international journal of research and innovation · a catalytic converter can also be called as an...

INTERNATIONAL JOURNAL OF RESEARCH AND INNOVATION

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585

Subject: Thermal Engineering IJRITE

CONJUGATE HEAT TRANSFER ANALYSIS OF EXHAUST

AFTER-TREATMENT SYSTEMS

R.Alekhya1, V.Sreenivasa Rao2. 1 Research Scholar, Department of Mechanical Engineering, Aditya Engineering College, Surampalem, Andhra Pradesh, India.

2 Professor, Department of Mechanical Engineering, Aditya Engineering College, Surampalem, Andhra Pradesh, India.

Abstract

This work deals with the flow and thermal behavior of compact exhaust after-treatment systems used to reduce

emissions in heavy duty diesel vehicles. The Exhaust After-treatment System (EATS) box incorporates the diesel

oxidation catalyst (DOC), diesel particulate filter (DPF), selective catalytic reductor (SCR), ammonia slip catalyst (ASC),

and A Blue injector and variety of electronic sensors in a compact box like arrangement. The housing of such a combo

box is made of stainless steel and different insulating materials are used to minimize heat loss to the surroundings.

The thermal performance of compact exhaust after-treatment systems is evaluated by carrying out a conjugate heat

transfer (CHT) simulation usingAnsysfluent (a commercially available CFD code). The present work includes the

following:

1. Evaluate the effect of box insulation thickness on the thermal behavior of compact exhaust after-treatment system

2.CFD simulation process automation

The CHT simulation of the exhaust after-treatment systems is used to determine the gas temperature drop, heat

transfer to surroundings, temperature distribution on components, pressure drop in exhaust gas, flow field and flow

uniformity index at the inlet of catalytic converters. The work also discusses the effect of temperature on the rate of

chemical reactions occurring at different after-treatment components and its effect on emission conversion

characteristics.

*Corresponding Author:

R.Alekhya, Research Scholar,

Department of Mechanical Engineering, Aditya Engineering

College, Surampalem, Andhra Pradesh, India.

Email: [email protected].

Year of publication: 2017

Paper Type: Review paper

Review Type: peer reviewed

Volume: IV, Issue: I

*Citation: R.Alekhya, Research Scholar, "Conjugate Heat Transfer

Analysis of Exhaust After-Treatment Systems" International

Journal of Research and Innovation (IJRI) 4.1 (2017) 585-594.

Introduction

Automobiles are required to conform to stringent

emission norms which act as a check against

environmental pollution.Regulated emission levels are

often much lower than that which can be achieved

through in-cylinder control measures, consequently

the exhaust gas must be treated post combustion.

Thus, exhaust after-treatment system has evolved into

one of the critical elements used for pollution control

and abatement in modern engines.

The exhaust system includes the following

components:

Catalytic convertors to reduce emissions



586

Devices such as mufflersto attenuate

combustion noise

Turbocharging systems

Exhaust gas regeneration systems

The catalytic converters used for emission control in

diesel engines include diesel oxidation catalyst (DOC),

diesel particulate filters (DPF) and selective catalytic

reductor (SCR). The function of DOC is to remove the

harmful carbon monoxide and hydrocarbons from the

exhaust by oxidation and DOC also reduces the

content of soluble organic fractions. The function of

DPFis to remove the solid fraction i.e. the dry soot by

burning it either actively or passively.The process of

raising the temperature of the entrapped soot to its

oxidation temperatureby making use of an external

energy source available on vehicle like diesel or

electricity is called active DPF regeneration. On the

other hand the passive system achieves the

regeneration by introducing an oxidation catalyst

which lowers the soot oxidation temperature. This

allowsburning process to complete during the regular

vehicle operation. Conventionally the medium/heavy

duty diesel vehicles had an inline arrangement of

catalytic converters, which is shown in figure 1. The

after-treatment components included a diesel

oxidation catalyst, a diesel particulate filter and

NOxtraps.

A design of exhaust after-treatment system (EATS)box

designed by Mack trucks is shown in figure 2. The

arrangement of the catalytic converters inside the

housing of exhaust after-treatment system boxmakes

the flow mechanism of the exhaust gas and the heat

transfer process complex. To optimize the performance

of EATS box, it is essential to capture the flow and

heat transfer process inside the box and also with the

surroundings.

