Dynamic Particulate Measurements from a DISI Vehicle: A Comparison of DMS500, ELPI, CPC and PASS

Price, Philip; Stone, Richard; Collier, Tony; Davies, Mark N. O.; Scheer, Volker

doi:10.4271/2006-01-1077

Cited by 34 publications

(16 citation statements)

References 12 publications

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“…''Transfer line refers to the tube that delivers the processed sample from the dilution/aging chamber to characterization equipment. and kindred instruments that use a similar operating principle have been described in the literature [33][34][35], including their application to aircraft exhaust characterization [36]. To measure particle-phase organic mass, an aerosol mass spectrometer (C-ToF AMS, Aerodyne Research, Inc., Billerica, MA) was employed [37].…”

Section: Fieldmentioning

confidence: 99%

Measurement of Volatile Particulate Matter Emissions From Aircraft Engines Using a Simulated Plume Aging System

Peck

Timko

et al. 2012

Journal of Engineering for Gas Turbines and Power

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Aircraft exhaust contains nonvolatile (soot) particulate matter (PM), trace gas pollutants, and volatile PM precursor material. Nonvolatile soot particles are predominantly present at the engine exit plane, but volatile PM precursors form new particles or add mass to the existing ones as the exhaust is diluted and cooled. Accurately characterizing the volatile PM mass, number, and size distribution is challenging due to this evolving nature and the impact of local ambient conditions on the gas-to-particle conversion processes. To accurately and consistently measure the aircraft PM emissions, a dilution and aging sampling system that can condense volatile precursors to particle phase to simulate the atmospheric evolution of aircraft engine exhaust has been developed. In this paper, a field demonstration of its operation is described. The dilution/aging probe system was tested using both a combustor rig and on-wing CFM56-7 engines. During the combustor rig testing at NASA Glenn Research Center, the dilution/aging probe supported formation of both nucleationigrowth mode particles and soot coatings. The results showed that by increasing residence time, the nucleation particles become larger in size, increase in total mass, and decrease in number. During the on-wing CFM56-7 engine testing at Chicago Midway Airport, the dilution!aging probe was able to form soot coatings along with nucleation mode particles, unlike conventional 1-m probe engine measurements. The number concentration of nucleation particles depended on the sample fraction and relative humidity of the dilution air. The performance of the instrument is analyzed and explained using computational microphysics simulations.

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Section: Fieldmentioning

confidence: 99%

Measurement of Volatile Particulate Matter Emissions From Aircraft Engines Using a Simulated Plume Aging System

Peck

Timko

et al. 2012

Journal of Engineering for Gas Turbines and Power

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“…The disagreement increases for agglomerated particles, which is attributed to a higher unipolar charging efficiency for fractal-like versus compact particles (Shin et al 2010;Awasthi et al 2013). Discrepancies have likewise been noted for the DMS500 (Price et al 2006;Peckham et al 2011;Cavina et al 2013) when comparing particle concentration to the European Union (EU) solid count method (Giechaskiel et al 2012). In these studies, the DMS500 overestimates particle number concentration by 3%-47%, with charging efficiency again cited as a potential cause.…”

Section: Introductionmentioning

confidence: 97%

How well can aerosol instruments measure particulate mass and solid particle number in engine exhaust?

Maricq

Szente

Harwell

et al. 2016

Aerosol Science and Technology

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Aerosol instruments provide more informative engine exhaust particulate matter (PM) data than the gravimetric filter and solid particle number methods prescribed by regulations. Yet their lack of conformity to the regulatory methods can limit their acceptance for vehicle development. This article examines the ability of the Dekati Mass Monitor (DMM), Engine Exhaust Particle Sizer (EEPS), and Micro Soot Sensor (MSS) to measure PM 2.5 mass and solid particle number relative to current motor vehicle PM emissions standards. Simultaneous PM measurements are made by these three instruments and the two regulatory methods for 50 tests of six gasoline direct injection and two port fuel injection vehicles over the U.S. Federal Test Procedure. DMM and EEPS determinations of PM mass correlate well to gravimetric values (regression slopes of 1.06 § 0.04 and 0.98 § 0.08) down to a few mg/mile, below which filter weighing variability becomes problematic. The MSS exhibits a lower slope of 0.79 § 0.03 consistent with it measuring the soot fraction, rather than total PM. At emissions rates above »10 13 particles/mile, solid particle number determined from DMM and EEPS data correlates respectably with, but overestimates the regulatory method (regression slopes are 1.7 § 0.1 and 1.4 § 0.15, respectively). Below this emissions rate, the correlation degrades. EEPS estimates of PM mass are significantly improved with the recent soot optimized inversion algorithm (slope improves from 0.45 to 0.98). While they cannot replace filters and solid particle counting, the present study suggests that these instruments can be used as more informative surrogates during motor vehicle development.

