Pollution reduction technology program for turboprop engines

NASA Technical Reports Server (NTRS)

Tomlinson, J. G.

1977-01-01

The reduction of CO, HC, and smoke emissions while maintaining acceptable NO(x) emissions without affecting fuel consumption, durability, maintainability, and safety was accomplished. Component combustor concept screening directed toward the demonstration of advanced combustor technology required to meet the EPA exhaust emissions standards for class P2 turboprop engines was covered. The combustion system for the Allison 501-D22A engine was used, and three combustor design concepts - reverse flow, prechamber, and staged fuel were evaluated.

Projects to Improve Air Quality at Ports – 2014 Diesel Emissions Reduction Act (DERA) Funding Opportunity - Closed Announcement FY 2014

EPA Pesticide Factsheets

OTAQ is soliciting proposals that achieve reductions in diesel emissions produced by diesel engines and diesel emissions exposure, from fleets operating at marine and inland water ports under the Diesel Emissions Reduction Act (DERA).

Projects to Improve Air Quality at Ports – 2013 Diesel Emissions Reduction Act (DERA) Funding Opportunity - Closed Announcement FY 2014

EPA Pesticide Factsheets

OTAQ is soliciting proposals that achieve reductions in diesel emissions produced by diesel engines and diesel emissions exposure, from fleets operating at marine and inland water ports under the Diesel Emissions Reduction Act (DERA).

Feasibility of Reburning for Controlling NOx Emissions from Air Force Jet Engine Test Cells

DTIC Science & Technology

1989-06-01

the engine exhaust by the augmenter air. For this reason, it is important to examine the effect of inlet NOX concentration on achieved reduction...Schedule at Tinker AFB .... ......... 8 3 Typical Nonafterburning Turbine Engine Emission Trends. . 9 4 Temperature of Diluted Exhaust J-79 Engine ... Exhaust Temperature on Reburner NOX Reduction .......... ......................... . 43 24 Effect of Exhaust Gas Inlet Flow Rate on Reburner NOx

Application of an EGR system in a direct injection diesel engine to reduce NOx emissions

NASA Astrophysics Data System (ADS)

De Serio, D.; De Oliveira, A.; Sodré, J. R.

2016-09-01

This work presents the application of an exhaust gas recirculation (EGR) system in a direct injection diesel engine operating with diesel oil containing 7% biodiesel (B7). EGR rates of up to 10% were applied with the primary aim to reduce oxides of nitrogen (NOx) emissions. The experiments were conducted in a 44 kW diesel power generator to evaluate engine performance and emissions for different load settings. The use of EGR caused a peak pressure reduction during the combustion process and a decrease in thermal efficiency, mainly at high engine loads. A reduction of NOx emissions of up to 26% was achieved, though penalizing carbon monoxide (CO) and total hydrocarbons (THC) emissions.

Emission Reduction of Fuel-Staged Aircraft Engine Combustor Using an Additional Premixed Fuel Nozzle.

PubMed

Yamamoto, Takeshi; Shimodaira, Kazuo; Yoshida, Seiji; Kurosawa, Yoji

2013-03-01

The Japan Aerospace Exploration Agency (JAXA) is conducting research and development on aircraft engine technologies to reduce environmental impact for the Technology Development Project for Clean Engines (TechCLEAN). As a part of the project, combustion technologies have been developed with an aggressive target that is an 80% reduction over the NO x threshold of the International Civil Aviation Organization (ICAO) Committee on Aviation Environmental Protection (CAEP)/4 standard. A staged fuel nozzle with a pilot mixer and a main mixer was developed and tested using a single-sector combustor under the target engine's landing and takeoff (LTO) cycle conditions with a rated output of 40 kN and an overall pressure ratio of 25.8. The test results showed a 77% reduction over the CAEP/4 NO x standard. However, the reduction in smoke at thrust conditions higher than the 30% MTO condition and of CO emission at thrust conditions lower than the 85% MTO condition are necessary. In the present study, an additional fuel burner was designed and tested with the staged fuel nozzle in a single-sector combustor to control emissions. The test results show that the combustor enables an 82% reduction in NO x emissions relative to the ICAO CAEP/4 standard and a drastic reduction in smoke and CO emissions.

Lean mixture engine testing and evaluation program. [for automobile engine pollution and fuel performances

NASA Technical Reports Server (NTRS)

Dowdy, M. W.; Hoehn, F. W.; Griffin, D. C.

1975-01-01

Experimental results for fuel consumption and emissions are presented for a 350 CID (5.7 liter) Chevrolet V-8 engine modified for lean operation with gasoline. The lean burn engine achieved peak thermal efficiency at an equivalence ratio of 0.75 and a spark advance of 60 deg BTDC. At this condition the lean burn engine demonstrated a 10% reduction in brake specific fuel consumption compared with the stock engine; however, NOx and hydrocarbon emissions were higher. With the use of spark retard and/or slightly lower equivalence ratios, the NOx emissions performance of the stock engine was matched while showing a 6% reduction in brake specific fuel consumption. Hydrocarbon emissions exceeded the stock values in all cases. Diagnostic data indicate that lean performance in the engine configuration tested is limited by ignition delay, cycle-to-cycle pressure variations, and cylinder-to-cylinder distribution.

Emission reduction potential of using gas-to-liquid and dimethyl ether fuels on a turbocharged diesel engine.

