Particulate Matter Emission Characterization From a Natural Gas Fuelled High Pressure Direct Injection Engine

Patychuk, Bronson; Rogak, Steven N.

doi:10.1115/icef2012-92170

Cited by 14 publications

(5 citation statements)

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“…Patychuk and Rogak (2012) studied the PM mass, size, and composition while varying equivalence ratio (EQR), gas rail pressure (GRP), exhaust gas recirculation (EGR), injection timing, and diesel injection mass for a mid-speed (1500 RPM), high load (16.5 bar gross indicated mean effective pressure [GIMEP]) engine condition. They determined that PM mass emissions were affected primarily by EGR and EQR, and PM number emissions were also affected by EGR and EQR, and less strongly by GRP and diesel pilot quantity.…”

Section: Introductionmentioning

confidence: 99%

“…They determined that PM mass emissions were affected primarily by EGR and EQR, and PM number emissions were also affected by EGR and EQR, and less strongly by GRP and diesel pilot quantity. McTaggart-Cowan et al (2012) worked to reduce the PM mass emissions for the same engine mode used by Patychuk and Rogak (2012). They found that PM could be reduced by adjusting the relative phasing of the diesel and natural gas injections to allow for more premixing of the natural gas with air.…”

Section: Introductionmentioning

confidence: 99%

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Characterization of Particulate Matter Morphology and Volatility from a Compression-Ignition Natural-Gas Direct-Injection Engine

Graves

Olfert

Patychuk³

et al. 2015

Aerosol Science and Technology

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The particulate matter (PM) emitted from a single-cylinder compression-ignition, natural-gas engine fitted with a HighPressure Direct-Injection (HPDI) system distinctly different from a duel fuel engine was investigated, and characterized by size distribution, morphology, mass-mobility exponent, effective density, volatility, mixing state, and primary particle size using transmission electron microscopy (TEM), and tandem measurements from differential mobility analyzers (DMA) and a centrifugal particle mass analyzer (CPMA). Six engine conditions were selected with varying load, speed, exhaust gas recirculation (EGR) fraction, and fuel delivery strategy. An increase in engine load increased both the number concentration and the geometric mean diameter of the particulate. The fraction of the number of purely volatile particles to total number of particles (number volatile fraction, NVF) was found to decrease as load increased, although at the lower speed, partially premixed mode, the lowest NVF. All size distributions were also found to be unimodal. The size-segregated ratio of the mass of internally mixed volatile material to total particle mass (mass volatile fraction, MVF) decreased with load and with particle mobility-equivalent diameter. A roughly constant amount of volatile material is likely produced at each engine mode, and the decrease in MVF is due to the increase in PM number with load. Effective density and massmobility exponent of the non-volatile soot at the different engine loads were the same or slightly higher than soot from traditional diesel engines. Denuded effective density trends were observed to collapse to approximately the same line, although engine modes with higher MVFs had slightly higher effective densities suggesting that the soot structures have collapsed into more dense shapes-a suspicion that is confirmed with TEM images. TEM results also indicated that primary particle size first decreases from low to medium load, then increases from medium to high load. An increase in EGR was also seen to increase primary particle size. Coefficients were determined for a relation that gives primary particle diameter as a function of projected area equivalent diameter. A decrease in load or speed results in a stronger correlation.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Characterization of Particulate Matter Morphology and Volatility from a Compression-Ignition Natural-Gas Direct-Injection Engine

Graves

Olfert

Patychuk³

et al. 2015

Aerosol Science and Technology

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“…The PIDING combustion produces low, but still non-negligible soot concentrations, and is considered a challenging application for the FEN. Also, the PIDING research engine used here has well-characterized steady-state PM emission, 46,51,52 enabling us to make a targeted selection of relatively high soot-emitting operating points. More detailed information about the research engine can be found in McTaggart-Cowan 53 , Faghani 54 and the aspects of the system relevant to this work are briefly discussed here.…”

Section: Experimental Facility and Research Methodsmentioning

confidence: 99%

“…This is consistent with previous research on the same engine that operating conditions similar to points 4 and 7 could contain more than 20% volatile and semi-volatiles in the total PM mass. 51…”

