Impact of dual-fuel combustion with n-butanol or hydrous ethanol on the oxidation reactivity and nanostructure of diesel particulate matter

Ruiz, Frank A.; Cadrazco, Marlon; López, Andrés; Sánchez-Valdepeñas, Jesús; Agudelo, John R.

doi:10.1016/j.fuel.2015.08.033

Cited by 88 publications

(27 citation statements)

References 48 publications

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“…As shown in Fig. 6, the differences between the OC / EC ratios for different excavator operation modes were significant and could have been affected by numerous factors such as transient working conditions, diesel sulfur content, and extensive OC sources (Cocker et al, 2004;Liu et al, 2005;Ruiz et al, 2015). As shown in Fig.…”

Section: Particulate Matter Composition For Individual Excavatormentioning

confidence: 97%

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

et al. 2017

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Abstract. With the rapid growth in the number of both non-road and on-road diesel vehicles, the adverse effects of particulate matter (PM) and its constituents on air quality and human health have attracted increasing attentions. However, studies on the characteristics of PM and its composition emitted from diesel vehicles are still scarce, especially under real-world driving conditions. In this study, six excavators and five trucks that provided a wide range of emission standards and operation modes were tested, and PM emissions and their constituents -including organic carbon (OC), elemental carbon (EC), water-soluble ions (WSIs), elements, and organic species like polycyclic aromatic hydrocarbons (PAHs), n-alkanes, and hopanes -as well as steranes were analyzed and characterized. The average emission factors for PM (EF PM ) from excavator and truck emissions were 829 ± 806 and 498 ± 234 mg kg −1 fuel, respectively. EF PM and PM constituents were significantly affected by fuel quality, operational mode, and emission standards. A significant correlation (R 2 = 0.79, p < 0.01) was found between EF PM for excavators and the sulfur contents in fuel. The highest average EF PM for working excavators was 904 ± 979 mg kg −1 fuel as a higher engine load required in this mode. From pre-stage 1 to stage 2, the average EF PM for excavators decreased by 58 %. For trucks, the average nonhighway EF PM at 548 ± 311 mg kg −1 fuel was higher than the highway EF PM at 497 ± 231 mg kg −1 fuel. Moreover, the reduction rates were 63.5 and 65.6 % when switched from China II and III to China IV standards, respectively. Generally, the PM composition emitted from excavators was dominated by OC (39.2 ± 21.0 %) and EC (33.3 ± 25.9 %); PM from trucks was dominated by EC (26.9 ± 20.8 %), OC (9.89 ± 12 %), and WSIs (4.67 ± 5.74 %). The average OC / EC ratios for idling and working excavators were 3 to 4 times higher than those for moving excavators. Although the EF PM for excavators and trucks was reduced with the constraint of regulations, the element fractions for excavators increased from 0.49 % in pre-stage 1 to 3.03 % in stage 2, and the fraction of WSIs for the China IV truck was 5 times higher than the average value of all other-level trucks. Furthermore, as compared with other diesel vehicles, wide ranges were found for excavators of the ratios of benzo operation modes. A comparison of our results with those in the literature revealed that on-board measurement data more accurately reflect actual conditions. Although the fractions of the 16 priority PAHs in PM from the excavator and truck emissions were similar, the equivalent concentrations of total benzo[a]pyrene of excavators were 31 times than that for trucks, implying that more attention should be paid to non-road vehicle emissions.

