EMISSION REDUCTION IN DI DIESEL ENGINE USING VARIOUS SELECTIVE CATALYTIC REDUCTION

International Journal of Mechanical and Production Engineering Research and Development (IJMPERD) ISSN (P): 2249–6890; ISSN (E): 2249–8001 Vol. 10, Issue 3, Jun 2020, 3407-3418 © TJPRC Pvt. Ltd.

EMISSION REDUCTION IN DI DIESEL ENGINE USING VARIOUS SELECTIVE CATALYTIC REDUCTION B. JOTHI THIRUMAL1, R. SENTHILKUMAR2 & K. MURUGAN3 1,2 3

Associate Professor in Mechanical Engineering, Annamalai University, India

Assistant Professor in Mechanical Engineering, Annamalai University, India

ABSTRACT The present work deals with a development of a urea Selective Catalytic Reduction (SCR) system for the reduction of harmful nitrogen oxides (NOx) emission in a commercial single cylinder, Direct Injection (DI) diesel engine. In the investigation, to predict the emission and the sizing of catalytic converters are chosen under particular operating condition to convert nitrogen oxides emitted from the engine into harmless Nitrogen (N2) and water (H2O). In order to reduce the cost of the SCR systems, non-noble metal oxides such as zeolite, zinc oxide and magnesium silicate are chosen as catalysts. Here kaolin is used as a binder for zeolite while sodium hydroxide is used as a binder for other two catalysts.

In summing up, among all catalysts considered in the work, zeolite based catalysts are more effective in the conversion of NOx (85.28%) to meet the present emission standards.

Received: Jun 09, 2020; Accepted: Jun 29, 2020; Published: Jul 14, 2020; Paper Id.: IJMPERDJUN2020324

1. INTRODUCTION Emission control is one of the biggest challenges in today’s automotive industry. Though it is very good if remove emissions at their production stage itself (engine modification, Exhaust gas recirculation (EGR), injection timing alteration etc), they affect the efficiency and performance of the engine. But, the after treatment processes such as Selective Catalytic Reduction (SCR) can be better trade of between better efficiency and reduced emissions. One such after treatment method is the use of catalytic converter. But, the three way converter is expensive due to use of both platinum and palladium or rhodium. One of the alternatives is the use of selective catalytic reduction, i.e., reduction of a particular mission based on the type of the engine used. For example, the major emissions in case of Compression ignition (CI) engines are Oxides of Nitrogen (NOX) and Particulate matter (PM) (Deivajothi et al 2019).

In order to understand advances that are made in the emission reduction technologies, is divided broadly into In cylinder modifications and After treatment systems. Most authors agree that the majority of NOx formation during the diesel combustion process is attributable to the Zeldovich mechanism, (Khosravi et al 2014) though not at equilibrium concentrations. As such, the Zeldovich mechanism, either in short or extended form, is the mechanism that is most commonly used to model the formation of NOx in diesel combustion models. The Zeldovich mechanism is therefore useful in explaining some of the most important and overall characteristic behaviours that are observed during the formation of NOx in diesel engines (Manieniyan et al 2019). Namely, since NOx formation is extremely temperature dependent and since the large compression ratios of high-speed diesel engines result in high charge air temperatures, high-speed diesel engines tend to have very high NOx production

www.tjprc.org

SCOPUS Indexed Journal

editor@tjprc.org

Original Article

KEYWORDS: Biodiesel, Emission, Combustion & SCR

3408

B. Jothi Thirumal, R. Senthilkumar & K. Murugan

rates relative to other types of diesel engines and other combustion processes. Also, as the temperature of the exhaust gas drops during the expansion that accompanies the downward motion of the piston, the Zeldovich mechanisms establish a cut-off point after which NOx formation is considered to be frozen (Devadas et al 2005).

Since NOx generation is an oxidation process, NOx production is dependent on the amount of oxygen that is available. The local oxygen content of a region is affected by the efficiency of mixing within the combustion chamber.

