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Heavy-duty diesel engine particulate matter (PM) emissions must be reduced from 0.1 to 0.01 grams per brake horsepower-hour by 2007 due to EPA regulations [1]. A catalyzed particulate filter (CPF) is used to capture PM in the exhaust stream, but as PM accumulates in the CPF, exhaust flow is restricted resulting in reduced horsepower and increased fuel consumption. PM must therefore be burned off, referred to as CPF regeneration. Unfortunately, nominal exhaust temperatures are not always high enough to cause stable self-regeneration when needed. One promising method for active CPF regeneration is to inject fuel into the exhaust stream upstream of an oxidation catalytic converter (OCC). The chemical energy released during the oxidation of the fuel in the OCC raises the exhaust temperature and allows regeneration.

A study was undertaken to investigate the affect of exhaust gas recirculation (EGR) on engine wear and lubricating oil degradation in a heavy duty diesel engine using a newly developed methodology that uses analytical ferrography in conjunction with short term tests. Laboratory engine testing was carried out on a Cummins NTC-300 Big Cam II diesel engine at rated speed (1800 RPM) and 75% rated load with EGR rates of 0, 5, and 15% using a SAE 15W40 CD/SF/EO-K oil. Dynamometer engine testing involved collecting oil samples from the engine sump at specified time intervals through each engine test. These oil samples were analyzed using a number of different oil analysis techniques that provide information on the metal wear debris and also on the lubricating oil properties. The results from these oil analysis techniques are the basis of determining the effect of EGR on engine wear and lubricating oil degradation, rather than an actual engine tear down between engine tests.

One of the more objectionable aspects of the use of the diesel engine is its emission of particulate matter. Methods for collecting particulate matter samples in the undiluted exhaust gases with an Andersen Impactor for gravimetric and electron microscopy analysis are developed. A direct injection Vee-eight naturally aspirated diesel engine was used in the study. This paper presents the results of an in-depth study of the physical characteristics of diesel particles. The size distribution of the particulate matter was obtained using an Andersen Inertial Impactor for the engine conditions applicable to the SAE 13-mode cycle. The particulate matter was analyzed using both scanning and transmission electron microscopes and was found to be comprised of individual spherical particles ranging from 100 ņ to 800 Å with a mean size of approximately 260 Å. The particulate matter was analyzed for carbon, hydrogen and nitrogen.

A study was conducted to assess the effects of controlling filter face temperatures and two differently sized collection systems on diesel total particulate matter (TPM) and vapor phase hydrocarbon levels from a diesel engine. The results were used to revise sampling protocols so that variability associated with quantitation of polynuclear aromatic hydrocarbons (PAH) is minimized. Particulate soluble organic fraction (SOF) levels (%) were compared 1) for tests where the dilute exhaust filter face temperature was held constant by varying dilution ratio (DR) to account for day to day variations in inlet air temperature to the tunnel and 2) for tests in earlier studies where the DR was held constant and the filter face temperature then varied because of varying tunnel inlet air temperature. Between date variations in %SOF were reduced by about 60% due to holding filter face temperatures constant, compared to holding DR constant.

A 1-D 2-layer model developed previously at MTU was used in this research to predict the pressure drop, filtration characteristics and various properties of the particulate filter and the particulate deposit layer. The model was calibrated and validated for this CPF with data obtained from steady state experiments conducted using a 1995 Cummins M11-330E heavy-duty diesel engine with manual EGR and using ULSF. The CPF used is a NGK filter having a cordierite substrate with NEX catalyst type formulation (54% porosity, 15.0 μm mean pore diameter and 50 gms/ft3 Pt). The filter was catalyzed using a wash coat process. The model was used to predict the pressure drop, particulate mass retained inside the CPF, particulate mass filtration efficiency and concentration downstream of the CPF with agreement between the experimental and simulated data.

Physical, chemical, and biological characterization data for the particulate emissions from a Caterpillar 3208 diesel engine with and without Corning porous ceramic particulate traps are presented. Measurements made at EPA modes 3,4,5,9,lO and 11 include total hydrocarbon, oxides of nitrogen and total particulate matter emissions including the solid fraction (SOL), soluble organic fraction (SOF) and sulfate fraction (SO4), Chemical character was defined by fractionation of the SOF while biological character was defined by analysis of Ames Salmonella/ microsome bioassay data. The trap produced a wide range of total particulate reduction efficiencies (0-97%) depending on the character of the particulate. The chemical character of the SOF was significantly changed through the trap as was the biological character. The mutagenic specific activity of the SOF was generally increased through the trap but this was offset by a decrease in SOF mass emissions.

A 1-D 2-layer model developed previously at MTU was used in this research to predict the pressure drop, filtration characteristics and various properties of the particulate filter and the particulate deposit layer. The model was used along with dilute emission data to characterize two catalyzed particulate filters (CPFs) having different catalyst loading and catalyst application processes. The model was calibrated and validated with data obtained from steady state experiments conducted using a 1995 Cummins M11-330E heavy-duty diesel engine with manual EGR with different fuels for the two different CPFs. The two different catalyzed particulate filters were CPF III (5 gms/ft3 Pt) and CPF V (50 gms/ft3 Pt). Both the CPFs had cordierite substrates with CPF III and CPF V had MEX and NEX catalyst type formulation respectively. The CPF III filter was catalyzed using a solution-impregnated process while the CPF V filter was catalyzed using a wash coat process.

