DFP

„DPF: effects on engines and effects by engines“ 1
Critical effects
of filters on engines
and on filters by engines
Dipl.Ing. HTL/STV François Jaussi

tecmot F. Jaussi
CH -1752 Villars-sur-Glâne
tecmot.f.jaussi@romandie.com
CARB/AQMD Course on Ultrafine Diesel Particles and retrofit technologies for Diesel Engines / Diamond Bar, November 12, 13, 14 2008
CONTENTS
Interaction between Diesel engine and particle filter.
Influence of the exhaust back pressure on:

•Engine power & fuel consumption
•Supercharging
•Exhaust gas recirculation (EGR)
•Engine raw emissions
•Components temperatures
Use of fuel additive (filter regeneration)

Lube oil consumption
Engine damages caused by inappropriate DPF-Installation
System monitoring
Summary
CONTENTS

•Supercharging

System monitoring
Summary
Interaction between Diesel engine and particle filter
•EXHAUST FLOW
•FILTER LOAD = f (TIME)
•SOOT CONCENTRATION
•O2 & NOX CONTENT •FILTER REGENERATION

•EXHAUST TEMPERATURE
BACK PRESSURE
CONTENTS

•Supercharging

System monitoring
Summary
Influence of the back pressure on the fuel consumption

Representation of the four-stroke gas exchange process in the p-V diagram
(Naturally aspirated engine)
EO
IO IC
-
EC
TDC BTC
Gas-exchange work losses by:
Exhaust valve opening (EO) before BTC
(Expansion work loss )
Pump work against exhaust back-pressure
Pump work against inlet manifold vacuum

The fuel consumption increases depending on the ratio of the pressure loss to mean
indexed engine pressure. In duty-cycle, the mean effective pressure of utility vehicle
engines is in the range 8 – 12 bar: Hence the utmost increase in fuel consumption is
about 2% at a pressure loss of 200 mbar . Till a back pressure of 200-300 mbar, a
proportional influence can be assumed
∆be ∆pDPF
=
be pme + pmr
∆be = increase effective specific fuel consumption

be = effective specific fuel consumption
∆pDPF = filter pressure loss
pme = effective mean pressure
pmr = friction mean pressure

12 Liter / HD TCDI Diesel engine
∆be ∆pDPF
=
be pme + pmr A
Calculation examples @ 1800 rpm

With ∆pDPF = 200 [mbar] = constant
Duty pme pmr ∆pDPF

point [bar] [bar] [bar]
B
A 17 2 0.200 1.1%
B 10 2 0.200 1.7%
C
C
6 2 0.200 2.5%
Influence of the back pressure on turbocharging

compressed air
The turbine converts the energy
from the engine exhaust-gas to
p o w e r t h e c o m p r e s s o r . The
exhaust-gas has higher pressure
Intercooler turbine wheel
and temperature at turbine inlet
than at its outlet. The turbine
air inlet
uses those gradients to make
kinetic energy, which propels the
DPF
t u r b i n e w h e e l .
compressor wheel The compressed air pressure is
therefore proportional to the
engine exhaust pressure and temperature
gradient through the turbine.
P
Exhaust back pressure Charge air pressure Soot

Excess-air factor Fuel consumption
Power output
Influence of the back pressure on turbocharging
•Supercharged engines are more susceptible to back-pressure than

normally aspirated engines. The process is as follows. Increased back-
pressure diminishes the available pressure gradient in the turbine. Hence,
the compressor retards and delivers less air to the engine, which basically
responds with more particle emissions.
•The pressure loss is in the particle filter, which is located after the
turbocharger. The pressure ratio affects the engine. Hence, a back-
pressure that causes 1% fuel penalty in an aspirated engine, would cause
about 2% fuel penalty in a supercharged engine.
NOx Reduction by Exhaust Gas Recirculation (EGR)
NOX is created when the oxygen and nitrogen in the air react in a high pressure and
temperature environment. Diesel engines operate at high compression ratios and with
lean fuel mixtures. This creates an oxygen and nitrogen rich atmosphere in the
combustion chamber that leads to NOX production. By drawing some of the exhaust
back into the combustion chamber (exhaust gas recirculation, EGR), the amount of
surplus air is reduced, creating a condition in which less oxygen and nitrogen
molecules are available for reaction into NOX. Exhaust gas recirculation can be
achieved in several ways.
Internal EGR External EGR
Internal EGR by additional cam
Outlet valve
Auspuff Einlass Inlet valve
Internal EGR (not shiftable) in industrial engines :

