Home

PREPARATION OF TECHNICAL REPORTS:

1. HEAT PUMP A heat pump can be used to extract thermal energy from a low temperature source and deposit it at a high temperature source With a high efficiency rating a heat pump will ensure that minimal power is consumed However it may not be able to operate at the desired temperature of our engine exhaust system FUNCTION 2 PIPE INSULATION In our current single cylinder engine setup the exhaust leaves the engine exhaust port at 310 C Upon exiting the surge tank its temperature decreases to 250 C and finally reaches approximately 160 C when it enters the catalyst test rig However heating the exhaust by 150 C within a short distance is extremely difficult costly and taxing on the heating system This large heat loss is mainly due to the use of bare steel pipes that have a very high thermal conductivity Hence by insulating the piping that leads up to the test rig with materials that have a low thermal conductivity the amount of heat lost to the surroundings is decreased This smaller temperature difference will be much easier to eliminate than a large one Taking into account the existing single cylinder test engine setup the pipe insulation needs to be sufficient to significantly reduce the loss in temperature In addition this insulation should be flexible enough to wrap around the pipe and should be able to withstand the high surface temperatures Our system requires approximately 6 5 ft of insulation to cover pipes with an out
2. All E 84 ratings shown here were tested on flat sheets from which fitting covers are made Our 035 thick tested out at 13 Hame spread and 25 smoke Virtually all Proto LoSMOKE fitting covers will pass E 84 25 50 flame spread and smoke development rating requirements SUGGESTIONS Slide Joints Do not apply PVC Jacketing too tightly Slide joints plus PVC thickness must work together to prevent cracks and puckering Caulk Adhesives Use Celulon Red Devil Inc water base Ultra Clear Service temp 25 F to 175 F Dow 739 silicone plastic adhesive Service temperature of 65 F to 350 F Over 350 F use appropriate Dow silicone Grease on Slide Joints PVC Cement Avoid use if possible Heavy application can cause puckering and cracks Learn how to use it sparingly Vapor Barrier Foil Use 001 thick kitchen type aluminum foil over the insulated fitting outdoors and on all chilled 50 F to below freezing pipe temperatures prior to PVC cover Kitchen saran wrap can also be used This doubles waterproof protection and assures a good vapor barrier Outdoor Fitting Covers Use extra thick two piece heavy duty covers Outdoor and Indoor Washdown Areas Use EXOD CPVC by Proto for its higher deflection temperature 225 F It is light grey PVC Outdoor Thickness Reg PVC Jacketing Use 030 thick cut and oven precurled jacketing Use heavy duty two piece fitting covers formed from minimum 030 to 050 th
3. 188 7 W K P h Me 112 8 W K Ratio of thermal capacitance 0 598 Number of Transfer Units 0 238 Heat exchanger effectiveness 0 2 Pipe length required 23 5 m Table 8 Calculated values for cross flow heat exchanger The main advantage of this heat exchanger system is that exhaust outlet temperature can be easily controlled by varying the cross flow volume flow rate At higher volume flow rates a higher exhaust outlet temperature can be achieved However this heat exchanger system requires a significantly long pipe length in order to achieve the desired exhaust temperature The need for a separate air heating and storage system further increases the amount of space required As such integration of this system will be highly complicated Heating Chamber With a holding chamber already installed in the current engine system our team carried out the engineering analysis based on the measurements we took from the laboratory Assuming a similar volume flow rate we calculated the new exhaust velocity in the larger heating chamber An arbitrary value was selected for the chamber surface temperature and the conduction resistance was calculated together with Biot number to ensure that a lumped capacitance model is applicable The equations used for the calculations are included in Appendix C Variable Value Exhaust Velocity 20 m s Chamber Surface Temperature 1000 K Exhaust Initial Temperature 500 K Exhaust Target Final Temperature 600 K 29
4. 200 Mt Mi ll l ul i M ltl i 100 wil T IA g ih 100 pe We Mi l I 50 Hi 0 20 40 60 80 100 09 50 100 150 200 Time 8 Time s a b Figure 22 Output of controlled system where set point temperature is a 600 K and b 800 K Simulating the controlled model for two different set point outlet temperatures we obtained the two responses as shown above For a set point temperature of 600 K the output temperature reaches steady state and varies from 588 to 660 K and for a set point temperature of 800 K the output signal reaches steady state temperatures ranging from 753 to 823 K The former takes about 1 minute to reach the desired temperature and the latter takes a longer time of about 2 minutes to reach the desired temperature In both cases the on off cycling of the heater and the output signal occurs at a frequency of 0 5 Hz not unlike the system without control The simulated performance of the controlled system at various set point temperatures is summarized in the following table Deviation of steady state l oo Time taken to Set point temperature limits from set Range of Mean settle around desired point mins temperature point K deviation temperature K Upper Lower bound achieved K bound 500 66 6 530 0 75 51 600 60 12 72 624 1 700 45 27 72 709 1 67 800 23 47 70 788 2 900 5 66 71 870 4 39 8 316 714 oo a l o o Table 30 Simulated performance of the on off control
5. 9 DIN Horizontal 4 DIN Control Type C PID Control Dual Display L Limit Control Dual Display R Ramping Dual Display E PID Control with TRU TUNE Power Supply H 100 to 240VX ac dc L 24 to 28Vx ac dc Output 1 C Switched dc SSR Form A 0 5A Universal process Mechanical relay Form A 2A Output 2 A None C Switched dc SSR Form A 0 5A Mechanical relay Form A 2A EIA 485 Modbus communications Output 3 Not available on 2 DIN A None C Switched dc open collector SSR Form A 0 5A Universal process Mechanical relay Form C 5A Infrared Comms Options IrDA A None Default selection on DIN R IrDA ready Not available on 2 DIN Display Colors and Custom Options RG Red Green Dual display units RR Red Red Not available on DIN Dual Display XX Custom options special overlays etc An SD Single Display DIN and a separate spec sheet are available 2 Not all options above are available on the SD limit controllers Consult factory for proper configurations IrDA communication not available if product is specified with TRU TUNE option To be automatically connected to the nearest North American Technical and Sales Office call 1 800 WATLOW2 International Technical and Sales Offices Australia 61 3 9335 6449 China 86 21 3950 9510 France 33 01 3073 2425 e Germany 49 0 7253 9400 0 Italy 39 02 458 8841 Japan 8
6. E mail sales calright com Website www calright com Specifications subject to change without prior notice Also available in Eex Version MintAir20 Multiprobe Anemometer The universal MiniAir20 measures the velocity of gaseous and liquid media temperature relative humidity and revolutions Accuracy and reliability are of the high standard expected from Schiltknecht Messtechnik AG nen Miniair20 B All MiniAir20 probes can be used Automatic probe recognition Easy handling convenient keys Mean Minimal and Maximal values Free selectable measurement time from 2s to 2h Analogue output 0 1 V Mini2Logger output Snap head principle features on site serviceability Types Indication unit MiniAir20 Probe Micro 11x15 mm Probe Mini 22x28 mm Probe Macro 85x80 mm Universal temperature probe Air temperature probe Surface temperature probe High temperature probe Humidity Temperature probe Revolutions probe Insertion device 4bar Insertion device 20bar Volume measurement system Micro Volume measurement system Mini Micro Snap head Mini Steel Probe Schweizerischer Kalibrierdienst o O C Service suisse d talonnage a Servizio Svizzero di taratura LIR RY S Swiss Calibration Service SCS 046 UK Europe Office Australia Asia Pacific Office USA Canada Office Tel 44 0 8700 434040 Tel 61 0 282 442 363 Tel 1 866 849 3441 Fax 44 0 8700 434045 Fax 61 0 294 751
7. O to 2315 C or 32 to 4200 F Type D O to 2315 C or 32 to 4200 F Type PTII O to 1395 C or 32 to 2543 F Type R O to 1760 C or 32 to 3200 F Type S O to 1760 C or 32 to 3200 F Type B O to 1816 C or 32 to 3300 F RTD DIN 200 to 800 C or 328 to 1472 F Process 1999 to 9999 units Control Outputs Outputs 1 2 3 Output 3 not available on DIN e User selectable for heat cool as on off P Pl PD PID or Alarm action Not valid for limit controls e Electromechanical relay Form A rated 2A 120V ac 2A 240V ac or 2A 30V dc e Switched dc non isolated minimum turn on voltage of 6V dc into a minimum 5000 load with a maximum on voltage of not greater than 12V dc into an infinite load Maximum switched dc power supply current available for up to two outputs is 60mA e Solid state relay Form A 0 5A 24V ac minimum 264V ac maximum opto isolated without contact suppression e Process output Non Isolated User selectable 0 10V dc 0 5V dc 1 5V dc 1KQ minimum 0 20mA 4 20mA 8000 maximum e Electromechanical relay Form C rated 5A 120V ac 5A 240V ac or 5A 30V dc e Open collector 42V dc 250mA maximum e EIA 485 serial communications with Modbus protocol Your Authorized Watlow Distributor Is Ordering Information To order complete the model number on the right with the information below SD DIN Sizes _ 3 e DIN 6 s DIN 8 DIN Vertical
8. SELECTED CONCEPT HEATING SYSTEM The most suitable heating system as determined from the Pugh chart is the heated pipe A tubular heating element will be coiled around a selected section of the existing exhaust pipe 0 05 m outer diameter system for up to a length of 0 375m The tubular element will heat the surface of the exhaust pipe till it reaches a desired temperature 1000 K used in calculations With a energy density of 18 6 W cm having the tubular element coiled around 50 of the 0 375 m external surface area would provide a power input of 5500 W which is sufficient to cover the 1400 W requirement of heating up the exhaust gas The heated pipe is part of the existing engine system and will be free of cost while the heating element is estimated to cost around 150 USD PIPE INSULATION We see that the 1000 pipe insulation by Knauf is the most suitable for our purposes However since it is semi rigid it would not be suitable for the joints in the piping Hence the PVC fitting covers with the second highest rating would be used for such joints Based on calculations from the industry standard 3EPlus v4 software provided by the National Association of Insulation Manufacturers we obtained a suitable 1000 pipe insulation of 2 0 0508 m in order to prevent a maximum temperature drop of 60 C The entire system would have an estimated cost 40 USD CATALYST FIXTURE AND ACCESSIBILITY From the Pugh Chart we see that the tap screws hav
9. The Prandtl number Pr is 0 69 u D Re 17875 Nu 0 023Re Pr 50 0 1 2 ry f The convection resistance Ry c 1s calculated as follows where ky 0 0395 W m K and Aj is the area of convection so that Ag TDL D 0 161 Ruc Ye a 3 Nu k L Depo oy 3 The number of transfer units NTU then calculated where Ry is the summation of convection and conduction resistance Conduction resistance is assumed to be negligible at the present moment M refers to the mass flow rate of the fluid and is easily calculated from Q and p l NTU 0 595L 4 Ry Mc Heat exchanger effectiveness for bounded flow se is related to NTU via the following equation z Th a jg MU one ay af 5 Assuming the maximum heating scenario and assigning values to the following parameters such that lt T gt 600 K 326 85 C lt T gt 500 K 226 85 C and T 1000 K 726 85 C equation 5 and 4 can be used to solve for L The required length of heated pipe is thus determined to be 0 375 m 14 76 To ensure that our assumption of negligible conduction resistance is valid the conduction resistance Rx is calculated where Ri and Rz refer to the inner and outer diameter of the pipe respectively with R2 0 01905 m 0 75 and ks 15 W mK n2 R 0 0026 K W 4 2aLk The Biot number Bi is then found to be less than 0 1 as shown in the following equation Bi R Ry 0 006
10. Vortex Precession Swirl 16 400 7 21x Saran i Rp 10 000 lt 5 Sj 280 Pipe rating Fluidic Oscillation Ceanda 15 40 l AE i of rate Rp 2 000 4 808 350 175 720 5 000 Mass Coriolis 0 258 6 150 2 3 SERE T X Z0 10h of rate No Rp limit 400 400 234 417 5700 39 900 Ther mal Probe T1 1800 7 EFI URY No Rp limit 1 500 R14 Fipe rating Solids Flowmeter 14 600 BESE X X 209 of rate to MAURY 750 400 530 4 000 Correlation Capacitance lt 6 200 ak No data available No data available 300 149 580 4 000 Ultrasonic 0 5 12 Zhe of TF No data available 300 250 180 120 Pipe rating 14 URY B10 000 HIX URV Rp 10 000 3 5 URRY Ro 10 000 40 5 URY Rp 2500 42 40 URV Rp 16 000 4 URY Ry 210 000 E01 of rate Ry 8 000 5 000 000 7O0 370 800 4 100 0 5 0 URV Rp 100 05 24 URW Ry 75 0004 H A URY Rp 50 0008 1 15 URV Rp 212 8008 ELSK URV Rp a 100 000 EINA URY Ap 40 0008 5 10 URV Rp a 10 0008 Ry 500 Pag Process temperature to 1000F 40 C Transmitter limited to 30 250 F E304 C To 4000 psig 41 000 kPa qah ee ee E A ma oma o o n E e M O I A g a ia aa tat Hd rei oma i red m or a i a bu n h g h h j a j ah To 4 000 psig 141 000 kPa H m Process temperature to OOU 540 C Transmitter limited ta M SOF 40 110 C Ll oo ee A ee ee St ft OO EO A O S444 4 24 twee ag ga T at me Be a a te ee 3E mei a ia a d e
11. application of Proto PVC Fittings on hot piping the throat seam shall be tack fastened or taped Seal all laps outdoors and in wash down areas CAUTION During initial heat up to operating temperatures above 350 F 177 C an acrid odor and some smoke may be given off as a portion of the bonding material used in the insulation begins to undergo a controlled decomposition If natural convection is not adequate in confined areas forced ventilation should be provided in order to protect against any harmful fumes and vapors that might be generated 4 Outdoor Pipe nsulates as per above instructions When installing Proto PVC Fittings outdoors add one layer aluminum foil or saran wrap over the fiberglass insert applied making sure the aluminum foil is extended over the adjacent pipe insulation and sealed with adhesive or tape Minimum Proto PVG Jacketing thickness for outdoor application should be 030 7 mm The PVC Jacketing shall be overlapped a minimum of 2 51 mm on the down side so as to shed water All long and round joints shall be completely weather sealed with caulk adhesive Piping insulation up to 3 1 8 O D can be 020 Thk PVC On all piping insulation shall be of sufficient thickness to keep the surface temperature below 125 F 52 C Additionally a slip type expansion joint of 8 202 mm minimum width shall be applied at least every 25 lineal feet 6 1 lineal meters and within 10 feet between fittings Painting P
12. ccccceeeeeeeeeeeees 63 Fiure 29 Schematic OL pipe Arran Cement vies i tasted E E T 63 Figure 30 Schematic of how gasket is placed between flanges in the quick clamp 64 Figure 31 Actual set up of thermal control SYSteM ccccccceccccceeeeeeeeeeeeaaeseessssseseeeeeeeeeeeeees 64 Figure 32 a Before and b after installation of the pipe insulation upstream of prototype 65 LIST OF TABLES Table 1 Regulated exhaust emissions for 15 ppm sulfur petrodiesel cc cc cseseeesesseeeeeeeeeeeeeees 8 Table 2 Emission impacts of 20 vol biodiesel for soybean based biodiesel added to an average Dase dics otTUe lesnar a nese Ta ata e E semiRy Neon ne etter nen nEn 12 Table 3 Engineering Specifications and Target Values for DeSign ccecesseseesesseseeeeeseseeens 15 Table A NOrpnOlo G1 Cal TaD le ana sedeaiusmiwundendiacnedssbevsdayetearerwentens 18 Table 5 Temperature ranges of various insulation materials cccccccccccccssssssessseseseeseeeeeeeeees 21 Table 6 Summary of properties of insulation materials cccccccccceeececseeseeesssssseeeeeeeeeeeeees 22 Table 7 Requirements and specifications for desired gas flow meter cceeeeeseeeeeeeeeeeeeeees 24 Table 8 Calculated values for cross flow heat exchanger cccccccccccceceecceessssesseseeeeeeeeeeeeeees 29 Table 9 Calculated values for heating chamber cccccssssseececccceceeeeeeeeaaeeeee
13. measurements of its behavior Engine System The work of this research project will be carried out on a test engine in the Walter E Lay Automotive Laboratory The test engine is a single cylinder version of an Isuzu 1 7 liter high speed direct injection four cylinder diesel engine The engine is based on a Ricardo Hydra crankcase but utilizing a specially built cylinder jug and liner A cylinder head from a production Isuzu 1 7L engine is employed with the valve gear removed from the three unused cylinders Figure I shows the test engine system and Table I gives detailed specifications of the test engine geometry Figure I Single cylinder Isuzu derivative Diesel Research Engine Number of Cylinders 425 cm3 75 0 6 mm Injector Nozzle Hole Number 6 150 S 150 Table I Basic Specifications of the Ricardo Hydra CI test engine One important difference from the production engine is the decreased compression ratio In a related prior study Lechner decreased the compression ratio of the engine from 19 1 to 16 1 by employing a piston with a new larger volume piston bowl geometry Lechner 2003 The same piston geometry used in the prior work by Lechner 2003 and Jacobs 2005 was utilized in this engine Engine Swirl Control Swirl is controlled with a manually selectable swirl control valve that restricts flow entering through one of the intake ports The two different intake ports cause different levels of s
14. 5 1 5 2 Regional Materials Home About Knauf Insulation Applications Products Building Insulation Commercial amp Industrial Air Handling Insulation Pipe and Equipment Insulation Proto PVC Fitting Covers nau Marine Insulation Metal Building Insulation OEM Insulation Material Safety Data Sheets MSDS Knauf Insulation Fiber Glass Products One Year Warranty Basics of Insulation Create a Better Environment Web Links Case Studies Literature News Employment Opportunities Contacts KNAUFINSULATION Home Page Products Commercial amp Industrial Pipe and Equipment Insulation Proto PVC Fitting Covers Website Options Language English United States francais Canada Links To Other Country Sites Search p Latest News International www knaufinsulation com www knauf com e Mail PDF Print Friendly Open PDF Proto PVC Fitting Covers Submittal MSDS Description The Proto Fitting Cover System consists of one piece pre molded high impact PVC fitting covers with fiber glass inserts and accessories Accessories are elbows tee valves end caps mechanical line couplings specialty fittings jacketing tacks and PVC tape Application The Proto Fitting Cover System is used to insulate mechanical piping systems at fitting locations It provides PVC jacketing for straight run piping and gives a quality appearance and excellent durability Features and Be
15. Floorball Club since September 2004 His post graduation plan is to earn a master s degree in management science related graduate programs Subsequently Chee Chian will return to Singapore to begin his career with Singapore Airlines as an engineer 73 JOANN TUNG Coming all the way from Singapore Joann is just one of the many international students who are here in US to pursue their dreams of an overseas education Presently a senior working towards a Bachelors of Science in Mechanical Engineering her strong passion in the field is reflected in the enthusiasm and commitment that have been the chief reasons for her academic excellence to date From the simple applications of Mathematics and Physics in her childhood years her desire to innovate engineer and design continues to grow even further For her this project will add even greater enjoyment and enrichment to her learning experience at Michigan allowing her to further her interest in the field and gain invaluable hands on experience and exposure working with researchers at the cutting edge of technology Outside of her academic interests she likes to travel widely and have planned her own budget trips to Canada and many parts of China Europe and the United States As she likes to put it she is a full time student part time tourist Her dream destinations lie in even more exotic places like Africa and Turkey After she finishes her final semester this winter she hopes to c
16. H i d G O H ee JEO a eh a a a a d a e E G O O a G SS Se eR a a Te aed ee SS a Te L B amp H BH SON RE OS we ea ar o O i i i i a SSS SSS O A OO OA O AS mi beb iagh ang i venti Poise Normally applicable worth consid eration URW Upper Range alue According to other sources the minimum Liquid must be electrically conductive c centi Stokes Designed for this application generally suitable X Not applicable Reynolds number should be much higher 4 Range 10 1 for laminar amd 15 1 for target S Some designs 58 Mewer designs linearize the signal 8 1 APPENDIX C ENGINEERING CALCULATIONS FOR HEATING SYSTEM DESIGNS Nomenclature Table u Mean Fluid Velocity D Pipe Diameter V Kinematic Fluid Viscosity Pr Prandtl Number k Thermal Conductivity L Length C Specific Heat Capacity Q Volume Flow Rate P Density u D Reynold s Number Re V J Nusselt s Number Turbulent Flow Nu 0 023 Re Pr 5 2200 Rep 365 e D h a J em Nu p Nup 10 Dh Nusselt s Number Transition Flow Nu nf Ri 2aLk f Po Ary N n D Ky T Ryun Ry eh Conduction Resistance R Convection Resistance R c Total Resistance Ry R Biot Number Bi R Ry Stream Capacitance Mc Qpc Wtc Ratio of Stream Capacitance Cr m P max l Number of Transfer Units NTU Re Ry Mc AT vt g TU 0 Cr Heat Exchanger Effectiv
17. Lapa GTA anemone U ele gt i a i id aa A r r i Sere amplifier Vihantetone bridpa vieione brdn ain Figure 15 Typical modern constant temperature hot wire anemometer 44 Finally our entire test rig will be integrated as a system into the engine test bed at the designated location as shown by Figure 11 For compatibility the material used in building our test rig will be stainless steel T304L same material as the existing pipes in the engine or other metals like aluminum with similar properties The entire rig will fit into a length of 0 384 m 15 125 A rough picture of how our system will look like is shown in the following figure Clamps to join Remove both clamps flanged pipes to expose catalyst Pipeline diameter 1 38 1 mm To velocity and To temp To temp signal temp signal signal transmitter transmitters transmitter Catalyst Thermocouple 1 OLAANN Y Fe ANN LAM DPNPI AOADA AAAA RRANA ONA brick eA A A a A Exhaust Y DOU DDUUUU OU y OD phan I flow out l Thermocouple 2 3 0 0762 m flow in l 14 76 0 375 m heating element To electric circuit power supply connected to signal transmitters for thermal control Hot wire probe Thermocouple 3 15 125 0 384 m test rig system Figure 16 Sketch of full catalyst test rig system integrated into engine test bed The estimated cost breakdown of our test rig syste
18. More than 606F 1 10 F S E AN Main body Approx 4 0lbs 1 8kg Sm Probe Model 0203 Approx 7 10z 200g Heat resisting Teflon coating Probe side 392 F 200 C Model 0204 Approx 17 602 500g of Cable Vinyl code Extension aay izet 802 C Main Body Model 6162 Response Air velocity Approx 4 sec 90 at air velocity of Con ponents Shoulder belt 1pc Dry battery Size C Alkaline E tenet ee 90 ta Batteries 6pcs AC adapter DC 12V 450ma 1 pc velocity of 984fom 5m s Analogue output cable 2pc Operation manual 1pc Probe for middle temp Model 0203 es naa display of air velocity and Probe board 1pc Carrying case for probe 1pc Extension cable Vinyl code 5m 1pc Input output Remote terminal Start Stop key Probe for high temp Model 0204 Terminal Analog output terminal Output voltage 0 to 1V Probe board 1pc Carrying case for probe 1pc Accuracy 0 5 F S5 Extension cable Vinyl code 10m 1pc reagent Output impedance 4R Simultaneous output of bottle Beaker Brush of bamboo 1pc each air velocity temp Digital output terminal RS 232C serial interface A CAUT ION For safe and trouble free operations please read Operation Manual carefully before using the instrument Distributed By CALRIGHT INSTRUMENTS The Right Source For Your Test amp Measurement Needs 2232 Verus Street Suite D San Diego CA 92154 USA Tel 619 429 4545 Toll Free 866 363 6634 Fax 619 374 7012
19. TES TING AND DESIGIN VALIDATION eei E T 65 THEORETCALRESULC DS eira a E E O 66 TESTGA PEAN e a E Corsa en ar er ae a eer e nT 67 DISCUSSION FOR FUTURE IMPROVEMENTS siconcsndciclatiwueecbclactediclaGeen ks 67 ACI NOWLEDGME NTO na cee sen cee enacts eens react rge Ue kaa aise aoe 69 295 512 SIN Gh ene Oe ee OS ee nee aan Oe 69 BOS enon ice chnghh htt Pate tt Sie nash etna edna a et ee Pah atch 72 ON GN csc ac ce ac Re S 72 CHIU VAIN ONG gees cos secu cecssecs veascsecasvasfchze ease sucrecetca T 12 E SE AE T E A dUeianedseelaeatioes 73 IO NG Ft cece a E E A A E 74 APPENDIX A DESCRIPTION OF SINGLE CYLINDER EXPERIMENTAL SET UP 75 APPENDIX B FLOWMETER EVALUATION FORM i 81 APPENDIX C ENGINEERING CALCULATIONS FOR HEATING SYSTEM DESIGNS 82 APPENDIXD DIMENSIONED DRAWING OF CAD MODEL ASSEMBLED 83 APPENDIX E HEATING SYSTEM c cccsscsscssesscssessessessuessessessesucsuessessussuesuessessessssesseesessen 84 APPENDIX F THERMAL CONTROL SYSTEM 85 APPENDIX G GAS FLOW METERS cesccsccssesscssessecsessucsscssessecsucsscsseesucsucsuessessessusseeneeseesses 86 APPENDIX H PIPE INSULATION secsscssessessucssessecsessucssessessucsucsuessessssuesuesseeseessesesseeseessen 87 LIST OF FIGURES Figure 1 LTC regime avoids conceptualized NO and soot formation regimes eeeeeees 8 Figure 2 Emissions of LTC compared to conventional diesel combustion cccceeeeeeeeeeeeeees 9 Figure 3 Schemat
20. analysis for our heating temperature control system and housing to determine the critical dimensions of our design We also found that the on off controller may not be quite satisfactory and it is most preferred for the commercial controller to allow for PID control as well Subsequently we completed CAD drawings showing the detailed dimensions of the system housing Appendix D as well as purchased the necessary system components found to be available commercially Certain manufacturing processes such as cutting welding and drilling were still necessary to modify the parts to our system specifications and these have been elaborated on in Table 37 to Table 40 Our prototype is then assembled as shown in Figure 29 and the design of the heater is provided in Appendix E2 The total cost breakdown of the prototype is summarized in the Bill of Materials Table 36 In conclusion our team has designed developed and fabricated a heated catalyst test rig that should meet the customer specifications Due to unforeseen circumstances the supplier WATLOW is unable to deliver the critical element of our project the heated pipe to us in time to meet our project deadline We are thus unable to implement the testing phase of our project and provide a validation of our design However our team has been able to simulate its thermal 68 control performance as summarized in Table 30 and obtain a theoretical picture of the system behavior While doing so we ha
21. and is not even feasible within the facilities of the shop We also could not find a supplier who would customize the required part for us at a reasonable price THERMAL CONTROL SYSTEM The system to be implemented is a commercial simple and direct on off thermal controller which aims to regulate a single set point temperature by adjusting the power input to the heating system This set point is designated as the exhaust temperature just before it enters the catalyst or lt T gt 1 As the power input is varied the surface temperature of the heated pipe length T is adjusted accordingly From equation 5 the changing value of T 48 necessarily implies a corresponding change in lt T gt z in the same direction since the right hand side must be constant NTU is dependent only on parameters with fixed values Hence when the regulated lt T gt is above the set threshold the power input is turned off Ts decreases and lt T gt also falls Once lt T gt drops below the set threshold the power input is turned on again Consequently T increases and lt T gt is brought back up to the regulated temperature point To obtain a more complete picture of this simple thermal control system we attempted to derive a mathematical model of the system Assuming small deviations from steady state operation the equation describing the system behavior is found to be RC 0 Rh 6 7 where 0 and 6 are small increases from the steady state out
22. are compatible with the new combustion strategy and biodiesel is a vital developmental process Moreover when testing with biodiesel fuels matching the exhaust temperature profile of the single cylinder engine to that of a multi cylinder production engine becomes even more important because unburned fuel in biodiesel exhaust is prone to condensing out at the lower temperatures changing the chemical composition of the exhaust gas and affecting catalyst performance and results TECHNICAL BENCHMARKS Currently in the industry there exist catalyst cans shown in the figure below which are used in the after treatment of exhaust from multi cylinder production engines only Ostensibly it is not necessary for these cans to simulate any temperature profiles of multi cylinder engines carrying out LTC and useful data on catalyst formulation can be directly obtained Hence they do not serve as appropriate technical benchmarks for our project which involves designing such a test rig can that can simulate required temperature profiles by heating the exhaust gas to desired states for the single cylinder engine However it is conceded that these cans may serve as references for structural design purposes although they are still much larger and less readily accessible than that required by our client Figure 7 Catalyst can used in the multi cylinder production engine POTENTIAL CHALLENGES Pertaining to our project there are several area