PubMed

Xinling, Li; Zhen, Huang

2009-03-15

A study of engine performance characteristics and both of regulated (CO, HC, NO(x), and smoke) and unregulated (ultrafine particle number, mass concentrations and size distribution) emissions for a turbocharged diesel engine fueled with conventional diesel, gas-to-liquid (GTL) and dimethyl ether (DME) fuels respectively at different engine loads and speeds have been carried out. The results indicated that fuel components significantly affected the engine performance and regulated/unregulated emissions. GTL exhibited almost the same power and torque output as diesel, while improved fuel economy. GTL significantly reduced regulated emissions with average reductions of 21.2% in CO, 15.7% in HC, 15.6% in NO(x) and 22.1% in smoke in comparison to diesel, as well as average reductions in unregulated emissions of total ultrafine particle number (N(tot)) and mass (M(tot)) emissions by 85.3% and 43.9%. DME can significantly increase torque and power, compared with the original diesel engine, as well as significantly reduced regulated emissions of 40.1% in HC, 48.2% in NO(x) and smoke free throughout all the engine conditions. However, N(tot) for DME is close to that for diesel. The reason is that the accumulation mode particle number emissions for DME are very low due to the characteristics of oxygen content and no C-C bond, which promotes the processes of nucleation and condensation of the semi-volatile compounds in the exhaust gas, as a result, a lot of nucleation mode particles produce.

GENERIC VERIFICATION PROTOCOL FOR DETERMINATION OF EMISSIONS REDUCTIONS FROM SELECTIVE CATALYTIC REDUCTIONS CONTROL TECHNOLOGIES FOR HIGHWAY, NONROAD, AND STATIONARY USE DIESEL ENGINES

EPA Science Inventory

The protocol describes the Environmental Technology Verification (ETV) Program's considerations and requirements for verification of emissions reduction provided by selective catalytic reduction (SCR) technologies. The basis of the ETV will be comparison of the emissions and perf...

Particulate Emissions from a Stationary Engine Fueled with Ultra-Low-Sulfur Diesel and Waste-Cooking-Oil-Derived Biodiesel.

PubMed

Betha, Raghu; Balasubramanian, Rajasekhar

2011-10-01

Stationary diesel engines, especially diesel generators, are increasingly being used in both developing countries and developed countries because of increased power demand. Emissions from such engines can have adverse effects on the environment and public health. In this study, particulate emissions from a domestic stationary diesel generator running on ultra-low-sulfur diesel (ULSD) and biodiesel derived from waste cooking oil were characterized for different load conditions. Results indicated a reduction in particulate matter (PM) mass and number emissions while switching diesel to biodiesel. With increase in engine load, it was observed that particle mass increased, although total particle counts decreased for all the fuels. The reduction in total number concentration at higher loads was, however, dependent on percentage of biodiesel in the diesel-biodiesel blend. For pure biodiesel (B100), the reduction in PM emissions for full load compared to idle mode was around 9%, whereas for ULSD the reduction was 26%. A large fraction of ultrafine particles (UFPs) was found in the emissions from biodiesel compared to ULSD. Nearly 90% of total particle concentration in biodiesel emissions comprised ultrafine particles. Particle peak diameter shifted from a smaller to a lower diameter with increase in biodiesel percentage in the fuel mixture. [Box: see text].

Particulate emissions from a stationary engine fueled with ultra-low-sulfur diesel and waste-cooking-oil-derived biodiesel.

PubMed

Betha, Raghu; Balasubramanian, Rajasekhar

2011-10-01

Stationary diesel engines, especially diesel generators, are increasingly being used in both developing countries and developed countries because of increased power demand. Emissions from such engines can have adverse effects on the environment and public health. In this study, particulate emissions from a domestic stationary diesel generator running on ultra-low-sulfur diesel (ULSD) and biodiesel derived from waste cooking oil were characterized for different load conditions. Results indicated a reduction in particulate matter (PM) mass and number emissions while switching diesel to biodiesel. With increase in engine load, it was observed that particle mass increased, although total particle counts decreased for all the fuels. The reduction in total number concentration at higher loads was, however, dependent on percentage of biodiesel in the diesel-biodiesel blend. For pure biodiesel (B100), the reduction in PM emissions for full load compared to idle mode was around 9%, whereas for ULSD the reduction was 26%. A large fraction of ultrafine particles (UFPs) was found in the emissions from biodiesel compared to ULSD. Nearly 90% of total particle concentration in biodiesel emissions comprised ultrafine particles. Particle peak diameter shifted from a smaller to a lower diameter with increase in biodiesel percentage in the fuel mixture.

Aircraft Engine Emissions. [conference

NASA Technical Reports Server (NTRS)

1977-01-01

A conference on a aircraft engine emissions was held to present the results of recent and current work. Such diverse areas as components, controls, energy efficient engine designs, and noise and pollution reduction are discussed.

Diesel Locomotive Exhaust Emission Control and Abatement

DOT National Transportation Integrated Search

1972-06-01

Exhaust emissions from diesel locomotives are a product of engine design and combustion characteristics. These pollutants, control methods, and emissions reduction through engine maintenance and retrofittable equipment changes are discussed in this r...

Reducing air pollutant emissions at airports by controlling aircraft ground operations

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

Gelinas, C.G.; Fan, H.S.L.

