Fuel 267 (2020) 117256

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Fuel
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Full Length Article

Impact of post-injection strategies on combustion and unregulated emissions T

during different loads in an HSDI diesel engine
Sheikh Muhammad Farhan, Wang Pan , Wu Yan, Yi Jing, Lei Lili
⁎

School of Automotive and Traffic Engineering, Jiangsu University, 301 Xuefu Road, Zhenjiang, China

ARTICLE INFO ABSTRACT

Keywords: This research was done to study combustion and emissions characteristics especially unregulated emissions from
Diesel engine a heavy-duty diesel engine based on three engine loads (20%, 40%, 60%) with different post-injection (PI)
Post-injection strategies, at six start of injection timings (SOI) with a 20° crank angle (CA) interval (20–120 °CA) and three post-
Unregulated emissions injection fuel masses (PIM) (5 mg, 10 mg and 15 mg) at constant speed of 1200 revolution per minute (rpm).
Light hydrocarbon
Common regulated (NOx, soot, and THC) and un-regulated emissions including carbonyl compounds (acet-
aldehyde, formaldehyde), saturated (methane, ethane, propane) and unsaturated (ethylene, propylene, 1,3
butadiene) emissions were recorded with Fourier Transform Infrared analyzer (FTIR). An early post-injection can
increase the engine power output and raise the temperature of the exhaust gases at all engine loads. Reduction in
NOx up to 25% and THC up to 60% were recorded at 60°CA while up to 80% reduction in soot emissions was
recorded at SOI 80-120°CA with PI strategies at medium to high loads. For all the P.I strategies results indicated
that unregulated emissions increased with the increase in the PIM and mostly the peak values of unregulated
emissions recorded at SOI 60–80 °CA with 15 mg PIM. Post-injection at 60-80 °CA found most suitable to
produce light hydrocarbon (HC) at lower engine load. In general, the post-injection reduced regulated/un-
regulated emissions and generate light HC relative to the single main injection which is beneficial for after-
treatment devices.

1. Introduction to improve the advanced after-treatment system and in-cylinder emis-

The automotive pollution standards all over the world are getting
more and more stringent which made the situation more challenging for
auto manufacturers to fulfill these emissions norms besides the im-
provement in engine efficiency and good mileage as well [1]. From the
decades, automotive pollution is considered one of the major sources of
air pollution because of high carbon monoxide (CO), nitrogen oxides
(NOx), unburnt hydrocarbons (UHC) and unregulated emission from
the burning of fuels in engines [2,3]. Moreover, the increase in the
number of diesel vehicles day by day on roads because of their high
thermal efficiency and durability [4,5] made the situation more severe.
High regulated and unregulated emissions from diesel engines are im-
posing major threats to the environment [6] and manufacturers have to
face more and more stringent regulations in the future [7]. Many types
of research have been done to minimize these exhaust emissions by
using after-treatment systems and many other techniques [8–12]. The
in-cylinder pressure techniques such as multi-injection and high-pres-
sure injection have also adopted to minimize harmful emissions
[13,14]. But stringent emissions regulations compelled the researchers
sion reduction technologies to reduce harmful emissions to satisfaction
level [15–17]. Among the in-cylinder technique, the multiple-injection
strategy has the potential to decrease the emissions effectively than a
single main injection, as multiple injections consist of two or more in-
jections and can reduce the delay of ignition during the combustion
stroke. Thus it is believed that combustion by multiple injections re-
duces NOx, CO, PM (particulate matter) and unregulated emissions as
compared to single injection combustion [18–20]. Post-injection (PI) is
a technique among the multiple injections which has proved very ef-
ficient for the reduction of regulated emissions from diesel engines
[21,22]. It enhances the pre-mixing of the main injection fuel with the
fresh oxygen which improves the oxidation process of soot [23] and can
also reduce unregulated emissions [24] and increases the exhaust gas
temperature which also reduces final soot production [25]. Previous
studies [24–30] have demonstrated the potential benefits of post-in-
jection in terms of harmful exhaust emissions reduction and increased
combustion efficiency of the diesel engine than a single main injection.
Zheng et al. [31] and Dronniou et al. [32] also found multiple injection
strategies more beneficial at medium to high load conditions and higher

