Cummins Light Truck Diesel Engine Progress Report, 2000

Stang, John H.; Koeberlein, David; Ruth, Michael

doi:10.4271/2000-01-2196

Cited by 4 publications

(2 citation statements)

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“…A reduction in exhaust O 2 can be carried out in a number of ways. One way is for raw fuel to be sprayed into the exhaust in order to enable regeneration to occur [5][6][7][8]. Synthesis gas (syngas) has proven to be a very effective reductant for both bench and full-scale laboratory experiments [9][10][11].…”

Section: Introductionmentioning

confidence: 99%

Effect of Hydrogen-Enriched Gas as a Reductant on the Performance of a Lean NO_x Trap Catalyst for a Light-Duty Diesel Engine

Park

Kim

Choi

et al. 2010

Proceedings of the Institution of Mechanical Engineers, Part D:

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Direct-injection diesel engines have become prime candidates for future transportation needs owing to their high thermal efficiency. However, the increase in nitrogen oxides (NO x) within local high-temperature regions and the increase in particulate matter within the diffusion flame region during diesel combustion are problematic and must be resolved. The utilization of NO x-absorbing catalysts, based on the concept of NO x storage and release, is one of the most promising techniques able to reduce NO x emissions within net oxidizing gas conditions. This type of NO x removal system, called the lean NO x trap (LNT) catalyst, absorbs NO x under lean exhaust gas conditions and releases NO x under rich conditions. This technology provides the advantage of high NO x conversion efficiency; however, the correct amount of reducing agent must be supplied within the catalytic converter under appropriate conditions in order to guarantee a high NO x reduction efficiency. In this research, the performance characteristics of an LNT, using a hydrogen-enriched gas as a reductant, were examined via various injection strategies and rich exhaust gas conditions. Although the hydrogen concentration of hydrogen-enriched gas also affects the LNT performance, the composition of hydrogen-enriched gas was fixed as a similar composition to that for the ideal re-forming of diesel fuel. The NO x reduction efficiency is closely connected to the injection timing and duration of reductant flow. When the injection was introduced 1.5 s after throttling, the LNT NO x conversion was maximized. However, the LNT NO x conversion decreased when the injection timing was earlier or later than 1.5 s. Because the actual rich duration of the exhaust gas is limited at a specific point during the rich operation for 3 s, the LNT NO x conversion was maximized when the hydrogen-enriched gas was injected at the minimum air-to-fuel ratio observed at the LNT inlet. By optimizing the control of this flow, the system encounters only a 1.9 per cent fuel penalty while maintaining a 90 per cent NO x reduction efficiency.

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Section: Introductionmentioning

confidence: 99%

Effect of Hydrogen-Enriched Gas as a Reductant on the Performance of a Lean NO_x Trap Catalyst for a Light-Duty Diesel Engine

Park

Kim

Choi

et al. 2010

Proceedings of the Institution of Mechanical Engineers, Part D:

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show abstract

“…For vehicle class of 5751-8500 GVW: NOx = 0.50 g/mi PM = 0.05 g/mi CO = 2.8 g/mi NMHC = 0.07 g/mi These goals were eventually modified by the publication of Federal Tier 2 emission standards early in 2000: NOx = 0.07 g/mi PM = 0.01 g/mi (2) FUEL ECONOMY GOAL…”

Section: Introductionmentioning

confidence: 99%

Cummins Light Truck Diesel Engine Progress Report, 2001

Stang¹,

Koeberlein²,

Ruth³

2001

SAE Technical Paper Series

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The Automotive Market in the United States is moving in the direction of more Light Trucks and fewer Small Cars. The customers for these vehicles have not changed, only their purchase decisions. Cummins has studied the requirements of this emerging market. Design and development of an engine system that will meet these customer needs has started. The engine system is a difficult one, since the combined requirements of a very fuel-efficient commercial diesel, and the performance and sociability requirements of a gasoline engine are needed. Results of early testing are presented which show that the diesel is possibly a good solution.

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Transportation fuels of the future?

Piel¹

2001

Fuel Processing Technology

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Cummins Light Truck Diesel Engine Progress Report, 2000

Cited by 4 publications

References 1 publication

Effect of Hydrogen-Enriched Gas as a Reductant on the Performance of a Lean NO_x Trap Catalyst for a Light-Duty Diesel Engine

Effect of Hydrogen-Enriched Gas as a Reductant on the Performance of a Lean NO_x Trap Catalyst for a Light-Duty Diesel Engine

Cummins Light Truck Diesel Engine Progress Report, 2001

Transportation fuels of the future?

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Cummins Light Truck Diesel Engine Progress Report, 2000

Cited by 4 publications

References 1 publication

Effect of Hydrogen-Enriched Gas as a Reductant on the Performance of a Lean NOx Trap Catalyst for a Light-Duty Diesel Engine

Effect of Hydrogen-Enriched Gas as a Reductant on the Performance of a Lean NOx Trap Catalyst for a Light-Duty Diesel Engine

Cummins Light Truck Diesel Engine Progress Report, 2001

Transportation fuels of the future?

Contact Info

Product

Resources

About

Effect of Hydrogen-Enriched Gas as a Reductant on the Performance of a Lean NO_x Trap Catalyst for a Light-Duty Diesel Engine

Effect of Hydrogen-Enriched Gas as a Reductant on the Performance of a Lean NO_x Trap Catalyst for a Light-Duty Diesel Engine