Soot Oxidation Kinetics in Diesel Particulate Filters

Konstandopoulos, Athanasios G.; Kostoglou, Margaritis; Λορέντζου, Σουζάνα; Pagkoura, Chrysoula; Papaioannou, Eleni; Ohno, Katsutoshi; Ogyu, Kazutake; Oya, Tomokazu

doi:10.4271/2007-01-1129

Cited by 26 publications

(22 citation statements)

References 14 publications

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“…Activation energies varying from 38kJ/kmol to 168kJ/kmol can be found for thermal oxidation of PM, [16]. Dependencies of the activation energy from the PM composition, [6], the PM amount available for oxidation, [6,16], the prevailing temperature [6,16], the DPF material, [18], and the catalytic coating of the DPF, [20,21] have been investigated. However, the results are dificult to compare since all the mentioned dependencies have to be taken into account and different conditions prevailed in the studies, at least those, we are aware of.…”

Section: Introductionmentioning

confidence: 99%

Investigation of the Oxidation Behavior of Soot in Diesel Particle Filter structures

Eggenschwiler¹,

Schreiber²

2015

SAE Technical Paper Series

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Particulate matter in diesel exhaust is captured in diesel particulate ilters (DPFs). Since increased load in the ilter and thus increased pressure drop deteriorates the engine performance, the ilter load of the DPF has to be removed during a process referred to as regeneration. Measures for successful regeneration aim at accelerating soot oxidation and increase fuel consumption. Regeneration layout and thus fuel consumption increase is strongly depending on the oxidation behavior of soot. The aim of the present study is the investigation of soot oxidation characteristics. Therefore particle ilters have been loaded with soot using the exhaust gas of small heavy duty vehicle operated under deined conditions on an engine dynamometer. The particle ilters have been then dismantled and fragmented on their constituting segments. Each ilter segment has been regenerated individually in a speciically designed test bench. Heated gas of constant temperature has been induced through the segments. Based on the species balances measured, soot oxidation rates have been computed. In parallel, a scale with milligram resolution recorded the time evolution of the segment weight. Based on the soot oxidation rates characteristic kinetic parameters have been computed. Regeneration progress has been approached by a simple Arrhenius, a shrinking core and a random pore size distribution growth model. The inluence of two different oxygen levels in the feed gas has been investigated. Soot regeneration characteristics in segments from the ilter core have been similar exhibiting rather low activation energies of around 50kJ/mol. Soot in ilter segments located in the periphery had substantially higher activation energies, 80kJ/mol. This different behavior is attributed to the lower temperatures of the ilter periphery during the loading procedure and differences in the soot structure and composition.

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Section: Introductionmentioning

confidence: 99%

Investigation of the Oxidation Behavior of Soot in Diesel Particle Filter structures

Eggenschwiler¹,

Schreiber²

2015

SAE Technical Paper Series

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“…63,64,65,66,67) . Catalytic oxidation activation energies are almost the same or up to 15% lower, and depend on the type of catalyst and coating technology employed 74) . Depending on the catalyst coating technology, the state of soot-catalyst contact expressed by can span a large range Temperature (C) (values of from 0.0006 up to 0.214 have been measured in 74) ), while migration of soot from Layer II into the catalyst-affected Layer I can occur with a varying degree of intensity as measured by the parameter, which is measured to range from 0 (no migration) up to 0.642 74) .…”

Section: Layer Ii: Soot Cake Layermentioning

confidence: 94%

“…20, while Fig. 21 demonstrates the ability of the two-layer model to describe the soot oxidation of several catalytic filter samples to within /-5% 74) . The reduced activation energy (E/R) for the thermal oxidation for these samples is in the range of 21000 -22000 (K) 74) , and it is within the values usually reported in the literature, e.g.…”

Section: Layer Ii: Soot Cake Layermentioning

confidence: 99%

“…These findings demonstrate the important effect that the filter/catalyst micro-structural environment can have on the global oxidation kinetics. Essentially, it is possible to oxidize a small amount of soot in the catalyst-affected Layer I and still obtain a sufficiently high macroscopic reaction rate provided that the migration of soot from the top Layer II can proceed at an appropriate rate 74) .…”

Section: Layer Ii: Soot Cake Layermentioning

confidence: 99%

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Update on the Science and Technology of Diesel Particulate Filters

Konstandopoulos

Papaioannou²

2008

KONA

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“…The model employs reaction paths for thermal and catalytic soot oxidation by oxygen, soot oxidation by NO 2 , CO oxidation, NO oxidation to NO 2 , and hydrocarbon oxidation (represented by C 3 H 6 ). Additional details on the model can be found in [13][14][15][16][17][18][19]. A single-channel model is also used to simulate the physicochemical phenomena occurring inside the SCR device.…”

Section: Dpf and Scr System Modelsmentioning

confidence: 99%

Impact of Combination of EGR, SCR, and DPF Technologies for the Low-Emission Rail Diesel Engines

Konstandopoulos

Kostoglou

Tunestål

et al. 2015

Emiss. Control Sci. Technol.

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The EU emission standards for new rail diesel engines are becoming more stringent: stage IV emission targets have just come into effect, while stage V is in under considerations. Both exhaust gas recirculation (EGR) and selective catalytic reduction (SCR) technologies can be used to reduce nitric oxide (NOx) emissions, while the PM emission control requires a diesel particulate filter (DPF). The use of SCR requires on-board storage of urea, while the use of DPF needs to take into account its impact on engine efficiency performance. Both of these technologies require specific studies when applied to the rail engines; in particular, it becomes necessary to evaluate the engine performance trade-offs in order to evaluate how these technologies can be utilized efficiently in rail applications in order to meet current and future emission standards. The present study assesses the application of these technologies in diesel railcars on a quantitative basis using oneand three-dimensional numerical simulation tools. In particular, the study considers a 560-kW railcar engine with the use of different technology combinations for NOx reduction: SCR or EGR + DPF, and EGR + DPF + SCR. The NOx and PM emission performances are evaluated over the C1 homologation cycle and, in the case of the DPF, over an approximated railcar driving cycle as well. Several BSNOx targets were considered: 2 g/kWh, 1 g/kWh, and 0.4 g/kWh. Simulation results indicate that EGR + DPF + SCR-based solution is necessary to achieve stage IV emission limits for the 560-kW engine. On the other hand, SCR-based solutions have the potential to go beyond the stage IV NOx limit through scaling up the size of the SCR device and the on-board urea storage.

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Soot Oxidation Kinetics in Diesel Particulate Filters

Cited by 26 publications

References 14 publications

Investigation of the Oxidation Behavior of Soot in Diesel Particle Filter structures

Investigation of the Oxidation Behavior of Soot in Diesel Particle Filter structures

Update on the Science and Technology of Diesel Particulate Filters

Impact of Combination of EGR, SCR, and DPF Technologies for the Low-Emission Rail Diesel Engines

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