April 30, 2014 1 Detailed Characterization of Particulates Emitted by Lean-Burn Gasoline Direct Injection Engine Alla Zelenyuk, Jacqueline Wilson, Mark Stewart, George Muntean Pacific Northwest National Laboratory John Storey, Vitaly Prikhodko, Samuel Lewis, Mary Eibl Oak Ridge National Laboratory
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April 30, 2014 1
Detailed Characterization of Particulates
Emitted by Lean-Burn Gasoline Direct
Injection Engine
Alla Zelenyuk, Jacqueline Wilson, Mark Stewart, George Muntean
Pacific Northwest National Laboratory
John Storey, Vitaly Prikhodko, Samuel Lewis, Mary Eibl
Oak Ridge National Laboratory
Relevance and Objectives
Limited fossil fuel resources and upcoming U.S. fuel
economy and emission standards are major challenges
in current engine development
Small displacement turbocharged Gasoline Direct
Injection (GDI) engines are replacing large displacement
engines, particularly in light-duty trucks and sport utility
vehicles, with future lean-burn GDI engines potentially
offering even higher fuel economy than stoichiometric
GDI engines
Unfortunately, all GDI engines produce higher particulate
emissions than standard port fuel-injection engines
There is lack of actual emissions characterization data
on pre-commercial and future combustion engines
We present advanced aerosol analysis methods applied
to the characterization of particulates emitted by a 2.0L
lean-burn GDI engine operated using a number of
combustion strategies (lean homogeneous, lean
stratified, stoichiometric, and fuel rich conditions)
Mobility-Selected Particles Point 1: Lean stratified, 2000 rpm, 2 bar, Engine out
When particles masses increase from 0.3 fg to 3 fg, their vacuum aerodynamic
sizes increase from 53 nm to only 74 nm
This relationship can also be used to determine the average primary spherule
diameter of soot agglomerates (Shapiro et al. 2012, Zelenyuk et al. 2014)
vacuum aerodynamic diameter nm va
cuu
m a
ero
dyn
am
ic d
iam
eter
nm
Aerodynamic diameters of
Mass-Selected Particles Point 1: Lean stratified, 2000 rpm, 2 bar, Engine out
The power relationship between particle mass and mobility diameter yield another
measure of fractal dimension and particle effective density
These particles have Dfa = 2.18, and Dfm = 2.12 (Dfa and Dfm of spherical particles
is 3, of infinite linear chain agglomerates is 1, and of ideal fractal particles is 2)
mobility diameter nm mobility diameter nm
Point 1: Lean stratified, 2000 rpm, 2 bar, Engine out
Mobility Diameters of Mass-
Selected Particles
Particle Void Fraction and
Number of Spherules
The number of spherules in these soot agglomerates are a power function of the
mobility diameter
Larger particles have lower effective density, and more voids, with void fraction
reaching 80%
mobility diameter nm mobility diameter nm
Nu
mb
er
of
sp
heru
les
Vo
id f
racti
on
Point 1: Lean stratified, 2000 rpm, 2 bar, Engine out
2000 rpm, 2 bar
Lean Stratified and Stoichiometric Lean stratified
Engine out
Stoich
Engine out TWC
TWC
PM before and after TWC have very similar properties
Stoichiometric PM contains higher fraction of larger Ca-dominated particles
Dfa 2.18
Dfm 2.12
Dfa 2.17
Dfm 2.08
Dfa 2.22
Dfm 2.10
vacuum aerodynamic diameter nm
vacuum aerodynamic diameter nm
2000 rpm, 2 bar
Lean Stratified and Stoichiometric Lean stratified Stoichiometric
Stoichiometric: Lower number concentrations, presence of volatile particles
Stoichiometric: Catalyst removes nuclei mode
Engine out, total concentration:
5.4e+07 particles cm-3
mobility diameter nm mobility diameter nm
Engine out, total concentration:
4.6e+06 particles cm-3
2000 rpm, Stoichiometric
Different loads
dva increases
The fraction of EC particles increases
Engine out
2 bar
TWC
4 bar
8 bar
mobility diameter nm
Dfa 2.22
vacuum aerodynamic diameter nm
At higher loads:
At the highest load dm decreases
The total number of particles decreases
1000 rpm, 1 bar
Lean Stratified and Stoichiometric
Stoichiometric PM contains higher fraction of larger Ca-dominated particles
TWC slightly decreases dva of soot particles
Lean stratified
Engine out
Stoichiometric
Engine out TWC
TWC vacuum aerodynamic diameter nm
vacuum aerodynamic diameter nm
Ca/C
aO
2
2000 rpm, 4 bar
Lean Homogeneous and Stoichiometric Lean homogeneous
Engine out
Stoichiometric
Engine out TWC
TWC
Lean homogeneous PM contains higher fraction of larger Ca-dominated particles and
of organic particles
vacuum aerodynamic diameter nm
Ca/C
aO
2
Rich Operation
2000 rpm, 4 bar
dva distributions are nearly independent of l
At higher l PM number concentrations are significantly higher
At 0.9 l the fraction of EC particles is slightly higher
0.98 l
Engine out
0.9 l
Engine out TWC
TWC
mobility diameter nm
vacuum aerodynamic diameter nm
l
Preliminary Conclusions
The study yielded high quality, detailed data on the properties of particles emitted by the 2.0L BMW lean-burn GDI engine operated under more than 20 conditions
In addition to the measurements of PM number concentrations and size distributions, we characterized the vacuum aerodynamic size, mass, compositions, and effective density of individual exhaust particles
These measurements were used to calculate fractal dimensions, average diameters of primary spherules that comprise soot agglomerates, and the number of spherules, void fraction, and dynamic shape factors as function of particle size
Most of the particles produced by the GDI engine are fractal containing small amount of oxygenated organics and PAHs
The fraction of Ca-containing particles, originating from the detergent additives to lubricating oil, varies with operating conditions and has a very distinct size distribution
Explored differences between PM emitted by GDI in three operating modes: lean stratified, lean homogeneous, stoichiometric
•Lean stratified operation yielded the most diesel-like size distributions
•Stoichiometric operation resulted in PM number concentrations an order of magnitude lower than those emitted under lean stratified operation
•Stoichiometric PM contains a higher fraction of Ca-dominated non-fractal particles
•Lean homogeneous PM contains a high fraction of Ca-dominated and organic particles