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Performance Evaluation of FBC-DPF Using PEMSThe first study in Iran under real-world driving application of DPF
Vahid Hosseini, Saeed Malekloo, Mahdi doozandegan, Behzad AshjaieeMechanical Engineering Department, Sharif University of Technology, Tehran, Iran
22nd ETH-Conference on Combustion Generated NanoparticlesJune 2018, Zurich, Switzerland
• TTM consulting • augrina consulting
Pictures from Tehran
• Population: 8.5 million• 4 million LDVs and motorcycles all gasoline and CNG• 130,000 HDVs, all diesel
Table of Contents • Background of Tehran air pollution,
• Scientific evidences that led to big shift in policies, mobile source contribution
• Background and history of national activities
• First RDE study of a DPF-retrofit bus using PEMS
• Investigating effects of elevation on diesel emission
• Conclusions
Table of Contents • Background of Tehran air pollution,
• Scientific evidences that led to big shift in policies, mobile source contribution
• Background and history of national activities
• First RDE study of a DPF-retrofit bus using PEMS
• Investigating effects of elevation on diesel emission
• Conclusions
0
50
100
150
200
ینرد
روف
تش
بهدی
ار
دادخر یر
ت
دادمر
ورری
شه هرم
انآب ذرآ
دي منبه
ندسف
ا
كپا
لمسا
اي بر
لمسا
ناي
هاوه
گرس
ساح
لمسا
ناAQI for Iranian calendar 1395)2016-2017(
Mar
ch20
16
50
100
150
200
Unh
ealth
y fo
r all
Unh
ealth
y fo
r sen
sitiv
e gr
oups
heal
thyAi
r qua
lity
inde
x (A
QI)
clea
n
Febr
uary
20
17
SepOctNov
DecJanFeb
PM2.5 maps for the Fall & Winter of 2016, monthly average(atmospheric chemical and transport models)
Emission inventory approach – source contributions
۷
Emission inventory approach – source contributions
۸
Mobile source contributions from direct emissions
Looking at Tehran fleet age and emission standards (Based on license plate registration data, 2013)
Looking at Tehran fleet age and emission standards (Based on license plate registration data, 2013)
Legally over-aged
OutdatedNo catalyst No filter
Divisions between various fleets among mobile sources
Gasoline and CNG vehicles
Diesel vehicles
PM2.5 source apportionment study (Sharif University & University of Wisconsin-Madison)
۱۴
PM2.5 source apportionment study (Sharif University & University of Wisconsin-Madison)
Combustion sources contribution
PM2.5 source apportionment study (University of Wisconsin)
Spring and summer dust
PM2.5 source apportionment study (University of Wisconsin)
Fall and winter OM coming from combustion and
intensified by inversion periods
Results of CMB receptor modeling based on PM2.5 chemical analysesM. Arhami et. al., Environmental Pollution 239 (2018) 69-81
Results of CMB receptor modeling based on PM2.5 chemical analysesM. Arhami et. al., Environmental Pollution 239 (2018) 69-81
Annual mean of benzene and o-xylene (Swiss TPH)(180 sampling site using passive samplers in 1-year period)
Annual mean of NO, NO2, and NOx (Swiss TPH)
۲۱
BC measurement using online aethalometers (PSI, Switzerland)
0
5
10
15Av
erag
e BC
(g/
m3 )
Sharif
Workdays
Fridays
Setad
Workdays
Fridays
0:00 6:00 12:00 18:00 0:00
Time (h)
0
10
20
30
Aver
age B
C (
g/m
3 )
Rey
Workdays
Fridays
0:00 6:00 12:00 18:00 0:00
Time (h)
Sadr
Workdays
Fridays
Effects of restricting over-night truck traffic on BC concentration(Dec 12-15, 2017 – an episode of air pollution that resulted in city-wide school shut-down and traffic restrictions)
An interesting observation: Tehran earthquake
• On 11:57 PM of Dec 12, 2017 an earthquake with the magnitude of 5.2 hit Tehran.
• It was a cold night after 3 days of thermal inversion (a long episode).
• Tehran citizen stayed out of their home for whole night with their gasoline LDVs idling.
