ARTICLE IN PRESS

Energy 33 (2008) 471–479

www.elsevier.com/locate/energy

Effects of exhaust gas recirculation (EGR) on combustion and emissions

during cold start of direct injection (DI) diesel engine
Haiyong Peng, Yi Cui, Lei Shi, Kangyao Deng
Key Laboratory for Power Machinery and Engineering of Ministry of Education, Shanghai Jiaotong University, 800# Dongchuan Road,
Shanghai 200240, People’s Republic of China
Received 5 December 2006

Abstract

Through experiments conducted on a single cylinder direct injection (DI) diesel engine, effects of exhaust gas recirculatoin (EGR) on
combustion and emission during cold start were investigated. Combustion of first firing cycle can be promoted significantly by
introducing EGR. In experiments, when partially closed choking valve and partially or fully opened EGR valve, peak cylinder pressure
of first firing cycle was about 45% higher than that under normal condition without EGR, and the start of combustion (SOC) was also
much earlier. EGR also had effects on combustion stability. In the case, which kept 50% or 100% opening of EGR valve (OEV) and kept
100% opening of choking valve (OCV), more stable combustion process was achieved when common rail pressure decreased during cold
start. However, excessive amount of EGR led to extreme unstable combustion and even misfiring. Opacity and NO emissions were also
analyzed in detail. In the case with maximum EGR, the lowest average opacity, which was less than 4%, was achieved during initial
several firing cycles of cold start. But in the later phase, excessive amount of EGR led to a great deal of white smoke emission. NO
emission during initial phase of cold start is mainly affected by increase in fuel amount of injection. When combustion became stable
gradually, EGR showed significant effect on NO reduction.
r 2007 Elsevier Ltd. All rights reserved.

Keywords: Cold start; Exhaust gas recirculation (EGR); Combustion; Emissions; Diesel engine

1. Introduction reported that the amount of emitted HC and PM during

In the last decade, the legislated maximum levels of
emissions from engines were more and more tightened. For
example, the test limits of EURO III were about 30–40%
lower when compared with that of EURO II for diesel
passenger cars and light commercial vehicles, and there was
a further drop of about 50% for EURO IV. This trend
suggests that there is urgent need to investigate all aspects
of the relevant emissions. Emissions during cold start and
warm-up gain more attention in recent years. Bielaczyc
et al. [1,2] investigated exhaust emissions from a direct
injection (DI) diesel engine during cold and hot start. Their
results showed that CO and HC emission during the first
60 s is more than 40% of the total emission in the 3 min
cold start, and PM even more than 50%. They also
Corresponding author. Tel./fax: +86 21 64075359.
E-mail address: penghy@sjtu.edu.cn (H. Peng).
the first 3 min of cold start was several times higher than
that of hot start, while the difference of CO was almost two
orders greater. Besides emissions, diesel engine cold-start
problems include long cranking periods, unstable combus-
tion and even misfiring.
The reasons for above problems are poor ignition
conditions in cylinder during cold start. The ignition of
diesel fuel is dependent on compression temperature,
compression pressure, fuel properties and fuel injection
characteristics [3]. Therefore, there are many design and
operating factors that affect cold startability of diesel
engine. Such factors include ambient temperature [4–10],
injection parameters [5–7], cranking speed [6,7], fuel
properties [3,11], compression ratio and combustion
chamber design [12].
In order to improve cold startability of diesel engines,
many measures have been proposed to aid cold start. Glow
plug is one of the most commonly used and effective

0360-5442/$ - see front matter r 2007 Elsevier Ltd. All rights reserved.
doi:10.1016/j.energy.2007.10.014
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472 H. Peng et al. / Energy 33 (2008) 471–479

