Experimental Study on Effect of Diesel Particulate Filter in Diesel Engine Emissions

D.Gopinath & E.Ganapathy Sundaram Research Scholar, Velammal Engineering College, Chennai-600066. Associate Professor, Velammal Engineering College, Chennai-600066. mech.gopinath@gmail.com, ganapathy_sundar@yahoo.com

Abstract Diesel engine vehicles are widely used in transportation sector mainly due to their high efficiency, good fuel economy and durability, but it has a drawback of emitting high particulate matter (PM) and NOx. Stringent emission norms and standards lead to find out techniques to reduce the exhaust emissions. After treatment of the exhaust emission using Diesel Particulate Filter (DPF) is considered as one of the important and effective tool to reduce the exhaust emission and meet the emission standards in a diesel engine. Diesel Particulate Filters (DPF) is used to trap the harmful Particulate Matter (PM) present in the exhaust gas of diesel engines. The particulate matter is trapped in and on a porous ceramic substrate to keep PM emissions as low. In this regard an experimental work was carried out in a diesel engine with DPF to analyse the effect of DPF on a diesel engine. The study found that use of DPF in a diesel engine reduces significant amount of Particulate matter, NOx and CO as compared to diesel engine operating without DPF. Keywords: Diesel Engine, Emissions, Diesel Particulate Filter

1. Introduction Diesel engines offer challenges but also several opportunities are available to reduce the emission and increase the efficiency of diesel engines. They provide highly efficient energy conversion not only with conventional fuels, but also with renewable fuels or with blends of both. However, many of the strategies adopted by engine manufacturers to fulfill emissions regulations are being developed for regular diesel fuels, yet these technologies need to accommodate increasing renewable fuel content. Diesel engines emit not only gaseous pollutants but also carbonaceous particulates, which are heterogeneous materials consisting of an elemental carbon core with several organic and inorganic compounds adsorbed on the surface. Included among these organic compounds, polycyclic aromatic hydrocarbons (PAHs) can be found in two forms due to their moderate volatility: absorbed on particles and in the gas phase. PAHs resulting from incomplete combustion of organic matter adversely affect human health. Unfortunately, the carcinogenic effects of native and pyrogenic PAHs compounds may potentially be increased by their sorption onto fine particles, which can penetrate deep into the bronchioles and alveoli of the lungs. However, the lower molecular weight PAHs are less toxic and may be found predominantly in the vapour phase, must be also considered because they can react with other pollutants, such as ozone or nitrogen oxides (NOx), to form direct and more toxic mutagens, such as nitrated PAHs (Magin Lapuerta et al and Jose Galindo 2008&2012).

