Steady State Investigations of DPF Soot Burn Rates and DPF Modeling

Cordtz, Rasmus Lage; Ivarsson, Anders; Schramm, Jesper

doi:10.4271/2011-24-0181

Cited by 5 publications

(3 citation statements)

References 6 publications

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“…To achieve control for these three factors, 3 modes of DPF aging and damage, including initial overheating, runaway regeneration and hot spot, can be researched firstly. Through the reasonable control on these 3 factors, it is possible to successfully solve three problems and achieve good control on the DPF regeneration process [28,29].…”

Section: Regeneration Process Controlmentioning

confidence: 99%

Research on particulate filter simulation and regeneration control strategy

Liu

2017

Mechanical Systems and Signal Processing

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Section: Regeneration Process Controlmentioning

confidence: 99%

Research on particulate filter simulation and regeneration control strategy

Liu

2017

Mechanical Systems and Signal Processing

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“…Therefore, the periodical burning of the entrapped soot (phase named "regeneration of the filter") up to its combustion temperature (about 550 °C) is mandatory for keeping the soot level/backpressure not so high, and in this way, the ideal flow conditions are re-established. The regeneration procedures are divided into two categories: (i) active, in which the exhaust temperature is increased by means of fuel late injections or specific post burners or post heaters located upstream the DPF (in this way, the fuel is oxidized in the DOC which easily produces exhaust gas with a temperature able for soot combustion [16]); and (ii) passive regeneration, in which the soot oxidation temperature decrease occurs by means of additives or catalysts [17] or taking advantage of the NO2 formed in the oxidation catalyst [18]. There are also combined methods called active-passive regeneration, in which the contemporary use of an alternative energy source, such as the microwaves, and an oxidizing catalyst were proposed, in order to improve the regeneration ability of the filter The formation and the oxidation of soot are two concurrent processes, and their competition determines the amount of soot exhausted from the combustion system.…”

Section: Table 2 Eu Emission Standards For Hdv Diesel Engines [6]mentioning

confidence: 99%

Most Recent Advances in Diesel Engine Catalytic Soot Abatement: Structured Catalysts and Alternative Approaches

Meloni

Palma

2020

Catalysts

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Diesel engine emissions are typically composed of several hundred chemical compounds, partly present in the gas phase and partly in solid phase as particles, the so-called particulate matter or soot. The morphology of the catalyst is an important characteristic of soot particles’ abatement, since a good contact between catalyst and soot is mandatory. For practical purposes, the active species should be supported as a film on the structured carrier, in order to allow simultaneous soot filtration and combustion. This review focuses on the most recent advances in the development of structured catalysts for diesel engine catalytic soot combustion, characterized by different active species and supports, as well as by different geometric configurations (monoliths, foams, ceramic papers, or wire mesh); the most important peculiar properties are highlighted and summarized. Moreover, a critical review of the most recent advances in modeling studies is also presented in this paper. In addition, some highlights on some of the most recent alternative approaches proposed for limiting the soot emissions from diesel engines have been given, delineating feasible alternatives to the classical strategies nowadays used.

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“…The pressure reading was used to detect high exhaust back-pressure caused by a clogged or partially clogged DPF. In the case of high exhaust back-pressure before the DPF, the diesel engine ECU would inject more fuel into the cylinders so that the unburned fuel would be oxidized in the DOC and increase the exhaust gas temperature to greater than 600 °C to burn the PM captured in the DPF [11].…”

Section: Exhaust Systemmentioning

confidence: 99%

Development of a powertrain control algorithm for a compound-split diesel hybrid-electric vehicle

Ward¹

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The goal of this research was to develop a unique powertrain control algorithm for a dieselpowered compound-split hybrid crossover utility vehicle (CUV) and evaluate the fuel consumption and greenhouse gas emissions benefits that can be realized compared to existing non-hybrid, gasolinepowered CUVs. This was achieved through the implementation of engine on/off functionality, regenerative braking, and electric-only drive. The research was conducted in conjunction with the university's participation in EcoCAR: The NeXt Challenge, an inter-collegiate advanced vehicle engineering competition focused on developing alternatively powered vehicles in the interest of providing improved fuel efficiency and reduced tailpipe emissions while maintaining useful vehicle functionality.Prior to construction, the proposed vehicle was simulated for fuel efficiency and carbon dioxide emissions using the Powertrain System Analysis Toolkit. Initial simulation results indicated that the proposed compound-split hybrid vehicle would achieve 35 mpgge combined fuel economy and produce carbon dioxide at a rate of 242 g/mi. A 2009 Saturn Vue was modified to accept the proposed hybrid powertrain consisting of a 1.3 liter diesel engine, 2-mode compound-split transaxle, and lithium-ion high-voltage battery system. This vehicle served as the platform for the development and validation of the powertrain control algorithm. Using the vehicle's CAN communication capabilities, auxiliary control units were integrated to manage the new powertrain components and implement the control strategy. The project vehicle and control algorithm were validated and tested on-road for fuel efficiency and performance. The final powertrain control algorithm developed through this research included automatic engine start/stop, regenerative braking, and full-electric driving capability at speeds up to 25 mph. In its final configuration, the WVU 2-mode hybrid-electric vehicle achieved city/highway fuel economy of 24.5/31.5 mpgge.Compared to the base vehicle, the project vehicle achieved a 28.9% improvement in city fuel economy, a 21.2% improvement in highway fuel economy, and a 20% reduction of in-use CO 2 emissions.iii AcknowledgementsThe work discussed in these pages has been everything but a solo effort; I'm just the guy who got to write about it. The success of this project relied on a total team effort and I was lucky enough to work with some of the hardest-working, brightest people I've ever met. I'd like to take a page or so here to recognize a few of them.I would first like to thank Dr. Scott Wayne for letting me hang around for an extra two years, getting paid to do what I do for fun in my free time. I've heard horror stories about research advisors abusing their assistants and setting unreasonable deadlines and I can safely state that Dr. Wayne has to be the best advisor in the college. He was always available to answer any questions I had, he was actively involved in the project, and he was just a genuinely good guy, even if he is of the "Blue Oval" persuasion...

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Steady State Investigations of DPF Soot Burn Rates and DPF Modeling

Cited by 5 publications

References 6 publications

Research on particulate filter simulation and regeneration control strategy

Research on particulate filter simulation and regeneration control strategy

Most Recent Advances in Diesel Engine Catalytic Soot Abatement: Structured Catalysts and Alternative Approaches

Development of a powertrain control algorithm for a compound-split diesel hybrid-electric vehicle

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