Engine Tests of an Active PM Filter Regeneration System · Engine Tests of an Active PM Filter...
Transcript of Engine Tests of an Active PM Filter Regeneration System · Engine Tests of an Active PM Filter...
CLEAN AIR STARTS HERE™1
Engine Tests of an Active PM Filter Regeneration System
S. Nickolas and A. WhiteCatalytica Energy Systems, Inc.
430 Ferguson Dr.Mountain View, California 94043
A. Kotrba and A. YetkinTenneco Automotive, Inc.
3901 Willis RoadGrass Lakes, Michigan 49240
Presented at DEER ConferenceChicago, Illinois
August 21-25, 2005
CLEAN AIR STARTS HERE™2
Abstract
Regulations for the 2007 model year diesel engines will almost universally require
Particulate Matter (PM) filters to achieve the required particulate emissions level.
For vehicle applications in which the exhaust temperature is low, significant
challenges occur in obtaining light-off temperatures of the Diesel Oxidation
Catalyst (DOC). Without this minimum temperature, filter regeneration cannot be
activated through post-injected fuel and systems face risk of becoming overloaded
with soot and eventually plugged.
An active PM filter regeneration technology has been developed in which diesel
fuel is oxidized in the presence of a proprietary catalyst system, regenerating the
PM filter in an efficient and controlled manner.
CLEAN AIR STARTS HERE™3
Abstract
Several important benefits for such a system include light off at low exhaust
temperatures, which allows active regeneration over a wide range of vehicle uses,
the ability to heat the PM filter uniformly without hot spots or uncontrolled
temperature extremes, lower backpressures and fuel penalty costs and a control
strategy disconnected from the engine management system.
The Xonon Fuel Combustor (XFC™) provides for active regeneration of the PM
filter at various vehicle loads and speeds. System attributes include operation at
engine exhaust temperatures as low as 220°C and an outlet temperature that can
be efficiently controlled over a wide range, as high as 700°C.
CLEAN AIR STARTS HERE™4
Abstract
The system is designed to produce a highly uniform outlet gas stream for
controlled regeneration of the PM filter. The integration of the XFC with a PM filter
potentially allows for use of uncatalyzed filter substrates and lower cost substrate
materials since the filter unit regeneration cycle can be carefully controlled and
managed. Engine tests over a wide exhaust flow rate range showing system
thermal response, PM filter regeneration and low temperature operation data is
presented.
CLEAN AIR STARTS HERE™5
OutlineThe Problem…Particulate Matter (PM) Emissions
Product Concept
Demonstration Program Objectives
System Features
Diesel GENSET Test Stand
Test Hardware
DPF Loading
Engine Test DataXFC™ Thermal Only (no DPF Installed)DPF Regeneration
Summary
CLEAN AIR STARTS HERE™6
PM Emissions Reduction
36281
36358
36435
36511
36588
36665
36742
36818
36895
36972
10.00
0.10
0.20
0.30
USJapan
0.00
0.05
0.10
0.15
0.20
0.25
0.30
1999
2001
2003
2005
2007
2009
2011
2013
PM
Em
issi
ons
(g/b
hp-h
r)
US EU Japan
In US, PM emission limits reduced by a factor of 10
from 2000 to 2010. 2007 and
beyond PM emission
limit=0.013 g/bHP-hr
(similarly for EU and Japan)
CLEAN AIR STARTS HERE™7
XFC™ Product Concept
Mixing Section
DPF FilterXFC
What does XFC bring to the party?PM filter regeneration through efficient and uniform thermal managementExtend PM filter lifeAbility to use Cordierite filters will result in cost benefitsActive at all engine loads
FuelInjector
DPF Filter
DemonstrationPrototype
CompactDesign
Exhaust
Exhaust
FuelInjector
XFC
CLEAN AIR STARTS HERE™8
Demonstration Program Objective
Demonstrate active regeneration of catalyzed or non-catalyzed OEM Diesel Particulate Filters (DPF) based on diesel fuel combustiontechnology in hand.
System FeaturesInjection and mixing system that provides uniform fuel air mixture to combustion catalyst.Catalytic combustion catalyst providing very uniform heated exhaust gas stream to the PM filter.Xonon Fuel Combustor (XFC) to provide the temperature required to initiate complete regeneration of the DPF. Prototype system based on developmental hardware scaled to 5.9 liter Cummins engine.
CLEAN AIR STARTS HERE™9
GENSET Test Stand
DPF
XFC™
MixingSection
Engine
8.3Liter Cummins Genset
M/N: 6CTA8.3-G2
Output=160kw
RPM=1800 rpm
CLEAN AIR STARTS HERE™10
Diesel Particulate Filter
Flow Direction
10 Liter, Non-catalyzed, Silicon Carbide
CLEAN AIR STARTS HERE™11
XFC™ Engine Testing: No DPF installed
Device out
EGT-4"
Device In
Fuel Flow (g/m)
260
300
340
380
420
460
500
540
580
620
660
14:24 14:26 14:28 14:30 14:32 14:34 14:36 14:38 14:40 14:42 14:44 14:46Time
XFC
Dev
ice
Gas
Tem
pera
ture
(°C
)
0
12
24
36
48
60
72
84
96
108
120
XFC
Fue
l Flo
w (g
/min
)
Dodge Ram 70mph: Controlled temperature rise to 650°C inlet to DPF at 270°C inlet to XFC.
