A review of the effect of particulate traps on the efficiency of vehicle diesel engines

Stamatelos, A. M.

doi:10.1016/0196-8904(96)00011-8

Cited by 70 publications

(27 citation statements)

References 15 publications

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“…Two values for K (1 per cent and 3 per cent being a realistic range of variation) have been considered for the overall results, synthesizing previous works [25][26][27] and thereby giving an order of magnitude of this effect, which is highly dependent on the duty cycle. Finally the total fuel consumption 'FC tot ', which is the sum of the fuel consumption of each cycle 'i', can be directly expressed as a function of the initial fuel consumption 'FC 0 ', the initial and the final average pressure drops 'DP 0 ' and 'DP 7g/l ' (27). Thus, the average fuel consumption 'FCD P ', taking into account the backpressure, is computed in equation (28), where 'n' is the number of cycles defining the regeneration interval (i.e.…”

Section: Fuel Penalty From Filter Loading and Increasing Backpressurementioning

confidence: 99%

Model-based comparative study of Euro 6 diesel aftertreatment concepts, focusing on fuel consumption

Tourlonias

Koltsakis

2011

International Journal of Engine Research

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A model-based study is used to assess various Euro 6 diesel PM/NO x aftertreatment concepts for one specific engine and vehicle combination. The assessment focuses on fuel consumption/carbon dioxide (CO 2 ) emissions considering the fuel penalties resulting from both a periodically regenerating system as well as a catalyst heat-up strategy. The modelling work is carried out with a complete platform for simulating transient thermal and chemical phenomena of all exhaust aftertreatment components.It is shown that, in all cases, the selective catalytic reduction (SCR) system requires a heatup strategy to satisfy Euro 6 NO x emissions limits, making configurations with an SCR located upstream of the particulate filter more favourable. On the other hand, it is verified that these configurations suffer owing to the lack of passive regeneration that, in turn, increases the active regeneration frequency. The use of a catalyzed particulate filter upstream of the SCR allows for an increase in NO x conversion efficiency. The use of an heat-up strategy for SCR light-off promotes the passive regeneration effect. The benefit of using a fuel-borne catalyst (FBC) system for active regeneration is confirmed. Finally, all these aspects are quantified and the overall fuel penalty results are presented and discussed.

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Section: Fuel Penalty From Filter Loading and Increasing Backpressurementioning

confidence: 99%

Model-based comparative study of Euro 6 diesel aftertreatment concepts, focusing on fuel consumption

Tourlonias

Koltsakis

2011

International Journal of Engine Research

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“…The filter needs periodic regeneration, in which the filter temperature is increased, and the soot is burned away. The growing back pressure due to the soot deposits and the increased temperature required for filter regeneration increase the fuel consumption [9,10]. To limit this extra fuel consumption it is desirable to develop low temperature soot oxidation catalysts to lower the regeneration temperature.…”

Section: Introductionmentioning

confidence: 99%

Visualizing the mobility of silver during catalytic soot oxidation

Gardini

Christensen

Damsgaard

et al. 2016

Applied Catalysis B: Environmental

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The catalytic activity and mobility of silver nanoparticles used as catalysts in temperature programmed oxidation of soot:silver (1:5 wt:wt) mixtures have been investigated by means of flow reactor experiments and in situ environmental transmission electron microscopy (ETEM). The carbon oxidation temperature was significantly lower compared to uncatalyzed soot oxidation with soot and silver loosely stirred together (loose contact) and lowered further with the two components crushed together (tight contact). The in situ TEM investigations revealed that the silver particles exhibited significant mobility during the soot oxidation, and this mobility, which increases the soot/catalyst contact, is expected to be an important factor for the lower oxidation temperature. In the intimate tight contact mixture the initial dispersion of the silver particles is greater, and the onset of mobility occurs at a lower temperature which is consistent with the lower oxidation temperature of the tight contact mixture.

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“…It is necessary with periodic regeneration of the filter, where the filter temperature is increased, and the soot is oxidized. The growing back pressure due to the soot deposits and the temperature increase required for filter regeneration are associated with increased fuel consumption [10]. To limit the increase in fuel consumption it is desirable to develop soot oxidation catalysts that can lower the regeneration temperature -ideally down to the typical temperature of the exhaust gas [7,11].…”

Section: Introductionmentioning

confidence: 99%

Importance of the oxygen bond strength for catalytic activity in soot oxidation

Christensen

Grunwaldt

Jensen

2016

Applied Catalysis B: Environmental

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The oxygen bond strength on a catalyst, as measured by the heat of oxygen chemisorption, is observed to be a very important parameter for the activity of the catalyst in soot oxidation. With both intimate contact between soot and catalyst (tight contact) and with the solids stirred loosely together (loose contact) the rate constants for a number of catalytic materials outline a volcano curve when plotted against their heats of oxygen chemisorption. However, the optima of the volcanoes correspond to different heats of chemisorption for the two contact situations. In both cases the activation energies for soot oxidation follow linear Brønsted-Evans-Polanyi relationships with the heat of oxygen chemisorption. Among the tested metal or metal oxide catalysts Co 3 O 4 and CeO 2 were nearest to the optimal bond strength in tight contact oxidation, while Cr 2 O 3 was nearest to the optimum in loose contact oxidation. The optimum of the volcano curve in loose contact is estimated to occur between the bond strengths of α-Fe 2 O 3 and α-Cr 2 O 3 . Guided by an interpolation principle Fe a Cr b O x binary oxides were tested, and the activity of these oxides was observed to pass through an optimum for an FeCr 2 O x binary oxide catalyst, which exhibited a rate constant at 550 °C that was 2.3 times higher than the one for pure α-Cr 2 O 3 and 29 times higher than the one for pure α-Fe 2 O 3 .

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A review of the effect of particulate traps on the efficiency of vehicle diesel engines

Cited by 70 publications

References 15 publications

Model-based comparative study of Euro 6 diesel aftertreatment concepts, focusing on fuel consumption

Model-based comparative study of Euro 6 diesel aftertreatment concepts, focusing on fuel consumption

Visualizing the mobility of silver during catalytic soot oxidation

Importance of the oxygen bond strength for catalytic activity in soot oxidation

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