Impact of Lube Oil on Advanced Light-Duty CIDI Engine Emissions

Froelund, Kent; Owens, E.C.; Buckingham, J; Frame, Edwin A

doi:10.21236/ada392297

Cited by 3 publications

(1 citation statement)

References 2 publications

(4 reference statements)

Supporting

Mentioning

Contrasting

Order By: Relevance

“…The high SOF reported by Hedrick [11] may be due to different engine hardware, e.g., a stronger crankcase ventilation eductor, a less effective oil separator, or a wom engine. Froelund et al [20] have demonstrated that modified cylinder liners and piston rings can reduce oil consumption by 76-86% in a Tier 0+ EMD 16-710G3 engine.…”

Section: Pm Soluble Organic Fractionmentioning

confidence: 99%

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

Bohac

Feiler²,

Bradbury³

2012

Journal of Engineering for Gas Turbines and Power

View full text Add to dashboard Cite

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.

show abstract

Section: Pm Soluble Organic Fractionmentioning

confidence: 99%