柴油机微粒捕集器及其再生技术研究
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摘要
柴油机微粒排放严重地污染环境并危害人类健康，其净化技术一直是人们研究的热点。微粒捕集器DPF(Diesel Particulate Filter)是控制柴油机微粒排放最有效的后处理设备，随着排放法规的日益严格，其应用将越来越广泛。为推进微粒捕集器实用化和产业化进程，本研究采用理论分析、数值计算和试验研究相结合的方式对DPF的捕集特性、阻力特性以及再生规律进行了研究。
为了实现利用计算机仿真计算进行DPF结构设计与优化以及DPF性能预测，在Matlab计算平台上建立DPF捕集模型和压降模型，为高捕集效率低流动阻力DPF的开发提供技术支持。基于填充床捕集理论，布朗扩散和直接拦截捕集机理建立壁流式微粒捕集器捕集模型。理论分析壁流式微粒捕集器的捕集过程，建立空载和负载DPF压降模型。通过发动机台架试验对模型进行校验和修正。利用模型的计算程序研究排气参数对DPF捕集特性和压降特性的影响，预测空载和负载DPF的压力降，确定滤饼捕集阶段DPF压降及其构成比例随DPF碳载量的变化。
为了有效控制DPF再生过程，保证其再生的安全性和完全性，在总结现有各种再生方法优缺点的基础上，提出了基于缸内次后喷LPI(Late Post Injection)喷油量控制的DPF主动再生方法，并就DPF再生进怠速DTI(Drop to Idle)不可控再生，DPF再生时机的确定方法，LPI喷油助燃主动再生控制策略进行研究。该研究结果表明：
(1) LPI是在缸内远离上止点后的时刻喷入燃油，大部分燃油在缸内基本未燃，而成为HC排放源，增加发动机排气中的HC浓度，利用DPF上游氧化催化转化器DOC(Diesel Oxidation Catalyst)对HC的氧化放热提高排气温度，使得DPF入口温度达到微粒的起燃温度，实现DPF主动再生。结果显示，本试验条件下，DOC有效工作的入口温度要高于250℃；LPI喷油时刻对发动机性能以及DOC升温特性的影响不大；喷油时刻一定，随着LPI后喷油量的增加，发动机转矩不变，燃油消耗率有所增加，DOC入口温度不变，DOC入口HC排放显著增多，DOC出口即DPF入口温度增加，低速工况DOC升温效果更显著。经发动机台架试验验证，采用LPI可以实现DPF安全彻底的再生，有效再生时间约为200s。再生过程中，DPF压降先升高再急剧下降直至达到相对稳定；沿着排气流动方向，径向位置相同轴向在同一条直线上各点的温度依次升高，DPF内部最高峰值温度为出现在靠近DPF出口的中心轴线处；径向温度梯度较轴向温度梯度明显增大，其峰值出现在再生初期，靠近过滤体边缘。
(2) DTI不可控再生发生在DPF正常再生过程中，发动机突然进入怠速。DTI不可控再生过程中，DPF内部温度分布规律与正常再生相同。但是，由于怠速工况下排气流速低、排气氧含量高，峰值温度和温度梯度均显著提高；利用废气再循环EGR(Exhaust Gas Recirculation)、进气节流、提高怠速转速等措施可有效地降低DTI再生中DPF最大峰值温度和温度梯度，避免DPF损坏。
(3)分析了根据排气背压、行驶时间、碳烟排放、数学模型判断再生时机的方法，提出了根据压降判断碳载量进而确定再生时机的方法。论述了基于DPF的再生进怠速试验确定过滤体安全碳载量限值SML(Soot Mass Limit)的方法。基于碳载量判断再生时机和LPI喷油助燃DPF主动再生方法，提出DPF主动再生控制策略，分析LPI燃油喷射量最优值的确定方法。
为更好的进行微粒排放控制，针对具有不同理化特性的燃料，进行微粒数量排放及其粒度分布的测量，分析DPF对不同燃料的排气微粒数浓度捕集效率和分级捕集效率。该研究结果表明：
(1)柴油、生物柴油BTL、天然气合成油GTL和添加有铁基燃油添加剂(Fe-FBC)的低硫柴油(以FBC表征)的微粒排放绝大部分都在200nm以下，微粒粒度分布均呈单峰对数分布。与转速变化相比，负荷变化对微粒粒度分布的影响较大。随着负荷增加，柴油、BTL和FBC的微粒粒度分布趋于核化，即峰值粒径向小粒径偏移，而GTL的峰值粒径则向大粒径偏移，核态微粒排放降低。
(2) BTL热值低、含氧量高，其燃烧和排放与柴油有所差异。主要表现为燃烧燃始点提前，滞燃期缩短，燃油消耗率升高；CO_2、CO、HC排放降低，NOx排放增多，尤其在中高负荷表现更为突出。BTL总微粒数量浓度较其它燃料高，核态微粒排放显著增多，降低其核态微粒数量排放是一个亟待解决的问题。
(3) GTL具有高十六烷值、低芳烃的特点，与柴油相比，其燃烧着火提前，滞燃期短，预混合燃烧比例减小，燃烧完全，能够有效降低CO_2、CO、HC、NOx气体排放，以及降低核态微粒和积聚态微粒数量浓度。
(4) FBC的微粒粒度分布、核态微粒数比例和总微粒数浓度随负荷或转速的变化规律与柴油相似。铁基添加剂的使用能够优化燃烧，减少大粒径颗粒生成，但由于金属氧化物在燃烧室内的生成，与柴油相比，FBC具有较高的总微粒数和核态微粒数排放，核态微粒的比例均在90%以上。