1979-02-01

Potential reductions in air pollutant emissions were determined for four stategies to control aircraft ground operations at two case study airports, Los Angeles and San Francisco International Airports. Safety, cost, and fuel savings associated with strategy implementation were examined. Two strategies, aircraft towing and shutdown of one engine during taxi operations, provided significant emission reductions. However, there are a number of safety problems associated with aircraft towing. The shutdown of one engine while taxiing was found to be the most viable strategy because of substantial emission reductions, cost benefits resulting from fuel savings, and no apparent safety problems.

Reduction of aircraft gas turbine engine pollutant emissions

NASA Technical Reports Server (NTRS)

Diehl, L. A.

1978-01-01

To accomplish simultaneous reduction of unburned hydrocarbons, carbon monoxide, and oxides of nitrogen, required major modifications to the combustor. The modification most commonly used was a staged combustion technique. While these designs are more complicated than production combustors, no insurmountable operational difficulties were encountered in either high pressure rig or engine tests which could not be resolved with additional normal development. The emission reduction results indicate that reductions in unburned hydrocarbons were sufficient to satisfy both near and far-termed EPA requirements. Although substantial reductions were observed, the success in achieving the CO and NOx standards was mixed and depended heavily on the engine/engine cycle on which it was employed. Technology for near term CO reduction was satisfactory or marginally satisfactory. Considerable doubt exists if this technology will satisfy all far-term requirements.

How Well Do We Know the Future of CO2 Emissions? Projecting Fleet Emissions from Light Duty Vehicle Technology Drivers.

PubMed

Martin, Niall P D; Bishop, Justin D K; Boies, Adam M

2017-03-07

While the UK has committed to reduce CO 2 emissions to 80% of 1990 levels by 2050, transport accounts for nearly a fourth of all emissions and the degree to which decarbonization can occur is highly uncertain. We present a new methodology using vehicle and powertrain parameters within a Bayesian framework to determine the impact of engineering vehicle improvements on fuel consumption and CO 2 emissions. Our results show how design changes in vehicle parameters (e.g., mass, engine size, and compression ratio) result in fuel consumption improvements from a fleet-wide mean of 5.6 L/100 km in 2014 to 3.0 L/100 km by 2030. The change in vehicle efficiency coupled with increases in vehicle numbers and fleet-wide activity result in a total fleet-wide reduction of 41 ± 10% in 2030, relative to 2012. Concerted internal combustion engine improvements result in a 48 ± 10% reduction of CO 2 emissions, while efforts to increase the number of diesel vehicles within the fleet had little additional effect. Increasing plug-in and all-electric vehicles reduced CO 2 emissions by less (42 ± 10% reduction) than concerted internal combustion engines improvements. However, if the grid decarbonizes, electric vehicles reduce emissions by 45 ± 9% with further reduction potential to 2050.

Pollution reduction technology program for small jet aircraft engines, phase 1

NASA Technical Reports Server (NTRS)

Bruce, T. W.; Davis, F. G.; Kuhn, T. E.; Mongia, H. C.

1977-01-01

A series of combustor pressure rig screening tests was conducted on three combustor concepts applied to the TFE731-2 turbofan engine combustion system for the purpose of evaluating their relative emissions reduction potential consistent with prescribed performance, durability, and envelope contraints. The three concepts and their modifications represented increasing potential for reducing emission levels with the penalty of increased hardware complexity and operational risk. Concept 1 entailed advanced modifications to the present production TFE731-2 combustion system. Concept 2 was based on the incorporation of an axial air-assisted airblast fuel injection system. Concept 3 was a staged premix/prevaporizing combustion system. Significant emissions reductions were achieved in all three concepts, consistent with acceptable combustion system performance. Concepts 2 and 3 were identified as having the greatest achievable emissions reduction potential, and were selected to undergo refinement to prepare for ultimate incorporation within an engine.

Criteria pollutant and greenhouse gas emissions from CNG transit buses equipped with three-way catalysts compared to lean-burn engines and oxidation catalyst technologies.

PubMed

Yoon, Seungju; Collins, John; Thiruvengadam, Arvind; Gautam, Mridul; Herner, Jorn; Ayala, Alberto

2013-08-01

Engine and exhaust control technologies applied to compressed natural gas (CNG) transit buses have advanced from lean-burn, to lean-burn with oxidation catalyst (OxC), to stoichiometric combustion with three-way catalyst (TWC). With this technology advancement, regulated gaseous and particulate matter emissions have been significantly reduced. Two CNG transit buses equipped with stoichiometric combustion engines and TWCs were tested on a chassis dynamometer, and their emissions were measured. Emissions from the stoichiometric engines with TWCs were then compared to the emissions from lean-burn CNG transit buses tested in previous studies. Stoichiometric combustion with TWC was effective in reducing emissions of oxides of nitrogen (NO(x)), particulate matter (PM), and nonmethane hydrocarbon (NMHC) by 87% to 98% depending on pollutants and test cycles, compared to lean combustion. The high removal efficiencies exceeded the emission reduction required from the certification standards, especially for NO(x) and PM. While the certification standards require 95% and 90% reductions for NO(x) and PM, respectively, from the engine model years 1998-2003 to the engine model year 2007, the measured NO(x) and PM emissions show 96% and 95% reductions, respectively, from the lean-burn engines to the stoichiometric engines with TWC over the transient Urban Dynamometer Driving Schedule (UDDS) cycle. One drawback of stoichiometric combustion with TWC is that this technology produces higher carbon monoxide (CO) emissions than lean combustion. In regard to controlling CO emissions, lean combustion with OxC is more effective than stoichiometric combustion. Stoichiometric combustion with TWC produced higher greenhouse gas (GHG) emissions including carbon dioxide (CO2) and methane (CH4) than lean combustion during the UDDS cycle, but lower GHG emissions during the steady-state cruise cycle. Stoichiometric combustion with three-way catalyst is currently the best emission control technology available for compressed natural gas (CNG) transit buses to meet the stringent U.S. Environmental Protection Agency (EPA) 2010 heavy-duty engine NO(x) emissions standard. For existing lean-burn CNG transit buses in the fleet, oxidation catalyst would be the most effective retrofit technology for the control of NMHC and CO emissions.

