• Transactions of the Korean Society of Automotive Engineers
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• v.17 no.3
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• pp.142-148
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• 2009

The direct injection(DI) diesel engine has become a prime candidate for future transportation needs because of its high thermal efficiency. However, nitrogen oxides(NOx) increase in the local high temperature regions and particulate matter (PM) increases in the diffusion flame region within diesel combustion. Therefore, the demand for developing a suitable after treatment device has been increased. NOx absorbing catalysts are based on the concept of NOx storage and release making it possible to reduce NOx emission in net oxidizing gas conditions. This De-NOx system, called the LNT(Lean NOx Trap) catalyst, absorbs NOx in lean exhaust gas conditions and release it in rich conditions. This technology can give high NOx conversion efficiency, but the right amount of reducing agent should be supplied into the catalytic converter at the right time. In this research, a performance characteristics of LNT with a hydrogen enriched gas as a reductant was examined and strategies of controlling the injection and rich exhaust gas condition were studied. The NOx reduction efficiency is closely connected to the injection timing and duration of reductant. LNT can reduce NOx efficiently with only 1 % fuel penalty.

• Journal of Power System Engineering
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• v.14 no.6
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• pp.13-19
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• 2010

이 논문에서는 디젤자동차용 LNT와 SCR 촉매의 NO, $NH_3$ 흡착 및 탈리의 기본 특성과 수열화 온도와 시간 및 정량화된 황피독 농도에 대한 de-$NO_x$ 촉매의 내구성을 평가하였다. LNT 촉매는 열적으로 열화됨에 따라 Pt 및 Ba의 소결 및 응집으로 활성이 떨어져 $NO_x$ 전환율은 감소하였다. 반면에 Pt의 비활성화로 중간생성물인 $NH_3$ 생성량은 증가하였으며, 이때 생성된 $NH_3$는 LNT+SCR 복합시스템의 SCR 촉매의 환원제 역할을 담당한다. 1.0 g/L 이상의 황이 피독된 LNT 촉매는 탈황을 하여도 질소 산화물 흡장물질(Ba) 의 성능이 회복이 되지 않아 $NO_x$ 전환율은 회복되지 않았으며, 탈황 후 Pt 재활성화로 인해 NO2 및 SCR 환원제인 $NH_3$ 생성량은 증가하였다. SCR 촉매의 $NO_x$ 전환율은 $700^{\circ}C$ 36h, $800^{\circ}C$ 24h로 수열화 시킨 촉매는 전이금속 입자 성장 및 zeolite 구조 파괴로 인하여 급격하게 떨어졌으며, 0.36 g/L 황 피독된 촉매는 zeolite가 가지는 강산성 특정으로 내피독성이 강하여 탈황시 $NO_x$ 전환율은 회복되었다.

• Archives of Pharmacal Research
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• v.26 no.5
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• pp.375-382
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• 2003

Effects of ginsenosides on nitric oxide (NO) production induced by lipopolysaccharide plus TNF-$\alpha$ (LNT) were examined in C6 rat glioma cells. Among several ginsenosides, ginsenoside Rd showed a complete inhibition against LNT-induced NO production. Ginsenoside Rd attenuated LNT-induced increased phosphorylation of ERK. Among several immediate early gene products, only Jun Band Fra-1 protein levels were increased by LNT, and ginsenoside Rd attenuated Jun Band Fra-1 protein levels induced by LNT. Furthermore, LNT increased AP-1 DNA binding activities, which were partially inhibited by ginsenoside Rd. Our results suggest that ginsenoside Rd exerts an inhibitory action against NO production via blocking phosphorylation of ERK, in turn, suppressing immediate early gene products such as Jun Band Fra-1 in C6 glioma cells.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.6
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• pp.167-175
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• 2018

Natural gas is a clean fuel that discharges almost no air-contaminating substances. This study examined the simultaneous reduction of $CH_4$ and NOx of NGOC/LNT catalysts for CNG buses related to the improvement of the $de-CH_4/NOx$ performance, focusing mainly on identifying the additive catalysts, loading of the washcoat, stirring time, and types of substrates. The 3wt. % Ni-loaded NGOC generally exhibited superior $CH_4$ reduction performance through $CH_4$ conversion, because Ni is an alkaline, toxic oxide, and exerts a reducing effect on $CH_4$. A excessively small loading resulted in insufficient adsorption capacity of harmful gases, whereasa too high loading of washcoat caused clogging of the substrate cells. In addition, with the economic feasibility of catalysts considered, the appropriate amount of catalyst washcoat loading was estimated to be 124g/L. The NOx conversion rate of the NGOC/LNT catalysts stirred from $200^{\circ}C$ to $550^{\circ}C$ for 5 hours showed 10-15% better performance than the NGOC/LNT catalysts mixed for 2 hours over the entire temperature range. The NGOC/LNT catalysts exhibitedapproximately 20% higher $de-CH_4$ performance on the ceramic substrates than on the metal substrates.

