgCEDES OMQ7 ENGINE SI mm* ^^-4 mm x 5 CVL.
DTK) AM 1C NOZZLE N£EDL£ LIFT A.NO ST^RT OF PRESSURE
PISE AT 45 rWs-
TUI?BOCHAI?GED BUILD
FIG. No. 48
Drg. No. D3494I
Date AUG . 77
No 37a
TXT -T:
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B.M.E.R f bo.rJ
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR
STUDY
MERCEDES OMGI7 ENGINE 9l*m,x<
52 4 mm X £>CYL
TURBOCWARGER PERFORMANCE AT 45 rwv/s.
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EGK STUDV
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RG No 5O
Drg. No D34943
Date AUG. 77
OMCI7 ENGINE 31 mm X °>? 4mm X £> CYL Engine Carve. No.3S
MC. CO AMD NO EMISSIONS AT 45 rcv/s.
TURBOCHAJ?GED BUILD
TEST O ---- O t?E"PL»CATE TPST
-------
RICARDO CONSULTING ENGINEERS FIG No 5I
Dm. No. D349 44
EPA MODULATED EG* STUDY
Date AUG. 77
MERCEDES QM C\7 ENGINE g>\ rom x 324mm x £> CYL. &g«e Cur*«. KB. 4O
LOAD RANGE PEgFQgMANCE AT 55
TUt?BOCHAt?GED BUILD
4 FIPST TEST
G O REPLICATE TEST
Hg AIT I8-I9°C
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
VIEgCEDES OM 617 EM6INE
FIG. No bd
Drg. No. 034945
Date AUG.'77
e>?-4.m«, X5CYL E"9'"* Curve No. AOo.
DYNAMIC MOZZ.LE NEEDL£ LIFT A>KD ST^RT OF PRESSURE
PISE AT 55 r*v/s.
TUeBOCHAJ?
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MERCEDES OM 617 ENGINE e» mmx 524 x 5CYL
PERFORMANCE AT 55
FIG. No. 55
Drg. No. D3494G
Date AUG. '77
Engine Curve No. 42.
TUPBOCHARGED BUILD
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
OMG17 EN61KJE S>
y. bCYL
FIG. No.
Drg. No. D34947
Date AUG.'77
Curve No. 4-1
MC.CO AMD MO EMISSIONS \T £>£>
TURBOCHAPGED BUILD
4 REST TFST G O REPLICATE TEST.
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED Egg STUDY
MEgCEDES OM6I7
xE>crL.
FIG. NO. 55
Drg. No D34Sl48
Date AUG. '77
e Curve No.
LOAD gANGE PERFORMANCE AT G£> r*v/s.
TUt?BOCHARGED BUILD
4 4 FII?ST TEST O O REPLICATE TEST
SARO: 753-8 AIT 19
B.M.E.P. [bar]
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MERCEDES OM617 ENGINE e>1r«mx e>?4«.mX SCTL
DYNAMIC NOZZLE NEEDLE LIFT AND START OF
RISE AT G5 rev/s
FIG No. 5G>
Drg. No. O34*
Date AUG.'
Engine Curue N
PRESSURE
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77
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EPA MODULATED EGK STUDY
MERCEDES OM GI7 ENGINE
x g>2 4mmX 5 CTL.
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TURBOCWAt?GED BUILD
FIG. No. 57
Drg. No
Date *UG. '77
Carve 45
TURBINE ENTRY
EXHAUST BACk
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED
STUDY
MCBCEDES OMC17
&CYL.
FIG. No. 58
Drg. No. D3495I
Date AUG.'77
Engine Curve 4-4-
MC.CO AK>P NO EK^SSIOKJS AT G5
TURBOCWA^GE"D BUILD
.4 FU?ST TEST O O REPLICATE TEST
-------
RICARDO CONSULTING ENGINEERS
FIG. No. 59
Drg. No D34951
Date AUG.'77
Curve No. 54-
EPA MODULATED
MEgCEDES OM6)7 EKJGIME ?>
FglCTlOKJ
COMDITIONJS.
ENGINE 6PEEP
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
OMG17 EMGIKJE 31
X 5CT1.
:QV1POS1TE SPECIFIC FUEL COM SUM PTIOK1 MAP
STANDARD A5 DECEIVED BUILD
FIG. No. 60
Drg.No. D3495S
Date AUG '77
Engine Curve 20
SPEED Crev/s3
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MEgCEDES OM6I7 ENGINE 31 mmX
5 CVL.
FIG. No. 0 I
Drg. No.
Date MJG/77
engine Curve 2
COMPOSITE MAP OF STAKT OF DYNAMIC NOZZLE NEEDLE
LIFT
STANDARD AS RECEIVED BUILD
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED Egg STUDV
MERCEDES OMC17 ENGINE g>l mmx e>2^mmx 5 CTL.
