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� CAMBUSTION � � CAMBUSTION �
Performance Evaluation of Diesel Particulate Filters during Loading
from Clean
K. StJ Reavell & T. HandsCambustion Ltd, J6 The Paddocks, Cambridge CB1 8DH UK.
� CAMBUSTION �
Contents
� Need for rig based DPF testing � Equipment Used
– Cambustion DPG – DPF Test System
– AVL 415 Smoke meter
– VPR + CPC system
– Filter test housing
� System capability & validation data� Measurements of DPF Behaviour
– ∆p vs soot load
– Repeatability & reproducibility
– DPF Filtration efficiency measurements
– Mass based and PMP number based efficiency
– Backpressure vs flow and temperature
� Regeneration comparison with engine behaviour
� CAMBUSTION �
Motivation
Issues with engine testing� cost of engine, dynamometer + infrastructure� repeatability of engine based testing� compounding of warm up and soot load formation
� Solution : rig based testing: DPG developed from Johnson Matthey’s ISG technology.
durability fuel economy impact
backpressure based regen strategies
move to catalysed DPFs
dp vs soot mass testing
Stage 5 particle number limits
optimised substrate porosity
filtration efficiency measurement
� CAMBUSTION �
System Configuration
DPG
AVL 415Smokemeter
VPRCPC
TSI 3022
Monitoring Instruments
� CAMBUSTION �
Housing
Adaptor
Filter under test
Filter Test Housing for Uncanned Substrates
Housing
Adaptor
Filter under test
Filter
Clamping nut (4)
AdaptorClamping plate
Seal
Flow
Close up of sealing:seal is aluminiumized glass fibre fabric with stainless steel mesh or ceramic rope filling
� CAMBUSTION �
Operating Capability
DPG Operating Temperature : Flow Rate Capability
0
100
200
300
400
500
600
700
800
0 100 200 300 400 500 600 700
DPF flow kg/hr
DPF i
nle
t te
mp
era
ture
ºC
regeneration
mode
maximum system loading capability
standard loading
conditions
burner off conditions
� 2 – 20 g/h loading rate
� 150 / 300 mbar backpressure(1 / 2 blowers)
� Loading, regeneration and cold flow testing modes
� CAMBUSTION �
Transmission Electron Microscopy Images of Diesel Soot
Light Duty Diesel engine soot
Dr Peter Harris, Centre for Advanced Microscopy, University of Reading
200nm
Cambustion DPG soot
200nm
Heavy Duty Diesel engine soot
200nm
Khalid Al Qurashi, EMS Energy Inst, Penn State Uni
� Primary particle size close to 20nm for DPG and engine soot � Morphology appears similar
� CAMBUSTION �
Backpressure vs Soot Load
Except for initial transient due to warm up differences, rig backpressure is close to soot produced from transient cycle operation of engine.
Backpressure vs Soot Load : Different Engine Conditions
0
20
40
60
80
100
0 5 10 15 20 25 30 35
Total Soot (g)
No
rmal
ised
Pre
ssu
re d
rop
Transient CycleHigh Load Steady State
Backpressure vs Soot Load : Engine vs DPG
0
20
40
60
80
100
0 5 10 15 20 25 30 35
Total Soot (g)
No
rmal
ised
Pre
ssu
re d
rop
Transient CycleHigh Load Steady StateDPG
variation in soot backpressure with engine condition
� CAMBUSTION �
Empty filter, cold flow repeatability
