Abstract
Today restrictions on pollutant emissions require the use of catalyst-based after-treatment systems as a standard both in SI and in Diesel engines. The application of monolith cores with a honeycomb structure is an established practice: however, to overcome drawbacks such as weak mass transfer from the bulk flow to the catalytic walls as well as poor flow homogenization, the use of ceramic foams has been recently investigated as an alternative showing better conversion efficiencies (even accepting higher flow through losses). The scope of this paper is to analyse the effects of foam substrates characteristics on engine performance. To this purpose a 0D “crank-angle” real-time mathematical model of an I.C.Engine developed by the Authors has been enhanced improving the heat exchange model of the exhaust manifold to take account of thermal transients and adding an original 0D model of the catalytic converter to describe mass flows and thermal processes. The model has been used to simulate a 1.6l turbocharged Diesel engine during a driving cycle (EUDC). Effects of honeycomb and foam substrates on fuel consumption and on variations of catalyst temperatures and pressures are compared in the paper.
Highlights
In the last decades the constant need to reduce pollutant emissions from Internal Combustion Engines (ICEs) led OEMs both to enhance existing subsystems and to introduce innovative solutions
Thermodynamic parameters in the intake and exhaust systems obtained with different substrates were compared
In the following, several results are plotted with reference to the engine during a driving cycle (EUDC) assuming the honeycomb substrate as a baseline
Summary
In the last decades the constant need to reduce pollutant emissions from Internal Combustion Engines (ICEs) led OEMs both to enhance existing subsystems (e.g., fuel injection, valve actuation systems, etc.) and to introduce innovative solutions (with particular reference to after-treatment devices). Mass flow rates of considered pollutants (CO, HC, and PM), required to calculate pollutant concentrations Xmi in the exhaust gases and heat generated by the oxidation reactions inside the catalyst (see Catalyst Model), are estimated as a function of equivalence ratio φ and of engine speed n through experimental maps, arranged in look-up tables in the following form: mi = f (n, φ)
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