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

Gao, Jianbing; Tian, Guohong; Ma, Chaochen; Chen, Junyan; Huang, Liyong

doi:10.1016/j.fuel.2018.01.074

Cited by 32 publications

(9 citation statements)

References 42 publications

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“…The conventional method of removing PM from DPF requires special reaction conditions, whereas NTP technology can achieve the oxidative PM decomposition at a relatively low temperature. When NTP is introduced into DPF, the particles with strong oxidation activity will cause a series of complex chemical reactions after inelastic collision with other particles, thus removing harmful substances from the DPF. , Scholars have made good progress in researching the effects of NTP on removing PM from DPF. − In a study of the regeneration effect, Babaie et al , injected a diluted diesel exhaust into a dielectric barrier discharge (DBD)-type NTP reactor to perform PM decomposition tests under different discharge voltages. Their study found that the mass removal efficiency of the PM was as high as 43.9% and the quantity removal efficiency of the PM reached more than 70%.…”

Section: Introductionmentioning

confidence: 99%

Effects of Nonthermal Plasma on Microstructure and Oxidation Characteristics of Particulate Matter

Cai

Shi

et al. 2020

Environ. Sci. Technol.

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To investigate the effect of nonthermal plasma (NTP) on the microstructure and oxidation characteristics of particulate matter (PM) from diesel engines at different oxidation stages, a self-designed NTP reactor was used to conduct a timevarying oxidation test on PM samples. The oxidized PM samples were analyzed via thermogravimetric analysis and Raman spectroscopy. The results indicated that the effect of NTP could allow the elemental carbon (EC) to more easily start ignition. The oxidation activity of the EC decreased when the action time of the NTP was less than 5 min. Conversely, when the NTP action time was more than 5 min, the EC oxidation activity gradually increased. When the NTP was active for more than 10 min, it rapidly reacted with the EC, and the oxidation priority of the volatile fraction was higher than that of the EC. During the oxidation process, there are many forms of carbon structures in the particles and they have a mutual transmission relationship. The variation trend of the graphitization degree was consistent with that of the thermogravimetric results, indicating that the degree of graphitization directly affected the PM oxidation activity.

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Section: Introductionmentioning

confidence: 99%

Effects of Nonthermal Plasma on Microstructure and Oxidation Characteristics of Particulate Matter

Cai

Shi

et al. 2020

Environ. Sci. Technol.

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“…PM oxidation profiles were shown to be closely related to temperature histories and PM ingredients, which were dependent on many factors, such as engine types, , fuel types, , engine operation conditions, , exhaust gas recirculation (EGR), and sampling conditions . In TGA experiments, mass loss below 200 °C was caused by the oxidation and volatilization of highly volatile OCs, and it was by low-volatility OCs in the range of 200–450 °C.…”

Section: Resultsmentioning

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%

“…The commonly used method to test PM oxidation behaviors is thermogravimetric analysis (TGA), which monitors the sample mass changes at a given temperature program. , Based on the oxidation profiles, different methods were used to calculate the kinetic parameters (activation energy, pre-exponential factors, and reaction rate constant). − The activation energy of diesel PM sampled at different conditions (engine operation conditions, engine types, fuel types, and after-treatment technologies) was in the range of 80–230 kJ/mol. − The values, calculated using multiple ramp rate oxidation profiles (Kissinger–Akahira–Sunose method), increased generally with a mass drop in the oxidation process. López-Fonseca et al .…”

Section: Introductionmentioning

confidence: 99%

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

Cited by 32 publications

References 42 publications

Effects of Nonthermal Plasma on Microstructure and Oxidation Characteristics of Particulate Matter

Effects of Nonthermal Plasma on Microstructure and Oxidation Characteristics of Particulate Matter

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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