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Diesel particulate filter
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Diesel particulate filter
A diesel particulate filter (DPF) is a device designed to remove diesel particulate matter or soot from the exhaust gas of a diesel engine.
Wall-flow diesel particulate filters usually remove 85% or more of the soot, and under certain conditions can attain soot removal efficiencies approaching 100%. Some filters are single-use, intended for disposal and replacement once full of accumulated ash. Others are designed to burn off the accumulated particulate either passively through the use of a catalyst or by active means such as a fuel burner which heats the filter to soot combustion temperatures. This is accomplished by engine programming to run (when the filter is full) in a manner that elevates exhaust temperature, in conjunction with an extra fuel injector in the exhaust stream that injects fuel to react with a catalyst element to burn off accumulated soot in the DPF filter, or through other methods. This is known as filter regeneration. Cleaning is also required as part of periodic maintenance, and it must be done carefully to avoid damaging the filter. Failure of fuel injectors or turbochargers resulting in contamination of the filter with raw diesel or engine oil can also necessitate cleaning. The regeneration process occurs at road speeds higher than can generally be attained on city streets; vehicles driven exclusively at low speeds in urban traffic can require periodic trips at higher speeds to clean out the DPF. If the driver ignores the warning light and waits too long to operate the vehicle above 60 km/h (40 mph), the DPF may not regenerate properly, and continued operation past that point may spoil the DPF completely so it must be replaced. Some newer diesel engines, namely those installed in combination vehicles, can also perform what is called a Parked Regeneration, where the engine increases RPM to around 1400 while parked, to increase the temperature of the exhaust.
Diesel engines produce a variety of particles during the combustion of the fuel/air mix due to incomplete combustion. The composition of the particles varies widely dependent upon engine type, age, and the emissions specification that the engine was designed to meet. Two-stroke diesel engines produce more particulate per unit of power than do four-stroke diesel engines, as they burn the fuel-air mix less completely.
Diesel particulate matter resulting from the incomplete combustion of diesel fuel produces soot (black carbon) particles. These particles include tiny nanoparticles—smaller than one micrometre (one micron). Soot and other particles from diesel engines worsen the particulate matter pollution in the air and are harmful to health. New particulate filters can capture from 30% to greater than 95% of the harmful soot. With an optimal diesel particulate filter (DPF), soot emissions may be decreased to 0.001 g/km or less.
Diesel particulate filtering was first considered in the 1970s due to concerns regarding the impacts of inhaled particulates. Particulate filters have been in use on non-road machines since 1980, and in automobiles since 1985. Historically medium and heavy duty diesel engine emissions were not regulated until 1987 when the first California Heavy Truck rule was introduced capping particulate emissions at 0.60 g/BHP Hour. Since then, progressively tighter standards have been introduced for light- and heavy-duty road-going diesel-powered vehicles and for off-road diesel engines. Similar regulations have also been adopted by the European Union and some individual European countries, most Asian countries, and the rest of North and South America.
Whilst few jurisdictions have explicitly made filters mandatory, the increasingly stringent emissions regulations that engine manufacturers must meet mean that eventually all on-road diesel engines will be fitted with them. In the European Union, filters are highly recommended and effectively necessary to meet the Euro 6 Heavy-Duty emissions standards for vehicles such as lorries. In 2000, in anticipation of the future Euro 5 regulations PSA Peugeot Citroën became the first company to make filters standard on passenger cars. Euro 5 regulations, fully coming into force in January 2011, require that diesel cars must have a diesel particulate filter.
As of December 2008, the California Air Resources Board (CARB) established the 2008 California Statewide Truck and Bus Rule which—with variance according to vehicle type, size and usage—requires that on-road diesel heavy trucks and buses in California be retrofitted, repowered, or replaced to reduce particulate matter (PM) emissions by at least 85%. Retrofitting the engines with CARB-approved diesel particulate filters is one way to fulfil this requirement. In 2009 the American Recovery and Reinvestment Act provided funding to assist owners in offsetting the cost of diesel retrofits for their vehicles. Other jurisdictions have also launched retrofit programs, including:
Inadequately maintained particulate filters on vehicles with diesel engines are prone to soot buildup, which can cause engine problems due to high back pressure.