⁎
Corresponding author.
E-mail address: wangpan@ujs.edu.cn (W. Pan).

https://doi.org/10.1016/j.fuel.2020.117256
Received 27 October 2019; Received in revised form 1 January 2020; Accepted 29 January 2020
0016-2361/ © 2020 Elsevier Ltd. All rights reserved.
S.M. Farhan, et al.
Fig. 1. Experimental Setup.
EGR rates compared with single main injection conditions. Hardalupas
et al. [33] conducted experiments by using three fractions of post-in-
jection 5, 10 and 15 mg on a single-cylinder diesel engine operated at
1200 rpm. After analyzing the results, they reported that PIM 5 mg and
SOI 10 °CA after top dead center (ATDC) produced soot emissions up to
the peak level while PIM 15 mg and SOI 5 °CA ATDC showed the lowest
emissions of soot.
Desantes et al. [34] conducted a close-coupled post-injection ex-
periment to check its effect on soot and NOx emissions. Effective re-
duction in soot emissions was observed with smaller close-coupled post-
injection due to accelerated combustion but it increased the NOx
emissions due to an addition in the heat which increased the in-cylinder
temperature. While late post-injection with more post fuel mass-pro-
duced more soot emissions with reference to a single injection. Storey
et al. [35] studied the influence of post-injection on the production of
hydrocarbon species emissions. Researchers reported that constant post
fuel mass but diverse SOI greatly influences the formation of hydro-
carbon species, for example, lighter HC emissions increased at SOI
70–80 °CA ATDC while heavier HC emissions remained flat throughout
the experiment. Rao et al. [27] concluded that the combined effect of
main and post-injections produced more heat resulted in an increase in
the in-cylinder temperature and thus arouses the soot oxidation process
than a single injection. Ni et al. [36] observed the effect of engine load
with different injection timings on density and mean size of soot par-
ticles. It was found that except engine load, the engine speed and fuel
injection timings have no serious effect on particle size density and
mean soot particle size. Moreover, post-injection also found very ef-
fective to produce light HC which can enhance the efficiency of the
after-treatment system [37,38]. The post-combustion could be an ef-
fective method to increase the in-cylinder temperature which can pro-
mote the oxidation of the fuel and thus can reduce the regulated and
unregulated emissions effectively under different load conditions.
Regulatory authorities specified the emissions regulations related to
regulated emissions (NOx, CO, PM, and soot) all over the world but the
unregulated pollutants (carbonyl compounds, saturated and
2
Fuel 267 (2020) 117256
unsaturated compounds emissions) have no limits [39]. Various un-
regulated emissions are as hazardous as regulated emissions present in
the exhaust emissions because after elimination they undergo various
chemical reactions in the atmosphere and produce secondary and ter-
tiary pollutants and their influence is no more negligible. Like inhala-
tion of methanol cause, an adverse effect on the blood and nervous
system of human beings and formaldehyde causes eyes and throat ir-
ritation and also consider as a carcinogen [40]. Formic acid burns the
core membrane of the liver, kidney, and damages the respiratory tract
system as well [41]. While the International Agency for Research on
Cancer (IARC) categorized the 1,3 butadiene and benzene as carcino-
gens [40]. Keeping in view the harmful impact of unregulated emissions
on the environment and also on human health these emissions from
diesel engines should be examined and controlled.
All the above literature shows that previous researches mainly fo-
cused on regulated emissions and there is still a lack of study that how
post-injection effects the unregulated emissions over a wide range of
SOI under different engine load conditions. In this research, a complete
inspection of combustion and unregulated emissions has been in-
vestigated in a high-speed direct injection (HSDI) diesel engine using a
wide range of different post-injection strategies over different engine
loads. In this study, post-injection timing covers all stages of post-
combustion in the cylinder, sweep from 20°CA to 120°CA after the
compression top dead center with different post-injection fuel mass
quantities i.e. 5, 10 and 15 mg at 20%, 40%, and 60% engine load
conditions.
2. Description of the experimental setup
2.1. Engine’s specification
The description of the test engine and components presented in
Fig. 1. A six-cylinder four-stroke heavy-duty diesel engine was selected
for conducting the P.I experiment and the schematic diagram of the test
engine and other supporting devices is presented in Fig. 1. The bore and
S.M. Farhan, et al. Fuel 267 (2020) 117256

