Performance Evaluation of FBC-DPF Using PEMS

Performance Evaluation of FBC-DPF Using PEMS The first study in Iran under real-world driving application of DPF Vahid Hosseini, Saeed Malekloo, Mahdi doozandegan, Behzad Ashjaiee Mechanical Engineering Department, Sharif University of Technology, Tehran, Iran 22 nd ETH-Conference on Combustion Generated Nanoparticles June 2018, Zurich, Switzerland TTM consulting augrina consulting

Pictures from Tehran Population: 8.5 million 4 million LDVs and motorcycles all gasoline and CNG 130,000 HDVs, all diesel

Table of Contents Background of Tehran air pollution, Scientific evidences that led to big shift in policies, mobile source contribution Background and history of national activities First RDE study of a DPF-retrofit bus using PEMS Investigating effects of elevation on diesel emission Conclusions

(2016-2017) AQI for Iranian calendar 1395 Air quality index (AQI) Unhealthy ناسالم for all Unhealthy for sensitive ناسالم براي گروه هاي حساس سالم پاك 200 200 150 100 50 0 اسفند بهمن دي آذر آبان مهر شهریور مرداد تیر خرداد اردیبهشت فروردین 100 50 March 2016 February 2017 healthy clean groups

PM2.5 maps for the Fall & Winter of 2016, monthly average (atmospheric chemical and transport models) Nov Oct Sep Feb Jan Dec

Emission inventory approach source contributions ۷

Emission inventory approach source contributions Mobile source contributions from direct emissions ۸

Looking at Tehran fleet age and emission standards (Based on license plate registration data, 2013)

Looking at Tehran fleet age and emission standards (Based on license plate registration data, 2013) Legally over-aged Outdated No catalyst No filter

Divisions between various fleets among mobile sources

Gasoline and CNG vehicles

Diesel vehicles

PM2.5 source apportionment study (Sharif University & University of Wisconsin-Madison) ۱۴

PM2.5 source apportionment study (Sharif University & University of Wisconsin-Madison) Combustion sources contribution

PM2.5 source apportionment study (University of Wisconsin) Spring and summer dust

PM2.5 source apportionment study (University of Wisconsin) Fall and winter OM coming from combustion and intensified by inversion periods

Results of CMB receptor modeling based on PM2.5 chemical analyses M. Arhami et. al., Environmental Pollution 239 (2018) 69-81

Annual mean of benzene and o-xylene (Swiss TPH) (180 sampling site using passive samplers in 1-year period)

Annual mean of NO, NO2, and NOx (Swiss TPH) ۲۱

BC measurement using online aethalometers (PSI, Switzerland) 15 Sharif Setad Workdays Workdays Average BC ( g/m 3 ) 10 5 Fridays Fridays 0 30 Rey Sadr Workdays Workdays Average BC ( g/m 3 ) 20 10 Fridays Fridays 0 0:00 6:00 12:00 18:00 0:00 Time (h) 0:00 6:00 12:00 18:00 0:00 Time (h)

Effects of restricting over-night truck traffic on BC concentration (Dec 12-15, 2017 an episode of air pollution that resulted in city-wide school shut-down and traffic restrictions)

An interesting observation: Tehran earthquake On 11:57 PM of Dec 12, 2017 an earthquake with the magnitude of 5.2 hit Tehran. It was a cold night after 3 days of thermal inversion (a long episode). Tehran citizen stayed out of their home for whole night with their gasoline LDVs idling.