adverse the impact of nitrogen oxide (NO) and particulate matter (PM) emitted from diesel engines on atmospheric air quality and human health is well recognized. The selective catalyst reduction (SCR) of NO using ammonia and oxidation at room temperature are the two widely used techniques to control emission of NO from flue gases. V2O5 supported on TiO2 catalyst and other noble metals are preferred for SCR. However, these catalysts may be prohibitively expensive. Majority of PM emitted from diesel engines are nano particles, largely consisting of carbon soot, condensed ash from the lubricating oil, condensate of HC and sulphuric acid, and also substantial amount of metallic compounds (F. Portet-Koltalo., 2011). A variety of diesel particulate filters (DPF) have been developed in the last decade which essentially rely on the basic principle of collection of the particles on a substrate and their simultaneous oxidation. Yet, there are concerns regarding particulate capturing efficiency and regeneration of these filters. The combined removal of NO and PM emitted from the diesel engine was achieved by activated carbon fiber (ACF). In recent times, ACF has been the interest of a numerous research studies due to the recognition of its multi-facet roles as an adsorbent, a catalyst as well as support to metallic catalyst in the context of air pollution control. The surface of ACF was modified by incorporating basic functional groups for improving its affinity towards NO for the subsequent oxidation to NO2 (Rajveer Singh Rathore.,2010). Wall-flow filters are worldwide recognized as the most efficient devices for the abatement of particulate emissions from automotive diesel engines. Mathematical models simulating the particulate thermal oxidation process in the filters are already applied for system optimization (Onoufrios Haralampous et al., 2002). Diesel particulate filters form significant part of the diesel exhaust after treatment systems. Collected soot particles can be burned off continuously at intermediate temperatures by nitrogen dioxide NO2 or periodically at increased temperature by oxygen O2. NO2 for passive regeneration of the DPF is generated from nitrogen monoxide (NO) and O2 in the diesel oxidation catalyst (DOC) located upstream, or in the catalytic coating of DPF (CDPF), or by a combination of both (M.Schejbal et al.,2010). Development and potential application of activated carbon fibers (ACF) functionalized with ammonia for control of NO and particulate matter (PM) in diesel engine exhaust. A tubular reactor packed with ACF was used to experimentally study the oxidation of NO at room temperature. Tests were conducted at ACF functionalized with three aqueous ammonia concentrations (3, 5, 10 M), three basic reagents (ammonia, pyridine, amine) and three NO concentrations (100, 300, 500 ppm). The experimental conditions for PM removal included three weights of ACF, three engine loads (0, 25, 50 Nm) and three temperatures .The maximum 70% conversion for NO was obtained at NO concentration of 300 ppm for ACF functionalized with 5M ammonia, whereas maximum 90% reduction in PM was observed at engine load of 25Nmand 450C (Cherng-Yuan Lin.,2002). The literature found that limited number of study only carried out with the use of DPF in the diesel engine. In this regard an experimental work was carried out in a diesel engine with DPF to analyse the effect of DPF on a diesel engine. 2. Diesel Particulate Filters A diesel particulate filter is a device designed to remove diesel particulate matter or soot from the exhaust gas of a diesel engine. Particulate matter (PM) emissions from internal combustion engines are of paramount importance, as certain PM emissions are dangerous to human health and the environment. Wall-flow diesel particulate filters usually remove 85% or more of the soot and under certain conditions can attain soot removal efficiencies close to

100%. Some filters are single-use, intended for disposal and replacement once full of accumulated ash. Others are designed to burn off the accumulated particulate either passively through the use of a catalyst or by active means such as a fuel burner which heats the filter to soot combustion temperatures; engine programming to run when the filter is full in a manner that elevates exhaust temperature or produces high amounts of NOx to oxidize the accumulated ash, or through other methods.

Fig.1 Particulate Trap

Diesel particulate filters (DPF) are nowadays a standard and proven technology for the control of soot emissions in internal combustion diesel engines. Its use ensures the fulfillment of current and upcoming pollutant regulations imposing a substantial reduction of soot emissions and promotes a growing acceptance of diesel engines. However, the incorporation of the DPF into the exhaust line implies an increase in the pumping work due to the additional backpressure introduced, and the corresponding increase in the fuel consumption. This effect becomes more and more critical as the DPF gets loaded. This behavior has driven researchers and manufacturers towards multidisciplinary system optimization strategies. The main research efforts are focused on honeycomb wall-flow monoliths, due to the good balance between advantages and drawbacks. This typology of monolithic filters consists of a bundle of small axial parallel channels, typically of square cross section. Adjacent channels are alternatively plugged at each end in order to force the gas flow through the porous substrate walls, where the soot particulates are filtrated and accumulated until regeneration takes place.

Fig.2 Uncoated Particulate Filter

Development objectives in this type of DPF include aspects such as higher mechanical and chemical durability with high ash accumulation, multifunctional monolith reactors or advances in porous ceramics materials and catalysts for filtration and regeneration efficiency improvement.
3. Experimental Setup and Procedure

The experiment was conducted on an air cooled, single cylinders, four stroke, 87.5 mm bore, 110 mm stroke, 17.5:1 compression ratio, Diesel engine. The specifications of the engine are given in a Table 1. The engine is coupled with eddy current dynamometer; the experimental setup is as shown in Fig.1. Kirloskar oil engine TAF1 model engine is used for experimental work.