DEUTZ, Liebherr, Perkins, Iveco, etc
tappet Cam profile with

additional cam
Main cam
additional
cam
Main cam
The simplest method is to either open the outlet valve during the suction stroke or the
inlet valve during the exhaust stroke. Both methods are easily implemented by
modifying the camshaft. The disadvantage is the uncontrolled process. The EGR
occurs independent of the engine load and RPM. Also the rigid internal EGR cannot be
disabled during cold-start and acceleration.
Internal EGR (shiftable) in industrial engines : CAT, DEUTZ, VOLVO
CAT- Another EGR method uses electronic control for

ACERT timing the opening of the outlet valve. A magnet
valve in the open state facilitates hydraulically
activating a small piston, which slightly closes the
outlet valve. The engine management system
controls the process. This internal EGR is superior
to the cooled external EGR, which forms corrosive
substances. Further advantages are improved
drivability and rapid engine response.
VOLVO V-ACT
DEUTZ / VOLVO
DEUTZ TCD 2013 (97/68EG-Stage 3A / EPA Tier 3)

External EGR, cooled & controlled
The next method of EGR is achieved by passing a small amount of exhaust gas through an external
cooler and reintroducing it into the combustion system via a reed valve. This method is known as
externally cooled EGR. This system allows higher power density and better torque control as the
reed valve can be controlled electronically by the engine management system .
By reintroducing cooled exhaust gases,

the temperature of the intake air is
lowered, once again contributing to a
higher power density. The disadvantages
are increased cooling requirements and,
more importantly, the conversion of sulfur
from the fuel into corrosive sulfuric acid..
Influence of the back-pressure on the EGR rate
EGR valve EGR line
External EGR
inlet valve outlet valve
DPF
intake
exhaust
IR ER
Influence of the back-pressure on the EGR rate & the raw emissions
EURO 3 truck engine with switched but unregulated external EGR
Engines with exhaust-gas recirculation are specifically susceptible to

variations in the back-pressure. Higher back-pressures increase the exhaust-
gas recirculation. Consequently, the particle emissions increase and the
oxygen content decreases. Simultaneously, the NOx emission diminishes
Influence of the back-pressure on the EGR rate
•Engines with exhaust-gas recirculation are specifically susceptible to

variations in the back-pressure. Higher back-pressures increase the
exhaust-gas recirculation. Consequently, the particle emissions increase
and the oxygen content decreases. Simultaneously, the NOx emission
diminishes .
•The combination of these three factors is very unfavorable for the

regeneration response of particle filters. The filter then clogs, a mostly
irreversible process, and performance deteriorates noticeably.
•When the exhaust-gas recirculation is unregulated, then it is essential to

more meticulously monitor the exhaust-gas back-pressure to sustain it
below the limit value. Passive systems (CRT, CCRT) are very vulnerable
because the regeneration depends on the engine’s NOx emission or the
NOx / soot ratio.
Influence of the back-pressure on engine characteristics

(@ rated speed & full load)
14
12 100 mbar
10 150 mbar
variation inin%%
8 200 mbar
Relative Änderung
6 250 mbar
4 300 mbar
2
0
Relative
-2
-4
-6 Pe Beff Texhaust
Tabgas pLade
-8
-10
Average over approx. 10 off- & on-road HD Diesel engines (TC, without AGR)
Emissions levels : Tier 1 & 2 and EURO 2 & 3
source: Liebherr
2-stroke Diesel engine :

