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Combustion and Particulate Matter Emission Characteristics
Combustion and Particulate Matter Emission Characteristics
Jialu Liu
DFM Commercial Vehicle Technology Center
Han Pu and Li Yi
Huazhong University of Sci. and Tech.
CITATION: Liu, B., Cheng, X., Liu, J., Pu, H. et al., "Combustion and Particulate Matter Emission Characteristics for Diesel Engine
Run by Partially-Premixed Low-Temperature Combustion Mode," SAE Technical Paper 2017-01-2398, 2017, doi:10.4271/2017-01-2398.
Copyright © 2017 SAE International
Abstract Introduction
Partially-premixed low-temperature combustion avoids the soot Soot emitted by the engine is extremely damaging to the environment
and NOx generation area on the Ф-T diagram to reduce both and human health, so the new emission regulations on the quantity
engine NOx and soot emissions. Compared with the HCCI and quality of particulate matter emissions have been more stringent
combustion mode, partially-premixed combustion (PPC) has better [1, 2, 3]. Moreover, as people pay more and more attention to
combustion controllability. The purpose of controlling the environmental pollution problems as well as the continuous
combustion phase can be achieved by adjusting injection timing development of engine technology. The future of particulate
and strategy. Based on a 4 cylinder turbocharged diesel engine, this emissions regulations will become increasingly harsh. The "Euro VI"
paper aims at investigating the influence of injection strategy to the emission regulations introduce the concept of particulate number
engine combustion and emission formation under the condition of (PN) while limiting the quality and quantity of particles. From the
single injection and split injection PPC strategy respectively, in start of the decomposition of the fuel into the combustion exhaust
which the primary purpose focus on the emission characteristics of emissions, the particulate matter undergoes the following six
particles. Results show that the early-injection PPC formed by processes: pyrolysis, nucleation, surface growth, coalescence,
single injection can reduce the quantity, quality and geometric agglomeration and oxidation [4, 5, 6, 7, 8, 9, 10]. The resulting
mean diameter (GMD) of particles obviously. However, when the particles can generally be divided into nucleation mode (Dp < 50 nm)
injection timing is too early, the number of particles will rise to the and accumulation mode (50 nm < Dp <1000 nm) according to the
level as the traditional mode since the concentration of particulate diameter of particles [11, 12]. Nucleation mode particles are mainly
matter in the nucleation region increases dramatically. The pilot composed of volatile organic compounds, sulphate, solid carbon and
injection strategy can reduce soot emission significantly, while at metal compounds, where the concentration of solid particles is low.
the same time, the concentration of nucleation mode particles Organic compounds and inorganic compounds can be adsorbed on
remains stable, which differs from single early injection PPC. the particle surface, thereby forming particles of accumulation mode
However, if the timing of the pilot injection advanced to a certain [4, 5, 13]. By the formation of conditions, the particle size
value, the quantity, quality and GMD of particles are almost distribution range is very broad. However, the most harmful to human
unchanged. Increasing the proportion of pilot injection fuel to form health are particles with diameters below 10 μm, including inhalable
a higher proportion of premixed combustion, both the quantity and particles (PM10, coarse particles with aerodynamic diameter between
quality of particles will decrease, GMD will undergo an increase- 2.5 microns and 10 microns), respirable particles (PM2.5, fine
decrease process. CO and HC emissions are very low under the particulate matter with aerodynamic diameter between 0.1 micron
early injection PPC. While in the pre-injection strategy, the fuel and 2.5 microns) and UFPs (ultrafine particles with aerodynamic
burning rate is low and many intermediate products generate, so diameter less than 0.1 micron) [14]. These particles can breathe into
the CO and HC emission will increase as the pre-injection fuel the respiratory tract, even to the lungs, and deposited by diffusion.