Several authors attribute the bulk of NOx formation to the relatively oxygenated regions immediately surround the flame sheet and to diluted post combustion gases (Manieniyan et al 2013 &Sukumar et al 2019). These authors also agree on the relative importance of local mixing processes upon overall NOx formation (Han et al 2019). The majority of authors also agree that the Zeldovich mechanism alone is not sufficient to explain NOx formation fully. By considering the local properties in the various regions within the combustion chamber, a number of different mechanisms have been proposed to explain the remaining NOx production that is not attributable to the Zeldovich mechanism (Liu et al 2019). Particularly, attention has been paid do describing the local values of temperature and equivalence ratio since the different production mechanisms are differentiated by different temperature and equivalence ratio profiles (Sukumar et al 2020).

The SCR systems have been favored by automotive industry in recent years due to their lower use-cost comparing to other NOx reduction after treatments that require extra fuel as the reductant for NOx reduction (HC-SCRs) or regenerations. SCR systems have been extensively used in Europe since 2008 due to the popularity of diesel engine powered vehicles there. In U.S., even though the ratio of number of diesel-vehicles/number of gasoline-vehicles is much smaller now, to meet the ever more stringent NOx emission standards, SCRs have also been introduced to most diesel engine powered vehicles starting from 2010. Shakya et al. (2012) did a simulated study of dual-layer NOx storage/reduction (NSR) and SCR monolithic catalyst which was carried out using 2-D model of catalytic monolith with individually-calibrated global kinetic models. Hirata et al. (2005) presented the scope for enhancing the efficiency of a urea-SCR system. This was done by optimizing the urea dosing system and injection strategies, and the gas flow in the exhaust pipe by the SCR reaction model and suggested the new DPF+SCR systems. Jung et al. (2017) modeled NOx reduction by the SCR system assisted by an oxidation pre catalyst. The Langmuir-Hinshelwood SCR kinetic scheme with vanadium based catalyst and ammonia (NH3) reductant in conjunction with the NO-NO2 conversion reaction over a platinum based catalyst is used.

It highlights the important factors in selection of a catalyst blend include blend recipe, product selectivity, activation energy, pre-exponential factors structural integrity, effective temperature range, and cost of reducing agent. In order to determine whether selective catalytic reduction with non- noble metal oxide catalyst is a feasible option for the reduction of NOx emissions for diesel engines, a program is developed to investigate the size and efficacy of a suitable SCR unit for a single cylinder high speed diesel engine. The performance analysis for each group was done based on the emission characteristics. In each group the graphical variations of various parameters such as smoke density, oxides of nitrogen, brake thermal efficiency and exhaust gas temperature against the brake power of the engine were drawn. Further, the plots of cylinder pressure and heat release rate against the brake power of the engine were also drawn.

2. EXPERIMENTAL PROCEDURE The engine was initially run with diesel for five different load conditions as per the experimental procedure without SCR. For each fuel under investigation five different load conditions (0%, 20%, 40%, 60%, 80% & 100%) were operated with three different metal oxide catalyst coated SCR. The engine was run at a constant speed of 1500 rpm at different loads. The Impact Factor (JCC): 8.8746

NAAS Rating: 3.11

Emission Reduction in DI Diesel Engine using Various Selective Catalytic Reduction

3409

loads were applied to the engine through an eddy current dynamometer. During the investigation the temperature of the lubricating oil and temperature of the engine cooling water was held constant to eliminate their influence on the results.

Single cylinder water cooled, four stroke direct injection compression ignition engine with a compression ratio of 17.5:1, developing 5.2 kW at 1500 rpm was used for this study. A schematic presentation and a picture of the experimental engine setup is shown in figures 1. The engine and the after treatment systems for the experiments are the same with the setup which include a medium-duty diesel engine equipped with DOC (Diesel oxidation catalyst) and DPF (Diesel particulate filter), and SCR catalysts in series at downstream of the DOC and DPF.