The effects of fuel sulfur concentration on heavy-duty diesel emissions have been studied at two EPA steady-state operating conditions, mode 9 (1900 RPM, 75% Load) and mode 11(1900 RPM, 25% Load). Data were obtained using one fuel at two sulfur levels (Low Sulfur, LS = 0.01 wt% S and Doped Low Sulfur DS = 0.29 wt% S). All tests were conducted using a Cummins LTA10-300 heavy-duty diesel engine. No significant changes were found for the nitrogen oxides (NOx), soluble organic fractions (SOF) and XAD-2 (a copolymer of styrene and divinylbenzene) organic component (XOC) due to the fuel sulfur level increase at either engine mode. The hydrocarbon (HC) levels were not significantly affected by sulfur at mode 9; however, at mode 11 the HC levels were reduced by 16%. The total particulate matter (TPM) levels increased by 17% at mode 11 and by 24% at mode 9 (both significantly different).

A computer simulation model to predict the thermal responses of an on-highway heavy duty diesel truck in transient operation was used to study several important cooling system design and operating variables. The truck used in this study was an International Harvester COF-9670 cab-over-chassis vehicle equipped with a McCord radiator, Cummins NTC-350 diesel engine, Kysor fan-clutch and shutter system, aftercooler, and standard cab heater and cooling system components. Input data from several portions of a Columbus to Bloomington, Indiana route were used from the Vehicle Mission Simulation (VMS) program to determine engine and vehicle operating conditions for the computer simulation model. The thermostat-fan, thermostat-shutter-fan, and thermostat-winterfront-fan systems were studied.

The objective of this research was to study the effects of a CCRT®, henceforth called Diesel Oxidation Catalyst - Catalyzed Particulate Filter (DOC-CPF) system on particulate and gaseous emissions from a heavy-duty diesel engine (HDDE) operated at Modes 11 and 9 of the old Environmental Protection Agency (EPA) 13-mode test cycle Emissions characterized included: total particulate matter (TPM) and components of carbonaceous solids (SOL), soluble organic fraction (SOF) and sulfates (SO4); vapor phase organics (XOC); gaseous emissions of total hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx), nitric oxide (NO) and nitrogen dioxide (NO2), oxygen (O2) and carbon dioxide (CO2); and particle size distributions at normal dilution ratio (NDR) and higher dilution ratio (HDR). Significant reductions were observed for TPM and SOL (>90%), SOF (>80%) and XOC (>70%) across the DOC-CPF at both modes.

The effect of a Johnson Matthey catalyzed continuously regenerating technology™ (CCRT®) filter on the particle size distribution in the raw exhaust from a 2002 Cummins ISM-2002 heavy duty diesel engine (HDDE) is reported at four loads. A CCRT® (henceforth called DOC-CPF) has a diesel oxidation catalyst (DOC) upstream (UP) of a catalyzed particulate filter (CPF). The particle size data were taken at three locations of UP DOC, downstream (DN) DOC and DN CPF in the raw exhaust in order to study the individual effect of the DOC and the CPF of the DOC-CPF on the particle size distribution. The four loads of 20, 40, 60 and 75% loads at rated speed were chosen for this study. Emissions measurements were made in the raw exhaust chosen to study the effect of nitrogen dioxide and temperature on particulate matter (PM) oxidation in the CPF at different engine conditions, exhaust and carbonaceous particulate matter (CPM) flow rates.

Exhaust emissions were characterized from a Cummins LTA10 heavy-duty diesel engine operated at two EPA steady-state modes with and without an uncatalyzed Corning ceramic particulate trap. The regulated emissions of nitrogen oxides (NOx), hydrocarbons (HC), and total particulate matter (TPM) and its components as well as the unregulated emissions of PAH, nitro-PAH, mutagenic activity and particle size distributions were measured. The consistently significant effects of the trap on regulated emissions included reductions of TPM and TPM-associated components. There were no changes in NOx and HC were reduced only at one operating condition. Particle size distribution measurements showed that nuclei-mode particles were formed downstream of the trap, which effectively removed accumulation-mode particles. All of the mutagenicity was direct-acting and the mutagenic activity of the XOC was approximately equivalent to that of the SOF without the trap.

A study has been made of piston ring wear and total engine wear using literature data and new experimental results. The main purpose of the study was to establish the effects of oil and coolant temperatures on engine wear. Wear trends that were found in the early 1960's may not be valid any longer because of the development of higher BMEP turbocharged diesel engines, better metallurgical wear surfaces and improved lube oil properties. New data are presented for the purpose of describing present wear trends. A direct-injection, 4-cycle, turbocharged diesel engine was used for the wear tests. The radioactive tracer technique was used to measure the top piston ring chrome face wear. Atomic emission spectroscopy was employed to determine the concentration of wear metals in the oil to determine total engine wear based on iron and lead. The data were analyzed and compared to the results found in the literature from previous investigators.