(5)柴油机燃用不同理化特性的燃料同一工况下会产生不同的排气参数和微粒粒度分布，从而影响DPF的捕集效率。DPF对试验燃料的数量浓度捕集效率NE(Number Efficiency)和分级捕集效率FE(fractional efficiency)随转速或负荷的变化并没有明显的规律。DPF应用于BTL、GTL和FBC燃料时，DPF的数量浓度捕集效率有所下降。大多数工况下，DPF对柴油的数浓度捕集效率均在90%以上，远远高于DPF对BTL、GTL、FBC的捕集效率。在排气主要粒径范围内，DPF对柴油燃料的分级捕集效率始终较高，其分级捕集效率随粒径变化满足捕集理论分析，在150nm附近达到波谷值，穿透窗口在积聚态粒径区间。对BTL、GTL和FBC燃料，在排气主要粒径区间，DPF分级捕集效率均有所下降，其分级捕集效率变化趋势不能用捕集理论分析，在核态和积聚态粒径区域DPF都出现穿透窗口。据此，在应用替代燃料时，应针对具体燃料的排气状态设计专用的DPF，使其充分发挥其净化功效。
Diesel particulate matter (PM) can cause serious environmental pollution and beharmful to human health, its emission control technology has been a focus. DieselParticulate Filters (DPFs) are the most effective aftertreantment device for removingPM from diesel engine exhaust. To comply with tightening emission regulations,DPFs are increasingly applied. In order to promote the practical and industrializationprocess of diesel particulate filter, the filtration, preesure drop and regenerationcharacteristics of a DPF were studied with theoretical analysis, numerical calculationand experimental research in this study.
In order to achieve DPF structure design and optimization as well as DPFperformance prediction using computer simulation， DPF Filtration and pressure dropmodels were developed in Matlab computing platform, which could provide technicalsupport for the development of the DPF with high filtration efficiency and low flowresistance. Based on packed bed filtration theory, Brownian diffusion and interceptioncapture mechanisms, filtration model of the wall-flow particulate filter was built.Capture process of DPF was analyzed theoretical and pressure drop models of cleanand loaded filters were built. Experimental data were used to calibrate and validatingthe models. The models can predicte the pressure drop of a clean andparticulate-loaded DPF, and be used to analyse the effect of parameters of filterstructure and engine exhaust on the filtration and pressure drop performance. Thetrends of pressure drop and its components vs PM loading during cake filtrationregime were determined.