Figure 1: Schematic Diagram of the Tested Engine

3. RESULT AND DISCUSSIONS 3.1 Engine Performance Analysis Figure 2 the specific fuel consumption for the sole fuel without SCR and with three different types of catalyst coated SCR against brake power. It shows that the modified engine with catalyst system incorporated exhibit a slightly higher fuel consumption. This may be due to slightly increased back pressure as against a system without after-treatment device.

Among all these SCR’s, the Zeolite coated convertor fitted in the tail pipe has consumed slightly more fuel compared with the other types of SCR. SFC’s at full load are: 0.3134 kg/kWh for diesel without SCR and with different SCR’s like Ze, ZnO and MgS are: 0.329 kg/kWh, 0.3225 kg/kWh and 0.3253 kg/kWh which is an increase of 4.9%, 2.9% and 3.7% respectively over the system without SCR. This clearly shows that there is a slight increase in specific fuel consumption of the engine. This small increase in SFC is due to the back pressure increase at the engine exhaust due to the addition of SCR system (Diao et al 2018).

www.tjprc.org

SCOPUS Indexed Journal

editor@tjprc.org

3410

B. Jothi Thirumal, R. Senthilkumar & K. Murugan

Figure 2: Brake power Vs Specific Fuel Consumption Figure 3 shows the brake thermal efficiency for diesel fuel without SCR, and three different types of catalyst coated SCR against brake power. The brake thermal efficiency increases with increasing brake power. It can be noticed that the brake thermal efficiency for diesel fuel without SCR is higher than the cases fitted with after treatment devices.

The brake thermal efficiency for the maximum load without SCR is 27.34% and a small reduction in efficiencies of 0.86 to 1.34% is observed in the case fitted with SCR around 26.04%. This is due to the back pressure if anything caused by after treatment device fitted with DOC+DPF that may prevent the free flow of exhaust gas (Bai et al 2018).

Figure 3: Brake Power Vs Brake Thermal Efficiency 3.2 Engine Emission Analysis The oxides of nitrogen results are presented in figure 4. It is observed that the nitrogen oxides emissions increased with increasing brake power for all the cases. The ultimate aim of the SCR is reduction of oxides of nitrogen emissions from the existing values [12.27 g/kWh] into Euro-V norms [2.0g/kWh] that is the case for the Present year [2014]. It is observed that the nitrogen oxide values at the lower load for diesel without after treatment is 3.5 g/kWh and 12.27 g/kWh at the maximum load. The maximum reduction of oxides of nitrogen emission is attained by Zeolite & kaolin catalyst with a

Impact Factor (JCC): 8.8746

NAAS Rating: 3.11

Emission Reduction in DI Diesel Engine using Various Selective Catalytic Reduction

3411

conversion efficiency of 85.28%, followed by ZnO coated catalyst with a conversion efficiency of 77.69% and Magnesium silicate coated catalyst with a reduction of 73.3%. The maximum reduction of nitrogen oxides emissions are achieved in Zeolite based catalyst coated SCR due to much better conversion of NOx by Ammonia solution into nitrogen gas and water molecules active site (Larsson et al 2019). In these reactions the catalysts are participating as an active sites and it will initiate the reactions.

Figure 4: Brake Power Vs Nitrogen Oxides Figure 5 shows the variation of smoke density against brake power of the engine for diesel fuel without SCR, and three different types of catalyst coated SCR namely [Ze-ka], [ZnO-NaOH] and [MgSi-NaOH]. Smoke formation is due to the incomplete combustion of unsaturated hydrocarbons that are present in the fuel. Smoke varies according to the type of fuel used, its composition, and its carbon content and C/H ratio. The smoke emission level varies between a value of 12.7 HSU at low load and 58.5 HSU at maximum load for diesel fuel without SCR, a value of 4.3 HSU at low load and 15.3 HSU at maximum load for Zeolite catalyst, 5.3 HSU at low load and 24.2 HSU at maximum load for MgS catalyst and a value of 5.2 HSU at low load and 19.5 HSU at maximum load for ZnO catalyst. Compared to Diesel, without SCR, Zeolite based catalyst shows a maximum of 73.4% reduction, ZnO based catalyst shows a reduction of smoke density at 67.5% and MgS coated catalyst SCR shows 58.9% reduction in smoke density. These reductions are achieved by means of Diesel Particulate Filter fitted before SCR (Wardana et al 2020).

