Characterization of structure of single particles from various automobile engines under steady-state conditions

The effective density ρ_eff of particles emitted from various types of automobile engines was measured using a differential mobility analyzer (DMA)–aerosol particle mass analyzer method, and their morphology was investigated via transmission electron microscopy analysis. The measured exhaust particles were particles emitted from diesel engines (DEs), gasoline direct injection spark ignition (DISI) engines, gasoline port fuel injection (PFI) engines, and liquefied petroleum gas (LPG) engines. ρ_eff and the morphology of the particles were measured after classification with the DMA, and six electrical mobility diameters D_m ranging from 30 to 300 nm were selected. ρ_eff was found to decrease as D_m increased for all particles. A morphological study showed that DE and DISI particles were mainly agglomerates and PFI and LPG particles were mainly nonagglomerates. Numbers and diameters of the primary particles in the agglomerates showed no systematic differences between DE and DISI particles at a given D_m. Rather, the primary particle diameter d_p increased with increasing D_m of the agglomerates; the empirical relationship between the two diameters was found to be d_p = 8.498ln(D_m) – 12.781 for DE and DISI particles. The core (elemental carbon) diameters in the primary particles of the DE particles increased as D_m increased and were estimated to range from 8.5 nm for D_m = 70 nm to 22.1 nm for D_m = 300 nm. Although the primary particle diameter and core diameter depend on D_m, the organic coating (shell) thickness, which ranged from 5.1 to 7.4 nm, was found to be independent of D_m.

Copyright © 2016 American Association for Aerosol Research     

Development and evaluation of a catalytic stripper for the measurement of solid ultrafine particle emissions from internal combustion engines

Abstract

Solid particle number vehicle exhaust measurements necessitate an aerosol conditioning system that removes efficiently volatile particles, does not create artifacts, and minimizes solid nucleation particle losses. Here, we present the development and evaluation of a catalytic stripper (CS) based on a unique dual-function monolithic reactor that oxidizes hydrocarbons and stores sulfur material. The CS was tested for its tetracontane particle removal efficiency, sulfur adsorption capacity with sulfur dioxide, and particle penetration with solid CAST-generated particles. The optimal operation conditions were examined including different aerosol flows and configurations, i.e., as a stand-alone device and as part of a volatile removal system with a hot and a cold dilution stage upstream and downstream of the CS, respectively. The CS managed to comply with current legislation requirements for solid particle number measurements down to 23?nm as a stand-alone device and showed great potential as part of a volatile particle removal (VPR) system for measurements at least down to 10?nm. Finally, we compared the performance of two VPR systems that use the developed CS (VPR-CS) and an evaporation tube (VPR-ET), respectively. Our results suggest that the VPR-CS exhibits higher volatile removal efficiency without creating artifacts while the particle losses are lower with the VPR-ET. Nevertheless, when measuring solid nucleation particles generated by a diesel engine with the VPR-CS, the measurement uncertainty was very low due to its high particle penetration fractions.     

Raman spectroscopy and TEM characterization of solid particulate matter emitted from soot generators and aircraft turbine engines

To obtain reliable mass concentrations of solid particulate matter (PM) in the exhaust emissions from engines using optical instruments, it is essential that the solid PM used for instrument calibration has similar optical properties to the solid PM emitted from the engines being tested. The solid PM emitted from combustion engines is predominantly soot. The optical properties of soot are dictated by its chemical structure, size, and morphology. In this work, the chemical bond structure, primary-particle diameters, aggregate sizes, and morphological parameters of the soot emitted from two laboratory soot generators, widely used for calibrating instruments, are compared to those of soot emitted from three aircraft turbine engines using Raman spectroscopy and transmission electron microscopy. The Raman spectral properties, size, and morphology of soot emitted from aircraft engines are distinctly different from the properties of soot emitted from the soot generators operating under globally near-stoichiometric and fuel-rich conditions. These differences can be attributed to the variations in the size and orientation of the graphitic crystallites, amorphous-carbon content, amount of polyacetylene compounds, deposition of organic material, and extent of oxidation. Conversely, general agreement is observed between the chemical structure, size, and morphology of soot emitted from aircraft engines and the soot emitted from the soot generators operating at globally fuel-lean conditions. The findings of this investigation can be useful for identifying suitable soot particles for the calibration of instruments to measure the mass concentration of solid PM emissions from engines, and for other types of soot.