Exhaust system in 2007 Dodge Ram with 6.7 L

Cummins engine

Exhaust after-treatment system box developed by

Mack Trucks

Conjugate heat transfer (CHT)is a simulation

technique in which the heat transfer in the solids and

fluids are solved simultaneously. CHT is used to

describe processes which involve temperature

variations within solids and fluids, due to thermal

interaction between them.

LITERATURE REVIEW

The performance of an exhaust after-treatment system

depends on its operational temperature. The reaction

rates and the emission conversion will be higher with

increase in operational temperatures and faster light

off occurs at higher temperatures. It is therefore

essential to fulfill thermal requirements of the catalyst.

Recent developments in diesel engines have led to

increased fuel efficiency but have reduced exhaust gas

temperature and this has resulted in a delay in the

activation of the after-treatment system. Mohammad

Reza Hamediet al. [1] used a CFD commercial

packageto carry out a parametric study to identify the

most influential pipework material and insulation

characteristics in terms of thermal performance.

Different after-treatment insulation strategies (e.g.

double layer, vacuum and foil insulation) were

simulated and the improvement in the DOC emission

conversion was monitored over the New European

Driving Cycle (NEDC). To improve the cold-start

performance a new after-treatment pipework design

was developed and simulated to examine its

performance in terms of thermal behavior during

different engine operating conditions. This design

introduced a well-insulated pipework system with

minimized thermal inertia to accelerate the after-

treatment catalyst light-off.

In addition to the strict emission norms,

manufacturers of most heavy duty vehicles have to

deal with the space constraint at the chassis.According

to W. Addy Majewskiet al. [2], less frontal area is

available for air-cooled heat exchangers which

necessitate a reduction in engine heat rejection. Lower

EGR rates (and higher engine out NOx) had been

commonly used to reduce the amount of heat

transferred to the engine coolant, but with the advent

of Euro 6, this could no longer be used. Also, space

available at the chassis is box-shaped. For this reason,

the OEM‟Sare attempting to accommodate the fuel



587

tank, air cleaner, urea tank and aftertreatment

systems into these box-shaped spaces.

OBJECTIVES

The objective of the present work is to study the flow

and thermal behaviour of exhaust after-treatment

systems used to reduce emissions in heavy duty diesel

vehicles. Conjugate heat transfer (CHT) simulation is

carried out using Ansys fluent on the following after-

treatment configurations:

1. Typical exhaust after-treatment system

2. Exhaust after-treatment system box with box

insulation of 5 mm thickness

3. Exhaust after-treatment system box with box

insulation of 10 mm thickness

The study includes comparison of the following

parameters for the above configurations

Gas temperature drop

Heat transfer to surroundings

Temperature distribution on components

Pressure drop in exhaust gas

Flow field and flow uniformity index at the

inlet of catalytic converters

Change in reaction rates based on

temperature in catalytic converters

DESCRIPTION

The Exhaust After-treatment System (EATS) box

incorporates the diesel oxidation catalyst (DOC), diesel

particulate filter (DPF), selective catalytic reductor

(SCR), ammonia slip catalyst.

CATALYTIC CONVERTER:

A catalytic converter can also be called as an emission

control device. Converters can convert high toxic

pollutants and high toxic gases into less toxic by using

the catalytic converter which can catalyze a redox

reaction .i.e..an oxidation and reduction reaction.

Applications of Catalytic Converters:

These catalytic Converters are most

commonly applied to exhaust systems

in automobiles.

They are also used on electric

generators, forklifts, mining

equipment , buses, locomotives,

trucks and motor cycles.

DIESEL PARTICULATE FILTER

Diesel particulate filters (DPF) are devices that

physically capture diesel particulates to prevent their

release to the atmosphere. Diesel particulate filter

materials have been developed that show impressive

filtration efficiencies, in excess of 90%, as well as good

mechanical and thermal durability. Diesel particulate

filters have become the most effective technology for

the control of diesel particulate emissions—including

particle mass and numbers with high efficiencies.

SELECTIVE CATALYTIC REDUCTION:

Selective catalytic reduction (SCR) is a means of

converting nitrogen oxides, also referred to

as NOx with the aid of a catalyst into diatomic

nitrogen (N2), and water (H2O). Agaseous reductant,

Typically anhydrous ammonia or urea is added to a

stream of flue or exhaust gas and is adsorbed onto

a catalyst. Carbon dioxide, CO2 is a reaction product

when urea is used as the reductant.

Commercial selective catalytic reduction systems are

typically found on large utility boilers, industrial

boilers, and municipal solid waste boilers and have

been shown to reduce NOx by 70-95%. More recent

applications include diesel engines, such as those

found on large ships, diesel locomotives, gas turbines,

and even automobiles.