23. control to match exhaust gas 3 Wmk m w mf mfes jw S ft OOO oo o mporn 9 3 7 0 s os Pi nei 2 6 Putas a ss Ja po toalf 99 Los tnt 90 ao Pas is foe far fa rar fat far fas a9 os 2 Normalized oos ooa oor oos oo oos ooi oos oo oo oos oos oo oos oi oor f oos Key 9 gt Strong Relationship 3 gt Medium Relationship 1 gt Small Relationship blank gt Not Related Weights are figured on a scale of 1 to 10 10 being most important Figure 8 Quality Function Deployment Chart 17 CONCEPT GENERATION Based on our customer requirements the main functions of the catalyst test rig have been identified as follows 1 heating system 2 pipe insulation 3 fixture of catalyst 4 accessibility 5 thermal control system 6 exhaust gas velocity measurement and lastly 7 integration into single cylinder engine test bed The morphological method is employed to develop various concepts for each function as shown in the table below Heating coil Combustion Friction Draw from Obtain heat existing cooling armi in energy Heatingmesh _ Solar panels External coil Hot gas exhaust Heat pump Transfer heat mixture energy Counter Pow __ Multiple pipes _ pipes Internal fins fins Prevent heat Heating emalis o pipe diameter a loss around pine o Stoppers Magnetic force Fixcatalystin Tapserews place fo Wiremesh y po Clamp sy
24. crate based system A 100kHz model 2812 digitizer provides a sampling rate that along with a BEI 1440 pulse per revolution optical encoder allows for measurements every 0 25 crankangle degree up to the maximum engine speed of 4200rpm A single 4325 TRAQ RTP real time processing unit provides real time calculation of pressure based parameters including Indicated Mean Effective Pressure IMEP the parameter used to monitor engine load The high speed data acquisition system software is DSP Red Line ACAP 5 0d Since the piezoelectric cylinder pressure transducer measures gauge pressure fluctuations only not absolute pressure the pressure has to be referenced pegged to a point in the cycle During all tests the software averages the cylinder pressure for the five degrees after bottom dead center of the intake stroke The absolute pressure at this point in the engine cycle is pegged to the pressure in the intake manifold as measured by the manifold absolute pressure MAP sensor Other signals measured on the high speed data acquisition system include manifold pressure used for pegging the cylinder pressure transducer fuel injection line pressure and injection driver signal Fuel line pressure and injection driver signal are monitored to provide details of actual injector and injection behavior in the absence of a needle lift sensor which would directly measure the opening and closing of the injector needle Needle lift sensors are not av
25. ese ceo cae Pace ETER 39 SELECTED CONCEP FE miimi cututahiacectchaducudwiactdadentcudutahlaceetcseducatuiadddaces culutatlacasucss dululiusededans 43 HEATING SY STEM sericmonnoieeri e a EE r E E EEE ava nidesasarden E 43 PIPEINSULATIO Necio E a ts es ged E E aa teaisee 43 CATALYST FIXTURE AND ACCESSIBILIY airaines E TE A OE E 43 THERMOCOUPLE SELECTION sorrire Sunaaentaadannea te tonmane beats Seaeamesnscuannettateess 44 GONTROLLER SEWEC TION aiii e E TT T 44 GAST EOW MBETE Rirrscer ieee n N Ses et vot eine E E A ET E tosea Ra 44 ENGINEERINGANALYI Saras a a a dace aa a edie naaet 46 QUANTITATIVE ANALY SIS ei E E E E CE T ET EE E 46 QUANLITATIVEANALY SIS wcsacwsnsinndstewecusnesnnsndeteneansmotsbandebswesucmessnatdebsweenemutabandebtacemeiesiuaiede t 53 FINA LDESION reor A 55 HOG SIN er ates sa ace taacanerscueciase te ausnetasueaacetaataseregocaesedesusnerecuesasettestcsonedacede ss 55 HEA TING SA STEM oreraa a AEAEE E AOE EEN E AONE 56 THERMAL CONTROL SY STEM zren i E E E EEE 56 GAS PEO W METE Reeerecniirineinor iiae ragi O ANE E NA rE E EAE i 57 PIPFEINSULCATION p ek vnc ca ea ea edo teacate od poesoe cated eae aapeeees 58 BILL OF MATERIAL S peirina a cada bidietas aida stad sla eh a aed abuts tad lalate acca 59 MANUFACTURING AND ASSEMBLY OF PROTOTYPE 00 cccssssseessseeeeeeeeeeeeeees 60 MANUF AC TURE OF HOUSIN Ga csi Saint ae a cidade caraatiaret aidan E a 60 ASSEMBLY OF HOUSING erreen eara EE E E E a tes 63 INSULATION INSTALLATION rerai AA 65
26. fiber gasket material by client Insulation 1 Knauf 1000 Pipe Insulation 3 Midwest Insulation 18 87 length 8 OD 1 5 thickness 59 1 Knauf 1000 Pipe Insulation 3 Midwest Insulation 8 13 length 1 5 OD 1 5 thickness 1 Knauf 1000 Pipe Insulation 3 Midwest Insulation 4 80 length 1 5 OD 1 thickness 1 Knauf 1000 Pipe Insulation 3 Midwest Insulation 8 97 length 2 OD 1 5 thickness 3 Knauf Proto PVC Fitting Cover Midwest Insulation 10 1 25 90 joint 1 5 OD double fittings insert Shipping costs Midwest Insulation 16 50 1 Tape made with Teflon PTFE 2 McMaster Carr 20 94 width 5 yard length Shipping costs McMaster Carr 4 00 Total cost 1358 54 Gas flow meter Optional 1 Kanomax 6162 Anemomaster Calright Instruments 1501 00 main unit 1 Kanomax 0204 High Calright Instruments 1501 00 Temperature Probe 400 C Total includes optional cost 4360 54 Table 36 Bill of materials MANUFACTURING AND ASSEMBLY OF PROTOTYPE MANUFACTURE OF HOUSING Since the prototype material required is stainless steel shop technicians advised our team to obtain most if not all of our parts commercially Hence fabrication of our prototype was limited to modifying the purchased parts and welding them together These purchased parts are listed in the bill of materials BOM as shown in Table 36 We did manufacture some of the smaller parts which we could not obtain commercially such as the addition
27. fitting As a final step the completed prototype is fitted onto the existing engine test bed at the designated location shown in Figure 11 Wing nut quick clamps are used to secure the system to the pipe line Thermocouple probe insert into sensor as and secure with swagelok i Figure 31 Actual set up of thermal control system S Figure provided by McMaster Carr accessed from http www mcmaster com 64 INSULATION INSTALLATION The pipe insulation is installed upstream of the pipe as described as follows Cut the 1000 Pipe Insulation into their required lengths Affix the insulation onto each pipe section Seal open lip with adhesive tape provided Install inserts for PVC fitting covers Enclose inserts with the PVC covers and seal them A A The following figures show the engine before and after installation of the insulation b Figure 32 a Before and b after installation of the pipe insulation upstream of prototype TESTING AND DESIGN VALIDATION Currently we are waiting for our supplier WATLOW to return the pipe with the installed heater back to us The initial delivery time was expected to be around three weeks but due to unforeseen circumstances the supplier has requested an extension and we are unable to deliver the prototype together with the heating element before the deadline of this report Since the heater is the most critical element in our design the prototype cannot be tested until i
28. five design concepts for accessing the catalyst FUNCTION 5 THERMAL CONTROL SYSTEM The design of the thermal control system should provide accurate quick and sensitive temperature measurements in hot exhaust gas environment and allow for fast and easy adjustments to control parameters in order to reach desired temperature levels with minimal deviation from the actual state After much discussion within the team we have come up with three main concepts as shown in the morphological chart These possible concepts are closely related to the possible concepts for the heating system as the chosen heating system will set certain requirements which the thermal control system has to follow Each of the three design concepts has its advantages and disadvantages as shown in the table below Advantages Disadvantages Vary hot fluid e There is no contact between e Need to heat up hot gases to temperature or the exhaust gas heated temperatures greater than the volume flow rate ina object and the hot fluid catalyst effective temperature of counter flow heater heating object thus the at least 300 C This would setup composition of the exhaust require a huge amount of gas will not be affected energy which translates to high cost A long length in the order of 10m is required for the heat transfer process to be effective 34 Vary temperature of heating material by adjusting current voltage Vary valve opening to control ratio of h
29. is current For more information call 800 825 4434 ext 8283 or visit us online at www Knauflnsulation com The Knauf rotary manufacturing process produces insulation with concentric inside diameters and consistent wall thicknesses Knauf 1000 Pipe offers an extended temperature range the best thermal performance in the industry Knauf s wind up forming mandrel process prevents gaps and inconsistent densities while making it easy to cleanly notch out sections Knauf 1000 Pipe s superior compressive strength allows for fast installation and a neat finished appearance Installed properly the foil vapor retarder with a pressure sensitive lap assures a positive vapor seal Facts at a glance For all applications from 0 F to 1000 F Excellent thermal performance Superior fabrication properties Manufactured in ISO 9001 2000 certified plant KNAUFINSULATION Knauf Insulation GmbH One Knauf Drive Shelbyville IN 46176 Sales and Marketing 800 825 4434 ext 8283 Technical Support 800 825 4434 ext 8212 Customer Service 866 445 2365 Fax 317 398 3675 World Wide Web www Knauflnsulation com 2006 Knauf Insulation GmbH LEED Eligible Product Use of this product may help building projects meet green building standards as set by the Leadership in Energy and Environmental Design LEED Green Building Rating System Credit 4 1 4 2 Recycled Content Credit
30. it may be possible then to integrate the meter into our test rig system We are ensuring that our prototype will allow room for such a possibility After acquiring the meter it is a simple matter to insert and fix the probe to the pipe line at the required location using a swagelok compatible instrumentation fitting of appropriate size PIPE INSULATION Based on system specifications we were able to decide on a final insulation configuration that will best suit our interests This configuration consists of two types of insulation being used namely Knauf 1000 Pipe Insulation for straight pipe sections and Knauf Proto PVC Fitting Covers for 90 pipe sections KNAUF 1000 PIPE INSULATION This is a molded heavy density one piece insulation made from inorganic glass fibers bonded with a thermosetting resint It will be used to insulate all straight pipe sections leading up to the catalyst test rig in the existing system This type of insulation satisfies our 300 C temperature requirement since it has a working temperature of 18 C to 538 C For the purposes of our system we will be using pieces of the following dimensions Length inch Diameter inch Thickness inch 10 5 8 2 17 1 5 2 7 2 2 Table 35 Summary of pipe insulation dimensions Each piece will be cut down to size mounted onto the pipe and the lip sealed with the self adhesive strip provided It should be noted that these insulation pieces are not easily remo
31. lt 0 1 5 gt Q is estimated previously from the literature review 25 47 Hence our assumption of negligible conduction resistance is valid Besides the required length the second important variable is the necessary heating power From prior work the WATROD Tubular Heater was selected to be the optimal heating coil to provide this power Based on estimations of the exhaust volume flow rate 25 the heating power required is determined to be 1436 W as follows Heating power Qoc AT 0 02 m3 s x 0 706 kg m3 x 1017 J kgK x 100 K 1436 W To compensate for heat losses a tubular heater of 2000 W was selected for our final design We like to make a special note here concerning the Nusselt s number used in our calculations This number was estimated using the classical Dittus Boelter equation given by equation 2 However according to Depcik and Assanis 26 a better correlation can be given by the following equation This correlation was developed from the microscales of turbulence and is proposed by the authors to be universal for both the intake and exhaust flow of an internal combustion engine The coefficient in the equation was determined using a least squares curve fit to all available experimental data from spark ignition engines of varying size and speed ranges at the intake and exhaust ports provided by past literature Thus this correlation is assumed to be valid for the entire range of spark ignition engines including t
32. runaway could result in costly operator safety concerns product scrap damage to capital equipment or a fire hazard 258 s3 E jaiai iii S WATVIEW HMI WATVIEW Watlow s Windows based HMI Human Machine Interface software supports the SERIES SD controllers The software can be used to setup monitor and edit the values of controller parameters to monitor and manage alarms and to log and graph process data Refer to the user manual for proper wiring instructions LIMIT SD INFOSENSE Sensor Technology Watlow s INFOSENSE sensor technology improves temperature sensing accuracy by 50 percent Each INFOSENSE smart sensor contains four numeric values located on tags attached to each sensor that are programmed into the SD controller memory These values characterize Watlow sensors and allow the controller to provide enhanced accuracy Ott 12an Infrared Communications The Infrared Data Communications IDC option is available on all SERIES SD controller models except the 2 DIN and can support complete SERIES SD parameter configuration and operation The IDC option supports wireless communications with PDAs personal digital assistants or other devices equipped with infrared communications that support the Infrared Data Association IrDA 1 0 Standard The actual user interface or configuration is dependent on the master device application software A source for this software is Instant
33. team did a literature search in order to obtain an estimate for usage in our calculations From the experimental results conducted on a four cylinder internal combustion engine 18 we determined with the engine running at 1000 rpm a typical exhaust velocity that we can expect averages out to be 20 m s with a volume flow rate of 0 02 m3 s vims crank angle degrees Figure 12 Exhaust velocity profile of an engine running at 1000 rpm 0 100 200 300 400 500 600 rog crank angle degrees Figure 13 Exhaust volume flow rate profile of an engine running at 1000 rpm Cross flow Heat Exchanger By choosing arbitrary values for the outer pipe diameter inner pipe diameter cross flow velocity and cross flow air temperature and assuming negligible 28 conduction resistance between the two cross flows we determined that length of cross flow piping required The equations used for the calculations are included in Appendix C Variable Value Exhaust Velocity 20 m s Cross flow Velocity 20 m s Cross flow Initial Temperature 1000 K Exhaust Initial Temperature 500 K Exhaust Target Final Temperature 600 K Diameter of Outer pipe 0 1 m Diameter of Inner flow pipe 0 05 m Reynold s Number of Cold Stream 26810 Turbulent Flow Reynold s Number of Hot Stream 8525 Transition Flow Nusselt s Number of Cold Stream 69 17 Nusselt s Number of Hot Stream 6 248 Total Conduction Resistance 0 00003 K W Total Convection Resistance 0 0372 K W Mc
34. the specifications QUALITY FUNCTION DEPLOYMENT QFD The QFD Diagram consists of a list of the customer requirements leftmost column and engineering specifications uppermost columns of our project as shown in the following figure A relation matrix shows how the two are linked and how the customer requirements were translated into the engineering specifications of our design A weight rating was assigned to each customer requirement and is entered beside it This weight rating was then used to find out which engineering specifications are the most important The strength of the relationships between each customer requirement and engineering specifications was evaluated by the team through logical analysis and sound reasoning The relation matrix was input with values of 1 3 or 9 with 9 representing the strongest relationship 1 a small relationship and an empty cell denoting no relation We considered each team member s rationale for assigning a particular value and reached a consensus for every relationship pair After calculating the importance rating we found that the most important engineering specification to achieve is temperature sensor type We need to select a temperature sensor suitable for the range of temperatures and the medium in which it is to be used The next most importance specification is the design of catalyst access mechanism This implies that the test rig should come with a well designed catalyst access mechanis
35. their various quotations which exclude taxes and shipping charges Further technical information and their different specifications may be perused in the supplier catalogs provided in Appendix G Supplier Distributor Model Price Calright Instruments Kanomax Anemomaster Model 6162 High USD3002 Temperature Anemometer with Probe Model 0204 Omni Instruments MiniAir 20 Mini Inox vane anemometer up to 250 C USD1666 steel air probe from Schiltknecht Messtechnik AG Table 34 Two suppliers of high temperature anemometers Although more expensive the Kanomax Anemomaster model is exactly aligned with the requirements of our high temperature application Furthermore it allows for a digital output to a PC whereas the Schiltknecht model only allows a meter reading The latter also operates up to 250 C only and this is lower than what we expect the exhaust temperature to reach up to 400 C Hence the only suitable product for our application is the Kanomax model provided by Calright Instruments However this presents a real budget challenge Since velocity measurement is not critical to our main objective of achieving a thermally controlled catalyst test rig our team believes that acquiring this meter is not a pressing issue and may be deferred In future if and when high temperature anemometers become commercially available at low http www calright com pd_810 aspx hittp www omniinstruments co uk airweath ma20_e htm 57 cost
36. thermal control system This temperature controller would allow us to achieve a single set point control and maintain the exhaust gas temperature at that set point by adjusting the power input to the heating system The technical specifications of the temperature controller are summarized in the table below SD6C HCJA AARG Control Type On off or Auto Tuning PID Dimensions 1 16 DIN Behind Panel 97 8mm Width 52 1mm Height 52 1mm Line Voltage Power 100 240V AC DC 0 1 of span 1 C calibrated ambient temperature Input Single Universal Input Type K thermocouple Allowable Operating Range 200 to 1370 C 56 2 outputs Output 1 Switched DC Output Solid State Relay Compatible Output 2 Mechanical Relay Form A 2A Table 33 Technical specifications of temperature controller A schematic of the thermal controller system and how it is to be implemented in our system is shown below Thermocouple Temperature Controller Solid State Relay Figure 26 Schematic of thermal controller implemented in our system GAS FLOW METER The selected concept for the gas flow meter is an anemometer with probe insertion Several gas flow meter and more specifically anemometer manufacturers were approached It must be noted that due to the high temperatures up to 400 C involved in our application only two distributors were found to carry a suitable anemometer that can operate in that range The following summarizes
37. 0 to 95 C 288 mm 200 mm 4 bar G 3 2 max 200 mm min 15 75 mm Measuring range Accuracy Operating temperature Length Insertion length Pressure resistant up to Tube size Clear insertion width for probe Connection thread Length of cable G 3 for ball valve 5 0m Storage temperature 65 to 150 C Volume measuring system Micro PSU 0 4 to 40 l min 1 0 to 100 l min 1 0 fs 3 0 rdg 30 to 140 C 150 mm out 14 mm in 9 mm hose 14 mm G Volume measuring system for air Measuring Range Accuracy Operating temperature Length Diameter Hose connector or Threaded connector Length of cable 1 5 m Storage temperature 65 to 150 C Snap head only replaceable with same range and diameter UK Europe Office Tel 44 0 8700 434040 Fax 44 0 8700 434045 info omniinstruments co uk www omniinstruments co uk Aaa MENS nn Measurement gt Control gt Data Acquisition 0 to 99 9 RH 0 to 9999 rpm 1 5 rh at 10 95 rh 0 5 rh 10 to 60 C 0 35 C at 10 50 C 0 1 C 20 to 60 C 22 xX 32mm O25 mm 26mm 195 mm 1 8m 65 to 150 C O to 60 C 13x40 45 mm O15x 120 mm O14mm 180 mm 1 5m 65 to 150 C Volume measuring system 20bar for MiniWater20 0 04 to 5 m s 0 5 fs 1 5 rdg 10 to 200 C 560 mm 360 mm 20 bar G max 200 mm min 15 75 mm G for ball valve 2 0 m 200 C 1 5 m from Box 65 C 65 C to 200 C
38. 1 3 3518 6630 Korea 82 2 575 9804 Malaysia 60 3 7980 7741 Mexico 52 442 217 6235 Singapore 65 6777 1266 Spain 34 916 751 292 e Sweden 46 35 27 11 66 Taiwan 886 7 288 5168 United Kingdom 44 0 115 964 0777 APPENDIX G GAS FLOW METERS G1 Kanomax Anemomaster Model 6162 G2 Omni Instruments MiniAir 20 Mini Inox Vane Anemometer 86 Eiet 501400 OJOO JaA EMTE28 Middle and High Temperature Anemomaster Probe Model 0203 Middle temp Up to 392 F 200 C Model 0204 High temp Up to 752 2F 400 C EXCELLENT FIT for High Temperature Production Environments In Sheet Forming Container Production Printing Press Steel Atomic energy etc Z4 KANOMAX The Ufhmote Measurements Simultaneous Measurement of Air Velocity and Temperature in High and Middle Temperature Environment Features Simultaneous display of air velocity and temperature Improved response time by the addition of secondary temperature compensation circuit Easy log review with graphic display Memory function of maximum 999 separate measurement data Built in RS 232 C serial interface for connection to PC Analog output and remote control terminal standard Probe Compatibility feature allows you to easily change the probe Probe for middle temperature Model 0203 Probe for high temperature Model 0204 Extention rod for high temperature extention by two step sor o Specification
39. 102 M88 CCG F 1 304 plain only CGSB 51 GP 9M CGSB 51 GP 52M jacket Technical Data Surface Burning Characteristics UL Classified Does not exceed 25 Flame Spread 50 Smoke Developed when tested in accordance with ASTM E 84 CAN ULC S102 M88 NFPA 255 and UL 723 Temperature Range e Pipe operating temperatures from 0 F to 1000 F 18 C to 538 C Water Vapor Transmission ASTM E 96 Procedure A e Jacket has a water vapor permeance of 02 perms or less Corrosiveness ASTM C 665 e No greater than sterile cotton e Complies with ASTM C 795 MIL I 24244C and NRC 1 36 Puncture Resistance TAPPI Test T803 Beach Units e Jacket minimum rating of 50 units Alkalinity ASTM C 871 e Less than 0 6 as Na O e pH between 7 5 and 10 0 Microbial Growth ASTM C 1338 e Does not promote microbial growth Water Vapor Sorption ASTM C 1104 Less than 0 2 by volume Linear Shrinkage ASTM C 356 e Negligible Product Forms amd Sizes Produced in 3 914 mm sections For iron pipe from 72 to 24 nominal pipesize 13 mm to 610 mm For copper tube from to 6 16 mm to 156 mm e Wall thicknesses from 1 2 to 6 13 mm to 152 mm in single layer for most sizes All insulation inner and outer diameters comply with ASTM C 585 Packaging e Four convenient carton sizes for easy ordering inventory tracking and storage e Unique sesame tape reinforced carton hand holds for superior s
40. 23 Four housing schemes for catalyst test rig system It is duly noted that the cost of the reducing elbow is the highest at over 100 USD each relative to all other components Hence scheme A was rejected because it requires two of those parts In terms of economical cost scheme D is the cheapest since no reducing elbows are required However since the reducing couplers have to be fabricated out of stainless steel instead the labor costs are immense Besides a quote from ASAP Source indicates that the round raw stock required for fabrication costs USD109 28 alone This offsets the savings achieve in not acquiring the reducing elbow Scheme B is largely similar to scheme C except that the positions of the catalyst and reducing coupler are reversed Scheme B is finally selected because we believed that a gradual change in cross section upstream of the catalyst is better than having a sudden change in cross section upstream The exhaust is allowed to expand slowly to flow through the catalyst The ones shown in Scheme D are not 7 in length so they are not available in McMaster Carr and must be fabricated 8 http www asapsource com 54 FINAL DESIGN HOUSING A CAD model of the proposed catalyst test rig was created using Unigraphics NX 4 0 to provide a visualization of the completed system Screenshots of the CAD model are included below Site for small quick clamp ee Heated pipe installation Remov
41. 278 Fax 1 866 628 8055 ns ru men ts MOTT info omniinstruments co uk info omniinstruments com au info omniinstruments net www omniinstruments co uk www omniinstruments com au www onmnniinstruments net Measurement gt Control gt Data Acquisition The vane anemometer MiniAir20 measures the velocity E i E of gaseous or liquid media as well as temperature relative humidity and revolutions In anemometry the N l r accuracy achieved by a vane anemometer is acknowledged to be unmatched The vane rotation is closely linear to flow velocity and is unaffected by Multiprobe Anemometer pressure temperature density and humidity The probe MiniAir20 like other MiniAir models features the unique Snap Head on types Micro Mini and Typical applications are measurements in ventilation Macro providing on site serviceability thus making it air conditioning systems building maintenance ideal for continual measuring general industrial research and laboratories Measuring media Synthetic probe non aggressive gases or liquid media Steel probe aggressive media Measuring ranges Flow m s Temperature C Humidity rh Revolutions rom Indication LED 4 digit Measuring rates 2 measurements sec Supply Battery Battery 1 x 9 V Leclanch LR22 9 V or external mains adapter Current consumption Approx 15 mA Lifetime of battery Approx 12 h Output Flow Humidity Temperature High Temperature 0 1 Volt 10 mV 2C OV 20 C 2
42. Box and Cable up to 65 C Volume measuring system Mini Steel 2 5 to 250 l min 5 0 to 500 l min 0 5 fs 1 5 rdg 30 to 140 C 300 mm out 22 mm in 18 mm hose 18 mm G 3 1 5 m 65 to 150 C Specification subject to change without notice USA Canada Office Tel 1 866 849 3441 Fax 1 866 628 8055 info omniinstruments net www omniinstruments net Australia Asia Pacific Office Tel 61 0 282 442 363 Fax 61 0 294 751 278 info omniinstruments com au www omniinstruments com au APPENDIX H PIPE INSULATION H1 KNAUF 1000 Pipe Insulation H2 KANUF Proto PVC Fitting Covers 87 KNAUFINSULATION A Knauf Data Sheet PE DS 1 04 06 Sis 1000 Pipe Insulation 1000 Pipe Insulation Description Knauf 1000 Pipe Insulation is a molded heavy density one piece insulation made from inorganic glass fibers bonded with a thermosetting resin It is produced in 3 lengths with or without a factory applied jacket The jacket is a white kraft paper bonded to aluminum foil and reinforced with glass fibers and the longitudinal lap of the jacket is avail able with or without a self sealing adhesive A butt Strip is furnished for each section Application Knauf 1000 Pipe Insulation is used in power pro cess and industrial applications and in commercial and institutional buildings where maximum fire safety resistance to physical abuse and a finished appearance are desired Ad
43. D Heating system 1 WATROD Tubular Heater WATLOW 212 30 1 Heater Installation WATLOW 175 00 1 Engineering Charge WATLOW 150 00 Thermal control system 1 Mini Plug Thermocouple with McMaster Carr 39095K64 17 10 Bendable Probe Flat Pin Connector Type K 12 L 1 8 Diameter W O Cable 1 Thermocouple and RTD McMaster Carr 3869K34 3 67 Connector Female Jack Flat Pin Mini Type K Yellow 1 Steel Yor Lok Tube Fitting McMaster Carr 5929K41 22 05 Adapter for 1 8 Tube OD X 1 8 NPT Female Pipe swagelok 1 WATLOW SERIES SD6C PID Hi Watt Inc SD6C 213 00 Temperature Controller HCJA AARG Housing material T304 stainless steel 3 90 elbow radius 21 4 for tube McMaster Carr 4322K112 21 67 OD 1 2 1 90 reducing elbow 3 x 1 2 McMaster Carr 4322K125 131 39 tube OD 1 36 T304L stainless steel tubing McMaster Carr 4466K152 35 88 142 OD 1 37 ID 1 12 T304L stainless steel tubing McMaster Carr 4466K211 26 12 3 OD 2 87 ID 1 Reducing coupling 3 x 112 McMaster Carr 4322K236 79 26 tube OD 7 length 7 Wing nut clamp 142 tube OD McMaster Carr 4322K152 8 80 2 Wing nut clamp 3 tube OD McMaster Carr 4322K155 12 90 8 Quick clamp x short weld tube McMaster Carr 4322K212 3 46 adapter 172 tube OD 2 Quick clamp x short weld tube McMaster Carr 4322K215 9 36 adapter 3 tube OD 1 1 OD T304L stainless steel ASAP Source 8 00 round stock one pound 1 G 9900 compressed graphite Garlock Provided
