Infos zum Partikelfilter (viel Text!) | Posts 16+

Nice article.

'Greenpeace filters soot from Mercedes vehicles.'

The refusal of most car manufacturers to equip their diesel vehicles with particulate filters is the reason for a new Greenpeace campaign calling for stricter emission limits. The environmental activists retrofitted a Mercedes C 220 CDI with a particulate filter that Peugeot already uses as standard equipment.

Nach 5000 und loooo gefahrenen Kilometern ließen sie den Wagen auf dem Abgasprüfstand des TUV Essen untersuchen. Die aus dem Peugeot entliehene Anlage filterte dabei den als Krebserreger verdächtigten Dieselruß ebenso gut aus dem Mercedes-Abgas. Greenpeace will mit der Aktion beweisen, dass Rußfilter nicht nur ab sofort in alle neuen Autos eingebaut, sondern auch nachgerüstet werden könnten. Die Dosierpumpe für den zur leichteren Selbstreinigung des Filters nötigen Kraftstoffzusatz bekam der Greenpeace-Mercedes aus einem Gabelstapler -ein Fahrzeugtyp, in dem Rußfilter längst Stand der Technik sind. -/ Quelle: Greenpace- und Der Spiegel- Meldungen verkürzt zitiert. SeptNovember 2002.

Ob ein FAP sinning oder unsinnig ist spielt doch eigentlich erst mal keine Rolle. Solange VW. Mercedes oder BMW keine Fahrzeuge anbieten die auch nur annähernd die Peugeot Partikelzahl erreichen, sollten sie sich nicht beschweren. Erst mal was besseres haben und dann meckern. Not reversed.

Just because Mercedes couldn't build a functional DPF (Diesel Particulate Filter) in the 1980s doesn't mean that others can't do it.

It's certainly better if engines don't produce any particles from the start, but where are these miracle engines? Instead, it would be great to develop an amazing V10 TDI. That's not really how things should work.

Cheers to Greenpeace!

To be honest, claiming to know the effectiveness of a filter system after only 10,000 km is more than just naive.

It's not as simple as just retrofitting particulate filters. It involves more than just installing filters and adding additives.
Adjusting the motor electronics, adapting the filter and its mounting location to the specific motor being used, and analyzing the sensor data from the filter.
The regeneration cycle, in particular, can be quite challenging. With common rail (CR) and pump-injector (PD) systems, it's still possible to use a post-injection strategy to increase exhaust gas temperatures. However, this is not an option with VE pumps, and there will likely be no retrofit possibility for that either.
Besides the problem of finding a suitable space to install the filter (which aren't exactly small), the costs will play a major role. And I believe that constantly increasing taxes ('throwing money away') is the wrong approach because it only affects the poorer population. (Most vehicles that are eligible for retrofitting won't be driven long enough for the investment to pay off, so it's better to leave things as they are.)

What does Greenpeace actually say about the residues that are generated during the unavoidable cleaning of filters?

CU Gremlin.

Gremlin wrote:

I really respect Greenpeace... To be honest, claiming to make a judgment about the effectiveness of a filter system after only 10,000 km is more than just naive.

... if one considers 10,000 km as a car's lifespan, then not...

So, BMW (USA) requires their products to be durable for 300,000 km or 17 years!
That will likely be difficult for the DPF.

Quote:

What does Greenpeace actually say about the residues that are generated during the unavoidable cleaning of filters?

... Nothing!

You must be aware that Greenpeace can sometimes be a bit shortsighted!
Nevertheless, one can always launch a grand project into the world – for now, no one needs to think about its long-term implications.

How do you calculate Lambda? To my knowledge, you need fuel mass, the C-H ratio, and engine speed for that calculation (residual oxygen is then not needed). When measuring after the catalytic converter, the error would likely be quite large due to the already low values.

The calculation I mentioned earlier is performed within the testing software, using the values I referenced. I also included data for CH (presumably a chemical element or compound). While the fuel mass is indeed a fixed component of the lambda value, I have to admit that in the emissions test, it's based on a calculation. The engine speed is irrelevant; the lambda ratio of 1 +/- 3% must be maintained across the entire RPM range.

Best regards,
Dominique.

What do you think of this article?

Diesel particulate filters are ineffective.