Table 1 Infrared Spectroscopy (FTIR) [40]. Soot concentration was recorded

List of uncertainty and accuracy of various parameters. with advanced AVL-483 smoke meter in terms of filter smoke number
Instrument Parameters Accuracy Uncertainty % (FSN).

Electric dynamometer Speed 0.05% –

Torque 0.1% –
2.2. Experimental method
FTIR Unregulated emissions 0.01 ppm ± 0.1
Horiba-7100 Regulated emissions 0.01 ppm ± 0.1
Pressure transducer In-cylinder pressure 0.01 MPa ± 0.2 During the experiment, the engine operated at a speed of 1200 rpm
Temperature sensor Temperature 1.5 K ± 0.1 and at three different engine loads 20%, 40%, and 60% with brake
Crank angle encoder Crank angle 1° ± 0.2 mean effective pressure (BMEP) of 0.5, 1.15 and 1.65 MPa respectively
AVL 483 smoke meter Soot emissions 0.002FSN ±1
with 130 MPa fuel injection pressure. Different post-injection strategies
were employed to investigate their effects on combustion and emissions
at different load conditions. As 0 °CA represents the top dead center
(TDC) between compression and power stroke so, the negative value
stroke of the engine were 126 mm and 155 mm respectively with a represents the piston position before TDC and a positive value re-
compression ratio of 17:1 and a displacement of 11.596 L. The engine presenting the piston position after TDC. Table 2 symbolize the division
was equipped with a common rail direct injection (CRDI) system that of main and post-injection under different injection strategies and the
has an injection pressure of 130 MPa through fuel injectors each of engine load conditions. In the current study, the main injection fuel
them has eight orifices with a diameter of 0.217 mm and spray angle of quantities used were 40 mg, 80 mg and 130 mg corresponding to the
143°. The engine was mounted on an electric dynamometer, torque and main injection timing of −7 °CA which was fixed throughout the ex-
speed were controlled through the control system of the engine. In- periment and post-injection fuel quantities varied from 5 mg to 15 mg
cylinder pressure was measured with the help of Kistler piezoelectric at SOI from 20 °CA to 120 °CA. In spite of past investigations [34,42,43]
sensor 6052C and a charge amplifier was used for its signal amplifi- with consistent absolute fuel amount, the fuel amount for the main
cation. A crank-angle encoder measured crank angle signal with a re- injection was fixed during the whole analysis, and various measures of
solution of 0.5 °CA. K-type thermocouples (error ± 1) were employed fuel were included during post-injection as shown in Fig. 2. Thus, the
to measure the intake and exhaust gas temperature. A complete list of increment added in the total fuel mass when the post-injection meth-
instruments, uncertainty and accuracy of various parameters recorded odology was introduced at all the engine loads. The post-injection ef-
in this study is given in table 1. fects on unregulated emissions were checked by keeping the fuel for the
The regulated emissions which include NOx, Soot, THC (total hy- main injection consistent at all engine loads, shortening principle in-
drocarbons) were recorded by Horiba-7100 DEGR gas analyzer and fusion impact can be refuted and reliable conditions were made in
unregulated emissions formaldehyde (HCHO), acetaldehyde (CH3CHO), various post-injection strategies. Inevitably, any emissions can be
ethylene (C2H4), propylene (C3H6), methane (CH4), ethane (C2H6), credited to post-injection instead of decreasing the main injection fuel
propane (C3H8), 1, 3 butadiene (C4H6) and ethyne (C2H2) from diesel quantity. Therefore, with the introduction of post-injection total fuel
engine were recorded with the advanced gas analyzer (AVL SESAM quantity increased and it creates a consistent environment throughout
397) which can detect the concentrations based on Fourier Transform the whole experiment.