Internal combustion engine run on biogas is a potential solution to meet Indonesia emission target

NASA Astrophysics Data System (ADS)

Ambarita, Himsar

2017-09-01

Indonesia has released two different Greenhouse Gas (GHG) emissions reduction targets. The first target, released in 2009, is reduction GHG emissions 26% from Business-as-Usual (BAU) level using own budget and up 41% if supported international aids by 2020. The second target is reduction 29% and 41% from BAU by 2030 using own budget and with international support, respectively. In this paper, the BAU emissions and emissions reduction target of these two targets are elaborated. In addition, the characteristics of emissions from transportation sector are discussed. One of the potential mitigation actions is switching fuel in transportation sector. The results the most promising mitigation action in the transportation is switching oil fuel with biofuel. The Government of Indonesia (GoI) focuses on using biodiesel and bioethanol to run internal combustion engine in transportation sector and biogas is aimed to fuel power plant unit. However, there is very limited of success stories on using biogas in the power plant. The barriers and challenges will be discussed here. It is suggested to run internal combustion engine with biogas.

[Comparison Analysis of Economic and Engineering Control of Industrial VOCs].

PubMed

Wang, Yu-fei; Liu, Chang-xin; Cheng, Jie; Hao, Zheng-ping; Wang, Zheng

2015-04-01

Volatile organic compounds (VOCs) pollutant has become China's major air pollutant in key urban areas like sulfur dioxide, nitrogen oxides and particulate matter. It is mainly produced from industry sectors, and engineering control is one of the most important reduction measures. During the 12th Five-Year Plan, China decides to invest 40 billion RMB to build pollution control projects in key industry sectors with annual emission reduction of 605 000 t x a(-1). It shows that China attaches a great importance to emission reduction by engineering projects and highlights the awareness of engineering reduction technologies. In this paper, a macroeconomic model, namely computable general equilibrium model, (CGE model) was employed to simulate engineering control and economic control (imposing environmental tax). We aim to compare the pros and cons of the two reduction policies. Considering the economic loss of the whole country, the environmental tax has more impacts on the economy system than engineering reduction measures. We suggest that the central government provides 7 500 RMB x t(-1) as subsidy for enterprises in industry sectors to encourage engineering reduction.

Adaptive Engine Technologies for Aviation CO2 Emissions Reduction

NASA Technical Reports Server (NTRS)

Mercer, Carolyn R.; Haller, William J.; Tong, Michael T.

2006-01-01

Adaptive turbine engine technologies are assessed for their potential to reduce carbon dioxide emissions from commercial air transports.Technologies including inlet, fan, and compressor flow control, compressor stall control, blade clearance control, combustion control, active bearings and enabling technologies such as active materials and wireless sensors are discussed. The method of systems assessment is described, including strengths and weaknesses of the approach. Performance benefit estimates are presented for each technology, with a summary of potential emissions reduction possible from the development of new, adaptively controlled engine components.

Emissions and new technology programs for conventional spark-ignition aircraft engines

NASA Technical Reports Server (NTRS)

Wintucky, W. T.

1976-01-01

A long-range technology plan in support of general aviation engines was formulated and is being implemented at the Lewis Research Center. The overall program was described, and that part of the program that represents the in-house effort at Lewis was presented in detail. Three areas of government and industry effort involving conventional general-aviation piston engines were part of a coordinated overall plan: (1) FAA/NASA joint program, (2) NASA contract exhaust emissions pollution reduction program, and (3) NASA in-house emissions reduction and new technology program.

Effects of water-emulsified fuel on a diesel engine generator's thermal efficiency and exhaust.

PubMed

Syu, Jin-Yuan; Chang, Yuan-Yi; Tseng, Chao-Heng; Yan, Yeou-Lih; Chang, Yu-Min; Chen, Chih-Chieh; Lin, Wen-Yinn

2014-08-01

Water-emulsified diesel has proven itself as a technically sufficient improvement fuel to improve diesel engine fuel combustion emissions and engine performance. However, it has seldom been used in light-duty diesel engines. Therefore, this paper focuses on an investigation into the thermal efficiency and pollution emission analysis of a light-duty diesel engine generator fueled with different water content emulsified diesel fuels (WD, including WD-0, WD-5, WD-10, and WD-15). In this study, nitric oxide, carbon monoxide, hydrocarbons, and carbon dioxide were analyzed by a vehicle emission gas analyzer and the particle size and number concentration were measured by an electrical low-pressure impactor. In addition, engine loading and fuel consumption were also measured to calculate the thermal efficiency. Measurement results suggested that water-emulsified diesel was useful to improve the thermal efficiency and the exhaust emission of a diesel engine. Obviously, the thermal efficiency was increased about 1.2 to 19.9%. In addition, water-emulsified diesel leads to a significant reduction of nitric oxide emission (less by about 18.3 to 45.4%). However the particle number concentration emission might be increased if the loading of the generator becomes lower than or equal to 1800 W. In addition, exhaust particle size distributions were shifted toward larger particles at high loading. The consequence of this research proposed that the water-emulsified diesel was useful to improve the engine performance and some of exhaust emissions, especially the NO emission reduction. Implications: The accumulated test results provide a good basis to resolve the corresponding pollutants emitted from a light-duty diesel engine generator. By measuring and analyzing transforms of exhaust pollutant from this engine generator, the effects of water-emulsified diesel fuel and loading on emission characteristics might be more clear. Understanding reduction of pollutant emissions during the use of water-emulsified diesel helps improve the effectiveness of the testing program. The analyzed consequences provide useful information to the government for setting policies to curb pollutant emissions from a light-duty diesel engine generator more effectively.