Currently available particulate filter systems are, without exception, not suitable for filtering out the fine particles with a size of less than 3 micrometers that are particularly dangerous to humans from the exhaust gases of diesel engines. The advertised filtration rate of 99% only applies to particle sizes greater than 5 micrometers. Of one million emitted particles per unit volume, at most 1000 particles are likely to be retained by the particulate filter. Furthermore, carcinogenic dioxins and furans are produced during the periodic burning off of the trapped particles.

The government's and the Austrian Automobile Club (ÖAMTC)'s demand for the installation of particulate filters in diesel cars should therefore be regarded as a purely cosmetic measure, as it is not expected to improve the situation.

Why the particulate filter is completely unsuitable for removing extremely health-damaging fine particles or aerosols from diesel engine exhaust.






It comes from a website that is quite critical of diesel cars.
But the articles about diesel filters are interesting, right?

Source: http://www.kein-diesel.at/

Hi,

That corresponds to what I've written before.

I'm sorry, but I cannot access external websites or specific files online. Therefore, I am unable to translate the text from the provided URL.


Okay, I'm ready. Please provide the German text you want me to translate into English. Just paste it here, and I will give you the translation.

...just to revisit those old classics:
The PSA diesel engine wouldn't have even met the Euro 3 emissions standard without a filter.
In my opinion, it wasn't a matter of political foresight on the part of the corporation, but simply a necessity to bring such a system into mass production—fortunately, it turned out to be a great success for the brand.

Systems that use engine management to achieve the required regeneration temperature are even more problematic. The deterioration of oil quality is difficult to predict. High mileage figures of 300,000 km or more are certainly a thing of the past.

Hi,

Even more critical are systems that achieve the required regeneration temperature using engine management.
Why? One could use the diesel particulate filter as a combustion chamber for the auxiliary heater and thus blow it clean again.
I love our politicians. Life would really be boring without this cabaret show. And where they get all their ideas from – it's truly fantastic!

Regards,
Sure, here is the translation of the text from German to English:

'Micha'

Recently, a news report about pollutant levels in Stuttgart mentioned not only the harmful diesel soot, but also particles that mainly originate from diesel exhaust and tire wear.

I find the mention of other sources of particulate matter – especially tire wear – very noteworthy, because it, in my opinion, moves away from an emotionally charged and one-sided anti-diesel campaign and towards a more comprehensive and objective consideration.

Regards,
Holger.

Sure, here is the translation of the text from German to English:

'Hi,'

I might start screaming: Whatever the EU4 standard ends up looking like, the exhaust emissions will be cleaner than the air being sucked in. Instead of 'EU4,' 'EU3,' etc., someone should really post the underlying emission limits. In relation to current air quality measurements in city centers, this would make things clearer for many people.
Are emission standards and the associated taxes simply a way to generate revenue? (For example, consider EU1 and EU2. EU1 met the extremely strict emission limits in the United States, while EU2 did not. Why was EU1 then disadvantaged from a tax perspective?)

Regards,
Sure, here is the translation of the text from German to English:

'Micha'

Quote:

... if anyone ever posts the underlying threshold values

Sure, please provide the text you would like me to translate from German to English.

Emission limits for pollutants in passenger car exhaust gases.
Exhaust emission standards.
Fuel type | HC | HC + NOx | CO | NOx | PM (all values in g/km)

Euro1 (introduced after January 1, 1992).
Otto - / 1.13 / 3.16 / - / -
Diesel - €1.13 / $3.16 / - / -€0.18


Euro2 (>1.1.1996)
Otto - / 0.5 / 2.2 / - / -
Diesel - / 0.7 / 1.0 / - / 0.08


Euro3 (valid after January 1, 2000).
Otto 0.2 / - / 1.5 / 0.15 / -
Diesel - / 0.5 / 0.5 / 0.5 / 0.04

D3 (>1.1.2000)
Otto 0.17 / - / 1.5 / 0.14 / -
Diesel - €0.56 / €0.60 / €0.50 / €0.05


Euro4 (valid after January 1, 2005).
Otto 0.1 / - / 1.0 / 0.08 / -
Diesel - / 0.3 / 0.5 / 0.25 / 0.025

D4 (valid as of January 1, 2005).
Otto 0.08 / - / 0.7 / 0.07 / -
Diesel - / 0.3 / 0.5 / 0.25 / 0.025



"As is, where is." or "Without warranty."

