CPM Besch 2016 Characterization of Atmospheric Dispersing ... · II 16 in center III 30 in 24 in IV...
Transcript of CPM Besch 2016 Characterization of Atmospheric Dispersing ... · II 16 in center III 30 in 24 in IV...
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CHARACTERIZATION OF ATMOSPHERIC
DISPERSING EXHAUST PLUME DURING ON-
ROAD OPERATION OF LATEST TECHNOLOGY
HEAVY-DUTY TRUCKS
Marc C. Besch†, Arvind Thiruvengadam†, Dan K. Carder†, Pragalath Thiruvengadam†, Saroj Pradhan†, Berk Demirgok†,
Mridul Gautam†‡
† West Virginia University, Morgantown, WV‡ University of Reno Nevada, Reno, NV
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West Virginia UniversityBenjamin M. Statler College of Engineering and Mineral Resources
Department of Mechanical and Aerospace Engineering (MAE)
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BACKGROUND AND MOTIVATION
2
115ft
Partial Flow Sampling System (PFSS)
Full Flow Constant Volume Sampling System (CVS)
Full Flow Windtunnel Dispersing Plume Studies
On-Road Chase or Dispersing Plume Studies
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BACKGROUND AND MOTIVATION
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• Assess the likelihood of reproducing real-world PM size distributions collected from the exhaust plume, by using two methodologies: CVS and Partial-Flow sampling
� Differences in dilution rates occurring in dispersing plume => enhancement/suppression of nucleation
� Importance of local turbulence intensity inside plume in enhancement of nucleation mode particle formation
� Impact of real-world background aerosols on particle formation/evolution in dispersing plume
• Compare PM development in real-world exhaust plume vs. full-scale windtunnel vs. full-flow CVS vs. partial flow sampling
• Compare PM morphology and composition via TEM/EDX analysis of PM samples obtained through plume and laboratory sampling
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FROM ON-ROAD CVS EMISSIONS MEASUREMENT
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• Particle size distributions and number concentrations measured in CVS were
found to be dependent on engine technology
• DPF regeneration events increase TPM emissions
• SCR activity results in particles both in nucleation (e.g. sulfates) and accumulation mode particles
� Composition and the environmental impact (if any) from these
accumulation mode particles is worth investigating
• Solid particles in the nucleation mode are observed in exhaust of natural gas
vehicles
a) Data from on-road CVS study suggests that lubrication oil contribution is prevalent even in engines with less miles
b) Engine component ageing could potentially increase the PN count from
natural gas engines
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FROM FULL-FLOW WIND-TUNNEL STUDIES• Experimental modeling work (Gautam et al., 2003; Kim et al., 2001) indicated
that the most important events in PM nanoparticle formation and evolution
occur within 2m from the exhaust stack.
• On-road chase studies (Rönkkö et al., 2006) indicate no differences in PM after
5m from exhaust stack.
• Formation of nucleation mode particles depends upon EC/OC balance in raw
exhaust and turbulence intensity (TI) surrounding the exhaust plume.
• Experimental and modeling work by Littera (2014) found increased nucleation
mode particle concentrations in areas within the plume with higher TI.
• Real-world background air, richer in solid nuclei than the HEPA-filtered air used
in PFS or CVS systems, promote greater heterogenic nucleation.
� Dilution air conditions closer to atmospheric values led to better agreement between
chase vs. chassis data (Rönkkö et al., 2006)
• Comparison between in-plume and double dilution stage (ejector diluters)
sampling from the stack (Brown, 2005).
• Kinsey (2006) presented a mobile laboratory for characterization of particulate emissions from heavy-duty diesel truck allowing for in-plume and raw exhaust sampling (partial flow)
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METHODOLOGY – Test Vehicles
Vehicle Engine Model After Treatment
System
Vehicle 1 (MY 2008) Cummins ISX 525 DPF only
Vehicle 2 (MY 2014) Detroit Diesel DDC15 DPF and SCR
Vehicle 3 (MY 2014) Cummins ISL-G 320
(Natural gas)
Three-way catalyst
Vehicle 1, MY 2008, DPF only
Vehicle 3, MY 2014, Natural gas w/ TWC
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METHODOLOGY - On-Road Plume Sampling
SCRDPF
Engine
Tpre-DPF
Ppre-DPF
Part ial-Flow System
Dry, Ambient
Temperature,
Compressed HEPA Filtered Air
Supply
ECU Data
via J1939
Horiba OBS-2200
+
Horiba OBS-TRPM
Tpost-SCR
Pitot-tube
flowmeter
Ppost -SCR
TSI
EEPSMFC
TSI
EEPS
TEM Grid
Holder
Probe
FTIR
Analyzer
Adjustable Probe Holder
Solenoid Valves
Manifold
Semtech-DS
Sensors Inc.
