International Journal of Mechanical Engineering and Technology (IJMET)
Volume 10, Issue 04, April 2019, pp. 226–233, Article ID: IJMET_10_04_023
Available online at http://www.iaeme.com/ijmet/issues.asp?JType=IJMET&VType=10&IType=4
ISSN Print: 0976-6340 and ISSN Online: 0976-6359
© IAEME Publication
Scopus Indexed
DESIGN AND MODELLING OF DIESEL
PARTICULATE FILTER TO REDUCE THE
EMISSIONS FROM CI ENGINE
SK. Khasim Sharif
Assistant professor Mechanical Engineering Department, CMR Technical Campus,
Hyderabad, JNTUH, India
Jana Nagarjun
Assistant professor Mechanical Engineering Department, CMR Technical Campus,
Hyderabad, JNTUH, India
ABSTRACT
The present study deals with modelling of a catalytic converter system for a
compression ignition engine. Many models fabricated and tried to fit with an existing
diesel engine. Since the compatibility of a diesel engine, exhaust with DPF is essential
as the pressure gradient need to be maintained. The size of the diesel particulate filter
is also important since the fabricated model size need to be sufficient to handle the
gasses without affecting the flow and engine performance. This work consists of
checking the fuel emission after changing the existing catalytic converter with disc
mesh coated with titanium oxide, copper nitrate and cerium oxide. Since these are
readily available, are cheap, and fabrication is also easy. Hence, the cost is reduced.
The engine test results showed that the emissions reduced with the new fabricated
catalytic converter comparing with diesel and Algae biodiesel blends.
Key words: catalytic converter, carbon Monoxide, Hydro Carbons.
Cite this Article: SK. Khasim Sharif and Jana Nagarjun, Design and Modelling of
Diesel Particulate Filter to Reduce the Emissions from CI Engine, International
Journal of Mechanical Engineering and Technology 10(4), 2019, pp. 226–233.
http://www.iaeme.com/IJMET/issues.asp?JType=IJMET&VType=10&IType=4
1. INTRODUCTION
The physical removal of diesel particulates by filtration as a means of emission control is
investigating since the early 1980s [1]. The diesel particulate filters also called as the diesel
particulate traps [2-4]. A variety of filtration media, e.g. Alumina coated wire mesh, ceramic
fibre, porous ceramic monoliths studied for removal of particulates from the exhaust gases [6].
At present, honeycomb ceramic monolith that traps the particulate matter have the gases have
the gas flow through its porous walls is the most common form diesel particulate filters [7].
The filters termed as ceramic wall flow filters, in this, the cellular ceramic filters alternatively
plugged. The exhaust gas comes in the cells that are open at the upstream end, flows through
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the porous walls to the adjacent cells [9]. The neighbouring cells are open at the opposite
downstream end, and the filtered gas exits from the opposite end to the atmosphere.
1.1. Material Structure:
Table 1: Material properties
Material
Chemical Composition
Chromium%
Aluminum%
Iron%
Nickel%
Carbon%
304
310s
FeCr Alloy
18-20
0
68-74
08-12
0.08
24-26
0
48-55
19-22
0.08
22
4.8
73.2
0
0
1400
900
8.03
0.72
17
16.2
0.5
1400
1100
8
0.72
15.9
14.2
0.5
1500
1300
7.25
1.35
11
11
0.46
621
290
55
515
205
40
673
485
22
physical characteristics
Melting Point(0c)
Maximum Operating Temperature(0c)
Density (g/Cm3)
Electric Resistivity (0hm-m at 200c)
Coefficient of Thermal Conductivity (m/m K)
Thermal Conductivity (W/Mk)
Specific Heat (KJ/Kg K)
Mechanical Properties
Ultimate Tensile Strength (MPa)
Yield Strength (MPa)
Elongation At Rupture%
1.2. Diesel particulate filter layout
Figure 1. Diesel particulate filter
1.2.1. Diesel particulate filter properties
Performs oxidation tasks; e.g.
…………………
………..
…………………..
Additionally reduces nitrogen oxides.
………………….
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(2)
(3)
(4)
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Design and Modelling of Diesel Particulate Filter to Reduce the Emissions from CI Engine
1.3. Materials required for fabrication of Diesel particulate filter
1.3.1. Wash coat
The wash coat applied to the catalyst support from a water-based slurry. The wet wash coated
parts are then dried and calcined at high temperatures. An electron microscope image of the
wash coat surface of a commercial diesel oxidation catalyst shown in Figure.
Figure 2 Wire Mesh
1.3.2. Chemical catalyst
Figure 3 Chemical Catalysts
Table 2 Chemical properties
Chemical
Catalyst
Titanium
Oxide
Copper
Nitrate
Cerium
Oxide
Molecular Formula
Density
Melting Point
TiO2
4.23g/cm3
18430c
Cu [NO3]2
3.05g/cm3
27150c
CeO2
7.65g/cm3
24000c
1.3.2. Casing Pipe
Figure 4 Casing
