Sougato Chatterjee
Johnson Matthey
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SAE 2002 World Congress & Exhibition | 2001
Sougato Chatterjee; Ray Conway; Thomas Lanni; Brian P. Frank; Shida Tang; Deborah Rosenblatt; Christopher Bush; Dana Lowell; James Evans; Robert McLean; Steven J. Levy
Particulate emission from diesel engines is one of the most important pollutants in urban areas. As a result, particulate emission control from urban bus diesel engines using particle filter technology is being evaluated at several locations in the US. A project entitled “Clean Diesel Demonstration Program” has been initiated by NY City Transit under the supervision of NY State DEC and with active participation from several industrial partners. Under this program, several NY City transit buses with DDC Series 50 engines have been equipped with continuously regenerating diesel particulate filter system and are operating with ultra low sulfur diesel ( 90% reductions in CO, HC and PM with the particulate filter. In addition, >99% reductions in Carbonyls and up to 80% PAH and 94% NO2-PAH destructions were also achieved.
Related Information: SAE Paper No. 2004-01-2959; Posted w/permission. Presented at the 2004 SAE Powertrain & Fluid Systems Conference & Exhibition; October 2004; Tampa, Florida | 2004
Teresa L. Alleman; Leslie Eudy; Matt Miyasato; Adewale Oshinuga; Scott Allison; Tom Corcoran; Sougato Chatterjee; Todd Jacobs; Ralph A. Cherrillo; Richard Hugh Clark; Ian Geoffrey Virrels; Ralph D. Nine; Scott Wayne; Ron Lansing
A fleet of six 2001 International Class 6 trucks operating in southern California was selected for an operability and emissions study using gas-to-liquid (GTL) fuel and catalyzed diesel particle filters (CDPF). Three vehicles were fueled with CARB specification diesel fuel and no emission control devices (current technology), and three vehicles were fueled with GTL fuel and retrofit with Johnson Mattheys CCRT diesel particulate filter. No engine modifications were made.
SAE transactions | 2003
Sougato Chatterjee; Ray Conway; Satish Viswanathan; Micael Blomquist; Bernd Klüsener; Sören Andersson
With growing concerns about NOx and particulate matter (PM) emissions from diesel engines, stricter regulations are being implemented which require advanced emission control technology. This paper discusses the combination of a diesel particle filter system (DPF) with a low pressure exhaust gas re-circulation (EGR) system to provide four way emission control of NOx, PM, CO and HC from existing heavy duty diesel engines. The combined EGR-DPF system has been used in Europe over the past 4 years, with over 1200 systems installed on urban buses and other on-road applications. This system has shown 40-60% NOx reduction in addition to >90% CO, HC and PM reductions. Recently, several field trial programs have been initiated to evaluate the performance and durability of this EGR-DPF system under US operational conditions. These include retrofit applications on urban buses and on construction trucks. FTP tests on engine dynamometer have demonstrated 48 - 58% NOx reductions with these systems while chassis dynamometer tests have shown 50-60% NOx reductions. Simultaneously, >90% CO, HC and PM reductions were also observed in these tests. In this paper, this combined EGR-DPF system is discussed in detail. In addition, the operational and the emissions testing data from the combined EGR-DPF equipped vehicles are also presented.
SAE 2006 World Congress & Exhibition | 2006
Todd Jacobs; Sougato Chatterjee; Ray Conway; Andrew Peter Walker; Jan Kramer; Klaus Mueller-Haas
Diesel oxidation catalyst and particulate filter technologies are well established and their applications are well known. However, there are certain limitations with both technologies due to their inherent technical characteristics. Both technologies get 75-90% reduction of HC and CO. A typical oxidation catalyst can be applied to almost any heavy duty diesel application and achieve 20 to 30% reduction in PM mass but no significant reduction in the number of PM particles. On the other hand, diesel particulate filters are very effective at removing >90% of the particles by mass and >99% by number. Unfortunately, passive DPF technology cannot be applied to all applications since the filter regeneration is limited by engine out NOx to PM ratio as well as exhaust temperature. For this reason, particulate filters can not universally be applied to older “dirtier” engines with high PM emissions. This creates a technology gap for a passive device that can be successfully applied to old, high PM emission engines to achieve significant reduction in both PM mass and PM number. This paper will discuss the development of a passive PM control device referred to as a partial filter technology or PFT. This device combines an oxidation catalyst with a unique filter technology that can reduce PM by up to 77%. The new filter material combines the attributes of a flow through substrate with those of a wall flow filter to collect some but not necessarily all the engine out soot and thus provide PM reduction without leading to filter plugging. Due to the flow through characteristics, excess soot beyond filter capacity is not collected in the PFT and thus the exhaust is able to continue to flow without a significant increase in back pressure. The PFT system also utilizes the NO2:C reaction used by passive diesel particulate filter systems to oxidize a portion of the soot and passively regenerate the filter. In addition, the filter does not accumulate significant amounts of lube oil ash and this may minimize the need for a periodic ash cleaning maintenance. Engine bench emission testing with this system has shown PM reductions ranging from 77% for fresh (degreened) system to 63% for an aged system along with >90% HC and CO reductions. On-road operational data collected on various model year applications over a two year period has shown stable back pressure since installation. In addition, no adverse operational or maintenance issues were noted which can be attributed to the installation of the PFT system. This paper describes the development and testing of this passively regenerating partial filter technology.