44. Diameter of Chamber Reynold s Number of Exhaust Nusselt s Number of Exhaust Total Conduction Resistance Total Convection Resistance Biot Number Number of Transfer Units Chamber length required 0 15 m 4552 Transition Flow 16 47 0 0002 K W 0 312 K W 0 0006 0 223 1 567 m Table 9 Calculated values for heating chamber The heating chamber system requires significantly less chamber length as compared to the counter flow heat exchanger However since the chamber surface needs to be heated up to a high temperature heat loss through surface conduction and radiation may be significant and proper insulation of the heating chamber needs to be considered Heating Pipe Similar to the heating chamber system the heated pipe is set up on existing pipe lengths of the engine system Measurements were taken from the laboratory for application in our calculations An arbitrary value was selected for the pipe surface temperature and the conduction resistance was calculated together with Biot number to ensure that a lumped capacitance model is once again applicable The equations used for the calculations are included in Appendix C Variable Value Exhaust Velocity 20 m s Pipe Surface Temperature 1000 K Exhaust Initial Temperature 500 K Exhaust Target Final Temperature 600 K Diameter of Pipe 0 05 m Reynold s Number of Exhaust 26810 Turbulent Flow Nusselt s Number of Exhaust 69 1 Total Conduction Resistance 0 002 K W Total Convecti
45. F THERMAL CONTROL SYSTEM WATLOW Series SD Temperature Controller 85 SERIES SD Controllers Provide Value and Accurate Cost Effective Temperature Control The SERIES SD family of PID temperature controllers utilizes today s advanced technology to provide the value benefits and accuracy you ve come to expect from Watlow The features and performance offered by SERIES SD controllers make them ideally suited for a broad range of applications in temperature and process control The SERIES SD single channel controllers include a universal sensor input with up to three outputs that can be programmed for heat or cool temperature control or to operate as process or deviation alarms Programming Inverse Scaling is also simplified with the user friendly set up menu providing additional value without additional cost Advanced features of SERIES SD controllers include EIA 485 Modbus Serial Communications Watlow s INFOSENSE sensor technology Infrared Remote Communications operation Watlow s patented User Definable Menu System and a Save and Restore feature that allows the restoration of either factory or user defined settings The SERIES SD is available in FM Limit version and a four profile 10 step Ramping version that includes Ramp Soak Jump Loop Link and End steps The updated SERIES SD family includes a new Variable Burst Fire feature that saves wear and tear on heaters thus prolonging heater life reducing downtime
46. Figure 14 Schematic of the heating elements under consideration a Tubular Heaters b Band Heaters c Strip Heaters FUNCTION 2 PIPE INSULATION The following table summarizes the benefits and disadvantages of the various insulation options Product Name Disadvantages Insulite Roxul RW 40 Blanket FoamGlass Knauf KwikFlex Knauf Pipe and Tank Knauf ET Blanket Low thermal conductivity Long lifespan High maximum working temperature Flexible Fire resistant High maximum working temperature Low thermal conductivity High maximum working temperature Low thermal conductivity Flexible Low thermal conductivity Somewhat flexible Supports pipe structurally Tough and durable Flexible Lightweight Low thermal conductivity High maximum working temperature 32 Expensive Not flexible for pipe bends Requires customization for our system Not available in small quantities Expensive Not available in small quantities Rigid Expensive Not available in small quantities Lower maximum working temperature Expensive Not available in small quantities Lower maximum working temperature Expensive Not available in small quantities Hard to wrap around small diameters due to stiffness Expensive Not available in small quantities Knauf 1000 Pipe Insulation Knauf PVC Fitting Covers Available in required pipe diameter Inexpensive Sold in small quantities Easy to install Available in requi
47. HMI from Software Horizons For more information visit www instanthmi com watlow Advantages of IDC include automated logging of key process variables increased accuracy and ease of use for recipe or configuration setups Infrared data communications enhances controller data exchange in physically restricting environments such as semiconductor clean rooms governmental radio active test labs or those hard to reach areas and reduces the use of paper to record instrument information as well as human transposition errors Dimensions DIN Size Behind Panel max Yao DIN 97 8 mm 3 85 in 52 6 mm 2 07 in 29 7 mm 1 17 in Ye DIN 97 8 mm 3 85 in Y DIN 97 8 mm Vertical 3 85 in 97 8 mm 3 85 in 101 1 mm 3 98 in DIN Horizontal DIN Specifications Line Voltage Power e 100 to 240V ac 10 15 percent 85 264V ac 50 60HZz 5 percent e 24Vx ac dc 10 15 percent 50 60Hz 5 percent e 10VA maximum power consumption e Data retention upon power failure via nonvolatile memory Environment e 18 to 65 C 0 to 149 F operating temperature e 40 to 85 C 40 to 185 F storage temperature e 0 to 90 percent RH non condensing Accuracy e Calibration accuracy and sensor conformity 0 1 percent of span 1 C the calibrated ambient temperature and rated line voltage Calibration ambient temperature 25 C 3 C 77 F 5 F Accuracy span 540 C 1000 F minimum Tem
48. Heated Catalyst Test Rig for Single Cylinder Engine Qionghui Fung Chun Yang Ong Chee Chian Seah and Joann Tung Team BioSoft ME450 FINAL REPORT Department of Mechanical Engineering University of Michigan Ann Arbor MI 48109 2125 ME450 W07 Team 18 Instructor Professor Katsuo Kurabayashi sponsor Professor Dennis Assanis Mechanical Engineering U of M Shell Oil Company April 17 2007 Eii Solid state heap z relay ea ind tir rT 4 Temperature controller Catalyst housing Thermocouple Exhaust outflow Heated catalyst test rig prototype ABSTRACT The University of Michigan is spearheading research in the area of low temperature combustion LTC with premixed compression ignition PCI This is a form of diesel combustion that is able to achieve high fuel efficiency with decreased nitrous oxides and soot emission but increased hydrocarbon and carbon monoxide emissions A diesel oxidation catalyst DOC is therefore required The project scope involves adding a catalyst test rig to the current single cylinder engine to allow researchers to quickly test catalyst bricks suitable for LTC PCI The rig should also be capable of controlling the exhaust gas temperature entering the catalyst so as to appropriately simulate the exhaust temperature profile from a multi cylinder production engine for useful results This new test rig will be vital when the research team embarks on future testing involving biofuels since
49. ON EVALUATION To systematically facilitate the evaluation of all the concepts we take advantage of the fact that each of our system sub functions is largely independent of each other Hence we will evaluate Zi the concepts separately under each function and selecting the concept that gives the best performance for that function Finally the top choice for each function is combined together to arrive at our single solution for the system It is noted that some refining of the concepts will be necessary to fully integrate the sub functions FUNCTION 1A HEATING SYSTEM From our design concepts we took into consideration the feasibility of implementation and the ease of integration of the design systems in order to narrow down our options Based on our team s initial assessment we determined that the hot air mixer is unsuitable as it will affect the experimental results due to continuously varying air mix ratios The wire mesh heater will not be as effective as the heated coil within the pipe due to the short exposure time The internal fins system will be difficult to manufacture and hard to replace when damaged while the heat pump system is not feasible at the desired operating temperature These systems will thus be dropped from consideration Our team did a preliminary engineering analysis on the remaining systems and the results are presented as follows As we are currently unable to measure the gas velocity in the exhaust system our
50. PERCEDE WRITTEN SPECIFICATIONS OR OWNER AGREEMENT Flexural Strength PSI ASTM D 790 02 000e 0eeeee 9 396 Izod Impact 1 4 ft Ib in ASTM D 256 EA EEIE 37 Heat Deflection Temp ASTM D 648 00 000505 157 F 70 C at 264 PS 8 95 kg cm F VICAT Softening Temp ASTM D 1525 Water Vapor Transmission ASTM E 96 95 70 F amp 50 Relative Humidity 015 thick 058 020 thick 047 030 thick 027 Surface Burning Characteristics of All Fitting Covers and Jacketing LesShitoKe PIG ois ia raara SUT passes 25 50 ASTM E 84 Up to 035 Thk The best rated PVC we know of Puncture Resistance ASTM D 781 006 thick 178 Beach Units 015 thick 221 Beach Units FEDERAL SPECIFICATIONS COMPLIANCE POLY VINYL CHLORIDE ASTM 1784 92 LP 1035A Type Grade GU and Type III LP 535E Type Grade GU and Type Ill United States Department of Agriculture Authorized Agriculture Canada Authorized New York City MEA 243 84 M Chicago Los Angeles ASTM C 585 76 sizes Canada CAN CGSB 51 53 95 TECHNICAL PROPERTIES OF FIBERGLASS INSERT MATERIAL Thermal Conductivity ASTM C 177 Mean Temperature F k BTU in hr Ft 2 F HH 558 Form B 75 1 24 C 26 037 W m Type 1 Class B 150 1 66 C 33 048 W m C 250 121 C 44 063 W m C APPLICATION AND SPECIFICATION GUIDELINES A STORAGE Protects cartons from water damage or other abuse Proto Fitting Cover
51. Quick clamp x short weld tube adapter 3 tube OD rpm Cut out stock to the required part with Automated slightly more than required length en Required Pipe 5 3 rough ends until exact length dimension tool chuck ies ee Butt weld flanges to both ends ofthe pipe s sd Table 38 Manufacturing plans for straight pipe section 3 OD Our team fabricated the sensor fitting out of raw stock as described below The dimensioned drawing and CAD model of the part are shown in the figures that follow Purchased raw stock 1 OD T304L stainless steel round stock 1 Ib rpm 1 Secure stock into lathe chuck Face both Lathe 150 Side tool Lathe aa a e b 2 Turn down diameter to 3 4 slightly more than 1 into round stock chuck 3 Center drill center of stock Lathe 150 1 8 center Lathe drill chuck Drill hole more than 1 into stock R drill bit chuck Cut part to 1 length from end with hole Bench saw 150 Secure 1 part in mill Locate center axis oo aa of round part using jump edge finder finder Mill out curvature 1 OD of one end 8 Widen curvature to 1 5 OD using file P ile Vise 6l Tap hole for 1 8 27 NPT thread to screw in the swagelok A i bu nd a a b Figure 27 a CAD model and b dimensioned drawing of sensor fitting Five gaskets are cut out of the Garlock G 9900 compressed graphite fiber gasket material provided by the clien
52. TLOW according to the following specifications as determined by our housing system Voltage input 220 V Power output 2000 W Performance 22 W in2 Tubular diameter 0 26 Sheath length 112 819 Design Coiled with 1 5 ID 15 coiled height Table 32 Specifications of heating system The Tubular heating element will be installed by WATLOW onto a section of stainless steel T304L pipe provided by us and delivery time is expected to be around three weeks The cost breakdown of the parts and labor is included in the Bill of Materials A brochure of the WATROD Tubular Heater is included in Appendix E1 A CAD drawing of how it may look like when it is installed on the pipe is provided below The exact dimensioned drawing of the heater as designed by our supplier is provided in Appendix F2 Figure 25 CAD model drawing of the installed heating system THERMAL CONTROL SYSTEM Our team looked into commercially available temperature controllers which would be suitable for our design project Currently we have approached Hiwatt Inc which is a distributor of process heaters temperature sensors and temperature controls Hiwatt Inc provides top manufacturer s brands including WATLOW RKC OMRON amp OMEGA products as well as other lines After discussing the technical specifications of our design with Hiwatt Inc they have recommended a WATLOW Series SD temperature controller refer to Appendix F which could fulfill the objectives of our
53. a flowmeter evaluation form provided by OMEGA Engineering Inc to allow the systematic identification of suitable flow meters to measure exhaust gas velocity Table 1 Flowmeter Evaluation Table SQUARE ROOT SCALE MAXIMUM SINGLE RANGE 4 1 Typical Orifice SquareEdged ls 40 Haned Meter Run 0 5 1 5 12 40 integrated 05 12 Segmental Wadge 17 300 Eecontrie 2 50 Segmental 4 100 Cone 0 5 72 12 1800 Target lt O 5 12 Venturi 150 Flaw Nozzle 2 50 Lew Loss Venturi 75 Pitot h 75 Averaging Pitot 1 25 Elbow 2030 Laminar 0 25 16 4 4 400 LINEAR SCALE TYPICAL RANGE 19 1 Or better Magnetics 01 72 25 1800 X riv i x 2 2 T 460 180 1 500 10 800 Positive Displacement Gas 12900 7 xXjx x 71 0f rate 250 120 1 400 10 000 Liquid 412 300 x X 3 0 5 of rate No Ry limit 8 000 S 600 315 1 400 10 000 Turbine Gas 0 25 24 6 600 ETE t05 of rate 450 500 208 260 4 000 21 000 Liquid 0 25 24 6 600 1 20 5 of rate Re 5 000 415 c 450 500 248 260 3 000 21 000 Ultrasonic Time of Flight v5 13 z 3 al of rate to ISAURY Ro 10 000 300 500 180 240 Pipe rating Doppler 0 5 13 Ee of rate to MSURY Road O00 300 500 180 260 Pipe rating Variable Area Rotameter lt 3 75 V OF ate TO TIO URY No Rolimit 100 S BRS GGreoy Mosk Totton Vortex Shedding 15 16 40 400 fab areca 0 75 1 3 of rate Ry 10 000 lt 30 P 400 200 1 500 10 500
54. a heating element within the pipe is also not easily achieved this system might face some complications in the integration phase FUNCTION 1B HEATING ELEMENT The heating elements that are compatible with our design heating systems include a tubular heater a band heater and a strip heater Tubular heaters are versatile heaters which can be formed and shaped into various geometries for contact surface heating application Band heaters can provide high temperature heating and can be clamped onto the required pipe sections easily Strip heaters are also versatile heaters which can be bolted or clamped onto solid surfaces for heating applications A schematic of the heating elements is shown in Figure 14 19 With the assumption of a mass flow rate of 0 02 m3 s the amount of power required to raise the exhaust temperature by 100 K is estimated to be 1400 W The characteristics of the heating elements are broken down below together with the cost and the number of units required Heating Size Maximum Maximum Watt Cost per Number of Element Temperature Densities unit Units required WATROD Diameter 0 0124m 815 C 18 6 W cm 150 1 Tubular Heater Stainless Diameter 0 05 m 760 C 15 5 W cm2 100 3 Steel Band Width 0 125 m Heater MI Strip Diameter 0 05 m 760 C 15 5 W cm 100 3 Heater Width 0 125 m Table 12 Summary of heating elements characteristics 31 fF Sa A O N ae haar cts j a b c
55. able catalyst housing Front view Sites for large quick Pl clamp yy Peed ETTE Isometric view Figure 24 CAD model drawing of the completed catalyst test rig A list of the pipe sections of the test rig is included in the table below The part number denotes the McMaster Carr serial number of the purchased part that we will be modifying from The pipe dimensions below were selected based on spatial and cost considerations Part No Part Quantity Dimension 4466K152 Horizontal pipe 2 L 1 0625 OD 1 5 4466K152 Vertical pipe 1 1 L 15 76 OD 1 5 4466K152 Vertical pipe 2 1 L 4 76 OD 1 5 4466K211 Vertical pipe 3 1 L 3 OD 3 0 4322K112 90 Elbow 1 3 OD 1 5 1 5 4322K125 90 Elbow 2 1 OD 3 0 1 5 4322K236 Reducing Coupling 1 L 7 OD 1 5 3 0 4322K52 Quick Clamp 1 7 ID 1 5 4322K155 Quick Clamp 2 2 ID 3 0 Swagelok fitting 1 OD 0 375 1 8 27 NPT Table 31 List of parts for the housing of test rig A detailed dimensioned drawing of the proposed catalyst test rig is included in Appendix D The design will require a total of seven gaskets to be placed between the flanges of the pipes with the smaller OD i e in the small quick clamp These gaskets must have high temperature resistance The manufacturing and assembly plan will be presented in a later section 55 HEATING SYSTEM The WATROD Tubular Heater will be supplied by WA
56. able in this system is the length L of the heated pipe segment required for the exhaust to achieve the specified temperature before it enters the catalyst Since the heated pipe system is placed only a short distance upstream of the catalyst it is relatively reasonable to assume that lt T gt 1s a close representation of the exhaust temperature just before entering the catalyst The following details the heat transfer calculations used to obtain L The nomenclature table below summarizes the variables used in the calculations that follow u Mean fluid velocity D Pipe diameter T Wall thickness V Kinematic fluid viscosity Pr Prandtl number k Thermal conductivity of pipe k Thermal conductivity of fluid L Length of heated pipe C Specific heat capacity of fluid O Volume flow rate P Density of fluid Table 29 Nomenclature table for heat transfer calculations Several assumptions are made for our model and important parameter values are assigned as follows 46 e Volume flow rate Q 0 02 m3 s e Pipe diameter D 0 0381 m 1 57 Wall thickness t 0 001651 m 0 065 e Properties of exhaust are comparable to air so that v 37 3 x 10 6 m s p 0 706 kg m and c 1017J kg K The velocity through the pipe is thus calculated as u 5 17 5 m s IT The two important parameters Reynolds number Rep and Nusselt s number for turbulent flow lt Nu gt p are calculated according to the following equations
57. acturing plans for straight pipe sections 112 OD ccccccsssssssssssseeeeeeeeeeeees 61 Table 38 Manufacturing plans for straight pipe section 3 OD cc cccccsssesseeeseseeeeeeeeeeeeees 61 Table 39 Manutacturins plans for sensor TNS erasi a E E ERE 62 Table 40 Manufacturing plans for steel Gasket ce ecsessssseseeeecccceeeeeeeeeeaaaaseeeeseseeeseeeeeeeeees 63 Table 41 Comparison of system with control to that without Control cc eeeeeeeeseeseeeeeeeeeeeees 66 INTRODUCTION As an attempt to meet more stringent emissions regulations with ultra clean and efficient engines the research team led by Professor Dennis Assanis at the University of Michigan has been experimenting with the development of a novel internal combustion method comprising of low combustion temperatures LTC and premixed combustion ignition PCI strategies Although this approach leads to the near elimination of NO and soot formation with little penalty in fuel efficiency and consumption the low temperatures of combustion often lends itself to higher hydrocarbon HC and carbon monoxide CO emissions These high emissions levels coupled with the low exhaust gas temperatures impose a great challenge to the catalytic after treatment of the exhaust Testing new catalyst formulations in particular the diesel oxidation catalysts DOC are thus of great utility to find formulations that are compatible with these new diesel combustion method Due t
58. ailable for the Bosch injector used in the test engine 79 Measuring the combustion noise 1s achieved using an AVL 450 Combustion Noise Meter This instrument uses correlations based off a filtered version of the cylinder pressure to output an estimated engine noise level in decibels Dynamometer System The engine is attached to a David McClure Ltd 30kW AC dynamometer The dynamometer is supported by trunion bearings at the front and rear to allow the dynamometer to float freely Control of the dynamometer is by a Cussons manufactured control console that operates the dynamometer by means of a KTK 6P4Q30 thyristor drive system The thyristor drive is contained in a cabinet in the test cell while the control console is in the control room next door The dynamometer has speed control only adjusting engine parameters controls load Torque Measurement Torque is measured by a BLH Electronics load cell mounted 390mm from the centerline axis of the dynamometer This instrument is calibrated before each test by a two point zero span calibration With no load on the dynamometer and the engine not spinning the zero is adjusted at the control console For the span calibration a 51 3N mass is hung from the load cell system measures a 20Nm torque and the instrument span is adjusted by changing the signal multiplier in the low speed data acquisition system terminal for the torque signal 80 APPENDIX B FLOWMETER EVALUATION FORM The following is
59. ainting must be done only after priming the PVC surface with X 1 M 400W Primer X 1 M Products Inc Westlake Ohio 44145 Telephone 440 871 4737 or 800 262 8469 Outdoors Painting Only over White Exotuff 195 F deflection temp modified PVC or EXOD 225 F deflection temp CPVC after X 1 M primer Use PVC compatible paints without strong solvents Jest paint a section before proceeding 5 CAUTION Fiberglass may cause temporary skin irritation Wear long sleeved loose fitting clothing head covering gloves and eye protection when handling and applying material Wash with soap and warm water after handling Wash work clothes separately and rinse washer A disposable mask designed for nuisance type dusts should be used where sensitivity to dust and airborne particles may cause irritation to the nose or throat D HEAVY INDUSTRIAL APPLICATIONS OUTDOORS Use 030 or higher PVC Jacketing Use heavy duty two piece fitting cov ers made from minimum 030 thick to 050 thick PVC sheet depending on size of fitting cover Jacketing to be cut and oven precurled E FIRE TEST RESULTS PROTO LoSMOKE PVC USA E 84 25 50 Rated up to 035 thick The Best Rated PVC CANADA Passes CAN 4 510 2 LoSMOKE fitting covers confirm to virtually all city state and federal codes for use in hotel commercial and industrial buildings LoSMOKE fitting covers will be labeled on the box Passes ASTM E 84 Flame spread 25 smoke developed 50
60. al pin e For a stronger positive electrical connection Stainless steel studs e Fusion welded to terminal pins for mechanical strength with ceramic insulator hanow HAN WRD 1001 Watlow Hannibal 6 Industrial Loop Drive P O Box 975 Hannibal MO 63401 Phone 1 573 221 2816 Fax 1 573 221 3723 Internet www watlow com e mail info watlow com Watlow GmbH Lauchwasenstr 1 Postfach 1165 Kronau 76709 Germany Phone 49 0 7253 9400 0 FAX 49 0 7253 9400 44 e mail info watlow de WATROD TUBULAR HEATERS Moisture Resistance Seals WATRODs MgO insulating material is hygroscopic To prevent moisture contamination from entering the heater an appropriate moisture seal must be used Choosing the correct seal is important to the life and performance of the heater Be sure the maximum continuous use temperatures is not exceeded at the seal location Most end seals are applied with a small cavity in the end of the heater The seal will also help prevent arching at the terminal ends Applications e Hot runner molds WATROD Termination Options Bend Formations Single Ended WATROD Watlow does not recommend field bending single ended WATROD elements The minimum radius of the bend and the straight length beyond the bend limits formation The radius must be 76 mm 3 in or more for the heated length s end to be inside a bend Double Ended WATROD Double ended WATROD heating elements can be formed into spirals compo
61. al sensor fitting for attaching the thermocouple and a few gaskets to be placed between the quick clamp flanges The modifications to the purchased parts are described in the following manufacturing plans Purchased part to be modified 36 T304L stainless steel tubing 3 OD 2 87 ID Flanges lt 8 to be welded Quick clamp x short weld tube adapter 142 tube OD pare m t rpm Cut out stock to the required 4 parts each Automated slightly more than required lengths Required lengths are Pipe 1 amp 2 1 0625 Pipe 3 15 76 Pipe 4 4 76 2 Mill down Pipe 3 from both ends to exact Mill 1 end mill Vise dimensions 60 3 Secure Pipe 1 into lathe chuck Face both Lathe 150 Side tool Lathe rough ends until exact length dimension chuck Repeat step 3 for Pipes 2 and 4 be es ae Secure Pipe 4 on mill Locate center axis Mill Jump edge Vise of pipe using a jump edge finder finder Locate center of hole to be drilled 1 635 Mill Jump edge Vise from one end of Pipe 4 using jump edge finder finder 7 Center drill hole Mill 150 1 8 center Vise drill 50 Drill a 1 4 hole through the pipe surface 1 Yq drill bit Butt weld flanges to both ends of each of the straight pipes Table 37 Manufacturing plans for straight pipe sections 1 2 OD Purchased part to be modified 12 T304L stainless steel tubing 172 OD 1 37 ID Flanges x2 to be welded
62. and robust in the operational temperature range Respond time less than 15 ms Temperature Sensor Type Detect temperatures to an accuracy of 5 C and robust in operational temperature range Respond time less than 15 ms Connection Assembly Inlet and outlet diameters to match the pipe section to which test rig 1s affixed with clamps and suitable fittings Table 3 Engineering Specifications and Target Values for Design To illustrate specifically how customer requirements are translated into engineering specifications we will use the most important customer requirement adjustable temperature control to match exhaust gas temperature by heating In order to raise the temperature of exhaust gas a heat source will be needed Therefore we need to list down heat source material 15 and geometry as engineering specifications Before any temperature adjustment could be made we need to be aware of the temperature of exhaust gas at the inlet and outlet of the catalyst brick Hence the type of temperature sensor was included in our engineering specifications Subsequently for an adjustable temperature control to be implemented our system needs to have a heater control mechanism After going through the entire list of customer requirements a list of seventeen engineering specifications were translated These engineering specifications are tabulated in the QFD to show their correlations to customer requirements as well as cross correlations among
63. and saving money Two non linear PID curves have also been added to improve performance in plastics extruder applications Available in 2 and DIN panel mount sizes Watlow s SERIES SD family is backed by an industry leading three year warranty from Watlow Winona The SERIES SD controllers are UL and C UL listed CSA CE and NSF 2 certified and include the IP65 NEMA 4X seal UL and C UL are registered trademarks of Underwriters Laboratories Inc Windows is a registered trademark of the Microsoft Corporation Modbus is a trademark of Schneider Automation Inc 2006 Watlow Electric Manufacturing Company Printed in the USA on Recycled Paper 15 Postconsumer voce WATLOW Features and Benefits TRU TUNE Adaptive Control Algorithm e Tighter control for demanding temperature process applications Watlow s INFOSENSE sensor technology e Thermal sensing technology improves sensor accuracy by a minimum of 50 percent Watlow s patented User Defined Menu System e Allows the user to assign up to 20 parameters in the operations menu e Improves operational efficiency Save and Restore feature for user settings e Allows the user to save individual or factory settings e Eliminates the need to contact the OEM or factory to restore settings WATVIEW HMI Human Machine Interface e Permits operation configuration and data logging via a standard Windows PC Infrared Communications e Al
64. ant adhesives All exposed surfaces must be protected Proto Indoor Outdoor PVC Jacketing is recommended See Knauf Guide Specifications for recom mended PVC jacketing application guidelines e Apply jacketing mastics or vapor retardant adhesives per manufacturer s instructions For metallic jackets factory applied and condensate retarders are recommended ASJ SSL e Keep adhesive and contact surfaces free from dirt and water and seal immediately once adhesive is exposed e Apply when ambient and insulation temperatures are between 0 F and 130 F 18 C and 54 C e f stored below 0 F or above 130 F allow insulation cartons to stand within recommended temperature range for 24 hours prior to application Do not store product below 20 F 29 C or above 150 F 66 C e When using Knauf s SSL closure system make sure the longitudinal and circumferential joints are properly sealed by rubbing the closure firmly with a squeegee Use of staples is not recommended e When using Knauf SSL Pipe Insulation the surface temperature of the insulation should be between 20 F and 150 F 29 C and 66 C during the life of the insulation Fittings and Hangers e Use Proto 25 50 Rated ASTM E 84 PVC Fitting Covers applying PVC fittings per Proto s Data Sheet e Fittings should be insulated to same thickness as the adjoining insulation e Apply fittings per manufacturer s instructions e When required by specifi
