Towards an Optimum Aftertreatment System Architecture
Aftertreatment system design involves multiple tradeoffs between engine performance, fuel economy, regulatory emission levels, packaging, and cost. Selection of the best design solution (or “architecture”) is often based on an assumption that inherent catalyst activity is unaffected by location with...
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Veröffentlicht in: | SAE International journal of engines 2015-01, Vol.8 (1), p.361-368, Article 2015-26-0104 |
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creator | Katare, Santhoji Hubbard, Carolyn Son, Seha |
description | Aftertreatment system design involves multiple tradeoffs between engine performance, fuel economy, regulatory emission levels, packaging, and cost. Selection of the best design solution (or “architecture”) is often based on an assumption that inherent catalyst activity is unaffected by location within the system. However, this study acknowledges that catalyst activity can be significantly impacted by location in the system as a result of varying thermal exposure, and this in turn can impact the selection of an optimum system architecture. Vehicle experiments with catalysts aged over a range of mild to moderate to severe thermal conditions that accurately reflect select locations on a vehicle were conducted on a chassis dynamometer. The vehicle test data indicated CO and NOx could be minimized with a catalyst placed in an intermediate location. The vehicle data was also used to calibrate a single channel monolith catalyst model (via adjustment of kinetic parameters) to match each of the different aged conditions. The calibrated model forecasted an optimum configuration with a close-coupled front brick and an underbody rear brick. Subsequent vehicle experiments confirmed the model predictions. The modeling approach can be extended to investigate an optimum architecture for other applications as well. |
doi_str_mv | 10.4271/2015-26-0104 |
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Selection of the best design solution (or “architecture”) is often based on an assumption that inherent catalyst activity is unaffected by location within the system. However, this study acknowledges that catalyst activity can be significantly impacted by location in the system as a result of varying thermal exposure, and this in turn can impact the selection of an optimum system architecture. Vehicle experiments with catalysts aged over a range of mild to moderate to severe thermal conditions that accurately reflect select locations on a vehicle were conducted on a chassis dynamometer. The vehicle test data indicated CO and NOx could be minimized with a catalyst placed in an intermediate location. The vehicle data was also used to calibrate a single channel monolith catalyst model (via adjustment of kinetic parameters) to match each of the different aged conditions. The calibrated model forecasted an optimum configuration with a close-coupled front brick and an underbody rear brick. 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The modeling approach can be extended to investigate an optimum architecture for other applications as well.</description><subject>Automobile exhaust</subject><subject>Bricks</subject><subject>Catalysts</subject><subject>Computer architecture</subject><subject>Engines</subject><subject>Fuel economy</subject><subject>Hybrid vehicles</subject><subject>Modeling</subject><subject>Monolithic materials</subject><subject>Mufflers</subject><subject>Parametric models</subject><subject>Pollutant emissions</subject><subject>Systems design</subject><subject>Underbodies</subject><subject>Vehicles</subject><issn>1946-3936</issn><issn>1946-3944</issn><issn>1946-3944</issn><fulltext>true</fulltext><rsrctype>article</rsrctype><creationdate>2015</creationdate><recordtype>article</recordtype><sourceid>AFKRA</sourceid><sourceid>BENPR</sourceid><sourceid>CCPQU</sourceid><sourceid>DWQXO</sourceid><recordid>eNpVkMtLAzEQh4MoWKs3r8KCV6N5Z3MsxRcUerCeQzZNcBf3YZJF-t-bZaXiaYbh45uZHwDXGN0zIvEDQZhDIiDCiJ2ABVZMQKoYOz32VJyDixgbhIREFC0A3_XfJuxjYbpiO6S6Hdti5ZMLKTiTWtel4u0Qk8vTYD_q5Gwag7sEZ958Rnf1W5fg_elxt36Bm-3z63q1gZZymqBXpffYUkul4UypyuyrimHvia-kUIIrU1bcS4NLzon1VpbcKUWZ8_lqIukS3M7eIfRfo4tJN_0YurxSE84Q55QImqm7mbKhjzE4r4dQtyYcNEZ6CkZPwWgi9BRMxuGMR-N03eVfO5PqPlv_5P_5m5lvYurD0U0EkVIxSX8AiNltyg</recordid><startdate>20150101</startdate><enddate>20150101</enddate><creator>Katare, Santhoji</creator><creator>Hubbard, Carolyn</creator><creator>Son, Seha</creator><general>SAE International</general><general>SAE International, a Pennsylvania Not-for