High susceptibility to exhaust back-pressure (due to scavenging)
No suitable particle filters are available for the

following technical reasons:
•Exhaust-gas temperature lower (due to
scavenging) than 4-stroke engines.
•High susceptibility to back-pressure.
•Too much oil in the exhaust-gas.
Influence of the back pressure on the specific fuel consumption (be)
be
Relative variation in %
0 100 200 300 400 500

back-pressure [mbar]
Naturally aspirated engine
Turbocharged engine without EGR
Turbocharged engine with not shiftable EGR
2-stroke engine
The rise in exhaust-gas temperature, due to exhaust-gas

back-pressure, thermally stresses the engine components.
The following engine components are mainly affected:
Turbocharger:
Cylinder head:
•Turbine housing
•Exhaust valve
•Bearing
•Valve rib (crack)
•Connection with
•Injection nozzle exhaust manifold
•Cylinder head gasket (screws and gaskets)
•Connection with
exhaust-gas manifold
(screws and gaskets)
Piston:
•Cracks (overheating)
•Piston rings
(wear , coking)
CONTENTS

•Supercharging

System monitoring
Summary
Passive Regeneration with Fuel Borne Catalyst (FBC)
Additiv
-Oxid
The additive is a fuel soluble catalyst precursor, which is

transformed into a metal oxide catalyst in the combustion
chamber. In the particulate filter, the catalyst is mixed with
and/or inside the soot particles. The prevalent reaction
mechanism is catalytic oxidation by oxygen Thus, excellent
contact is provided between the catalyst and the carbon
particles, resulting in filter regeneration temperatures that are
lower than those required in several other passive filters.
Damage symptom: Coking on the injection nozzle cone.

Can be caused by additive over dosing
light heavy
medium very heavy
CONTENTS

•Supercharging

System monitoring
Summary
Interaction between Diesel engine and particle filter
LUBE OIL:
•CONSUMPTION •FILTER LOAD = f (TIME)
•ASH CONTENT
•EXHAUST FLOW
•FILTER LOAD = f (TIME)
•SOOT CONCENTRATION
•O2 & NOX CONTENT •FILTER REGENERATION

•EXHAUST TEMPERATURE
BACK PRESSURE
Probable aeras of excessive lube oil consumption
Turbocharger
Crankcase
ventilation
CCV Valve guide
Piston rings
CONTENTS

•Supercharging

System monitoring
Summary
inappropriate DPF-Installation: Influence on cooling performance
DPF installation on plain panel instead of original aeration grid.

ÆObstructing the venting of hot air can cause the following problems:
¾Hot air stagnation and back-flow into the engine compartment

¾Bypass airflow in engine air inlet
¾Overheating (Engine cooling, components, cabin)
Engine damages caused by inappropriate DPF-Installation ?
Supplementary heat is released

during filter regeneration. the
heat radiated from the filter
casing must be considered.
( hoses or cables damages)
DPF support on engine

sufficiently resilient ?
The connection to the engine exhaust must be
isolated from vibrations to prevent stresses on the
exhaust manifold or the turbine casing.
CONTENTS

•Supercharging

System monitoring
Summary
DPFS: Function monitoring with Data logger

Pressure & Temperature
sensors
Display:
Installed In
the driver
field of vision
Data logger
Example of useful DPF monitoring:

Back-pressure much too high…(please do not imitate!) ÆEngine (Tier 1) nonetheless not damaged
Additive concentration much too

high (in % range!).
DPF rapidly clogged by the ashes
CARB/AQMD Course on Ultrafine Diesel Particles and retrofit technologies for Diesel Engines / DiamondFJ/
Bar,
21.05.2003/
NovemberHDT-
12, 13, 14 2008
München
CONTENTS