Copyright © 2017 Crown Copyright     

Effect of selective catalytic reduction on exhaust nonvolatile particle emissions of Euro VI heavy-duty compression ignition vehicles

The nonvolatile particle number (PN) emissions of late technology diesel heavy-duty vehicles (HDV) are very low due to the introduction of Diesel Particulate Filters (DPF). Nevertheless, a large fraction (50%) of particles below the current lower regulated size (23?nm) was recently reported. Moreover, large differences between laboratory and PN Portable Emission Measurement Systems (PN-PEMS) have been observed. In order to better understand such differences, the physical properties of the exhaust aerosol from two Euro VI technology diesel heavy-duty engines were studied. It was found that urea injection leads to formation of nonvolatile particles. The produced particles covered a wide size range spanning from below 10?nm to above 100?nm. As such, they contribute to the regulated PN emissions, with measured concentrations corresponding to as high as 2?×?10¹¹ #/kWh over a World Harmonized Transient Cycle (WHTC). However, a large fraction of them was undetected owing to their small particle size. Low-cutoff size (10?nm) Condensation Particle Counters (CPCs) (which are under discussion to be included in the regulations) measured up to twice as high concentrations. Considering the large particle losses in the sampling systems at this size range, the true concentrations can be two times higher from what the low-cutoff CPCs reported. When the temperature of the SCR system exceeded a threshold of 300?°C, the produced particles were found to be positively charged, increasing the average exhaust aerosol charge up to +3 elementary charges per particle. Scanning Mobility Particle Sizer (SMPS) measurements of non-neutralized samples revealed that even the smallest of them can carry more than one positive charge. The findings of this study can explain the differences reported between PEMS and laboratory systems and especially those based on diffusion charging. They also provide insight for a refinement of technical requirements prescribed in the European PEMS regulation to more accurately quantify the PN emissions from such technologies.     

Distinguishing fuel and lubricating oil combustion products in diesel engine exhaust particles

The main sources of particulate emissions from engines are fuel and lubricating oil. In this study, particles emitted by a medium speed diesel engine for locomotive use were characterized chemically by using a soot particle aerosol mass spectrometer (SP-AMS). Additionally, positive matrix factorization (PMF) was applied to the SP-AMS data for the separation of fuel from lubricating oil and/or oil additives in diesel engine emissions. The mass spectra of refractory species, i.e., metals and rBC, were included in the PMF input matrix in addition to organics in order to utilize the benefit of the SP-AMS to measure non-refractory and refractory species. In general, particulate matter emitted by the diesel engine was dominated by organics (51%) followed by refractory black carbon (rBC; 48%), trace metals and inorganic species (1%). Regarding the sources of particles, PMF indicated four factors for particle mass of which two were related to lubricating oil-like aerosol (LOA1, 29% and LOA2, 24%) and two others to diesel-like fuel aerosol (DFA1, 35% and DFA2, 12%). The main difference between LOA1 and LOA2 was the presence of soot in LOA1 and metals in LOA2 factors. DFA factors represented burned (DFA1) and unburned fuel (DFA2). The results from the PMF analysis were completed with particle size distributions, volatility measurements and particle morphology analyses.

Copyright © 2019 American Association for Aerosol Research     

Effect of potassium on a model soot combustion: Raman and HRTEM evidences

The effect of potassium on the oxidation of a model carbonaceous material (Printex U, namely, soot for brevity) has been investigated under isothermal conditions. For this purpose, Raman spectroscopy, Transmission Electron Microscopy (TEM), and Brunaure, Emmet, Teller surface area characterization have been applied to investigate structural changes occurring during soot oxidation both in the presence and in the absence of potassium. The Raman spectra of the model soot during combustion showed that oxidation preferentially involves the amorphous carbon fraction of the soot and only subsequently it affects the more ordered sp² domains. However, in the K-doped Printex U the oxidation of both the amorphous and more ordered sp² structures occurs concurrently. These findings have been confirmed by TEM analysis and explain the observed higher combustion activity of K-containing sample.

