Methodology for Determining Particulate and Gaseous Diesel Hydrocarbon Emissions

Black, Frank; High, Larry E.

doi:10.4271/790422

Cited by 62 publications

(22 citation statements)

References 7 publications

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“…The former has been reported by Williams and Chock (1979) to be only two-thirds as effective as the latter in separating the extractable fraction from diesel particulates. In tests by Williams and Chock (1979) on a number of diesel cars, 1@ 90% of the particulate sample collected has proven to be extractable, although extractable fractions in the 1 5 304, range were found to be more typical in the tests of Black and High (1979). This fraction is related more strongly to the vehicle than to its operating condition.…”

Section: Particulate Partitioningmentioning

confidence: 95%

“…Sulfur, and traces of calcium, iron, silicon, and chromium are found in the fuel; and zinc, phosphorus, and calcium are frequent components of lubricating oil additives. Black and High (1979) used chromatography to determine the carbon-number distribution in the extractable fraction (with methylene chloride solvent) of particulates from three different diesel cars. Curves fit through the discrete data from two of the cars are presented in Figure 5 in terms of relative abundance, on an arbitrary scale, versus carbon number.…”

Section: Chemical Compositionmentioning

confidence: 99%

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Diesel Particulates—What They Are and Why

Amann

Siegla

1982

Aerosol Science and Technology

110

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The diesel passenger car offers a substantial advantage Particulate production involves an incompletely unin fuel economy over its gasoline-powered counterpart, derstood series of phenomena that includes nucleation, hut the long-range future of the diesel in this application surface growth, agglomeration, dehydrogenation, oxiis threatened by future federal standards on exhaust dation, and adsorption and condensation of gaseous particulate emissions. These particulates are primarily hydrocarbons. The contemporary state of understandcombustion-generated carbonaceous soot in combinaing of these events is reviewed as they apply to the tion with a solventextractable hydrocarbon fraction. passenger-car diesel engine.

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Section: Particulate Partitioningmentioning

confidence: 95%

Section: Chemical Compositionmentioning

confidence: 99%

Diesel Particulates—What They Are and Why

Amann

Siegla

1982

Aerosol Science and Technology

110

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“…The content of material extractable into organic solvents (Table 6) is in the range that is reported (Black and High, 1979;Huisingh et al, 1979;Dietzmann et al, 1980;Gibbs et al, 1980;Gabele et al, 1981) for diesels, as are also optical properties (Pierson and McKee, 1978;, cf. Vuk et al, 1976Scherrer and Kittelson, 1981) and the specific surface areas of particles before and after organic solvent extraction (Frey andCorn, 1967, cf.…”

Section: Origins Of the Vehicle-aerosol Constituentsmentioning

confidence: 54%

Particulate Matter Associated with Vehicles on the Road. II

Pierson

Brachaczek

1982

Aerosol Science and Technology

157

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“…Black and High (1979) and Kageyama and Kinehara (1982) found the presence of paraffins in the C 2S-C40 range. These are typical of lube oil, that, in some cases, provided a significant portion of the liquid hydrocarbons emitted.…”

Section: Liquid Hydrocarbon Chemical Compositionmentioning

confidence: 96%

Soot and Unburnt Liquid Hydrocarbon Emissions from Diesel Engines

Barbella

Bertoli

Ciajolo

et al. 1988

Combustion Science and Technology

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A direct injection (OI) and an indirect injection (IDI) diesel engine have been used to study the effect of engine type on soot and unburnt liquid hydrocarbons contained in diesel exhausts as a function of the air/fuel mass ratio, a. The impact of the broadening fuel specifications on diesel emissions has been investigated for both engines burning four different fuels in order to provide a relationship between fuel and particulate composition.Soot and liquid hydrocarbon emissions seem to be affected by the fuel aromatic content and volatiLity in a different way in the two engine types in dependence on the air/fuel ratio.In the 01 engine soot decreases as a increases, while liquid hydrocarbons show an opposite trend. In this engine a lower cetane number and a higher fuel volatility result in decreased soot emission since a higher amount of fuel can burn in "lean". premixed conditions, avoiding soot formation. Thus the enhancing effect of aromatic content on soot formation is masked by the corresponding decrease of the fuel cetane number. Unburnt liquid hydrocarbon emissions increase as the fuel volatility decreases and, for the fuels having the same volatility,just a slight enhancing effect of aromatic content was found.In the 1DI engine soot and liquid hydrocarbons decrease as a increases. The fuel injected can mix only with the available air in the prechamber leading to a very "rich" premixed region where partially pyrolyzed compounds and soot are massively formed independently on the fuel cetane number. In this engine either the fuel aromatic content or volatility increase promote soot and liquid hydrocarbon emissions.. The chemical composition of the liquid unburnt hydrocarbons (particulate soluble organic fraction) has been determined, in terms of paraffinic, aromatic and polar compounds, for both engines, founding that it is independent on the fuel composition and on the air/fuel ratio. Slight differences between the liquid hydrocarbon chemical composition from the 01 and the IDI engine were found and they were useful to explain the different combustion mechanism that occurs in the two engines.

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Methodology for Determining Particulate and Gaseous Diesel Hydrocarbon Emissions

Cited by 62 publications

References 7 publications

Diesel Particulates—What They Are and Why

Diesel Particulates—What They Are and Why

Particulate Matter Associated with Vehicles on the Road. II

Soot and Unburnt Liquid Hydrocarbon Emissions from Diesel Engines

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