Modern Diesel Engines Research Articles

Measurement of the crankshaft seals friction losses in a modern passenger car diesel engine

This paper presents results of experimental investigations on the friction losses of the crankshaft radial lip seals of a modern four-cylinder diesel engine for passenger car applications. A two stage strip-test has been conducted on a motored engine test bed to obtain the friction torque of the radial lip seals. For the experimental investigations with the crankshaft seals removed from the engine, a special sealing apparatus has been designed and built. A wide range of tests have been performed covering the full speed range of the engine at lubricant temperatures of 70 ℃, 90 ℃, and 110 ℃. The results show a dependency on crankshaft speed and engine media supply temperature but also revealed the presence of constant plateaus of friction torque over engine speed.

Effects of low-pressure EGR on gaseous emissions and particle size distribution from a dual-mode dual-fuel (DMDF) concept in a medium-duty engine

The application of a low-temperature combustion concept, such as RCCI combustion under real engine operating conditions is extremely complex. However, the implementation of the dual-mode dual-fuel (DMDF) strategy allows operating in low-medium load with the RCCI combustion and in high load with dual-fuel diffusive combustion. This allows taking advantage of the benefits of RCCI combustion as the simultaneous reduction of PM and NOx emissions. However, there are still serious challenges that required to solve, such as the high-pressure rise rate and the excessive CO and HC emissions. In this sense, this work shows how the implementation and an adequate adjustment of the cooled LP-EGR rate significantly minimize these problems and also shows how the LP-EGR has a greater impact on the DMDF than on the CDC concept.This work has been performed in a modern medium-duty diesel engine fueled with standard gasoline and diesel fuels, with which a cooled LP-EGR loop has been coupled. A TSI Scanning Particle Sizer (SMPS 3936L75) was used to measure the particles size distribution and the Horiba MEXA-ONE-D1-EGR gas analyzer system to determine gaseous emissions. A parametric variation of the LP-EGR rate was experimentally performed to analyze the effect over each combustion process that encompasses the DMDF concept (fully premixed RCCI, highly premixed RCCI and dual-fuel diffusion) and its consequent impact on gaseous and particle emissions. In addition, results were compared against the CDC concept to state the benefits of the DMDF concept. Among the different results obtained, it can be highlighted that during the RCCI strategy the increase in LP-EGR rate provided a reduction in NOx emissions. Nonetheless, unlike that fully premixed RCCI in highly premixed RCCI combustion, the PM emissions increased with this increment in the LP-EGR rate, shifting the size distribution of particle toward larger sizes, but decreasing the HC and CO emissions. Finally, with the exception of the high HC and CO emissions in fully premixed RCCI, in all the combustion strategies of the DMDF concept, a reduction of the analyzed pollutants was observed when compared with the CDC mode.

Fuel-efficient thermal management in diesel engines via valvetrain-enabled cylinder ventilation strategies

Modern diesel engine aftertreatment systems require elevated temperatures for effective reduction of engine-out emissions. Maintaining elevated aftertreatment temperatures in a fuel-efficient manner is a challenge, especially at low-load engine operation where engine-outlet temperatures are low; therefore, higher engine-outlet temperatures are typically achieved via increased fuel consumption. Previous studies have demonstrated that strategies such as cylinder deactivation (method where there is neither valve motion nor fuel injection in a subset of cylinders, thereby isolating the deactivated cylinders from the gas exchange process) and cylinder cutout (method where there is no fuel injection in a subset of cylinders, implemented with high recirculated gas rates) reduce fuel consumption while elevating engine-outlet temperatures, by reducing the overall airflow through the engine. This article introduces and characterizes “non-fired cylinder ventilation” as alternate means to achieve fuel-efficient aftertreatment thermal management, by reduction of overall airflow through the engine. Fuel injection is deactivated from a subset of cylinders during non-fired cylinder ventilation, and the non-firing cylinders participate in the gas exchange process with the same manifold at a time, thereby reducing the intake-to-exhaust manifold gas exchange through the cylinders. It is demonstrated that non-fired cylinder ventilation shows similar fuel efficiency and thermal management as cylinder deactivation when the valves of the non-firing ventilated cylinders are open by at least 4 mm, due to similar, negligible, gas-exchange losses, while non-fired cylinder ventilation with lower valve lifts enables elevated engine-outlet temperatures with relatively higher fuel consumption than cylinder deactivation. Non-fired cylinder ventilation strategies demonstrate 75 °C higher temperatures at fuel-neutral conditions, and up to 35% fuel savings at similar temperatures, compared to six-cylinder operation.

