The effects of the catalytic converter and fuel sulfur level on motor vehicle particulate matter emissions: gasoline vehicles.

PubMed

Maricq, M Matti; Chase, Richard E; Xu, Ning; Podsiadlik, Diane H

2002-01-15

Scanning mobility and electrical low-pressure impactor particle size measurements conducted during chassis dynamometer testing reveal that neither the catalytic converter nor the fuel sulfur content has a significant effect on gasoline vehicle tailpipe particulate matter (PM) emissions. For current technology, port fuel injection, gasoline engines, particle number emissions are < or = 2 times higher from vehicles equipped with blank monoliths as compared to active catalysts, insignificant in contrast to the 90+% removal of hydrocarbons. PM mass emission rates derived from the size distributions are equal within the experimental uncertainty of 50-100%. Gravimetric measurements exhibit a 3-10-fold PM mass increase when the active catalyst is omitted, which is attributed to gaseous hydrocarbons adsorbing onto the filter medium. Both particle number and gravimetric measurements show that gasoline vehicle tailpipe PM emissions are independent (within 2 mg/mi) of fuel sulfur content over the 30-990 ppm concentration range. Nuclei mode sulfate aerosol is not observed in either test cell measurements or during wind tunnel testing. For three-way catalyst equipped vehicles, the principal sulfur emission is SO2; however a sulfur balance is not obtained over the drive cycle. Instead, sulfur is stored on the catalyst during moderate driving and then partially removed during high speed/load operation.

Forklift Truck, 4000-Pound-Capacity, Gasoline-Engine-Driven, Solid-Rubber-Tired, Allis-Chalmers Model ACC 45 NSN 3930-01-075-4937 -- Army User Survey,

DTIC Science & Technology

1982-03-01

to establish more realistic RAM data. 6. Action Taken. a. The undersigned contacted manufacturers regarding problems with the master link on the lift...Carburetor is updraft type and engine is equipped with a mechanical governor LP gas engine also avail able with same specifcations as above TRANSMISSIONS...torque by the converter Two oil-bathed, double-faced direction selec. tor clutches fully-enclosed gear-type pump. heat exchanger in bottom of radiator. 15

Conventional engine technology. Volume 1: Status of OTTO cycle engine technology

NASA Technical Reports Server (NTRS)

Dowdy, M. W.

1981-01-01

Federally-mandated emissions standards have led to major changes in automotive technology during the last decade. Efforts to satisfy the new standards were directed more toward the use of add-on devices, such as catalytic converters, turbochargers, and improved fuel metering, than toward complete engine redesign. The resulting changes are described and the improvement brought about by them in fuel economy and emissions levels are fully documented. Four specific categories of gasoline-powered internal combustion engines are covered, including subsystem and total engine development. Also included are the results of fuel economy and exhaust emissions tests performed on representative vehicles from each category.

The return of "Gasoline station-park" status into green-open space in DKI Jakarta Province

NASA Astrophysics Data System (ADS)

Kautsar, L. H. R.; Waryono, T.; Sobirin

2017-07-01

The development of gasoline stations in 1970 increased drastically due to the Government support through DKT Jaya Official Note (DKT Jakarta), resulting in a great number of the parks (green open space or RTH - Ruang Terbuka Hijau) converted into a gasoline station. Currently, to meet the RTH target (13.94 % RTH based RTRW [(Rencana Tata Ruang Wilayah) DKT Jakarta 2010], the policy was changed by Decree No.728 year 2009 and Governor Tnstruction No.75 year 2009. Land function of 27 gasoline stations unit must be returned. This study is to determine the appropriateness of gasoline Station-Park conversion into RTH based site and situation approach. The scope of this study was limited only to gasoline stations not converted into RTH. The methodology was the combination of AHP (Analytical Hierarchy Process) and ranking method. Site variables were meant for prone to flooding, the width of land for gasoline station, land status. Situation variables were meant for other public space, availability of other gasoline stations, gasoline stations service, road segments, and the proportions of built space. Analysis study used quantitative descriptive analysis. The results were three of the five gasoline stations were congruence to be converted into a green open space (RTH).

The Performance of Chrome-Coated Copper as Metallic Catalytic Converter to Reduce Exhaust Gas Emissions from Spark-Ignition Engine

NASA Astrophysics Data System (ADS)

Warju; Harto, S. P.; Soenarto

2018-01-01

One of the automotive technologies to reduce exhaust gas emissions from the spark-ignition engine (SIE) is by using a catalytic converter. The aims of this research are firstly to conduct a metallic catalytic converter, secondly to find out to what extend chrome-coated copper plate (Cu+Cr) as a catalyst is efficient. To measure the concentration of carbon monoxide (CO) and hydrocarbon (HC) on the frame there are two conditions required. First is when the standard condition, and second is when Cu+Cr metallic catalytic converter is applied using exhaust gas analyzer. Exhaust gas emissions from SIE are measured by using SNI 19-7118.1-2005. The testing of CO and HC emissions were conducted with variable speed to find the trend of exhaust gas emissions from idle speed to high speed. This experiment results in the fact that the use of Cu+Cr metallic catalytic converter can reduce the production of CO and HC of a four-stroke gasoline engine. The reduction of CO and HC emission are 95,35% and 79,28%. Using active metal catalyst in form of metallic catalytic converter, it is gained an optimum effective surface of a catalyst which finally is able to decrease the amount of CO and HC emission significantly in every spinning happened in the engine. Finally, this technology can be applied to the spark ignition engine both car and motorcycle to support blue sky program in Indonesia.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Marker, Terry; Roberts, Michael; Linck, Martin

Cellulosic and woody biomass can be directly converted to hydrocarbon gasoline and diesel blending components through the use of integrated hydropyrolysis plus hydroconversion (IH 2). The IH 2 gasoline and diesel blending components are fully compatible with petroleum based gasoline and diesel, contain less than 1% oxygen and have less than 1 total acid number (TAN). The IH 2 gasoline is high quality and very close to a drop in fuel. The DOE funding enabled rapid development of the IH 2 technology from initial proof-of-principle experiments through continuous testing in a 50 kg/day pilot plant. As part of this project,more » engineering work on IH 2 has also been completed to design a 1 ton/day demonstration unit and a commercial-scale 2000 ton/day IH 2 unit. These studies show when using IH 2 technology, biomass can be converted directly to transportation quality fuel blending components for the same capital cost required for pyrolysis alone, and a fraction of the cost of pyrolysis plus upgrading of pyrolysis oil. Technoeconomic work for IH 2 and lifecycle analysis (LCA) work has also been completed as part of this DOE study and shows IH 2 technology can convert biomass to gasoline and diesel blending components for less than $2.00/gallon with greater than 90% reduction in greenhouse gas emissions. As a result of the work completed in this DOE project, a joint development agreement was reached with CRI Catalyst Company to license the IH 2 technology. Further larger-scale, continuous testing of IH 2 will be required to fully demonstrate the technology, and funding for this is recommended. The IH 2 biomass conversion technology would reduce U.S. dependence on foreign oil, reduce the price of transportation fuels, and significantly lower greenhouse gas (GHG) emissions. It is a breakthrough for the widespread conversion of biomass to transportation fuels.« less

Comparison of immunotoxic effects induced by the extracts from methanol and gasoline engine exhausts in vitro.

PubMed

Che, Wangjun; Liu, Guiming; Qiu, Hong; Zhang, Hao; Ran, Yun; Zeng, Xianggui; Wen, Weihua; Shu, Ya

2010-06-01

Gasoline engine exhaust has been considered as a major source of air pollution in China. Due to lower cyto- and geno-toxicity effects of methanol engine exhaust, methanol is regarded as a potential substitute for gasoline. We have previously compared cyto- and geno-toxicities of gasoline engine exhaust with that of methanol engine exhaust in A549 cells (Zhang et al., 2007).To characterize the immunotoxic effects for gasoline and methanol engine exhausts in immune cell, in this study, we further compared effects of gasoline and methanol engine exhausts on immune function in RAW264.7 cell and rabbit alveolar macrophages. Results showed that both gasoline and methanol engine exhaust could evidently inhibit RAW264.7 cell proliferation, promote RAW264.7 cell apoptosis, decrease E-rosette formation rate and inhibit anti-tumor effects of alveolar macrophages, at the same time, these effects of gasoline engine exhaust were far stronger than those of methanol engine exhaust. In addition, gasoline engine exhaust could significantly inhibit activities of ADCC of alveolar macrophages, but methanol engine exhaust could not. These results suggested that both gasoline and methanol engine exhausts might be immunotoxic atmospheric pollutants, but some effects of gasoline engine exhaust on immunotoxicities may be far stronger than that of methanol engine exhaust. Copyright 2010 Elsevier Ltd. All rights reserved.

Modular and selective biosynthesis of gasoline-range alkanes.

PubMed

Sheppard, Micah J; Kunjapur, Aditya M; Prather, Kristala L J

2016-01-01

Typical renewable liquid fuel alternatives to gasoline are not entirely compatible with current infrastructure. We have engineered Escherichia coli to selectively produce alkanes found in gasoline (propane, butane, pentane, heptane, and nonane) from renewable substrates such as glucose or glycerol. Our modular pathway framework achieves carbon-chain extension by two different mechanisms. A fatty acid synthesis route is used to generate longer chains heptane and nonane, while a more energy efficient alternative, reverse-β-oxidation, is used for synthesis of propane, butane, and pentane. We demonstrate that both upstream (thiolase) and intermediate (thioesterase) reactions can act as control points for chain-length specificity. Specific free fatty acids are subsequently converted to alkanes using a broad-specificity carboxylic acid reductase and a cyanobacterial aldehyde decarbonylase (AD). The selectivity obtained by different module pairings provides a foundation for tuning alkane product distribution for desired fuel properties. Alternate ADs that have greater activity on shorter substrates improve observed alkane titer. However, even in an engineered host strain that significantly reduces endogenous conversion of aldehyde intermediates to alcohol byproducts, AD activity is observed to be limiting for all chain lengths. Given these insights, we discuss guiding principles for pathway selection and potential opportunities for pathway improvement. Copyright © 2015 International Metabolic Engineering Society. Published by Elsevier Inc. All rights reserved.

40 CFR 86.007-17 - On-board Diagnostics for engines used in applications less than or equal to 14,000 pounds GVWR.

Code of Federal Regulations, 2010 CFR

2010-07-01

... catalytic converter. (ii) Diesel. Lack of cylinder combustion must be detected. (3) Exhaust gas sensors—(i... Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied Petroleum Gas-Fueled and Methanol-Fueled...; calculated load; air flow rate from mass air flow sensor (if so equipped); fuel rate; and DPF delta pressure...

40 CFR 86.007-17 - On-board Diagnostics for engines used in applications less than or equal to 14,000 pounds GVWR.

Code of Federal Regulations, 2011 CFR

2011-07-01

... catalytic converter. (ii) Diesel. Lack of cylinder combustion must be detected. (3) Exhaust gas sensors—(i... Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied Petroleum Gas-Fueled and Methanol-Fueled...; calculated load; air flow rate from mass air flow sensor (if so equipped); fuel rate; and DPF delta pressure...

Methane-Powered Vehicles

NASA Technical Reports Server (NTRS)

1982-01-01

Liquid methane is beginning to become an energy alternative to expensive oil as a power source for automotive vehicles. Methane is the principal component of natural gas, costs less than half as much as gasoline, and its emissions are a lot cleaner than from gasoline or diesel engines. Beech Aircraft Corporation's Boulder Division has designed and is producing a system for converting cars and trucks to liquid methane operation. Liquid methane (LM) is a cryogenic fuel which must be stored at a temperature of 260 degrees below zero Fahrenheit. The LM system includes an 18 gallon fuel tank in the trunk and simple "under the hood" carburetor conversion equipment. Optional twin-fuel system allows operator to use either LM or gasoline fuel. Boulder Division has started deliveries for 25 vehicle conversions and is furnishing a liquid methane refueling station. Beech is providing instruction for Northwest Natural Gas, for conversion of methane to liquid state.

Real-time emission factor measurements of isocyanic acid from light duty gasoline vehicles.

PubMed

Brady, James M; Crisp, Timia A; Collier, Sonya; Kuwayama, Toshihiro; Forestieri, Sara D; Perraud, Véronique; Zhang, Qi; Kleeman, Michael J; Cappa, Christopher D; Bertram, Timothy H

2014-10-07

Exposure to gas-phase isocyanic acid (HNCO) has been previously shown to be associated with the development of atherosclerosis, cataracts and rheumatoid arthritis. As such, accurate emission inventories for HNCO are critical for modeling the spatial and temporal distribution of HNCO on a regional and global scale. To date, HNCO emission rates from light duty gasoline vehicles, operated under driving conditions, have not been determined. Here, we present the first measurements of real-time emission factors of isocyanic acid from a fleet of eight light duty gasoline-powered vehicles (LDGVs) tested on a chassis dynamometer using the Unified Driving Cycle (UC) at the California Air Resources Board (CARB) Haagen-Smit test facility, all of which were equipped with three-way catalytic converters. HNCO emissions were observed from all vehicles, in contrast to the idealized laboratory measurements. We report the tested fleet averaged HNCO emission factors, which depend strongly on the phase of the drive cycle; ranging from 0.46 ± 0.13 mg kg fuel(-1) during engine start to 1.70 ± 1.77 mg kg fuel(-1) during hard acceleration after the engine and catalytic converter were warm. The tested eight-car fleet average fuel based HNCO emission factor was 0.91 ± 0.58 mg kg fuel(-1), within the range previously estimated for light duty diesel-powered vehicles (0.21-3.96 mg kg fuel(-1)). Our results suggest that HNCO emissions from LDGVs represent a significant emission source in urban areas that should be accounted for in global and regional models.

46 CFR 58.10-5 - Gasoline engine installations.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 46 Shipping 2 2011-10-01 2011-10-01 false Gasoline engine installations. 58.10-5 Section 58.10-5... MACHINERY AND RELATED SYSTEMS Internal Combustion Engine Installations § 58.10-5 Gasoline engine... drained by a device for automatic return of all drip to engine air intakes. (2) All gasoline engines must...

46 CFR 58.10-5 - Gasoline engine installations.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 46 Shipping 2 2012-10-01 2012-10-01 false Gasoline engine installations. 58.10-5 Section 58.10-5... MACHINERY AND RELATED SYSTEMS Internal Combustion Engine Installations § 58.10-5 Gasoline engine... drained by a device for automatic return of all drip to engine air intakes. (2) All gasoline engines must...

46 CFR 58.10-5 - Gasoline engine installations.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 46 Shipping 2 2013-10-01 2013-10-01 false Gasoline engine installations. 58.10-5 Section 58.10-5... MACHINERY AND RELATED SYSTEMS Internal Combustion Engine Installations § 58.10-5 Gasoline engine... drained by a device for automatic return of all drip to engine air intakes. (2) All gasoline engines must...

46 CFR 58.10-5 - Gasoline engine installations.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 46 Shipping 2 2014-10-01 2014-10-01 false Gasoline engine installations. 58.10-5 Section 58.10-5... MACHINERY AND RELATED SYSTEMS Internal Combustion Engine Installations § 58.10-5 Gasoline engine... drained by a device for automatic return of all drip to engine air intakes. (2) All gasoline engines must...

The causes of unstable engine idle speed and their solutions

NASA Astrophysics Data System (ADS)

Yang, Fan

2018-06-01

There are many types of engines. The most commonly used engine for automobiles is the internal combustion engine. Internal combustion engines use a four-stroke combustion cycle to convert gasoline into motion. The four-stroke approach, also known as the "Ototo cycle," commemorates Nicklaus Otto, who invented it in 1867. The working cycle of a four-stroke engine consists of four piston strokes, ie, intake stroke, compression stroke, power stroke, and exhaust stroke. This article focuses on the cause of the instability of the four-stroke engine and its solution. There are many reasons for the instability of the engine, so this article will be divided into four areas: intake system, fuel system, ignition system and mechanical structure. Based on the above reasons, the corresponding solution is proposed.

Assessing Rates of Global Warming Emissions from Port- Fuel Injection and Gasoline Direct Injection Engines in Light-Duty Passenger Vehicles

NASA Astrophysics Data System (ADS)

Short, D.; , D., Vi; Durbin, T.; Karavalakis, G.; Asa-Awuku, A. A.

2013-12-01

Passenger vehicles are known emitters of climate warming pollutants. CO2 from automobile emissions are an anthropogenic greenhouse gas (GHG) and a large contributor to global warming. Worldwide, CO2 emissions from passenger vehicles are responsible for 11% of the total CO2 emissions inventory. Black Carbon (BC), another common vehicular emission, may be the second largest contributor to global warming (after CO2). Currently, 52% of BC emissions in the U.S are from the transportation sector, with ~10% originating from passenger vehicles. The share of pollutants from passenger gasoline vehicles is becoming larger due to the reduction of BC from diesel vehicles. Currently, the majority of gasoline passenger vehicles in the United States have port- fuel injection (PFI) engines. Gasoline direct injection (GDI) engines have increased fuel economy compared to the PFI engine. GDI vehicles are predicted to dominate the U.S. passenger vehicle market in the coming years. The method of gasoline injection into the combustion chamber is the primary difference between these two technologies, which can significantly impact primary emissions from light-duty vehicles (LDV). Our study will measure LDV climate warming emissions and assess the impact on climate due to the change in U.S vehicle technologies. Vehicles were tested on a light- duty chassis dynamometer for emissions of CO2, methane (CH4), and BC. These emissions were measured on F3ederal and California transient test cycles and at steady-state speeds. Vehicles used a gasoline blend of 10% by volume ethanol (E10). E10 fuel is now found in 95% of gasoline stations in the U.S. Data is presented from one GDI and one PFI vehicle. The 2012 Kia Optima utilizes GDI technology and has a large market share of the total GDI vehicles produced in the U.S. In addition, The 2012 Toyota Camry, equipped with a PFI engine, was the most popular vehicle model sold in the U.S. in 2012. Methane emissions were ~50% lower for the GDI technology. While BC emissions were 96% higher for the GDI technology. The GDI technology had a smaller effect on CO2 emissions with a 4% rise compared to the other emissions. Additional results will discuss the emission rates converted to reflect total yearly passenger vehicular emissions in the U.S. Overall, the results show increases of global warming emissions from GDI passenger vehicle technology.

An economic evaluation comparison of solar water pumping system with engine pumping system for rice cultivation

NASA Astrophysics Data System (ADS)

Treephak, Kasem; Thongpron, Jutturit; Somsak, Dhirasak; Saelao, Jeerawan; Patcharaprakiti, Nopporn

2015-08-01

In this paper we propose the design and economic evaluation of the water pumping systems for rice cultivation using solar energy, gasoline fuel and compare both systems. The design of the water and gasoline engine pumping system were evaluated. The gasoline fuel cost used in rice cultivation in an area of 1.6 acres. Under same conditions of water pumping system is replaced by the photovoltaic system which is composed of a solar panel, a converter and an electric motor pump which is compose of a direct current (DC) motor or an alternating current (AC) motor with an inverter. In addition, the battery is installed to increase the efficiency and productivity of rice cultivation. In order to verify, the simulation and economic evaluation of the storage energy battery system with batteries and without batteries are carried out. Finally the cost of four solar pumping systems was evaluated and compared with that of the gasoline pump. The results showed that the solar pumping system can be used to replace the gasoline water pumping system and DC solar pump has a payback less than 10 years. The systems that can payback the fastest is the DC solar pumping system without batteries storage system. The system the can payback the slowest is AC solar pumping system with batteries storage system. However, VAC motor pump of 220 V can be more easily maintained than the motor pump of 24 VDC and batteries back up system can supply a more stable power to the pump system.

Mobil process converts methanol to high-quality synthetic gasoline

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wood, A.

1978-12-11

If production of gasoline from coal becomes commercially attractive in the United States, a process under development at the Mobil Research and Development Corp. may compete with better known coal liquefaction processes. Mobil process converts methanol to high-octane, unleaded gasoline; methanol can be produced commercially from coal. If gasoline is the desired product, the Mobil process offers strong technical and cost advantages over H-coal, Exxon donor solvent, solvent-refined coal, and Fischer--Tropsch processes. The cost analysis, contained in a report to the Dept. of Energy, concludes that the Mobil process produces more-expensive liquid products than any other liquefaction process except Fischer--Tropsch.more » But Mobil's process produces ready-to-use gasoline, while the others produce oils which require further expensive refining to yield gasoline. Disadvantages and advantages are discussed.« less

Effective hydrogen generator testing for on-site small engine

NASA Astrophysics Data System (ADS)

Chaiwongsa, Praitoon; Pornsuwancharoen, Nithiroth; Yupapin, Preecha P.

2009-07-01

We propose a new concept of hydrogen generator testing for on-site small engine. In general, there is a trade-off between simpler vehicle design and infrastructure issues, for instance, liquid fuels such as gasoline and methanol for small engine use. In this article we compare the hydrogen gases combination the gasoline between normal systems (gasoline only) for small engine. The advantage of the hydrogen combines gasoline for small engine saving the gasoline 25%. Furthermore, the new concept of hydrogen combination for diesel engine, bio-diesel engine, liquid petroleum gas (LPG), natural gas vehicle (NGV), which is discussed in details.

40 CFR 86.335-79 - Gasoline-fueled engine test cycle.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 18 2011-07-01 2011-07-01 false Gasoline-fueled engine test cycle. 86... Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.335-79 Gasoline-fueled engine test cycle. (a) The following test sequence shall be followed in...

40 CFR 86.335-79 - Gasoline-fueled engine test cycle.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 19 2013-07-01 2013-07-01 false Gasoline-fueled engine test cycle. 86... Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.335-79 Gasoline-fueled engine test cycle. (a) The following test sequence shall be followed in...

40 CFR 86.335-79 - Gasoline-fueled engine test cycle.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 19 2012-07-01 2012-07-01 false Gasoline-fueled engine test cycle. 86... Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.335-79 Gasoline-fueled engine test cycle. (a) The following test sequence shall be followed in...

40 CFR 80.140 - Definitions.

Code of Federal Regulations, 2011 CFR

2011-07-01

... deposits formed in the carburetor during operation of a carburetted gasoline engine which can disrupt the... additive package to prevent the formation of deposits in gasoline engines. Deposit control efficiency means... and after operation of a gasoline engine, as evaluated by the reduction in the gasoline flow rate...

40 CFR 80.140 - Definitions.

Code of Federal Regulations, 2014 CFR

2014-07-01

... deposits formed in the carburetor during operation of a carburetted gasoline engine which can disrupt the... additive package to prevent the formation of deposits in gasoline engines. Deposit control efficiency means... and after operation of a gasoline engine, as evaluated by the reduction in the gasoline flow rate...

40 CFR 80.140 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-07-01

... deposits formed in the carburetor during operation of a carburetted gasoline engine which can disrupt the... additive package to prevent the formation of deposits in gasoline engines. Deposit control efficiency means... and after operation of a gasoline engine, as evaluated by the reduction in the gasoline flow rate...

DOE Office of Scientific and Technical Information (OSTI.GOV)

Colucci, J.M.

The nation`s situation regarding clean air, and the involvement of vehicles and fuels in providing cleaner air are discussed. There is no question that much has been done by both the automotive and fuels industries. But much remains to be done. In the early 1960s GM developed the first emission control device, the PCV valve. This device recycled crank-case vapors into the intake manifold and prevented them from escaping into the air. After that came engine controls in the late 1960s, and charcoal evaporation canisters and oxidizing catalytic converters in the 1970s. The catalytic converter made the greatest contribution tomore » reducing emissions. Yet, is would not have been possible without unleaded gasoline. The oil industry made that happen and should take credit for it. In hindsight, it would have been smart to reformulate gasoline at the same time that it was made unleaded. Total cost would have been lower than doing the jobs separately, the air would have gotten cleaner quicker, and some of the more costly options for cleaning the air might have been avoided.« less

The near-term hybrid vehicle program, phase 1

NASA Technical Reports Server (NTRS)

1979-01-01

Performance specifications were determined for a hybrid vehicle designed to achieve the greatest reduction in fuel consumption. Based on the results of systems level studies, a baseline vehicle was constructed with the following basic paramaters: a heat engine power peak of 53 kW (VW gasoline engine); a traction motor power peak of 30 kW (Siemens 1GV1, separately excited); a heat engine fraction of 0.64; a vehicle curb weight of 2080 kg; a lead acid battery (35 kg weight); and a battery weight fraction of 0.17. The heat engine and the traction motor are coupled together with their combined output driving a 3 speed automatic transmission with lockup torque converter. The heat engine is equipped withe a clutch which allows it to be decoupled from the system.

Comparison of cytotoxicity and genotoxicity induced by the extracts of methanol and gasoline engine exhausts.

PubMed

Zhang, Zunzhen; Che, Wangjun; Liang, Ying; Wu, Mei; Li, Na; Shu, Ya; Liu, Fang; Wu, Desheng

2007-09-01

Gasoline engine exhaust has been considered a major source of air pollution in China, and methanol is considered as a potential substitute for gasoline fuel. In this study, the genotoxicity and cytotoxicity of organic extracts of condensate, particulate matters (PM) and semivolatile organic compounds (SVOC) of gasoline and absolute methanol engine exhaust were examined by using MTT assay, micronucleus assay, comet assay and Ames test. The results have showed that gasoline engine exhaust exhibited stronger cytotoxicity to human lung carcinoma cell lines (A549 cell) than methanol engine exhaust. Furthermore, gasoline engine exhaust increased micronucleus formation, induced DNA damage in A549 cells and increased TA98 revertants in the presence of metabolic activating enzymes in a concentration-dependent manner. In contrast, methanol engine exhaust failed to exhibit these adverse effects. The results suggest methanol may be used as a cleaner fuel for automobile.

40 CFR 90.419 - Raw emission sampling calculations-gasoline fueled engines.

Code of Federal Regulations, 2012 CFR

2012-07-01

...-gasoline fueled engines. 90.419 Section 90.419 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... KILOWATTS Gaseous Exhaust Test Procedures § 90.419 Raw emission sampling calculations—gasoline fueled...-stroke gasoline small engines, as follows: KH = (9.953 × H + 0.832) Where: H = the amount of water in an...

40 CFR 90.419 - Raw emission sampling calculations-gasoline fueled engines.

Code of Federal Regulations, 2013 CFR

2013-07-01

...-gasoline fueled engines. 90.419 Section 90.419 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... KILOWATTS Gaseous Exhaust Test Procedures § 90.419 Raw emission sampling calculations—gasoline fueled...-stroke gasoline small engines, as follows: KH = (9.953 × H + 0.832) Where: H = the amount of water in an...

40 CFR 90.419 - Raw emission sampling calculations-gasoline fueled engines.

Code of Federal Regulations, 2014 CFR

2014-07-01

...-gasoline fueled engines. 90.419 Section 90.419 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... KILOWATTS Gaseous Exhaust Test Procedures § 90.419 Raw emission sampling calculations—gasoline fueled...-stroke gasoline small engines, as follows: KH = (9.953 × H + 0.832) Where: H = the amount of water in an...

7 CFR 3201.103 - Gasoline fuel additives.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 7 Agriculture 15 2014-01-01 2014-01-01 false Gasoline fuel additives. 3201.103 Section 3201.103... Designated Items § 3201.103 Gasoline fuel additives. (a) Definition. Chemical agents added to gasoline to increase octane levels, improve lubricity, and provide engine cleaning properties to gasoline-fired engines...

40 CFR 205.157-2 - Compliance with standards.

Code of Federal Regulations, 2010 CFR

2010-07-01

... manufacturer may use more parameters): (A) Engine type: (1) Gasoline-two stroke; (2) gasoline-four stroke; (3) gasoline-rotary; and (4) other. (B) Engine displacement. (C) Engine configuration: (1) Number of cylinders...

Hige Compression Ratio Turbo Gasoline Engine Operation Using Alcohol Enhancement

DOE Office of Scientific and Technical Information (OSTI.GOV)

Heywood, John; Jo, Young Suk; Lewis, Raymond

The overall objective of this project was to quantify the potential for improving the performance and efficiency of gasoline engine technology by use of alcohols to suppress knock. Knock-free operation is obtained by direct injection of a second “anti-knock” fuel such as ethanol, which suppresses knock when, with gasoline fuel, knock would occur. Suppressing knock enables increased turbocharging, engine downsizing, and use of higher compression ratios throughout the engine’s operating map. This project combined engine testing and simulation to define knock onset conditions, with different mixtures of gasoline and alcohol, and with this information quantify the potential for improving themore » efficiency of turbocharged gasoline spark-ignition engines, and the on-vehicle fuel consumption reductions that could then be realized. The more focused objectives of this project were therefore to: Determine engine efficiency with aggressive turbocharging and downsizing and high compression ratio (up to a compression ratio of 13.5:1) over the engine’s operating range; Determine the knock limits of a turbocharged and downsized engine as a function of engine speed and load; Determine the amount of the knock-suppressing alcohol fuel consumed, through the use of various alcohol-gasoline and alcohol-water gasoline blends, for different driving cycles, relative to the gasoline consumed; Determine implications of using alcohol-boosted engines, with their higher efficiency operation, in both light-duty and medium-duty vehicle sectors.« less

Lightweight Exhaust Manifold and Exhaust Pipe Ducting for Internal Combustion Engines

NASA Technical Reports Server (NTRS)

Northam, G. Burton (Inventor); Ransone, Philip O. (Inventor); Rivers, H. Kevin (Inventor)

1999-01-01

An improved exhaust system for an internal combustion gasoline-and/or diesel-fueled engine includes an engine exhaust manifold which has been fabricated from carbon- carbon composite materials in operative association with an exhaust pipe ducting which has been fabricated from carbon-carbon composite materials. When compared to conventional steel. cast iron. or ceramic-lined iron paris. the use of carbon-carbon composite exhaust-gas manifolds and exhaust pipe ducting reduces the overall weight of the engine. which allows for improved acceleration and fuel efficiency: permits operation at higher temperatures without a loss of strength: reduces the "through-the wall" heat loss, which increases engine cycle and turbocharger efficiency and ensures faster "light-off" of catalytic converters: and, with an optional thermal reactor, reduces emission of major pollutants, i.e. hydrocarbons and carbon monoxide.

Conceptual design study of improved automotives gas turbine powertrain

NASA Technical Reports Server (NTRS)

1979-01-01

Twenty-two candidate engine concepts and nineteen transmission concepts. Screening of these concepts, predominantly for fuel economy, cost and technical risk, resulted in a recommended powertrain consisting of a single-shaft engine, with a ceramic radial turbine rotor, connected through a differential split-power transmission utilizing a variable stator torque converter and a four speed automatic gearbox. Vehicle fuel economy and performance projections, preliminary design analyses and installation studies in a were completed. A cost comparison with the conventional spark ignited gasoline engine showed that the turbine engine would be more expensive initially, however, lifetime cost of ownership is in favor of the gas turbine. A powertrain research and development plan was constructed to gain information on timing and costs to achieve the required level of technology and demonstrate the engine in a vehicle by the year 1983.

Hybrid: Cruising

Science.gov Websites

battery, engine, and electric motor visible. The car is moving. There are red arrows flowing from the gasoline engine to the front wheels. There are blue arrows flowing from the gasoline engine to the electric car is moving. There are red arrows flowing from the gasoline engine to the front wheels. There are

Model predictive control of a lean-burn gasoline engine coupled with a passive selective catalytic reduction system

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chen, Pingen; Lin, Qinghua; Prikhodko, Vitaly Y.

Lean-burn gasoline engines have demonstrated 10–20% engine efficiency gain over stoichiometric engines and are widely considered as a promising technology for meeting the 54.5 miles-per-gallon (mpg) Corporate Average Fuel Economy standard by 2025. Nevertheless, NOx emissions control for lean-burn gasoline for meeting the stringent EPA Tier 3 emission standards has been one of the main challenges towards the commercialization of highly-efficient lean-burn gasoline engines in the United States. Passive selective catalytic reduction (SCR) systems, which consist of a three-way catalyst and SCR, have demonstrated great potentials of effectively reducing NOx emissions for lean gasoline engines but may cause significant fuelmore » penalty due to ammonia generation via rich engine combustion. The purpose of this study is to develop a model-predictive control (MPC) scheme for a lean-burn gasoline engine coupled with a passive SCR system to minimize the fuel penalty associated with passive SCR operation while satisfying stringent NOx and NH3 emissions requirements. Simulation results demonstrate that the MPC-based control can reduce the fuel penalty by 47.7% in a simulated US06 cycle and 32.0% in a simulated UDDS cycle, compared to the baseline control, while achieving over 96% deNOx efficiency and less than 15 ppm tailpipe ammonia slip. The proposed MPC control can potentially enable high engine efficiency gain for highly-efficient lean-burn gasoline engine while meeting the stringent EPA Tier 3 emission standards.« less

40 CFR 86.343-79 - Chart reading.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.343-79 Chart... responses corresponding to the end of each mode. (c) For gasoline-fueled engines, determine whether the test... gasoline-fueled engine mode); or (3) 5 percent of maximum torque during the remainder of the mode...

40 CFR 86.343-79 - Chart reading.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.343-79 Chart... responses corresponding to the end of each mode. (c) For gasoline-fueled engines, determine whether the test... gasoline-fueled engine mode); or (3) 5 percent of maximum torque during the remainder of the mode...

Trends in auto emissions and gasoline composition.

PubMed Central

Sawyer, R F

1993-01-01

The invention of the spark-ignited internal combustion engine provided a market for a petroleum middle distillate, gasoline, about 100 years ago. The internal combustion engine and gasoline have co-evolved until motor vehicles now annually consume about 110 billion gallons of gasoline in the United States. Continuing air pollution problems and resulting regulatory pressures are driving the need for further automotive emissions reductions. Engine and emissions control technology provided most earlier reductions. Changing the composition of gasoline will play a major role in the next round of reductions. The engineering and regulatory definition of a reformulated gasoline is proceeding rapidly, largely as the result of an auto and oil industry cooperative data generation program. It is likely that this new, reformulated gasoline will be introduced in high-ozone regions of the United States in the mid-1990s. Alternative clean fuels, primarily methane, methanol, and liquid petroleum gas, will become more widely used during this same period, probably first in fleet operations. PMID:7517353

75 FR 36034 - Advance Notice of Proposed Rulemaking on Lead Emissions From Piston-Engine Aircraft Using Leaded...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-24

... Gasoline; Extension of Comment Period AGENCY: Environmental Protection Agency (EPA). ACTION: Advance notice...-Engine Aircraft Using Leaded Aviation Gasoline (hereinafter referred to as the ANPR). EPA published this... from the use of leaded aviation gasoline (avgas) in piston-engine powered aircraft. The ANPR is one of...

40 CFR 86.335-79 - Gasoline-fueled engine test cycle.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 18 2010-07-01 2010-07-01 false Gasoline-fueled engine test cycle. 86....335-79 Gasoline-fueled engine test cycle. (a) The following test sequence shall be followed in.... Cycle No. Mode No. Mode Observed torque (percent of maximum observed) Time in mode-seconds Cumulative...

Carbonyls emission from ethanol-blended gasoline and biodiesel-ethanol-diesel used in engines

NASA Astrophysics Data System (ADS)

Pang, Xiaobing; Mu, Yujing; Yuan, Juan; He, Hong

Detailed carbonyls emissions from ethanol-blended gasoline (containing 10% v/v, ethanol, E-10) and biodiesel-ethanol-diesel (BE-diesel) were carefully investigated on an EQ491i gasoline engine equipped with a three-way-catalyst (TWC) and a Commins-4B diesel engine. In engine-out emissions for the gasoline engine, total carbonyls from E-10 varied in the range of 66.7-99.4 mg kW -1 h -1, which was 3.1-8.2% less than those from fossil gasoline (E-0). In tailpipe emissions, total carbonyls from E-10 varied in the range of 9.2-20.7 mg kW -1 h -1, which were 3.0-61.7% higher than those from E-0. The total carbonyls emissions from BE-diesel were 1-22% higher than those from diesel at different engine operating conditions. Compared with fossil fuels, E-10 can slightly reduce CO emission, and BE-diesel can substantially decrease PM emission, while both alternative fuels increased slightly NO x emission.

Study of the various factors influencing deposit formation and operation of gasoline engine injection systems

NASA Astrophysics Data System (ADS)

Stepien, Z.

2016-09-01

Generally, ethanol fuel emits less pollutants than gasoline, it is completely renewable product and has the potential to reduce greenhouse gases emission but, at the same time can present a multitude of technical challenges to engine operation conditions including creation of very adverse engine deposits. These deposits increasing fuel consumption and cause higher exhaust emissions as well as poor performance in drivability. This paper describes results of research and determination the various factors influencing injector deposits build-up of ethanol-gasoline blends operated engine. The relationship between ethanol-gasoline fuel blends composition, their treatment, engine construction as well as its operation conditions and fuel injectors deposit formation has been investigated. Simulation studies of the deposit formation endanger proper functioning of fuel injection system were carried out at dynamometer engine testing. As a result various, important factors influencing the deposit creation process and speed formation were determined. The ability to control of injector deposits by multifunctional detergent-dispersant additives package fit for ethanol-gasoline blends requirements was also investigated.

40 CFR 86.347-79 - Alternative calculations for diesel engines.

Code of Federal Regulations, 2012 CFR

2012-07-01

... Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.347-79 Alternative calculations for diesel engines. (a) This section applies to Diesel engines only. Gasoline-fueled engines must use the calculations in § 86.345. (b) For Diesel engines, the...

40 CFR 86.347-79 - Alternative calculations for diesel engines.

Code of Federal Regulations, 2013 CFR

2013-07-01

... Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.347-79 Alternative calculations for diesel engines. (a) This section applies to Diesel engines only. Gasoline-fueled engines must use the calculations in § 86.345. (b) For Diesel engines, the...

[Evaluation of the viability of BEAS-2B cells exposed to gasoline engine exhaust with different particle sizes by air-liquid interface].

PubMed

Yu, T; Zhang, X Y; Wang, Z X; Li, B; Zheng, Y X; Bin, P

2017-06-20

Objective: To evaluate the viability of gasoline engine exhaust (GEE) with different particle sizes on human lung cell line BEAS-2B in vitro by air-liquid interface (ALI) . Methods: GEE were collected with a Tedlar bag and their particulate matter (PM) number, surface and mass concentration in three kind of GEE (filtered automobile exhaust, non-filtered automobile exhaust and motorcycle exhaust without three-way catalytic converter) were measured by two type of particle size spectrometer including TSI-3321 and SMPS-3938. Five groups were included, which divided into blank control group, clean air group, filtered automobile exhaust group, non-filtered automobile exhaust group and motorcycle exhaust without three-way catalytic converter group. Except the blank control group, BEAS-2B cells, cultured on the surface of Transwells, were treated with clean air or GEE by ALI method at a flow rate of 25 ml/min, 37 ℃ for 60 min in vitro . CCK-8 cytotoxicity test kit was used to determine the cell relative viability of BEAS-2B cells. Results: In the filtered automobile exhaust, non-filtered automobile exhaust and motorcycle exhaust without three-way catalytic converter, high concentrations of fine particles can be detected, but the coarse particles only accounted for a small proportion, and the sequence of PM concentration was motorcycle exhaust without three-way catalytic converter group> non-filtered automobile exhaust group> filtered automobile exhaust group ( P <0.001) . Compared with the clean air group, the cell relative viability in the 3 GEE-exposed groups were significantly lower ( P <0.001) . Among the comparisons of GEE exposure groups with different particle size spectra, the sequence of the cell relative viability was filtered automobile exhaust group >non-filtered automobile exhaust group> motorcycle exhaust without three-way catalytic converter group ( P <0.001) . When took the clean air control group as a reference, the mean of the cell relative viability in the filtered automobile exhaust group, non-filtered automobile exhaust group and motorcycle exhaust without three-way catalytic converter group, was decreased by 26.34%, 36.00% and 49.59%, respectively. Conclusion: GEE with different particle size spectra could induce different levels of toxic effects to the human lung cells BEAS-2B by ALI. After lowering the concentration of particles in the GEE and using the three-way catalytic converter could obviously improve the survival rate of lung cells.

Primary Emission and the Potential of Secondary Aerosol Formation from Chinese Gasoline Engine Exhaust

NASA Astrophysics Data System (ADS)

Hu, Min; Peng, Jianfei; Qin, Yanhong; Du, Zhuofei; Li, Mengjin; Zheng, Rong; Zheng, Jing; Shang, Dongjie; Lu, Sihua; Wu, Yusheng; Zeng, Limin; Guo, Song; Shao, Min; Wang, Yinhui; Shuai, Shijin

2017-04-01

Along with the urbanization and economic growth, vehicle population in China reached 269 million, ranked the second in the world in 2015. Gasoline vehicle is identified to be the main source for urban PM2.5 in China, accounting for 15%-31%. In this study the impact of fuel components on PM2.5 and volatile organic compounds (VOCs) emissions from a gasoline port fuel injection (PFI) engine and a gasoline direct injection (GDI) engine are discussed. Results show that, higher proportion of aromatics, alkenes or sulfur in gasoline fuel will lead to higher PM emissions. The PM from the PFI engine mainly consists of OC and a small amount of EC and inorganic ions, while the PM discharge from the GDI engine mainly consists of EC, OM and a small amount of inorganic ions. Since the GDI engines can reduce fuel consumption and CO2 emissions, and it would become more and more popular in the near future. The characteristics of POM component, emission factors and source profile were investigated from GDI engine, particularly focused on the effect of engine speed, load and the catalyst, which will be very much helpful for source identification as source indicators. Chamber experiments were conducted to quantify the potential of secondary aerosol formation from exhaust of a PFI gasoline engine and China V gasoline fuel. During 4-5 h simulation, equivalent to10 days of atmospheric photo-oxidation in Beijing, the extreme SOA production was 426 ± 85 mg/kg fuel, with high precursors and OH exposure. 14% of SOA measured in the chamber experiments could be explained through the oxidation of speciated single-ring aromatics. Unspeciated precursors, such as intermediate-volatility organic compounds and semi-volatility organic compounds, might be significant for SOA formation from gasoline VOCs. We concluded that reduction of emissions of aerosol precursor gases from vehicles is essential to mediate pollution in China.

An Investigation of Factors That Influence the Hypothesis Generation Ability of Students in School- Based Agricultural Education Programs When Troubleshooting Small Gasoline Engines

ERIC Educational Resources Information Center

Blackburn, J. Joey; Robinson, J. Shane

2017-01-01

The purpose of this study was to determine if selected factors influenced the ability of students in school-based agricultural education programs to generate a correct hypothesis when troubleshooting small gasoline engines. Variables of interest included students' cognitive style, age, GPA, and content knowledge in small gasoline engines. Kirton's…

Characterization of Reactivity Controlled Compression Ignition (RCCI) Using Premixed Gasoline and Direct-Injected Gasoline with a Cetane Improver on a Multi-Cylinder Engine

DOE PAGES

Dempsey, Adam B.; Curran, Scott; Reitz, Rolf D.

2015-04-14

The focus of the present paper was to characterize Reactivity Controlled Compression Ignition (RCCI) using a single-fuel approach of gasoline and gasoline mixed with a commercially available cetane improver on a multi-cylinder engine. RCCI was achieved by port-injecting a certification grade 96 research octane gasoline and direct-injecting the same gasoline mixed with various levels of a cetane improver, 2-ethylhexyl nitrate (EHN). The EHN volume percentages investigated in the direct-injected fuel were 10, 5, and 2.5%. The combustion phasing controllability and emissions of the different fueling combinations were characterized at 2300 rpm and 4.2 bar brake mean effective pressure over amore » variety of parametric investigations including direct injection timing, premixed gasoline percentage, and intake temperature. Comparisons were made to gasoline/diesel RCCI operation on the same engine platform at nominally the same operating condition. The experiments were conducted on a modern four cylinder light-duty diesel engine that was modified with a port-fuel injection system while maintaining the stock direct injection fuel system. The pistons were modified for highly premixed operation and feature an open shallow bowl design. The results indicate that the authority to control the combustion phasing through the fuel delivery strategy (e.g., direct injection timing or premixed gasoline percentage) is not a strong function of the EHN concentration in the direct-injected fuel. It was also observed that NOx emissions are a strong function of the global EHN concentration in-cylinder and the combustion phasing. Finally, in general, NOx emissions are significantly elevated for gasoline/gasoline+EHN operation compared with gasoline/diesel RCCI operation at a given operating condition.« less

Comparison of alcogas aviation fuel with export aviation gasoline

NASA Technical Reports Server (NTRS)

Gage, V R; Sparrow, S W; Harper, D R

1921-01-01

Mixtures of gasoline and alcohol when used in internal combustion engines designed for gasoline have been found to possess the advantage of alcohol in withstanding high compression without "knock" while retaining advantages of gasoline with regard to starting characteristics. Test of such fuels for maximum power-producing ability and fuel economy at various rates of consumption are thus of practical importance, with especial reference to high-compression engine development. This report discusses the results of tests which compares the performance of alcogas with x gasoline (export grade) as a standard.

Tests of several bearing materials lubricated by gasoline

NASA Technical Reports Server (NTRS)

Joachin, W F; Case, Harold W

1926-01-01

This investigation on the relative wear of several bearing materials lubricated by gasoline was conducted at the Langley Memorial Aeronautical Laboratory, as part of a general research on fuel injection engines for aircraft. The specific purpose of the work was to find a durable bearing material for gear pumps to be used for the delivery of gasoline and diesel engine fuel oil at moderate pressures to the high pressure pumps of fuel injection engines.

Feasibility demonstration of a road vehicle fueled with hydrogen-enriched gasoline

NASA Technical Reports Server (NTRS)

Hoehn, F. W.; Dowdy, M. W.

1974-01-01

Evaluation of the concept of using hydrogen-enriched gasoline in a modified internal combustion engine in order to make possible the burning of ultralean mixtures. The use of such an engine in a road vehicle demonstrated that the addition of small quantities of gaseous hydrogen to gasoline resulted in significant reductions in exhaust emissions of carbon monoxide and nitrogen oxides as well as in thermal efficiency improvements of the engine performance.

Emissions and Total Energy Consumption of a Multicylinder Piston Engine Running on Gasoline and a Hydrogen-gasoline Mixture

NASA Technical Reports Server (NTRS)

Cassidy, J. F.

1977-01-01

A multicylinder reciprocating engine was used to extend the efficient lean operating range of gasoline by adding hydrogen. Both bottled hydrogen and hydrogen produced by a research methanol steam reformer were used. These results were compared with results for all gasoline. A high-compression-ratio, displacement production engine was used. Apparent flame speed was used to describe the differences in emissions and performance. Therefore, engine emissions and performance, including apparent flame speed and energy lost to the cooling system and the exhaust gas, were measured over a range of equivalence ratios for each fuel. All emission levels decreased at the leaner conditions. Adding hydrogen significantly increased flame speed over all equivalence ratios.

DOE Office of Scientific and Technical Information (OSTI.GOV)

None

The Mira supercomputer at the Argonne Leadership Computing Facility helped Argonne researchers model what happens inside an engine when you use gasoline in a diesel engine. Engineers are exploring this type of combustion as a sustainable transportation option because it may be more efficient than traditional gasoline combustion engines but produce less soot than diesel.

Optimization of suitable ethanol blend ratio for motorcycle engine using response surface method.

PubMed

Chen, Yu-Liang; Chen, Suming; Tsai, Jin-Ming; Tsai, Chao-Yin; Fang, Hsin-Hsiung; Yang, I-Chang; Liu, Sen-Yuan

2012-01-01

In view of energy shortage and air pollution, ethanol-gasoline blended fuel used for motorcycle engine was studied in this work. The emissions of carbon monoxide (CO), nitrogen oxides (NO(X)) and engine performance of a 125 cc four-stroke motorcycle engine with original carburetor using ethanol-gasoline fuels were investigated. The model of three-variable Box Behnken design (BBD) was used for experimental design, the ethanol blend ratios were prepared at 0, 10, 20 vol%; the speeds of motorcycle were selected as 30, 45, 60 km/h; and the throttle positions were set at 30, 60, 90 %. Both engine performance and air pollutant emissions were then analyzed by response surface method (RSM) to yield optimum operation parameters for tolerable pollutant emissions and maximum engine performance. The RSM optimization analysis indicated that the most suitable ethanol-gasoline blended ratio was found at the range of 3.92-4.12 vol% to yield a comparable fuel conversion efficiency, while considerable reductions of exhaust pollutant emissions of CO (-29 %) and NO(X) (-12 %) when compared to pure gasoline fuel. This study demonstrated low ethanol-gasoline blended fuels could be used in motorcycle carburetor engines without any modification to keep engine power while reducing exhaust pollutants.

In vitro genotoxicity of exhaust emissions of diesel and gasoline engine vehicles operated on a unified driving cycle.

PubMed

Liu, Yu-Qing; Keane, Michael; Ensell, Mang; Miller, William; Kashon, Michael; Ong, Tong-man; Mauderly, Joe; Lawson, Doug; Gautam, Mridul; Zielinska, Barbara; Whitney, Kevin; Eberhardt, James; Wallace, William

2005-01-01

Acetone extracts of engine exhaust particulate matter (PM) and of vapor-phase semi-volatile organic compounds (SVOCs) collected from a set of 1998-2000 model year normal emitter diesel engine automobile or light trucks and from a set of 1982-1996 normal emitter gasoline engine automobiles or light trucks operated on the California Unified Driving Cycle at 22 [degree]C were assayed for in vitro genotoxic activities. Gasoline and diesel PM were comparably positive mutagens for Salmonella typhimurium strains YG1024 and YG1029 on a mass of PM extract basis with diesel higher on a mileage basis; gasoline SVOC was more active than diesel on an extracted-mass basis, with diesel SVOC more active on a mileage basis. For chromosomal damage indicated by micronucleus induction in Chinese hamster lung fibroblasts (V79 cells), diesel PM expressed about one-tenth that of gasoline PM on a mass of extract basis, but was comparably active on a mileage basis; diesel SVOC was inactive. For DNA damage in V79 cells indicated by the single cell gel electrophoresis (SCGE) assay, gasoline PM was positive while diesel PM was active at the higher doses; gasoline SVOC was active with toxicity preventing measurement at high doses, while diesel SVOC was inactive at all but the highest dose.

