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Diesel vehicles have caused serious environmental problems in China. Hence, the Chinese government has launched serious actions against air pollution and imposed more stringent regulations on diesel vehicle emissions in the latest China VI standard. To fulfill this stringent legislation, two major technical routes, including the exhaust gas recirculation (EGR) and high-efficiency selective catalytic reduction (SCR) routes, have been developed for diesel engines. Moreover, complicated aftertreatment technologies have also been developed, including use of a diesel oxidation catalyst (DOC) for controlling carbon monoxide (CO) and hydrocarbon (HC) emissions, diesel particulate filter (DPF) for particle mass (PM) emission control, SCR for the control of NOx emission, and an ammonia slip catalyst (ASC) for the control of unreacted NH

In order to improve the ignition capacity and burning rate for spark-ignited engines, pre-chamber jet ignition is a promising technique to achieve fast premixed combustion and low pollutant emissions. However, few studies focus on the interaction between multiple reacting (i.e. flamelet) or reacted (i.e. radical) jets, its effect on ignition, exotherm and flow behaviors also remain to be revealed. This paper investigated two types of jet interaction under different pre-chamber structures, including the jet-crossing and unequal nozzle designs. Optical experiments under different conditions were conducted in a constant volume combustion chamber with CH4 as fuel, using simultaneous high speed schlieren and OH* chemiluminescence method. Meanwhile, computational fluid dynamics (CFD) simulations with CH4 and NH3/CH4 blend fuels were carried out using Converge software to provide further insights of turbulent flow and ignition process. For the jet-crossing structure, it was found that ignition can be controlled in the jet-crossing zones under different initial conditions, with more repeatable and stable developments than the parallel structure case. The cross angles in the range of 20°-30° with respect to the pre-chamber axis show similar performances and more favorable for ignition control overall, while the cross region too closed to the nozzles reduce the overall burning rate. The simulation results show that local Da number around ignition zone is in the range of 0.2-0.4, and with the addition of NH3, the flame regime is located in thickened and broken reaction zone during early jet evolution. For the unequal nozzle design with the diameter of 2 mm and 4 mm, the ignition delay time of the radical jet will be reduced by 60 % than the two equal nozzles with the diameter of 2 mm, because of the suppression of quenching in presence of the flame jet. And the flame expansion in horizontal direction is also improved. In addition, the ignition patterns are also influenced by different equivalence ratios due to the changes of temporal sequence of two jet evolution.

The dynamic behavior of liquid droplets on a reconstructed real gas diffusion layer (GDL) surface with the inertial effect produced by the three dimensional (3D) flow channel is investigated using an improved pseudopotential multiphase model within the unified lattice Boltzmann model (ULBM) framework, which can realize thermodynamic consistency and tunable surface tension. The microstructure of the GDL (Toray-090) including carbon fibers and polytetrafluoroethylene (PTFE) is reconstructed by a stochastic and mixed-wettability model. The critical force formulation for the Cassie-Wenzel transition of a droplet on GDL surface is derived. The effects of inertia and contact angles on the liquid droplet transport process on a reconstructed real GDL surface with a 3D flow channel are investigated. The results show the normalized center-of-mass coordinate X may enter the channel wall area or fluctuate around the initial position. With increased inertia applied on the droplet, the normalized center-of-mass coordinate Y grows faster and the normalized center-of-mass coordinate Z decreases. It is found by the ULBM for the first time that the liquid droplet is pushed back into the GDL by inertial effect. With the increase of inertia and the decrease of contact angle of GDL, both the droplet penetration depth in GDL and the droplet invasion fraction increase. The droplet invasion fraction in GDL is up to 30%.

Liquid water transport inside the gas diffusion layers (GDLs) plays a vital role in water management of proton exchange membrane fuel cells (PEMFCs). In this study, an improved pseudopotential multiphase lattice Boltzmann model is firstly developed to realize the actual density and viscosity ratios in porous media. The proposed model is based on a non-orthogonal multiple-relaxation-time (MRT) LB model and a new improved wettability boundary condition. In terms of the relationship between capillary pressure Pc and saturation s, the proposed model shows a good agreement with the experimental data. Using the validated model, the effects of capillary pressures and contact angles of mixed wettability on the liquid water invasion process for Toray-090 GDLs with two Polytetrafluoroethylene (PTFE) contents (10 wt% and 20 wt%) are studied. It is found that the liquid water shows capillary fingering behaviors and the liquid water saturation profiles along the through-plane direction of the GDLs become more non-uniform with increasing contact angle of PTFE.

