Evidences of the Cerium Oxide-Catalysed DPF Regeneration in a Real Diesel Engine Exhaust

Valencia, Mónica; López, Enrique Fernández; Andrade, Sônia Gumes; Iris, M L; Hurtado, Noelia Guillén; Pérez, Verónica Rico; Becerril-García, Arianna; Lecea, C. Salinas Martínez de; Bueno‐López, Agustín

doi:10.1007/s11244-013-9995-3

Cited by 13 publications

(4 citation statements)

References 10 publications

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“…4 . The H 2 -TPR results of all samples exhibit a bimodal shape with a wide low temperature peak (T 1 ) at 300–600 °C and a wide high temperature peak (T 2 ) at 700–900 °C, which is attributed to the characteristic reduction of surface oxygen and bulk oxygen reduction, respectively 38 39 45 . Overall reduction degree, the hydrogen consumption was calculated at different temperature range by integrating H 2 -TPR profiles listed in Table 1 .…”

Section: Resultsmentioning

confidence: 95%

Soot Combustion over Nanostructured Ceria with Different Morphologies

Zhang

Niu

Chen

et al. 2016

Sci Rep

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In this study, nano-structure ceria with three different morphologies (nanorod, nanoparticle and flake) have been prepared by hydrothermal and solvothermal methods. The ceria samples were deeply characterized by XRD, SEM, TEM, H2-TPR, XPS and in-situ DRIFTS, and tested for soot combustion in absence/presence NO atmospheres under loose and tight contact conditions. The prepared ceria samples exhibit excellent catalytic activities, especially, the CeO2 with nanorod (Ce-R) shows the best catalytic activity, for which the peak temperature of soot combustion (Tm) is about 500 and 368 °C in loose and tight contact conditions, respectively. The catalytic activity for Ce-R is higher than that of the reported CeO2 catalysts and reaches a level that of precious metals. The characterization results reveal that the maximal amounts of adsorbed oxygen species on the surface of the nanostructure Ce-R catalyst should be the crucial role to decide the catalytic soot performance. High BET surface area may also be a positive effect on soot oxidation activity under loose contact conditions.

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Section: Resultsmentioning

confidence: 95%

Soot Combustion over Nanostructured Ceria with Different Morphologies

Zhang

Niu

Chen

et al. 2016

Sci Rep

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“…These additional soot combustion experiments have been performed with Ce 0.64 Zr 0.27 Nd 0.09 O 2 , which is the most active ceria catalyst tested in this study, and without catalyst. The maximum temperature achieved is 530 ºC, which is about the maximum temperature that can be reached in a real diesel exhaust using high engine loading and fitting the soot filter just at the exit of the engine [24]. As it was previously mentioned, higher temperatures can be reached in hot spots inside the filters during regeneration, but simulating these transient conditions is out the scope of this study.…”

Section: Catalytic Tests In a Fix-bed Reactormentioning

confidence: 84%

Effect of CO2, H2O and SO2 in the ceria-catalyzed combustion of soot under simulated diesel exhaust conditions

Hernández-Giménez¹,

Lozano‐Castelló²,

Bueno‐López³

2014

Applied Catalysis B: Environmental

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9The effect of CO 2 Attention must be paid to the soot-catalyst contact, and it is usually 53 accepted that "loose contact" mixtures of soot and powder catalysts (soot and 54 catalyst are mixed with a spatula, for instance) simulate the poor contact 55 attained in a real diesel particulate filter. 56Thermal stability of catalysts is also a major issue to pay attention to in 57 laboratory studies. Usually, the exhaust temperature in a diesel vehicle is lower 58 than 500 ºC, but hot spots are formed during the regeneration of the diesel 59 particulate filters where the temperature can increase out of control. 60The presence of NOx in the gas mixture also plays a key role in the formation, but the effect SO 2 on the ceria behavior was not discussed. 75The effect of H 2 O and SO 2 on the stability of Ba,K/CeO 2 catalysts during 76 diesel soot combustion was also studied [14], and it was concluded that these 77 catalysts had good tolerance to water at low temperatures (e.g., 400 ºC) while MnOx-CeO 2 mixed oxides were also tested for the low-temperature 82 oxidation of diesel soot in a O 2 + H 2 O + NO + N 2 gas stream, and the effect of 83 SO 2 was also studied [15]. The poisoning effect of SO 2 was also reported in this 84 case, but a detailed analysis of its effect on ceria was not provided apart from [18] were used in these experiments (and also an empty reactor).

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“…Passive regeneration is a method to combust the soot accumulated in the DPF using an oxidation catalyst or fuel additive at an exhaust temperature of 250–350 °C. 6–9 However, some vehicles may have lower exhaust temperatures than passive regeneration temperatures because they are largely operated under low load conditions. On the other hand, active regeneration refers to a method to combust the soot accumulated inside the DPF at temperatures of around 600 °C or higher.…”

Section: Introductionmentioning

confidence: 99%

Comparison of intake and exhaust throttling for diesel particulate filter active regeneration of non-road diesel engine with mechanical fuel injection pump

Pyo¹,

Kim

2020

International Journal of Engine Research

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Diesel particulate filter regeneration using intake and exhaust throttling is technically simple and economically efficient compared to other methods. The purpose of this study is to investigate not only the reasons for the increase in exhaust temperature during intake or exhaust throttling but also their feasibility as a diesel particulate filter regeneration technology. In this study, a non-road diesel engine having a mechanical fuel injection pump was used for experiments. The changes in exhaust temperatures were measured during intake and exhaust throttling for the no-load maximum revolutions per minute engine condition. The experimental results exhibited that both intake and exhaust throttling reduced the intake air mass flow rate and increased piston pumping, which then increased fuel consumption. These effects were the primary reasons for increasing the temperature of exhaust gases. In particular, intake throttling was more effective than exhaust throttling in terms of reducing the intake air mass flow rate. However, exhaust throttling caused larger pumping losses, resulting in higher fuel consumption. Furthermore, in case of exhaust throttling, engine combustion was possible even at high equivalence ratios because of the larger amounts of residual gases in the combustion chamber. In summary, exhaust throttling is more effective for regenerating a diesel particulate filter at a high temperature than intake throttling. In addition, this study verified the feasibility of diesel particulate filter regeneration using exhaust throttling through analyses of diesel particulate filter regeneration efficiency, fuel consumption, and exhaust concentration when regenerating the diesel particulate filter by increasing the exhaust temperature through exhaust throttling.

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Evidences of the Cerium Oxide-Catalysed DPF Regeneration in a Real Diesel Engine Exhaust

Cited by 13 publications

References 10 publications

Soot Combustion over Nanostructured Ceria with Different Morphologies

Soot Combustion over Nanostructured Ceria with Different Morphologies

Effect of CO2, H2O and SO2 in the ceria-catalyzed combustion of soot under simulated diesel exhaust conditions

Comparison of intake and exhaust throttling for diesel particulate filter active regeneration of non-road diesel engine with mechanical fuel injection pump

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