Idling of large number of LDVs over-night in Tehran increased average CO and NOx concentrations
Day -2 Day -1 Day 0 Day +1 Day -2 Day -1 Day 0 Day +1
earthquake earthquakeEnd of atmospheric
inversion period
CO (0
-9 p
pm)
NO
x (0
-900
ppb
)
Almost no effect on PM2.5 as the result of idling over-night (cold night, no-sunlight)
Day -2 Day -1 Day 0 Day +1
PM2.
5 (0
-140
ug/
m3)
earthquake
Table of Contents • Background of Tehran air pollution,
• Scientific evidences that led to big shift in policies, mobile source contribution
• Background and history of national activities
• First RDE study of a DPF-retrofit bus using PEMS
• Investigating effects of elevation on diesel emission
• Conclusions
National level-activities • The very first initiation of filters in Iran : 2014• In 3 years:
• There is national legislation for all diesel vehicles Euro IV+DPF OR Euro V EEV are current nationalstandards
• Euro V EEV was lobbies afterward into the legislation by the forces of European manufacturers like Daimler and MAN• Before licensing every Euro V EEV vehicle, an equal (by power) old vehicle needs to be scrapped. This increases the price of
Euro V EEV vehicles compared to that of Euro IV+ DPF
• Approx. 5000 VERT-approved filters and another 5000 filters have been already installed in the market(newfit, option-fit, and retrofit)
• City of Tehran has approved soot-purchasing scheme (contractors are paid more if installfilters)
• Issues at hand:• I/M program, instrument, test procedures• Enforcement (proper TA and COP)• Tampering and cheating• Diesel fuel quality ( <50 ppm sulfur diesel fuel became available nation-wide)
Background DPF retrofit activities • PEMS Experience:
• 5 Years of Experience In RDE Measurements of gasoline and CNG LDVs
• DPFs Feasibility Study Project:• Engine dynamometer tests (2014)• Different DPF technologies evaluated (2014-2016)• Pilot installation (2015-2017)• Periodical stationary UFP emission measurements on urban buses (2015- now)• RDE Measurements
Engine dyno tests and pilot runs
Engine Dynamometer Tests• Test procedure: VFT 1
• Tested engine: Daimler OM 457
• Tested fuel: LSD (50 ppm), MSD (229 ppm), HSD (7000 ppm)
• Number of tests: More Than 7 DPFs with various sulfur-contained fuels
• Evaluation criteria:• DPF performance (PM & PN efficiency, gaseous emission)• Safety issues• Regeneration quality and soot capacity• Sulfur tolerances
Engine Tests’ Outcome
• Full Report of Engine Tests’ Results• Determination of Candidate DPFs for Field Tests
• Papers and presentations• ETH combustion generated conference
• http://www.nanoparticles.ch/archive/2017_Hosseini_PR.pdf• http://www.nanoparticles.ch/archive/2016_Hosseini_PR.pdf• http://www.nanoparticles.ch/2014_ETH-NPC-18/4a-1_Hosseini.pdf
• Doozandegan, Hosseini, Ehteram, Proceedings of the Institution of Mechanical Engineers Part D Journal of Automobile Engineering, DOI: 10.1177/0954407017701283, 2017
Field Tests
• Target vehicles: Tehran BRTs
• Tested engine: MAN
• Tested fuel: Mostly LSD (50 ppm) and Occasionally MSD (229 ppm)
• Test procedure: 50,000 km at low and high exhaust temperature routes
• Number of Installed DPFs: 14 filters with various technologies (FBC, CDPF, etc.)
• Evaluation Criteria:• Durability • Appropriate Regeneration Regime• Reasonable Cleaning Intervals
Results of early first tests
• Monthly reports are available • Filters are monitored using an smart phone application by VERT Iran’s office(FilterNama)
• Determination of candidate DPFs for retrofit projects• Total Installed DPFs: 14 pieces• 6 technologies were approved for low temperature routes • 3 technologies were approved for high temperature lines • 3 technologies were rejected (CRTs)• 3 technologies still under consideration (CDPFs)• Total mileages: more than 1,000,000 km.
Retrofit project for city buses
DPF Retrofit Projects
• Target vehicles: Tehran city buses• Installed DPFs: 50• Total mileages: 2,251,796 km
0
20000
40000
60000
80000
100000
120000
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49
Mile
ages
Installation No.
