LIGHT COMMERCIAL VEHICLE

To demonstrate the effectiveness of such a system (see full link below)

on a slightly smaller engine size, work was performed on a

small flatbed truck. This work has been reported earlier

(39, 43) but some details are included here for

completeness.

The truck used in the study was a Renault 50 Series S35

truck fitted with a 4.0 litre Perkins Phaser 90 engine, i.e.

1 litre per cylinder. This engine is of naturally aspirated,

DI design. For the work reported here, a SiC monolith

DPF, was fitted. Full details of the vehicles and test

equipment have been reported previously (39). All of the

testing was conducted on winter grade diesel fuel,

conforming to EN 590 specification, with no performance

additives. The fuel had a sulphur content of 323 mg/kg,

further details of the fuel can be found in reference (39).

The base fuel was treated with an iron/strontium

additive, at 400 mg/kg to give a total metal treat rate of

20 ppm.

Testing was conducted over the European test

procedure with the test cycle being divided into; cold

urban, hot urban and extra urban test phases. A set of

three tests was run with the SiC DPF fitted, and using

additive treated fuel. The DPF was then removed from

the truck and replaced with a straight through piece of

pipe and a further set of three tests performed on non-additised

fuel.

From the average of the three results in each series of

tests the percentage benefit, i.e. emissions reduction, of

fitting the DPF, in conjunction with the additive was

determined. The combined cycle PM results are shown

below in Figure 10 (43). The benefit of the DPF and

additive over the combined cycle was 62.4%.

Particulate mass emissions recorded for the truck

showed patterns of variation between the various

phases of the emissions test cycle, further details can be

found in reference (43). The greatest recorded

particulate mass reduction (72%), from the use of the

DPF and additive was evident in the cold urban phase of

the cycle, where it is thought the DPF is acting to trap

HC emissions. Changes in subsequent phases of the

test cycle are believed to be due to loss of these trapped

hydrocarbons as vapour, which subsequent condense to

increase the mass of particulates on the filter paper.

This in turn may lead to the relatively low levels of

filtration efficiency observed. Newer technology

engines, with lower hydrocarbon content in emitted

particulate matter, are not expected to demonstrate

these differences as clearly.

Full artical, dodge50 s35 at bottom (page 8)

http://64.233.183.104/search?q=cache:u1LpS-YTL_MJ:www.adastra-uk.com/sae/SAE-2001-28-0041.pdf+phaser+90+perkins&hl=en

14/11/2004 4:44 AM