Experimental Investigation of Spark-Ignited Combustion with High-Octane Biofuels and EGR. 1. Engine Load Range and Downsize Downspeed Opportunity

DOE Office of Scientific and Technical Information (OSTI.GOV)

Splitter, Derek A; Szybist, James P

2013-01-01

The present study experimentally investigates spark-ignited combustion with 87 AKI E0 gasoline in its neat form and in midlevel alcohol gasoline blends with 24% vol/vol isobutanol gasoline (IB24) and 30% vol/vol ethanol gasoline (E30). A single-cylinder research engine was used with an 11.85:1 compression ratio, hydraulically actuated valves, laboratory intake air, and was capable of external exhaust gas recirculation (EGR). Experiments were conducted with all fuels to full-load conditions with = 1, using both 0% and 15% external cooled EGR. Higher octane number biofuel blends exhibited increased stoichiometric torque capability at this compression ratio, where the unique properties of ethanolmore » enabled a doubling of the stoichiometric torque capability with E30 as compared to 87 AKI, up to 20 bar IMEPg (indicated mean effective pressure gross) at = 1. EGR provided thermodynamic advantages and was a key enabler for increasing engine efficiency for all fuel types. However, with E30, EGR was less useful for knock mitigation than gasoline or IB24. Torque densities with E30 with 15% EGR at = 1 operation were similar or better than a modern EURO IV calibration turbo-diesel engine. The results of the present study suggest that it could be possible to implement a 40% downsize + downspeed configuration (1.2 L engine) into a representative midsize sedan. For example, for a midsize sedan at a 65 miles/h cruise, an estimated fuel consumption of 43.9 miles per gallon (MPG) (engine out 102 g-CO2/km) could be achieved with similar reserve power to a 2.0 L engine with 87AKI (38.6 MPG, engine out 135 g-CO2/km). Data suggest that, with midlevel alcohol gasoline blends, engine and vehicle optimization can offset the reduced fuel energy content of alcohol gasoline blends and likely reduce vehicle fuel consumption and tailpipe CO2 emissions.« less

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pihl, Josh A.; Toops, Todd J.; Fisher, Galen B.

Lean gasoline engines running on ethanol/gasoline blends and equipped with a silver/alumina catalyst for selective catalytic reduction (SCR) of NO by ethanol provide a pathway to reduced petroleum consumption through both increased biofuel utilization and improved engine efficiency relative to the current stoichiometric gasoline engines that dominate the U.S. light duty vehicle fleet. A pre-commercial silver/alumina catalyst demonstrated high NO x conversions over a moderate temperature window with both neat ethanol and ethanol/gasoline blends containing at least 50% ethanol. Selectivity to NH 3 increases with HC dosing and ethanol content in gasoline blends, but appears to saturate at around 45%.more » NO 2 and acetaldehyde behave like intermediates in the ethanol SCR of NO. NH 3 SCR of NO x does not appear to play a major role in the ethanol SCR reaction mechanism. Ethanol is responsible for the low temperature SCR activity observed with the ethanol/gasoline blends. In conclusion, the gasoline HCs do not deactivate the catalyst ethanol SCR activity, but they also do not appear to be significantly activated by the presence of ethanol.« less

Advanced Vehicle Testing Activity: High-Percentage Hydrogen/CNG Blend Ford F-150 Operating Summary - January 2003

DOE Office of Scientific and Technical Information (OSTI.GOV)

Karner, D.; Francfort, J.E.

2003-01-22

Over the past two years, Arizona Public Service, a subsidiary of Pinnacle West Capital Corporation, in cooperation with the U.S. Department of Energy's Advanced Vehicle Testing Activity, tested four gaseous fuel vehicles as part of its alternative fueled vehicle fleet. One vehicle operated initially using compressed natural gas (CNG) and later a blend of CNG and hydrogen. Of the other three vehicles, one was fueled with pure hydrogen and two were fueled with a blend of CNG and hydrogen. The three blended-fuel vehicles were originally equipped with either factory CNG engines or factory gasoline engines that were converted to runmore » CNG fuel. The vehicles were variously modified to operate on blended fuel and were tested using 15 to 50% blends of hydrogen (by volume). The pure-hydrogen-fueled vehicle was converted from gasoline fuel to operate on 100% hydrogen. All vehicles were fueled from the Arizona Public Service's Alternative Fuel Pilot Plant, which was developed to dispense gaseous fuels, including CNG, blends of CNG and hydrogen, and pure hydrogen with up to 99.9999% purity. The primary objective of the test was to evaluate the safety and reliability of operating vehicles on hydrogen and blended fuel, and the interface between the vehicles and the hydrogen fueling infrastructure. A secondary objective was to quantify vehicle emissions, cost, and performance. Over a total of 40,000 fleet test miles, no safety issues were found. Also, significant reductions in emissions were achieved by adding hydrogen to the fuel. This report presents the results of 4,695 miles of testing for one of the blended fuel vehicles, a Ford F-150 pickup truck, operating on up to 50% hydrogen-50% CNG fuel.« less

Advanced Vehicle Testing Activity: Low-Percentage Hydrogen/CNG Blend, Ford F-150 -- Operating Summary

DOE Office of Scientific and Technical Information (OSTI.GOV)

Karner, D.; Francfort, James Edward

2003-01-01

Over the past two years, Arizona Public Service, a subsidiary of Pinnacle West Capital Corporation, in cooperation with the U.S. Department of Energy’s Advanced Vehicle Testing Activity, tested four gaseous fuel vehicles as part of its alternative fueled vehicle fleet. One vehicle operated initially using compressed natural gas (CNG) and later a blend of CNG and hydrogen. Of the other three vehicles, one was fueled with pure hydrogen and two were fueled with a blend of CNG and hydrogen. The three blended-fuel vehicles were originally equipped with either factory CNG engines or factory gasoline engines that were converted to runmore » CNG fuel. The vehicles were variously modified to operate on blended fuel and were tested using 15 to 50% blends of hydrogen (by volume). The pure-hydrogen-fueled vehicle was converted from gasoline fuel to operate on 100% hydrogen. All vehicles were fueled from the Arizona Public Service’s Alternative Fuel Pilot Plant, which was developed to dispense gaseous fuels, including CNG, blends of CNG and hydrogen, and pure hydrogen with up to 99.9999% purity The primary objective of the test was to evaluate the safety and reliability of operating vehicles on hydrogen and blended hydrogen fuel, and the interface between the vehicles and the hydrogen fueling infrastructure. A secondary objective was to quantify vehicle emissions, cost, and performance. Over a total of 40,000 fleet test miles, no safety issues were found. Also, significant reductions in emissions were achieved by adding hydrogen to the fuel. This report presents results of 16,942 miles of testing for one of the blended fuel vehicles, a Ford F-150 pickup truck, operating on up to 30% hydrogen/70% CNG fuel.« less

Advanced Vehicle Testing Activity: Low-Percentage Hydrogen/CNG Blend Ford F-150 Operating Summary - January 2003

DOE Office of Scientific and Technical Information (OSTI.GOV)

Karner, D.; Francfort, J.E.

2003-01-22

Over the past two years, Arizona Public Service, a subsidiary of Pinnacle West Capital Corporation, in cooperation with the U.S. Department of Energy's Advanced Vehicle Testing Activity, tested four gaseous fuel vehicles as part of its alternative fueled vehicle fleet. One vehicle operated initially using compressed natural gas (CNG) and later a blend of CNG and hydrogen. Of the other three vehicles, one was fueled with pure hydrogen and two were fueled with a blend of CNG and hydrogen. The three blended-fuel vehicles were originally equipped with either factory CNG engines or factory gasoline engines that were converted to runmore » CNG fuel. The vehicles were variously modified to operate on blended fuel and were tested using 15 to 50% blends of hydrogen (by volume). The pure-hydrogen-fueled vehicle was converted from gasoline fuel to operate on 100% hydrogen. All vehicles were fueled from the Arizona Public Service's Alternative Fuel Pilot Plant, which was developed to dispense gaseous fuels, including CNG, blends of CNG and hydrogen, and pure hydrogen with up to 99.9999% purity. The primary objective of the test was to evaluate the safety and reliability of operating vehicles on hydrogen and blended hydrogen fuel, and the interface between the vehicles and the hydrogen fueling infrastructure. A secondary objective was to quantify vehicle emissions, cost, and performance. Over a total of 40,000 fleet test miles, no safety issues were found. Also, significant reductions in emissions were achieved by adding hydrogen to the fuel. This report presents results of 16,942 miles of testing for one of the blended fuel vehicles, a Ford F-150 pickup truck, operating on up to 30% hydrogen/70% CNG fuel.« less

Advanced Vehicle Testing Activity: High-Percentage Hydrogen/CNG Blend, Ford F-150 -- Operating Summary

DOE Office of Scientific and Technical Information (OSTI.GOV)

Don Karner; Francfort, James Edward

2003-01-01

Over the past two years, Arizona Public Service, a subsidiary of Pinnacle West Capital Corporation, in cooperation with the U.S. Department of Energy’s Advanced Vehicle Testing Activity, tested four gaseous fuel vehicles as part of its alternative fueled vehicle fleet. One vehicle operated initially using compressed natural gas (CNG) and later a blend of CNG and hydrogen. Of the other three vehicles, one was fueled with pure hydrogen and two were fueled with a blend of CNG and hydrogen. The three blended-fuel vehicles were originally equipped with either factory CNG engines or factory gasoline engines that were converted to runmore » CNG fuel. The vehicles were variously modified to operate on blended fuel and were tested using 15 to 50% blends of hydrogen (by volume). The pure-hydrogen-fueled vehicle was converted from gasoline fuel to operate on 100% hydrogen. All vehicles were fueled from the Arizona Public Service’s Alternative Fuel Pilot Plant, which was developed to dispense gaseous fuels, including CNG, blends of CNG and hydrogen, and pure hydrogen with up to 99.9999% purity. The primary objective of the test was to evaluate the safety and reliability of operating vehicles on hydrogen and blended hydrogen fuel, and the interface between the vehicles and the hydrogen fueling infrastructure. A secondary objective was to quantify vehicle emissions, cost, and performance. Over a total of 40,000 fleet test miles, no safety issues were found. Also, significant reductions in emissions were achieved by adding hydrogen to the fuel. This report presents the results of 4,695 miles of testing for one of the blended fuel vehicles, a Ford F-150 pickup truck, operating on up to 50% hydrogen–50% CNG fuel.« less

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pamminger, Michael; Sevik, James; Scarcelli, Riccardo

The compression ratio is a strong lever to increase the efficiency of an internal combustion engine. However, among others, it is limited by the knock resistance of the fuel used. Natural gas shows a higher knock resistance compared to gasoline, which makes it very attractive for use in internal combustion engines. The current paper describes the knock behavior of two gasoline fuels, and specific incylinder blend ratios with one of the gasoline fuels and natural gas. The engine used for these investigations is a single cylinder research engine for light duty application which is equipped with two separate fuel systems.more » Both fuels can be used simultaneously which allows for gasoline to be injected into the intake port and natural gas to be injected directly into the cylinder to overcome the power density loss usually connected with port fuel injection of natural gas. Adding natural gas at wide open throttle helps to reduce knock mitigating measures and increases the efficiency and power density compared to the other gasoline type fuels with lower knock resistance. The used methods, knock intensity and number of pressure waves, do not show significant differences in knock behavior for the natural gas - gasoline blends compared to the gasoline type fuels. A knock integral was used to describe the knock onset location of the fuels tested. Two different approaches were used to determine the experimental knock onset and were compared to the knock onset delivered by the knock integral (chemical knock onset). The gasoline type fuels show good agreement between chemical and experimental knock onset. However, the natural gas -gasoline blends show higher discrepancies comparing chemical and experimental knock onset.« less

A New Concept of Dual Fuelled SI Engines Run on Gasoline and Alcohol

NASA Astrophysics Data System (ADS)

Stelmasiak, Zdzisław

2011-06-01

The paper discusses tests results of dual-fuel spark ignition engine with multipoint injection of alcohol and gasoline, injected in area of inlet valve. Fuelling of the engine was accomplished via prototype inlet system comprising duplex injectors controlled electronically. Implemented system enables feeding of the engine with gasoline only or alcohol only, and simultaneous combustion of a mixture of the both fuels with any fraction of alcohol. The tests were performed on four cylinders, spark ignition engine of Fiat 1100 MPI type. The paper presents comparative results of dual-fuel engine test when the engine runs on changing fraction of methyl alcohol. The tests have demonstrated an advantageous effect of alcohol additive on efficiency and TCH and NOx emission of the engine, especially in case of bigger shares of the alcohol and higher engine loads.

A Fuel-Based Assessment of On-Road and Off-Road Mobile Source Emission Trends

NASA Astrophysics Data System (ADS)

Dallmann, T. R.; Harley, R. A.

2009-12-01

Mobile sources contribute significantly to emissions of nitrogen oxides (NOx) and fine particulate matter (PM2.5) in the United States. These emissions lead to a variety of environmental concerns including adverse human health effects and climate change. In the electric power sector, sulfur dioxide (SO2) and NOx emissions from power plants are measured directly using continuous emission monitoring systems. In contrast for mobile sources, statistical models are used to estimate average emissions from a very large and diverse population of engines. Despite much effort aimed at improving them, mobile source emission inventories continue to have large associated uncertainties. Alternate methods are needed to help evaluate estimates of mobile source emissions and quantify and reduce the associated uncertainties. In this study, a fuel-based approach is used to estimate emissions from mobile sources, including on-road and off-road gasoline and diesel engines. In this approach, engine activity is measured by fuel consumed (in contrast EPA mobile source emission models are based on vehicle km of travel and total amount of engine work output for on-road and off-road engines, respectively). Fuel consumption is defined in this study based on highway fuel tax reports for on-road engines, and from surveys of fuel wholesalers who sell tax-exempt diesel fuel for use in various off-road sectors such as agriculture, construction, and mining. Over the decade-long time period (1996-2006) that is the focus of the present study, national sales of taxable gasoline and diesel fuel intended for on-road use increased by 15 and 43%, respectively. Diesel fuel use by off-road equipment increased by about 20% over the same time period. Growth in fuel consumption offset some of the reductions in pollutant emission factors that occurred during this period. This study relies on in-use measurements of mobile source emission factors, for example from roadside and tunnel studies, remote sensing, and plume capture experiments. Extensive in-use emissions data are available for NOx, especially for on-road engines. Measurements of exhaust PM2.5 emission factors are sparse in comparison. For NOx, there have been dramatic (factor of 2) decreases in emission factors for on-road gasoline engines between 1996 and 2006, due to use of improved catalytic converters on most engines. In contrast, diesel NOx emission factors decreased more gradually over the same time period. Exhaust PM2.5 emission factors appear to have decreased for most engine categories, but emission uncertainties are large for this pollutant. Pollutant emissions were estimated by combining fuel sales with emission factors expressed per unit of fuel burned. Diesel engines are the dominant mobile source of both NOx and PM2.5; the diesel contribution to NOx has increased over time as gasoline engine emissions have declined. Comparing fuel-based emission estimates with EPA’s national emission inventory led to the following conclusions: (1) total emissions of both NOx and PM2.5 estimated by two different methods were similar, (2) the distribution of source contributions to these totals differ significantly, with higher relative contributions coming from on-road diesel engines in this study compared to EPA.

Gasoline Engine Mechanics. Florida Vocational Program Guide.

ERIC Educational Resources Information Center

University of South Florida, Tampa. Dept. of Adult and Vocational Education.

This vocational program guide is intended to assist in the organization, operation, and evaluation of a program in gasoline engine mechanics in school districts, area vocational centers, and community colleges. The following topics are covered: job duties of small-engine mechanics; program content (curriculum framework and student performance…

40 CFR 86.306-79 - Equipment required and specifications; overview.

Code of Federal Regulations, 2012 CFR

2012-07-01

...) AIR PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test... for both gasoline-fueled and Diesel engine gaseous emission tests. Generally, the equipment required...

40 CFR 86.306-79 - Equipment required and specifications; overview.

Code of Federal Regulations, 2013 CFR

2013-07-01

...) AIR PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test... for both gasoline-fueled and Diesel engine gaseous emission tests. Generally, the equipment required...

40 CFR 86.306-79 - Equipment required and specifications; overview.

Code of Federal Regulations, 2011 CFR

2011-07-01

...) AIR PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test... for both gasoline-fueled and Diesel engine gaseous emission tests. Generally, the equipment required...

40 CFR 86.306-79 - Equipment required and specifications; overview.

Code of Federal Regulations, 2010 CFR

2010-07-01

...) AIR PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test... for both gasoline-fueled and Diesel engine gaseous emission tests. Generally, the equipment required...

DOE Office of Scientific and Technical Information (OSTI.GOV)

Mehl, M; Kukkadapu, G; Kumar, K

The use of gasoline in homogeneous charge compression ignition engines (HCCI) and in duel fuel diesel - gasoline engines, has increased the need to understand its compression ignition processes under engine-like conditions. These processes need to be studied under well-controlled conditions in order to quantify low temperature heat release and to provide fundamental validation data for chemical kinetic models. With this in mind, an experimental campaign has been undertaken in a rapid compression machine (RCM) to measure the ignition of gasoline mixtures over a wide range of compression temperatures and for different compression pressures. By measuring the pressure history duringmore » ignition, information on the first stage ignition (when observed) and second stage ignition are captured along with information on the phasing of the heat release. Heat release processes during ignition are important because gasoline is known to exhibit low temperature heat release, intermediate temperature heat release and high temperature heat release. In an HCCI engine, the occurrence of low-temperature and intermediate-temperature heat release can be exploited to obtain higher load operation and has become a topic of much interest for engine researchers. Consequently, it is important to understand these processes under well-controlled conditions. A four-component gasoline surrogate model (including n-heptane, iso-octane, toluene, and 2-pentene) has been developed to simulate real gasolines. An appropriate surrogate mixture of the four components has been developed to simulate the specific gasoline used in the RCM experiments. This chemical kinetic surrogate model was then used to simulate the RCM experimental results for real gasoline. The experimental and modeling results covered ultra-lean to stoichiometric mixtures, compressed temperatures of 640-950 K, and compression pressures of 20 and 40 bar. The agreement between the experiments and model is encouraging in terms of first-stage (when observed) and second-stage ignition delay times and of heat release rate. The experimental and computational results are used to gain insight into low and intermediate temperature processes during gasoline ignition.« less

Alternative Fuels Data Center: West Virginia Transportation Data for

Science.gov Websites

Transportation Fuel Consumption Source: State Energy Data System based on beta data converted to gasoline gallon (bbl/day) 20,000 Renewable Power Plants 13 Renewable Power Plant Capacity (nameplate, MW) 751 Source Source: Average prices per gasoline gallon equivalent (GGE) for the Lower Atlantic PADD from the

Alternative Fuels Data Center: Oklahoma Transportation Data for Alternative

Science.gov Websites

Fuel Consumption Source: State Energy Data System based on beta data converted to gasoline gallon ) 2,573 Source: BioFuels Atlas from the National Renewable Energy Laboratory Case Studies Video thumbnail Source: Average prices per gasoline gallon equivalent (GGE) for the Midwest PADD from the Alternative

The Effect of Ethanol Addition to Gasoline on Low- and Intermediate-Temperature Heat Release under Boosted Conditions in Kinetically Controlled Engines

NASA Astrophysics Data System (ADS)

Vuilleumier, David Malcolm

The detailed study of chemical kinetics in engines has become required to further advance engine efficiency while simultaneously lowering engine emissions. This push for higher efficiency engines is not caused by a lack of oil, but by efforts to reduce anthropogenic carbon dioxide emissions, that cause global warming. To operate in more efficient manners while reducing traditional pollutant emissions, modern internal combustion piston engines are forced to operate in regimes in which combustion is no longer fully transport limited, and instead is at least partially governed by chemical kinetics of combusting mixtures. Kinetically-controlled combustion allows the operation of piston engines at high compression ratios, with partially-premixed dilute charges; these operating conditions simultaneously provide high thermodynamic efficiency and low pollutant formation. The investigations presented in this dissertation study the effect of ethanol addition on the low-temperature chemistry of gasoline type fuels in engines. These investigations are carried out both in a simplified, fundamental engine experiment, named Homogeneous Charge Compression Ignition, as well as in more applied engine systems, named Gasoline Compression Ignition engines and Partial Fuel Stratification engines. These experimental investigations, and the accompanying modeling work, show that ethanol is an effective scavenger of radicals at low temperatures, and this inhibits the low temperature pathways of gasoline oxidation. Further, the investigations measure the sensitivity of gasoline auto-ignition to system pressure at conditions that are relevant to modern engines. It is shown that at pressures above 40 bar and temperatures below 850 Kelvin, gasoline begins to exhibit Low-Temperature Heat Release. However, the addition of 20% ethanol raises the pressure requirement to 60 bar, while the temperature requirement remains unchanged. These findings have major implications for a range of modern engines. Low-Temperature Heat Release significantly enhances the auto-ignition process, which limits the conditions under which advanced combustion strategies may operate. As these advanced combustion strategies are required to meet emissions and fuel-economy regulations, the findings of this dissertation may benefit and be incorporated into future engine design toolkits, such as detailed chemical kinetic mechanisms.

Lean burn natural gas fueled S.I. engine and exhaust emissions

DOE Office of Scientific and Technical Information (OSTI.GOV)

Varde, K.S.; Patro, N.; Drouillard, K.

1995-12-31

An experimental study was undertaken to study exhaust emission from a lean-burn natural gas spark ignition engine. The possibility that such an engine may help to reduce exhaust emissions substantially by taking advantage of natural gas fuel properties, such as its antiknock properties and extended lean flammability limit compared to gasoline, was the main motivation behind the investigation. A four cylinder, automotive type spark ignition engine was used in the investigation. The engine was converted to operate on natural gas by replacing its fuel system with a gaseous carburetion system. A 3-way metal metrix catalytic converter was used in themore » engine exhaust system to reduce emission levels. The engine operated satisfactorily at an equivalence ratio as lean as 0.6, at all speeds and loads. As a result NOx emissions were significantly reduced. However, hydrocarbon emissions were high, particularly at very lean conditions and light loads. Most of these hydrocarbons were made up of methane with small concentrations of ethane and propane. Coefficient of variations in hydrocarbons were generally high at very lean operating conditions and light loads, but decreased with increasing equivalence ratio and engine speed. Methane concentrations in the engine exhaust decreased with increasing load and equivalence ratio. At lean air-to-fuel ratios and light loads oxidation of methane in the catalyst was substantially limited and no NOx reduction was achieved. In addition, the proportion of nitric oxide in oxides of nitrogen increased with increasing amount of NOx in the engine exhaust. A major problem encountered in the study was the inability of the fuel system to maintain near constant air-to-fuel ratios at steady operating conditions.« less

40 CFR 86.1108-87 - Maintenance of records.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy-Duty Vehicles, Including Light-Duty... heavy-duty engine or heavy-duty vehicle subject to any of the provisions of this subpart shall establish... testing under this subpart, specifically; (i) If testing heavy-duty gasoline engines, the equipment...

40 CFR 1065.710 - Gasoline.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 33 2011-07-01 2011-07-01 false Gasoline. 1065.710 Section 1065.710... PROCEDURES Engine Fluids, Test Fuels, Analytical Gases and Other Calibration Standards § 1065.710 Gasoline. (a) Gasoline for testing must have octane values that represent commercially available fuels for the...

40 CFR 1065.710 - Gasoline.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 34 2013-07-01 2013-07-01 false Gasoline. 1065.710 Section 1065.710... PROCEDURES Engine Fluids, Test Fuels, Analytical Gases and Other Calibration Standards § 1065.710 Gasoline. (a) Gasoline for testing must have octane values that represent commercially available fuels for the...

40 CFR 1065.710 - Gasoline.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 34 2012-07-01 2012-07-01 false Gasoline. 1065.710 Section 1065.710... PROCEDURES Engine Fluids, Test Fuels, Analytical Gases and Other Calibration Standards § 1065.710 Gasoline. (a) Gasoline for testing must have octane values that represent commercially available fuels for the...

Experimental investigation of gasoline compression ignition combustion in a light-duty diesel engine

NASA Astrophysics Data System (ADS)

Loeper, C. Paul

Due to increased ignition delay and volatility, low temperature combustion (LTC) research utilizing gasoline fuel has experienced recent interest [1-3]. These characteristics improve air-fuel mixing prior to ignition allowing for reduced emissions of nitrogen oxides (NOx) and soot (or particulate matter, PM). Computational fluid dynamics (CFD) results at the University of Wisconsin-Madison's Engine Research Center (Ra et al. [4, 5]) have validated these attributes and established baseline operating parameters for a gasoline compression ignition (GCI) concept in a light-duty diesel engine over a large load range (3-16 bar net IMEP). In addition to validating these computational results, subsequent experiments at the Engine Research Center utilizing a single cylinder research engine based on a GM 1.9-liter diesel engine have progressed fundamental understanding of gasoline autoignition processes, and established the capability of critical controlling input parameters to better control GCI operation. The focus of this thesis can be divided into three segments: 1) establishment of operating requirements in the low-load operating limit, including operation sensitivities with respect to inlet temperature, and the capabilities of injection strategy to minimize NOx emissions while maintaining good cycle-to-cycle combustion stability; 2) development of novel three-injection strategies to extend the high load limit; and 3) having developed fundamental understanding of gasoline autoignition kinetics, and how changes in physical processes (e.g. engine speed effects, inlet pressure variation, and air-fuel mixture processes) affects operation, develop operating strategies to maintain robust engine operation. Collectively, experimental results have demonstrated the ability of GCI strategies to operate over a large load-speed range (3 bar to 17.8 bar net IMEP and 1300-2500 RPM, respectively) with low emissions (NOx and PM less than 1 g/kg-FI and 0.2 g/kg-FI, respectively), and low fuel consumption (gross indicated fuel consumption <200 g/kWh). [1] Dec, J. E., Yang, Y., and Dronniou, N., 2011, "Boosted HCCI - Controlling Pressure- Rise Rates for Performance Improvements using Partial Fuel Stratification with Conventional Gasoline," SAE Int. J. Engines, 4(1), pp. 1169-1189. [2] Kalghatgi, G., Hildingsson, L., and Johansson, B., 2010, "Low NO(x) and Low Smoke Operation of a Diesel Engine Using Gasolinelike Fuels," Journal of Engineering for Gas Turbines and Power-Transactions of the Asme, 132(9), p. 9. [3] Manente, V., Zander, C.-G., Johansson, B., Tunestal, P., and Cannella, W., 2010, "An Advanced Internal Combustion Engine Concept for Low Emissions and High Efficiency from Idle to Max Load Using Gasoline Partially Premixed Combustion," SAE International, 2010-01-2198. [4] Ra, Y., Loeper, P., Reitz, R., Andrie, M., Krieger, R., Foster, D., Durrett, R., Gopalakrishnan, V., Plazas, A., Peterson, R., and Szymkowicz, P., 2011, "Study of High Speed Gasoline Direct Injection Compression Ignition (GDICI) Engine Operation in the LTC Regime," SAE Int. J. Engines, 4(1), pp. 1412-1430. [5] Ra, Y., Loeper, P., Andrie, M., Krieger, R., Foster, D., Reitz, R., and Durrett, R., 2012, "Gasoline DICI Engine Operation in the LTC Regime Using Triple- Pulse Injection," SAE Int. J. Engines, 5(3), pp. 1109-1132.

New potentials for conventional aircraft when powered by hydrogen-enriched gasoline

NASA Technical Reports Server (NTRS)

Menard, W. A.; Moynihan, P. I.; Rupe, J. H.

1976-01-01

Overall system efficiency and performance of a Beech Model 20 Duke aircraft was studied to provide analytical representations of an aircraft piston engine system, including all essential components required for onboard hydrogen generation. Lower emission levels and a 20% reduction in fuel consumption may be obtained by using a catalytic hydrogen generator, incorporated as part of the air induction system, to generate hydrogen by breaking down small amounts of the aviation gasoline used in the normal propulsion system. This hydrogen is then mixed with gasoline and compressed air from the turbocharger before entering the engine combustion chamber. The special properties of the hydrogen-enriched gasoline allow the engine to operate at ultra lean fuel/air ratios, resulting in higher efficiencies.

The effect of changes in compression ratio upon engine performance

NASA Technical Reports Server (NTRS)

Sparrow, Stanwood W

1925-01-01

This report is based upon engine tests made at the Bureau of Standards during 1920, 1921, 1922, and 1923. The majority of these tests were of aviation engines and were made in the Altitude Laboratory. For a small portion of the work a single cylinder experimental engine was used. This, however, was operated only at sea-level pressures. The report shows that an increase in break horsepower and a decrease in the pounds of fuel used per brake horsepower hour usually results from an increase in compression ratio. This holds true at least up to the highest ratio investigated, 14 to 1, provided there is no serious preignition or detonation at any ratio. To avoid preignition and detonation when employing high-compression ratios, it is often necessary to use some fuel other than gasoline. It has been found that the consumption of some of these fuels in pounds per brake horsepower hour is so much greater than the consumption of gasoline that it offsets the decrease derived from the use of the high-compression ratio. The changes in indicated thermal efficiency with changes in compression ratio are in close agreement with what would be anticipated from a consideration of the air cycle efficiencies at the various ratios. In so far as these tests are concerned there is no evidence that a change in compression ratio produces an appreciable, consistent change in friction horsepower, volumetric efficiency, or in the range of fuel-air ratios over which the engine can operate. The ratio between the heat loss to the jacket water and the heat converted into brake horsepower or indicated horsepower decreases with increase in compression ratio. (author)

Effect of ethanol-gasoline blends on small engine generator energy efficiency and exhaust emission.

PubMed

Lin, Wen-Yinn; Chang, Yuan-Yi; Hsieh, You-Ru

2010-02-01

This study was focused on fuel energy efficiency and pollution analysis of different ratios of ethanol-gasoline blended fuels (E0, E3, E6, and E9) under different loadings. In this research, the experimental system consisted of a small engine generator, a particulate matter measurement system, and an exhaust gas analyzer system. Different fuels, unleaded gasoline, and ethanol-gasoline blends (E0, E3, E6, and E9) were used to study their effects on the exhaust gas emission and were expressed as thermal efficiency of the small engine generator energy efficiency. The results suggested that particle number concentration increased as the engine loading increased; however, it decreased as the ethanol content in the blend increased. While using E6 as fuel, the carbon monoxide (CO) concentration was less than other fuels (E0, E3, and E9) for each engine loading. The average of CO concentration reduction by using E3, E6, and E9 is 42, 86, and 83%, respectively. Using an ethanol-gasoline blend led to a significant reduction in exhaust emissions by approximately 78.7, 97.5, and 89.46% of the mean average values of hydrocarbons (HCs) with E3, E6, and E9 fuels, respectively, for all engine loadings. Using an ethanol-gasoline blend led to a significant reduction in exhaust emissions by approximately 35, 86, and 77% of the mean average values of nitrogen oxides (NOx) with E3, E6, and E9 fuels, respectively, at each engine loading. The E6 fuel gave the best results of the exhaust emissions, and the E9 fuel gave the best results of the particle emissions and engine performance. The thermal efficiency of the small engine generator increased as the ethanol content in the blend increased and as the engine loading increased.

40 CFR 86.1401 - Scope; applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

...) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES (CONTINUED) Emission Regulations for New Gasoline-Fueled Otto-Cycle Light-Duty Vehicles and New Gasoline-Fueled Otto-Cycle Light-Duty... procedures for gasoline-fueled Otto-cycle light-duty vehicles, and for gasoline-fueled Otto-cycle light-duty...

40 CFR 1065.710 - Gasoline.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 33 2014-07-01 2014-07-01 false Gasoline. 1065.710 Section 1065.710... PROCEDURES Engine Fluids, Test Fuels, Analytical Gases and Other Calibration Standards § 1065.710 Gasoline. (a) This section specifies test fuel properties for gasoline with ethanol (low-level blend only) and...

IRIS Toxicological Review and Summary Documents for Methyl Tert-Butyl Ether (MTBE)

EPA Science Inventory

MTBE is a volatile organic chemical used to oxygenate gasoline. Oxygenated gasoline improves the exhaust emissions from gasoline engines. Since 1992 it has been used to comply with the Federal Reformulated Gasoline (begun in 1995) and Wintertime Oxygenated Fuel (begun in 1992) p...

Stop/Start: Driving

Science.gov Websites

gasoline engine does not run when the vehicle is at rest. When pulling out, the electric starter/generator the gasoline engine when pulling out from a stop and generating electricity which is stored in the

Final Report: Utilizing Alternative Fuel Ignition Properties to Improve SI and CI Engine Efficiency

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wooldridge, Margaret; Boehman, Andre; Lavoie, George

Experimental and modeling studies were completed to explore leveraging physical and chemical fuel properties for improved thermal efficiency of internal combustion engines. Fundamental studies of the ignition chemistry of ethanol and iso-octane blends and constant volume spray chamber studies of gasoline and diesel sprays supported the core research effort which used several reciprocating engine platforms. Single cylinder spark ignition (SI) engine studies were carried out to characterize the impact of ethanol/gasoline, syngas (H 2 and CO)/gasoline and other oxygenate/gasoline blends on engine performance. The results of the single-cylinder engine experiments and other data from the literature were used to trainmore » a GT Power model and to develop a knock criteria based on reaction chemistry. The models were used to interpret the experimental results and project future performance. Studies were also carried out using a state of the art, direct injection (DI) turbocharged multi- cylinder engine with piezo-actuated fuel injectors to demonstrate the promising spray and spark timing strategies from single-cylinder engine studies on the multi-cylinder engine. Key outcomes and conclusions of the studies were: 1. Efficiency benefits of ethanol and gasoline fuel blends were consistent and substantial (e.g. 5-8% absolute improvement in gross indicated thermal efficiency (GITE)). 2. The best ethanol/gasoline blend (based on maximum thermal efficiency) was determined by the engine hardware and limits based on component protection (e.g. peak in-cylinder pressure or maximum turbocharger inlet temperature) – and not by knock limits. Blends with <50% ethanol delivered significant thermal efficiency gains with conventional SI hardware while maintain good safety integrity to the engine hardware. 3. Other compositions of fuel blends including syngas (H 2 and CO) and other dilution strategies provided significant efficiency gains as well (e.g. 5% absolute improvement in ITE). 4. When the combination of engine and fuel system is not knock limited, multiple fuel injection events maintain thermal efficiency while improving engine-out emissions (e.g. CO, UHC, and particulate number).« less

DOE Office of Scientific and Technical Information (OSTI.GOV)

Dempsey, Adam B.; Curran, Scott; Reitz, Rolf D.

The focus of the present paper was to characterize Reactivity Controlled Compression Ignition (RCCI) using a single-fuel approach of gasoline and gasoline mixed with a commercially available cetane improver on a multi-cylinder engine. RCCI was achieved by port-injecting a certification grade 96 research octane gasoline and direct-injecting the same gasoline mixed with various levels of a cetane improver, 2-ethylhexyl nitrate (EHN). The EHN volume percentages investigated in the direct-injected fuel were 10, 5, and 2.5%. The combustion phasing controllability and emissions of the different fueling combinations were characterized at 2300 rpm and 4.2 bar brake mean effective pressure over amore » variety of parametric investigations including direct injection timing, premixed gasoline percentage, and intake temperature. Comparisons were made to gasoline/diesel RCCI operation on the same engine platform at nominally the same operating condition. The experiments were conducted on a modern four cylinder light-duty diesel engine that was modified with a port-fuel injection system while maintaining the stock direct injection fuel system. The pistons were modified for highly premixed operation and feature an open shallow bowl design. The results indicate that the authority to control the combustion phasing through the fuel delivery strategy (e.g., direct injection timing or premixed gasoline percentage) is not a strong function of the EHN concentration in the direct-injected fuel. It was also observed that NOx emissions are a strong function of the global EHN concentration in-cylinder and the combustion phasing. Finally, in general, NOx emissions are significantly elevated for gasoline/gasoline+EHN operation compared with gasoline/diesel RCCI operation at a given operating condition.« less

Comparative analysis of the Performance and Emission Characteristics of ethanol-butanol-gasoline blends

NASA Astrophysics Data System (ADS)

Taneja, Sumit; Singh, Perminderjit, Dr; Singh, Gurtej

2018-02-01

Global warming and energy security being the global problems have shifted the focus of researchers on the renewable sources of energy which could replace petroleum products partially or as a whole. Ethanol and butanol are renewable sources of energy which can be produced through fermentation of biomass. A lot of research has already been done to develop suitable ethanol-gasoline blends. In contrast very little literature available on the butanol-gasoline blends. This research focuses on the comparison of ethanol-gasoline fuels with butanol-gasoline fuels with regard to the emission and performance in an SI engine. Experiments were conducted on a variable compression ratio SI engine at 1600 rpm and compression ratio 8. The experiments involved the measurement of carbon monoxide, carbon dioxide, oxides of nitrogen and unburned hydrocarbons emission and among performance parameters brake specific fuel consumption and brake thermal efficiency were recorded at three loads of 2.5kgs (25%), 5kgs (50%) and 7.5kgs (75%). Results show that ethanol and butanol content in gasoline have decreased brake specific fuel consumption, carbon monoxide and unburned hydrocarbon emissions while the brake thermal efficiency and oxides of nitrogen are increased. Results indicate thatbutanol-gasoline blends have improved brake specific fuel consumption, carbon monoxide emissions in an SI engine as compared to ethanol-gasoline blends. The carbon dioxide emissions and brake thermal efficiencies are comparable for ethanol-gasoline blends and butanol-gasoline blends. The butanol content has a more adverse effect on emissions of oxides of nitrogen than ethanol.

Hybrid: Passing

Science.gov Websites

accelerating or when additional power is needed, the gasoline engine and electric motor are both used to propel . The car is passing another vehicle. There are red arrows flowing from the gasoline engine to the front wheels. There are blue arrows flowing from the battery to the electric engine to the front wheels. Main

Altitude Performance of Annular Combustor Type Turbojet Engine with JFC-2 Fuel /james W. Useller, James L. Harp, Jr. and Zelmar Barson

NASA Technical Reports Server (NTRS)

Useller, James W; Harp, James L JR; Barson, Zelmar

1952-01-01

An investigation was made comparing the performance of JFC-2 fuel and unleaded, clear gasoline in a 3000-pound-thrust turbojet engine. The JFC-2 fuel was a blend of percent diesel fuel and 25 percent aviation gasoline. Engine combustion efficiency was equal to that obtained with gasoline at rated engine speed and altitudes up to 35,000 feet, but at lower engine speeds or at higher altitudes the JFC-2 fuel gave lower combustion efficiency. No discernible difference was obtained in starting or low-speed combustiion blow-out characteristics of the two fuels. Turbine-discharge radial temperature profiles were nearly the same at altitudes up to 35,000 feet.

Alternative Fuels Data Center: Iowa Transportation Data for Alternative

Science.gov Websites

Consumption Source: State Energy Data System based on beta data converted to gasoline gallon equivalents of (bbl/day) 0 Renewable Power Plants 41 Renewable Power Plant Capacity (nameplate, MW) 3,807 Source /gallon $2.60/GGE $2.96/gallon $2.66/GGE Source: Average prices per gasoline gallon equivalent (GGE) for

Alternative Fuels Data Center: South Carolina Transportation Data for

Science.gov Websites

Consumption Source: State Energy Data System based on beta data converted to gasoline gallon equivalents of (bbl/day) 0 Renewable Power Plants 31 Renewable Power Plant Capacity (nameplate, MW) 3,396 Source /gallon $2.66/GGE Source: Average prices per gasoline gallon equivalent (GGE) for the Lower Atlantic PADD

40 CFR 80.160 - Exemptions.

Code of Federal Regulations, 2011 CFR

2011-07-01

..., automobile, engine, or component manufacturers for research, development, or test purposes, or any gasoline... such facility is associated with detergent, fuel, automotive, or engine research, development or... FUELS AND FUEL ADDITIVES Detergent Gasoline § 80.160 Exemptions. (a) Research, development, and testing...

40 CFR 80.160 - Exemptions.

Code of Federal Regulations, 2014 CFR

2014-07-01

..., automobile, engine, or component manufacturers for research, development, or test purposes, or any gasoline... such facility is associated with detergent, fuel, automotive, or engine research, development or... FUELS AND FUEL ADDITIVES Detergent Gasoline § 80.160 Exemptions. (a) Research, development, and testing...

40 CFR 80.160 - Exemptions.

Code of Federal Regulations, 2012 CFR

2012-07-01

..., automobile, engine, or component manufacturers for research, development, or test purposes, or any gasoline... such facility is associated with detergent, fuel, automotive, or engine research, development or... FUELS AND FUEL ADDITIVES Detergent Gasoline § 80.160 Exemptions. (a) Research, development, and testing...

40 CFR 80.173 - Exemptions.

Code of Federal Regulations, 2013 CFR

2013-07-01

..., automobile, engine, or component manufacturers for research, development, or test purposes, or any gasoline... such facility is associated with detergent, fuel, automotive, or engine research, development or... FUELS AND FUEL ADDITIVES Detergent Gasoline § 80.173 Exemptions. (a) Research, development, and testing...

40 CFR 80.173 - Exemptions.

Code of Federal Regulations, 2012 CFR

2012-07-01

..., automobile, engine, or component manufacturers for research, development, or test purposes, or any gasoline... such facility is associated with detergent, fuel, automotive, or engine research, development or... FUELS AND FUEL ADDITIVES Detergent Gasoline § 80.173 Exemptions. (a) Research, development, and testing...

40 CFR 80.173 - Exemptions.

Code of Federal Regulations, 2014 CFR

2014-07-01

..., automobile, engine, or component manufacturers for research, development, or test purposes, or any gasoline... such facility is associated with detergent, fuel, automotive, or engine research, development or... FUELS AND FUEL ADDITIVES Detergent Gasoline § 80.173 Exemptions. (a) Research, development, and testing...

40 CFR 80.160 - Exemptions.

Code of Federal Regulations, 2010 CFR

2010-07-01

..., automobile, engine, or component manufacturers for research, development, or test purposes, or any gasoline... such facility is associated with detergent, fuel, automotive, or engine research, development or... FUELS AND FUEL ADDITIVES Detergent Gasoline § 80.160 Exemptions. (a) Research, development, and testing...

40 CFR 80.160 - Exemptions.

Code of Federal Regulations, 2013 CFR

2013-07-01

..., automobile, engine, or component manufacturers for research, development, or test purposes, or any gasoline... such facility is associated with detergent, fuel, automotive, or engine research, development or... FUELS AND FUEL ADDITIVES Detergent Gasoline § 80.160 Exemptions. (a) Research, development, and testing...

40 CFR 80.173 - Exemptions.

Code of Federal Regulations, 2011 CFR

2011-07-01

..., automobile, engine, or component manufacturers for research, development, or test purposes, or any gasoline... such facility is associated with detergent, fuel, automotive, or engine research, development or... FUELS AND FUEL ADDITIVES Detergent Gasoline § 80.173 Exemptions. (a) Research, development, and testing...

40 CFR 80.173 - Exemptions.

Code of Federal Regulations, 2010 CFR

2010-07-01

..., automobile, engine, or component manufacturers for research, development, or test purposes, or any gasoline... such facility is associated with detergent, fuel, automotive, or engine research, development or... FUELS AND FUEL ADDITIVES Detergent Gasoline § 80.173 Exemptions. (a) Research, development, and testing...

DOE Office of Scientific and Technical Information (OSTI.GOV)

Prikhodko, Vitaly Y; Pihl, Josh A; Toops, Todd J

Ethanol is a very effective reductant of nitrogen oxides (NOX) over silver/alumina (Ag/Al2O3) catalysts in lean exhaust environment. With the widespread availability of ethanol/gasoline-blended fuel in the USA, lean gasoline engines equipped with an Ag/Al2O3 catalyst have the potential to deliver higher fuel economy than stoichiometric gasoline engines and to increase biofuel utilization while meeting exhaust emissions regulations. In this work a pre-commercial 2 wt% Ag/Al2O3 catalyst was evaluated on a 2.0-liter BMW lean burn gasoline direct injection engine for the selective catalytic reduction (SCR) of NOX with ethanol/gasoline blends. The ethanol/gasoline blends were delivered via in-pipe injection upstream ofmore » the Ag/Al2O3 catalyst with the engine operating under lean conditions. A number of engine conditions were chosen to provide a range of temperatures and space velocities for the catalyst performance evaluations. High NOX conversions were achieved with ethanol/gasoline blends containing at least 50% ethanol; however, higher C1/N ratio was needed to achieve greater than 90% NOX conversion, which also resulted in significant HC slip. Temperature and HC dosing were important in controlling selectivity to NH3 and N2O. At high temperatures, NH3 and N2O yields increased with increased HC dosing. At low temperatures, NH3 yield was very low, however, N2O levels became significant. The ability to generate NH3 under lean conditions has potential for application of a dual SCR approach (HC SCR + NH3 SCR) to reduce fuel consumption needed for NOX reduction and/or increased NOX conversion, which is discussed in this work.« less

Process and catalyst for converting synthesis gas to liquid hydrocarbon mixture

DOEpatents

Rao, V. Udaya S.; Gormley, Robert J.

1987-01-01

Synthesis gas containing CO and H.sub.2 is converted to a high-octane hydrocarbon liquid in the gasoline boiling point range by bringing the gas into contact with a heterogeneous catalyst including, in physical mixture, a zeolite molecular sieve, cobalt at 6-20% by weight, and thoria at 0.5-3.9% by weight. The contacting occurs at a temperature of 250.degree.-300.degree. C., and a pressure of 10-30 atmospheres. The conditions can be selected to form a major portion of the hydrocarbon product in the gasoline boiling range with a research octane of more than 80 and less than 10% by weight aromatics.

40 CFR 80.1651 - Product transfer document requirements.

Code of Federal Regulations, 2014 CFR

2014-07-01

..., “This gasoline is for use in vehicles, engines, or equipment under an EPA-approved national security exemption only.” (2) For gasoline with a research, development, or testing exemption under § 80.1656, “This gasoline is for research, development, or testing purposes only.” (3) For gasoline for use in American...

A study on emission characteristics of an EFI engine with ethanol blended gasoline fuels

NASA Astrophysics Data System (ADS)

He, Bang-Quan; Wang, Jian-Xin; Hao, Ji-Ming; Yan, Xiao-Guang; Xiao, Jian-Hua

The effect of ethanol blended gasoline fuels on emissions and catalyst conversion efficiencies was investigated in a spark ignition engine with an electronic fuel injection (EFI) system. The addition of ethanol to gasoline fuel enhances the octane number of the blended fuels and changes distillation temperature. Ethanol can decrease engine-out regulated emissions. The fuel containing 30% ethanol by volume can drastically reduce engine-out total hydrocarbon emissions (THC) at operating conditions and engine-out THC, CO and NO x emissions at idle speed, but unburned ethanol and acetaldehyde emissions increase. Pt/Rh based three-way catalysts are effective in reducing acetaldehyde emissions, but the conversion of unburned ethanol is low. Tailpipe emissions of THC, CO and NO x have close relation to engine-out emissions, catalyst conversion efficiency, engine's speed and load, air/fuel equivalence ratio. Moreover, the blended fuels can decrease brake specific energy consumption.

Gasoline from natural gas by sulfur processing

DOE Office of Scientific and Technical Information (OSTI.GOV)

Erekson, E.J.; Miao, F.Q.

1995-12-31

The overall objective of this research project is to develop a catalytic process to convert natural gas to liquid transportation fuels. The process, called the HSM (Hydrogen Sulfide-Methane) Process, consists of two steps that each utilize a catalyst and sulfur-containing intermediates: (1) converting natural gas to CS{sub 2} and (2) converting CS{sub 2} to gasoline range liquids. Catalysts have been found that convert methane to carbon disulfide in yields up to 98%. This exceeds the target of 40% yields for the first step. The best rate for CS{sub 2} formation was 132 g CS{sub 2}/kg-cat-h. The best rate for hydrogenmore » production is 220 L H{sub 2} /kg-cat-h. A preliminary economic study shows that in a refinery application hydrogen made by the HSM technology would cost $0.25-R1.00/1000 SCF. Experimental data will be generated to facilitate evaluation of the overall commercial viability of the process.« less

Final Rule for Amendment to Emission Requirements Applicable to New Gasoline Spark-Ignition Marine Engines

EPA Pesticide Factsheets

This rulemaking amends the regulations applicable to new gasoline spark-ignition marine engines to address an oversight regarding the production line testing program in the final regulations published on October 4, 1996, (61 FR 52087).

A life-cycle comparison of alternative automobile fuels.

PubMed

MacLean, H L; Lave, L B; Lankey, R; Joshi, S

2000-10-01

We examine the life cycles of gasoline, diesel, compressed natural gas (CNG), and ethanol (C2H5OH)-fueled internal combustion engine (ICE) automobiles. Port and direct injection and spark and compression ignition engines are examined. We investigate diesel fuel from both petroleum and biosources as well as C2H5OH from corn, herbaceous bio-mass, and woody biomass. The baseline vehicle is a gasoline-fueled 1998 Ford Taurus. We optimize the other fuel/powertrain combinations for each specific fuel as a part of making the vehicles comparable to the baseline in terms of range, emissions level, and vehicle lifetime. Life-cycle calculations are done using the economic input-output life-cycle analysis (EIO-LCA) software; fuel cycles and vehicle end-of-life stages are based on published model results. We find that recent advances in gasoline vehicles, the low petroleum price, and the extensive gasoline infrastructure make it difficult for any alternative fuel to become commercially viable. The most attractive alternative fuel is compressed natural gas because it is less expensive than gasoline, has lower regulated pollutant and toxics emissions, produces less greenhouse gas (GHG) emissions, and is available in North America in large quantities. However, the bulk and weight of gas storage cylinders required for the vehicle to attain a range comparable to that of gasoline vehicles necessitates a redesign of the engine and chassis. Additional natural gas transportation and distribution infrastructure is required for large-scale use of natural gas for transportation. Diesel engines are extremely attractive in terms of energy efficiency, but expert judgment is divided on whether these engines will be able to meet strict emissions standards, even with reformulated fuel. The attractiveness of direct injection engines depends on their being able to meet strict emissions standards without losing their greater efficiency. Biofuels offer lower GHG emissions, are sustainable, and reduce the demand for imported fuels. Fuels from food sources, such as biodiesel from soybeans and C2H5OH from corn, can be attractive only if the co-products are in high demand and if the fuel production does not diminish the food supply. C2H5OH from herbaceous or woody biomass could replace the gasoline burned in the light-duty fleet while supplying electricity as a co-product. While it costs more than gasoline, bioethanol would be attractive if the price of gasoline doubled, if significant reductions in GHG emissions were required, or if fuel economy regulations for gasoline vehicles were tightened.

A Life-Cycle Comparison of Alternative Automobile Fuels.

