Research Papers: Internal Combustion Engines

Reduction in NOx and CO Emissions in Stoichiometric Diesel Combustion Using a Three-Way Catalyst

[+] Author and Article Information
Junghwan Kim1

Engine Research Center, University of Wisconsin-Madison, Madison, WI 53706kim23@wisc.edu

Rolf D. Reitz

Engine Research Center, University of Wisconsin-Madison, Madison, WI 53706

Sung Wook Park

Department of Mechanical Engineering, Hanyang University, Seoul 133-791, Korea

Kian Sung

 Gangwon Provincial College, Gangwon-do 210-804, Korea


Corresponding author.

J. Eng. Gas Turbines Power 132(7), 072803 (Apr 16, 2010) (6 pages) doi:10.1115/1.4000290 History: Received May 20, 2009; Revised May 25, 2009; Published April 16, 2010; Online April 16, 2010

Experimental and numerical studies were performed to investigate the simultaneous reduction in NOx and CO for stoichiometric diesel combustion with a three-way catalyst. A single-cylinder engine was used for the experiments and KIVA simulations were used in order to characterize the combustion efficiency and emissions of throttled stoichiometric diesel combustion at 0.7 bar boost pressure and 90 MPa injection pressure. In addition, the efficiency of emission conversion with three-way catalysts in stoichiometric diesel combustion was investigated experimentally. The results showed CO and NOx emissions can be controlled with the three-way catalyst in spite of the fact that CO increases more at high equivalence ratios compared with conventional diesel combustion (i.e., lean combustion). At a stoichiometric operation, the three-way catalyst reduced CO and NOx emissions by up to 95%, which achieves lower emissions compared with conventional diesel combustion or low temperature diesel combustion, while keeping better fuel consumption than a comparable gasoline engine.

Copyright © 2010 by American Society of Mechanical Engineers
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Figure 1

Schematic diagram of experimental apparatus

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Figure 2

Computational mesh at TDC

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Figure 3

Model validation and effect of start-of-injection timing and pressure history

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Figure 4

Calculated results of accumulated heat release rates. A portion of premixed combustion is around 65% for all start-of-injection timings.

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Figure 5

Inhomogeneity and ignition delay from KIVA results

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Figure 6

Calculated local equivalence ratio distributions at the end of injection (SOI: −8 deg)

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Figure 7

Experimental results of fuel consumption and combustion efficiency

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Figure 8

Engine-out emissions of throttled stoichiometric diesel combustion

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Figure 9

Effect of start-of-injection timing on in-cylinder pressure histories (KIVA results)

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Figure 10

Local equivalence ratio at the start of combustion and CO distributions for −8 deg and −16 deg SOI cases

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Figure 11

Temperatures of exhaust gas at exhaust port, inlet and outlet of a heater, and outlet of a TWC



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