Profit</general><scope>AAYXX</scope><scope>CITATION</scope><scope>8FE</scope><scope>8FG</scope><scope>ABJCF</scope><scope>AFKRA</scope><scope>BENPR</scope><scope>BGLVJ</scope><scope>CCPQU</scope><scope>DWQXO</scope><scope>HCIFZ</scope><scope>L6V</scope><scope>M7S</scope><scope>PQEST</scope><scope>PQQKQ</scope><scope>PQUKI</scope><scope>PRINS</scope><scope>PTHSS</scope></search><sort><creationdate>20150101</creationdate><title>Towards an Optimum Aftertreatment System Architecture</title><author>Katare, Santhoji ; Hubbard, Carolyn ; Son, Seha</author></sort><facets><frbrtype>5</frbrtype><frbrgroupid>cdi_FETCH-LOGICAL-c353t-f98ff1c3c37a5499badbb41ff2fb769659a8b5f7a18552cfc785e9934ef944273</frbrgroupid><rsrctype>articles</rsrctype><prefilter>articles</prefilter><language>eng</language><creationdate>2015</creationdate><topic>Automobile exhaust</topic><topic>Bricks</topic><topic>Catalysts</topic><topic>Computer architecture</topic><topic>Engines</topic><topic>Fuel economy</topic><topic>Hybrid vehicles</topic><topic>Modeling</topic><topic>Monolithic materials</topic><topic>Mufflers</topic><topic>Parametric models</topic><topic>Pollutant emissions</topic><topic>Systems design</topic><topic>Underbodies</topic><topic>Vehicles</topic><toplevel>peer_reviewed</toplevel><toplevel>online_resources</toplevel><creatorcontrib>Katare, Santhoji</creatorcontrib><creatorcontrib>Hubbard, Carolyn</creatorcontrib><creatorcontrib>Son, Seha</creatorcontrib><collection>CrossRef</collection><collection>ProQuest SciTech Collection</collection><collection>ProQuest Technology Collection</collection><collection>Materials Science & Engineering Collection</collection><collection>ProQuest Central UK/Ireland</collection><collection>ProQuest Central</collection><collection>Technology Collection</collection><collection>ProQuest One Community College</collection><collection>ProQuest Central Korea</collection><collection>SciTech Premium Collection</collection><collection>ProQuest Engineering Collection</collection><collection>Engineering Database</collection><collection>ProQuest One Academic Eastern Edition (DO NOT USE)</collection><collection>ProQuest One Academic</collection><collection>ProQuest One Academic UKI Edition</collection><collection>ProQuest Central China</collection><collection>Engineering Collection</collection><jtitle>SAE International journal of engines</jtitle></facets><delivery><delcategory>Remote Search Resource</delcategory><fulltext>fulltext</fulltext></delivery><addata><au>Katare, Santhoji</au><au>Hubbard, Carolyn</au><au>Son, Seha</au><format>journal</format><genre>article</genre><ristype>JOUR</ristype><atitle>Towards an Optimum Aftertreatment System Architecture</atitle><jtitle>SAE International journal of engines</jtitle><date>2015-01-01</date><risdate>2015</risdate><volume>8</volume><issue>1</issue><spage>361</spage><epage>368</epage><pages>361-368</pages><artnum>2015-26-0104</artnum><issn>1946-3936</issn><issn>1946-3944</issn><eissn>1946-3944</eissn><abstract>Aftertreatment system design involves multiple tradeoffs between engine performance, fuel economy, regulatory emission levels, packaging, and cost. Selection of the best design solution (or “architecture”) is often based on an assumption that inherent catalyst activity is unaffected by location within the system. However, this study acknowledges that catalyst activity can be significantly impacted by location in the system as a result of varying thermal exposure, and this in turn can impact the selection of an optimum system architecture. Vehicle experiments with catalysts aged over a range of mild to moderate to severe thermal conditions that accurately reflect select locations on a vehicle were conducted on a chassis dynamometer. The vehicle test data indicated CO and NOx could be minimized with a catalyst placed in an intermediate location. The vehicle data was also used to calibrate a single channel monolith catalyst model (via adjustment of kinetic parameters) to match each of the different aged conditions. The calibrated model forecasted an optimum configuration with a close-coupled front brick and an underbody rear brick. Subsequent vehicle experiments confirmed the model predictions. The modeling approach can be extended to investigate an optimum architecture for other applications as well.</abstract><cop>Warrendale</cop><pub>SAE International</pub><doi>10.4271/2015-26-0104</doi><tpages>8</tpages></addata></record> |
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subjects | Automobile exhaust Bricks Catalysts Computer architecture Engines Fuel economy Hybrid vehicles Modeling Monolithic materials Mufflers Parametric models Pollutant emissions Systems design Underbodies Vehicles |
title | Towards an Optimum Aftertreatment System Architecture |
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