Emission Reduction Technologies for the Future Low Emission Rail Diesel Engines: EGR vs SCR

Beatrice, Carlo; Rispoli, N.; Blasio, Gabriele Di; Patrianakos, Giorgos; Kostoglou, Margaritis; Konstandopoulos, Athanasios G.; İmren, Abdurrahman; Denbratt, Ingemar; Palacín, Roberto

doi:10.4271/2013-24-0087

Cited by 17 publications

(10 citation statements)

References 14 publications

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“…In Fig. 4 Cylinder pressure, HRR, and HR comparisons between numerical data from 1-D CFD simulation and the experimental one, at 2100 rpm and 100 % load without EGR addition, in all explored test conditions, the start of injection (SOI) was varied in order to realize an optimum combustion phasing (50 % of the burned fuel mass (MBF50 %) in the crank angle -(CA) window of 9÷12 after top dead center (ATDC)) and to keep the peak firing pressure (pfp) limit within 210 bar [7]. In terms of EGR control methodology, two control modes were explored by means of simulation sweeps.…”

Section: Simulation Methodologymentioning

confidence: 99%

“…The specifications of the monoliths employed are given in Table 5. A vanadium-titanium catalyst was assumed with kinetic parameters fitted to the experimental results of using the SCR model described in the following [6][7][8]. Similar to the DPF, the SCR performance is sensitive to the catalyst used and the simulation results are sensitive to the kinetic parameters of the catalyst.…”

Section: Scr Characteristicsmentioning

confidence: 99%

“…Concerning the exhaust line, the presence of the aftertreatment devices (DPF or/and SCR) in the simulations has been considered by imposing local and distributed pressure losses in order to reproduce realistic exhaust backpressure (Pback) values [7]. The Pback is a function of the exhaust line configuration, the engine operating conditions, and the soot mass loaded in the CDPF, and all possible scenarios have been considered in the 1-D simulations (see Table 8 in the following).…”

Section: -D Cfd Modelmentioning

confidence: 99%

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Impact of Combination of EGR, SCR, and DPF Technologies for the Low-Emission Rail Diesel Engines

Konstandopoulos

Kostoglou

Tunestål

et al. 2015

Emiss. Control Sci. Technol.

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The EU emission standards for new rail diesel engines are becoming more stringent: stage IV emission targets have just come into effect, while stage V is in under considerations. Both exhaust gas recirculation (EGR) and selective catalytic reduction (SCR) technologies can be used to reduce nitric oxide (NOx) emissions, while the PM emission control requires a diesel particulate filter (DPF). The use of SCR requires on-board storage of urea, while the use of DPF needs to take into account its impact on engine efficiency performance. Both of these technologies require specific studies when applied to the rail engines; in particular, it becomes necessary to evaluate the engine performance trade-offs in order to evaluate how these technologies can be utilized efficiently in rail applications in order to meet current and future emission standards. The present study assesses the application of these technologies in diesel railcars on a quantitative basis using oneand three-dimensional numerical simulation tools. In particular, the study considers a 560-kW railcar engine with the use of different technology combinations for NOx reduction: SCR or EGR + DPF, and EGR + DPF + SCR. The NOx and PM emission performances are evaluated over the C1 homologation cycle and, in the case of the DPF, over an approximated railcar driving cycle as well. Several BSNOx targets were considered: 2 g/kWh, 1 g/kWh, and 0.4 g/kWh. Simulation results indicate that EGR + DPF + SCR-based solution is necessary to achieve stage IV emission limits for the 560-kW engine. On the other hand, SCR-based solutions have the potential to go beyond the stage IV NOx limit through scaling up the size of the SCR device and the on-board urea storage.

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Section: Simulation Methodologymentioning

confidence: 99%

Section: Scr Characteristicsmentioning

confidence: 99%

Section: -D Cfd Modelmentioning

confidence: 99%

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Impact of Combination of EGR, SCR, and DPF Technologies for the Low-Emission Rail Diesel Engines

Konstandopoulos

Kostoglou

Tunestål

et al. 2015

Emiss. Control Sci. Technol.

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“…Today's achievable results can be improved by the introduction of new technologies [2,3]. New developments in energy storage systems (ESSs) and the introduction of legislation that incentives the need to improve the environmental performance of railways add to this prospect [4][5][6][7]. European legislation has been introduced to restrict further the level of GHG emissions from diesel railways.…”

Section: Introductionmentioning

confidence: 99%

Benefits of hybridisation of diesel driven rail vehicles: Energy management strategies and life-cycle costs appraisal

et al. 2015

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“…The increasing interest towards environmentally friendly automotive compression ignition (CI) engines is stimulating the development of unconventional combustion strategies that require sophisticated redand reliable sim-ulation tools for the description of the combustion phase at different engine operating points. A variety of models is available in the literature ranging from simple zero-dimensional models to full CFD simulations of the combustion in the cylinder, [1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17]. Clearly a trade off between the accuracy of the model and the response time is required.…”

Section: Introductionmentioning

confidence: 99%

Efficient combustion parameter prediction and performance optimization for a diesel engine with a low throughput combustion model

Benedetto

Berrone

Scialò

2015

Energy Conversion and Management

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In this work, an efficient implementation of a redzero-dimensional model is described for the estimation of key engine parameters for combustion control in compression-ignition engines. The direct problems of the estimation of the angle of 50% of fuel mass fraction burnt (MFB50) and of the mean effective pressure (IMEP) are addressed as well as the inverse problems of determining optimal start of injection (SOI) timing for target values of MFB50 and IMEP. The main focus is on the computational cost of the algorithms proposed, designed in order to keep the number of operations as low as possible without compromising the applicability of the methods to different engine configurations and operation points. red Execution time of the order of few milliseconds are achieved for parameters prediction and of the order of one tenth of a second for the optimization problems, such that an implementation in engine ECU for model-based control purposes can be envisaged.

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Emission Reduction Technologies for the Future Low Emission Rail Diesel Engines: EGR vs SCR

Cited by 17 publications

References 14 publications

Impact of Combination of EGR, SCR, and DPF Technologies for the Low-Emission Rail Diesel Engines

Impact of Combination of EGR, SCR, and DPF Technologies for the Low-Emission Rail Diesel Engines

Benefits of hybridisation of diesel driven rail vehicles: Energy management strategies and life-cycle costs appraisal

Efficient combustion parameter prediction and performance optimization for a diesel engine with a low throughput combustion model

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