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In diesel engines in particular, EGR systems come with serious drawbacks, one of which is a reduction in engine longevity. For example, because the EGR system routes exhaust gas directly back into the cylinder intake without any form of filtration, this exhaust gas contains carbon particulates. And, because these tiny particles are abrasive ...
An exhaust heat recovery system turns waste heat energy in exhaust gases into electric energy for batteries or mechanical energy reintroduced on the crankshaft. The technology is of increasing interest as car and heavy-duty vehicle manufacturers continue to increase efficiency, saving fuel and reducing emissions.
In addition to changing the fuel, US engineers have also come up with two other principles and distinct systems to all on-market products that meet the U.S. 2010 emissions criteria, [citation needed] [needs update] selective non-catalytic reduction (SNCR), and exhaust gas recirculation (EGR). Both are in the exhaust system of diesel engines ...
The NO x adsorber was designed to avoid the problems that EGR and SCR experienced. An adsorbent such as zeolite traps the NO and NO 2 molecules — acting as a molecular sponge. Once the trap is full (like a sponge full of water) no more NO x can be absorbed. Various schemes have been designed to "purge" or "regenerate" the trap.
Fuel system: Common rail direct injection: Fuel type: Diesel fuel DIN EN 590: Oil system: Wet sump, pressurized circulation: Cooling system: Water-cooled: Output; Power output: 195–294 kW (261–394 hp) Torque output: 620–760 N⋅m (457–561 lb⋅ft) Chronology; Predecessor: BMW N57
The worst problem met in air-cooled aircraft engines was the so-called "shock cooling", when the airplane entered in a dive after climbing or level flight with throttle open, with the engine under no load while the airplane dives generating less heat, and the flow of air that cools the engine is increased, a catastrophic engine failure may ...
The mechanism by which exhaust emissions are controlled depends on the method of injection and the point at which air enters the exhaust system, and has varied during the course of the development of the technology. The first systems injected air very close to the engine, either in the cylinder head's exhaust ports or in the exhaust manifold.
Such a system can take advantage of the specific heat of vaporization, which in the case of water is five times the specific heat capacity in the liquid form. Additional gains may be had by allowing the steam to become superheated. Such systems, known as evaporative coolers, were the topic of considerable research in the 1930s.
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