Reducing NOx emissions from diesel engines supercharged with pressure wave compressor driven by the electric motor

The overwhelming parts of the modern Diesel engines for vehicles are supercharged. However, the supercharging process lead to generating a significant amount of NOx emissions. Therefore, the supercharging intensity may be intentionally limited in order to avoid increasing NOx emissions excessively, as these emissions are drastically limited by the Euro 6 pollution standard. By moving from Euro 5 to Euro 6, the NOx emission’s permissible limits have been reduced by up to 80%. These reductions of NOx emissions were made possible mainly due to the utilization of the some conventional equipment and procedures presented in the paper. Diesel engine’s supercharging could be realized efficiently also with pressure wave compressor (PWC). The paper highlights the possibility of realizing the EGR process directly through the PWC. The concept of supercharging with PWC leads to a significant reduction of NOx, for a significant increase of both the pressure and temperature of the intake air.

Assessment on the consequences of injection strategies on combustion process and particle size distributions in Euro VI medium-duty diesel engine

Although there are already several works where the influence of injection parameters on exhaust emissions, and specifically on particulate matter emissions, in diesel engines has been evaluated, the diversity in the results that can be found in the literature indicates the need to carry out new experiments that can provide more information about the influence of these parameters on modern diesel engines. This study intends to be placed within this scientific framework, hence a parametric study was carried out based on the independent modification of the main injection timing and the injection pressure with respect to the nominal conditions of a new Euro VI direct injection diesel engine. Four steady-state operation points of the engine map were chosen: 25% load and 950 r/min, 50% load and 1500 r/min, 75% load and 2000 r/min and 100% load and 2200 r/min, where in each of these operation points, the variations of the injection parameters in the study on the combustion process and its consequent impact on the particle size distribution, including an analysis of the geometric mean diameter values, were evaluated. The results showed that the different injection strategies adopted, despite not significantly affecting the engine efficiency, did cause a significant impact on particle number emissions. At the low load operation, the size distribution showed a bimodal structure, and as the main injection timing was delayed and the injection pressure was decreased, the nucleation-mode particle concentration decreased, while the accumulation-mode particle concentration increased. In addition, at medium load, the nucleation-mode particle emission decreased considerably while the accumulation-mode particle emission increased, and this increase was much greater with the main injection timing delay and the injection pressure reduction. Similar behavior was observed at high load, but with a much more prominent pattern.

A numerical study of the effect of nozzle diameter on diesel combustion ignition and flame stabilization

The role of nozzle diameter on diesel combustion is studied by performing computational fluid dynamics calculations of Spray A and Spray D from the Engine Combustion Network. These are well-characterized single-hole sprays in a quiescent environment chamber with thermodynamic conditions representative of modern diesel engines. First, the inert spray evolution is described with the inclusion of the concept of mixing trajectories and local residence time into the analysis. Such concepts enable the quantification of the mixing rate, showing that it decreases with the increase in nozzle diameter. In a second step, the reacting spray evolution is studied focusing on the local heat release rate distribution during the auto-ignition sequence and the quasi-steady state. The capability of a well-mixed-based and a flamelet-based combustion model to predict diesel combustion is also assessed. On one hand, results show that turbulence–chemistry interaction has a profound effect on the description of the reacting spray evolution. On the other hand, the mixing rate, characterized in terms of the local residence time, drives the main changes introduced by the increase of the nozzle diameter when comparing Spray A and Spray D.

Effects of injection pressure and impingement distance on flat-wall impinging spray flame and its heat flux under diesel engine-like condition

Heat loss is one of the main causes of energy losses in modern direct injection diesel engines. This heat loss of the engine occurs during combustion, mainly due to the heat transfer between the impinging spray flame and the piston cavity wall. It is of more critical in small size engines. In order to decrease heat transfer, we need to examine the phenomenon of heat transfer through the combustion chamber walls more fully. To achieve this, we investigated the effects of flame impingement on transient heat flux to the wall. By using a constant volume vessel with a fixed impingement wall, the surface heat flux of the wall at the locations of spray flame impingement was measured with three thin film thermocouple heat flux sensors. The combined effect of impingement distance and injection pressure on the heat transfer was investigated parametrically. The results showed that an increase of injection pressure with longer impinging distance led to an increase in the heat transfer coefficient, which had a dominant effect on local heat flux compared with local temperature distribution. Moreover, we confirmed that the relation between Nusselt number and Reynolds number is a useful measure for describing the heat transfer phenomena in diesel combustion.