COMPOSITE MAP OF BOSCH SMOKE
STANDARD AS RECEIVED BUILD
FIG. No. 62
Drg. No. O34955
Date AUG '77
Ermine Curve. No.£2-
SPEED Lrev/sl
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUPV
MERCEDES OMGI7 ENGINE 31 r*mX 37,4 x £ CYL.
COMPOSITE MAP OF BgAKE SPECIFIC
K1O
FIG No.
Drg. No.
Date AUG'77
Engine Curve No. 23
AS RECEIVED &U1LD
EKJG»M SPEED
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUPV
OM £17 ENGINE
£> CYL.
COMPOSITE MAP OF 6>gAKE SPECIFIC
MC EMISSION
AS RECEIVED BUILD
FIG. No.
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED E6g STUDY
MERCEDES OM &»? ENGINE 91 im»x92-4mmX 5 CYL
COMPOSITE MAP OF BRAKE SPECIFIC
CO EMISSION
STANDARD AS RECEIVED BUILD
FIG. No. 65
Drg. No. D 34958
Date AUG.'77
Engine Curve 25
EN GI ME SPEED f rcv/s 3
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUC^V
MEgCEPES OM 6)7 ENGINE Pln.n>x£)7.4mmx & CYL
COMPOSITE SPECIFIC FUEL CONSUMPTION MAP
TU*BOCHAt?GED BUILD
FIG. No. £ 6
Drg. No. D34959
Date kOG.'ll
Cngme Curve 46
PMGJME SPEED [>
-------
RICARDO CONSULTING ENGINEERS FIG. No. Q7
Drg. No D3496O
EP* MODULATED EG* STUDY Date ^/77
MEgCEDETS OMG17 EKJG1K1E e>1mmxg>74mmx E> CYL. engine Curve 47
COMPOSITE MAP OF DYNAMIC NOZZLE NEEDLE LIFT
TURBOCHAPGED BUILD
'-ENGINE"SPEED Trcv/s 1
' 'l ' ' ' t T T ' ' i '-TTM r -tj-tTTn i H
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
OM G>\7 EN6IME 5
£> CYL.
COMPOSITE MAP OF BOSCM SMOKE
TUEBOCHARGED BUILD
FIG. No. £8
Drg No D34961
Date AUG.'77
Engine Curve -46
40 : 50 GO
- . .
-------
RICARDO CONSULTING ENGINEERS
FIG No 09
Drg. No. D349<2>£
Date XUG/77
EPA MODULATED EGR STUDY
MEECEDES QMGI7 ENGINE 9)mn.x e>7-4^mx 5 CYL. Engine Curve 53
COMPOSITE MAP OF TUgBOCMAgGEg BOOST PRESSURE
BUHD
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-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
M£gCEDES OMG17 EK1GIKJE
CYL
COMPOSITE MAP OF BgAKE SPECIFIC NOx £MI5510M
TUt^BOCHAt^GED BUILD
FIG. No. TO
Drg. No. D349G>2>
Date AUG.'77
Curve -4-9,
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGt? STUDY
MERCEDES OMG17 EMGIME eimmX^^^^m x £>CYL
FIG No 71
Drg. No
Date
<-,-,
COMPOSITE MAP OF Bt?AKE SPECIFIC HC EMISSION
TUCBOCMAI5GED BUILD
EMGIME SPEED [rev/s3 :
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDT
MERCEDES OM6I7 ENGINE S» mm x
5CYL.
COMPOSITE MAP OF BgAKET SPECIFIC CO
FIG. No. 7£
Drg.No. D349G5
Date AUG. "77
BU)LD
30
ENGINE SPEED [rev/s]
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED Egg STUDY
MERCEDES OM G\7
LOAD RANGE PEgFQRMANCE AT VAglOU^ INJECTION
FIG. No. 73
Drg. No O349GG
Date SEPT -77
^crL- Engine Carve 57
r E. S.I.T
D D 15- E. S.I.T
EXHAUST TEMP
i
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B.M.E.P. [bar]
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGt? STUDY
MEBCEDES OM 6)7 ENGINE 3 1 «,*, x S>?* mm x
DYNAMIC KJEEDLE LIFT
AT 15 rev/5 - VARIOUS 1
&CYL.
AMD START OF PRESSURE
FIG No
Drg. No
Date
Engine
RISE
74
0349G7
SEPT '77
Curve No. 53
MJECTIOKJ TIMINGS
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Drg. No D349G9
Date SEPT'77
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Drg. No 034971
Date SEPT. 77
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
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Drg. No D34973
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EGE STUDY
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Drg No D349T4
Date SEPT/77
Engine. Curve No. 64
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Date SEPT.'77
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-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGK STUDY
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EPA MODULATED EGG? STUDV
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Date
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Drg. No 034-978
Date SCPT'77
Engine Curve
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EPA MODULATED EGt? STUDY
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Drg. No O34979
Date SEPT. '77
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Drg No D3496O
Date SEPT '77
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Drg. No. D3498I
Date SEPT. '77
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LOAD gANSE PEgTOgMANCE AT VAglOUS INJECTION!