Fig. 2. Post-injection strategy.

Table 2
Post injection strategies.
Engine load Main injection timing (°CA) Main injection (mg/cycle) Post Injection (mg/cycle) Post injection timing (°CA)

20% −7 40 5/10/15 20/40/60/80/100/120

40% −7 80 5/10/15 20/40/60/80/100/120
60% −7 130 5/10/15 20/40/60/80/100/120

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S.M. Farhan, et al. Fuel 267 (2020) 117256

Fig. 4. Effect of different load and post-injection mass at SOI 20°CA on the heat
Fig. 3. In-cylinder pressure with post-injection at SOI 20°CA with 20%, 40%, release rate.
and 60% load.
injection strategies at different engine loads on in-cylinder pressure and
3. Results and discussions indicated heat release rate (IHRR). In-cylinder pressures at a load of
20%, 40%, and 60% were recorded as 10.6, 11.8 and 14.86 Mpa re-
3.1. Engine combustion characteristics spectively at constant PI timing of 20 °CA. Higher in-cylinder pressures
were recorded with the increase in the post-injection fuel mass because
Figs. 3(a–c) and 4(a–c) represent the effect of different post- of the addition of more and more fuel at higher engine load conditions.

4
S.M. Farhan, et al.
Fig. 5. THC emissions at different load and different post-injection strategies.
Fig. 6. NOx emissions at different load and different post-injection strategies.
5
Fuel 267 (2020) 117256
Fig. 7. Soot emissions at different load and different post-injection strategies.
The research conducted by Liu et al. [13], Fan et al. [21] and Sun et al.
[26] also reported the same results and observed the increase in the in-
cylinder pressure and IHRR peaks with the increase in the post-injection
fuel quantity.
While at SOI 20–60 °CA increase in the post-injection fuel mass from
5 to 15 mg cause maximum oxidation of the fuel through post-com-
bustion and ultimately increase in IHRR was observed at higher engine
load. While no clear peak of IHRR was observed when a delay in SOI of
post-injection beyond 60 °CA. It was also explored that the in-cylinder
temperature of the main combustion declined steadily with the delay in
the SOI of post-injection with 5–15 mg post injection fuel mass. At early
SOI as the post-combustion upsurges the exhaust temperature which
increased the total heat capacity of the working medium and then re-
duced the in-cylinder temperature of the main combustion.
3.2. Regulated emissions
In this study, the regulated emissions include THC, NOx, and soot.
The effect of different post-injection strategies at different engine loads
on these emissions describes in Figs. 5–7.
3.2.1. Total hydrocarbon emissions (THC)
Fig. 5 demonstrates the effect of different post-injection strategies at
different engine load conditions. At 20% engine load, post-injection
produced maximum THC emissions of 1250 ppm, 1755 ppm and
1760 ppm of THC emissions at SOI 80 °CA with 5 mg, 10 mg and 15 mg
post-injection fuel mass respectively. Generally, first increased the THC
emissions at 60–80 °CA and then decreased it at later SOI 100–120 °CA.
In contrast to this at 40% and 60% load conditions declining trend was
observed at all post-injection strategies. Moreover, a 50–60% reduction
S.M. Farhan, et al. Fuel 267 (2020) 117256

in THC emissions was observed using post-injection at these two loads

as compared to single main injection emissions because of oxidation of
HC components. This can be explained as, an increase in engine load
cause the increase in fuel consumption which leads to the increase in-
cylinder temperature and THC emissions [44] but the introduction of PI
strategy greatly oxidize the THC as shown in figure. At 20% load con-
ditions, an early SOI of post-injection produced lower THC emissions
because of maximum oxidation of the main fuel supported by post-in-
jection fuel mass but delay in SOI to 40 °CA or late cause decrease in the
in-cylinder temperature which ultimately boost up the formation of HC
compounds which is also reported by Wu et al. [24]. While at higher
engine load i.e. at 40% and 60% post-injection decreased the THC
emissions more effectively because of higher fuel mass which causes an
increase in the in-cylinder temperature and more oxidation of unburnt
hydrocarbons [21].

