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A model for calculating the trap pressure drop, various particulate properties, filtration characteristics and trap temperatures was developed during the steady-state and transient cycles using the theory originated by Opris and Johnson, 1998. This model was validated with the data obtained from the steady-state cycles run with an IBIDEN SiC diesel particulate filter. To evaluate the trap experimental filtration efficiency, raw exhaust samples were taken upstream and downstream of the trap. A trap scaling and equivalent comparison model was developed for comparing different traps at the same volume and same filtration area. Using the model, the trap pressure drop data obtained from different traps were compared equivalently at the same trap volume and same filtration area. The pressure drop performance of the IBIDEN SiC trap compared favorably to the previously tested NoTox SiC and the Cordierite traps.

A Vehicle-Engine-Cooling (VEC) system computer simulation model was used to study the transient performance of control devices and their temperature settings on oil, coolant and cab temperatures. The truck used in the study was an International Harvester COF-9670 cab over chassis heavy-duty vehicle equipped with a standard cab heater, a Cummins NTC-350 diesel engine with a McCord radiator and standard cooling system components and aftercooler. Input data from several portions of a Columbus to Bloomington, Indiana route were used from the Vehicle Mission Simulation (VMS) program to determine engine and vehicle operating conditions for the VEC system computer simulation model. The control devices investigated were the standard thermostat, the Kysor fan-clutch and shutter system. The effect of shutterstat location on shutter performance along with thermostat, shutter and fan activation temperature settings were investigated for ambient temperatures of 32, 85 and 100°F.

A computer simulation of the turbocharged direct- injection diesel engine was developed to enhance the capabilities of the Vehicle Engine Cooling System Simulation (VECSS) developed at Michigan Technological University. The engine model was extensively validated against Detroit Diesel Corporation's (DDC) Series 60 engine data. In addition to the new engine model a charge-air-cooler model was developed and incorporated into the VECSS. A Freightliner truck with a Detroit Diesel's Series 60 engine, Behr McCord radiator, AlliedSignal/Garrett Automotive charge air cooler, Kysor DST variable speed fan clutch and other cooling system components was used for the study. The data were collected using the Detroit Diesel Electronic Controls (DDEC)-Electronic Control Module (ECM) and Hewlett Packard data acquisition system. The enhanced model's results were compared to the steady state TTD (top tank differential) data.

In order to comply with 2002 EPA emissions regulations, cooled exhaust gas recirculation (EGR) will be used by heavy duty (HD) diesel engine manufacturers as the primary means to reduce emissions of nitrogen oxides (NOx). A feedforward controlled EGR cooling system with a secondary electric water pump and proportional-integral-derivative (PID) feedback has been designed to cool the recirculated exhaust gas in order to better realize the benefits of EGR without overcooling the exhaust gas since overcooling leads to the fouling of the EGR cooler with acidic residues. A system without a variable controlled coolant flow rate is not able to achieve these goals because the exhaust temperature and the EGR schedule vary significantly, especially under transient and warm-up operating conditions. Simulation results presented in this paper have been determined using the Vehicle Engine Cooling System Simulation (VECSS) software, which has been developed and validated using actual engine data.

A methodology to estimate the mass of particulate retained in a catalyzed particulate filter as a function of measured total pressure drop, volumetric flow rate, exhaust temperature, exhaust gas viscosity and cake and wall permeability applicable to real-time computation is discussed. This methodology is discussed from the view point of using it to indicate when to initiate active regeneration and as an On-Board Diagnostic tool to detect filter failures. Steady-state loading characterization experiments were conducted on a catalyzed diesel particulate filter (CPF) in a Johnson Matthey CCRT® (catalyzed continuously regenerating trap) system. The experiments were performed using a 10.8 L 2002 Cummins ISM heavy-duty diesel engine. Experiments were conducted at 20, 60 and 75% of full engine load (1120 Nm) and rated speed (2100 rpm) to measure the pressure drop, transient filtration efficiency, particulate mass balance, and gaseous emissions.

Numerical models of aftertreatment devices are increasingly becoming indispensable tools in the development of aftertreatment systems that enable modern diesel engines to comply with exhaust emissions regulations while minimizing the cost and development time involved. Such a numerical model was developed at Michigan Technological University (MTU) [1] and demonstrated to be able to simulate the experimental data [2] in predicting the characteristic pressure drop and PM mass retained during passive oxidation [3] and active regeneration [4] of a catalyzed diesel particulate filter (CPF) on a Cummins ISL engine. One of the critical aspects of a calibrated numerical model is its usability - in other words, how useful is the model in predicting the pressure drop and the PM mass retained in another particulate filter on a different engine without the need for extensive recalibration.

