柴油机排气微粒过滤催化处理技术及进展

介绍了柴油机微粒后处理催化捕集器特点，评述了过滤器催化再生方法，综述了蜂窝陶瓷载体涂层及催化剂活性组分研究现状。重点阐述了微粒再生催化剂研究进展及其发展趋势。     

非均相催化湿式氧化法活性炭再生

使用浸渍法制备的CuO Al2 O3催化剂对吸附苯酚饱和的活性炭进行非均相催化湿式氧化再生研究 ,考察了反应温度、反应时间、催化剂投加量、反应氧分压、投炭量、蒸馏水量对非均相催化湿式氧化再生活性炭的影响结果 ,同时在该实验中得到非均相CuO Al2 O3催化湿式氧化再生活性炭的最佳条件。对催化剂进行了X衍射分析 ,并通过对催化剂的稳定性进行实验 ,得出该催化剂在进行催化湿式氧化再生活性炭的过程中具有较好的稳定性     

非均相催化湿式氧化法活性炭再生

使用浸渍法制备的CuO-Al2O3催化剂对吸附苯酚饱和的活性炭进行非均相催化湿式氧化再生研究，考察了反应温度，反应时间，催化剂投加量，反应氧分压，投炭量，蒸馏水量对非均相催化湿式氧化再生活性炭的影响结果，同时在该实验中得到非均相CuO-Al2O3催化湿式氧化再生活性炭的最佳条件，对催化剂进行了X衍射分析，并通过对催化剂的稳定性进行实验，得出该催化剂在进行催化湿式氧化再生活性炭的过程中具有较好的稳定性。     

催化型微粒捕集器的再生与压降数值研究

采用新的再生机理对催化型微粒捕集器（CPF）深床捕集微粒的氧化再生过程进行了建模，并将微粒捕集器中的压降分成5个部分分别计算，对其压降特性进行了数值研究。结果表明，新模型对深床捕集微粒的氧化再生计算与实验值吻合良好，比原模型更能反映微粒沉积的实际过程，深床捕集微粒的压降计算值也更精确。在排气流量大、温度高的工况下，深床捕集微粒的压降先迅速增大再减小的现象明显。研究结果能为工程应用提供验证手段，为CPF的优化设计提供依据。     

燃油催化微粒捕集器在柴油机排气后处理中的应用研究

分析探讨了柴油机排气颗粒物的组成及危害,介绍了一种燃油催化微粒捕集器的结构及原理,结合发动机台架试验数据分析了该微粒捕集器对柴油机排气颗粒物的改善效果,同时研究了该微粒捕集器的强制再生过程以及对柴油机动力性和燃油经济性的影响.试验结果表明,该微粒捕集器具有较大的应用前景.     

柴油车排气颗粒物的后处理技术

本文分析探讨了柴油机排气颗粒物的组成、危害及后处理技术。介绍了颗粒捕集器及其消极和积极再生方法、采用氧化催化剂或四效催化剂的催化净化器和低温等离子体 -催化净化技术。     

双氧水催化氧化中Cu/γ-Al_2O_3催化剂的稳定性研究

针对废水湿式双氧水催化氧化,采用浸渍法制备Cu催化剂,研究非均相Cu催化剂在常温常压湿式双氧水催化氧化中的稳定性与失活问题。研究表明,催化剂制备条件及催化氧化反应条件对催化剂中Cu2＋溶出均有影响。研究同时表明,催化剂失活与活性组分流失和活性组分被有机中间产物覆盖有关,高温焙烧可对催化剂再生。     

双氧水催化氧化中Cu/γ-Al_2O_3催化剂的稳定性研究

针对废水湿式双氧水催化氧化,采用浸渍法制备Cu催化剂,研究非均相Cu催化剂在常温常压湿式双氧水催化氧化中的稳定性与失活问题。研究表明,催化剂制备条件及催化氧化反应条件对催化剂中Cu2＋溶出均有影响。研究同时表明,催化剂失活与活性组分流失和活性组分被有机中间产物覆盖有关,高温焙烧可对催化剂再生。     

柴油车排气颗粒物的后处理技术

本文分析探讨了柴油机排气颗粒物的组成、危害及后处理技术。介绍了颗粒捕集器及其消极和积极再生方法、采用氧化催化剂或四效催化剂的催化净化器和低温等离子体—催化净化技术。     

柴油机微粒捕集器复合再生性能及其场协同分析

基于柴油机微粒捕集器瞬态复合再生机理,建立了CFD三维仿真模型,并利用漩涡破碎燃烧模型和场协同数学模型对柴油机微粒捕集器瞬态复合再生过程的速度矢量和温度梯度进行了数值模拟和场协同分析,结果表明,再生时间为175 s时的微粒捕集器过滤体后端壁面峰值温度达到1 184 K,且其过滤体内速度矢量和温度梯度的协同度最好,最优燃烧再生区域所占最大比值为0.58,表明此时微粒捕集器过滤体内再生燃烧速率最大,其再生效率最高。     

