Transient Behavior of VOCs Emission and Particle Size Distribution during Active Regeneration of Diesel Particulate Filter Equipped Diesel Engine

2011 ◽  
Author(s):  
Nobuhiro Yanagisawa ◽  
Keiko Shibata ◽  
Kenji Enya ◽  
Kaoru Satou
Keyword(s):  
Particle Size ◽  
Diesel Engine ◽  
Particle Size Distribution ◽  
Size Distribution ◽  
Diesel Particulate Filter ◽  
Transient Behavior ◽  
Particulate Filter ◽  
Diesel Particulate ◽  
Active Regeneration ◽  
Vocs Emission

Effects of B20 on Emissions and the Performance of a Diesel Particulate Filter in a Light-Duty Diesel Engine

2009 ◽  
Author(s):  
Amy M. Peterson ◽  
Po-I Lee ◽  
Ming-Chia Lai ◽  
Ming-Cheng Wu ◽  
Craig L. DiMaggio ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Diesel Particulate Filter ◽  
Oxidation Catalyst ◽  
Engine Oil ◽  
Particulate Filter ◽  
Oil Viscosity ◽  
Regeneration Rate ◽  
Diesel Particulate ◽  
Light Duty ◽  
Active Regeneration

This paper compares 20% bio-diesel (B20-choice white grease) fuel with baseline ultra low sulfur diesel (ULSD) fuel on the emissions and performance of a diesel oxidation catalyst (DOC) and diesel particulate filter (DPF) coupled to a light-duty 4-cylinder 2.8-liter common-rail DI diesel engine. The present paper focuses on the comparison of the fuel effects on loading and active regeneration of the DPF between B20 and ULSD. B20, in general, produces less soot and has lower regeneration temperature compared to soot loaded with ULSD. NO2 concentrations before the DPF were found to be 6% higher with B20, indicating more availability of NO2 to oxidize the soot. Exhaust speciation of the NO2 availability indicates that the slight increase in NOx from B20 is not the dominant cause for the lower temperature regeneration and faster regeneration rate but the reactivity of the soot that is in the DPF. Formaldehyde concentrations are found to be higher with B20 during regeneration due to increased oxygen concentrations in the exhaust stream. Finally the oil dilution effect due to post injection to actively regenerate the DPF is also investigated using a prototype oil sensor and FTIR instrumentation. Utilizing an active regeneration strategy accentuates the possibility of fuel oil dilution of the engine oil. The onboard viscosity oil sensor used was in good agreement with the viscosity bench test and FTIR analysis and provided oil viscosity measurement over the course of the project. Operation with B20 shows significant fuel dilution and needs to be monitored to prevent engine deterioration.

Effects of B20 on Emissions and the Performance of a Diesel Particulate Filter in a Light-Duty Diesel Engine

2010 ◽  
Vol 132 (11) ◽  
Author(s):  
Amy M. Peterson ◽  
Po-I Lee ◽  
Ming-Chia Lai ◽  
Ming-Cheng Wu ◽  
Craig L. DiMaggio ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Diesel Particulate Filter ◽  
Oxidation Catalyst ◽  
Engine Oil ◽  
Particulate Filter ◽  
Oil Viscosity ◽  
Regeneration Rate ◽  
Diesel Particulate ◽  
Light Duty ◽  
Active Regeneration

This paper compares 20% biodiesel (B20-choice white grease) fuel with baseline ultra low sulfur diesel (ULSD) fuel on the emissions and performance of a diesel oxidation catalyst (DOC) and diesel particulate filter (DPF) coupled to a light duty four-cylinder 2.8-l common-rail DI diesel engine. The present paper focuses on the comparison of the fuel effects on loading and active regeneration of the DPF between B20 and ULSD. B20, in general, produces less soot and has lower regeneration temperature, compared with soot loaded with ULSD. NO2 concentrations before the DPF were found to be 6% higher with B20, indicating more availability of NO2 to oxidize the soot. Exhaust speciation of the NO2 availability indicates that the slight increase in NOx from B20 is not the dominant cause for the lower temperature regeneration and faster regeneration rate, but the reactivity of the soot that is in the DPF. Formaldehyde concentrations are found to be higher with B20 during regeneration, due to increased oxygen concentrations in the exhaust stream. Finally, the oil dilution effect due to post injection to actively regenerate the DPF is also investigated using a prototype oil sensor and Fourier transform infrared (FTIR) instrumentation. Utilizing an active regeneration strategy accentuates the possibility of fuel oil dilution of the engine oil. The onboard viscosity oil sensor used was in good agreement with the viscosity bench test and FTIR analysis, and provided oil viscosity measurement over the course of the project. The operation with B20 shows significant fuel dilution and needs to be monitored to prevent engine deterioration.