3.2.2. Nitrogen oxides emissions (NOx)

Fig. 6 showed the effect of different post-injection strategies with
different engine loads on NOx emissions. It can be perceived from the
figure that post-injection was not much effective in mitigation the NOx
emissions at all engine load conditions. NOx emissions reduced at SOI
40–60 °CA with 15 mg PIM at all engine load while overall an increase
in load caused an increase in NOx emissions which is a consequence of
an increase in-cylinder temperature. NOx emissions dropped by 19%,
29% and 30% at SOI of 60 °CA with 15 mg post-injection fuel mass
corresponding to engine load of 20%, 40%, and 60% respectively. It
was observed that the formation of NOx greatly affected by the thermal
mechanism and chemical kinetics inside the cylinder which in turn
depends on the combustion temperature, residence time and the local
oxygen conditions [45]. It was also noticed that at different engine
loads as compare to single main injection, combustion with post-in-
jection produced HC free radical as a result of post-injection fuel mass
pyrolysis which combines with NOx and reduces its formation. While,
under high load, conditions delay in SOI from 80 °CA to 120 °CA causes
a reduction in the intake air and an increase in the total fuel quantity
which ultimately upsurges the formation of NOx, thus at later SOI
combustion of more fuel produce higher temperature which facilitates
the formation of NOx.

3.2.3. Soot emissions

Fig. 7 depicts the emissions of soot and effect of post-injection
strategies on its emissions with diverse engine load. It was observed
that delay in SOI increased soot emissions and the maximum value of
2.75 FSN was observed at SOI 40 °CA with 15 mg PIM corresponding to
the 60% engine load while the soot emissions found decreased effec-
tively by using post-injection strategies at SOI 80-120°CA with 5–15 mg
post-injection mass. This is because the post-injection fuel mix with
main fuel injection provides a lean and fuel-rich mixture which results
in better oxidation of diesel fuel. Minimum values 0.05FSN and
0.02FSN of soot emissions at SOI of 80–120 °CA with post-injection fuel
mass from 5 mg to 15 mg corresponding to 40% and 60% load were
recorded respectively. Thus increase in engine load cause a slight in-
crease in the soot emissions with single main injection but it was found
that with the use of post-injection more soot oxidation occurs due to the
additional turbulent energy provided by combustion of post-injection
fuel mass which is also consistent with the results reported by [22,24].
This also showed that a trade-off exists between NOx and soot emis- Fig. 8. Formaldehyde emissions at different load and different post-injection
strategies.
sions.

3.3. Unregulated emissions 3.3.1. Aldehyde compounds

Unregulated gaseous emissions are also referred to as volatile or-
ganic compounds which mainly formed due to incomplete combustion
of saturated hydrocarbons or oxygen-containing compounds in the fuel
[46,47]. The present research study more focuses on unregulated
emissions.
3.3.1.1. Formaldehyde (CH2O) and acetaldehyde (C2H4O). In the diesel
engine, incomplete combustion resulted in the formation of aldehydes
including Formaldehyde (CH2O) and Acetaldehyde (C2H4O) [48] which
have human health hazardous effects [49]. Fig. 8(a–c) elucidates the
effects of different post-injection strategies along with the different
engine load on the emission of formaldehyde. An early SOI and 5 mg