SAE transactions | 2005
Ray Conway; Sougato Chatterjee; Alex Beavan; Mats Lavenius; Satish Viswanathan; Andrew Peter Walker; Steve Rawson
The retrofitting of diesel engines with oxidation catalyst and particulate filter technology for the reduction of particulate matter (PM), hydrocarbons (HC) and carbon monoxide (CO) emissions has become an established practice. The design and performance of such systems have been commercially proven to the point that the application of these technologies is a cost effective means for states to effectively meet pollution reduction goals. One of the reasons that these technologies are so widely applied is because they can be sized and fitted based on easily measurable vehicle parameters and published engine emission information. These devices generally work passively with basic temperature and back pressure monitoring devices being used to alert the operator to upset conditions. The application of an effective NOx reduction technology in similar retrofit installation, is more complicated. There are no passive NOx reduction technologies that can be retrofit onto HDD vehicles. Because of the long useful life of existing HDD vehicles, a retrofit SCR technology that could provide 80% NOx reduction will be very beneficial. Previously, a retrofit CRDPF plus SCR technology was demonstrated for NOx reductions of 80% [1]. However, this system was primarily designed for development and demonstration purposes and there is a need for a truly commercialized retrofit product. In order to be widely acceptable, a retrofit SCR technology needs to be flexible in its control and installation, allowing it to fit on to a large cross section of vehicles. It must also be durable and cost effective. This paper will discuss the development of a commercially available four-way (NOx, PM, CO and HC) emission reduction product for retrofit on HDD vehicles. The system combines the Johnson Matthey CRT ® filter with a urea SCR system and is known commercially as SCRT® system. This paper will discuss the development of such a system through integration of the injection system hardware, control algorithm and catalysts. The SCRT® system utilizes a urea injection system that is deployed on the vehicle as components giving the product more flexibility and lower cost. The urea injection components are: urea pump, air regulator, dosing unit and nozzle. The system utilizes a control system that allows the application engineer to customize it to the engine and catalyst size. It can also use either an engine map or NOx sensor for urea injection control. Transient and steady state test cell data demonstrating > 80% NOx reduction with this system are presented. In addition, chassis dyno emissions results and field data from Europe are reported, demonstrating successful on-road performance of the system.
SAE transactions | 2005
Ray Conway; Sougato Chatterjee; Alex Beavan; Claus Friedrich Goersmann; Andrew Peter Walker
The application of oxidation catalyst and particulate filter technology for the reduction of particulate matter (PM), hydrocarbons (HC) and carbon monoxide (CO) emissions from heavy duty diesel engines has become an established practice. The design and performance of such systems have been commercially proven to the point that the application of these technologies is cost effective and durable. The application of an effective NOx reduction technology in heavy duty diesel applications is more complicated since there are no passive NOx reduction technologies that can be fit onto HDD vehicles. However, Selective Catalytic Reduction (SCR) systems using Urea injection to achieve NOx reduction have become the technology of choice in Europe and have been applied to achieve Euro IV emissions levels on new HDD vehicles. In addition, retrofit SCR emission control systems have also been developed that can provide high NOx reduction when applied on existing HDD vehicles. This paper will discuss the development of a commercially available four-way (NOx, PM, CO and HC) emission reduction product for HDD vehicles. The system combines the Johnson Matthey CRT® diesel particulate filter system with a urea SCR system and is known commercially as SCRT® system. This paper will discuss the development and application of such a system for OE and retrofit applications. SCRT product development included optimization of the SCR catalyst performance, integration of the urea injection system hardware, development of a control algorithm and detailed alarm systems. Transient and steady state test cell data demonstrating 70 - 90% NOx reduction with this system are presented. In addition, chassis dyno emissions results and field operational data on SCRT equipped vehicles is also reported.