measures to aid ignition during cold start for diesel engine,
especially for engine with divided combustion chamber.
Besides glow plug, many innovative measures have been
brought forward in last decade. Bielaczyc et al. [1] reduced
emissions of a DI diesel engine by a fuel cut off strategy
during the first 5 s of cold starting process. In their results,
the engine emits 62%, 41% and 58% of CO, HC and PM,
respectively, when compared with standard starts. Shen
et al. [13] improved an IDI diesel engine cold startability
with the aid of a railplug, which forces ignition of the diesel
fuel by injecting hot plasma through the fuel injection
spray. Sun et al. [14] successfully started a heavy-duty
diesel engine at an extremely low temperature through
catalytically igniting recirculated exhaust gas. In their
catalytically ignited exhaust gas recirculated (EGR) system,
the unburned fuel in the EGR gas is ignited by a catalytic
ignitor, and then mixed with the fresh air to elevate the
temperature of intake charge. Osuka et al. [15] investigated
the effects of pilot injection on cold startability of diesel
engine. Their results showed that starting time and white
smoke emission during cold start was reduced through
pilot injection. They believed that the cool flame produced
during pilot injection promotes ignition of the later main
injection.
EGR is widely used to reduce NOx emission from diesel
engines under normal operating conditions, because it
lowers the flame temperature of combustion due to its
dilution, thermal, and chemical effects [16–21]. During
normal operations of diesel engine, the recirculated exhaust
gas is the product of a more complete combustion.
However, in the case of cold start for diesel engine, the
exhaust gas comprises a great deal of unburned hydro-
carbon, fuel vapor, and products of partial oxidation
reaction, which have different effects on combustion when
compared with the product of complete combustion. Liu
and Karim [22] investigated the effects of residual gas on
combustion in engines. Their results showed that residual
gas has both positive and negative effects on ignition
depending on its compositions. Residual gas produced by
partial oxidation reaction has mainly kinetic effects, which
promote ignition, while product of more complete combus-
tion also has significant thermal, diluting effects. Kwon
et al. [23] investigated the effects of residual gas on ignition
delay through experiments conducted in a constant volume
combustion bomb. They found that the addition of C2H6
and C3H8 shortened the ignition delay, while the addition
of CO and CO2 had a reverse effect.
During cold start of diesel engine, exhaust gas comprises
a great deal of unburned hydrocarbon, fuel vapor, and
2. Experimental apparatus and procedures
A naturally aspirated, single cylinder, DI diesel engine
was used in this investigation. The engine was equipped
with a high-pressure common rail fuel injection system.
Table 1 is a list of the engine specifications.
Fig. 1 shows a schematic of the test setup in experiments.
In-cylinder pressure was measured by a water-cooled AVL
12QP pressure transducer, which used piezoelectric meth-
od. Accuracy of the in-cylinder pressure measurement was
better than 1%. Exhaust and intake pressure was measured
by CYG1609 low-pressure transducer, which used piezo-
resistive method and manufactured by Shuangqiao Sensor
in China. Accuracy of the exhaust and intake pressure
measurement was better than 1%. Exhaust temperature
was measured with Nanmac E12-2-K-U thermocouple,
which had response times in the millisecond range. The
thermocouple installed in exhaust manifold was about
10 cm apart from exhaust port. Accuracy of the exhaust
temperature measurement was 0.375%. Transient exhaust
opacity was measured with AVL 439 opacimeter, which
had a response time of 100 ms. Accuracy of the opacity
measurement was 0.1%. Exhaust NO concentration was
measured with Combustion fNOx400 analyzer, which used
the chemical luminescence detector (CLD) method. Res-
ponse time of the fNOx400 analyzer was about 4 ms.
However, during experiments, its response time was
prolonged to about 50 ms due to an in-line filter, which
installed in sample line of the analyzer to filter particulate.
Inlet of the sample line of fNOx400 analyzer was about
5 mm apart from exhaust port. Accuracy of the NO
Table 1
Specifications of test engine
Bore 135 mm
Stroke 150 mm
Compression ratio 14.8:1
Displacement 2L
Injection system Common rail
Injection pressure 80 MPa
Combustion chamber o
EGR Valve
fNOx400
Analyzer Choking Valve
Test Engine
Exhaust Gas
Pressure transducer
and Thermocouple

Intake Gas
product of partial oxidation reaction. If these compositions
Cylinder Pressure