ratio increases and pre-injection timing advances. Studies have shown that particles with a small particle size are more
harmful to the human body, on the one hand, because the smaller the
particle size, the easier it is to enter the body's lungs and the longer
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deposition time in lungs, which will significantly increase the toxic emissions at high load. Shen et al.[28] studied the PPC combustion
substances in the body; on the other hand, because the smaller the in a single-cylinder engine and the results show that the particulate
particle size, the more complex the structure of particles, the relative matter emissions decrease as the intake pressure increases and EGR
surface area is larger, easier to adsorb toxic or radioactive substances rate decreases. Price et al. [29] found that although the PPC
on the surface, increasing the toxicity of particles. combustion mode can reduce the emission of particulate matter,
particles are mainly composed of accumulation mode, which makes
Conventional diesel engine combustion controlled by fuel injection the particle problem of PPC combustion mode cannot be ignored.
and fuel-air mixing is a conventional diffusion combustion, which Manente et al.[30] studied the pre-injection PPC combustion mode
makes a trade-off relationship between NOx and soot emissions. To by experiment and the results show that high EGR rate and the
be able to reduce engine NOx and soot emissions simultaneously, the earlier main-injection timing can effectively reduce the soot
researchers proposed a low-temperature combustion (LTC) concept emissions. Jain et al. [31] investigated the particulate matter
model for diesel engines, including homogeneous charge emissions of the pre-injection PPC combustion mode at a pressure of
compression ignition (HCCI) and partially premixed combustion 40 MPa to 100 MPa. The results showed that the emission of
(PPC). Compared with the existing conventional diesel engine particles is the lowest when the injection pressure is 70 MPa.
conceptual model, the LTC concept model avoids the soot and NOx
generation area on the Ф-T diagram by extending the ignition delay In addition, the multiple-injection strategies can achieve the PPC
period of mixing fuel, increasing the fuel penetration length, combustion mode by flexibly adjusting the injection timing and the
promoting the mixing of fuel and air and reducing the combustion fuel ratio at each injection stage [32]. Fang et al. [33] studied the PPC
temperature [15, 16]. PPC combustion mode will have lower combustion mode based on multi-injection. It was found that the
particulate emissions compared to conventional combustion mode. mixture combustion belongs to premixed combustion when the first
And due to the stratification of the mixture, the PPC combustion injection timing is early and the injection fuel quality is low;
mode has better combustion controllability compared with the HCCI however, increase the fuel quality of the first injection stage and
combustion mode. This mixture stratification can be controlled by delayed the first injection timing, the combustion mode changes from
injection strategy to achieve the purpose of controlling the premixed combustion to diffusion combustion. The study by Horiber
combustion phase [17, 18]. et al. [34] has shown that the two-stage combustion mode can
significantly improve engine emissions while maintaining a small
On the condition of single injection strategy, through the early- pressure rise rate by selecting the appropriate injection and EGR
injection PPC or late-injection PPC can achieve a high proportion of conditions. Jeong et al. [35] have found that multi-injection can
premixed combustion to achieve a cleaner combustion and meet the significantly reduce NOx emissions compared to single injection.
more stringent emission regulations. In the Early-injection PPC, the
fuel is injected into the cylinder in the middle and late stage of Previous studies have found that the PPC combustion model can reduce
compression stroke, while in the late-injection PPC close to the top the soot emission of the diesel engine, but most of these studies
dead center or in the early stage of power stroke, which both have a qualitatively examined the total amount of soot generated. There are still
longer ignition delay period and provide enough time to fuel-air no definite conclusions about the variation of GMD, particle number
pre-mixing[18, 19, 20]. Izadi Najafabadi et al. [21] studied the size distribution, particle mass size distribution and so on in the PPC
influence of the fuel injection time on the in-cylinder flow. The combustion mode, but this kind of research is becoming more and more
results show that the turbulence intensity in the cylinder increases by important because of environmental problems and emission regulations.
