Advanced Diesel Particulate Filter Design for Lifetime Pressure Drop Solution in Light Duty Applications

2007 ◽  
Author(s):  
Achim Heibel ◽  
Rajesh Bhargava
Keyword(s):  
Pressure Drop ◽  
Diesel Particulate Filter ◽  
Filter Design ◽  
Particulate Filter ◽  
Diesel Particulate ◽  
Light Duty

Experimental study of lubricant-derived ash effects on diesel particulate filter performance

2019 ◽  
pp. 146808741987457 ◽  
Author(s):  
Jun Zhang ◽  
Yanfei Li ◽  
Victor W Wong ◽  
Shijin Shuai ◽  
Jinzhu Qi ◽  
...  
Keyword(s):  
Pressure Drop ◽  
Diesel Particulate Filter ◽  
Particulate Filter ◽  
Maximum Temperature ◽  
Particle Emissions ◽  
Diesel Particulate ◽  
Particulate Filters ◽  
Filter Performance ◽  
Soot Loading ◽  
Active Regeneration

Diesel particulate filters are indispensable for diesel engines to meet the increasingly stringent emission regulations. A large amount of ash would accumulate in the diesel particulate filter over time, which would significantly affect the diesel particulate filter performance. In this work, the lubricant-derived ash effects on diesel particulate filter pressure drop, diesel particulate filter filtration performance, diesel particulate filter temperature field during active regeneration, and diesel particulate filter downstream emissions during active regeneration were studied on an engine test bench. The test results show that the ash accumulated in the diesel particulate filter would decrease the diesel particulate filter pressure drop due to the “membrane effect” when the diesel particulate filter ash loading is lower than about 10 g/L, beyond which the diesel particulate filter pressure drop would be increased due to the reduction of diesel particulate filter effective volume. The ash loaded in the diesel particulate filter could significantly improve the diesel particulate filter filtration efficiency because it would fill the pores of diesel particulate filter wall. The diesel particulate filter peak temperature during active regeneration is consistent with the diesel particulate filter initial actual soot loading density prior to regeneration at various diesel particulate filter ash loading levels, while the diesel particulate filter maximum temperature gradient would increase with the diesel particulate filter ash loading increase, whether the diesel particulate filter is regenerated at the same soot loading level or the same diesel particulate filter pressure drop level. The ash accumulation in the diesel particulate filter shows little effects on diesel particulate filter downstream CO, total hydrocarbons, N2O emissions, and NO2/NO x ratio during active regeneration. However, a small amount of SO2 emissions was observed when the diesel particulate filter ash loading is higher than 10 g/L. The ash accumulated in the diesel particulate filter would increase the diesel particulate filter downstream sub-23 nm particle emissions but decrease larger particle emissions during active regeneration.

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.

Experimental Analysis of Sudden Pressure Increase Phenomenon by Real-Time Internal Observation of Diesel Particulate Filter

2016 ◽  
Vol 138 (10) ◽  
Author(s):  
Rui Fukui ◽  
Yuki Okamoto ◽  
Masayuki Nakao
Keyword(s):  
Particulate Matter ◽  
Pressure Drop ◽  
Diesel Particulate Filter ◽  
Operating Conditions ◽  
Particulate Filter ◽  
Exhaust Gas ◽  
Visualization Method ◽  
Diesel Particulate ◽  
Wide Perspective ◽  
Deposit Layer

As a way of reducing the amount of particulate matter (PM) contained in the exhaust gas, diesel particulate filter (DPF) is widely used. To keep the condition of DPF normal and effective, estimation of the amount of PM deposits in the DPF is important. The estimation is mainly conducted based on the value of pressure drop across the DPF. Occasionally, the value of the pressure drop rises suddenly and it leads to overestimation of the amount of PM deposits. In order to elucidate the cause of the sudden pressure drop increase phenomenon, this paper first reveals the engine operating conditions which invoke this phenomenon. The authors also have developed a visualization method to realize the wide-perspective internal observation of the DPF. The observation experiment has been conducted with a commercial engine and DPF under the revealed conditions. Experimental results make clear that the phenomenon is caused by PM deposit layer collapse and channel plugging.