Pressure transducer
and Thermocouple
transducer

are reintroduced into cylinder by EGR, the kinetic effects

may shorten ignition delay, and thus promote ignition. Dynamometer Opacity meter
In this investigation, experimental studies are made to
clarify the effects of EGR on combustion and emissions Temperature Controller
for Coolant and Oil
during cold starting process of diesel engine, and to Computer
develop a new strategy to improve cold startability and
emissions. Fig. 1. Schematic of the test setup.
 ARTICLE IN PRESS
H. Peng et al. / Energy 33 (2008) 471–479
measurement was 0.2%. An optical shaft encoder with 0.5
crank angle degree (1CA) resolution was installed on the
crankshaft free end and used to measure instantaneous
speed of engine.
A fraction of exhaust gas was reintroduced into the
intake manifold through the EGR pipe. The amount of
EGR was adjusted by controlling the opening of EGR
valve and choking valve. In order to take advantage of
thermal effects of EGR, inter-cooler was not used in the
EGR system during cold starting process. In experiments,
valve timing and fuel injection timing were kept constant at
the values of normal operations. Intake valve opening
(IVO) timing was 7 1CA before top dead center (BTDC) of
piston, exhaust valve closing (EVC) timing 7 1CA after top
dead center (ATDC), and fuel injection timing 20 1CA
BTDC. Before a test, it was ensured that the temperatures
of engine block, cooling-water and oil were equal to
ambient temperature. Only the cold starting processes
under a normal ambient temperature condition were
investigated. The ambient temperature was kept constant
at 30 1C, which is considered a normal ambient tempera-
ture in South China. In order to eliminate other effects on
combustion and emissions during cold start, fuel injection
pulse width was maintained at 1.4 ms in experiments, and
the engine was under no-load conditions during
initial phase of cold start. In order to avoid the engine
destruction for excessive speed in experiments, only the
first 91 cycles’ data were recorded every 0.5 1CA by a data
acquisition system. At the last recorded cycle of every
test, in which the engine could be started stably, the
engine speed was about 1300 rpm. In experiment, an eddy-
current braked dynamometer, which was manufactured by
Xiangyi in China, was also used to guarantee the engine
from destruction for excessive speed. In experiments,
engine was motored with an electric-motor starter. The
highest cranking speed was about 400 rpm, and the starter
was disengaged when the instantaneous engine speed
achieved a setting value. Here, the setting speed was
430 rpm, which ensured that combustion had taken place in
the engine.
The opening of EGR valve and choking valve for every
test case is listed in Table 2. Here, the opening percentages
of the valve means the angle position of a butterfly valve,
and 0% opening is for closed state, while 100% for fully
opened.
Table 2
Opening of EGR valve and choking valve during experiments
Case Opening of EGR valve Opening of choking valve
(OEV) (%) (OCV) (%)
1 0 100
2 50 100
3 100 100
4 100 50
5 100 10
473
3. Experimental results and discussions
Fig. 2 shows the common rail pressure traces of every
test case during the first 91 cycles of cold start. The
common rail pressure was controlled with a proportiona-
l–integral–differential (PID) controller. As shown in Fig. 2,
all the common rail pressure traces have a sharp rise from
zero in cycle 4 after three cranking cycles. However, first
fuel injection was occurred in cycle 6 due to the injection-
start pressure of injector (about 30 MPa). As shown in
the expanded view of cycle 6, pressure dropped at the
beginning of injection, and then rose sharply due to the fuel
delivery of the pump. The common rail pressure traces
were almost identical during the first 40 cycles, and then
steadied at 80 MPa after cycle 80. Therefore, the results of
common rail pressure were well repeatable in experiments.
There was a damped oscillating process that occurred in
common rail pressure during cold start (see Fig. 2).
A maximum overshoot occurred at cycle 10 where common
rail pressure was 145 MPa while the minimum pressure
occurred at about cycle 33 where common rail pressure was
about 45 MPa. Such a significant variation in common rail
pressure consequentially resulted in fluctuation in cyclic
delivery of fuel injection, and thus caused combustion
instability during cold start. Therefore, effects of EGR on
combustion stability can be distinguished by examining the
combustion process under such fluctuant rail pressure
conditions.
Fig. 3 gives the traces of peak cylinder pressure versus
cycles for each case. It can be seen from this figure that
combustion occurred steadily for each case after several
cranking cycles, since minor difference took place between
peak cylinder pressures of the first 17 cycles for every case.
However, in case 5, peak cylinder pressure dropped sharply
to about 3 MPa after cycle 18, which resulted from the
Fig. 2. Common rail pressure during cold start.
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474 H. Peng et al. / Energy 33 (2008) 471–479

Fig. 3. Peak cylinder pressure during cold start.

Fig. 4. Exhaust temperature for cycle 1–8.

occurrence of misfiring due to the decrease in rail pressure
and excessive amount of EGR. When cyclic amount of fuel
injection increased to a certain amount in cycle 50,
combustion took place again. But misfiring repeated
because rail pressure decreased once again. Similar situa-
tion occurred in case 4. However, misfiring took place in
cycle 21 in this case, and combustion repeated in cycle 43.
In case 1–3, extremely unstable combustion never occurred,
though peak cylinder pressure fluctuated due to variation
of common rail pressure.