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Diesel particulate filter
A diesel particulate filter (DPF) is a device designed to remove diesel particulate matter or soot from the exhaust gas of a diesel engine.
Wall-flow diesel particulate filters usually remove 85% or more of the soot, and under certain conditions can attain soot removal efficiencies approaching 100%. Some filters are single-use, intended for disposal and replacement once full of accumulated ash. Others are designed to burn off the accumulated particulate either passively through the use of a catalyst or by active means such as a fuel burner which heats the filter to soot combustion temperatures. This is accomplished by engine programming to run (when the filter is full) in a manner that elevates exhaust temperature, in conjunction with an extra fuel injector in the exhaust stream that injects fuel to react with a catalyst element to burn off accumulated soot in the DPF filter, or through other methods. This is known as filter regeneration. Cleaning is also required as part of periodic maintenance, and it must be done carefully to avoid damaging the filter. Failure of fuel injectors or turbochargers resulting in contamination of the filter with raw diesel or engine oil can also necessitate cleaning. The regeneration process occurs at road speeds higher than can generally be attained on city streets; vehicles driven exclusively at low speeds in urban traffic can require periodic trips at higher speeds to clean out the DPF. If the driver ignores the warning light and waits too long to operate the vehicle above 60 km/h (40 mph), the DPF may not regenerate properly, and continued operation past that point may spoil the DPF completely so it must be replaced. Some newer diesel engines, namely those installed in combination vehicles, can also perform what is called a Parked Regeneration, where the engine increases RPM to around 1400 while parked, to increase the temperature of the exhaust.
Diesel engines produce a variety of particles during the combustion of the fuel/air mix due to incomplete combustion. The composition of the particles varies widely dependent upon engine type, age, and the emissions specification that the engine was designed to meet. Two-stroke diesel engines produce more particulate per unit of power than do four-stroke diesel engines, as they burn the fuel-air mix less completely.
Diesel particulate matter resulting from the incomplete combustion of diesel fuel produces soot (black carbon) particles. These particles include tiny nanoparticles—smaller than one micrometre (one micron). Soot and other particles from diesel engines worsen the particulate matter pollution in the air and are harmful to health. New particulate filters can capture from 30% to greater than 95% of the harmful soot. With an optimal diesel particulate filter (DPF), soot emissions may be decreased to 0.001 g/km or less.
Diesel particulate filtering was first considered in the 1970s due to concerns regarding the impacts of inhaled particulates. Particulate filters have been in use on non-road machines since 1980, and in automobiles since 1985. Historically medium and heavy duty diesel engine emissions were not regulated until 1987 when the first California Heavy Truck rule was introduced capping particulate emissions at 0.60 g/BHP Hour. Since then, progressively tighter standards have been introduced for light- and heavy-duty road-going diesel-powered vehicles and for off-road diesel engines. Similar regulations have also been adopted by the European Union and some individual European countries, most Asian countries, and the rest of North and South America.
Whilst few jurisdictions have explicitly made filters mandatory, the increasingly stringent emissions regulations that engine manufacturers must meet mean that eventually all on-road diesel engines will be fitted with them. In the European Union, filters are highly recommended and effectively necessary to meet the Euro 6 Heavy-Duty emissions standards for vehicles such as lorries. In 2000, in anticipation of the future Euro 5 regulations PSA Peugeot Citroën became the first company to make filters standard on passenger cars. Euro 5 regulations, fully coming into force in January 2011, require that diesel cars must have a diesel particulate filter.
As of December 2008, the California Air Resources Board (CARB) established the 2008 California Statewide Truck and Bus Rule which—with variance according to vehicle type, size and usage—requires that on-road diesel heavy trucks and buses in California be retrofitted, repowered, or replaced to reduce particulate matter (PM) emissions by at least 85%. Retrofitting the engines with CARB-approved diesel particulate filters is one way to fulfil this requirement. In 2009 the American Recovery and Reinvestment Act provided funding to assist owners in offsetting the cost of diesel retrofits for their vehicles. Other jurisdictions have also launched retrofit programs, including:
Inadequately maintained particulate filters on vehicles with diesel engines are prone to soot buildup, which can cause engine problems due to high back pressure.
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