Secondary nanoparticle emissions during diesel particulate trap regeneration

Cauda, Emanuele; Fino, Debora; Saracco, Guido; Specchia, Vito

doi:10.1007/s11244-007-0186-y

Cited by 17 publications

(16 citation statements)

References 16 publications

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“…Then the lower filtration efficiency in the last phase of the regeneration, and of a freshly regenerated filter, is due to the absence of a soot layer on DPF walls that favors the entrapment of the particles. These results are in agreement with [17,18,19,20]. The temporal evolution of particle number concentration (PN) and the temperature inside the filter during the regeneration of a loaded filter at 2750×12 is reported in Figure 8.…”

Section: Figure 7 Temporal Evolution Of Particle Mass Concentration supporting

confidence: 87%

Analysis of Particle Mass and Size Emissions from a Catalyzed Diesel Particulate Filter during Regeneration by Means of Actual Injection Strategies in Light Duty Engines

Iorio

Beatrice

Guido

et al. 2011

SAE Int. J. Engines

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The diesel particulate filters (DPF) are considered the most robust technologies for particle emission reduction both in terms of mass and number. On the other hand, the increase of the backpressure in the exhaust system due to the accumulation of the particles in the filter walls leads to an increase of the engine fuel consumption and engine power reduction. To limit the filter loading, and the backpressure, a periodical regeneration is needed.Because of the growing interest about particle emission both in terms of mass, number and size, it appears important to monitor the evolution of the particle mass and number concentrations and size distribution during the regeneration of the DPFs. For this matter, in the presented work the regeneration of a catalyzed filter was fully analyzed. Particular attention was dedicated to the dynamic evolution both of the thermodynamic parameters and particle emissions.The measurements were performed at the exhaust of a Euro 5 CR Diesel engine equipped with a Close Coupled DPF. The regeneration process was investigated in a point representative of an extraurban engine operating condition. The regeneration was managed by the electronic control unit (ECU). In particular, an injection calibration was implemented taking into account the engine and the filter features.The particle size distribution evolution during regeneration phase was measured in the size range 5-1000 nm using a differential mobility spectrometer. The particle mass concentration was monitored by means of a microsoot sensor.Particle mass and number concentrations strongly increase during the regeneration process. Moreover, a high concentration of the number of particles smaller than 30nm was observed in some critical phases of the regeneration process.

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Section: Figure 7 Temporal Evolution Of Particle Mass Concentration supporting

confidence: 87%

Analysis of Particle Mass and Size Emissions from a Catalyzed Diesel Particulate Filter during Regeneration by Means of Actual Injection Strategies in Light Duty Engines

Iorio

Beatrice

Guido

et al. 2011

SAE Int. J. Engines

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“…Indeed, we found, that if pure K 2 CO 3 is used as a catalyst for soot oxidation the addition of NO does not induce any changes in its reactivity. This is in contrast to the redox and noble metal based catalysts where the NO addition usually enhances the catalytic activity [22].…”

Section: Resultsmentioning

confidence: 92%

Influence of Potassium and NO Addition on Catalytic Activity in Soot Combustion and Surface Properties of Iron and Manganese Spinels

et al. 2013

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Two series of (0-4 wt%) potassium doped oxide catalysts based on iron and manganese spinel were prepared. The synthesized materials were characterized in terms of their structure (XRD, Raman spectroscopy) and surface electronic properties (work function measurements). The catalytic activity towards soot combustion was determined by temperature programmed oxidation of a physical mixture of soot and catalyst in tight contact in gas oxygen mixtures with and without NO addition. For iron spinel based materials, where potassium is localized at the surface, the catalytic activity correlates with the work function lowering upon K doping, while for manganese spinel based materials, where potassium is incorporated into the bulk (formation of KMn 4 O 8 or KMn 8 O 16 ), the correlation was not found. The presence of NO in the gas mixture leads to a systematic decrease of soot ignition temperature for all samples.

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“…It should be kept in mind however that no effort has been made to differentiate fouling behaviour among the heat exchanger configurations being investigated and so the above mentioned values will be used throughout. Finally, it may be noted that these values may be an optimistic assumption but they should be judged taking into account that the heat exchanger is placed after a soot trap (Figure 1), whose efficiencies are commonly over 90% and even 99% in some cases, without significant dependence on particle size ( [27], [28])…”

Section: Plain Circular Tubesmentioning

confidence: 99%

Comparative design study of a diesel exhaust gas heat exchanger for truck applications with conventional and state of the art heat transfer enhancements

Mavridou

Mavropoulos

Bouris

et al. 2010

Applied Thermal Engineering

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The exhaust gas of heavy duty diesel engines can provide an important heat source that may be used in a number of ways to provide additional power and improve overall engine efficiency. The sizing of a heat exchanger that can manage the heat load and still be of reasonable size and weight without excessive pressure drop is of significant importance especially for truck applications. This is the subject of the present work. To approach the problem, a total of five different configurations are investigated and a comparison of conventional and state of the art heat transfer enhancement technologies is included. Two groups of configurations are examined: a) a classical shell and tube heat exchanger using staggered cross flow tube bundles with smooth circular tubes, finned tubes and tubes with dimpled surfaces, and b) a cross flow plate heat exchanger, initially with finned surfaces on the exhaust gas side and then with 10 ppi and 40 ppi metal foam material substituting for the fins. Calculations were performed, using established heat exchanger design methodologies and recently published data from the literature to size the aforementioned configurations. The solutions provided reduce the overall heat exchanger size, with the plate and fin type consisting of plain fins presenting the minimum pressure drop (up to 98% reduction compared to the other configurations), and the 40 ppi metal foam being the most compact in terms of size and weight. Durability of the solutions is another issue which will be examined in a future investigation. However, coupling of the exhaust heat exchanger after a particulate trap appears to be the most promising solution to avoid clogging from soot accumulation.

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Secondary nanoparticle emissions during diesel particulate trap regeneration

Cited by 17 publications

References 16 publications

Analysis of Particle Mass and Size Emissions from a Catalyzed Diesel Particulate Filter during Regeneration by Means of Actual Injection Strategies in Light Duty Engines

Analysis of Particle Mass and Size Emissions from a Catalyzed Diesel Particulate Filter during Regeneration by Means of Actual Injection Strategies in Light Duty Engines

Influence of Potassium and NO Addition on Catalytic Activity in Soot Combustion and Surface Properties of Iron and Manganese Spinels

Comparative design study of a diesel exhaust gas heat exchanger for truck applications with conventional and state of the art heat transfer enhancements

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