3.1. Effects of EGR on combustion during initial firing

cycles

Combustion in cylinder during cold start would result in

a sharp rise of exhaust temperature. Therefore, the first
firing cycle during cold start can be distinguished by
measuring exhaust temperature with a fast response
thermocouple. Fig. 4 shows the details of exhaust
temperature from cycle 1 to 8. It can be seen from this
figure that exhaust temperature decreased successively
during the first six unfired cycles. This was caused by heat
transfer from in-cylinder gas to the cold cylinder wall
during compression stroke [8,14]. As shown in Fig. 2, first
fuel injection occurred in cycle 6. However, since there was
an obvious drop in exhaust temperature, combustion did
not take place in this cycle. This misfiring may result from
the low rail pressure as well as low compression tempera-
ture and pressure, which led to poor formation of ignitable
mixture and slow preignition reaction rate. In cycle 7,
exhaust temperature increased slightly. However, through
observation of in-cylinder pressure traces of cycle 7 shown
in Fig. 5, it was believed that combustion did not occur.
The slight increase in exhaust temperature was a result of
preignition reaction of the mixture. When combustion took
place during cycle 8, exhaust temperature increased
sharply.
Fig. 5. Cylinder pressure for cycle 7.
Fig. 6 shows cylinder pressure and heat release rate
traces of cycle 8. In case 4 and 5, which had 50% and 10%
OCV, respectively, and had 100% OEV, peak cylinder
pressure was about 45% higher than that in case 1, which
without EGR. Furthermore, through observation of heat
release rate traces, starts of combustion (SOC) of case 4
and 5 were much earlier than that of other cases. Heat
release in case 4 and 5 was also much faster than in
case 1–3. Fig. 7 shows the indicated mean effective pressure
(IMEP) for cycle 8. In this figure, IMEPs of case 4 and 5
were also much higher than that of other cases. It was clear
that the combustion process in case 4 and 5 were better
than that in other cases. This was result from different state
of the EGR system, which involved the choking valve.
Fig. 8 shows dynamic exhaust pressure traces for cycle 7–9,
and Fig. 9 gives the average value for each cycle. It can be
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H. Peng et al. / Energy 33 (2008) 471–479 475

seen from these figures, although combustion did not occur

in cycle 7, exhaust pressure before choking valve in case 4
and 5 was much higher than in other cases due to the
partial closed choking valve. Such difference in exhaust
pressures of each case would have significant effects on
combustion of first firing cycle. Since combustion did not
take place in engine before cycle 8, part of the fuel injected
into cylinder during cycle 6 and 7 adhered to combustion
chamber wall, and the rest was emitted into exhaust
manifold in the form of fuel vapor and product of partial
oxidation reaction, which had strong kinetic effect. The
higher exhaust pressure in case 4 and 5 would lead to
exhaust gas flowing into intake manifold through EGR
pipe. Thus, the fuel vapor and product of partial oxidation
reaction emitted during cycle 6 and 7 was reintroduced into
Fig. 6. Cylinder pressure and heat release rate for cycle 8.
intake manifold and reentered cylinder during cycle 8.

Fig. 7. IMEP for cycle 8. Fig. 9. Average exhaust pressure for cycle 7–9.

Fig. 8. Exhaust pressure for cycle 7–9.

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476 H. Peng et al. / Energy 33 (2008) 471–479

