influences on measurement of ultrafine particles · 2017. 7. 18. · verd. t. 1:8.61 verd. t....
TRANSCRIPT
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“1
Influences on measurement of ultrafine Particles
Stefan Carli, Volkswagen AG, D-38436 WolfsburgUlrich Matter, Thomas Mosimann, Matter Engineering AG, CH-5610 Wohlen
Influence of Sampling Conditions, Engine Load and Fuel Quality onMeasurement of Ultrafine Particles from a Modern Diesel Vehicle
- Parameter Variation Measurement Results -
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“2
Influences on measurement of ultrafine Particles
1. Load and fuel sulphur content influences on particle NSD and PM2. What causes the nucleation particle mode, how are measurement
conditions that provoke / avoid nucleation3. Comparison of mobility size to aerodynamic size classification4. Comparison of SMPS’s used during the investigation5. Summary / conclusions
Presentation overview
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“3
Influences on measurement of ultrafine Particles
1. Load and fuel sulphur content influences on particle NSD and PM2. What causes the nucleation particle mode, how are measurement
conditions that provoke / avoid nucleation3. Comparison of mobility size to aerodynamic size classification4. Comparison of SMPS’s used during the investigation4. Summary / conclusions
Presentation overview
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“4
Influences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PM
VW-Passat Variant on roller dynamometer with CVSBetr. Pkt. I, 50 km/h, 3.G, S = 300 ppm
0,0E+00
5,0E+07
1,0E+08
1,5E+08
2,0E+08
10 100 1000
Mobilitätsdurchmesser Dp [nm]
Part.
-Kon
z. d
N/dl
og(D
p) [*
/cm
3] Exhaust, SMPS(ETH)CVS, SMPS(FH Biel-Subst.)
VW-Passat Variant on roller dynamometer with CVSBetr. Pkt. I, 50 km/h, 3.G, S = 25 ppm
0,0E+00
5,0E+07
1,0E+08
1,5E+08
2,0E+08
10 100 1000
Mobilitätsdurchmesser Dp [nm]
Part.
-Kon
z. d
N/dlo
g(Dp
) [*/c
m3] Exhaust, SMPS(ETH)
CVS, SMPS(FH Biel-Subst.)
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“5
Influences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PM
VW-Passat Variant on roller dynamometer with CVSBetr. Pkt. III, 100 km/h, 5.G, S = 300 ppm
0,0E+00
5,0E+07
1,0E+08
1,5E+08
2,0E+08
10 100 1000
Mobilitätsdurchmesser Dp [nm]
Part.
-Kon
z. d
N/dl
og(D
p) [*
/cm
3] Exhaust, SMPS(ETH)CVS, SMPS(FH Biel-Subst.)
VW-Passat Variant on roller dynamometer with CVSBetr. Pkt. III, 100 km/h, 5.G, S = 25 ppm
0,0E+00
5,0E+07
1,0E+08
1,5E+08
2,0E+08
10 100 1000
Mobilitätsdurchmesser Dp [nm]
Part.
-Kon
z. d
N/d
log(
Dp)
[*/
cm3]
Exhaust, SMPS(ETH)CVS, SMPS(FH Biel-Subst.)
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“6
Influences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PM
VW-Passat Variant on roller dynamometer with CVSBetr. Pkt. IV, 120 km/h, 5.G, S = 300 ppm
0,0E+00
1,0E+08
2,0E+08
3,0E+08
4,0E+08
5,0E+08
10 100 1000
Mobilitätsdurchmesser Dp [nm]
Part.
-Kon
z.dN
/dlo
g(D
p) [*
/cm
3] Exhaust, SMPS(ETH)
CVS, SMPS(FH Biel-Subst.) Scan1
CVS, SMPS(FH Biel-Subst.) Scan2
CVS, SMPS(FH Biel-Subst.) Scan3
CVS, SMPS(FH Biel-Subst.) Scan4
VW-Passat Variant on roller dynamometer w ith CVSBetr. Pkt. IV, 120 km/h, 5.G, S = 25 ppm
0,0E+00
1,0E+08
2,0E+08
3,0E+08
4,0E+08
5,0E+08
10 100 1000
Mobilitätsdurchmesser Dp [nm]
Part.