A one-dimensional, two layer computational model was developed to predict the behavior of a clean and particulate-loaded catalyzed wall-flow diesel particulate filter (CPF). The model included the mechanisms of particle deposition inside the CPF porous wall and on the CPF wall surface, the exhaust flow field and temperature field inside the CPF, as well as the particulate catalytic oxidation mechanisms accounting for the catalyst-assisted particulate oxidation by the catalytic coating in addition to the conventional particulate thermal oxidation. The paper also develops the methodology for calibrating and validating the model with experimental data. Steady state loading experiments were performed to calibrate and validate the model.

Engineers have found that the one-dimensional approach to compressible flows in ducts is extremely informative and effective. This paper extends these methods to cooling airflow for engine cooling system that they may be used to understand and estimate the behavior of cooling air flow in a complex duct system.

A set of control functions have been investigated for a computer controlled diesel cooling system, using the vehicle engine cooling system code. Various engine operating conditions such as the engine load, engine speed, and ambient temperature are considered as the controlling variables in the control loops. The truck simulated in the study was an International Harvester COF-9670 cab over chassis heavy-duty vehicle equipped with a standard cab heater, a Cummins NTC-350 diesel engine with a McCord radiator and standard cooling system components and after-cooler. The vehicle also had a Kysor fan-clutch and shutter system. Comparison simulation tests between the conventional cooling system and the computer controlled cooling system using the Vehicle-Engine-Cooling Computer System model under different ambient and route conditions show that the computer controlled cooling system would offer the following benefits: 1.

Experimental Brake Specific Fuel Consumption (BSFC) data are presented for two engines as a function of engine speed, load, outlet coolant temperature and inlet oil temperature. The engines used in the study were the Cummins VT-903 (turbocharged) and the Caterpillar 3208, both being direct-injection and four-cycle. The data were taken for the Cat 3208 engine using a fractional factorial statistical method which reduced the total test matrix from 256 to 64 data points. The experimental data are used in the development of BSFC regression equations as a function of load, speed, outlet coolant temperature and inlet oil temperatures. A mathematical parameter for expressing quantitatively the change of BSFC per 10°F change in coolant and oil temperature is presented. It was found that an increase in the coolant and/or oil temperatures had the effect of reducing BSFC in both engines.

A computational lumped parameter model (MTU-Filter-Lumped) was developed to describe the performance of diesel particulate filters (DPFs) during loading and regeneration processes. The model was formulated combining three major sub-models: a filtration model, a pressure drop model, and a mass and an energy balance equation for the total filter volume. The first two sub-models have been widely validated in the literature, while the third sub-model is introduced and combined with the first two sub-models in the present study. The three sub-models combined can give a full description of diesel particulate filter behavior during loading and regeneration processes, which was the objective of the present work. The total combined lumped parameter model was calibrated using experimental data from the literature covering a range of experimental conditions, including different catalytic regeneration means and engine operating conditions.

Diesel engine fuel consumption is mainly a function of engine component design and power requirements. However, fuel consumption can also be affected by the environment in which the engine operates. This paper considers two controlling parameters of the engine's thermal environment, oil temperature and coolant temperature. The effects of oil and coolant temperatures on Brake Specific Fuel Consumption (BSFC) are established for a turbocharged diesel engine. Data are also presented for a direct injection, naturally aspirated diesel engine. A matrix of test conditions was run on a Cummins VT-903 diesel engine to evaluate the effects of oil and coolant temperatures on BSFC for several loads and speeds. Loads and speeds were selected based on where a typical semi-tractor engine would operate over the road on a hills and curves route. Oil temperature was monitored and controlled between the oil cooler and the engine. Coolant temperature was monitored and controlled at the engine outlet.

The purpose of this research was to study the pressure drop profiles and regeneration temperature characteristics of Silicon Carbide (SiC) filters with and without a copper-based additive in the fuel, and also to compare their performance with two cordierite traps designated as EX-47 and EX-80. The collection of the particulate matter inside the trap imposes a backpressure on the engine which requires a periodic oxidation or regeneration of the particulate matter. The presence of copper additive in the fuel reduces the particulate ignition temperature from approximately 500 to 375°C. Two SiC systems were tested during this research. The first system consisted of one 14 L SiC trap, while the second system, the dual trap system (DTS), consisted of two 12 L SiC traps mounted in parallel. The test matrix included two types of regeneration tests, controlled and uncontrolled and three levels of Cu fuel additive (0, 30, and 60 ppm).

The purpose of this study was to investigate the pressure drop and regeneration characteristics of a silicon carbide (SiC) wall-flow diesel particulate filter. The performance of a 25 μm mean pore size SiC dual trap system (DTS) consisting of two 12 liter traps connected in parallel in conjunction with a copper (Cu) fuel additive was evaluated. A comparison between the 25 μm DTS and a 15 μm DTS was performed, in order to show the effect of trap material mean pore size on trap loading and regeneration behavior. A 1988 Cummins LTA 10-300 diesel engine was used to evaluate the performance of the 15 and 25 μm DTS. A mathematical model was developed to better understand the thermal and catalytic oxidation of the particulate matter. For all the trap steady-state loading tests, the engine was run at EPA mode 11 for 10 hours. Raw exhaust samples were taken upstream and downstream of the trap system in order to determine the DTS filtration efficiency.

