Working of a Diesel Particulate Filter

GAURAV KUKREJA 08AU611

SUBMITTED TO

ABSTRACT A diesel particulate filter (DPF), is a device designed to remove diesel particulate matter or aerosolized diesel exhaust pollution particles from the exhaust gas of a diesel engine. Thus a diesel car or truck equipped with a functioning DPF filter will not emit the visible black smoke from the exhaust pipe. Wall-flow diesel particulate filters usually remove 85% or more of the soot, and can at times (heavily loaded condition) attain soot removal efficiencies of close to 100%. During combustion of the fuel and air mix, a variety of pollutant particles generically classified as diesel particulate matter is produced due to incomplete combustion. The composition of the particles varies widely dependent upon engine type, age, and the emissions specification. Two-stroke diesel engines produce more particulate per horsepower output than fourstroke diesel engines, due to more inefficient fuel-air mix burning. Thus, smoke is emitted due to the presence of particulate matter (PM) in the diesel exhaust and is injurious to human health and also the environment. To reduce/control environmental pollution various pollution control boards and departments have set strict norms for various pollutants. So to meet the requirements of various emission norms across the globe it is important to reduce the particulate matter emission caused by diesel engines. This is where the Diesel Particulate Filter comes into play. While no jurisdiction has made filters mandatory, the increasingly stringent emissions regulations that engine manufactures must meet mean that eventually all on-road diesel engines will be fitted with them. In the European Union, filters are expected to be necessary to meet Euro. VI heavy truck engine emissions regulations currently under discussion and planned for the 2012-2013 time frame. As of December 2008 the California Air Resources Board (CARB) has established diesel emissions regulations whichwith variance according to vehicle type, size and usage require that in-use diesel engines (in California) be retrofitted, repowered or replaced in order to remove at least 85% of particulate matter (PM) emitted from diesel engines. Retrofitting the engines with CARB verified diesel particulate filters are one way to fulfill this requirement. PSA Peugeot Citron was the first company to make them standard fit on passenger cars in 2000, in anticipation of the future Euro V regulations. Volkswagen Toureg, Audi Q7 and Volkswagen Passat are other examples of cars with company fitted DPF.

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TABLE OF CONTENTS S.NO. a. b. 1. 2. Topics Abstract Introduction Location Of DPF Operation of DPF 2.1 Working 2.2 Trapping of PM DPF Requirements Variants of DPFs 4.1 Cordierite wall flow filters 4.2 Silicon carbide wall flow filters 4.3 Ceramic Fiber Filters 4.4 Metal fiber flow through filters 4.5 Paper filters 4.6 Partial filters Regeneration of DPF 5.1 Strategies for Regeneration 5.2 Passive Regeneration 5.3 Mechanism of Regeneration Control 5.4 Process of Regeneration Problems with Filters Summary and Conclusion List of References Page No. 2 4 4 5 5 6 6 7 7 8 8 9 9 9 10 10 10 11 11 12 13 13

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6. c. d.

LIST OF TABLES AND FIGURES S.NO. 1. 2. 3. 4. 5. 6. 7. 8. 9. Figure Figure 1. Location of DPF Figure 2. Working of a DPF Figure 3. Schematic drawing of DPF Figure 4. Trapping of PM by a DPF Figure 5. Cordierite wall flow filter Figure 6. Silicon carbide wall flow filter Figure 7. Ceramic Fiber Filters Figure 8. Partial Filter Figure 9. Passive Regeneration Page No. 4 5 5 6 7 8 9 9 11

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INTRODUCTION One of the leading technologies for meeting future particulate matter (PM) emission standards is the diesel particulate filter, or DPF. These devices generally consist of a wall-flow type filter positioned in the exhaust stream of a diesel vehicle. As the exhaust gases pass through the system, particulate emissions are collected and stored. Because the volume of diesel particulates collected by the system will eventually fill up and even plug the filter, a method for controlling trapped particulate matter and regenerating the filter is needed. The report aims to explain the working of a Diesel Particulate filter and the methods of its Regeneration in detail.

1. LOCATION OF DPF

Figure 1. Location of DPF

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2. OPERATION OF A DPF 2.1 Working The working of a Diesel Particulate Filter can be easily understood with the help of Figure 2. The entire process can be broken down into three steps. They are Step 1: PM-laden exhaust enters open channels. Step 2: Ends of channels are blocked, forcing the exhaust through the porous walls. Step 3: As gasses pass through the porous filter walls, the PM is captured on the walls. Over time, the catalyst on the filter burns away the PM.