65. are The Engineering Tool Box 20 and the OMEGA Complete Flow and Level Handbook and Encyclopedia 21 DIFFERENTIAL PRESSURE METERS The Venturi meter orifice plate are two common devices that operate on Bernoulli s principle that a decrease in flow area in a pipe causes an increase in velocity that is accompanied by a decrease in pressure This is a direct consequence of conservation of energy for a fluid The pipe where flow is to be measured must be designed to allow the insertion of a constricted tube Venturi meter or flat plate with a hole orifice plate with known diameter A manometer measures the pressure drop and by utilizing the Bernoulli s and continuity equation the instantaneous velocity can be determined To account for the real world effects brought about by non zero viscosity and substantial compressibility of gases empirical coefficients such as the Venturi and orifice discharge coefficients functions of the orifice opening and or Reynolds number must be used in the flowrate equations Depending on the required accuracy and pipe size the orifice plate may have different orifice shapes It is noted that the Venturi tube is the more precise but more expensive of the two 22 Another relatively inexpensive meter that operates on differential pressure is the rotameter or variable area meter This meter consists of a vertically oriented glass or plastic tapered tube containing a float within The pipe must be designed to allow t
66. art Each of these choices will be systematically compared in the concept evaluation section that follows FUNCTION 5 THERMAL CONTROL SYSTEM The main function of a thermal control system is to control the temperature of the heating element which in turn determines the temperature of the exhaust gas by heat transfer mechanisms such as convection conduction and radiation to only a small extent The thermal control system can be broken up into two smaller components which are the temperature sensors and the temperature controller TEMPERATURE SENSOR TYPES After researching for suitable temperature sensors we have narrowed down to three possible choices 1 thermocouple 2 resistance temperature detector RTD and 3 thermistor A thermocouple usually consists of a pair of different metals and makes use of thermal gradient between the metals to generate electric voltage for temperature measurements A resistance temperature detector exploits the predictable change in electrical resistance of some materials with changing temperature As they are almost invariably made of platinum they are often called platinum resistance thermometers PRTs A thermistor is a type of resistor used to measure temperature changes relying on the change in its resistance with changing temperature 14 TEMPERATURE CONTROLLERS We have identified two main types of controllers that could be implemented for our system The first type would be to obtain an auto tun
67. atic pressure head of the fuel tank and having passed through a water separator and fuel filter Fuels for later tests will be supplied from a pressurized five gallon fuel can since the volume of fuel to be used 1s relatively small In both cases the fuel flows through a pneumatic emergency cutoff valve before being sent to the fuel measurement and supply unit which consists of a fuel filter variable pressure transfer pump fuel cooler and flowmeter The unit supplies the fuel to the high pressure pump on the engine at 35psig The MAX model 213 positive displacement piston flowmeter determines the fuel quantity used by the engine by measuring the difference between the fuel supplied to the high pressure pump and the fuel that returns from the injector vent line Exhaust Emissions Measurement Gaseous engine emissions are measured with a Horiba 200 Series emissions bench This machine allows for steady state measurement of carbon dioxide CO2 oxygen O2 Carbon Monoxide CO and nitrogen oxides NOx Hydrocarbon HC emissions are measured with a separate emissions bench 78 The nitrogen oxide analyzer 1s a Horiba CLA 22A chemiluminescent analyzer Both the carbon monoxide and carbon dioxide analyzers are Horiba AIA 23 Non Disruptive Infrared NDIR analyzers The oxygen analyzer is a Horiba MPA 21A paramagnetic analyzer A Horiba FIA 34A 2 heated flame ionization detector FID measures the hydrocarbon emissions Two separate ports for
68. avings vs conventional cement molded sections and mitered sections Fast and Easy At fitting locations wrap the fibergiass insert around the pipe fitting apply the Prato PVC Fitting over the insert and tack or tape in place Wide Temperature Range Mlay be used for mechanical piping systems operating from 20 F to 140 F surface temperature of insulation Variety LoSMOKE Indoor Outdoor Exod Exotuff Proto products are also avail able in LoOSMOKE Indoor colors Exod is CPVC GOOD TO 225 F Long Lasting Can be used more than once on retrofit projects general maintenance Excellent Thermal Value K value of 26 at 75 F 037 W m C at 24 C of fiberglass insert mean temperature assures better thermal efficiency than conventional cement fittings Resistance To Fungi and Bacteria ASTM C 665 Does not promote growth of fungi or bacteria U V Resistant Can be used on indoor or outdoor applications for both White LoSMOKE PVC and Regular PVC Extra thick fitting covers should be used outdoors All Std Proto Fitting covers are made of LOSMOKE PVE TECHNICAL PHYSICAL PROPERTIES OF PVC LoSMOKE MATERIALS Specific Gravity ASTM D 792 iiciin niie eaa 1 41 Tensile Modulus PSI ASTM D 638 361 000 25 380 kg cm Tensile Strength PSI ASTM D 638 won wie ce ee ee ee ee ne 6 011 PROTO REGULAR PVC amp LoSMOKE PVC 25 50 RATED JACKETING UP to 035 Thk SUBMITTAL SHEET DOES NOT SU
69. be purchased commercially rather than self designed using LabView One such suitable controller for our system would be a simple on off controller which supports operation data logging and control configuration using a Windows PC It should be able to run on a regular power supply in lab A variety of suitable models are available on watlow com GAS FLOW METER Our team has decided on the hot wire anemometer as the most optimal meter to measure the exhaust velocity This instrument satisfies all of our requirements and can easily produce an analog signal as an output so data is easily collected Although it is a bit costly the initial investment will be offset by cost savings later on due to the relatively low maintenance Furthermore this is also the least invasive of meters requiring only the insertion of a small thin wire or probe Currently our team is waiting for the response of various suppliers we contacted for quotations and detailed specifications in order to ascertain the specific accommodations we have to make to our actual test rig design to integrate the meter A schematic of a typical constant temperature hot wire anemometer 24 is shown below as a reference It is anticipated that only a small tap hole needs to be drilled in the pipe for the insertion of the probe Should the budget present an obstacle to acquiring such a meter the worst case scenario is that we can make do with an orifice plate meter our second best option OPP
70. cartons are not designed for outside storage B PREPARATION Proto Fitting Covers should be applied on clean dry surfaces C APPLICATION 1 General The matching fiberglass insert shall be wrapped completely around the metal fitting leaving no voids Loose wrappings of twine is helpful in shaping difficult surfaces The Proto Fitting Cover shall then be applied over the fitting and insert and the throat secured by either tack fastening or taping Seal all laps with caulk adhesive outdoors 2 Cold Pipe Fitting systems below ambient temperature must have a continuous vapor retarder either with Proto PVC tape Butt Strips Proto PVC Adhesive or a vapor retardant mastic as specified by the engineer When using Proto PVC Tape a 2 51mm minimum downward overlap is recommended for optimum performance Care should be taken not to stretch the last 2 51mm of Proto PVC Tape to avoid stretching or creeping 3 Hot Pipe Insulate as per General Instructions given above Due to pan ec NAE ANT 198 F 92 C PVC softening point at approximately 159 F 70 6 C care should be taken to ensure sufficient insulation thicknesses are applied For hot piping which requires Pipe Insulation over 1 1 2 38 mm wall thick ness an extra fiberglass insert shall be applied for each additional inch of pipe insulation wall thickness Proto recommends the surface temperature of the Pipe Insulation and PVC to be no higher than 125 F 52 C To complete
71. cated before the catalyst test rig eliminates much of the pulsating flow from the single cylinder engine Thus the oscillatory behavior of the output signal may be much improved in actuality Lastly the derived mathematical model given by equation 7 makes the simplifying assumption that the gas is perfectly mixed in the pipe so that it is at a uniform temperature Thus a single temperature can be used to describe the temperature of the gas in the pipe and of the out 52 flowing gas However realistically speaking this is not true for our system Hence our simulated response may not accurately reflect an experimentally obtained response QUANLITATIVE ANALYSIS HOUSING AND TEST RIG INTEGRATION After determining the length of heated pipe required we designed the pipe system so that the entire test rig could satisfy the geometric constraints and be successfully integrated into the test bed Measurements at the actual engine test bed indicated that the entire test rig must fit into a rectangular area of approximately 15 by 22 In fact the horizontal length of the whole rig must span exactly 15 125 and the end flanges at both inlet and outlet ends must be sized for 1 5 tube OD so that the rig can be fastened to the rest of the pipe line with wing nut clamps Since the catalyst differs in diameter from the rest of the pipe line the system will consist of pipe segments with varying cross section i e conical shaped This necessarily im
72. cation a hard insert of sufficient length should be used to avoid compression of the insulation Caution Fiber glass may cause temporary skin irritation Wear long sleeved loose fitting clothing head covering gloves and eye protection when handling and applying material Wash with soap and warm water after handling Wash work clothes separately and rinse washer A disposable mask designed for nuisance type dusts should be used where sensitiv ity to dust and airborne particles may cause irritation to the nose or throat Application Guidelines Storage e Protect insulation from water damage or other abuse welding sparks and open flame e Cartons are not designed for outside storage Preparation e Apply only on clean dry surfaces e Pipe or vessel should be tested and released before insulation is applied General Guidelines e All sections should be firmly butted Seal circumferential joint with a minimum 3 76 mm wide butt strip e Jackets coating and adhesives should have a comparable F H C rating e Factory applied jacket can be painted with latex or water based paint Solvent based paints should not be used e Do not expose factory applied jacket to chemicals or liquid water All piping should have continuous insulation e Position longitudinal lap downward to avoid dirt and moisture infiltration e Do not expose pipe insulation to excessive vibration or physical abuse e Faced insulation should not hav
73. chieve better system performance than an on off controller The commercial controller that we have purchased for implementation in our prototype allows the user to switch from on off control to an auto tuning PID mode This feature allows the controller to measure the system response to determine effective settings for PID control When auto tuning is initiated the controller reverts first to on off control The temperature must then cross the Autotune Set Point 90 of the process set point four times to complete the auto tuning process From there onwards the controller is able to control at the normal set point using the new parameters We anticipate that this new controller mode will be able to reduce the overshoot steady state error and further stabilize our system output Should the auto tune process fail to come up with the PID parameters that will provide the desired process characteristics a manual tune can still be performed using the controller to obtain the required parameters The user functions and interface of our thermal controller are fully explained in the manual provided by our supplier Hiwatt We will be providing this manual with the delivery of our prototype to our client as well The on off cycling frequency of 0 5 Hz shows that the system reverses direction once every two seconds and the range of oscillation is still very wide for both the controlled and uncontrolled systems This characteristic is unavoidable because of the h
74. clude elbows tee valves end caps mechanical line couplings specialty fittings white and color jacketing Protop Tank End Panels Aluminum Faced PVC supported jacketing tack fasteners tapes and specialty items APPLICATIONS The Proto Fitting Cover System is used to insulate mechanical piping systems at fitting locations and provide a PVC Jacketing for straight run piping which gives a quality appearance and excellent durability FEATURES AND BENEFITS 25 50 Rated All Proto PVC Fittings are made of LoSMOKE grade PVC Roll Jacketing is available in either 25 50 rated or regular PVC Grade not 25 50 rated The 25 50 products meet fire and smoke safety requirements of federal state and local building codes Excellent Appearance Bright high gloss white coloring adds a distinct quality appearance to the system Both LoOSMOKE PVC and regular PVC are designed for outdoor use Regular PVC Jacketing costs less than LoSMOKE PVC Jacketing and has excellent fire resistance for outdoor use with a flame spread of 10 and smoke development of 020 approximately 150 The standard line of Proto Fitting Covers are all made in LoSMOKE PVC only no regular PVC Virtually all sizes pass 25 50 when made of LoOSMOKE PVC Easy To Clean Due to the smooth high gloss finish on Proto PVC Fittings the product cleans easily with soap and water This makes the system ideal for food and drug facilities Low Cost Installation Significant cost s
75. cy due to noise e A fast response is required so that the controller will be able to make adjustments quickly e Minimize amount of time spent on experimental data acquisition e A sensitive sensor will not require a signal amplifier thus reducing the amount of equipment needed e Higher degree of sensitivity is not required as it is not a major concern to monitor minute temperature changes for eg 1 C in our project e Exhaust temperatures can vary when different fuels are burned e Exhaust temperature entering and leaving our heater is about 160 C and 300 C respectively thus it needs to measure a wide range of temperature e Desired range is set to account for any system fluctuations e Only contact sensors could be employed due to the transparent nature of gases Sensors must be suitable for gas applications e Experiments can last for hours thus sensors must be able to work in harsh conditions due to the composition and high temperature of exhaust gas e Must be small enough to be inserted into pipe Must be able to be removed and replaced within 5 minutes Ease of integration Affordability Should not take up a huge portion of project budget 50 e There is limited space for inserting sensors because leakage of exhaust gas has to be prevented at all times The sensor should be able to be customized easily into required specifications to fit into the existing engine test bed Cost of equip
76. design of the system should also allow for efficient catalytic reaction The entire test rig has to be well sealed to prevent leakage of exhaust so that the exhaust gas can undergo catalytic conversion processes before being released into the surroundings The remaining customer requirements are focused on practical concerns which also have important implications on the outcomes of the project The test rig should be easy to integrate onto an existing engine test bed so that minimal adjustments are required to be performed to the latter The test rig should be of an appropriate size such that the system components could be contained in a compact volume which is available on an existing engine test bed The design of the test rig should also be ergonomic so that there can be easy access and replaceability with respect to catalyst handling Finally the cost of implementation must be low enough so that it is economically feasible for manufacturing handling and maintenance In order to determine the relative importance of the customer requirements we interviewed Andrew Ickes From the nine listed requirements we examined all thirty six possible combinations of two requirements and selected the more important one out of each pair The selected requirement was given a value of 1 and the other one was given a value of 0 After this we summed all the values given to each requirement and divided by thirty six total number of comparisons to norma
77. ditional weather protec tion is needed outdoors Features and Benefits Energy Conservation e Offers excellent resistance to heat loss or gain which saves energy and lowers operating costs e A low thermal conductivity of 23 at 75 F 24 C Low Cost Installation e Available with self sealing lap which eliminates need for staples additional material and tools e Fast easy installation reduces labor costs Condensation Control e Installed properly the foil vapor retarder and pressure sensitive lap assure a positive vapor seal UL Classified All Knauf Pipe Insulation plain or jacketed meets the fire and smoke safety requirements of most federal state and local building codes Easy Size Identification Pipe size wall thickness and Proto 25 50 Rated PVC fitting cover size are printed in a repeat pattern along the longitudinal lap Easy identification at job site Simplifies restocking After application print is covered by the lap for a neat appearance Specification Compliance In U S ASTM C 547 Type I Grade A Type IV Grade A ASTM C 585 ASTM C 795 ASTM C 1136 jackets Type Il Ill IV HH B 100B jackets Type and Il HH I 558C Form D Type Ill Class 12 Class 13 to 1000 F 538 C MEA 325 83 M City of New York Dept of Buildings MIL I 22344D MIL I 24244C ships NFPA 90A and 90B NRC Reg Guide 1 36 USCG 164 109 4 0 plain unjacketed only In Canada CAN ULC S
78. e implementation of our adjustable temperature control system for the single cylinder engine Our team will be working to close this information gap by performing actual measurements on the single cylinder engine that the research team is testing or if necessary looking to obtain research material that provides the necessary data More in depth research will be necessary to obtain similar data for that of the multi cylinder engine Exhaust Single cylinder temperature esses ee Multi cylinder Figure 3 Schematic comparing the temperature profile of a single cylinder engine with that of a multi cylinder production engine As a further note single cylinders are often used in the experiments to develop these new combustion strategies because of the ease with which many parameters can be varied and useful results obtained The exhaust gas temperature as a function of torque and speed is shown in the following figure 7 The UM research team is currently running the engine at a reference speed of 1500 rpm As shown the exhaust temperature will increase with increasing load Combined with knowledge of the various operating cycles for the current single cylinder engine this graph can be used to provide target values for our thermal control system as well Torque i k m 000 i500 2000 2500 3000 speed irom Figure 4 Exhaust gas temperature C as a function of engine torque and speed 10 A theoretical model developed by Abu Q
79. e a facing temperature above 150 F 66 C Recommended Thicknesses The minimum thicknesses see chart on page 5 are based on ASHRAE 0 1 1989 standards and do not necessarily represent the Economic Thickness of Insulation or the thickness required for proper condensation control Rather they serve as mini mum recommendations for commercial applications For recommended Economic Thickness install according to Knauf or NAIMA ETI programs or as specified Fiber Glass and Mold Fiber glass insulation will not sustain mold growth However mold can grow on almost any material when it becomes wet and contaminated with organic materials Carefully inspect any insulation that has been exposed to water If it shows any sign of mold it must be discarded If the material is wet but shows no evidence of mold it should be dried rapidly and thoroughly If it shows signs of facing degradation from wetting it should be replaced Notes The chemical and physical properties of Knauf 1000 Pipe Insulation represent typical average values determined in accordance with accepted test methods The data is subject to normal manufactur ing variations The data is supplied as a technical service and is subject to change without notice References to numerical flame spread ratings are not intended to reflect hazards presented by these or any other materials under actual fire conditions Check with your Knauf sales representative to assure information
80. e desired gas flow meter ourselves is not a viable option due to limited resources especially time Hence we look towards searching for various gas flow meters commonly used in industry applications similar to our system and corresponding suppliers OMEGA Engineering Inc 16 provides a very useful flowmeter evaluation form that allows us to systematically identify appropriate meters based on some of our more important process parameters This form is included in Appendix B for reference 1 Error stated as percentage of actual reading AR This value is generally accepted as an industry standard 2 Full flow meters are preferred over point sensors Direct velocity meters are preferred over mass or volume flow rate meters 24 Because our process requirements are quite stringent many of the brainstormed concepts have to be rejected Although it is the most versatile and least invasive meter the ultrasonic time of flight meter is unsuitable because it cannot be used at high temperatures above 260 C Positive displacement meters have a maximum temperature limit of 120 C Our requirement is for the meter to be located just before the catalyst and at that point the exhaust will be heated up to at least 300 C Mass flow rate meters like the Coriolis and thermal probe meters are inappropriate because they do not measure the velocity directly Instead the mass flow rate is measured and then divided by the product of the gas density and flow area t
81. e production supply line and injector for the number one cylinder is retained with the other three ports sealed off Fuel rail pressure 1s controlled by a flow control valve on the CP3 pump which restricts the inlet fuel flow Adjusting and maintaining fuel pressure requires balancing the controlled flow into the 76 pump and the quantity of fuel injected into the cylinder A Pulse Width Modulation PWM controller manufactured in house controls the fuel control valve Intake System The engine is operated on oil free dry compressed air Entering the test cell at 6 2 bar 90 psig the air is filtered with grade three coalescing air filters to remove oil down to a concentration of 1 part per billion A large surge tank is employed to damp out any abrupt changes in supply pressure Downstream of the supply surge tank is a two stage set of electrically operated valves that provide pressure and flow control for the intake air A process controlled 3500W electric heater is employed to heat and maintain the intake air at temperatures matching the production engine Air flow is determined by measuring the pressure drop over a laminar flow element LFE The LFE is mounted downstream of the intake heater and before the inlet for the recirculated exhaust gas EGR A second smaller surge tank is used to damp out the pulsating intake flow into the single cylinder engine to allow for accurate measurement of intake pressure For accurate pressure measurements
82. e the highest rating and are the most suitable for our needs We will thus utilize this in our system However the possible leakage through the sides of the catalyst needs to be considered In this sense perhaps rubber padding and tight tolerances can be included to the system to restrict possible air flow pass the outer 43 surface of the catalyst brick It was also felt that the tolerance in the diameter of the housing may be tight enough for the catalyst to fit snugly through it without any need of a securing mechanism like the tap screws In this respect our team has decided to wait for the catalyst to be first provided and then test the fit before ascertaining if the tap screw mechanism should be included For accessibility the quick clamp removable pipe concept is selected due to its leak resistance and functionality THERMOCOUPLE SELECTION The selected thermocouple is a Type K Chromel N1 Cr alloy Alumel Ni Al alloy known as the general purpose thermocouple It is low cost and owing to its popularity it 1s available in a wide variety of probes They are available in the 200 C to 1200 C range Sensitivity is approximately 41uV C It has a standard limit of error of the greater of 2 2 C or 0 75 of temperature range Based on a selection tool on omega com 16 we managed to obtain a list of suitable products whose prices ranged from 27 USD to 45 USD a piece CONTROLLER SELECTION The controller for our system will
83. eeeeeeeeees 40 Table 23 Puen chart Tor 1ixture Clements narei earn E ae eee 4 Table 24 Puchsc hart tor accessibility CONCE PIG seca cli ea E OE 4 Table 25 Pugh chart for temperature SCNSOTPS ccccccssssesseesssseeeeeccceeeeeeeeeeecaaasaseesseseeeseeeeeeeeeees 42 Table 26 Pugh chart for temperature Controllers cc ceeeeesseseeeeecccceeeeeeeeeaeaaseesesessseeeeeeeeeeeeees 42 Table 27 Pugh chart for gas flow meters ccccccccsssssssssesseseeeeeecceeeeeeeeesesaaaasesessseseeeeeeeeeeeeees 43 Table 28 Estimated cost breakdown for catalyst test rig prototyPe ccccsesesssssesseeeeeeeeeeeeees 46 Table 29 Nomenclature table for heat transfer calculations 0 0 0 0 ccccccccssssssesesessseeeeeeeeeeeeees 46 Table 30 Simulated performance of the on off controlled System cc eeeeessesseeeeeeeeeeeeeeees 52 Table 31 List of parts for the housing of test rig ce eeeeesssseseeeecceeeeeeeeeeeaaaaeeessseseeeeeeeeeeeeeeees 55 Table 32 Specifications Of heating Systeri A E T 56 Table 33 Technical specifications of temperature controller cecccccccceeeceesseeeecceeeeeeaaeeeees 5 Table 34 Two suppliers of high temperature anemometers ccccccccccceeeeeeeeetesesesseeeeeeeeeeeeeees 57 Table 35 Summary of pipe insulation CGIMeNSIONS ccceeeeseeceeccecceeeeeeeeeaaaaesssseseeeeeeeeeeeeees 58 Tabien On D1 OMaMaveri as Sik cccteecctie a cthna ida O ee ne thts aati A kaa haar a 60 Table 37 Manuf
84. eness Cross flow Pin TT T Heat Exchanger Effectiveness Bounded flow ann e Y Te 82 APPENDIX D DIMENSIONED DRAWING OF CAD MODEL ASSEMBLED 2 750 16 760 2 062 2 70 2 750 2 750 2 750 2 062 83 APPENDIXE HEATING SYSTEM El WATROD Tubular Heater E2 Dimensioned Drawing of Heater Installation 84 WATROD TUBULAR HEATERS WATROD Tubular Heaters Provide Optimum Manifold Heating Available in single or double ended termination styles the versatile and economical WATROD tubular heating element lends itself to efficient heating of hot runner manifolds The single ended WATROD tubular design has both terminals at one end The opposite end is sealed to resist contamination Standard 305 mm 12 in flexible lead wires are crimp connected to the terminal pin and have silicone impregnated fiberglass oversleeves With its round cross section geometry the double ended WATROD is highly adaptable for bending especially when bending is performed in the field Both single and double ended WATRODs share many construction features that deliver long life the resistance wire is centered in the heater sheath and electrically insulated with compact high grade magnesium oxide for superior manifold heating Watlow s double sided multicoil tubular elements offer various combinations of resistor coils and thermocouples inside one sheath They have the ability to sense the heate
85. ept 7 Concept 8 Heating system ia arami Vary valve opening to control ratio of hot gas mixture Pressure transducer Vortex flow meter Ultrasonic time of flight meter Figure 9 Morphological chart showing generated design concepts for each function 19 Rotating blades Turbine meter positive disp FUNCTION 1 HEATING SYSTEM The heating system should be able to heat the exhaust to a desired temperature while being energy efficient This will ensure a low cost of implementation and allow easier integration into the existing engine system The following section will present the design concepts for the heating systems our team came up with CROSS FLOW HEAT EXCHANGER A separate heating system is first used to heat and store hot air at a certain desired temperature T The hot air is then fed into a cross flow heat exchanger where thermal energy is transferred from the hot air to the exhaust gases The main advantage of this system is that exhaust temperature will accurately match that of T given sufficient pipe length This will allow easy control of the exhaust temperature However to have a separate air heating system will prove to be bulky and may cause problems during integration HEATING CHAMBER A heating element will be connected to the heating chamber in order to raise its surface temperature to a certain desired value Ts Exhaust gases will then be passed through the heating chamber to allow heat trans