MODEL DETAILS

A simplified model of the conventional design of the

after-treatment system and the EATS box was

prepared using 3D modelling option available in catia

v5. The details of the conventional design of the after-

treatment system are shown infigure 3 and figure 4.

The model consists of an exhaust gas pipe made of

austenitic steel (grade X5CrNi18-10) of external

diameter 0.124 m and thickness of 0.002 m. The

exhaust pipe houses 4 catalytic converters and the

flow happens sequentially through diesel oxidation

catalyst (DOC), diesel particulate filter (DPF), selective

catalytic redactor (SCR) and ammonia slip catalyst

(ASC) each having an external diameter and length of

0.18 and 0.08 m respectively.



588

CAD model of typical exhaust after-treatment system

Layout of exhaust after-treatment components

A substrate insulation of 0.003m thickness is provided

in between the catalytic converters and the exhaust

gas pipe to minimize the heat loss from the exhaust

gas. The layout of the catalytic converters is shown in

figure 4.The EATS box shown in figure 5,comprises of

all parts of the conventional design of the exhaust

after-treatment system and additionally includes a

sheet metal housing and a layer of box insulation to

reduce heat loss to the surroundings.

The dimensions of the EATS box is shown in figure 5

and box insulation is provided between two sheet

metal layers of thickness 0.002 m each. The present

study is carried out using two different thickness of

the box insulation 0.005m and 0.010m..The pressure

drop the exhaust gases encounter while traversing a

porous region is given in equation.1

)…………. (1)

where, Δp is the pressure drop in the exhaust gas, L is

the length of the substrate , v is the average flow

velocity of the exhaust gas, µ is the dynamic viscosity

of the exhaust gas, ρ is the density of the exhaust gas ,

Aand B are experimentally determined constants.

FLOW SEQUENCE OF THE EXHAUST GAS

Diesel oxidation catalyst, diesel particulate filter,

selective catalytic reductor and ammonia slip catalysts

are shown as porous region 1, 2, 3 and 4 respectively

in figure 4. The exhaust pipe houses 4 catalytic

converters and the flow happens sequentially through

diesel oxidation catalyst (DOC), diesel particulate filter

(DPF), selective catalytic redactor (SCR) and ammonia

slip catalyst (ASC).

HEAT TRANSFER

The heat transfer from the exhaust gas to the

surroundings for the convention design of the exhaust

after-treatment system as well as the EATS box occurs

through conduction, convection and radiation.Heat

transfer in solid regions is through conduction. In the

exhaust gas region, heat transfer occurs mainly by

forced convection.

The heat energy is transferred to the ambience occurs

through natural convection and radiation.

The schematic of a cut section of the EATS box

showing the different modes of heat transfer taking is

shown in figure

Modes of heat transfer from the exhaust gas in the

EATS box



589

CFD MODEL PREPARATION

The domain is divided into different regionsbased on

the material properties and appropriate physics

continua are assigned. The outer and the inner

coverings, box-insulation, canning and the substrate

insulation are considered as solid regions. The exhaust

gas and air-gap (surrounding the metal pipe) are

considered as fluid regions as shown in figure 4.

PHYSICS MODELS

The turbulence model used is „Realizable K-ε model‟

and the wall treatment is done using „two layer all y+

wall treatment‟. The „two layer all y+ wall treatment‟

ensures that wall function is used for coarser mesh

and a „low y+ wall treatment‟ occurs for a finer mesh.

The effect of natural convection is consideredin the air

gap by using theideal gas law which considers the

density variations with respect to pressure and

temperature and also by specifying the direction of

gravity. The effect of thermal radiation is considered

using„surface to surface radiation‟ model available in

Catia V5.

MESH DETAILS

The domain is meshed using polyhedral elements of

size 5 mm and the surface growth rate considered is

1.1and the details of the mesh areshown in figure 7

and 8. The fluid regions are meshed using „polyhedral

elements‟ with „prism layer‟near the walls.The number

of prism layers used to capture the near wall flow field

is two, with the thickness of the layer being 33.3

percent of the mesh base size and a stretching factor of

1.50.