www.tjprc.org

SCOPUS Indexed Journal

editor@tjprc.org

3412

B. Jothi Thirumal, R. Senthilkumar & K. Murugan

Figure 5: Brake Power Vs Smoke Density Figure 6 shows the variation of hydrocarbon emission with brake power of the engine for diesel fuel without SCR, and with SCR. Hydrocarbon emission level at maximum load is 67 ppm for diesel fuel without SCR, 27.5 ppm for MgSi catalyst, 25.3 ppm for ZnO catalyst and 22 ppm for Zeolite catalyst. It is observed from the figure 6 that maximum reduction of Hydrocarbon emission is achieved by 66.2% in the Zeolite coated catalyst SCR (Kang et al 2018). From the figure 6 it seems, that at lower loads there is no significant reduction in hydrocarbon emissions due to the light off temperature of the catalysts and the hydrocarbons are oxidized by the DOC whose active species correspond to the Platinum Group Metals (Pt and Pd). It preferentially promotes reactions (1), since diesel engine works under lean conditions, i.e. the air/fuel ratio is higher than 1.

(1)

Figure 6: Brake Power Vs Hydro Carbon Figure 7 shows the carbon monoxide emission for diesel fuel without SCR, and three different types of catalyst.

The CO emission at maximum load for without after treatment system is 0.24% vol., 0.16% vol for MgS catalyst coated

Impact Factor (JCC): 8.8746

NAAS Rating: 3.11

Emission Reduction in DI Diesel Engine using Various Selective Catalytic Reduction

3413

SCR, 0.13% vol for ZnO catalyst and 0.1% vol for zeolite catalyst coated SCR. The maximum conversion of CO into CO2is achieved in zeolite based catalyst with a conversion efficiency of 58.33 %. This is due to the hydrocarbons and carbon monoxides are oxidized by DOC whose active species correspond to the Platinum Group Metals (Pt and Pd). It preferentially promotes reactions (2) since diesel engine works under lean conditions, i.e. the air/fuel ratio is higher than 1.

-------- (2)

Figure 7: Brake Power Vs Carbon Monoxide

Figure 8: Brake Power Vs Carbon Dioxide In Fig 8 it is observed that the carbon dioxide emission for diesel fuel without SCR at maximum load is 3.3% vol, 6.6% vol for MgS catalyst coated SCR, 7.5% vol for ZnO catalyst and 8.2% vol for zeolite catalyst coated SCR. The maximum amount of CO emissions shown in zeolite based catalyst by 59.75% followed by 56 % for Zinc oxide catalyst and 45.52% for MgS catalyst SCR compared with diesel fuel without SCR. It is due to more conversion of carbon monoxide into carbon dioxide either in DOC or in the SCR system where CO is oxidized into CO2. Even though carbon dioxide is harmful to the environment, it is less harmful when compared with CO emission (Ayodhya et al 2019).

www.tjprc.org

SCOPUS Indexed Journal

editor@tjprc.org

3414

B. Jothi Thirumal, R. Senthilkumar & K. Murugan

Figure 9 shows the variation of temperatures with different thermocouple locations along the length of the channels for diesel fuel and three different types of catalyst coated SCR. The entry temperature is same for all types of SCRs. The locations of thermocouple in the SCR system for the temperature measurement are Location 1 for Entrance point of the catalytic core, Location 2 for 50 mm from the entry point, Location 3 for 100 mm from the entry point, Location 4 for 150 mm from the entry point and Location 5 for Exit of the catalytic converter. The above locations are shown in figure 9. The temperature variation range for zeolite catalyst is 186°, 153

for ZnO catalyst and for the MgS

catalyst the variation is 51°. It is evident that a larger variation of temperature initiates better conversion of harmful nitrogen oxides into nitrogen and water vapour (Yang et al 2020).