Deep reinforcement learning (DRL) is a promising approach to establish energy management strategies (EMSs) for hybrid electric vehicles and how to deal with physical constraints is one of the key challenges in DRL-based EMSs. This paper established a DRL-based EMS for a power-split hybrid electric vehicle and a novel reward function with punishments on irrational actions is proposed based on a rough model of the vehicle. Twin Delayed Deep Deterministic Policy Gradient (TD3), which could enhance the capability of dealing with complicated tasks than the widely-used Deep Deterministic Policy Gradient (DDPG), is adopted to enable online optimization of the EMS. Simulation study with the vehicle model has been conducted to compare the two algorithms using different tasks. In contrast to the DDPG-based EMS, the TD3-based one can obtain the optimal policy with the computation time reduced by 10% and the fuel consumption by 7.28% in complicated tasks including physical constraints recognition and avoiding. Whereas in the simple tasks irrespective of constraints, similar performance has been achieved. It is demonstrated that TD3 is more suitable for complicated tasks and more robust than DDPG.

The phase states of primarily emitted and secondarily formed aerosols from gasoline vehicle exhausts were investigated by quantifying the particle rebound fraction (f). The rebound behaviors of gasoline vehicle emission-related aerosols varied with engines, fuel types, and photochemical aging time, showing distinguished differences from biogenic secondary organic aerosols. The nonliquid-to-liquid phase transition of primary aerosols emitted from port fuel injection (PFI) and gasoline direct injection (GDI) vehicles started at a relative humidity (RH) = 50 and 60%, and liquefaction was accomplished at 60 and 70%, respectively. The RH at which f declined to 0.5 decreased from 70 to 65% for the PFI case with 92# fuel, corresponding to the photochemical aging time from 0.37 to 4.62 days. For the GDI case, such RH enhanced from 60 to 65%. Our results can be used to imply the phase state of traffic-related aerosols and further understand their roles in urban atmospheric chemistry. Taking Beijing, China, as an example, traffic-related aerosols were mainly nonliquid during winter with the majority ambient RH below 50%, whereas they were mostly liquid during the morning rush hour of summer, and traffic-related secondary aerosols fluctuated between nonliquid and liquid during the daytime and tended to be liquid at night with increased ambient RH.

Significance High concentrations of ultrafine particles (UFPs), approaching 1 million/cm3, are frequently produced from new particle formation under urban environments, but the fundamental mechanisms regulating nucleation and growth for UFPs are poorly understood. From simultaneous ambient and environmental chamber measurements, we demonstrate remarkable formation of UFPs from urban traffic emissions. By replicating ambient conditions using an environmental chamber method, we elucidate the roles of existing particles, photochemistry, and synergy of multipollutant photooxidation in nucleation and growth of UFPs. Our results reveal that synergetic oxidation of vehicular exhaust leads to efficient formation of UFPs under urban conditions. Recognition of this large urban source for UFPs is essential to accurately assessing their impacts and to effectively developing mitigation policies., High levels of ultrafine particles (UFPs; diameter of less than 50 nm) are frequently produced from new particle formation under urban conditions, with profound implications on human health, weather, and climate. However, the fundamental mechanisms of new particle formation remain elusive, and few experimental studies have realistically replicated the relevant atmospheric conditions. Previous experimental studies simulated oxidation of one compound or a mixture of a few compounds, and extrapolation of the laboratory results to chemically complex air was uncertain. Here, we show striking formation of UFPs in urban air from combining ambient and chamber measurements. By capturing the ambient conditions (i.e., temperature, relative humidity, sunlight, and the types and abundances of chemical species), we elucidate the roles of existing particles, photochemistry, and synergy of multipollutants in new particle formation. Aerosol nucleation in urban air is limited by existing particles but negligibly by nitrogen oxides. Photooxidation of vehicular exhaust yields abundant precursors, and organics, rather than sulfuric acid or base species, dominate formation of UFPs under urban conditions. Recognition of this source of UFPs is essential to assessing their impacts and developing mitigation policies. Our results imply that reduction of primary particles or removal of existing particles without simultaneously limiting organics from automobile emissions is ineffective and can even exacerbate this problem.

