![]() Ignore the warning lights that call for the added heat, no matter the truck’s application, and the back pressure begins to climb. “Even when we call an engine hot, it’s many times not hot enough for a DPF … It’s a lot of heat, and really the only way Class 8 engines get there is you need about a 50% workload or more for some extended period of time, like 30 minutes or more.” “You’re looking at 250-300 degrees Celsius for this regen operation,” Agebrand says. Even coolant heaters and pre-heaters that help to crank engines in frigid temperatures will fall short of DPF needs. Indeed, there is no substitute for this all-important engine heat. This filter has put in 760,000 miles of service. “It’s just a question of temperature.” A DPF is designed to last at least 400,000 miles. But lighter loads, extra idling, excessive horsepower, or heavy stop-and-go traffic will typically require parked trucks and more of the “active regens” to tackle the contaminants. Most maintenance headaches are linked in some way to the underlying “regeneration” process that reduces soot, oil, fuel from failed injectors, or leaking coolant into the ash laden with nothing but oil additives and wear metals.Ī heavily loaded over-the-road engine generates much of the heat needed for the “passive regens”, requiring drivers to take little action. Filter-fouling sulfur levels are now a distant memory.īut there’s only so much a well-engineered ash can can do. Many of the earliest failures had more to do with limited supplies of ultra-low-sulfur diesel, he adds, referring to the fuel change that emerged with the aftertreatment systems in 2007. “The DPF, to some extent, has had a little bit of a bad rap,” offers Johan Agebrand, director – product marketing at Volvo Trucks North America. Black smoke that once spewed from exhaust stacks is largely a thing of the past thanks to these devices that stand guard against particulate matter. They get no respect - at least, not the respect they arguably deserve. Fuel Cell Annual Report, pp.Diesel particulate filters could be considered the Rodney Dangerfield of truck components. Virkar, A., Wilson, L.: Low temperature anode supported high power density solid oxide fuel cells with nanostructured electrodes. Selçuk, A., Atkinson, A.: Elastic properties of ceramic oxides used in solid oxide fuel cells (SOFC). Department of Energy, Office of Fossil Energy Fuel Cell Program, FY Annual Report, pp. Qu, J., Fedorov, A., Graham, S., Haynes, C.: Integrated approach to modeling and mitigating SOFC failure. Nishikawa, T., Ogawa, D., Honda, S., Awaji, H.: Mechanical and electrical properties of porous lanthanum strontium manganite at operating temperature. Studies in Applied Mechanics, 12, (Cachan), pp. Local effects in the analysis of structures. Nguetseng, N., Sánchez-Palencia, E.: Stress concentration for defects distributed near a surface. ![]() Martin, E., Leguillon, D., Lacroix, C.: A revisited criterion for crack deflection at an interface in a brittle biomaterial. Leguillon, D., Tariolle, S., Martin, E., Chartier, T., Bessond, J.L.: Prediction of crack deflection in porous/dense ceramic laminates. ![]() (eds.) New Advances in Computational Structural Mechanics. Leguillon, D., Sanchez-Palencia, E.: Fracture in heterogeneous materials-weak and strong singularities. Leguillon, D., Sanchez-Palencia, E.: Computation of singular solutions in elliptic problems and elasticity. Leguillon, D., Abdelmoula, R.: Mode III near and far fields for a crack lying in or along a joint. Kumar, A.N., Sørensen, B.F.: Fracture energy and crack growth in surface treated Yttria stabilized Zirconia for SOFC applications. ![]() He, M., Hutchinson, J.W.: Kinking of a crack out of an interface. He, M., Hutchinson, J.W.: Deflection at an interface between dissimilar elastic materials. PhD dissertation, Paris 6 University (2005) Cherti-Tazi, O.: Comportement à rupture d’un assemblage formé de matériaux. ![]()
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