For effective control of DPF regeneration process to ensure safe and completeregeneration, on the basis of summarizing the advantages and disadvantages ofvarious regeneration methods, a DPF active regeneration method with In-cylinderLate Post Injection (LPI) was pointed out, and DPF drop to idle (DTI) uncontrolledregeneration, and the methods of setting regeneration timing, and control strategy ofDPF active regeneration with LPI were studied. The study results show that:
(1) LPI takes place far after the Top Dead Center (TDC), large amont of the injected fuel does not combust completely in cylinder and produces Hydrocarbon (HC)emission, HC undergoes exothermic oxidation on the DOC to increase DPF inlettemperature for DPF active regeneratiom. Test results show that the effective inlettemperature of DOC is above250℃. The influence of LPI injection timing on engineperformance and DOC temperature rise characteristics is little. At the same injectintiming, with the increase of LPI amount, engine torque keep constant while fuelconsumption increases, DOC inlet temperature does not change dramatically, HCemissions at DOC inlet exhaust increase significantly, DPF inlet temperature increase.DOC temperature rise characteristics are obvious under low speed conditions. LPIcould achive safe and complete DPF regeneration with effective regeneration time ofabout200s through the experimental validation. During the regeneration process, DPFpressure drop increased firstly and then decline sharply until it reaches relativelystable. The temperature of each point on the same axis line with same radial positionsuccessively higher along the flow direction of exhaust gas, DPF internal peaktemperature is near DPF outlet at the central axis. The radial temperature gradient islarger than the axial temperature gradient, its peak value appears early in theregeneration, and is near the filter skin.
(2) For DTI uncontrolled regeneration, the engine goes to idle during the normalDPF regeneration process. The study results show that: during DTI uncontrolledregeneration, DPF internal temperature distribution regulation is the same as DPFnormal regeneration. At idle condtions, low exhaust flowrate ang high oxygenconcentration cause dramatical increase in peak temperature and peak temperaturegradient. Through EGR control, intake throttling and rising idle speed could reducethe maximum peak temperature to avoid DPF damage.
(3) The methods of setting regeneration timing involved according back pressure,according driving time, according soot emissions, according mathematical models, aswell as according soot loading were analyzed respectively. The method of setingregeneration timing according soot loading obtained from pressure drop washighlighted, the SML determination of the filter through DTI was discussed. Based onjudging regeneration timing according soot loading and DPF active regeneration withLPI, DPF active regeneration control strategy was proposed, the method fordetermining the optimal value of LPI amount was analyzed.
For better particle emsission control, particle number emission and particle sizedistribution of different fuels with different physical and chemical characteristics.weremearsured, and DPF number efficiency (NE) and fractional efficiency (FE) wereanalyzed. The study results show that:
(1) For diesel, BTL, GTL and FBC, exhaust particle number size distributionsare unimodal, the sizes of the particles are typically less than200nm during all thetest modes. Compared with engine speed, the engine load greatly influences particlesize distributions. As the engine load increases, the particle size distributions fordiesel, BTL and FBC turn to nucleating. The peak diameters become smaller, whereasfor GTL, this value becomes larger and the emissions of the nucleation mode particledecrease.
(2) BTL has lower calorific value and higher oxygen content, it has differentcombustion and emission characteristics with diesel. When fueled with BTL, theignition timing advances, and theignition delay period are shortened, the engine has ahigher BSFC. The CO_2, HC and CO emissions decrease as NOx increases,particularly at higher load conditions. BTL has the highest total particle andnanoparticle number concentrations. How to reduce its nanoparticle emissions is achallenge.
(3) GTL has higher cetane number and less aromatic hydrocarbons than the otherfuels. GTL results in the advancement of the beginning of ignition, a shorter ignitiondelay period, a shorter pre-mixed combustion period and complete combustion. Whenfueled with GTL, the CO_2, HC, CO and NOx emissions all decrease, particle numberemissions of nucleation mode and accumulation mode decrease.
(4) For FBC, the change of particle size distribution、 the percentage ofnanoparticle and particle number concentration with engine load or engine speed aresimilar with diesel. The use of Fe-based additive could premote combustion andreduces the emissions of larger size particle. Due to the generation of metal oxide incombustion chamber, FBC has highest total particle number and nanoparticleemissions, the percentage of nanoparticle is above90%.
(5) Diesel engine fueled with fuels of different physical and chemicalcharacteristics will produce different exhaust gas parameters and particle sizedistributions, thus influencing the filtration performance of the DPF. The change of NE and FE of the DPF with engine load and speed is not regular. For BTL, GTL andFBC, the NE of the filter reduces. Under most conditions, DPF number efficiency fordiesel is above90%, which is far higher than that for BTL, GTL and FBC. Over themain size range of exhaust, DPF fractional efficiency for diesel is sufficiently high,and behaves as predicted by filtration theory. The Greenfield Gap locates in theaccumulation size range and near150nm. For BTL, GTL and FBC, the FE decreasesduring the main size range compared with that for diesel, the filter has an extraGreenfield Gap located in the nanometer size range, which is disagree with filtrationtheory. Overall, when the diesel engine is fueled with alternative fuels, to avoidjeopardizing the potential emission benefits of alternative fuels and to maximize theDPF system efficiency, it is necessary to improve the filtration performance of thefilter or to choose the appropriate filters for the application according to the particleemission characteristics of alternative fuels.