The ever-increasing rail pressure in diesel engines may cause the injection induced shock waves. In the present study, different gases (N2 and CO2) were used as the ambient mediums in order to understand the effect of shock waves induced by the high-speed jets on the near-field spray penetration. The tests were carried out in an optically-accessible constant volume vessel and a single-hole diesel injector was used. The injection pressure ( Pinj) ranged from 80 to 150 MPa and the ambient density ( ρambient) are 11.25, 22.52, and 33.81 kg/m3, respectively. Schlieren imaging was used to capture the shock waves ahead of the sprays with a frame speed of 100,000 fps and high-speed imaging was used to capture the spray penetration evolution with a frame speed of 300,000 fps in order to provide sufficient high temporal and spatial resolutions of the spray development. Shock waves can be observed under CO2 atmosphere over all the tested conditions and almost invisible under N2 atmosphere. The timings of occurrence and detachment of the shock waves are advanced with the increase in ρambient, but less sensitivity to Pinj. The difference in penetration lengths for N2 and CO2 atmosphere are not consistent as Pinj and ρambient varied, indicating the complicated role of shock waves in influencing the spray behaviors. Several mechanisms for the generation of shock waves were discussed, as well the physical meaning of the timing to the peak velocity of the spray tip with breakup time.

In the present work, we conducted experiments of secondary organic aerosol (SOA) formation from urban cooking and vehicular sources to characterize the mass spectral features of primary organic aerosol (POA) and SOA using an high-resolution time-of-flight aerosol mass spectrometer (HR-ToF-AMS). Our results showed that the cooking styles have a greater impact on aged COA (cooking organic aerosol) mass spectra than oxidation conditions. However, the oxidation conditions affect the aged HOA (hydrocarbon-like OA) spectra more significantly than vehicle operating conditions. In our study, we use mass spectra similarity analysis and positive matrix factorization (PMF) analysis to establish the POA and SOA mass spectra of these two sources. These mass spectra are used as source constraints in a multilinear engine (ME-2) model to apportion the OA (organic aerosol) sources in the atmosphere. Compared with the traditional ambient PMF results, the improved ME-2 model can better quantify the contribution of POA and SOA from cooking and vehicular sources. Our work, for the first time, establishes the vehicle and cooking SOA source profiles, and can be further used in the OA source apportionment in the ambient atmosphere.

It is challenging for aqueous urea injection control to achieve high NO x conversion efficiency while restricting tailpipe ammonia (NH3) slip. Optimizing the selective catalytic reduction systems can reduce diesel engine emissions, potentially improve fuel economy and urea utilization efficiency, and finally reduce aftertreatment costs. In this article, a model-based multi-objective genetic algorithm is adopted to optimize selective catalytic reduction systems related to trade-off between NO x emission and NH3 slip. Selective catalytic reduction model is a one-state selective catalytic reduction model based on continuous stirred tank reactor theory, which significantly reduces the computational burden. The optimal NH3 coverage ratio map was obtained globally based on world harmonized transient cycle. The effect of temperature on optimal NH3 coverage ratio, Zonal control logics extracted from the optimal solution, and the control problems on different zones were analyzed. The zonal control logics were validated on multiple test cycle with different initial NH3 coverage ratios. Results show that the zonal control achieves high NO x conversion while restricting the tailpipe NH3 slip. With this method, NO x emission and NH3 slip of optimal solution can meet the requirements of the Euro VI emission regulation for heavy-duty diesel engines.

Diesel particulate filters are indispensable for diesel engines to meet the increasingly stringent emission regulations. A large amount of ash would accumulate in the diesel particulate filter over time, which would significantly affect the diesel particulate filter performance. In this work, the lubricant-derived ash effects on diesel particulate filter pressure drop, diesel particulate filter filtration performance, diesel particulate filter temperature field during active regeneration, and diesel particulate filter downstream emissions during active regeneration were studied on an engine test bench. The test results show that the ash accumulated in the diesel particulate filter would decrease the diesel particulate filter pressure drop due to the “membrane effect” when the diesel particulate filter ash loading is lower than about 10 g/L, beyond which the diesel particulate filter pressure drop would be increased due to the reduction of diesel particulate filter effective volume. The ash loaded in the diesel particulate filter could significantly improve the diesel particulate filter filtration efficiency because it would fill the pores of diesel particulate filter wall. The diesel particulate filter peak temperature during active regeneration is consistent with the diesel particulate filter initial actual soot loading density prior to regeneration at various diesel particulate filter ash loading levels, while the diesel particulate filter maximum temperature gradient would increase with the diesel particulate filter ash loading increase, whether the diesel particulate filter is regenerated at the same soot loading level or the same diesel particulate filter pressure drop level. The ash accumulation in the diesel particulate filter shows little effects on diesel particulate filter downstream CO, total hydrocarbons, N2O emissions, and NO2/NO x ratio during active regeneration. However, a small amount of SO2 emissions was observed when the diesel particulate filter ash loading is higher than 10 g/L. The ash accumulated in the diesel particulate filter would increase the diesel particulate filter downstream sub-23 nm particle emissions but decrease larger particle emissions during active regeneration.