40 CFR 1033.112 - Emission diagnostics for SCR systems.

Code of Federal Regulations, 2013 CFR

2013-07-01

.... This section does not apply for SCR systems using the engine's fuel as the reductant. (a) The... computer memory all incidents of engine operation with inadequate reductant injection or reductant quality...

Combined effect of fuel-design and after-treatment system on reduction of local and global emissions from CI engine.

PubMed

Thiyagarajan, S; Geo, V Edwin; Martin, Leenus Jesu; Nagalingam, B

2018-03-22

This experimental study aims to mitigate harmful emissions from a CI engine using bio-energy with carbon capture and storage (BECCS) approach. The engine used for this experimental work is a single cylinder CI engine with a rated power of 5.2 kW at a constant speed of 1500 rpm. The BECCS approach is a combination of plant-based biofuels and carbon capture and storage (CCS) system. The whole investigation was done in four phases: (1) Substituting diesel with Karanja oil methyl ester (KOME) (2) Equal volume blending of Orange oil (ORG) with KOME (3) 20% blending of n-butanol (B) with KOME-ORG blend (4) CCS system with zeolite based non-selective catalytic reduction (NSCR) and mono ethanolamine (MEA) based selective non-catalytic reduction (SNCR) system with KOME-ORG + B20 blend. The experimental results show that substitution of diesel with KOME reduces smoke emission, but increases NO and CO 2 emission. KOME-ORG blend reduces CO 2 and smoke emissions with high NO emission due to combustion improvement. In comparison with the sole combustion of KOME at full load condition, the combination of KOME-ORG + B20 as bio-fuel with zeolite based post-combustion treatment system resulted in a maximum reduction of NO, smoke and CO 2 emission by 41%, 19% and 15% respectively.

Environmental effect of antioxidant additives on exhaust emission reduction in compression ignition engine fuelled with Annona methyl ester.

PubMed

Senthil, R; Silambarasan, R

2015-01-01

The aim of the present study is to analyse the effect of antioxidant l-ascorbic acid on engine performance and emissions of a diesel engine fuelled with methyl ester of Annona oil (MEAO). The antioxidant is mixed in various concentrations (100-400 mg) with MEAO. Result shows that the antioxidant additive mixture (MEAO+LA200) is effective in control of nitrogen oxides (NOx) and hydrocarbon (HC) emission of MEAO-fuelled engine without doing any engine modification. In this study by using MEAO, the NOx emission is reduced by about 23.38% at full load while compared with neat diesel fuel. Likewise there is a reduction in carbon monoxide, smoke, and HC by about 48%, 28.57% and 29.71% at full load condition compared with neat diesel fuel.

Status review of NASA programs for reducing aircraft gas turbine engine emissions

NASA Technical Reports Server (NTRS)

Rudey, R. A.

1976-01-01

Programs initiated by NASA to develop and demonstrate low emission advanced technology combustors for reducing aircraft gas turbine engine pollution are reviewed. Program goals are consistent with urban emission level requirements as specified by the U. S. Environmental Protection Agency and with upper atmosphere cruise emission levels as recommended by the U. S. Climatic Impact Assessment Program and National Research Council. Preliminary tests of advanced technology combustors indicate that significant reductions in all major pollutant emissions should be attainable in present generation aircraft gas turbine engines without adverse effects on fuel consumption. Preliminary test results from fundamental studies indicate that extremely low emission combustion systems may be possible for future generation jet aircraft. The emission reduction techniques currently being evaluated in these programs are described along with the results and a qualitative assessment of development difficulty.

Effect of first and second generation biodiesel blends on engine performance and emission

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

Azad, A. K., E-mail: azad.cqu@gmail.com, E-mail: a.k.azad@cqu.edu.au; Rasul, M. G., E-mail: m.rasul@cqu.edu.au; Bhuiya, M. M. K., E-mail: m.bhuiya@cqu.edu.au

The biodiesel is a potential source of alternative fuel which can be used at different proportions with diesel fuel. This study experimentally investigated the effect of blend percentage on diesel engine performance and emission using first generation (soybean) and second generation (waste cooking) biodiesel. The characterization of the biodiesel was done according to ASTM and EN standards and compared with ultralow sulfur diesel (ULSD) fuel. A multi-cylinder test bed engine coupled with electromagnetic dynamometer and 5 gas analyzer were used for engine performance and emission test. The investigation was made using B5, B10 and B15 blends for both biodiesels. Themore » study found that brake power (BP) and brake torque (BT) slightly decreases and brake specific fuel consumption (BSFC) slightly increases with an increase in biodiesel blends ratio. Besides, a significant reduction in exhaust emissions (except NO{sub x} emission) was found for both biodiesels compared to ULSD. Soybean biodiesel showed better engine performance and emissions reduction compared with waste cooking biodiesel. However, NO{sub x} emission for B5 waste cooking biodiesel was lower than soybean biodiesel.« less

Antioxidant (A-tocopherol acetate) effect on oxidation stability and NOx emission reduction in methyl ester of Annona oil operated diesel engine

NASA Astrophysics Data System (ADS)

Senthil, R.; Silambarasan, R.; Pranesh, G.