Furthermore, the higher exhaust pressure in case 4 and 5

would also result in an increase in residual gas during cycle
8. Here, although the recirculation gas and residual gas had
no thermal effect because no combustion occurred during
previous cycles, the kinetic effect would promote ignition
significantly during cycle 8. Therefore, case 4 and 5 had
higher peak cylinder pressure and shorter ignition delay
than other cases during cycle 8. In case 2 and 3, although
EGR valve was partially opened and exhaust pressure was
slightly higher than in case 1, exhaust pressure during
cranking cycles was too low to drive exhaust gas into
intake manifold rapidly because of the full opening of
choking valve. Thus, during the first firing cycle, combus-
tion characteristics of case 2 and 3 showed no predomi-
nance when compared with that of case 1 (see Fig. 7).
Fig. 11. IMEP and (dp/df)max for cycle 80–91.
Fig. 10 gives indicated mean effective pressure (IMEP)
and peak cylinder pressure rise rate ((dp/df)max) from
and combustion was improved due to the gradual increase
cycle 9 to 17. During this phase, common rail pressure
in temperature of combustion chamber wall and engine
increase rapidly, and then decrease to 80 MPa at cycle 17.
speed. Consequently, dilution effect of EGR became more
As shown in Figs. 8 and 9, when combustion took place
significant due to the more complete combustion. In this
steadily, exhaust pressure increased rapidly, which resulted
moment, excessive amount of EGR would lead to
in rapid increase in EGR amount for case 2–5. It can be
combustion instability and even misfiring (see Fig. 3).
seen from Fig. 10 that EGR had significant effect on IMEP
and (dp/df)max. As EGR amount increased, (dp/df)max
became higher when compared with that of case 1. It was 3.2. Effects of EGR on combustion stability during cold start
suggested that the amount of premixed mixture available
for burning increase as EGR amount increased. Due to As shows in Fig. 2, common rail pressure trace during
increase in fuel injection and poor conditions for mixture cold start was a damped oscillating process. Combustion
formation and combustion during the initial phase of cold process in engine was varied with rail pressure during cold
start, EGR comprises a great deal of unburned hydro- start (see Fig. 3). The decrease in common rail pressure
carbon, fuel vapor, and product of partial oxidation would cause decrease in cyclic amount of fuel injection and
reaction. Thus, increase in EGR would lead to more weak mixing of fuel and air. Thus, unstable combustion
amount of premixed mixture. Furthermore, as EGR would occur. In case 4 and 5, because of excessive EGR,
amount increased, its thermal effect would enhance engine misfired when rail pressure dropped to a certain
evaporation of the fuel adhered to combustion chamber degree. But in case 2 and 3, which had much less EGR than
wall in previous cycles. Therefore, as shown in Fig. 10, in case 4 and 5, peak cylinder pressure was always higher
IMEP and (dp/df)max was promoted significantly in the than in case 1 from cycle 19 to 42, where cyclic fuel delivery
initial phase when EGR amount increased. However, as decreased due to fluctuation in rail pressure. Fig. 11 shows
start process proceeding, combustion in engine became IMEP of case 1–3 from cycle 20 to 40. As shown in this
more complete because formation of air-fuel vapor mixture figure, IMEP of case 2 and 3 was obviously higher than
that of case 1 during this phase. Therefore, it was suggested
that appropriate amount of EGR could significantly
improve combustion stability during cold starting process.
Fig. 12 gives IMEP and (dp/df)max of case 1–3 from
cycle 80 to 91. During these cycles, rail pressure achieved
steady state, and so did combustion in the engine. It can be
seen from Fig. 12, that case 1 did not get much higher
IMEP and (dp/df)max than that of case 2 and 3.
Therefore, it was suggested that introduction of proper
amount of EGR did not deteriorate combustion when the
engine achieved steady state during cold start.

