Oxidation behaviours of particulate matter emitted by a diesel engine equipped with a NTP device

Gao, Jianbing; Ma, Chaochen; Xing, Shikai; Sun, Liwei

doi:10.1016/j.applthermaleng.2017.03.101

Cited by 41 publications

(38 citation statements)

References 57 publications

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“…This section describes available TGA methodology that has extensively been use in characterising diesel engine soot [7,[23][24][25][26][27] and more recently was also applied in characterising soot from GDI engines [16,17].The kinetic parameters are estimated by taking logarithms on the formal Arrheniuslike kinetic equation Equation 1. Although there is still no consensus about the value of the mass and oxygen reaction order, the majority of studies assume order one for oxygen partial pressure and soot mass [16,17,23,28] or estimate the product ′ = • 2 without identifying the oxygen reaction order.…”

Section: Established Experimental Methods and Test Proceduresmentioning

confidence: 99%

Gasoline direct injection engine soot oxidation: Fundamentals and determination of kinetic parameters

Bogarra

Herreros

Tsolakis

et al. 2018

Combustion and Flame

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Current emissions legislation for road transport vehicles, including modern gasoline vehicle fleet limits the mass and the number of Particulate Matter (PM) emitted per kilometre. The introduction of a gasoline particulate filter (GPF) is expected to be necessary, as was the case for diesel vehicles, the traditionally recognised source of PM in transportation. Therefore, for the design of efficient GPFs and the regeneration strategies, soot oxidation characteristics in gasoline must be understood. Extensive research has been carried out mainly to investigate the oxidation of diesel soot, however, in the most cases soot were collected on microfiber filters and the activation energy was calculated with the logarithm method assuming mass and oxygen reaction orders equal to one. Identified limitations that lead to inconsistent and inaccurate trends and results are presented in this paper. As a consequence, a novel methodology to accurately obtain the oxidation kinetic parameters for soot emitted from a Gasoline Direct Injection (GDI) engine has been developed and presented in this paper. The particles collected in a silicon carbide wall-flow particulate filter are directly exposed to oxidation conditions in a thermogravimetric analysis (TGA) without the use of microfiber filter. The significance of more accurate and consistent calculations of soot oxidation kinetic parameters as a result of this methodology will aid modelling and experimental work of the aftertreatment systems and will lead in improving the GPF regeneration process in modern GDI vehicles. Avoiding high peak temperatures during regeneration and large thermal stress gradients and thus increasing the operating life of the filters is amongst the benefits can be seen.

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Section: Established Experimental Methods and Test Proceduresmentioning

confidence: 99%

Gasoline direct injection engine soot oxidation: Fundamentals and determination of kinetic parameters

Bogarra

Herreros

Tsolakis

et al. 2018

Combustion and Flame

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“…Strong evidence shows the connection between emissions from diesel vehicles and smog, which is believed to contribute to severe respiratory diseases, particularly in urban environments . Stringent emission regulations were put in action and became the main drive for advanced engine technologies, such as partially premixed compression ignition (PPCI), partially premixed combustion (PPC), high pressure fuel injection, split injection, advanced control, diesel oxidation catalysts (DOCs), diesel particulate filters (DPFs), selective catalyst reduction (SCR), nonthermal plasma (NTP) systems, and adoption of biodiesel . Nevertheless, the challenge of high exhaust emissions during engine cold start and warm‐up still remains, which is caused by the low cylinder and exhaust temperatures, resulting in poor catalyst efficiency .…”

Section: Introductionmentioning

confidence: 99%

On the emission reduction through the application of an electrically heated catalyst to a diesel vehicle

Gao

Tian

Sorniotti

2019

Energy Science & Engineering

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Exhaust emissions from diesel engine powered vehicles are considerably high during cold start and warm‐up, because of the poor catalyst performance due to the insufficient catalyst temperature. The controlled heat injection allowed by electrically heated catalysts can effectively reduce the catalyst light‐off time with relatively moderate fuel penalty. This paper compares the exhaust temperature and emissions of a case study diesel vehicle in cold and warm start conditions, and proposes two electrically heated catalyst control strategies, which are evaluated in terms of emission reduction and energy consumption with different target temperature settings. In addition, a new performance indicator, that is, the specific emission reduction, is used to evaluate the after‐treatment system and associated thermal management. For the worldwide harmonized light vehicle test cycle, the results without electrically heated catalyst show that from both cold and warm start conditions a large amount of operating points of the engine is located in the region of partial catalyst light off. Moreover, emissions, especially in terms of carbon monoxide and hydrocarbon, significantly decrease with the electrically heated catalyst implementation, for example, by at least 50% from cold start; however, they still tend to be rather substantial when the fuel is re‐injected after the engine cutoff phases. The exhaust temperature is lower than the target values in the sections of the driving cycle in which the electrically heated catalyst power is saturated according to the maximum level allowed by the device. The carbon dioxide penalty brought by the electrically heated catalyst ranges from 3.93% to 6.65% and from 6.49% to 9.35% for warm and cold start conditions, respectively.

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“…Based on the oxidation profiles, different methods were used to calculate kinetic parameters (activation energy, pre-exponential factors, and reaction rate constant) [7][8][9] . Activation energy of diesel PM sampled at different conditions (engine operation conditions, engine types, fuel types, aftertreatment technologies) was in the range of 80 kJ/mol ~230 kJ/mol [10][11][12][13][14][15][16][17] . The values, calculated using multiple ramp rate oxidation profiles (Kissinger, Akahira and Sunose method), increased generally with mass drop in the oxidation process.…”

Section: Introductionmentioning

confidence: 99%

Oxidation Kinetic Analysis of Diesel Particulate Matter using Single- and Multistage Methods

et al. 2019

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Oxidation behaviours of particulate matter emitted by a diesel engine equipped with a NTP device

Cited by 41 publications

References 57 publications

Gasoline direct injection engine soot oxidation: Fundamentals and determination of kinetic parameters

Gasoline direct injection engine soot oxidation: Fundamentals and determination of kinetic parameters

On the emission reduction through the application of an electrically heated catalyst to a diesel vehicle

Oxidation Kinetic Analysis of Diesel Particulate Matter using Single- and Multistage Methods

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