Cross-sectional view showing mesh in porous regions

and the air gap

SOLVER SETTINGS

The exhaust gas temperature and mass flow rate at the

inlet are specified as 400°C and 100 kg/hr

respectively. The pressure and temperature at the

exhaust gas outlet is kept as atmospheric i.e. 101325

Paand 27°C. Heat transfer coefficient used is 10

W/m2-K and surface emissivity used is 0.25. The

ambient temperature is considered as 27 °C.The

surface emissivity specified on the air-gapside of air-

gap/exhaust pipe and air-gap/inner casing interfaces

is 0.25.The inertial coefficient, viscous coefficients,

porosity and thermal conductivity used in the porous

regions are

Porosity coefficients

Cataly

st

Name

Porosi

ty

A

[1/m2

]

B[1/m] Thermal

conductiv

ity [W/m-

K]

DOC 0.53 42.63 434524

09

0.72

DPF 0.42 158.6

7

630536

82

34.35

SCR 0.53 25.97 599673

84

0.72

ASC 0.53 91.28 688245

96

0.72

RESULTS

This section deals includes the results of the CHT

simulation for three different configurations

Typical exhaust after-treatment system

EATS box with 0.005m box insulation



590

EATS box with 0.010m box insulation.

The surface temperatures, boundary heat flux values

and the heat lossto the surroundings is discussed in

section 6.1, 6.2 and 6.3. A comparison of the pressure

drop in exhaust gas, the associated flow fields and the

flow uniformity indicesis done in section 6.4 and 6.5.

The effect of temperature on rate of chemical reaction

is discussed in section 6.6.

SURFACE TEMPERATURES

The surface temperatures of the outer box/pipe

obtained for the above mentioned configurations are

shown in figure 9. The surface temperatures obtained

are higher for case 1 when compared to case 2 and 3.

The presence of the box insulation and air gaps in case

2 and 3 increases the thermal resistance offered to

heat flow, thereby leading to lower surface

temperatures. The thickness of box insulation is

higher for case 3 compared to case 2 resulting in

higher thermal resistance and lower surface

temperatures. The area weighted average of

temperatures for the three configurations is shown in

figure 10 and the trend is consistent with the results

shown in figure

HEAT TRANSFER TOSURROUNDINGS

The heat transfer taking place from the exhaust gas to the surroundings is shown in figure 12 and it is seen that the heat loss is higher for case 1 when compared to case 2 and 3. This is a result of the lower thermal resistance offered by the conventional design. The presence of the box insulation and air gaps in case 2 and 3 increases the thermal resistance offered to heat flow, thereby resulting in lower heat loss to the surrounding. The heat transfer values for case 3 are lower than case 2, due to the use of thicker box insulation. The area weighted average of heat flux for the three configurations is shown in figure 11. The results obtained are consistent with the heat transfer results.

GAS AND SOLID TEMPERATURES

The variation in the exhaust gas temperature as it

passes through different after-treatment components

is shown in figure 13.The reduction in temperature of

theexhaust gas is higher for case 1 as compared to

cases 2 and 3 as the arrangement is directly exposed

to the ambience. On the other hand, a comparison

between case 2 and 3 reveal that temperature drop is

lower for case 3 because the use of thicker box

insulation in case 3 offers more resistance to heat loss

resulting in lower temperature drop of exhaust gas.

The temperature distribution on the solid components

is shown in figure 14, 15 and 16 respectively. It can be

seen from figure 14 and 15 that the canning surface



591

and the substrate insulation are at lower temperatures

for case 1 in comparison to cases 2 and 3.

The temperatures of canning and substrate insulationis higher for case 3 compared to case 2 due to a thicker box insulation used in case 3. The temperature distribution across the box insulation for case 2 and 3is shown in figure 16. It is seen that the temperature gradient across the box insulation is higher for the case 3 due to higher thermal resistance as shown in figure.

Temperature drop in exhaust gas for the three

configurations

PRESSURE DROP IN EXHAUST GAS

The total pressure of the exhaust gas for the three

configurations is shown in figure 17 and it can be seen

that the pressure contours for the three configurations

are similar. The total pressure drop is higher within

the porous regions than other regions in the flow path

showing that a major contribution of the pressure drop

happens in the catalytic converters.

The reduction in total pressure of the exhaust gas as it

passes through substrates is shown in figure 18. It can

be seen that the drop in total pressure of the exhaust

gas (in each substrate) is highest for case 3 which is

due to the higher temperatures of the exhaust gas in

case 3.

The density of exhaust gas is inversely proportional to

temperature and the higher temperature results in

increase of flow velocity in case 3. The higher flow

velocity results in a higher pressure drop as pressure

drop in the porous region is proportional to velocity as

shown in equation 1.