Fig.3 Experimental Setup Table-1 Specification of Air Cooled Engine

Type of engine Type Rated power Rated speed Bore diameter Stroke length Compression ratio Orifice diameter Coefficient of discharge Calorific value of fuel

Kirloskar oil engine TAF1 Four stroke, single cylinder vertical air cooled engine 4.4 KW 1500rpm 87.5 mm 110 mm 17:5:1 13.6 0.6 42500 KJ/Kg

Diesel particulate filter is coated with the following chemical substance Aluminium oxide. Silicon dioxide. Magnesium oxide. The coating takes place over the surface level of the filter in micron level, where aluminium oxide has a tendency to reduce a NOx level. By coating of these three materials where significant amount of emission level can be controlled. The emissions from the engine were measured by AVL Five Gas analyzer. The gases HC(ppm), CO(%), CO2(%) and NOx (ppm) present in the exhaust are measured with this analyser. The particulate level are measured based on the smoke intensity level using AVL smoke meter. The engine was allowed to run with diesel at various load conditions of 25%, 50%, 75% and 100% respectively without DPF. Then engine was allowed to run with coated DPF at various load conditions of 25%, 50%, 75% and 100% respectively.
3. Results and Discussion

a. Hydro Carbon emission Hydrocarbons in diesel exhaust consist of either decomposed fuel molecules or recombined intermediate compounds. Another source of HC in diesel exhaust is lubricating oil. The sources of HCs in DI diesel engines can be traced mainly to over- or under-mixing of fuel and air, and large fuel droplet sizes at the end of injection. In general, unburned hydrocarbons are related to the lean flame-out region (LFOR), spray core, portion of fuel injected on the walls, spray tail, and after-injection. Obviously, engine design and operating variables play a major role in the formation and oxidation of the hydrocarbon molecules. [HC] + O2 CO2 + H2O
30 25
HC (PPM)

20 15 10 5 0 25 50 LOAD (%) 75 100 Without DPF With DPF

Fig.4 Load vs HC

The hydrocarbon emission from diesel engine without DPF and with DPF is represented in figure 4. The study found that the HC emission decrease with the increase of load upto 50% and further increase of load increases the HC level in a diesel engine without DPF but for diesel engine with DPF the HC emission continuously decreases with the increase of load. Exhaust gas from the diesel engine emissions when reaches more than 3000 C which activates the oxygen from silicon dioxide and magnesium oxide in it. The oxygen generated from these coating materials is used to oxidize the hydro carbon emissions into water vapour. So that The hydrocarbon emission from engine is reduced from 19 ppm to 14 ppm when compared to 28 ppm to 24 ppm when without using DPF. b. Carbon Monoxide emission Carbon Monoxide is formed mainly due to incomplete combustion, which is exacerbated by lack of oxidants, temperature, and residence time. As combustion proceeds to completion, oxidation of CO to CO2 occurs through recombination reactions between CO and various oxidants. If these recombination reactions are incomplete due to lack of oxidants or due to low gas temperatures, CO will be left without oxidation. Combustion of fuel-rich mixtures usually produces high CO emissions, but since diesel combustion is lean and has an abundant amount of air, CO from diesel combustion is extremely low. During the various stages of spray combustion in DI diesel engines, conditions that promote high combustion temperature, high oxygen content, and high mixing rates are responsible for the oxidation of CO to CO2. However, the main parameter affecting its formation remains a low A/F ratio.
0.07 0.06 0.05 0.04 0.03 0.02 0.01 0 0 25 50 75 100

CO (%)

Without DPF With DPF

LOAD (%)

Fig.5 Load vs CO

2CO + O2 2CO2 Exhaust gas from the diesel engine emissions when reaches more than 3000C which activates the oxygen from aluminium oxide. The oxygen generated from these coating materials which are used to oxidizes the carbon monoxide emissions into carbon dioxide. The figure 5 shows the CO concentration in the exhaust of the diesel engine with DPF and without DPF. The carbon monoxide emission from engine is reduced from 0.03 % without DPF to 0.01% with DPF at 50% load condition.

