The University of Leeds
Department of Fuel and Energy
Prof. Gordon E Andrews
Head of Department
Professor of Combusting Engineering
THE PERKINS PHASER TESTS
The Perkins Phaser (test) engine was a Euro2 150KW 6 cylinder TCIC Dl diesel engine fitted with an oxidation catalyst and the measurements were taken directly from the exhaust upstream of the catalyst, except for the Bosch Smoke which was downstream of the catalyst. This particular engine was a very low polluting engine and close to Euro3.
The engine was run at a steady state at 2000 rpm 100, 60 and 30 KW power output.
The baseline tests without Powerplus were carried out first and then the engine with Powerplus fitted was tested at the same power conditions at a steady state and during the same day.
There was only a one hour running in period for the Powerplus device. A full heated gas analysis system was used together with Bosch Smoke readings and directly sampled particulate mass in a constant temperature oven at 50C. The gas analysis results and particulate mass samples were taken upstream of the oxidation catalyst and the Bosch Smoke readings were taken downstream of the catalyst.
The results in the first days test showed no influence of Powerplus on CO arid UHC emissions, which was expected, but significant reduction on NOx and Bosch Smoke emissions. The reductions found using Powerplus are summarised in the box alongside.
Percentage reduction due to Powerplus
|
Power
|
Nox
|
SFC
|
Bosch Smoke
|
Gravimetric Smoke
|
|
100 KW
|
5.7%
|
1.7%
|
75%
|
0
|
|
6OKW
|
5.6%
|
0.8%
|
75%
|
|
|
3OKW
|
4.1%
|
0
|
50%
|
|
The base line Bosch Smoke was 0.4, which is very low and this was reduced to 0.1, which is the bottom end sensitivity of the instrument. These Bosch Smoke results confirm the findings of the MOT smoke reductions in the Greater London Authority Bus tests.
However, the gravimetric results upstream of the catalyst showed no significant change at one test condition. Further analysis will be carried out to see if there was any change in the carbon emissions, as indicated by the Bosch results.
The fuel economy results were based on the gas analysis carbon balance for (the Air/Fuel necessary to generate the constant power output. It is likely under real world transient power demand driving that the fuel economy effect would be different. The Greater London Authority results show a much higher economy gain.
The NOx reduction is significant as it indicates that engine in-cylinder deposits are likely to have been removed during the one hour that the engine operated with Powerplus prior to the measurements.