•Supercharging

System monitoring
Summary
Summary (1)
The filter can impact the engine only through the back-pressure.
Provided the back-pressure is small (VERT till about 200 mbar), the
operator does not sense the effect on the engine. It remains in the range of
2 - 3% power loss and increase in fuel consumption.
When the pressure loss is significant (> 500 mbar), then its impact on the
engine combustion is over-proportional.
Retrofits must comply with engine manufacturer’s prescribed maximum

back-pressure.
For new engines of Level 3A or Tier3, using exhaust-gas recirculation, it is

imperative to carefully verify the exhaust-gas back-pressure and comply
with the limit. Very vulnerable are passive systems, whose regeneration
depends on the engine’s NOx emission or NOx / soot ratio.
Summary (2)
Causes & effects
•Cylinder head
•Valves
•Piston
Back pressure too
•Piston rings
high
•Cylinder head gasket
increased •Injection nozzle
DPF installation component •Turbocharger
lead to limitations thermal stress
in the cooling air •Exhaust manifold
flow or/and
•Alternator
increased the
•Starter
temperature in the
•Wiring harness
engine
•Sensors
compartement
•Hoses
increased •TC (Turbine casing)

DPF not sufficiently •Exhaust manifold
isolated from component
mechanical •Crankcase
vibrations •Brackets
stress
•Threaded connection
Thank you for your attention !
Dipl.Ing. HTL/STV François Jaussi

tecmot F. Jaussi
CH -1752 Villars-sur-Glâne
tecmot.f.jaussi@romandie.com

DFP

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„DPF: effects on engines and effects by engines“ 1

Dipl.Ing. HTL/STV François Jaussi

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Interaction between Diesel engine and particle filter

•O2 & NOX CONTENT •FILTER REGENERATION

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Influence of the back pressure on the fuel consumption

Pump work against exhaust back-pressure

Pump work against inlet manifold vacuum

Influence of the back pressure on the fuel consumption

∆be = increase effective specific fuel consumption

Influence of the back pressure on the fuel consumption

Calculation examples @ 1800 rpm

Duty pme pmr ∆pDPF

Influence of the back pressure on turbocharging

Exhaust back pressure Charge air pressure Soot

Influence of the back pressure on turbocharging

•Supercharged engines are more susceptible to back-pressure than

NOx Reduction by Exhaust Gas Recirculation (EGR)

Internal EGR External EGR

Internal EGR by additional cam

Internal EGR (not shiftable) in industrial engines :

tappet Cam profile with

Internal EGR (shiftable) in industrial engines : CAT, DEUTZ, VOLVO

CAT- Another EGR method uses electronic control for

DEUTZ TCD 2013 (97/68EG-Stage 3A / EPA Tier 3)

By reintroducing cooled exhaust gases,

Influence of the back-pressure on the EGR rate

EGR valve EGR line

inlet valve outlet valve

Engines with exhaust-gas recirculation are specifically susceptible to

Influence of the back-pressure on the EGR rate

•Engines with exhaust-gas recirculation are specifically susceptible to

•The combination of these three factors is very unfavorable for the

•When the exhaust-gas recirculation is unregulated, then it is essential to

Influence of the back-pressure on engine characteristics

2-stroke Diesel engine :

No suitable particle filters are available for the

Influence of the back pressure on the specific fuel consumption (be)

0 100 200 300 400 500

The rise in exhaust-gas temperature, due to exhaust-gas

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Passive Regeneration with Fuel Borne Catalyst (FBC)

The additive is a fuel soluble catalyst precursor, which is

Damage symptom: Coking on the injection nozzle cone.

medium very heavy

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Interaction between Diesel engine and particle filter

•O2 & NOX CONTENT •FILTER REGENERATION

Probable aeras of excessive lube oil consumption

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Interaction between Diesel engine and particle filter.

Influence of the exhaust back pressure on:

Use of fuel additive (filter regeneration)

Retrofits must comply with engine manufacturer’s prescribed maximum

For new engines of Level 3A or Tier3, using exhaust-gas recirculation, it is