Study on Diesel Engine Characteristics under Large Transient EGR

Modern diesel engines tend to employ up to 50-70% exhaust gas recirculation (EGR) together with high intake pressure and injection strategies to enable low temperature combustion (LTC) cycles for reducing NOx and soot emissions simultaneously. Obviously, the combustion conditions and exhaust emissions are sensitive at such high EGR rate. And any slight fluctuation in the EGR quantity will bring unintended deviations from the desired engine performance, thus LTC mode is only limited at partial engine operation points. So the engine has to switch combustion mode frequently between compression ignition (CI) and LTC region within a few engine cycles in real application, which may result in combustion cyclic variations and even misfire, especially during transient operation. In order to investigate effect of heavy EGR transient process on engine combustion cycles, the experimental work was carried out on a four-cylinder VM common-rail turbocharged diesel engine. The results show that the oxygen concentration in the intake charge almost maintains at steady level at EGR steady conditions, while the exhaust oxygen concentration is affected by exhaust values opening/exhaust values closing (EVO/EVC), and result in intra-cycle fluctuation, which will approximately bring 2% calculation error bandwidth for EGR ratio. From 37% to 55% EGR ratio, the EGR gas is mainly driven by the pressure ratio of intake and exhaust duct, and it will experience a long accumulating process to reach a new equilibrium. And the inordinate delayed injection timing will promote in-cylinder cycle-to-cycle variation and even misfire, especially during transition from CI to LTC region.

Fuel Analysis HSD Diesel and Bio Diesel Related Engine Performance Reach Staker Kalmar in PT. Meratusline

Modern diesel engines require low sulfur fuel. So we held some external lab test of solar sampling at some diesel vendor to know its sulfur content. so that obtained by diesel vendor approaching standart. The sulfur content of DirjenMigas (0.25% w / w) is HSD of AKR of 0.153% w / w and Biosolar from ENEOS is 0.0343% w / w. The selection of two types of fuel is based on the needs of fuel by engine manufacturers (OEM) and the most efficient sulfur content. Side effects of excess sulfur content have resulted in the clogging of its fuel pump injection. So that the fuel supply to the combustion chamber is disrupted Too high sulfur levels also cause dangerous emissions and decreases its performance engine. To know the performance of the machine by Dyno / Dinamometer test machine performance, this is as a comparison material where the most efficient fuel that must be selected, to get the best engine performance, by three criteria taken such as Torque, Power engine, and Fuel Consumtion. So obtained Torque Output generated by HSD with Torque Reading result 810 lb.ft@1990 Rpm, Power result 302 HP, and specific fuel consumption 0.02 (kg / PS.jam) if compared with Bio diesel Torque output of 750 lb.ft @ 1960 rpm, Power of 283 HP and Specific fuel consumtion 0.01 (kg / PS.jam). of the data can be taken diesel decision that must be taken according to the level of fuel efficiency and engine performance is HSD solar AKR vendors with the level of efficiency of power output 6.29%, torque 7.40% and specific fuel consumption 50%.

Experimental assessment of diesel engine cylinder deactivation performance during low-load transient operations

Fuel-efficient aftertreatment thermal management in modern diesel engines is a difficult challenge, especially during low-load operation. This study explores the performance of cylinder deactivation in a diesel engine during low-load operation following highway cruise through experimental evaluation of two drive cycles, specifically extended idle and repeated heavy heavy-duty diesel truck creep cycles. Cylinder deactivation operations are shown to maintain comparable aftertreatment thermal management performance to conventional thermal management operation while reducing fuel up to 40% during extended idle operation. This fuel efficiency improvement coincides with engine-out emission reductions of 72% for soot and 52% for NOx. Cylinder deactivation also shows improved thermal management compared to a more fuel-efficient conventional operation.