0
1
2
3
4
5
Fuel level guageproblem
Opcacityincreament
DPF operationalproblem
DPFs
Fai
lure
84؛42 %
16؛8 %
Status of Retrofit Project
In operation Failed
Tehran DPF Retrofit Project Status
• Pilot Tests are Running Since 2014 (10 buses, 6 technologies)• 50+ DPF Retrofitted Buses
awareness and outreach Pilot tests, local conditions new productsare coming
Table of Contents • Background of Tehran air pollution,
• Scientific evidences that led to big shift in policies, mobile source contribution
• Background and history of national activities
• First RDE study of a DPF-retrofit bus using PEMS
• Investigating effects of elevation on diesel emission
• Conclusions
Filter evaluation under RDE conditions using PEMS
Engine SpecificationMercedes - BenzManufacturer
OM 457Engine ModelEURO IIEmission StandardInline 6Configuration
11967 ccDisplacement128 mmCylinder Bore155 mmPiston Stroke18.5:1Compression Ratio
260 kW @ 2000 RPMRated Power1600 N.m @ 1100
RPMRated Torque
Sintered metal filter, FBC, electric heater
Filter
Test Vehicle and filter
Instruments
AXION PEMS Testo NanoMet3
Test Route #1: west-east direction
Route #1: Urban Street - Flat
Route Detail: Grade ≈ 0%Distance = 15.8 kmTraffic Jam = Medium - Heavy
Route #1 : Flat Urban Street
16
0
5
10
15
20
25
30
35
40
45
50
1 68 135
202
269
336
403
470
537
604
671
738
805
872
939
1006
1073
1140
1207
1274
1341
1408
1475
1542
1609
1676
1743
1810
1877
1944
2011
2078
2145
2212
2279
2346
2413
2480
2547
2614
2681
2748
2815
2882
2949
3016
3083
3150
3217
3284
Vehi
cle
Spee
d (k
m/h
)
Time
Driving pattern
61%
39%
Driving conditions
Moving Stationary
Route #1 : Flat Urban Street
80
82
84
86
88
90
92
94
96
98
100
1.E+03
1.E+04
1.E+05
1.E+06
1.E+07
1.E+08
1.E+091 73 145
217
289
361
433
505
577
649
721
793
865
937
1009
1081
1153
1225
1297
1369
1441
1513
1585
1657
1729
1801
1873
1945
2017
2089
2161
2233
2305
2377
2449
2521
2593
2665
2737
DPF
Effic
ienc
y (%
)
Part
icle
Den
sity
(#/c
c)
Time
Particle Density and DPF Efficiency as A Function of Time
DWNSTR - PN - Filtered UPSTR - PN - Filtered DPF Efficiency
Route #1 – particle number count and filter efficiency
T< 46؛200 %200<T< ؛250
44 %
250<T<30010؛ %
300<T< ؛3501 %
Exhaust Temperature Distribution
T<200
200<T<250
250<T<300
300<T<350
350<T<400
T>400
Average Emission Factor of PM was 1.07×1015 [#/km] and 1.68×1011 [#/km] for before and after DPF, respectively. Average filtration efficiency by number 99.98%.
Route #1 : Flat Urban Street
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0%
5%
10%
15%
20%
25%
۱۰-۱۵ ۱۵-۲۰ ۲۰-۳۰ ۳۰-۵۰ ۵۰-۱۰۰ ۱۰۰-۱۵۰ ۱۵۰-۲۰۰ ۲۰۰-۳۰۰
Cum
ulat
ive
Dist
ribut
ion
(%)
Size
Bin
Dist
ribut
ion
(%)
Particle Size Bin (nm)
DPF Downstream Particle Size Distribution
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
۱۰-۱۵ ۱۵-۲۰ ۲۰-۳۰ ۳۰-۵۰ ۵۰-۱۰۰ ۱۰۰-۱۵۰ ۱۵۰-۲۰۰ ۲۰۰-۳۰۰
Cum
ulat
ive
Dist
ribut
ion
(%)
Size
Bin
Dist
ribut
ion
(%)
Particle Size Bin (nm)
DPF Upstream Particle Size Distribution
Route #1 – particle size distribution
After filter, more uniform particle size distribution was observed
Test Route #2: south-north direction
Route #2: Urban Street – 3% Average Grade