2 to 4 times depending on the fuel injection timing and decreases In this paper, a 4-cylinder turbocharged intercooler diesel engine is used
after the injection. Wang et al. [22] have shown that the process of to study the effects of different injection parameters on the combustion
fuel-air mixing is mainly controlled by the fuel injection process and heat release and emissions in the early-injection PPC and split-injection
affected by the flow process in the ignition delay period as well. The PPC combustion mode, focusing on the impact of various parameters on
fuel-air mixing process directly determines the ignition time and the the particulate matter. Thus provide the basis for further reducing
combustion duration. Hardy et al. [23] have shown that the early- emissions by optimizing the injection strategy, and specify the direction
injection and late-injection PPC combustion strategies both have a to meet the increasingly stringent emission regulations.
longer ignition delay period, which contributes to the formation of a
more homogeneous mixture and no diffusion combustion is observed
on the heat release curve. Yin et al. [24]in the multi-cylinder Experimental Setup
machine to study the PPC to achieve the conditions of high As shown in Figure 1, the experiment was carried out on a 4-cylinder
efficiency, the results show that: most of the engine energy loss from turbocharged intercooler diesel engine. Table 1 lists the main
the heat-transfer energy and exhaust gas waste-energy; using the fuel technical parameters of the test diesel engine. Fuel is supplied by
in the article, the PPC combustion can reach a higher indicated using a Bosch high-pressure common-rail fuel injection system,
efficiency when EGR rate is between 50% and 55% and the where the fuel rail pressure, the start of injection and the injection
equivalent ratio is close to 1.4. Klingbeil et al. [25] conducted an pulse width could be changed flexibly. the common-rail injection
experimental study on a heavy-duty diesel engine and found that in system has a rail pressure capability up to 1800 bar. The engine has a
the low-speed and low-load conditions, low NOx and soot emission variable-geometry turbine which makes it possible to adjust the boost
points occurred in the early injection or late injection and high EGR pressure. The emission data recorded in the experiment included the
rate conditions; in the high-speed and low-load conditions, low NOx gaseous and particulate emissions. The gaseous emissions, including
and soot emission points occurred in the early injection and high NOx, HC and carbon dioxide (CO2), were measured by an AVL-
EGR rate conditions. Kalghatgi, Manente et al. [26, 27] showed that AMA160 gas analyzer. Fuel consumption was measured by an AVL
PPC combustion mode could achieve high efficiency and low 735S Fuel Mass Flow Meter (AVL, Graz, Austria).
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(1)
addition, when the pre-injection fuel ratio is same, the start of the cumulative heat release in this stage also increases. Because the
main combustion and the peak value of the heat release are not pre-injection combustion can improve the temperature and pressure
substantially changed when the pre-injection timing is changed. of cylinder, the ignition of the main injection compared with the
single-injection will be corresponding ahead. In addition, the
combustion peak of the main injection decreases with the increase of
pre-injection fuel ratio and the peak of high heat dissipation rate
appears relatively backward.
b. In-cylinder Temperature
It can be seen from the particle size distribution of the particles at 40∼300 nm while the second peaks are at around 1000 nm. When the
different injection times in Figure 6b. The morphological similarity of injection timing changes from -20 °CA ATDC to 0 °CA ATDC, the
-13 °CA ATDC-0 °CA ATDC size distribution curve is high and these position of the first peak moves to the left (from 205 nm to 115 nm).
the extreme points of the distribution of operating conditions appear And in the range of 40∼300 nm, when the injection timing is -5 °CA
in accumulation mode (Dp is about 90 nm). However, when the ATDC, the whole curve is at the highest position. If the injection
injection timing is further advanced, it is found that the extreme timing is advanced or delayed, the curve would rapidly decline.
points of the quantitative concentration distribution appear in the Under this operating conditions group, the mass concentrations of
nucleation region (Dp is about 25 nm), indicating that the particulate particles whose size are between 0 ∼ 40 nm and 300 ∼ 400 nm in the
matter is finer. In the normal injection mode (-8 ∼ -2 °CA ATDC), the emission are close to 0.