Diesel exhaust particle size distributions were measured using an Electrical Aerosol Analyzer (EAA) with both conventional (0.31 wt. pet sulfur) and low sulfur fuel (0.01 wt pet sulfur) with and without a ceramic diesel particle filter (DPF). The engine used for this study was a 1988 heavy-duty diesel engine (Cummins LTA10-300) operated at EPA steady-state modes 9 and 11. The particle size distribution results indicated the typical bi-modal distribution; however, there were clear differences in the number of particles in each mode for all conditions. For the baseline conditions with no DPF, there was more than one order of magnitude greater number of particles in the nuclei mode for the conventional fuel as compared to the low sulfur fuel, while the accumulation modes for each fuel were nearly identical.

The objective of this research was to obtain diesel particle size distributions from a 1988 and a 1991 diesel engine using three different fuels and two exhaust control technologies (a ceramic particle trap and an oxidation catalytic converter). The particle size distributions from both engines were used to develop models to estimate the composition of the individual size particles. Nucleation theory of the H2O and H2SO4 vapor is used to predict when nuclei-mode particles will form in the dilution tunnel. Combining the theory with the experimental data, the conditions necessary in the dilution tunnel for particle formation are predicted. The paper also contains a discussion on the differences between the 1988 and 1991 engine's particle size distributions. The results indicated that nuclei mode particles (0.0075-0.046 μm) are formed in the dilution tunnel and consist of more than 80% H2O-H2SO4 particles when using the 1988 engine and 0.29 wt% sulfur fuel.

This paper covers the development of Ferrographic oil analysis techniques for the study of diesel engine wear. A brief overview of the various wear analysis techniques now commonly used in laboratory and field engine wear studies is discussed. Also included in this paper is an in depth description of the Ferrographic oil analysis techniques and the various applications of the techniques to the study of engine wear. A comparison of the commonly used wear measurement methods, Ferrography, spectroscopy and the radioactive tracer methods, and their abilities to measure wear is also discussed. A direct injection, 4-cycle, turbocharged diesel engine was used in the testing and data are presented indicating the abilities of the Ferrographic oil analysis techniques to detect changes in wear rates. The effects of operating time on engine oil and the effects of the variation of oil and coolant temperatures on engine wear is presented.

This paper is concerned with the demonstration of a methodology for chemically characterizing diesel particulate organic matter (POM) emissions. The procedure begins with a Soxhlet extraction of the POM with dichloromethane to obtain a soluble organic fraction (SOF). The acidic and basic portions of the SOF are isolated by liquid-liquid extraction techniques with aqueous base and aqueous acid, respectively. The neutral portion of the extract is separated into paraffin, aromatic, transitional and oxygenated fractions by column chromatography on silica gel. Two additional fractions, the ether insoluble and hexane insoluble fractions, are also separated by the procedure. Quantitative mass data are presented on the extraction and fractionation of twelve particulate samples from the exhaust of a medium-duty diesel engine collected in a dilution tunnel at a volume dilution ratio of 8 to 1.

One of the more objectionable aspects of the use of diesel engines has been the emission of particulate matter. A literature review of combustion flames, theoretical calculations and dilution tunnel experiments have been performed to elucidate the chemical and physical processes involved in the formation of diesel particulate matter. A comparative dilution tunnel study of diluted and undiluted total particulate data provided evidence supporting calculations that indicate hydro-carbon condensation should occur in the tunnel at low exhaust temperatures. The sample collection system for the measurement of total particulate matter and soluble sulfate in particulate matter on the EPA 13 mode cycle is presented. A method to correct for hydrocarbon interferences in the EPA barium chloranilate method for the determination of sulfate in particulate matter is discussed.

Analytical ferrography was used as a wear measurement tool while implimenting a procedure to calculate the wear particle generation rate and filter efficiency during laboratory diesel engine testing. The engine testing methodology with quantitative ferrography proved to be a sensitive wear measurement technique in detecting a reduction in the wear particle generation rate for a better anti-wear (API SF/CD) oil from that of a baseline API SD/CD oil. Ferrography and spectroscopy were useful as diagnostic tools for the detection and correction of the unexpected circulation of copper contaminant in the lubrication system. A journal bearing failure was detected with qualitative ferrography and verified with an engine teardown while spectroscopy did not detect the bearing failure.

The diesel engine emits exhaust particles that pose a unique set of measurement requirements. To document the state-of-the-art of measurement technology and to improve measurement quality, the Smoke and Particulate Panel of the Diesel Exhaust Composition group of the Coordinating Research Council reviewed published literature and particulate-sampling data generated by panel members to identify (1) the effects of key sampling parameters on measured particulate mass, (2) the causes of measurement variability, (3) the effects of dilution system design on particulate mass measurement, and (4) promising real-time mass measurement methods. The panel found greater measurement difficulty associated with particulates than for gaseous pollutants because of engine-produced variations, the sensitivity of measured particulate mass to dilution parameters, and random errors in the independent measurements which comprise a particulate measurement.