Catalytic automotive exhaust aftertreatment

Koltsakis, G. C.

doi:10.1016/s0360-1285(97)00003-8

Cited by 314 publications

(102 citation statements)

References 156 publications

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“…Details of engine design, 246,247 combustion in the cylinder, [248][249][250][251][252] in-cylinder measurements, 253 the use of fuel formulation and additives for soot control, 254 PM from catalytic converters, 255 and the development of particle traps for diesel engines 256 are outside the scope of this paper, and the reader is referred to the cited reviews and collected papers.…”

Section: Internal Combustion Enginesmentioning

confidence: 99%

Combustion Aerosols: Factors Governing Their Size and Composition and Implications to Human Health

Lighty

Veranth

Sarofim

2000

Journal of the Air & Waste Management Association

1,010

600

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Particulate matter (PM) emissions from stationary combustion sources burning coal, fuel oil, biomass, and waste, and PM from internal combustion (IC) engines burning gasoline and diesel, are a significant source of primary particles smaller than 2.5 µm (PM 2.5 ) in urban areas. Combustion-generated particles are generally smaller than geologically produced dust and have unique chemical composition and morphology. The fundamental processes affecting formation of combustion PM and the emission characteristics of important applications are reviewed. Particles containing transition metals, ultrafine particles, and soot are emphasized because these types of particles have been studied extensively, and their emissions are controlled by the fuel composition and the oxidant-temperature-mixing history from the flame to the stack. There is a need for better integration of the combustion, air pollution control, atmospheric chemistry, and inhalation health research communities. Epidemiology has demonstrated that susceptible individuals are being harmed by ambient PM. Particle surface area, number of ultrafine particles, bioavailable transition metals, polycyclic aromatic hydrocarbons (PAH), and other particle-bound organic compounds are suspected to be more important than particle mass in determining the effects of air pollution. Time-and size-resolved PM measurements are needed for testing mechanistic toxicological hypotheses, for characterizing the relationship between combustion operating conditions and transient emissions, and for source apportionment studies to develop air quality plans. Citations are provided to more specialized reviews, and the concluding comments make suggestions for further research.

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Section: Internal Combustion Enginesmentioning

confidence: 99%

Combustion Aerosols: Factors Governing Their Size and Composition and Implications to Human Health

Lighty

Veranth

Sarofim

2000

Journal of the Air & Waste Management Association

1,010

600

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“…In most current aftertreatment architectures (Koltsakis and Stamatelos, 1997), a Diesel Oxidation Catalyst (DOC) is placed upstream the DPF in the vehicle exhaust line. To increase the DPF inlet temperature, reductant is oxidized in the DOC, which, in turn, increases its outlet temperature.…”

Section: Motivationmentioning

confidence: 99%

Model-based Control Design of a Diesel Oxidation Catalyst

Lepreux¹,

Creff²,

Petit³

2009

IFAC Proceedings Volumes

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Abstract:This paper proposes a control strategy for a Diesel Oxidation Catalyst (DOC) which is grounded on a one-dimensional distributed parameter model. This first principles model for the propagation of the temperature variations accounts for spatially distributed heat generation (due to oxidation of reductants). As is discussed, heat generation can be regarded as equivalent inlet temperature variations. This fact is supported by experimental results. By nature, DOC outlet temperature response includes long and timevarying delays. An approximation of the proposed model allows to derive delays analytically, and can be used to schedule control parameters. As a consequence, it is easy to design several standard controllers for the DOC outlet temperature which account for the effects of the inlet temperature (disturbance) and the reductant (control). In this paper, simulation results are presented for a PI, a PID, and a Smith predictor. Interestingly, the three controllers use solely parameters determined from the previous analysis and do not need any extra tuning parameter. The strategies are tested on a standard NEDC driving cycle in simulation. It appears that, among these standard strategies, the DOC partial derivative equations can be efficiently controlled using the presented Smith predictor.

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“…Over the past decades, manufacturers have largely overcome these harmful emissions by introducing new technologies, e.g. high pressure fuel injection equipment [2] and advanced exhaust gas after treatment [3]. These have not only added significant extra costs to vehicles, but have also broken the trend of ever increasing engine efficiency [4].…”

Section: Introductionmentioning

confidence: 99%