CPC
TSI
TSI
EEPS
Ambient
Sample
CPC,TSI
EAD,TSI
DMM, Dekati
Aethalometer
Exhaust Plume SampleRaw Exhaust Sample
Exhaust Plume Sample Extraction Cart
Heated manifold
(47±5ºC)• maintain constant
flow through probe• split sample to
different instruments
• attach sample holder for TEM grids
Double dilution
SPCS, Horiba
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METHODOLOGY - On-Road Plume Sampling
Solenoid Valves
Heated Manifold
Heated and insulated Tygon tube
Exhaust stack
Enclosure with controls and miniature NDIR sensors
Plume sample probe
Hotwire anemometer
Extraction probe for miniature NDIR CO2 sensor
• 5 sampling probes with adjustable probe position
• Each probe is equipped with� Thermocouple� Continuous CO2 measurement via dedicated
NDIR sensor� Anemometer for wind speed measurements
(center probe only)
• Sampling lines were characterized for particle losses using AVL APG
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Parameter 1st Stage 2nd Stage
Diluter TypeEjector Diluter
(AirVac TD110-H)
Ejector Diluter
(AirVac TD110-H)
Dilution Air
Temperature~150°C ~20 - 25°C
Dilution Air
Condition
Dry, HEPA
filtered air
Dry, HEPA
filtered air
Residence Time ~0.6sec ~0.4sec
Dilution Ratio ~7 ~11
METHODOLOGY - On-Road Plume Sampling
Exhaust stack
PosDistance Exh. to
center probe
Height above
center
I 4 in center
II 16 in center
III 30 in 24 in
IV 60 in 35 in
Pos. I Pos. II Pos. III Pos. IV
Raw exhaust partial flow sampling system:
Center probe location w.r.t. exhaust stack:
Nr. Speed / RouteSampling
PosDirection
Mode Sampling
Time [sec]
Valve
order
1 SAC to Test Site I - - c and t
2 20mph I Northbound 300 c-t-r-b-l-c
3 20mph II Southbound 300 c-t-r-b-l-c
4 35mph I Northbound 180 c-t-r-b-l-c
5 35mph II Southbound 180 c-t-r-b-l-c
6 35mph III Northbound 180 c-t-r-b-l-c
7 45mph I Southbound 120 c-t-r-b-l-c
8 45mph II Northbound 120 c-t-r-b-l-c
9 45mph III Southbound 120 c-t-r-b-l-c
10 45mph IV Northbound 120 c-t-r-b-l-c
11 Test Site to SAC IV - - c and t
Test Matrix:
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METHODOLOGY – Test Route and Matrix• Two vehicle operating conditions => engine load conditions
� Transient vehicle operation‒ Highway (I-5) and urban driving => Depot Park facility (SW Sacramento, CA) to Robbins
(NW of Sacramento, CA)
� Steady-state vehicle operation‒ Reclamation Road located ~39 miles north of
Sacramento, CA‒ Steady-state 25 mph‒ Steady-state 35 mph‒ Steady-state 45 mph
• Test route characteristics� Length: ~10.1 miles
� Average grade ~0.4% (peak ~1.6%)
16ft
32ft
Sacramento
~39 miles
North
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METHODOLOGY - Data Processing
• PM metrics� Total particle number concentration via CPC (TSI Inc.); i) raw exhaust, ii) plume
� Total particle number concentration compliant with UNECE PMP method via SPCS-
2100 (Horiba Inc.); plume
� Particle active surface information via EAD (TSI Inc.); plume
� Particle mass information via AVL MSS (AVL GmbH) and DMM (Dekati); plume
� PM black carbon information via aethalometer AE33 (Magee Scientific); plume
� Particle number and size distribution via EEPS™, model 3090 (TSI Inc.); i) ambient air,
ii) plume
• Raw gaseous emissions (Semtech-DS) used to monitor engine/after-treatment activity (i.e., DPF regeneration) and to compute local dilution ratio based on CO2
with gaseous concentration in plume measured via FTIR (mks 2030)
• TEM grids containing PM samples will be analyzed at the West Virginia
University Shared Research Facilities using a JEOL JEM-2100 LaB6
Transmission Electron Microscope to analyze particle morphology
• An Energy-Dispersive X-ray analysis will also be performed to obtain information
about PM composition on a particle basis
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RESULTS – Dilution Ratios