-Kon
z. d
N/d
log(
Dp)
[*/c
m3]
Exhaust, SMPS(ETH)
CVS, SMPS (FH Biel-Subst) Scan 1
CVS, SMPS (FH Biel-Subst) Scan 2
CVS, SMPS (FH Biel-Subst) Scan 3
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“7
Influences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PMInfluences of load and fuel sulphur contend on NSD and PM
Dependency between Mass and Number
0,000E+00
2,000E+07
4,000E+07
6,000E+07
8,000E+07
1,000E+08
1,200E+08
1,400E+08
0,00 20,00 40,00 60,00 80,00 100,00 120,00
Particulate Matter [mg/m3]
Tota
l Num
ber [
1/cm
3]
Stationary Tests
0
20
40
60
80
100
120
140
I: 50km/h 3.G
II: 50km/h 4.G
III: 100km/h 5.G
IV: 120km/h 5.G
I: 50km/h 3.G
II: 50km/h 4.G
III: 100km/h 5.G
IV: 120km/h 5.G
Betriebspunkte
Filte
r-Ana
lyse
n [m
g/m
3]P
art.-
Kon
z. [x
100
0'00
0 #/
cm3]
PM[mg/m3] BC[mg/m3] SOF[mg/m3] WSF[mg/m3] SO4[mg/m3] Anz.-Konz. CVS
Standard-Fuel typ. 300 ppm S <------ ------> Low -S-Fuel typ. 25 ppm S
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“8
Influences on measurement of ultrafine Particles
1. Load and fuel sulphur content influences on particle NSD and PM2. What causes the nucleation particle mode, how are measurement
conditions that provoke / avoid nucleation3. Comparison of mobility size to aerodynamic size classification4. Comparison of SMPS’s used during the investigation4. Summary / conclusions
Presentation overview
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“9
NSD measurements along the tail pipe; influence of dilution ratiNSD measurements along the tail pipe; influence of dilution ratiNSD measurements along the tail pipe; influence of dilution ratiNSD measurements along the tail pipe; influence of dilution ratiooooVW-TDI-Dieselengine on test stand with partial stream dilution tunnel
Betr. Pkt. II, 1340 rpm/ 27.8 Nm, S = 300 ppm
0,0E+00
2,0E+07
4,0E+07
6,0E+07
8,0E+07
1,0E+08
1,2E+08
10 100 1000Mobilitätsdurchmesser [nm]
Par
t.-K
onz.
dN
/dlo
g(D
p) [*
/cm
3]
vor Oxikatnach OxikatAuspuffvor Verd.-T.Verd. T. 1:7.27Verd. T. 1:8.84Verd. T. 1:20.66
VW-TDI-Diesel engine on test stand with partial stream dilution tunnel Betr. Pkt. II, 1340 rpm/ 27.8 Nm, S = 25 ppm
0,0E+00
2,0E+07
4,0E+07
6,0E+07
8,0E+07
1,0E+08
1,2E+08
10 100 1000
Mobilitätsdurchmesser [nm]
Part.
-Kon
z. d
N/d
log(
Dp) [
*/cm
3]
vor Oxikatnach OxikatAuspuffvor Verd.-T.Verd. T. 1:7.40Verd. T. 1:9.09Verd. T. 1:20.41
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“10
NSD measurements along the tail pipe; influence of dilution ratiNSD measurements along the tail pipe; influence of dilution ratiNSD measurements along the tail pipe; influence of dilution ratiNSD measurements along the tail pipe; influence of dilution ratioooo
VW-TDI-Diesel engine on test stand with partial steam dilution tunnelBetr. Pkt. IV, 2500 rpm/83.7 Nm, S = 300 ppm
0,0E+00
5,0E+07
1,0E+08
1,5E+08
2,0E+08
10 100 1000
Mobilitätsdurchmesser [nm]
Par
t.-K
onz.
dN
/dlo
g(D
p) [*
/cm
3]P
robe
nahm
e in
Aus
puffs
yste
m
0,0E+00
2,0E+08
4,0E+08
6,0E+08
8,0E+08vor Oxikatnach OxikatAuspuffvor Verd.-T.Verd. T. 1:7.20Verd. T. 1:9.76Verd. T. 1:20.98
Par
t.-K
onz.
dN
/dlo
g(D
p) [*
/cm
VW-TDI-Diesel engine on test stand with partial stream dilution tunnelBetr. Pkt. IV, 2500 rpm/83.7 Nm, S typ. 25 ppm
0,0E+00
2,0E+07
4,0E+07
6,0E+07
8,0E+07
1,0E+08
10 100 1000Mobilitätsdurchmesser [nm]
Part.
