Application of New Diesel Aftertreatment Strategies on a Production 1.9 L Common-Rail Turbocharged Engine

Abstract

An experimental study has been carried out on a production vehicle by means of roller-bench emission tests in order to optimize alternative aftertreatment systems. To this aim different comparisons between the production exhaust system and new strategies are discussed in the present paper with aid of both modal emission data and bag tailpipe figures. The present work shows the application of a alternative solution that complies with future emission legislation with regard both to HC, CO, NO x and PM without any major engine power output or fuel consumption penalty. 1. The exhaust temperature is low. Because of this the catalyst can be Òblown outÓ even in warmed up conditions. 2. The engine works in lean conditions. NO x cannot be reduced to Nitrogen in this conditions with a three way catalyst. 3. Soot particles are produced which are suspected to cause cancer [1].

Metal Supported Particulate Matter-Cat, A Low Impact and Cost Effective Solution for a 1.3 Euro IV Diesel Engine

“…The PM-Filter Catalyst has been already tested and successfully proved on several engine applications, from medium size passenger cars up to heavy duty commercial trucks [4,5]. In the recent years one evident market trend in Europe is the increasingly successful introduction of very small diesel engines (less than 1.5 L displacement) on a relatively broad range of passenger cars.…”

Heat and mass transfer limitations in pre-turbocharger catalysts

“…One proposed solution [1][2][3] to this problem is to place a small catalyst before the turbocharger, where the exhaust temperature is generally about 100°C higher than in the post-turbo position. Owing to space and back pressure considerations, these pre-turbo catalysts must be very small and operate at very short residence times.…”

SCR and SCRi® as After-treatment Systems for Low CO2 and Low NOx Vehicles

“…The reduction rates for particulate numbers in the 30 to 300nm range are between 80 and 95% [17]. It uses a corrugated layer of foil to divert the exhaust gas from each channel into the fl at layer, constructed of stainless steel "fl eece" material used to trap particulate matter [5,18] as shown in Fig. 8.…”