为了实现利用计算机仿真计算进行DPF结构设计与优化以及DPF性能预测，在Matlab计算平台上建立DPF捕集模型和压降模型，为高捕集效率低流动阻力DPF的开发提供技术支持。基于填充床捕集理论，布朗扩散和直接拦截捕集机理建立壁流式微粒捕集器捕集模型。理论分析壁流式微粒捕集器的捕集过程，建立空载和负载DPF压降模型。通过发动机台架试验对模型进行校验和修正。利用模型的计算程序研究排气参数对DPF捕集特性和压降特性的影响，预测空载和负载DPF的压力降，确定滤饼捕集阶段DPF压降及其构成比例随DPF碳载量的变化。
为了有效控制DPF再生过程，保证其再生的安全性和完全性，在总结现有各种再生方法优缺点的基础上，提出了基于缸内次后喷LPI(Late Post Injection)喷油量控制的DPF主动再生方法，并就DPF再生进怠速DTI(Drop to Idle)不可控再生，DPF再生时机的确定方法，LPI喷油助燃主动再生控制策略进行研究。该研究结果表明：
(1) LPI是在缸内远离上止点后的时刻喷入燃油，大部分燃油在缸内基本未燃，而成为HC排放源，增加发动机排气中的HC浓度，利用DPF上游氧化催化转化器DOC(Diesel Oxidation Catalyst)对HC的氧化放热提高排气温度，使得DPF入口温度达到微粒的起燃温度，实现DPF主动再生。结果显示，本试验条件下，DOC有效工作的入口温度要高于250℃；LPI喷油时刻对发动机性能以及DOC升温特性的影响不大；喷油时刻一定，随着LPI后喷油量的增加，发动机转矩不变，燃油消耗率有所增加，DOC入口温度不变，DOC入口HC排放显著增多，DOC出口即DPF入口温度增加，低速工况DOC升温效果更显著。经发动机台架试验验证，采用LPI可以实现DPF安全彻底的再生，有效再生时间约为200s。再生过程中，DPF压降先升高再急剧下降直至达到相对稳定；沿着排气流动方向，径向位置相同轴向在同一条直线上各点的温度依次升高，DPF内部最高峰值温度为出现在靠近DPF出口的中心轴线处；径向温度梯度较轴向温度梯度明显增大，其峰值出现在再生初期，靠近过滤体边缘。
(2) DTI不可控再生发生在DPF正常再生过程中，发动机突然进入怠速。DTI不可控再生过程中，DPF内部温度分布规律与正常再生相同。但是，由于怠速工况下排气流速低、排气氧含量高，峰值温度和温度梯度均显著提高；利用废气再循环EGR(Exhaust Gas Recirculation)、进气节流、提高怠速转速等措施可有效地降低DTI再生中DPF最大峰值温度和温度梯度，避免DPF损坏。
(3)分析了根据排气背压、行驶时间、碳烟排放、数学模型判断再生时机的方法，提出了根据压降判断碳载量进而确定再生时机的方法。论述了基于DPF的再生进怠速试验确定过滤体安全碳载量限值SML(Soot Mass Limit)的方法。基于碳载量判断再生时机和LPI喷油助燃DPF主动再生方法，提出DPF主动再生控制策略，分析LPI燃油喷射量最优值的确定方法。
为更好的进行微粒排放控制，针对具有不同理化特性的燃料，进行微粒数量排放及其粒度分布的测量，分析DPF对不同燃料的排气微粒数浓度捕集效率和分级捕集效率。该研究结果表明：
(1)柴油、生物柴油BTL、天然气合成油GTL和添加有铁基燃油添加剂(Fe-FBC)的低硫柴油(以FBC表征)的微粒排放绝大部分都在200nm以下，微粒粒度分布均呈单峰对数分布。与转速变化相比，负荷变化对微粒粒度分布的影响较大。随着负荷增加，柴油、BTL和FBC的微粒粒度分布趋于核化，即峰值粒径向小粒径偏移，而GTL的峰值粒径则向大粒径偏移，核态微粒排放降低。
(2) BTL热值低、含氧量高，其燃烧和排放与柴油有所差异。主要表现为燃烧燃始点提前，滞燃期缩短，燃油消耗率升高；CO_2、CO、HC排放降低，NOx排放增多，尤其在中高负荷表现更为突出。BTL总微粒数量浓度较其它燃料高，核态微粒排放显著增多，降低其核态微粒数量排放是一个亟待解决的问题。
(3) GTL具有高十六烷值、低芳烃的特点，与柴油相比，其燃烧着火提前，滞燃期短，预混合燃烧比例减小，燃烧完全，能够有效降低CO_2、CO、HC、NOx气体排放，以及降低核态微粒和积聚态微粒数量浓度。
(4) FBC的微粒粒度分布、核态微粒数比例和总微粒数浓度随负荷或转速的变化规律与柴油相似。铁基添加剂的使用能够优化燃烧，减少大粒径颗粒生成，但由于金属氧化物在燃烧室内的生成，与柴油相比，FBC具有较高的总微粒数和核态微粒数排放，核态微粒的比例均在90%以上。
(5)柴油机燃用不同理化特性的燃料同一工况下会产生不同的排气参数和微粒粒度分布，从而影响DPF的捕集效率。DPF对试验燃料的数量浓度捕集效率NE(Number Efficiency)和分级捕集效率FE(fractional efficiency)随转速或负荷的变化并没有明显的规律。DPF应用于BTL、GTL和FBC燃料时，DPF的数量浓度捕集效率有所下降。大多数工况下，DPF对柴油的数浓度捕集效率均在90%以上，远远高于DPF对BTL、GTL、FBC的捕集效率。在排气主要粒径范围内，DPF对柴油燃料的分级捕集效率始终较高，其分级捕集效率随粒径变化满足捕集理论分析，在150nm附近达到波谷值，穿透窗口在积聚态粒径区间。对BTL、GTL和FBC燃料，在排气主要粒径区间，DPF分级捕集效率均有所下降，其分级捕集效率变化趋势不能用捕集理论分析，在核态和积聚态粒径区域DPF都出现穿透窗口。据此，在应用替代燃料时，应针对具体燃料的排气状态设计专用的DPF，使其充分发挥其净化功效。
Diesel particulate matter (PM) can cause serious environmental pollution and beharmful to human health, its emission control technology has been a focus. DieselParticulate Filters (DPFs) are the most effective aftertreantment device for removingPM from diesel engine exhaust. To comply with tightening emission regulations,DPFs are increasingly applied. In order to promote the practical and industrializationprocess of diesel particulate filter, the filtration, preesure drop and regenerationcharacteristics of a DPF were studied with theoretical analysis, numerical calculationand experimental research in this study.