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Date SEPT '77
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-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED E6R STUDY
MERCEDES OMG17 ENGINE Ql mmX e>74mm x &CYL.
MC.KJOAND CO EMISSIONS AT VAglOUS INJECTION
TIMINGS C&rev/s.
TURBOCMAeGED BUILD
+ 4 74.-E. S.IT. (STAh4DACD) A A I8°E. S.I.T
0 O 71° E. 5.IT- 0 D !5'E. S.IT
FIG. No. 9O
Drg No D34983
Date SEPT.-77
Orvt No. 73
-------
EGR Butterfly Valve
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUPT
ALTERNATIVE EGR CIRCUITS
FIG. No. 9£ (a)
DRG.No. O34984
DATE:- OCT.'77
^
I V_
INLET
J
V.
MANIFOLD
>
J
EXHAUST MANIFOLQ
CONTROL VALVE-
COMPRESSOR
DEPRESSION
INDUCING
BUTTERFLY VALVE
(b)
EGR CONTROL
VALVE.
EGR
CONTROL
VALVE
-------
FIGURE 93
a. Mk I EGR Valve Installation
b
d Installation
-------
JICARDO CONSULTING ENGINEERS
EPA MODULATED EGP STUDY
OM C17 EKjGIME S>l mmX g>?
FIG No.
Drg. No.
94
x 5CYL
:i)gVES SMOWIKiG EFFECT OF
AT >5 r&v/s - TUgBOCHARGED BUILD.
OM PEgFORMAMCE
OCT/NCV'77
Curve 7
ree % BASED ON
MR FLOW REDUCTION
O-
0% A-
--»- IO% D-
070% x-
A 30 % ^«
o 40% *
x 50% O
70%
8O%
:°
B.M.EP [ bar]
-------
RICARDO CONSULTING ENGINEERS
EPA. MODULATED EGg STUDY
MERCEDES OM CI7
x bCTL.
FIG. No. 95
Drg. No.
Date CXT/NOV'77
CURVES SHOWING ;_EF FECT OF EGR OKI CO. Enqine Curve 7fe
HC4K1O EMISStOKiS / \T 15 r
-------
RICARDO CONSULTING ENGINEERS FIG. No.
EPA MODULATED EGR STUDY Drg. NO. D34967
.MERCEDES OMG17EMG1NE e» m*. x e>?4mm x 5CYL. Date OCTJNlOV'77
CUgVES SHOWIMG EFFECT OF EGR OM EMG1ME Engine Curve 77
AT 75 ntv/s - TURBOCV4ARGED BUILD
0%
EGR % BASED OM
AIR FLOW REDUCTIOKJ
I
-------
RICARDO CONSULTING ENGINEERS FIG. Ho. 9T
EPA MODULATED EGR STUDY Drg NO
OMGI7 EklG^KIE 31 mm x e>7 4m*. x bCTL. Date OCT/NO/'T?
CURVES SMOWiNG EFFECT OF EGg OKI MC.CO* NO
EMISSIONS \T 25 rgv/s - TURBOCMARGED BUILD
Curye 7fl
% BASED OKI
AIR FLOW REDUCTION
0% A - A30%V
4 IO% O - Q 4O*X * - * 10%
O ?O% x - x e>O% O - O80%
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUOY
CYL.
OJgVES 5MOWIK1G EFFECT Or EGR ON
PEgFQgMAKJCE AT 35
TUCBOCHAR<5ED BU)LD
ESK 7o BASED ON
AIR FLOW REDUCTION
FIG. No. 96
Drg No. D34989
Date OCT/MOV T7
Engine Curw 79
D -407.
x 50%
-------
JICARDO CONSULTING ENGINEERS
EPA MODULATED Egg STUPV
OM6I7
5CYL
CURVES SMOKING EFFECT OF EGE» OKJ MO. HC 4
CD EMISSIONS AT3&r«W«. - TUgBQCMAgGEP BU>LD
FIG No. 99
Drg. No D3499O
Date OCT/NOV'77
ELnginc Curve 30
BASED ON C$
AIR FLOW DEDUCTION *
O
2 3
B.V1E.P fbar]
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EgR STUDY
MERCEDES OM CI7 EKIGIME 91 mm*
CURVES SHOW1MG EFFECT OF EGR OK] EKlglKJE
AT^.5rc.v/s. - TURBOCMAgGEP BUILD
0% O-
4- 4 IO% X-
G O ?0£ V-
A A 3O% *
FIG No. IOO
Drg. No.
r*wx5CYL. D»te . OCT|hiOV77
Engine Curve 6)
% BASED OM
AIR FLOW DEDUCTION
Q
x 50%
V 60%
* 70%
2 - ~
BM.EP. fbar]
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
MERCEDES OMGI7 ENGINE 91 mm x g>?4mn. * 5CYL
CURVES SNOWING EFFECT OF EGR ON MO. CO * HC
EMISSIONS AT 45 rcv/s - TUgBOCMARGED BUILD
EGR % BASED ON
FLOW REDUCTION.