Idling of large number of LDVs over-night in Tehran increased average CO and NOx concentrations earthquake End of atmospheric inversion period earthquake CO (0-9 ppm) NOx (0-900 ppb) Day -2 Day -1 Day 0 Day +1 Day -2 Day -1 Day 0 Day +1

Almost no effect on PM2.5 as the result of idling over-night (cold night, no-sunlight) earthquake PM2.5 (0-140 ug/m3) Day -2 Day -1 Day 0 Day +1

National level-activities The very first initiation of filters in Iran : 2014 In 3 years: There is national legislation for all diesel vehicles Euro IV+DPF OR Euro V EEV are current national standards Euro V EEV was lobbies afterward into the legislation by the forces of European manufacturers like Daimler and MAN Before licensing every Euro V EEV vehicle, an equal (by power) old vehicle needs to be scrapped. This increases the price of Euro V EEV vehicles compared to that of Euro IV+ DPF Approx. 5000 VERT-approved filters and another 5000 filters have been already installed in the market (newfit, option-fit, and retrofit) City of Tehran has approved soot-purchasing scheme (contractors are paid more if install filters) Issues at hand: I/M program, instrument, test procedures Enforcement (proper TA and COP) Tampering and cheating Diesel fuel quality ( <50 ppm sulfur diesel fuel became available nation-wide)

Background DPF retrofit activities PEMS Experience: 5 Years of Experience In RDE Measurements of gasoline and CNG LDVs DPFs Feasibility Study Project: Engine dynamometer tests (2014) Different DPF technologies evaluated (2014-2016) Pilot installation (2015-2017) Periodical stationary UFP emission measurements on urban buses (2015- now) RDE Measurements

Engine dyno tests and pilot runs

Engine Dynamometer Tests Test procedure: VFT 1 Tested engine: Daimler OM 457 Tested fuel: LSD (50 ppm), MSD (229 ppm), HSD (7000 ppm) Number of tests: More Than 7 DPFs with various sulfur-contained fuels Evaluation criteria: DPF performance (PM & PN efficiency, gaseous emission) Safety issues Regeneration quality and soot capacity Sulfur tolerances

Engine Tests Outcome Full Report of Engine Tests Results Determination of Candidate DPFs for Field Tests Papers and presentations ETH combustion generated conference http://www.nanoparticles.ch/archive/2017_hosseini_pr.pdf http://www.nanoparticles.ch/archive/2016_hosseini_pr.pdf http://www.nanoparticles.ch/2014_eth-npc-18/4a-1_hosseini.pdf Doozandegan, Hosseini, Ehteram, Proceedings of the Institution of Mechanical Engineers Part D Journal of Automobile Engineering, DOI: 10.1177/0954407017701283, 2017

Field Tests Target vehicles: Tehran BRTs Tested engine: MAN Tested fuel: Mostly LSD (50 ppm) and Occasionally MSD (229 ppm) Test procedure: 50,000 km at low and high exhaust temperature routes Number of Installed DPFs: 14 filters with various technologies (FBC, CDPF, etc.) Evaluation Criteria: Durability Appropriate Regeneration Regime Reasonable Cleaning Intervals

Results of early first tests Monthly reports are available Filters are monitored using an smart phone application by VERT Iran s office(filternama) Determination of candidate DPFs for retrofit projects Total Installed DPFs: 14 pieces 6 technologies were approved for low temperature routes 3 technologies were approved for high temperature lines 3 technologies were rejected (CRTs) 3 technologies still under consideration (CDPFs) Total mileages: more than 1,000,000 km.

Retrofit project for city buses

DPF Retrofit Projects Status of Retrofit Project % 8 16 Target vehicles: Tehran city buses Installed DPFs: 50 Total mileages: 2,251,796 km In operation % 42 84 Failed 120000 5 100000 4 80000 Mileages 60000 40000 DPFs Failure 3 2 20000 1 0 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 Installation No. 0 Fuel level guage problem Opcacity increament DPF operational problem

Tehran DPF Retrofit Project Status Pilot Tests are Running Since 2014 (10 buses, 6 technologies) 50+ DPF Retrofitted Buses awareness and outreach Pilot tests, local conditions new products are coming

