Exhaust After After- treatment Technology

Dr. Avinash Kr. Agarwal Department of Mechanical Engineering Indian Institute of Technology, Kanpur

Technology Driving Forces

BSFC Drivability
NVH

Product cost Emissions

Packaging

Durability

Meeting Future Challenges

Clean Diesel Fuel

Variable Valve Actuation Camless

Turbocharger

Intelligent Control
Fuel system

Sensors

EGR system

PM Filter NOx Adsorber

Introduction
Due to its explosive growth, automobile has become one of the major source of environmental pollution Diesel engine gaining much importance due to better fuel economy In Diesel engine CO & HC are low but NOX & PM are high PM are irritant, carcinogen & causes radiation imbalance to earth

Engine Design & Emission control Technology require ments

1.0 0.9 0.8 0.7 (g/hp-hr) 0.6 0.5 0.4 0.3 0.2

EPA Emissions Standards for HeavyHeavy -Duty Diesels

2007-2010 1990 1988

PM

1991 2004 1998 1994

0 1 2 3 4 5 6 7 8 9 10

0.1 0

NOx (g/hp-hr)

Emission Reduction Strategy & HD Standards for1998, 2002/2004 & 2007

Basic Engine Technologies

Combustion optimizationoptimization 4v,CC,air motionA Higher injection Pressure ssCR,UI Retarded injection timing Exhaust Gas recirculation Turbocharging Electronic control of injection,EGR, injection,EGR , TC GDI,HCCI, Alternative fuelsfuelsCNG,LPG,BD,Ethanol,DME,H2

AFTERTREATMENT TECHNOLOGIES

AFTERTREATMENT TECHNOLOGIES
Three Way Catalyst Diesel Oxidation Catalyst Diesel Particulate Filter Cont. Regeneration Filter (CRT) NOx Storage Trap Selective Catalytic Reduction DeNOx Catalysts

Diesel Oxidation Catalysts

Carbon SOF NOx CO HC Toxins Carbon NOx Water

PM -- 20-50% Reduction CO and HC -- >90% Toxic HCs -- >70%

DOCs Destroy Large Fractions of Toxic Emissions

12 11.36 Toxic Hydrocarbon 9.41 10 Compounds Reduced by 68% mg/bhp-hr 8 6.8 6 PAH Emissions 4 2.8 1.86 1.29 Reduced by 56% 2 0.8 0.56 0.2 0.1 0 Greater Reductions s de y de en ne ie AH hy h o li d Possible with Low e e r P a d c t ld A al ta Bu rm ce ,3 o Sulfur Fuel A 1 F Before After

Source: MECA 1999

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Diesel Particulate Filters

Exposure to PM:Relevant regions of the respiratory system

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Respiratory penetration vs particle size

(source:Spengler et al 1996)

Formation of PM in Diesel Engine

Nucleation Surface Growth Agglomeration Adsorption & Condensation

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Composition of PM
Particles of size less than 1 micron Carbonaceous core on which some organic compounds have become absorbed

Typical composition C Sulphate & H2O Unburned fuel Unburned Oil 31% 14% 7% 40%

Control of PM Emissions

Engine parameters
Increase fuel injection pressure Optimize structure of combustion chamber Decrease consumption of oil Use of fuel that contains small amount of sulfur Advance fuel injection Increase fuel amount in the phase of burning delay

Oxidation Catalyst
Not able to oxidize the carbon core Collecting effici ency is poor

Diesel Particulate Filters (DPFs)

High filtering effici ency Have prospect of substantially Reducing regulated PM emission

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Diesel Particulate Filters (DPFs )

Consists of particle collecting and the regeneration device Particle collecting device is mainly made of filler material Regeneration is to clean up the filler material

Operational diagram

Diesel P articulate filter

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DPFs Geometries & Filler Media

Filler media and the geometric configuration is a key element and the selection process deserves careful balancing of different criteria including, Pressure drop Collector efficiency Ease of regeneration Cost, etc.

DPFs Geometries & Filler Media

Available Filler M edia

Ceramic
Cordierite M ulite Silicon Carbide M ulite/zirconia etc.