Section: Validation Of the Fen C M And D M G Measurementsmentioning

confidence: 99%

Measurement of cycle-resolved engine-out soot concentration from a diesel-pilot assisted natural gas direct-injection compression-ignition engine

Kheirkhah

Kirchen

Rogak

2021

International Journal of Engine Research

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Exhaust-stream particulate matter (PM) emission from combustion sources such as internal combustion engines are typically characterized with modest temporal resolutions; however, in-cylinder investigations have demonstrated significant variability and the importance of individual cycles in transient PM emissions. Here, using a Fast Exhaust Nephelometer (FEN), a methodology is developed for measuring the cycle-specific PM concentration at the exhaust port of a single-cylinder research engine. The measured FEN light-scattering is converted to cycle-resolved soot mass concentration ([Formula: see text]), and used to characterize the variability of engine-out soot emission. To validate this method, exhaust-port FEN measurements are compared with diluted gravimetric PM mass and scanning mobility particle sizer (SMPS) measurements, resulting in close agreements with an overall root-mean-square deviation of better than 30%. It is noted that when PM is sampled downstream in the exhaust system, the particles are larger by 50–70 nm due to coagulation. The response time of the FEN was characterized using a “skip-firing” scheme, by enabling and disabling the fuel injection during otherwise steady-state operation. The average response time due to sample transfer and mixing times is 55 ms, well below the engine cycle period (100 ms) for the considered engine speeds, thus suitable for single-cycle measurements carried out in this work. Utilizing the fast-response capability of the FEN, it is observed that cycle-specific gross indicated mean effective pressure (GIMEP) and [Formula: see text] are negatively correlated ([Formula: see text]: 0.2–0.7), implying that cycles with lower GIMEP emit more soot. The physical causes of this association deserve further investigation, but are expected to be caused by local fuel-air mixing effects. The averaged exhaust-port [Formula: see text] is similar to the diluted gravimetric measurements, but the cycle-to-cycle variations can only be detected with the FEN. The methodology developed here will be used in future investigations to characterize PM emissions during transient engine operation, and to enable exhaust-stream PM measurements for optical engine experiments.

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“…However, special high-pressure gaseous injectors allow NG to be injected directly into the cylinder shortly before the end of the compression stroke [1]. This technology provides a better fuel economy and a more efficient combustion and has the key feature of both NG and diesel using a single injector [2,3]. We have two combustion modes according to the injection order of diesel and NG: High-pressure direct injection (HPDI, first injection of diesel and then NG) and partially premixed compression ignition (PPCI, first injection of NG and then diesel).…”

Section: Introductionmentioning

confidence: 99%

Effect of the HPDI and PPCI Combustion Modes of Direct-Injection Natural Gas Engine on Combustion and Emissions

Jin

2021

Energies

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Natural gas (NG) engines have very broad application prospects. The pilot-ignited NG diesel engine can be organized into two combustion modes according to the sequence of oil and gas injection: (1) High-pressure direct injection, where NG is mainly diffused combustion; and (2) partially premixed compression ignition, where NG is mainly premixed combustion. In this study, we used CONVERGE to explore the influence of the NG injection timing on the distribution of the mixture equivalence ratio, ignition characteristics, thermal efficiency, emission, and combustion reaction rate under the two combustion modes. We also used a multi-step soot model to analyze the particle mass and quantity. We showed herein that the NG injection timing significantly affects the mixture distribution in the cylinder, thereby consequently affecting the combustion process. Both very early and very late injection times were not conducive to NG combustion. In addition, the mass, quantity, and diameter of the soot produced by diffusion combustion were larger than those produced with premixed combustion.

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Particulate Matter Emission Characterization From a Natural Gas Fuelled High Pressure Direct Injection Engine

Cited by 14 publications

References 0 publications

Characterization of Particulate Matter Morphology and Volatility from a Compression-Ignition Natural-Gas Direct-Injection Engine

Characterization of Particulate Matter Morphology and Volatility from a Compression-Ignition Natural-Gas Direct-Injection Engine

Measurement of cycle-resolved engine-out soot concentration from a diesel-pilot assisted natural gas direct-injection compression-ignition engine

Effect of the HPDI and PPCI Combustion Modes of Direct-Injection Natural Gas Engine on Combustion and Emissions

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