6
S.M. Farhan, et al. Fuel 267 (2020) 117256

post-injection fuel mass helped in the breakdown of aldehydes thus

decrease its emissions by increasing the oxidation of the fuel at all
engine loads. The delay in SOI at 60–80 °CA produced peaks of
aldehyde compounds due to main and post fuel injection mixing and
lower oxidation of the post-injection fuel which is characterized by
cracking of main fuel. It can also be perceived from the figures that
post-injection can significantly reduce the formation of formaldehyde at
later SOI 100–120 °CA with medium to higher load conditions because
of in-cylinder chemical kinetics. However, an early post-injection with
15 mg post-injection mass at medium to high load proved very effective
in decreasing both aldehyde emissions.
Acetaldehyde present in the nature in the range of 0.07–0.5% ppm
but if increase beyond the limits can cause cancer and IARC mark it as a
carcinogen [45]. Industries and vehicles are considered the main source
of its emission. Fig. 9(a–c) shows the production of acetaldehyde at
different loads and the effect of different post-injection strategies also
presented. Early SOI 20–40 °CA was the most suitable to minimize al-
dehyde emissions because of the more and more generation of OH ra-
dicals during the combustion stage which leads to more oxidation of the
acetaldehyde. It was also noticed that an increase in engine load causes
a slight increase in the acetaldehyde emission with a single main in-
jection. While at 20% load PI at SOI 60–80 °CA, the acetaldehyde
emissions increased up to 138 ppm and the same trend was observed at
medium to high load conditions but its total formation decreased. It is
believed that the formation of acetaldehyde emissions tend to increase
due to the insufficient burning of the post-injection fuel at medium
engine load condition which produced light HC species.

3.3.2. Saturated emissions

3.3.2.1. Methane (CH4), ethane (C2H6) and propane (C3H8). These
emissions are grouped as saturated emissions and mainly formed
through three processes i.e. cracking, reforming and polymerization
[50]. Cylinder temperature and the duration of combustion mainly
affect the formation of these emissions. Figs. 10–12(a–c) show the
saturated hydrocarbons emissions and the effect of different post-
injection strategies under different engine loads conditions. From the
baseline conditions, it can be observed that there is no serious effect of
engine load on the saturated emissions but their production enhanced
with the use of post-injection technique. Post injection fuel 15 mg at
60–80 °CA showed the clear peaks of all three alkanes at medium to
high engine load conditions. These emissions are formed due to the
cracking of fuel and the post-injection strategy provided the essential
conditions for it [43] which makes this strategy also beneficial for the
after-treatment devices.

3.3.3. Unsaturated emissions

3.3.3.1. Ethylene (C2H4), propylene (C3H6) and 1, 3 butadiene
(C4H6). These emissions are grouped as unsaturated emissions and
mainly formed by the thermal pyrolysis of the diesel fuel and
intermediary products of fuel combustion [47]. They can combine
with other emissions and formed polycyclic aromatic hydrocarbons
(PAH) which are soot precursors [49]. Due to carcinogenic properties 1,
3 butadiene (C4H6) is mainly cause the formation of toxic pollutants in
the atmosphere [51]. Figs. 13(a–c) and 14 (a–c) show that delay in SOI
of post-injection greatly affects the formation of ethylene and propylene
and this can be seen by comparing the results of emissions with single
main injection. This may be due to combustion temperature, which is Fig. 9. Acetaldehyde emissions at different load and different post-injection
also reported by Man et al. [49] that an increase in the total injection of strategies.
fuel supports the combustion phenomenon through oxidation of
pyrolytic species. During the post-injection strategies SOI at 60 °CA
and 15 mg P.I mass an increment up to 80% in the emission of ethylene 1,3 butadiene produce at high temperature and pressure environ-
was recorded at 20% load condition while in 40% and 60% load ment through cracking of olefins [52]. It is usually produced at high
conditions peaks were recorded at SOI 80 °CA with 20% and 50% fuel ratio and low engine load as also reported by Takada et al. [47].
increment respectively. The increase in the proportions of these two Fig. 15(a–c) shows the emissions of 1,3 butadiene and the post-injection
emissions is because the rate of pyrolysis was higher than the rate of strategies proved very effective in mitigating the 1,3 butadiene emis-
oxidation which in turn depends on the cylinder temperature. sions at lower to medium load conditions. It was observed that early

7
S.M. Farhan, et al. Fuel 267 (2020) 117256

Fig. 10. Methane emissions at different load and different post-injection stra-
tegies.
Fig. 11. Ethane emissions at different load and different post-injection strate-
gies.