Modeling the Emissions Control Performance of a Catalyzed Diesel Particulate Filter (CDPF) System for Light Duty Diesel Applications

2009 ◽  
Vol 2 (1) ◽  
pp. 578-589 ◽  
Author(s):  
Andrew P.E. York ◽  
Timothy C. Watling ◽  
Mehrdad Ahmadinejad ◽  
David Bergeal ◽  
Paul R. Phillips ◽  
...  
Keyword(s):  
Diesel Particulate Filter ◽  
Particulate Filter ◽  
Control Performance ◽  
Emissions Control ◽  
Diesel Particulate ◽  
Light Duty ◽  
Catalyzed Diesel Particulate Filter

scholarly journals Technical note: Emission factors, chemical composition and morphology of particles emitted from Euro 5 diesel and gasoline light duty vehicles during transient cycles

2020 ◽  
Author(s):  
Evangelia Kostenidou ◽  
Alvaro Martinez-Valiente ◽  
Badr R'Mili ◽  
Baptiste Marques ◽  
Brice Temime-Roussel ◽  
...  
Keyword(s):  
Chemical Composition ◽  
Diesel Particulate Filter ◽  
Chemical Reactivity ◽  
Cold Start ◽  
Emission Factors ◽  
Technical Note ◽  
Particulate Filter ◽  
Diesel Particulate ◽  
Light Duty ◽  
Light Duty Vehicles

Abstract. Changes in engine technologies and after-treatment devices can profoundly alter the chemical composition of the emitted pollutants. To investigate these effects, we characterized the chemical composition of particles emitted from three diesel and four gasoline Euro 5 light duty vehicles on a chassis dynamometer facility. Black carbon (BC) was the dominant emitted species with emission factors (EFs) varying from 0.2 to 7.1 mg km−1 for gasoline cars and 0.003 to 0.08 mg km−1 for diesel cars. For gasoline cars, the organic matter (OM) EFs varied from 5 to 103 µg km−1 for direct injection (GDI) vehicles, and from 1 to 8 µg km−1 for port fuel injection (PFI) vehicles, while for the diesel cars it ranged between 0.15 and 65 µg km−1. Cold-start cycles and more specifically the first minutes of the cycle, contributed the largest fraction of the PM including BC, OM and Polycyclic Aromatic Hydrocarbons (PAHs). More than 40 PAHs, including methylated, nitro, oxygenated and amino PAHs were identified and quantified in both diesel and gasoline exhaust particles using an Aerodyne High Resolution Time-of-Flight Aerosol Mass Spectrometry (HR-ToF-AMS). The PAHs emissions from the GDI technology were a factor of 4 higher compared to the vehicles equipped with a PFI system during the cold start cycle, while the nitro-PAHs fraction was much more appreciable in the GDI emissions. For two of the three diesel vehicles the PAHs emissions were close to the detection limit, but for one, which presented an after-treatment device failure, the average PAHs EF was 2.04 µg km−1. Emissions of nanoparticles (below 30 nm), mainly composed by ammonium bisulfate, were measured during the passive regeneration of the catalyzed diesel particulate filter (CDPF) vehicle. TEM images confirmed the presence of ubiquitous nanometric metal inclusions into soot particles emitted from the diesel vehicle equipped with a fuel borne catalyst – diesel particulate filter (FBC-DPF). XPS analysis of the particles emitted by the PFI car revealed both the presence of heavy elements (Ti, Zn, Ca, Si, P, Cl), and disordered soot surface with a significant concentration of carbon radical defects having possible consequences on both chemical reactivity and particle toxicity. Our findings show that different after-treatment technologies have an important effect on the level and the chemical composition of the emitted particles. In addition, this research highlights the importance of the particle filter devices condition and their regular checking.

Diesel particulate filter pressure drop Part 2: On-board calculation of soot loading

2004 ◽  
Vol 5 (2) ◽  
pp. 163-173 ◽  
Author(s):  
O. A. Haralampous ◽  
I. P. Kandylas ◽  
G. C. Koltsakis ◽  
Z. C. Samaras
Keyword(s):  
Pressure Drop ◽  
Diesel Particulate Filter ◽  
Particulate Filter ◽  
Diesel Particulate ◽  
Soot Loading

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.

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