Effect of Injection Timing on Combustion, NOx, Particulate Matter and Soluble Organic Fraction Composition in a 2-Stroke Tier 0+ Locomotive Engine

Abstract

The effects of injection timing on combustion, NO^, PM mass and composition from a 2-stroke turbocharged Tier 0-\-locomotive diesel engine are investigated in this study. Results provide insight into how injection timing affects combustion and emissions in this family of engine and identifies areas of potential future emissions reduction. For a range of injection timings at a medium load (notch 5) operating condition, the majority of PM mass is insolubles (81-89%), while the soluble component of PM (SOF) accounts for a smaller fraction (11-19%) of total PM mass. The SOF is 66-80% oil-like C22-C30+ hydrocarbons, with the remainder being fuel-like Cg-C2i hydrocarbons. A heat release analysis is used to calculate mass fraction burned curves and elucidates how injection timing affects combustion. Retarding injection timing retards combustion phasing, decreases peak cylinder pressure and temperature, and increases expansion pressure and temperature. Results show that insolubles and fuel-like hydrocarbons increase, and oillike hydrocarbons decrease with later injection timing. Analysis suggests that insolubles and fuel-like HC increase due to lower peak combustion temperature, while oil-like HC, which are distributed more widely throughout the cylinder, decrease due to higher expansion temperatures. The net result is that total PM mass increases with retarded combustion phasing, mostly due to increased insolubles. Considering the high fraction of insoluble PM (81-89%) at all injection timings tested at notch 5, steps taken to reduce PM elemental carbon should be the most effective path for future reductions in PM emissions. Further reductions in oil consumption may also reduce PM, but to a smaller extent.

Comparison of Over-the-Rail and Rail Yard Measurements of Diesel Locomotives

“…Available data on locomotive emissions are typically from steady-state PME dynamometer and rail yard (RY) measurements, where exhaust emissions are measured at each notch position. − The PME is removed from the locomotive during dynamometer measurements, while the PME remains in the locomotive for rail yard measurements. The U.S. Environmental Protection Agency (EPA) locomotive emission standards for nitrogen oxides (NO x ), particulate matter (PM), carbon monoxide (CO), and hydrocarbons (HC) are based on weighted average time spent by the PME in each notch and the associated notch emission factors obtained from Federal Reference Method (FRM) measurements. ,, Few facilities in the Untied States can measure locomotive emissions using Federal Reference Methods.…”