NH3 and N2O emission durability of the heavy-duty diesel engine with DOC, DPF, SCR, and ASC through the accelerated aging method

Lyu, Liqun; Sun, Wei; Feng, Pingfa; Wang, Huaiyu; Hao, Lijun; Tan, Jianwei; Wang, Xin; Chen, Song; Li, Haixia; Zhao, Li; Wang, Jiaxing; Ge, Yunshan

doi:10.1016/j.fuel.2022.126950

Cited by 15 publications

(4 citation statements)

References 63 publications

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“…However, a challenge arises as these aftertreatment devices also generate a significant precursor to secondary pollutants, namely NH 3 . NH 3 formation occurs through the reaction of NOx with H 2 , which is generated from the reaction of CO and H 2 O [43,44]. Liu et al [43] reported NH 3 concentrations of 10.9 mg/km in the NEDC mode and 46.9 mg/km in the WLTC mode when measured after the TWC.…”

Section: Emission Rate Of Ammoniamentioning

confidence: 99%

Determination of Vehicle Emission Rates for Ammonia and Organic Molecular Markers Using a Chassis Dynamometer

Yu,

Song,

et al. 2023

Applied Sciences

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Stringent regulations have been implemented to address vehicle exhaust emissions and mitigate air pollution. However, the introduction of exhaust gas reduction devices, such as Three-Way Catalytic converters, has raised concerns about the generation and release of additional pollutants such as NH3. This study utilized a chassis dynamometer to investigate the characteristics of exhaust pollutants, including carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), particulate matter (PM), ammonia (NH3), organic carbon (OC), and elemental carbon (EC). The emissions were examined across various vehicle fuel types, namely liquefied petroleum gas, gasoline, and diesel (EURO4, EURO6), to assess their individual contributions to exhaust emissions. The results revealed significant variations in the emission levels of regulated pollutants (CO, HC, NOx, and PM) during driving, depending on factors such as engine technology, emissions control strategies, fuel type, and test cycle. Notably, NH3 emissions analysis according to driving mode indicated that gasoline vehicles exhibited the highest NH3 emissions, while diesel vehicles emitted negligible amounts. This observation can be attributed to the production of NH3 as a byproduct of catalytic reduction processes implemented by exhaust gas reduction devices targeting CO, HC, and NOx. In addition, EURO4 vehicles demonstrated higher emission levels of OC and EC compared with other fuel types. Furthermore, the presence of diesel particulate filters (DPFs) in diesel vehicles effectively reduced PM emissions. Moreover, this study investigated the emission characteristics of organic molecular markers within the organic carbon fraction, revealing distinct emission profiles for each vehicle and fuel type. These findings contribute to the identification of emission sources by discerning the primary components emitted by specific fuel types.

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Section: Emission Rate Of Ammoniamentioning

confidence: 99%

Determination of Vehicle Emission Rates for Ammonia and Organic Molecular Markers Using a Chassis Dynamometer

Yu,

Song,

et al. 2023

Applied Sciences

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“…Similarly, the CARB has proposed the Heavy-Duty Low NOx Omnibus Regulation, which aims to reduce NOx emissions from heavy-duty trucks by up to 90% below current standards. These trends in emission regulations will have a signi cant impact on the design and development of aftertreatment systems (Lyu Liqun, et al 2023;Xiang, Pan, et al 2024). To meet the lower emission limits, aftertreatment systems will need to achieve higher NOx and PM conversion e ciencies, especially at low temperatures and under real-world driving conditions.…”

Section: Trends In Emission Regulations and Their Impact On Aftertrea...mentioning

confidence: 99%

Integrated catalytic systems for simultaneous NOx and PM reduction: A comprehensive evaluation of synergistic performance and combustion waste energy utilization

Bakhchin,

Ravi,

Douadi

et al. 2024

Preprint

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The global transition towards sustainable automotive vehicles has driven the demand for energy-efficient internal combustion engines with advanced aftertreatment systems capable of reducing nitrogen oxides (NOx) and particulate matter (PM) emissions. This comprehensive review explores the latest advancements in aftertreatment technologies, focusing on the synergistic integration of in-cylinder combustion strategies, such as low-temperature combustion (LTC), with post-combustion purification systems. Selective catalytic reduction (SCR), lean NOx traps (LNT), and diesel particulate filters (DPF) are critically examined, highlighting novel catalyst formulations and system configurations that enhance low-temperature performance and durability. The review also investigates the potential of energy conversion and recovery techniques, including thermoelectric generators and organic Rankine cycles, to harness waste heat from the exhaust and improve overall system efficiency. By analyzing the complex interactions between engine operating parameters, combustion kinetics, and emission formation, this study provides valuable insights into the optimization of integrated LTC-aftertreatment systems. Furthermore, the review emphasizes the importance of considering real-world driving conditions and transient operation in the development and evaluation of these technologies. The findings presented in this article lay the foundation for future research efforts aimed at overcoming the limitations of current aftertreatment systems and achieving superior emission reduction performance in advanced combustion engines, ultimately contributing to the development of sustainable and efficient automotive technologies.