concentration of Dp < 40 nm in the nucleation region is basically
unchanged. The concentration of particulate matter in the nucleation As can be seen from Figure 7a, under the same pre-injection fuel
region will decrease significantly after slightly advance or delay the ratio, the change trend of particles number concentration along with
injection timing (at -13 °CA ATDC and 0 °CA ATDC, respectively). the change of injection timing is similar. The largest total number
However, if the injection timing is further advanced to -16 °CA concentration of particles appears when the pre-injection timing is
ATDC or even -20 °CA ATDC, the concentration of particulate matter - 25 °CA ATDC. The concentration decreases gradually with the
in the nucleation region will increase drastically. In the nucleation advance of the timing, but the decrease is slight. When the pre-
region, the peak concentration is not obvious. In the agglomerated injection timing is -45 °CA ATDC, if the timing is advanced
region, the maximum concentration of particles at the conventional continually, the total number concentration of particles almost
injection timing (-5 °CA ATDC) is 4.2 × 107 N / cc, which is the unchanged. And it decreased by 25% compared with -25 °CA ATDC.
highest value for the all test groups. The concentration of particulate When the pre-injection timing is constant, the total number
matter in the agglomerated area rapidly decreases with the injection concentration of particles is affected obviously with the fuel ratio
timing (-20 °CA ATDC ∼ -8 °CA ATDC) or delayed (0 °CA ATDC ∼ changed. With the increase of the pre-injection fuel ratio, the particle
-2 °CA ATDC). However, the concentration distribution curve of the total number concentration is decreased significantly. When the fuel
particles in the accumulation mode moves clearly to the right (the ratio is 0, which is no pre-injection, the total mass concentration
peak concentration of the accumulation mode moves to the right) in ranges between the fuel ratio of 0.2 to 0.3. This is due to the fact that
the early-injection PPC (-13 to -20 °CA ATDC). The number of the cold flame reaction stage in pre-injection will make the cylinder
accumulation mode particles is smaller in the early injection model, temperature and pressure both add before the main injection. When
but the average particle size is getting bigger. the main injection fuel is injected into the cylinder, because of the
ignition effect of the pre-injection, it can be ignited in a shorter
Figure 6c shows the effect of injection timing on the particle size. It ignition delay period and shorten the ignition delay period of the
can be seen that GMD has always been at a high level and a slow main injection, which can reduce the combustion temperature and
decreased tendency with the delay of injection timing when injection make the main injection combustion soft. It is also conducive to fuel
timing is between -13∼ 0 °CA ATDC. However, when injection atomization uniformity and can reduce the emissions of particles.
timing advances to -20 ∼ 16 °CA ATDC, GMD rapidly reduces to When the pre-injection fuel ratio is smaller, the ignition effect of the
around 30 nm and has a tendency to continue to decline with the pre-injection is insufficient to make up for the particles produced
advance of injection timing, which indicates that the early-injection formed by itself, so that the total number concentration of particles
PPC mode can miniaturize the emission particles. Generally, the will increase. When the pre-injection fuel ratio reaches a certain
accumulation mode particles are composed of carbonaceous value, the effect of the pre-injection effect can make up for pre-
agglomerates formed by adsorption, condensation and coalescence of injection fuel production. Continuing to increase pre-injection fuel
the primary particles. And this kind of substance is normally ratio, particle emissions is significantly reduced and achieve the effect
generated in the local fuel-rich region at diffusion combustion phase. of emission reduction.
With the advance of injection timing, ignition delay period is
lengthened and premixed combustion is enhanced as well. Meanwhile It can be seen from Figure 7b that the change tendency of the total
the combustion speed is accelerated. This favors the oxidation of soot mass concentration of the particles with the variation of the injection
particles and inhibits the surface growth of the particles. And the fine timing is the same as that of the change of the number concentration.