� 3 parts, nominally identical, no soot load repeated 5/6 times� 45ºC, 400 kg/h� average standard deviation 0.14 mbar / 0.37%� production variation clearly detected
35.5
36
36.5
37
37.5
38
38.5
39
39.5
backp
ressu
re a
t 400 k
g/h
45 C
part #1
mean 37.9 σ 0.114 mbar
part #2
mean 37.0 σ 0.153 mbar
part #3
mean 39.0 σ 0.151 mbar
� CAMBUSTION �
Reproducibility of Dp vs Soot Load
� Accurate Measurement of Dp vs Soot Load Characteristic:
–‘no soot’ warm-up phase followed by soot load
–discriminates warm-up from pore filling effects in initial pressure rise
� Two nominally identical parts� Loaded to approximately 15g� Loaded on 4 DPG systems – on site and at Cambustion� Repeated loads on one instrument � Soot load established by weighing at > 200ºC� Backpressure measurements referred to common conditions: 240ºC, 250 kg/hr and corrected for differences in barometric pressure
� CAMBUSTION �
Delta P vs Soot Load Repeatability 4 Instruments, 2 parts
Instrument : instrument repeatability
0
10
20
30
40
50
60
70
80
90
0 2 4 6 8 10 12 14 16
Corrected soot mass (g)
Bac
kpre
ssur
e m
bar
part 1
part 2
2 parts, nominally identical are clearly distinguished on all instruments.Uncoated 2.8 l SiC filters
pore filling and cake formation behaviour clearly quantified
� CAMBUSTION �
Repeatability Test Results
In these tests, measurements for backpressure of a given part at given load were all within ± 2% across all systems, 95% confidence interval < ± 3%
Test Part System Number
2 g backpressurembar
deviation from mean 12 g backpressurembar
deviation from mean
1 1 38.0 +0.9% 69.4 +0.5%
1 2 38.1 +1.1% 68.2 -1.4%
1 3 37.2 -1.2% 68.7 -0.6%
1 1 37.4 -0.8% 69.3 +0.2%
1 4 37.7 0% 70.0 +1.3%
mean = 37.3 mbarσ = 0.39 mbar
mean = 69.1 mbarσ = 0.70 mbar
2 1 35.3 +0.8% 67.0 +0.4%
2 3 34.6 -1.2% 66.8 0%
2 2 35.1 +0.4% 66.5 -0.4%
mean = 35.0 mbarσ = 0.24 mbar
mean = 66.8 mbarσ = 0.24 mbar
� CAMBUSTION �
DPF Filtration Efficiency Measurement
Controlled rig conditions allows the relatively slow AVL smokemeter (paper blackening type, sample time 10 – 120s) to resolve particulate concentration downstream of DPF.Correlated with soot mass measurement.
Stage 5 like CPC + VPR system produces number based filtration efficiency.CPC does not have 23nm cut, but DPG does not produce solid particles in this size range.
� CAMBUSTION �
Mass based filter efficiency with AVL 415
65
70
75
80
85
90
95
100
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
Soot load (g)
Fil
trati
on
Eff
icie
ncy %
type 2 #1 2.5l
type 2 #2 2.5l
type 3 #1 2.5l
type 3 #2 2.5l
type 1 4l
Filtration Efficiency with AVL415
Three different filter types, all uncoated: 2 examples of 2Different filtration behaviour during pore filling phaseAll terminate at >99.8% efficiency
� CAMBUSTION �
DPF Filtration Efficiency - DPG
65
70
75
80
85
90
95
100
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
soot load g
Num
ber
based f
iltr
ati
on e
ffic
iency %
CPC+VPR filtration efficiency
� CPC+VPR system gives faster resolution of change in filtration � Penetration straight after regen provides a significant fraction of the overall cumulative vehicle emissions.