PubMed

MacLean, Heather L; Lave, Lester B; Lankey, Rebecca; Joshi, Satish

2000-10-01

We examine the life cycles of gasoline, diesel, compressed natural gas (CNG), and ethanol (C 2 H 5 OH)-fueled internal combustion engine (ICE) automobiles. Port and direct injection and spark and compression ignition engines are examined. We investigate diesel fuel from both petroleum and biosources as well as C 2 H 5 OH from corn, herbaceous bio-mass, and woody biomass. The baseline vehicle is a gasoline-fueled 1998 Ford Taurus. We optimize the other fuel/powertrain combinations for each specific fuel as a part of making the vehicles comparable to the baseline in terms of range, emissions level, and vehicle lifetime. Life-cycle calculations are done using the economic input-output life-cycle analysis (EIO-LCA) software; fuel cycles and vehicle end-of-life stages are based on published model results. We find that recent advances in gasoline vehicles, the low petroleum price, and the extensive gasoline infrastructure make it difficult for any alternative fuel to become commercially viable. The most attractive alternative fuel is compressed natural gas because it is less expensive than gasoline, has lower regulated pollutant and toxics emissions, produces less greenhouse gas (GHG) emissions, and is available in North America in large quantities. However, the bulk and weight of gas storage cylinders required for the vehicle to attain a range comparable to that of gasoline vehicles necessitates a redesign of the engine and chassis. Additional natural gas transportation and distribution infrastructure is required for large-scale use of natural gas for transportation. Diesel engines are extremely attractive in terms of energy efficiency, but expert judgment is divided on whether these engines will be able to meet strict emissions standards, even with reformulated fuel. The attractiveness of direct injection engines depends on their being able to meet strict emissions standards without losing their greater efficiency. Biofuels offer lower GHG emissions, are sustainable, and reduce the demand for imported fuels. Fuels from food sources, such as biodiesel from soybeans and C 2 H 5 OH from corn, can be attractive only if the co-products are in high demand and if the fuel production does not diminish the food supply. C 2 H 5 OH from herbaceous or woody biomass could replace the gasoline burned in the light-duty fleet while supplying electricity as a co-product. While it costs more than gasoline, bioethanol would be attractive if the price of gasoline doubled, if significant reductions in GHG emissions were required, or if fuel economy regulations for gasoline vehicles were tightened.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Splitter, Derek A; Szybist, James P

The present study experimentally investigates spark-ignited combustion with 87 AKI E0 gasoline in its neat form and in mid-level alcohol-gasoline blends with 24% vol./vol. iso-butanol-gasoline (IB24) and 30% vol./vol. ethanol-gasoline (E30). A single-cylinder research engine is used with a low and high compression ratio of 9.2:1 and 11.85:1 respectively. The engine is equipped with hydraulically actuated valves, laboratory intake air, and is capable of external exhaust gas recirculation (EGR). All fuels are operated to full-load conditions with =1, using both 0% and 15% external cooled EGR. The results demonstrate that higher octane number bio-fuels better utilize higher compression ratios withmore » high stoichiometric torque capability. Specifically, the unique properties of ethanol enabled a doubling of the stoichiometric torque capability with the 11.85:1 compression ratio using E30 as compared to 87 AKI, up to 20 bar IMEPg at =1 (with 15% EGR, 18.5 bar with 0% EGR). EGR was shown to provide thermodynamic advantages with all fuels. The results demonstrate that E30 may further the downsizing and downspeeding of engines by achieving increased low speed torque, even with high compression ratios. The results suggest that at mid-level alcohol-gasoline blends, engine and vehicle optimization can offset the reduced fuel energy content of alcohol-gasoline blends, and likely reduce vehicle fuel consumption and tailpipe CO2 emissions.« less

Understanding fuel anti-knock performances in modern SI engines using fundamental HCCI experiments

DOE PAGES

Yang, Yi; Dec, John E.; Sjoberg, Magnus; ...

2015-08-19

Modern spark-ignition (SI) engine technologies have considerably changed in-cylinder conditions under which fuel autoignition and engine knock take place. In this paper, fundamental HCCI engine experiments are proposed as a means for characterizing the impact of these technologies on the knock propensity of different fuels. In particular, the impacts of turbocharging, direct injection (DI), and downspeeding on operation with ethanol and gasoline are investigated to demonstrate this approach. Results reported earlier for ethanol and gasoline on HCCI combustion are revisited with the new perspective of how their autoignition characteristics fit into the anti-knock requirement in modern SI engines. For example,more » the weak sensitivity to pressure boost demonstrated by ethanol in HCCI autoignition can be used to explain the strong knock resistance of ethanol fuels for turbocharged SI engines. Further, ethanol's high sensitivity to charge temperature makes charge cooling, which can be produced by fuel vaporization via direct injection or by piston expansion via spark-timing retard, very effective for inhibiting knock. On the other hand, gasoline autoignition shows a higher sensitivity to pressure, so only very low pressure boost can be applied before knock occurs. Gasoline also demonstrates low temperature sensitivity, so it is unable to make as effective use of the charge cooling produced by fuel vaporization or spark retard. These arguments comprehensively explain literature results on ethanol's substantially better anti-knock performance over gasoline in modern turbocharged DISI engines. Fundamental HCCI experiments such as these can thus be used as a diagnostic and predictive tool for knock-limited SI engine performance for various fuels. As a result, examples are presented where HCCI experiments are used to identify biofuel compounds with good potential for modern SI-engine applications.« less

Characterization of Hydrocarbon Emissions from Gasoline Direct-Injection Compression Ignition Engine Operating on a Higher Reactivity Gasoline Fuel

DOE Office of Scientific and Technical Information (OSTI.GOV)

Storey, John; Lewis, Samuel; Moses-DeBusk, Melanie

Low temperature combustion engine technologies are being investigated for high efficiency and low emissions. However, such engine technologies often produce higher engine-out hydrocarbon (HC) and carbon monoxide (CO) emissions, and their operating range is limited by the fuel properties. In this study, two different fuels, a US market gasoline containing 10% ethanol (RON 92 E10) and a higher reactivity gasoline (RON 80 E0), were compared on a Delphi’s second generation Gasoline Direct-Injection Compression Ignition (Gen 2.0 GDCI) multi-cylinder engine. The engine was evaluated at three operating points ranging from a light load condition (800 rpm/2 bar IMEP g) to mediummore » load conditions (1500 rpm/6 bar and 2000 rpm/10 bar IMEP g). The engine was equipped with two oxidation catalysts, between which was located the exhaust gas recirculation (EGR) inlet. Samples were taken at engine-out, between the catalysts, and at tailpipe locations. In addition, part of the raw exhaust was diluted and sampled for HC speciation. Canisters and sorbent membranes were used to collect volatile HCs and semi-volatile HCs, respectively. Di-nitrophenyl hydrazine (DNPH) cartridges were also used for collecting oxygenated species. Results showed overall lower HC emissions with the RON 80 E0 fuel compared to the RON 92 E10 fuel. For both fuels, the percentage of aromatic HCs was higher in the exhaust than in the fuels themselves. High engine-out aldehyde and ketone emissions were observed for both fuels. The reported HC speciation information can be useful for the development of a robust emission control system.« less

Characterization of Hydrocarbon Emissions from Gasoline Direct-Injection Compression Ignition Engine Operating on a Higher Reactivity Gasoline Fuel

DOE PAGES

Storey, John; Lewis, Samuel; Moses-DeBusk, Melanie; ...

2017-02-05

Low temperature combustion engine technologies are being investigated for high efficiency and low emissions. However, such engine technologies often produce higher engine-out hydrocarbon (HC) and carbon monoxide (CO) emissions, and their operating range is limited by the fuel properties. In this study, two different fuels, a US market gasoline containing 10% ethanol (RON 92 E10) and a higher reactivity gasoline (RON 80 E0), were compared on a Delphi’s second generation Gasoline Direct-Injection Compression Ignition (Gen 2.0 GDCI) multi-cylinder engine. The engine was evaluated at three operating points ranging from a light load condition (800 rpm/2 bar IMEP g) to mediummore » load conditions (1500 rpm/6 bar and 2000 rpm/10 bar IMEP g). The engine was equipped with two oxidation catalysts, between which was located the exhaust gas recirculation (EGR) inlet. Samples were taken at engine-out, between the catalysts, and at tailpipe locations. In addition, part of the raw exhaust was diluted and sampled for HC speciation. Canisters and sorbent membranes were used to collect volatile HCs and semi-volatile HCs, respectively. Di-nitrophenyl hydrazine (DNPH) cartridges were also used for collecting oxygenated species. Results showed overall lower HC emissions with the RON 80 E0 fuel compared to the RON 92 E10 fuel. For both fuels, the percentage of aromatic HCs was higher in the exhaust than in the fuels themselves. High engine-out aldehyde and ketone emissions were observed for both fuels. The reported HC speciation information can be useful for the development of a robust emission control system.« less

Cloud Forming Potential of Aerosol from Light-duty Gasoline Direct Injection Vehicles

DOT National Transportation Integrated Search

2017-12-01

In this study, we evaluate the hygroscopicity and droplet kinetics of fresh and aged emissions from new generation gasoline direct injector engines retrofitted with a gasoline particulate filter (GPF). Furthermore, ageing and subsequent secondary aer...

New potentials for conventional aircraft when powered by hydrogen-enriched gasoline

NASA Technical Reports Server (NTRS)

Menard, W. A.; Moynihan, P. I.; Rupe, J. H.

1976-01-01

Hydrogen enrichment for aircraft piston engines is under study in a new NASA program. The objective of the program is to determine the feasibility of inflight injection of hydrogen in general aviation aircraft engines to reduce fuel consumption and to lower emission levels. A catalytic hydrogen generator will be incorporated as part of the air induction system of a Lycoming turbocharged engine and will generate hydrogen by breaking down small amounts of the aviation gasoline used in the normal propulsion system. This hydrogen will then be mixed with gasoline and compressed air from the turbocharger before entering the engine combustion chamber. The special properties of the hydrogen-enriched gasoline allow the engine to operate at ultralean fuel/air ratios, resulting in higher efficiencies and hence less fuel consumption. This paper summarizes the results of a systems analysis study. Calculations assuming a Beech Duke aircraft indicate that fuel savings on the order of 20% are possible. An estimate of the potential for the utilization of hydrogen enrichment to control exhaust emissions indicates that it may be possible to meet the 1979 Federal emission standards.

Effects of Biofuel and Variant Ambient Pressure on FlameDevelopment and Emissions of Gasoline Engine.

NASA Astrophysics Data System (ADS)

Hashim, Akasha; Khalid, Amir; Sapit, Azwan; Samsudin, Dahrum

2016-11-01

There are many technologies about exhaust emissions reduction for wide variety of spark ignition (SI) engine have been considered as the improvement throughout the combustion process. The stricter on legislation of emission and demands of lower fuel consumption needs to be priority in order to satisfy the demand of emission quality. Besides, alternative fuel such as methanol-gasoline blends is used as working fluid in this study due to its higher octane number and self-sustain concept which capable to contribute positive effect to the combustion process. The purpose of this study is to investigate the effects of methanol-gasoline fuel with different blending ratio and variant ambient pressures on flame development and emission for gasoline engine. An experimental study is carried towards to the flame development of methanol-gasoline fuel in a constant volume chamber. Schlieren optical visualization technique is a visual process that used when high sensitivity is required to photograph the flow of fluids of varying density used for captured the combustion images in the constant volume chamber and analysed through image processing technique. Apart from that, the result showed combustion burn rate increased when the percentage of methanol content in gasoline increased. Thus, high percentage of methanol-gasoline blends gave greater flame development area. Moreover, the emissions of CO, NOX and HC are performed a reduction when the percentage of methanol content in gasoline is increased. Contrarily, the emission of Carbon dioxide, CO2 is increased due to the combustion process is enhanced.

40 CFR 60.4235 - What fuel requirements must I meet if I am an owner or operator of a stationary SI gasoline fired...

Code of Federal Regulations, 2012 CFR

2012-07-01

... am an owner or operator of a stationary SI gasoline fired internal combustion engine subject to this... Stationary Spark Ignition Internal Combustion Engines Other Requirements for Owners and Operators § 60.4235... internal combustion engine subject to this subpart? Owners and operators of stationary SI ICE subject to...

40 CFR 60.4235 - What fuel requirements must I meet if I am an owner or operator of a stationary SI gasoline fired...

Code of Federal Regulations, 2010 CFR

2010-07-01

... am an owner or operator of a stationary SI gasoline fired internal combustion engine subject to this... Stationary Spark Ignition Internal Combustion Engines Other Requirements for Owners and Operators § 60.4235... internal combustion engine subject to this subpart? Owners and operators of stationary SI ICE subject to...

40 CFR 60.4235 - What fuel requirements must I meet if I am an owner or operator of a stationary SI gasoline fired...

Code of Federal Regulations, 2014 CFR

2014-07-01

... am an owner or operator of a stationary SI gasoline fired internal combustion engine subject to this... Stationary Spark Ignition Internal Combustion Engines Other Requirements for Owners and Operators § 60.4235... internal combustion engine subject to this subpart? Owners and operators of stationary SI ICE subject to...

40 CFR 60.4235 - What fuel requirements must I meet if I am an owner or operator of a stationary SI gasoline fired...

Code of Federal Regulations, 2013 CFR

2013-07-01

... am an owner or operator of a stationary SI gasoline fired internal combustion engine subject to this... Stationary Spark Ignition Internal Combustion Engines Other Requirements for Owners and Operators § 60.4235... internal combustion engine subject to this subpart? Owners and operators of stationary SI ICE subject to...

40 CFR 60.4235 - What fuel requirements must I meet if I am an owner or operator of a stationary SI gasoline fired...

Code of Federal Regulations, 2011 CFR

2011-07-01

... am an owner or operator of a stationary SI gasoline fired internal combustion engine subject to this... Stationary Spark Ignition Internal Combustion Engines Other Requirements for Owners and Operators § 60.4235... internal combustion engine subject to this subpart? Owners and operators of stationary SI ICE subject to...

Advanced Gas Turbine (AGT) powertrain system initial development report

NASA Technical Reports Server (NTRS)

1980-01-01

The powertrain consists of a single shaft regenerated gas turbine engine utilizing ceramic hot section components, coupled to a slit differential gearbox with an available variable stator torque converter and an available Ford intergral overdrive four-speed automatic transmission. Predicted fuel economy using gasoline fuel over the combined federal driving cycle (CFDC) is 15.3 km/1, which represents a 59% improvement over the spark-ignition-powered baseline vehicle. Using DF2 fuel, CFDC mileage estimates are 17.43 km/1. Zero to 96.6 km/hr acceleration time is 11.9 seconds with a four-second accleration distance of 21.0 m. The ceramic radial turbine rotor is discussed along with the control system for the powertrain.

In-wheel hub SRM simulation and analysis

NASA Astrophysics Data System (ADS)

Sager, Milton W., III

Is it feasible to replace the conventional gasoline engine and subsequent drive system in a motorcycle with an electric switched reluctance motor (SRM) by placing the SRM inside the rear wheel, thereby removing the need for things such as a clutch, chain, transmission, gears and sprockets? The goal of this thesis is to study the theoretical aspect of prototyping and analyzing an in-wheel electric hub motor to replace the standard gasoline engine traditionally found on motorcycles. With the recent push for clean energy, electric vehicles are becoming more common. All currently produced electric motorcycles use conventional, prefabricated electric motors connected to the traditional sprocket and chain design. This greatly restricts the efficiency and range of these motorcycles. My design stands apart by turning the rear wheel into a SRM which uses electromagnets around a non-magnetic core to convert electrical energy into mechanical force driving the rear wheel. To my knowledge, there is currently no motorcycle designed with an in-wheel hub SRM. A three-phase SRM and a five-phase SRM will be simulated and analyzed using MATLAB with Simulink. Factors such as friction, weight, power, etc. will be taken into account in order to create a realistic simulation as if it were inside the rear wheel of a motorcycle. Since time and finances will not allow for a full scale build, a scaled model three-phase SRM will be attempted for demonstration purposes.

Hybrid: Overview

Science.gov Websites

electric motor provides additional power when needed, such as for accelerating and passing. This allows a at an intersection. Electric Motor: The electric motor assists the gasoline engine when additional braking into electricity and stores it in the battery. It also starts the gasoline engine instantly when

40 CFR 86.1101-87 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

... for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy-Duty Vehicles, Including Light-Duty Trucks... year gasoline-fueled and diesel heavy-duty engines and heavy-duty vehicles. These vehicles include... heavy-duty vehicles under the provisions of subpart S of this part. [65 FR 59957, Oct. 6, 2000] ...

Effect of anhydrous ethanol/gasoline blends on performance and exhaust emissions of spark-ignited non-road engines.

PubMed

Ribeiro, Camilo Bastos; Martins, Kelly Geronazzo; Gueri, Matheus Vitor Diniz; Pavanello, Guilherme Pozzobom; Schirmer, Waldir Nagel

2018-06-12

Ethanol is a renewable fuel and it is considered an alternative to gasoline in Otto-cycle engines. The present study evaluated the behavior of exhaustion gas carbon monoxide (CO) and total hydrocarbons (THC) according to the levels of anhydrous ethyl alcohol (AEA) added to gasoline in different proportions (E0, E10, E20, E27, that is, pure gasoline and its blends with AEA at 10, 20, and 27% v/v) in the use of non-road single cylinder engines of different powers (13 and 6.5 hp), to the loads applied to engine-generators and the air-fuel ratio (A/F) admitted to the engine cylinders. Also, the performance of engine-generators was verified in terms of mass, specific and energetic consumption and efficiency of the evaluated systems for the same blends and loads. The results showed that an increase in the AEA content in the blend resulted in significant drops in CO and THC concentrations for both engine-generators, while fuel consumption showed a slight upward trend; the increases in applied loads resulted in an increase in CO and THC concentrations and fuel consumption. In general, a higher AEA content (oxygenated) in the blends had a greater effect on gaseous emissions compared to the effect on consumption and system efficiency.

Directly converting CO2 into a gasoline fuel

PubMed Central

Wei, Jian; Ge, Qingjie; Yao, Ruwei; Wen, Zhiyong; Fang, Chuanyan; Guo, Lisheng; Xu, Hengyong; Sun, Jian

2017-01-01

The direct production of liquid fuels from CO2 hydrogenation has attracted enormous interest for its significant roles in mitigating CO2 emissions and reducing dependence on petrochemicals. Here we report a highly efficient, stable and multifunctional Na–Fe3O4/HZSM-5 catalyst, which can directly convert CO2 to gasoline-range (C5–C11) hydrocarbons with selectivity up to 78% of all hydrocarbons while only 4% methane at a CO2 conversion of 22% under industrial relevant conditions. It is achieved by a multifunctional catalyst providing three types of active sites (Fe3O4, Fe5C2 and acid sites), which cooperatively catalyse a tandem reaction. More significantly, the appropriate proximity of three types of active sites plays a crucial role in the successive and synergetic catalytic conversion of CO2 to gasoline. The multifunctional catalyst, exhibiting a remarkable stability for 1,000 h on stream, definitely has the potential to be a promising industrial catalyst for CO2 utilization to liquid fuels. PMID:28462925

Directly converting CO2 into a gasoline fuel.

PubMed

Wei, Jian; Ge, Qingjie; Yao, Ruwei; Wen, Zhiyong; Fang, Chuanyan; Guo, Lisheng; Xu, Hengyong; Sun, Jian

2017-05-02

The direct production of liquid fuels from CO 2 hydrogenation has attracted enormous interest for its significant roles in mitigating CO 2 emissions and reducing dependence on petrochemicals. Here we report a highly efficient, stable and multifunctional Na-Fe 3 O 4 /HZSM-5 catalyst, which can directly convert CO 2 to gasoline-range (C 5 -C 11 ) hydrocarbons with selectivity up to 78% of all hydrocarbons while only 4% methane at a CO 2 conversion of 22% under industrial relevant conditions. It is achieved by a multifunctional catalyst providing three types of active sites (Fe 3 O 4 , Fe 5 C 2 and acid sites), which cooperatively catalyse a tandem reaction. More significantly, the appropriate proximity of three types of active sites plays a crucial role in the successive and synergetic catalytic conversion of CO 2 to gasoline. The multifunctional catalyst, exhibiting a remarkable stability for 1,000 h on stream, definitely has the potential to be a promising industrial catalyst for CO 2 utilization to liquid fuels.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Yang, Yi; Dec, John E.; Sjoberg, Magnus

Modern spark-ignition (SI) engine technologies have considerably changed in-cylinder conditions under which fuel autoignition and engine knock take place. In this paper, fundamental HCCI engine experiments are proposed as a means for characterizing the impact of these technologies on the knock propensity of different fuels. In particular, the impacts of turbocharging, direct injection (DI), and downspeeding on operation with ethanol and gasoline are investigated to demonstrate this approach. Results reported earlier for ethanol and gasoline on HCCI combustion are revisited with the new perspective of how their autoignition characteristics fit into the anti-knock requirement in modern SI engines. For example,more » the weak sensitivity to pressure boost demonstrated by ethanol in HCCI autoignition can be used to explain the strong knock resistance of ethanol fuels for turbocharged SI engines. Further, ethanol's high sensitivity to charge temperature makes charge cooling, which can be produced by fuel vaporization via direct injection or by piston expansion via spark-timing retard, very effective for inhibiting knock. On the other hand, gasoline autoignition shows a higher sensitivity to pressure, so only very low pressure boost can be applied before knock occurs. Gasoline also demonstrates low temperature sensitivity, so it is unable to make as effective use of the charge cooling produced by fuel vaporization or spark retard. These arguments comprehensively explain literature results on ethanol's substantially better anti-knock performance over gasoline in modern turbocharged DISI engines. Fundamental HCCI experiments such as these can thus be used as a diagnostic and predictive tool for knock-limited SI engine performance for various fuels. As a result, examples are presented where HCCI experiments are used to identify biofuel compounds with good potential for modern SI-engine applications.« less

DRIVE CYCLE EFFICIENCY AND EMISSIONS ESTIMATES FOR REACTIVITY CONTROLLED COMPRESSION IGNITION IN A MULTI-CYLINDER LIGHT-DUTY DIESEL ENGINE

DOE Office of Scientific and Technical Information (OSTI.GOV)

Curran, Scott; Briggs, Thomas E; Cho, Kukwon

2011-01-01

In-cylinder blending of gasoline and diesel to achieve Reactivity Controlled Compression Ignition (RCCI) has been shown to reduce NOx and PM emissions while maintaining or improving brake thermal efficiency as compared to conventional diesel combustion (CDC). The RCCI concept has an advantage over many advanced combustion strategies in that by varying both the percent of premixed gasoline and EGR rate, stable combustion can be extended over more of the light-duty drive cycle load range. Changing the percent premixed gasoline changes the fuel reactivity stratification in the cylinder providing further control of combustion phasing and pressure rise rate than the usemore » of EGR alone. This paper examines the combustion and emissions performance of light-duty diesel engine using direct injected diesel fuel and port injected gasoline to carry out RCCI for steady-state engine conditions which are consistent with a light-duty drive cycle. A GM 1.9L four-cylinder engine with the stock compression ratio of 17.5:1, common rail diesel injection system, high-pressure EGR system and variable geometry turbocharger was modified to allow for port fuel injection with gasoline. Engine-out emissions, engine performance and combustion behavior for RCCI operation is compared against both CDC and a premixed charge compression ignition (PCCI) strategy which relies on high levels of EGR dilution. The effect of percent of premixed gasoline, EGR rate, boost level, intake mixture temperature, combustion phasing and pressure rise rate is investigated for RCCI combustion for the light-duty modal points. Engine-out emissions of NOx and PM were found to be considerably lower for RCCI operation as compared to CDC and PCCI, while HC and CO emissions were higher. Brake thermal efficiency was similar or higher for many of the modal conditions for RCCI operation. The emissions results are used to estimate hot-start FTP-75 emissions levels with RCCI and are compared against CDC and PCCI modes.« less

Gas-to-gasoline plant half complete

DOE Office of Scientific and Technical Information (OSTI.GOV)

Williams, B.

New Zealand has reached the midpoint in construction of the world's first commercial natural gas-to-gasoline (GTG) plant. Plans call for mid-1985 mechanical completion of the $1.475 billion GTG project in Motunui; limited production would begin by year-end 1985 with the plant fully on-stream by 1986, yielding about 628,000 tons (570,000 metric tons)/yr or about 14,450 bbl/stream-day of high-octane, low-sulfur gasoline. The process configuration combines for the first time on a commercial scale the ICI low-pressure gas-to-methanol scheme with Mobil's fixed bed zeolite catalyst process for converting methanol to gasoline. The GTG plant will be the world's biggest methanol plant andmore » New Zealand's largest grassroots industrial facility.« less

Gasoline Engine Mechanics. Performance Objectives. Intermediate Course.

ERIC Educational Resources Information Center

Jones, Marion

Several intermediate performance objectives and corresponding criterion measures are listed for each of six terminal objectives presented in this curriculum guide for an intermediate gasoline engine mechanics course at the secondary level. (For the beginning course guide see CE 010 947.) The materials were developed for a two-semester (2 hour…

Basic Gasoline Engine Mechanics. Florida Vocational Program Guide.

ERIC Educational Resources Information Center

University of South Florida, Tampa. Dept. of Adult and Vocational Education.

This packet contains a program guide and Career Merit Achievement Plan (Career MAP) for the implementation of a basic gasoline engine mechanics program in Florida secondary and postsecondary schools. The program guide describes the program content and structure, provides a program description, lists job titles under the program, and includes a…

Speciation Profiles and Toxic Emission Factors for Nonroad Engines: DRAFT REPORT

EPA Science Inventory

This document details the research and development behind how MOVES2014a estimates air toxic emissions for nonroad engines and equipment run on conventional gasoline without ethanol (E0) and gasoline blended with 10% ethanol (E10) as well as diesel fuel, compressed natural gas (C...

Stop/Start: Driving

Science.gov Websites

/generator visible. The car is moving. There are purple arrows flowing from the gasoline engine to the electric starter/generator. There are red arrows flowing from the gasoline engine to the front wheels . There are blue arrows flowing from the electric starter/generator to the battery. Main stage: See

Toxicity and mutagenicity of exhaust from compressed natural gas: Could this be a clean solution for megacities with mixed-traffic conditions?

PubMed

Agarwal, Avinash K; Ateeq, Bushra; Gupta, Tarun; Singh, Akhilendra P; Pandey, Swaroop K; Sharma, Nikhil; Agarwal, Rashmi A; Gupta, Neeraj K; Sharma, Hemant; Jain, Ayush; Shukla, Pravesh C

2018-08-01

Despite intensive research carried out on particulates, correlation between engine-out particulate emissions and adverse health effects is not well understood yet. Particulate emissions hold enormous significance for mega-cities like Delhi that have immense traffic diversity. Entire public transportation system involving taxis, three-wheelers, and buses has been switched from conventional liquid fuels to compressed natural gas (CNG) in the Mega-city of Delhi. In this study, the particulate characterization was carried out on variety of engines including three diesel engines complying with Euro-II, Euro-III and Euro-IV emission norms, one Euro-II gasoline engine and one Euro-IV CNG engine. Physical, chemical and biological characterizations of particulates were performed to assess the particulate toxicity. The mutagenic potential of particulate samples was investigated at different concentrations using two different Salmonella strains, TA98 and TA100 in presence and absence of liver S9 metabolic enzyme fraction. Particulates emitted from diesel and gasoline engines showed higher mutagenicity, while those from CNG engine showed negligible mutagenicity compared to other test fuels and engine configurations. Polycyclic aromatic hydrocarbons (PAHs) adsorbed onto CNG engine particulates were also relatively fewer compared to those from equivalent diesel and gasoline engines. Taken together, our findings indicate that CNG is comparatively safer fuel compared to diesel and gasoline and can offer a cleaner transport energy solution for mega-cities with mixed-traffic conditions, especially in developing countries. Copyright © 2018 Elsevier Ltd. All rights reserved.

Effect of cooled EGR on performance and exhaust gas emissions in EFI spark ignition engine fueled by gasoline and wet methanol blends

NASA Astrophysics Data System (ADS)

Rohadi, Heru; Syaiful, Bae, Myung-Whan

2016-06-01

Fuel needs, especially the transport sector is still dominated by fossil fuels which are non-renewable. However, oil reserves are very limited. Furthermore, the hazardous components produced by internal combustion engine forces many researchers to consider with alternative fuel which is environmental friendly and renewable sources. Therefore, this study intends to investigate the impact of cooled EGR on the performance and exhaust gas emissions in the gasoline engine fueled by gasoline and wet methanol blends. The percentage of wet methanol blended with gasoline is in the range of 5 to 15% in a volume base. The experiment was performed at the variation of engine speeds from 2500 to 4000 rpm with 500 intervals. The re-circulated exhaust gasses into combustion chamber was 5%. The experiment was performed at the constant engine speed. The results show that the use of cooled EGR with wet methanol of 10% increases the brake torque up to 21.3%. The brake thermal efficiency increases approximately 39.6% using cooled EGR in the case of the engine fueled by 15% wet methanol. Brake specific fuel consumption for the engine using EGR fueled by 10% wet methanol decreases up to 23% at the engine speed of 2500 rpm. The reduction of CO, O2 and HC emissions was found, while CO2 increases.

Improving the fuel economy of stoichiometrically fueled S.I. engines by means of EGR and enhanced ignition -- A comparison of gasoline, methanol and natural gas

DOE Office of Scientific and Technical Information (OSTI.GOV)

Neame, G.R.; Gardiner, D.P.; Mallory, R.W.

1995-12-31

This paper describes an experimental study in which the potential for fuel economy improvements with EGR was investigated using an automotive V6 engine. Steady state engine dynamometer tests were run at 2,000 rpm and 200 kPa Brake Mean Effective Pressure (BMEP). The engine was fueled with gasoline, methanol or natural gas. Plasma jet ignition was evaluated as a means of improving EGR tolerance. EGR tolerance with methanol was found to be better than with gasoline, while natural gas showed the poorest EGR tolerance. Plasma jet ignition extended EGR limits for all three fuels. Fuel economy benefits were realized with naturalmore » gas and gasoline at low EGR rates and without EGR but plasma jet ignition provided no improvements with methanol until over 10% EGR was used. Plasma jet ignition made stable operation possible with methanol at 40% EGR, where fuel economy improvements were ultimately limited by the slow burning associated with the high EGR rate. Both slow burning and high cyclic variation affected gasoline at high EGR rates, while stability limits to spark advance with natural gas caused fuel economy to degrade at relatively low EGR rates.« less

Primary gas- and particle-phase emissions and secondary organic aerosol production from gasoline and diesel off-road engines.

PubMed

Gordon, Timothy D; Tkacik, Daniel S; Presto, Albert A; Zhang, Mang; Jathar, Shantanu H; Nguyen, Ngoc T; Massetti, John; Truong, Tin; Cicero-Fernandez, Pablo; Maddox, Christine; Rieger, Paul; Chattopadhyay, Sulekha; Maldonado, Hector; Maricq, M Matti; Robinson, Allen L

2013-12-17

Dilution and smog chamber experiments were performed to characterize the primary emissions and secondary organic aerosol (SOA) formation from gasoline and diesel small off-road engines (SOREs). These engines are high emitters of primary gas- and particle-phase pollutants relative to their fuel consumption. Two- and 4-stroke gasoline SOREs emit much more (up to 3 orders of magnitude more) nonmethane organic gases (NMOGs), primary PM and organic carbon than newer on-road gasoline vehicles (per kg of fuel burned). The primary emissions from a diesel transportation refrigeration unit were similar to those of older, uncontrolled diesel engines used in on-road vehicles (e.g., premodel year 2007 heavy-duty diesel trucks). Two-strokes emitted the largest fractional (and absolute) amount of SOA precursors compared to diesel and 4-stroke gasoline SOREs; however, 35-80% of the NMOG emissions from the engines could not be speciated using traditional gas chromatography or high-performance liquid chromatography. After 3 h of photo-oxidation in a smog chamber, dilute emissions from both 2- and 4-stroke gasoline SOREs produced large amounts of semivolatile SOA. The effective SOA yield (defined as the ratio of SOA mass to estimated mass of reacted precursors) was 2-4% for 2- and 4-stroke SOREs, which is comparable to yields from dilute exhaust from older passenger cars and unburned gasoline. This suggests that much of the SOA production was due to unburned fuel and/or lubrication oil. The total PM contribution of different mobile source categories to the ambient PM burden was calculated by combining primary emission, SOA production and fuel consumption data. Relative to their fuel consumption, SOREs are disproportionately high total PM sources; however, the vastly greater fuel consumption of on-road vehicles renders them (on-road vehicles) the dominant mobile source of ambient PM in the Los Angeles area.

Refinery Integration of By-Products from Coal-Derived Jet Fuels

DOE Office of Scientific and Technical Information (OSTI.GOV)

Caroline E. Burgess Clifford; Andre Boehman; Chunshan Song

2006-05-17

This report summarizes the accomplishments toward project goals during the first six months of the third year of the project to assess the properties and performance of coal based products. These products are in the gasoline, diesel and fuel oil range and result from coal based jet fuel production from an Air Force funded program. Specific areas of progress include generation of coal based material that has been fractionated into the desired refinery cuts, acquisition and installation of a research gasoline engine, and modification of diesel engines for use in evaluating diesel produced in the project. Characterization of the gasolinemore » fuel indicates a dominance of single ring alkylcycloalkanes that have a low octane rating; however, blends containing these compounds do not have a negative effect upon gasoline when blended in refinery gasoline streams. Characterization of the diesel fuel indicates a dominance of 3-ring aromatics that have a low cetane value; however, these compounds do not have a negative effect upon diesel when blended in refinery diesel streams. The desulfurization of sulfur containing components of coal and petroleum is being studied so that effective conversion of blended coal and petroleum streams can be efficiently converted to useful refinery products. Equipment is now in place to begin fuel oil evaluations to assess the quality of coal based fuel oil. Combustion and characterization of fuel oil indicates that the fuel is somewhere in between a No. 4 and a No. 6 fuel oil. Emission testing indicates the fuel burns similarly to these two fuels, but trace metals for the coal-based material are different than petroleum-based fuel oils. Co-coking studies using cleaned coal are highly reproducible in the pilot-scale delayed coker. Evaluation of the coke by Alcoa, Inc. indicated that while the coke produced is of very good quality, the metals content of the carbon is still high in iron and silica. Coke is being evaluated for other possible uses. Methods to reduce metal content are being evaluated.« less

Multiple fuel supply system for an internal combustion engine

DOEpatents

Crothers, William T.

1977-01-01

A multiple fuel supply or an internal combustion engine wherein phase separation of components is deliberately induced. The resulting separation permits the use of a single fuel tank to supply components of either or both phases to the engine. Specifically, phase separation of a gasoline/methanol blend is induced by the addition of a minor amount of water sufficient to guarantee separation into an upper gasoline phase and a lower methanol/water phase. A single fuel tank holds the two-phase liquid with separate fuel pickups and separate level indicators for each phase. Either gasoline or methanol, or both, can be supplied to the engine as required by predetermined parameters. A fuel supply system for a phase-separated multiple fuel supply contained in a single fuel tank is described.

Reduction of Greenhouse Gas and Criteria Pollutant Emissions by Direct Conversion of Associated Flare Gas to Synthetic Fuels at Oil Wellheads

DOE Office of Scientific and Technical Information (OSTI.GOV)

Tan, Eric C; Zhang, Yi Min; Schuetzle, Dennis

This study describes the results of a 'well-to-wheel' life cycle assessment (LCA) carried out to determine the potential greenhouse gas and criteria pollutant emission reductions that could be achieved by converting associated flare gas directly to synthetic fuels at oil wellheads in the US and globally. A Greyrock Flare Gas-to-Fuels(TM) conversion process at an Ohio oil well was used as the base case for this LCA. The liquid fuel produced directly from associated gas is comprised primarily of premium synthetic diesel with a small amount of synthetic gasoline. In this LCA scenario, the synthetic diesel and synthetic gasoline are blendedmore » at 20 and 10 vol% with petroleum diesel and gasoline, respectively. While the synthetic diesel fuel can be used as is (100%), the 20 vol% synthetic diesel blend (with petroleum diesel) was found to significantly improve engine performance, increase fuel economy, and reduce emissions. The direct conversion of associated gas to synthetic diesel fuels globally could reduce emissions of CO2 and CH4 by up to 356 and 5.96 million metric tons/year, respectively, resulting in the reduction of greenhouse gases (GHGs) by about 113.3 and 92.2% (20 year global warming potential) and 73.8 and 50.7% (100 year global warming potential) for synthetic diesel and gasoline fuels when compared to petroleum-derived gasoline fuels, respectively. Likewise, diesel criteria emissions could be reduced globally by up to 23.3, 0.374, 42.4, and 61.3 million metric tons/year globally for CO, particulates, NOx, and hydrocarbons, respectively. The potential economic benefit of this approach is that up to 5.30 and 71.1 billion liters of synthetic fuels could be produced each year in the US and globally from associated gas, respectively.« less

Process for conversion of lignin to reformulated hydrocarbon gasoline

DOEpatents

Shabtai, Joseph S.; Zmierczak, Wlodzimierz W.; Chornet, Esteban

1999-09-28

A process for converting lignin into high-quality reformulated hydrocarbon gasoline compositions in high yields is disclosed. The process is a two-stage, catalytic reaction process that produces a reformulated hydrocarbon gasoline product with a controlled amount of aromatics. In the first stage, a lignin material is subjected to a base-catalyzed depolymerization reaction in the presence of a supercritical alcohol as a reaction medium, to thereby produce a depolymerized lignin product. In the second stage, the depolymerized lignin product is subjected to a sequential two-step hydroprocessing reaction to produce a reformulated hydrocarbon gasoline product. In the first hydroprocessing step, the depolymerized lignin is contacted with a hydrodeoxygenation catalyst to produce a hydrodeoxygenated intermediate product. In the second hydroprocessing step, the hydrodeoxygenated intermediate product is contacted with a hydrocracking/ring hydrogenation catalyst to produce the reformulated hydrocarbon gasoline product which includes various desirable naphthenic and paraffinic compounds.

Performance and emission analysis of single cylinder SI engine using bioethanol-gasoline blend produced from Salvinia Molesta

NASA Astrophysics Data System (ADS)

Gupta, Priyank; Protim Das, Partha; Mubarak, M.; Shaija, A.

2018-01-01

Rapid depletion of world’s crude oil reserve, rising global energy demand and concerns about greenhouse gases emission have led to the high-level interest in biofuels. The biofuel, bioethanol is found as an alternative fuel for SI engines as it has similar properties those of gasoline. Higher areal productivity with fast growth rate of microalgae and aquatic weeds makes them promising alternative feedstocks for bioethanol production. In this study, bioethanol produced from S.molesta (aquatic weed) using combined pre-treatment and hydrolysis followed by fermentation with yeast was used to make bioethanol-gasoline blend. The quantity of bioethanol produced from S.molesta was 99.12% pure. The physical properties such as density and heating value of bioethanol were 792.2 kg/m3 and 26.12 MJ/kg, respectively. In this work, the effects of bioethanol-gasoline (E5) fuel blends on the performance and combustion characteristics of a spark ignition (SI) engine were investigated. In the experiments, a single-cylinder, four-stroke SI engine was used. The tests were performed using electric dynamometer while running the engine at the speed (3200 rpm), and seven different load (0, 0.5, 1, 1.5, 2, 2.5 and 3 kW). The results obtained from the use of bioethanol-gasoline fuel blends were compared to those of gasoline fuel. The test results showed an increase of 0.3% in brake thermal efficiency for E5. From the emission analysis, reduced emissions of 39 ppm unburned hydrocarbon, 1.55% carbon monoxide and 2% smoke opacity, respectively was observed with E5 at full load. An increase in CO2 by 0.17% and NOx by 86.7 ppm was observed for E5 at full load.

A Primer on Alternative Transportation Fuels

DTIC Science & Technology

2010-09-01

cycles used are the Otto Cycle (gasoline engines), the Diesel Cycle, and the Brayton Cycle (gas and steam turbines). These cycles are usually...can be achieved. This leads to diesel engines usually being about 30% more efficient than gasoline engines. The ideal Brayton cycle operates between...wetted area of the vessel. For analytical simplicity we will use a formula for A developed by David Taylor : 2 1)(6.2 LA Δ

The relative performance obtained with several methods of control of an overcompressed engine using gasoline

NASA Technical Reports Server (NTRS)

Gardiner, Arthur W; Whedon, William E

1928-01-01

This report presents some results obtained during an investigation to determine the relative characteristics for several methods of control of an overcompressed engine using gasoline and operating under sea-level conditions. For this work, a special single cylinder test engine, 5-inch bore by 7-inch stroke, and designed for ready adjustment of compression ratio, valve timing and valve lift while running, was used. This engine has been fully described in NACA-TR-250. Tests were made at an engine speed of 1,400 R. P. M. for compression ratios ranging from 4.0 to 7.6. The air-fuel ratios were on the rich side of the chemically correct mixture and were approximately those giving maximum power. When using plain domestic gasoline, detonation was controlled to a constant, predetermined amount (audible), such as would be permissible for continuous operation, by (a) throttling the carburetor, (b) maintaining full throttle but greatly retarding the ignition, and (c) varying the timing of the inlet valve to reduce the effective compression ratio. From the results of the tests, it may be concluded that method (b) gives the best all-round performance and, being easily employed in service, appears to be the most practicable method for controlling an overcompressed engine using gasoline at low altitudes.

THE DEVELOPMENT OF A STANDARDIZED ACHIEVEMENT TEST FOR SMALL GASOLINE ENGINE INSTRUCTION.

ERIC Educational Resources Information Center

EBBERT, J. MARVIN

THE PURPOSE OF THE STUDY WAS TO DEVELOP A STANDARDIZED, MULTIPLE-CHOICE ACHIEVEMENT TEST ON THE OPERATION, CARE, AND MAINTENANCE OF SMALL GASOLINE ENGINES. OBJECTIVES AND A UNIT OUTLINE WERE DEVELOPED WITH THE COOPERATION OF 75 INDIANA VOCATIONAL AGRICULTURE TEACHERS. A PANEL SUGGESTED MODIFICATIONS, AND THE REFINED OBJECTIVES AND OUTLINE WERE…

75 FR 24972 - Notice Pursuant to the National Cooperative Research and Production Act of 1993-Cooperative...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-05-06

... DEPARTMENT OF JUSTICE Antitrust Division Notice Pursuant to the National Cooperative Research and Production Act of 1993--Cooperative Research Group on High Efficiency Dilute Gasoline Engine II Notice is... Research Group on High-Efficiency Dilute Gasoline Engine II, (``HEDGE II'') has filed written notifications...

76 FR 9811 - Notice Pursuant to the National Cooperative Research and Production Act of 1993-Cooperative...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-22

... DEPARTMENT OF JUSTICE Antitrust Division Notice Pursuant to the National Cooperative Research and Production Act of 1993--Cooperative Research Group on High-Efficiency Dilute Gasoline Engine II Notice is... Research Group on High-Efficiency Dilute Gasoline Engine II (``HEDGE II'') has filed written notifications...

75 FR 62569 - Notice Pursuant to the National Cooperative Research and Production Act of 1993-Cooperative...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-10-12

... DEPARTMENT OF JUSTICE Antitrust Division Notice Pursuant to the National Cooperative Research and Production Act of 1993--Cooperative Research Group on High Efficiency Dilute Gasoline Engine II Notice is...--Cooperative Research Group on High-Efficiency Dilute Gasoline Engine II, (``HEDGE II'') has filed written...

75 FR 4423 - Notice Pursuant to the National Cooperative Research and Production Act of 1993-Cooperative...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-01-27

... DEPARTMENT OF JUSTICE Antitrust Division Notice Pursuant to the National Cooperative Research and Production Act of 1993--Cooperative Research Group on High Efficiency Dilute Gasoline Engine II Notice is...--Cooperative Research Group on High-Efficiency Dilute Gasoline Engine II, (``HEDGE II'') has filed written...

75 FR 14192 - Notice Pursuant to the National Cooperative Research and Production Act of 1993-Cooperative...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-03-24

... DEPARTMENT OF JUSTICE Antitrust Division Notice Pursuant to the National Cooperative Research and Production Act of 1993--Cooperative Research Group on High-Efficiency Dilute Gasoline Engine II Notice is...--Cooperative Research Group on High-Efficiency Dilute Gasoline Engine II (``HEDGE II'') has filed written...

75 FR 79024 - Notice Pursuant to the National Cooperative Research and Production Act of 1993-Cooperative...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-17

... DEPARTMENT OF JUSTICE Antitrust Division Notice Pursuant to the National Cooperative Research and Production Act of 1993--Cooperative Research Group on High-Efficiency Dilute Gasoline Engine II Notice is... Research Group on High-Efficiency Dilute Gasoline Engine II (``HEDGE II'') has filed written notifications...

Gasoline Engine Mechanics. Performance Objectives. Basic Course.

ERIC Educational Resources Information Center

Jones, Marion

Several intermediate performance objectives and corresponding criterion measures are listed for each of five terminal objectives presented in this curriculum guide for a basic gasoline engine mechanics course at the secondary level. (For the intermediate course guide see CE 010 946.) The materials were developed for a two semester (2 hours daily)…

40 CFR 86.345-79 - Emission calculations.

Code of Federal Regulations, 2011 CFR

2011-07-01

... gasoline-fueled engine test from the pre-test data. Apply the Y value to the K W equation for the entire test. (5) Calculate a separate Y value for each Diesel test segment from the pretest-segment data... New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.345-79...

40 CFR 86.345-79 - Emission calculations.

Code of Federal Regulations, 2013 CFR

2013-07-01

... gasoline-fueled engine test from the pre-test data. Apply the Y value to the K W equation for the entire test. (5) Calculate a separate Y value for each Diesel test segment from the pretest-segment data... New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.345-79...

40 CFR 86.345-79 - Emission calculations.

Code of Federal Regulations, 2012 CFR

2012-07-01

... gasoline-fueled engine test from the pre-test data. Apply the Y value to the K W equation for the entire test. (5) Calculate a separate Y value for each Diesel test segment from the pretest-segment data... New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.345-79...

40 CFR 86.345-79 - Emission calculations.

Code of Federal Regulations, 2010 CFR

2010-07-01

... gasoline-fueled engine test from the pre-test data. Apply the Y value to the K W equation for the entire test. (5) Calculate a separate Y value for each Diesel test segment from the pretest-segment data... New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.345-79...

Chemical Pollution from Transportation Vehicles

PubMed Central

Starkman, Ernest S.

1969-01-01

Recent publicity on electrically powered vehicles notwithstanding, the gasoline engine will probably be the principal power plant for passenger cars for at least the next decade. Chemical pollutants discharged by the gasoline engine are now under partial control. Motor cars of 1968 and 1969 model discharge only about 30 percent as much carbon monoxide and unburned hydrocarbons as do older models. In theory, carbon monoxide, unburned hydrocarbons and oxides of nitrogen ultimately can be completely removed from gasoline engine exhaust. In order to accomplish this it would be necessary to modify cars to operate satisfactorily on a lean mixture and perhaps to use a catalyst in the exhaust system. Present designs of gas turbines for aircraft and for future projected application to ground vehicles yield pollutants (except for smoke) at levels below those of gasoline engines for a decade to come. It has also been shown possible to eliminate smoke as well as odor from the gas turbine. Thus with proper effort it is feasible to reduce pollution of the atmosphere due to transportation to an acceptable level, even if electrically or alternatively powered vehicles cannot be developed for a decade. PMID:4183827

Process for upgrading wax from Fischer-Tropsch synthesis

DOEpatents

Derr, Jr., W. Rodman; Garwood, William E.; Kuo, James C.; Leib, Tiberiu M.; Nace, Donald M.; Tabak, Samuel A.

1987-01-01

The waxy liquid phase of an oil suspension of Fischer-Tropsch catalyst containing dissolved wax is separated out and the wax is converted by hydrocracking, dewaxing or by catalytic cracking with a low activity catalyst to provide a highly olefinic product which may be further converted to premium quality gasoline and/or distillate fuel.

Engine performance with a hydrogenated safety fuel

NASA Technical Reports Server (NTRS)

Schey, Oscar W; Young, Alfred W

1933-01-01

This report presents the results of an investigation to determine the engine performance obtained with a hydrogenated safety fuel developed to eliminate fire hazard. The tests were made on a single-cylinder universal test engine at compression ratios of 5.0, 5.5, and 6.0. Most of the tests were made with a fuel-injection system, although one set of runs was made with a carburetor when using gasoline to establish comparative performance. The tests show that the b.m.e.p. obtained with safety fuel when using a fuel-injection system is slightly higher than that obtained with gasoline when using a carburetor, although the fuel consumption with safety fuel is higher. When the fuel-injection system is used with each fuel and with normal engine temperatures the b.m.e.p. with safety fuel is from 2 to 4 percent lower than with gasoline and the fuel consumption about 25 to 30 percent higher. However, a few tests at an engine coolant temperature of 250 F have shown a specific fuel consumption approximating that obtained with gasoline with only a slight reduction in power. The idling of the test engine was satisfactory with the safety fuel. Starting was difficult with a cold engine but could be readily accomplished when the jacket water was hot. It is believed that the use of the safety fuel would practically eliminate crash fires.

Intermediate Volatility Organic Compound Emissions from On-Road Gasoline Vehicles and Small Off-Road Gasoline Engines.

PubMed

Zhao, Yunliang; Nguyen, Ngoc T; Presto, Albert A; Hennigan, Christopher J; May, Andrew A; Robinson, Allen L

2016-04-19

Dynamometer experiments were conducted to characterize the intermediate volatility organic compound (IVOC) emissions from a fleet of on-road gasoline vehicles and small off-road gasoline engines. IVOCs were quantified through gas chromatography/mass spectrometry analysis of adsorbent samples collected from a constant volume sampler. The dominant fraction (>80%, on average) of IVOCs could not be resolved on a molecular level. These unspeciated IVOCs were quantified as two chemical classes (unspeciated branched alkanes and cyclic compounds) in 11 retention-time-based bins. IVOC emission factors (mg kg-fuel(-1)) from on-road vehicles varied widely from vehicle to vehicle, but showed a general trend of lower emissions for newer vehicles that met more stringent emission standards. IVOC emission factors for 2-stroke off-road engines were substantially higher than 4-stroke off-road engines and on-road vehicles. Despite large variations in the magnitude of emissions, the IVOC volatility distribution and chemical characteristics were consistent across all tests and IVOC emissions were strongly correlated with nonmethane hydrocarbons (NMHCs), primary organic aerosol and speciated IVOCs. Although IVOC emissions only correspond to approximately 4% of NMHC emissions from on-road vehicles over the cold-start unified cycle, they are estimated to produce as much or more SOA than single-ring aromatics. Our results clearly demonstrate that IVOCs from gasoline engines are an important class of SOA precursors and provide observational constraints on IVOC emission factors and chemical composition to facilitate their inclusion into atmospheric chemistry models.

New Zealand GTG plant more than halfway home

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pine, M.