FIG. No. 101
Drg. No. D34992-
Date OCTJNCV'77
E.ngtne Curve 8Z
BME.P [bar]
- tr
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUPT
OMG17 EK1GIKJE
FIG. No. IO2.
Drg. No.
Date OCT/NOVY7
CURVES SMOW1K1G EFFECT OF ECg OKJ EKJGIMF En?ne CUrv* fl3
XT 55
. - TUgBOCMAeGED BUILD
fe BASED OKI
AIR FLOW REDUCTION
D
x
Q 4O TL
x 5O%
V G0%
B M.E.P
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MERCEDES OM 617 EKIG1ME *>
x 5CYL
CUgVES SMOWIKiG EFFECT OF EGR OKI HC. CO * K1Q
EMISSIONS ICT 5£> r
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MERCEDES OMGI7 EMGIKIE eim* e>74-mm x 5CYL
CUgVES SHOWIKJG EFFECT OF EGt? ON EKJGIK1E
PEgFORMANCC ATGSrcv/s-TUgBOCHAgGED BUILD
FIG. No. 104-
Drg. No O34995
Date OCT/NOV77
Engine Curve 85
% BASED OKI
FLOW DEDUCTION
P. [ bar]
t
-------
-
RICARDO CONSULTING ENGINEERS
gPA MODULATED EGg STUDT
MERCEDES OMCI7 EMGIKIE 31 mm X 9?-4mm * 5CYL.
CU(?VE5 SHOWING EFFECT OF EGg OKI CO. MC d MO
EMISSIONS AT65«v/s.- 7UCBOCMARGED BUILD
FIG. No IO3
Drg No
Date OCT^K3V77
Engine Curve 86
FLOW REDUCTION -(-
O
A
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MERCEDES OM 617 ENGINE e)mxS>2'
CUCVES SHOWING EFFECT OF EGR AT IDLE flOrev/v)
SMOKE. CO, HC A K1O EMISSIONS.
BUILD
FIG. No. IO6
Drg. No D34397
Date MOV '77
Enyne Curve No. 87
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
OMG17 EKU5IK1E g>l^ * 37.4 ,. x E> CYL.
CURVES SHOWING EFFECT OF EGg ON SPECIFIC
FUEL CONSUMPTION XK1P SMOKE XT CQNSTAMT
FIG. No. IO7
Drg No
Date NOV. '77
Engine Curve 8IA
^ BMEP [bar!
5:
B.M.EPrbar}
I
-------
Rl<
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGt? STUDY
MERCEDES QM GI7 ENGINE e>l m~xe>24-m~* £>CYl.
CURVES SMOWIKJG EFFECT OF EGg ON GASEOUS
EMISSIONS AT CONSTAMT LOAD5-45ro.v/s
FIG. No I OB
Drg. No
Date NOV.'77
Engine Curve
BMEP[barJ I
GO 7O
FLOW REDUCTION)^
EGK [%1 (BY
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
COMPOSITE MAP OF Egg MODULATION 1.
ECR LEVELS OBTAINED FROM MERCEDES
OMGI7 STEADY STATE RESULTS TO GIVE
3*HC LEVEL WITHOUT LOSS OF MAXIMUM
POWER
FIG No. IO3
Drg No O3SOOO
Date JAN.'TS
Engine Curve No. 89
ESJG tN E SPEED L r*v/s]
-------
RICARDO CONSULTING ENGINEERS FIG No. HO
Drg. No D35OOI
EPA MODULATED EG* STUDT Date JAjsk-7s
MERCEDES OM617 ENJG1K1E e> 1 »-m x 97 4 mm x 5 CYL. Engine Curve 9O
ClJgVES SHOWING RELATION] SHIP BETWEEN! EGR
VXLVE POSITION AKID FUEL PUMP LINKAGE POSITION
FOR EGR V1ODULAT1OS4 1. (BASED ON 3*HC LEVELS)
» I E> r«v/« A ^^^^ A 45 rev/*
v- 4 25 r
-------
WCARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
OMa»7 ENGINE 2>l m~ x e>-?4~- X E» CYL
CURVES SMOWIK1G gELATlOKISmP BETWEEN
VALVE POSITION ^K»D FUEL PUMP
FIG No. Ill
Drg. No.
Date JAN ' 78
Engine Curve 91
POSITIOKJ FQg EGR MODULATIONS ? 4 3 XT ALL
SPEEDS
[MOD 2 L1KJE BASED OKI MAX EGR ON MOD 1
CURVE SMOWKI OKJ FIG. 1>Q
LINKACE JgAVEL [ /.