first 0.5g load gives ~43% emissions of full
32g regen interval
terminal efficiency ~99.8% for this filter – relatively low
� CAMBUSTION �
Effect of flow rate & temperature on DPF Backpressure
Compare measured dp vs flow and backpressure with Darcy and turbulent assumptions
Backpressure vs Temperature - Loaded 5 g/l
86.0
88.0
90.0
92.0
94.0
96.0
98.0
100.0
102.0
190.0 200.0 210.0 220.0 230.0 240.0 250.0
Temperature C
backp
ressu
re m
bar
loaded
Darcy
turbulent
compressible viscous
Backpressure vs Temperature - Empty
27.5
28.0
28.5
29.0
29.5
30.0
30.5
31.0
31.5
32.0
32.5
190.0 200.0 210.0 220.0 230.0 240.0 250.0
Temperature C
backp
ressu
re m
bar
empty
Darcy
turbulent
compressible viscous
Backpressure vs Flow - Loaded 5 g/l
70.0
75.0
80.0
85.0
90.0
95.0
100.0
105.0
110.0
115.0
240.0 250.0 260.0 270.0 280.0 290.0 300.0 310.0
flow rate kg/h
backp
ressu
re m
bar
loaded
Darcy
turbulent
compressible viscous
Backpressure vs Flow - Empty
20.0
22.0
24.0
26.0
28.0
30.0
32.0
34.0
36.0
38.0
240.0 250.0 260.0 270.0 280.0 290.0 300.0 310.0
flow rate kg/h
backp
ressu
re m
bar
empty
Darcy
turbulent
compressible viscous
� CAMBUSTION �
Comparison to Engine – regeneration
DPG MSL regen 330C for engine soot (thin line) and DPG soot (thick line)
250
350
450
550
650
750
1150 1200 1250 1300 1350 1400 1450 1500 1550 1600 1650
Real time (Secs)
Tem
per
atu
re (
C)
0
20
40
60
80
100
120
DP
(m
bar
)
Engine DPF in (degC)
DPG DPF in (degC)
Engine 115mm (degC)
DPG 115mm (degC)
Engine 200mm (degC)
DPG DPF out (degC)
Engine DPF out (degC)
DPG 200mm (degC)
Engine DPF dP (mBar)
DPG DPF dP (mBar)
Max temperatures similar
� CAMBUSTION �
Repeatability of Regen on DPG at 7.5 g/l soot;2 tests; temperatures at inlet, exit + 3 locations in brick
DPG MSL regen from 330C and repeat
250
350
450
550
650
750
1150 1200 1250 1300 1350 1400 1450 1500 1550 1600 1650
Real time (Secs)
Tem
per
atu
re (
C)
0
20
40
60
80
100
120
DP
(m
bar
)
load #1 DPF in (degC)
load #2 DPF in (deg C)
load #1 DPF 115mm (degC)
load #2 DPF 115mm (degC)
load #1 DPF 200mm (degC)
load #2 DPF 200mm (degC)
load #1 DPF out (degC)
load #2 DPF out (degC)
load #1 DPF DP (mBar)
load #2 DPF DP (mBar)
� CAMBUSTION �
Conclusions
� The Cambustion DPG allows testing of Diesel Particulate Filters at conditions representative of engine operation.� The backpressure vs soot load characteristic is shown to be repeatable for a given filter to within less than 3%, but sample : sample variation is seen.� Filtration efficiency can be measured either with an AVL415 smokemeter or CPC + VPR system. Due to size sensitivity, efficiency measurements are different for the two techniques.� The penetration during initial loading for this filter would almost double the number emissions if averaged over all cycles
– and if such complete regeneration is obtained in normal use.
� Variation of backpressure of a DPF with flow and temperature lies somewhere between laminar (Darcy) and turbulent assumptions:
– cannot ignore inertial effects at entry / exit face when considering whole filter behaviour.
– variation with soot load surprising
� CAMBUSTION �
Acknowledgements
Collaborators at Cambustion:Tim HandsRay BrandMark RushtonNick CollingsBruce Campbell
Johnson Matthey and other DPG customers
And the organisers of the ETH conference
Thank you.
� CAMBUSTION �
� CAMBUSTION �
Testing Uncanned Parts:Cambustion FTH Filter Test Housing
� CAMBUSTION �
Maximum DPF Flow Rate vs Backpressure(ambient temperature)
0
50
100
150
200
250
300
350
0 100 200 300 400 500 600 700 800 900
DPF flow rate kg/h
Max D
PF B
ackpre
ssure
mBar
pressure : flow capability with turbo blower option
basic system
Backpressure Capability
Backpressure of over 300 mbar is possible at typical soot loading conditions
� CAMBUSTION �
Effect of Soot Load on Exothermic temperature rise at DPF exit: 4, 6 and 8 g/l
Regen Exotherm vs Soot Load g/l
0
100
200
300
400
500
600
700
800
-140 -120 -100 -80 -60 -40 -20 0 20 40 60 80 100
time (s) post cut to idle
tem
p C
elsi
us
Inlet 8gInlet 6gInlet 4gPost 8gPost 6gPost 4g
exotherm increases with soot load on DPF