CLEAN AIR STARTS HERE™12
XFC Engine Testing: No DPF installed
Dodge Ram 55mph: Controlled temperature rise to 650°C inlet to DPF at 255°C inlet to XFC.
250
290
330
370
410
450
490
530
570
610
650
15:24 15:28 15:32 15:36 15:40 15:44 15:48Time
XFC
Dev
ice
Gas
Tem
pera
ture
(°C
)
0
8
16
24
32
40
48
56
64
72
80
XFC
Fue
l Flo
w (g
/min
)Fuel Flow
Device Out
EGT-4"
Device In
CLEAN AIR STARTS HERE™13
XFC Engine Testing: No DPF installed
Dodge Ram 40mph: Controlled temperature rise to 610°C inlet to DPF at 236°C inlet to XFC.
200
240
280
320
360
400
440
480
520
560
600
640
9:41 9:43 9:45 9:47 9:49 9:51 9:53 9:55 9:57 9:59 10:01Time
XFC
Dev
ice
Gas
Tem
pera
ture
(°C
)
0
8
16
24
32
40
48
56
64
72
80
88
XFC
Fue
l Flo
w (g
/min
)
Device Out
Fuel Flow (g/min)
EGT-4"
Device In
CLEAN AIR STARTS HERE™14
XFC Engine Testing: No DPF installed
Load
160
200
240
280
320
360
400
440
480
520
560
600
640
10:38 10:42 10:46 10:50 10:54 10:58 11:02 11:06 11:10Time
XFC
Dev
ice
Gas
Tem
pera
ture
(°C
)
0
8
16
24
32
40
48
56
64
72
80
88
96
XFC
Fue
l Flo
w (g
/min
) or L
oad
(kw
)Device Out
Fuel Flow (g/min)
EGT-4"
Device In
XFC startup at engine exhaust temperatures above 220°C. Once started, ability to operate at exhaust temperatures as low as 180°C
CLEAN AIR STARTS HERE™15
XFC Engine Testing: DPF Loading
Loaded DPF with ~75 grams of soot
0
5
10
15
20
25
30
35
40
45
0 10 20 30 40 50 60 70 80 90 100DPF Loading (grams)
DPF
Pre
ssur
e D
rop
(in H
2O)
Removed DPF and weighedseveral times to determine
the mass of the accumulatedsoot vs. the target of 80grams.
CLEAN AIR STARTS HERE™16
050
100150200250300350400450500550600650700750
10:50 10:58 11:06 11:14 11:22 11:30 11:38 11:46 11:54 12:02 12:10Clock Time
Tem
pera
ture
(°C
)
051015202530354045505560657075
DPF
Inle
t Pre
ssur
e (in
H2O
) or C
O2
(%)
Rig In
DPF Inlet Pressure
XFC Out
DPF Out
XFC Engine Testing: DPF Regeneration
DPF regeneration initiated at 550°C and was complete at 600°C
Lower pressure drop after regeneration consistent with complete soot removal
CLEAN AIR STARTS HERE™17
250
300
350
400
450
500
550
600
650
700
750
11:22 11:26 11:30 11:34 11:38 11:42 11:46 11:50Clock Time
Tem
pera
ture
(°C
)
0
8
16
24
32
40
48
56
64
72
80
DPF
Inle
t Pre
ssur
e (in
H2O
)
Rig In
DPF Inlet Pressure
DPF InXFC Out
DPF Out
XFC Engine Testing: DPF Regeneration
Temperature rise across DPF: 100°C at 550°C and 50-60°C at 600°C
Controlled regeneration of DPF as illustrated by smooth exotherm
CLEAN AIR STARTS HERE™18
Summary
Successful demonstration of XFC™ technologyAbility to controllably produce the required temperature to regenerate a Diesel Particulate FilterBased on Gas Turbine catalyst development and design experience as applied to CESI’s Xonon Fuel Processor (XFP™) for Diesel NOx Emissions Reduction
Successful demonstration of DPF regenerationHighly controllable processUniform temperature field exiting XFC™ (+/-25°C) with lower variations entering DPFComplete removal of accumulated soot at average temperatures lower than typical with a non-catalyzed DPF – weight after regeneration equal to weight prior to
Identification of several value added system featuresAbility to use non-catalyzed or partially catalyzed DPFUse of lower cost substrates given the controlled and uniform exotherm in DPFActive regeneration (“on-demand”) within a large portion of the engine operating duty (at device inlet temperatures as low as 200-220°C)Minimal fuel penalty and hydrocarbon breakthrough
CLEAN AIR STARTS HERE™19
What’s Next?
System design for DPF regenerationFits into undercarriage spaceLow cost systemLow pressure drop
Transient operation
Control strategy
Vehicle demonstration/evaluation
CLEAN AIR STARTS HERE™20
Acknowledgments
David Ausley
Brian Berry
Ralph Dalla Betta
Sasha Guliaeff
William Holland
Ryan Kocher
Steve Lemons
Scott Magno
Jonathan Roberts
Arne Solberg
CLEAN AIR STARTS HERE™21
Thank YouContacts
Business: Jonathan Roberts
(630) 762-0902
Technical: Sarento Nickolas
(650) 940-6346