Copyright © 2016 American Association for Aerosol Research     

Hydroxyl radical formation and soluble trace metal content in particulate matter from renewable diesel and ultra low sulfur diesel in at-sea operations of a research vessel

Reactive oxygen species, including hydroxyl radicals generated by particles, play a role in both aerosol aging and PM2.5 mediated health effects. We assess the impacts of switching marine vessels from conventional diesel to renewable fuel on the ability of particles to generate hydroxyl radical when extracted in a simulated lung lining fluid or in water at pH 3.5, for samples of engine emissions from a research vessel when operating on ultra-low sulfur diesel (ULSD) and hydrogenation-derived renewable diesel (HDRD). Samples were collected during dedicated cruises in 2014 and 2015, including aged samples collected by re-intercepting the ship plume. After normalizing to particle mass, particles generated from HDRD combustion had slightly to significantly (5–50%) higher OH generation activity than those from ULSD, a difference that was statistically significant for some permutations of year/fuel/engine speed. Water soluble trace metal concentrations and fuel metal concentrations were similar, and compared to urban Los Angeles samples lower in soluble iron and manganese, but similar for most other trace metals. Because PM mass emissions were higher for HDRD, normalizing to fuel increased this difference. Freshly emitted PM had lower activity than the “plume chase” samples, and samples collected on the ship had lower activity than the urban reference. The differences in OH production correlated reasonably well with redox-active transition metals, most strongly with soluble manganese, with roles for vanadium and likely copper and iron. The results also suggest that atmospheric processing of fresh combustion particles rapidly increases metal solubility, which in turn increases OH production.

Copyright © 2017 American Association for Aerosol Research     

Application of a FIGAERO ToF CIMS for on-line characterization of real-world fresh and aged particle emissions from buses

On-line chemical characterization of real-world particle emissions from 13 transit buses was performed using a chemical ionization mass spectrometer (CIMS) equipped with a filter inlet for gases and aerosols (FIGAERO). In addition to the fresh emissions the emissions were artificially aged using a potential aerosol mass reactor (Go:PAM). The buses studied were running on different fuel types (diesel, compressed natural gas, and rapeseed methyl ester) and exhaust after-treatment systems (selective catalytic reduction (SCR), exhaust gas recirculation (EGR), and a three-way catalyst). When evaluating emissions from passing exhaust plumes using the FIGAERO ToF-CIMS, two technical features were highlighted from this work, the use of high mass calibrants and the factor enhancement method to be able to filter important compounds from mass spectra including hundreds of species. Here, acetate was used as the reagent ion to enable detection of highly oxygenated species in the exhaust particle emissions with potential high toxicity and/or secondary organic aerosol formation (SOA) potential. The acetate ionization scheme accounted for 4% to 46% of the total emitted particulate mass through identification of 61 species in the spectra. For aged emission the various fuel types provided overlapping species that could explain up to 19% of the aged emissions. This is hypothesized to come from the oxidation of engine lubrication oil, thus a common source for various fuels which was further supported by laboratory measurements. Specific markers from the SCR technology, such as urea oxidation products and further byproducts from hydrolysis were identified and attributed to reactions of isocyanic acid.

Copyright © 2019 The Author(s). Published with license by Taylor &; Francis Group, LLC     

Effective density and volatility of particles sampled from a helicopter gas turbine engine

The effective density and size-resolved volatility of particles emitted from a Rolls-Royce Gnome helicopter turboshaft engine are measured at two engine speed settings (13,000 and 22,000 RPM). The effective density of denuded and undenuded particles was measured. The denuded effective densities are similar to the effective densities of particles from a gas turbine with a double annular combustor as well as a wide variety of internal combustion engines. The denuded effective density measurements were also used to estimate the size and number of primary particles in the soot aggregates. The primary particle size estimates show that the primary particle size was smaller at lower engine speed (in agreement with transmission electron microscopy analysis). As a demonstration, the size-resolved volatility of particles emitted from the engine is measured with a system consisting of a differential mobility analyzer, centrifugal particle mass analyzer, condensation particle counter, and catalytic stripper. This system determines the number distributions of particles that contain or do not contain non-volatile material, and the mass distributions of non-volatile material, volatile material condensed onto the surface of non-volatile particles, and volatile material forming independent particles (e.g., nucleated volatile material). It was found that the particulate at 13,000 RPM contained a measurable fraction of purely volatile material with diameters below ～25 nm and had a higher mass fraction of volatile material condensed on the surface of the soot (6%–12%) compared to the 22,000 RPM condition (1%–5%). This study demonstrates the potential to quantify the distribution of volatile particulate matter and gives additional information to characterize sampling effects with regulatory measurement procedures.