• Transactions of the Korean Society of Automotive Engineers
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• v.24 no.3
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• pp.345-351
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• 2016

This study was carried out to determine an optimal lean $NO_x$ trap (LNT) regeneration condition based on a $NO_x$ storage fraction. The LNT regeneration was performed by an in-cylinder post fuel injection method. A $NO_x$ storage fraction is defined by the ratio of current cumulated $NO_x$ amount in the LNT to the $NO_x$ storage capacity: 0 means empty and 1 fully loaded. In this study five engine operating conditions were chosen to represent the New European Driving Cycle. With various $NO_x$ storage fractions each engine operating condition, the LNT regeneration was executed and then $NO_x$ conversion efficiency, additional fuel consumption, CO and THC slip, peak catalyst temperature were measured. The results showed that there exist an optimal condition to regenerate the LNT, eg. 1500 rpm 6 bar BMEP with below 0.7 $NO_x$ storage fraction in this experimental constraint.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.35 no.2
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• pp.121-127
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• 2011

NOx (Nitrogen Oxide) reduction system periodically needs a rich or stoichiometric operating condition to reduce NOx. A new method that optimizes the control of external HC injection into a diesel exhaust pipe for HC-type LNT (Lean NOx Trap) catalyst system has been developed. In this paper, these catalysts are called HC-LNT catalysts. The concentration and amount of HC can be controlled by controlling the external injection. In this study, we investigated the relationship between the spray behavior of hydrocarbons injected into the transparent exhaust pipe and NOx reduction characteristics. From the results of this experiment, we obtained useful information about the optimum injection and position of HC injector to the exhaust pipe. Further, we obtained useful information about the optimal injection condition for an HC-LNT catalyst system with a gasoline PFI (port fuel injection) typeinjector.

• Journal of the Korean Ceramic Society
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• v.40 no.4
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• pp.328-332
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• 2003

Ceramics of xCaTiO$_3$-(1-x)Li$_{0.5}$Nd$_{0.5}$TiO$_3$(xCT-(1-x)LNT) series have been prepared by the mixed oxide route. Powders were calcined at 110$0^{\circ}C$ ; cylindrical specimens were fired at temperatures in the range 1300-150$0^{\circ}C$. Sintered products were typically 90-95% dense. The microstructures were dominated by angular grains typically 1.3${\mu}{\textrm}{m}$ to 3.5 ${\mu}{\textrm}{m}$ in size. Twinning in the microstructures was analysed using Electron Back Scattered Diffraction (EBSD). Microwave dielectric properties of xCT-(1-x)LNT at 2.1 GHz ($\varepsilon$$_{r}$, Qxf, and $\tau$r) were 170,3800 GHz and 744 ppm/$^{\circ}C$ for pure CaTiO$_3$ and 80,2000 GHz and -240 ppm/$^{\circ}C$ for LNT. The $\tau$r decreases almost linearly from 744 for pure CaTiO$_3$ to -240 for pure LNT.LNT.T.

• Transactions of the Korean Society of Automotive Engineers
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• v.23 no.2
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• pp.169-177
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• 2015

In this study we investigated the regeneration methods for the lean $NO_x$ trap (LNT) catalyst in a 2.2L direct injection diesel engine. The regeneration methods were 1) in-cylinder post fuel injection and 2) external fuel injection strategy. The in-cylinder post fuel injection method uses in-cylinder injectors with the addition of the post fuel injection to supply enough reductants such as CO, $H_2$, THC. The external fuel injection method was enabled by installing a fuel injector with a wide spray angle before the LNT catalyst. Through the engine experiment, the $NO_x$ conversion efficiency, the amount of reductant exhaust gases, fuel consumption, and temperature behavior in the LNT catalyst were evaluated and compared for the two regeneration methods.

• Journal of ILASS-Korea
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• v.23 no.4
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• pp.234-243
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• 2018

Since September 2017, a small diesel vehicle certification test mode has been enhanced from NEDC to WLTC. The main reason for the change of the certification test mode is that the certification test mode of the emission control standard of the diesel vehicle does not sufficiently reflect various driving patterns of the actual roads. Several automakers have developed after-treatment systems such as LNT, SCR, and DPF to meet enhanced emissions regulations. In this study, four small diesel cars were selected for sale in Korea, and the exhaust gas measurement test was performed in the WLTC mode, which reflects the driving characteristics of the actual roads. As a result of test, LNT vehicle exceeded Euro 6 NOx regulation and SCR vehicle satisfied Euro 6 NOx regulation. In addition, both LNT and SCR systems showed high NOX emission characteristics due to speed, RPA and Vxa. For the PN, all test vehicles were fitted with a DPF and met the Euro 6 PN regulations, with similar PN emissions results in LNT and SCR system.

• Transactions of the Korean Society of Automotive Engineers
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• v.22 no.2
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• pp.60-66
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• 2014

A control oriented model of the Lean $NO_x$ trap (LNT) was developed to determine the timing of $NO_x$ regeneration. The LNT model consists of $NO_x$ storage and reduction model. Once $NO_x$ is stored ($NO_x$ storage model), at the right timing $NO_x$ should be released and then reduced ($NO_x$ reduction model) with reductants on the catalyst active sites, called regeneration. The $NO_x$ storage model simulates the degree of stored $NO_x$ in the LNT. It is structured by an instantaneous $NO_x$ storage efficiency and the $NO_x$ storage capacity model. The $NO_x$ storge capacity model was modeled to have a Gaussian distribution with a function of exhaust gas temperature. $NO_x$ release and reduction reactions for the $NO_x$ reduction model were modeled as Arrhenius equations. The parameter identification was optimally performed by the data of the bench flow reactor test results at space velocity 50,000/hr, 80,000/hr, and temperature of $250-500^{\circ}C$. The LNT model state, storage fraction indicates the degree of stored $NO_x$ in the LNT and thus, the timing of the regeneration can be determined based on it. For practical purpose, this model will be verified more completely by engine test data which simulate the NEDC transient mode.