On The Road to 2010 Emissions: Field Test Results and Analysis with DPF-SCR System and Ultra Low Sulfur Diesel Fuel

Characteristics and Effects of Lubricant Additive Chemistry on Ash Properties Impacting Diesel Particulate Filter Service Life

“…In general, a large fraction of the ash was found to consist of metallic sulfates and phosphates, with a much smaller contribution of metal oxides. Calcium sulfate is observed to be the predominant lubricant-derived component found in the ash, with concentrations ranging from 59% to 75% of the total ash [4,12,13]. The significant differences reported in the Chevron and Lubrizol tests highlight the need for understanding, at a fundamental level, the impact of lubricant chemistry and its resulting influence on ash composition and morphology, which ultimately affects DPF pressure drop.…”

“…Investigations of ash composition have identified inorganic additives in diesel engine lubricants as the primary contributors to ash build-up in the DPF, when fuel-borne catalysts are not used [4,5,6]. These additives primarily consist of calcium-and magnesium-based detergents as well as zinc-based anti-wear additives.…”

A comparative study of GEP and an ANN strategy to model engine performance and emission characteristics of a CRDI assisted single cylinder diesel engine under CNG dual-fuel operation

“…Among various contingent technological advancements (Zhao, 2010;McGeehan et al, 2005), Common Rail Diesel Injection (CRDI) systems have spearheaded the technological renaissance (Badami et al, 1999;Suh, 2011). CRDI systems have been observed (Suh, 2011;Desantes et al, 2004;Pierpont and Reitz, 1995) to appreciably reduce BSFC and soot emissions as compared to conventional diesel operation but at the expense of drastic increases in NO x formation.…”

Application of Grey–Taguchi based multi-objective optimization strategy to calibrate the PM–NHC–BSFC trade-off characteristics of a CRDI assisted CNG dual-fuel engine

“…Such a state of responsiveness to the present day requirements is necessitating an unprecedented increase of dependence on control of the several new degrees of freedom that are being called into play simultaneously by virtue of the significant increases in the mechanical and electronic complexity of engine hardware and after treatment systems dictated by the incorporation of new technologies such as VVT, VGT, CRDI, GDI, VIS, exhaust after-treatment add-ons of SCR, DPF etc. together with the shift towards newer and innovative low temperature combustion technology concepts such as HCCI (Homogeneous Charge Compression Ignition), DCCS (Dilution Controlled Combustion System), HPLI (Highly Premixed Late Injection), HCLI (Homogeneous Charge Late Injection), Premixed Charge Compression Ignition (PCCI) and Reactivity Controlled Compression Ignition (RCCI) offer the promise of improved engine efficiencies along with markedly reduced emission footprints from conventional engines (McGeehan et al, 2005;Johnson, 2008Johnson, , 2010Johnson, , 2011Zhao, 2010). Common Rail Diesel Injection systems have led the technological renaissance (Badami et al, 1999;Suh, 2011) in diesel injection characteristics of the present day due to its efficacy in drastically reducing BSFC and the conventional PM emission precursors as compared to conventional diesel operation (Balusamy and Marappan, 2010;Nagata et al, 2004;Shimazaki et al, 2003;Pickett and Siebers, 2004;Minato et al, 2005).…”