FLOW FIELD AND FLOW UNIFORMITY INDEX

The velocity of the exhaust gas in the exhaust gas pipe

as well as in the after-treatment components are seen

in figure 19 and it can be seen that the velocity profile

obtained for the above three cases are similar. The

velocities of exhaust gas is higher near the inlet as the

cross-sectional area is low and as the exhaust gas

passes through the DOC and DPF, the mean flow area

increases resulting in reduction of flow velocity. After

the DPF, the exhaust gas experiences flow separation



592

as seen in figure 19, which causes the mean flow area

to decrease again, causing the flow velocity to increase.

Figure shows cross-sectional view of the normal

velocity distribution at the inlet of each catalyst along

with the flow uniformity indices. As seen in figure 20,

the velocities are less for case 1 than cases 2 and 3.

This is a result of lower temperature of the exhaust gas

in the conventional design, which results in higher

density of the exhaust gas. This causes a reduction in

flow velocity. The results obtained here are thus

consistent with results obtained in section 6.2 and 6.3.

Figure 19 also shows the magnified view of the velocity

profile at the inlet of different catalysts. The velocity

distribution is found to be very uniform at the inlet of

the DPF and the ASC. Very small recirculations are

seen at the DOC and the SCR inlet, but the flow

stabilizes completely before entering them. The flow

uniformity index (represented as gamma) is thus very

close to 1.

EFFECT OF TEMPERATURE ON RATE OF

REACTION IN A CATALYST

The rate of a chemical reaction depends on

temperature at which the reaction occurs. The

relationship between the rate constant (k) of a

chemical reaction and temperature (T) and is referred

to as the Arrhenius‟ law given in equation 2

…………………………….. [2]

where,k is the rate constant, Eais the activation energy

of the chemical reaction, A is an experimentally

determined constant, Ris the Universal Gas Constant,

T is the absolute temperature

In general for a chemical reaction:

cC+ dD= gG+hH

Where „c‟ and „d‟ are moles of reactants „C‟ and „D‟

respectively. „g‟ and „h‟ are moles of products „G‟ and „H‟

respectively

Rate of reaction (R) is given as follows:

R= -k [C]x[D]y………………………….[3]

where,[C] and [D] are concentrations of reactants C and

D

x and y are experimentally determined constants

From equation 3, it can be stated that an increase in

rate constant (k) results in an increase in the reaction

rate. For a chemical reaction occurring at two different

temperatures T1 and T2 (such that T1<T2), the rates

constant are related as equation 4:

(

)

……………….[4]

The gas temperatures at mid-sections of the DOC and

SCR for three configurations are shown in 21 and the

percentage change in the rate constant (k) is shown in

figure 22. It can be seen from figure 21 that the gas

temperatures are lower for case 1 when compared to

case 2 and 3. The gas temperatures for case 3 is

higher than case 2 for respective locations and the

trend is consistent with the results discussed in

section 6.2.

It can be seen from figure 21 thatthe temperature in

the DOC and SCR for case 2 compared with is case 1

is higher by 1° C and 4°C respectively leading to an

increase in rate constant by 3% and 6.8% respectively

as shown in figure 22. It can be seen from figure 21

that the temperature in the DOC and SCR for case 3

compared with is case 1 is higher by 3° C and 9°C

respectively leading to an increase in rate constant by

6.3% and 14% respectively as shown in figure 22. The

emission conversion is dependent on the chemical

reactions occurring in the catalysts so an increase in

the reaction rate will result in higher emission

conversions. Hence, configuration 3 shows better

emission conversion results when compared to

configuration 1 and 2.



593

PROCESS AUTOMATION FOR CHT ANALYSIS

The present work requires use of Java Integrated

Development Environment, NetBeans 7.3.1 and the

scripts written on this platform can be used to

automate processes in Catia V5. The following are the

sequence of operations that have been automated:

Geometry/part level operations

Assigning part to regions.

Assigning physics and mesh continuum to

each region.

Enabling/disabling the mesh models for

appropriate region/interface type.

Generating volume mesh.

Assigning boundary conditions and solver

settings.

WORKING OF THE MACRO

The flow chart shown in figure 23 explains the

sequence in which pre-processing operations are done

by the macro.

MACRO DESCRIPTION

A nomenclature system was developed and all parts

present in the cleaned up CAD model were named

accordingly. The Ansys fluent simulation file was

created which contained details of the physics

continua as well mesh details. These were the two pre-

requisites for successful execution of the macro.

