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This is a first of a series of papers describing how the replacement of some of the inlet air with EGR modifies the diesel combustion process and thereby affects the exhaust emissions. This paper deals with only the reduction of oxygen in the inlet charge to the engine (dilution effect). The oxygen in the inlet charge to a direct injection diesel engine was progressively replaced by inert gases, whilst the engine speed, fuelling rate, injection timing, total mass and the specific heat capacity of the inlet charge were kept constant. The use of inert gases for oxygen replacement, rather than carbon dioxide (CO2) or water vapour normally found in EGR, ensured that the effects on combustion of dissociation of these species were excluded. In addition, the effects of oxygen replacement on ignition delay were isolated and quantified.

This is the second of a series of papers on how exhaust gas recirculation (EGR) affects diesel engine combustion and emissions. It concentrates on the effects of carbon dioxide (CO2) which is a principal constituent of EGR. Results are presented from a number of tests during which the nitrogen or oxygen in the engine inlet air was progressively replaced by CO2 and/or inert gases, whilst the engine speed, fuelling rate, injection timing, inlet charge total mass rate and inlet charge temperature were kept constant. In one set of tests, some of the nitrogen in the inlet air was progressively replaced by a carefully controlled mixture of CO2 and argon. This ensured that the added gas mixture had equal specific heat capacity to that of the nitrogen being replaced. Thus, the effects of dissociated CO2 on combustion and emissions could be isolated and quantified (chemical effect).

N-hexadecane, kerosene and diesel fuels were used for powering a new IDI diesel engine in order to elucidate the role of in-cylinder pyrosynthesis of PAH in diesel emissions. The present work is a complementary to previous investigations (1,2,3) where exhaust deposits have contributed to and interfered with the results. This was eliminated by using a brand new deposit-free engine. Nonetheless, high levels of PAH were detected in the exhaust even with the PAH free fuels. This was attributable to the high rates of lube oil consumption during the running-in period of this engine. The fuel PAH were also shown to play a significant role in the total emissions of these species in diesel combustion.

An old single cylinder Petter AA1 and a new four cylinder Ford 1.61 engines were operated over a wide range of steady state conditions using kerosene and diesel fuels. The two engines exhibited different trends in forming the particulate emissions. For both fuels the particulate emissions were dominated by the carbon for the old engine, and by the SOF for the new engine where the latter was characterized by its low level of emissions. The engine operating conditions also influenced the emissions of the different particulate fractions. Generally, the old engine had higher unburnt lube oil emissions as well as high survival of diesel n-alkanes and PAH in the emissions. However, in the case of kerosene and the new engine when operated both with kerosene and diesel fuel, the pyrosynthesis of these compounds was evident. Sulphates in the particulates, which originated mainly in the fuel, were shown to incorporate low levels of background from the engine deposits and the lubricating oil.

Water vapour is a main constituent of exhaust gas recirculation (EGR) in diesel engines and its influence on combustion and emissions were investigated. The following effects of the water vapour were examined experimentally: the effect of replacing part of the inlet charge oxygen (dilution effect), the effect of the higher specific heat capacity of water vapour in comparison with that of oxygen it replaces (thermal effect), the effect of dissociation of water vapour (chemical effect), as well as the overall effect of water vapour on combustion and emissions. Water vapour was introduced into the inlet charge, progressively, so that up to 3 percent of the inlet charge mass was displaced. This was equivalent to the amount of water vapour contained in 52 percent by mass of EGR for the engine operating condition tested in this work.