2017-05-01

There is a major drawback while using biodiesel as a alternate fuel for compression ignition diesel engine due to lower heating value, higher viscosity, higher density and higher oxides of nitrogen emission. To minimize these drawbacks, fuel additives can contribute towards engine performance and exhaust emission reduction either directly or indirectly. In this current work, the test was conducted to investigate the effect of antioxidant additive (A-tocopherol acetate) on oxidation stability and NOx emission in a of Annona methyl ester oil (MEAO) fueled diesel engine. The A-tocopherol acetate is mixed in different concentrations such as 0.01, 0.02, 0.03 and 0.04% with 100% by vol MEAO. It is concluded that the antioxidant additive very effective in increasing the oxidation stability and in controlling the NOx emission. Further, the addition of antioxidant additive is slight increase the HC, CO and smoke emissions. Hence, A-tocopherol acetate is very effective in controlling the NOx emission with MEAO operated diesel engine without any major modification.

Usability of food industry waste oils as fuel for diesel engines.

PubMed

Winfried, Russ; Roland, Meyer-Pittroff; Alexander, Dobiasch; Jürgen, Lachenmaier-Kölch

2008-02-01

Two cogeneration units were each fitted with a prechamber (IDI) diesel engine in order to test the feasibility of using waste oils from the food industry as a fuel source, and additionally to test emissions generated by the combustion of these fuels. Esterified waste oils and animal fats as well as mustard oil were tested and compared to the more or less "common" fuels: diesel, rapeseed oil and rapeseed methyl ester. The results show that, in principle, each of these fuels is suitable for use in a prechamber diesel engine. Engine performance can be maintained at a constant level. Without catalytic conversion, the nitrogen oxides emissions were comparable. A significant reduction in NO(x) was achieved through the injection of urea. Combining a urea injection with the SCR catalytic converter reduced NO(x) emissions between 53% and 67%. The carbon monoxide emissions from waste oils are not significantly different from those of "common" fuels and can be reduced the same way as of hydrocarbon emissions, through utilization of a catalytic converter. The rate of carbon monoxide reduction by catalytic conversion was 84-86%. A lower hydrocarbon concentration was associated with fuels of agricultural origin. With the catalytic converter a reduction of 29-42% achieved. Each prechamber diesel engine exhibited its own characteristic exhaust, which was independent of fuel type. The selective catalytic reduction of the exhaust emissions can be realized without restriction using fuels of agricultural origin.

Status review of NASA programs for reducing aircraft gas turbine engine emissions

NASA Technical Reports Server (NTRS)

Rudey, R. A.

1976-01-01

The paper describes and discusses the results from some of the research and development programs for reducing aircraft gas turbine engine emissions. Although the paper concentrates on NASA programs only, work supported by other U.S. government agencies and industry has provided considerable data on low emission advanced technology for aircraft gas turbine engine combustors. The results from the two major NASA technology development programs, the ECCP (Experimental Clean Combustor Program) and the PRTP (Pollution Reduction Technology Program), are presented and compared with the requirements of the 1979 U.S. EPA standards. Emission reduction techniques currently being evaluated in these programs are described along with the results and a qualitative assessment of development difficulty.

Effect of open channel filter on particle emissions of modern diesel engine.

PubMed

Heikkilä, Juha; Rönkkö, Topi; Lähde, Tero; Lemmetty, Mikko; Arffman, Anssi; Virtanen, Annele; Keskinen, Jorma; Pirjola, Liisa; Rothe, Dieter

2009-10-01

Particle emissions of modern diesel engines are of a particular interest because of their negative health effects. The special interest is in nanosized solid particles. The effect of an open channel filter on particle emissions of a modern heavy-duty diesel engine (MAN D2066 LF31, model year 2006) was studied. Here, the authors show that the open channel filter made from metal screen efficiently reduced the number of the smallest particles and, notably, the number and mass concentration of soot particles. The filter used in this study reached 78% particle mass reduction over the European Steady Cycle. Considering the size-segregated number concentration reduction, the collection efficiency was over 95% for particles smaller than 10 nm. The diffusion is the dominant collection mechanism in small particle sizes, thus the collection efficiency decreased as particle size increased, attaining 50% at 100 nm. The overall particle number reduction was 66-99%, and for accumulation-mode particles the number concentration reduction was 62-69%, both depending on the engine load.

Investigation of engine performance and emissions of a diesel engine with a blend of marine gas oil and synthetic diesel fuel.

PubMed

Nabi, Md Nurun; Hustad, Johan Einar

2012-01-01

This paper investigates diesel engine performance and exhaust emissions with marine gas oil (MGO) and a blend of MGO and synthetic diesel fuel. Ten per cent by volume of Fischer-Tropsch (FT), a synthetic diesel fuel, was added to MGO to investigate its influence on the diesel engine performance and emissions. The blended fuel was termed as FT10 fuel, while the neat (100 vol%) MGO was termed as MGO fuel. The experiments were conducted with a fourstroke, six-cylinder, turbocharged, direct injection, Scania DC 1102 diesel engine. It is interesting to note that all emissions including smoke (filter smoke number), total particulate matter (TPM), carbon monoxide (CO), total unburned hydrocarbon (THC), oxides of nitrogen (NOx) and engine noise were reduced with FT10 fuel compared with the MGO fuel. Diesel fine particle number and mass emissions were measured with an electrical low pressure impactor. Like other exhaust emissions, significant reductions in fine particles and mass emissions were observed with the FT10 fuel. The reduction was due to absence of sulphur and aromatic compounds in the FT fuel. In-cylinder gas pressure and engine thermal efficiency were identical for both FT10 and MGO fuels.

