Meeting the US Heavy-Duty EPA 2010 Standards and Providing Increased Value for the Customer

Charlton, Steve; Dollmeyer, Thomas A.; Grana, Thomas

doi:10.4271/2010-01-1934

Cited by 56 publications

(36 citation statements)

References 6 publications

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“…The DOC converts UHC to carbon dioxide and water, the DPF traps PM, and the SCR system reduces NOx. The integrated aftertreatment system generally requires operating temperatures in excess of 200°C to work effectively, requiring the implementation of "thermal management" to reach, and maintain, desirable operating temperatures (Blakeman et al, 2003;Song et al, 2007;Charlton et al, 2010;Hou et al, 2010;Gehrke et al, 2013;Stadlbauer et al, 2013).…”

mentioning

confidence: 99%

Reducing Diesel Engine Drive Cycle Fuel Consumption through Use of Cylinder Deactivation to Maintain Aftertreatment Component Temperature during Idle and Low Load Operating Conditions

et al. 2017

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Modern on-road diesel engine systems incorporate flexible fuel injection, variable geometry turbocharging, high pressure exhaust gas recirculation, oxidation catalysts, particulate filters, and selective catalytic reduction systems in order to comply with strict tailpipe-out NOx and soot limits. Fuel consuming strategies, including late injections and turbine-based engine exhaust throttling, are typically used to increase turbine-outlet temperature and flow rate in order to reach the aftertreatment component temperatures required for efficient reduction of NOx and soot. The same strategies are used at low load operating conditions to maintain aftertreatment temperatures. This paper demonstrates that cylinder deactivation (CDA) can be used to maintain aftertreatment temperatures in a more fuel-efficient manner through reductions in airflow and pumping work. The incorporation of CDA to maintain desired aftertreatment temperatures during idle conditions is experimentally demonstrated to result in fuel savings of 3.0% over the HD-FTP drive cycle. Implementation of CDA at non-idle portions of the HD-FTP where BMEP is below 3 bar is demonstrated to reduce fuel consumption further by an additional 0.4%, thereby resulting in 3.4% fuel savings over the drive cycle.

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confidence: 99%

Reducing Diesel Engine Drive Cycle Fuel Consumption through Use of Cylinder Deactivation to Maintain Aftertreatment Component Temperature during Idle and Low Load Operating Conditions

et al. 2017

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“…They are highly temperature-dependent and can perform efficiently when their catalyst temperatures are generally between 250 o C-450 o C [8][9][10]. However, exhaust gas temperatures in diesel engines remain below 250 o C during low-loaded & cold-start conditions.…”

Section: Introductionmentioning

confidence: 99%

Effects of application of variable valve timing on the exhaust gas temperature improvement in a low-loaded diesel engine

Başaran

Özsoysal

2017

Applied Thermal Engineering

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“…Also, overstoichiometric amounts of NH 3 may need to be injected to maximize NOx conversion at some conditions, thus increasing the chances for NH 3 slip. Although regulations for NH 3 emissions from SCR systems are only evolving in the US, several manufacturers considered proactive measures to eliminate even small amounts of NH 3 slip from 2010 aftertreatment systems [2,3,4]. One such approach is based on integrating an ammonia slip catalyst (ASC) downstream of an SCR catalyst [2,3].…”

Section: Introductionmentioning

confidence: 99%

“…The unprecedentedly stringent US EPA 2010 emission regulations led to the development of aftertreatment systems combining Diesel Particulate Filters (DPF) with highly stable zeolite-based Selective Catalytic Reduction (SCR) catalysts, capable of withstanding active DPF regeneration conditions [1]. Applications of such systems enabled improvements in the overall system fuel economy, while drastically reducing NOx emissions when compared to the previous tier of regulations [2]. NH 3 slip represents one of the potential concerns with the high efficiency urea-SCR technology.…”

Section: Introductionmentioning

confidence: 99%

New Insights into Reaction Mechanism of Selective Catalytic Ammonia Oxidation Technology for Diesel Aftertreatment Applications

Kamasamudram¹,

Yezerets²,

Chen³

et al. 2011

SAE Int. J. Engines

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Mitigation of ammonia slip from SCR system is critical to meeting the evolving NH 3 emission standards, while achieving maximum NOx conversion efficiency. Ammonia slip catalysts (ASC) are expected to balance high activity, required to oxidize ammonia across a broad range of operating conditions, with high selectivity of converting NH 3 to N 2 , thus avoiding such undesirable byproducts as NOx or N 2 O. In this work, new insights into the behavior of an advanced ammonia slip catalyst have been developed by using accelerated progressive catalyst aging as a tool for catalyst property interrogation. The overall behavior was deconstructed to several underlying functions, and referenced to an active but non-selective NH 3 oxidation function of a diesel oxidation catalyst (DOC) and to the highly selective but minimally active NH 3 oxidation function of an SCR catalyst. In particular, it was shown that different functions of the ASC degrade independently, resulting in minimal changes to NH 3 conversion with substantial changes to product selectivity.

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Meeting the US Heavy-Duty EPA 2010 Standards and Providing Increased Value for the Customer

Cited by 56 publications

References 6 publications

Reducing Diesel Engine Drive Cycle Fuel Consumption through Use of Cylinder Deactivation to Maintain Aftertreatment Component Temperature during Idle and Low Load Operating Conditions

Reducing Diesel Engine Drive Cycle Fuel Consumption through Use of Cylinder Deactivation to Maintain Aftertreatment Component Temperature during Idle and Low Load Operating Conditions

Effects of application of variable valve timing on the exhaust gas temperature improvement in a low-loaded diesel engine

New Insights into Reaction Mechanism of Selective Catalytic Ammonia Oxidation Technology for Diesel Aftertreatment Applications

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