Figure 9 Location of Thermocouple Vs Exhaust Gas Temperature Figure 10 shows the variation of ammonia emission against brake power of the engine for diesel fuel with inlet quantity of ammonia supplied before the catalytic converter, and three different types of catalyst coated SCR. The NH3 feed rate increases with the increasing of brake power. The ammonia feed rate for each load was calculated according to its conversion efficiency arrived at in the one dimensional modeling. The ammonia slip in percentage for the maximum load is 6.1% and 6.4% for minimum load for Ze catalyst, the slip is 22.8% for maximum load and 20.64% for minimum with ZnO catalyst and 20.4% for maximum load 19.3% for minimum load for MgS catalyst. It is observed from figure 6.9 that the ammonia slip is varying with respect load and the value of ammonia slip gets reduced at higher loads compared with lower loads for all types of catalyst coated SCR. This is due to conversion, being more effective at higher temperature associated with higher load (Li,X. et al 2019). At lower, the exhaust temperature being lower the conversion and also less effective.

Among all the three types SCR, the Ze catalyst shows lower value of ammonia slip and also at high of nitrogen oxides reduction potential.

Impact Factor (JCC): 8.8746

NAAS Rating: 3.11

Emission Reduction in DI Diesel Engine using Various Selective Catalytic Reduction

3415

Figure 10: Brake Power Vs NH3 slip 3.3 Engine Combustion Analysis Figure 11 shows the cylinder pressure for the case of diesel fuel without SCR, and three different catalysts coated SCR against crank angle at maximum load and at a constant speed of 1500 rpm. It is shown that the maximum cylinder pressure for diesel fuel without after treatment device is found to be 67 bars at 11 deg after TDC. The values of peak pressures for Ze catalyst is 67.8 bar, 67.3 bars is for ZnO catalyst and 66.9 bar for MgS catalyst used. It is observed that there is no significant variation of pressure with and without SCR. From this it can be reasoned that the addition of after treatment system has little or no effect on the in-cylinder combustion characteristics (Dhillon et al 2019). The maximum variation of peak pressure is less than 0.3 between the three systems. Hence, the addition of after treatment system does not create appreciable increase in the back pressure of the engine.

Figure 11: Crank Angle Vs Cylinder Pressure Figure 12 shows the comparison of heat release rate for the case of diesel fuel without SCR, and three different types of catalyst coated SCR against crank angle at maximum load and at a constant speed of 1500 rpm. It is shown that the maximum heat release rate for diesel fuel without after treatment device is found to be 123.3 bars at -9 degree bTDC. The values of heat release rate for Ze catalyst is 122.2 kJ/m 3deg at -6 degaTDC, 121 kJ/m3deg is for ZnO catalyst and www.tjprc.org

SCOPUS Indexed Journal

editor@tjprc.org

3416

B. Jothi Thirumal, R. Senthilkumar & K. Murugan

121.4 kJ m3deg for MgS catalyst used. It is observed that there is a little variation of 1 to 2 kJ/m 3 deg heat release rate with and without SCR is observed. It is due to the small increase in the back pressure of the engine with the addition of catalytic devices like DPF, DOC and SCR (Veerabadran et al 2020). This small increment in back pressure increases the chance of trapped residual gases in the engine. Also this increased back pressure also reduces the brake thermal efficiency slightly.

Figure 12: Crank Angle Vs Heat Release Rate

4. CONCLUSIONS Experimental and Numerical investigations have been carried out on a single cylinder commercial DI diesel engine for the reduction of harmful emissions especially NOx using a urea SCR system. The innovation of the research work is the estimating the size of the proposed urea SCR system using non-noble metal oxide based catalysts.