Route Detail: Grade ≈ 3%Distance = 15 km Traffic Jam = Medium - Heavy
12
0
5
10
15
20
25
30
1 54 107
160
213
266
319
372
425
478
531
584
637
690
743
796
849
902
955
1008
1061
1114
1167
1220
1273
1326
1379
1432
1485
1538
1591
1644
1697
1750
Vehi
cle
Spee
d (k
m/h
)
Time
Uphill Speed [km/h]
10
0
5
10
15
20
25
30
35
40
1 19 37 55 73 91 109
127
145
163
181
199
217
235
253
271
289
307
325
343
361
379
397
415
433
451
469
487
505
523
541
559
577
595
Vehi
cle
Spee
d (k
m/h
)
Time
Downhill Speed [km/h]
75%
25%
Uphill
Moving Stationary
53%
47%
Downhill
Moving Stationary
Route #2 : Urban Uphill
80%
85%
90%
95%
100%
1.E+03
1.E+04
1.E+05
1.E+06
1.E+07
1.E+08
1 59 117
175
233
291
349
407
465
523
581
639
697
755
813
871
929
987
1045
1103
1161
1219
1277
1335
1393
1451
1509
1567
1625
1683
1741
1799
1857
1915
1973
2031
2089
2147
2205
DPF
Effic
ienc
y (%
)
Part
icle
Den
sity
#/cc
Time
Uphill - DPF Upstream PN Density Uphill - DPF Downstream PN Density DPF Efficiency
Route #2 : Urban Downhill
80%
85%
90%
95%
100%
1.E+03
1.E+04
1.E+05
1.E+06
1.E+07
1.E+08
1 42 83 124
165
206
247
288
329
370
411
452
493
534
575
616
657
698
739
780
821
862
903
944
985
1026
1067
1108
1149
1190
1231
1272
1313
1354
1395
1436
1477
1518
1559
DPF
Effic
ienc
y (%
)
Part
icle
Den
sity
#/cc
Time
Downhill - DPF Upstream PN Density Downhill - DPF Downstream PN Density DPF Efficiency
Route #2 – DPF Efficiency
T< ؛20057%
200<T< ؛25037%
250<T< 6؛300 %
Exhaust Temperature Distribution
T<200
200<T<250
250<T<300
300<T<350
350<T<400
T>400
Average particle before and after filter was 1.31×1015 [#/km] and 2.76×1011 [#/km] ;Respectively. The average filtration efficiency was 99.97% .
Route #2 : Urban Uphill
Route #2 – Particle Density Distribution
Change of particle size distribution after filter
1.E+05
1.E+06
1.E+07
1.E+08
10 30 50 70 90 110 130 150 170 190 210 230 250 270 290 310
Part
icle
Den
sity
(#/c
cm)
Diameter (nm)
Uphill - DPF Upstream Particle Number Ditribution
1.E+03
1.E+04
1.E+05
10 30 50 70 90 110 130 150 170 190 210 230 250 270 290 310
Part
icle
Den
sity
(#/c
cm)
Diameter (nm)
Uphill - DPF Downstream Particle Number Ditribution
Route #2 : Urban Uphill
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0%
10%
20%
30%
40%
50%
60%
70%
۱۰-۱۵ ۱۵-۲۰ ۲۰-۳۰ ۳۰-۵۰ ۵۰-۱۰۰ ۱۰۰-۱۵۰ ۱۵۰-۲۰۰ ۲۰۰-۳۰۰
Cum
ulat
ive
Dist
ribut
ion
(%)
Size
Bin
Dist
ribut
ion
(%)
Diameter Bin (nm)
DPF Upstream Particle Size Distribution
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0%
5%
10%
15%
20%
25%
30%
35%
۱۰-۱۵ ۱۵-۲۰ ۲۰-۳۰ ۳۰-۵۰ ۵۰-۱۰۰ ۱۰۰-۱۵۰ ۱۵۰-۲۰۰ ۲۰۰-۳۰۰
Cum
ulat
ive
Dist
ribut
ion
(%)
Size
Bin
Dist
ribut
ion
(%)
Diameter Bin (nm)
DPF Downstream Particle Size Distribution
Route #2 – Particle Density Distribution
1.54 0.94
10.84
0.79 1.06
12.07
0.96 1.03
11.78
0
2
4
6
8
10
12
14
CO HC NOx
Emiss
ion
Fact
or (g
/km
)
Emission
Downhill Uphill Flat
Average emission factors
Conclusion- part 1• Despite of infrastructure challenges such as fuel sulfur content issues, high ash
lubricating oil, and bad maintenance practices, filters remain reliable, robust, andfunctional, with efficiencies higher than expected under real-world drivingconditions.
