Integrated Diesel Integrated Diesel Particulate SolutionParticulate Solution

ConsultantsConsultantsAndrew AlixAndrew Alix

Rob BallerstedtRob BallerstedtNick ChinNick ChinJohn RiceJohn Rice

Kevin WilcoxKevin Wilcox

ClientProfessor

Yiannis Levendis

IntroductionIntroduction

Typical emissions from a diesel powered truck in Boston (circa late 1990’s)Typical emissions from a diesel powered truck in Boston (circa late 1990’s)Black Soot in picture is made up of particulate matterBlack Soot in picture is made up of particulate matterParticulate matter posses major health risks if inhaledParticulate matter posses major health risks if inhaled

Particulate Matter

EPA RegulationsEPA RegulationsThe government is enforcing more The government is enforcing more stringent emissions regulations on diesel stringent emissions regulations on diesel exhaust (effective for 2007 highway exhaust (effective for 2007 highway vehicle models)vehicle models)

- Particulate Matter (PM) - 0.01 [g/bhp – hr]- Particulate Matter (PM) - 0.01 [g/bhp – hr]

- Nitrous Oxide (NO- Nitrous Oxide (NO22) - 0.20 [g/bph – hr]) - 0.20 [g/bph – hr]

- Non-Methane Hydrocarbons – 0.14 [g/bph – hr]- Non-Methane Hydrocarbons – 0.14 [g/bph – hr]

U.S. on-highway diesel engine particle emission regulations since 1988. Amounts are expressed as grams of particulate matter per

horsepower-hour.

Problem StatementProblem Statement

The primary objective of this project was to construct a The primary objective of this project was to construct a fully operational diesel particulate filtration system in the fully operational diesel particulate filtration system in the Northeastern capstone laboratory Northeastern capstone laboratory

Incorporate and optimize the previously developed direct burner Incorporate and optimize the previously developed direct burner method for particulate matter oxidation with aerodynamically method for particulate matter oxidation with aerodynamically regenerated trapsregenerated trapsSustain, if not improve, the fuel efficiency of the system initiated by Sustain, if not improve, the fuel efficiency of the system initiated by the 2005 capstone groupthe 2005 capstone group

The secondary objective was to determine system The secondary objective was to determine system requirements for integration into Northeastern’s requirements for integration into Northeastern’s previously owned 1.6 [L] VW Rabbitpreviously owned 1.6 [L] VW Rabbit

Identify constraints of the current laboratory test setup and the Identify constraints of the current laboratory test setup and the system requirements to increase project scale (i.e.- air and fuel flow, system requirements to increase project scale (i.e.- air and fuel flow, temp, pressure, etc)temp, pressure, etc)Outline necessary steps for scaled system implementationOutline necessary steps for scaled system implementation

Project History at NortheasternProject History at NortheasternLate 1990’s

Capstone- 2005

Laboratory Design

Less thermal energy required to Less thermal energy required to regenerate smaller filterregenerate smaller filterUniform heat distributionUniform heat distributionReliable soot combustionReliable soot combustion

Thermal regeneration solutions of large filters require significant energy Thermal regeneration solutions of large filters require significant energy Difficult to heat universally (thermal stress and incomplete incineration)Difficult to heat universally (thermal stress and incomplete incineration)Minimal energy consumption for aerodynamic regenerationMinimal energy consumption for aerodynamic regeneration

Regeneration Regeneration Aerodynamically RegeneratedAerodynamically Regenerated

Thermally RegeneratedThermally Regenerated

AIRAIR

Design ScopeDesign Scope

(1)(1) Integrate larger Aerodynamically Regenerated Integrate larger Aerodynamically Regenerated Filter with the Thermally Regenerated FilterFilter with the Thermally Regenerated Filter

(2)(2) Incorporate the 0.3 [L] diesel engine with the Incorporate the 0.3 [L] diesel engine with the above mentioned integrated systemabove mentioned integrated system

(3)(3) Outline necessary steps for scaled system Outline necessary steps for scaled system implementation into a 1.6 [L] VW implementation into a 1.6 [L] VW RabbitRabbit

(1)(1) (2)(2) (3)(3)

Particulate Matter FiltersParticulate Matter FiltersSilicon Carbine Ceramic Particulate FiltersSilicon Carbine Ceramic Particulate Filters

Secondary FilterSecondary FilterPrimary FilterPrimary Filter

Aerodynamically Aerodynamically RegeneratedRegenerated

ThermallyThermally RegeneratedRegenerated

Thermal Regeneration SolutionThermal Regeneration Solution

Active RegenerationActive Regeneration– Direct Burner Direct Burner

Direct Burner IntegrationDirect Burner Integration

Design ConstraintsDesign Constraints-- Diesel vaporization Diesel vaporization

-- Flame quality Flame quality

- - Flame sustainabilityFlame sustainability

Diesel flow rate = 2.5 [mL/min] Diesel flow rate = 2.5 [mL/min]