Among all these SCR’s, the Zeolite coated convertor fitted in the tail pipe has consumed slightly more fuel compared with the other types of SCR. The brake thermal efficiency for the maximum load without SCR is 27.34% and a small reduction in efficiencies of 0.86 to 1.34% is observed in the case fitted with SCR around 26.04%. ZnO based catalyst shows a reduction of smoke density at 67.5% and MgS coated catalyst SCR shows 58.9% reduction in smoke density. The maximum conversion of CO into CO2is achieved in zeolite based catalyst with a conversion efficiency of 58.33 %. It is evident that a larger variation of temperature initiates better conversion of harmful nitrogen oxides into nitrogen and water vapour. The Ze catalyst shows lower value of ammonia slip and also at high of nitrogen oxides reduction potential. There is no significant variation of pressure with and without SCR. There is a little variation of 1 to 2 kJ/m 3 deg heat release rate with and without SCR is observed.

REFERENCES 1.

Khosravi, M., Sola, C., Abedi, A., Hayes, R. E., Epling, W. S., &Votsmeier, M. (2014). Oxidation and selective catalytic reduction of NO by propene over Pt and Pt: Pd diesel oxidation catalysts. Applied Catalysis B: Environmental, 147, 264-274.

2.

Devadas, M., Kröcher, O., &Wokaun, A. (2005). Catalytic investigation of Fe-ZSM5 in the selective catalytic reduction of NO x with NH 3. Reaction Kinetics and Catalysis Letters, 86(2), 347-354.

3.

Han, L., Cai, S., Gao, M., Hasegawa, J. Y., Wang, P., Zhang, J.,...& Zhang, D. (2019). Selective Catalytic Reduction of NO x with NH3 by Using Novel Catalysts: State of the Art and Future Prospects. Chemical reviews, 119(19), 10916-10976.

Impact Factor (JCC): 8.8746

NAAS Rating: 3.11

Emission Reduction in DI Diesel Engine using Various Selective Catalytic Reduction 4.

3417

Kumar, R. A. J. A. T., S. U. P. R. E. E. T. Singh, and M. A. N. P. R. E. E. T. Kaur. "Emission testing of catalytic converter using zirconium oxide (ZrO) and cobalt oxide (CoO) as catalyst." Int. J. Mech. Prod. Eng. Res. Dev 7 (2017): 333-342.

5.

Liu, Z., Zhou, Z., Qi, G., & Zhu, T. (2019). Selective catalytic reduction of NOx with NH3 over MoO3/Mn-Zr composite oxide catalyst. Applied Surface Science, 466, 459-465.

6.

Hirata, Kiminobu, Nobuhiko Masaki, Hiroki Ueno, and HisashiAkagawa. (2005), "Development of urea-SCR system for heavy-duty commercial vehicles." SAE transactions 678-685.

7.

UPADHYAYA, SHUBHAM, and DIVYAM RAJ. "PREPARATION OF ZEOLITE CATALYST USING FLY ASH FOR CATALYTIC REDUCTION OF S. I ENGINE."International Journal of Mechanical and Production Engineering Research and Development (IJMPERD) 9. 5, Oct 2019, 63–70

8.

Shakya, Bijesh M., Michael P. Harold, and VemuriBalakotaiah. (2012) "Crystallite-scale model for NOx storage and reduction on Pt/BaO/Al2O3: Pt dispersion effects on NOx conversion and ammonia selectivity." Catalysis today 184,1 27-42.

9.

Janardhan, N., et al. "Control of exhaust emissions of jatropha oil in crude form and biodiesel from high grade low heat rejection diesel engine." International Journal of Mechanical and Production Engineering Research and Development 3.2 (2013): 199-212.

10. Jung, Yongjin, Young Jin Shin, Young Dug Pyo, Chong Pyo Cho, Jinyoung Jang, and Gangchul Kim. (2017) "NOx and N2O emissions over a Urea-SCR system containing both V2O5-WO3/TiO2 and Cu-zeolite catalysts in a diesel engine." Chemical Engineering Journal 326: 853-862.

11. Manieniyan, V., Sukumar, V., Senthilkumar, R., &Sivaprakasam, S. (2019). Emission reduction using biodiesel blends with nano-additives and reformed exhaust gas recirculation (REGR) in DI diesel engine. International Journal of Ambient Energy, 1-7 12. Krishna, MVS Murali, and K. Vamsi Krishna. "Studies on Exhaust Emissions of Di Diesel Engine with Low Grade LHR Combustion Chamber Fuelled with Linseed Biodiesel." International Journal of Mechanical Engineering (IJME) 3.6 (2013): 63-72.