3.3. Effects of EGR on emissions during cold start

Fig. 13 was results of opacity during cold start. As

shown in Fig. 13, EGR had significant effects on opacity
Fig. 10. IMEP and (dp/df)max for cycle 9–17. during cold start. For convenience of analysis, the opacity
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H. Peng et al. / Energy 33 (2008) 471–479
Fig. 12. IMEP for cycle 20–40.
Fig. 13. Exhaust opacity during cold start.
traces were simply divided into five phases. Opacity during
phase 1 was caused by the worse combustion in initial
several firing cycles. Fig. 14 gives average value of opacity
for each case during phase 1. It can be seen from Fig. 14
that the higher amount of EGR would lead to the lower
opacity level during this phase, and case 5 achieved the
lowest average opacity, which was less than 4%. This was
because EGR had positive effects on combustion during
this phase. However, as start process proceeding, opacity
of case 4 and 5 was deteriorated and maintained at high
levels due to the excessive EGR, which caused extreme
unstable combustion in the engine and high emission of
white smoke. Fig. 15 shows average opacity of case 1–3
during phase 2–5. The extreme unstable combustion, which
took place in case 4 and 5, did not occur in these cases
during cold start. It can be seen from Fig. 15, that opacity
of phase 2 was at a very high level. This was resulted from
477
Fig. 14. Average opacity for phase 1.
Fig. 15. Average opacity for phase 2–5.
the increase in cyclic fuel delivery, which was caused by rail
pressure increasing. In this phase, opacity of each case had
a slight trend to increase as EGR increased. In phase 3,
opacity was much less than that in the prior phase, because
cyclic delivery of fuel injection decreased due to the
decrease in rail pressure. As shown in Figs. 3 and 11,
combustion in case 2 and 3 during this phase was promoted
by introducing EGR. Consequently, opacity in case 2 and 3
was lower than that in case 1. During phase 4, rail pressure
increased again. However, the increment in this phase was
much less than in phase 2. It can be seen from Fig. 15 that,
during phase 4, opacity had a trend to decrease as EGR
increased. During phase 5, Combustion and opacity
gradually became stable for case 1–3. In this phase, opacity
of these cases was maintained at relatively low levels, which
were about 5%. From above, it could be concluded that a
certain amount of EGR would not deteriorate opacity
during cold start. To some extent, proper amount of EGR
 ARTICLE IN PRESS
478 H. Peng et al. / Energy 33 (2008) 471–479
could have a positive effect on improving opacity of cold
start.
NO emission results are presented in Fig. 16. Similarly,
as shown in Fig. 16, NO emission during cold start was
also divided into four phases.
As shown in Fig. 16, during phase 1, NO emission for
every case increased first and then decreased, which
corresponded to the increase and decrease in rail pressure.
Obviously, the peak NO emission appeared in this phase
was caused by the overshoot rail pressure, which caused an
increase in cyclic delivery of fuel injection. In phase 2, when
rail pressure decreased under a certain degree, NO emission
of every case was reduced nearly to zero because
combustion was unstable due to the decrease in cyclic fuel
delivery. Furthermore, in case 4 and 5, NO emission during
the subsequent phases was maintain at a very low level,
which was almost zero, due to the extreme unstable
combustion in the engine. During phase 3, NO emission
in case 1–3 increased and then decreased again due to the
variation of rail pressure. However, the increase and
decrease in this phase was much less than in previous
phases. During phase 4, NO emission of case 1–3 gradually
became stable as common rail pressure achieved steady
state. As shown in Fig. 16, it was clear that, when
combustion in the engine became more stable in case 1–3
during phase 3 and 4, EGR showed strong effects on NO
emission. That is more amount of EGR would lead to
lower NO emission from the engine. During the last several
cycles of tests, NO emission under 100% OCV and 100%
OEV condition was about 60% lower than that under
normal condition without EGR.
HC emission was not measured in this investigation
because of device reasons. However, according to the
above analysis, introducing a certain amount of EGR
could significantly promote combustion in the engine
Fig. 16. NO emissions during cold start.
during cold start. Consequentially, it can be believed that
HC emission during cold start would also reduced due to
the improvement in combustion of the engine.
4. Conclusions
The effects of EGR on combustion and emissions during
cold start were investigated through experiments conducted
on a single cylinder, four-stroke, DI diesel engine. The
major conclusions are as follows:
1. Ignition of first firing cycle in cold start can be
significantly promoted by introducing EGR during
cranking cycles before firing. In experiments, when
partially closed choking valve and partially or fully
opened EGR valve, peak cylinder pressure of first firing
cycle was about 45% higher than that under normal
condition without EGR, and the start of combustion
was also much earlier.
2. During initial firing cycles, introducing a certain amount
of EGR can promote ignition in the engine. However,
when combustion became stable, excessive amount of
EGR would lead to long ignition delay and even
misfiring.
3. Appropriate amount of EGR can improve cold start-
ability of the engine. As cyclic fuel delivery decreased
during cold start in experiments, more stable combus-
tion can be achieved by keeping 50% or 100% OEV and
100% OCV when compared with that under normal
condition without EGR.
4. Opacity during the initial phase of cold start is reduced
significantly by introducing EGR. More amount of
EGR can lead to more reduction in opacity during
this phase. In the case with maximum EGR during
experiments, the lowest average opacity, which was
less than 4%, was achieved in initial phase of cold
start. However, in the later phase, excessive amount
of EGR led to a great deal of white smoke emission due
to extreme unstable combustion in engine. It can be
also concluded from the experiments that when
cyclic fuel delivery fluctuated during cold start, appro-
priate amount of EGR can achieve a relatively low
opacity.
5. NO emission during the initial phase of cold start is
mainly affected by an increase in fuel amount of
injection. When combustion in the engine gradually
became more stable, introducing a certain amount of
EGR can reduce NO emission significantly and
maintain good combustion performance in the engine.
In experiments, during the last several cycles of tests,
NO emission under 100% OCV and 100% OEV
condition was about 60% lower than that under normal
condition.
6. Introducing appropriate amount of EGR was an
effective measure to promote combustion and emission
performance of DI diesel engine during cold start.
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H. Peng et al. / Energy 33 (2008) 471–479
Acknowledgments
The work in this study is supported by National Nature
Science Foundation (Grant no. 50406016) and National
Key Fundamental Research Programming (Grant no.
2007CB210003). The authors are grateful to the National
Science and Technology Ministry of China for financial
support to this study.
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