Air flow rate = 7.72 [L/min]Air flow rate = 7.72 [L/min]

Flame ConditionsFlame Conditions

s

g

s

J

sJ

0354.000,43/)90.1370(

min50.2

min6010)10(166.4

850

0354.035 mLs

L

mL

s

L

Lgsg

Calculated fuel flow rate using the power required to oxidize 1 Calculated fuel flow rate using the power required to oxidize 1 gram of soot (1.3 kW), and the lower heating value of diesel fuel gram of soot (1.3 kW), and the lower heating value of diesel fuel (43,000 Joules per gram)(43,000 Joules per gram)

Assembly SchematicAssembly Schematic

Operating ConditionsOperating Conditions

Engine ConditionsEngine Conditions

– 2000 – 2500 [rpm] 2000 – 2500 [rpm] running speedrunning speed

– 2.3 [Nm] Load2.3 [Nm] Load– Produces 0.8 [gm] of Produces 0.8 [gm] of

soot every hoursoot every hour

Exhaust Flow ConditionsExhaust Flow Conditions

– Maximum exhaust Maximum exhaust temperature of 70 temperature of 70 oo C C

– System pressure < 6 System pressure < 6 [in. H2O][in. H2O]

Main Filter Temperature and Pressure before and after Regeneration

0

10

20

30

40

50

60

70

80

0 50 100 150 200 250

Time (min)

Tem

per

atu

re (

C)

4.8

4.9

5

5.1

5.2

5.3

5.4

5.5

5.6

5.7

5.8

Pre

ssu

re (

in.

H2O

)

Temperature before Filter Pressure before Filter

Thermocouple

Pressure Gauges

DAQCarrier Air

Air Compressor

Test SetupTest Setup

Design TestingDesign Testing(1)(1) Pressure was recorded at the Pressure was recorded at the

primary filter over time to determine primary filter over time to determine effect of soot productioneffect of soot production

(2)(2) Test done to determine the Test done to determine the effectiveness of heat tape effectiveness of heat tape

(3)(3) Complete system regeneration Complete system regeneration repeatability testingrepeatability testing

(1)(1)

(2)(2) (3)(3)

Final Design AssemblyFinal Design Assembly

Regenerative Air

Primary Filter

Secondary Filter

Fuel Supply Air

Carrier Air Supply

Combustion Analyzer

Engine

Glass Syringe Fuel Pump

ResultsResultsDesign requires 12.75 grams of Design requires 12.75 grams of fuel to combust 6.4 grams of sootfuel to combust 6.4 grams of soot

A lower fuel flow rate and a hotter A lower fuel flow rate and a hotter flame improved fuel efficiencyflame improved fuel efficiency

Improved fuel efficiency of 15 % Improved fuel efficiency of 15 % over previous burner designover previous burner design

Improved fuel efficiency of 94 % Improved fuel efficiency of 94 % over electric thermal regeneration over electric thermal regeneration methodmethod

A single regeneration pulse every 13.5 A single regeneration pulse every 13.5 minutesminutes

200+ 200+ oo C within the exhaust flow C within the exhaust flow

Flow is regulated by a solenoid valve Flow is regulated by a solenoid valve (precise timing)(precise timing)

Electrically heated secondary burnerElectrically heated secondary burner

Longer period between regeneration Longer period between regeneration

Use of heat tape to increase fuel line Use of heat tape to increase fuel line temperaturetemperature

Flow is regulated by hand operated ball Flow is regulated by hand operated ball valves (not capable of exact timing)valves (not capable of exact timing)

Direct diesel burner used for particulate Direct diesel burner used for particulate combustioncombustion

Scale ComparisonScale Comparison

Commercial OptimizationCommercial Optimization

150 [mbar] pressure 150 [mbar] pressure differential is the max differential is the max allowable across primary filterallowable across primary filter

Engine Manifold: 400 – 600Engine Manifold: 400 – 600ooCC– Allows for the vaporization of Allows for the vaporization of

burner fuel through the use of a burner fuel through the use of a 11.25 inch evaporator tube11.25 inch evaporator tube

94% improvement in fuel 94% improvement in fuel economy over previous electric economy over previous electric burnerburner

Fuel flow rate of 2.5 [mL/min] Fuel flow rate of 2.5 [mL/min] and air flow rate of 7.72 [L/min]and air flow rate of 7.72 [L/min]

Questions ?Questions ?