A numerical model to simulate the filtration and regeneration performance of catalyzed diesel particulate filters (CPFs) was developed at Michigan Technological University (MTU). The mathematical formulation of the model and some results are described. The model is a single channel (inlet and outlet) representation of the flow while the thermal and catalytic regeneration framework is based on a 2-layer approach. The 2-layer model can simulate particulate matter (PM) oxidation by thermal and ‘catalytic’ means of oxidation with O2. Several improvements were made to this basic model and are described in this paper. A model to simulate PM oxidation by NO2/Temperature entering the particulate filter and oxidizing the PM in the two layers of the PM cake was developed. This model can be used to simulate the performance of filters with catalyst washcoats and uncatalyzed filters placed downstream of diesel oxidation catalysts (DOCs), as in the continuously regenerating traps, CRT's®.

An experimental and computational study was performed to evaluate the performance of the CRT™ technology with an off-highway engine with a cooled low pressure loop EGR system. The MTU-Filter 1D DPF code predicts the particulate mass evolution (deposition and oxidation) in a diesel particulate filter (DPF) during simultaneous loading and during thermal and NO2-assisted regeneration conditions. It also predicts the pressure drop across the DPF, the flow and temperature fields, the solid filtration efficiency and the particle number distribution downstream of the DPF. A DOC model was also used to predict the NO2 upstream of the DPF. The DPF model was calibrated to experimental data at temperatures from 230°C to 550°C, and volumetric flow rates from 9 to 39 actual m3/min.

A high-fidelity multi-step global kinetic Selective Catalytic Reduction (SCR) model which can predict SCR performance in engine exhaust systems is desirable for optimizing the SCR system, designing on-vehicle control systems and on-board diagnostic (OBD) functions. In this study, a Cu-zeolite SCR catalyst in the exhaust of a 2010 Cummins 6.7L ISB diesel engine was experimentally studied under both steady-state and transient conditions. Steady-state engine tests spanned SCR inlet temperatures from 250 to 400°C with a constant space velocity of 60 khr-1. A 1-D Cu-zeolite model originally developed from reactor data was improved and calibrated to the steady-state engine experimental data. The calibrated model is capable of predicting NO/NO₂ reduction, NH₃ slip, and NH₃ storage associated phenomena.

Modeling of diesel exhaust after-treatment devices is a valuable tool in the development and performance evaluation of these devices in a cost effective manner. Results from steady state loading experiments on a catalyzed particulate filter (CPF) in a Johnson Matthey CCRT®, performed with and without the upstream diesel oxidation catalyst (DOC) are described in this paper. The experiments were performed at 20, 40, 60 and 75% of full load (1120 Nm) at rated speed (2100 rpm) on a Cummins ISM 2002 heavy duty diesel engine. The data obtained were used to calibrate one dimensional (1-D) DOC and CPF models developed at Michigan Technological University (MTU). The 1-D 2-layer single channel CPF model helped evaluate the filtration and passive oxidation performance of the CPF. DOC modeling results of the pressure drop and gaseous emission oxidation performance using a previously developed model are also presented.

Automotive exhaust emissions of polynuclear aromatic (C16+) hydrocarbons (PNA) were reduced by 65-70% by current emissions control systems and by about 99% by two experimental advanced emission control systems. At a given level of emission control, PNA emission was primarily controlled by fuel PNA content through the transient storage of PNA in engine deposits and their later emission under more severe engine operating conditions. A relatively minor contribution to PNA emission was made by PNA synthesized from lower molecular weight fuel aromatics, particularly C10-C14 aromatics. Deposit-related PNA emissions were linearly correlated with the PNA content of the deposit formation fuel. In comparison with a fuel of field-average PNA content (0.5 ppm benzo(a)pyrene), a field-maximum fuel (3 ppm) contained 4 to 7 times as much of three major PNA species and caused 3 to 5 times higher emissions of these species.

A microprocessor controlled lubricating oil cooling system of truck diesel engine was designed to minimize the sump oil temperature fluctuation during start-up and nonsteady engine operations. Model reference adaptive control method is utilized in the control system design. The analysis involved in the design of the microprocessor controlled oil cooling system, and the applications of a special vehicle-engine-cooling system (VEC) computer simulation code in the implementation and testing of the model reference adaptive control strategy are described. Using the VEC simulation code, the performance of the microprocessor controlled oil cooling system and the conventionally controlled oil cooling systems were compared for the ATB, temperature disturbances, and cold weather transient tests. An explanation of each test, as well as a review of the results of comparison tests are presented.