Vehicle 1 - DPF only Vehicle 2 - DPF-SCR
20mph 20mph
Pos #1 Pos #2 Pos #3 Pos #4 Pos #1 Pos #2 Pos #3 Pos #4
Center 4.0 11.0 7.3 5.7
Top 11.6 8.9 3.7 12.7
Right 17.2 31.1 17.8 19.3
Bottom 19.1 67.6 76.7 63.1
Left 25.9 10.3 64.6 23.9
35mph 35mph
Pos #1 Pos #2 Pos #3 Pos #4 Pos #1 Pos #2 Pos #3 Pos #4
Center 2.8 21.8 17.5 60.1 6.6 11.4 23.5
Top 6.1 8.1 21.1 78.4 4.2 9.6 58.6
Right 26.8 21.1 22.5 65.9 18.9 13.7 35.1
Bottom 108.4 58.8 34.3 76.6 88.1 39.7 25.7
Left 61.2 24.1 30.2 22.2 45.3 21.7 52.2
45mph 45mph
Pos #1 Pos #2 Pos #3 Pos #4 Pos #1 Pos #2 Pos #3 Pos #4
Center 3.6 9.8 19.0 56.9 4.4 12.3 5.7 25.3
Top 5.1 7.6 34.9 64.0 6.4 13.5 41.4 28.4
Right 18.1 23.4 23.0 62.2 19.7 15.8 31.6 28.6
Bottom 75.0 60.1 31.1 48.9 68.9 40.4 28.6 28.6
Left 57.1 11.2 41.2 50.8 37.6 26.8 40.3 27.9
• DR PFS => 1st stage ~7, 2nd stage ~11 => DRtot ≈ 81• DR CVS => ~10 on average during cruise operation
DPF regeneration event occurring
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0 500 1000 1500 20000
5000
10000
CO
2 [
ppm
]
Top
0 500 1000 1500 20000
10
20
30
Tem
p [
C]
0 500 1000 1500 20000
5000
10000
CO
2 [
ppm
]
Left
0 500 1000 1500 20000
10
20
30
Tem
p [
C]
0 500 1000 1500 20000
5000
10000
CO
2 [
ppm
]
Bottom
0 500 1000 1500 20000
10
20
30
Tem
p [
C]
0 500 1000 1500 20000
5000
10000
CO
2 [
ppm
]
Right
0 500 1000 1500 20000
10
20
30
Tem
p [
C]
RESULTS – Plume Identification w/ NDIR
0 200 400 600 800 10000
5000
10000
CO
2 [
ppm
]
Top
0 200 400 600 800 10000
20
40
60
Tem
p [
C]
0 200 400 600 800 10000
5000
10000
CO
2 [
ppm
]
Left
0 200 400 600 800 10000
10
20
30
Tem
p [
C]
0 200 400 600 800 10000
5000
10000
CO
2 [
ppm
]
Bottom
0 200 400 600 800 10000
10
20
30
Tem
p [
C]
0 200 400 600 800 10000
5000
10000C
O2 [
ppm
]Right
0 200 400 600 800 10000
10
20
30
Tem
p [
C]
Vehicle 1 - 20mph, Pos #1 Vehicle 1 - 45mph, Pos #1
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RESULTS – Vehicle 1, Pos #1, 20 vs 45mph
0 100 200 300 400 500 600 700 800 9000
2000
4000
EE
PS
[#/c
m3]
0 100 200 300 400 500 600 700 800 9000
2
4
EA
D [
mm
/cm
3]
0 100 200 300 400 500 600 700 800 9000
2
4x 10
4
CP
C [
#/c
m3]
0 100 200 300 400 500 600 700 800 9000
20
40
DM
M [
/mug/c
m3]
0 100 200 300 400 500 600 700 800 9000
0.05
0.1
MS
S [
mg/m
3]
0 100 200 300 400 500 600 700 800 9000
5000
SP
CS
[#/c
m3]
0 100 200 300 400 500 600 700 800 900200
400
600
800
1000
1200
1400
1600
1800
2000
CPC [#/c
m3]
0 200 400 600 800 1000 1200 1400 1600 18000
5000
10000
EE
PS
[#/c
m3]
0 200 400 600 800 1000 1200 1400 1600 18000
5
EA
D [
mm
/cm
3]
0 200 400 600 800 1000 1200 1400 1600 18000
500
1000
CP
C [
#/c
m3]
0 200 400 600 800 1000 1200 1400 1600 18000
20
40
DM
M [
/mug/c
m3]
0 200 400 600 800 1000 1200 1400 1600 18000
0.05
0.1
MS
S [
mg/m
3]
0 200 400 600 800 1000 1200 1400 1600 18000
1000
2000
SP
CS
[#/c
m3]
0 200 400 600 800 1000 1200 1400 1600 18000
500
1000
1500
2000
2500
3000
CPC [#/c
m3]
Not corr. for DRPFS Not corr. for DRPFS
C B LT R20mph 45mph
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RESULTS – Transient Test
0 1000 2000 3000 4000 5000 60000
2
4x 10
6
EE
PS
[#/c
m3]
0 1000 2000 3000 4000 5000 60000
2000
4000
EA
D [
mm
/cm
3]
0 1000 2000 3000 4000 5000 60000
1
2x 10
5
CP
C [
#/c
m3]
0 1000 2000 3000 4000 5000 60000
500
DM
M [
/mug/c
m3]
0 1000 2000 3000 4000 5000 60000
0.1
0.2
MS
S [
mg/m
3]
0 1000 2000 3000 4000 5000 60000
5000
10000
SP
CS
[#/c
m3]
0 1000 2000 3000 4000 5000 60000
1
2
3
4
5
6
7
8
9
10x 10
5
CP
C [
#/c
m3]
T TT
TC C
Not corr. for DRPFS
• Vehicle 1• Transient operation => extra
urban and highway driving• ~39 miles from test site to Depot
Park facility (Sacramento, CA)
• DPF regeneration event during portions of route
=> Total particle number concentration via double-stage dilution PFS system
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RESULTS – Vehicle 2, 35mph, 3 diff. Pos.