-------
RICARDO CONSULTING ENGINEERS FIG No 112.
Drg. No D35OO3
EPA MODULATED EGR STUDY 1Akkl '7A
" ' - i Date v F^rM. ' o
COMPOSITE MAP OF EGR MOPULATIOKJ ? Engine Curve N«. 93
LEVELS OBTAINED FROM DIRECT RELATIONSHIP
WITM LOAD AS SMOWM 1M FIG. Ill
SPEED [ r«.v/s]
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUPT
COMPOSITE MAP OF EGg MODULATION 3
EGJ? LEVELS OBTAINED Fl?OM DIRECT
RELATIONSHIP WITH LOAD AS SMOWkJ
IN F»G. Ill
FIG. No. 113
Drg. No. O35OO4
Date JAN. *7B
Engine Curve. No. 94
30 4O
ENGINE SPEED [rev/s^
"^~. , . . . . |'. . . . I . .
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
DIAGRAMMATIC SKETCH OF MK. E EGR VALVE.
FIG. No. M4
DRG.No. D35OO5
DATE :- JAN.'78
ECCENTRIC CAM
APPROXIMATELY
FULL SIZE
ADJUSTABLE
BACK LASH
CABLE TO
ACCELERATOR LINKAGE
TO ENGINE
VALVE
HEAD
ALTERNATIVE
VALVE ARRANGE MOT
VALVE SEAT
-------
FIGURE 115
a. Mk II EGR Valve Installation
b. Installation of Valve Actuator
-------
RICARDO CONSULTING ENGINEERS FIG. No. 116
EPA MODULATED EGg STUDY Df* NO. D35OO
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED E6R STUDY
MERCEDES OH617 ENGINE 91n»»x
5 CYL.
FIG. No. 117
Drg. No. Q35OO7
Date fcEC'TT-
Engine Curve 88
FULL LOAD POWER CURVES - TURSOCHAR6ER FITTED
4
0
+ ORIGINAL PERFORMANCE
G PEPFOeMAMCE AFTER 4S> HOURS EGR
---- A RESTORED BOOST 4 CLEANED COMPRESSOR
EXHAUST TEMR
45,
EED [r
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
FIG. No. 118
Drg No O35OO8
Date JAN.'78
MERCEDES OM G>7 ENGINE S» mm v> e*? 4 *m, y> &CYL Eftg(nft Curve NO. no
BUILD
COMPOSITE MAP OF B(?A,KE SPECIFIC NOX
BASED ON EGR MODUL^TIOM X
30
ENGINE SPEED
-------
RICARDO CONSULTING ENGINEERS
FIG. No. 119
Drg. No. O3SOO9
Date JAN. '78
MERCEDES OMGI7 EKJSIKJE e>l mm X 32-4mm X 5CYL. Enain* CUrvC No III
EPA MODULATED EGR STUDY
BUI LO
COMPOSITE MAP OF BPAkE SPECIFIC MC EMISSION
BASED ON EG* MODULATION A
-------
RICARDO CONSULTING ENGINEERS
x 3?4mm* 5CYL. Cftr,t Cur.c
EPA MODULATED E6g STUDY
MERCEDES OMGI7 ENGINE 3
TUgBOCMAgGED BUILD
COMPOSITE MAP OF SPAKE SPECIFIC CO EMISSION
BASED ON EGl? MODULATION A
FIG. No. 12O
Drg. No O35OIO
Date J*N '76
ENGINE SPEED
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDT
MERCEDES OMGI7 ENGINE 31mm*
5CYL.
TURBOCMARGED BUILD
COMPOSITE MAP OF BRAKE SPECIFIC FUEL CONSUMPTION
BASED ON EGR MODULATION A
FIG No. 121
D^. No. D35OI I
Date JAN. '78
t Curve N.. 114-
ENGINE SPEED
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
MERCEDES OV1 C>7 ENGINE 91 mm * 32 4
TUgBOCHAgGED BUILD
M\P SMOW1WG EGC MODULATION B
VALVr N" 3 MEAD M° ? STAT DOWNWARD CLOSING
FIG No. 1 23
Drg. NO. D3SOI3
X £> CYL. Date F£6. 78
« Cur>/« No- n9
STATIC SETTINGS^ 4-4 mm LIFT AT 7EJ?O PACK
O mm LIFT XT IOO% RACK
ZERO BACKLASH
ENGINE" SPEED f rav/s
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MERCEDES OM £17 ENGINE
FIG. No.
Drg. No.