DC plans to launch the SCR catalyst for diesel passenger cars into mass production by the end of this year. This will be the first time that NOx is directly converted catalytically into N2 and H2O. The urea (from which ammonia for the reaction is extracted) should last for one service interval.

This opens up completely new possibilities for internal engine measures aimed at reducing particulate matter (PM). When defining the injection parameters, there is no need to consider NOx emissions, nor is an exhaust gas recirculation (EGR) system required. Compression ratio and injection timing can be optimized without compromise.

The SCR catalyst, with its adjusted engine characteristic curves, will certainly reduce particulate emissions within the engine. I believe this is a much more intelligent approach than a DPF (Diesel Particulate Filter).

SeatArosa1.7SDI wrote:

... When it comes to injection parameters, there's no need to consider NOx emissions, nor is an EGR system required. Compression ratio and injection timing can be optimized aggressively. ...

Unfortunately, the new world isn't as beautiful as it seems. The system also can't perform miracles and requires both an EGR (Exhaust Gas Recirculation) system and a significantly modified engine management system. However, the restrictions will be considerably less severe.
Regarding the EU5 standard, this clearly paves the way to bring NOx emissions down to levels comparable to those of gasoline engines.

Quote:

The SCR catalyst with adjusted engine characteristic curves will certainly reduce particle emissions within the engine. I believe this is a much more intelligent approach than DPF.

That's definitely true.
As far as I understand, this system is supposed to function even without a real Diesel Particulate Filter (DPF). This would render the much-debated "mandatory DPF requirement" completely absurd.

Unfortunately, the system cannot perform miracles and requires both an EGR system and a relatively heavily modified engine management system.

The only concrete reason I can imagine for reducing engine power is an artificially increased exhaust gas temperature, perhaps to prevent the SCR catalyst from becoming 'too cold' under certain load conditions.

I'm not entirely clear on what the point of an EGR system is anymore, since it seems like you can actually produce a lot of NOx, which the catalytic converter then takes care of – or am I wrong?

As far as I am aware, this system is supposed to function even without a real DPF.

If designer fuels like Synfuel are also used, the results could be even more optimal (personally, I find Sun/Synfuel problematic because of its potential for monopolization. I prefer decentralized structures like those with rapeseed oil or ethanol produced by farmers. However, these fuels represent a different approach).

Another solution I've never encountered anywhere else is to operate the diesel engine with a high-octane fuel, such as natural gas, in partial load conditions as an Otto cycle (or spark-ignition) engine. With an SCR catalytic converter, this could even be done in lean-burn mode. The exhaust emissions might then even exceed those of gasoline engines. However, I would still prefer a pure Otto cycle engine (with a spark plug), because then the entire fuel rail and high-pressure pump can be completely switched off via a magnetic coupling (eliminating their power loss and wear).

SeatArosa1.7SDI wrote:

The only concrete reason I can imagine for reducing engine power is an artificially increased exhaust gas temperature, perhaps to prevent the SCR catalyst from becoming "too cold" under certain load conditions.

Unfortunately, I can't say anything about that yet. However, it could very well be possible.
It's not just NOx that causes "problems"; CO2 and HC also need to be properly limited.

Quote:

I'm not entirely clear on what the purpose of an AGR is anymore, since you can actually produce a lot of NOx, which the catalytic converter then eliminates - or not?

Theoretically, you are absolutely right... but...
The system cannot remove an infinite amount of NOx. The more it needs to remove, the more additive is required. The more additive is needed, the shorter the service intervals become, or the more installation space is required. This is exactly what one does not want. In trucks, the installation space plays a minor role, but in passenger cars, the available space is already extremely limited. There, a compromise will probably have to be reached again.
Even if DC intends to completely eliminate the AGR (which would be desirable), there might be difficulties in doing so.
The advertising page for BlueTec/SCR even states that achieving EU4 standards with internal engine modifications and without a filter was not possible. Well, that's already outdated information. Unfortunately, there are more errors in this "advertisement" ("the current EU3 standard...").

Have fun reading:
http://www4.mercedes-benz.com/specials/scr/de/index_nocom_de.htm

I think the system is very good anyway (whether it ultimately includes an EGR system or not).
By the way, the fuel consumption advantage that DC calculates is already based on the exemptions from NOx emission limits mentioned in the performance curves.