In order to achieve DPF structure design and optimization as well as DPFperformance prediction using computer simulation， DPF Filtration and pressure dropmodels were developed in Matlab computing platform, which could provide technicalsupport for the development of the DPF with high filtration efficiency and low flowresistance. Based on packed bed filtration theory, Brownian diffusion and interceptioncapture mechanisms, filtration model of the wall-flow particulate filter was built.Capture process of DPF was analyzed theoretical and pressure drop models of cleanand loaded filters were built. Experimental data were used to calibrate and validatingthe models. The models can predicte the pressure drop of a clean andparticulate-loaded DPF, and be used to analyse the effect of parameters of filterstructure and engine exhaust on the filtration and pressure drop performance. Thetrends of pressure drop and its components vs PM loading during cake filtrationregime were determined.
For effective control of DPF regeneration process to ensure safe and completeregeneration, on the basis of summarizing the advantages and disadvantages ofvarious regeneration methods, a DPF active regeneration method with In-cylinderLate Post Injection (LPI) was pointed out, and DPF drop to idle (DTI) uncontrolledregeneration, and the methods of setting regeneration timing, and control strategy ofDPF active regeneration with LPI were studied. The study results show that:
(1) LPI takes place far after the Top Dead Center (TDC), large amont of the injected fuel does not combust completely in cylinder and produces Hydrocarbon (HC)emission, HC undergoes exothermic oxidation on the DOC to increase DPF inlettemperature for DPF active regeneratiom. Test results show that the effective inlettemperature of DOC is above250℃. The influence of LPI injection timing on engineperformance and DOC temperature rise characteristics is little. At the same injectintiming, with the increase of LPI amount, engine torque keep constant while fuelconsumption increases, DOC inlet temperature does not change dramatically, HCemissions at DOC inlet exhaust increase significantly, DPF inlet temperature increase.DOC temperature rise characteristics are obvious under low speed conditions. LPIcould achive safe and complete DPF regeneration with effective regeneration time ofabout200s through the experimental validation. During the regeneration process, DPFpressure drop increased firstly and then decline sharply until it reaches relativelystable. The temperature of each point on the same axis line with same radial positionsuccessively higher along the flow direction of exhaust gas, DPF internal peaktemperature is near DPF outlet at the central axis. The radial temperature gradient islarger than the axial temperature gradient, its peak value appears early in theregeneration, and is near the filter skin.