-Kon
z. d
N/d
log(
Dp)
[*/c
m3]
vor OxikatAuspuffVerd. T. 1:7.21Verd. T. 1:8.61Verd. T. 1:20.14
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“11
Influence of dilution ratio, dilution air humidity and temperature
VW-TDI-Diesel engine on test stand with partial stream dilution tunnelBetr. Pkt. IV, 2500 rpm/83.7 Nm, S = 300 ppm, DR = 1:20.95
Thermogramm with Thermodesorber
0,0E+00
2,0E+07
4,0E+07
6,0E+07
8,0E+07
10 100 1000
Mobilitätsdurchmesser [nm]
Par
t.-K
onz.
dN
/dlo
g(D
p)
[*/c
m3]
86 °C
115 °C
155 °
> 200 °C
Thermodesorbertemperatur
VW-TDI-Diesel engine on test stand with partial stream dilution tunnelBetr. Pkt. III, 2140 rpm/64.3 Nm, Fuel = 300 ppm S
1,E+05
1,E+06
1,E+07
1,E+08
1,E+09
1,E+10
10 100 1000Mobilitätsdurchmesser [nm]
Part.
-Kon
z. d
N/dl
ogDp
[#/c
m3]
Verd. 1:7.08Verd. 1:19.43Verd. 1:21.52. RH < 10%Verd. 1:48.47Verd. 1:7.78/80°C
synthetic dil. air, RH = <10%
dilution air heated to 80°C
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“12
Oxidation catalyst temperature - formation of nucleation particles
Diesel engine on engine test standFuel < 10 ppm S, 1920 rpm, temp. at Oxikat
Samling out of partial stream dilution tunnel, DR = 1:6,3
0,0E+00
1,0E+08
2,0E+08
3,0E+08
4,0E+08
5,0E+08
6,0E+08
7,0E+08
10 100 1000Mobilitätsdurchmesser [nm]
Part.-
Konz
. dN/d
log(D
p) [#/
cm3]
Nr.5 120 Nm 377°CNr.6 170 Nm 408°CNr.7 180 Nm 418°CNr.8 170 Nm 405°C
Diesel engine on engine test standFuel = 300 ppm S, 1920 rpm, Temp at Oxikat
Sampling out of partial stream dilution tunnel, DR 1 : 6,3
0,0E+00
1,0E+08
2,0E+08
3,0E+08
4,0E+08
5,0E+08
6,0E+08
7,0E+08
10 100 1000Mobilitätsdurchmesser [nm]
Part.-
konz
. dN/
dlog(D
p) [#/
cm3]
Nr. 10 50 Nm 278°CNr. 11 80 Nm 327°CNr. 12 120 Nm 377°CNr. 13 80 Nm 330°C
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“13
Roller dynamometer transfer line - formation of nucleation particlesVW Passat Variant on roller dynamometer; Fuel 10 ppm S
Rotating disc diluter and partial stream dilution tunnel samling at exhaust pipe
1,0E+05
1,0E+08
2,0E+08
3,0E+08
4,0E+08
5,0E+08
10 100 1000Mobilitätsdurchmesser [nm]
Part.-
Konz
. dN/d
log(D
p) [#/
cm3]
50km/h, Teilstr.-V. 1:16.3100km/h, Teilstr.-V. 1:22.4120km/h, Teilstr.-V. 1:20.250km/h, Ausp. 1:276100km/h, Ausp. 1:276120km/h, Ausp. 1:276
VW Passat Variant on roller dynamometer; Fuel 10 ppm SRotating disc diluter and partial stream dilution tunnel sampling at entrance CVS tunnel
1,0E+05
1,0E+08
2,0E+08
3,0E+08
4,0E+08
5,0E+08
10 100 1000Mobilitätsdurchmesser [nm]
Part.-
konz. d
N/dlog
(Dp) [#
/cm3]
50km/h, Teilstr.-V. 1:12.1100km/h, Teilstr.-V. 1:13.1120km/h, Teilstr.-V. 1:12.050km/h, vor CVS 1:276100km/h, vor CVS 1:276120km/h, vor CVS 1:276
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“14
Influences on measurement of ultrafine Particles
1. Load and fuel sulphur content influences on particle NSD and PM2. What causes the nucleation particle mode, how are measurement
conditions that provoke / avoid nucleation3. Comparison of mobility size to aerodynamic size classification4. Comparison of SMPS’s used during the investigation4. Summary / conclusions
Presentation overview
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“15
Comparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classification
VW-Passat Variant on roller dynamometer with CVSBetr. Pkt. II, 50 km/h, 4.G, S = 300 ppm
0,0E+00
2,0E+07
4,0E+07
6,0E+07
8,0E+07
1,0E+08
10 100 1000
Mobility / Aerodynamic Diameter Dp [nm]
Part.
