Modeling of diesel particulate filter filtration and regeneration for transient driving schedules

Due to their high thermal efficiency, diesel engines have excellent fuel economy and have been widely used as a power source for many vehicles. Diesel engines emit less greenhouse gases (carbon dioxide) compared with gasoline engines. However, diesel engines emit large amounts of particulate matter (PM) which can imperil human health. The best way to reduce the particulate matter is by using the Diesel Particulate Filter (DPF) system which consists of a wall-flow monolith which can trap particulates, and the DPF can be periodically regenerated to remove the collected particulates. The estimation of the PM mass accumulated in the DPF and total pressure drop across the filter are very important in order to determine when to carry out the active regeneration for the DPF. In this project, by developing a filtration model and a pressure drop model, we can estimate the PM mass and the total pressure drop, then, these two models can be linked with a regeneration model which has been developed previously to predict when to regenerate the filter. There results of this project were: 1 Reproduce a filtration model and simulate the processes of filtration. By studying the deep bed filtration and cake filtration, stages and quantity of mass accumulated in the DPF can be estimated. It was found that the filtration efficiency increases faster during the deep-bed filtration than that during the cake filtration. A “unit collector” theory was used in our filtration model which can explain the mechanism of the filtration very well. 2 Perform a parametric study on the pressure drop model for changes in engine exhaust flow rate, deposit layer thickness, and inlet temperature. It was found that there are five primary variables impacting the pressure drop in the DPF which are temperature gradient along the channel, deposit layer thickness, deposit layer permeability, wall thickness, and wall permeability. 3 Link the filtration model and the pressure drop model with the regeneration model to determine the time to carry out the regeneration of the DPF. It was found that the regeneration should be initiated when the cake layer is at a certain thickness, since a cake layer with either too big or too small an amount of particulates will need more thermal energy to reach a higher regeneration efficiency. 4 Formulate diesel particulate trap regeneration strategies for real world driving conditions to find out the best desirable conditions for DPF regeneration. It was found that the regeneration should be initiated when the vehicle’s speed is high and during which there should not be any stops from the vehicle. Moreover, the regeneration duration is about 120 seconds and the inlet temperature for the regeneration is 710K.

Infrared Thermography Enhancements for Concrete Bridge Evaluation

Infrared thermography is a well-recognized non-destructive testing technique for evaluating concrete bridge elements such as bridge decks and piers. However, overcoming some obstacles and limitations are necessary to be able to add this invaluable technique to the bridge inspector's tool box. Infrared thermography is based on collecting radiant temperature and presenting the results as a thermal infrared image. Two methods considered in conducting an infrared thermography test include passive and active. The source of heat is the main difference between these two approaches of infrared thermography testing. Solar energy and ambient temperature change are the main heat sources in conducting a passive infrared thermography test, while active infrared thermography involves generating a temperature gradient using an external source of heat other than sun. Passive infrared thermography testing was conducted on three concrete bridge decks in Michigan. Ground truth information was gathered through coring several locations on each bridge deck to validate the results obtained from the passive infrared thermography test. Challenges associated with data collection and processing using passive infrared thermography are discussed and provide additional evidence to confirm that passive infrared thermography is a promising remote sensing tool for bridge inspections. To improve the capabilities of the infrared thermography technique for evaluation of the underside of bridge decks and bridge girders, an active infrared thermography technique using the surface heating method was developed in the laboratory on five concrete slabs with simulated delaminations. Results from this study demonstrated that active infrared thermography not only eliminates some limitations associated with passive infrared thermography, but also provides information regarding the depth of the delaminations. Active infrared thermography was conducted on a segment of an out-of-service prestressed box beam and cores were extracted from several locations on the beam to validate the results. This study confirms the feasibility of the application of active infrared thermography on concrete bridges and of estimating the size and depth of delaminations. From the results gathered in this dissertation, it was established that applying both passive and active thermography can provide transportation agencies with qualitative and quantitative measures for efficient maintenance and repair decision-making.