Metallic
Sintered metal Wire mesh M etal foam

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DPFs Geometries & Filler Media

Geometric Configurations

Honeycomb Wall Flow M onolith (a) Foam monolith blocks and plates (b) Cylindrical Cartridges (c)

Choice of Filler Material

High temperature resistance Durability Cyclic heating & cooling test Exposure test to high temperature Sakaguchi et al. conducted above tests on some fibers, ceramics were heated upto 900 C and then cooled to 100 C by air blowing SiC is best material strengthwise

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Choice of Filler Material

Exposure test at 900 C for 150 Hrs in electric furnace was also carried out by Sakaguchi et al. Electron M icroscope images of fibers after exposure test is shown, SiC retains its shape

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Regeneration of DPFs
Regeneration is difficult Process requires temperature above 600 C Obtaining close contact between carbon core of PM and catalytic surface on wall of filter High temperature may damage the trap M ethod includes Reduce combustion temperature by use of Catalytic coating Fuel additives (Ce based catalyst such as EOLYS, Cu fuel additives) injection of oxidant like H2O2 Burner (Diesel fuel) Electric Heating M icrowave Heating

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Continuously regenerating Trap(CRT)

Utilize the strong oxidizing property of NO2
Unit consists of P t based catalyst upstream of Filter to oxidize NO to NO2 NO2 oxidizes the soot(C) into CO2 in the trap C(s) + NO2(g) CO(g) + NO2(g) ---> CO(g) + ---> CO2(g) + NO(g) NO(g) (1) (2) (3)

2 NO(g) + O2(g) ---> 2 NO2(g)

This system is very sensitive to

sulphur content of fuel (S<10 ppm)

continuous regenerating trap

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The Mitsubishi DPF System

A device that vastly reduces emission of particulate matter (the main particle component of black smoke) from diesel engines of buses

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Mitsubishi DPF System

System

Mitsubishi put this system for practical use first time in Japan in buses succeeded in removing 80 % of PM even removes 100 % of black smoke

Overview of the Mitsubishi DPF System

The Mitsubishi DPF System traps particulate matter in a porous ceramic filter, and this accumulated particulate matter is periodically burned. By regularly e xchanging two filters to continuously trap and burn particulate matter, it can be continuously collected while the bus is running.

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Overview of the Mitsubishi DPF System

System Overview

Two filter assembly Exhaust gas control valve Air flow sensor, temperature & pressure sensors Electric heater & convector

The Mitsubishi DPF System.

Overview of the Mitsubishi DPF System

Particulate matter collection

The filters use a heatheat-resistant, finely porous ceramic material. These pores form parallel channels, Using 2 filters, exhaust gas is passed through one filter until the accumulation level reaches a specified point, at which the exhaust exhaust gas flow is switched automatically by the switching valve to resume particulate particulate matter collection by the other filter

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Overview of the Mitsubishi DPF System

Particulate matter combustion

After the filter end is heated to 600 600C by the electric heater, the exhaust gas control valve is opened and part of the exhaust gas is conducted into the filter. The accumulated particulate matter inside the filter is then gradually burned over about 25 minutes by flame propagation .

Overview of the Mitsubishi DPF System

Particulate matter collection and combustion process

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Effectiveness of exhaust gas cleaning

Approximately 80% of particulate matter is eliminated, achieving output levels of only half those specified in the 1988 longlong -term exhaust gas restriction(JIS) target. Moreover, black smoke, which accounts for most (65%) of particulate matter, is 100% eliminated, making exhaust invisible to the eye.

Effectiveness of exhaust gas cleaning

Effecti veness of particul ate matter reduction.

Effecti veness of black smoke reduction.

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Chemistry of NOx Catalyst

NOx Adsorption Window

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Why low Sulfur in diesel fuel

Diesel fuel sulphur forms SO2 and Sulphates (PM) in exhaust. Catalysts oxides SO2 to SO3 which further increase the PM. Higher the exhaust temperature, higher is the effect. Sulphur gets absorbed on the catalyst and reduce catalyst activity, hence efficiency. Higher sulphur can dede-activate catalyst and poison base metal.

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Lower Sulfur Diesel Issues

Reduced LubricityLubricity- Premature Injection Pump Failure -Addressed with Lubricity Additives Reduced Fuel Stability -Decreased Color Stability -Formation of Insoluble Materials -Fuel Filter Plugging

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