A review of fundamental factors affecting diesel PM oxidation behaviors

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

doi:10.1007/s11431-016-9117-x

Cited by 41 publications

(23 citation statements)

References 144 publications

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“…[26,33,34]. PM formed at high temperature tends to be void core structures, as shown in references [35][36][37][38]. Sampling temperature difference presents little effect on PM nanostructure that all raw diesel PM showed onion like structures with short and randomly arranged crystallites, as shown in Fig.…”

Section: Resultsmentioning

confidence: 99%

Physicochemical property changes during oxidation process for diesel PM sampled at different tailpipe positions

Gao

Tian

et al. 2018

Fuel

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Section: Resultsmentioning

confidence: 99%

Physicochemical property changes during oxidation process for diesel PM sampled at different tailpipe positions

Gao

Tian

et al. 2018

Fuel

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“…E and A can be calculated from the slope and intercept form Equation 2. In the whole oxidation process, the slopes and intercepts changed gradually due to the changes of physico-chemical properties 11,15 . PM surface area and pore size increased, also the catalytic reactions of ash enhanced during the oxidation process, however, oxygen containing functional groups decreased and graphitization were aggravated.…”

Section: Oxidation Kinetics Parameter Extractionmentioning

confidence: 99%

“…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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“…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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A review of fundamental factors affecting diesel PM oxidation behaviors

Cited by 41 publications

References 144 publications

Physicochemical property changes during oxidation process for diesel PM sampled at different tailpipe positions

Physicochemical property changes during oxidation process for diesel PM sampled at different tailpipe positions

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

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

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