This study investigated polycyclic aromatic hydrocarbons (PAHs) and soot formation characteristics in laminar jet flames fuelled by primary reference fuels (PRFs) at elevated pressures. Qualitative PAHs and quantitative soot profiles were acquired by using laser-induced fluorescence and laser-induced incandescence, respectively. The backpressure of flames ranged from 1 bar to 5 bar. Proper flames with the volume fraction of iso-octane in PRFs varying between 0% and 100% and flame equivalent ratio varying between 3.0 and 11.4 were stabilised in a pressurised chamber. The effects of backpressure, equivalent ratio and iso-octane ratio on PAHs and soot formation were evaluated. PAHs and soot formation can be promoted by increasing iso-octane ratio, equivalent ratio and backpressure. The data suggest that PAHs with large molecular size are more sensitive to the increase of backpressure compared with those with small molecular size. Backpressure played a positive role in the growth of PAHs size. The averaged soot volume fraction showed an approximate power-law relation with pressure. The measured averaged soot volume fraction was proportional to pn. Pressure exponent n was 1.34–2.17, 1.41–2.12 and 1.56–2.20 at equivalent ratios of 6.2, 8.5 and 11.4, respectively.

In this research, n-hexane flashing jets discharged from two-hole GDI injectors were studied numerically with different superheat levels and inter-hole angles. The mutual interaction between under-expanded flashing jets was discussed in terms of its effect and mechanism. It was found that under certain conditions, the jets deflected towards each other and merged into one jet which moved along the central axis, indicating the occurrence of spray collapse. The spray collapse is ascribed to the pressure drop in the central area between the two jets, which is an effect of the low-pressure cores within individual jets. The pressure drop in the central area is mainly determined by two effects, i.e. the intensity and volume of the low-pressure cores in individual jets, and the formation of the secondary cell which protects the central area from being affected by the ambience. In the transitional stage from non-collapse to fully-collapse, the pressure drop was enhanced with the rise of superheat level or the decrease of inter-hole angle, and the extent of spray collapse increased. Besides, unique shock structures similar to those of under-expanded gaseous twin-jets were formed at high superheat levels, which consist of two primary cells and a secondary cell.

Evaporation processes of a fuel droplet under sub- and supercritical ambient conditions have been studied using molecular dynamics (MD) simulations. Suspended n-dodecane droplets of various initial diameters evaporating into a nitrogen environment are considered. Both ambient pressure and temperature are varied from sub- to supercritical values, crossing the critical condition of the chosen fuel. Temporal variation in the droplet diameter is obtained and the droplet lifetime is recorded. The time at which supercritical transition happens is determined by calculating the temperature and concentration distributions of the system and comparing with the critical mixing point of the n-dodecane/nitrogen binary system. The dependence of evaporation characteristics on ambient conditions and droplet size is quantified. It is found that the droplet lifetime decreases with increasing ambient pressure and/or temperature. Supercritical transition time decreases with increasing ambient pressure and temperature as well. The droplet heat-up time as well as subcritical to supercritical transition time increases linearly with the initial droplet size d0, while the droplet lifetime increases linearly with d 0 2 . A regime diagram is obtained, which indicates the subcritical and supercritical regions as a function of ambient temperature and pressure as well as the initial droplet size.

This paper is to investigate the characteristics of trans-critical propane spray compared with the flash boiling spray ejected from a multi-hole injector in a constant volume chamber by using the Schlieren and backlit imaging methods. The fuel temperature ( T f ) is set from 30 °C to 120 °C, injection pressure ( p f ) from 60 bar to 120 bar and ambient pressure ( p a ) from 0.2 bar to 10 bar. The results show that the trans-critical spray has longer vapor penetration and shorter liquid penetration than the flash boiling spray, but those two sprays have similar curve liquid boundaries near the nozzle. Several discernable collapsed shock structures near the nozzle are observed at T f = 120 °C, p f =120 bar, p a = 1 bar, but they disappear when p f drops to 60 bar for the transition path may not enter the two-phase region, and the liquid phase hardly occurs. The Mach disk distance of trans-critical spray in this study is larger than that of the under-expanded ideal gas jet because of the collapse phenomenon. At T f = 120 °C, p f = 120 bar, the liquid length decreases when p a increases from 0.2 bar to 2.5 bar and increases when p a continues to rise.

