performance evaluation of fbc -dpf using pems · performance evaluation of fbc -dpf using pems the...

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

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

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






• 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

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

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






• 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


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%.


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 – 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


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)


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)


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

[email protected]

• TTM consulting • augrina consulting

performance evaluation of fbc -dpf using pems · performance evaluation of fbc -dpf using pems the...

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