Copyright © 2017 American Association for Aerosol Research     

Size and volatility of particle emissions from an ethanol-fueled HCCI engine

A scanning mobility particle sizer was used to determine the size, number, and mass concentration of particle emissions from an ethanol-fueled homogeneous charge compression ignition (HCCI) engine. Semi-volatile particle composition was characterized using tandem differential mobility analysis (TDMA). Variable temperature thermal conditioning was used to gain insight into particle volatility and a catalytic stripper was used to determine the solid particle distribution. Four engine conditions were evaluated, including low to moderate range loads and motoring (deceleration, coasting). Results indicated that aerosol from a fully premixed HCCI engine under firing conditions is formed almost entirely via nucleation of semi-volatile material originating from the lubricating oil. TDMA analysis indicated 98% of total particle volume evaporated below 100°C. Results pointed towards homogeneous nucleation of precursors derived from the organic species in the lubricating oil, possibly in combination with a sulfur species. The motoring condition, with no fuel injected, exhibited the highest number and mass concentrations. During motoring, there was poor sealing leading to increased atomization of oil and associated ash emissions. Emissions were lower during firing with better sealing and much less atomization, but evaporation of the most volatile fractions of the lubricating oil still led to significant PM emissions consisting of nearly entirely semi-volatile particles containing very little ash.

© 2017 American Association for Aerosol Research     

Comparative performance of a thermal denuder and a catalytic stripper in sampling laboratory and marine exhaust aerosols

The performance of a thermal denuder (thermodenuder—TD) and a fresh catalytic stripper (CS) was assessed by sampling laboratory aerosol, produced by different combinations of sulfuric acid, octacosane, and soot particles, and marine exhaust aerosol produced by a medium-speed marine engine using high sulfur fuels. The intention was to study the efficiency in separating non-volatile particles. No particles could be detected downstream of either device when challenged with neat octacosane particles at high concentration. Both laboratory and marine exhaust aerosol measurements showed that sub-23 nm semi-volatile particles are formed downstream of the thermodenuder when upstream sulfuric acid approached 100 ppbv. Charge measurements revealed that these are formed by re-nucleation rather than incomplete evaporation of upstream aerosol. Sufficient dilution to control upstream sulfates concentration and moderate TD operation temperature (250°C) are both required to eliminate their formation. Use of the CS following an evaporation tube seemed to eliminate the risk for particle re-nucleation, even at a ten-fold higher concentration of semi-volatiles than in case of the TD. Particles detected downstream of the CS due to incomplete evaporation of sulfuric acid and octacosane aerosol, did not exceed 0.01% of upstream concentration. Despite the superior performance of CS in separating non-volatile particles, the TD may still be useful in cases where increased sensitivity over the traditional evaporation tube method is needed and where high sulfur exhaust concentration may fast deplete the catalytic stripper adsorption capacity.

Copyright © 2018 American Association for Aerosol Research     

Tailpipe emission characteristics of PM2.5 from selected on-road China III and China IV diesel vehicles

Eighteen China III and IV diesel vehicles, including light-duty diesel trucks (LDDTs), medium-duty diesel trucks (MDDTs), heavy-duty diesel trucks (HDDTs) and buses, were tested with real-world measurements using a portable emission measurement system (PEMS). The emission factors (EFs), chemical components and surface morphology of emitted particles from these vehicles were characterized. Measured features included organic carbon (OC), elemental carbon (EC), water soluble ions (WSIs) and trace elements of PM_2.5. The modelling system MOtor Vehicle Emission Simulator (MOVES) was also employed to estimate the PM_2.5 EFs from these vehicles. Carbonaceous content made up 35.8–110.8% of PM_2.5, the largest contribution of all the determined chemical components; WSIs and elements accounted for less than 10%. The average PM_2.5 EFs of MDDTs and HDDTs were 0.389 g·km^?1 and 0.115 g·km^?1, respectively, approximately one order of magnitude higher than that of LDDTs. The PM_2.5 EFs of China III buses were much lower than those of China III MDDTs and HDDTs, indicating that the inspection maintenance program (I/M) system was carried out effectively on public diesel vehicles. Moreover, the chemical composition of 9.2–56.2% of the PM_2.5 mass emitted from China IV diesel trucks could not be identified in the present study. It was possible this unidentified mass was particle bound water, but this hypothesis should be confirmed with further measurements. The SEM images of PM_2.5 samples presented a loose floc structure. In addition, the trends of variation of estimated PM_2.5 EFs derived from the MOVES simulation were essentially consistent with those of tested values.