SAE International journal of engines | 2011
Ajay Joshi; Sougato Chatterjee; Andrew Peter Walker
For diesel emission control technologies, reduction efficiencies of Particulate Matter (PM) control systems have been traditionally reported based on mass-based criteria. However, particle number-based criteria are now receiving increased attention. In this paper, results of real-time particle size distribution and number based evaluation of the effectiveness of multiple PM control technologies are reported on an HDD engine. An Engine Exhaust Particle Sizer (EEPS) was used for comparative analysis. The technologies that were evaluated included diesel oxidation catalysts (DOC), a DOC with an uncatalyzed wall-flow filter as a continuously regenerating diesel particulate filter (CRDPF) system, a DOC with a catalytically coated wall-flow filter as a catalyzed CR-DPF (CCR-DPF), and a DOC with a partial filter as a continuously regenerating partial filter (CR-PF). Engine testing was performed using transient Federal Test Protocol (FTP) cycles using both ultra low sulfur diesel (ULSD) and low sulfur diesel (LSD) on a MY2000 Cummins ISM 350ESP test engine. Particle number-based reduction efficiencies were compared with mass-based efficiencies. With ULSD fuel, the CR-DPF and CCR-DPF demonstrated high reduction efficiencies using both mass-based and number-based methods, while the DOC and CR-PF showed higher mass-based reduction efficiencies when compared to number-based efficiencies. With LSD fuel, the DOC and CR-PF showed higher number-based reduction efficiencies when compared to mass-based efficiencies. The CR-DPF and CCR-DPF were highly effective at reducing both nuclei mode particles and accumulation mode particles. The higher number based reductions for DOC and CR-PF with LSD fuel are likely due to the suppression of sulfuric acid nuclei mode particles, which are present in higher quantities with the engine operating with LSD compared to ULSD. INTRODUCTION There have been strong global efforts to reduce emissions of Particulate Matter (PM) from diesel engines, as they are known to be associated with both environmental damage as well as chronic and acute health effects. Of specific concern are diesel nanoparticles (particles less than 50 nm in diameter), which can become entrained in the alveolar regions of the lung, where they may become difficult to remove and can enter the bloodstream [1]. In the United States, emissions regulations are solely based on mass measurements of PM, and not on particle number. While nanoparticles are a major part of the PM emissions based on particle number, they do not significantly contribute to the PM mass. Hence there is increased attention on expanding the scope of regulations to include particle number emissions as well. Upcoming Euro VI regulations for heavy duty diesel engines to be introduced in 2013/2014 will include a particle number limit in addition to a mass limit. Diesel particles can be characterized as nuclei-mode particles, typically with diameters from 3 to 30 nm, accumulation mode particles, with diameters between 30 to 500 nm and coarse mode particles with diameters greater than 500 nm. On a mass basis, most of the particles present in diesel exhaust are in the accumulation mode, which are formed during the combustion process in the engine. As exhaust gases exit the tailpipe and contact ambient air, sulfuric acid and hydrocarbons become supersaturated and convert from gas to particle to form potentially harmful nuclei-mode nanoparticles. Emission controls devices range in their effectiveness to control PM emissions from diesel engines. The California Air Resources Board (CARB) verifies retrofit technologies under three distinct classifications based on their ability to control PM emissions. Level I devices which include Diesel Oxidation Catalysts (DOCs) are defined as those that reduce PM by greater than 25%. Level II devices which include partial filters (PFs) reduce PM by greater than 50%. Level III devices include Diesel Particulate Filters (DPFs) which reduce PM by greater than 85% [2]. It should be noted that these regulatory classifications are based only on PM mass based measurement techniques, pointing to the need to characterize the impact of these devices on particle number and size distributions. Several commonly used emission control technologies are evaluated in this paper. Diesel Oxidation Catalysts (DOC) primarily reduces PM mass by oxidizing soluble hydrocarbons in PM. Diesel Particulate Filters (DPF) reduces both soluble hydrocarbons and soot components of PM. The Partial Filters which employ a DOC upstream of a flow through metallic substrate reduce soluble hydrocarbons and a portion of the soot. The primary objective of this study was to evaluate the effectiveness of various Level I, Level II, and Level III devices based on their ability to control PM nanoparticles, using similar test methods that were used to verify their performance based on PM mass. As these devices were verified for use used for both low sulfur diesel and ultra-low sulfur diesel fuel, the testing included both fuels. The reductions with number-based methods were compared with those using mass-based methods, and particle size characterization studies were used to explain any differences. A secondary objective of this paper is to determine the impact of system subcomponents, including a bare DPF, a catalyzed DPF and a partial filter.
SAE 2002 World Congress & Exhibition | 2002
Chuck LeTavec; Jim Uihlein; Keith Vertin; Sougato Chatterjee; Kevin Hallstrom; Scott Wayne; Nigel N. Clark; Mridul Gautam; Greg Thompson; D. W. Lyons; Kevin Chandler
Archive | 2012
Satoshi Sumiya; LiFeng Wang; Hanako Oyamada; Philip Gerald Blakeman; Michael Gavin Brown; Sougato Chatterjee; Andrew Francis Chiffey; Jane Gast; Paul Richard Phillips; Raj Rao Rajaram; Andrew Peter Walker
SAE International journal of engines | 2011
Mojghan Naseri; Sougato Chatterjee; Mario Castagnola; Hai-Ying Chen; Joseph Michael Fedeyko; Howard Hess; Jianquan Li