Ronny Allansson

Optimising the Low Temperature Performance and Regeneration Efficiency of the Continuously Regenerating Diesel Particulate Filter (CR-DPF) System

An electrooptical scanning device which can detect the relative position of register mark applied to a moving web, either serially on a single track or in two parallel, side-by-side tracks which extend in the direction of movement of the web. Light from a light source positioned some distance above the web is split into three light beams and the light beams are reflected downwardly towards the web. Lenses are positioned to receive and direct the light beam at an oblique angle onto the marks on the track or tracks. The lenses are aligned with the tracks and the light beam passing through a given lens is directed to the opposite track to illuminate three positions, two on the first track and one position on the second track. Light impinging on the web at these positions is scattered. Vertically upwardly scattered light is captured by the lens overlying the particular illuminated position and hence directed via suitable optics to photo-detectors which generate output signals that can be used to determine the relative locations of the marks to thereby detect any misalignments of the web.

The Development and Performance of the Compact SCR-Trap System: A 4-Way Diesel Emission Control System

The tightening of Heavy Duty Diesel (HDD) emissions legislation throughout the world is leading to the development of emission control devices to enable HDD engines to meet the new standards. NOx and Particulate Matter (PM) are the key pollutants which these emission control systems need to address. Diesel Particulate Filters (DPFs) are already in use in significant numbers to control PM emissions from HDD vehicles, and Selective Catalytic Reduction (SCR) is a very promising technology to control NOx emissions. This paper describes the development and performance of the Compact SCR-Trap system - a pollution control device comprising a DPF-based system (the Continuously Regenerating Trap system) upstream of an SCR system. The system has been designed to be as easy to package as possible, by minimising the total volume of the system and by incorporating the SCR catalysts on annular substrates placed around the outside of the DPF-based system. This novel design gives rise to an easy-to-package emission control device capable of providing very high conversions of all four major pollutants, NOx, PM, CO and HC. The design details are discussed, and the performance of the system over both steady state and transient cycles is presented. NOx conversions of up to 92% have been demonstrated, and the systems emissions of all four pollutants are well inside the Euro V, and probably also the US 2007 limits (subject to verification of PM).

Development and validation of a one-dimensional computational model of the continuously regenerating diesel particulate filter (CR-DPF) system

Diesel emissions legislation continues to tighten around the world, and Particulate Matter (PM) emissions are currently the focus of much attention. Diesel PM can be controlled using Diesel Particulate Filters (DPFs), which can effectively reduce the level of carbon (soot) emissions to ambient background levels. In the Heavy Duty Diesel (HDD) area, the Continuously Regenerating Trap (CRT®) [1] has been widely applied in the retrofit market. This system will henceforth be referred to as the Continuously Regenerating DPF (CR-DPF). There are currently over 100,000 of these systems in use in retrofit applications worldwide. This system comprises a specially formulated Diesel Oxidation Catalyst (DOC) upstream of a DPF; the NO 2 generated by the DOC is used to combust the carbon collected in the DPF at low temperatures. A model describing the performance of the CR-DPF has been developed. This model comprises two basic components: i) a 1-D DOC model based on laboratory microreactor data, and ii) a 1-D DPF model. The DOC model includes Langmuir-Hinshelwood expressions to describe the kinetics of the NO, CO and HC oxidation reactions. This model has been validated using engine data measured over both low and high temperature driving cycles. The DPF model has been validated using engine bench pressure drop data measured over the ESC (European Stationary Cycle). These 2 models have been combined to create a full model of the CR-DPF system, which has been validated over a wide range of conditions. Very good agreement between the experimental data and the model has been achieved.