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“…The NH 3 thus formed in this process reacts with NOx on the SCR catalyst layer, resulting in the removal of NOx. The remaining NH 3 slips through the SCR catalyst and is removed by the ASC located downstream of the SCR [11,28]. In this process, various deposits and particles formed by urea polymerization and N 2 O are generated through sub-reactions depending on the composition of the catalyst and the injection method of UWS [11,[38][39][40][41][42][43]45].…”

Section: Engine and Aftertreatment Systemmentioning

confidence: 99%

“…Therefore, when considering future exhaust regulations, it is important to reduce exhaust gas emissions, especially NOx, in the transient mode. In the cold start NRTC mode, which accounts for 10% of NRTC NOx emissions, it is important for the rapid exhaust gas temperature to rise up to the light-off temperature of the catalyst, while in the hot mode, which accounts for 90% of the total emissions, it is important to precisely control the UWS injection to maintain high NOx reduction efficiency while minimizing NH 3 slip and N 2 O formation due to side reactions [21,[27][28][29].…”

Section: Introductionmentioning

confidence: 99%

Fuel Consumption and Emission Reduction for Non-Road Diesel Engines with Electrically Heated Catalysts

Lee

et al. 2023

Catalysts

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In this study, an exhaust system compliant with future regulations was developed for a non-road 110PS engine with a Tier-4f aftertreatment system, and the emission characteristics of the engine were investigated in the non-road transient mode (NRTC). For the system to comply with future exhaust regulations, a DPF was installed, and an electrical heated catalyst (EHC) device was installed to manage exhaust gas temperature. The emission characteristics of exhaust gas were examined according to the power and applied duration of EHC, and the effects of catalyst coating and the urea water solution (UWS) injection map on NOx reduction, NH3 slip, and N2O emissions in NRTC mode were investigated. The application of a 4 kW class EHC system enables the lowering of the injection starting temperature of the UWS, as reliable gas heating (heating duration control) is guaranteed. When the injection starting temperature (based on the SCR inlet temperature) was set to 150 °C, NSR map, (III) in conjunction with the operation of the EHC, effectively achieved significant NOx reduction in NRTC mode without deposit and wetting occurring in the mixer and exhaust pipe. Regarding changes in EHC power from 3 kW to 4 kW, it was observed that a NOx reduction of 0.05 g/kWh occurs in the cold NRTC mode, but in the hot NRTC mode, it was found that the relative decrease in the UWS is due to the increased NO2 conversion efficiency as a result of the oxidation catalyst, making 3 kW more advantageous. Furthermore, due to the increase in NO2 concentration caused by the oxidation catalyst and the increase in the low-temperature injected UWS, NH4NO3 was formed, which resulted in an increase in PM emissions and a significant increase in N2O emissions around an exhaust temperature of 250 °C. When the EHC power was set to 3 kW and the volume of oxidation catalyst and the amount of UWS injection were adjusted, applying EHC in the NRTC mode resulted in an additional NOx reduction of 58.6% and 88.4% in cold and hot modes, respectively, compared with not using EHC, with a fuel penalty of approximately 1.67%, while limiting the peak concentrations of N2O and NH3.

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NH3 and N2O emission durability of the heavy-duty diesel engine with DOC, DPF, SCR, and ASC through the accelerated aging method

Cited by 15 publications

References 63 publications

Determination of Vehicle Emission Rates for Ammonia and Organic Molecular Markers Using a Chassis Dynamometer

Determination of Vehicle Emission Rates for Ammonia and Organic Molecular Markers Using a Chassis Dynamometer

Integrated catalytic systems for simultaneous NOx and PM reduction: A comprehensive evaluation of synergistic performance and combustion waste energy utilization

Fuel Consumption and Emission Reduction for Non-Road Diesel Engines with Electrically Heated Catalysts

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