In the present work, we conducted experiments of secondary organic aerosol (SOA) formation from urban lifestyle sources (cooking and vehicle) to characterize the mass spectral features of primary organic aerosol (POA) and SOA using an high-resolution time-of-flight aerosol mass spectrometer (HR-ToF-AMS). Our results showed that the cooking styles have greater impact on aged COA mass spectra than oxidation condition. However, the oxidation conditions affect the aged HOA spectra more significantly than vehicle operation conditions. In our study, we use mass spectra similarity analysis and positive matrix factorization (PMF) analysis to establish the POA and SOA mass spectra of these two typical lifestyle sources. These mass spectra are used as source constraints in a multilinear engine (ME-2) model to apportion the OA sources in the atmosphere. Comparing with the traditional ambient PMF results, the improved ME-2 model can better quantify the contribution of POA and SOA from life-style sources. Our work, for the first time, establishes the vehicle and cooking SOA source profiles, and can be further used in the OA source apportionment in the ambient atmosphere.

Both vehicle exhaust and cooking emission are closely related to the daily life of city dwellers, which are considered as major sources of urban secondary organic aerosol (SOA). Here, we defined the SOA derived from vehicle exhaust and cooking emission as Urban Lifestyle SOA, and simulated their formation using a Gothenburg potential aerosol mass reactor (Go: PAM). After samples had been aged under 0.3–5.5 days of equivalent photochemical age, these two urban lifestyle SOA showed markedly distinct features in SOA mass growth potentials, oxidation pathways and mass spectra. The SOA / POA mass ratios of vehicle groups (107) were 44 times larger than those of cooking groups (2.38) at about 2 days of equivalent photochemical age. It reveals that organics from vehicle may undergo the alcohol/peroxide and carboxylic acid oxidation pathway to produce abundant less/more oxidized oxygenated OA (LO-OOA and MO-OOA), and only a few primary hydrocarbon-like organic aerosol (HOA) remains unaged. In contrast, organics from cooking may undergo the alcohol/peroxide oxidation pathway to produce moderate LO-OOA, and comparable primary cooking organic aerosol (COA) remains unaged. Our findings provide an insight into atmospheric contributions and chemical evolutions for urban lifestyle SOA, which would greatly influence the air quality and health risk assessments in urban areas.

In the present work, we performed chassis dynamometer experiments to investigate the emissions and secondary organic aerosol (SOA) formation potential of intermediate volatility organic compounds (IVOCs) from an on-road Chinese gasoline vehicle. High IVOCs emission factors (EFs) and distinct volatility distribution were recognized. The IVOCs EFs for the China V vehicle ranged from 12.1 to 226.3 mg · kg-fuel−1, with a median value of 83.7 mg · kg-fuel−1, which is higher than that from US vehicles. Besides, large discrepancy in volatility distribution and chemical composition of IVOCs from Chinese gasoline vehicle exhaust is discovered, with larger contributions of B14-B16 compounds and higher percentage of n-alkanes. Further we investigated the possible reasons that influence the IVOCs EFs and volatility distribution and found that fuel type, starting mode, operating cycles and acceleration rates could have an impact on the IVOCs EF. When using E10 (ethanol volume ratio of 10 %, v / v) as fuel, the IVOCs EF of the tested vehicle was lower than that using commercial China standard V fuel. Cold-start operation has higher IVOCs EF than hot-start operation. Chinese Light vehicles Test Cycle (CLTC) produced 70 % higher IVOCs than those from the World-wide harmonized Light-duty Test Cycle (WLTC). We found that vehicle emitted more IVOCs at lower acceleration rates, which leads to high EFs under CLTC. The only factor that may influence the volatility distribution and compound composition is the engine-aftertreatment system, which has compound and volatility selectivity in exhaust purification. These distinct characteristics in EFs and volatility may result in higher SOA formation potential in China. Using published yield data and surrogate equivalent method, we estimated SOA formation under different OA loading and NOx conditions. Results showed that under low and high NOx conditions at different OA loadings, IVOCs contributes more than 80% of the predicted SOA. Furthermore, we built up a parameterization method to simply estimate the vehicular SOA based on our bottom-up measurement of VOCs and IVOCs, which would provide another dimension of information when considering the vehicular contribution to the ambient OA. Our results indicate that vehicular IVOCs contribute significantly to SOA, implying that the importance of reducing IVOCs when making air pollution controlling policies in urban area of China.