Evaluation of catalyzed and electrically heated filters for removal of particulate emissions from diesel-A- and JP-8-fueled engines

In-service diesel engines are a significant source of particulate matter (PM) emissions, and they have been subjected to increasingly strict emissions standards. Consequently, the wide-scale use of some type of particulate filter is expected. This study evaluated the effect of an Engelhard catalyzed soot filter (CSF) and a Rypos electrically heated soot filter on the emissions from in-service diesel engines in terms of PM mass, black carbon concentration, particle-bound polycyclic aromatic hydrocarbon concentration, and size distribution. Both filters capture PM. The CSF relies on the engine's exhaust to reach the catalyst regeneration temperature and oxidize soot, whereas the electrically heated filter contains a heating element to oxidize soot. The filters were installed on several military diesel engines. Particle concentrations and compositions were measured before and after installation of the filter and again after several months of operation. Generally, the CSF removed at least 90% of total PM, and the removal efficiency improved or remained constant after several months of operation. In contrast, the electrical filters removed 44-69% of PM mass. In addition to evaluating the soot filters, the sampling team also compared the results of several real-time particle measurement instruments to traditional filter measurements of total mass.     

Evaluation of Catalyzed and Electrically Heated Filters for Removal of Particulate Emissions from Diesel-A- and JP-8-Fueled Engines

Abstract

In-service diesel engines are a significant source of particulate matter (PM) emissions, and they have been subjected to increasingly strict emissions standards. Consequently, the wide-scale use of some type of particulate filter is expected. This study evaluated the effect of an Engelhard catalyzed soot filter (CSF) and a Rypos electrically heated soot filter on the emissions from in-service diesel engines in terms of PM mass, black carbon concentration, particle-bound polycyclic aromatic hydrocarbon concentration, and size distribution. Both filters capture PM. The CSF relies on the engine's exhaust to reach the catalyst regeneration temperature and oxidize soot, whereas the electrically heated filter contains a heating element to oxidize soot. The filters were installed on several military diesel engines. Particle concentrations and compositions were measured before and after installation of the filter and again after several months of operation. Generally, the CSF removed at least 90% of total PM, and the removal efficiency improved or remained constant after several months of operation. In contrast, the electrical filters removed 44-69% of PM mass. In addition to evaluating the soot filters, the sampling team also compared the results of several real-time particle measurement instruments to traditional filter measurements of total mass.     

Temperature effects on particulate emissions from DPF-equipped diesel trucks operating on conventional and biodiesel fuels

Emissions tests were conducted on two medium heavy-duty diesel trucks equipped with a particulate filter (DPF), with one vehicle using a NOx absorber and the other a selective catalytic reduction (SCR) system for control of nitrogen oxides (NOx). Both vehicles were tested with two different fuels (ultra-low-sulfur diesel [ULSD] and biodiesel [B20]) and ambient temperatures (70ºF and 20ºF), while the truck with the NOx absorber was also operated at two loads (a heavy weight and a light weight). The test procedure included three driving cycles, a cold start with low transients (CSLT), the federal heavy-duty urban dynamometer driving schedule (UDDS), and a warm start with low transients (WSLT). Particulate matter (PM) emissions were measured second-by-second using an Aethalometer for black carbon (BC) concentrations and an engine exhaust particle sizer (EEPS) for particle count measurements between 5.6 and 560 nm. The DPF/NOx absorber vehicle experienced increased BC and particle number concentrations during cold starts under cold ambient conditions, with concentrations two to three times higher than under warm starts at higher ambient temperatures. The average particle count for the UDDS showed an opposite trend, with an approximately 27% decrease when ambient temperatures decreased from 70ºF to 20ºF. This vehicle experienced decreased emissions when going from ULSD to B20. The DPF/SCR vehicle tested had much lower emissions, with many of the BC and particle number measurements below detectable limits. However, both vehicles did experience elevated emissions caused by DPF regeneration. All regeneration events occurred during the UDDS cycle. Slight increases in emissions were measured during the WSLT cycles after the regeneration. However, the day after a regeneration occurred, both vehicles showed significant increases in particle number and BC for the CSLT drive cycle, with increases from 93 to 1380% for PM number emissions compared with tests following a day with no regeneration.

Implications:?The use of diesel particulate filters (DPFs) on trucks is becoming more common throughout the world. Understanding how DPFs affect air pollution emissions under varying operating conditions will be critical in implementing effective air quality standards. This study evaluated particulate matter (PM) and black carbon (BC) emissions with two DPF-equipped heavy-duty diesel trucks operating on conventional fuel and a biodiesel fuel blend at varying ambient temperatures, loads, and drive cycles.     

