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The so-called green-diesel engines replace the traditional diesel muffler with a ceramic particulate trap that catches soot from engine exhaust as it travels toward the tailpipe.
This oxidation mechanism can be put into practice by combining a platinum-activated particulate trap with a combination of platinum and cerium fuel additives.
However, coupling of the exhaust heat exchanger after a particulate trap appears to be the most promising solution to avoid clogging from soot accumulation.
We need engineers to keep figuring out ways to build a better particulate trap or crack the code that makes fuel-cell vehicles too expensive for the average consumer.
In recent years advanced computational tools of diesel particulate filter (DPF) regeneration have been developed to assist in the systematic and cost-effective optimization of next generation particulate trap systems.
In one report, a new diesel particulate trap technology can increase emissions of some toxic components (Ullman et al. 2003).
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They also need particulate traps to capture the soot.
But while particulate traps have been fairly effective in cutting this type of pollution from vehicles, standards to cut NO2 emissions have been a huge failure.
Coupled with recent advances in direct injection ("common rail") engines that improve combustion, and durable particulate traps to capture tiny but dangerous particles of soot, this new fuel is cleaning up emissions and transforming the prospects for diesels in America.
New particulate traps are fairly effective at filtering out most of the soot.
Fig. 1 a Experimental set up for particulate trapping on silica gel.
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