Filter evaluation under RDE conditions using PEMS

Test Vehicle and filter Engine Specification Manufacturer Mercedes - Benz Engine Model OM 457 Emission Standard EURO II Configuration Inline 6 Displacement 11967 cc Cylinder Bore 128 mm Piston Stroke 155 mm Compression Ratio 18.5:1 Rated Power 260 kw @ 2000 RPM Rated Torque 1600 N.m @ 1100 RPM Filter Sintered metal filter, FBC, electric heater

Instruments AXION PEMS Testo NanoMet3

Test Route #1: west-east direction Route Detail: Grade 0% Distance = 15.8 km Traffic Jam = Medium - Heavy Route #1: Urban Street - Flat

Route #1 : Flat Urban Street Vehicle Speed (km/h) 50 45 40 35 30 25 20 15 10 5 0 Driving pattern 1 68 135 202 269 336 403 470 537 604 671 738 805 872 939 1006 1073 1140 1207 1274 1341 1408 1475 1542 1609 1676 1743 1810 1877 1944 2011 2078 2145 2212 2279 2346 2413 2480 2547 2614 2681 2748 2815 2882 2949 3016 3083 3150 3217 3284 Time 16 Driving conditions 39% 61% Moving Stationary

Route #1 particle number count and filter efficiency Route #1 : Flat Urban Street Particle Density and DPF Efficiency as A Function of Time 1.E+09 1.E+08 100 98 96 Exhaust Temperature Distribution 250<T<300 % 10 350 > 300<T 1 % Particle Density (#/cc) 1.E+07 1.E+06 1.E+05 1.E+04 94 92 90 88 86 84 82 1.E+03 80 1 73 145 217 289 361 433 505 577 649 721 793 865 937 1009 1081 1153 1225 1297 1369 1441 1513 1585 1657 1729 1801 1873 1945 2017 2089 2161 2233 2305 2377 2449 2521 2593 2665 2737 DPF Efficiency (%) 250 > 200<T 44 % 200% T< 46 T<200 200<T<250 250<T<300 300<T<350 350<T<400 T>400 Time DWNSTR - PN - Filtered UPSTR - PN - Filtered DPF Efficiency Average Emission Factor of PM was 1.07 10 15 [#/km] and 1.68 10 11 [#/km] for before and after DPF, respectively. Average filtration efficiency by number 99.98%.

Route #1 particle size distribution Route #1 : Flat Urban Street DPF Upstream Particle Size Distribution DPF Downstream Particle Size Distribution 50% 100% 25% 100% 45% 90% 90% Size Bin Distribution (%) 40% 35% 30% 25% 20% 15% 10% 80% 70% 60% 50% 40% 30% 20% Cumulative Distribution (%) Size Bin Distribution (%) 20% 15% 10% 5% 80% 70% 60% 50% 40% 30% 20% Cumulative Distribution (%) 5% 10% 10% 0% ۱۰-۱۵ ۱۵-۲۰ ۲۰-۳۰ ۳۰-۵۰ ۵۰-۱۰۰ ۱۰۰-۱۵۰ ۱۵۰-۲۰۰ ۲۰۰-۳۰۰ 0% 0% ۱۰-۱۵ ۱۵-۲۰ ۲۰-۳۰ ۳۰-۵۰ ۵۰-۱۰۰ ۱۰۰-۱۵۰ ۱۵۰-۲۰۰ ۲۰۰-۳۰۰ 0% Particle Size Bin (nm) Particle Size Bin (nm) After filter, more uniform particle size distribution was observed

Test Route #2: south-north direction Route Detail: Grade 3% Distance = 15 km Traffic Jam = Medium - Heavy Route #2: Urban Street 3% Average Grade

12 0 5 10 15 20 25 30 1 54 107 160 213 266 319 372 425 478 531 584 637 690 743 796 849 902 955 1008 1061 1114 1167 1220 1273 1326 1379 1432 1485 1538 1591 1644 1697 1750 Vehicle Speed (km/h) Time Uphill Speed [km/h] 10 0 5 10 15 20 25 30 35 40 1 19 37 55 73 91 109 127 145 163 181 199 217 235 253 271 289 307 325 343 361 379 397 415 433 451 469 487 505 523 541 559 577 595 Vehicle Speed (km/h) Time Downhill Speed [km/h] 75% 25% Uphill Moving Stationary 53% 47% Downhill Moving Stationary

