PARTICULATE MATTER ANALYSIS AND FORMATION IN CI ENGINE

Particulate Matter (PM) is defined as any matter excluding water in the exhaust of an internal combustion engine that can be trapped on a sampling filter medium after having been diluted with air at 125F (52C) or less.

Composition of Diesel particulates:

1. solid fraction a. Elemental carbon b.ash 2. Soluble organic fraction a. Fuel fraction b.lub oil fraction 3.sulfate particles

Particulates consists of solid and liquid phases. Solid phases are organically insoluble, whereas liquid phases are organically soluble. 1.The solid phase consists of a. Soot in the form of amorphous carbon, ash, oil additives, corrosion products and abrasion products b.sulphates 2.The liquid phase consists of a. Fuel and lubricant contents b.The hydrocarbons contained in hot exhaust The size of such particles is approx 0.01 to 1 micron and above. Most particulates have size below 0.3 micron and some of them may penetrate into lungs.

According to that classification, the total particulate matter (TPM) can be defined as: TPM = SOL + SOF + SO4 Sulfuric acid in diesel exhaust is derived from the fuel sulfur.sulfur leaves the combustion chamber in the form of sulfur dioxide and as a small portion of sulfur trioxide. In the presence of water, SO3 reacts to produce sulfuric acid.

1.SOLID FRACTION

1. The solid fraction of diesel particulates is composed primarily of elemental carbon, sometimes also referred to as the norganic i carbon This carbon, not chemically bound . with other elements, is the finely dispersed arbon black or oot substance c s responsible for black smoke emissions

b.Ash: Another important component of the solid fraction of PM is metallic ash. Ash emissions receive a lot of attention from the developers of diesel particulate filter materials, which must be formulated to resist corrosion by ash compounds Iron oxides resulting from corrosion of the engine exhaust manifold and other exhaust system components Metal oxide impurities resulting from the engine wear, which are carried into the combustion chamber by the lube oil. These include oxides of iron (Fe), copper (Cu), chromium (Cr), and aluminum (Al).

2.SOLUBLE ORGANIC FRACTION

Hydrocarbons adsorbed on the surface of carbon particles and/or present in the form of fine droplets form the soluble organic fraction (SOF) of diesel particulates. Sometimes this fraction is also referred to as VOF volatile organic fraction Particulates with low SOF content are called ryparticulates. d PM of high SOF content is called etparticulate. w Typically, SOF content is highest at light engine loads when exhaust temperatures are low The SOF is typically composed of lube oil derived hydrocarbons, with a small contribution from the higher boiling end diesel fuel hydrocarbons
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SOOT FORMATION Soot particles are made up of roughly spherical spherules arranged in irregularlyshaped clusters or chains.Soot formation occurs at extreme air deficiency. This air or oxygen deficiency is present locally inside diesel engines. Any carbon not oxidized in the cylinder ends up as soot in the exhaust!

SULFATE FORMATION

Fuel sulphur is the source for most of the inorganic remainder.Sulphates concentrations in the particulate matter are linearly related to the sulphur concentration in the fuel, with about 1-2% of fuel sulphur being converted and subsequently depositedin the Pm. Reducing the sulphur content of fuel can thereforereduce the inorganic fraction in the particulates.
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Loss of oil control resulting from improper cylinder bore honing or piston ring wear can be a major source of oil consumption and contribution to unburned oil content in particulate matter

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SOURCE OF PM EMISSION

Excessive black smoke inadequate air-fuel ratio poor combustion demand for acceleration fuel coupled with turbocharger lag
White smoke partially evaporated fuel during cold starting partially combusted fuel due to misfire sources causing HC emissions
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loss of oil control cylinder bore polishing inadequate piston ring pack valve stem sealing issues oil leakage fuel quality high sulphur content high aromatic content low cetane number

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DESIGN PARAMETERS AFFECTING PM FORMATION :

Mixture Formation carbon and fuel Injection pressure Combustion chamber shape Intake swirl Injector / nozzle design

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Oil consumption Oil leakages in the combustion chamber and / or in exhaust Lub oil formulation Parameters affecting oil consumption

Sulphates Fuel sulphur content

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STUDY OF FORMATION OF PARTICULATES IN THE CYLINDER OF A DIRECT INJECTION DIESEL ENGINE Analysis of the composition of particulate matter shows that it consists of insoluble organic fraction (IOF) and the soluble organic fraction(SOF). The IOF consists mainly of carbon soot, measured as diesel black smoke, while the SOF represents relatively low molecular weight organic substances which originate from unburnt or partially burnt fuel and lubricants.
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The SOF particulates is the result of low temperature which results from light load engine operation. The IOF is the result of mostly carbon. The quantity is a function of engine load (the amount of fuel supplied to the engine). In a swirling direct injection Diesel Engine the combustion occurs, in the early stages at least in three distinct modes due to the fact that the fuel is present in fully vapourized, droplet and un-atomized liquid(on the chamber wall) forms. High-speed combustion photography, laser shadowgraphy with narrow band pass filter and in-cylinder sampling techniques are used.

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EFFECT OF ENGINE LOAD ON PARTICULATE MASS EMISSION: Total particulate was lowest at about or 2/4 load, dry soot increased with the load, while SOF decreased as the load increased. It follows consequently that the total particulate is high at 4/4 load because of a large dry soot emission. Thus, dry soot and SOF were generally opposite to each other, and a greater contribution to total particulate was made by SOF at Light load and dry soot at High load.

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RESULTS

The particulate density results from the three combustion regimes show that the fully evaporated combustion gives peak values of 4 g/ml, the droplet condition 17.5 g/ml and the off-the-wall condition 7.8 g/ml. Off-the-wall results at a second sampling point gave peak values of 17.6 g/ml which may indicate that there is considerable variability but as the position is much nearer the spray tip than previous, the result is probably higher either because the products of droplet burning were being sampled or as a result of local differences in A/F ratio.
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DISCUSSION
The results clearly demonstrate that the particulates formed from the burning of pre-mixed evaporated fuel are at a much lower level than those formed during the other combustion regimes. Also there is a clear trend for both smoke and particulates to reduce with injection timing advance in a D.I. Engine.

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CONCLUSIONS
Fuel burning from droplets and off-the-wall conditions produce much higher levels of particulate than the fuel burning from fully evaporated conditions. Instantaneous particulate concentrations peak at levels in excess of 16 g/ml whereas typical tail pipe levels are 0.25 g/ml, indicating that the particulates are formed in the cylinder rather than the exhaust systems. Reductions in peak particulate and tail pipe values may be achieved by improving the atomization of the fuel spray.

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REFERENCES:

Norris-Jones, S.R., et al.: A Study of the formation of particulates in the Cylinder of a Direct Injection Diesel Engine SAE Paper No. 840419, 1984. Masatoshi Shimoda: Observation of the particulate Formation Process in the cylinder of a direct injection Diesel Engine SAE Paper No. 870268, 1988. H.Hiroyasu: Soot formation and Oxidation in Diesel Engines SAE Paper No.800252, 1981.

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