86. equivalence ratios to reduce the emission of NOx and soot 5 PCI combustion is defined as a diesel combustion process that is carried out at higher premixed to diffusion burn ratios and lower temperatures as compared to conventional diesel combustion processes To enter the PCI regime it is necessary to employ heavy exhaust gas recirculation EGR of at least 50 with re optimized fuel and injection timing Conventional Combustion LTC Combustion Local Equivalence Ratio 1000 1500 2000 2500 3000 Local Flame Temperature K Figure 1 LTC regime avoids conceptualized NO and soot formation regimes Kamimoto and Bae 6 have found that below 1500K and above 2300K soot formation is suppressed In addition above 2000K NO is formed in the presence of oxygen Thus as shown in the figure above the LTC combustion regime that operates at lower temperatures has high potential in avoiding the emission of both pollutants These lower combustion temperatures are achieved by re circulating large amounts of cooled exhaust through EGR The process prolongs the ignition delay time and results in an overly lean air fuel mixture Consequently higher HC and CO emissions result since there is insufficient oxygen and temperatures are too low for complete oxidation of these molecules The following figure compares the emissions of the four main pollutants from LTC to that from conventional diesel combustion CO Conventional Normal
87. er diameter of 2 inches Preliminary research into possible insulating materials resulted in the following choices and their respective temperature ranges as seen in the table below Insulation Material Low Temperature Range C High Temperature Range C Calcium Silicate 18 650 Fiberglass 30 540 Mineral Wool a 1040 Polyurethane 120 Polystyrene 120 Cellular Glass 450 Table 5 Temperature ranges of various insulation materials Polyurethane and polystyrene were deemed unsuitable due to their low operating temperature range More research was then conducted on the remaining materials to determine cost and suitability 21 Insulation Thermal Other Name Material USD Operating Conductivity Properties p C _ W m K Insulite Calcium 9 ft 1050 0 11 600 C NA pes Saee e Roxul RW Mineral 150 roll 650 0 14 400 C fabian woot a man mm KwikFlex and Tank 120 Y Fire resistant No es No Yes Yes Knauf ET Fiberglass 110 roll 538 0 120 300 C Can be made Pipe Insulation 8 Knauf PVC Fiberglass 5 joint 260 0 130 260 C No Requires Fitting PVC double Covers jacket insert for joints Table 6 Summary of properties of insulation materials Insulite and the Knauf PVC fitting covers are rigid materials and come in fixed sizes corresponding to industry standards The PVC fitting covers in particular are specially used for curved joints and come in a variety of different angl
88. erating temperatures above 350 F 177 C a slight odor and some smoke may be given off as a portion of the bonding material used in the insulation begins to undergo a controlled decomposition If natural convection is not adequate in confined areas forced ventilation should be provided in order to protect against any harmful fumes and vapors that might be generated Care must also be taken when using sealants solvents or flammable adhesive during installation A maximum of 6 152 mm wall thickness is recommended Cold Pipe Use a continuous vapor retarder on piping operating below ambient temperatures Seal all joints surfaces seams and fittings to prevent condensation On below freezing applications and in high abuse areas the ASJ jacket shall be protected with a PVC vapor retarding outer jacket In addition exposed ends of insula tion shall be sealed with vapor barrier mastic installed per the mastic manufacturer s instructions Vapor seals at butt joints shall be applied at every fourth pipe section joint and at each fitting to isolate any water incursion e On chilled water systems operating in high humidity conditions it is recommended that the same guidelines be followed as listed above for below freezing applications e Exterior hanger supports are recommended Outside Application e Do not expose pipe insulation to weather It must be covered with appropriate jacketing mastic or vapor retard
89. erformance re e The controller must be able to 37 work in theory and more importantly in our application Table 18 Temperature controller requirements and specifications FUNCTION 6 GAS VELOCITY MEASUREMENT The pros and cons of each suitable gas flow meters as described previously are summarized in the table below Disadvantages Venturi Easy installation as a flange insert High set up cost 1000 USD Relatively low pressure loss Not flexible permanent installation High degree of accuracy 0 5 Requires careful calibration Robust and low in maintenance Soot particles may choked pressure leads to cost savings taps High reliability Interference with actual flow conditions due to constriction Possibility of manufacturing it ourselves Rotameter Easy to install Requires special design for high Relatively less invasive temperatures higher cost 500 to 900 USD Requires careful calibration Moving parts subject to wear and tear Low degree of accuracy up to 10 Hot wire Great degree of accuracy 0 1 Needs to be recalibrated frequently Extremely high frequency due to soot accumulation response gt 10 kHz Relatively high cost 400 USD Very non invasive Fragile and easily subject to damage Easy to install especially with relatively dirty exhaust although this may be overcome by special design Calorimetric Relatively high degree of Slower response time due to low accuracy 2 conductivity of gas Very non i
90. ergy amp Fuels 20 pp 403 408 3 Chae J O Demidiouk V Hwang J W Jung T G Ravi V 2005 Catalytic Removal of Nitric Oxides from Diesel Exhaust over Supported Metal Oxides Catalysts Akad miai Kiad Budapest 85 1 pp 167 173 4 Peng X Lin H Shangguan W Huang Z 2007 A highly efficient and porous catalyst for simultaneous removal of NO and diesel soot Catalysis Communications 8 pp 157 161 5 Knafl A Jacobs T J Bohac S V Assanis D N 2006 The Load Limits of Low Temperature Premixed Compression Ignition Diesel Combustion ISCE The 274 International Symposium on Clean and High Efficiency Combustion in Engines July 10 13 Tianjin China 6 Kamimoto T Bae M 1988 High Combustion Temperature for the Reduction of Particulate in Diesel Engines SAE Paper 880423 7 Obuchi A Ohi A Aoyama H Ohuchi H 1987 Evaluation of Gaseous and Particulate Emission Characteristics of a Single Cylinder Diesel Engine Combustion and Flame 70 pp 215 224 8 Abu Qudais M 1997 Instantaneous Exhaust Gas Temperature and Velocity for a Diesel Engine Applied Energy 56 1 pp 59 70 69 9 Kittelson D Amlee D 1990 AIRCYCLE A Microcomputer based Model for an Internal Combustion Engine Masters Thesis University of Minnesota 10 Demirbas A 2006 Biodiesel production via non catalytic SCF method and biodiesel fuel charac
91. es for standard pipe diameters Knauf Pipe and Tank insulation and 1000 Pipe Insulation are semi rigid and are fitted around pipes and sealed together The remaining materials are all flexible and can be wrapped around pipes and tightened They are particularly good for irregular pipe shapes FUNCTION 3 FIXTURE OF CATALYST For the purpose of our test rig design our team determined that the fixture should be able to securely fasten the catalyst to the pipe It should also be easily adjustable to accommodate different catalyst sizes and shapes Lastly it is desirable to have an accessible fixture to facilitate ease of adjustment or removal Four different ideas were conceived and they are detailed below The respective illustrations can be seen in the morphological chart in Figure 9 STOPPERS Two rings of approximately 0 5 thickness will be attached to the inner diameter of the pipe These rings will serve as supports or stoppers for the round catalyst brick which will be placed in between them In this way a snug fit between the catalyst brick and the pipe walls will be ensured Due to the high operating temperature of the catalyst test rig the ring material will likely be of a high temperature rubber or similar synthetic In implementation one ring will be glued to the inner pipe wall while the other will be removable to facilitate insertion of the catalyst It should have adhesive sides such that it can be readily reattached to the pipe wal
92. esel are prominent candidates as alternative diesel fuels 11 These fuels can be used in any diesel engine without modification and further experimentation will need to be carried out for re optimized combustion strategies Currently the main obstacle to is commercialization of the product is its cost Rough projected estimates range from USD0 34 to USD0 62 per liter With pre tax diesel priced at USD0 18 per liter in the United States biodiesel is still not economically feasible and more research and technological development will be needed 12 Presently neat biodiesel and biodiesel blends used in an unmodified diesel engine are found to reduce PM HC and CO emissions as compared with petroleum based diesel fuel 13 The emission impacts of a 20 vol biodiesel for soybean based biodiesel added to an average base diesel fuel are given in the table below P Percent change in emissions Particulate matter PM Hydrocarbons HC Carbon monoxide CO Table 2 Emission impacts of 20 vol biodiesel for soybean based biodiesel added to an average base diesel fuel 12 With the potential environmental benefits of biodiesel the UM research team is highly interested in examining them as possible renewable replacements for the conventional diesel fuel in LTC However since the conventional DOCs that diesel engines use may not behave the same when exposed to exhausts from biodiesel fueled engines testing new catalyst formulations that
93. est that led her to take up Mechanical Engineering in the University of Michigan Last summer she participated in the University s Study Abroad Program in Shanghai and took a course on Engineering Statistics for Manufacturing Systems That together with her internship in Delphi Shanghai has led her to become interested in manufacturing processes and industrial operations engineering Upon graduation from the University of Michigan she hopes to further her studies with a Masters degree in Industrial Operations Engineering In her free time she is involved in floorball and organizing the Seniors Day for the Singaporean students association She is also deeply interested in archery Japanese culture and graphic design CHUN YANG ONG Chun Yang was awarded the Civil Aviation Authority of Singapore Overseas scholarship back in 2004 which allowed him to come to the United States to pursue his tertiary education Before entering college he was serving in the Singapore Armed Forces as an infantry wing instructor in Officer Cadet School At the University of Michigan he is majoring in Mechanical Engineering with a minor in Economics Outside the classroom Chun Yang likes to participate in outdoor sports like kayaking and he plays floorball on a regular basis at the U of M Floorball Recreational Sports Club During the holidays he spends his time traveling within North and South America The countries that he has visited include Mexico Panama Cos
94. f system without any thermal control 600 p 5 L Q oO oO yoni i a F i Iiii MNO Q O j 200 F Thick band due to oscillatory signal 2 oO 100 Q O 0 0 100 200 300 400 500 Time s Figure 20 Output of system without control As shown above the output of the system is an oscillatory signal frequency of 0 5 Hz that reaches a steady state varying between 470 K and 540 K This implies that if our system were to carry on heating without any control the exhaust outlet temperature will eventually reach temperatures oscillating between 890 K and 960 K Hence we know that we should be able to specify control temperatures in the range from 423 to 960 K 150 to 690 C Our system will also take approximately 300 s 5 minutes to reach this dynamic equilibrium After studying the system without control we now implement the simple commercial bang bang controller as shown in the figure below We will assume that there is no time delay in the temperature sensor probes 50 inlet temperature tau Set point outlet temperature time constant of On off controller relay to output heat currently specified as 600K heat input Hysteresis threshold of 5K 5K from set point Scope 177 Figure 21 Simulink model of system with simple on off thermal controller 250 400 ii on i mH i
95. fer With a large cross sectional area exhaust gas velocity decreases and more time is allowed for the high temperature surface of the heating chamber to heat up the exhaust gas As there already is a holding chamber for exhaust gases in the current engine system this heating system can be easily integrated without many complications However there will be larger temperature fluctuations as the gases at the center will be cooler than the gases at the perimeter Also temperature control of the exhaust may be difficult as it will not be equal to Ts HEATED PIPE Similar to the heating chamber a heating element will be used to obtain a constant surface temperature However instead of having a heating chamber the heating element will be connected to the piping systems whereby the exhaust flows through This will allow the exhaust to be more even heated and reduce temperature fluctuations This system can also be easily integrated into the existing engine system However due to the high exhaust velocity a high surface temperature or an increased length of piping may be needed to achieve the desired exhaust output temperature An alternative to heating the pipe will be to place the heating element within the pipe and allow thermal transfer to occur directly between the element and the exhaust gases This will cut down on the energy used to heat up the pipe However inserting a heating element within the pipes might prove difficult and there might be
96. hat of ours Nu 0 07Re 108 6 As shown the new correlation yields a Nusselt s number that differs from our original one by a rough factor of two Following through the same steps to obtain the required length of heated pipe we find that L will now be almost halved from the original value Our team took a more conservative stance and chose the original design length which is longer because significant heat losses have to be accounted for A longer heated pipe length will also allow more room for error which may be quite significant due to the necessity of making so many simplifying assumptions in our heat flow calculations Furthermore the experimental data used to develop the new correlation are measured at the exhaust port whereas our system is located much further downstream Lastly manufacturing considerations meant that it was more convenient to have a longer pipe so that conical section that expands the cross section for the catalyst to pass through can be made longer Longer conical sections can be purchased from McMaster Carr as 7 inch reducing couplers If the shorter pipe length were chosen our design may be fitted as a straight length without any bends into the system but this meant that we had to fabricate the very short conical sections out of stainless steel stock ourselves After speaking with the shop technicians we found that such a process will require a lot of time stainless steel requires a slow feed rate
97. he meter to be attached vertically to the pipeline Fluid flow causes the float to rise as the upward pressure difference and buoyancy of the fluid overcome the effect of gravity It eventually stops at an equilibrium height that is a function of the flow rate The tube may be calibrated and graduated in the appropriate flow units Magnetic floats may also be used for the signal transmission functions 25 THERMAL METERS The hot wire anemometer and calorimetric meter are two thermal meters identified for our system The anemometer measures a fluid velocity by determining the heat convected away by the flow across a very fine wire on the order of 4 to 10 pm OD and 1 mm in length being heated electrically The change in wire temperature under constant current or current required to maintain a constant temperature can be expressed as a function of the heat loss and thus related to the fluid velocity in accordance with the convective theory Typically the wire is made of tungsten or platinum Due to its fragility tiny size it is mainly suitable for very clean flows For dirtier flows a platinum hot film coated on a quartz fiber or glass tube 1 long or on a pyrex glass wedge at the edge tip may be used as shown in the schematics below Pryex glass Platinum Hollow glass tube Platinum hot film or quartz fiber hot film Silver plated lead wire attachment Figure 10 Schematics of hot film anemometers The calorimetric p
98. hematic Fig 6 8 it will be useful to us as rough approximations of the required exhaust temperature and velocity profile for our system Ostensibly we will have to account for the damping effects of an exhuast surge tank located before the designated location for the catalyst test rig which eliminates much of the pulsating flow from a single cylinder engine The distance the exhaust passes through in our system before reaching the catalyst rig is also much longer than that here so cooling effects in the pipe must be accounted for Furthermore our current engine operates on LTC with a compression ratio of 16 1 differing from the conventional combustion diesel engine used to obtain the above data From actual statistical data provided by our client who ran the engine at one typical steady state operating condition the exhaust temperature at the exhaust port exit peaks at about 310 C while the exhaust temperature at the exit of the exhaust surge tank and about six inches upstream of the designated rig location are about 250 C and 160 C respectively When the operating condition is changed to lower the exhaust port temperature by 10 C the other two temperatures experience a corresponding drop of 10 C as well the temperatures were 300 C 240 C and 150 C respectively Hence for the range of engine operating conditions the exhaust loses 60 C through 11 the surge tank and then about an additional 90 C through the length of the exhaust
99. ic comparing the temperature profile of a single cylinder engine with that of a m lt cylinder production CNS ING sero E E E R Leann tains 10 Figure 4 Exhaust gas temperature C as a function of engine torque and speed 008 10 Figure 5 Theoretical model largely agrees with experimental results for instantaneous exhaust port exit temperature and velocity profiles of a single cylinder diesel engine eee 11 Figure 6 Exhaust port exit location for the single cylinder diesel engine used by Abu Qudais 12 Figure 7 Catalyst can used in the multi cylinder production engine cccecceeeeeeeeeeeeeeeeeeeeees 13 Figure 8 Quality Function Deployment Cha ft ccccccccccceseeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeees 17 Figure 9 Morphological chart showing generated design concepts for each function 19 Figure 10 Schematics of hot film anemometers ccccccceeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeseeeeeeeeeeeeeeeeeees 26 Figure 11 Designated location of catalyst test rig cccccccccccseeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeees 27 Figure 12 Exhaust velocity profile of an engine running at 1000 rpm ccccceeeeeeeeeeeees 28 Figure 13 Exhaust volume flow rate profile of an engine running at 1000 rpm 0 0 28 Figure 14 Schematic of the heating elements under consideration a Tubular Heaters b Band Heaters Cat HEIC S sisean n anne ae ce eee ee 32 F
100. ick PVC sheet depending on size of fitting cover On pipe insulation larger than 15 O D use 040 thick PVC PVC Indoor Thickness Use white or color LOSMOKE on piping Use 020 thick with standard one piece fitting cover 030 jacketing can also be used Vessels and Tank Tops Use 050 thick tank panels and 050 thick Protop segments for tank heads Only Proto Corp has them Made of LoSMOKE PVC Pipe Insulation End Caps Use on all outdoor indoor washdown areas and all vapor sealed systems End caps will be PVC metal or gasket materials appropriate for the metal pipe temperatures Silicone rubber 500 F can be applied min 17 16 thick as an end cap outdoors Seal to pipe and jacketing with Dow 739 or Celulon Described above in Caulk Adhesives Indoor hot piping need not be sealed to the end cap Cap will be sealed or taped to the jacket Two Ply Waterproofing System Use 010 thick PVC with self sealing long lap tape as the first waterproof layer Overlap ends 3 and PVC tape over Caulk all openings with Celulon or Dow 739 then apply staggered joint next heavy layer of PVC or your choice of jacketing Recaulk again over last layer Install slide joints every 25 caulk shut all other seams open ings or end overlaps with PVC tape or caulk Use vapor seal jacketing instead of 010 thick PVC first layer where a vapor seal system is required CPVC High Chem Resis and High Deflect Temp Use E
101. igh speed of the exhaust through the pipe line and the widely oscillating inlet temperature The actual inlet signal may be more damped due to the effects of the exhaust surge tank upstream of the test rig so our team strongly believes that the actual output will be very damped out so both the frequency and range of oscillation will be further reduced We expect that in reality our actual results may be much improved from the theoretical results 66 TESTING PLAN When the heater system arrives in the near future our team plans to set up the entire prototype with the thermal control system and insulation in place and test the system according to the following plan This plan will be carried out to prove that the prototype satisfies the engineering specifications it intends to meet and validate our design Ae Se 10 Place catalyst into holding compartment of prototype Power on engine test bed Allow system to run for 45 minutes until steady state is reached Turn on heating system and switch the temperature control unit to the on off mode Set desired temperature for exhaust gas entering the catalyst Record the temperature of the exhaust entering the catalyst every one minute until equilibrium is reached Reduce the time between readings if oscillatory behavior occurs quickly Observe whether the set temperature is achieved Use mean temperature as a gauge if oscillatory behavior continues without stabilizing to a set value Repea
102. igure 15 Typical modern constant temperature hot wire anemMomMete ccccceeeeeeeeeeeeeeeees 44 Figure 16 Sketch of full catalyst test rig system integrated into engine test bed ee 45 Figure 17 Schematic of heated pipe SYStem cc csssssssssssseeeeecccceeeeeeeeeeeeaaasesssssseseeeeeeeeeeeeees 46 Figure 18 Input signal inlet temperature of system model ccccssssseeseseeeeeeeeeeeeeeeeees 50 Figure 19 Simulink model of system without any thermal Control cc eeeeeeessseeeeeeeeeeeeeees 50 Figure 20 Output of system without control 00 eeessseesesseeeeeecceceeeceeeeeaeeasaeeesessseeeeeeeeeeeeeeees 50 Figure 21 Simulink model of system with simple on off thermal controller ee eeeeeeees 51 Figure 22 Output of controlled system where set point temperature is a 600 K and b 800 K 51 Figure 23 Four housing schemes for catalyst test rig system ccccccccccsssssssssessseeeeeeeeeeeeeeees 54 Figure 24 CAD model drawing of the completed catalyst test rig oo eessseeeessseeeeeeeeeeeeees 55 Figure 25 CAD model drawing of the installed heating SysteM eeeccccceeeeeeeeeeeeeeeeeeeeeeees 56 Figure 26 Schematic of thermal controller implemented in Our SySteM cccececeeeeeeeeeeeeeees 57 Figure 27 a CAD model and b dimensioned drawing of sensor fitting ccccccceeeeeeees 62 Figure 28 a CAD model and b dimensioned drawing of steel gasket
103. ing PID temperature controller from a commercial supplier for example WATLOW s Series 96 15 23 The second type would be to design our own temperature controller algorithm and use LABVIEW as our controller interface FUNCTION 6 GAS VELOCITY MEASUREMENT The basis of a good flow meter selection is a clear understanding of the requirements of the particular application Hence it is recommended that time be invested in fully evaluating the nature of the process fluid and of the overall installation 16 The requirements and specifications relevant to a flow meter for our system are summarized in the following table It is noted that the thermodynamic properties of the exhaust is assumed to approximate that of air 17 and hence the density and dynamic viscosity values can be trivially found from standard thermodynamic tables for the specified operating pressures and temperatures Also if possible we would like the flow meter to output the flow rate as an electronic signal since its value may be incorporated into the thermal control system model to improve accuracy of the model Less than 5 AR Fluid thermodynamic properties Exhaust gas p 0 519 to 0 834 kg m u 2 42 x 10 to 3 32 x 10 kg m s Re 12000 i e turbulent flow conditions electronic signal output if possible Simple or no calibration Table 7 Requirements and specifications for desired gas flow meter Our team decided that designing and fabricating th
104. it allows for the easy and rapid switching of the catalyst brick to quickly test new catalyst formulations TABLE OF CONTENTS INTRODUC TION ans atta there nepali a a a aside dae ei a wide aabenaenwenl 7 Dial ERA TURE SEARCH orci teicher ta tees ere Pam A cad uaaneian A OTN 7 ENGINEERING INFOR MATION ss ssnasesanadavessswerdevacecavsencanedevanadaars soettesadesausensanedevaeadaeaerexttesene r TECHNICAL BENCHMARE S cuiei E sey neuneueedecaaeeuseneuetescsaens 13 POTENTA ECOCHALELENGE egerint 13 CUSTOMER REQUIREMENTS AND ENGINEERING SPECIFICATIONS oces 14 CUSTOMER REQUIREMENTS rer E A E TOT E E O 14 ENGINEERING SPECIEK A HONS urrain a T E A TA T 15 QUALITY FUNCTION DEPLOYMENT QFD eeeseeessesseeseesereererererrrrererrrrererreererrrrrrrrreee 16 CONCEPT GENERA TON coniro a EOT ET ET 18 FUNC HON THEA TING SY STEM errre ee E T oecieuncenataet 20 FUNG TION 2 PIPE INSULATION seriuse E dupe emeoarecaast 21 PUNCG TION 3 FIXTURE OF CA LALLY ST mcceiaineidar ieee eee 22 FUNCTION 4 ACCESSIBILITY ci cercesauecasasncwaadesuceaassassenedasaedsauaendwcadesuiesaesaseevidasaedsagiendeandess 23 FUNCTIONS THERMAL CONTROL SYSTEM cma tee 23 FUNC TION 6 GAS VELOCI MEA SUREMEN iecesscnstcetus vesdeatudabrastes ouecoeeadsertuceetecaetadess 24 FUNCTION 7 INTEGRATION INTO EXISTING ENGINE TEST BED 2I CONCEPT EVALUATION AND SELECTION cerr oioirie a Ea L E T LS 27 EVALUA TION edanen cbse ada Sdiasts cca tdci neat EAE O AA Zi DELEC TON ori ese ce cece ce cea tact
105. ized Emissions 7 7 Figure 2 Emissions of LTC compared to conventional diesel combustion To assist with the high emission of HC and CO which exceeds the federal regulations a promising area of technology is the diesel oxidation catalyst DOC However like any catalyst the DOC requires a minimum gas temperature before it is activated to oxidize the respective species The low exhaust temperatures generally associated with PCI thus poses a great challenge for the catalytic after treatment of the exhaust There continues to be an important need to find a suitable catalyst formulation that is compatible with this new combustion strategy giving rise to the invaluable role of catalyst testing in this developmental process CATALYST TESTING AND EXHAUST GAS TEMPERATURE In catalyst testing the temperature of the exhaust gas is critically important because it affects catalyst reactivity as aforementioned The same catalyst being tested in a single cylinder and multi cylinder production engine will produce different results because the temperature profile varying with time of the exhaust passing through the catalyst for a single cylinder engine is not comparable with that of a multi cylinder production engine as shown in the following schematic Currently our team has been unable to acquire any actual statistical data for these temperature profiles This data is important to our project as it provides a range of temperatures we can target in th
106. l 22 TAP SCREWS In this concept the catalyst will be held in place via pairs of screws on each side Such screws will be inserted into the pipe via holes on the outside and will serve to secure the catalyst Holes will be drilled into the pipe wall and nuts with threads will be welded onto them to allow us to insert the screws A simple screwdriver would then be used to tighten the catalyst down WIRE FRAME FOR CATALYST BEADS A more revolutionary option would be to utilize ceramic beads coated with the catalyst instead of a single cylindrical catalyst brick If such beads were to be used a possible fixture mechanism would be two round wire mesh frames attached to the inner diameter of the pipe The beads would thus be held in place within both meshes The meshes can also be adjusted to accommodate different amounts of beads CLAMP Our final and most complicated concept involves the use of a simple clamping mechanism to hold the catalyst in place As shown in the morphological chart one would need to place the catalyst between two metal rings within the pipe Pushing down on the handle attached from the outside would then tighten both rings around the catalyst and secure it FUNCTION 4 ACCESSIBILITY The design of the test rig should allow easy access to the research team for swift replacement of the catalyst brick to test new catalyst formulations Our team brainstormed for five such possible design concepts as shown in the morphological ch