The 76 preassembled modules making up the New Zealand Synthetic Fuels Corporation natural gas-to-gasoline (GTG) plant will be an operating plant by 1986. The plant will produce 14,400 barrels per day, about a third of the country's gasoline needs. The project is a good example of cooperation between a government and a multinational corporation in which Mobil is a 25% partner with the New Zealand government. With a commitment for about 16% of the gas reserves in the Maui field, the facility will first convert the gas to methanol using a standard commercial process, then convert the methanol to gasolinemore » by a unique Mobil process that uses a zeolite catalyst. 1 figure.« less

DOE Office of Scientific and Technical Information (OSTI.GOV)

Marker, Terry; Roberts, Michael; Linck, Martin

Cellulosic and woody biomass can be directly converted to hydrocarbon gasoline and diesel blending components through the use of a new, economical, technology named integrated hydropyrolysis plus hydroconversion (IH2). The IH2 gasoline and diesel blending components are fully compatible with petroleum based gasoline and diesel, contain less than 1% oxygen and have less than 1 total acid number (TAN). The IH2 gasoline is high quality and very close to a drop in fuel. The life cycle analysis (LCA) shows that the use of the IH2 process to convert wood to gasoline and diesel results in a greater than 90% reductionmore » in greenhouse gas emission compared to that found with fossil derived fuels. The technoeconomic analysis showed the conversion of wood using the IH2 process can produce gasoline and diesel at less than $2.00/gallon. In this project, the previously reported semi-continuous small scale IH2 test results were confirmed in a continuous 50 kg/day pilot plant. The continuous IH2 pilot plant used in this project was operated round the clock for over 750 hours and showed good pilot plant operability while consistently producing 26-28 wt % yields of high quality gasoline and diesel product. The IH2 catalyst showed good stability, although more work on catalyst stability is recommended. Additional work is needed to commercialize the IH2 technology including running large particle size biomass, modeling the hydropyrolysis step, studying the effects of process variables and building and operating a 1-50 ton/day demonstration scale plant. The IH2 is a true game changing technology by utilizing U.S. domestic renewable biomass resources to create transportation fuels, sufficient in quantity and quality to substantially reduce our reliance on foreign crude oil. Thus, the IH2 technology offers a path to genuine energy independence for the U. S., along with the creation of a significant number of new U.S. jobs to plant, grow, harvest, and process biomass crops into fungible fuels.« less

DOE Office of Scientific and Technical Information (OSTI.GOV)

Shao, Huifang; Lam, William; Remias, Joseph

Mobile source emissions standards are becoming more stringent and particulate emissions from gasoline direct injection (GDI) engines represent a particular challenge. Gasoline particulate filter (GPF) is deemed as one possible technical solution for particulate emissions reduction. In this work, a study was conducted on eight formulations of lubricants to determine their effect on GDI engine particulate emissions and GPF performance. Accelerated ash loading tests were conducted on a 2.4L GDI engine with engine oil injection in gasoline fuel by 2%. The matrix of eight formulations was designed with changing levels of sulfated ash (SASH) level, Zinc dialkyldithiophosphates (ZDDP) level andmore » detergent type. Comprehensive evaluations of particulates included mass, number, size distribution, composition, morphology and soot oxidation properties. GPF performance was assessed through filtration efficiency, back pressure and morphology. It was determined that oil formulation affects the particulate emission characteristics and subsequent GPF performance.« less

A Highly Efficient Six-Stroke Internal Combustion Engine Cycle with Water Injection for In-Cylinder Exhaust Heat Recovery

DOE Office of Scientific and Technical Information (OSTI.GOV)

Conklin, Jim; Szybist, James P

2010-01-01

A concept is presented here that adds two additional strokes to the four-stroke Otto or Diesel cycle that has the potential to increase fuel efficiency of the basic cycle. The engine cycle can be thought of as a 4 stroke Otto or Diesel cycle followed by a 2-stroke heat recovery steam cycle. Early exhaust valve closing during the exhaust stroke coupled with water injection are employed to add an additional power stroke at the end of the conventional four-stroke Otto or Diesel cycle. An ideal thermodynamics model of the exhaust gas compression, water injection at top center, and expansion wasmore » used to investigate this modification that effectively recovers waste heat from both the engine coolant and combustion exhaust gas. Thus, this concept recovers energy from two waste heat sources of current engine designs and converts heat normally discarded to useable power and work. This concept has the potential of a substantial increase in fuel efficiency over existing conventional internal combustion engines, and under appropriate injected water conditions, increase the fuel efficiency without incurring a decrease in power density. By changing the exhaust valve closing angle during the exhaust stroke, the ideal amount of exhaust can be recompressed for the amount of water injected, thereby minimizing the work input and maximizing the mean effective pressure of the steam expansion stroke (MEPsteam). The value of this exhaust valve closing for maximum MEPsteam depends on the limiting conditions of either one bar or the dew point temperature of the expansion gas/moisture mixture when the exhaust valve opens to discard the spent gas mixture in the sixth stroke. The range of MEPsteam calculated for the geometry of a conventional gasoline spark-ignited internal combustion engine and for plausible water injection parameters is from 0.75 to 2.5 bars. Typical combustion mean effective pressures (MEPcombustion) of naturally aspirated gasoline engines are up to 10 bar, thus this concept has the potential to significantly increase the engine efficiency and fuel economy while not resulting in a decrease in power density.« less

Induced cytotoxic damage by exposure to gasoline vapors: a study in Sinaloa, Mexico.

PubMed

Martinez-Valenzuela, Carmen; Soto, Fernanda Balderrama; Waliszewski, Stefan M; Meza, Enrique; Arroyo, Sandra Gómez; Martínez, Luis Daniel Ortega; Meraz, Eliakym Arambula; Caba, Mario

2017-01-01

Gasoline is a blend of organic compounds used in internal combustion engines. Gasoline-station attendants are exposed to gasoline vapors, which pose a potentially mutagenic risk. According to the International Agency for Research on Cancer, exposure to gasoline and engine exhaust is possibly carcinogenic to humans. We determined the frequency of micronucleus and other nuclear abnormalities, such as pyknotic nuclei, chromatin condensation, cells with nuclear buds, karyolytic cells, karyorrhexis, and binucleated cells in buccal mucosal smears of 60 gasoline-station attendants and 60 unexposed controls. In addition, we explored if factors such as smoking habits, alcohol consumption, and worked years exert an additional synergistic cytotoxic effect. There were statistically significant higher frequencies (p < 0.05) of nuclear abnormalities among exposed attendants compared to the controls. No statistical significant (p > 0.05) additional effect of lifestyle habits such as smoking and alcohol consumption or worked years on the cytotoxicity was observed. The results showed that from the beginning exposure to gasoline vapors increased the frequency of nuclear abnormalities in buccal epithelial cells. Our results provide valuable information on cytotoxic damage for an early pre-symptomatic diagnosis.

ADJUSTMENT, MAINTENANCE, AND REPAIR OF SMALL GASOLINE ENGINES. AGRICULTURAL MACHINERY--SERVICE OCCUPATIONS, MODULE NUMBER 12.

ERIC Educational Resources Information Center

Ohio State Univ., Columbus. Center for Vocational and Technical Education.

ONE OF A SERIES DESIGNED TO HELP TEACHERS PREPARE POSTSECONDARY STUDENTS FOR THE AGRICULTURAL MACHINERY SERVICE OCCUPATIONS AS PARTS MEN, MECHANICS, MECHANIC'S HELPERS, OR SERVICE SUPERVISORS, THIS GUIDE AIMS TO DEVELOP STUDENT COMPETENCY IN THE ADJUSTMENT, MAINTENANCE, AND REPAIR OF SMALL GASOLINE ENGINES. IT WAS DEVELOPED BY A NATIONAL TASK…

40 CFR 60.4239 - What are my compliance requirements if I am a manufacturer of stationary SI internal combustion...

Code of Federal Regulations, 2010 CFR

2010-07-01

... I am a manufacturer of stationary SI internal combustion engines >19 KW (25 HP) that use gasoline or... NEW STATIONARY SOURCES Standards of Performance for Stationary Spark Ignition Internal Combustion... manufacturer of stationary SI internal combustion engines >19 KW (25 HP) that use gasoline or a manufacturer of...

35. MODEL T GASOLINE ENGINE. USED TO PUMP WATER FROM ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

35. MODEL T GASOLINE ENGINE. USED TO PUMP WATER FROM THE ARTISAN WELL (THROUGH THE DOORWAY) TO THE CISTERN ON THE ROOF. WATER WAS THEN FED BY GRAVITY TO THE REST OF THE FACTORY. - Moravian Pottery & Tile Works, Southwest side of State Route 313 (Swamp Road), Northwest of East Court Street, Doylestown, Bucks County, PA

Radio Frequency Sensing of Particulate Matter Accumulation on a Gasoline Particulate Filter

DOE Office of Scientific and Technical Information (OSTI.GOV)

Parks, James; Prikhodko, Vitaly Y.; Sappok, Alex

Filter Sensing Technology’s radio frequency (RF) sensor for particulate filter on-board diagnostics (OBD) was studied on a lean gasoline engine at the National Transportation Research Center (NTRC) at Oak Ridge National Laboratory (ORNL). The response of the RF sensor to particulate matter (PM) or “soot” accumulation on the gasoline particulate filter (GPF) installed in the engine exhaust was evaluated. In addition, end plugs of the GPF were purposely removed, and subsequent changes to the RF sensor measured soot loading on the GPF were characterized. Results from the study showed that the RF sensor can accurately measure soot accumulation on amore » GPF; furthermore, the predicted decreased soot accumulation due to plug removal was detected by the RF sensor. Overall, the studies were short and preliminary in nature; however, clearly, the RF sensor demonstrated the capability of measuring GPF soot loading at a level suitable for use in lean gasoline engine emission control OBD and control.« less

76 FR 38648 - Agency Information Collection Activities; Submission to OMB for Review and Approval; Comment...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-07-01

... Gasoline (Renewal) AGENCY: Environmental Protection Agency (EPA). ACTION: Notice. SUMMARY: In compliance...: Detergent Gasoline (Renewal). ICR numbers: EPA ICR No. 1655.07, OMB Control No. 2060-0275. ICR Status: This... regulations is consolidated in 40 CFR part 9. Abstract: Gasoline combustion results in the formation of engine...

Ammonia Generation and Utilization in a Passive SCR (TWC+SCR) System on Lean Gasoline Engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Prikhodko, Vitaly Y.; James E. Parks, II; Pihl, Josh A.

Lean gasoline engines offer greater fuel economy than the common stoichiometric gasoline engine, but the current three way catalyst (TWC) on stoichiometric engines is unable to control nitrogen oxide (NOX) emissions in oxidizing exhaust. For these lean gasoline engines, lean NOX emission control is required to meet existing Tier 2 and upcoming Tier 3 emission regulations set by the U.S. Environmental Protection Agency (EPA). While urea-based selective catalytic reduction (SCR) has proven effective in controlling NOX from diesel engines, the urea storage and delivery components can add significant size and cost. As such, onboard NH 3 production via a passivemore » SCR approach is of interest. In a passive SCR system, NH 3 is generated over a close-coupled TWC during periodic slightly rich engine operation and subsequently stored on an underfloor SCR catalyst. Upon switching to lean operation, NOX passes through the TWC and is reduced by the stored NH 3 on the SCR catalyst. In this work, a passive SCR system was evaluated on a 2.0-liter BMW lean burn gasoline direct injection engine to assess NH 3 generation over a Pd-only TWC and utilization over a Cu-based SCR catalyst. System NOX reduction efficiency and fuel efficiency improvement compared to stoichiometric engine operation were measured. A feedback control strategy based on cumulative NH 3 produced by the TWC during rich operation and NOX emissions during lean operation was implemented on the engine to control lean/rich cycle timing. At an SCR average inlet temperature of 350 °C, an NH 3:NOX ratio of 1.15:1 (achieved through longer rich cycle timing) resulted in 99.7 % NOX conversion. Increasing NH 3 generation further resulted in even higher NOX conversion; however, tailpipe NH 3 emissions resulted. At higher underfloor temperatures, NH 3 oxidation over the SCR limited NH 3 availability for NOX reduction. At the engine conditions studied, greater than 99 % NOX conversion was achieved with passive SCR while delivering fuel efficiency benefits ranging between 6-11 % compared with stoichiometric operation.« less

Ammonia Generation and Utilization in a Passive SCR (TWC+SCR) System on Lean Gasoline Engine

DOE PAGES

Prikhodko, Vitaly Y.; James E. Parks, II; Pihl, Josh A.; ...

2016-04-05

Lean gasoline engines offer greater fuel economy than the common stoichiometric gasoline engine, but the current three way catalyst (TWC) on stoichiometric engines is unable to control nitrogen oxide (NOX) emissions in oxidizing exhaust. For these lean gasoline engines, lean NOX emission control is required to meet existing Tier 2 and upcoming Tier 3 emission regulations set by the U.S. Environmental Protection Agency (EPA). While urea-based selective catalytic reduction (SCR) has proven effective in controlling NOX from diesel engines, the urea storage and delivery components can add significant size and cost. As such, onboard NH 3 production via a passivemore » SCR approach is of interest. In a passive SCR system, NH 3 is generated over a close-coupled TWC during periodic slightly rich engine operation and subsequently stored on an underfloor SCR catalyst. Upon switching to lean operation, NOX passes through the TWC and is reduced by the stored NH 3 on the SCR catalyst. In this work, a passive SCR system was evaluated on a 2.0-liter BMW lean burn gasoline direct injection engine to assess NH 3 generation over a Pd-only TWC and utilization over a Cu-based SCR catalyst. System NOX reduction efficiency and fuel efficiency improvement compared to stoichiometric engine operation were measured. A feedback control strategy based on cumulative NH 3 produced by the TWC during rich operation and NOX emissions during lean operation was implemented on the engine to control lean/rich cycle timing. At an SCR average inlet temperature of 350 °C, an NH 3:NOX ratio of 1.15:1 (achieved through longer rich cycle timing) resulted in 99.7 % NOX conversion. Increasing NH 3 generation further resulted in even higher NOX conversion; however, tailpipe NH 3 emissions resulted. At higher underfloor temperatures, NH 3 oxidation over the SCR limited NH 3 availability for NOX reduction. At the engine conditions studied, greater than 99 % NOX conversion was achieved with passive SCR while delivering fuel efficiency benefits ranging between 6-11 % compared with stoichiometric operation.« less

Process for upgrading wax from Fischer-Tropsch synthesis

DOEpatents

Derr, W.R. Jr.; Garwood, W.E.; Kuo, J.C.; Leib, T.M.; Nace, D.M.; Tabak, S.A.

1987-08-04

The waxy liquid phase of an oil suspension of Fischer-Tropsch catalyst containing dissolved wax is separated out and the wax is converted by hydrocracking, dewaxing or by catalytic cracking with a low activity catalyst to provide a highly olefinic product which may be further converted to premium quality gasoline and/or distillate fuel. 2 figs.

Relation of Hydrogen and Methane to Carbon Monoxide in Exhaust Gases from Internal-Combustion Engines

NASA Technical Reports Server (NTRS)

Gerrish, Harold C; Tessmann, Arthur M

1935-01-01

The relation of hydrogen and methane to carbon monoxide in the exhaust gases from internal-combustion engines operating on standard-grade aviation gasoline, fighting-grade aviation gasoline, hydrogenated safety fuel, laboratory diesel fuel, and auto diesel fuel was determined by analysis of the exhaust gases. Two liquid-cooled single-cylinder spark-ignition, one 9-cylinder radial air-cooled spark-ignition, and two liquid-cooled single-cylinder compression-ignition engines were used.

40 CFR Table 1 to Subpart Jjjj of... - NOX, CO, and VOC Emission Standards for Stationary Non-Emergency SI Engines ≥100 HP (Except...

Code of Federal Regulations, 2011 CFR

2011-07-01

... Stationary Non-Emergency SI Engines â¥100 HP (Except Gasoline and Rich Burn LPG), Stationary SI Landfill... Standards for Stationary Non-Emergency SI Engines ≥100 HP (Except Gasoline and Rich Burn LPG), Stationary SI...-Emergency SI Natural Gas b and Non-Emergency SI Lean Burn LPG b 100≤HP HP 25 HP Table 1 to Subpart JJJJ of...

Fresh gasoline emissions, not paved road dust, alter cardiac repolarization in ApoE-/- mice.

PubMed

Campen, Matthew J; McDonald, Jacob D; Reed, Matthew D; Seagrave, Jeanclare

2006-01-01

Fresh vehicular emissions potentially represent a ubiquitous environmental concern for cardiovascular health. We compared electrocardiographic effects of fresh gasoline engine emissions with resuspended paved road dust in a mouse model of coronary insufficiency. Apolipoprotein E (ApoE)-/- mice on a high fat diet were exposed by whole-body inhalation to either gasoline emissions at 60 microg/m3 particulate matter (PM), an equivalent atmosphere with particles filtered out of the whole exhaust, or paved road dust at 0.5 and 3.5 mg /m3 for 6 h/d for 3 d. Radiotelemetry recordings of electrocardiogram (ECG) were analyzed for changes in T-wave morphology (QT interval, T-wave amplitude, and T-wave Area). Following exposures, lung lavage and blood samples were obtained to assay for markers of pulmonary and systemic inflammation. No exposure induced significant changes in heart rate and only the high concentration of road dust induced signs of pulmonary inflammation. T-wave area exhibited significant deviation from baseline values during exposure to gasoline exhaust particulates, but not to either concentration of road dust or gasoline emissions sans particulates. Gasoline-exposed mice demonstrated elevated plasma endothelin-1, but did not cause systemic inflammation. These data support the hypothesis that freshly-generated engine emissions, as opposed to resuspended paved road dust, may drive cardiac effects that have been observed at road-sides in the environment. The absence of ECG effects for both very high concentrations of road dust PM and equivalent concentrations of the vapor/gas phase of gasoline engine exhaust further indicate the specific risk conferred by fresh vehicular PM.

New potentials for conventional aircraft when powered by hydrogen-enriched gasoline

NASA Technical Reports Server (NTRS)

Menard, W. A.; Moynihan, P. I.; Rupe, J. H.

1976-01-01

Hydrogen enrichment for aircraft piston engines is under study in a new NASA program. The objective of the program is to determine the feasibility of inflight injection of hydrogen in general aviation aircraft engines to reduce fuel consumption and to lower emission levels. A catalytic hydrogen generator will be incorporated as part of the air induction system of a Lycoming turbocharged engine and will generate hydrogen by breaking down small amounts of the aviation gasoline used in the normal propulsion system. This hydrogen will then be mixed with gasoline and compressed air from the turbocharger before entering the engine combustion chamber. The paper summarizes the results of a systems analysis study. Calculations assuming a Beech Duke aircraft indicate that fuel savings on the order of 20% are possible. An estimate of the potential for the utilization of hydrogen enrichment to control exhaust emissions indicates that it may be possible to meet the 1979 Federal emission standards.

Comparison of Performance of AN-F-58 Fuel and Gasoline in J34-WE-22 Turbojet Engine

NASA Technical Reports Server (NTRS)

Dowman, Harry W; Younger, George G

1949-01-01

As part of an investigation of the performance of AN-F-58 fuel in various types of turbojet engine, the performance of this fuel in a 3000-pound-thrust turbojet engine has been investigated in an altitude test chamber together with the comparative performance of 62-octane gasoline. The investigation of normal engine performance, which covered a range of engine speeds at altitudes from 5000 to 50,000 feet and flight Mach numbers up to 1.00, showed that both the net thrust and average turbine-outlet temperatures were approximately the same for both fuels. The specific fuel consumption and the combustion efficiency at the maximum engine speeds investigated were approximately the same for both fuels at altitudes up to 35,000 feet, but at an altitude of 50,000 feet the specific fuel consumption was about 9 percent higher and the combustion efficiency was correspondingly lower with the AN-F-58 fuel than with gasoline. The low-engine-speed blow-out limits were about the same for both fuels. Ignition of AN-F-58 fuel with the standard spark plug was possible only with the spark plug in a clean condition; ignition was impossible at all flight conditions investigated when the plug was fouled by an accumulation of liquid fuel from a preceding false start. Use of an extended-electrode spark plug provided satisfactory ignition over a slightly smaller range of altitudes and flight Mach numbers than for gasoline with the standard spark plug.

40 CFR 86.1403 - Abbreviations.

Code of Federal Regulations, 2010 CFR

2010-07-01

... EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES (CONTINUED) Emission Regulations for New Gasoline-Fueled Otto-Cycle Light-Duty Vehicles and New Gasoline-Fueled Otto-Cycle Light-Duty Trucks; Certification...

40 CFR 86.1402 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-07-01

... EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES (CONTINUED) Emission Regulations for New Gasoline-Fueled Otto-Cycle Light-Duty Vehicles and New Gasoline-Fueled Otto-Cycle Light-Duty Trucks; Certification...

40 CFR 86.1404 - [Reserved

Code of Federal Regulations, 2010 CFR

2010-07-01

... EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES (CONTINUED) Emission Regulations for New Gasoline-Fueled Otto-Cycle Light-Duty Vehicles and New Gasoline-Fueled Otto-Cycle Light-Duty Trucks; Certification...

Effect of organometallic fuel additives on nanoparticle emissions from a gasoline passenger car.

PubMed

Gidney, Jeremy T; Twigg, Martyn V; Kittelson, David B

2010-04-01

Particle size measurements were performed on the exhaust of a car operating on a chassis dynamometer fueled with standard gasoline and gasoline containing low levels of Pb, Fe, and Mn organometallic additives. When additives were present there was a distinct nucleation mode consisting primarily of sub-10 nm nanoparticles. At equal molar dosing Mn and Fe gave similar nanoparticle concentrations at the tailpipe, whereas Pb gave a considerably lower concentration. A catalytic stripper was used to remove the organic component of these particles and revealed that they were mainly solid and, because of their association with inorganic additives, presumably inorganic. Solid nucleation mode nanoparticles of similar size and concentration to those observed here from a gasoline engine with Mn and Fe additives have also been observed from modern heavy-duty diesel engines without aftertreatment at idle, but these solid particles are a small fraction of the primarily volatile nucleation mode particles emitted. The solid nucleation mode particles emitted by the diesel engines are likely derived from metal compounds in the lubrication oil, although carbonaceous particles cannot be ruled out. Significantly, most of these solid nanoparticles emitted by both engine types fall below the 23 nm cutoff of the PMP number regulation.

Method of upgrading oils containing hydroxyaromatic hydrocarbon compounds to highly aromatic gasoline

DOEpatents

Baker, Eddie G.; Elliott, Douglas C.

1993-01-01

The present invention is a multi-stepped method of converting an oil which is produced by various biomass and coal conversion processes and contains primarily single and multiple ring hydroxyaromatic hydrocarbon compounds to highly aromatic gasoline. The single and multiple ring hydroxyaromatic hydrocarbon compounds in a raw oil material are first deoxygenated to produce a deoxygenated oil material containing single and multiple ring aromatic compounds. Then, water is removed from the deoxygenated oil material. The next step is distillation to remove the single ring aromatic compouns as gasoline. In the third step, the multiple ring aromatics remaining in the deoxygenated oil material are cracked in the presence of hydrogen to produce a cracked oil material containing single ring aromatic compounds. Finally, the cracked oil material is then distilled to remove the single ring aromatics as gasoline.

Method of upgrading oils containing hydroxyaromatic hydrocarbon compounds to highly aromatic gasoline

DOEpatents

Baker, E.G.; Elliott, D.C.

1993-01-19

The present invention is a multi-stepped method of converting an oil which is produced by various biomass and coal conversion processes and contains primarily single and multiple ring hydroxyaromatic hydrocarbon compounds to highly aromatic gasoline. The single and multiple ring hydroxyaromatic hydrocarbon compounds in a raw oil material are first deoxygenated to produce a deoxygenated oil material containing single and multiple ring aromatic compounds. Then, water is removed from the deoxygenated oil material. The next step is distillation to remove the single ring aromatic compounds as gasoline. In the third step, the multiple ring aromatics remaining in the deoxygenated oil material are cracked in the presence of hydrogen to produce a cracked oil material containing single ring aromatic compounds. Finally, the cracked oil material is then distilled to remove the single ring aromatics as gasoline.

Effects of Gasoline Direct Injection Engine Operating Parameters on Particle Number Emissions

DOE Office of Scientific and Technical Information (OSTI.GOV)

He, X.; Ratcliff, M. A.; Zigler, B. T.

2012-04-19

A single-cylinder, wall-guided, spark ignition direct injection engine was used to study the impact of engine operating parameters on engine-out particle number (PN) emissions. Experiments were conducted with certification gasoline and a splash blend of 20% fuel grade ethanol in gasoline (E20), at four steady-state engine operating conditions. Independent engine control parameter sweeps were conducted including start of injection, injection pressure, spark timing, exhaust cam phasing, intake cam phasing, and air-fuel ratio. The results show that fuel injection timing is the dominant factor impacting PN emissions from this wall-guided gasoline direct injection engine. The major factor causing high PN emissionsmore » is fuel liquid impingement on the piston bowl. By avoiding fuel impingement, more than an order of magnitude reduction in PN emission was observed. Increasing fuel injection pressure reduces PN emissions because of smaller fuel droplet size and faster fuel-air mixing. PN emissions are insensitive to cam phasing and spark timing, especially at high engine load. Cold engine conditions produce higher PN emissions than hot engine conditions due to slower fuel vaporization and thus less fuel-air homogeneity during the combustion process. E20 produces lower PN emissions at low and medium loads if fuel liquid impingement on piston bowl is avoided. At high load or if there is fuel liquid impingement on piston bowl and/or cylinder wall, E20 tends to produce higher PN emissions. This is probably a function of the higher heat of vaporization of ethanol, which slows the vaporization of other fuel components from surfaces and may create local fuel-rich combustion or even pool-fires.« less

Passive SCR for lean gasoline NO X control: Engine-based strategies to minimize fuel penalty associated with catalytic NH 3 generation

DOE Office of Scientific and Technical Information (OSTI.GOV)

Prikhodko, Vitaly Y.; Parks, James E.; Pihl, Josh A.

Lean gasoline engines offer greater fuel economy than common stoichiometric gasoline engines. However, excess oxygen prevents the use of the current three-way catalyst (TWC) to control nitrogen oxide (NO X) emissions in lean exhaust. A passive SCR concept, introduced by General Motors Global R&D, makes use of a TWC that is already onboard to generate NH 3 under slightly rich conditions, which is stored on the downstream SCR. The stored NH 3 is then used to reduce NO X emissions when the engine switches to lean operation. In this work, the effect of engine parameters, such as air-fuel equivalence ratiomore » and spark timing, on NH 3 generation over a commercial Pd-only TWC with no dedicated oxygen storage component was evaluated on a 2.0-liter BMW lean burn gasoline direct injection engine. NO X reduction, NH 3 formation, and reductant utilization processes were evaluated, and fuel efficiency was assessed and compared to the stoichiometric engine operation case. We found air-fuel equivalence ratio to be one of the most important parameters in controlling the NH 3 production; however, the rich operation necessary for NH 3 production results in a fuel consumption penalty. The fuel penalty can be minimized by adjusting spark timing to increase rich-phase engine out NO X emissions and, thereby, NH 3 levels. Additionally, higher engine out NO X during engine load increase to simulate acceleration resulted in additional fuel savings. Ultimately, a 10% fuel consumption benefit was achieved with the passive SCR approach by optimizing rich air-fuel equivalence ratio and spark timing while also utilizing acceleration load conditions.« less

Passive SCR for lean gasoline NO X control: Engine-based strategies to minimize fuel penalty associated with catalytic NH 3 generation

DOE PAGES

Prikhodko, Vitaly Y.; Parks, James E.; Pihl, Josh A.; ...

2016-02-18

Lean gasoline engines offer greater fuel economy than common stoichiometric gasoline engines. However, excess oxygen prevents the use of the current three-way catalyst (TWC) to control nitrogen oxide (NO X) emissions in lean exhaust. A passive SCR concept, introduced by General Motors Global R&D, makes use of a TWC that is already onboard to generate NH 3 under slightly rich conditions, which is stored on the downstream SCR. The stored NH 3 is then used to reduce NO X emissions when the engine switches to lean operation. In this work, the effect of engine parameters, such as air-fuel equivalence ratiomore » and spark timing, on NH 3 generation over a commercial Pd-only TWC with no dedicated oxygen storage component was evaluated on a 2.0-liter BMW lean burn gasoline direct injection engine. NO X reduction, NH 3 formation, and reductant utilization processes were evaluated, and fuel efficiency was assessed and compared to the stoichiometric engine operation case. We found air-fuel equivalence ratio to be one of the most important parameters in controlling the NH 3 production; however, the rich operation necessary for NH 3 production results in a fuel consumption penalty. The fuel penalty can be minimized by adjusting spark timing to increase rich-phase engine out NO X emissions and, thereby, NH 3 levels. Additionally, higher engine out NO X during engine load increase to simulate acceleration resulted in additional fuel savings. Ultimately, a 10% fuel consumption benefit was achieved with the passive SCR approach by optimizing rich air-fuel equivalence ratio and spark timing while also utilizing acceleration load conditions.« less

Enabling High Efficiency Ethanol Engines

DOE Office of Scientific and Technical Information (OSTI.GOV)

Szybist, J.; Confer, K.

2011-03-01

Delphi Automotive Systems and ORNL established this CRADA to explore the potential to improve the energy efficiency of spark-ignited engines operating on ethanol-gasoline blends. By taking advantage of the fuel properties of ethanol, such as high compression ratio and high latent heat of vaporization, it is possible to increase efficiency with ethanol blends. Increasing the efficiency with ethanol-containing blends aims to remove a market barrier of reduced fuel economy with E85 fuel blends, which is currently about 30% lower than with petroleum-derived gasoline. The same or higher engine efficiency is achieved with E85, and the reduction in fuel economy ismore » due to the lower energy density of E85. By making ethanol-blends more efficient, the fuel economy gap between gasoline and E85 can be reduced. In the partnership between Delphi and ORNL, each organization brought a unique and complementary set of skills to the project. Delphi has extensive knowledge and experience in powertrain components and subsystems as well as overcoming real-world implementation barriers. ORNL has extensive knowledge and expertise in non-traditional fuels and improving engine system efficiency for the next generation of internal combustion engines. Partnering to combine these knowledge bases was essential towards making progress to reducing the fuel economy gap between gasoline and E85. ORNL and Delphi maintained strong collaboration throughout the project. Meetings were held regularly, usually on a bi-weekly basis, with additional reports, presentations, and meetings as necessary to maintain progress. Delphi provided substantial hardware support to the project by providing components for the single-cylinder engine experiments, engineering support for hardware modifications, guidance for operational strategies on engine research, and hardware support by providing a flexible multi-cylinder engine to be used for optimizing engine efficiency with ethanol-containing fuels.« less

Biological and Abiotic Transformations of Ethylene Dibromide and 1,2-Dichloroethane in Ground Water at Leaded Gasoline Spill Sites

EPA Science Inventory

Tetra-ethyl lead was widely used in leaded automobile gasoline from 1923 until 1987. To prevent lead deposits from fouling the engine, 1,2-dibromoethane (EDB) and 1,2-dichloroethane (1,2-DCA) were added to the gasoline to act as lead scavengers. The Maximum Contaminant Levels...

Environmental assessment of MMT fuel additive.

PubMed

Lynam, D R; Pfeifer, G D; Fort, B F; Gelbcke, A A

1990-04-01

Methylcyclopentadienyl Manganese Tricarbonyl (MMT) has been shown to be an effective octane enhancer in gasoline. It is presently used in the U.S. in leaded gasoline and in Canada in both leaded and unleaded gasoline. Because MMT has a low vapor pressure and a short half-life in sunlight, it is unlikely that significant concentrations of MMT could occur in the environment as a result of its use as a gasoline additive. Greater than 99.9% of the manganese from MMT is converted into inorganic oxides of manganese during the combustion of MMT-containing gasoline. Authors of several health assessments on MMT concluded the increase in environmental levels of manganese oxides would be slight compared to the natural background levels of manganese and would present no health hazards. Studies showed that MMT usage had no effect on CO emissions, caused a slight decrease in NOx emissions, and a slight increase in HC emissions. MMT usage caused a decrease in NOx + HC emissions in one test and had no effect in another.

40 CFR Table 1 to Subpart Jjjj of... - NOX, CO, and VOC Emission Standards for Stationary Non-Emergency SI Engines ≥100 HP (Except...

Code of Federal Regulations, 2013 CFR

2013-07-01

... Stationary Non-Emergency SI Engines â¥100 HP (Except Gasoline and Rich Burn LPG), Stationary SI Landfill... Standards for Stationary Non-Emergency SI Engines ≥100 HP (Except Gasoline and Rich Burn LPG), Stationary SI...-Emergency SI Natural Gas b and Non-Emergency SI Lean Burn LPG b 100≤HP<500 7/1/2008 2.0 4.0 1.0 160 540 86 1...

40 CFR Table 1 to Subpart Jjjj of... - NOX, CO, and VOC Emission Standards for Stationary Non-Emergency SI Engines ≥100 HP (Except...

Code of Federal Regulations, 2012 CFR

2012-07-01

... Stationary Non-Emergency SI Engines â¥100 HP (Except Gasoline and Rich Burn LPG), Stationary SI Landfill... Standards for Stationary Non-Emergency SI Engines ≥100 HP (Except Gasoline and Rich Burn LPG), Stationary SI...-Emergency SI Natural Gas b and Non-Emergency SI Lean Burn LPG b 100≤HP<500 7/1/2008 2.0 4.0 1.0 160 540 86 1...

40 CFR Table 1 to Subpart Jjjj of... - NOX, CO, and VOC Emission Standards for Stationary Non-Emergency SI Engines ≥100 HP (Except...

Code of Federal Regulations, 2014 CFR

2014-07-01

... Stationary Non-Emergency SI Engines â¥100 HP (Except Gasoline and Rich Burn LPG), Stationary SI Landfill... Standards for Stationary Non-Emergency SI Engines ≥100 HP (Except Gasoline and Rich Burn LPG), Stationary SI...-Emergency SI Natural Gas b and Non-Emergency SI Lean Burn LPG b 100≤HP<500 7/1/2008 2.0 4.0 1.0 160 540 86 1...

Composition and Chemical Stability of Motor Fuels,

DTIC Science & Technology

Fuels, *Hydrocarbons, Cycloalkanes, Chemical analysis, Gasoline, Diesel fuels, Fuel additives, Chemical reactions, Stability, Jet engine fuels...Aviation gasoline, Aviation fuels, Chemical composition, Aromatic hydrocarbons, Unsaturated hydrocarbons, Storage, USSR, Translations, Fuel systems, Alkanes

40 CFR 86.1407-86.1412 - [Reserved

Code of Federal Regulations, 2010 CFR

2010-07-01

... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES (CONTINUED) Emission Regulations for New Gasoline-Fueled Otto-Cycle Light-Duty Vehicles and New Gasoline-Fueled Otto-Cycle Light...

40 CFR 86.1417-86.1421 - [Reserved

Code of Federal Regulations, 2010 CFR

2010-07-01

... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES (CONTINUED) Emission Regulations for New Gasoline-Fueled Otto-Cycle Light-Duty Vehicles and New Gasoline-Fueled Otto-Cycle Light...

40 CFR 86.1414-86.1415 - [Reserved

Code of Federal Regulations, 2010 CFR

2010-07-01

... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES (CONTINUED) Emission Regulations for New Gasoline-Fueled Otto-Cycle Light-Duty Vehicles and New Gasoline-Fueled Otto-Cycle Light...

N-butanol and isobutanol as alternatives to gasoline: Comparison of port fuel injector characteristics

NASA Astrophysics Data System (ADS)

Fenkl, Michael; Pechout, Martin; Vojtisek, Michal

2016-03-01

The paper reports on an experimental investigation of the relationship between the pulse width of a gasoline engine port fuel injector and the quantity of the fuel injected when butanol is used as a fuel. Two isomers of butanol, n-butanol and isobutanol, are considered as potential candidates for renewable, locally produced fuels capable of serving as a drop-in replacement fuel for gasoline, as an alternative to ethanol which poses material compatibility and other drawbacks. While the injected quantity of fuel is typically a linear function of the time the injector coil is energized, the flow through the port fuel injector is complex, non ideal, and not necessarily laminar, and considering that butanol has much higher viscosity than gasoline, an experimental investigation was conducted. A production injector, coupled to a production fueling system, and driven by a pulse width generator was operated at various pulse lengths and frequencies, covering the range of engine rpm and loads on a car engine. The results suggest that at least at room temperature, the fueling rate remains to be a linear function of the pulse width for both n-butanol and isobutanol, and the volumes of fuel injected are comparable for gasoline and both butanol isomers.

Performance and emissions of an engine fuelled by biogas of palm oil mill effluent

NASA Astrophysics Data System (ADS)

Arjuna, J.; Sitorus, T. B.; Ambarita, H.; Abda, S.

2018-02-01

This research investigates the performance and emissions of an engine by biogas and gasoline. The experiments use biogas of palm oil mill effluent (POME) with turbocharger at engine loading conditions (100, 200, 300, 400, and 500 Watt). Specific fuel consumption and thermal efficiency are used to compare engine performance, and emission analysis is based on parameters such as carbon monoxide (CO), hydrocarbon (HC), carbon dioxide (CO2) and oxide (O2). The experimental data show that the maximum thermal efficiency when engine use biogas and gasoline is 20.44% and 22.22% respectively. However, there was CO emission reduction significantly when the engine using POME biogas.

12. Detail of clutch and backup gasoline engine for powering ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

12. Detail of clutch and backup gasoline engine for powering Stoney gates. Clutch mechanism manufactured by Baldridge Machine Company, Detroit, Michigan, ca. 1910. Instrument to the left records volume of flow through headworks. View looking south towards Stoney gates. Photo by Jet Lowe, HAER, 1989. - Puget Sound Power & Light Company, White River Hydroelectric Project, 600 North River Avenue, Dieringer, Pierce County, WA

Development of a Teaching Text of Care, Operation, Maintenance and Repair of Air-Cooled Gasoline Engines.

ERIC Educational Resources Information Center

Turner, Howard

Objectives of a 2-volume book developed as a comprehensive reference for teachers and a text for students on small gasoline engines were that it be: (1) organized for teaching, (2) complete in detail, (3) well illustrated, (4) authentic, (5) edited to high school reading level, (6) correlated with basic scientific principles, and (7) evaluated by…

CooLN2Car: An Experimental Car Which Uses Liquid Nitrogen as Its Fuel

NASA Astrophysics Data System (ADS)

Parker, M. E.; Plummer, M. C.; Ordonez, C. A.

1997-10-01

A ``cryogenic" heat engine which operates using the atmosphere as a heat source and a cryogenic medium as a heat sink has been incorporated as the power system for an automobile. A 1973 Volkswagen Beetle has been converted and uses liquid nitrogen as its ``fuel." A Dewar was mounted in the car and provides nitrogen under pressure to two heat exchangers connected in parallel which use atmospheric heat to heat the nitrogen. The heat exchangers deliver compressed nitrogen gas to a vane-type pneumatic motor mounted in place of the original gasoline engine. Pressure in the tank is maintained internally at 1.2 MPa and is reduced to 0.7 MPa before the motor by a pressure regulator. A throttle, composed of a butterfly valve, is mounted between the regulator and the motor and is connected to the driver's accelerator peddle. The vehicle has good acceleration, a maximum range of 15 miles, and a maximum speed of 25 mph. A demonstration with the vehicle is planned.

A New Perspective on an Old Problem, Natural Attenuation of the Lead Scavengers EDB and DCA in Ground Water

EPA Science Inventory

Tetra-ethyl lead was widely used in leaded automobile gasoline from 1923 until 1987. To prevent lead deposits from fouling the engine, 1,2-dibromoethane (EDB) and 1,2-dichloroethane (1,2-DCA) were added to the gasoline to act as lead scavengers. If leaded gasoline is spilled to...

Recent European Developments in Helicopters

NASA Technical Reports Server (NTRS)

1921-01-01

Descriptions are given of two captured helicopters, one driven by electric power, the other by a gasoline engine. An account is given of flight tests of the gasoline powered vehicle. After 15 successful flight tests, the gasoline powered vehicle crashed due to the insufficient thrust. Also discussed here are the applications of helicopters for military observations, for meteorological work, and for carrying radio antennas.

Measurements of ion concentration in gasoline and diesel engine exhaust

NASA Astrophysics Data System (ADS)

Yu, Fangqun; Lanni, Thomas; Frank, Brian P.

The nanoparticles formed in motor vehicle exhaust have received increasing attention due to their potential adverse health effects. It has been recently proposed that combustion-generated ions may play a critical role in the formation of these volatile nanoparticles. In this paper, we design an experiment to measure the total ion concentration in motor vehicle engine exhaust, and report some preliminary measurements in the exhaust of a gasoline engine (K-car) and a diesel engine (diesel generator). Under the experimental set-up reported in this study and for the specific engines used, the total ion concentration is ca. 3.3×10 6 cm -3 with almost all of the ions smaller than 3 nm in the gasoline engine exhaust, and is above 2.7×10 8 cm -3 with most of the ions larger than 3 nm in the diesel engine exhaust. This difference in the measured ion properties is interpreted as a result of the different residence times of exhaust inside the tailpipe/connecting pipe and the different concentrations of soot particles in the exhaust. The measured ion concentrations appear to be within the ranges predicted by a theoretical model describing the evolution of ions inside a pipe.

Lean NOx catalysis for gasoline fueled European cars

DOE Office of Scientific and Technical Information (OSTI.GOV)

NONE

1997-02-01

There is increasing interest in operating gasoline fueled passenger cars lean of the stoichiometric air/fuel (A/F) ratio to improve fuel economy. These types of engines will operate at lean A/F ratios while cruising at partial load, and return to stoichiometric or even rich conditions when more power is required. The challenge for the engine and catalyst manufacturer is to develop a system which will combine the high activity rates of a state-of-the-art three-way catalyst (TWC) with the ability to reduce nitrogen oxides (NOx) in the presence of excess oxygen. The objective is to achieve the future legislative limits (EURO III/IV)more » in the European Union. Recent developments in automotive pollution control catalysis show that the use of NOx adsorption materials is a suitable way to reduce NOx emissions of gasoline-fueled lean-burn engines. However, the primary task for the implementation of this technology in the European market will be to improve the catalyst`s high-temperature stability and to decrease its susceptibility to sulfur poisoning. Outlined here are results of a recent R and D program to achieve NOx reduction under lean-burn gasoline engine conditions. Model gas test results as well as engine bench data are used for discussion of the parameters which control NOx adsorption efficiency under various conditions.« less

Evaluation of traffic exhaust contributions to ambient carbonaceous submicron particulate matter in an urban roadside environment in Hong Kong

NASA Astrophysics Data System (ADS)

Lee, Berto Paul; Kwok Keung Louie, Peter; Luk, Connie; Keung Chan, Chak

2017-12-01

Road traffic has significant impacts on air quality particularly in densely urbanized and populated areas where vehicle emissions are a major local source of ambient particulate matter. Engine type (i.e., fuel use) significantly impacts the chemical characteristics of tailpipe emission, and thus the distribution of engine types in traffic impacts measured ambient concentrations. This study provides an estimation of the contribution of vehicles powered by different fuels (gasoline, diesel, LPG) to carbonaceous submicron aerosol mass (PM1) based on ambient aerosol mass spectrometer (AMS) and elemental carbon (EC) measurements and vehicle count data in an urban inner city environment in Hong Kong with the aim to gauge the importance of different engine types to particulate matter burdens in a typical urban street canyon. On an average per-vehicle basis, gasoline vehicles emitted 75 and 93 % more organics than diesel and LPG vehicles, respectively, while EC emissions from diesel vehicles were 45 % higher than those from gasoline vehicles. LPG vehicles showed no appreciable contributions to EC and thus overall represented a small contributor to traffic-related primary ambient PM1 despite their high abundance (˜ 30 %) in the traffic mix. Total carbonaceous particle mass contributions to ambient PM1 from diesel engines were only marginally higher (˜ 4 %) than those from gasoline engines, which is likely an effect of recently introduced control strategies targeted at commercial vehicles and buses. Overall, gasoline vehicles contributed 1.2 µg m-3 of EC and 1.1 µ m-3 of organics, LPG vehicles 0.6 µg m-3 of organics and diesel vehicles 2.0 µg m-3 of EC and 0.7 µg m-3 of organics to ambient carbonaceous PM1.

Experimental investigation and modeling of an aircraft Otto engine operating with gasoline and heavier fuels

NASA Astrophysics Data System (ADS)

Saldivar Olague, Jose

A Continental "O-200" aircraft Otto-cycle engine has been modified to burn diesel fuel. Algebraic models of the different processes of the cycle were developed from basic principles applied to a real engine, and utilized in an algorithm for the simulation of engine performance. The simulation provides a means to investigate the performance of the modified version of the Continental engine for a wide range of operating parameters. The main goals of this study are to increase the range of a particular aircraft by reducing the specific fuel consumption of the engine, and to show that such an engine can burn heavier fuels (such as diesel, kerosene, and jet fuel) instead of gasoline. Such heavier fuels are much less flammable during handling operations making them safer than aviation gasoline and very attractive for use in flight operations from naval vessels. The cycle uses an electric spark to ignite the heavier fuel at low to moderate compression ratios, The stratified charge combustion process is utilized in a pre-chamber where the spray injection of the fuel occurs at a moderate pressure of 1200 psi (8.3 MPa). One advantage of fuel injection into the combustion chamber instead of into the intake port, is that the air-to-fuel ratio can be widely varied---in contrast to the narrower limits of the premixed combustion case used in gasoline engines---in order to obtain very lean combustion. Another benefit is that higher compression ratios can be attained in the modified cycle with heavier fuels. The combination of injection into the chamber for lean combustion, and higher compression ratios allow to limit the peak pressure in the cylinder, and to avoid engine damage. Such high-compression ratios are characteristic of Diesel engines and lead to increase in thermal efficiency without pre-ignition problems. In this experimental investigation, operations with diesel fuel have shown that considerable improvements in the fuel efficiency are possible. The results of simulations using performance models show that the engine can deliver up to 178% improvement in fuel efficiency and operating range, and reduce the specific fuel consumption to 58% when compared to gasoline. Directions for future research and other modifications to the proposed spark assisted cycle are also described.

Emission Characteristics of a Diesel Engine Operating with In-Cylinder Gasoline and Diesel Fuel Blending

DOE Office of Scientific and Technical Information (OSTI.GOV)

Prikhodko, Vitaly Y; Curran, Scott; Barone, Teresa L

2010-01-01

Advanced combustion regimes such as homogeneous charge compression ignition (HCCI) and premixed charge compression ignition (PCCI) offer benefits of reduced nitrogen oxides (NOx) and particulate matter (PM) emissions. However, these combustion strategies often generate higher carbon monoxide (CO) and hydrocarbon (HC) emissions. In addition, aldehydes and ketone emissions can increase in these modes. In this study, the engine-out emissions of a compression-ignition engine operating in a fuel reactivity- controlled PCCI combustion mode using in-cylinder blending of gasoline and diesel fuel have been characterized. The work was performed on a 1.9-liter, 4-cylinder diesel engine outfitted with a port fuel injection systemmore » to deliver gasoline to the engine. The engine was operated at 2300 rpm and 4.2 bar brake mean effective pressure (BMEP) with the ratio of gasoline to diesel fuel that gave the highest engine efficiency and lowest emissions. Engine-out emissions for aldehydes, ketones and PM were compared with emissions from conventional diesel combustion. Sampling and analysis was carried out following micro-tunnel dilution of the exhaust. Particle geometric mean diameter, number-size distribution, and total number concentration were measured by a scanning mobility particle sizer (SMPS). For the particle mass measurements, samples were collected on Teflon-coated quartz-fiber filters and analyzed gravimetrically. Gaseous aldehydes and ketones were sampled using dinitrophenylhydrazine-coated solid phase extraction cartridges and the extracts were analyzed by liquid chromatography/mass spectrometry (LC/MS). In addition, emissions after a diesel oxidation catalyst (DOC) were also measured to investigate the destruction of CO, HC and formaldehydes by the catalyst.« less

Secondary Organic Aerosol Production from Gasoline Vehicle Exhaust: Effects of Engine Technology, Cold Start, and Emission Certification Standard.

PubMed

Zhao, Yunliang; Lambe, Andrew T; Saleh, Rawad; Saliba, Georges; Robinson, Allen L

2018-02-06

Secondary organic aerosol (SOA) formation from dilute exhaust from 16 gasoline vehicles was investigated using a potential aerosol mass (PAM) oxidation flow reactor during chassis dynamometer testing using the cold-start unified cycle (UC). Ten vehicles were equipped with gasoline direct injection engines (GDI vehicles) and six with port fuel injection engines (PFI vehicles) certified to a wide range of emissions standards. We measured similar SOA production from GDI and PFI vehicles certified to the same emissions standard; less SOA production from vehicles certified to stricter emissions standards; and, after accounting for differences in gas-particle partitioning, similar effective SOA yields across different engine technologies and certification standards. Therefore the ongoing, dramatic shift from PFI to GDI vehicles in the United States should not alter the contribution of gasoline vehicles to ambient SOA and the natural replacement of older vehicles with newer ones certified to stricter emissions standards should reduce atmospheric SOA levels. Compared to hot operations, cold-start exhaust had lower effective SOA yields, but still contributed more SOA overall because of substantially higher organic gas emissions. We demonstrate that the PAM reactor can be used as a screening tool for vehicle SOA production by carefully accounting for the effects of the large variations in emission rates.

Exposure to diesel and gasoline engine emissions and the risk of lung cancer.

PubMed

Parent, Marie-Elise; Rousseau, Marie-Claude; Boffetta, Paolo; Cohen, Aaron; Siemiatycki, Jack

2007-01-01

Pollution from motor vehicles constitutes a major environmental health problem. The present paper describes associations between diesel and gasoline engine emissions and lung cancer, as evidenced in a 1979-1985 population-based case-control study in Montreal, Canada. Cases were 857 male lung cancer patients. Controls were 533 population controls and 1,349 patients with other cancer types. Subjects were interviewed to obtain a detailed lifetime job history and relevant data on potential confounders. Industrial hygienists translated each job description into indices of exposure to several agents, including engine emissions. There was no evidence of excess risks of lung cancer with exposure to gasoline exhaust. For diesel engine emissions, results differed by control group. When cancer controls were considered, there was no excess risk. When population controls were studied, the odds ratios, after adjustments for potential confounders, were 1.2 (95% confidence interval: 0.8, 1.8) for any exposure and 1.6 (95% confidence interval: 0.9, 2.8) for substantial exposure. Confidence intervals between risk estimates derived from the two control groups overlapped considerably. These results provide some limited support for the hypothesis of an excess lung cancer risk due to diesel exhaust but no support for an increase in risk due to gasoline exhaust.

Fuels Containing Methane of Natural Gas in Solution

NASA Technical Reports Server (NTRS)

Sullivan, Thomas A.

2004-01-01

While exploring ways of producing better fuels for propulsion of a spacecraft on the Mars sample return mission, a researcher at Johnson Space Center (JSC) devised a way of blending fuel by combining methane or natural gas with a second fuel to produce a fuel that can be maintained in liquid form at ambient temperature and under moderate pressure. The use of such a blended fuel would be a departure for both spacecraft engines and terrestrial internal combustion engines. For spacecraft, it would enable reduction of weights on long flights. For the automotive industry on Earth, such a fuel could be easily distributed and could be a less expensive, more efficient, and cleaner-burning alternative to conventional fossil fuels. The concept of blending fuels is not new: for example, the production of gasoline includes the addition of liquid octane enhancers. For the future, it has been commonly suggested to substitute methane or compressed natural gas for octane-enhanced gasoline as a fuel for internal-combustion engines. Unfortunately, methane or natural gas must be stored either as a compressed gas (if kept at ambient temperature) or as a cryogenic liquid. The ranges of automobiles would be reduced from their present values because of limitations on the capacities for storage of these fuels. Moreover, technical challenges are posed by the need to develop equipment to handle these fuels and, especially, to fill tanks acceptably rapidly. The JSC alternative to provide a blended fuel that can be maintained in liquid form at moderate pressure at ambient temperature has not been previously tried. A blended automotive fuel according to this approach would be made by dissolving natural gas in gasoline. The autogenous pressure of this fuel would eliminate the need for a vehicle fuel pump, but a pressure and/or flow regulator would be needed to moderate the effects of temperature and to respond to changing engine power demands. Because the fuel would flash as it entered engine cylinders, relative to gasoline, it would disperse more readily and therefore would mix with air more nearly completely. As a consequence, this fuel would burn more nearly completely (and, hence, more cleanly) than gasoline does. The storage density of this fuel would be similar to that of gasoline, but its energy density would be such that the mileage (more precisely, the distance traveled per unit volume of fuel) would be greater than that of either gasoline or compressed natural gas. Because the pressure needed to maintain the fuel in liquid form would be more nearly constant and generally lower than that needed to maintain compressed natural gas in liquid form, the pressure rating of a tank used to hold this fuel could be lower than that of a tank used to hold compressed natural gas. A mixture of natural gas and gasoline could be distributed more easily than could some alternative fuels. A massive investment in new equipment would not be necessary: One could utilize the present fuel-distribution infrastructure and could blend the gasoline and natural gas at almost any place in the production or distribution process - perhaps even at the retail fuel pump. Yet another advantage afforded by use of a blend of gasoline and natural gas would be a reduction in the amount of gasoline consumed. Because natural gas costs less than gasoline does and is in abundant supply in the United States, the cost of automotive fuel and the demand for imported oil could be reduced.