Alternative SolutionsAlternative Solutions

Mercedes BLUETEC® w/ AdBlue injection Mercedes BLUETEC® w/ AdBlue injection (all current diesels, 2007+)(all current diesels, 2007+)

Honda uses SRC (selective catalytic Honda uses SRC (selective catalytic reduction) Nox converts Ammonia into reduction) Nox converts Ammonia into Nitrogen & Water (2009 2.2L Accord)Nitrogen & Water (2009 2.2L Accord)

Advantages of ARTAdvantages of ART

No additional chemicalsNo additional chemicals

No prescheduled maintenance No prescheduled maintenance

Urea

Impact of Integrated SystemImpact of Integrated System

Reduction of 110,000 tons of PM annuallyReduction of 110,000 tons of PM annually

2.6 million fewer tons of NO2.6 million fewer tons of NOX X EmissionsEmissions

95 % reduction of SO95 % reduction of SO2 2 EmissionsEmissions

Reduced risk of premature deaths Reduced risk of premature deaths

Fewer cases of respiratory related illnessFewer cases of respiratory related illness

Future economic cost savings Future economic cost savings (Healthcare, Fuel, etc.)(Healthcare, Fuel, etc.)

1.6 [L] VW Rabbit Experiment- Phase 11. Large primary filter collects particulates.2. Filter contents blown into Nylon Bag.3. Nylon bag removed when full.

1.6 [L] VW Rabbit Experiment- Phase 2 1. Large primary filter collects particulates.2. Filter contents blown into a smaller, secondary filter.3. Secondary filter thermally regenerated using electric burner

Laboratory Experiments1. Isolated secondary filter2. Direct Diesel Burner3. Diesel Oxidation Catylst

Diesel BurnerVs.

DOC

Diesel Oxidation Catalyst

Diesel Burner

Fully Integrated Diesel Exhaust System1. Large primary filter collects particulates.2. Filter contents blown into a smaller, secondary filter.3. Secondary filter thermally regenerated using electric burner

Process Timeline Process Timeline

Particulate MatterParticulate Matter

Most solutions involve the collection and Most solutions involve the collection and incineration of particulate matterincineration of particulate matter

- Solid Carbon with Condensed H-C- Solid Carbon with Condensed H-C

- PM- PM – particulate matter– particulate matter

SAE Papers and PatentsSAE Papers and Patents

SAE PapersSAE Papers– On the effectiveness and economy of operation of ART-EGR Systems that reduce Diesel On the effectiveness and economy of operation of ART-EGR Systems that reduce Diesel

Emissions – Emissions – Northeastern UniversityNortheastern University

– Filtration Assessment and Thermal Effects on Aerodynamic Regeneration in Silicon Carbide Filtration Assessment and Thermal Effects on Aerodynamic Regeneration in Silicon Carbide and Cordierite Particulate Filters – and Cordierite Particulate Filters – Northeastern UniversityNortheastern University

– Diesel Emission Control in Review – Diesel Emission Control in Review – Corning IncorporatedCorning Incorporated

– Effect of Biodiesel Blends on Diesel Particulate Filter Performance – Effect of Biodiesel Blends on Diesel Particulate Filter Performance – National Renewable National Renewable Energy LaboratoryEnergy Laboratory

– Reducing Diesel Particulate and NOx Emissions via Filtration and Particulate-Free Exhaust Reducing Diesel Particulate and NOx Emissions via Filtration and Particulate-Free Exhaust Gas recirculation – Gas recirculation – Northeastern University & CeraMem Corp.Northeastern University & CeraMem Corp.

PatentsPatents– Filter system for the removal of engine emission particulates - Filter system for the removal of engine emission particulates - LepperhoffLepperhoff

– Regeneration of diesel engine particulate filter only above low fuels - Regeneration of diesel engine particulate filter only above low fuels - LepperhoffLepperhoff

– Pulsed, reverse flow, regenerated diesel trap capturing soot, ash, and PAH’s - Pulsed, reverse flow, regenerated diesel trap capturing soot, ash, and PAH’s - LevendisLevendis

– Flow-through particulate incineration system coupled to an aerodynamically regenerated Flow-through particulate incineration system coupled to an aerodynamically regenerated particulate trap for diesel engine exhaust gas - particulate trap for diesel engine exhaust gas - LevendisLevendis

– Diesel engine exhaust gas recirculation system for NOx control incorporating a compressed Diesel engine exhaust gas recirculation system for NOx control incorporating a compressed air regenerative particulate control system – air regenerative particulate control system – LevendisLevendis