c. Oxides of Nitrogen emission

2000 1750 1500 1250 1000 750 500 250 0 0 25 50 75 100 LOAD (%)

NOx(PPM)

Without DPF With DPF

Fig.6 Load vs NOX

NO typically constitutes 70-90% of the total NOx. Nitric oxide is a by-product of combustion rather than a compound in transition like CO. Nitrogen makes up over 75% of the intake charge air by volume. With the balance of the inducted air volume being oxygen and with help from heat resulting from burning HC fuel, NOx is formed and remains until it is exhausted through the exhaust valve. Fuel-borne nitrogen being negligibly small is not a major contributor to the chemical reaction process. 2NO N2+O2 Exhaust gas from the diesel engine emissions when reaches more than 3000C which activates the oxygen from magnesium oxide. The oxygen generated from these coating materials which are used to oxidizes the oxides of nitrogen emissions into nitrogen gas and oxygen. The NOX emission from the engine without DPF is increased from 285 ppm to 1851 ppm when the load is increased from 25% to 100, for the same loading conditions the NOx emission for the engine with DPF is increase from 188 ppm to 684 ppm. d. Smoke
40
SMOKE (%)

30 20 Without DPF 10 0 0 25 50 75 100 With DPF

LOAD (%)

Fig.7 Load vs Smoke

Excessive lubricating oil consumption is experienced by smoke emission which takes on a shade of blue or grey. Blue or grey smoke is therefore an indication that an engine has reached the point where major maintenance is required. This phenomenon is mainly experienced during cold starting, in low ambient temperatures or at high altitude. White smoke disappears as the engine warms up. The main causes of excessive black smoke emission are either poor maintenance of air filters and/or fuel injectors, or incorrect setting of the fuel injection pump/system. The use of DPF reduced the Smoke level in the exhaust gas of the diesel engine (Figure 7). For the 100% load conditions the smoke level from the engine with DPF and without DPF is 8.8% and 37.8% respectively.
4. Conclusion

In this study, the effect of coating diesel particulate filters by aluminium oxide, silicon oxide and magnesium oxide in a diesel engine emission is analysed. The study was carried out with 0%, 25%, 50%, 75% and 100% loading conditions. The study found that the use of DPF with coatings reduces Carbon monoxide, hydro carbon, Nox and smoke level in the diesel engine exhaust emissions. At 100% load condition the smoke level from the engine without DPF and with DPF is 37.8% and 8.8% respectively. Reference Magin Lapuerta , Octavio Armas, (2008) Effects of Biodiesel Fuels on Diesel Engine Emissions, Energy and Combustion Science Vol-34 , Pages 198223. Jose Galindo, Jose Ramon Serrano, (2012) Heat Transfer Modeling in Honeycomb Wall Flow Diesel Particulate Filters, Energy Vol-43 , Pages 201-213. F. Portet-Koltalo, (2011) A new analytical methodology for a fast evaluation of semi-volatile polycyclic aromatic hydrocarbons in the vapor phase downstream of a diesel engine particulate filter, Journal of Chromatography A, Pages 981989. Rajveer Singh Rathore, (2010) Development of surface functionalized activated carbon fiber for control of NO and particulate matter, Journal of Hazardous Materials Vol-173, Pages 211222. Onoufrios Haralampous, Grigorios C. Koltsakis, (2002) Intra Layer Temperature Gradient during Regeration of Diesel Particulate Filter, Chemical Engineering Science Vol-57, Pages 2345 2355. M.Schejbal, J.Stepanek, M.Marek, (2010) Modeling of Soot Oxidation by NO2 in Various Types of Diesel Particulate Filter, Fuel Vol-89 , Pages 23652375. Cherng-Yuan Lin, (2002) Reduction of a Particulate Matter and Gaseous Emission from Marine Diesel Engines Using a Catalyzed Particulate Filter, Ocean Engineering Vol-29 , Pages 13271341.