107. l Grade GU and Type III New York City MEA 2438 84 M Chicago Los Angeles ASTM C 585 Sizes United State Department of Agriculture In Canada a AC 774 1K82 Physical Properties PVC Specific Gravity ASTM D 792 a 1 41 Tensile Modulus ASTM D 638 381 000 psi Tensile Strength ASTM D 638 6 000 psi Flexural Strength ASTM D 790 a 1 175 psi IZOD Impact 0 25 ft ASTM D 256 m 16 8 Ib per inch of notch Heat Deflection ASTM D 648 m 159 F 70 C 264 psi Water Vapor Transmission Mocon Permatran W 1 Method ASTM E 96 Equiv U S Perms m 100 88 C amp 90 relative humidity 007 177 mm thick 19 009 228 mm thick 15 022 558 mm thick 07 a 73 F 23 C amp 50 relative humditiy 006 152 mm thick 19 010 254 mm thick 13 022 558 mm thick 09 Puncture Resistance TAPPI Test T803 Beach Units 006 152 mm thick 78 015 381 mm thick 221 THERMAL EFFICIENCY OF INSERT ASTM C 177 100 F 38 C 28 040 200 F 93 C 38 055 300 F 149 C 02 075 400 F 204 C 10 101 500 F 260 C 90 130 PROTO FITTING COVERS 25 50 RATED PER ASTM E 84 LoSMOKE PVC PVC FITTING COVERS PRE MOLDED INSULATED WHITE GLOSS FINISH INDOOR OUTDOOR GRADE DESCRIPTION The Proto Fitting Cover System consists of one piece and two piece pre molded high impact LOSMOKE PVC fitting covers with fiberglass inserts and accessories which in
108. led system A few trends are observed from the table for our controlled system First as the set point temperature is increased the steady state temperatures will oscillate between a decreasing upper bound and an increasingly lower bound In other words the steady state temperatures will deviate less on the upper side of the desired temperature but deviate more on the lower side of the desired temperature However the width of the oscillating band remains the same at about 71 K around the desired temperature The maximum deviation of the achieved mean temperature from the desired is 30 K relative error of 6 and performance is best when the set point temperature is around 700 to 800 K At this range the mean temperature achieved deviates from the desired by about 12 K only relative error of 2 In the worst case scenario the achieved temperature at steady state can deviate from the set point temperature by up to 66 K The last trend is that the time taken to settle around the desired point increases as the set point temperature increases This is expected since more heat will be required to reach higher temperatures The controlled system will also respond slightly faster than that without control taking only 4 minutes to reach temperatures up to 900 K The oscillatory behavior of our output signal can be attributed to two factors First the input signal exhaust inlet temperature itself is assumed to have an oscillatory behavior varying fro
109. let and inlet temperature Note that the outlet temperature here refers to lt T gt if we assume that the distance between the heated pipe oulet and the designated set point just upstream of the catalyst is sufficiently small to neglect any temperature effects in between C and K refer to the thermal capacitance of the exhaust and heat transfer resistance in the heated pipe respectively Since conduction resistance is neglected R is found from equation 3 and assumed to be constant i e convection coefficient is almost constant The heat input to the exhaust from the heat source is referred to as h Taking Laplace transforms with zero initial conditions then yields the following model for our system R l a a E a 8 The model shows that the outlet temperature depends on two factors the heat input and the inlet temperature of the exhaust For now we will assume that the steady state point has no heating and an inlet temperature of 423 K 150 C This also means that the outlet temperature at steady state is approximately 423 K First we consider the case where there is heating without any control Our heat input H is modeled as exponentially increasing from steady state zero until 1100 W Although our heater operates at 2000 W we chose a lower value to account for heat losses significant due to the difference in ambient temperature and the external heating coil Furthermore a rough estimate of the convective heat transfer coefficient he is fo
110. lize the values The top three most important customer 14 requirements are adjustable temperature control measure gas temperature at inlet and outlet of catalyst and no leakage of exhaust ENGINEERING SPECIFICATIONS Based on the list of customer requirements that we have come up with we created a list of related engineering specifications that cover all of them as shown in Table 3 below These engineering specifications are quantifiable parameters that were specified or could be controlled to meet the customer requirements For each customer requirement our group brainstormed the measurable parameters that are needed for the requirement to be fulfilled Each of this measurable parameter has a target value pertaining to our design solution These target values were determined by doing literature research from various sources for example technical journals established websites and publications from the Society of Automotive Engineers SAE We also consulted Andrew Ickes because of his research experience and expertise in single cylinder combustion engines Insulation Material R value of about 5 Insulation Thickness Less than 0 02m Heat Source Material Thermal Conductivity to be at least 385 W mK lt 15 25 length and lt 4 outer diameter 15 25 length and lt 4 outer diameter Heater Control Mechanism Lag time less than 30 seconds and zero steady state error Velocity Sensor Type Detect velocities to an accuracy of 1 m s
111. lows easier controller setup operation and monitoring Up to three outputs two for 2 DIN e Results in application versatility Dual Displays for all models e Provides better recognition of process changes Ramp to set point e Controls temperature rise Variable Burst Fire e Prolongs heater life Mon vn 20 050 1241 Bundy Boulevard Winona Minnesota 55987 5580 USA ISO 2001 cy PS Phone 507 454 5300 Fax 507 452 4507 Red eCa ai Internet www watlow com C e mail info watlow com Winona Minnesota USA Typical Block Diagram SERIES SD PID WATLOW SD 102030 SERIES SD Limit WATLOW LIMIT SD 102030 Temperature Limit Sensor Heaters Form C Relay SERIES SD Limit Controllers The SERIES SD family of limit controllers has been designed with the same microprocessor based technology as the SERIES SD PID family of temperature controllers The limits come with the FM Factory Mutual agency approval the industry s most recognized designation for insurance concerns Limit controllers are typically added to thermal applications to monitor an over temperature condition as a safety precaution Limit controllers provide a redundant safety assurance to guard against instances where a high temperature runaway condition could result from a shorted input sensor or from an output device that fails in a closed position Limits are recommended and are often required in applications where thermal
112. m 423 to 500 K as the engine undergoes each cycle of combustion Second based on the principle behind the on off controller an oscillatory output will be expected The wide band of oscillations is most likely caused by the widely varying inlet temperature as well as the lag time associated with heat transfer from the heater to the exhaust Heat transfer to the exhaust will continue even after the heater is turned off so that the exhaust outlet temperature will exceed even the upper threshold we set for the desired temperature Similarly some time will be required for the exhaust outlet temperature to reverse its downward direction when the heater is turned on and the lower bound of the threshold will also be exceeded Currently the simulation shows that our controller is not able to completely eliminate the broad departure from the set thresholds and the flaws of the uncontrolled system A PID controller may be able to achieve better performance by limiting the overshoots and hence narrowing the band of oscillations Furthermore it may reduce steady state errors and the mean temperatures achieved will lie closer to the desired set points Hence our team decided that the commercial controller we are sourcing for should also preferably allow control via a single loop PID process Also in the practical implementation the input signal inlet temperature may not vary as much as shown in Figure 18 because the damping effects of the exhaust surge tank lo
113. m is summarized in the table below Clearly we will exceed the budget of 400 USD It may be necessary to modify the selection of some of our components in order to reduce costs However at the same time we must not overlook the importance of certain client requirements such as the degree of accuracy in the measurements Thus it may be necessary to increase our budget to accommodate the more expensive instrumentation that will meet the stringent process requirements Sub system Estimated cost in USD Heating system 150 Pipe insulation 40 Housing material 1003 Thermal sensors 1054 Thermal controller 500 Gas flow meter 400 This is an estimated budget we decided on to account for any special customization we may require from suppliers Price of three thermocouples at 35 USD per piece 45 Total estimated cost of prototype 1295 Table 28 Estimated cost breakdown for catalyst test rig prototype ENGINEERING ANALYSIS QUANTITATIVE ANALYSIS HEATING SYSTEM The heated pipe segment is our selected heating concept The following figure provides a schematic of the pipe segment which will be heated to a surface temperature T The engine exhaust enters with a velocity of us and temperature lt Tj gt o Constant velocity throughout the pipe is assumed and the exhaust exits at a temperature of lt T gt Heated Pipe T Engine Exhaust Engine Exhaust Up T Ei T Figure 17 Schematic of heated pipe system The most important design vari
114. m which facilitates the fixing and removing of a catalyst brick Hence different catalysts could be used with a single test rig and this can lead to substantial cost saving The third ranked specification is housing material An appropriate housing material has to be chosen so that there will be no leakage of exhaust and the cost of implementation can be kept as low as possible The roof of the QFD shows the correlation between individual engineering specifications Similar to the relation matrix the cells were input with values of or left blank Double positive signified a strong positive correlation double negative signified a strong negative correlation and a blank cell meant there were no discernable correlation Several significant correlations were shown after the completion of this roof For instance by increasing the heat source geometry such as surface area or length the response time for temperature rise can be decreased The response time can also be reduced by increasing the power supplied 16 Relationships BioSoft Strong Positive Quality Function Development QFD Medium Positive Medium Negative Strong Negative Response time for Temperature Rise Insulation material Insulation thickness Heat Source Material Heat Source Geometry Housing Material Catalyst fixture type Power input required Velocity sensor type Temperature sensor type Connection Assembly Adjustable temperature
115. mV C O0V 0 C Output for Mini2Logger interval 0 5 s Case dimension 80 x 145 x 39 mm Case protection type IP 40 ABS synthetic Weight ca 230 gram Operating temperature 0 to 50 C Storage temperature 30 to 80 C Air humidity O to 90 rh non condensing Working standard Laser controlled wind tunnel cert in accord with SN EN 45001 MiniAir20 Micro MiniAir20 Mini MiniAir20 Macro Measuring range Flow Flow accuracy Measuring range Temp Accuracy Operating temperature Head dimension Access opening Length of probe Length of cable Storage temperature itt MeENCS in Measurement gt Control gt Data Acquisition 0 5 20 m s 0 7 40 m s 1 0 fs 3 0 rdg 20 to 140 C 0 5 C 30 to 140 C O11x15mm 16 mm 165 mm 1 5m 65 to 150 C UK Europe Office Tel 44 0 8700 434040 Fax 44 0 8700 434045 info omniinstruments co uk www omniinstruments co uk 0 3 20 m s 0 5 40 m s 0 5 fs 1 5 rdg 20 to 140 C 0 5 C 30 to 140 C 22x 28mm 35 mm 175 mm 1 5m 65 to 150 C Australia Asia Pacific Office Tel 61 0 282 442 363 Fax 61 0 294 751 278 info omniinstruments com au www omniinstruments com au 0 15 20 m s 0 3 40 m s 0 5 fs 1 5 rdg 20 to 140 C 0 5 C 30 to 140 C 85 x 80 mm 235 mm 1 5m 65 to 150 C USA Canada Office Tel 1 866 849 3441 Fax 1 866 628 8055 info omniinstruments net www omniinstrumen
116. ment can affect the feasibility of our project Having the best sensors is not the most critical thing in our system we need to find the right balance between cost and quality Table 17 Temperature sensor requirements and specifications Requirements Specifications Target Values Justifications for temperature controller e To be within 5 of steady state value Minimize steady state error Fast response e To adjust its output parameters so that desired temperature of heating material could be reach in 5 minutes Supports operation data logging and control configuration via a Window PC Affordability e Must be kept within allocated budget of 400 dollars for entire system e The controller should be able to adjust the exhaust temperature to as close to the desired level as possible in order to minimize experimental errors e This is also dependent on the specifications of the heating system The controller should be able to adjust its output parameters fast enough to reach this aim e The shorter the time required the more the number of tests could be conducted This makes it much easier for data collection processing and analysis LABVIEW or other controller interface software could be used Cost of equipment can affect the feasibility of our project Having the best sensors is not the most critical thing in our design we need to find the right balance between cost and quality Overall P
117. nefits Fire and Smoke Safety a Proto PVC Fittings do not exceed 25 Flame Spread 50 Smoke Developed a Roll jacketing is available in 25 50 rated or indoor outdoor grade a The 25 50 products meet most fire and safety requirements of federal state and local building codes UV Resistant a Use indoors or outdoors a Paint outdoor fittings to enhance UV and colorfast protection Excellent Appearance a Bright high gloss white coloring adds a distinct quality appearance to the system Easy to Clean m The smooth high gloss surface cleans easily with soap and water m Ideal system for food and drug facilities Low Cost Installation a Significant cost savings vs conventional cement molded sections and mitered sections Fast and Easy At fitting locations the fiber glass insert is wrapped around the pipe fitting the Proto PVC Fitting is applied over the insert and then tacked or taped Wide Temperature Range a For mechanical piping systems operating to 500 F 260 C Long Lasting Can be used more than once on retrofit projects general maintenance Excellent Thermal Value a Low thermal conductivity value of 0 26 at 75 F 0 087 W m C mean temperature m Better thermal efficiency than conventional cement fittings Resistant to Fungi and Bacteria Does not promote growth of fungi or bacteria Specification Compliance In U S Federal Polyvinyl Chloride LP 1035A Type II Grade GU and Type III LP 535E Type I
118. ng that would be required to install it onto a pipe Tap screws and clamps had negative aesthetics ratings since they featured bulky outlines Manufacturability also took these factors into account Stoppers Tap Screws Wire Mesh for Clamp Functionality F Effectiveness 0 0 4 Aesthetics 0 z 0 2 Cost Manufacturability Total 2 4 yi 2 Total 1 1 1 3 Total 3 1 1 Table 23 Pugh chart for fixture elements FUNCTION 4 ACCESSIBILITY The concepts are ranked according to the following criteria 1 cost 2 functionality 3 leak proof 4 aesthetics 5 manufacturability and lastly 6 effectiveness Door hinge Removable Bead Bolt side Lift hatch pipe drainage fins Cost 0 0 Functionality T 0 Leak proof 0 Aesthetics 0 Manufacturability 0 F 0 Effectiveness 0 a 0 Total 2 5 5 1 1 Total 1 0 0 3 3 Total 1 5 5 2 2 Table 24 Pugh chart for accessibility concepts From the Pugh chart the concepts of bead drainage and removable pipe offer the optimal performance for the accessibility function However the bead drainage limits catalyst testing to only composition Catalyst carrier structure cannot be tested Hence our team decided on the removable pipe as our selected concept for accessing the catalyst because it is the most leak proof and fulfills the function to our satisfaction 4 FUNCTION 5 THERMAL CONTROL SYSTEM Using the requirements specification
119. nics although that may be mounted remotely Piezoelectric or capacitance type sensors are used to detect the pressure oscillation around the body External sensors typically piezoelectric strain gages can sense the vortex shedding indirectly through forces exerted on the shedder bar This is the preferred method in our application due to the high temperatures and possibly corrosive process involved The meters are typically available in flange sizes from 1 2 to 12 Although flangeless meters wafer body meters have the lowest cost the flanged ones are recommended for high temperature processes like ours 26 TURBINE METER There are many different designs for turbine meters but they are all based on the same general principle If a fluid moves through a pipe and acts on the vanes of a turbine the turbine will begin to spin The rate of spin is then measured to calculate the flow rate It is essentially a mechanical relation between the average fluid velocity and angular speed This angular velocity may be detected magnetically and calibrated to provide a very accurate measure of the flowrate through the meter 20 These meters may be installed by integration directly into the pipeline or inserted as a probe PRESSURE TRANSDUCER METHOD To validate his theoretical model Abu Qudais 8 performed experimental measurements of instantaneous exhaust velocity using a fast response dynamic pressure transducer that measures the instantaneous dynamic
120. nsion Shaft Access opening Length of probe Length of cable Storage temperature UK Europe Office Tel 44 0 8700 434040 Fax 44 0 8700 434045 itt MeENCS in Measurement gt Control gt Data Acquisition info omniinstruments co uk www omniinstruments co uk 20 to 140 C 0 1 C at 0 70 C 0 2 C outside 0 5 C 30 to 140 C 3x 100 mm O10x 80mm O5mm 180 mm 1 5m 65 to 150 C Australia Asia Pacific Office Tel 61 0 282 442 363 Fax 61 0 294 751 278 info omniinstruments com au www omniinstruments com au 20 to 140 C 0 1 C at0 70 C 0 2 C outside 0 5 C 30 to 140 C 3x100 mm 10 x 80mm 180 mm 1 5 m 65 to 150 C USA Canada Office Tel 1 866 849 3441 Fax 1 866 628 8055 info omniinstruments net www omniinstruments net Temperature Humidity Universal high Humidity and Revolutions probe and Revolutions Probes temperature probe temperature probe 20 to 600 C 1 C at 0 70 C 0 5 C outside 1 0 C Measuring range Resolution Accuracy Calibration accuracy Reproducibility Temperature range Calibration accuracy Reproducibility Operating temperature Head dimension Shaft dimension Access opening Length of probe Length of cable Storage temperature 30 to 600 C 3 x 230 mm Oca 22 mm O 4 mm 350 mm 1 8 m 65 to 150 C Volume measuring system for water Volume measuring system 4bar for MiniWater20 0 04 to 5 m s 0 5 fs 1 5 rdg 1
121. nvasive Relatively high cost 400 USD Easy to install Requires calibration Vortex High degree of accuracy 0 75 to Soot particles may affect accuracy shedding 1 5 Requires special design for high Robust relatively low wear temperatures higher cost 600 to 900 Orifice plate Highly flexible installation easy Relatively large head loss replacement of different orifice Lower degree of accuracy 4 shapes to accommodate different Relatively high wear and tear flow conditions Interference with actual flow Relatively low cost 200 USD condition due to constriction Low in maintenance Requires careful calibration anemometer Low in maintenance USD Easy installation with mating Requires long straight upstream flanges piping to first condition flow 38 High degree of interference with actual flow Requires calibration Turbine Great degree of accuracy 0 5 Requires special design for high Easy to install temperatures higher cost 500 to 1000 USD Moving parts subject to wear and tear Requires calibration Pressure High response time 2 ms Requires knowledge of exhaust gas transducer Very easy to install density which is not constant affects Currently in use in the system accuracy already e Relatively expensive 500 USD e Requires calibration Table 19 A comparison of the various gas flow meters for our system It is noted here that the specified costs for each meter are estimated values provided by vari
122. o obtain the velocity One of the major disadvantages of this method is that the gas density must be more or less constant and known In our system the density of exhaust gas is not constant and is largely dependent on many variables like gas composition temperature and pressure Furthermore for some meters the fluid must have very low viscosity or high speeds so that the Reynolds number Re is sufficiently high for them to operate The averaging Pitot tube or annubar requires a minimum process Re of 40000 because it operates on the principle of converting kinetic energy of the flow into potential energy For an accurate reading kinetic energy must be sufficiently high The flow nozzle is also unsuitable because the minimum process Re required is 50000 Our research ultimately narrowed our choices to the following suitable meters 1 differential pressure meters like the Venturi tube orifice plate and rotameter 2 thermal meters 3 vortex flow meter 4 turbine meter and lastly 5 pressure transducer method The working principle behind each of our choices is briefly explained as follows For brevity equations and schematics that highlight their exact operating principles have been omitted Considerable information concerning their design use and installation can be found in many literature sources easily sourced online or in the library and recommendations are made to refer to them when necessary Two particularly comprehensive sources
123. o practical concerns the team is currently performing LTC tests on a single cylinder engine However the temperature profile versus time of the exhaust as it passes though the catalyst is not comparable to that of a multi cylinder engine Since the exhaust gas temperature EGT is critical in catalyst testing matching that on the single cylinder to that on the multi cylinder production engine is necessary for acquiring useful test results and making catalyst testing on a single cylinder engine viable The objective of our project is to address this problem through the design and fabrication of a heated catalyst sample test rig system to allow the researchers to quickly and easily swap and test catalyst bricks suitable for LTC on a single cylinder test engine This test rig should be able to house a 3 long catalyst sample brick with a 2 83 outer diameter 7 19 cm OD x 7 62 cm long that is easily accessible to the user In addition the system should feature an adjustable temperature control be easily integrated into the existing engine and is leak proof It should also include the capability to measure the inlet velocity and temperature of the exhaust entering the catalyst This new test rig will be vital when the research team embarks on future testing involving biofuels because matching temperatures will be even more important then Unburned fuel in biodiesel exhaust is prone to condensing out at lower temperatures changing the chemical c
124. omponents 1 the temperature sensors and 2 the temperature controller As shown in our QFD the most important customer requirement is for the catalyst test rig to be integrated with an adjustable temperature control in order to match the exhaust gas temperature of a single cylinder engine to that of a multi cylinder engine by heating Therefore it is critical to come up with a thermal control system which could meet the target values that we have set as shown in tables below 35 Requirements Specifications Target Values Justifications for temperature sensors Accurate temperature measurements Quick response to temperature changes Adequate degree of sensitivity Wide temperature range Capable of withstanding operating conditions for continuous operation e At least within 5 C of actual temperature Ready for accurate measurements within 10 seconds after temperature change Able to detect at least 5 C in temperature change Standard room temperature of 25 C to at least operating temperature of 400 C Able to remain perfectly functional at 400 C for at least 5 hours 36 e Accurate measurements are needed as inputs so that the controller will be able to adjust the control parameters to achieve the desired output The efficiency of catalysts varies with temperature thus accurate measurements are required for research on catalyst performance e A sensor with fast response time minimizes inaccura
125. omposition of the exhaust gas and affecting catalyst performance LITERATURE SEARCH ENGINEERING INFORMATION EXHAUST EMISSIONS REGULATIONS Safe clean and efficient engines are rapidly becoming more important today with an ever increasing pressure placed on limited resources due to higher levels of mobility The automotive diesel engine offers an attractive solution due to its superior fuel efficiency and low CO emissions less than 20 1 as compared to traditional gasoline engines However such engines are known to be notorious emitters of NOx particulate matter PM HC and CO For these engines to remain competitive and be aligned with the increasingly stringent emissions regulations being implemented as shown in Table 1 below 2 vigorous efforts are being poured into developing new strategies to reduce the emissions of these pollutants a emissions United States 0 14 asa h 15 5 3 h 0 20 te h 0 01 N h 2007 NMHC Table 1 Regulated exhaust emissions for 15 ppm sulfur petrodiesel Re cae COMBUSTION STRATEGIES Prior research has yielded a couple of strategies to resolve this problem One way as studied in detail by Chae et al 3 and Peng et al 4 is through the use of catalytic converters to remove NO and soot This method has been a major technique employed since early 1980 Another highly effective alternative currently under development involves low temperature PCI combustion coupled with appropriate air
126. on Resistance 0 312 K W Biot Number 0 008 Number of Transfer Units 0 223 Pipe length required 0 375 m Table 10 Calculated values for heating pipe external The heated pipe has the most feasible pipe length among the three systems A length of 0 375 m can be easily selected from the existing engine exhaust pipe system for the fixture of heating elements However similar to the heated chamber system the high pipe surface temperature might result in high heat losses and will require significant attention in the area of installing insulation If the heating element is placed inside the pipe instead of outside the pipe the following values were obtained The equations used in the calculations are included in Appendix C Variable Value 30 Exhaust Velocity Heating Element Temperature Heating Element Diameter Exhaust Initial Temperature Exhaust Target Final Temperature Diameter of Pipe Reynold s Number of Exhaust Nusselt s Number of Exhaust Total Convection Resistance Number of Transfer Units Pipe length required 20 m s 1000 K 0 0125 m 500 K 600 K 0 05 m 20107 Turbulent Flow 54 9 0 312 K W 0 223 1 41 m Table 11 Calculated values for heating pipe internal The pipe length required for this system design is longer than the heated pipe design Although energy is saved from not heating up the pipe the transfer of thermal energy from the heating element to the exhaust gas is not as efficient as before As having
127. ontinue her Masters in management science or industrial operations Eventually she hopes to reciprocate the generosity bestowed by her scholarship board Temasek Holdings Private Limited who is sponsoring her overseas education by applying the skills and experience she has garnered throughout the years to improve their operations and engineering competence 74 APPENDIX A DESCRIPTION OF SINGLE CYLINDER EXPERIMENTAL SET UP The following is a description of the experimental set up of the single cylinder test engine in the W E Lay Automotive Laboratory This description is provided by Andrew Ickes Overview The test engine that will be used is a single cylinder version of a production diesel engine The cylinder head and intake manifold system were kept as unmodified as possible so that the in cylinder flow characteristics of the single cylinder engine are as similar to the production engine as possible However unlike the production engine all other engine systems are controlled by individual control systems to give the greatest degree of freedom possible For example changes in boost on the parent production engine require changing the turbocharger VGT settings which will cause changes in other parameters such as backpressure and EGR rate On the single cylinder engine these effects are decoupled and boost can be adjusted mainly independent of other parameters Finally the engine is well instrumented to provide detailed and accurate