0 200 400 600 800 1000 12000
5000
10000
EE
PS
[#/c
m3]
0 200 400 600 800 1000 12000
2
4
EA
D [
mm
/cm
3]
0 200 400 600 800 1000 12000
5
10x 10
4
CP
C [
#/c
m3]
0 200 400 600 800 1000 12000
2
4
DM
M [
/mug/c
m3]
0 200 400 600 800 1000 12000.01
0.02
0.03
MS
S [
mg/m
3]
0 200 400 600 800 1000 12000
2000
4000
SP
CS
[#/c
m3]
0 200 400 600 800 1000 12000
5
10x 10
5
EE
PS
[#/c
m3]
0 200 400 600 800 1000 12000
500
1000
EA
D [
mm
/cm
3]
0 200 400 600 800 1000 12000
1
2x 10
5
CP
C [
#/c
m3]
0 200 400 600 800 1000 12000
500
DM
M [
/mug/c
m3]
0 200 400 600 800 1000 12000
0.02
0.04
MS
S [
mg/m
3]
0 200 400 600 800 1000 12000
2000
4000
SP
CS
[#/c
m3]
0 200 400 600 800 1000 1200150
200
250
300
350
400
450
500
550
600
CP
C [
#/c
m3]
0 200 400 600 800 1000 12000
5
10x 10
5
EE
PS
[#/c
m3]
0 200 400 600 800 1000 12000
500
1000
EA
D [
mm
/cm
3]
0 200 400 600 800 1000 12000
1
2x 10
5
CP
C [
#/c
m3]
0 200 400 600 800 1000 12000
500
DM
M [
/mug/c
m3]
0 200 400 600 800 1000 12000
0.02
0.04
MS
S [
mg/m
3]
0 200 400 600 800 1000 12000
2000
4000
SP
CS
[#/c
m3]
0 200 400 600 800 1000 12000
500
1000
1500
CP
C [
#/c
m3]
0 200 400 600 800 1000 12000
1000
2000
3000
4000
5000
6000
7000
8000
CP
C [
#/c
m3]
• Change measurement plane form 1, 2, to 3• Onset of regeneration event during measurement
on second plane
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CONCLUSIONS
17
• Design of exhaust plume sample extraction cart allowing to sample at different
locations (axially and radially) within the dispersing exhaust plume.
• Three test vehicles, i) DPF only (US-EPA 2007 compliant; ii) DPF-SCR (US-
EPA 2010 compliant); iii) stoichiometric natural gas with TWC (US-EPA 2010
compliant)
• Steady-state (20,35, and 45mph) and transient vehicle operating conditions
• Particle instruments to characterize number, active surface, mass, and black
carbon. Additional sample collection on TEM grids for morphology analysis via
transmission electron microscopy.
• Miniature NDIR sensors and thermocouples aided in locating boundaries of
dispersing plume
• Significantly increased particle number concentration in exhaust plume during DPF regeneration event
• Decoupling of number concentration in raw exhaust and plume at start and end
of DPF regeneration event
• => In-depth data analysis and TEM grid analysis started and currently on-going
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THANK YOU FOR YOUR ATTENTION
Marc C. Besch - [email protected]
Arvind Thiruvengadam - [email protected]
Daniel K. Carder - [email protected]
Mridul Gautam - [email protected]
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ACKNOWLEDGEMENT