Particle Number and Size Emissions from a Small Displacement Automotive Diesel Engine: Bioderived vs Conventional Fossil Fuels

Abstract

Experimental work has been carried out on a small displacement Euro 5 automotive diesel engine fueled alternatively with ultralow sulfur diesel (ULSD) and with two blends (30% vol) of ULSD, with two different fatty acid methyl esters (FAME) obtained from rapeseed methyl ester (RME) and jatropha methyl ester (JME). The engine-out particulate matter (PM) emissions have been characterized in terms of number and mass size distributions; measurements were performed under different engine operating conditions that are representative of the New European Driving Cycle (NEDC), including cold start of the engine. No significant differences were detected in the particle numbers (PN) for the different fuels under steady-state operating conditions, while a moderate reduction in particle mass size distribution was observed for the biofuel blends. The effects on PN emissions due to shifts in the engine operating points on the calibration maps, caused by the different fuel characteristics, have been shown to be significantly larger than the effects due to the different combustion characteristics of the biofuel blends, thus highlighting the need for a specific adjustment of the engine calibration.

Biofuel Impact on Diesel Engine After-Treatment: Deactivation Mechanisms and Soot Reactivity

“…For example, Wang et al [14] have shown that adding oxygenated hydrocarbons (HC) to diesel can lead to an increase in HC, CO, NOx and NO2 emissions, but at the same time to a decrease in the number of particulate matters. On the other hand, the use of fatty acid methyl esters leads to a decrease in the size of particles formed, while their number is not significantly affected [15].…”

Experimental Investigation of a Condensation Particle Counter Challenged by Particles with Varying Wettability to Working Liquid

“…The adverse effects of vehicular emissions, especially particulate matter emissions on health and environment have triggered research interests in fuel formulations (Chen et al, 2012b;Giakoumis et al, 2012;Millo et al, 2012;Chen et al, 2015;Amara et al, 2016), engine calibration and designs (Chen et al, 2012a;Lee and Jeong, 2012;Tan et al, 2014;Chen et al, 2017), and effective after treatment technologies (Mamakos et al, 2013b;Lee et al, 2015) to reduce ultrafine particle emissions. Increasingly stringent regulations such as Euro 5/6 legislation, which specifies a non-volatile particle number emission limit of 6 × 10 11 particles km -1 to complement the mass-based limit for particulate emissions from light-duty diesel vehicles, have been proposed Otsuki et al, 2014).…”

Experimental Study on the Influence of DPF Micropore Structure and Particle Property on Its Filtration Process

“…Particularly, both (1) and (2) present the same variation relation between (dΔ /d ) initial and the pore size distribution range (3 ). Reducing 3 would reduce the value of the (dΔ /d ) initial and eventually lead to low final DPF pressure drop.…”

“…From (1), the values of (dΔ /d ) initial are directly proportional to the viscosity , 2 , 3 , and and inversely proportional to 3 . The values of the parameter DB defined by (1) are calculated using the above parameters, and the relationship between (dΔ /d ) initial and DB is presented in Figure 8.…”

“…Diesel engines are widely employed for their efficient fuel consumption and low CO 2 emission, but they are also one of the widely recognized sources for particle emission, which has negative impacts on the environment and human health. Increasingly stringent legislations on vehicular emissions have triggered research interests in fuel formulations and oxygenated fuel addition [1][2][3][4][5], engine calibration and designs [6][7][8][9], and effective after treatment technologies [10,11] to reduce particle and gaseous emissions. Among all the aforementioned techniques, engine calibration has limited room for emissions improvement, and the effects of oxygenated fuel addition on particle emissions are somewhat controversial [2].…”