128. ooler used on the production 4 cylinder version of this engine cool the EGR by circulating engine coolant through a heat exchanger but the EGR cooling setup on the single cylinder engine uses a separate cooling system that is independent of the engine cooling loop This allows for independent control over the temperature of the coolant giving more flexibility in the EGR temperature The cooling system is a simple one loop system similar in design to the oil and engine coolant systems The coolant is a 50 50 mixture of ethylene glycol and distilled water EGR 1s fed into the intake system directly before the intake surge tank to allow for proper mixing to take place in the tank before the intake air goes into the engine rie The quantity of EGR inducted into the engine is computed by comparing the concentration of CO2 in the intake stream to CO2 concentration in the exhaust gas The CO2 in the intake stream is measured on a dry basis by a Siemens Ultramat 23 Infrared analyzer This analyzer is mounted in a stand alone sample cart with full gas conditioning including a sample pump a filter to remove soot and a chiller to remove the water from the sample gas The sample port for the CO2 measurement is in the intake manifold immediately after the intake throttle where the EGR is normally introduced into the engine By this point the EGR and fresh intake air should be well mixed Engine Coolant System The engine cooling system is a single loop wi
129. ot gas to exhaust gas to adjust mixture temperature There are various types of heating materials available commercially Calibration can be performed easily to relate the surface temperature of heating material to the current or voltage running through or applied across it It is compact as the heating material surface could be maximized by making use of certain geometry This is the most effective heat transfer process because the heating component hot gas is directly in contact with the heated component exhaust gas This would make our entire system too huge and impractical High power requirement to bring the heating material up to temperatures much greater than 300 C approximately 700 C in order to keep within a compact volume for practical purposes Need to heat up hot gas to temperatures greater than the catalyst effective temperature of at least 300 C This would require a huge amount of power which translates to high cost By adding hot air the exhaust gas gets diluted this might adversely affect the catalytic conversion process We cannot account for any chemical reaction between the emission compounds and the hot gas which might release more harmful or undesirable compounds Table 16 Comparison of temperature controller concepts After examining the overview of possible concepts we have proceeded to a deeper level of concept generation by breaking down the system into two smaller c
130. ous flow meter suppliers such as OMEGA Engineering Topac and North Central Engineering from our system specifications Although the figures for one particular meter may vary from supplier to supplier the cost of the different meter types can be differentiated into distinct classes from low to high Many of these suppliers can be sourced through the Flowmeter Directory 23 an extremely comprehensive online resource that features well known manufacturers of all types of flow meters More detailed specifications and price information from various suppliers will be sourced after the most appropriate meter type is selected SELECTION Pugh charts are drawn up for each function to systematically select the option that gives the best overall performance based on a set of specific criteria The criteria are derived from our QFD diagram and will differ slightly for each function depending on the nature of the function It is noted here that the term functionality refers to how user friendly the design is For example a meter may be easy to read but if it requires excessive calibration it will rate low on this criterion A list of criteria was stated in each chart in order to compare whether the possible design concepts can satisfy it A sign is given when the criterion could be satisfied easily a 0 is given when the criterion may or may not be satisfied easily and a is given when the criterion could not be satisfied a
131. pe insulation and PVC covers were assigned a positive value since they were available in small quantities unlike the others Lastly for ease of installation the materials were assigned a positive value if they can be easily placed around the pipe and secured Insulite Roxul Foam Kwik Knauf ET 1000 Pipe PVC Blanket Glass Flex Pipeand Blanket Insulation Fitting Tank Covers Effectiveness 0 0 0 Aesthetics 0 0 0 0 0 0 0 Cost Availability F Fase of 0 0 Installation Total 1 2 1 1 0 2 4 3 Total 3 2 3 2 2 2 0 0 Total 2 0 2 1 2 0 4 3 Table 22 Pugh chart for various types of insulation FUNCTION 3 FIXTURE OF CATALYST The Pugh chart is shown below Functionality was determined by the ease of securing the catalyst Stoppers and the wire mesh were given 40 negative values since it is difficult to install the second stopper wire mesh to fix catalyst The clamp and tap screws were easy to use hence the positive value A concepts effectiveness was judged by how well it performed its function Stoppers and the wire mesh were assigned neutral values since they were able to secure the catalyst quite well The clamp and tap screws would be much more effective hence the positive value In terms of aesthetics and cost positive values were assigned if the idea had a simple outline and the materials were inexpensive to acquire The clamp would be costly due to the amount of machini
132. perature stability 0 1 C C 0 2 F F rise in ambient maximum Agency Approvals e UL 3121 C UL CSA CE IP65 NEMA 4X and NSF 2 e Limit version features FM approval 52 1 mm 2 05 in 52 8 mm 2 08 in 99 8 mm 3 93 in 99 8 mm 3 93 in 52 1 mm 2 05 in 99 8 mm 3 93 in 52 8 mm 2 08 in 99 8 mm 3 93 in Controller e Microprocessor based user selectable control modes e Single universal input up to three outputs e Control sampling rates input 6 5Hz display 10Hz outputs 6 5Hz Operator Interface e Dual 4 digit 7 segment LED displays e Advance infinity and up down keys e IrDA infrared port not available on 2 DIN e Isolated EIA 485 Modbus serial communications Wiring Termination Touch Safe Terminals e Input power and control outputs 12 to 22 AWG e Sensor inputs and process outputs 20 to 28 AWG Universal Input e Thermocouple grounded or ungrounded sensors e RTD 2 or 3 wire platinum 100Q 0 C calibration to DIN curve 0 00385 Q Q C e Process 0 20mA 100Q or 0 10V dc 20kQ input impedance Scalable 0 50mV Inverse scaling gt 20MQ input impedance Maximum of 20Q source resistance Specifications con t Allowable Operating Range Type J O to 815 C or 32 to 1500 F Type K 200 to 1370 C or 328 to 2500 F Type T 200 to 400 C or 328 to 750 F Type N O to 13800 C or 32 to 2372 F Type E 200 to 800 C or 328 to 1470 F Type C
133. pipe before reaching the designated catalyst test rig location l Exhaust Poot 2 Thin Probe or Thermocouple 3 Pressure Transducer 4 Voltage Amplifier Digital Oscilloscope 6 Personal Computer Figure 6 Exhaust port exit location for the single cylinder diesel engine used by Abu Qudais The exhaust profiles of a multi cylinder production engine operating under the same combustion conditions are different simply because of the consecutive phase ejection of exhaust from its numerous cylinders As shown in the schematic Fig 3 taking into account the averaging effects of the multiple peaks the temperature profile of the exhaust through the catalyst more or less remains at a consistently high value as time passes Hence at the very least our team must ensure that our thermal control system can achieve a high constant temperature of 300 C with time for the exhaust passing through the catalyst For useful testing purposes such as determining the effect of temperature on catalyst performance the thermal control system should allows users the ability to vary the constant temperature setting through a range from 150 C to 400 C BIOFUEL As Demirbas 10 argues a sustainable biofuel has essentially two promising properties which are 1 its availability from renewable raw material and 2 its lower negative environmental impact than that of fossil fuels Vegetable oil and animal fat m ethyl esters more commonly referred to as biodi
134. plies welding of the different pipe segments to complete our test rig To that purpose the material stainless steel T304L is chosen because of its excellent welding properties Our material choice presents a great challenge to fabrication Stainless steel is very hard and in order to achieve good surface finishing it is necessary to slow down the machining making it extremely time consuming Technicians we have spoken to at the machine shop recommend that whenever possible we should approach suppliers such as McMaster Carr for the parts we may require Hence we carried out an online search at their online website and found the necessary stainless steel tubing reducing couplings available in 7 length only elbows wing nut clamps and quick clamp to butt weld tube adapters that we require The geometric constraint placed on the horizontal length of the system and the required long length of heated pipe made it necessary to include elbows to increase the total pipe length that can be fitted into the narrow space We developed the four schemes as shown in the following figure A key is included for reference http www mcmaster com 53 Scheme B H pias a yy EO Scheme C Scheme D F i j Jf Stainless steel tubing Heated tube segment Tube segment where catalyst occupies 90 elbow and reducing elbow Quick clamp to butt weld adapter flange Reducing coupler 7 in length only Figure
135. pressure at the exit of the exhaust port His experimental set up is shown in the schematic Fig 6 A thin small volume probe is placed in at the desired location and connected to the piezoelectric pressure transducer The exhaust velocity Ve is related to dynamic pressure Pa and exhaust gas density p by the relation Ve 2Pa p 8 The response time of such a system is extremely fast rise time 2 ms and the probe diameter and volume may be chosen to be very small so the flow pattern of the exhaust gas is not disturbed It was difficult to obtain any other literature regarding the use of this method to measure flow velocity and verify the equation provided by Abu Qudais However since he is able to use this method for his experiment on a single cylinder engine exhaust a system extremely similar to our application we believe it is worth considering and effort is made to evaluate this method in comparison with the others FUNCTION 7 INTEGRATION INTO EXISTING ENGINE TEST BED The catalyst test rig system will be integrated into the location where there is a removable pipe length of 15 125 as shown in the following figure The design of the pipe inlet and outlet of our system will be flanged and the diameters made exactly compatible with the rest of the pipe line Clamps will be used to fasten our system to the test bed Removable pipe length Figure 11 Designated location of catalyst test rig CONCEPT EVALUATION AND SELECTI
136. r s internal temperature accurately every time or offer three phase capability in one element Performance Capabilities Single Ended WATROD e Watt densities to 6 9 W cm 45 W in e UL and CSA component recognition to 240V ac e Incoloy and stainless steel sheath temperatures to 650 C 1200 F Double Ended WATROD e Watt densities to 18 6 W cm 120 W in e UL and CSA component recognition to 480 and 600V ac respectively e Inconel sheath temperatures to 982 C 1800 F Incoloy Inconel and Mone are registered trademarks of Special Metals Corporation formerly Inco UL is a registered trademark of Underwriter s Laboratories Inc Watlow Electric Manufacturing Company 2001 Features and Benefits Precision wound nickel chromium resistance wire e Distributes heat evenly to the sheath for optimum heater performance Silicone resin seals e Protect against moisture contamination and manifold leakage and are rated to 200 C 390 F MgO insulation filled sheath e Maximizes dielectric strength heat transfer and life Standard sheath materials include e Copper steel 316 stainless steel and Inconel e Optional materials available on made to order include 304 stainless steel Inconel Monel and titanium 36 standard bend formations e Allows for exacting fit to the manifold e Spirals compound bends multi axis and multi plane configurations Resistance wire fusion welded to the termin
137. r acquiring all the necessary parts we assembled them to complete the prototype as shown below The dotted lines represent the location of the welds performed The two steel gaskets are placed between the flanges on either ends of Pipe 3 while the other five gaskets of G 9900 compressed graphite fiber are placed between the other five pairs of flanges 11 2 tube OD The gaskets are placed in between the flanges in the quick clamp as shown in Figure 30 No gaskets are required for the larger pairs of flanges 3 tube OD Wing nut quick clamps are placed around the flanges of the corresponding size and secured to affix the various pipe components together fitting welded on Figure 29 Schematic of pipe arrangement 63 any l Quick Clamp Tube Adapter Gasket Flange OD Figure 30 Schematic of how gasket is placed between flanges in the quick clamp The long pipe section Pipe 3 has been sent to our supplier Hiwatt for the installation of the tubular heater Our team is currently awaiting the return of the part so that we can reinstall it onto our prototype The temperature control unit can then be connected to the heating system and the entire prototype connected to the appropriate power supply as shown in the schematic Figure 26 The actual set up is shown in the figure below The thermocouple is then inserted through the sensor fitting via the swagelok which secures the thermocouple and is screwed into the sensor
138. r might pass around the catalyst but not through it Table 14 Comparison of design concepts for catalyst fixture FUNCTION 4 ACCESSIBILITY The benefits and disadvantages associated with each of the concepts are summarized in the table below Disadvantages e User access is effortless e Leakage through the door hinge 33 CT e Relatively easy to manufacture clearance for hinge operation e User access is almost effortless since e Low cost with no excessive Removable clamps are easy to operate material pipe High manufacturability Highly leakage proof Relatively easy access with funnel Allows only catalyst composition design allowing good bead drainage to be tested Extremely air tight due to taps Structure of catalyst carrier Effortless replacement of catalyst since cannot be tested since only beads only simple tap operation required are used May obstruct exhaust flow Relatively low manufacturability Drainage of beads Good access to catalyst since it can be Time consuming to replace exposed entirely catalyst because of bolts Relatively easy to manufacture Pipe halves may be difficult to manufacture Some leaka h fins Bolting side fins Good access to catalyst since it is Some leakage through screws exposed entirely Time consuming to replace Lift out Housing may interfere with exhaust catalyst because of screws hatch flow Higher cost due to more material Relatively complicated to manufacture Table 15 A comparison of the
139. red pipe angle and diameter Inexpensive Sold in small quantities Easy to install Lower maximum working temperature Not flexible Lower maximum working temperature Not flexible Table 13 Comparison of pipe insulation materials FUNCTION 3 FIXTURE OF CATALYST The respective benefits and disadvantages are summarized below Disadvantages Stoppers Tap screws Wire mesh for catalyst beads e Fasy to obtain or manufacture Easy to attach to pipe Space between is adjustable gt catalyst length can vary Easy to acquire required parts Low cost Easy to incorporate on existing piping Will be able to fix the catalyst securely Allows for different lengths and diameters of catalyst brick Easy to obtain or manufacture Space between is adjustable to accommodate different sizes and volumes of catalyst beads Able to secure catalyst well Requires only one motion to tighten Allows for different diameters or catalyst brick e Might obstruct air flow Might be hard to position the ring properly due to small pipe diameter Catalyst has to have the same diameter as the pipe Possible leakage through the screw holes Some air might pass around the catalyst but not through it Difficult to attach to inner wall Hard to position mesh properly Attachment needs to be strong to pack beads tightly together Possible leakage through holes in wall Difficult to incorporate into existing pipe Low manufacturability Ai
140. rew Ickes a PhD student and Professor Dennis Assanis who leads the research in this field in order for us to understand the project background and the customer needs The central idea of our project is to match the exhaust gas temperature on a single cylinder engine to that on a multi cylinder engine so that useful experimental data on tests such as catalyst tests and engine tests can be obtained To fulfill this objective we need to develop and build a catalyst test rig system which can be integrated onto the customers single cylinder engine As the combustion of different fuels can produce different exhaust gas temperatures due to varying chemical composition the system should allow for adjustable temperature control so as to bring the temperature of exhaust gas entering a catalyst to desired levels Since the exhaust gas temperature of a single cylinder engine is significantly lower than that of a multi cylinder engine heating is required to raise the gas temperature The system should be able to measure the temperature of the exhaust gas at both the inlet and outlet of the catalyst so that these temperatures can be monitored at all times In addition the system should have the capability to measure the exhaust gas velocity entering the catalyst so as to facilitate the formulation of ideal catalysts for certain fuels A catalyst holder needs to be incorporated into the test rig interior for a small catalyst sample brick to be used The interior
141. ric Manufacturing Company Heaters lt http www watlow com products heaters gt accessed on 02 14 2007 20 The Engineering Tool Box Types of Fluid Flow Meters lt http www engineeringtoolbox com flow meters d_493 html gt accessed on 02 14 2007 21 OMEGA Engineering 2006 Complete Flow and Level Handbook and Encyclopedia 21st Century Edition OMEGA Press 22 Munson B R Young D F Okiishi T H 2006 Fundamentals of Fluid Mechanics Fifth Edition John Wiley amp Sons Pte Ltd New Jersey pp 464 472 23 Flowmeter Directory The comprehensive flowmeters resource lt http www flowmeterdirectory com index html gt accessed on 02 14 2007 70 24 Jensen K D 2004 Flow measurements Journal of the Brazilian Society of Mechanical Sciences and Engineering 26 4 pp 400 419 25 Benajes J Torregrosa A J Galindo J Andr s I 2001 Estimation of the volume velocity fluctuation at the tailpipe end of an I C engine exhaust system Measurement Science and Technology 12 pp 1692 1700 26 Depcik C Assanis D 2002 A Universal Heat Transfer Correlation for Intake and Exhaust Flows in an Spark Ignition Internal Combustion Engine SAE Paper No 2002 01 0372 71 BIOS QIONGHUI FUNG Qionghui comes from Singapore the little red dot located in South east Asia Since young she has been interested in how things work and it was this inter
142. rinciple for measuring flow is based on two temperature sensors in close contact with the fluid but thermally insulated from each other One of the two sensors is constantly heated and the cooling effect of the flowing fluid is used to monitor the flow rate Under stationary conditions there is a constant temperature difference between the two temperature sensors When the flow increases heat energy is drawn from the heated sensor and the temperature difference between the sensors are reduced The reduction is proportional to the flow rate of the fluid Response times depend on the thermal conductivity of the fluid In general lower thermal conductivity will require higher velocity for proper measurement Such flow meters can achieve relatively high accuracy at low flow rates 20 VORTEX FLOW METER Vortex shedding flow meters work by measuring the vibrations of the downstream vortexes caused by a barrier bluff object in the moving stream The vortex shedding frequency is directly proportional to the velocity of the fluid in the pipe and is independent of fluid properties such as density viscosity and conductivity The only requirement is that the flow must be turbulent for vortex shedding to occur In the piping system the vortex effect is dissipated within a few pipe diameters downstream of the bluff body and causes no harm The meter is usually made of stainless steel and includes the bluff body a vortex sensor assembly and the transmitter electro
143. s Main Body Model 6162 Max 999 data only for the measurement in 1 page Probe Model 0203 for middle temperature Power Dry battery drive U2 type 1 5V x 6 pcs 9V Model 0204 for high temperature Supply Alkaline battery Mn battery Measuring Measurement of air velocity and temperature AC adapter 12 5V 450mA AC100V 10 50 60Hz euneten 41 1049F 5 402C Measuring Air velocity Air at Temperate Range 40 9840fpm 32 Aes Battery Life Approx 8hrs Alkaline Life when operate continuously in air velocity 5m s This is a life time in case of the back light is OFF 138 9840fom 392 5729F 0204 only Dimensions 8 7 x3 3 x 5 9 220 x 85 x 150 mm ems 200 299 C Prob Model name 0203 Middle t 0204 High t 197 9840fom 572 7522F 0204 only iiai Model name Middle temp High temp 1 0 50m s 300 4002C Dimensions 0 43 x8 2 0 43 x39 4 Measuring Air velocity 3 a p11x208mm p11x1000mm 0 2 50m s 0 Jo 80 9840fpm 212 392 F 0 4 50m s 100 199 C Air temp 1 rdg 1 C Cable Teflon coating Teflon coating 7 5ft T Model0203 Model 0204 4ft 15m 2 3m vie Vinyl code Compensation 32 3922F 32 7529F 16 Aft 5m io 32 8ft Accuracy Air 0 to 2002 C 0 to 4002 C Velocity Extension 0 65 Max x31 5 middle temp Less than 10 F S 15 F S Rod 16 5 Max x 800mm TEN Option 1 9 87 Max x81 5 high temp
144. s in which we currently have insufficient information due to time constraints Firstly more research needs to be conducted in order to determine the most optimal sensors actuators control systems electrical circuits and heating elements to use Information on the cost availability and mechanics of these components are also needed In addition it is not known what type of housing geometry will be most suitable to ensure efficient catalytic reaction The tradeoffs between leakage issues and the ease of accessibility of the catalyst also need to be studied further In short our team believes that a deeper understanding of heat transfer control theory thermodynamics electrical circuits and chemistry is needed to enable the successful completion of this project 13 CUSTOMER REQUIREMENTS AND ENGINEERING SPECIFICATIONS In order to translate customer requirements into engineering specifications we made use of a Quality Function Deployment QFD QFD is a systematic and structured approach to defining customer needs thereby translating them into specific plans to produce products to meet those needs In the QFD process the understanding of the customer needs is summarized in a product planning matrix or house of quality This matrix is used to translate higher level whats or needs into lower level hows which are the engineering specifications required to satisfy these needs CUSTOMER REQUIREMENTS A meeting was held with And
145. s summarized in Table 17 and Table 18 we set up two Pugh charts separately below for the possible temperature sensors and temperature controllers that were identified during the process of concept generation Thermocouple RTD Thermistor Accuracy Response Sensitivity T Temperature Range Capable of continuous operation Ease of integration Affordability a5 Total 7 5 4 Total 0 2 3 Total 7 3 1 Table 25 Pugh chart for temperature sensors Commercial Controller Self design Controller Minimize Error 0 Response 0 Can be linked to Window PC F Affordability Overall Performance F 0 Total 5 2 Total 1 0 Total 4 12 Table 26 Pugh chart for temperature controllers After using the Pugh charts we have selected the thermocouple and the commercial controller as the most suitable options for our temperature sensor and temperature controller FUNCTION 6 GAS VELOCITY MEASUREMENT The various flow meters are ranked according to the following criteria 1 ease of integration 2 cost 3 accuracy 4 reliability 5 functionality and 6 durability It is noted here that the functionality rating for all the meters except the calorimetric meter is zero This is because all the meters will require some calibration process before use In the case of the anemometer frequent calibration is required but the calibration process is relatively simple to perform hence it still at
146. s to the catalyst and an adjustable temperature control To ensure that our design is able to fulfill the customer requirements a QFD was deployed to translate such requirements into tangible engineering specifications as shown in Figure 8 Our team then identified the various sub systems required of the project and organized them using a morphological chart Design concepts were subsequently developed for each sub function and the best ideas were further explored to evaluate the validity of the design Detailed engineering calculations together with cost analysis and practical implementation considerations were taken into account to determine the most suitable approach A Pugh chart was used to summarize the strengths and weaknesses of each design and justify the final design selection We finally determined that we should implement the heated pipe system together with the WATROD Tubular Heater as the optimal choice Knauf and PVC fitting covers will be used for insulation purposes and a Type K Chromel Ni Cr alloy Alumel N1 Al alloy thermocouple and commercial on off temperature controller system will be adopted for thermal control A hot wire anemometer will be used to measure the exhaust gas velocity Tap screws will be used to secure the catalyst block in place and a removable pipe section as the catalyst housing will allow easy accessibility Following the selection of our design concept our team performed the necessary engineering
147. ssseeeeseeeeeeeeeees 30 Table 10 Calculated values for heating pipe external 0 0 0 0 ccccccccccccceceeeeeseeesseesseeeeeeeeeeeeees 30 Table 11 Calculated values for heating pipe internal cc cccccccceeececeeeeseeeeseeseeeeeeeeeeeeees 31 Table 12 Summary of heating elements Characteristics ccccccccccccceceeeeeeeeeeeesessseseeeeeeeeeeeeees 31 Table 13 Comparison of pipe insulation materials 2 0 0 0 cccccccccccccccsesseeeecccceeeeaaeeeeeeecceeeeeeaaaeeees 33 Table 14 Comparison of design concepts for catalyst f1XtUre ce cccccssssessseesseeeeeeeeeeeeees 33 Table 15 A comparison of the five design concepts for accessing the catalyst eeeeee 34 Table 16 Comparison of temperature controller concepts cc eeseeeecccccececcaseeeeeecceeeeeeaaeeeees 35 Table 17 Temperature sensor requirements and specifications cccccccccceeeesseeeeeeceeeeeeaaeeeees 37 Table 18 Temperature controller requirements and specifications cccccccssssseeeeeeeeeeeeeeeeeees 38 Table 19 A comparison of the various gas flow meters for our system 0eeceseeeeeeeeeeeeeeees 39 Table 20 Pugh chart for heating Sy Sten ceiessssiiecdsavexeiehasavncdenasaedabavesesdsaveusdehasesteassaeasisbusevevasseauatess 40 Table ZL Puch chart tor bean clement iss cxiictccbincunstesc E tens aunaeeeieetic 40 Table 22 Pugh chart for various types of insulation ccccccccccccccccceeeeeeeeaeeeeesesseeeee
148. stem Chemical means to change composition Removable pipe Sidefins Seve __ directly Drain beads ae Control Vary valve opening current voltage to change hot gas exhaust ratio exhaust V ER temperature SPARE PPE temperature or volume flow rate Differential Thermal Fluidic Mass Acoustic Mechanical pressure Measure Venturi Calori Pressure Coriolis Ultrasonic Turbine exhaust flow meter metric transducer meter meter meter velocity Flow nozzle Hot wire Vortex flow thermal clamp on Positive disp Orifice plate meter probe transducers Rotameter Pitot tube Table 4 Morphological table Control The chart that follows is a visual distillation of the more feasible ideas presented in the above table Further elaboration of the concepts for each function is carried out following the chart 18 Prevent heat loss Fix catalyst Accessibility Thermal control system Measure exhaust velocity Integration into test bed Vary outer pipe temp or volume flow rate Differential pressure meters Venturi flow nozzle orifice plate rotameter rund Vary current voltage across coil Pitot tube Vary current voltage across coil Thermal meters Hot wire anemometer calorimetric Herni pie mem Vary current voltage across mesh Mass meters Coriolis thermal probe Concept 1 Concept 2 Concept3 Concept4 Concept5 Concept 6 Conc