Copyright © 2018 American Association for Aerosol Research     

Characterization of a new miniCAST with diffusion flame and premixed flame options: Generation of particles with high EC content in the size range 30 nm to 200 nm

Flame-generated soot from miniCAST burners is increasingly being used in academia and industry as engine exhaust soot surrogate for atmospheric studies and instrument calibration. Previous studies have found that elemental carbon (EC) content of miniCAST soot is proportional to the mean particle size. Here, the characterization of a prototype miniCAST generator (5201 Type BC), which was designed to decouple the soot composition from the particle size and produce soot particles with high EC and BC content in a large size range, is reported. This prototype may operate either in a diffusion-flame or a partially premixed-flame mode, an option that was not available in former models. It was confirmed that soot properties, such as EC content and Ångström absorption exponent (AAE), were linked to the overall flame composition. In particular, combustion under fuel-rich conditions provided particles with size coupled to the EC fraction and AAE, i.e. smaller particles exhibited a lower EC fraction and higher AAE. In contrast, with fuel-lean diffusion flames and especially with premixed flames under near overall stoichiometric conditions small particles (down to 30?nm) with high EC/TC ratios (>60%) and low AAE (≈1.4) could be generated even without any thermal after-treatment. This new source might thus serve in the future as a useful surrogate for engine exhaust emissions and help to improve calibration procedures of common aerosol instruments.

Copyright © 2018 The Author(s). Published with license by Taylor & Francis Group, LLC     

Diesel and rapeseed methyl ester (RME) pilot fuels for hydrogen and natural gas dual-fuel combustion in compression-ignition engines

This paper presents experimental results of rapeseed methyl ester (RME) and diesel fuel used separately as pilot fuels for dual-fuel compression-ignition (CI) engine operation with hydrogen gas and natural gas (the two gaseous fuels are tested separately). During hydrogen dual-fuel operation with both pilot fuels, thermal efficiencies are generally maintained. Hydrogen dual-fuel CI engine operation with both pilot fuels increases NO_x emissions, while smoke, unburnt HC and CO levels remain relatively unchanged compared with normal CI engine operation. During hydrogen dual-fuel operation with both pilot fuels, high flame propagation speeds in addition to slightly increased ignition delay result in higher pressure-rise rates, increased emissions of NO_x and peak pressure values compared with normal CI engine operation. During natural gas dual-fuel operation with both pilot fuels, comparatively higher unburnt HC and CO emissions are recorded compared with normal CI engine operation at low and intermediate engine loads which are due to lower combustion efficiencies and correspond to lower thermal efficiencies. This could be due to the pilot fuel failing to ignite the natural gas-air charge on a significant scale. During dual-fuel operation with both gaseous fuels, an increased overall hydrogen-carbon ratio lowers CO₂ emissions compared with normal engine operation. Power output (in terms of brake mean effective pressure, BMEP) as well as maximum engine speed achieved are also limited. This results from a reduced gaseous fuel induction capability in the intake manifold, in addition to engine stability issues (i.e. abnormal combustion). During all engine operating modes, diesel pilot fuel and RME pilot fuel performed closely in terms of exhaust emissions. Overall, CI engines can operate in the dual-fuel mode reasonably successfully with minimal modifications. However, increased NO_x emissions (with hydrogen use) and incomplete combustion at low and intermediate loads (with natural gas use) are concerns; while port gaseous fuel induction limits power output at high speeds.     

Numerical simulation of cavitation in the conical-spray nozzle for diesel premixed charge compression ignition engines

The conical-spray injector is capable of achieving lean mixture with high homogeneity in the cylinder for diesel Premixed charge compression ignition (PCCI) engine with advanced injection timing. To better understand the cavitating flow inside the conical-spray injector, numerical simulations have been conducted by using a mixture multiphase model and a full cavitation model in this study. The results indicate that the cavitation evolution significantly affects the liquid sheet thickness and velocity at nozzle exit, which further change the spray angle and droplet Sauter mean diameter (SMD) dramatically. Based on the cavitation distribution inside the nozzle, the cavitating flow inside the conical-spray nozzle can be classified into four regimes with no cavitation, cavitation inception at inlet, developing cavitation at nozzle exit and super cavitation respectively. The extension of cavitation to nozzle exit in the super cavitation regime significantly improves the fuel atomization by increasing the injection velocity and decreasing the thickness of the liquid sheet. A cavitation map for the conical-spray injector has been developed by sweeping the ambient pressure and injection pressure simultaneously. It is found that the phenomenon of super cavitation only occurs in a narrow region where ambient pressure is very low. Therefore, the start of injection timing should be kept well before top dead center (TDC) to ensure the occurrence of super cavitation inside the nozzle in order to provide more homogeneous fuel/air mixture for diesel PCCI engines.     

