On-Road Gaseous Emission Characteristics of the Bus Based on DOC + CDPF Technology

2013 ◽  
Vol 726-731 ◽  
pp. 2234-2240 ◽  
Author(s):  
Di Ming Lou ◽  
Si Li Qian ◽  
Zhi Yuan Hu ◽  
Pi Qiang Tan
Keyword(s):  
Emission Factors ◽  
Diesel Oxidation Catalyst ◽  
Oxidation Catalyst ◽  
Particulate Filter ◽  
Testing System ◽  
Gaseous Emissions ◽  
Transient Operation ◽  
Operation Conditions ◽  
Emission Testing ◽  
Catalyzed Diesel Particulate Filter

In this paper, an experimental investigation was conducted using Vehicle Emission Testing System to study on-road gaseous emissions (CO, THC, NOX, CO2) characteristics based on diesel oxidation catalyst (DOC) and catalyzed diesel particulate filter (CDPF) technology. The results show that after the implementation of DOC + CDPF device, CO, THC emissions are significantly reduced, while the NOX, CO2 emissions remain almost the same. Under steady conditions, the reduction percentages of CO, THC, NOX, CO2 emission factors are 56.0%, 66.0%, 18.3%, 17.5%, respectively. Under transient operation conditions, the reduction percentages of CO, THC, NOX, CO2 emission factors are found to be 43.2%, 65.9%, 13.7%, 10.9%, respectively. Addition to the THC emission factor, the emission factors of CO, NOX and CO2 in transient operation conditions are higher than steady conditions.

Development of a Low Emissions Upgrade Kit for EMD GP20D and GP15D Locomotives

2012 ◽  
Author(s):  
Steven G. Fritz ◽  
John C. Hedrick ◽  
Tom Weidemann
Keyword(s):  
Fuel Injection ◽  
Diesel Oxidation Catalyst ◽  
Oxidation Catalyst ◽  
Particulate Filter ◽  
Injection Timing ◽  
Fuel Injection Timing ◽  
Tier 1 ◽  
Emission Regulations ◽  
Diesel Oxidation ◽  
Tier 3

This paper describes the development of a low emissions upgrade kit for EMD GP20D and GP15D locomotives. These locomotives were originally manufactured in 2001, and met EPA Tier 1 locomotive emission regulations. The 1,491 kW (2,000 HP) EMD GP20D locomotives are powered by Caterpillar 3516B engines, and the 1,119 kW (1,500 HP) EMD GP15D locomotives are powered by Caterpillar 3512B engines. CIT Rail owns a fleet of 50 of these locomotives that are approaching their mid-life before first overhaul. Baseline exhaust emissions testing was followed by a low emissions retrofit development focusing on fuel injection timing, crankcase ventilation filtration, and application of a diesel oxidation catalyst (DOC), and then later a diesel particulate filter (DPF). The result was a EPA Tier 0+ certification of the low emissions upgrade kit, with emission levels below EPA Line-Haul Tier 3 NOx, and Tier 4 HC, CO, and PM levels.

PR30C-LE Locomotive With DOC and Urea Based SCR: Baseline and Initial Aftertreatment Emissions Testing

2012 ◽  
Author(s):  
Dustin T. Osborne ◽  
Doug Biagini ◽  
Harold Holmes ◽  
Steven G. Fritz ◽  
Michael Jaczola ◽  
...  
Keyword(s):  
Phase 1 ◽  
Diesel Oxidation Catalyst ◽  
Oxidation Catalyst ◽  
Exhaust Emission ◽  
Tier 2 ◽  
Test Results ◽  
Emission Testing ◽  
Rail Industry ◽  
Tier 3 ◽  
Emissions Testing

The PR30C-LE is a repowered six-axle, 2,240 kW (3,005 hp), line-haul locomotive that was introduced to the rail industry in 2009. The Caterpillar 3516C-HD Tier 2 engine is equipped with an exhaust aftertreatment module containing selective catalyst reduction (SCR) and diesel oxidation catalyst (DOC) technology. PR30C-LE exhaust emission testing was performed on test locomotive PRLX3004. Phase-1 of the test program included the following tasks: engine-out baseline emissions testing without the aftertreatment module installed, aftertreatment module installation, commissioning and degreening, and emissions testing with the aftertreatment. Emission results from testing without the aftertreatment module, referred to as the baseline configuration, indicated that PRLX3004 emissions were below Tier 2 EPA locomotive limits without aftertreatment. Emission test results with the DOC and SCR aftertreatment module showed a reduction in nitrogen oxides (NOx) of 80 percent over the line-haul cycle, and 59 percent over the switcher cycle. Particulate matter (PM) was reduced by 43 percent over the line-haul cycle and 64 percent over the switcher cycle. Line-haul cycle composite emissions of Hydrocarbon (HC) and carbon monoxide (CO) were reduced by 93 and 72 percent, respectively. The PR30C-LE locomotive achieved Tier 4 line-haul NOx, CO, HC, as well as Tier 3 PM levels. There are currently five PR30C-LE locomotives in operation in California and Arizona, and the total hour accumulation of the five PR30C-LE locomotives as of October 2011 was 20,000 hours.

scholarly journals Particle and gaseous emissions from individual diesel and CNG buses