particle distribution is sparser, reducing particle collision
condensation and PAH deposition. Therefore, when injection timing They both get the largest value at the pre-injection timing of -25 °CA
is in this range, the soot particles are mainly in nucleation mode. In ATDC and gradually decrease with the advance of the pre-injection,
addition, when the injection timing is advanced too early, the but the magnitude of decrease is not significant. When the pre-
in-cylinder pressure and temperature would be relatively lower. injection timing reaches -45 °CA ATDC, the mass concentration of
Under this condition, the injection resistance is smaller, the crushing the particles almost unchanged if the pre-injection timing is further
capacity of oil droplets decreases and the amount of oil that hits the advances. When the pre-injection timing is constant, with the increase
cylinder wall relatively increases. Meanwhile, the ignition delay of the pre-injection fuel ratio, the total mass concentration of the
becomes longer which lead to more unburned fuel escaping to the particles will have a slightly decrease. the maximum value appears in
boundary layer. All of these are the important factors that result in the the pre-injection fuel ratio of 0.2. When the pre-injection fuel ratio is
significant increase of nucleation mode particles. increased to 0.5, the total mass concentration will reduce to a very
low level. When the pre-injection fuel ratio is 0, the total mass
Figure 6d is the particle mass concentration-size distribution at concentration of the particulate matter is lower than the majority of
different injection timing, which shows that the mass concentration test conditions.
curve is double peak form and the first peaks are at the range of
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It can be seen from Figure 8a that the shape of the particle size
c. Particle mass size distributions
distribution curve is similar. Under different conditions, the
number concentration of the particles is almost the same in the Figure 8. Emission characteristics of particulate matter with different
nucleation state, while the peak values appear in the accumulation pre-injection timing (pre-injection timing: -2 °CA ATDC; pre-injection fuel
region. When the pre-injection timing is -25 °CA ATDC, the peak ratio: 0.5; EGR rate: 30%)
value of the peak is 1.8 × 107 N / cc, which is the highest for all the
test groups. When the pre-injection is advanced to -35 °CA ATDC, As can be seen from Figure 8c, the mass distribution of the particles
the number of peak concentration will significantly decrease to at each injection timing is mainly concentrated in the range of 60 nm
1.2x107 N/cc. And then pre-injection continues to be advanced, the to 300 nm and the proportion of other ranges is small. The regularity
peak of number concentration almost unchanged. In addition, when of peak value of mass concentration with the variation of pre-
the pre-injection is -25 °CA ATDC, the peak position appears at injection timing is basically the same as that of the number
100 nm. The peak position falls to around 87 nm if the injection concentration and they both get the largest value at -25 °CA ATDC,
timing continued to be advanced. This also determines the GMD reaching 0.0325 μg/cc. The pre-injection is advanced to -35 °CA
variation in Figure 8b. When the pre-injection timing is -25 °CA ATDC and earlier, the mass concentration is maintained at about
ATDC, GMD gets the maximum value of 82 nm for all the test 0.0175 μg/cc. This is due to the fact that the pre-injection has little
groups. When pre-injection is advanced to -35 °CA ATDC, GMD effect on the particle size distribution. From the above, we can see
reduces to 72 nm. If the pre-injection is further advanced, GMD that when the main injection and pre-injection interval angle is small,
almost unchanged. the ignition effect of pre-injection is not very obvious, meanwhile, the
main combustion stage of the particulate matter oxidation and surface
growth inhibition is not enough, resulting in a larger number of
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particles. The effect of the pre-injection interval on the oxidation and ratio is 0.1. The peak value decreases rapidly as the pre-injection
surface growth of the particles will be substantially enhanced and the fuel ratio increases, when the pre-injection fuel ratio is 0.5, it is 1.8
number of particles will be significantly less when the interval angle × 107 N / cc. In addition, the peak position changes with the
increases. However, for a particular value and then continue to increase of pre-injection fuel ratio, which is basically maintained at
increase the interval angle, the number of particles will keep a less around 100 nm. The number concentration distribution directly
level but remain in a certain range. determines the change rule of GMD in Figure 9b. GMD gets the
large value at pre-injection fuel ratio of 0.2 and 0.3, which is about
95 nm. GMD both decreases when pre-injection fuel ratio increases
or decreases. The increase or decrease in the fuel ratio of the pilot
injection, GMD will reduce. For the decrease due to reducing the
fuel ratio of the pilot injection, the reason is that the peak value of
the number concentration shifts towards the small particle size,
while the reason for the decrease caused by the increase in the fuel
ratio of the pilot injection is the relatively lower peak value of the
number concentration.
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This work was financially supported by the National Natural Science
doi:10.4271/2005-01-2048.
Foundation of China (NO. 51576083).
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