Route #2 DPF Efficiency Route #2 : Urban Uphill Particle Density #/cc 1.E+08 1.E+07 1.E+06 1.E+05 1.E+04 1.E+03 Route #2 : Urban Downhill Particle Density #/cc 1.E+08 1.E+07 1.E+06 1.E+05 1.E+04 1.E+03 1 59 117 175 233 291 349 407 465 523 581 639 697 755 813 871 929 987 1045 1103 1161 1219 1277 1335 1393 1451 1509 1567 1625 1683 1741 1799 1857 1915 1973 2031 2089 2147 2205 Time Uphill - DPF Upstream PN Density Uphill - DPF Downstream PN Density DPF Efficiency 1 42 83 124 165 206 247 288 329 370 411 452 493 534 575 616 657 698 739 780 821 862 903 944 985 1026 1067 1108 1149 1190 1231 1272 1313 1354 1395 1436 1477 1518 1559 Time 100% 95% 90% 85% 80% 100% 95% 90% 85% 80% DPF Efficiency (%) DPF Efficiency (%) Exhaust Temperature Distribution 250<T< 6 300% 200<T< 250 37% T< 200 57% T<200 200<T<250 250<T<300 300<T<350 350<T<400 T>400 Downhill - DPF Upstream PN Density Downhill - DPF Downstream PN Density DPF Efficiency Average particle before and after filter was 1.31 10 15 [#/km] and 2.76 10 11 [#/km] ;Respectively. The average filtration efficiency was 99.97%.

Route #2 Particle Density Distribution Route #2 : Urban Uphill Uphill - DPF Upstream Particle Number Ditribution Uphill - DPF Downstream Particle Number Ditribution 1.E+08 1.E+05 Particle Density (#/ccm) 1.E+07 1.E+06 Particle Density (#/ccm) 1.E+04 1.E+05 10 30 50 70 90 110 130 150 170 190 210 230 250 270 290 310 Diameter (nm) 1.E+03 10 30 50 70 90 110 130 150 170 190 210 230 250 270 290 310 Diameter (nm) Change of particle size distribution after filter

Route #2 Particle Density Distribution Route #2 : Urban Uphill DPF Upstream Particle Size Distribution DPF Downstream Particle Size Distribution 70% 100% 35% 100% Size Bin Distribution (%) 60% 50% 40% 30% 20% 10% 90% 80% 70% 60% 50% 40% 30% 20% 10% Cumulative Distribution (%) Size Bin Distribution (%) 30% 25% 20% 15% 10% 5% 90% 80% 70% 60% 50% 40% 30% 20% 10% Cumulative Distribution (%) 0% ۱۰-۱۵ ۱۵-۲۰ ۲۰-۳۰ ۳۰-۵۰ ۵۰-۱۰۰ ۱۰۰-۱۵۰ ۱۵۰-۲۰۰ ۲۰۰-۳۰۰ Diameter Bin (nm) 0% 0% ۱۰-۱۵ ۱۵-۲۰ ۲۰-۳۰ ۳۰-۵۰ ۵۰-۱۰۰ ۱۰۰-۱۵۰ ۱۵۰-۲۰۰ ۲۰۰-۳۰۰ Diameter Bin (nm) 0%

Average emission factors 14 12 10.84 12.07 11.78 Emission Factor (g/km) 10 8 6 4 2 1.54 0.79 0.96 0.94 1.06 1.03 0 CO HC NOx Emission Downhill Uphill Flat

Conclusion- part 1 Despite of infrastructure challenges such as fuel sulfur content issues, high ash lubricating oil, and bad maintenance practices, filters remain reliable, robust, and functional, with efficiencies higher than expected under real-world driving conditions. NOx of current engines in operation is high and needs to be addressed. I/M program for retrofit and newfit vehicles needs to be stablished.