Effects of CVS Tunnel, Ambient and Instrument Dilution on Characteristics of Nano Diesel Particulate Matter Evolution

2012 ◽  
Author(s):  
Yuebin Wu ◽  
Nigel N. Clark ◽  
Daniel K. Carder
Keyword(s):  
Particle Size ◽  
Particulate Matter ◽  
Diesel Engine ◽  
Particle Size Distribution ◽  
Size Distribution ◽  
Diesel Particulate Matter ◽  
Size Distributions ◽  
Particle Size Distributions ◽  
Diesel Particulate ◽  
Exhaust Plume

In 2007, U.S. certification standards for heavy duty on-road diesel engine particulate matter (PM) emissions were reduced from 0.1g/bhp-hr to 0.01g/bhp-hr, representing an order of magnitude reduction in pollutant level. The Tier 4 standards for nonroad diesel engines, being phased in from 2008 through 2015, also require similar level of reduction in PM. Most conventional diesel engines could meet these low PM standards, once equipped with a diesel particulate filter (DPF). However, accurate, repeatable measurements of this PM may pose significant challenges. Gravimetric PM measurement involves diluting exhaust, then collecting the resultant aerosol sample on approved filter media. Few data exist to characterize the evolution of particulate matter (PM) in dilution tunnels, particularly at very low PM mass levels. Data are lacking as well, for PM evolution in portable dilution instruments and in exhaust plumes downstream of the tailpipe. Size distributions of ultra-fine particles in the diesel exhaust from a naturally aspirated ISUZU C240 diesel engine, equipped with a DPF, were studied. Particle size distribution data, during steady-state engine operations, were collected using a Cambustion DMS500 Fast Particulate Spectrometer. The effects of dilution ratios, dilution rates, and residence times on the diesel particulate matter (DPM) size distributions were analyzed and discussed. Measurements were made for three dilution methods: dilution in standard primary and secondary-dilution tunnels with a full scale Constant Volume Sampler (CVS) system, instrument dilution with a Portable Particulate Measurement Device (PPMD), and ambient dilution at the post-tailpipe exhaust plume centerline. Gaseous emissions measurements were utilized as surrogate confirmation of adequate mixing at the various measurement locations, as well as an indicator of dilution ratios. Tunnel sample results indicated varying size distributions at tunnel cross sections where the flow was still developing. Evolution of particle-size distributions was observed even for fully mixed primary flow conditions. Size distributions at the end of the secondary dilution tunnel were observed to vary with different secondary-dilution ratios. Particle-size distributions of post-tailpipe and PPMD test results were analyzed and compared with those results collected from the full-flow tunnel. Results from post-tailpipe sampling indicate that nucleation was the dominant process when the exhaust plume was diluted along the post-tailpipe centerline. Results from PPMD dilution measurements indicate that change of particle-size-distribution curves, including number count and mass concentration levels, were not as strongly correlated to dilution ratios as were the results from the other two sampling methods. This study shows that particle-size distributions measured inside full-flow dilution tunnel can adequately mimic freshly emitted exhaust sampled immediately post-tailpipe.

Comparative analysis on the effects of diesel particulate filter and selective catalytic reduction systems on a wide spectrum of chemical species emissions

2018 ◽  
Author(s):  
Z. Gerald Liu ◽  
Devin R. Berg ◽  
Thaddeus A. Swor ◽  
James J. Schauer‡
Keyword(s):  
Diesel Engine ◽  
Selective Catalytic Reduction ◽  
Diesel Particulate Filter ◽  
Catalytic Reduction ◽  
Wide Spectrum ◽  
Chemical Species ◽  
Pollutant Emissions ◽  
Particulate Filter ◽  
Diesel Particulate ◽  
Aftertreatment Systems

Two methods, diesel particulate filter (DPF) and selective catalytic reduction (SCR) systems, for controlling diesel emissions have become widely used, either independently or together, for meeting increasingly stringent emissions regulations world-wide. Each of these systems is designed for the reduction of primary pollutant emissions including particulate matter (PM) for the DPF and nitrogen oxides (NOx) for the SCR. However, there have been growing concerns regarding the secondary reactions that these aftertreatment systems may promote involving unregulated species emissions. This study was performed to gain an understanding of the effects that these aftertreatment systems may have on the emission levels of a wide spectrum of chemical species found in diesel engine exhaust. Samples were extracted using a source dilution sampling system designed to collect exhaust samples representative of real-world emissions. Testing was conducted on a heavy-duty diesel engine with no aftertreatment devices to establish a baseline measurement and also on the same engine equipped first with a DPF system and then a SCR system. Each of the samples was analyzed for a wide variety of chemical species, including elemental and organic carbon, metals, ions, n-alkanes, aldehydes, and polycyclic aromatic hydrocarbons, in addition to the primary pollutants, due to the potential risks they pose to the environment and public health. The results show that the DPF and SCR systems were capable of substantially reducing PM and NOx emissions, respectively. Further, each of the systems significantly reduced the emission levels of the unregulated chemical species, while the notable formation of new chemical species was not observed. It is expected that a combination of the two systems in some future engine applications would reduce both primary and secondary emissions significantly.

Sign in / Sign up

Export Citation Format

Share Document