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FTP emissions tests on a passenger vehicle equipped with a 1.8 L IDI turbo-charged diesel engine show that the mass emissions of particles decrease by (36±8)% when 16.6% dimethoxymethane (DMM) by volume is added to a diesel fuel. Particle size measurements reveal log-normal accumulation mode distributions with number weighted geometric mean diameters in the 80 - 100 nm range. The number density is comparable for both base fuel and the DMM/diesel blend; however, the distributions shift to smaller particle diameter for the blend. This shift to smaller size is consistent with the observed reduction in particulate mass. No change is observed in NOx emissions. Formaldehyde emissions increase by (50±25)%, while emissions of other hydrocarbons are unchanged to within the estimated experimental error.

A direct comparison is made of time-resolved measurements of diesel PM emissions obtained using laser-induced incandescence (LII), an electrical low pressure impactor (ELPI), and a tapered element oscillating microbalance (TEOM). The measurements were made on two diesel passenger vehicles, one of which was equipped with a diesel particulate filter. Both LII and the ELPI performed well for both vehicles, whereas the TEOM lacked the sensitivity required for the filtered vehicle. We estimate that the LII system used has a limit of detection better than 0.2 mg/mi.

Collection of diesel exhaust using the Tapered Element Oscillating Microbalance (TEOM) instrument was investigated as an alternative to the traditional method of filter weighing for particulate matter mass determination. Such an approach, if successful, would eliminate considerable manual labor involved in weighing, as well as the delay of hours or days before final results were known. To avoid known artifacts in the second-by-second mode of operation, the TEOM was used in a phase-by-phase mode and was equilibrated with air of constant temperature and humidity before each measurement. Electrically operated valves were used to automate the equilibration and measurement process. The study also included a comparison between two types of TEOM filter - an older type and a new one designed by the TEOM manufacturer for more uniform flow and less flexing. Best results were obtained with the TEOM using the new filter under no-flow conditions.

Currently most automotive manufacturers calibrate for rich air/fuel ratios at wide open throttle which produces lower exhaust gas temperatures. Future federal emissions regulations may require less enrichment under these conditions. This study was undertaken to address the question of what happens to engine-out hydrocarbon emissions with different air/fuel ratios at wide open throttle. Tests were run on a single cylinder research engine with a two valve combustion chamber at a compression ratio of 9:1. The test matrix included three air/fuel ratios (10.5, 12.5 and 14.5) and two speeds (1500 and 3000 rpm) at wide open throttle as well as three air/fuel ratios (12.5, 14.6 and 16.5) at a part load condition (1500 rpm, 3.8 bar IMEP). The exhaust was sampled and analyzed for both total and speciated hydrocarbons. The speciation analysis provided concentration data for hydrocarbons present in the exhaust containing twelve or fewer carbon atoms.

Modern four-valve engines are running at ever higher compression ratios in order to improve fuel efficiency. Hotter cylinder bores also can produce increased fuel economy by decreasing friction due to less viscous oil layers. In this study changes in compression ratio and coolant temperature were investigated to quantify their effect on exhaust emissions. Tests were run on a single cylinder research engine with a port-deactivated 4-valve combustion chamber. Two compression ratios (9.15:1 and 10.0:1) were studied at three air/fuel ratios (12.5, 14.6 and 16.5) at a part load condition (1500 rpm, 3.8 bar IMEP). The effect of coolant temperature (66 °C and 108°C) was studied at the higher compression ratio. The exhaust was sampled and analyzed for both total and speciated hydrocarbons. The speciation analysis provided concentration data for hydrocarbons present in the exhaust containing twelve or fewer carbon atoms.

PM (Particulate Matter) emitted by vehicles and engines is most often measured quantitatively by collecting diluted exhaust samples on filters that are weighed pre-and post-test. Static charge that builds on filters from handling can dramatically influence the measurement results, especially at low PM levels such as those produced when testing typical gasoline-powered vehicles or diesel-powered vehicles employing DPF (Diesel Particulate Filter) technology. It was found that proper grounding of equipment, furniture, and floor was insufficient to mitigate the effects of static electricity when using the traditional method of weighing from a glass Petri dish in the presence of an ionizing bar. A stainless steel EDP (Electrostatic Discharge Platform), using commercially available ionizing bars, was developed and proven to successfully reduce filter measurement variability when weighing PTFE membrane filters on a 0.1 microgram balance.

Previous research into Particulate Matter (PM) emissions from a spark-ignition engine has shown that the main factor determining the how PM emissions respond to transient engine operating conditions is the effect of those conditions on intake port processes such as fuel evaporation. The current research extends the PM emissions data base by examining the effect of transient load and speed operating conditions, as well as engine start-up and shut-down. In addition, PM emissions are examined during “real-world” driving conditions - specifically, the Federal Test Procedure. Unlike the previous work, which was performed on an engine test stand with no exhaust gas recirculation and with a non-production engine controller, the current tests are performed on a fully-functional, production vehicle operated on a chassis dynamometer to better examine real world emissions.

The numbers, sizes, and derived mass emissions of particles from a production DISI engine are examined over a range of engine operating conditions. Particles are sampled directly from the exhaust pipe using heated ejector pump diluters. The size distributions are measured using a scanning mobility particle sizer. The numbers and sizes of the emitted particles are reported for stratified versus homogeneous operation and as a function of fuel injection timing, spark timing, engine speed, and engine load. The principal finding is that particle number emissions increase by about a factor of 10 - 40 going from homogeneous to stratified charge operation. The particulate emissions exhibit a strong sensitivity to injection timing; generally particle number and volume concentrations increase steeply as the injection timing is retarded, except over a narrow portion of the range where the trend reverses.

This paper explores the extent to which standard dilution tunnel measurements of motor vehicle exhaust particulate matter modify particle number and size. Steady state size distributions made directly at the tailpipe, using an ejector pump, are compared to dilution tunnel measurements for three configurations of transfer hose used to transport exhaust from the vehicle tailpipe to the dilution tunnel. For gasoline vehicles run at a steady 50 - 70 mph, ejector pump and dilution tunnel measurements give consistent results of particle size and number when using an uninsulated stainless steel transfer hose. Both methods show particles in the 10 - 100 nm range at tailpipe concentrations of the order of 104 particles/cm3.