2013 ◽  
Vol 13 (10) ◽  
pp. 5337-5350 ◽  
Author(s):  
Å. M. Hallquist ◽  
M. Jerksjö ◽  
H. Fallgren ◽  
J. Westerlund ◽  
Å. Sjödin
Keyword(s):  
Emission Factors ◽  
Constant Speed ◽  
Particulate Filter ◽  
High Time Resolution ◽  
Exhaust Gas ◽  
Size Distributions ◽  
Gaseous Emissions ◽  
Diesel Buses ◽  
Speed Mode ◽  
Number Of Particles

Abstract. In this study size-resolved particle and gaseous emissions from 28 individual diesel-fuelled and 7 compressed natural gas (CNG)-fuelled buses, selected from an in-use bus fleet, were characterised for real-world dilution scenarios. The method used was based on using CO2 as a tracer of exhaust gas dilution. The particles were sampled by using an extractive sampling method and analysed with high time resolution instrumentation EEPS (10 Hz) and CO2 with a non-dispersive infrared gas analyser (LI-840, LI-COR Inc. 1 Hz). The gaseous constituents (CO, HC and NO) were measured by using a remote sensing device (AccuScan RSD 3000, Environmental System Products Inc.). Nitrogen oxides, NOx, were estimated from NO by using default NO2/NOx ratios from the road vehicle emission model HBEFA3.1. The buses studied were diesel-fuelled Euro III–V and CNG-fuelled Enhanced Environmentally Friendly Vehicles (EEVs) with different after-treatment, including selective catalytic reduction (SCR), exhaust gas recirculation (EGR) and with and without diesel particulate filter (DPF). The primary driving mode applied in this study was accelerating mode. However, regarding the particle emissions also a constant speed mode was analysed. The investigated CNG buses emitted on average a higher number of particles but less mass compared to the diesel-fuelled buses. Emission factors for number of particles (EFPN) were EFPN, DPF = 4.4 ± 3.5 × 1014, EFPN, no DPF = 2.1 ± 1.0 × 1015 and EFPN, CNG = 7.8 ± 5.7 ×1015 kg fuel−1. In the accelerating mode, size-resolved emission factors (EFs) showed unimodal number size distributions with peak diameters of 70–90 nm and 10 nm for diesel and CNG buses, respectively. For the constant speed mode, bimodal average number size distributions were obtained for the diesel buses with peak modes of ~10 nm and ~60 nm. Emission factors for NOx expressed as NO2 equivalents for the diesel buses were on average 27 ± 7 g (kg fuel)−1 and for the CNG buses 41 ± 26 g (kg fuel)−1. An anti-relationship between EFNOx and EFPM was observed especially for buses with no DPF, and there was a positive relationship between EFPM and EFCO.

scholarly journals Development of a Kalman filter estimator for simulation and control of particulate matter distribution of a diesel catalyzed particulate filter

2018 ◽  
Vol 21 (5) ◽  
pp. 866-884 ◽  
Author(s):  
Boopathi Singalandapuram Mahadevan ◽  
John H Johnson ◽  
Mahdi Shahbakhti
Keyword(s):  
Particulate Matter ◽  
Pressure Drop ◽  
Mass Distribution ◽  
Diesel Oxidation Catalyst ◽  
Oxidation Catalyst ◽  
Particulate Filter ◽  
Filter Model ◽  
Reduced Order ◽  
Diesel Oxidation ◽  
Catalyzed Particulate Filter

The knowledge of the temperature and particulate matter mass distribution is essential for monitoring the performance and durability of a catalyzed particulate filter. A catalyzed particulate filter model was developed, and it showed capability to accurately predict temperature and particulate matter mass distribution and pressure drop across the catalyzed particulate filter. However, the high-fidelity model is computationally demanding. Therefore, a reduced order multi-zone particulate filter model was developed to reduce computational complexity with an acceptable level of accuracy. In order to develop a reduced order model, a parametric study was carried out to determine the number of zones necessary for aftertreatment control applications. The catalyzed particulate filter model was further reduced by carrying out a sensitivity study of the selected model assumptions. The reduced order multi-zone particulate filter model with 5 × 5 zones was selected to develop a catalyzed particulate filter state estimator considering its computational time and accuracy. Next, a Kalman filter–based catalyzed particulate filter estimator was developed to estimate unknown states of the catalyzed particulate filter such as temperature and particulate matter mass distribution and pressure drop (Δ P) using the sensor inputs to the engine electronic control unit and the reduced order multi-zone particulate filter model. A diesel oxidation catalyst estimator was also integrated with the catalyzed particulate filter estimator in order to provide estimates of diesel oxidation catalyst outlet concentrations of NO2 and hydrocarbons and inlet temperature for the catalyzed particulate filter estimator. The combined diesel oxidation catalyst–catalyzed particulate filter estimator was validated for an active regeneration experiment. The validation results for catalyzed particulate filter temperature distribution showed that the root mean square temperature error by using the diesel oxidation catalyst–catalyzed particulate filter estimator is within 3.2 °C compared to the experimental data. Similarly, the Δ P estimator closely simulated the measured total Δ P and the estimated cake pressure drop error is within 0.2 kPa compared to the high-fidelity catalyzed particulate filter model.

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