Transient Measurement of Diesel Nano-Particles by a Newly Developed DDMA

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1 Transient Measurement of Diesel Nano-Particles by a Newly Developed DDMA Terunao KAWAI Rahman M. Montajir*, Yuichi GOTO, Matsuo Odaka N T S E L National Traffic Safety and Environment Laboratory JAPAN *Currently Employed by HORIBA, Ltd August 17th, 2005 at ETH Zentrum,, Zurich, Switzerland

2 Agenda Experimental System and Method Target of DDMA Development Detail of DDMA Experimental Method Result and Discussion 1. after Exhaust Manifold 2. after Full Dilution Tunnel 3. Effect of Oxidation Catalyst Conclusion 2/23

3 Agenda Experimental System and Method Target of DDMA Development Detail of DDMA Experimental Method Result and Discussion 1. after Exhaust Manifold 2. after Full Dilution Tunnel 3. Effect of Oxidation Catalyst Conclusion 3/23

4 Target of DDMA Development Transient Measurement Reliability, Repeatability Low Price, Easy Operation Passive defined filtering by Sampling Method Active Theoretical Filtering 4/23

5 Active Theoretical Filtering Normalized C oncentration % D m = 10nm 5~15 nm Overall Passive Filtering Function D m = 75nm 50~100 nm Typical nano-particle distribution (Diesel) affect CPC size detection range Temperature condition Characteristic of particle (Fraction of Volatile) log Dp Not affect Active Theoretical Filtering Function 5/23

6 Section view of DDMA Sheath gas inlet 1 Central electrode Aerosol gas inlet Sheath gas inlet 2 Cover Inner DMA HV Aerosol gas inlet Common electrode Outer DMA Electrical mobility of particles Z * = = Q n sh p 3πµ D ln( R2 / R1 ) 2πLV ec c p Excess gas outlet 1 Base reservoir LV Housing FC2 PA2 Excess gas outlet 2 FC1 PA1 D p : Particle diameter C c : Cunningham correction factor µ: Gas viscosity n p : Number of elementary charges on a particle Vacuum pump 6/23

7 Prototype DDMA Parameters Outer DMA Inner DMA Classification length 18 mm mm Radius of central rod Radius of outer housing 42 mm 29 mm 60 mm 38 mm Particle charging Sheath gas Am-241 Air 7/23

8 Experimental setups Oxidation Catalyst (Platinum 0.1 g/liter 400 cells/inch2) Fuel Controller Blower Chassis Dynamometer Dilution Tunnel Air Sample In Diluter Excess Air Sampling Point Mixer PC 1. After Exhaust manifold (before Catalyst) 2. After Catalyst 3. After Full Dilution Tunnel DDMA SMPS EEPS 8/23

9 Agenda Experimental System and Method Target of DDMA Development Detail of DDMA Experimental Method Result and Discussion 1. After Exhaust Manifold 2. After Full Dilution Tunnel 3. Effect of Oxidation Catalyst Conclusion 9/23

10 Transient behavior of Nano-Particles Early Part (After exhaust manifold) JE-05 High-speed Cruising Part Accumulation Mode High Acc. Particle at Idling Nucleation Mode 10/23

11 Accumulation Mode Nucleation Mode Low Speed Part of JE05 Mode High Low (After exhaust manifold) High Low Idle: almost no Nuc, High Acc. Acc. Decreases with time due to engine warm up. Acceleration: Nuc. Increases, Acc. Decreases 11/23

12 High Speed Cruising Part (After exhaust manifold) High Speed Cruising: Nuc. Slight decreasing. Acc. remain constant Spikes: due to gear change The both mode particles are very sensitive to the acceleration, deceleration and gear change. 12/23

13 Agenda Experimental System and Method Target of DDMA Development Detail of DDMA Experimental Method Result and Discussion 1. After Exhaust Manifold 2. after Full Dilution Tunnel 3. Effect of Oxidation Catalyst Conclusion 13/23

14 Transient behavior of Nano-Particles (after Dilution Tunnel w/o catalyst) Early Part JE-05 High-speed Cruising Part Accumulation Mode Low Acc. Particle at Idling Nucleation Mode 14/23

15 Low Speed Part of JE05 Mode Low Low (After dilution tunnel w/o Cat.) OPPOSITE TRENDS to after ex. manifold Low Low Idling: Nuc. Almost 0, Acc. Low Nuc. Mode: Increase in Accelaration, decrease in deceleration Acc Mode: increase in acceleration, Decrease in deceleration. OPPOSITE TRENDS to after ex. manifold 15/23