-Kon
z. d
N/dl
og(D
p) [*
/cm
3] CVS, SMPS(FH Biel-Subst)CVS, ELPI
VW-Passat Variant on roller dynamometer with CVSBetr. Pkt. II, 50 km/h, 4.G, S = 25 ppm
0,0E+00
2,0E+07
4,0E+07
6,0E+07
8,0E+07
1,0E+08
10 100 1000
Mobility / Aerodynamic Diameter Dp [nm]
Part.
-Kon
z. d
N/d
log(
Dp)
[*/c
m3] CVS, SMPS(FH Biel-Subst)
CVS, ELPI
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“16
Comparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classification
VW-Passat Variant on roller dynamometer with CVSBetr. Pkt. III, 100 km/h, 5.G, S = 300 ppm
0,0E+00
5,0E+07
1,0E+08
1,5E+08
2,0E+08
10 100 1000
Mobility / Aerodynamic diameter Dp [nm]
Part.
-Kon
z. d
N/dl
og(D
p) [*
/cm
3]
CVS, SMPS(FH Biel-Subst.)CVS, ELPI
VW-Passat Variant on roller dynamometer with CVSBetr. Pkt. III, 100 km/h, 5.G, S = 25 ppm
0,0E+00
5,0E+07
1,0E+08
1,5E+08
2,0E+08
10 100 1000Mobility / Aerodynamic Diameter Dp [nm]
Part.
-Kon
z. d
N/d
log(
Dp)
[*/
cm3]
CVS, SMPS(FH Biel-Subst.)SMPS, ELPI
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“17
Comparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classification
VW-Passat Variant on roller dynamometer w ith CVSBetr. Pkt. IV, 120 km/h, 5.G, S = 25 ppm
0,0E+00
1,0E+08
2,0E+08
3,0E+08
4,0E+08
5,0E+08
10 100 1000
Mobility / Aerodynamic Diameter Dp [nm]
Part.
-Kon
z. d
N/d
log(
Dp)
[*/c
m3]
CVS, SMPS (FH Biel-Subst) Scan 1CVS, SMPS (FH Biel-Subst) Scan 3CVS, ELPI Scan 1CVS, ELPI Scan 3
VW-Passat Variant on roller dynamometer with CVSBetr. Pkt. IV, 120 km/h, 5.G, S = 300 ppm
0,0E+00
1,0E+08
2,0E+08
3,0E+08
4,0E+08
5,0E+08
10 100 1000
Mobility / Aerodynamic Diameter Dp [nm]
Part.