High Ethanol Fuel Endurance: A Study of the Effects of Running Gasoline with 15% Ethanol Concentration in Current Production Outboard Four-Stroke Engines and Conventional Two-Stroke Outboard Marine Engines

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hilbert, D.

2011-10-01

Three Mercury Marine outboard marine engines were evaluated for durability using E15 fuel -- gasoline blended with 15% ethanol. Direct comparison was made to operation on E0 (ethanol-free gasoline) to determine the effects of increased ethanol on engine durability. Testing was conducted using a 300-hour wide-open throttle (WOT) test protocol, a typical durability cycle used by the outboard marine industry. Use of E15 resulted in reduced CO emissions, as expected for open-loop, non-feedback control engines. HC emissions effects were variable. Exhaust gas and engine operating temperatures increased as a consequence of leaner operation. Each E15 test engine exhibited some deteriorationmore » that may have been related to the test fuel. The 9.9 HP, four-stroke E15 engine exhibited variable hydrocarbon emissions at 300 hours -- an indication of lean misfire. The 300HP, four-stroke, supercharged Verado engine and the 200HP, two-stroke legacy engine tested with E15 fuel failed to complete the durability test. The Verado engine failed three exhaust valves at 285 endurance hours while the 200HP legacy engine failed a main crank bearing at 256 endurance hours. All E0-dedicated engines completed the durability cycle without incident. Additional testing is necessary to link the observed engine failures to ethanol in the test fuel.« less

40 CFR 86.099-10 - Emission standards for 1999 and later model year Otto-cycle heavy-duty engines and vehicles.

Code of Federal Regulations, 2012 CFR

2012-07-01

... test sequence described in § 86.1230-96, diurnal plus hot soak measurements: 3.0 grams per test. (2... measurements (gasoline-fueled vehicles only): 3.5 grams per test. (B) Running loss test (gasoline-fueled vehicles only): 0.05 grams per mile. (C) Fuel dispensing spitback test (gasoline-fueled vehicles only): 1.0...

40 CFR 86.099-10 - Emission standards for 1999 and later model year Otto-cycle heavy-duty engines and vehicles.

Code of Federal Regulations, 2013 CFR

2013-07-01

... test sequence described in § 86.1230-96, diurnal plus hot soak measurements: 3.0 grams per test. (2... measurements (gasoline-fueled vehicles only): 3.5 grams per test. (B) Running loss test (gasoline-fueled vehicles only): 0.05 grams per mile. (C) Fuel dispensing spitback test (gasoline-fueled vehicles only): 1.0...

40 CFR 86.099-10 - Emission standards for 1999 and later model year Otto-cycle heavy-duty engines and vehicles.

Code of Federal Regulations, 2011 CFR

2011-07-01

... test sequence described in § 86.1230-96, diurnal plus hot soak measurements: 3.0 grams per test. (2... measurements (gasoline-fueled vehicles only): 3.5 grams per test. (B) Running loss test (gasoline-fueled vehicles only): 0.05 grams per mile. (C) Fuel dispensing spitback test (gasoline-fueled vehicles only): 1.0...

40 CFR 86.099-10 - Emission standards for 1999 and later model year Otto-cycle heavy-duty engines and vehicles.

Code of Federal Regulations, 2014 CFR

2014-07-01

... test sequence described in § 86.1230-96, diurnal plus hot soak measurements: 3.0 grams per test. (2... measurements (gasoline-fueled vehicles only): 3.5 grams per test. (B) Running loss test (gasoline-fueled vehicles only): 0.05 grams per mile. (C) Fuel dispensing spitback test (gasoline-fueled vehicles only): 1.0...

Gasoline from coal in the state of Illinois: feasibility study. Volume I. Design. [KBW gasification process, ICI low-pressure methanol process and Mobil M-gasoline process

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1980-01-01

Volume 1 describes the proposed plant: KBW gasification process, ICI low-pressure methanol process and Mobil M-gasoline process, and also with ancillary processes, such as oxygen plant, shift process, RECTISOL purification process, sulfur recovery equipment and pollution control equipment. Numerous engineering diagrams are included. (LTN)

Comparative Effects of Ethanol (E85), Gasoline, and Wind-Powered Electric Vehicles on Cancer, Mortality, Climate-Relevant Emissions, and Land requirements in the United States

NASA Astrophysics Data System (ADS)

Jacobson, M. Z.

2007-12-01

In this study, a nested global-through-urban air pollution/weather forecast model is combined with high- resolution future emission inventories, population data, and health effects data to examine the effect of converting from gasoline to a high-ethanol blend (E85) on cancer, mortality, and hospitalization in the U.S. as a whole and Los Angeles in particular. The effects of both are then compared with those from converting to wind-powered battery-electric vehicles (WBEVs). Under the base-case emission scenario, which accounted for projected improvements in gasoline and E85 vehicle emission controls, complete conversion to E85, which is unlikely due to land-use constraints, was found to increase ozone-related mortality, hospitalization, and asthma by about 9 percent in Los Angeles and 4 percent in the U.S. as a whole relative to 100 percent gasoline. Ozone increases in Los Angeles and the northeast U.S. were partially offset by decreases in the southeast. E85 also increased PAN in the U.S. but was estimated to cause little change in cancer risk relative to gasoline. Both gasoline and ethanol are anticipated to cause at least 10,000-20,000 premature deaths in the U.S. in 2020, which would be eliminated upon conversion to WBEVs. WBEVs require 30 times less land area than corn ethanol and 20 times less land area than cellulosic ethanol for powering the same vehicle fleet. About 70,000-120,000 5 MW wind turbines in average wind speeds exceeding 8 m/s could power all U.S. onroad vehicles, eliminating up to 26 percent of U.S. carbon, compared with a best-case carbon reduction of 0.2 percent for corn-ethanol and 4 percent for cellulosic ethanol, based on recent lifecycle emission data and landuse constraints. In sum, both gasoline and E85 pose public health risks, with E85 causing equal or possibly more damage. The conversion to battery-electric vehicles or hydrogen fuel cell vehicles powered by wind or another clean renewable, is a significantly superior solution to ethanol or gasoline in terms of human health, climate-relevant emissions, and landuse requirements.

Advanced Vehicle Testing Activity: Dodge Ram Wagon Van - Hydrogen/CNG Operations Summary - January 2003

DOE Office of Scientific and Technical Information (OSTI.GOV)

Karner, D.; Francfort, J.E.

2003-01-16

Over the past two years, Arizona Public Service, a subsidiary of Pinnacle West Capital Corporation, in cooperation with the U.S. Department of Energy's Advanced Vehicle Testing Activity, tested four gaseous fuel vehicles as part of its alternative fueled vehicle fleet. One vehicle, a Dodge Ram Wagon Van, operated initially using compressed natural gas (CNG) and later a blend of CNG and hydrogen. Of the other three vehicles, one was fueled with pure hydrogen and two were fueled with a blend of CNG and hydrogen. The three blended-fuel vehicles were originally equipped with either factory CNG engines or factory gasoline enginesmore » that were converted to run CNG fuel. The vehicles were variously modified to operate on blended fuel and were tested using 15 to 50% blends of hydrogen (by volume). The pure-hydrogen-fueled vehicle was converted from gasoline fuel to operate on 100% hydrogen. All vehicles were fueled from the Arizona Public Service's Fuel Pilot Plant, which was developed to dispense gaseous fuels, including CNG, blends of CNG and hydrogen, and pure hydrogen with up to 99.9999% purity. The primary objective of the test was to evaluate the safety and reliability of operating vehicles on hydrogen and blended hydrogen fuel, and the interface between the vehicles and the hydrogen fueling infrastructure. A secondary objective was to quantify vehicle emissions, cost, and performance. Over a total of 40,000 fleet test miles, no safety issues were found. Also, significant reductions in emissions were achieved by adding hydrogen to the fuel. This report presents results of 22,816 miles of testing for the Dodge Ram Wagon Van, operating on CNG fuel, and a blended fuel of 15% hydrogen-85% CNG.« less

Advanced Vehicle Testing Activity: Dodge Ram Wagon Van -- Hydrogen/CNG Operations Summary

DOE Office of Scientific and Technical Information (OSTI.GOV)

Don Karner; Francfort, James Edward

2003-01-01

Over the past two years, Arizona Public Service, a subsidiary of Pinnacle West Capital Corporation, in cooperation with the U.S. Department of Energy’s Advanced Vehicle Testing Activity, tested four gaseous fuel vehicles as part of its alternative fueled vehicle fleet. One vehicle, a Dodge Ram Wagon Van, operated initially using compressed natural gas (CNG) and later a blend of CNG and hydrogen. Of the other three vehicles, one was fueled with pure hydrogen and two were fueled with a blend of CNG and hydrogen. The three blended-fuel vehicles were originally equipped with either factory CNG engines or factory gasoline enginesmore » that were converted to run CNG fuel. The vehicles were variously modified to operate on blended fuel and were tested using 15 to 50% blends of hydrogen (by volume). The pure-hydrogen-fueled vehicle was converted from gasoline fuel to operate on 100% hydrogen. All vehicles were fueled from the Arizona Public Service’s Alternative Fuel Pilot Plant, which was developed to dispense gaseous fuels, including CNG, blends of CNG and hydrogen, and pure hydrogen with up to 99.9999% purity. The primary objective of the test was to evaluate the safety and reliability of operating vehicles on hydrogen and blended hydrogen fuel, and the interface between the vehicles and the hydrogen fueling infrastructure. A secondary objective was to quantify vehicle emissions, cost, and performance. Over a total of 40,000 fleet test miles, no safety issues were found. Also, significant reductions in emissions were achieved by adding hydrogen to the fuel. This report presents results of 22,816 miles of testing for the Dodge Ram Wagon Van, operating on CNG fuel, and a blended fuel of 15% hydrogen–85% CNG.« less

The Impact of Low Octane Hydrocarbon Blending Streams on Ethanol Engine Optimization

DOE Office of Scientific and Technical Information (OSTI.GOV)

Szybist, James P; West, Brian H

2013-01-01

Ethanol is a very attractive fuel from an end-use perspective because it has a high chemical octane number and a high latent heat of vaporization. When an engine is optimized to take advantage of these fuel properties, both efficiency and power can be increased through higher compression ratio, direct fuel injection, higher levels of boost, and a reduced need for enrichment to mitigate knock or protect the engine and aftertreatment system from overheating. The ASTM D5798 specification for high level ethanol blends, commonly called E85, underwent a major revision in 2011. The minimum ethanol content was revised downward from 68more » vol% to 51 vol%, which combined with the use of low octane blending streams such as natural gasoline introduces the possibility of a lower octane E85 fuel. While this fuel is suitable for current ethanol tolerant flex fuel vehicles, this study experimentally examines whether engines can still be aggressively optimized for the resultant fuel from the revised ASTM D5798 specification. The performance of six ethanol fuel blends, ranging from 51-85% ethanol, is compared to a premium-grade certification gasoline (UTG-96) in a single-cylinder direct-injection (DI) engine with a compression ratio of 12.9:1 at knock-prone engine conditions. UTG-96 (RON = 96.1), light straight run gasoline (RON = 63.6), and n-heptane (RON = 0) are used as the hydrocarbon blending streams for the ethanol-containing fuels in an effort to establish a broad range of knock resistance for high ethanol fuels. Results show that nearly all ethanol-containing fuels are more resistant to engine knock than UTG-96 (the only exception being the ethanol blend with 49% n-heptane). This knock resistance allows ethanol blends made with 33 and 49% light straight run gasoline, and 33% n-heptane to be operated at significantly more advanced combustion phasing for higher efficiency, as well as at higher engine loads. While experimental results show that the octane number of the hydrocarbon blend stock does impact engine performance, there remains a significant opportunity for engine optimization when considering even the lowest octane fuels that are in compliance with the current revision of ASTM D5798 compared to premium-grade gasoline.« less

Potential of secondary aerosol formation from Chinese gasoline engine exhaust.

PubMed

Du, Zhuofei; Hu, Min; Peng, Jianfei; Guo, Song; Zheng, Rong; Zheng, Jing; Shang, Dongjie; Qin, Yanhong; Niu, He; Li, Mengren; Yang, Yudong; Lu, Sihua; Wu, Yusheng; Shao, Min; Shuai, Shijin

2018-04-01

Light-duty gasoline vehicles have drawn public attention in China due to their significant primary emissions of particulate matter and volatile organic compounds (VOCs). However, little information on secondary aerosol formation from exhaust for Chinese vehicles and fuel conditions is available. In this study, chamber experiments were conducted to quantify the potential of secondary aerosol formation from the exhaust of a port fuel injection gasoline engine. The engine and fuel used are common in the Chinese market, and the fuel satisfies the China V gasoline fuel standard. Substantial secondary aerosol formation was observed during a 4-5hr simulation, which was estimated to represent more than 10days of equivalent atmospheric photo-oxidation in Beijing. As a consequence, the extreme case secondary organic aerosol (SOA) production was 426±85mg/kg-fuel, with high levels of precursors and OH exposure. The low hygroscopicity of the aerosols formed inside the chamber suggests that SOA was the dominant chemical composition. Fourteen percent of SOA measured in the chamber experiments could be explained through the oxidation of speciated single-ring aromatics. Unspeciated precursors, such as intermediate-volatility organic compounds and semi-volatile organic compounds, might be significant for SOA formation from gasoline VOCs. We concluded that reductions of emissions of aerosol precursor gases from vehicles are essential to mediate pollution in China. Copyright © 2017. Published by Elsevier B.V.

Decontamination of Water Containing Radiological Warfare Agents

DTIC Science & Technology

1975-03-01

debris was cond~ucted undcr Project Snowball. Open tanks of water were exposed to a 500- toxi TNT explosion 2 at varying distances from grouind zero...trailhr; 4-cylinder, 4-stroke, liquid- cooled gasoline engine: aluminum evaporator-conden ser; vapor complressor; watcr pumps; heat exchanger; cngine...field consists of a 10-kw gasoline -engine-driven generator and three electric-motor-driven pumps. See Figure 21 for a photograph of the cation and anion

The history, genotoxicity, and carcinogenicity of carbon-based fuels and their emissions. Part 3: diesel and gasoline.

PubMed

Claxton, Larry D

2015-01-01

Within this review the genotoxicity of diesel and gasoline fuels and emissions is placed in an historical context. New technologies have changed the composition of transportation methods considerably, reducing emissions of many of the components of health concern. The similarity of modern diesel and gasoline fuels and emissions to other carbonaceous fuels and emissions is striking. Recently an International Agency for Research on Cancer (IARC) Working Group concluded that there was sufficient evidence in humans for the carcinogenicity of diesel exhaust (Group 1). In addition, the Working Group found that diesel exhaust has "a positive association (limited evidence) with an increased risk of bladder cancer." Like most other carbonaceous fuel emissions, diesel and gasoline exhausts contain toxic levels of respirable particles (PM <2.5μm) and polycyclic aromatic hydrocarbons. However, the level of toxic components in exhausts from diesel and gasoline emissions has declined in certain regions over time because of changes in engine design, the development of better aftertreatment devices (e.g., catalysts), increased fuel economy, changes in the fuels and additives used, and greater regulation. Additional research and better exposure assessments are needed so that decision makers and the public can decide to what extent diesel and gasoline engines should be replaced. Copyright © 2014 Elsevier B.V. All rights reserved.

Effects of gasoline aromatic content on emissions of volatile organic compounds and aldehydes from a four-stroke motorcycle.

PubMed

Yao, Yung-Chen; Tsai, Jiun-Horng

2013-01-01

A new four-stroke carburettor motorcycle engine without any engine adjustments was used to study the impact of fuel aromatic content on the exhaust emissions of organic air pollutants (volatile organic compounds and carbonyls). Three levels of aromatic content, i.e. 15, 25, and 50% (vol.) aromatics mixed with gasoline were tested. The emissions of aromatic fuel were compared with those of commercial unleaded gasoline. The results indicated that the A 15 (15 vol% aromatics in gasoline) fuel exhibited the greatest total organic emission improvement among these three aromatic fuels as compared with commercial gasoline, reaching 59%. The highest emission factors of alkanes, alkenes, and carbonyl groups appeared in the reference fuel (RF) among all of the test fuels. A 15 showed the highest emission reduction in alkanes (73%), aromatics (36%), and carbonyls (28%), as compared to those of the RF. The highest emission reduction ofalkenes was observed when using A25 as fuel. A reduction in fuel aromatic content from 50 to 25 and 15 vol% in gasoline decreased benzene and toluene emissions, but increased the aldehyde emissions. In general, the results showed that the highest emission reductions for the most of measured organic pollutants appeared when using A 15 as the fuel.

A review of vapour lock issues during motor gasoline or automotive gasoline usage in piston engine aircraft

NASA Astrophysics Data System (ADS)

Thanikasalam, K.; Rahmat, M.; Fahmi, A. G. Mohammad; Zulkifli, A. M.; Shawal, N. Noor; Ilanchelvi, K.; Ananth, M.; Elayarasan, R.

2018-05-01

Since there is a developing practice of utilizing automotive fuels as flight fuel, there are higher chances of dangerous scenarios, particularly in the operation of piston aircraft engines. The use of motor vehicle gas (MOGAS) or aviation gas (AVGAS) in the operation of aviation piston engine increases the risk of vapour locking. A statistical examination of European aviation industry indicates that around 20,000 aircraft are affected either specifically or conceivably by the different negative impacts of gasoline blended with ethanol. Particularly, for most contemporary carburettor engines, there are risks associated with ethanol-admixed fuels that have potential to upset engine operation. The danger of vapour locking, which is the generation of gas bubbles inside the fuel system causing an impairment of fuel movement in the engine, is well documented particularly by studies on aircraft using MOGAS. Contrasted with AVGAS, MOGAS is inclined to demonstrate this phenomenon. Vapour lock is perhaps the leading serious problem that ought to be addressed if MOGAS is to be used as a substitute for AVGAS. Vapour lock problem is critical because it causes malfunctions to aircraft engines. Thus, an understanding of vapour handling ability of small aircraft is essential to establish safe operating confines at existing fuel temperature and pressures.

77 FR 72653 - Designation of Product Categories for Federal Procurement

Federal Register 2010, 2011, 2012, 2013, 2014

2012-12-05

... cleaners; automotive care products; engine crankcase oil; gasoline fuel additives; metal cleaners and... crankcase oil; gasoline fuel additives; metal cleaners and corrosion removers; microbial cleaning products... for biobased feed stock? Does manufacturing of products within this product category increase...

Improving the environmental and performance characteristics of vehicles by introducing the surfactant additive into gasoline.

PubMed

Magaril, Elena; Magaril, Romen

2016-09-01

The operation of modern vehicles requires the introduction of package of fuel additives to ensure the required level of operating characteristics, some of which cannot be achieved by current oil refining methods. The use of additives allows flexibility of impact on the properties of the fuel at minimal cost, increasing the efficiency and environmental safety of vehicles. Among the wide assortment of additives available on the world market, many are surfactants. It has been shown that the introduction of some surfactants into gasoline concurrently reduces losses from gasoline evaporation, improves the mixture formation during injection of gasoline into the engine and improves detergent and anticorrosive properties. The surfactant gasoline additive that provides significant improvement in the quality of gasoline used and environmental and operating characteristics of vehicles has been developed and thoroughly investigated. The results of studies confirming the efficiency of the gasoline additive application are herein presented.

Biogas and energy production from cattle waste

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chakravarthi, J.

1997-12-31

Biomass is one of the longest used energy sources employed in human activity. The bioconversion of organic matter to biogas is a complex anaerobic fermentation process involving the action of microorganisms such as methane producing bacteria. In this paper, biogas and energy production from cattle waste is investigated. There are two significant reasons that motivate this study. First, treating animal waste with the technology of anaerobic digestion can reduce environmental pollution and generate a relatively cheap and easily available source of energy in dairy farms. The gas produced can be used for space and water heating of farm houses, cooking,more » lighting, grain drying and as a fuel for heating greenhouses during cold weather. It also has the potential to run other small industries. Second, it is an effective way of managing cattle waste as well as producing a quick acting, non-toxic fertilizer for agricultural use. A working model of biogas plant is studied in this paper and its economic value as an alternative energy source is examined. An alternative to direct generation of electricity, is to convert the methane from the biomass to methanol. Methanol is an excellent fuel for internal combustion engines and can easily compete with gasoline in many nations where gasoline costs over $4 per US gallon.« less

Alternative Fuels Data Center: Flexible Fuel Vehicle Availability

Science.gov Websites

options for converting vehicles to run on E85 and other ethanol-gasoline blends. Pre-Owned Vehicles Learn about buying and selling pre-owned alternative fuel and advanced vehicles. Learn More Interested in

After-Test Engine Inspection of U.S. Army Administrative and Light-Tactical Vehicles Operated on Gasohol and Unleaded Gasoline.

DTIC Science & Technology

1983-02-01

Force 76-84 @ 1.82 (338)-(374)@(46.23) Intake 174.0 71 220.3 215-237 @ 1.39 88 85 81 95-105 @ I 13/16" (774) (316) (980) (956)-(1054)@ (391) (378) (360...Mfg. Specs per Veh. Gasohol Gasoline Station Chrysler V-8, 318 CID 07121303 5 16 31 -- Ft. Belvoir 07090311 6 16 38 -- Ft. Belvoir 03223146 5 16...TABLE 6. CRC RATINGS FOR TEST ENGINES FROM FT. BELVOIR, VA Type Engine Chrysler V-8, 318 CID Jeep, 4 Cylinder, 140 CID Serial Number 07121303 07090311

Co-Optimization of Fuels & Engines: Misfueling Mitigation

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sluder, C. Scott; Moriarty, Kristi; Jehlik, Forrest

This report examines diesel/gasoline misfueling, leaded/unleaded gasoline misfueling, E85/E15/E10 misfueling, and consumer selection of regular grade fuel over premium grade fuel in an effort to evaluate misfueling technologies that may be needed to support the introduction of vehicles optimized for a new fuel in the marketplace. This is one of a series of reports produced as a result of the Co-Optimization of Fuels & Engines (Co-Optima) project, a Department of Energy-sponsored multi-agency project to accelerate the introduction of affordable, scalable, and sustainable biofuels and high-efficiency, low-emission vehicle engines.

Advanced Gasoline Turbocharged Direction Injection (GTDI) Engine Development

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wagner, Terrance

This program was undertaken in response to US Department of Energy Solicitation DE-FOA-0000079, resulting in a cooperative agreement with Ford and MTU to demonstrate improvement of fuel efficiency in a vehicle equipped with an advanced GTDI engine. Ford Motor Company has invested significantly in GTDI engine technology as a cost effective, high volume, fuel economy solution, marketed globally as EcoBoost technology. Ford envisions additional fuel economy improvement in the medium and long term by further advancing EcoBoost technology. The approach for the project was to engineer a comprehensive suite of gasoline engine systems technologies to achieve the project objectives, andmore » to progressively demonstrate the objectives via concept analysis / computer modeling, single-cylinder and multi-cylinder engine testing on engine dynamometer, and vehicle level testing on chassis rolls.« less

Butanol/Gasoline Test Plan

DTIC Science & Technology

2012-03-01

Differences between gasoline fuel and biobutanol fuel including the effects of temperature  Safety-related and health issues including safety...where engine-operating parameters such as fuel consumption , performance, and emissions are monitored under controlled conditions, with the addition...7 3.3 Power and Fuel Consumption

Emissions from diesel and stratified charge powered cars. Final report

DOE Office of Scientific and Technical Information (OSTI.GOV)

Springer, K.J.

A total of ten passenger cars, four powered by diesel engines, two by stratified charge gasoline engines, one by a stratified charge operating on gasoline and diesel fuel, two by control equipped conventional engines, and one powered by a gas turbine, have been subjected to a wide variety of emissions evaluations. The vehicles, all late model, low mileage, included a Nissan Datsun, a Mercedes 220D, a Peugeot 504D, an Opel Rekord 2100D, a standard Capri, a stratified charge (PROCO) Capri, a low emission prototype Ford LTD, the Texaco TCCS stratified charge powered Cricket operated on gasoline and on diesel fuel,more » a Honda CVCC stratified charge, and a Chrysler gas turbine car. All were 4-cylinder except the LTD and the gas turbine. Tailpipe emissions were measured by the 1975 light duty Federal Test Procedure for gaseous emissions. Smoke and fuel economy were also determined during this test cycle. Chassis dynamometer versions of the 1974 heavy duty diesel smoke and gaseous emissions tests were employed. Odor and related instrumental-chemical measurements were made under seven steady state and three acceleration conditions. The prototype diesel odor analytical system, developed under CRC contract, was applied to the exhaust from both diesel and gasoline engines. Its use as a predictive method of diesel odor was investigated. Noise measurements were taken by SAE driveby as well as under a variety of exterior-interior conditions. Comparisons of the results for all vehicles are by emission category. The emissions from the group of diesel cars are compared to the conventional gasoline, Ford PROCO, Texas TCCS, and Honda CVCC.« less

Lube oil-dependent ash chemistry on soot oxidation reactivity in a gasoline direct-injection engine

DOE PAGES

Choi, Seungmok; Seong, Heeje

2016-09-30

Gasoline particulate filters (GPF) are considered an enabling technology to meet stringent particulate matter (PM) regulations for gasoline direct-injection (GDI) engines, which are known to produce significant PM emissions. While ash loading in filters has been recognized to be detrimental in filter performance by increasing back pressure, increased ash fractions in soot were observed to enhance soot oxidation. In this study, GDI soot samples derived from different gasoline/lube oil blends were evaluated to identify potential promoting factors when formulated lube oils were dosed into gasoline fuel. Ca-derived ash enhanced soot oxidation remarkably, while P- and ZDDP-derived ash deteriorated soot oxidation.more » It is apparent that the promoting effect of lube oil-derived ash is due mainly to the Ca component that is the most abundant among additive components in lube oil. Bulk and surface analyses of these ash compounds indicate that Ca-derived ash would be complex compounds, while the contribution of CaSO 4, which is one of the most abundant ash compounds from diesel engines, is almost negligible. For the validation of the ash promoting impact in filters, the regeneration experiments were compared for a TWC-coated GPF in a GDI engine before and after ash loading was performed. The pressure drop of the ash-loaded GPF decreased noticeably in the initial regeneration stage and it increased gradually, whereas that of no ash-loaded GPF increased gradually without any reduction. So, it is concluded that the ash layer in the GPF assisted soot oxidation in the early regeneration stage when it was in close contact with soot.« less

Lube oil-dependent ash chemistry on soot oxidation reactivity in a gasoline direct-injection engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Choi, Seungmok; Seong, Heeje

Gasoline particulate filters (GPF) are considered an enabling technology to meet stringent particulate matter (PM) regulations for gasoline direct-injection (GDI) engines, which are known to produce significant PM emissions. While ash loading in filters has been recognized to be detrimental in filter performance by increasing back pressure, increased ash fractions in soot were observed to enhance soot oxidation. In this study, GDI soot samples derived from different gasoline/lube oil blends were evaluated to identify potential promoting factors when formulated lube oils were dosed into gasoline fuel. Ca-derived ash enhanced soot oxidation remarkably, while P- and ZDDP-derived ash deteriorated soot oxidation.more » It is apparent that the promoting effect of lube oil-derived ash is due mainly to the Ca component that is the most abundant among additive components in lube oil. Bulk and surface analyses of these ash compounds indicate that Ca-derived ash would be complex compounds, while the contribution of CaSO 4, which is one of the most abundant ash compounds from diesel engines, is almost negligible. For the validation of the ash promoting impact in filters, the regeneration experiments were compared for a TWC-coated GPF in a GDI engine before and after ash loading was performed. The pressure drop of the ash-loaded GPF decreased noticeably in the initial regeneration stage and it increased gradually, whereas that of no ash-loaded GPF increased gradually without any reduction. So, it is concluded that the ash layer in the GPF assisted soot oxidation in the early regeneration stage when it was in close contact with soot.« less

Compositional effects on the ignition of FACE gasolines [Compositional effects on the ignition of FACE gasoline fuels: experiments, surrogate fuel formulation, and chemical kinetic modeling

DOE PAGES

Sarathy, S. Mani; Kukkadapu, Goutham; Mehl, Marco; ...

2016-05-08

As regulatory measures for improved fuel economy and decreased emissions are pushing gasoline engine combustion technologies towards extreme conditions (i.e., boosted and intercooled intake with exhaust gas recirculation), fuel ignition characteristics become increasingly important for enabling stable operation. Here, this study explores the effects of chemical composition on the fundamental ignition behavior of gasoline fuels. Two well-characterized, high-octane, non-oxygenated FACE (Fuels for Advanced Combustion Engines) gasolines, FACE F and FACE G, having similar antiknock indices but different octane sensitivities and chemical compositions are studied. Ignition experiments were conducted in shock tubes and a rapid compression machine (RCM) at nominal pressuresmore » of 20 and 40 atm, equivalence ratios of 0.5 and 1.0, and temperatures ranging from 650 to 1270 K. Results at temperatures above 900 K indicate that ignition delay time is similar for these fuels. However, RCM measurements below 900 K demonstrate a stronger negative temperature coefficient behavior for FACE F gasoline having lower octane sensitivity. In addition, RCM pressure profiles under two-stage ignition conditions illustrate that the magnitude of low-temperature heat release (LTHR) increases with decreasing fuel octane sensitivity. However, intermediate-temperature heat release is shown to increase as fuel octane sensitivity increases. Various surrogate fuel mixtures were formulated to conduct chemical kinetic modeling, and complex multicomponent surrogate mixtures were shown to reproduce experimentally observed trends better than simpler two- and three-component mixtures composed of n-heptane, iso-octane, and toluene. Measurements in a Cooperative Fuels Research (CFR) engine demonstrated that the multicomponent surrogates accurately captured the antiknock quality of the FACE gasolines. Simulations were performed using multicomponent surrogates for FACE F and G to reveal the underlying chemical kinetics linking fuel composition with ignition characteristics. Finally, a key discovery of this work is the kinetic coupling between aromatics and naphthenes, which affects the radical pool population and thereby controls ignition.« less

Compositional effects on the ignition of FACE gasolines [Compositional effects on the ignition of FACE gasoline fuels: experiments, surrogate fuel formulation, and chemical kinetic modeling

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sarathy, S. Mani; Kukkadapu, Goutham; Mehl, Marco

As regulatory measures for improved fuel economy and decreased emissions are pushing gasoline engine combustion technologies towards extreme conditions (i.e., boosted and intercooled intake with exhaust gas recirculation), fuel ignition characteristics become increasingly important for enabling stable operation. Here, this study explores the effects of chemical composition on the fundamental ignition behavior of gasoline fuels. Two well-characterized, high-octane, non-oxygenated FACE (Fuels for Advanced Combustion Engines) gasolines, FACE F and FACE G, having similar antiknock indices but different octane sensitivities and chemical compositions are studied. Ignition experiments were conducted in shock tubes and a rapid compression machine (RCM) at nominal pressuresmore » of 20 and 40 atm, equivalence ratios of 0.5 and 1.0, and temperatures ranging from 650 to 1270 K. Results at temperatures above 900 K indicate that ignition delay time is similar for these fuels. However, RCM measurements below 900 K demonstrate a stronger negative temperature coefficient behavior for FACE F gasoline having lower octane sensitivity. In addition, RCM pressure profiles under two-stage ignition conditions illustrate that the magnitude of low-temperature heat release (LTHR) increases with decreasing fuel octane sensitivity. However, intermediate-temperature heat release is shown to increase as fuel octane sensitivity increases. Various surrogate fuel mixtures were formulated to conduct chemical kinetic modeling, and complex multicomponent surrogate mixtures were shown to reproduce experimentally observed trends better than simpler two- and three-component mixtures composed of n-heptane, iso-octane, and toluene. Measurements in a Cooperative Fuels Research (CFR) engine demonstrated that the multicomponent surrogates accurately captured the antiknock quality of the FACE gasolines. Simulations were performed using multicomponent surrogates for FACE F and G to reveal the underlying chemical kinetics linking fuel composition with ignition characteristics. Finally, a key discovery of this work is the kinetic coupling between aromatics and naphthenes, which affects the radical pool population and thereby controls ignition.« less

Life cycle models of conventional and alternative-fueled automobiles

NASA Astrophysics Data System (ADS)

Maclean, Heather Louise

This thesis reports life cycle inventories of internal combustion engine automobiles with feasible near term fuel/engine combinations. These combinations include unleaded gasoline, California Phase 2 Reformulated Gasoline, alcohol and gasoline blends (85 percent methanol or ethanol combined with 15 percent gasoline), and compressed natural gas in spark ignition direct and indirect injection engines. Additionally, I consider neat methanol and neat ethanol in spark ignition direct injection engines and diesel fuel in compression ignition direct and indirect injection engines. I investigate the potential of the above options to have a lower environmental impact than conventional gasoline-fueled automobiles, while still retaining comparable pricing and consumer benefits. More broadly, the objective is to assess whether the use of any of the alternative systems will help to lead to the goal of a more sustainable personal transportation system. The principal tool is the Economic Input-Output Life Cycle Analysis model which includes inventories of economic data, environmental discharges, and resource use. I develop a life cycle assessment framework to assemble the array of data generated by the model into three aggregate assessment parameters; economics, externalities, and vehicle attributes. The first step is to develop a set of 'comparable cars' with the alternative fuel/engine combinations, based on characteristics of a conventional 1998 gasoline-fueled Ford Taurus sedan, the baseline vehicle for the analyses. I calculate the assessment parameters assuming that these comparable cars can attain the potential thermal efficiencies estimated by experts for each fuel/engine combination. To a first approximation, there are no significant differences in the assessment parameters for the vehicle manufacture, service, fixed costs, and the end-of-life for any of the options. However, there are differences in the vehicle operation life cycle components and the state of technology development for the combinations. Overall, none of the alternatives emerges as a clear winner, lowering the externalities and improving sustainability, while considering technology issues and vehicle attributes. The majority of the alternatives are not likely to displace the baseline automobile. However, the attractiveness of the alternatives depends on the focus of future regulations, government priorities, and technology development. If long-term global sustainability is the principal concern, then improvements in fuel economy alone will not provide the level of reduction in impact required. A switch to renewable fuels (e.g., alcohols or diesel produced from biomass) to power the vehicles will likely be necessary. (Abstract shortened by UMI.)

The Effects of Low-Level Ethanol Blends in 4-Stroke Small Non-Road Engines

NASA Astrophysics Data System (ADS)

Reek, Chris

Small Non-Road Engines (SNRE's) abound in numbers and are used daily by consumers and businesses alike. Considering the atmosphere of change looming in the air regarding alternative fuels, this particular engine classification will also be affected by any change in standardization of fuels. This body of research attempts to address possible ways SNRE's can change their operational characteristics after being fueled by specific yet differing fuels. These characteristics will be contrasted against blends of ethanol with gasoline, from 0% ethanol to 20% ethanol, run on test engines to determine patterns, if any, of these characteristics. Topics include: materials compatibility, engine longevity/durability, engine performance, emissions characteristics, operational temperatures, engine oil characteristics, and inspection of engines. These parameters will be used to compare the effects of low-level blends of ethanol with gasoline has on these particular SNRE's.

Industrial Education. "Small Engines".

ERIC Educational Resources Information Center

Parma City School District, OH.

Part of a series of curriculum guides dealing with industrial education in junior high schools, this guide provides the student with information and manipulative experiences on small gasoline engines. Included are sections on shop adjustment, safety, small engines, internal combustion, engine construction, four stroke engines, two stroke engines,…

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sileghem, L.; Wallner, T.; Verhelst, S.

As knock is one of the main factors limiting the efficiency of spark-ignition engines, the introduction of alcohol blends could help to mitigate knock concerns due to the elevated knock resistance of these blends. A model that can accurately predict their autoignition behavior would be of great value to engine designers. The current work aims to develop such a model for alcohol–gasoline blends. First, a mixing rule for the autoignition delay time of alcohol–gasoline blends is proposed. Subsequently, this mixing rule is used together with an autoignition delay time correlation of gasoline and an autoignition delay time cor-relation of methanolmore » in a knock integral model that is implemented in a two-zone engine code. The pre-dictive performance of the resulting model is validated through comparison against experimental measurements on a CFR engine for a range of gasoline–methanol blends. The knock limited spark advance, the knock intensity, the knock onset crank angle and the value of the knock integral at the experimental knock onset have been simulated and compared to the experimental values derived from in-cylinder pressure measurements.« less

Environmental implications of alternative-fueled automobiles: Air quality and greenhouse gas tradeoffs

DOE Office of Scientific and Technical Information (OSTI.GOV)

MaClean, H.L.; Lave, L.B.

The authors analyze alternative fuel-powerstrain options for internal combustion engine automobiles. Fuel/engine efficiency, energy use, pollutant discharges, and greenhouse gas emissions are estimated for spark and compression ignited, direct injected (DI), and indirect injected (II) engines fueled by conventional and reformulated gasoline, reformulated diesel, compressed natural gas (CNG), and alcohols. Since comparisons of fuels and technologies in dissimilar vehicles are misleading, the authors hold emissions level, range, vehicle size class, and style constant. At present, CNG vehicles have the best exhaust emissions performance while DI diesels have the worst. Compared to a conventional gasoline fueled II automobile, greenhouse gases couldmore » be reduced by 40% by a DI CNG automobile and by 25% by a DI diesel. Gasoline- and diesel-fueled automobiles are able to attain long ranges with little weight or fuel economy penalty. CNG vehicles have the highest penalty for increasing range, due to their heavy fuel storage systems, but are the most attractive for a 160-km range. DI engines, particularly diesels, may not be able to meet strict emissions standards, at least not without lowering efficiency.« less

Process for conversion of lignin to reformulated, partially oxygenated gasoline

DOEpatents

Shabtai, Joseph S.; Zmierczak, Wlodzimierz W.; Chornet, Esteban

2001-01-09

A high-yield process for converting lignin into reformulated, partially oxygenated gasoline compositions of high quality is provided. The process is a two-stage catalytic reaction process that produces a reformulated, partially oxygenated gasoline product with a controlled amount of aromatics. In the first stage of the process, a lignin feed material is subjected to a base-catalyzed depolymerization reaction, followed by a selective hydrocracking reaction which utilizes a superacid catalyst to produce a high oxygen-content depolymerized lignin product mainly composed of alkylated phenols, alkylated alkoxyphenols, and alkylbenzenes. In the second stage of the process, the depolymerized lignin product is subjected to an exhaustive etherification reaction, optionally followed by a partial ring hydrogenation reaction, to produce a reformulated, partially oxygenated/etherified gasoline product, which includes a mixture of substituted phenyl/methyl ethers, cycloalkyl methyl ethers, C.sub.7 -C.sub.10 alkylbenzenes, C.sub.6 -C.sub.10 branched and multibranched paraffins, and alkylated and polyalkylated cycloalkanes.

Estimation of CO2 reduction by parallel hard-type power hybridization for gasoline and diesel vehicles.

PubMed

Oh, Yunjung; Park, Junhong; Lee, Jong Tae; Seo, Jigu; Park, Sungwook

2017-10-01

The purpose of this study is to investigate possible improvements in ICEVs by implementing fuzzy logic-based parallel hard-type power hybrid systems. Two types of conventional ICEVs (gasoline and diesel) and two types of HEVs (gasoline-electric, diesel electric) were generated using vehicle and powertrain simulation tools and a Matlab-Simulink application programming interface. For gasoline and gasoline-electric HEV vehicles, the prediction accuracy for four types of LDV models was validated by conducting comparative analysis with the chassis dynamometer and OBD test data. The predicted results show strong correlation with the test data. The operating points of internal combustion engines and electric motors are well controlled in the high efficiency region and battery SOC was well controlled within ±1.6%. However, for diesel vehicles, we generated virtual diesel-electric HEV vehicle because there is no available vehicles with similar engine and vehicle specifications with ICE vehicle. Using a fuzzy logic-based parallel hybrid system in conventional ICEVs demonstrated that HEVs showed superior performance in terms of fuel consumption and CO 2 emission in most driving modes. Copyright © 2017 Elsevier B.V. All rights reserved.

Breakthrough: Using Microbes to Make Advanced Biofuels

DOE Office of Scientific and Technical Information (OSTI.GOV)

Keasling, Jay

Jay Keasling, Berkeley Lab's Associate Director for Bioscience and the CEO of DOE's Joint BioEnergy Institute (JBEI), explains how special strains of microbes can convert the biomass of non-food crops and agricultural waste into fuels for cars, trucks and jet planes. Keasling's research team at JBEI has developed E.coli that can digest switchgrass and convert the plant sugars into gasoline, diesel or jet fuel, not unlike the process by which beer is brewed.

Breakthrough: Using Microbes to Make Advanced Biofuels

ScienceCinema

Keasling, Jay

2018-02-14

Jay Keasling, Berkeley Lab's Associate Director for Bioscience and the CEO of DOE's Joint BioEnergy Institute (JBEI), explains how special strains of microbes can convert the biomass of non-food crops and agricultural waste into fuels for cars, trucks and jet planes. Keasling's research team at JBEI has developed E.coli that can digest switchgrass and convert the plant sugars into gasoline, diesel or jet fuel, not unlike the process by which beer is brewed.

Reactivity-controlled compression ignition drive cycle emissions and fuel economy estimations using vehicle system simulations

DOE PAGES

Curran, Scott J.; Gao, Zhiming; Wagner, Robert M.

2014-12-22

In-cylinder blending of gasoline and diesel to achieve reactivity-controlled compression ignition has been shown to reduce NO X and soot emissions while maintaining or improving brake thermal efficiency as compared with conventional diesel combustion. The reactivity-controlled compression ignition concept has an advantage over many advanced combustion strategies in that the fuel reactivity can be tailored to the engine speed and load, allowing stable low-temperature combustion to be extended over more of the light-duty drive cycle load range. In this paper, a multi-mode reactivity-controlled compression ignition strategy is employed where the engine switches from reactivity-controlled compression ignition to conventional diesel combustionmore » when speed and load demand are outside of the experimentally determined reactivity-controlled compression ignition range. The potential for reactivity-controlled compression ignition to reduce drive cycle fuel economy and emissions is not clearly understood and is explored here by simulating the fuel economy and emissions for a multi-mode reactivity-controlled compression ignition–enabled vehicle operating over a variety of US drive cycles using experimental engine maps for multi-mode reactivity-controlled compression ignition, conventional diesel combustion, and a 2009 port-fuel injected gasoline engine. Drive cycle simulations are completed assuming a conventional mid-size passenger vehicle with an automatic transmission. Multi-mode reactivity-controlled compression ignition fuel economy simulation results are compared with the same vehicle powered by a representative 2009 port-fuel injected gasoline engine over multiple drive cycles. Finally, engine-out drive cycle emissions are compared with conventional diesel combustion, and observations regarding relative gasoline and diesel tank sizes needed for the various drive cycles are also summarized.« less

Evaluation of mobile source emission trends in the United States

NASA Astrophysics Data System (ADS)

Dallmann, Timothy R.; Harley, Robert A.

2010-07-01

A fuel-based approach is used to estimate exhaust emissions of nitrogen oxides (NOx) and fine particulate matter (PM2.5) from mobile sources in the United States for the years 1996-2006. Source categories considered include on-road and off-road gasoline and diesel engines. Pollutant emissions for each mobile source category were estimated by combining fuel consumption with emission factors expressed per unit of fuel burned. Over the 10-year time period that is the focus of this study, sales of gasoline and diesel fuel intended for on-road use increased by 15 and 43%, respectively. Diesel fuel use by off-road equipment increased by ˜20% over the same time period. Growth in fuel consumption offset some of the reductions in pollutant emission factors that occurred during this period. For NOx, there have been dramatic (factor of 2) decreases in emission factors for on-road gasoline engines between 1996 and 2006. In contrast, diesel NOx emission factors decreased more gradually. Exhaust PM2.5 emission factors appear to have decreased for most engine categories, but emission uncertainties are large for this pollutant. Diesel engines appear to be the dominant mobile source of both NOx and PM2.5; the diesel share of total NOx has increased over time as gasoline engine emissions have declined. Comparing fuel-based emission estimates with U.S. Environmental Protection Agency's national emission inventory led to the following conclusions: (1) total emissions of NOx and PM2.5 estimated by two different methods were similar, (2) source contributions to these totals differ significantly, with higher relative contributions coming from on-road diesel engines in this study.

Assessing the Climate Trade-Offs of Gasoline Direct Injection Engines.

PubMed

Zimmerman, Naomi; Wang, Jonathan M; Jeong, Cheol-Heon; Wallace, James S; Evans, Greg J

2016-08-02

Compared to port fuel injection (PFI) engine exhaust, gasoline direct injection (GDI) engine exhaust has higher emissions of black carbon (BC), a climate-warming pollutant. However, the relative increase in BC emissions and climate trade-offs of replacing PFI vehicles with more fuel efficient GDI vehicles remain uncertain. In this study, BC emissions from GDI and PFI vehicles were compiled and BC emissions scenarios were developed to evaluate the climate impact of GDI vehicles using global warming potential (GWP) and global temperature potential (GTP) metrics. From a 20 year time horizon GWP analysis, average fuel economy improvements ranging from 0.14 to 14% with GDI vehicles are required to offset BC-induced warming. For all but the lowest BC scenario, installing a gasoline particulate filter with an 80% BC removal efficiency and <1% fuel penalty is climate beneficial. From the GTP-based analysis, it was also determined that GDI vehicles are climate beneficial within <1-20 years; longer time horizons were associated with higher BC scenarios. The GDI BC emissions spanned 2 orders of magnitude and varied by ambient temperature, engine operation, and fuel composition. More work is needed to understand BC formation mechanisms in GDI engines to ensure that the climate impacts of this engine technology are minimal.

Cost effectiveness of converting to alternative motor vehicle fuels. A technical assistance study for the City of Longview

DOE Office of Scientific and Technical Information (OSTI.GOV)

McCoy, G.A.

1983-11-18

The City of Longview can obtain significant fuel savings benefits by converting a portion of their vehicle fleet to operate on either compressed natural gas (CNG) or liquid petroleum gas (LPG) fuels. The conversion of 41 vehicles including police units, sedans, pickups, and light duty trucks to CNG use would offset approximately 47% of the city's 1982 gasoline consumption. The CNG conversion capital outlay of $115,000 would be recovered through fuel cost reductions. The Cascade Natural Gas Corporation sells natural gas under an interruptible tariff for $0.505 per therm, equivalent to slightly less than one gallon of gasoline. The citymore » currently purchases unleaded gasoline at $1.115 per gallon. A payback analysis indicates that 39.6 months are required for the CNG fuel savings benefits to offset the initial or first costs of the conversion. The conversion of fleet vehicles to liquid petroleum gas (LPG) or propane produces comparable savings in vehicle operating costs. The conversion of 59 vehicles including police units, pickup and one ton trucks, street sweepers, and five cubic yard dump trucks would cost approximately $59,900. The annual purchase of 107,000 gallons of propane would offset the consumption of 96,300 gallons of gasoline, or approximately 67% of the city's 1982 usage. Propane is currently retailing for $0.68 to $0.74 per gallon. A payback analysis indicates that 27.7 months are required for the fuel savings benefits to offset the initial LPG conversion costs.« less

Composition, toxicity, and mutagenicity of particulate and semivolatile emissions from heavy-duty compressed natural gas-powered vehicles.

PubMed

Seagrave, JeanClare; Gigliotti, Andrew; McDonald, Jacob D; Seilkop, Steven K; Whitney, Kevin A; Zielinska, Barbara; Mauderly, Joe L

2005-09-01

Particulate matter (PM) and vapor-phase semivolatile organic compounds (SVOC) were collected from three buses fueled by compressed natural gas. The bus engines included a well-functioning, conventional engine; a "high emitter" engine; and a new technology engine with an oxidation catalyst. Chemical analysis of the emissions showed differences among these samples, with the high emitter sample containing markers of engine oil constituents. PM + SVOC samples were also collected for mutagenicity and toxicity testing. Extraction efficiencies from the collection media were lower than for similarly collected samples from gasoline or diesel vehicles. Responses to the recovered samples were compared on the basis of exhaust volume, to incorporate the emission rates into the potency factors. Mutagenicity was assessed by Salmonella reverse mutation assay. Mutagenicity was greatest for the high emitter sample and lowest for the new technology sample. Metabolic activation reduced mutagenicity in strain TA100, but not TA98. Toxicity, including inflammation, cytotoxicity, and parenchymal changes, was assessed 24 h after intratracheal instillation into rat lungs. Lung responses were generally mild, with little difference between the responses to equivalent volumes of emissions from the normal emitter and the new technology, but greater responses for the high emitter. These emission sample potencies are further compared on the basis of recovered mass with previously reported samples from normal and high-emitter gasoline and diesel vehicles. While mutagenic potencies for the CNG emission samples were similar to the range observed in the gasoline and diesel emission samples, lung toxicity potency factors were generally lower than those for the gasoline and diesel samples.

Some Notes on Gasoline-Engine Development

NASA Technical Reports Server (NTRS)

Ricardo, H R

1927-01-01

Experiments were carried out using a special engine with small glass windows and a stroboscope to record various aspects of engine performance. Valve position, supercharging, and torque recoil were all investigated with this experimental apparatus.

40 CFR 86.000-24 - Test vehicles and engines.

Code of Federal Regulations, 2010 CFR

2010-07-01

...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied... family, the Administrator will limit selections to engine codes which have air conditioning available and...