Figure 2. Working of a DPF A schematic drawing of a diesel particulate filter for Opel engines shows the removal of soot from the exhaust. 1. Pretreated exhaust emissions enter filter. 2. Cross-section of filter element. 3. Function of filter element. 4. Pressure sensors. 5. Temperature sensor. 6. Filtration cycle showing (a) filter phase and (b) regenerating phase. 7. Filtered exhaust emissions.

Figure 3. Schematic drawing of DPF 5|Page

2.2 Trapping of PM The inside of the DPF is made of semi-porous walls formed into long tubes. Half the tubes are closed at the exhaust inlet, the other half are closed at the outlet. Exhaust gases enter the open end of the tubes and must travel through the tube walls to exit.

Figure 4. Trapping of PM by a DPF

3. DPF REQUIREMENTS There are a variety of diesel particulate filter technologies on the market. Each is designed around similar requirements: Fine filtration Minimum pressure drop Low cost Mass production suitability Product durability

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4. VARIENTS OF DPFs

Cordierite wall flow filters

Silicon carbide wall flow filters

Ceramic Fiber Filters

Types of DPF

Metal fiber flow through filters

Partial Filter

Paper

4.1 Cordierite wall flow filters The most common filter is made of cordierite (a ceramic material that is also used as catalytic converter supports (cores)). Cordierite filters provide excellent filtration efficiency, are (relatively) inexpensive, and have thermal properties that make packaging them for installation in the vehicle simple. The major drawback is that cordierite has a relatively low melting point (about 1200 C) and cordierite substrates have been known to melt down during filter regeneration. This is mostly an issue if the filter has become loaded more heavily than usual, and is more of an issue with passive systems than with active systems, unless there is a system break down. Figure 5. Cordierite wall flow filter

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4.2 Silicon carbide wall flow filters The second most popular filter material is silicon carbide, or SiC. It has a higher (2700 C) melting point than cordierite, however it is not as stable thermally, making packaging an issue.

Figure 6. Silicon carbide wall flow filter

Small SiC cores are made of single pieces, while larger cores are made in segments, which are separated by a special cement so that heat expansion of the core will be taken up by the cement, and not the package. SiC cores are usually more expensive than cordierite cores, however they are manufactured in similar sizes, and one can often be used to replace the other. Silicon carbide filter cores also look like catalytic converter cores that have had alternate channels plugged - again the plugs force the exhaust gas flow through the wall and the particulate collects on the inlet face. The characteristics of the wall flow diesel Particulate filter substrate are as follows: Broad band filtration (the diameters of the filtered particles are 0.2-150 m); High filtration efficiency (can be up to 95%); High refractory; High mechanical properties. High boiling point. 4.3 Ceramic Fiber Filters Fibrous ceramic filters are made from several different types of ceramic fibers that are mixed together to form a porous media. This media can be formed into almost any shape and can be customized to suit various applications. The porosity can be controlled in order to produce high flow, lower efficiency or high efficiency lower volume filtration. Fibrous filters have an advantage over wall flow design of producing lower back pressure. Ceramic wall-flow filters remove almost completely the carbon particulates, including fine particulates of less than 100 nanometers (nm) diameter with an efficiency of >95% in mass and >99% in number of particles over a wide range of engine operating conditions. Since the continuous flow of soot into the filter would eventually block it, it is necessary to 'regenerate' the filtration properties of the filter by burning-off the collected particulate on a regular basis. Soot particulates burn-off forms water and CO2 in small quantity since it is less than 0.05% of the CO2 emitted by the engine.

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Figure 7. Ceramic Fiber Filters

4.4 Metal fiber flow through filters Some cores are made from metal fibers - generally the fibers are "woven" into a monolith. Such cores have the advantage that an electrical current can be passed through the monolith to heat the core for regeneration purposes, allowing the filter to regenerate at low exhaust temperatures and/or low exhaust flow rates. Metal fiber cores tend to be more expensive than cordierite or silicon carbide cores, and generally not interchangeable with them. 4.5 Paper Filters Disposable paper cores are used in certain specialty applications, without a regeneration strategy. Coal mines are common users the exhaust gas is usually first passed through a water trap to cool it, and then through the filter. Paper filters are also used when a diesel machine must be used indoors for short periods of time, such as on a forklift being used to install equipment inside of a store. 4.6 Partial Filters There are a variety of devices that produce over 50% particulate matter filtration, but less than 85%. Partial filters come in a variety of materials. The only commonality between them is that they produce more back pressure than a catalytic converter, and less than a diesel particulate filter. Partial filter technology is popular for retrofit. Figure 8. Partial Filter 9|Page

5. REGENERATION OF DPF

Regeneration is the process of removing the accumulated soot from the filter. This is done either passively (from the engine's exhaust heat in normal operation or by adding a catalyst to the filter) or actively introducing very high heat into the exhaust system.