Future development programs. [for emission reduction and production of aircraft engines

NASA Technical Reports Server (NTRS)

Waters, L.

1976-01-01

A company program was planned which has a main drive to develop those emission reduction concepts that have the promise of earliest success. These programs were proposed in an attempt to enhance existing engine systems, exploiting their potential for emission reduction as far as is compatible with retaining the well established features in them that are well understood and in current production. The intended programs identified in the area of new concepts were: (1) upgrading the TCM fuel system, (2) evaluation of accelerator pump, (3) reduced cooling requirement, and (4) variable spark timing.

A Segmented Ion-Propulsion Engine

NASA Technical Reports Server (NTRS)

Brophy, John R.

1992-01-01

New design approach for high-power (100-kW class or greater) ion engines conceptually divides single engine into combination of smaller discharge chambers integrated to operate as single large engine. Analogous to multicylinder automobile engine, benefits include reduction in required accelerator system span-to-gap ratio for large-area engines, reduction in required hollow-cathode emission current, mitigation of plasma-uniformity problem, increased tolerance to accelerator system faults, and reduction in vacuum-system pumping speed.

Emission response from extended length, variable geometry gas turbine combustor

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

Troth, D.L.; Verdouw, A.J.; Tomlinson, J.G.

1974-01-01

A program to analyze, select, and experimentally evaluate low emission combustors for aircraft gas turbine engines is conducted to demonstrate a final combustor concept having a 50 percent reduction in total mass emissions (carbon monoxide, unburnt hydrocarbons, oxides of nitrogen, and exhaust smoke) without an increase in any specific pollutant. Research conducted under an Army Contract established design concepts demonstrating significant reductions in CO and UHC emissions. Two of these concepts were an extended length intermediate zone to consume CO and UHC and variable geometry to control the primary zone fuel air ratio over varying power conditions. Emission reduction featuresmore » were identified by analytical methods employing both reaction kinetics and empirical correlations. Experimental results were obtained on a T63 component combustor rig operating at conditions simulating the engine over the complete power operating range with JP-4 fuel. A combustor incorporating both extended length and variable geometry was evaluated and the performance and emission results are reported. These results are compared on the basis of a helicopter duty cycle and the EPA 1979 turboprop regulation landing take off cycle. The 1979 EPA emission regulations for P2 class engines can be met with the extended length variable geometry combustor on the T63 turboprop engine.« less

Experimental investigation on emission reduction in neem oil biodiesel using selective catalytic reduction and catalytic converter techniques.

PubMed

Viswanathan, Karthickeyan

2018-05-01

In the present study, non-edible seed oil namely raw neem oil was converted into biodiesel using transesterification process. In the experimentation, two biodiesel blends were prepared namely B25 (25% neem oil methyl ester with 75% of diesel) and B50 (50% neem oil methyl ester with 50% diesel). Urea-based selective catalytic reduction (SCR) technique with catalytic converter (CC) was fixed in the exhaust tail pipe of the engine for the reduction of engine exhaust emissions. Initially, the engine was operated with diesel as a working fluid and followed by refilling of biodiesel blends B25 and B50 to obtain the baseline readings without SCR and CC. Then, the same procedure was repeated with SCR and CC technique for emission reduction measurement in diesel, B25 and B50 sample. The experimental results revealed that the B25 blend showed higher break thermal efficiency (BTE) and exhaust gas temperature (EGT) with lower break-specific fuel consumption (BSFC) than B50 blend at all loads. On comparing with biodiesel blends, diesel experiences increased BTE of 31.9% with reduced BSFC of 0.29 kg/kWh at full load. A notable emission reduction was noticed for all test fuels in SCR and CC setup. At full load, B25 showed lower carbon monoxide (CO) of 0.09% volume, hydrocarbon (HC) of 24 ppm, and smoke of 14 HSU and oxides of nitrogen (NOx) of 735 ppm than diesel and B50 in SCR and CC setup. On the whole, the engine with SCR and CC setup showed better performance and emission characteristics than standard engine operation.

Exhaust emissions reduction for intermittent combustion aircraft engines

NASA Technical Reports Server (NTRS)

Rezy, B. J.; Stuckas, K. J.; Tucker, J. R.; Meyers, J. E.

1982-01-01

Three concepts which, to an aircraft piston engine, provide reductions in exhaust emissions of hydrocarbons and carbon monoxide while simultaneously improving fuel economy. The three chosen concepts, (1) an improved fuel injection system, (2) an improved cooling cylinder head, and (3) exhaust air injection, when combined, show a synergistic relationship in achieving these goals. In addition, the benefits of variable ignition timing were explored and both dynamometer and flight testing of the final engine configuration were accomplished.