The first step in the automation dealt with importing

the CAD model from a user specified location. This

was followed up by creation of contacts between two

overlapping faces or surfaces that lied within a

specified tolerance. An option was provided to the user

to provide the tolerance value for the merging

operation. The details present at the part level were

then translated to the region level by assigning parts to

regions. During this interfaces were also created from

the contacts.

Further, each region was assigned a physics and mesh

continuum based on their names. A string command

„substring‟ has been used to extract a part of the

name, followed by conditional statements (if-else) for

comparison and for further assigning purposes.

The macro also makes use of in built Catia V5

functions to know the type of each region/boundaries.

This information was used to make required mesh

modifications in solid/fluid regions as well as at the

interfaces level.

The code uses conditional statements to assign

emissivity values to the required boundaries. The task

of assigning porous inertial resistance and porous

viscous coefficient was accomplished through a .iges

(comma separated values) file which contained the

porous region names, co-ordinates to specify X and Y

axes directions along with X, Y and Z component

values of the inertial resistance and viscous co-efficient

data. The region names in .iges file has been used as

the parameter for mapping the required values to the

regions in the simulation desk.

The post-processing macro is capable of opening the

scenes present in the simulation file one by one. A

hardcopy of the view is saved in a user defined location

and the scene is closed. The process is repeated for all

scenes.



594

CONCLUSION

The conjugate heat transfer studies were conducted on

the three configurations of exhaust after-treatment

systemsused in heavy duty diesel vehicles and it was

observed that use of EATS box resulted in better

thermal and kinetic performance compared to typical

exhaust after-treatment system. The EATS box offered

higher thermal resistance due to the presence of box

insulation and air gaps. The use of the EATS box

resulted in lower surface temperature than observed in

the typical exhaust after-treatment system. The use of

the EATS box lowered the heat loss to the

surroundings, thus ensuring lower temperature drop

of the exhaust gas. The higher temperatures of the

exhaust gas ensuredfaster chemical reactions at the

catalytic converterswhich resulted in improved

emission conversions. Thus, it can be concluded that

the use of EATS box ensures a better thermal

management of the exhaust after-treatment system.

The EATS box with thicker box insulation resulted in

lower surface temperatures, lower heat transfer to

surroundings and higher exhaust gas temperatures

when compared to the EATS box with thinner

insulation. The reaction rates obtained were also

higher for the EATS box with thicker box insulation.

Hence it can be concluded that the thickness of the

box insulation used is a major design parameter for

the EATS box.

The EATS box requires lesser packaging space at the

chassis, ensuring more under-hood space that can be

used for installation of larger fuel tanks or any other

additional component. The lower heat transfer to the

surrounding minimizes the risk ofdamage to the

surrounding under-hood components, thus

overcoming one major drawback of the conventional

exhaust after-treatment system. The EATS box also

promotes design standardization i.e. it is convenient to

change/modify any after-treatment component of the

box within the available design space.

The automation of the pre-processing and post-

processing operations was done using Java. The

automation not only reduced possibility of manual

errors but also made the pre-processing operations 80

percent faster and post-processing 20 percent faster.

REFERENCES

1. Hamedi, M., Tsolakis, A., and Herreros, J.,

"Thermal Performance of Diesel After-

treatment: Material and Insulation CFD

Analysis," SAE Technical Paper 2014-01-2818,

2014.

2. HannuJääskeläinen and W. AddyMajewski,

“Heavy-Duty Diesel Engines with

Aftertreatment,” Diesel Net Technology Guide.

3. Shu, Y., Romzek, M., and Meda, L., "Thermal

Analysis of Diesel After-Treatment System,"

SAE Technical Paper 2010-01-1215, 2010.

4. Yohann Perrot., “Exhaust line simulations

using Star-CCM+ and automation” CD Adapco

Conference, London, 22-March-2010

5. http://dln.cir-

mcs.e.corpintra.net/tech/engine_heavy-

duty_aftertreatment.php

6. http://www.equipmentworld.com/macks-new-

single-unit-cleartech-one-eats-system-

reduces-weight-adds-frame-space

7. archive.commercialmotor.com/article/11th-

july-2013/29/euro-6-after-treatment-how-

does-euro-6-work-thinki

AUTHORS

R.Alekhya, Research Scholar, Department of Mechanical Engineering, Aditya Engineering College, Surampalem, Andhra Pradesh, India.

V.Sreenivasa Rao, Professor,

Department of Mechanical Engineering,

Aditya Engineering College, Surampalem,

Andhra Pradesh, India.

international journal of research and innovation · a catalytic converter can also be called as an...

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