Performance, emission and combustion evaluation of soapnut oil-diesel blends in a compression ignition engine

Soapnut (Sapindus mukorossi) oil, a nonedible straight vegetable oil was blended with petroleum diesel in various proportions to evaluate the performance and emission characteristics of a single cylinder direct injection constant speed diesel engine. Diesel and soapnut oil (10%, 20%, 30% and 40%) fuel blends were used to conduct short-term engine performance and emission tests at varying loads in terms of 25% load increments from no load to full loads. Tests were carried out for engine operation and engine performance parameters such as fuel consumption, brake thermal efficiency, and exhaust emissions (smoke, CO, UBHC, NO_x, and O₂) were recorded. Among the blends SNO 10 has shown a better performance with respect to BTE and BSEC. All blends have shown higher HC emissions after about 75% load. SNO 10 and SNO 20 showed lower CO emissions at full load. NO_x emission for all blends was lower and SNO 40 blend achieved a 35% reduction in NO_x emission. SNO 10% has an overall better performance with regards to both engine performance and emission characteristics.     

A computational study of combustion in compression ignition natural gas engine with separated chamber

The combustion process and fluid flow in a compression ignition natural gas engine with separated chamber are studied by coupling Multi-dimensional Computational Fluid Dynamic (CFD) code FIRE with detailed chemical kinetic mechanism. The calculated data are first validated by experimental data. Subsequently, Multidimensional simulations at a baseline condition are carried out to investigate combustion process, fluid flow, mixture formation and NO emission distribution in the chamber. Ultimately, parametric studies are conducted to illustrate the effect of some parameters on engine performance. The results show that calculated data are in good agreement with the experimental data. It is revealed that auto-ignition of natural gas occurs in separated chamber when the local mixture temperature reaches around 1300 K and engine performance has a strong dependency on some parameters, such as injection timing, composition of natural gas and initial temperature.     

Biodiesel engine performance and emissions in low temperature combustion

Engine performance and emission comparisons were made between the use of soy, Canola and yellow grease derived B100 biodiesel fuels and an ultra-low sulphur diesel fuel in the high load engine operating conditions. Compared to the diesel fuel engine-out emissions of nitrogen oxides (NO_x), a high-cetane number (CN) biodiesel fuel produced comparable NO_x while the biodiesel with a CN similar to the diesel fuel produced relatively higher NO_x at a fixed start of injection. The soot, carbon monoxide and un-burnt hydrocarbon emissions were generally lower for the biodiesel-fuelled engine. Exhaust gas recirculation (EGR) was then extensively applied to initiate low temperature combustion (LTC) mode at medium and low load conditions. An intake throttling valve was implemented to increase the differential pressure between the intake and exhaust in order to increase and enhance the EGR. Simultaneous reduction of NO_x and soot was achieved when the ignition delay was prolonged by more than 50% from the case with 0% EGR at low load conditions. Furthermore, a preliminary ignition delay correlation under the influence of EGR at steady-state conditions was developed. The correlation considered the fuel CN and oxygen concentrations in the intake air and fuel. The research intends to achieve simultaneous reductions of NO_x and soot emissions in modern production diesel engines when biodiesel is applied.     

Influence of nozzle geometry on ignition and combustion for high-speed direct injection diesel engines under cold start conditions

Starting at low temperatures (below 0 °C) is an important issue for current and near future diesel engine technology. Low ambient temperature causes long cranking periods or complete misfiring in small diesel engines and, as a consequence, an increased amount of pollutant emissions. This paper is devoted to study the influence of nozzle geometry on ignition and combustion progression under glow-plug aided cold start conditions. This study has been carried out in an optically accessible engine adapted to reproduce in-cylinder conditions corresponding to those of a real engine during start at low ambient temperature. The cold start problem can be divided in two parts in which nozzle geometry has influence: ignition and main combustion progress. Ignition probability decreases if fuel injection velocity is increased or if the amount of injected mass per orifice is reduced, which is induced by nozzles with smaller hole diameter or higher orifice number, respectively. Combustion rates increase when using nozzles which induce a higher momentum, improving mixture conditions. For these reasons, the solution under these conditions necessarily involves a trade-off between ignition and combustion progress.