16 High Speed Cruising Part of JE05 Mode (After dilution tunnel w/o Cat) Accelaration : ACC Gradually increase, Nuc. High zero at maximum speed 16/23

17 Comparison of AEM and ADT Driving Nuclei Accumulation Test point AEM ADT AEM ADT Idling L L H L Acceleration Deceleration Low speed H H L H High speed H L L H AEM: After Exhaust Manifold, ADT: After Dilution Tunnel, H: High Concentration, L: Low Concentration, : Increasing, : Decreasing 17/23

18 Agenda Experimental System and Method Target of DDMA Development Detail of DDMA Experimental Method Result and Discussion 1. After Exhaust Manifold 2. After Full Dilution Tunnel 3. Effect of Oxidation Catalyst Conclusion 18/23

19 Effect of Oxidation catalyst (After dilution tunnel) 19/23

20 Conclusion 1 DDMA has enough potential for transient measurement of nanoparticles from real diesel vehicle. Separate measurement of Nuc. and Acc. Mode particles lead a deep understanding of characteristics of nano particle behavior. 20/23

21 Conclusion 2 A diesel oxidation catalyst causes increases in the concentration of the Acc. particles with decreases in the concentration of Nuc. particles depending on the sulfur content of the fuel. In future, If we decide that only the size range of Acc. mode is enough to regulate. The active theoretical filtering method by DMA technique shown in this study is very effective for robust measurement and regulation. 21/23

22 Acknowledgments This research work is supported by the Program for Promoting Fundamental Transport Technology Research from Japan Railway Construction, Transport and Technology Agency (JRTT). JRTT Japan Railway Construction, Transportation and Technology Agency The detail design and development of DDMA were done by Wyckoff Co., Ltd. 22/23

23 Thank you. See you Next ETH-Conference on Combustion Generated Nannoparticles He is kept waiting Lunch for a long time 23/23

24 Engine and Fuel Spec. Test Conditions Specifications of Truck Engine Fuel Properties Engine Injection system Bore x Stroke Swept volume Maximum power Maximum torque Emission standard 4-Cylinder Diesel Common-rail 115 x 115 mm 4777 CC 96 kw/3000 rpm 333 N-m/2000 rpm Japan 2000 Fuel Type C C Distillation point 90% Sulfur content Idling Low load Diesel gm/cc mm/s C 30 ppm Test Conditions 575 rpm 1200 rpm Medium Load Transient 1800 rpm JE-05 24/23

25 Low Speed Part of JE05 Mode (After Dilution Tunnel with Catalyst) 25/23

26 High Speed Cruising Part (After dilution tunnel with catalyst) 26/23

27 Nano-Particle Model Typical Distribution Engine Exhaust Gas dn / d log Dp Distribution of Core (Ash, C) Distribution of volatile fraction (H 2O vapor + HC) Distribution of solid particles (Soot) Log D P 25 nm 100 nm 10 nm 10 nm 27/23

28 Types of Nano-Particles ±100 nm Solid particles (soot) Agglomerate of soot Accumulation mode particles: These cannot be vaporized/desorbed significantly by thermal-conditioning. 15~30 nm Volatile particles Nuclei-mode particles: Nucleate due to cold dilution but vaporizes/desorbs under thermo-conditioning even at 100 C 15~30 nm Semi-volatile particles Nucleate due to cold dilution but vaporizes/desorbs slightly or becomes smaller in size under thermoconditioning at 100~300 C <=10 nm Ash/Carbon/Heavy HC Do not vaporize/disrobe or change in size under thermo-conditioning even above 400 C 28/23

29 GC Analysis of Nano-Particles ATT:1/32 1st Stage (30 nm) 25 Exhaust gas Intensity Back ground air Retention Time (min) 29/23

30 GC Analysis of Nano-Particles ATT:1/ th Stage (170nm) Intensit y ATT:1/ rd Stage (110nm) ATT:1/ nd Stage (60nm) ATT:1/ st Stage (30nm) Retention Time (min) 30/23

31 GC Analysis of Nano-Particles Diesel ATT:1/1024 Oil Intensit y ATT:1/ rd Stage (110nm) ATT:1/ st Stage (30nm) Retention Time (min) 31/23

32 GC Analysis of Nano-Particles Diesel ATT:1/1024 Oil Intensit y ATT:1/ rd Stage (110nm) ATT:1/ st Stage (30nm) Retention Time (min) 32/23

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