• NOx of current engines in operation is high and needs to be addressed.
• I/M program for retrofit and newfit vehicles needs to be stablished.
Engine SpecificationToyotaManufacturer
2KDFTV Turbocharged Diesel Engine
Engine Model
EURO IIIEmission StandardEGR + DOCEmission Control
Inline 4Configuration2494 ccDisplacement92 mmCylinder Bore93 mmPiston Stroke18.5:1Compression Ratio
75 kW @ 3600 RPMRated Power260 N.m @ 2000 RPMRated Torque
What would be the effect of Tehran elevation on diesel emission? Research activity on effects of elevation started
Test PointsElevation
(m)50 500 1000 1500 1800 2100 2400 2700
Low Speed
Idle
High Speed
Idle
Constant
Speed 45
kph
Constant
Speed 60
kph
×
Test Route
0
500
1000
1500
2000
2500
3000
0 50 100 150 200
Elev
atio
n (m
)
Distance (km)
Start Point
End Point
Manifold absolute pressure changes with elevation
60
70
80
90
100
110
120
130
140
0 500 1000 1500 2000 2500 3000
MAP
(KPa
)
Elevation (m)
Low and High Idle
Low RPM High RPM80
90
100
110
120
130
140
150
160
0 500 1000 1500 2000 2500 3000
MAP
(KPa
)
Elevation (m)
Constant Speed
SST 45km/h SST 60km/h
0
20
40
60
80
100
0 500 1000 1500 2000 2500 3000
Man
ifold
Air
Flow
(g/s
)
Elevation (m)
Low and High Idle
Low RPM High RPM
40
50
60
70
80
90
100
0 500 1000 1500 2000 2500 3000M
anifo
ld A
ir Fl
ow (g
/s)
Elevation (m)
Constant SpeedSST 45km/h SST 60km/h
Mass air flow changes with elevation
NOx Emission Factor As a Function of Elevation
0
2
4
6
8
10
0 500 1000 1500 2000 2500 3000
NO
x EF
(mg/
s)
Elevation (m)
Low and High IdleLow RPM High RPM
0
10
20
30
40
50
0 500 1000 1500 2000 2500 3000
NO
x EF
(mg/
s)
Elevation (m)
Constant SpeedSST 45km/h SST 60km/h
PM Emission Factor As a Function of Elevation
0
0.01
0.02
0.03
0.04
0.05
0.06
0.07
0 500 1000 1500 2000 2500 3000
PM E
F (m
g/s)
Elevation (m)
Low and High IdleLow RPM High RPM
0
0.2
0.4
0.6
0.8
1
0 500 1000 1500 2000 2500 3000PM
EF
(mg/
s)Elevation (m)
Constant SpeedSST 45km/h SST 60km/h
0
0.2
0.4
0.6
0.8
1
۵۰ ۵۰۰ ۱۰۰۰ ۱۵۰۰ ۱۸۰۰ ۲۱۰۰ ۲۴۰۰ ۲۷۰۰
PM (m
g/s)
Elevation (m)
Idle Low RPM Idle High RPM SST 45km/h SST 65km/h
0
10
20
30
40
50
۵۰ ۵۰۰ ۱۰۰۰ ۱۵۰۰ ۱۸۰۰ ۲۱۰۰ ۲۴۰۰ ۲۷۰۰
NO
x (m
g/s)
Elevation (m)
Idle Low RPM Idle High RPM SST 45km/h SST 65km/h
Conclusion- part 2• It is quite obvious that elevation increases both NOx and PM emissions (close to two-
folds).
• Engines are not tuned/calibrated at such high elevation.
• The role of ECU/OBD system is not known, needs to be investigated.
• Further studies are needed on the effect of elevation on filter efficiency andperformances as millions of world population are living at high elevation.
Posters
#39 #3
Thanks for your attention
Vahid Hosseini, Saeed Malekloo, Mahdi doozandegan, Behzad AshjaieeMechanical Engineering Department, Sharif University of Technology, Tehran, Iran
vhosseini@sharif.edu
• TTM consulting • augrina consulting
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