Investigation of inversed-delta injection rate shaping diesel spray flame structure and combustion characteristics towards thermal efficiency improvement

Reduction of the late combustion is of interest for further diesel engine thermal efficiency improvement. In this work, “inversed-delta” (i.e., progressive reduction of injection rate during injection period) and conventional “rectangle”-injected diesel spray flames are investigated from simultaneous high-speed imaging and in-cylinder pressure trace in a constant volume combustion chamber CVCC at modern diesel engine conditions utilizing a novel injection rate shaping TAIZAC – TAndem Injectors Zapping ACtivation injector. Optically thinner spray tip rich mixture, shorter spray tip penetration and more relatively even UV emissions distributions are noticed in 175 MPa inversed-delta injections compared to than that of 175 MPa rectangle injection profiles, probably due to much even fuel-gas mixture distribution owing to following spray velocity reduction. However, in near-zero end-of-injection EOI pressure reduction condition as in 135 MPa inversed-delta injection profile, optically thicker and broader spray mixture accompanied with intense UV emissions and long soot residence are observed, suggesting poor atomization, mixing and soot oxidation processes. Based on pressure derived apparent heat release rate AHRR, inversed-delta injection exhibits slightly faster combustion than that of rectangle injection in fixed injection duration cases. However, for constant initial injection pressure comparison cases, combustion duration is faster in rectangle injection profiles. In similar initial injection pressure cases, inversed-delta injection combustion exhibits a distinct “shoulder”-like shape, where its AHRR departs from that of rectangle injection, results in lower peak pressure but longer combustion duration. Initial similarity and departing timing of AHRR shoulder are highly identical to that of the spray tip penetration, suggesting that the inversed-delta AHRR progress is restrained from the shoulder formation timing, possibly due to smaller volumetric reactive zone at the spray periphery.

Similarity of split-injected fuel sprays for different size diesel engines

Establishment of a scaling relationship between small and large bore diesel engines is useful for saving energy, cost and time in a new engine development. Split-injection strategies, which are deemed effective to reduce simultaneously the engine noise and fuel consumption as well as soot and NOx emissions, have been commonly used in modern diesel engines. Thus, far knowledge about scaling the split-injected sprays is however still absent. In this article, the similarity of spray characteristics including the spray tip and tail penetrations as well as the averaged equivalence ratio is theoretically analyzed. With two nozzles of 0.11 and 0.14 mm hole diameters, the similarity of fuel injection rate and non-evaporating spray mixture formation processes with the main-post and pilot-main injection strategies is studied for the three scaling rules, via the Bosch long tube method and high-speed shadowgraphy, respectively. The experimental results agree well with the theoretical analyses. All the three scaling rules can scale the injection rate and injection mass very well with the split-injection strategies under the varied injection pressures. The pressure rule is better to scale the spray tip and tail penetrations, while the lift-off rule and speed rule lead to relatively longer spray tip and tail penetration lengths. The spray lengths of the small-type nozzles with the lift-off rule and speed rule are longer than those of the small-type nozzle with the pressure rule and the large-type nozzle, resulting in a decreased averaged equivalence ratio for the former cases. These results are valuable for evaluating the scaling rules for different size diesel engines with a wide range of operation conditions and guiding new diesel engine development.

ПІДВИЩЕННЯ ЦЕТАНОВОГО ЧИСЛА ДИЗЕЛЬНОГО ПАЛИВА ПРИ ДОМІШКАХ НАНОПОРОШКА ОКСИДА АЛЮМІНІЯ (AL2O3)

The main trends in modern diesel engines are the increase in fuel efficiency and operational reliability of engines, as well as their environmental safety, mainly related to stringent emission requirements for exhaust gases. The necessity of the world navy fleet in the non-existent amount of fuel is clarified, the forecast is made, which implies further increase of its consumption. The total capacity of marine engines in the world, and in the longterm perspective, until 2050, is determined. The number of emissions of harmful substances into the atmosphere by the ships of the world fleet is shown, international norms are regulated, which strictly regulate the number of these emissions, as well as the dynamics of the strengthening of norms for the present and for the future. Certain types of technological emissions and the composition of harmful substances in the exhaust gases of marine engines have been identified. They make up 0.1 - 1.0% of total emissions, are in gaseous state and include carbon monoxide oxides, NOx nitrogen, SOx sulfur, and hydrocarbon CrNy. Emissions of nitrogen oxides (NOx) with off-gas from marine diesel engines account for about 14% of global NOx emissions from the combustion of all types of fossil hydrocarbon fuels The analysis of methods of their purification is carried out. An analysis of recent publications has been carried out It is known that the quality of diesel fuel, its physical and chemical properties, affect the fuel economy and the content of harmful substances in the exhaust gases of the engine. The most common way to ensure the required properties of diesel fuel is the introduction of multifunctional impurities. The groups of impurities to diesel fuel are given. The influence of nano-metal impurity on Al2O3 fuel is analyzed. The analysis of diesel fuel with an admixture of aluminum oxide nanopowders (Al2O3) gamma-modification. It has been established that the additive to diesel fuel based on AL2O3 nanopowders is promising. It is expedient to carry out a complex of motor tests for introduction of an additive on the sea and river fleet