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“…One of the most common instruments to measure size-resolved soot number concentration 95 distribution in exhaust gas samples is the Differential Mobility Spectrometer (DMS). The DMS-500 96 system by Cambustion, used in this work, is a real-time instrument which classifies particles on the 97 basis of their electrical mobility equivalent diameter [19][20][21][22]. Electrical mobility is measured within 98 the classifier column in which a central high-voltage rod deflects the charged particles towards 22 99 grounded electrometer rings via electrical repulsion.…”

Section: 1 Soot Formation Mechanism and Exhaust Measurements 76mentioning

confidence: 99%

Part-load particulate matter from a GDI engine and the connection with combustion characteristics

2014

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12The Gasoline Direct Injection engines are an important source of ultra-fine particulate matter. 13Significant research effort is still required as improved understanding of soot formation is critical in 14considering further development or adoption of new technologies. Experimental measurements of 15 engine-out soot emissions have been taken from a modern Euro IV GDI engine at part-load 16operating conditions. The engine speed and torque were varied in the range 1600 to 3700 rev/min, 17and 30 to 120 Nm, respectively. The engine was invariably operated in stoichiometric and 18 homogeneous combustion mode, with fuel injection early in the intake stroke. The results indicate 19 that for engine load in excess of 3 bar Brake Mean Effective Pressure, due to incomplete gas-20 phase mixture preparation, a consistent linear correlation establishes between combustion duration 21 and soot particle number. On average, a six-fold increase in number concentration between 1.0 22 and 6.0x10 6 particle per cc, arises from shortening the rapid duration of 4 crank angle degrees. For 23 engine speed in excess of 3000 rev/min and load in excess of 7 bar BMEP, this correlation 24 appears to be superseded by the effects of spray-to-piston impingement and consequent pool-fire. 25Three main areas of concern have been identified within the part-load running envelope: 1. the 26 higher load-lower speed range and 2. the mid load-mid speed range, where high nucleation rates 27induce copious increases of engine-out soot mass; 3. the upper part-load range where, most likely 28as a result of spray impingement, high levels of soot concentration (up to 10 million particles per 29 cc) are emitted with very small size (23-40 nm). 30 31 321. Introduction 33 34Compared to more conventional Port-Fuel Injection (PFI) engines, Gasoline Direct Injection (GDI) 35 engines show a significant 5 to 15% improvement in fuel economy [1], especially because of higher 36 volumetric efficiency and higher knock resistance, which allow the use of generally higher 37 compression ratios with sizeable benefits in thermal efficiency and specific power output. In spite of 38 this, GDI engines are an important source of environmental pollution because of their fine and 39 ultrafine Particulate Matter (PM) emissions. Sizeable research effort has been devoted in the last 40 two decades to investigate the causes of soot emission from this comparatively young technology. 41 Recent medical research work, showing that aerosol particles in the ultrafine size range (diameters 42 of less than 100 nm) cause adverse health effects [2-6], continue to give relevance and impetus to 43 GDI research. Pulmonary inflammation, asthma and cardiovascular conditions are some of 44 problems associated with the deposition of soot in the respiratory tracts. Health risks generally 45 increase with decreasing particle size and increasing concentration. A recent, large, European 46 study associate an 18% increased risk of lung cancer to a 5x10 -6 μg/cc increase of PM 2.5 in 47 atmospheric air [7]. C...

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Dynamic Particulate Measurements from a DISI Vehicle: A Comparison of DMS500, ELPI, CPC and PASS

Cited by 34 publications

References 12 publications

Measurement of Volatile Particulate Matter Emissions From Aircraft Engines Using a Simulated Plume Aging System

Measurement of Volatile Particulate Matter Emissions From Aircraft Engines Using a Simulated Plume Aging System

How well can aerosol instruments measure particulate mass and solid particle number in engine exhaust?

Part-load particulate matter from a GDI engine and the connection with combustion characteristics

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