Technology for Meeting the 1994 USA Exhaust Emission Regulations on Heavy-Duty Diesel Engine

Kawatani, Tohru; Mori, Kensaku; Fukano, Izumi; Sugawara, Katsuyuki; Koyama, Takeshi

doi:10.4271/932654

Cited by 12 publications

(5 citation statements)

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“…The oil SR measurements (Figure 4) indicate a clear decrease in oil SR with increasing engine power, which is in line with the findings of Andrews et al, 21 Essig et al, 22 Inoue et al, 23 Kawatani et al 24 and Shore. 25…”

Section: Hydrocarbon Oil Particle Emissionssupporting

confidence: 88%

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Modelling lubrication oil particle emissions from heavy-duty diesel engines

Tornehed

Olofsson

2012

International Journal of Engine Research

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The impact of lubrication oil on particle exhaust emissions has attracted increasing attention as emissions of fuel-derived particles have been reduced. This paper presents a model for assessing the oil-related exhaust particle emissions of heavy-duty diesel engines. The model contains four sub-models describing the hydrocarbon, ash, carbon and sulphate particles. All sub-models were developed based on the results of a literature review, complemented by controlled engine tests to fill the knowledge gaps and verify assumptions where necessary. Exhaust after-treatment devices, such as diesel particulate filters, are not included in the model at this stage; in engines equipped with such devices, the modelling results could be used to assess the input of oil-related particulate matter into the exhaust after-treatment system or serve as a basis for further development. The modelling results indicate that the contribution of oil to airborne exhaust particles is substantial under low-load and motoring conditions. Reducing oil consumption is an effective way to reduce oil-related particle emissions.

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Section: Hydrocarbon Oil Particle Emissionssupporting

confidence: 88%

“…Kawatani et al 24 used a slightly different definition, in which the total PM increased (not only the oil-SOF/VOF) when increasing the oil consumption, to describe the conversion rate into oil-related particles. They emphasized the importance of high combustion temperatures to reduce the conversion/SRs.…”

Section: Introductionmentioning

confidence: 99%

Modelling lubrication oil particle emissions from heavy-duty diesel engines

Tornehed

Olofsson

2012

International Journal of Engine Research

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“…Recent research shows that these particles can penetrate the cell membranes, enter the blood and even reach the brain [3] or induce inheritable mutations [4]. Pending EU regulations (Euro V, to be enforced within 2010) are expected to fix emission limits as low as 0,005 g/km for diesel particulate, which could not be met by either engine modifications [5] or fuel pre-treatments [6] or more simply by a better tuning of the combustion process [7]. Under the spur of the above findings it is though expected that sooner or later regulations will have to consider not only the overall emitted particulate mass per travelled distance, but also the number of particles emitted and their size distribution.…”

Section: Introductionmentioning

confidence: 98%

Secondary nanoparticle emissions during diesel particulate trap regeneration

et al. 2007

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Two nanostructured mixed oxide catalysts (the CoCr 2 O 4 spinel and the LiCrO 2 delafossite) have been recently developed for diesel soot combustion. The catalysts have been deposited via in situ combustion synthesis over SiC wallflow trap by CTI (Salindres, F). Bench tests proved that, after soot loading, both the developed traps enable a faster and more complete regeneration at 550°C than the non-catalysed trap. However, a specific study on the particles distribution after the SiC trap, carried out via SMPS analysis, showed that secondary nanoparticles (<20 nm) are emitted during the regeneration promoted by the highly-active CoCr 2 O 4 catalytic trap, as opposed to the LiCrO 2 -catalysed and the virgin counter parts. This phenomenon has been investigated vs. the regeneration temperature and some sampling conditions so as to draw preliminary indications on the nature of these undesired particles.

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“…NO x , 0.005 g/km PM) 1 sets the new pathway for both engine and exhaust gas after treatment development for diesel vehicles. For PM and NO x reduction to achieve EURO 5 emission limits either engine modifications [2] or the after-treatments of exhaust gas could be used. Engine modifications alone are not sufficient to control these pollutants, while there are several promising after-treatment options [3]: the use of oxidation catalysts [4], diesel particulate filter (DPF) systems [3] and NO x reduction catalysis [5].…”

Section: Introductionmentioning

confidence: 99%

Comparison of Different Diesel Particulate Filters

et al. 2009

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The present investigation concerns the development of a catalytic wall-flow trap for the simultaneous removal of particulate, CO and marginally for NO x . Three different geometries (200/17, 300/12, and 300/12-HAC) of commercial SiC filters were catalyzed with a nanostructured perovskite catalyst (La-K-Cu-FeO 3 ? 2%Au) via the in situ Solution Combustion Synthesis method, and tested on real diesel exhaust gases on a commercial vehicle engine bench. The pros and cons of all the filters were evaluated on the ground of numerous loading and regeneration cycles. In all filter geometries tested, the La-K-CuFeO 3 ? 2%Au catalyst entails a much more complete regeneration and lower fuel penalties compared to those of a non catalytic trap.

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Technology for Meeting the 1994 USA Exhaust Emission Regulations on Heavy-Duty Diesel Engine

Cited by 12 publications

References 0 publications

Modelling lubrication oil particle emissions from heavy-duty diesel engines

Modelling lubrication oil particle emissions from heavy-duty diesel engines

Secondary nanoparticle emissions during diesel particulate trap regeneration

Comparison of Different Diesel Particulate Filters

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