Investigations of the Friction Losses of Different Engine Concepts. Part 1: A Combined Approach for Applying Subassembly-Resolved Friction Loss Analysis on a Modern Passenger-Car Diesel Engine

This work presents the application of a combined approach to investigate the friction losses in a modern four-cylinder passenger-car diesel engine. The approach connects the results from engine friction measurements using the indication method and the results from journal-bearing simulations. The utilization of the method enables a subassembly-resolved friction loss analysis that yields the losses of the piston group, crankshaft journal bearings, and valve train (including the timing drive and crankshaft seals). The engine and engine subassembly friction losses are investigated over the full speed and load range, covering more than 120 engine operation points at different engine media supply temperatures ranging from 70 to 110 ∘ C. The subsequently decreasing lubricant viscosity due to higher engine media supply temperatures allow for the identification of friction reduction potentials as well as possible risks due to an onset of mixed lubrication. Furthermore, additional strip-tests have been conducted to determine the friction losses of the crankshaft radial lip seals, the timing drive, and the crankshaft journal bearings, thus enabling a verification of the calculated journal-bearing friction losses with measurement results. For the investigated diesel engine, a friction reduction potential of up to 21% could be determined when increasing the engine media supply temperature from 70 to 110 ∘ C, at engine speeds higher than n = 1500 rpm and part load operating conditions. At low engine speeds and high load operations, the friction loss reduction potential is considerably decreased and below 8%, indicating mixed lubrication regimes at the piston group and valve train.

Development of Fuel/Engine Systems—The Way Forward to Sustainable Transport

Abstract The global demand for transport energy is large, growing, and primarily met by petroleum-derived liquid fuels powering internal combustion engines (ICEs). Moreover, the demand for jet fuel and diesel is projected to grow faster than the demand for gasoline in the future, and is likely to result in low-octane gasoline components becoming more readily available. Significant initiatives with varying motivations are taking place to develop the battery electric vehicle (BEV) and the fuel cell as alternatives to ICE vehicles, and to establish fuels such as biofuels and natural gas as alternatives to conventional liquid fuels. However, each of these alternatives starts from a very low base and faces significant barriers to fast and unrestrained growth; thus, transport—and particularly commercial transport—will continue to be largely powered by ICEs running on petroleum-based liquid fuels for decades to come. Hence, the sustainability of transport in terms of affordability, energy security, and impact on greenhouse gas (GHG) emissions and air quality can only be ensured by improving ICEs. Indeed, ICEs will continue to improve while using current market fuels, through improvements in combustion, control, and after-treatment systems, assisted by partial electrification in the form of hybridization. However, there is even more scope for improvement through the development of fuel/engine systems that can additionally leverage benefits in fuels manufacture and use components that may be readily available. Gasoline compression ignition (GCI), which uses low-octane gasoline in a compression ignition engine, is one such example. GCI would enable diesel-like efficiencies while making it easier to control nitrogen oxides (NOx) and particulates at a lower cost compared with modern diesel engines. Octane on demand (OOD) also helps to ensure optimum use of available fuel anti-knock quality, and thus improves the overall efficiency of the system.

Combustion and emissions characteristics of date pit methyl ester in a single cylinder direct injection diesel engine

Current biofuels for diesel engines are largely derived from food crops and there is significant concern, recognised by legislation, that such fuels do not result in net reductions of greenhouse gas emissions when considering the entirety of the production to usage lifecycle. A potential alternative approach is to utilise the lipid content of organic waste streams arising from food crop cultivation for the manufacture of sustainable diesel fuels. This paper therefore presents experimental studies carried out on a modern direct injection diesel engine supplied with a biodiesel (fatty acid methyl esters) produced from waste date pits to determine the combustion and emissions characteristics of an alternative fuel produced from a food residue. Date pit methyl esters were tested relative to both rapeseed and soybean methyl esters, unblended and as blends with a reference fossil diesel, alongside reference fossil diesel and a commercially available fossil diesel from Oman, at constant injection timing and constant ignition timing at a constant engine speed of 1200 rpm. Gas chromatograph analysis of the methyl esters fatty acid composition found a significantly shorter mean alkyl moiety chain length and lower number of double bonds in the case of the date pit esters than either the rapeseed or soybean biodiesel. All of the methyl esters exhibited a similar duration of ignition delay less than that displayed by a reference fossil diesel, but with a higher premixed burn fraction and peak heat release rate in the case of date pit methyl esters relative to those of rapeseed and soybean. Exhaust emissions of NOx were found to be lowest for the unblended date pit methyl esters, suggesting a greater influence of adiabatic flame temperature on rates of thermal NOx production than global in-cylinder temperatures in the case of the unblended methyl esters. Relative to the reference fossil diesel and Oman diesel, all of the methyl esters tested resulted in low particulate matter emissions.

