By Guy B. Marin (Eds.)
This quantity on car Emission keep watch over emphasises the position of chemical engineering in car emission regulate. in actual fact the improvement of mathematical versions describing the various services of the converter(s), in addition to their interplay, has been and nonetheless is important. all of the contributions advocates the implementation of the latter, mixed with experimental validation, instead of enticing into problematic experimental courses. *Provides unique reviews*Presents best chemical engineers as authors*Reviews state of the art advancements
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Extra resources for Automotive Emission Control
300 (a) Inlet NOx 200 NOx , NH3 (ppm) NOx , NH3 (ppm) 300 NOx 100 NH3 0 100 200 300 400 Temperature (°C) 500 Inlet NOx (b) 200 NOx 100 HC 0 100 200 300 400 Temperature (°C) 500 FIG. 40. NOx reduction activity with pre-adsorbed NH3 or C3H6 on Cu/Zeolite. After saturating the adsorbtion of a reductant: (a) NH3 and (b) C3H6, on Cu/Zeolite, NOx reduction activity was measured with increasing temperatures at 201C/min under the oxidizing atmosphere. the NSR catalyst under the reductive atmosphere, and easily reacted with NOx on the Cu/zeolite under the subsequent oxidative atmosphere.
Exhaust temperature is, of course, another key factor affecting rate of reaction over the catalyst. e. the way the engine runs) can be assessed simply by modifying existing engine out data to see if such a change in the calibration is worthwhile. Only if the calibration change is likely to be useful, do the calibration engineers need to make the necessary changes, thus potentially saving much time and effort. This section looks at two examples for a gasoline engine, considering the inﬂuence of the initial temperature ramp and of reducing engine out HC levels before light off.
These simulations were run by modifying the original engine out data, which had an initial ramp of about 6 K/s, to one with a faster, linear ramp (Fig. 4). As expected, increasing the initial ramp rate results in faster catalyst warm-up and hence earlier light off. However, the extent of improvement in light off with increasing temperature ramp decreases as the ramp rate is increased. Thus, while going from 6 to 10 K/s has a large effect, doubling the ramp rate to 20 K/s has a smaller, but still signiﬁcant effect; little is to be gained from increasing the ramp rate beyond 35 K/s.
Automotive Emission Control by Guy B. Marin (Eds.)