Date
12.4
O35OI-4
FE8. '78
X 5CYL
TUgBOCHAgGED SULD
COMPOSITE MAP OF BRAKE SPECIFIC NOX EMISS1OKI
BASED ON EGC? MODULATION B
4O 50
SPEED tnev/s
a '
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
MERCEDES QM £17 EK1GIK1E SlmmX 37-4
FIG No. 125
Drg. No D35OI5
Date F£B. '76
5>CYL En^e CUPV« Ho.ll7
TUgBOCHA>gGED BUILD
COMPOSITE MAP OF BRAKE SPECIFIC HC EMISSION
BASED ON EGR MODULAT)OK1 B
ENGINE SPEED lrav/sl
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
MEgCEDESOM g!7 ENGINE S>l mm x S? .
TUgBOCHAgGED BUILD
COMPOSITE MAP OF BRAKE SPECIFIC CO EMISSION
BASED OM EGt? MODULATION B
FIG. No. \l
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EG* STUDY
MERCEDES OMCI7 ENGINE t>]
FIG. No.
Drg. No.
Date
03SOI7
FEB. '7S
4- mm x £>CTL. E«y>a Curv« MO. ISO
TUgBOCMAgGED BUILD
COMPOSITE MAP OF BKAKE SPECIFIC FUEL COKJSUMPTIOM
BASED ON EGR MODULAT1OM B
EMGINF SPEED [rav/a]
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
OM6)7 ENGINE e>
TURBOCMAgGED BUILD
COMPOSITE MAP OF EXHAUST SMOKE DENSITY
BASED OM EG* MODULATIOK1 B
FIG. No. 128
Drg. No D3SO18
Date FEB.'78
e Carve No.
30 40 50 GO
EKJ<5»NE SPEED [ r*v/s3
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGE? STUDY
MERCEDES OV1 CH ENGINE SM x S^ 4mm X £>CYL
FIG. No. 12.9
Drg. NO DSSOI2)
Date FE.6'78
CuPVt No
COMPOSITE MAP SHOWING EGP MODULATION C
Mk'.TJ VALVE M°4 MEAC> Kl°2 SEAT OOV/NW^RD CLOSIVJG
STATIC SETTINGS' 45-5 mw LIFT AT 7Et?O I?ACK
o mm LIFT AT 100% RACK:
ZERO BACKLASH
?0 3O 40
ENGINE SPEED
'I'.-
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED
STUDY
OMGI7 ENGINE 31 mmX S>7 4mmX SCTL
TUgBOCMARGED BUILD
FIG. No. 130
Drg No O35O2O
Date FEB. '78
Engine Curve No. 143
COMPOSITE MAP OF BEAKE SPECIFIC NOX EMISSION
BASED ON EG5? MODULATION C
-40 5O
SPEED tntv/s
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
FIG. No. 13!
Drg. No D35O21
Date FEB.'76
MERCEDES OM GI7 ENS1KJE e>lmXg>?4mm X & CYL E»9«c Curve No. 144
TURBOCMARGED BUILD
COMPOSITE MAP OF BRAKE SPECIFIC HC EMISSION!
BASED ONI EGR MODULATION) C
ENGINE SPEED [ rev/:
! I - I ! . I . .,.!,...
-------
RICARDO CONSULTING ENGINEERS
EPA. MODULATED Egg STUDY
QMGI7 ENGINE 91
x 5CYL
TUgBOCHAgGEP BUILD
COMPOSITE: MAP OF BSAKE SPECIFIC CO EMISSIONS
BASED ON £GE MODULATION C
FIG. No. 132.
Drg. No.
Date P£6. '78
Cury« No. 145
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
MERCEDES OM CI7 ENGINE" g>l mm x g>?-4m.n X 5CYL.
TUgBOCMARGED BUILD
COMPOSITE MAP OF BPAKE SPECIFIC FUEL CONSUMPTION
BASED OKI EGR MODULATJOM C
FIG No.
Drg. No
Date FEB. '78
Cury. N» Ui7
3O 40
ENGINE SPEED [ rev/si
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUPT
MEgCCDES OMC17 ENGINE 31 mi»> * 3? ^ »»» X5CYL
BU»LD
COMPOSITE MAP OF E-XHAU5T SMOKE DEK4SITT
BASED ON EGR MODULATIOW C
FIG. No. 134
Drg. No. O35O2.4
Date FCS '78
Engin* Curve N.. 14-9
: U-H-H
3O 4O E»0 GO
EKIGiME SPEED [rev/5]
I""'- I - .......... ,T..
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
OM617
X 5CYL
BUILD
FIG. No. 135
Drg. NO. D35O£5
D«* AUG- >7T
Curvc **
COMPOSITE MA.P SHOWIK1G EGP MODULATION D
FGC VALVE N' 4 MEAD N-95EAT SEDUCED LIFT
CX5VNWAPD CLOSIMG
STATIC SETTINGS 17m*, LIFT AT 7EPO ^?ACK
LIFT AT IOO% PACK
ZERO BACKLASH
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
OMGI7 ENGINE e» mm x
FIG. No. I3£>
Drg. No
Date FEB'7B
5 CYL. Engine Curve No. 160
BUILD
COMPOSITE" MAP OF BRAKE SPECIFIC NC^ EMISSION
BASED ON EGR MODULATION D
ENGINE SPEED [ ra,v/s]
" !'! >'..'('^ : ! /...'! '
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EE STUDY
MECCEDES OMGI7 EMSINE e>>mm y. g)7 4n.m x &CTL.