-Kon
z. d
N/dl
og(D
p) [*
/cm
3] CVS, SMPS(FH Biel-Subst.) Scan1CVS, SMPS(FH Biel-Subst.) Scan4CVS, ELPI Scan1CVS, ELPI Scan4
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“18
Comparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classificationComparison mobility to aerodynamic size classification
Diesel particle at low load Diesel particle at high load
Transmission electron microscope (TEM) analysis show Morphology changesSource: Dr. w. Koch et al, Fraunhofer-Insitut of Toxicology and Aerosol Research, Hannover
The relationship between aerodynamic and mobility diameter depends stronglyon the fractal dimension of the agglomerate
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“19
Influences on measurement of ultrafine Particles
1. Load and fuel sulphur content influences on particle NSD and PM2. What causes the nucleation particle mode, how are measurement
conditions that provoke / avoid nucleation3. Comparison of mobility size to aerodynamic size classification4. Comparison of SMPS’s used during the investigation4. Summary / conclusions
Presentation overview
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“20
Comparison of SMPSComparison of SMPSComparison of SMPSComparison of SMPS----ETH and SMPSETH and SMPSETH and SMPSETH and SMPS----FH FH FH FH BielBielBielBiel substitute (TSI)*substitute (TSI)*substitute (TSI)*substitute (TSI)*
SMPS ETH SMPS Biel Verh. ETH/Biel SMPS ETH SMPS Biel Verh. ETH/Biel
Scan 1 3,30E+06 2,77E+06 1,19 4,92E+06 4,87E+06 1,01Scan 2 3,13E+06 2,59E+06 1,21 4,48E+06 4,69E+06 0,96Scan 3 3,06E+06 2,44E+06 1,25 4,60E+06 4,23E+06 1,09
Mittel 3,16E+06 2,60E+06 1,22 4,67E+06 4,60E+06 1,02
Anzahl-K. [#/cm3] Peak-Höhe [#/cm3]
*Original instrument was for repair at TSI
VW-Passat Variant auf Rollenprüfstand und CVSBetr. Pkt II, 50 km/h, 4.G, S = 300 ppm
0,0E+00
1,0E+06
2,0E+06
3,0E+06
4,0E+06
5,0E+06
10 100 1000
Mobilitätsdurchmesser Dp [nm]
Part.
-Kon
z. d
N/dl
ogDp
[#/c
m3]
SMPS ETH MittelErsatz_SMPS Biel Mittel
CMD = 102 nm CMD = 88 nm
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“21
Comparison of SMPSComparison of SMPSComparison of SMPSComparison of SMPS----ETH and original SMPSETH and original SMPSETH and original SMPSETH and original SMPS----FH FH FH FH BielBielBielBiel* * * * Pumpe-Düse-Dieselmotor auf Prüfstand mit Teilstromverdünner
Betr. Pkt. II, 1340 rpm/27.8 Nm, Treibstoff = 300 ppm S
0,0E+00
5,0E+04
1,0E+05
1,5E+05
2,0E+05
2,5E+05
3,0E+05
3,5E+05
10 100 1000Mobilitätsdurchmesser [nm]
Part.
-Kon
z. d
N/dl
ogDp
[#/c
m3] SMPS ETH Mittel
SMPS Biel Mittel
SMPS ETH SMPS Biel Verh. ETH/Biel SMPS ETH SMPS Biel Verh. ETH/BielScan 1 2,099E+05 1,394E+05 1,51 3,108E+05 2,405E+05 1,29Scan 2 2,166E+05 1,326E+05 1,63 3,083E+05 2,317E+05 1,33Scan 3 2,181E+05 1,293E+05 1,69 3,157E+05 2,236E+05 1,41Scan 4 2,165E+05 1,288E+05 1,68 3,060E+05 2,239E+05 1,37Mittel 2,153E+05 1,325E+05 1,62 3,102E+05 2,299E+05 1,35
Anzahl-K. [#/cm3] Peak-Höhe [#/cm3]
*Original instrument was for repair at TSI
CMD = 74 nm
CMD = 79 nm
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“22
Summary / conclusions Summary / conclusions Summary / conclusions Summary / conclusions
� Measuring NSD at higher load the formation of nucleation particles occurs,especially with high sulphur fuel
� Already little variation of CVS-DR has a strong effect on particle number and size(no reproducible measurements possible)
� Provoke nucleation: Low DR, cold humid dil-air, high sulphur fuel� Avoid nucleation: High DR > 50, hot dil-air, sulphur free fuel� Good correlation between PM and Total Number excluding nucleation effect� Oxidation catalyst seems to be the main cause for nucleation particles�“Memory effect” of exhaust line probable� No significant nucleation particle effect observed from transfer line� Relationship between aerodynamic and mobility diameter depends on particle
morphology (density), morphology changes dependent on load and fuel quality� High discrepancy in particle number and size comparing SMPS’s - only good for
relative measurements as long as no reliable standard exists
Group Research
Dr.C
arli:
ETH
-Con
f-01“
Nan
opar
tikel
“23
Thank you to
Dr. Ulrich Matter and Thomas Mosimannfor the excellent work and the very good collaboration
Acknowledgements