(2) For DTI uncontrolled regeneration, the engine goes to idle during the normalDPF regeneration process. The study results show that: during DTI uncontrolledregeneration, DPF internal temperature distribution regulation is the same as DPFnormal regeneration. At idle condtions, low exhaust flowrate ang high oxygenconcentration cause dramatical increase in peak temperature and peak temperaturegradient. Through EGR control, intake throttling and rising idle speed could reducethe maximum peak temperature to avoid DPF damage.
(3) The methods of setting regeneration timing involved according back pressure,according driving time, according soot emissions, according mathematical models, aswell as according soot loading were analyzed respectively. The method of setingregeneration timing according soot loading obtained from pressure drop washighlighted, the SML determination of the filter through DTI was discussed. Based onjudging regeneration timing according soot loading and DPF active regeneration withLPI, DPF active regeneration control strategy was proposed, the method fordetermining the optimal value of LPI amount was analyzed.
For better particle emsission control, particle number emission and particle sizedistribution of different fuels with different physical and chemical characteristics.weremearsured, and DPF number efficiency (NE) and fractional efficiency (FE) wereanalyzed. The study results show that:
(1) For diesel, BTL, GTL and FBC, exhaust particle number size distributionsare unimodal, the sizes of the particles are typically less than200nm during all thetest modes. Compared with engine speed, the engine load greatly influences particlesize distributions. As the engine load increases, the particle size distributions fordiesel, BTL and FBC turn to nucleating. The peak diameters become smaller, whereasfor GTL, this value becomes larger and the emissions of the nucleation mode particledecrease.
(2) BTL has lower calorific value and higher oxygen content, it has differentcombustion and emission characteristics with diesel. When fueled with BTL, theignition timing advances, and theignition delay period are shortened, the engine has ahigher BSFC. The CO_2, HC and CO emissions decrease as NOx increases,particularly at higher load conditions. BTL has the highest total particle andnanoparticle number concentrations. How to reduce its nanoparticle emissions is achallenge.
(3) GTL has higher cetane number and less aromatic hydrocarbons than the otherfuels. GTL results in the advancement of the beginning of ignition, a shorter ignitiondelay period, a shorter pre-mixed combustion period and complete combustion. Whenfueled with GTL, the CO_2, HC, CO and NOx emissions all decrease, particle numberemissions of nucleation mode and accumulation mode decrease.
(4) For FBC, the change of particle size distribution、 the percentage ofnanoparticle and particle number concentration with engine load or engine speed aresimilar with diesel. The use of Fe-based additive could premote combustion andreduces the emissions of larger size particle. Due to the generation of metal oxide incombustion chamber, FBC has highest total particle number and nanoparticleemissions, the percentage of nanoparticle is above90%.
(5) Diesel engine fueled with fuels of different physical and chemicalcharacteristics will produce different exhaust gas parameters and particle sizedistributions, thus influencing the filtration performance of the DPF. The change of NE and FE of the DPF with engine load and speed is not regular. For BTL, GTL andFBC, the NE of the filter reduces. Under most conditions, DPF number efficiency fordiesel is above90%, which is far higher than that for BTL, GTL and FBC. Over themain size range of exhaust, DPF fractional efficiency for diesel is sufficiently high,and behaves as predicted by filtration theory. The Greenfield Gap locates in theaccumulation size range and near150nm. For BTL, GTL and FBC, the FE decreasesduring the main size range compared with that for diesel, the filter has an extraGreenfield Gap located in the nanometer size range, which is disagree with filtrationtheory. Overall, when the diesel engine is fueled with alternative fuels, to avoidjeopardizing the potential emission benefits of alternative fuels and to maximize theDPF system efficiency, it is necessary to improve the filtration performance of thefilter or to choose the appropriate filters for the application according to the particleemission characteristics of alternative fuels.
引文
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