Effects of a zeolite-selective catalytic reduction system on comprehensive emissions from a heavy-duty diesel engine

The effects of a zeolite urea-selective catalytic reduction (SCR) aftertreatment system on a comprehensive spectrum of chemical species from diesel engine emissions were investigated in this study. Representative samples were collected with a newly developed source dilution sampling system after an aging process designed to simulate atmospheric dilution and cooling conditions. Samples were analyzed with established procedures and compared between the measurements taken from a baseline heavy-duty diesel engine and also from the same engine equipped with the exhaust aftertreatment system. The results have shown significant reductions for nitrogen oxides (NOx), carbon monoxide, total hydrocarbons, polycyclic aromatic hydrocarbons (PAHs), and organic carbon (OC) emissions. Additionally, less significant yet notable reductions were observed for particulate matter mass and metals emissions. Furthermore, the production of new species was not observed with the addition of the zeolite urea-SCR system joined with a downstream oxidation catalyst.     

柴油机排放颗粒物净化技术研究进展

柴油机被认为是城市大气微粒的主要污染源。柴油机颗粒物组成复杂并且颗粒粒径甚小,大都属于亚微米级粒子和纳米级粒子。因而柴油机颗粒物对人类健康和大气环境的影响受到世人的广泛关注。本文主要对柴油机排放颗粒物的生成机理、化学组成及危害、物理性质、检测方法和净化技术等方面进行综述与探讨。     

PCDDs and PCDFs in vehicle exhaust particles in Japan.

Vehicle exhaust particles from gasoline and diesel engine cars were analyzed for PCDDs and PCDFs. The congener patterns of PCDDs and PCDFs in exhaust particles were different between gasoline and diesel engine cars. Suspended particulate matter from electrostatic precipitator connected to a highway tunnel was also analyzed for PCDDs and PCDFs. The congener pattern of suspended particular matter was different from both of gasoline and diesel engine cars. Total amounts of PCDDs/PCDFs sum concentrations in gasoline, diesel and suspended particulate matter were 0.21, 0.87 and 26.0 ng/g, respectively. The I-TEQs levels in gasoline, diesel and suspended particulate matter were 4.2, 11 and 242 pg/g, respectively.     

Pulmonary Function Desensitization on Repeated Exposures to the Combination of Peroxyacetyl Nitrate and Ozone

During three separate studies involving characterization of diesel particulate matter, carbon nanotubes (CNTs) were found among diesel exhaust particles sampled onto transmission electron microscopy (TEM) grids. During these studies, samples were collected from three different diesel engines at normal operating conditions with or without an iron catalyst (introduced as ferrocene) in the fuel. This paper is to report the authors’ observation of CNTs among diesel exhaust particles, with the intent to stimulate awareness and further discussion regarding the formation mechanisms of CNTs during diesel combustion.

Implications: Increased attention is being given to CNTs and other nanomaterials and a recent review paper showed that CNTs are capable of inflammation in the lung when inhaled. For this reason and because diesel engines are so common, it is important to acknowledge the existence of CNTs among diesel particles and possible regulation and online measurement method development.     

Emissions of polycyclic aromatic hydrocarbons (PAHs) and nitro-PAHs from heavy-duty diesel vehicles with DPF and SCR

In total, 24 polycyclic aromatic hydrocarbons (PAHs) in both gas and particle phases and 35 nitro-PAHs in particle phase were analyzed in the exhaust from heavy-duty diesel vehicles equipped with after-treatment for particulate matter (PM) and NO_X control. The test vehicles were carried out using a chassis dynamometer under highway cruise, transient Urban Dynamometer Driving Schedule (UDDS), and idle operation. The after-treatment efficiently abated more than 90% of the total PAHs. Indeed, the particle-bound PAHs were reduced by >99%, and the gaseous PAHs were removed at various extents depending on the type of after-treatment and the test cycles. The PAHs in gas phase dominated the total PAH (gas + particle phases) emissions for all the test vehicles and for all cycles; that is, 99% of the two-ring and 98% of the three-ring and 97% of the four-ring and 95% of the carcinogenic PAHs were in the gas-phase after a diesel particle filter (DPF) and not bound to the very small amount of particulate matter left after a DPF. Consequently, an evaluation of the toxicity of DPF exhaust must include this volatile fraction and cannot be based on the particle fraction only. The selective catalytic reduction (SCR) did not appear to promote nitration of the PAHs in general, although there might be some selective nitration of phenanthrene. Importantly the after-treatmtent reduced the equivalent B[a]P (B[a]Peq) emissions by >95%, suggesting a substantial health benefit.

Implications: This study demonstrated that after-treatments, including diesel particulate filters (DPF), diesel oxidation catalysts (DOC), and selective catalytic reduction (SCR), significantly reduce the emissions of PAHs from heavy-duty diesel engines. The gas-phase PAHs dominate the total PAH (gas + particle phases) emissions from heavy-duty diesel vehicles retrofitted with various DPFs and not bound to the very small amount of particulate matter left after a DPF. Consequently, an evaluation of the toxicity of DPF exhaust must also include this volatile fraction and cannot be based on the particle fraction only.

Supplemental Materials: Supplemental materials are available for this paper. Go to the publisher's online edition of the Journal of the Air & Waste Management Association.