BUILD
FIG. No. 137
Drg No.
Date FEB. '7C
Curve No. l&l
COMPOSITE MAP OF BPAkE SPECIFIC WC
BASED OKI EGP MODULATION D
40 50
SPEED [r
-------
RICARDO CONSULTING ENGINEERS
FIG. No. 138
Drg. No. D35O28
Date FEB. '76
MERCEDES OMGI7 ENGINE SlmmX 3?4m.»x £>crt s*p*. Curve No.
BUILD
EPA MODULATED EGt? STUDY
COMPOSITE MAvP OF BEAKE SPECIFIC CO
BASED ON EGR MODULATIOW D
ENGINE SPEE
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EG* STUDY
MERCEDES OMGI7 ENGINE 3lrmv>x
FIG No.
Drg. No. D35O29
Date F£6. '78
X 5 CYL Engine Curv«. No. l«4
BUILD
COMPOSITE: MAP OF BEAKE SPECIFIC FUEL COKISUMPTIOKI
BASED ON FGR MODULATION D
EKIGINE SPEED
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
MERCEDES OM617 ENGIK1E e>l mm y.
v. £>CYL
TUgBOCMAgGED BUILD
COMPOSITE MAP OF EXHAUST SMOKE DENSITY"
BASED ON EGR MODULATION D
FIG. No.
Drg. No. O35O3O
Date F£B '76
ifiC Curve. No.
ENGINE SPEED
LL TU Tt :
-------
RiCARDO CONSULTING ENGINEERS
EPA MODULATED Egg STUDY
FIG. No. 141
Drg. NO O35O3I
MERCEDES OMGH ENGINE e>l n.m x 37 4 mm X 5CYL. Date FCa '78
£n9ire Curv' No l<&
TUgBOCMAgGED BUILD
COMPOSITE ^APSMOWIMe EGR MODULATION E
VALVE BUILD AS FOC MOD. D BUT SOME EGC CETA.INED
AT FULL LOAD
STATIC SETTINGS : 18-5 rrm LIFT AT ZEl?O PACK'
»-5 n,m LIFT AT lOO'i RACK
ZERO BACKLASH
ENGINE SPEED Crcv^3
" I''- 'I1 : I i
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDV
MEECEDES OMCI7 ENGINE
x g>?-4
FIG. No. 142
Drg. No. D35O32.
Date P6&. '75
X 5CYL bwn*« Curv* No.
BUILD
COMPOSITE MXP OF BP/kkE SPECIFIC KIOX EMISSION
BASED ON E
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EQg STUDY
MERCEDES OMGI7 ENGINE 2>l r«mX
TUgBOCMA.gGED BUILD
COMPOSITE MAP OF BRAKE SPECIFIC HC EMISSION
BASED ON EGR MODULATION E
FIG. No. 143
Drg. No. D35O33
Date FEB. '78
&CYL. ^^ Na ,77
ENGINE SPEED [
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGE STUDr
MERCEDES OM £17 ENGINE *>\ mm x 3? 4m»» * bCYL
BUILD
FIG. No. 1 44
Drg. No. O35O34
Date F£S. '78
c*rv« N«. 178
COMPOSITE MXP OF BPAV^E SPECIFIC CO
BASED ON EG* MODULATION E
30 40 1 E>0
ENC1NE SPEED [ rcv/s"
"nrr TT n 111' ' r
-------
RICARDO CONSULTING ENGINEERS
FIG. No. 145
Drg No. O35O35
Date F£6. '76
MERCEDES OMGI7 ENGINE 31 mi* x ^74,* x £> CYL. Engine Curve M«. »8O
EPA MODULATED EGR STUDY
BUILD
COMPOSITE MAP OF BtfAKE SPECIFIC FUEL CONSUMPTION
BASED ON EGR MODULATION E
ENGINE SPEED [rev/si
-------
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MEPCEDFS OM 6\7
5CYL
TURBOCMARGED BUILD
COMPOSITE MAP OF EXMAUST SMOKE DENSITY
BASED ON FGR MODULATION E
FIG No. 146
Drg No D35O3<2>
Date F£6.'78
. "ft
Engine Curve Ho. ^l
30 -40
ENGINE SPEED
-------
FIG. No. 147
Drg. No O35O37
X 5CYL. Date p£fi '76
r Cury« No. 165
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
MERCEDES OV1 CI7 ENGINE eim^y
TUgBOCMARGED BUILD
COMPOSITE MAP SHOWING EGJ? MODULATION F
MK.II VALVE N°?A HEAD N° I SEAT UPWARD CLOSING
STATIC SETTINGS 73 mm LIFT AT 7ERO RACK
Omm LIFT AT IOO% RACK
? mm BACKLASM (PRESSURE MODULATION)
SPEED [Vav/s
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDV
MEgCEDES OMCI7 ENGINE e> I mm x
TUKBOCHATCED BUILD
FIG. No.
