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</o:shapelayout></xml><![endif]--></head><body lang=EN-US link=blue vlink=purple><div class=WordSection1><p class=MsoNormal align=center style='text-align:center'><b><span style='font-size:16.0pt;line-height:115%;font-family:"Tahoma","sans-serif"'>MS Thesis Defense<span style='color:#1F497D'><o:p></o:p></span></span></b></p><p class=MsoNormal align=center style='text-align:center'><b><span style='font-size:16.0pt;line-height:115%;font-family:"Tahoma","sans-serif"'>Modeling and Control of a Hydrocarbon Selective Catalytic Reduction System for Diesel Exhaust<o:p></o:p></span></b></p><p class=MsoNormal align=center style='mso-margin-top-alt:auto;mso-margin-bottom-alt:auto;text-align:center;line-height:150%'><b><span style='font-size:14.0pt;line-height:150%;font-family:"Tahoma","sans-serif"'>Oliver Rivera</span></b><b><span style='font-size:12.0pt;line-height:150%;font-family:"Tahoma","sans-serif"'><o:p></o:p></span></b></p><p class=MsoNormal align=center style='margin-bottom:0in;margin-bottom:.0001pt;text-align:center;line-height:normal'><b><span style='font-size:12.0pt'>Date: Thursday, August 2, 2012</span></b><span style='font-size:12.0pt'><o:p></o:p></span></p><p class=MsoNormal align=center style='margin-bottom:0in;margin-bottom:.0001pt;text-align:center;line-height:normal'><span style='font-size:12.0pt'><o:p> </o:p></span></p><p class=MsoNormal align=center style='margin-bottom:0in;margin-bottom:.0001pt;text-align:center;line-height:normal'><b><span style='font-size:12.0pt'>Location:</span></b><span style='font-size:12.0pt'> Mechanical Engineering Conference Room - 202<o:p></o:p></span></p><p class=MsoNormal align=center style='margin-bottom:0in;margin-bottom:.0001pt;text-align:center;line-height:normal'><b><span style='font-size:12.0pt'>Time:</span></b><span style='font-size:12.0pt'> 1:00 PM<o:p></o:p></span></p><p class=MsoNormal align=center style='margin-bottom:0in;margin-bottom:.0001pt;text-align:center;line-height:normal'><span style='font-size:12.0pt'><o:p> </o:p></span></p><p class=MsoNormal align=center style='margin-bottom:0in;margin-bottom:.0001pt;text-align:center;line-height:normal'><b><span style='font-size:12.0pt'>Committee Chair: Matthew Franchek</span></b><span style='font-size:12.0pt'><o:p></o:p></span></p><p class=MsoNormal style='margin-bottom:0in;margin-bottom:.0001pt;line-height:normal'><span style='font-size:12.0pt'><o:p> </o:p></span></p><p class=MsoNormal align=center style='margin-bottom:0in;margin-bottom:.0001pt;text-align:center;line-height:normal'><span style='font-size:12.0pt'><o:p> </o:p></span></p><p class=MsoNormal style='text-align:justify;line-height:200%'><span style='font-size:12.0pt;line-height:200%'> Diesel vehicles are continually being regulated each year by tighter restrictions on exhaust emissions. Nitrogen Oxides (NO<sub>x</sub>) form one of the more difficult emissions to control. Urea based selective catalytic reduction (SCR) of NO<sub>x</sub> emissions is an evolving technology that has seen widespread implementation on over the road vehicles. However, this technology requires on-board reductant to function properly. Hydrocarbon based SCR (HC-SCR) technology eliminates the need for an additional on-board liquid by using diesel fuel as the reductant. A review of aftertreatment systems including HC-SCR is provided in this work. This review is followed by an experimental investigation of a HC-SCR aftertreatment system fitted to a marine diesel engine. A model of the HC-SCR outlet NO<sub>x</sub> concentration is developed and validated for several operating conditions. A sensitivity analysis of the model parameters is performed, demonstrating the most influential model parameters. A controller is successfully implemented in simulation and in the laboratory environment.<o:p></o:p></span></p><p class=MsoNormal style='text-align:justify;line-height:200%'><span style='font-size:12.0pt;line-height:200%'><o:p> </o:p></span></p><p class=MsoNormal style='text-align:justify;line-height:200%'><o:p> </o:p></p></div></body></html>