13. Deivajothi, P., Manieniyan, V., &Sivaprakasam, S. (2019). Experimental investigation on DI diesel engine with fatty acid oil from by-product of vegetable oil refinery. Ain Shams Engineering Journal, 10(1), 77-82.

14. Veerabadran, V., Veerasigamani, M., &Shanmugam, S. (2020). Effect of carbon nanotube material in diesel engine with exhaust gas recirculation. Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 1-14.

15. Sukumar, V., Manieniyan, V., Senthilkumar, R., &Sivaprakasam, S. (2020). Production of bio oil from sweet lime empty fruit bunch by pyrolysis. Renewable Energy, 146, 309-315.

16. Sukumar, V., Manieniyan, V., &Sivaprakasam, S. (2019). Experimental Studies on DI Diesel Engine Fueled in Sweet Lime Pyrolysis Oil with Biodiesel. International Journal of Applied Engineering Research, 14(5), 1145-1150.

17. Manieniyan, V., &Sivaprakasam, S. (2013). Experimental analysis of exhaust gas recirculation on DI diesel engine operating with biodiesel. International Journal of Engineering and Technology, 3(2), 129-135.

18. Dhillon, P. S., Harold, M. P., Wang, D., Kumar, A., & Joshi, S. Y. (2019). Enhanced transport in washcoated monoliths: Application to selective lean NOx reduction and ammonia oxidation. Chemical Engineering Journal, 377, 119734.

19. Li, X., Zhao, Y., Zhao, H., Liu, M., Ma, Y., Yong, X.,...& Li, Y. (2019). The Cu migration of Cu-SAPO-34 catalyst for ammonia selective catalytic reduction of NOx during high temperature hydrothermal aging treatment. Catalysis Today, 327, 126-133.

20. Yang, G., Du, X., Ran, J., Wang, X., Chen, Y., Zhang, L.,...& Crittenden, J. (2020). Irregular influence of alkali metals on Cuwww.tjprc.org

SCOPUS Indexed Journal

editor@tjprc.org

3418

B. Jothi Thirumal, R. Senthilkumar & K. Murugan SAPO-34 catalyst for selective catalytic reduction of NOx with ammonia. Journal of Hazardous Materials, 387, 122007.

21. Ayodhya, A. S., Lamani, V. T., Thirumoorthy, M., & Kumar, G. N. (2019). NOx reduction studies on a diesel engine operating on waste plastic oil blend using selective catalytic reduction technique. Journal of the Energy Institute, 92(2), 341-350.

22. Kang, W., Choi, B., Jung, S., & Park, S. (2018). PM and NOx reduction characteristics of LNT/DPF+ SCR/DPF hybrid system. Energy, 143, 439-447.

23. Wardana, M. K. A., Oh, K., Lee, Y. J., Woo, Y. M., & Lim, O. (2020). Effects of Urea Injection Timing on Predicting No X Conversion In SCR Systems. International Journal of Automotive Technology, 21(1), 137-145.

24. Larsson, P., Ravenhill, P., &Tunestal, P. (2019). NOx-Conversion Comparison of a SCR-Catalyst Using a Novel Biomimetic Effervescent Injector on a Heavy-Duty Engine. SAE International Journal of Advances and Current Practices in Mobility, 1(2019-01-0047), 278-283.

25. Bai, S., Han, J., Liu, M., Qin, S., Wang, G., & Li, G. X. (2018). Experimental investigation of exhaust thermal management on NOx emissions of heavy-duty diesel engine under the world Harmonized transient cycle (WHTC). Applied Thermal Engineering, 142, 421-432.

26. Diao, C., Guo, X., & Li, J. (2018). Research on urea jet pump performance characteristics using the optimized NOx removal equipment in diesel engine. Aerosol and Air Quality Research, 18(7), 1886-1900.

Impact Factor (JCC): 8.8746

NAAS Rating: 3.11