SOI 20–60 °CA and 5 mg PIM greatly reduced the formation of un-
saturated 1,3 butadiene because at early SOI the post-injection strategy
greatly increased the in-cylinder temperature which induces the un-
burnt fuel to oxidize and intermediated species like C4H6 consumed due
to more oxidation. Thus it is perceived that the emission of 1,3 buta-
diene is affected by many factors which are concluded from different
former researches and the same conclusion can be drawn for ethylene
and propylene emissions, although the concentration of ethylene and
propylene unsaturated emissions is higher than 1, 3 butadiene which is
characterized by thermal cracking of products.

8
S.M. Farhan, et al.
Fig. 12. Propane emissions at different load and different post-injection stra-
tegies.
4. Conclusions
Post injection strategy is considered a promising in-cylinder tech-
nique to reduce regulated and unregulated emissions from an HSDI
diesel engine. This study examined the consequence of different post-
injection strategies under different engine load on the regulated (NOx,
9
Fuel 267 (2020) 117256
Fig. 13. Ethylene emissions at different load and different post-injection stra-
tegies.
soot, and THC) emissions and especially on unregulated emissions in-
cluding aldehyde compounds (acetaldehyde, formaldehyde), saturated
(methane, ethane, propane) and unsaturated (ethylene, propylene, 1,3
butadiene) emissions from a diesel engine. The following conclusions
were drawn from the results of the experiment.
For the regulated emissions, THC, and NOx the post-injection
S.M. Farhan, et al.
Fig. 14. Propylene emissions at different load and different post-injection
strategies.
strategies proved very effective in decreasing both the emissions but a
peak of 1750 ppm of THC at 20% engine load corresponding to SOI
60–80 °CA was observed. It was observed that soot emissions first in-
creased and then decreased with the delay in SOI and the maximum
10
Fuel 267 (2020) 117256
Fig. 15. 1, 3 Butadiene emissions at different load and different post-injection
strategies.
value of 2.75 FSN was observed at SOI 40 °CA with 15 mg post-injection
fuel mass corresponding to the 60% engine load while a reduction up to
80% was observed in soot emissions with post-injection strategy at later
SOI 80–120 °CA with 5–15 mg post-injection mass.
For unregulated saturated methane, ethane and propane emissions
their formation greatly affected by post-injection strategy especially
S.M. Farhan, et al.
later SOI 60–80 °CA with 5–15 mg post-injection fuel mass proved very
effective for the production of light hydrocarbons.
For unregulated aldehyde compounds emissions, the post-injection
technique was found effective in mitigation these emissions at medium
to high engine load conditions. Post-injection at early SOI 20–40 °CA
and later SOI 100–120 °CA proved very effective in reducing aldehyde
emissions as compare to single main injection at 40–60% load condi-
tions.
For unregulated unsaturated emissions, the formation of three spe-
cies i.e. ethylene, propylene and 1, 3 butadiene greatly reduced with
5 mg PI fuel mass. The post-injection strategies at SOI 60 °CA with
15 mg PIM resulted in an increment of up to 80% in the emission of
ethylene at 20% load condition while at 40% and 60% load conditions
peaks were recorded at SOI 80 °CA with 20% and 5% increment in
ethylene emissions respectively. While propylene emissions reached to
its maximum value of 18 ppm, 36 ppm, and 55 ppm corresponding to
SOI 60 °CA at 20% load conditions with 5–15 mg PIM respectively
CRediT authorship contribution statement
Sheikh Muhammad Farhan: Conceptualization, Methodology,
Writing - original draft. Wang Pan: Supervision. Wu Yan:
Visualization, Investigation. Yi Jing: Software, Validation. Lei Lili:
Writing - review & editing.
Declaration of Competing Interest
The authors declare that they have no known competing financial
interests or personal relationships that could have appeared to influ-
ence the work reported in this paper.
Acknowledgments
The financial support by The National Natural Science Fund
(51676090) and National Engineering Laboratory for Mobile Source
Emission Control Technology (NELMS2018A18) is gratefully acknowl-
edged. The research was also supported by the Postgraduate Research &
Practice Innovation Program of Jiangsu Province (KYCX18_2246). The
authors wish to acknowledge the technical support from Dr. Yiqiang Pei
at Tianjin University.
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