Exhaust particle characterization for lean and stoichiometric DI vehicles operating on ethanol-gasoline blends

DOE Office of Scientific and Technical Information (OSTI.GOV)

Storey, John Morse; Barone, Teresa L; Thomas, John F

2012-01-01

Gasoline direct injection (GDI) engines can offer better fuel economy and higher performance over their port fuel-injected (PFI) counterparts, and are now appearing in increasingly more U.S. and European vehicles. Small displacement, turbocharged GDI engines are replacing large displacement engines, particularly in light-duty trucks and sport utility vehicles, in order for manufacturers to meet the U.S. fuel economy standards for 2016. Furthermore, lean-burn GDI engines can offer even higher fuel economy than stoichiometric GDI engines and have overcome challenges associated with cost-effective aftertreatment for NOx control. Along with changes in gasoline engine technology, fuel composition may increase in ethanol contentmore » beyond the current 10% due to the recent EPA waiver allowing 15% ethanol. In addition, the Renewable Fuels Standard passed as part of the 2007 Energy Independence and Security Act (EISA) mandates the use of biofuels in upcoming years. GDI engines are of environmental concern due to their high particulate matter (PM) emissions relative to port-fuel injected (PFI) gasoline vehicles; widespread market penetration of GDI vehicles may result in additional PM from mobile sources at a time when the diesel contribution is declining. In this study, we characterized particulate emissions from a European certified lean-burn GDI vehicle operating on ethanol-gasoline blends. Particle mass and particle number concentration emissions were measured for the Federal Test Procedure urban driving cycle (FTP 75) and the more aggressive US06 driving cycle. Particle number-size distributions and organic to elemental carbon ratios (OC/EC) were measured for 30 MPH and 80 MPH steady-state operation. In addition, particle number concentration was measured during wide open throttle accelerations (WOTs) and gradual accelerations representative of the FTP 75. Fuels included certification gasoline and 10% (E10) and 20% (E20) ethanol blends from the same supplier. The particle mass emissions were approximately 3 and 7 mg/mile for the FTP75 and US06, respectively, with lower emissions for the ethanol blends. The data are compared to a previous study on a U.S.-legal stoichiometric GDI vehicle operating on the same ethanol blends. The lean-burn GDI vehicle emitted a higher number of particles, but had an overall smaller average size. Particle number per mile decreased with increasing ethanol content for the transient tests. For the 30 and 80 mph tests, particle number concentration decreased with increasing ethanol content, although the shape of the particle size distribution remained the same. Engine-out OC/EC ratios were highest for the stoichiometric GDI vehicle with E20, but tailpipe OC/EC ratios were similar for all vehicles.« less

Impact of methanol-gasoline fuel blend on the fuel consumption and exhaust emission of a SI engine

NASA Astrophysics Data System (ADS)

Rifal, Mohamad; Sinaga, Nazaruddin

2016-04-01

In this study, the effect of methanol-gasoline fuel blend (M15, M30 and M50) on the fuel consumption and exhaust emission of a spark ignition engine (SI) were investigated. In the experiment, an engine four-cylinder, four stroke injection system (engine of Toyota Kijang Innova 1TR-FE) was used. Test were did to know the relation of fuel consumption and exhaust emission (CO, CO2, HC) were analyzed under the idle throttle operating condition and variable engine speed ranging from 1000 to 4000 rpm. The experimental result showed that the fuel consumption decrease with the use of methanol. It was also shown that the CO and HC emission were reduced with the increase methanol content while CO2 were increased.

40 CFR 86.213-04 - Fuel specifications.

Code of Federal Regulations, 2010 CFR

2010-07-01

... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for 1994 and Later Model Year Gasoline-Fueled New Light-Duty Vehicles, New Light-Duty Trucks and New Medium-Duty Passenger Vehicles; Cold Temperature Test Procedures § 86.213-04 Fuel specifications. Gasoline...

40 CFR 86.213-94 - Fuel specifications.

Code of Federal Regulations, 2010 CFR

2010-07-01

... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for 1994 and Later Model Year Gasoline-Fueled New Light-Duty Vehicles, New Light-Duty Trucks and New Medium-Duty Passenger Vehicles; Cold Temperature Test Procedures § 86.213-94 Fuel specifications. Gasoline...

The Effect of Compression Ratio, Fuel Octane Rating, and Ethanol Content on Spark-Ignition Engine Efficiency.

PubMed

Leone, Thomas G; Anderson, James E; Davis, Richard S; Iqbal, Asim; Reese, Ronald A; Shelby, Michael H; Studzinski, William M

2015-09-15

Light-duty vehicles (LDVs) in the United States and elsewhere are required to meet increasingly challenging regulations on fuel economy and greenhouse gas (GHG) emissions as well as criteria pollutant emissions. New vehicle trends to improve efficiency include higher compression ratio, downsizing, turbocharging, downspeeding, and hybridization, each involving greater operation of spark-ignited (SI) engines under higher-load, knock-limited conditions. Higher octane ratings for regular-grade gasoline (with greater knock resistance) are an enabler for these technologies. This literature review discusses both fuel and engine factors affecting knock resistance and their contribution to higher engine efficiency and lower tailpipe CO2 emissions. Increasing compression ratios for future SI engines would be the primary response to a significant increase in fuel octane ratings. Existing LDVs would see more advanced spark timing and more efficient combustion phasing. Higher ethanol content is one available option for increasing the octane ratings of gasoline and would provide additional engine efficiency benefits for part and full load operation. An empirical calculation method is provided that allows estimation of expected vehicle efficiency, volumetric fuel economy, and CO2 emission benefits for future LDVs through higher compression ratios for different assumptions on fuel properties and engine types. Accurate "tank-to-wheel" estimates of this type are necessary for "well-to-wheel" analyses of increased gasoline octane ratings in the context of light duty vehicle transportation.

Propane Update.

ERIC Educational Resources Information Center

Brantner, Max

1984-01-01

Reports on a northern Illinois school bus fleet converted to propane fuel in 1981 and 1982. Includes tables showing, first, total annual fuel costs before and after conversion and, second, fuel efficiency for 16 buses using propane and three using gasoline. Notes precautions for propane use. (MCG)

An experimental study of the combustion characteristics in SCCI and CAI based on direct-injection gasoline engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lee, C.H.; Lee, K.H.

2007-08-15

Emissions remain a critical issue affecting engine design and operation, while energy conservation is becoming increasingly important. One approach to favorably address these issues is to achieve homogeneous charge combustion and stratified charge combustion at lower peak temperatures with a variable compression ratio, a variable intake temperature and a trapped rate of the EGR using NVO (negative valve overlap). This experiment was attempted to investigate the origins of these lower temperature auto-ignition phenomena with SCCI and CAI using gasoline fuel. In case of SCCI, the combustion and emission characteristics of gasoline-fueled stratified-charge compression ignition (SCCI) engine according to intake temperaturemore » and compression ratio was examined. We investigated the effects of air-fuel ratio, residual EGR rate and injection timing on the CAI combustion area. In addition, the effect of injection timing on combustion factors such as the start of combustion, its duration and its heat release rate was also investigated. (author)« less

SOA formation from gasoline vehicles: from the tailpipe to the atmosphere

NASA Astrophysics Data System (ADS)

Robinson, A. L.; Zhao, Y.; Lambe, A. T.; Saleh, R.; Saliba, G.; Tkacik, D. S.

2017-12-01

Secondary organic aerosol (SOA) formation from gasoline vehicles has been indicated as an important source of atmospheric SOA, but its contribution to atmospheric SOA is loosely constrained due to the lack of measurements to link SOA formation from the tailpipe to atmospheric SOA. In this study, we determine the contribution of SOA formation based on measurements made with a Potential Aerosol Mass (PAM) oxidation flow reactor by oxidizing vehicular exhaust and ambient air. We first investigate SOA formation from dilute gasoline-vehicle exhaust during chassis dynamometer testing. The test fleet consists of both vehicles equipped with gasoline direct injection engines (GDI vehicles) and those equipped with port fuel injection engines (PFI vehicles). These vehicles span a wide range of emissions standards from Tier0 to Super Ultra-Low Emission Vehicles (SULEV). Then, we combine our measurements of SOA formation from gasoline vehicles during dynamometer testing with measurements of SOA formation using a PAM reactor conducted in a highway tunnel and in the unban atmosphere. Comparisons of SOA formation between these datasets enable us to quantitatively connect SOA formation from individual vehicles, to a large on-road fleet, and to the atmosphere. To facilitate the comparisons, we account for the effects of both the photochemical age and dilution on SOA formation. Our results show that SOA formation from gasoline vehicles can contribute over 50% of fossil fuel-related atmospheric SOA in the Los Angeles area. Furthermore, our results demonstrate that the tightening of emissions standards effectively reduces SOA formation from gasoline vehicles, including both PFI and GDI vehicles, if the atmospheric chemistry regime remains the same.

A hybrid disturbance rejection control solution for variable valve timing system of gasoline engines.

PubMed

Xie, Hui; Song, Kang; He, Yu

2014-07-01

A novel solution for electro-hydraulic variable valve timing (VVT) system of gasoline engines is proposed, based on the concept of active disturbance rejection control (ADRC). Disturbances, such as oil pressure and engine speed variations, are all estimated and mitigated in real-time. A feed-forward controller was added to enhance the performance of the system based on a simple and static first principle model, forming a hybrid disturbance rejection control (HDRC) strategy. HDRC was validated by experimentation and compared with an existing manually tuned proportional-integral (PI) controller. The results show that HDRC provided a faster response and better tolerance of engine speed and oil pressure variations. © 2013 ISA Published by ISA All rights reserved.

40 CFR 86.308-79 - Gas specifications.

Code of Federal Regulations, 2011 CFR

2011-07-01

... blending. Nitrogen shall be the predominant diluent with the balance oxygen. Blends required for gasoline... zero grade nitrogen as a diluent. Combined CO and CO2 span gases are permitted. Zero grade nitrogen... analyzer shall be propane with zero-grade nitrogen as a diluent when testing gasoline-fueled engines. For...

40 CFR 86.308-79 - Gas specifications.

Code of Federal Regulations, 2010 CFR

2010-07-01

... blending. Nitrogen shall be the predominant diluent with the balance oxygen. Blends required for gasoline... zero grade nitrogen as a diluent. Combined CO and CO2 span gases are permitted. Zero grade nitrogen... analyzer shall be propane with zero-grade nitrogen as a diluent when testing gasoline-fueled engines. For...

40 CFR 80.1352 - What are the pre-compliance reporting requirements for the gasoline benzene program?

Code of Federal Regulations, 2010 CFR

2010-07-01

...) Benzene concentration. An estimate of the average gasoline benzene concentration corresponding to the time... engineering and permitting, Procurement and Construction, and Commissioning and startup. (7) Basic information regarding the selected technology pathway for compliance (e.g., precursor re-routing or other technologies...

40 CFR 86.304-79 - Section numbering; construction.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86... the section number. The two digits following the hyphen designate the first model year for which a... year. (c) Unless indicated, all provisions in this subpart apply to both gasoline-fueled and Diesel...

40 CFR 86.304-79 - Section numbering; construction.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86... the section number. The two digits following the hyphen designate the first model year for which a... year. (c) Unless indicated, all provisions in this subpart apply to both gasoline-fueled and Diesel...

40 CFR 86.201-11 - General applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

... new gasoline-fueled and diesel-fueled light-duty vehicles and light-duty trucks. (b) All of the... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for 1994 and Later Model Year Gasoline-Fueled New Light-Duty Vehicles, New Light-Duty Trucks and New Medium...

Exposure to regular gasoline and ethanol oxyfuel during refueling in Alaska.

PubMed Central

Backer, L C; Egeland, G M; Ashley, D L; Lawryk, N J; Weisel, C P; White, M C; Bundy, T; Shortt, E; Middaugh, J P

1997-01-01

Although most people are thought to receive their highest acute exposures to gasoline while refueling, relatively little is actually known about personal, nonoccupational exposures to gasoline during refueling activities. This study was designed to measure exposures associated with the use of an oxygenated fuel under cold conditions in Fairbanks, Alaska. We compared concentrations of gasoline components in the blood and in the personal breathing zone (PBZ) of people who pumped regular unleaded gasoline (referred to as regular gasoline) with concentrations in the blood of those who pumped an oxygenated fuel that was 10% ethanol (E-10). A subset of participants in a wintertime engine performance study provided blood samples before and after pumping gasoline (30 using regular gasoline and 30 using E-10). The biological and environmental samples were analyzed for selected aromatic volatile organic compounds (VOCs) found in gasoline (benzene, ethylbenzene, toluene, m-/p-xylene, and o-xylene); the biological samples were also analyzed for three chemicals not found in gasoline (1,4-dichlorobenzene, chloroform, and styrene). People in our study had significantly higher levels of gasoline components in their blood after pumping gasoline than they had before pumping gasoline. The changes in VOC levels in blood were similar whether the individuals pumped regular gasoline or the E-10 blend. The analysis of PBZ samples indicated that there were also measurable levels of gasoline components in the air during refueling. The VOC levels in PBZ air were similar for the two groups. In this study, we demonstrate that people are briefly exposed to low (ppm and sub-ppm) levels of known carcinogens and other potentially toxic compounds while pumping gasoline, regardless of the type of gasoline used. Images Figure 1. Figure 2. Figure 3. PMID:9347900

Ammonia Generation and Utilization in a Passive SCR (TWC+SCR) System on Lean Gasoline Engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Prikhodko, Vitaly Y; Parks, II, James E; Pihl, Josh A

Lean gasoline engines offer greater fuel economy than the common stoichiometric gasoline engine, but the current three-way catalyst (TWC) on stoichiometric engines is unable to control nitrogen oxide (NOX) emissions in the oxygen-rich exhaust. Thus, lean NOX emission control is required to meet existing Tier 2 and upcoming Tier 3 emission regulations set by the U.S. Environmental Protection Agency (EPA). While urea-based selective catalytic reduction (SCR) has proven effective in controlling NOX from diesel engines, the urea storage and delivery components can add significant size and cost. As such, onboard NH3 production via a passive SCR approach is of interest.more » In a passive SCR system, NH3 is generated over a close-coupled TWC during periodic slightly rich engine operation and subsequently stored on an underfloor SCR catalyst. Upon switching to lean operation, NOX passes through the TWC and is reduced by the stored NH3 on the SCR catalyst. In this work, a passive SCR system was evaluated on a 2.0-liter BMW lean burn gasoline direct injection engine to assess NH3 generation over a Pd-only TWC and utilization over a Cu-based SCR catalyst. System NOX reduction efficiency and fuel efficiency improvement compared to stoichiometric engine operation were measured. A feedback control strategy based on cumulative NH3 produced by the TWC during rich operation and NOX emissions during lean operation was implemented on the engine to control lean/rich cycle timing. 15% excess NH3 production over a 1:1 NH3:NOX ratio was required (via longer rich cycle timing) to achieve 99.7% NOX conversion at an SCR average inlet temperature of 350 C. Increasing NH3 generation further resulted in even higher NOX conversion; however, tailpipe NH3 emissions resulted. At higher temperatures, NH3 oxidation becomes important and limits NH3 availability for NOX reduction. At the engine conditions studied here, greater than 99% NOX conversion was achieved with passive SCR while delivering fuel efficiency benefits ranging between 6-11% compared with stoichiometric operation.« less

Murine precision-cut lung slices exhibit acute responses following exposure to gasoline direct injection engine emissions.

PubMed

Maikawa, Caitlin L; Zimmerman, Naomi; Rais, Khaled; Shah, Mittal; Hawley, Brie; Pant, Pallavi; Jeong, Cheol-Heon; Delgado-Saborit, Juana Maria; Volckens, John; Evans, Greg; Wallace, James S; Godri Pollitt, Krystal J

2016-10-15

Gasoline direct injection (GDI) engines are increasingly prevalent in the global vehicle fleet. Particulate matter emissions from GDI engines are elevated compared to conventional gasoline engines. The pulmonary effects of these higher particulate emissions are unclear. This study investigated the pulmonary responses induced by GDI engine exhaust using an ex vivo model. The physiochemical properties of GDI engine exhaust were assessed. Precision cut lung slices were prepared using Balb/c mice to evaluate the pulmonary response induced by one-hour exposure to engine-out exhaust from a laboratory GDI engine operated at conditions equivalent to vehicle highway cruise conditions. Lung slices were exposed at an air-liquid interface using an electrostatic aerosol in vitro exposure system. Particulate and gaseous exhaust was fractionated to contrast mRNA production related to polycyclic aromatic hydrocarbon (PAH) metabolism and oxidative stress. Exposure to GDI engine exhaust upregulated genes involved in PAH metabolism, including Cyp1a1 (2.71, SE=0.22), and Cyp1b1 (3.24, SE=0.12) compared to HEPA filtered air (p<0.05). GDI engine exhaust further increased Cyp1b1 expression compared to filtered GDI engine exhaust (i.e., gas fraction only), suggesting this response was associated with the particulate fraction. Exhaust particulate was dominated by high molecular weight PAHs. Hmox1, an oxidative stress marker, exhibited increased expression after exposure to GDI (1.63, SE=0.03) and filtered GDI (1.55, SE=0.04) engine exhaust compared to HEPA filtered air (p<0.05), likely attributable to a combination of the gas and particulate fractions. Exposure to GDI engine exhaust contributes to upregulation of genes related to the metabolism of PAHs and oxidative stress. Copyright © 2016 Elsevier B.V. All rights reserved.

40 CFR 86.016-1 - General applicability.

Code of Federal Regulations, 2014 CFR

2014-07-01

...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied...) of this section. (h) Turbine engines. Turbine engines are deemed to be compression-ignition engines... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General Provisions for...

Gasoline risk management: a compendium of regulations, standards, and industry practices.

PubMed

Swick, Derek; Jaques, Andrew; Walker, J C; Estreicher, Herb

2014-11-01

This paper is part of a special series of publications regarding gasoline toxicology testing and gasoline risk management; this article covers regulations, standards, and industry practices concerning gasoline risk management. Gasoline is one of the highest volume liquid fuel products produced globally. In the U.S., gasoline production in 2013 was the highest on record (API, 2013). Regulations such as those pursuant to the Clean Air Act (CAA) (Clean Air Act, 2012: § 7401, et seq.) and many others provide the U.S. federal government with extensive authority to regulate gasoline composition, manufacture, storage, transportation and distribution practices, worker and consumer exposure, product labeling, and emissions from engines and other sources designed to operate on this fuel. The entire gasoline lifecycle-from manufacture, through distribution, to end-use-is subject to detailed, complex, and overlapping regulatory schemes intended to protect human health, welfare, and the environment. In addition to these legal requirements, industry has implemented a broad array of voluntary standards and best management practices to ensure that risks from gasoline manufacturing, distribution, and use are minimized. Copyright © 2014 The Authors. Published by Elsevier Inc. All rights reserved.

Possible improvements in gasoline engines

NASA Technical Reports Server (NTRS)

Ziembinski, S

1923-01-01

High-compression engines are investigated with the three main objects being elimination of vibration, increase of maximum efficiency, and conservation of this efficiency at the highest possible speeds.

Traffic Related Air Quality Trends in São Paulo, Brazil

NASA Astrophysics Data System (ADS)

Perez-Martinez, P.; Andrade, M. D. F.

2014-12-01

An air quality based approach is used to determine pollutant-trends of carbon monoxide (CO), nitrogen oxides (NOX), ozone (O3) and particle matter (PM10) mostly from road transport sources in the Metropolitan Region of São Paulo (MRSP) for the years 2000-2013. Road transport sources included flex (gasoline and ethanol) cars and motorcycles and diesel trucks and buses. Air pollutant concentrations for the transport sources were measured and related with the fuel sales by the emission factors (EFs) expressed in grams of pollutant per kilometer driven or unit of fuel consumed. Over the 14- year time period, pollutant concentrations of NOX, CO and PM10 decreased by 0.65, 0.37 and 0.71% month-1, respectively. Oppossitely during this time, fuel sales of gasoline, ethanol and diesel increased by 0.26, 1.96 and 0.38% month-1. Flex engines are the prevalent road source of CO, oppositely to diesel ones which appear to be the major source of NOX and PM10. Decrease in air pollutants are partially offset by the increment of fuel sales and related transport activity. For CO, there have been steep decreases in pollutant concentrations (rate of -5 parts per billion, ppb, month-1) for gasoline and ethanol engines between 2000 and 2013. Similarly, diesel related NOX and PM10 concentrations decreased but at slower time rates (-0.25 and -0.09 ppb month-1). Rates uncertainties are larger for diesel pollutants (coefficient of determination R of -0.47 and -0.41) than for gasoline and ethanol related CO (R equal to -0.72). This paper led to the following conclusions: (1) concentrations of gasoline and ethanol related CO, estimated by air quality network measurements, decreased at steeper rate than diesel pollutants NOX and PM10, (2) transport source contributions to the O3 formation differ significantly through the time period focus of this work, with higher contributions coming from gasoline and ethanol engines at the beinning of the reviewed period (2000-2007) and from diesel engines at the end (2008-2013).

Divided Combustion Chamber Gasoline Engines - A Review for Emissions and Efficiency

ERIC Educational Resources Information Center

Bascunana, Jose L.

1974-01-01

Describes characteristic designs of the engine. Data for fuel economy and emission are presented. Data show that automobiles equipped with one of the engines described have passed the 1975 Federal Emissions Standards. (SLH)

Conventional engine technology. Volume 2: Status of diesel engine technology

NASA Technical Reports Server (NTRS)

Schneider, H. W.

1981-01-01

The engines of diesel cars marketed in the United States were examined. Prominent design features, performance characteristics, fuel economy and emissions data were compared. Specific problems, in particular those of NO and smoke emissions, the effects of increasing dieselization on diesel fuel price and availability, current R&D work and advanced diesel concepts are discussed. Diesel cars currently have a fuel economy advantage over gasoline engine powered cars. Diesel drawbacks (noise and odor) were reduced to a less objectionable level. An equivalent gasoline engine driveability was obtained with turbocharging. Diesel manufacturers see a growth in the diesel market for the next ten years. Uncertainties regarding future emission regulation may inhibit future diesel production investments. With spark ignition engine technology advancing in the direction of high compression ratios, the fuel economy advantages of the diesel car is expected to diminish. To return its fuel economy lead, the diesel's potential for future improvement must be used.

33 CFR 183.501 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

...) BOATING SAFETY BOATS AND ASSOCIATED EQUIPMENT Fuel Systems General § 183.501 Applicability. (a) This subpart applies to all boats that have gasoline engines, except outboard engines, for electrical...

Analysis of liquid-propellant rocket engines designed by F. A. Tsander

NASA Technical Reports Server (NTRS)

Dushkin, L. S.; Moshkin, Y. K.

1977-01-01

The development of the oxygen-gasoline OR-2 engines and the oxygen-alcohol GIRD-10 rocket engine is described. A result of Tsander's rocket research was an engineering method for propellant calculation of oxygen-propellant rocket engines that determined the basic parameters of the engine and the structural elements.

Final Rule for Gasoline Spark-Ignition Marine Engines; Exemptions for New Nonroad Compression-Ignition Engines at or Above 37 Kilowatts and New Nonroad Spark-Ignition Engines at or Below 19 Kilowatts

EPA Pesticide Factsheets

These standards apply for outboard engines, personal watercraft engines, and jet boat engines. This rule also adds a national security exemption for Nonroad Compression-Ignition (CI) and Small SI sectors.

Effect of Intake Air Filter Condition on Light-Duty Gasoline Vehicles

DOE Office of Scientific and Technical Information (OSTI.GOV)

Thomas, John F; Huff, Shean P; West, Brian H

2012-01-01

Proper maintenance can help vehicles perform as designed, positively affecting fuel economy, emissions, and the overall drivability. This effort investigates the effect of one maintenance factor, intake air filter replacement, with primary focus on vehicle fuel economy, but also examining emissions and performance. Older studies, dealing with carbureted gasoline vehicles, have indicated that replacing a clogged or dirty air filter can improve vehicle fuel economy and conversely that a dirty air filter can be significantly detrimental to fuel economy. The effect of clogged air filters on the fuel economy, acceleration and emissions of five gasoline fueled vehicles is examined. Fourmore » of these were modern vehicles, featuring closed-loop control and ranging in model year from 2003 to 2007. Three vehicles were powered by naturally aspirated, port fuel injection (PFI) engines of differing size and cylinder configuration: an inline 4, a V6 and a V8. A turbocharged inline 4-cylinder gasoline direct injection (GDI) engine powered vehicle was the fourth modern gasoline vehicle tested. A vintage 1972 vehicle equipped with a carburetor (open-loop control) was also examined. Results reveal insignificant fuel economy and emissions sensitivity of modern vehicles to air filter condition, but measureable effects on the 1972 vehicle. All vehicles experienced a measured acceleration performance penalty with clogged intake air filters.« less

Analog simulation of a hybrid gasoline-electric vehicle

DOE Office of Scientific and Technical Information (OSTI.GOV)

Gilmore, D.B.

1982-03-01

Hybrid vehicles using both internal combustion engines and electric motors represent one way to reduce fuel consumption. Our demonstration project envisioned more than halving the fuel consumption of a passenger vehicle by reducing greatly the capacity of its engine and adding regenerative braking and an all-electric range. We also envisaged maintaining the same performance as current passenger vehicles. A 0-6 000 rpm gasoline-driven internal combustion engine, two 0-7 800 rpm electric motors, a 0-7 800 rpm flywheel, and lead-acid batteries are the major components assembled using a mechnical epicyclic gear box. An EAI 681 analog computer allowed us to examinemore » quickly the effects of engine capacity, flywheel size, battery voltage, gear ratios, and mode of operation. An external potentiometer control on the computer allowed the operator to drive the vehicle through any acceleration cycle on level ground. We have shown that a 1.3 litre gasoline engine, two 13 kW separately excited direct current electric motors, a 38 kg flywheel, and a 48-volt battery pack will provide the same maximum performance as a conventional 4.1 litre internal combustion engine with automatic transmission at vehicle speeds below 60 km/h, and lower but satisfactory highway performance up to a top speed of 130 km/h. The transmission has undergone laboratory tests; it is to be road-tested in the first half of 1982.« less

Electric and hybrid vehicle environmental control subsystem study

NASA Technical Reports Server (NTRS)

Heitner, K. L.

1980-01-01

An environmental control subsystem (ECS) in electric and hybrid vehicles is studied. A combination of a combustion heater and gasoline engine (Otto cycle) driven vapor compression air conditioner is selected. The combustion heater, the small gasoline engine, and the vapor compression air conditioner are commercially available. These technologies have good cost and performance characteristics. The cost for this ECS is relatively close to the cost of current ECS's. Its effect on the vehicle's propulsion battery is minimal and the ECS size and weight do not have significant impact on the vehicle's range.

Comparison of hecter fuel with export aviation gasoline

NASA Technical Reports Server (NTRS)

Dickinson, H C; Gage, V R; Sparrow, S W

1921-01-01

Among the fuels which will operate at compression ratios up to at least 8.0 without preignition or "pinking" is hecter fuel, whence a careful determination of its performance is of importance. For the test data presented in this report the hecter fuel used was a mixture of 30 per cent benzol and 70 per cent cyclohexane, having a low freezing point, and distilling from first drop to 90 per cent at nearly a constant temperature, about 20 degrees c. below the average distillation temperature ("mean volatility") of the x gasoline (export grade). The results of these experiments show that the power developed by hecter fuel is the same as that developed by export aviation gasoline at about 1,800 r.p.m. at all altitudes. At lower speeds differences in the power developed by the fuels become evident. Comparisons at ground level were omitted to avoid any possibility of damaging the engine by operating with open throttle on gasoline at so high a compression. The fuel consumption per unit power based on weight, not volume, averaged more than 10 per cent greater with hecter than with x gasoline. The thermal efficiency of the engine when using hecter is less than when using gasoline, particularly at higher speeds. A generalization of the difference for all altitudes and speeds being 8 per cent. A general deduction from these facts is that more hecter is exhausted unburnt. Hecter can withstand high compression pressures and temperature without preignition. (author)

40 CFR 90.419 - Raw emission sampling calculations-gasoline fueled engines.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 20 2011-07-01 2011-07-01 false Raw emission sampling calculations... KILOWATTS Gaseous Exhaust Test Procedures § 90.419 Raw emission sampling calculations—gasoline fueled... selected as the basis for mass emission calculations using the raw gas method. ER03JY95.022 Where: WHC...

40 CFR 90.419 - Raw emission sampling calculations-gasoline fueled engines.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 20 2010-07-01 2010-07-01 false Raw emission sampling calculations... KILOWATTS Gaseous Exhaust Test Procedures § 90.419 Raw emission sampling calculations—gasoline fueled... selected as the basis for mass emission calculations using the raw gas method. ER03JY95.022 Where: WHC...

49 CFR 393.83 - Exhaust systems.

Code of Federal Regulations, 2014 CFR

2014-10-01

... combustible part of the motor vehicle. (b) No exhaust system shall discharge to the atmosphere at a location... gasoline engine shall discharge to the atmosphere at or within 6 inches forward of the rearmost part of the bus. (d) The exhaust system of a bus using fuels other than gasoline shall discharge to the atmosphere...

49 CFR 393.83 - Exhaust systems.

Code of Federal Regulations, 2012 CFR

2012-10-01

... combustible part of the motor vehicle. (b) No exhaust system shall discharge to the atmosphere at a location... gasoline engine shall discharge to the atmosphere at or within 6 inches forward of the rearmost part of the bus. (d) The exhaust system of a bus using fuels other than gasoline shall discharge to the atmosphere...

49 CFR 393.83 - Exhaust systems.

Code of Federal Regulations, 2013 CFR

2013-10-01

... combustible part of the motor vehicle. (b) No exhaust system shall discharge to the atmosphere at a location... gasoline engine shall discharge to the atmosphere at or within 6 inches forward of the rearmost part of the bus. (d) The exhaust system of a bus using fuels other than gasoline shall discharge to the atmosphere...

40 CFR 86.094-22 - Approval of application for certification; test fleet selections; determinations of parameters...

Code of Federal Regulations, 2011 CFR

2011-07-01

..., and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied Petroleum Gas... with gasoline-fueled or methanol-fueled engines only. The Administrator does not approve the test... development and application of the requisite technology, giving appropriate consideration to the cost of...

Chemical transport model simulations of organic aerosol in southern California: model evaluation and gasoline and diesel source contributions

EPA Science Inventory

Gasoline- and diesel-fueled engines are ubiquitous sources of air pollution in urban environments. They emit both primary particulate matter and precursor gases that react to form secondary particulate matter in the atmosphere. In this work, we updated the organic aerosol module ...

Aviation fuels : with especial reference to "white spirit."

NASA Technical Reports Server (NTRS)

Dumanois, P

1928-01-01

Gasoline, the fuel now used, is an extremely volatile and inflammable liquid capable of forming explosive mixtures, the cause of many catastrophes in aviation. It is therefore of special interest to investigate the possibility of using fuels which, while being less volatile than gasoline, would nevertheless enable this engine to function satisfactorily.

77 FR 45530 - Approval and Promulgation of Implementation Plans; New Mexico; Albuquerque/Bernalillo County...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-01

... gasoline/electric hybrid vehicles; changes test frequency for some model year vehicles; allows motorists... hybrid vehicle gasoline engines, changing the test frequency for some model year vehicles, revising an... possible. Including the growing number of these hybrid vehicles in the I/M program will result in greater...

77 FR 65821 - Approval and Promulgation of Implementation Plans; New Mexico; Albuquerque/Bernalillo County...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-10-31

... inspections for 1998 and newer diesel vehicles less than 10,001 pounds and all gasoline/ electric hybrid... greater than 1,000 and less than 10,001 pounds; including all hybrid vehicle gasoline engines; changing... Promulgation of Implementation Plans; New Mexico; Albuquerque/Bernalillo County: Motor Vehicle Inspection...

AIR TOXICS ASSESSMENT REFINEMENT IN RAPCA'S JURISDICTION - DAYTON, OH AREA

EPA Science Inventory

RAPCA has receive two grants to conduct this project. As part of the original project, RAPCA has improved and expanded their point source inventory by converting the following area sources to point sources: dry cleaners, gasoline throughput processes and halogenated solvent clea...

On the knocking of gasoline engines

NASA Technical Reports Server (NTRS)

Richter, Ludwig

1926-01-01

It is of the greatest importance, not only for automobile engines, but also for every other kind of internal combustion engine, since it limits the degree of compression and the thermal efficiency and its investigation indicates ways for saving fuel.

A bill to require the Consumer Product Safety Commission to study and report on the impact on consumers of permitting an increase in the amount of ethanol blended with gasoline for use in gasoline-powered engines used in vehicles operated in interstate commerce, on public streets and roads, or offroad, appliances such as lawn mowers and other nonvehicular devices, and marine engines, and to require the National Highway Traffic Safety Administration to study and report on any safety or reliability impact of such an increase on motor vehicle engines and fuel systems.

THOMAS, 111th Congress

Sen. Hutchison, Kay Bailey [R-TX

2010-09-29

Senate - 09/29/2010 Read twice and referred to the Committee on Commerce, Science, and Transportation. (All Actions) Tracker: This bill has the status IntroducedHere are the steps for Status of Legislation:

Occupational exposure to diesel and gasoline emissions and lung cancer in Canadian men.

PubMed

Villeneuve, Paul J; Parent, Marie-Élise; Sahni, Vanita; Johnson, Kenneth C

2011-07-01

The International Agency for Research on Cancer classifies diesel exhaust as a probable human carcinogen; this decision is based largely from lung cancer evidence. Gasoline exhaust is classified as a possible carcinogen. Epidemiological studies are needed that improve upon some of the limitations of previous research with respect to the characterization of exposure, and the control for the potential confounding influence of smoking and other occupational exposures. Our objective was to investigate associations between occupational exposure to diesel and gasoline engine emissions and lung cancer. We used a case-control study design that involved men 40 years of age and older at the time of interview. Analyses are based on 1681 incident cases of lung cancer and 2,053 population controls. A self-reported questionnaire elicited a lifetime occupational history, including general tasks, and information on other potential risk factors. Occupational exposures to diesel and gasoline emissions, crystalline silica, and asbestos were assigned to each job held by study subjects by industrial hygienists who were blind to case-control status. Exposure metrics for diesel and gasoline emissions that were modeled included: ever exposure, cumulative exposure, and concentration of exposure. We found a dose-response relationship between cumulative occupational exposure to diesel engine emissions and lung cancer. This association was more pronounced for the squamous and large cell subtypes with adjusted odds ratios across the three increasing tertiles of cumulative lifetime exposure relative to those with no exposure of 0.99, 1.25, and 1.32 (p=0.04) for squamous cell carcinoma, and 1.06, 1.19, 1.68 (p=0.02) for large cell carcinoma. While the association with cumulative exposure to gasoline was weakly positive, it was not statistically significant. Our findings suggest that exposure to diesel engine emissions increases the risk of lung cancer particularly for squamous and large cell carcinoma subtypes. Crown Copyright © 2011. Published by Elsevier Inc. All rights reserved.

Total reflection X-ray fluorescence as a convenient tool for determination of trace elements in microscale gasoline and diesel

NASA Astrophysics Data System (ADS)

Zhang, Airui; Jin, Axiang; Wang, Hai; Wang, Xiaokang; Zha, Pengfei; Wang, Meiling; Song, Xiaoping; Gao, Sitian

2018-03-01

Quantitative determination of trace elements like S, Fe, Cu, Mn and Pb in gasoline and S in diesel is of great importance due to the growing concerns over air pollution, human health and engine failure caused by utilization of gasoline and diesel with these harmful elements. A method of total reflection X-ray fluorescence (TXRF) was developed to measure these harmful trace elements in gasoline and diesel. A variety of factors to affect measurement results, including TXRF parameters, microwave-assisted digestion conditions and internal standard element and its addition, were examined to optimize these experimental procedures. The hydrophobic treatment of the surface of quartz reflectors to support the analyte with neutral silicone solutions could prepare thin films of gasoline and diesel digestion solutions for subsequent TXRF analysis. The proposed method shows good potential and reliability to determine the content of harmful trace elements in gasoline and diesel with high sensitivity and accuracy without drawing different standard calibration curves, and can be easily employed to screen gasoline and diesel in routine quality control and assurance.

Small Engines Care, Operation, Maintenance and Repair. Volume I.

ERIC Educational Resources Information Center

Turner, J. Howard

Developed by teacher educators and agricultural engineers and tested by vocational agriculture teachers, this reference is for student and teacher use as part of a course on servicing and operating an engine. Content includes: (1) Distinguishing Features of Small Engines, (2) How Small Gasoline Engines Work, (3) Comparing 4-(Stroke)Cycle and…

Promoted decomposition of NOx in automotive diesel-like exhausts by electro-catalytic honeycombs.

PubMed

Huang, Ta-Jen; Chiang, De-Yi; Shih, Chi; Lee, Cheng-Chin; Mao, Chih-Wei; Wang, Bo-Chung

2015-03-17

NO and NO2 (collectively called NOx) are major air pollutants in automotive emissions. More effective and easier treatments of NOx than those achieved by the present methods can offer better protection of human health and higher fuel efficiency that can reduce greenhouse gas emissions. However, currently commercialized technologies for automotive NOx emission control cannot effectively treat diesel-like exhausts with high NOx concentrations. Thus, exhaust gas recirculation (EGR) has been used extensively, which reduces fuel efficiency and increases particulate emission considerably. Our results show that the electro-catalytic honeycomb (ECH) promotes the decomposition of NOx to nitrogen and oxygen, without consuming reagents or other resources. NOx can be converted to nitrogen and oxygen almost completely. The ECHs are shown to effectively remove NOx from gasoline-fueled diesel-like exhausts. A very high NO concentration is preferred in the engine exhaust, especially during engine cold-start. Promoted NOx decomposition (PND) technology for real-world automotive applications is established in this study by using the ECH. With PND, EGR is no longer needed. Diesel-like engines can therefore achieve superior fuel efficiency, and all major automotive pollutants can be easily treated due to high concentration of oxygen in the diesel-like exhausts, leading to zero pollution.

Hydrogen storage in the form of metal hydrides

NASA Technical Reports Server (NTRS)

Zwanziger, M. G.; Santana, C. C.; Santos, S. C.

1984-01-01

Reversible reactions between hydrogen and such materials as iron/titanium and magnesium/ nickel alloy may provide a means for storing hydrogen fuel. A demonstration model of an iron/titanium hydride storage bed is described. Hydrogen from the hydride storage bed powers a converted gasoline electric generator.

Environmental implications on the oxygenation of gasoline with ethanol in the metropolitan area of Mexico City.

PubMed

Schifter, I; Vera, M; Díaz, L; Guzmán, E; Ramos, F; López-Salinas, E

2001-05-15

Motor vehicle emission tests were performed on 12 in-use light duty vehicles, made up of the most representative emission control technologies in Mexico City: no catalyst, oxidative catalyst, and three way catalyst. Exhaust regulated (CO, NOx, and hydrocarbons) and toxic (benzene, formaldehyde, acetaldehyde, and 1,3-butadiene) emissions were evaluated for MTBE (5 vol %)- and ethanol (3, 6, and 10 vol %)-gasoline blends. The most significant overall emissions variations derived from the use of 6 vol % ethanol (relative to a 5% MTBE base gasoline) were 16% decrease in CO, 28% reduction in formaldehyde, and 80% increase in acetaldehyde emissions. A 26% reduction in CO emissions from the oldest fleet (< MY 1991, without catalytic converter), which represents about 44% of the in-use light duty vehicles in Mexico city, can be attained when using 6 vol% ethanol-gasoline, without significant variation in hydrocarbons and NOx emissions, when compared with a 5% vol MTBE-gasoline. On the basis of the emissions results, an estimation of the change in the motor vehicle emissions of the metropolitan area of Mexico city was calculated for the year 2010 if ethanol were to be used instead of MTBE, and the outcome was a considerable decrease in all regulated and toxic emissions, despite the growing motor vehicle population.

40 CFR 86.313-79 - Air flow measurement specifications; diesel engines.

Code of Federal Regulations, 2010 CFR

2010-07-01

...; diesel engines. 86.313-79 Section 86.313-79 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.313-79 Air flow measurement specifications; diesel engines. (a) The air flow measurement...

40 CFR 86.313-79 - Air flow measurement specifications; diesel engines.

Code of Federal Regulations, 2011 CFR

2011-07-01

...; diesel engines. 86.313-79 Section 86.313-79 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.313-79 Air flow measurement specifications; diesel engines. (a) The air flow measurement...

40 CFR 86.313-79 - Air flow measurement specifications; diesel engines.

Code of Federal Regulations, 2012 CFR

2012-07-01

...; diesel engines. 86.313-79 Section 86.313-79 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.313-79 Air flow measurement specifications; diesel engines. (a) The air flow measurement...

40 CFR 86.313-79 - Air flow measurement specifications; diesel engines.

Code of Federal Regulations, 2013 CFR

2013-07-01

...; diesel engines. 86.313-79 Section 86.313-79 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.313-79 Air flow measurement specifications; diesel engines. (a) The air flow measurement...

7 CFR 3201.102 - Engine crankcase oils.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 7 Agriculture 15 2014-01-01 2014-01-01 false Engine crankcase oils. 3201.102 Section 3201.102... Designated Items § 3201.102 Engine crankcase oils. (a) Definition. Lubricating products formulated to provide lubrication and wear protection for four-cycle gasoline or diesel engines. (b) Minimum biobased content. The...

Influence of Compression Ratio on High Load Performance and Knock Behavior for Gasoline Port-Fuel Injection, Natural Gas Direct Injection and Blended Operation in a Spark Ignition Engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Pamminger, Michael; Sevik, James; Scarcelli, Riccardo

Natural Gas (NG) is an alternative fuel which has attracted a lot of attention recently, in particular in the US due to shale gas availability. The higher hydrogen-to-carbon (H/C) ratio, compared to gasoline, allows for decreasing carbon dioxide emissions throughout the entire engine map. Furthermore, the high knock resistance of NG allows increasing the efficiency at high engine loads compared to fuels with lower knock resistance. NG direct injection (DI) allows for fuel to be added after intake valve closing (IVC) resulting in an increase in power density compared to an injection before IVC. Steady-state engine tests were performed onmore » a single-cylinder research engine equipped with gasoline (E10) port-fuel injection (PFI) and NG DI to allow for in-cylinder blending of both fuels. Knock investigations were performed at two discrete compression ratios (CR), 10.5 and 12.5. Operating conditions span mid-load, wide-open-throttle and boosted conditions, depending on the knock response of the fuel blend. Blended operation was performed using E10 gasoline and NG. An additional gasoline type fuel (E85) with higher knock resistance than E10 was used as a high-octane reference fuel, since the octane rating of E10-NG fuel blends is unknown. Spark timing was varied at different loads under stoichiometric conditions in order to study the knock response as well as the effects on performance and efficiency. As anticipated, results suggest that the knock resistance can be increased significantly by increasing the NG amount. Comparing the engine operation with the least knock resistant fuel, E10 PFI, and the fuel blend with the highest knock resistance, 75% NG DI, shows an increase in indicated mean effective pressure of about 9 bar at CR 12.5. The usage of reference fuels with known knock characteristics allowed an assessment of knock characteristic of intermediate E10-NG blend levels. Mathematical correlations were developed allowing characterizing the occurrence of knocking combustion by using the Livengood-Wu knock integral. For most of the fueling strategies and operating conditions, the mathematical correlations show good agreement when compared to experimental data.« less

75 FR 68044 - Regulation To Mitigate the Misfueling of Vehicles and Engines With Gasoline Containing Greater...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-04

... (RVP) to accompany the transfer of gasoline blended with ethanol and a national survey of retail... Addition 3. General PTD Requirements C. Retail Fuel Dispenser Label and Fuel Ethanol Content Survey D.... Labeling Costs 2. PTD Costs 3. Survey Costs 4. Avoided Motor Vehicle and Nonroad Product Repair Costs G...

40 CFR 80.1335 - Can a refiner seek relief from the requirements of this subpart?

Code of Federal Regulations, 2011 CFR

2011-07-01

... (CONTINUED) AIR PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Hardship... comply with the gasoline benzene standards at § 80.1230(a) or (b) by the applicable date(s); and (2) It... will be in place for engineering and construction of benzene reduction technology, a plan for applying...

40 CFR 80.1335 - Can a refiner seek relief from the requirements of this subpart?

Code of Federal Regulations, 2014 CFR

2014-07-01

... (CONTINUED) AIR PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Hardship... comply with the gasoline benzene standards at § 80.1230(a) or (b) by the applicable date(s); and (2) It... will be in place for engineering and construction of benzene reduction technology, a plan for applying...

40 CFR 80.1335 - Can a refiner seek relief from the requirements of this subpart?

Code of Federal Regulations, 2013 CFR

2013-07-01

... (CONTINUED) AIR PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Gasoline Benzene Hardship... comply with the gasoline benzene standards at § 80.1230(a) or (b) by the applicable date(s); and (2) It... will be in place for engineering and construction of benzene reduction technology, a plan for applying...

Ether oxygenate additives in gasoline reduce toxicity of exhausts.

PubMed

Westphal, G A; Krahl, J; Brüning, T; Hallier, E; Bünger, J

2010-02-09

Fuel additives can improve combustion and knock resistance of gasoline engines. Common additives in commercial fuels are "short-chain, oxygen containing hydrocarbons" such as methyl tert-butyl ether (MTBE) and ethyl tert-butyl ether (ETBE). Since these additives change the combustion characteristics, this may as well influence toxic effects of the resulting emissions. Therefore we compared toxicity and BTEX emissions of gasoline engine exhaust regarding addition of MTBE or ETBE. Non-reformulated gasoline served as basic fuel. This fuel was supplemented with 10%, 20%, 25% and 30% ETBE or 15% MTBE. The fuels were combusted in a gasoline engine at idling, part load and rated power. Condensates and particulate matter (PM) were collected and PM samples extracted with dichloromethane. Cytotoxic effects were investigated in murine fibroblasts (L929) using the neutral red uptake assay and mutagenicity using the bacterial reverse mutation assay. BTEX emissions were analyzed by gas chromatography. PM-extracts showed mutagenicity with and without metabolic activation. Mutagenicity was reduced by the addition of MTBE and ETBE, 10% ETBE being most effective. The condensates produced no significant mutagenic response. The cytotoxicity of the condensates from ETBE- and MTBE-reformulated fuels was reduced as well. The BTEX content in the exhaust was lowered by the addition of MTBE and ETBE. This effect was significantly related to the ETBE content at rated power and part load. Addition of MTBE and ETBE to fuels can improve combustion and leads to decreased toxicity and BTEX content of the exhaust. Reduction of mutagenicity in the PM-extracts is most probably caused by a lower content of polycyclic aromatic hydrocarbons. (c) 2009 Elsevier Ireland Ltd. All rights reserved.

Assessment of lung cell toxicity of various gasoline engine exhausts using a versatile in vitro exposure system.

PubMed

Bisig, Christoph; Comte, Pierre; Güdel, Martin; Czerwinski, Jan; Mayer, Andreas; Müller, Loretta; Petri-Fink, Alke; Rothen-Rutishauser, Barbara

2018-04-01

Adverse effect studies of gasoline exhaust are scarce, even though gasoline direct injection (GDI) vehicles can emit a high number of particles. The aim of this study was to conduct an in vitro hazard assessment of different GDI exhausts using two different cell culture models mimicking the human airway. In addition to gasoline particle filters (GPF), the effects of two lubrication oils with low and high ash content were assessed, since it is known that oils are important contributors to exhaust emissions. Complete exhausts from two gasoline driven cars (GDI1 and GDI2) were applied for 6 h (acute exposure) to a multi-cellular human lung model (16HBE14o-cell line, macrophages, and dendritic cells) and a primary human airway model (MucilAir™). GDI1 vehicle was driven unfiltered and filtered with an uncoated and a coated GPF. GDI2 vehicle was driven under four settings with different fuels: normal unleaded gasoline, 2% high and low ash oil in gasoline, and 2% high ash oil in gasoline with a GPF. GDI1 unfiltered was also used for a repeated exposure (3 times 6 h) to assess possible adverse effects. After 6 h exposure, no genes or proteins for oxidative stress or pro-inflammation were upregulated compared to the filtered air control in both cell systems, neither in GDI1 with GPFs nor in GDI2 with the different fuels. However, the repeated exposure led to a significant increase in HMOX1 and TNFa gene expression in the multi-cellular model, showing the responsiveness of the system towards gasoline engine exhaust upon prolonged exposure. The reduction of particles by GPFs is significant and no adverse effects were observed in vitro during a short-term exposure. On the other hand, more data comparing different lubrication oils and their possible adverse effects are needed. Future experiments also should, as shown here, focus on repeated exposures. Copyright © 2017 The Authors. Published by Elsevier Ltd.. All rights reserved.

Rotorcraft convertible engine study

NASA Technical Reports Server (NTRS)

Gill, J. C.; Earle, R. V.; Mar, H. M.

1982-01-01

The objective of the Rotorcraft Convertible Engine Study was to define future research and technology effort required for commercial development by 1988 of convertible fan/shaft gas turbine engines for unconventional rotorcraft transports. Two rotorcraft and their respective missions were defined: a Fold Tilt Rotor aircraft and an Advancing Blade Concept (ABC) rotorcraft. Sensitivity studies were conducted with these rotorcraft to determine parametrically the influence of propulsion characteristics on aircraft size, mission fuel requirements, and direct operating costs (DOC). The two rotorcraft were flown with conventional propulsion systems (separate lift/cruise engines) and with convertible propulsion systems to determine the benefits to be derived from convertible engines. Trade-off studies were conducted to determine the optimum engine cycle and staging arrangement for a convertible engine. Advanced technology options applicable to convertible engines were studied. Research and technology programs were identified which would ensure technology readiness for commercial development of convertible engines by 1988.

Production, purification and utilization of biogas as fuel for internal combustion engine

NASA Astrophysics Data System (ADS)

Hernandez, Noel M.; Villanueva, Eliseo P.

2018-03-01

This study attempts to modify a 4-cylinder gasoline engine to run with a purified compressed biogas as substitute for fossil fuels. Water scrubbing method was used as the easiest purification technique to remove CO2 and iron filing for H2S. The pressurized raw biogas was fed in a low cost made portable floating type gas holder with volume capacity of 0.74 m3. The purified biogas was compressed using a reciprocating compressor through a two stage series of enrichment and moisture removal process using activated alumina into the steel cylinder to improve the quality of the methane content. The enriched biogas was filled in the LPG tank for 20 minutes at 10 bars at an average of 73.67% CH4 with no traces of H2S as storage for engine utilization. The modification involved the installation and mounting of LPG conversion kit. A comparative analysis of the performance and combustion characteristics of the engine was evaluated separately with gasoline and purified compressed biogas using electro-dynamometer as variable loads. The findings show that power output deterioration in compressed biogas was mainly due to high percentage of CO2 and other gases impurities. It also shows that because of the calorific value of biogas, the thermal efficiency is lesser than that of gasoline. It implies that the overall engine performance can be improved by removing undesirable gases in the mixture.

Engine Certification and Compliance Testing

EPA Pesticide Factsheets

The National Vehicle and Fuel Emissions Laboratory (NVFEL) tests a portion of all heavy-duty diesel and small gasoline engines intended for sale in the United States to confirm compliance with EPA’s exhaust emissions standards.

40 CFR 86.079-31 - Separate certification.

Code of Federal Regulations, 2010 CFR

2010-07-01

...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied... certification of part of his product line. The selection of test vehicles (or test engines) and the computation...

40 CFR 86.079-31 - Separate certification.

Code of Federal Regulations, 2011 CFR

2011-07-01

...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied... certification of part of his product line. The selection of test vehicles (or test engines) and the computation...