What would be the effect of Tehran elevation on diesel emission? Research activity on effects of elevation started Engine Specification Manufacturer Toyota Engine Model 2KDFTV Turbocharged Diesel Engine Emission Standard EURO III Emission Control EGR + DOC Configuration Inline 4 Displacement 2494 cc Cylinder Bore 92 mm Piston Stroke 93 mm Compression Ratio 18.5:1 Rated Power 75 kw @ 3600 RPM Rated Torque 260 N.m @ 2000 RPM

Test Points Test Route Elevation (m) Low Speed Idle High Speed Idle 50 500 1000 1500 1800 2100 2400 2700 Constant Speed 45 3000 kph Constant Speed 60 kph Elevation (m) 2500 2000 1500 1000 500 Start Point End Point 0 0 50 100 150 200 Distance (km)

Manifold absolute pressure changes with elevation MAP (KPa) 140 130 120 110 100 90 80 70 60 Low and High Idle Low RPM High RPM 0 500 1000 1500 2000 2500 3000 Elevation (m) Mass air flow changes with elevation MAP (KPa) 160 150 140 130 120 110 100 90 80 Constant Speed SST 45km/h SST 60km/h 0 500 1000 1500 2000 2500 3000 Elevation (m) Manifold Air Flow (g/s) 100 80 60 40 20 Low RPM Low and High Idle High RPM Manifold Air Flow (g/s) 100 90 80 70 60 50 Constant Speed SST 45km/h SST 60km/h 0 0 500 1000 1500 2000 2500 3000 Elevation (m) 40 0 500 1000 1500 2000 2500 3000 Elevation (m)

NOx Emission Factor As a Function of Elevation 10 Low RPM Low and High Idle High RPM 50 SST 45km/h Constant Speed SST 60km/h 8 40 NOx EF (mg/s) 6 4 NOx EF (mg/s) 30 20 2 10 0 0 0 500 1000 1500 2000 2500 3000 0 500 1000 1500 2000 2500 3000 Elevation (m) Elevation (m) PM Emission Factor As a Function of Elevation PM EF (mg/s) 0.07 0.06 0.05 0.04 0.03 0.02 0.01 Low RPM Low and High Idle High RPM PM EF (mg/s) 1 0.8 0.6 0.4 0.2 SST 45km/h Constant Speed SST 60km/h 0 0 0 500 1000 1500 2000 2500 3000 0 500 1000 1500 2000 2500 3000 Elevation (m) Elevation (m)

50 40 NOx (mg/s) 30 20 10 0 ۵۰ ۵۰۰ ۱۰۰۰ ۱۵۰۰ ۱۸۰۰ ۲۱۰۰ ۲۴۰۰ ۲۷۰۰ Elevation (m) Idle Low RPM Idle High RPM SST 45km/h SST 65km/h 1 0.8 PM (mg/s) 0.6 0.4 0.2 0 ۵۰ ۵۰۰ ۱۰۰۰ ۱۵۰۰ ۱۸۰۰ ۲۱۰۰ ۲۴۰۰ ۲۷۰۰ Elevation (m) Idle Low RPM Idle High RPM SST 45km/h SST 65km/h

Conclusion- part 2 It is quite obvious that elevation increases both NOx and PM emissions (close to twofolds). Engines are not tuned/calibrated at such high elevation. The role of ECU/OBD system is not known, needs to be investigated. Further studies are needed on the effect of elevation on filter efficiency and performances as millions of world population are living at high elevation.

Posters #39 #3

Thanks for your attention Vahid Hosseini, Saeed Malekloo, Mahdi doozandegan, Behzad Ashjaiee Mechanical Engineering Department, Sharif University of Technology, Tehran, Iran vhosseini@sharif.edu TTM consulting augrina consulting