Aftertreatment in a Pre-turbocharger Position: Size and Fuel Consumption Advantage for Tier 4

Brüstle, Claus; Tomazic, Dean; Franke, Michael

doi:10.1007/s40353-013-0073-x

Cited by 5 publications

(4 citation statements)

References 3 publications

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“…An implementation of catalysts in front of the turbocharger would thus result in an earlier light-off. As a further benefit, the pressure built-up from the turbocharger (typically up to 5 bar [10][11][12]) would lead to an increased residence time of the reactants at the catalyst, which would make a smaller total catalyst size possible as well as a decreased backpressure penalty [11,13]. This is also supported by numerical simulations by Subramaniam et al [13], who studied a preturbine placement of the entire aftertreatment system for a large bore diesel engine and predict a reduction of the catalyst volume > 40% and some decreased fuel consumption.…”

Section: Introductionmentioning

confidence: 99%

Cu-SSZ-13 as pre-turbine NOx-removal-catalyst: Impact of pressure and catalyst poisons

Günter

Pesek

Schäfer

et al. 2016

Applied Catalysis B: Environmental

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Section: Introductionmentioning

confidence: 99%

Cu-SSZ-13 as pre-turbine NOx-removal-catalyst: Impact of pressure and catalyst poisons

Günter

Pesek

Schäfer

et al. 2016

Applied Catalysis B: Environmental

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“…For the sake of simplicity, this formulation is applied to the node on the interface between the porous wall and the gas flow in the outlet channel in Eq. (18). Given Eq.…”

Section: Formulation For Fast Wall Temperature Convergencementioning

confidence: 99%

“…The trade-off between optimum thermal behaviour of the DPF and its durability is specially outstanding in pre-turbo DPF configurations, in which thermal losses and mechanical loads become more marked independently of the type of engine, i.e. passenger car engines [16], heavy duty engine for transport applications [17] and non-road vehicles [18].…”

Section: Introductionmentioning

confidence: 99%

Heat transfer modelling in honeycomb wall-flow diesel particulate filters

Galindo

Serrano

Piqueras

et al. 2012

Energy

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Heat transfer in wall-flow monoliths has gained in interest because of the widespread adoption of these systems by automotive industry to fulfil soot emission regulations and the importance of heat exchange on the regeneration process control to avoid damaging the monolith. This paper presents a heat transfer model for wall-flow diesel particulate filters coupled with an unsteady compressible flow solver. The heat exchange between the gas and the solid phase is based on a bi-dimensional discretisation of the porous medium both in axial and tangential directions. The monolith can be discretised in the radial direction to account for the heat fluxes towards the environment through the monolith and the canister, which is also coupled with the inlet and outlet ducts of the filter. The model is validated against experimental data obtained in a flow test rig. A test campaign under non-reacting conditions has been conducted to show the capability for thermal response prediction. Tests cover clean and soot loaded monolith, continuous flow under steady and transient thermal conditions, and pulsating flow. In this case, the characteristics of the pressure waves in amplitude and frequency are similar to those that the monolith can undergo depending on its location along the exhaust line.

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“…Several later studies assessed its potential for diesel oxidation catalysts and diesel particulate filters . For pre‐turbo SCR, there were also some earlier considerations for passenger car and truck size engines and larger ones as used in locomotives or marine applications . For low‐speed two‐stroke diesel engines in the megawatt range, there were even some commercial pre‐turbo SCR projects, i.e., a series of three cargo ships and selected examples for stationary applications in power plants , .…”

Section: Introductionmentioning

confidence: 99%

Impact of Catalyst Geometry on Diffusion and Selective Catalytic Reduction Kinetics under Elevated Pressures

Peitz

Elsener

Kröcher

2018

Chemie Ingenieur Technik

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In marine diesel engine applications, selective catalytic reduction (SCR) upstream of the turbocharger may become the preferred technology when dealing with high sulfur fuels and low exhaust gas temperatures. The target nitrogen oxide reductions in combination with minimum ammonia slip and reduced gas diffusion rates under elevated pressures require understanding of the impact of catalyst geometry on the SCR kinetics. The extent, trends, and sources for this observation are elucidated in this work by systematic testing of catalysts with equal geometry and/or intrinsic activity.

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Aftertreatment in a Pre-turbocharger Position: Size and Fuel Consumption Advantage for Tier 4

Cited by 5 publications

References 3 publications

Cu-SSZ-13 as pre-turbine NOx-removal-catalyst: Impact of pressure and catalyst poisons

Cu-SSZ-13 as pre-turbine NOx-removal-catalyst: Impact of pressure and catalyst poisons

Heat transfer modelling in honeycomb wall-flow diesel particulate filters

Impact of Catalyst Geometry on Diffusion and Selective Catalytic Reduction Kinetics under Elevated Pressures

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