40 CFR 86.1110-87 - Sample selection.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy-Duty Vehicles, Including Light-Duty... mass production processes for engines or vehicles to be distributed into commerce. In the case of heavy...

40 CFR 86.1106-87 - Production compliance auditing.

Code of Federal Regulations, 2010 CFR

2010-07-01

...) Nonconformance Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy-Duty Vehicles, Including... for heavy-duty engine or heavy-duty vehicle emission standards for one or more exhaust pollutants are...

Results from service tests on AI-91 gasoline

DOE Office of Scientific and Technical Information (OSTI.GOV)

Turovskii, F.V.; Bakaleinik, A.M.; Belyaev, A.A.

1988-01-01

Research was conducted to establish whether the operational reliability of engines will be affected by the use of a gasoline with an octane number two points lower than that of commercial AI-93 leaded gasoline with knock resistance in acceleration that is better than that of the AI-93 by approximately the same amount. Extended road tests were run in VAZ-2106 and Moskvich-2140 automobiles using gasoline with a research octane number of 91, containing an antiknock additive based on tetramethyl lead, and AI-93. The experimental AI-91 and the commercial AI-93 gasolines were prepared from the same base blend. Average specific fuel consumptionsmore » were identical for automobiles using AI-93 and AI-91 with the tetramethyl lead additive. For automobiles using AI-91 with the additive and with ethyl bromide as a lead scavenger the fuel consumption was 2% lower.« less

Development of the Junkers-diesel Aircraft Engine

NASA Technical Reports Server (NTRS)

Gasterstadt,

1930-01-01

The working process of the Junkers engine has resulted from a series of attempts to attain high performance and to control the necessarily rapid and complete combustion at extremely high speeds. The two main problems of Diesel engines in aircraft are addressed; namely, incomplete combustion and the greater weight of Diesel engine parts compared to gasoline engines.

40 CFR 86.311-79 - Miscellaneous equipment; specifications.

Code of Federal Regulations, 2011 CFR

2011-07-01

... engines. (2) When testing gasoline-fueled engines all chart recorders (analyzers, torque, rpm, etc.) shall.... (b) Accuracy of temperature measurements. (1) The following temperature measurements shall be accurate to within 1.2 °C: (i) Temperature measurements used in calculating the engine intake humidity: (ii...

40 CFR 86.311-79 - Miscellaneous equipment; specifications.

Code of Federal Regulations, 2012 CFR

2012-07-01

... engines. (2) When testing gasoline-fueled engines all chart recorders (analyzers, torque, rpm, etc.) shall.... (b) Accuracy of temperature measurements. (1) The following temperature measurements shall be accurate to within 1.2 °C: (i) Temperature measurements used in calculating the engine intake humidity: (ii...

40 CFR 86.311-79 - Miscellaneous equipment; specifications.

Code of Federal Regulations, 2013 CFR

2013-07-01

... engines. (2) When testing gasoline-fueled engines all chart recorders (analyzers, torque, rpm, etc.) shall.... (b) Accuracy of temperature measurements. (1) The following temperature measurements shall be accurate to within 1.2 °C: (i) Temperature measurements used in calculating the engine intake humidity: (ii...

Filter-based control of particulate matter from a lean gasoline direct injection engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Parks, II, James E; Lewis Sr, Samuel Arthur; DeBusk, Melanie Moses

New regulations requiring increases in vehicle fuel economy are challenging automotive manufacturers to identify fuel-efficient engines for future vehicles. Lean gasoline direct injection (GDI) engines offer significant increases in fuel efficiency over the more common stoichiometric GDI engines already in the marketplace. However, particulate matter (PM) emissions from lean GDI engines, particularly during stratified combustion modes, are problematic for lean GDI technology to meet U.S. Environmental Protection Agency Tier 3 and other future emission regulations. As such, the control of lean GDI PM with wall-flow filters, referred to as gasoline particulate filter (GPF) technology, is of interest. Since lean GDImore » PM chemistry and morphology differ from diesel PM (where more filtration experience exists), the functionality of GPFs needs to be studied to determine the operating conditions suitable for efficient PM removal. In addition, lean GDI engine exhaust temperatures are generally higher than diesel engines which results in more continuous regeneration of the GPF and less presence of the soot cake layer common to diesel particulate filters. Since the soot layer improves filtration efficiency, this distinction is important to consider. Research on the emission control of PM from a lean GDI engine with a GPF was conducted on an engine dynamometer. PM, after dilution, was characterized with membrane filters, organic vs. elemental carbon characterization, and size distribution techniques at various steady state engine speed and load points. The engine was operated in three primary combustion modes: stoichiometric, lean homogeneous, and lean stratified. In addition, rich combustion was utilized to simulate PM from engine operation during active regeneration of lean NOx control technologies. High (>95%) PM filtration efficiencies were observed over a wide range of conditions; however, some PM was observed to slip through the GPF at high speed and load conditions. The PM characterization at various engine speeds and loads will help enable optimized GPF design and control to achieve more fuel efficient lean GDI vehicles with low PM emissions.« less

Evaluation of Mobile Source Emissions and Trends

NASA Astrophysics Data System (ADS)

Dallmann, Timothy Ryan

Mobile sources contribute significantly to air pollution problems. Relevant pollutants include numerous gaseous and particle-phase species that can affect human health, ecosystems, and climate. Accurate inventories of emissions from these sources are needed to help understand possible adverse impacts, and to develop effective air quality management strategies. Unfortunately large uncertainties persist in the understanding of mobile source emissions, and how these emissions are changing over time. This dissertation aims to evaluate long-term trends in mobile source emissions in the United States, and to make detailed measurements of emissions from present-day fleets of on-road vehicles operating in California. Long-term trends in mobile source emissions of nitrogen oxides (NO x) and fine particulate matter (PM2.5) in the United States were investigated through development of a fuel-based emission inventory. Annual emissions from on- and off-road gasoline and diesel engines were quantified for the years 1996-2006. Diesel engines were found to be the dominant mobile source of NOx and PM2.5, and on-road diesel vehicles were identified as the single largest anthropogenic source of NOx emissions in the United States as of 2005. The importance of diesel engines as a source of exhaust particulate matter emissions has led to the recent introduction of advanced emission control technologies in the United States, such as diesel particle filters (DPF), which have been required since 2007 for all new on-road heavy-duty (HD) diesel engines. In addition to national requirements for the use of such control devices on new engines, California has mandated accelerated clean-up of statewide emissions from older in-use diesel engines. The plume capture method was further applied to measure emissions from a more diverse population of trucks observed at the Caldecott tunnel in summer 2010. Emissions from hundreds of individual trucks were measured, and emission factor distributions were characterized for nitric oxide (NO), nitrogen dioxide (NO2), carbon monoxide (CO), formaldehyde, BC, as well as optical properties of the emitted particles. Emission factor distributions for all species were skewed, with a small fraction of trucks contributing disproportionately to total emissions. These findings confirm that the use of catalyzed DPF systems is leading to increased primary NO2 emissions. Absorption and scattering cross-section emission factors were used to calculate the aerosol single scattering albedo (SSA, at 532 nm) for individual truck exhaust plumes, which averaged 0.14 +/- 0.03. This value of aerosol SSA is very low compared to typical values (0.90-0.99) observed in ambient air studies. It is indicative of a strongly light-absorbing aerosol, due to the high BC emissions that are a characteristic feature of diesel exhaust PM emissions. Measurements at the Caldecott tunnel also included efforts to quantify light-duty (LD) gasoline vehicle emission factors, and further investigation of the relative contributions of on-road gasoline and diesel engines to air pollutant emissions. Measurements of CO, NOx, PM2.5, BC, and organic aerosol (OA) were made in a tunnel traffic bore where LD vehicles account for >99% of total traffic. Measured pollutant concentrations were apportioned between LD gasoline vehicles and diesel trucks, and fleet-average emission factors were quantified for LD gasoline vehicles using a carbon balance method. Diesel trucks contributed 18 +/- 3, 22 +/- 5, 44 +/- 8% of measured NOx, OA, and BC concentrations, respectively, despite accounting for <1% of total vehicles. Emission factors and overall fuel consumption for gasoline and diesel engines were used to describe the relative contributions of these sources to overall on-road vehicle emissions. Gasoline engines were found to be the dominant source of CO, an insignificant source of BC, and a relatively minor source of on-road OA emissions at urban, state, and national scales. Measurements at the Caldecott tunnel also featured use of a new high-resolution time-of-flight aerosol mass spectrometer, which was used to characterize the chemical composition of PM emitted by gasoline and diesel vehicles. Measurements of PM in the exhaust of individual HD trucks show a predominance of cyclyoalkane-derived ion signals relative to saturated alkane ion signals in the truck exhaust OA spectra, indicating that lubricating oil, rather than diesel fuel, was the dominant source of OA emitted by diesel trucks. This conclusion is supported by the presence of lubricant-derived trace elements in truck exhaust, emitted relative to total OA at levels that correspond to their weight fractions in bulk oil. Furthermore, comparison of mass spectra for sampling periods with varying levels of diesel influence found a high degree of similarity in the chemical composition of OA emitted by gasoline and diesel engines, suggesting a common lubricating oil rather than fuel-derived source for OA emissions. (Abstract shortened by UMI.).

Compression Ratio Adjuster

NASA Technical Reports Server (NTRS)

Akkerman, J. W.

1982-01-01

New mechanism alters compression ratio of internal-combustion engine according to load so that engine operates at top fuel efficiency. Ordinary gasoline, diesel and gas engines with their fixed compression ratios are inefficient at partial load and at low-speed full load. Mechanism ensures engines operate as efficiently under these conditions as they do at highload and high speed.

40 CFR 86.336-79 - Diesel engine test cycle.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 18 2011-07-01 2011-07-01 false Diesel engine test cycle. 86.336-79... New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.336-79 Diesel engine test cycle. (a) The following 13-mode cycle shall be followed in dynamometer operation...

40 CFR 86.098-24 - Test vehicles and engines.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 18 2010-07-01 2010-07-01 false Test vehicles and engines. 86.098-24... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General Provisions for...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied...

40 CFR 86.1112-87 - Determining the compliance level and reporting of test results.

Code of Federal Regulations, 2013 CFR

2013-07-01

... ENGINES (CONTINUED) Nonconformance Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy... may establish the compliance level for a pollutant for any engine or vehicle configuration by using... pollutant using the primary PCA sampling plan shall: (i) Conduct emission tests on 24 engines or vehicles in...

40 CFR 86.1112-87 - Determining the compliance level and reporting of test results.

Code of Federal Regulations, 2012 CFR

2012-07-01

... ENGINES (CONTINUED) Nonconformance Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy... may establish the compliance level for a pollutant for any engine or vehicle configuration by using... pollutant using the primary PCA sampling plan shall: (i) Conduct emission tests on 24 engines or vehicles in...

40 CFR 86.1112-87 - Determining the compliance level and reporting of test results.

Code of Federal Regulations, 2011 CFR

2011-07-01

... ENGINES (CONTINUED) Nonconformance Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy... may establish the compliance level for a pollutant for any engine or vehicle configuration by using... pollutant using the primary PCA sampling plan shall: (i) Conduct emission tests on 24 engines or vehicles in...

40 CFR 86.1112-87 - Determining the compliance level and reporting of test results.

Code of Federal Regulations, 2014 CFR

2014-07-01

... number of additional tests conducted shall be the difference between 24 and the number of engines or... ENGINES Nonconformance Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy-Duty Vehicles... compliance level for a pollutant for any engine or vehicle configuration by using the primary PCA sampling...

40 CFR 86.1105-87 - Emission standards for which nonconformance penalties are available.

Code of Federal Regulations, 2012 CFR

2012-07-01

... VEHICLES AND ENGINES (CONTINUED) Nonconformance Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines...-fueled light heavy-duty diesel engines: (A) The following values shall be used to calculate an NCP in... heavy-duty diesel engines: (A) The following values shall be used to calculate an NCP in accordance with...

40 CFR 86.1105-87 - Emission standards for which nonconformance penalties are available.

Code of Federal Regulations, 2013 CFR

2013-07-01

... VEHICLES AND ENGINES (CONTINUED) Nonconformance Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines...-fueled light heavy-duty diesel engines: (A) The following values shall be used to calculate an NCP in... heavy-duty diesel engines: (A) The following values shall be used to calculate an NCP in accordance with...

40 CFR 86.004-26 - Mileage and service accumulation; emission measurements.

Code of Federal Regulations, 2010 CFR

2010-07-01

..., Light-Duty Trucks and Heavy-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural... without making a determination. Any engine used to represent emission-data engine selections under § 86... each emission-data engine selection under § 86.094-24(b)(2). Evaporative emission controls must be...

40 CFR 86.004-26 - Mileage and service accumulation; emission measurements.

Code of Federal Regulations, 2011 CFR

2011-07-01

..., Light-Duty Trucks and Heavy-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural... without making a determination. Any engine used to represent emission-data engine selections under § 86... each emission-data engine selection under § 86.094-24(b)(2). Evaporative emission controls must be...

40 CFR 63.11132 - What definitions apply to this subpart?

Code of Federal Regulations, 2011 CFR

2011-07-01

... an internal combustion engine (including the fuel system) that is not used in a motor vehicle or a... internal combustion engines. Gasoline cargo tank means a delivery tank truck or railcar which is loading or... motor vehicle, motor vehicle engine, nonroad vehicle, or nonroad engine, including a nonroad vehicle or...

40 CFR 86.000-24 - Test vehicles and engines.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 18 2011-07-01 2011-07-01 false Test vehicles and engines. 86.000-24... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General Provisions for...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied...

40 CFR 86.098-24 - Test vehicles and engines.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 18 2011-07-01 2011-07-01 false Test vehicles and engines. 86.098-24... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General Provisions for...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied...

40 CFR 86.000-24 - Test vehicles and engines.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 19 2014-07-01 2014-07-01 false Test vehicles and engines. 86.000-24... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General Provisions for...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied...

40 CFR 86.336-79 - Diesel engine test cycle.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 19 2012-07-01 2012-07-01 false Diesel engine test cycle. 86.336-79... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.336-79...

40 CFR 86.336-79 - Diesel engine test cycle.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 19 2013-07-01 2013-07-01 false Diesel engine test cycle. 86.336-79... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.336-79...

40 CFR 86.001-24 - Test vehicles and engines.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 19 2014-07-01 2014-07-01 false Test vehicles and engines. 86.001-24... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General Provisions for...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied...

40 CFR 86.000-24 - Test vehicles and engines.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 19 2012-07-01 2012-07-01 false Test vehicles and engines. 86.000-24... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General Provisions for...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied...

40 CFR 86.001-24 - Test vehicles and engines.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 19 2012-07-01 2012-07-01 false Test vehicles and engines. 86.001-24... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General Provisions for...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied...

40 CFR 86.098-24 - Test vehicles and engines.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 19 2012-07-01 2012-07-01 false Test vehicles and engines. 86.098-24... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General Provisions for...-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied...

76 FR 70128 - California State Motor Vehicle Pollution Control Standards; Amendments to the California Heavy...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-11-10

... Standards; Amendments to the California Heavy-Duty Engine On-Board Diagnostic Regulation; Waiver Request... that it has adopted amendments to its regulations related to heavy-duty engine on-board diagnostic (HD... and gasoline powered heavy-duty engines (engines used in vehicles having a gross vehicle weight rating...

40 CFR 86.1103-87 - Criteria for availability of nonconformance penalties.

Code of Federal Regulations, 2010 CFR

2010-07-01

... (CONTINUED) Nonconformance Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy-Duty.... (a) EPA shall establish for each subclass of heavy-duty engines and heavy-duty vehicles (other than...

40 CFR 86.1104-91 - Determination of upper limits.

Code of Federal Regulations, 2010 CFR

2010-07-01

...) Nonconformance Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy-Duty Vehicles, Including... pollutant emission standard for a subclass of heavy-duty engines or heavy-duty vehicles for which an NCP is...

Effects of unbalance location on dynamic characteristics of high-speed gasoline engine turbocharger with floating ring bearings

NASA Astrophysics Data System (ADS)

Wang, Longkai; Bin, Guangfu; Li, Xuejun; Liu, Dingqu

2016-03-01

For the high-speed gasoline engine turbocharger rotor, due to the heterogeneity of multiple parts material, manufacturing and assembly errors, running wear in impeller and uneven carbon of turbine, the random unbalance usually can be developed which will induce excessive rotor vibration, and even lead to nonlinear vibration accidents. However, the investigation of unbalance location on the nonlinear high-speed turbocharger rotordynamic characteristics is less. In order to discuss the rotor unbalance location effects of turbocharger with nonlinear floating ring bearings(FRBs), the realistic turbocharger of gasoline engine is taken as a research object. The rotordynamic equations of motion under the condition of unbalance are derived by applied unbalance force and nonlinear oil film force of FRBs. The FE model of turbocharger rotor-bearing system is modeled which includes the unbalance excitation and nonlinear FRBs. Under the conditions of four different applied locations of unbalance, the nonlinear transient analyses are performed based on the rotor FEM. The differences of dynamic behavior are obvious to the turbocharger rotor systems for four conditions, and the bifurcation phenomena are different. From the results of waterfall and transient response analysis, the speed for the appearance of fractional frequency is not identical and the amplitude magnitude is different from the different unbalance locations, and the non-synchronous vibration does not occur in the turbocharger and the amplitude is relative stable and minimum under the condition 4. The turbocharger vibration and non-synchronous components could be reduced or suppressed by controlling the applied location of unbalance, which is helpful for the dynamic design, fault diagnosis and vibration control of the high-speed gasoline engine turbochargers.

14. June 1974. VIEW OF THE ENGINE ROOM, LOOKING NORTH, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

14. June 1974. VIEW OF THE ENGINE ROOM, LOOKING NORTH, SHOWING THE OTTO GASOLINE ENGINE, THE DRIVE PULLEY IS BARELY VISIBLE TO THE LEFT OF THE FLYWHEEL. - Gruber Wagon Works, Pennsylvania Route 183 & State Hill Road at Red Bridge Park, Bernville, Berks County, PA

33 CFR 183.110 - Definitions.

Code of Federal Regulations, 2013 CFR

2013-07-01

... room means the compartment where a permanently installed gasoline or diesel engine is installed... boat is in its static floating position, except engine rooms. Connected means allowing a flow of water in excess of one-quarter ounce per hour from the engine room bilge into any other compartment with a...

Evaporative Gasoline Emissions and Asthma Symptoms

PubMed Central

Gordian, Mary Ellen; Stewart, Alistair W; Morris, Stephen S

2010-01-01

Attached garages are known to be associated with indoor air volatile organic compounds (VOCs). This study looked at indoor exposure to VOCs presumably from evaporative emissions of gasoline. Alaskan gasoline contains 5% benzene making benzene a marker for gasoline exposure. A survey of randomly chosen houses with attached garages was done in Anchorage Alaska to determine the exposure and assess respiratory health. Householders were asked to complete a health survey for each person and a household survey. They monitored indoor air in their primary living space for benzene, toluene, ethylbenzene and xylenes for one week using passive organic vapor monitoring badges. Benzene levels in homes ranged from undetectable to 58 parts per billion. The median benzene level in 509 homes tested was 2.96 ppb. Elevated benzene levels in the home were strongly associated with small engines and gasoline stored in the garage. High concentrations of benzene in gasoline increase indoor air levels of benzene in residences with attached garages exposing people to benzene at levels above ATSDR’s minimal risk level. Residents reported more severe symptoms of asthma in the homes with high gasoline exposure (16%) where benzene levels exceeded the 9 ppb. PMID:20948946

New potentials for conventional aircraft when powered by hydrogen-enriched gasoline

NASA Technical Reports Server (NTRS)

Menard, W. A.; Moynihan, P. I.; Rupe, J. H.

1976-01-01

Hydrogen enrichment for aircraft piston engines is studied. The feasibility is examined of inflight injection of hydrogen in general aviation aircraft engines to reduce fuel consumption and to lower emission levels. Results are summarized.

A perspective on the range of gasoline compression ignition combustion strategies for high engine efficiency and low NOx and soot emissions: Effects of in-cylinder fuel stratification

DOE PAGES

Dempsey, Adam B.; Curran, Scott J.; Wagner, Robert M.

2016-01-14

Many research studies have shown that low temperature combustion in compression ignition engines has the ability to yield ultra-low NOx and soot emissions while maintaining high thermal efficiency. To achieve low temperature combustion, sufficient mixing time between the fuel and air in a globally dilute environment is required, thereby avoiding fuel-rich regions and reducing peak combustion temperatures, which significantly reduces soot and NOx formation, respectively. It has been demonstrated that achieving low temperature combustion with diesel fuel over a wide range of conditions is difficult because of its properties, namely, low volatility and high chemical reactivity. On the contrary, gasolinemore » has a high volatility and low chemical reactivity, meaning it is easier to achieve the amount of premixing time required prior to autoignition to achieve low temperature combustion. In order to achieve low temperature combustion while meeting other constraints, such as low pressure rise rates and maintaining control over the timing of combustion, in-cylinder fuel stratification has been widely investigated for gasoline low temperature combustion engines. The level of fuel stratification is, in reality, a continuum ranging from fully premixed (i.e. homogeneous charge of fuel and air) to heavily stratified, heterogeneous operation, such as diesel combustion. However, to illustrate the impact of fuel stratification on gasoline compression ignition, the authors have identified three representative operating strategies: partial, moderate, and heavy fuel stratification. Thus, this article provides an overview and perspective of the current research efforts to develop engine operating strategies for achieving gasoline low temperature combustion in a compression ignition engine via fuel stratification. In this paper, computational fluid dynamics modeling of the in-cylinder processes during the closed valve portion of the cycle was used to illustrate the opportunities and challenges associated with the various fuel stratification levels.« less

A perspective on the range of gasoline compression ignition combustion strategies for high engine efficiency and low NOx and soot emissions: Effects of in-cylinder fuel stratification

DOE Office of Scientific and Technical Information (OSTI.GOV)

Dempsey, Adam B.; Curran, Scott J.; Wagner, Robert M.

Many research studies have shown that low temperature combustion in compression ignition engines has the ability to yield ultra-low NOx and soot emissions while maintaining high thermal efficiency. To achieve low temperature combustion, sufficient mixing time between the fuel and air in a globally dilute environment is required, thereby avoiding fuel-rich regions and reducing peak combustion temperatures, which significantly reduces soot and NOx formation, respectively. It has been demonstrated that achieving low temperature combustion with diesel fuel over a wide range of conditions is difficult because of its properties, namely, low volatility and high chemical reactivity. On the contrary, gasolinemore » has a high volatility and low chemical reactivity, meaning it is easier to achieve the amount of premixing time required prior to autoignition to achieve low temperature combustion. In order to achieve low temperature combustion while meeting other constraints, such as low pressure rise rates and maintaining control over the timing of combustion, in-cylinder fuel stratification has been widely investigated for gasoline low temperature combustion engines. The level of fuel stratification is, in reality, a continuum ranging from fully premixed (i.e. homogeneous charge of fuel and air) to heavily stratified, heterogeneous operation, such as diesel combustion. However, to illustrate the impact of fuel stratification on gasoline compression ignition, the authors have identified three representative operating strategies: partial, moderate, and heavy fuel stratification. Thus, this article provides an overview and perspective of the current research efforts to develop engine operating strategies for achieving gasoline low temperature combustion in a compression ignition engine via fuel stratification. In this paper, computational fluid dynamics modeling of the in-cylinder processes during the closed valve portion of the cycle was used to illustrate the opportunities and challenges associated with the various fuel stratification levels.« less

Pulsed Plasma Processing of Diesel Engine Exhaust Final Report CRADA No. TC-0336-92-1-C

DOE Office of Scientific and Technical Information (OSTI.GOV)

Merritt, Bernard T.; Broering, Louis

The goal was to develop an exhaust-gas treatment process for the reduction of NO x and hydrocarbon from diesel engines. The project began believing that direct chemical reduction on NO x was possible through the use of non-thermal plasmas. The original CRADA began in 1993 and was scheduled to finish in 1996. It had as its goals three metrics: 1) remove two grams/brake-horse-power-hour of NOx, 2) have no more than five percent energy penalty, and 3) cost no more than ten percent of the engine cost. These goals were all aimed at heavy-duty diesel trucks. This CRADA had its Defensemore » Program funding eliminated by DOE prior to completion in 1995. Prior to loss of funding from DOE, LLNL discovered that due to the large oxygen content in diesel exhaust, direct chemical reduction was not possible. In understanding why, a breakthrough was achieved that combined the use of a non-thermal plasma and a catalyst. This process was named Plasma Assisted Catalytic Reduction (P ACR). Because of this breakthrough, the CRADA became a funds-in only CRADA, once DOE DP funding ended. As a result, the funding decreased from about 1M dollars per year to about $400k per year. Subsequently, progress slowed as well. The CRADA was amended several times to reflect the funds-in nature. At each amendment, the deliverables were modified; the goals remained the same but the focus changed from heavy-duty to lightduty to SUVs. The diesel-engine NO x problem is similar to the furnace and boiler NO x emission problem with the added constraint that ammonia-like additives are impractical for a mobile source. Lean-burning gasoline engines are an additional area of application because the standard three-way catalyst is rendered ineffective by the presence of oxygen. In the P ACR process an electrical discharge is used to create a non-thermal plasma that contains oxidative radicals O and OH. These oxidative radicals convert NO to NO 2. Selective catalytic reduction using a readily available catalyst then converts the NO 2 to harmless gases, N 2 and 0 2.« less

40 CFR 86.347-79 - Alternative calculations for diesel engines.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 18 2010-07-01 2010-07-01 false Alternative calculations for diesel... Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.347-79 Alternative calculations for diesel engines. (a) This section applies to Diesel...

40 CFR 86.347-79 - Alternative calculations for diesel engines.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 18 2011-07-01 2011-07-01 false Alternative calculations for diesel... Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.347-79 Alternative calculations for diesel engines. (a) This section applies to Diesel...

40 CFR 86.004-28 - Compliance with emission standards.

Code of Federal Regulations, 2013 CFR

2013-07-01

... PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General... and Heavy-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled...) Paragraph (c) of this section applies to heavy-duty engines. (2) The applicable exhaust emission standards...

40 CFR 86.004-28 - Compliance with emission standards.

Code of Federal Regulations, 2014 CFR

2014-07-01

... PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General... and Heavy-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled... standards. (a)-(b) [Reserved] (c)(1) Paragraph (c) of this section applies to heavy-duty engines. (2) The...

40 CFR 86.004-28 - Compliance with emission standards.

Code of Federal Regulations, 2011 CFR

2011-07-01

... PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General... and Heavy-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled...) Paragraph (c) of this section applies to heavy-duty engines. (2) The applicable exhaust emission standards...

Challenges of converting agricultural abundance to biofuels: Agricultural Research Service-United States Department of Agriculture Research

USDA-ARS?s Scientific Manuscript database

The United States Government is aggressively promoting ethanol and alternative biofuels as a substitute for gasoline. The Energy Independence and Security Act of 2007 enacted on December 19 targets production of 36 billion gallons of biofuels by 2022. Passage of this bill was motivated by recent s...

Alternative Fuels Data Center

Science.gov Websites

Alternative Fuel Vehicle Conversion Grant Program The Ohio Environmental Protection Agency will administer a one-time, $5 million grant program to replace or convert Class 7 and Class 8 diesel or gasoline time. Maximum grant awards will be 50% of the fuel components of the new vehicle or 50% of the cost of

Guide for Identifying and Converting High-Potential Petroleum Brownfield Sites to Alternative Fuel Stations

DOE Office of Scientific and Technical Information (OSTI.GOV)

Johnson, C.; Hettinger, D.; Mosey, G.

Former gasoline stations that are now classified as brownfields can be good sites to sell alternative fuels because they are in locations that are convenient to vehicles and they may be seeking a new source of income. However, their success as alternative fueling stations is highly dependent on location-specific criteria. First, this report outlines what these criteria are, how to prioritize them, and then applies that assessment framework to five of the most popular alternative fuels--electricity, natural gas, hydrogen, ethanol, and biodiesel. The second part of this report delves into the criteria and tools used to assess an alternative fuelmore » retail site at the local level. It does this through two case studies of converting former gasoline stations in the Seattle-Eugene area into electric charge stations. The third part of this report addresses steps to be taken after the specific site has been selected. This includes choosing and installing the recharging equipment, which includes steps to take in the permitting process and key players to include.« less

Solar-to-vehicle (S2V) systems for powering commuters of the future

NASA Astrophysics Data System (ADS)

Birnie, Dunbar P.

Hybrid electric vehicles are growing in popularity and significance in our marketplace as gasoline prices continue to rise. Consumers are also increasingly aware of their carbon "footprint" and seek ways of lowering their carbon dioxide output. Plug-in hybrid and electric vehicles appear to be the next wave in helping transition from a gasoline-based transportation infrastructure to an electric-grid-sourced mode, though most plug-in scenarios ultimately rely on having the electric utilities converted from fossil sources to renewable generation in the long run. At present, one of the key advantages of plug-in hybrid/electric vehicles is that they can be charged at home, at night, when lower off-peak rates could apply. The present analysis considers a further advancement: the impact of daytime recharging using solar arrays located at commuters' work sites. This would convert large parking areas into solar recharge stations for commuters. The solar power would be large enough to supply many commuters' needs. The implications for electric car design in relation to commuter range are discussed in detail.

Chemical analysis and biological testing of a polar fraction of ambient air, diesel engine, and gasoline engine particulate extracts.

PubMed Central

Strandell, M; Zakrisson, S; Alsberg, T; Westerholm, R; Winquist, L; Rannug, U

1994-01-01

Extracts of gasoline and diesel vehicle exhaust and ambient air particles were fractionated into five fractions according to polarity on a silica gel column. Two medium polar fractions showing high genotoxic activity in the Ames test were further subfractionated, using normal-phase high-performance liquid chromatography. Chemical analyses were performed by means of gas chromatography combined with mass spectrometry and flame ionization and detection. The crude extracts, fractions, and subfractions were assayed with the Ames test, with and without S9, and the most abundant compounds in the subfractions are reported. PMID:7529708

Development and Evaluation of an Air Quality Modeling Approach to Assess Near-Field Impacts of Lead Emissions from Piston-Engine Aircraft Operating on Leaded Aviation Gasoline

EPA Science Inventory

Since aviation gasoline is now the largest remaining source of lead (Pb) emissions to the air in the United States, there is increased interest by regulatory agencies and the public in assessing the impacts on residents living in close proximity to these sources. An air quality m...

Analyze Experiment For Vigas and Pertamax to Performance and Exhaust Gas Emission for Gasoline Motor 2000cc

NASA Astrophysics Data System (ADS)

As'adi, Muhamad; Chrisna Ayu Dwiharpini Tupan, Diachirta

2018-02-01

The purpose and target for this analyze experiment is we get the performance variabel from gasoline motor which used LGV for fuel and Pertamax, so can give knowledge to community if LGV can be using LGV for fuel to transportation industry and more economic. We used experiment method of engine gasoline motor with 2000 cc which is LGV and Pertamax for fuel. The experiment with static experiment tes above Dyno Test. The result is engine perform to subscribe Torque, power, fuel consumption. Beside the static test we did the Exhaust Steam Emission. The result is the used LGV with the commercial brand Vigas can increase the maximum Engine Power 20.86% and Average Power 14.1%, the maximum torque for Motor which is use LGV as fuel is smaller than Motor with Pertamax, the decrease is 0.94%.Using Vigas in Motor can increase the mileage until 6.9% compare with the Motor with pertamax.Air Fuel Ratio (AFR) for both of the fuels still below the standard, so still happen waste of fuel, specially in low compression.Using Vigas can reduce the Exhaust Steam Emission especially CO2

A Summary of Research and Progress on Carbon Monoxide Exposure Control Solutions on Houseboats

PubMed Central

Hall, Ronald M.; Earnest, G. Scott; Hammond, Duane R.; Dunn, Kevin H.; Garcia, Alberto

2015-01-01

Investigations of carbon monoxide (CO-related poisonings and deaths on houseboats were conducted by the Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health. These investigations measured hazardous CO concentrations on and around houseboats that utilize gasoline-powered generators. Engineering control devices were developed and tested to mitigate this deadly hazard. CO emissions were measured using various sampling techniques which included exhaust emission analyzers, detector tubes, evacuated containers (grab air samples analyzed by a gas chromatograph), and direct-reading CO monitors. CO results on houseboats equipped with gasoline-powered generators without emission controls indicated hazardous CO concentrations exceeding immediately dangerous to life and health (IDLH) levels in potentially occupied areas of the houseboat. Air sample results on houseboats that were equipped with engineering controls to remove the hazard were highly effective and reduced CO levels by over 98% in potentially occupied areas. The engineering control devices used to reduce the hazardous CO emissions from gasoline-powered generators on houseboats were extremely effective at reducing CO concentrations to safe levels in potentially occupied areas on the houseboats and are now beginning to be widely used. PMID:24568306

A summary of research and progress on carbon monoxide exposure control solutions on houseboats.

PubMed

Hall, Ronald M; Earnest, G Scott; Hammond, Duane R; Dunn, Kevin H; Garcia, Alberto

2014-01-01

Investigations of carbon monoxide (CO-related poisonings and deaths on houseboats were conducted by the Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health. These investigations measured hazardous CO concentrations on and around houseboats that utilize gasoline-powered generators. Engineering control devices were developed and tested to mitigate this deadly hazard. CO emissions were measured using various sampling techniques which included exhaust emission analyzers, detector tubes, evacuated containers (grab air samples analyzed by a gas chromatograph), and direct-reading CO monitors. CO results on houseboats equipped with gasoline-powered generators without emission controls indicated hazardous CO concentrations exceeding immediately dangerous to life and health (IDLH) levels in potentially occupied areas of the houseboat. Air sample results on houseboats that were equipped with engineering controls to remove the hazard were highly effective and reduced CO levels by over 98% in potentially occupied areas. The engineering control devices used to reduce the hazardous CO emissions from gasoline-powered generators on houseboats were extremely effective at reducing CO concentrations to safe levels in potentially occupied areas on the houseboats and are now beginning to be widely used.

Assessment of environmentally friendly fuel emissions from in-use vehicle exhaust: low-blend iso-stoichiometric GEM mixture as example.

PubMed

Schifter, Isaac; Díaz-Gutiérrez, Luis; Rodríguez-Lara, René; González-Macías, Carmen; González-Macías, Uriel

2017-05-01

Gasoline-ethanol-methanol fuel blends were formulated with the same stoichiometric air-to-fuel ratio and volumetric energy concentration as any binary ethanol-gasoline blend. When the stoichiometric blends operated in a vehicle, the time period, injector voltage, and pressure for each fuel injection event in the engine corresponded to a given stoichiometric air-to-fuel ratio, and the load was essentially constant. Three low oxygen content iso-stoichiometric ternary gasoline-ethanol-methanol fuel blends were prepared, and the properties were compared with regular-type fuel without added oxygen. One of the ternary fuels was tested using a fleet of in-use vehicles for15 weeks and compared to neat gasoline without oxygenated compounds as a reference. Only a small number of publications have compared these ternary fuels in the same engine, and little data exist on the performance and emissions of in-use spark-ignition engines. The total hydrocarbon emissions observed was similar in both fuels, in addition to the calculated ozone forming potential of the tailpipe and evaporative emissions. In ozone non-attainment areas, the original purpose for oxygenate gasolines was to decrease carbon monoxide emissions. The results suggest that the strategy is less effective than expected because there still exist a great number of vehicles that have suffered the progressive deterioration of emissions and do not react to oxygenation, while new vehicles are equipped with sophisticated air/fuel control systems, and oxygenation does not improve combustion because the systems adjust the stoichiometric point, making it insensitive to the origin of the added excess oxygen (fuel or excess air). Graphical abstract Low level ternary blend of gasoline-ethanol-methanol were prepared with the same stoichiometric air-fuel ratio and volumetric energy concentration, based on the volumetric energy density of the pre-blended components. Exhaust and evaporative emissions was compared with a blend having no oxygen in a fleet of 12 in-use vehicles. Vehicles that had suffer a normal deterioration of emissions and do not react to oxygenation, and new vehicles with more sophisticated air/fuel control systems do not improve combustion.

pH-dependent release of trace elements including platinum group elements (PGEs) from gasoline and diesel catalysts

NASA Astrophysics Data System (ADS)

Sucha, Veronika; Mihaljevic, Martin; Ettler, Vojtech; Strnad, Ladislav

2014-05-01

The release of trace metals and platinum group elements (PGEs) from automobile exhaust catalysts represents a remarkable source of higly dispersed environmental contamination. Especially, PGEs have shown increasing research interest due to their possible bioaccessibility. In our research, we focused on leaching behaviour of trace metals from gasoline and diesel automobile catalysts. While catalysts for gasoline engines contain a mixture of Pt-Pd-Rh or Pd-Rh, catalysts for diesel engines are composed only of Pt. We used dust from two crushed gasoline and two crushed diesel catalysts (new and aged). The dust of gasoline catalysts contains significant concentrations of Pt (700 mg.kg-1), Pd (11 000 mg.kg-1) and Rh (700 mg.kg-1). And the dust of diesel catalysts are composed of Pt (3 900 mg.kg-1) and they contains negligible amounts of Pd dan Rh (< 0.5 mg.kg-1, < 0.1 mg.kg-1, respectively). To evaluate leaching of trace metals from dust we used pH-stat leaching test according to the European standard CEN/TS 14997. The concentrations of cations: PGEs (Pt, Pd a Rh), K, Na, Ca, Mg, Al, Ti, Cr, Mn, Fe, Co, Ni, Cu, Zn, Cd, Pb, La and Ce were determined by inductively coupled plasma mass spectrometry (ICP-MS) and atomic absorption spectrometry (AAS), and anions: F-, Cl-, SO42- and NO3- by high-performance liquid chromatography. Although the dusts from catalysts were relatively stable to acid/base influence, the leaching of trace metals from catalysts showed a dependence on pH. Generally, the highest concentrations were released under acidic conditions. The leaching of PGEs was higher for Pt in diesel catalysts and for Pd and Rh in gasoline catalysts. The highest concentrations of Zn and Pb were observed in old catalysts. The rare earth metals were released more from gasoline catalysts. Catalysts particles represent health risk especially with respect to their PGEs contents.

F1 style MGU-H applied to the turbocharger of a gasoline hybrid electric passenger car

NASA Astrophysics Data System (ADS)

Boretti, Albert

2017-12-01

We consider a turbocharged gasoline direct injection (DI) engine featuring a motor-generator-unit (MGU-H) fitted on the turbocharger shaft. The MGU-H receives or delivers energy to the same energy storage (ES) of the hybrid power unit that comprises a motor-generator unit on the driveline (MGU-K) in addition to the internal combustion engine (ICE). The energy supply from the ES is mostly needed during sharp accelerations to avoid turbo-lag, and to boost torque at low speeds. At low speeds, it also improves the ratio of engine crankshaft power to fuel flow power, as well as the ratio of engine crankshaft plus turbocharger shaft power to fuel flow power. The energy supply to the ES is possible at high speeds and loads, where otherwise the turbine could have been waste gated, and during decelerations. This improves the ratio of engine crankshaft plus turbocharger shaft power to fuel flow power.

Modelling of flame propagation in the gasoline fuelled Wankel rotary engine with hydrogen additives

NASA Astrophysics Data System (ADS)

Fedyanov, E. A.; Zakharov, E. A.; Prikhodkov, K. V.; Levin, Y. V.

2017-02-01

Recently, hydrogen has been considered as an alternative fuel for a vehicles power unit. The Wankel engine is the most suitable to be adapted to hydrogen feeding. A hydrogen additive helps to decrease incompleteness of combustion in the volumes near the apex of the rotor. Results of theoretical researches of the hydrogen additives influence on the flame propagation in the combustion chamber of the Wankel rotary engine are presented. The theoretical research shows that the blend of 70% gasoline with 30% hydrogen could accomplish combustion near the T-apex in the stoichiometric mixture and in lean one. Maps of the flame front location versus the angle of rotor rotation and hydrogen fraction are obtained. Relations of a minimum required amount of hydrogen addition versus the engine speed are shown on the engine modes close to the average city driving cycle. The amount of hydrogen addition that could be injected by the nozzle with different flow sections is calculated in order to analyze the capacity of the feed system.

Carbon monoxide poisonings from small, gasoline-powered, internal combustion engines: just what is a "well-ventilated area"?

PubMed

Earnest, G S; Mickelsen, R L; McCammon, J B; O'Brien, D M

1997-11-01

This study modeled the time required for a gasoline-powered, 5 horsepower (hp), 4-cycle engine to generate carbon monoxide (CO) concentrations exceeding the National Institute for Occupational Safety and Health 200-ppm ceiling and 1200-ppm immediately dangerous to life and health concentration for various room sizes and ventilation rates. The model permitted the ambiguous term "well-ventilated area" to be defined. The model was compared with field data collected at a site where two workers were poisoned while operating a 5-hp concrete saw in a bathroom having open doors and an operating ventilation system. There is agreement between both the modeled and field-generated data, indicating that hazardous CO concentrations can develop within minutes. Comparison of field and modeling data showed the measured CO generation rate at approximately one-half of the value used in the model, which may be partially because the engine used in the field was not under load during data collection. The generation rate and room size from the actual poisoning was then used in the model. The model determined that ventilation rates of nearly 5000 ft3/min (120 air changes per hour) would be required to prevent the CO concentration from exceeding the 200-ppm ceiling for short periods. Results suggest that small gasoline-powered engines should not be operated inside of buildings or in semienclosed spaces and that manufacturers of such tools should improve their warnings and develop engineering control options for better user protection.

Low grade bioethanol for fuel mixing on gasoline engine using distillation process

NASA Astrophysics Data System (ADS)

Abikusna, Setia; Sugiarto, Bambang; Suntoro, Dedi; Azami

2017-03-01

Utilization of renewable energy in Indonesia is still low, compared to 34% oil, 20% coal and 20% gas, utilization of energy sources for water 3%, geothermal 1%, 2% biofuels, and biomass 20%. Whereas renewable energy sources dwindling due to the increasing consumption of gasoline as a fuel. It makes us have to look for alternative renewable energy, one of which is bio ethanol. Several studies on the use of ethanol was done to the researchers. Our studies using low grade bio ethanol which begins with the disitillation independently utilize flue gas heat at compact distillator, produces high grade bio ethanol and ready to be mixed with gasoline. Stages of our study is the compact distillator design of the motor dynamic continued with good performance and emission testing and ethanol distilled. Some improvement is made is through the flue gas heat control mechanism in compact distillator using gate valve, at low, medium, and high speed engine. Compact distillator used is kind of a batch distillation column. Column design process using the shortcut method, then carried the tray design to determine the overall geometry. The distillation is done by comparing the separator with a tray of different distances. As well as by varying the volume of the feed and ethanol levels that will feed distilled. In this study, we analyzed the mixing of ethanol through variation between main jet and pilot jet in the carburetor separately interchangeably with gasoline. And finally mixing mechanism bio ethanol with gasoline improved with fuel mixer for performance.

U.S. Department of Energy FreedomCAR & Vehicle Technologies Program Advanced Vehicle Testing Activity, Hydrogen/CNG Blended Fuels Performance Testing in a Ford F-150

DOE Office of Scientific and Technical Information (OSTI.GOV)

James E. Francfort

2003-11-01

Federal regulation requires energy companies and government entities to utilize alternative fuels in their vehicle fleets. To meet this need, several automobile manufacturers are producing compressed natural gas (CNG)-fueled vehicles. In addition, several converters are modifying gasoline-fueled vehicles to operate on both gasoline and CNG (Bifuel). Because of the availability of CNG vehicles, many energy company and government fleets have adopted CNG as their principle alternative fuel for transportation. Meanwhile, recent research has shown that blending hydrogen with CNG (HCNG) can reduce emissions from CNG vehicles. However, blending hydrogen with CNG (and performing no other vehicle modifications) reduces engine powermore » output, due to the lower volumetric energy density of hydrogen in relation to CNG. Arizona Public Service (APS) and the U.S. Department of Energy’s Advanced Vehicle Testing Activity (DOE AVTA) identified the need to determine the magnitude of these effects and their impact on the viability of using HCNG in existing CNG vehicles. To quantify the effects of using various blended fuels, a work plan was designed to test the acceleration, range, and exhaust emissions of a Ford F-150 pickup truck operating on 100% CNG and blends of 15 and 30% HCNG. This report presents the results of this testing conducted during May and June 2003 by Electric Transportation Applications (Task 4.10, DOE AVTA Cooperative Agreement DEFC36- 00ID-13859).« less

40 CFR Table 1 to Subpart Jjjj of... - NOX, CO, and VOC Emission Standards for Stationary Non-Emergency SI Engines ≥100 HP (Except...

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 6 2010-07-01 2010-07-01 false NOX, CO, and VOC Emission Standards for Stationary Non-Emergency SI Engines â¥100 HP (Except Gasoline and Rich Burn LPG), Stationary SI Landfill... Landfill/Digester Gas Engines, and Stationary Emergency Engines >25 HP Engine type and fuel Maximum engine...

Exhaust Emissions from Gasoline- and LPG-Powered Vehicles Operating at the Altitude of Mexico City.

PubMed

Gamas, Erick D; Diaz, Luis; Rodriguez, René; López-Salinas, E; Schifter, Isaac; Ontiveros, Luis

1999-10-01

Unburned hydrocarbons (HCs), carbon monoxide (CO), and oxides of nitrogen (NO x ) are the compounds regulated as pollutants by an environmental standard in the Metropolitan Area of Mexico City (MAMC). The main fuel used in vehicular transportation is gasoline, and the use of liquefied petroleum gas (LPG) is now an alternative as low emission technology to decrease the environmental impact of transportation operations. The environmental impact of commercial gasoline consumption in the Valley of Mexico was estimated by on-road and FTP-75 testing of three formulations of gasoline (one leaded [octane 81] and two unleaded [one octane 87 and one octane 93]). A fleet of 30 vehicles was used: 10 were chosen that had pre-1990 technology, while 12 were 1991-1996 vehicles equipped with fuel injection, catalytic converters, and air/ fuel ratio control technology. The remaining eight vehicles were high-performance new model vehicles (1995-1996) equipped with the newest technology available for pollution control. Fifteen vehicles in the fleet were also tested for the effect of changing from leaded to unleaded gasoline. Three different LPG formulations were tested using three vehicles representative of the LPG-powered fleet in the MAMC. Two gasoline-to-LPG conversion certified commercial systems were evaluated following the BAR-90 and the HOT-505 procedures. Emissions corresponding to the high-octane (premium) gasoline showed a 15% higher contribution to HCs with a 6% lower reactivity than the 87 octane gasoline; the HCs in the exhaust for premium gasoline are mainly isoparaffins. When the vehicles were tested on the road at high speeds, an average 3% increase in mileage was obtained when vehicles were switched from leaded to unleaded gasoline, while a 5% increase in mileage was observed when vehicles were switched from 87 octane to premium gasoline. The tests of LPG formulations indicated that a change in composition from 60% vol of propane to 85.5% vol reduces levels of HCs and CO emissions; such is not the case for the NO x emissions. The higher the concentration of propane, the higher the levels of NO x that reached values above the maximum limits set by the environmental standard. A value of 70% vol of propane in the LPG mixture, with variations no greater than 4%, seems to be the best method for reducing pollutant emissions in Mexico City.

Real world CO2 and NOx emissions from 149 Euro 5 and 6 diesel, gasoline and hybrid passenger cars.

PubMed

O'Driscoll, Rosalind; Stettler, Marc E J; Molden, Nick; Oxley, Tim; ApSimon, Helen M

2018-04-15

In this study CO 2 and NO x emissions from 149 Euro 5 and 6 diesel, gasoline and hybrid passenger cars were compared using a Portable Emissions Measurement System (PEMS). The models sampled accounted for 56% of all passenger cars sold in Europe in 2016. We found gasoline vehicles had CO 2 emissions 13-66% higher than diesel. During urban driving, the average CO 2 emission factor was 210.5 (sd. 47) gkm -1 for gasoline and 170.2 (sd. 34) gkm -1 for diesel. Half the gasoline vehicles tested were Gasoline Direct Injection (GDI). Euro 6 GDI engines <1.4ℓ delivered ~17% CO 2 reduction compared to Port Fuel Injection (PFI). Gasoline vehicles delivered an 86-96% reduction in NO x emissions compared to diesel cars. The average urban NO x emission from Euro 6 diesel vehicles 0.44 (sd. 0.44) gkm -1 was 11 times higher than for gasoline 0.04 (sd. 0.04) gkm -1 . We also analysed two gasoline-electric hybrids which out-performed both gasoline and diesel for NO x and CO 2 . We conclude action is required to mitigate the public health risk created by excessive NO x emissions from modern diesel vehicles. Replacing diesel with gasoline would incur a substantial CO 2 penalty, however greater uptake of hybrid vehicles would likely reduce both CO 2 and NO x emissions. Discrimination of vehicles on the basis of Euro standard is arbitrary and incentives should promote vehicles with the lowest real-world emissions of both NO x and CO 2 . Copyright © 2017 Elsevier B.V. All rights reserved.

Aeronautic Instruments. Section V : Power Plant Instruments

NASA Technical Reports Server (NTRS)

Washburn, G E; Sylvander, R C; Mueller, E F; Wilhelm, R M; Eaton, H N; Warner, John A C

1923-01-01

Part 1 gives a general discussion of the uses, principles, construction, and operation of airplane tachometers. Detailed description of all available instruments, both foreign and domestic, are given. Part 2 describes methods of tests and effect of various conditions encountered in airplane flight such as change of temperature, vibration, tilting, and reduced air pressure. Part 3 describes the principal types of distance reading thermometers for aircraft engines, including an explanation of the physical principles involved in the functioning of the instruments and proper filling of the bulbs. Performance requirements and testing methods are given and a discussion of the source of error and results of tests. Part 4 gives methods of tests and calibration, also requirements of gauges of this type for the pressure measurement of the air pressure in gasoline tanks and the engine oil pressure on airplanes. Part 5 describes two types of gasoline gauges, the float type and the pressure type. Methods of testing and calibrating gasoline depth gauges are given. The Schroeder, R. A. E., and the Mark II flowmeters are described.

40 CFR 86.1309-90 - Exhaust gas sampling system; Otto-cycle and non-petroleum-fueled engines.

Code of Federal Regulations, 2011 CFR

2011-07-01

... gasoline-fueled, natural gas-fueled, liquefied petroleum gas-fueled or methanol-fueled engines. In the CVS... test period. (2) Engine exhaust to CVS duct. For methanol-fueled engines, reactions of the exhaust... samples for the bag sample, the methanol sample (Figure N90-2), and the formaldehyde sample (Figure N90-3...

The Stirling Project

NASA Technical Reports Server (NTRS)

1987-01-01

Stirling Engine's advanced technology engine offers multiple advantages, principal among them reduced fuel consumption and lower exhaust emissions than comparable internal combustion auto engines, plus multifuel capability. Stirling can use gasoline, kerosene, diesel fuel, jet fuel, alcohol, methanol, butane and that's not the whole list. Applications include irrigation pumping, heat pumps, and electricity generation for submarine, Earth and space systems.

