Catalyzed Diesel Particulate Filter Performance in a Light-Duty Vehicle Page: 3 of 11
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Table 1. DECSE program base fuel properties.
19-Apr-99
PropertyASTM
As
MeasuredDensity D1298/D40 826.1
52
Viscosity@40C,mm2/s D445 2.42
Distillation IBP, C D86 185
5% recovery, C D86 198
10% recovery, C D86 207
20% recovery, C D86 222
30% recovery, C D86 238
40% recovery, C D86 251
50% recovery, C D86 259
60% recovery, C D86 266
70% recovery, C D86 274
80% recovery, C D86 287
90% recovery, C D86 314
95% recovery, C D86 338
FBP D86 350
Carbon, mass % D5291 86.3
Hydrogen, mass % D5291 13.4
Sulfur, ppm D4045 3.1
Average molecular weight
Saturates, vol. % D1319 70.7
Olefins, vol % D1319 2.3
Aromatics, vol. % D1319 27.0
Aromatics, wt. % D5186 28.5
Polyaromatics, wt. % D5186 9.6
Heat Comb, net, MJ/kg D240 43.1
Cetane number D613 44.8
Cetane index D976 53.6
Cloud point, C D2500 -21.0
HFRR lubricity, um D6079 635
(without lubricity additive)
HFRR lubricity, um D6079 355
(with lubricity additive)
EXPERIMENTAL FACILITIES AND TEST CYCLES
A full-flow constant volume dilution tunnel was used for
collecting particulate and bag emissions. Emissions
benches with the standard heated chemiluminescence
(HCLD) analyzers, heated flame ionization detectors
(HFIDs), paramagentic detectors (PMDs), and non-
dispersive infrared (NDIR) analyzers were used to monitor
raw and dilute exhaust gas during all evaluations. PM
samples were collected using 47-millimeter (mm) diameter
Pall TX40HI120 filters. The dynamometer is a twin-roll
eddy current type, which has been shown to emulate
certification-type tests for research purposes (15). This
equivalency was re-verified for this project by conducting
repetitive certification tests at an independent certification
laboratory with the A170 test vehicle in OEM configuration.
A modified federal test procedure (FTP) was used to
enhance particulate sample collection. The FTP calls for 3phases, or bags. Bag 1 is the first 505 seconds of the
cycle, which includes a cold start. Bag 2 is the next 867
seconds of the cycle. The vehicle is soaked for 10
minutes, and the bag 1 drive cycle is repeated for bag 3.
The calculation of the composite emissions from the 3
bags assumes that a 4th bag identical to bag 2 is collected.
The modified FTP consists of only 2 bags: bag 1 includes
the entirety of phases 1 and 2 from the FTP, while bag 2
includes phase 3 from the FTP plus an actual test of phase
4 that is normally assumed to be identical to phase 2. In
this way, both methods of conducting the FTP produce the
same emissions results. However, given that each phase
of the modified FTP is 1372 seconds long, a larger
particulate sample can be collected, allowing greater
accuracy in measuring and analyzing the particulate
sample. Triplicate runs of the modified FTP were
conducted for each fuel and exhaust configuration.
The high-speed, high-load US06 cycle was conducted
following the second phase of the modified FTP. The
SC03 "air conditioning" cycle was run following an FTP
bag 1 ("hot 505") preconditioning. The SC03 cycle was
run at ambient laboratory conditions (nominally 75F). The
test vehicle is not equipped with air conditioning, so engine
loads were not representative of an actual SC03.
However, because the SC03 contains micro-transients that
are different from those in the FTP, the vehicle was tested
on this cycle despite the absence of air conditioning or the
ability to control test cell conditions. All test cycles were
run in triplicate for each fuel and exhaust system
configuration.
BASELINE EVALUATIONS
The vehicle's emissions were first determined with the
OEM emissions control devices in place. The evaluations
were carried out over a three-day period (required for three
cold-start FTPs) for each fuel, followed by a fuel change
and evaluations of the next fuel. Tests began with the 3
ppm sulfur fuel, and the fuels were tested in order of
increasing sulfur, with a return to the 3 ppm fuel following
the 150 ppm tests. Following evaluations of the OEM
catalysts, the exhaust system was removed and the
vehicle fitted with a straight pipe for measurement of
engine-out emissions. The same fuels were again
evaluated in order of increasing sulfur content, but no
repeats of the 3ppm tests were conducted for this
condition.
The OEM FTP results show that the A170, though not
certified for sale in the United States, produces emissions
that fall within US Tier 1 full useful life standards without
modification (see Table 2). For comparison purposes, the
A170 was tested at an independent certification laboratory
to provide a set of comparison data to re-verify the validity
of results from the non-certification chassis dynamometer
used for this project. These data (Table 1) show that
although the ORNL emissions results are slightly lower
than the independent lab, NOx and PM results are within
22% and 15% respectively. Furthermore, the fuel
economy results agree to within 5%. Other programs have3
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Sluder, C.S. Catalyzed Diesel Particulate Filter Performance in a Light-Duty Vehicle, article, April 23, 2001; Tennessee. (https://digital.library.unt.edu/ark:/67531/metadc718486/m1/3/: accessed April 23, 2024), University of North Texas Libraries, UNT Digital Library, https://digital.library.unt.edu; crediting UNT Libraries Government Documents Department.