Experimental research on the effect of reflected shock waves on the evolution of a high-pressure diesel spray

The shock wave has become a common phenomenon in modern diesel engines with the continuous increase in the fuel injection pressure. The shock wave reflects in the cylinder and affects the macroscopic structure of the spray and the mixing effect between the spray and surrounding air. In this study, the effects of the reflected shock wave on the evolution characteristics and the mixing characteristics of a high-pressure diesel spray were investigated using the Schlieren imaging method. The results show that the reflected shock wave significantly suppresses the development of the spray in the radial direction. However, the reflected shock wave has little effect on the development of the spray tip penetration. The volume and the average equivalence ratio of the spray under the reflected shock wave are also lower than those without the reflected shock wave. In addition, the evolution of the spray under different fuel injection angles was also analyzed. The results show that the different fuel injection angle affects the development of the spray width in the radial direction, which in turn has a significant influence on the spray cone angle.

A BRIEF REVIEW OF TECHNOLOGY SOLUTIONS ON FUEL INJECTION SYSTEM OF DIESEL ENGINE TO INCREASE THE POWER AND REDUCE ENVIRONMENTAL POLLUTION

The regulations on emissions of internal combustion engines are becoming more stringent, while fossil fuel sources are at risk of depleting after 100 years. That motivates researchers and engine manufacturers to constantly improve new technologies on the engine to reduce emissions that pollute the environment and increase the number of engines using fuel. Replace from environmentally friendly sources. Improvements and application of modern technologies have a profound impact on engines, increasing capacity, efficiency and environmental friendliness but also making it more complex and difficult to access. The fact shows that the fuel system has a direct impact on the engine's working processes, determining the engine's output power and exhaust gas quality. Therefore, the application of new technology solutions on fuel supply system for diesel engines will create breakthroughs to affirm the great role and competitiveness of modern diesel engines. This paper evaluates structural improvements in the fuel system to increase engine capacity and reduce environmental pollution.

Vapor–Liquid Equilibrium Simulations of Hydrocarbons Using Molecular Dynamics with Long-Range Lennard-Jones Interactions

Because of exposure of injected fuel to extreme temperatures and pressures in modern diesel and jet engines, there is much interest in understanding vapor–liquid equilibrium (VLE), interfacial beha...

EC/OC and PAHs Emissions from a Modern Diesel Engine with DPF Regeneration Fueled by 10% RME Biodiesel

In this study, the effect of using a blended biodiesel fuel containing 10% rapeseed methyl ester (RME) on the composition and quantity of the chemicals emitted by a modern diesel engine was investigated. The diesel engine that was utilized fulfilled Japan’s Post New Long Term emission standards and was equipped with an after-treatment system comprising a diesel oxidation catalyst and a catalyzed diesel particulate filter (c-DPF). Using the Japanese JE05 transient cycle as the testing cycle, the exhaust gas was sampled for three different states: when the after-treatment system was not deployed, termed “engine-out” (due to the sampling location); when the after-treatment system was deployed, termed “tailpipe-out” (likewise due the sampling location); and when the after-treatment system was deployed and the c-DPF was regenerating, termed “regen”. Evidence from this study indicated that the use of 10% RME biodiesel had no significant impact on the emissions of CO, CO2, the total hydrocarbons, and NOx, which are regulated, regardless of the sampling state. However, the emissions of elemental carbon, organic carbon, and polycyclic aromatic hydrocarbons (PAHs), which are unregulated, showed some effects. During engine-out and tailpipe-out, emissions of the elemental carbon species EC2 were slightly lower when using the biodiesel blend than the petroleum diesel (D) fuel; however, an increase in the organic carbon species OC1 and OC2 and in some PAHs was observed during regen because of the sizable consumption of the biodiesel blend compared to D fuel. These results confirm that 10% RME biodiesel is a promising alternative to fossil fuels for diesel engines, but it is important to grasp the behavior of individual components and carefully investigate the effects of increased mixing ratios.