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Section: Particulate Matter Composition For Individual Excavatormentioning

confidence: 97%

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

et al. 2017

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“…On the other hand, the diesel soot oxidation in the cylinder is governed mainly by the content of aliphatic C-H, the oxygenated groups [25], and the higher initial active sites (ASA) [26] in the particle surface functional groups. In the case of pentanol addition, the PM samples have a higher intensity of aliphatic groups and higher OH oxygenated groups [27], which could improve the oxidation of the primary particles in-cylinder and reduce their size.…”

Section: Size Of Primary Particlementioning

confidence: 99%

Combustion, gaseous and particulate emission of a diesel engine fueled with n-pentanol (C5 alcohol) blended with waste cooking oil biodiesel

Zhu

Xiao

Cheung

et al. 2016

Applied Thermal Engineering

120

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The combustion, gaseous and particulate emissions of a diesel engine fueled with biodiesel-pentanol (BP) blends were investigated under different engine loads. The results indicate that with the increased pentanol fraction, the start of combustion is delayed. All of the BP blends provide faster combustion than biodiesel and diesel fuel from CA10 to CA90. The faster combustion of BP blends leads to a higher BTE than that of biodiesel and diesel fuel in most cases. The particle mass and number concentrations are reduced by the addition of pentanol in biodiesel in most test conditions, due to the higher oxygen concentration for the fuel/air stoichiometry, longer ignition delay for fuel/air mixing, and lower viscosity for the improvement of atomization. The R-(C=O)O-R' group in biodiesel is less efficient in suppressing the soot precursor's formation than the R-OH group in pentanol. The diameter of the primary particles is reduced with the increased addition of pentanol. The particulate emission of BP10 have higher oxidation reactivity that that of BP20 and BP30. Base on this study, pentanol-biodiesel can be considered as an acceptable alternative fuel for diesel engines due to its improved combustion performance and reduced particulate emissions.

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“…Moreover, it is now widely recognised that the observed bands in the D/G region more likely represent a superposition of up to five different vibrational modes, deconvolution of which permits quantification of the extent of ordered graphitic ('G' mode), disordered graphitic ('D1', 'D2' and 'D4' mode), and amorphous domains ('D3' mode) within the primary particles [43]. It is interesting to note, however, that for highly disordered carbons the 'D2' mode can be indistinguishable from the 'G' mode [44]. Furthermore, no universal approach for the analysis of the Raman spectra of soot has yet to be established, as the method used for determination of the band intensities varies across different studies.…”

mentioning

confidence: 99%

Comparative nanostructure analysis of gasoline turbocharged direct injection and diesel soot-in-oil with carbon black

Pfau

Rocca

Haffner-Staton

et al. 2018

Carbon

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a b s t r a c tTwo gasoline turbocharged direct injection (GTDI) and two diesel soot-in-oil samples were compared with one flame-generated soot sample. High resolution transmission electron microscopy imaging was employed for the initial qualitative assessment of the soot morphology. Carbon black and diesel soot both exhibit core-shell structures, comprising an amorphous core surrounded by graphene layers; only diesel soot has particles with multiple cores. In addition to such particles, GTDI soot also exhibits entirely amorphous structures, of which some contain crystalline particles only a few nanometers in diameter. Subsequent quantification of the nanostructure by fringe analysis indicates differences between the samples in terms of length, tortuosity, and separation of the graphitic fringes. The shortest fringes are exhibited by the GTDI samples, whilst the diesel soot and carbon black fringes are 9.7% and 15.1% longer, respectively. Fringe tortuosity is similar across the internal combustion engine samples, but lower for the carbon black sample. In contrast, fringe separation varies continuously among the samples. Raman spectroscopy further confirms the observed differences. The GTDI soot samples contain the highest fraction of amorphous carbon and defective graphitic structures, followed by diesel soot and carbon black respectively. The A D1 :A G ratios correlate linearly with both the fringe length and fringe separation.

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Impact of dual-fuel combustion with n-butanol or hydrous ethanol on the oxidation reactivity and nanostructure of diesel particulate matter

Cited by 88 publications

References 48 publications

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

Combustion, gaseous and particulate emission of a diesel engine fueled with n-pentanol (C5 alcohol) blended with waste cooking oil biodiesel

Comparative nanostructure analysis of gasoline turbocharged direct injection and diesel soot-in-oil with carbon black

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