5.1 Strategies for Regeneration Engine management to increase exhaust temperature through late fuel injection or injection during the exhaust stroke Use of a fuel borne catalyst to reduce soot burn-out temperature A fuel burner after the turbo to increase the exhaust temperature A catalytic oxidizer to increase the exhaust temperature, with after injection (HC-Doser) Resistive heating coils to increase the exhaust temperature Microwave energy to increase the particulate temperature

5.2 Passive Regeneration For many diesel engines, the exhaust gas temperature is insufficient to regenerate the filter. For filter regeneration to work effectively, exhaust temperatures need to exceed about 500 C for non-catalyzed systems, and 250 to 300 C for catalyzed systems. Some diesel particulate filters use a passive approach, and do not require an external or active control system to dispose of the accumulated soot. Passive filters are installed in place of the muffler. At idle or low power operations, particulate matter is collected on the filter. As the engine exhaust temperatures increase, the collected material is then burned or oxidized by the exhaust gas, thus cleansing or regenerating the filter. Passive regeneration or CRT effect (Continuous Regeneration Trap) is based on chemical reactions that take place in the engines exhaust after treatment system.

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Figure 9. Passive Regeneration First of all, nitrogen dioxide (NO2) is produced in the oxidation catalyst from the nitrogen monoxide (NO) in the ex-haust gas. In the diesel particulate filter, the process is reversed and the soot deposited in the diesel particulate filter is continuously burned off. Hence the name Continuous Regeneration Trap (CRT), i.e. a continuously regenerating filter. This effect is also referred to as passive regeneration. In contrast to active regeneration, the reaction requires no additional energy.

5.3 Mechanism of Regeneration Control Exhaust backpressure is monitored by a differential pressure sensor. The sensor is connected to two pressure tubes: one at the DPF inlet, the other, at its outlet. The differential pressure sensor sends a voltage signal to the PCM that indicates exhaust restriction caused by PM accumulations. If the vehicle is driven hard and loaded on a regular basis, the exhaust will self-clean more often, due to the high exhaust temperatures. If the vehicle is not driven hard enough to generate high exhaust heat, the soot will accumulate faster.

5.4 Process of Regeneration All on-board active systems use extra fuel, whether through burning to heat the DPF, or providing extra power to the DPF's electrical system, although the use of a fuel borne catalyst reduces the energy required very significantly. Typically a computer monitors one or more sensors that measure back pressure and/or temperature, and based on pre-programmed set points the computer makes decisions on when to activate the regeneration cycle. The additional 11 | P a g e

fuel can be supplied by a metering pump. Running the cycle too often while keeping the back pressure in the exhaust system low will result in high fuel consumption. Not running the regeneration cycle soon enough increases the risk of engine damage and/or uncontrolled regeneration (thermal runaway) and possible.

6. Problems with Filters In addition to the buildup of ash, there can be other problems with DPFs. Some are mostly a result of the mechanical failure. This could be of the filter element or, as it is more correctly described, the ceramic monolith. It is one piece of ceramic (hence the term "monolith") that must retain its integrity so the diesel exhaust passes only through the fine-filtering walls of the ceramic material. If it is cracked, through poor handling by the technician, through vibration, or because the driver has bashed the DPF driving across railroad tracks, it will allow diesel particulates into the downstream side of the filter. When tearing down to service the filter, if any black deposits are found on the downstream side of the filter, this indicates the monolith is bad and must be replaced. The other premature failure is through an engine problem, usually a turbo failure that allows lube oil into the filter matrix, or a leaky injector that loads it with raw fuel. Both block the through-the-wall flow of exhaust and produce a sudden rise in backpressure. Barring any sort of engine problem, however, you're unlikely to see any of this before the filter has become restricted by ash and needs to be serviced, maybe as much as 400,000 to 500,000 miles down the road. For over-the-road trucks, DPF service is predicted to be anything from 150,000 to 300,000 miles at the earliest. In cleaning, the filter element is returned to about 95 percent of its as-new capacity, so the filter is not a high-maintenance component. But if it is not handled properly - read damaged - it is a very expensive component to replace.

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SUMMARY In order to meet increasingly strict PM legislation, diesel particulate filter systems (DPF) with a conversion rate of about 90% particulate matter (PM) are an essential after-treatment technology. Filtering method using a catalyst has been proposed, which is called the Continuously Regenerating DPF System and one can expect a significant degree of system simplification and cost reduction.

Thus, by the means of this report the detailed analysis of the Diesel Particulate Filter has been successfully carried out. We can thus conclude on the basis of this report that a DPF nearly eliminates the emission of black smoke by removal of PM.

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LIST OF REFERENCES

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