Drg. No.
Date
COMPOSITE MAP OF BPAV^E SPECIFIC N1OX EMISSION
BASED ON EGR MODULATIOM F
148
35O
FEB. '78
ENGINE SPEED
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FIG. Ho. 1 49
Drg. No D35O35
_ . , _ Date FEB. '76
MERCEDES OM £17 ENGINE S)l *»X g>Z-4.r»w x 5 CTL. E*g«n« Curve MO. 193
BUILD
RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
COMPOSITE MAP OF BRAKE SPECIFIC MC EMISSION
BASED OKI EQR MODULATION! F
30 ff 140 I 50
EK1GIKIE SPEED
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RICARDO CONSULTING ENGINEERS
EPA MODULATED Egg STUDY
MEPCEDES OMCI7 ENGINE 3
FIG. No.
Drg. No.
Date
& CYL
TUgBOCMAgGEP BUILD
COMPOSITE MAP OF BPAKE SPECIFIC CO EMISSION
BASED ON EGR MODULATION F
ISO
D3SO4O
'78
..194
ENGINE SPEED [ntv/s
1 '1 ' !; i t M| | . . , .
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EQg STUDY
MEgCEDES OM C*7
£> CYL.
FIG No. 151
Drg. No. O35O4I
Date FE& f7B
c Curve No. i9<&
BUILD
COMPOSITE MAP OF Bt^KE SPECIFIC FUEL COK15UMPTIOKJ
BASED ON EG* MODULATIONJ F
ENGINE SPEED [ rav
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EGf? STUDY
MEgCEDES OKI CI7 ENGINE
FIG. No,
Drg. No
Date
mm X 9?4fr>mX 5 CYL. Enqint
isa
Eng«
BUILD
COMPOSITE MAP OF EXWAUST SMOkE DENSITY
BASED ON EGR MODULATION F
FB.'7B
N*. 196
30 40
ENGINE SPEED
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
FIG. No.
153
Drg No. D3»5O42>
MEECEDES OM G\7 ENGINE
x e>? *4 » X 5 CYL
Date
TUgBOCMAgGED BUILD
COMPOSITE MAPSWOW1MG EGR MODULATIOM G
VALVE BUILD XS FOR MOD F BUT RETAINING SOME
AT FULL LOAD
STATIC SETTINGS- ?5-5n,« LIFT AT 7ERO PACK
I -5 mm LIFT AT IOO% RACK
FEA/7B
No. ZQ\
ODULATION)
ENGINE SPEED
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EGtf STUDY
MEgCEDES OMGI7 ENGINE g>l
FIG. No. 154
Drg. No O35O44
D.te F£B. '76
4 mm X 5 C YL EnqirM Curvt No.
TUgBOCMAgGED BUILD
COMPOSITE MAP OF BSZAKE SPECIFIC
BASED ON EGR MODULATION G
EMISSION
EED Crtv/sl
:; I t! .iii..,. i. . ,.
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EGR STUDY
FIG. No. 155
Drg. No. D35O45
_ _ . D.te FEB. '78
MERCEDES OM6I7 ENGINE ^>\ mmX t>7 4mm X 5 CYL Eng^e Cur/«. N
TURBOCH\gGED BUILD
COMPOSITE MAP OF BCAKE SPECIFIC HC EMISSION
BASED ON EGR MODULATION G
ENGINE SPEED !.r«v/s
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EGg STUDY
OM GIT ENGINE V
BUILD
COMPOSITE MAP OF B(?AKE SPECIFIC CO
BASED ON EGt? MODULATION G
x SCYL.
FIG. No.
Drg. No.
Date FEB. '78
N*
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EGC STUDY
MERCEDES OM GIT ENGIK1E. gi mm * g>?-4mm
BUILD
FIG. No. 157
Drg. No. D3SO47
Date FE.B'78
Engine Curva No.
COMPOSITE MAP OF BRAKE SPECIFIC FUEL CONSUMPTION
BASED OSJ EGR MODULATION G
30 : 40 i
; so: GO,
ENGINE SPEED
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RICARDO CONSULTING ENGINEERS
EPA MODULATED EGE? STUDY
MERCEDES OMGI7 ENGINE SM mm x g)?.4-mm x 5CYL.
TURBOCHAgGED BUILD
COMPOSITE MAP OF EXMAUST SMOKE DENSITY
BASED ON EGE MODULATION G
FIG. No. IS8
Drg. No. D3SO-48
Date F£B'78
Curve Mo. £ 14
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FIGURE 159
Installation of EGR Valve in Vehicle
(Air Cleaner Removed)
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