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A low carbon stainless steel using general corrosion resistance like T304 used because of
superior strength to intergranular corrosion ensuing stress relieving. It is highly recommended
for parts, which fabricated by welding and which cannot be annealed usually limited to
temperature up to 426°C. The physical properties and thermal treatments of T304L are similar
but not identical to T304. Non-magnetic when annealed but slightly magnetic when coldworked.
1.3.3. Coating
Figure 5.Wire Meshes
The substrate qualities such as material composition, geometry structure, wire strength,
orientation, mesh pitch, depth, and the right contours chose to acquire maximum oxidation
resistance, high corrosion/erosion resistance, top acoustic benefits, low backpressure and
lower weight. The upper surface area to volume ratio and high mass transfer effects provide
enhanced emission control efficiency. The 310S has excellent resistance to thermal fatigue
and cyclic heating. If the current gas temperature falls below 200˚C, then ammonium nitrate
may form which deposits in the pores of the catalyst either in solid or liquid form, this leads
to its temporary deactivation. The 310S resists fuming nitric acid at room temperature and
fused nitrates up to 425˚C. When the exhaust gas contains Sulphur, as is the case with diesel
exhaust, SO2 can be oxidised to SO3 with the following formation of sulphuric acid upon
reaction with water. 310S has excellent resistance to Sulphur dioxide gas. Ferrite ironchromium-aluminium (Ferroalloys) and nickel-containing alloys also used for hightemperature applications.
Figure 6. Circular Wire meshes
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Design and Modelling of Diesel Particulate Filter to Reduce the Emissions from CI Engine
2. FABRICATION OF NEW DIESEL PARTICULATE FILTER
A. Experimental procedure
B. Preparing Stirring Mixture and slurry
Figure 7. Slurry Mixture
C. Heat Treatment
Figure 8. Meshes in the furnace
D. Packing of the Meshes into the Converter
Figure 9. Arrangement of meshes
E. Welding process
Figure 10 TIG Welding for coupling
F. Fabricated Diesel particulate filter
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3. EXPERIMENTAL SETUP
Figure 11 Shows the photograph of the experimental setup
4. RESULTS AND DISCUSSIONS
Emission observations
B0
B0 with DPF
B10
B10 with DPF
B20
B20 with DPF
1.8
1.6
CO (% Volume)
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0.0
0
6
12
18
load(Kg)
Graph 1 Load Vs CO
Graph.1. shows CO the emissions of B0, which is initially at 0.4% and later increased to
1.6%. At 0,6,12 & 18 kg load emission of CO is comparatively increased with B0, and with
DPF at 0, 6 &12 kg load CO is decreased. At 0, 6 &12 kg load the emissions of CO of B10,
B20 with & without DPF increased but not more than B0.
B0
B0 with DPF
B10
B10 with DPF
B20
B20 with DPF
1.8
1.6
CO2 (% Volume)
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0.0
0
6
12
18
load (Kg)
Graph 2. Load Vs CO2
Graph.2 shows for diesel, there is a drastic increment in CO2. However, at B20, the DPF
reduces the CO2, but it is mandatory for us DPF otherwise CO2 is high compared with diesel.
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350
B0
B0 with DPF
B10
B10 with DPF
B20
B20 with DPF
300
NOx(ppm)
250
200
150
100
50
0
0
6
12
18
load (Kg)
Graph 3. Load Vs NOX
Graph.3. shows that at 0, 6, 12&18 kg load emission of NOX with B0 is slightly
increasing and with DPF is decreasing. Whereas emissions of NOX with B10.B20 without
DPF is increasing and slightly declining with increasing loads, and is the same by using with
DPF.
25
B0
B0 With DPF
B10
B10 With DPF
B20
B20With DPF
HC(ppm)
20
15
10
5
0
0
6
12
18
load (Kg)
Graph 4. Load VS HC
The HC emission-using B0, B10 & B20 is shown in Graph.4. The graph indicates the
increase in the HC emissions with the expansion with a load for B0, B10&B20.
B0
B0 with DPF
B10
B10 with DPF
B20
B20 with DPF
O2(% Volume)
20
15
10
5
0
0
6
12
18
load (Kg)
Graph 5. Load Vs O2
Graph.5 shows that at 0, 6, 12& 18 kg load the emissions of O2 of diesel with and without
DPF is decreased. While using biodiesel, O2 emissions are declining as compared to diesel.
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5. CONCLUSIONS

The BSFC and BTE observed to be good with blending of algae biodiesel with diesel, which
is close to previous research results.

The emissions of CO are low with blends and CO2 has improved with blending which is
significant sign.

The NOx emissions improved with blending and smoke emissions lowered with blending.

The decline of smoke emissions is better with algae biodiesel blends.

Significant reductions of smoke emissions are possible with DPF.
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