40 CFR 86.004-40 - Heavy-duty engine rebuilding practices.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Provisions for Emission Regulations for 1977 and Later Model Year New Light-Duty Vehicles, Light-Duty Trucks and Heavy-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled... rebuilding practices. The provisions of this section are applicable to heavy-duty engines subject to model...

40 CFR 86.004-28 - Compliance with emission standards.

Code of Federal Regulations, 2012 CFR

2012-07-01

... PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES General... and Heavy-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled...]. For guidance see § 86.001-28. (c)(1) Paragraph (c) of this section applies to heavy-duty engines. (2...

40 CFR 86.1108-87 - Maintenance of records.

Code of Federal Regulations, 2013 CFR

2013-07-01

... Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy-Duty Vehicles, Including Light-Duty... requirements specified in 40 CFR part 1065, subparts B and C; (ii) If testing heavy-duty diesel engines, the... heavy-duty diesel engines, the record requirements specified in 40 CFR 1065.695; (C) If testing light...

40 CFR 86.334-79 - Test procedure overview.

Code of Federal Regulations, 2012 CFR

2012-07-01

... New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.334-79... cycle and 1 hot cycle. The Diesel engine test consists of 3 idle modes and 5 power modes at each of 2 speeds which span the typical operating range of Diesel engines. These procedures require the...

40 CFR 86.1108-87 - Maintenance of records.

Code of Federal Regulations, 2014 CFR

2014-07-01

... for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy-Duty Vehicles, Including Light-Duty Trucks... requirements specified in 40 CFR part 1065, subparts B and C; (ii) If testing heavy-duty diesel engines, the... heavy-duty diesel engines, the record requirements specified in 40 CFR 1065.695; (C) If testing light...

40 CFR 86.334-79 - Test procedure overview.

Code of Federal Regulations, 2013 CFR

2013-07-01

... New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.334-79... cycle and 1 hot cycle. The Diesel engine test consists of 3 idle modes and 5 power modes at each of 2 speeds which span the typical operating range of Diesel engines. These procedures require the...

40 CFR 86.1108-87 - Maintenance of records.

Code of Federal Regulations, 2012 CFR

2012-07-01

... Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy-Duty Vehicles, Including Light-Duty... requirements specified in 40 CFR part 1065, subparts B and C; (ii) If testing heavy-duty diesel engines, the... heavy-duty diesel engines, the record requirements specified in 40 CFR 1065.695; (C) If testing light...

40 CFR 86.334-79 - Test procedure overview.

Code of Federal Regulations, 2011 CFR

2011-07-01

... New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.334-79... cycle and 1 hot cycle. The Diesel engine test consists of 3 idle modes and 5 power modes at each of 2 speeds which span the typical operating range of Diesel engines. These procedures require the...

40 CFR 86.1112-87 - Determining the compliance level and reporting of test results.

Code of Federal Regulations, 2010 CFR

2010-07-01

... ENGINES (CONTINUED) Nonconformance Penalties for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy...) The final deteriorated test results for each heavy-duty engine or light-duty truck tested according to... information the Administrator may request relevant to the determination as to whether the new heavy-duty...

Injection system used into SI engines for complete combustion and reduction of exhaust emissions in the case of alcohol and petrol alcohol mixtures feed

NASA Astrophysics Data System (ADS)

Ispas, N.; Cofaru, C.; Aleonte, M.

2017-10-01

Internal combustion engines still play a major role in today transportation but increasing the fuel efficiency and decreasing chemical emissions remain a great goal of the researchers. Direct injection and air assisted injection system can improve combustion and can reduce the concentration of the exhaust gas pollutes. Advanced air-to-fuel and combustion air-to-fuel injection system for mixtures, derivatives and alcohol gasoline blends represent a major asset in reducing pollutant emissions and controlling combustion processes in spark-ignition engines. The use of these biofuel and biofuel blending systems for gasoline results in better control of spark ignition engine processes, making combustion as complete as possible, as well as lower levels of concentrations of pollutants in exhaust gases. The main purpose of this paper was to provide most suitable tools for ensure the proven increase in the efficiency of spark ignition engines, making them more environmentally friendly. The conclusions of the paper allow to highlight the paths leading to a better use of alcohols (biofuels) in internal combustion engines of modern transport units.

46 CFR 193.05-10 - Fixed fire extinguishing systems.

Code of Federal Regulations, 2013 CFR

2013-10-01

....05-10 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) OCEANOGRAPHIC RESEARCH... combustion engine installations; (2) Gas turbine installations; (3) Enclosed spaces containing gasoline engines; (4) Chemical storerooms; (5) Any space containing auxiliaries with an aggregate power of 1,000...

46 CFR 193.05-10 - Fixed fire extinguishing systems.

Code of Federal Regulations, 2014 CFR

2014-10-01

....05-10 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) OCEANOGRAPHIC RESEARCH... combustion engine installations; (2) Gas turbine installations; (3) Enclosed spaces containing gasoline engines; (4) Chemical storerooms; (5) Any space containing auxiliaries with an aggregate power of 1,000...

46 CFR 193.05-10 - Fixed fire extinguishing systems.

Code of Federal Regulations, 2012 CFR

2012-10-01

....05-10 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) OCEANOGRAPHIC RESEARCH... combustion engine installations; (2) Gas turbine installations; (3) Enclosed spaces containing gasoline engines; (4) Chemical storerooms; (5) Any space containing auxiliaries with an aggregate power of 1,000...

46 CFR 182.415 - Carburetors.

Code of Federal Regulations, 2010 CFR

2010-10-01

... acceptable means of backfire flame control. Installation of backfire flame arresters bearing basic Approval... acceptable means of backfire flame control for gasoline engines: (1) A backfire flame arrester complying with... and firmly secured to withstand vibration, shock, and engine backfire. Such installations do not...

46 CFR 182.415 - Carburetors.

Code of Federal Regulations, 2012 CFR

2012-10-01

... acceptable means of backfire flame control. Installation of backfire flame arresters bearing basic Approval... acceptable means of backfire flame control for gasoline engines: (1) A backfire flame arrester complying with... and firmly secured to withstand vibration, shock, and engine backfire. Such installations do not...

46 CFR 182.415 - Carburetors.

Code of Federal Regulations, 2011 CFR

2011-10-01

... acceptable means of backfire flame control. Installation of backfire flame arresters bearing basic Approval... acceptable means of backfire flame control for gasoline engines: (1) A backfire flame arrester complying with... and firmly secured to withstand vibration, shock, and engine backfire. Such installations do not...

46 CFR 182.415 - Carburetors.

Code of Federal Regulations, 2013 CFR

2013-10-01

... acceptable means of backfire flame control. Installation of backfire flame arresters bearing basic Approval... acceptable means of backfire flame control for gasoline engines: (1) A backfire flame arrester complying with... and firmly secured to withstand vibration, shock, and engine backfire. Such installations do not...

46 CFR 182.415 - Carburetors.

Code of Federal Regulations, 2014 CFR

2014-10-01

... acceptable means of backfire flame control. Installation of backfire flame arresters bearing basic Approval... acceptable means of backfire flame control for gasoline engines: (1) A backfire flame arrester complying with... and firmly secured to withstand vibration, shock, and engine backfire. Such installations do not...

Sensitivities of Internal Combustion Automotive Engines to Variations in Fuel Properties

DOT National Transportation Integrated Search

1982-02-01

An assessment of the sensitivity of the automotive gasoline and diesel engines to variations in fuel properties has been made. The variables studied include H/C ratio, distillation range, aromatic content, ignition quality as determined by the octane...

Full Hybrid: Stopped

Science.gov Websites

than batteries used to start conventional vehicles. Main stage: See through car with battery, engine electric motor or stored in the battery. It is also used to start the gasoline engine instantly when needed used to start conventional vehicles

Fuel

DOE Office of Scientific and Technical Information (OSTI.GOV)

Simon, D.L.

1977-07-19

A process is described for making a fuel by combining turpentine, alcohol and blending agent and reducing the temperature of a batch to form two separate phases of differing densities, both of which are separately useable as fuels for internal combustion engines. The proportions of combustion favor the denser phase. However, under certain conditions, the less dense phase may be desired. Either phase may also be combined with gasoline to enhance the performance of the gasoline.

Alternative Fuels Data Center: District of Columbia Transportation Data for

Science.gov Websites

Electricity Transportation Fuel Consumption Source: State Energy Data System based on beta data converted to (nameplate, MW) 0 Source: BioFuels Atlas from the National Renewable Energy Laboratory Videos Text Version /GGE $2.96/gallon $2.66/GGE Source: Average prices per gasoline gallon equivalent (GGE) for the Central

Resonant photoacoustic detection of NO2 traces with a Q-switched green laser

NASA Astrophysics Data System (ADS)

Slezak, Verónica; Codnia, Jorge; Peuriot, Alejandro L.; Santiago, Guillermo

2003-01-01

Resonant photoacoustic detection of NO2 traces by means of a high repetition pulsed green laser is presented. The resonator is a cylindrical Pyrex glass cell with a measured Q factor 380 for the first radial mode in air at atmospheric pressure. The system is calibrated with known mixtures in dry air and a minimum detectable volume concentration of 50 parts in 109 is obtained (S/N=1). Its sensitivity allows one to detect and quantify NO2 traces in the exhaust gases of cars. Previously, the analysis of gas adsorption and desorption on the walls and of changes in the sample composition is carried out in order to minimize errors in the determination of NO2 content upon application of the extractive method. The efficiency of catalytic converters of several models of automobiles is studied and the NO2 concentration in samples from exhausts of different types of engine (gasoline, diesel, and methane gas) at idling operation are measured.

Emissions of piston engine aircraft using aviation gasoline (avgas) and motor gasoline (mogas) as fuel – a review

NASA Astrophysics Data System (ADS)

Thanikasalam, K.; Rahmat, M.; Fahmi, A. G. Mohammad; Zulkifli, A. M.; Shawal, N. Noor; Ilanchelvi, K.; Ananth, M.; Elayarasan, R.

2018-05-01

There are two categories of aircraft engines, namely, piston and gas turbine engines. Piston engine extracts energy from a combustion compartment through a piston and crank apparatus that engages the propellers, which in turn, provides an aircraft the needed momentum. On the other hand, gas turbine engine heats a compressed air in the combustion compartment resulting in propulsion that drives an aircraft. Piston engine aircrafts might appear small but together thousands of piston engine aircraft, which encompasses a bulk of the general aviation fleet, present a considerable health threat. That is because these aircraft, which depend on avgas and mogas to run, comprise major remaining sources of lead emissions. People exposed to even small levels of lead, particularly children, have tendencies to suffer from cognitive and neurological harm. Dissimilar from commercial airliners that do not utilize leaded fuels, piston engine aircraft account for nearly half of the lead discharge in skies. But, what is the extent of the impact caused by these airborne emissions on the country’s economy and public health? To answer this query, a thorough literature review on emissions of piston engine aircraft ought to be undertaken. This article conducts a literature review on emissions of piston engine aircraft using avgas as fuel and mogas as fuel.

46 CFR 193.05-10 - Fixed fire extinguishing systems.

Code of Federal Regulations, 2010 CFR

2010-10-01

....05-10 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) OCEANOGRAPHIC RESEARCH... provided for internal combustion engine installations in accordance with the following: (1) Enclosed spaces containing gasoline engines shall have fixed carbon dioxide systems. (2) If a fire extinguishing system is...

46 CFR 193.05-10 - Fixed fire extinguishing systems.

Code of Federal Regulations, 2011 CFR

2011-10-01

....05-10 Shipping COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) OCEANOGRAPHIC RESEARCH... provided for internal combustion engine installations in accordance with the following: (1) Enclosed spaces containing gasoline engines shall have fixed carbon dioxide systems. (2) If a fire extinguishing system is...

Control of harmful hydrocarbon species in the exhaust of modern advanced GDI engines

NASA Astrophysics Data System (ADS)

Hasan, A. O.; Abu-jrai, A.; Turner, D.; Tsolakis, A.; Xu, H. M.; Golunski, S. E.; Herreros, J. M.

2016-03-01

A qualitative and quantitative analysis of toxic but currently non-regulated hydrocarbon compounds ranging from C5-C11, before and after a zoned three-way catalytic converter (TWC) in a modern gasoline direct injection (GDI) engine has been studied using gas chromatography-mass spectrometry (GC-MS). The GDI engine has been operated under conventional and advanced combustion modes, which result in better fuel economy and reduced levels of NOx with respect to standard SI operation. However, these fuel-efficient conditions are more challenging for the operation of a conventional TWC, and could lead to higher level of emissions released to the environment. Lean combustion leads to the reduction in pumping losses, fuel consumption and in-cylinder emission formation rates. However, lean HCCI will lead to high levels of unburnt HCs while the presence of oxygen will lower the TWC efficiency for NOx control. The effect on the catalytic conversion of the hydrocarbon species of the addition of hydrogen upstream the catalyst has been also investigated. The highest hydrocarbon engine-out emissions were produced for HCCI engine operation at low engine load operation. The catalyst was able to remove most of the hydrocarbon species to low levels (below the permissible exposure limits) for standard and most of the advanced combustion modes, except for naphthalene (classified as possibly carcinogenic to humans by the International Agency for Research on Cancer) and methyl-naphthalene (which has the potential to cause lung damage). However, when hydrogen was added upstream of the catalyst, the catalyst conversion efficiency in reducing methyl-naphthalene and naphthalene was increased by approximately 21%. This results in simultaneous fuel economy and environmental benefits from the effective combination of advanced combustion and novel aftertreatment systems.

Effects of NOX Storage Component on Ammonia Formation in TWC for Passive SCR NOX Control in Lean Gasoline Engines

DOE Office of Scientific and Technical Information (OSTI.GOV)

Prikhodko, Vitaly Y.; Pihl, Josh A.; Toops, Todd J.

A prototype three-way catalyst (TWC) with NOX storage component was evaluated for ammonia (NH3) generation on a 2.0-liter BMW lean burn gasoline direct injection engine as a component in a passive ammonia selective catalytic reduction (SCR) system. The passive NH3 SCR system is a potential approach for controlling nitrogen oxides (NOX) emissions from lean burn gasoline engines. In this system, NH3 is generated over a close-coupled TWC during periodic slightly-rich engine operation and subsequently stored on an underfloor SCR catalyst. Upon switching to lean, NOX passes through the TWC and is reduced by the stored NH3 on the SCR catalyst.more » Adding a NOX storage component to a TWC provides two benefits in the context of a passive SCR system: (1) enabling longer lean operation by storing NOX upstream and preserving NH3 inventory on the downstream SCR catalyst; and (2) increasing the quantity and rate of NH3 production during rich operation. Since the fuel penalty associated with passive SCR NOX control depends on the fraction of time that the engine is running rich rather than lean, both benefits (longer lean times and shorter rich times achieved via improved NH3 production) will decrease the passive SCR fuel penalty. However, these benefits are primarily realized at low to moderate temperatures (300-500 °C), where the NOX storage component is able to store NOX, with little to no benefit at higher temperatures (>500 °C), where NOX storage is no longer effective. This study discusses engine parameters and control strategies affecting the NH3 generation over a TWC with NOX storage component.« less

Process for converting light alkanes to higher hydrocarbons

DOEpatents

Noceti, Richard P.; Taylor, Charles E.

1988-01-01

A process is disclosed for the production of aromatic-rich, gasoline boiling range hydrocarbons from the lower alkanes, particularly from methane. The process is carried out in two stages. In the first, alkane is reacted with oxygen and hydrogen chloride over an oxyhydrochlorination catalyst such as copper chloride with minor proportions of potassium chloride and rare earth chloride. This produces an intermediate gaseous mixture containing water and chlorinated alkanes. The chlorinated alkanes are contacted with a crystalline aluminosilicate catalyst in the hydrogen or metal promoted form to produce gasoline range hydrocarbons with a high proportion of aromatics and a small percentage of light hydrocarbons (C.sub.2 -C.sub.4). The light hydrocarbons can be recycled for further processing over the oxyhydrochlorination catalyst.

40 CFR 1045.645 - What special provisions apply for converting an engine to use an alternate fuel?

Code of Federal Regulations, 2010 CFR

2010-07-01

... converting an engine to use an alternate fuel? 1045.645 Section 1045.645 Protection of Environment... for converting an engine to use an alternate fuel? A certificate of conformity is no longer valid for.... This section applies if such modifications are done to convert the engine to run on a different fuel...

Summary of Salient Findings of "Natural Attenuation of the Lead Scavengers 1,2-Dibromoethane (EDB) and 1,2-Dichloroethane (1,2-DCA) at Motor Fuel Release Sites and Implications for Risk Management"

EPA Science Inventory

Tetra-ethyl lead was widely used in leaded automobile gasoline from 1923 until 1987 (See Figure 1). To prevent lead deposits from fouling the engine, 1,2-dibromoethane (EDB) and 1,2-dichloroethane (1,2-DCA) were added to the gasoline to act as lead scavengers. These compounds r...

Defense Energy Information System (DEIS): DEIS-80 Design System Specification. Revision A.

DTIC Science & Technology

1981-07-01

and consumption of petroleum products such as aviation gasoline, jet fuels, motor gasolines, distillate, and residual oil within DoD. DEIS I software...water, fuel oil , coal, solar/thermal power, and wind power. This subsystem also reports environmental data such as degree days during a reporting period...Petroleum Oil and Lubricants Officer, the Fuels Officer, the Supply Of- ficer, or the Engineering Officer on the base or facility consolidate in

Ceramics potential in automotive powerplants

NASA Technical Reports Server (NTRS)

Mclean, A. F.

1983-01-01

The paper addresses the potential that ceramic materials can play an important role in future automotive powerplants - both advanced heat engines and advanced battery systems. A number of related experimental programs are reviewed including ceramics for gasoline and diesel piston engines, gas turbine and Stirling Engines and sodium-sulfur batteries. A strong integrated program to develop ceramics technology is recommended.

Construction Mechanic, Engine Tune-Up I, 8-7. Military Curriculum Materials for Vocational and Technical Education.

ERIC Educational Resources Information Center

Ohio State Univ., Columbus. National Center for Research in Vocational Education.

This course, adapted from military curriculum materials for use in vocational and technical education, teaches students to perform a complete engine tune-up using appropriate hand tools, special tools, and testing equipment. Students completing the course will be able to diagnose gasoline-engine performance and perform corrective measures to…

40 CFR 86.096-26 - Mileage and service accumulation; emission measurements.

Code of Federal Regulations, 2010 CFR

2010-07-01

..., Light-Duty Trucks and Heavy-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural... determination. Any engine used to represent emission-data engine selections under § 86.094-24(b)(2) shall be... selection under § 86.094-24(b)(2). Evaporative emission controls must be connected, as described in § 86...

40 CFR 86.096-26 - Mileage and service accumulation; emission measurements.

Code of Federal Regulations, 2011 CFR

2011-07-01

..., Light-Duty Trucks and Heavy-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural... determination. Any engine used to represent emission-data engine selections under § 86.094-24(b)(2) shall be... selection under § 86.094-24(b)(2). Evaporative emission controls must be connected, as described in § 86...

40 CFR 86.007-15 - NOX and particulate averaging, trading, and banking for heavy-duty engines.

Code of Federal Regulations, 2010 CFR

2010-07-01

..., and banking for heavy-duty engines. 86.007-15 Section 86.007-15 Protection of Environment... Light-Duty Vehicles, Light-Duty Trucks and Heavy-Duty Engines, and for 1985 and Later Model Year New Gasoline Fueled, Natural Gas-Fueled, Liquefied Petroleum Gas-Fueled and Methanol-Fueled Heavy-Duty Vehicles...

Toward the development of Raman spectroscopy as a nonperturbative online monitoring tool for gasoline adulteration.

PubMed

Tan, Khay M; Barman, Ishan; Dingari, Narahara C; Singh, Gajendra P; Chia, Tet F; Tok, Wee L

2013-02-05

There is a critical need for a real-time, nonperturbative probe for monitoring the adulteration of automotive gasoline. Running on adulterated fuel leads to a substantive increase in air pollution, because of increased tailpipe emissions of harmful pollutants, as well as a reduction in engine performance. Consequently, both classification of the gasoline type and quantification of the adulteration content are of great significance for quality control. Gasoline adulteration detection is currently carried out in the laboratory with gas chromatography, which is time-consuming and costly. Here, we propose the application of Raman spectroscopic measurements for on-site rapid detection of gasoline adulteration. In this proof-of-principle report, we demonstrate the effectiveness of Raman spectra, in conjunction with multivariate analysis methods, in classifying the base oil types and simultaneously detecting the adulteration content in a wide range of commercial gasoline mixtures, both in their native states and spiked with different adulterants. In particular, we show that Raman spectra acquired with an inexpensive noncooled detector provides adequate specificity to clearly discriminate between the gasoline samples and simultaneously characterize the specific adulterant content with a limit of detection below 5%. Our promising results in this study illustrate, for the first time, the capability and the potential of Raman spectroscopy, together with multivariate analysis, as a low-cost, powerful tool for on-site rapid detection of gasoline adulteration and opens substantive avenues for applications in related fields of quality control in the oil industry.

EMISSIONS FROM TWO OUTBOARD ENGINES OPERATING ON REFORMULATED GASOLINE CONTAINING MTBE

EPA Science Inventory

Air and water pollutant emissions were measured from two 9.9 HP outboard engines: a two-stroke Evinrude and its four-stroke Honda counterpart. In addition to the measurement of regulated air pollutants, speciated organic pollutants and particulate matter emissions were determi...

Diesel Powered School Buses: An Update.

ERIC Educational Resources Information Center

Gresham, Robert

1984-01-01

Because diesel engines are more economical and longer-lasting than gasoline engines, school districts are rapidly increasing their use of diesel buses. Dependence on diesel power, however, entails vulnerability to cost increases due to the unreliability of crude oil supplies and contributes to air pollution. (MCG)

40 CFR 1048.801 - What definitions apply to this part?

Code of Federal Regulations, 2010 CFR

2010-07-01

.... Exhaust-gas recirculation (EGR), turbochargers, and oxygen sensors are not aftertreatment. Aircraft means... device means any element of design that senses temperature, motive speed, engine rpm, transmission gear... oxygen. For example, stoichiometric combustion in a gasoline-fueled engine typically occurs at an air...

40 CFR 1048.801 - What definitions apply to this part?

Code of Federal Regulations, 2013 CFR

2013-07-01

.... Exhaust-gas recirculation (EGR), turbochargers, and oxygen sensors are not aftertreatment. Aircraft means... device means any element of design that senses temperature, motive speed, engine rpm, transmission gear... oxygen. For example, stoichiometric combustion in a gasoline-fueled engine typically occurs at an air...

40 CFR 1048.801 - What definitions apply to this part?

Code of Federal Regulations, 2014 CFR

2014-07-01

.... Exhaust-gas recirculation (EGR), turbochargers, and oxygen sensors are not aftertreatment. Aircraft means... device means any element of design that senses temperature, motive speed, engine rpm, transmission gear... oxygen. For example, stoichiometric combustion in a gasoline-fueled engine typically occurs at an air...

AIR CONTAMINANT EXPOSURE DURING THE OPERATION OF LAWN AND GARDEN EQUIPMENT

EPA Science Inventory

The U.S. Environmental Protection Agency (EPA) initiated the Small Engine Exposure Study (SEES) to evaluate potential exposures among users of small, gasoline-powered, non-road spark-ignition (SI) lawn and garden engines. Equipment tested included riding tractors, walk-behind la...

Gasoline-Engine Assembler (engine & turbine) 806.781; Internal-Combustion-Engine-Assembler (engine & turbine) 806.781; Outboard-Motor Assembler (engine & turbine) 806.781--Technical Report on Development of USTES Aptitude Test Battery.

ERIC Educational Resources Information Center

Manpower Administration (DOL), Washington, DC. U.S. Training and Employment Service.

The United States Training and Employment Service General Aptitude Test Battery (GATB), first published in 1947, has been included in a continuing program of research to validate the tests against success in many different occupations. The GATB consists of 12 tests which measure nine aptitudes: General Learning Ability; Verbal Aptitude; Numerical…

The relationship between gasoline composition and vehicle hydrocarbon emissions: a review of current studies and future research needs.

PubMed Central

Schuetzle, D; Siegl, W O; Jensen, T E; Dearth, M A; Kaiser, E W; Gorse, R; Kreucher, W; Kulik, E

1994-01-01

The purpose of this paper is to review current studies concerning the relationship of fuel composition to vehicle engine-out and tail-pipe emissions and to outline future research needed in this area. A number of recent combustion experiments and vehicle studies demonstrated that reformulated gasoline can reduce vehicle engine-out, tail-pipe, running-loss, and evaporative emissions. Some of these studies were extended to understand the fundamental relationships between fuel composition and emissions. To further establish these relationships, it was necessary to develop advanced analytical methods for the qualitative and quantitative analysis of hydrocarbons in fuels and vehicle emissions. The development of real-time techniques such as Fourier transform infrared spectroscopy, laser diode spectroscopy, and atmospheric pressure ionization mass spectrometry were useful in studying the transient behavior of exhaust emissions under various engine operating conditions. Laboratory studies using specific fuels and fuel blends were carried out using pulse flame combustors, single- and multicylinder engines, and vehicle fleets. Chemometric statistical methods were used to analyze the large volumes of emissions data generated from these studies. Models were developed that were able to accurately predict tail-pipe emissions from fuel chemical and physical compositional data. Some of the primary fuel precursors for benzene, 1,3-butadiene, formaldehyde, acetaldehyde and C2-C4 alkene emissions are described. These studies demonstrated that there is a strong relationship between gasoline composition and tail-pipe emissions. PMID:7529705

The relationship between gasoline composition and vehicle hydrocarbon emissions: a review of current studies and future research needs.

PubMed

Schuetzle, D; Siegl, W O; Jensen, T E; Dearth, M A; Kaiser, E W; Gorse, R; Kreucher, W; Kulik, E

1994-10-01

The purpose of this paper is to review current studies concerning the relationship of fuel composition to vehicle engine-out and tail-pipe emissions and to outline future research needed in this area. A number of recent combustion experiments and vehicle studies demonstrated that reformulated gasoline can reduce vehicle engine-out, tail-pipe, running-loss, and evaporative emissions. Some of these studies were extended to understand the fundamental relationships between fuel composition and emissions. To further establish these relationships, it was necessary to develop advanced analytical methods for the qualitative and quantitative analysis of hydrocarbons in fuels and vehicle emissions. The development of real-time techniques such as Fourier transform infrared spectroscopy, laser diode spectroscopy, and atmospheric pressure ionization mass spectrometry were useful in studying the transient behavior of exhaust emissions under various engine operating conditions. Laboratory studies using specific fuels and fuel blends were carried out using pulse flame combustors, single- and multicylinder engines, and vehicle fleets. Chemometric statistical methods were used to analyze the large volumes of emissions data generated from these studies. Models were developed that were able to accurately predict tail-pipe emissions from fuel chemical and physical compositional data. Some of the primary fuel precursors for benzene, 1,3-butadiene, formaldehyde, acetaldehyde and C2-C4 alkene emissions are described. These studies demonstrated that there is a strong relationship between gasoline composition and tail-pipe emissions.

Economic and environmental benefits of higher-octane gasoline.

PubMed

Speth, Raymond L; Chow, Eric W; Malina, Robert; Barrett, Steven R H; Heywood, John B; Green, William H

2014-06-17

We quantify the economic and environmental benefits of designing U.S. light-duty vehicles (LDVs) to attain higher fuel economy by utilizing higher octane (98 RON) gasoline. We use engine simulations, a review of experimental data, and drive cycle simulations to estimate the reduction in fuel consumption associated with using higher-RON gasoline in individual vehicles. Lifecycle CO2 emissions and economic impacts for the U.S. LDV fleet are estimated based on a linear-programming refinery model, a historically calibrated fleet model, and a well-to-wheels emissions analysis. We find that greater use of high-RON gasoline in appropriately tuned vehicles could reduce annual gasoline consumption in the U.S. by 3.0-4.4%. Accounting for the increase in refinery emissions from production of additional high-RON gasoline, net CO2 emissions are reduced by 19-35 Mt/y in 2040 (2.5-4.7% of total direct LDV CO2 emissions). For the strategies studied, the annual direct economic benefit is estimated to be $0.4-6.4 billion in 2040, and the annual net societal benefit including the social cost of carbon is estimated to be $1.7-8.8 billion in 2040. Adoption of a RON standard in the U.S. in place of the current antiknock index (AKI) may enable refineries to produce larger quantities of high-RON gasoline.

Application of positive matrix factorization to identify potential sources of PAHs in soil of Dalian, China.

PubMed

Wang, Degao; Tian, Fulin; Yang, Meng; Liu, Chenlin; Li, Yi-Fan

2009-05-01

Soil derived sources of polycyclic aromatic hydrocarbons (PAHs) in the region of Dalian, China were investigated using positive matrix factorization (PMF). Three factors were separated based on PMF for the statistical investigation of the datasets both in summer and winter. These factors were dominated by the pattern of single sources or groups of similar sources, showing seasonal and regional variations. The main sources of PAHs in Dalian soil in summer were the emissions from coal combustion average (46%), diesel engine (30%), and gasoline engine (24%). In winter, the main sources were the emissions from coal-fired boiler (72%), traffic average (20%), and gasoline engine (8%). These factors with strong seasonality indicated that coal combustion in winter and traffic exhaust in summer dominated the sources of PAHs in soil. These results suggested that PMF model was a proper approach to identify the sources of PAHs in soil.

Alternative Fuels Data Center: Utah Transportation Data for Alternative

Science.gov Websites

Transportation Fuel Consumption Source: State Energy Data System based on beta data converted to gasoline gallon Source: BioFuels Atlas from the National Renewable Energy Laboratory Case Studies Video thumbnail for /gallon $2.42/GGE $2.50/gallon $2.50/GGE Diesel $2.82/gallon $2.54/GGE $2.96/gallon $2.66/GGE Source

DOE Office of Scientific and Technical Information (OSTI.GOV)

Som, Sibendu; Wang, Zihan; Pei, Yuanjiang

A state-of-the-art spray modeling methodology, recently presented by Senecal et al. [ , , ], is applied to Large Eddy Simulations (LES) of vaporizing gasoline sprays. Simulations of non-combusting Spray G (gasoline fuel) from the Engine Combustion Network are performed. Adaptive mesh refinement (AMR) with cell sizes from 0.09 mm to 0.5 mm are utilized to further demonstrate grid convergence of the dynamic structure LES model for the gasoline sprays. Grid settings are recommended to optimize the accuracy/runtime tradeoff for LES-based spray simulations at different injection pressure conditions typically encountered in gasoline direct injection (GDI) applications. The influence of LESmore » sub-grid scale (SGS) models is explored by comparing the results from dynamic structure and Smagorinsky based models against simulations without any SGS model. Twenty different realizations are simulated by changing the random number seed used in the spray sub-models. It is shown that for global quantities such as spray penetration, comparing a single LES simulation to experimental data is reasonable. Through a detailed analysis using the relevance index (RI) criteria, recommendations are made regarding the minimum number of LES realizations required for accurate prediction of the gasoline sprays.« less

Hydrogenation and hydrodeoxygenation of biomass-derived oxygenates to liquid alkanes for transportation fuels.

PubMed

Sun, Shaohui; Yang, Ruishu; Wang, Xin; Yan, Shaokang

2018-04-01

An attractive approach for the production of transportation fuels from renewable biomass resources is to convert oxygenates into alkanes. In this paper, C 5 -C 20 alkanes formed via the hydrogenation and hydrodeoxygenation of the oligomers of furfuryl alcohol(FA) can be used as gasoline, diesel and jet fuel fraction. The first step of the process is the oligomers of FA convert into hydrogenated products over Raney Ni catalyst in a batch reactor. The second step of the process converts hydrogenated products to alkanes via hydrodeoxygenation over different bi-functional catalysts include hydrogenation and acidic deoxidization active sites. After this process, the oxygen content decreased from 22.1 wt% in the oligomers of FA to 0.58 wt% in the hydrodeoxygenation products.

40 CFR 86.1102-87 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-07-01

... for Gasoline-Fueled and Diesel Heavy-Duty Engines and Heavy-Duty Vehicles, Including Light-Duty Trucks... means the deteriorated pollutant emissions level at the 60th percentile point for a population of heavy-duty engines or heavy-duty vehicles subject to Production Compliance Audit testing pursuant to the...

40 CFR 80.140 - Definitions.

Code of Federal Regulations, 2013 CFR

2013-07-01

...-refinery component. Automated detergent blending facility means any facility (including, but not limited to... through the fuel injector(s). Gasoline means any fuel for use in motor vehicles and motor vehicle engines, including both highway and off-highway vehicles and engines, and commonly or commercially known or sold as...

Exergetic life cycle assessment of hydrogen production from renewables

NASA Astrophysics Data System (ADS)

Granovskii, Mikhail; Dincer, Ibrahim; Rosen, Marc A.

Life cycle assessment is extended to exergetic life cycle assessment and used to evaluate the exergy efficiency, economic effectiveness and environmental impact of producing hydrogen using wind and solar energy in place of fossil fuels. The product hydrogen is considered a fuel for fuel cell vehicles and a substitute for gasoline. Fossil fuel technologies for producing hydrogen from natural gas and gasoline from crude oil are contrasted with options using renewable energy. Exergy efficiencies and greenhouse gas and air pollution emissions are evaluated for all process steps, including crude oil and natural gas pipeline transportation, crude oil distillation and natural gas reforming, wind and solar electricity generation, hydrogen production through water electrolysis, and gasoline and hydrogen distribution and utilization. The use of wind power to produce hydrogen via electrolysis, and its application in a fuel cell vehicle, exhibits the lowest fossil and mineral resource consumption rate. However, the economic attractiveness, as measured by a "capital investment effectiveness factor," of renewable technologies depends significantly on the ratio of costs for hydrogen and natural gas. At the present cost ratio of about 2 (per unit of lower heating value or exergy), capital investments are about five times lower to produce hydrogen via natural gas rather than wind energy. As a consequence, the cost of wind- and solar-based electricity and hydrogen is substantially higher than that of natural gas. The implementation of a hydrogen fuel cell instead of an internal combustion engine permits, theoretically, an increase in a vehicle's engine efficiency of about of two times. Depending on the ratio in engine efficiencies, the substitution of gasoline with "renewable" hydrogen leads to (a) greenhouse gas (GHG) emissions reductions of 12-23 times for hydrogen from wind and 5-8 times for hydrogen from solar energy, and (b) air pollution (AP) emissions reductions of 38-76 times for hydrogen from wind and 16-32 times for hydrogen from solar energy. By comparison, substitution of gasoline with hydrogen from natural gas allows reductions in GHG emissions only as a result of the increased efficiency of a fuel cell engine, and a reduction of AP emissions of 2.5-5 times. These data suggest that "renewable" hydrogen represents a potential long-term solution to many environmental problems.

Feasibility study for convertible engine torque converter

NASA Technical Reports Server (NTRS)

1985-01-01

The feasibility study has shown that a dump/fill type torque converter has excellent potential for the convertible fan/shaft engine. The torque converter space requirement permits internal housing within the normal flow path of a turbofan engine at acceptable engine weight. The unit permits operating the engine in the turboshaft mode by decoupling the fan. To convert to turbofan mode, the torque converter overdrive capability bring the fan speed up to the power turbine speed to permit engagement of a mechanical lockup device when the shaft speed are synchronized. The conversion to turbofan mode can be made without drop of power turbine speed in less than 10 sec. Total thrust delivered to the aircraft by the proprotor, fan, and engine during tansient can be controlled to prevent loss of air speed or altitude. Heat rejection to the oil is low, and additional oil cooling capacity is not required. The turbofan engine aerodynamic design is basically uncompromised by convertibility and allows proper fan design for quiet and efficient cruise operation. Although the results of the feasibility study are exceedingly encouraging, it must be noted that they are based on extrapolation of limited existing data on torque converters. A component test program with three trial torque converter designs and concurrent computer modeling for fluid flow, stress, and dynamics, updated with test results from each unit, is recommended.

Comparison of Airway Responses Induced in a Mouse Model by the Gas and Particulate Fractions of Gasoline Direct Injection Engine Exhaust.

PubMed

Maikawa, Caitlin L; Zimmerman, Naomi; Ramos, Manuel; Shah, Mittal; Wallace, James S; Pollitt, Krystal J Godri

2018-03-01

Diesel exhaust has been associated with asthma, but its response to other engine emissions is not clear. The increasing prevalence of vehicles with gasoline direct injection (GDI) engines motivated this study, and the objective was to evaluate pulmonary responses induced by acute exposure to GDI engine exhaust in an allergic asthma murine model. Mice were sensitized with an allergen to induce airway hyperresponsiveness or treated with saline (non-allergic group). Animals were challenged for 2-h to exhaust from a laboratory GDI engine operated at conditions equivalent to a highway cruise. Exhaust was filtered to assess responses induced by the particulate and gas fractions. Short-term exposure to particulate matter from GDI engine exhaust induced upregulation of genes related to polycyclic aromatic hydrocarbon (PAH) metabolism ( Cyp1b1 ) and inflammation ( TNFα ) in the lungs of non-allergic mice. High molecular weight PAHs dominated the particulate fraction of the exhaust, and this response was therefore likely attributable to the presence of these PAHs. The particle fraction of GDI engine exhaust further contributed to enhanced methacholine responsiveness in the central and peripheral tissues in animals with airway hyperresponsiveness. As GDI engines gain prevalence in the vehicle fleet, understanding the health impacts of their emissions becomes increasingly important.

Comparison of Airway Responses Induced in a Mouse Model by the Gas and Particulate Fractions of Gasoline Direct Injection Engine Exhaust

PubMed Central

Maikawa, Caitlin L.; Zimmerman, Naomi; Ramos, Manuel; Wallace, James S.; Pollitt, Krystal J. Godri

2018-01-01

Diesel exhaust has been associated with asthma, but its response to other engine emissions is not clear. The increasing prevalence of vehicles with gasoline direct injection (GDI) engines motivated this study, and the objective was to evaluate pulmonary responses induced by acute exposure to GDI engine exhaust in an allergic asthma murine model. Mice were sensitized with an allergen to induce airway hyperresponsiveness or treated with saline (non-allergic group). Animals were challenged for 2-h to exhaust from a laboratory GDI engine operated at conditions equivalent to a highway cruise. Exhaust was filtered to assess responses induced by the particulate and gas fractions. Short-term exposure to particulate matter from GDI engine exhaust induced upregulation of genes related to polycyclic aromatic hydrocarbon (PAH) metabolism (Cyp1b1) and inflammation (TNFα) in the lungs of non-allergic mice. High molecular weight PAHs dominated the particulate fraction of the exhaust, and this response was therefore likely attributable to the presence of these PAHs. The particle fraction of GDI engine exhaust further contributed to enhanced methacholine responsiveness in the central and peripheral tissues in animals with airway hyperresponsiveness. As GDI engines gain prevalence in the vehicle fleet, understanding the health impacts of their emissions becomes increasingly important. PMID:29494515

Fast automotive diesel exhaust measurement using quantum cascade lasers

NASA Astrophysics Data System (ADS)

Herbst, J.; Brunner, R.; Lambrecht, A.

2013-12-01

Step by step, US and European legislations enforce the further reduction of atmospheric pollution caused by automotive exhaust emissions. This is pushing automotive development worldwide. Fuel efficient diesel engines with SCRtechnology can impede NO2-emission by reduction with NH3 down to the ppm range. To meet the very low emission limits of the Euro6 resp. US NLEV (National Low Emission Vehicle) regulations, automotive manufacturers have to optimize continuously all phases of engine operation and corresponding catalytic converters. Especially nonstationary operation holds a high potential for optimizing gasoline consumption and further reducing of pollutant emissions. Test equipment has to cope with demanding sensitivity and speed requirements. In the past Fraunhofer IPM has developed a fast emission analyzer called DEGAS (Dynamic Exhaust Gas Analyzer System), based on cryogenically cooled lead salt lasers. These systems have been used at Volkswagen AG`s test benches for a decade. Recently, IPM has developed DEGAS-Next which is based on cw quantum cascade lasers and thermoelectrically cooled detectors. The system is capable to measure three gas components (i.e. NO, NO2, NH3) in two channels with a time resolution of 20 ms and 1 ppm detection limits. We shall present test data and a comparison with fast FTIR measurements.

Effects of fresh lubricant oils on particle emissions emitted by a modern gasoline direct injection passenger car.

PubMed

Pirjola, Liisa; Karjalainen, Panu; Heikkilä, Juha; Saari, Sampo; Tzamkiozis, Theodoros; Ntziachristos, Leonidas; Kulmala, Kari; Keskinen, Jorma; Rönkkö, Topi

2015-03-17

Particle emissions from a modern turbocharged gasoline direct injection passenger car equipped with a three-way catalyst and an exhaust gas recirculation system were studied while the vehicle was running on low-sulfur gasoline and, consecutively, with five different lubrication oils. Exhaust particle number concentration, size distribution, and volatility were determined both at laboratory and on-road conditions. The results indicated that the choice of lubricant affected particle emissions both during the cold start and warm driving cycles. However, the contribution of engine oil depended on driving conditions being higher during acceleration and steady state driving than during deceleration. The highest emission factors were found with two oils that had the highest metal content. The results indicate that a 10% decrease in the Zn content of engine oils is linked with an 11-13% decrease to the nonvolatile particle number emissions in steady driving conditions and a 5% decrease over the New European Driving Cycle. The effect of lubricant on volatile particles was even higher, on the order of 20%.

Pilot-scale studies of soil vapor extraction and bioventing for remediation of a gasoline spill at Cameron Station, Alexandria, Virginia

DOE Office of Scientific and Technical Information (OSTI.GOV)

Harrison, W.; Joss, C.J.; Martino, L.E.

Approximately 10,000 gal of spilled gasoline and unknown amounts Of trichloroethylene and benzene were discovered at the US Army`s Cameron Station facility. Because the base is to be closed and turned over to the city of Alexandria in 1995, the Army sought the most rapid and cost-effective means of spill remediation. At the request of the Baltimore District of the US Army Corps of Engineers, Argonne conducted a pilot-scale study to determine the feasibility of vapor extraction and bioventing for resolving remediation problems and to critique a private firm`s vapor-extraction design. Argonne staff, working with academic and private-sector participants, designedmore » and implemented a new systems approach to sampling, analysis and risk assessment. The US Geological Survey`s AIRFLOW model was adapted for the study to simulate the performance of possible remediation designs. A commercial vapor-extraction machine was used to remove nearly 500 gal of gasoline from Argonne-installed horizontal wells. By incorporating numerous design comments from the Argonne project team, field personnel improved the system`s performance. Argonne staff also determined that bioventing stimulated indigenous bacteria to bioremediate the gasoline spin. The Corps of Engineers will use Argonne`s pilot-study approach to evaluate remediation systems at field operation sites in several states.« less

Updating the U.S. Life Cycle GHG Petroleum Baseline to 2014 with Projections to 2040 Using Open-Source Engineering-Based Models.

PubMed

Cooney, Gregory; Jamieson, Matthew; Marriott, Joe; Bergerson, Joule; Brandt, Adam; Skone, Timothy J

2017-01-17

The National Energy Technology Laboratory produced a well-to-wheels (WTW) life cycle greenhouse gas analysis of petroleum-based fuels consumed in the U.S. in 2005, known as the NETL 2005 Petroleum Baseline. This study uses a set of engineering-based, open-source models combined with publicly available data to calculate baseline results for 2014. An increase between the 2005 baseline and the 2014 results presented here (e.g., 92.4 vs 96.2 g CO 2 e/MJ gasoline, + 4.1%) are due to changes both in modeling platform and in the U.S. petroleum sector. An updated result for 2005 was calculated to minimize the effect of the change in modeling platform, and emissions for gasoline in 2014 were about 2% lower than in 2005 (98.1 vs 96.2 g CO 2 e/MJ gasoline). The same methods were utilized to forecast emissions from fuels out to 2040, indicating maximum changes from the 2014 gasoline result between +2.1% and -1.4%. The changing baseline values lead to potential compliance challenges with frameworks such as the Energy Independence and Security Act (EISA) Section 526, which states that Federal agencies should not purchase alternative fuels unless their life cycle GHG emissions are less than those of conventionally produced, petroleum-derived fuels.

Five-cylinder engine as an economical, smooth-running power plant

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hauk, F.; Dommes, W.

For the first time in the history of automobile engineering, AUDI NSU has introduced a 5-cylinder in-line gasoline engine for production cars designed to run at speeds up to about 7,000 rpm. This unusual new design makes it possible to set new standards of performance and smoothness, while still retaining the advantages of front wheel drive.

40 CFR 86.008-10 - Emission standards for 2008 and later model year Otto-cycle heavy-duty engines and vehicles.

Code of Federal Regulations, 2013 CFR

2013-07-01

...-methane Hydrocarbons (NMHC) for engines fueled with either gasoline, natural gas, or liquefied petroleum gas. 0.14 grams per brake horsepower-hour (0.052grams per megajoule). (B) Non-methane Hydrocarbon... production of heavy-duty Otto-cycle motor vehicle engines for model year 2008, except as explicitly allowed...

40 CFR 86.008-10 - Emission standards for 2008 and later model year Otto-cycle heavy-duty engines and vehicles.

Code of Federal Regulations, 2012 CFR

2012-07-01

...-methane Hydrocarbons (NMHC) for engines fueled with either gasoline, natural gas, or liquefied petroleum gas. 0.14 grams per brake horsepower-hour (0.052grams per megajoule). (B) Non-methane Hydrocarbon... production of heavy-duty Otto-cycle motor vehicle engines for model year 2008, except as explicitly allowed...

40 CFR 86.008-10 - Emission standards for 2008 and later model year Otto-cycle heavy-duty engines and vehicles.

Code of Federal Regulations, 2011 CFR

2011-07-01

...-methane Hydrocarbons (NMHC) for engines fueled with either gasoline, natural gas, or liquefied petroleum gas. 0.14 grams per brake horsepower-hour (0.052grams per megajoule). (B) Non-methane Hydrocarbon... production of heavy-duty Otto-cycle motor vehicle engines for model year 2008, except as explicitly allowed...

DOE Office of Scientific and Technical Information (OSTI.GOV)

Conway, R.

This article describes a petrol (gasoline) engine development project to combine the duel technologies of an Otto cycle engine with a modified cooling system and a high-tech processor-controlled bottoming cycle to harness not only the waste heat from the exhaust gases but also a significant proportion of the heat lost by a conventional petrol engine to the water coolant, resulting in a very substantial increase in energy conversion efficiency.

Modelling the average velocity of propagation of the flame front in a gasoline engine with hydrogen additives

NASA Astrophysics Data System (ADS)

Smolenskaya, N. M.; Smolenskii, V. V.

2018-01-01

The paper presents models for calculating the average velocity of propagation of the flame front, obtained from the results of experimental studies. Experimental studies were carried out on a single-cylinder gasoline engine UIT-85 with hydrogen additives up to 6% of the mass of fuel. The article shows the influence of hydrogen addition on the average velocity propagation of the flame front in the main combustion phase. The dependences of the turbulent propagation velocity of the flame front in the second combustion phase on the composition of the mixture and operating modes. The article shows the influence of the normal combustion rate on the average flame propagation velocity in the third combustion phase.

Designing a combined casting mold for manufacture of a gasoline centrifugal pump body using CAD/CAM-systems

NASA Astrophysics Data System (ADS)

Galin, N. E.; Ogol, I. I.; Chervach, Yu B.; Dammer, V. Kh; Ru, Jia Hong

2017-02-01

The present paper examines designing of a combined casting mold for manufacture of a gasoline centrifugal pump body. The paper offers technological solutions for obtaining high quality castings at the testing stage of the finished mold. The paper is intended for practical use and prepared by order of JSC ‘Tomsk Electrical Engineering Plant’ using software and equipment of the department ‘Technologies of Computer-Aided Machinery Manufacturing’ of the Tomsk Polytechnic University (TPU) under the economic contract within state import substitution program. In preparing the paper, CAD/CAM-systems KOMPAS-3D and PowerMILL were used. In 2015, the designed casting mold was introduced into the production process at JSC ‘Tomsk Electrical Engineering Plant’.

40 CFR 1054.205 - What must I include in my application?

Code of Federal Regulations, 2012 CFR

2012-07-01

... emission family's specifications and other basic parameters of the engine's design and emission controls. List the fuel type on which your engines are designed to operate (for example, all-season gasoline... emission control systems operate. Describe the evaporative emission controls and show how your design will...

40 CFR 1054.205 - What must I include in my application?

Code of Federal Regulations, 2011 CFR

2011-07-01

... emission family's specifications and other basic parameters of the engine's design and emission controls. List the fuel type on which your engines are designed to operate (for example, all-season gasoline... emission control systems operate. Describe the evaporative emission controls and show how your design will...

40 CFR 1054.205 - What must I include in my application?

Code of Federal Regulations, 2010 CFR

2010-07-01

... emission family's specifications and other basic parameters of the engine's design and emission controls. List the fuel type on which your engines are designed to operate (for example, all-season gasoline... emission control systems operate. Describe the evaporative emission controls and show how your design will...

40 CFR 1054.205 - What must I include in my application?

Code of Federal Regulations, 2013 CFR

2013-07-01

... emission family's specifications and other basic parameters of the engine's design and emission controls. List the fuel type on which your engines are designed to operate (for example, all-season gasoline... emission control systems operate. Describe the evaporative emission controls and show how your design will...

40 CFR 1054.205 - What must I include in my application?

Code of Federal Regulations, 2014 CFR

2014-07-01

... emission family's specifications and other basic parameters of the engine's design and emission controls. List the fuel type on which your engines are designed to operate (for example, all-season gasoline... emission control systems operate. Describe the evaporative emission controls and show how your design will...

10 Tips to Protect Yourself from Unhealthy Air

MedlinePlus

... parts of the country. Use hand-powered or electric lawn care equipment rather than gasoline-powered. Old two-stroke engines like lawnmowers and leaf or snow blowers often have no pollution control devices. They can pollute the air even more than cars, though engines sold since 2011 are cleaner. Don' ...

40 CFR 86.315-79 - General analyzer specifications.

Code of Federal Regulations, 2012 CFR

2012-07-01

... PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86... range used. The analyzer span is defined as the difference between the span-response and the zero...

40 CFR 86.327-79 - Quench checks; NOX analyzer.

Code of Federal Regulations, 2012 CFR

2012-07-01

... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86.327-79..., recalibrate and repeat the quench check. (4) Prior to testing, the difference between the calculated NOX...

40 CFR 86.315-79 - General analyzer specifications.

Code of Federal Regulations, 2010 CFR

2010-07-01

... PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86... range used. The analyzer span is defined as the difference between the span-response and the zero...

40 CFR 86.315-79 - General analyzer specifications.

Code of Federal Regulations, 2011 CFR

2011-07-01

... PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86... range used. The analyzer span is defined as the difference between the span-response and the zero...

40 CFR 86.331-79 - Hydrocarbon analyzer calibration.

Code of Federal Regulations, 2013 CFR

2013-07-01

... PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and Diesel-Fueled Heavy-Duty Engines; Gaseous Exhaust Test Procedures § 86... difference between the span-gas response and the zero-gas response. Incrementally adjust the fuel flow above...