Towards CO and HC Aftertreatment Devices for the Next Generation of Diesel Engines

Zinola, Stéphane; Lavy, Jacques; Jaecker-Voirol, A.

doi:10.4271/2008-01-1543

Cited by 7 publications

(1 citation statement)

References 11 publications

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“…The light-off temperature depends on the active catalytic material and thermal inertia of the catalyst and it can be as high as 400 uC [14]. The light-off temperature can be reduced to 200 uC by using an advanced new catalyst formulation [15] or by using a modified catalyst material with a higher cell density and thinner-wall substrates [14]. However, this significantly increases the cost of catalytic converters.…”

Section: Introductionmentioning

confidence: 99%

Experimental study of exhaust temperature variation in a homogeneous charge compression ignition engine

Shahbakhti¹,

Ghazimirsaied

Koch

2010

Proceedings of the Institution of Mechanical Engineers, Part D:

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Homogeneous charge compression ignition (HCCI) engines have low nitrogen oxide and particulate matter engine-out emissions but have higher unburned hydrocarbon and carbon monoxide emissions than the conventional spark ignition (SI) and diesel engines do. Only for sufficiently high exhaust gas temperatures can an exhaust after-treatment be used; thus a low exhaust gas temperature in certain operating conditions can limit the operating range in HCCI engines. The influences of the engine conditions on the exhaust gas temperature in a single-cylinder experimental engine are investigated at 340 steady state operating points. The variation in the exhaust gas temperature is also studied under transient conditions and during mode switching between SI and HCCI combustion. For the conditions tested, a significant number of data have an exhaust gas temperature below 300°C which is below the light-off temperature of typical catalytic converters on the market. Three different categories of engine variables are recognized and classified by how the exhaust temperature is affected by changing that variable. The first category is defined as the primary variables (e.g. the intake pressure and the fuel octane number) for which the location of ignition timing is the dominant factor in influencing the exhaust temperature. The other groups include compounding variables such as the engine speed and opposing variables such as the intake temperature, the coolant temperature, and the equivalence ratio. In addition, experimental results show that the exhaust temperature for HCCI engines is not strongly dependent on the engine load, unlike that for SI engines where the engine load is a main factor in determining the exhaust temperature.

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Section: Introductionmentioning

confidence: 99%