149. system heat transfer and fluid flow using advanced computational fluid dynamics CFD software such as Fluent to obtain a more accurate reflection of system behavior so that we can better validate experimental results Measure the thermodynamic properties of the exhaust to obtain more accurate system parameters to improve design calculations Simulate the PID controller in MATLAB to validate test results of auto tuning PID 67 CONCLUSIONS In order to satisfy more stringent emissions regulations with cleaner and more efficient engines research is being conducted to further the development of LTC and PCI strategies using diesel and other alternative fuels for commercial vehicles Such processes are able to significantly reduce NO and soot emissions However as a result HC and CO emissions are much higher than regulated levels There is thus a need to test new catalyst formulations to specifically decompose such particles Currently LTC testing is carried out on a single cylinder engine for practical reasons However catalyst testing cannot be done on such test systems since the exhaust temperature profile for the single cylinder engine is not comparable to that of a commercial multi cylinder engine Hence our team hopes to address this problem through the design and fabrication of a heated sample system to allow testing of various DOCs on a single cylinder test engine This test rig should satisfy various requirements including the ease of acces
150. t all FUNCTION 1 HEATING SYSTEM The selection of the heating element and heating system is presented in the Pugh chart below The criteria for the selection of the heating system are as shown in the leftmost column Cross flow Heat Heating Heated Pipe Heated Pipe o Exchanger Chamber External __ Internal Length 0 i 0 Ease of Installation Heat Loss 0 Even Heating 0 Fast System Response 39 Cost of Installation 4 Total 0 2 4 4 Total 4 3 1 1 Total 4 1 Ta 3 Table 20 Pugh chart for heating system WATROD Stainless Steel MI Strip Tubular Heater Band Heater Heater Maximum Temperature 0 0 Maximum Power Overall Cost Ease of Installation Fast System Response Total 4 3 3 Total 1 1 1 Total F3 t2 2 Table 21 Pugh chart for heating element From the Pugh charts above we can conclude that the optimal heating system is the heated pipe design with an external heating element The most suitable heating element is this case is the WATROD Tubular Heater FUNCTION 2 PIPE INSULATION In the Pugh Chart below effectiveness is judged by comparing the maximum working temperature of each material Materials with values lower than 500 C were assigned neutral values PVC fitting covers were assigned a positive value for aesthetics since it features a smooth white PVC outer covering as compared to the other matted and uncoated materials For availability the 1000 pi
151. t arrives We are thus unable to validate the simulated theoretical performance as summarized in Table 30 65 THEORETICAL RESULTS The simulation of the on off controller on MATLAB shows that it can somewhat achieve the desired set point temperature but the temperature will oscillate around it at a frequency of about 2 Hz when dynamic equilibrium is reached The width of the oscillation band remains constant at about 70 C whilst the mean temperature at this steady state can deviate from only 9 C to as much as 30 C from the desired value giving a relative error from 1 5 up to 6 The system response time taken to settle around the desired state will also vary from 3 to 4 minutes which is still acceptable for a heating system like ours Finally the insulation installed upstream of the catalyst test rig can limit the exhaust temperature drop from the combustion chamber to our rig inlet to less than 80 C which is about half that of the original drop of 150 C A comparison of the simulated controlled system performance to that without control is presented in the table below Parameter System with control System without control Response time Fast 4 to 4 minutes Slow 5 minutes Cycling frequency 0 5 Hz 0 5 Hz Width of oscillation band 70 C 70 C Achieved desired temperature Somewhat with relative No error up to 6 Table 41 Comparison of system with control to that without control A PID controller may be able to a
152. t steps 5 to 7 for different temperature settings at 100 K intervals from 500 to 900 K to ensure our system is functional over the broad range of temperatures Compare the actual performance with the theoretical performance Repeat the whole procedure with the temperature control switched to the auto tuning mode DISCUSSION FOR FUTURE IMPROVEMENTS Although we are unable to obtain the actual performance of the prototype and validate our design we still have several suggestions that can be expected to improve our design further or provide a better picture of the actual system behavior 1 Future changes to the existing test bed structure may accommodate a straight length design and eliminate the bends in our current prototype The modular nature of our prototype will allow easy reassembly to the new design Eliminating the bends will result in less interference with the exhaust flow profile and pressure losses If the catalyst provided does not fit snugly into the catalyst housing as expected tap screws can be added to secure the catalyst properly All that is required is some simple drilling and tapping operations in the shop The steel gaskets fabricated for the flanges of the heated pipe should be replaced with ceramic fiber sheet gaskets that can withstand the higher temperatures without rusting These gaskets can also act as insulating material and reduce much heat loss from the heated pipe via conduction to the adjoining pipes Model the
153. t using a pen knife Each gasket is of the dimension 1 5 OD x 1 37 ID x 1 8 thick This material has high temperature resistance and is currently used in the rest of the engine pipe line However for the heated pipe Pipe 3 in our prototype the temperatures will reach 1000 K which is out of the operating range for this material The two gaskets that will be placed at both end flanges of the heated pipe must be made out of another material To save costs our team decided to fabricate these out of raw steel stock in the shop The manufacturing process is as described below The CAD model and dimensioned drawing are also provided Purchased raw stock 1 5 OD steel round stock rpm Secure stock into lathe chuck Face both Lathe 150 Side tool Lathe Turn down diameter to 1 5 slightly Lathe 150 Lathe more than 1 into round stock chuck Center drill center of stock Lathe 150 1 8 center Lathe Drill hole more than 1 into stock Lathe 150 drill bit Lathe chuck 62 Bore the hole to required diameter of Lathe 150 Boring bar Lathe 1 37 chuck 7 Cut off 2 parts from stock each of 1 8 Lathe Cutting off Lathe thickness tool chuck Table 40 Manufacturing plans for steel gasket PES a A PY rs ns th wa HG PPa REE Jg m A gasket id a mT SCALE Ic WIGHT CET IOF i a b Figure 28 a CAD model and b dimensioned drawing of steel gasket ASSEMBLY OF HOUSING Afte
154. ta Rica Peru and Canada In the summer he goes back to Singapore to visit his family and friends and does his internship at CAAS his scholarship company He will eventually return to CAAS as an Assistant Manager where he hopes to contribute to the development of one of the best airports in the world 12 CHEE CHIAN SEAH Chee Chian was originally from Singapore a small but strategically located island in Southeast Asia In April 2002 he earned himself an overseas scholarship from Singapore Airlines to study in the United States Since young Chee Chian has developed strong interests in problem solving and in the design of mechanical systems Therefore he decided to pursue a bachelor s degree in Mechanical Engineering ME at the University of Michigan After taking ME classes from a wide range of topics Chee Chian has identified solid mechanics and thermodynamics to focus on by choosing relevant higher level classes Currently he is in his final semester before graduating in April 2007 Chee Chian s involvement in activities beyond academics has underscored his desire to gain an all round college experience In January 2006 Chee Chian was elected to become the Vice President of the University of Michigan Singapore Students Association UMSSA in which he is responsible for the well being of its 140 members In addition to the busy academic schedule and heavy responsibilities in UMSSA Chee Chian has been an active member of the Michigan
155. tains a rating of zero Y Y Ee ov E 5 of 4 bD A D mE z Y Joa amp Se 2 sO a2 te z amp O 2 D D g O Q u D H oO O a0 O D gt amp O a4 D g Y gt T Ease of integration 0 0 Cost 0 0 42 Pressure transducer method Accuracy 0 Reliability f 0 Functionality 0 0 0 0 0 0 0 0 Durability F 0 0 0 Effectiveness 0 0 0 0 Total 2 4 1 4 3 1 2 1 Total 1 1 4 0 2 3 2 4 Total 1 3 3 4 1 2 0 3 Table 27 Pugh chart for gas flow meters The above Pugh chart shows that the two most optimal gas flow meters are the orifice plate meter and hot wire anemometer These two meters offer the best performance for measuring the exhaust velocity just before the catalyst Essentially there is a trade off between cost and accuracy for these two meters The orifice meter is cheap in comparison to the anemometer but has a much lower degree of accuracy Accuracy is an important requirement and our team believes that the anemometer will be a better investment in this respect Although the instrument may be more fragile special designs like coating a thin platinum film on a glass tube instead of using an actual thin wire can be implemented to increase durability On the other hand the orifice plate suffers from wear and requires constant replacement Since a plate costs about 50 USD the maintenance costs will eventually offset the initial savings
156. teristics Energy Conversion and Management 47 pp 2271 2282 11 Vicente G Miartinez M Aracil J 2004 Integrated biodiesel production a comparison of different homogeneous catalysts systems Biores Technol 92 pp 297 305 12 Bender M 1999 Economic feasibility review for community scale farmer cooperatives for biodiesel Biores Technol 70 pp 81 87 13 Environmental Protection Agency EPA 2002 A comprehensive analysis of biodiesel impacts on exhaust emissions EPA Draft Technical Report No 420 P 02 001 14 Temperatures com Temperature Sensor Types lt http www temperatures com sensors html gt accessed on 02 14 2007 15 Watlow Electric Manufacturing Company Controllers lt http watlow com products controllers gt accessed on 02 14 2007 16 OMEGA Engineering Technical Reference Flowmeter and Selection Guide to Thermocouples lt http www omega com gt accessed on 02 13 2007 17 Vlachos N 2004 FlowGrid Project D2 1 FlowGrid Applications Diesel Exhaust After treatment System The FlowGrid Consortium CPERI lt http www unizar es flowgrid download flowgrid d21 pdf gt accessed on 02 13 2007 18 Benajes J Torregrosa A J Galindo J Andr s I 2001 Estimation of the volume velocity fluctuation at the tailpipe end of an I C engine exhaust system Measurement Science and Technology 12 pp 1692 1700 19 Watlow Elect
157. th a 0 18 kW pump an immersion heating element and a heat exchanger A process temperature controller monitors the coolant temperature and when the coolant temperature exceeds the desired setpoint opens an electrically actuated ballvalve allowing city water to flow through the heat exchanger The city water cools the engine coolant and then is drained into the trench This does not provide the same degree of stability as a two loop simulated radiator system but is a smaller and less complex system The coolant is a 50 50 mixture of ethylene glycol and distilled water Lubrication System A five quart wet sump oiling system provides lubrication and with the piston oiljet piston cooling to the test engine Oil pressure is set at 4 2 bar 60psi hot for all engine test conditions Temperature control of the lubricating oil is achieved using a cooling system similar to the system used for the engine coolant system The production Positive Crankcase Ventilation PCV system is not used Instead breather hoses to provide crankcase and valve cover ventilation are tied together and vented to atmosphere near the test cell s ventilation system exit Fuel System Fuel is measured and supplied by a Max 710 100 Fuel Flow Measuring System Fuel for the initial testing and combustion development was supplied from the Autolab fuel tanks and is cooled and filtered before entering the test cell The fuel comes into the test cell slightly pressurized from the st
158. the emissions benches are located downstream of the variable exhaust backpressure valve Heated remote sample filters remove particulates from the gaseous emissions samples before the gaseous exhaust sample flows to the emissions benches through heated lines operating at 190 C Particulate emissions are measured with an AVL 415S particulate smokemeter This compares the reflectivity of clean filter paper to filter paper where 500ml of exhaust have been flowed through it The system outputs the Filter Smoke Number to an AVL 4210 Instrument Controller and the data is logged manually Filter Smoke Number FSN is defined as the function of post flow reflectivities for a set flow quantity through the filter paper ISO 10054 High Speed Data Acquisition Cylinder pressure is measured in the engine with a water cooled Kistler 6041 piezoelectric pressure transducer Filtered city water at 1 4 bar 20psig is used to cool the transducer The signal from the pressure transducer is sent to a DSP Technologies 1104CA charge amplifier and then to the DSP technologies high speed data acquisition system The pressure transducer was calibrated before the engine tests using a dead weight pressure calibration at six different pressures with each point repeated three times for consistency The calibration was done using the calibration program and procedure contained in the data acquisition software The high speed data acquisition system is a DSP Technologies CAMAC
159. the intake surge tank for a single cylinder engine needs to be at least 50 times the displaced cylinder volume Taylor and Taylor 1962 The surge tank used for this test engine is 22 4 liters or 53 times the engine displacement Following the surge tank the intake air joins the production intake system The production intake system 1s retained from the port throttle EGR valve unit through the intake manifold A three millimeter thick blanking plate blocks the flow from the manifold to the cylinder ports of the three unused cylinders Exhaust System The production engine exhaust manifold and turbocharger are not used on the single cylinder engine Instead a short exhaust runner is employed and attached to a 7850cc 18 5 times the engine displacement exhaust surge tank This like the intake surge tank dampens the pulsating flow that occurs from a single cylinder engine Mounted downstream of the surge tank is an electrically actuated valve used to control the exhaust backpressure to match the production turbocharger settings or along with the boosting pressure to turbocharger efficiency maps Exhaust Gas Recirculation Exhaust gas recirculation EGR is used on the test engine EGR 1s drawn off the main exhaust pipe immediately after the surge tank An electrically actuated ball valve provides control over the amount of EGR flowing into the intake system and a cooler is used to decrease the EGR temperature Typical EGR coolers including the c
160. trength and easy handling e Color coded labels to easily identify pipe sizes by wall thickness e Easy to access butt strips ene a am 100 F 38 C 200 F 93 C 300 F 149 C Fluid Design Conductivity Operating Range Mean Temperature Runouts mo F up ft F isull F Temperature BTU in es asian mo am 2 am mm om om mw sa ms tm tm om mm oe M AKARE msomo aa w See a Cewa aa n o o o o a For minimum thicknesses of alternative insulation types see 9 4 8 2 ASHRAE 90 1 b Runouts to individual terminal units not exceeding 12 ft in length c Applies to recirculating sections of service or domestic hot water systems and first 8 ft from storage tank for non recirculating systems d The required minimum thicknesses do not consider water vapor transmission and condensation Additional insulation vapor retarders or both may be required to limit water vapor transmission and condensation Thermal Conductivity BTU in hr ft F 149 Mean Temperature 1 to 2 Thermal Conductivity SI Units W m C Precautions Hot Pipe May be installed while the system is in operation at all temperatures up to 1000 F 538 C Knauf recommends for insulation thicknessesgreater than 6 152 mm the temperature must be increased from 500 F 260 C to maximum temperature at a rate not exceeding 100 F 56 C per hour During initial heat up to op
161. ts net MiniAir20 Mini up to 140 C Steel 0 3 20 m s 0 5 40 m s 0 5 fs 1 5 rdg Air Probe of stainless steel Measuring range Flow Flow accuracy 20 to 140 C 0 5 C 30 to 140 C Measuring range Temp Accuracy Operating temperature QO 22 x 28 mm 35 mm 182 mm 1 5m Head dimension Access opening Length of probe Length of cable Storage temperature 65 to 150 C Water Probe Measuring range Flow 0 04 5 m s 0 05 10 m s 2 0 fs 3 0 rdg Flow accuracy O to 70 C 0 5 C 30 to 70 C Measuring range Temp Accuracy Operating temperature Head dimension O11x15mm Access opening 16 mm Length of probe 165 mm Length of cable 5m Storage temperature 65 to 150 C MiniAir20 Mini up to 250 C Steel 0 3 20 m s 0 5 40 m s 0 5 fs 1 5 rdg 30 to 250 C Evaluation box up to 65 C QO 22 x 28 mm 35 mm 182 mm 2 0 m 250 C 1 5 m from Box 65 to 250 C Box and Cable up to 65 C 0 02 5m s 0 03 10 m s 2 0 fs 3 0 rdg 0 to 70 C 0 5 C 30 to 70 C QO 22 x 28 mm 35 mm 175 mm 5m 65 to 150 C MiniWater20 Micro MiniWater20 Mini Temperature Probes Universal Air Surface temperature probe temperature probe temperature probe 20 to 140 C 0 1 C at 0 70 C 0 2 C outside 0 5 C 30 to 140 C Measuring range Resolution Accuracy Operating temperature 3x 100 mm 10x 80mm O4mm 180 mm 1 5m 65 to 150 C Head dime
162. udais 8 allows the determination of instantaneous exhaust port exit temperatures and velocities against crank angle for a single cylinder diesel engine as shown in the figures below It is noted that this model makes the assumption of a well stirred reactor model WSRM and the inlet conditions to the exhaust port were computed from a computer model called AIRCYCLE which simulates the engine cycle developed by Kittelson and Amlee 9 750 i SS ee 3 See eee gt a z 5 N TT J __ Calculated 4 Ay Calculated Measured n Measured 150 int Paii A a ha Ere ee Oi TAAN a P 4 hal j w i JF ha Li i 00 al E i E F E a Fa fo T i Aa ch A I h 7 2 E i 30 a i mt i a W eve EVC j i BELLIS LLLI Ee eo E Lm 0 TTT Ter perry ret L00 160 220 280 340 400 0 100 200 300 400 S00 Crank Angle Degrees Crank Angle Degrees a b Figure 5 Theoretical model largely agrees with experimental results for instantaneous exhaust port exit temperature and velocity profiles of a single cylinder diesel engine The figures show that the temperature in the exhaust port exit will vary from around 300 C to a high of 450 C before trailing to a moderate value of 360 C The velocity undergoes two spikes and goes through a range of values up to 190 m s from rest Although this data is representative only of the exhaust port exit as shown 1n the following sc
163. und to be 51 8 from the Nusselt s number since h lt Nu gt p ky d where d refers to the inner diameter This allows us to calculate with some uncertainty the heat transfer rate q hwtdL T lt T gt 1164 W This value is in agreement with our heat input model The time constant t associated with the rise is taken as RCr where R is as previously defined and Cr is the capacitance of the steel pipe calculated to be 267 J K Again conduction resistance is negligible t is found to be 114 6 s 6 is modeled as a repetitive sequence of signals comprising of a sinusoidal part and an exponential part as shown in the following figure It varies from 0 to about 80 K from the steady state value of 423 K We note that this figure is only an approximate to the actual input signal since the extremely short time span makes it difficult for us to obtain actual readings to plot the signal Only average figures could be obtained as reported in the literature search and we have thus resorted to approximating the signal using those figures 49 80 70 60 50 40 30 Gii m S l 0 li li i a 0 0 5 1 1 5 2 Time s Figure 18 Input signal inlet temperature of system model The model with its two inputs as described above is then simulated on the Simulink program in MATLAB as shown below inlet temperature T o heat input outlet temperature Transfer Fen Figure 19 Simulink model o
164. undesired chemical reactions between the exhaust gases and the heating element WIRE MESH HEATER A heating element can be used to raise the temperature of a wire mesh inserted perpendicular to the flow of the exhaust This will allow even heating of the exhaust gases that are passing through the pipes However as the exposure of the exhaust gas to the wire mesh is very limited multiple meshes and high mesh temperatures may be required in order to achieve the desired exhaust output temperature HOT AIR MIXER A separate heating system is once again used to heat and store hot air at a desired temperature The hot air is then fed and mixed into the exhaust pipe in order to increase the exhaust temperature This system will be able to raise the temperature of the exhaust in the shortest amount of time and also be able to control the temperature accurately by adjusting the 20 mixing ratio However there will also be a dilution effect whereby the original composition of the exhaust emission is altered by the mixing INTERNAL FINS As an improvement to the heated pipe system internal fins are added to the interior of the pipe to allow more efficient heat transfer This will allow a shorter pipe length and a lower pipe surface temperature to achieve the same exhaust output temperature It will also allow easier integration due to the reduced system size However the internal fins will be hard to manufacture and might be difficult to replace when damaged
165. unds multi axis and multi planes from 36 common bend configurations Custom bending with tighter tolerances can be made to meet specific application needs The minimum bend radius and the straight length required beyond the bend limits formation In order to locate the end of a heated length within a bend the radius must be 76 mm 3 in or larger Additionally overall length tolerances must be included in one or more of the straight lengths Double ended WATROD elements are available with a variety of terminations Single ended WATROD elements are available with only flexible lead wires The following table and illustrations detail the terminations available with double or single ended WATRODs for each available sheath diameter Standard flexible lead wires are 305 mm 12 in unless otherwise specified Insulation options include TGGT 250 C 480 F plus other temperature ratings Consult factory for availability Overmolds are available for flexible lead wires only and are available in silicone rubber 200 C 390 F neoprene 90 C 212 F and other materials Consult your Watlow representative for details Element mm inch Double Ended Single Ended Sheath Threaded Screw Lug Quick Connect Flexible Lead Wire WATROD Diameter Studa Plate Spade Lead Wires Overmolds A B Cc D E F G H J TN APPENDIX
166. urchaser will be responsible to determine suitability of this product for purchaser s use Proto Corp liability will be limited to the purchase price of the material No person is authorized to alter this without a Proto Corp officer s written approval 05 01 2003
167. ve taken a conservative approach and assumed worst case scenarios which may not occur in the actual system Hence our team strongly believes that our actual system behavior will be much improved over that shown by the theoretical results When the heated pipe arrives we will complete the installation of our prototype on the engine test bed and implement the testing plan as outlined previously In the event that the part arrives only after the end of the semester our team hopes that either the catalyst research team can install and test out our prototype over summer or this testing phase can be left to another team for the next school semester ACKNOWLEDGMENTS We would like to extend our gratitude towards Professor Katsuo Kurabayashi and our client Professor Dennis Assanis and his graduate student Andrew Ickes for their invaluable guidance in the course of this review We would also like to acknowledge both Professor Assanis and Shell Oil Company for their financial support Lastly we thank the shop technicians Bob Coury Marv Cressey and Steven Emanuel for their help in our fabrication process REFERENCES 1 Assanis D Bohac S Depcik C 2007 Clean Diesel Combustion and Exhaust Aftertreatment Presentation Slides W E Lay Automotive Laboratory University of Michigan 2 Knothe G Sharp C A Ryan T W 2006 Exhaust Emissions of Biodiesel Petrodiesel Neat Methyl Esters and Alkanes in a New Technology Engine En
168. ved after installation This will prevent the user from reaching or replacing the pipe sections being insulated easily If needed an insulation piece may be further cut manually into two semi circular halves that can be attached using industrial tape Further technical information regarding the insulation can be perused in Appendix H1 KNAUF PROTO PVC FITTING COVERS These are one piece pre molded high impact PVC fitting covers with fiberglass inserts 2 that will be used on the 90 pipe sections The maximum operating temperature of these is 260 C which is slightly lower than the pipe s operating temperature However by using a double insert this will not be a problem The insert will first be installed onto the pipe in the same way as the pipe insulation mentioned above We will then install the PVC cover over the insert and secure it using adhesive Again this type of cover is not easily removed after installation If the pipes need to be accessed frequently it is suggested to cut the pieces into semi circular halves that can be affixed using industrial tape For more technical information regarding the covers please refer to Appendix H2 l Knauf Data Sheet PE DS 1 04 06 Knauf Information Sheet lt http knaufusa com products commercial _industrial pipe_and equipment insulation proto pvc fitting covers as px gt accessed 03 14 07 58 BILL OF MATERIALS Quantity Part Description Purchased from Part Price each Number US
169. wirl in the cylinder with the overall swirl in the cylinder the balance of the high and low swirl from the two ports By closing a throttle in the low swirl port higher levels of swirl are generated but with a corresponding increase in the flow losses due to the reduction in port area The production port throttle is used in the single cylinder engine with 10 different positions every 10 degrees from open to closed The production port throttle does not fully block the low swirl port so the swirl ratio varies over a small range from 2 77 to 3 17 Extending the port throttle plate to fully block the port increases the range of swirl numbers up to 5 61 Fuel Injection System The single cylinder test engine uses the Bosch 1800 bar common rail injection system from the production engine A Bosch 1210 common rail injector is used and the factory selected copper depth spacer is retained to keep the injector at the depth optimized during assembly The timing duration and number of injections are controlled with a Magnetek Engine Control Module This unit allows for up to four independent injection events per engine cycle Injection timing is controlled to within 0 1 crank angle or the minimum resolution of the encoder Injection duration pulsewidth is adjustable in increments of 1 s A Bosch CP3 high pressure pump driven through a 4 3 reduction belt drive by a 3 7 kW Shp electric motor supplies high pressure fuel to the production fuel rail Th
170. xod CPVC jacketing and fitting covers for 225 F deflection temperature and maximum chemical resistance Offered only by Proto Corp as a substitute for stainless steel at 1 2 to 1 3 the price of stainless steel Regular PVC Jacketing Outdoors Use regular PVC jacketing outdoors It is less expensive does the same job as LoOSMOKE PVC Regular PVC has very good fire self extinguishing properties not as good as the LOSMOKE PVC used in confined people areas buildings however much better than common plastics used outdoors Vessels with ends 24 O D or larger Use 040 thick jacketing up to 48 O D On sides of vessels larger than 48 O D See Protop brochure for instructions requiring a suspended band system to hang panels from Gerrard amp Company or equal Use thick PVC panels on Outdoor Tanks not PVC Roll Jacketing See Tank Tops above for end segments PROTO 10500 47th Street North Clearwater FL 33762 5017 Tel 727 573 4665 Fax 727 572 6823 The physical and chemical properties of Proto Corp PVC represent typical average values obtained in accordance with accepted test methods and are subject to normal manufacturing variations They are supplied as a technical service and are subject to change without notice Numerical flame spread rating is not intended to reflect hazards presented by this or any other materials under actual fire conditions Check with Proto Corp office to assure current information P

PREPARATION OF TECHNICAL REPORTS:

Contents

Download Pdf Manuals

Related Search

Related Contents