A comparative evaluation on the emission characteristics of ceramic and metallic catalytic converter in internal combustion engine

NASA Astrophysics Data System (ADS)

Leman, A. M.; Jajuli, Afiqah; Rahman, Fakhrurrazi; Feriyanto, Dafit; Zakaria, Supaat

2017-09-01

Enforcement of a stricter regulation on exhaust emission by many countries has led to utilization of catalytic converter to reduce the harmful pollutant emission. Ceramic and metallic catalytic converters are the most common type of catalytic converter used. The purpose of this study is to evaluate the performance of the ceramic and metallic catalytic converter on its conversion efficiency using experimental measurement. Both catalysts were placed on a modified exhaust system equipped with a Mitshubishi 4G93 single cylinder petrol engine that was tested on an eddy current dynamometer under steady state conditions for several engine speeds. The experimental results show that the metallic catalytic converter reduced a higher percentage of CO up to 98.6% reduction emissions while ceramic catalytic converter had a better reduction efficiency of HC up to 85.4% and 87.2% reduction of NOx.

Status of Technological Advancements for Reducing Aircraft Gas Turbine Engine Pollutant Emissions

NASA Technical Reports Server (NTRS)

Rudey, R. A.

1975-01-01

Combustor test rig results indicate that substantial reductions from current emission levels of carbon monoxide (CO), total unburned hydrocarbons (THC), oxides of nitrogen (NOx), and smoke are achievable by employing varying degrees of technological advancements in combustion systems. Minor to moderate modifications to existing conventional combustors produced significant reductions in CO and THC emissions at engine low power (idle/taxi) operating conditions but did not effectively reduce NOx at engine full power (takeoff) operating conditions. Staged combusiton techniques were needed to simultaneously reduce the levels of all the emissions over the entire engine operating range (from idle to takeoff). Emission levels that approached or were below the requirements of the 1979 EPA standards were achieved with the staged combustion systems and in some cases with the minor to moderate modifications to existing conventional combustion systems. Results from research programs indicate that an entire new generation of combustor technology with extremely low emission levels may be possible in the future.

High Pressure Low NOx Emissions Research: Recent Progress at NASA Glenn Research Center

NASA Technical Reports Server (NTRS)

Chi-Ming, Lee; Tacina, Kathleen M.; Wey, Changlie

2007-01-01

In collaboration with U.S. aircraft engine companies, NASA Glenn Research Center has contributed to the advancement of low emissions combustion systems. For the High Speed Research Program (HSR), a 90% reduction in nitrogen oxides (NOx) emissions (relative to the then-current state of the art) has been demonstrated in sector rig testing at General Electric Aircraft Engines (GEAE). For the Advanced Subsonic Technology Program (AST), a 50% reduction in NOx emissions relative to the 1996 International Civil Aviation Organization (ICAO) standards has been at demonstrated in sector rigs at both GEAE and Pratt & Whitney (P&W). During the Ultra Efficient Engine Technology Program (UEET), a 70% reduction in NOx emissions, relative to the 1996 ICAO standards, was achieved in sector rig testing at Glenn in the world class Advanced Subsonic Combustion Rig (ASCR) and at contractor facilities. Low NOx combustor development continues under the Fundamental Aeronautics Program. To achieve these reductions, experimental and analytical research has been conducted to advance the understanding of emissions formation in combustion processes. Lean direct injection (LDI) concept development uses advanced laser-based non-intrusive diagnostics and analytical work to complement the emissions measurements and to provide guidance for concept improvement. This paper describes emissions results from flametube tests of a 9- injection-point LDI fuel/air mixer tested at inlet pressures up to 5500 kPa. Sample results from CFD and laser diagnostics are also discussed.

NASA Glenn High Pressure Low NOx Emissions Research

NASA Technical Reports Server (NTRS)

Tacina, Kathleen M.; Wey, Changlie

2008-01-01

In collaboration with U.S. aircraft engine companies, NASA Glenn Research Center has contributed to the advancement of low emissions combustion systems. For the High Speed Research Program (HSR), a 90% reduction in nitrogen oxides (NOx) emissions (relative to the then-current state of the art) has been demonstrated in sector rig testing at General Electric Aircraft Engines (GEAE). For the Advanced Subsonic Technology Program (AST), a 50% reduction in NOx emissions relative to the 1996 International Civil Aviation Organization (ICAO) standards has been demonstrated in sector rigs at both GEAE and Pratt & Whitney (P&W). During the Ultra Efficient Engine Technology Program (UEET), a 70% reduction in NOx emissions, relative to the 1996 ICAO standards, was achieved in sector rig testing at Glenn in the world class Advanced Subsonic Combustion Rig (ASCR) and at contractor facilities. Low NOx combustor development continues under the Fundamental Aeronautics Program. To achieve these reductions, experimental and analytical research has been conducted to advance the understanding of emissions formation in combustion processes. Lean direct injection (LDI) concept development uses advanced laser-based non-intrusive diagnostics and analytical work to complement the emissions measurements and to provide guidance for concept improvement. This paper describes emissions results from flametube tests of a 9-injection-point LDI fuel/air mixer tested at inlet pressures up to 5500 kPa. Sample results from CFD and laser diagnostics are also discussed.

Reducing air pollutant emissions at airports by controlling aircraft ground operations

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

Gelinas, C.G.; Fan, H.S.L.

1979-02-01

Average-day carbon monoxide, total hydrocarbon, and NO/sub x/ aircraft emissions and fuel use estimates (apportioned to takeoff, taxi, idle, and landing) for departure and arrival at Los Angeles and San Francisco International Airports were compared with emissions level and fuel use estimates for four emission reduction strategies (tow aircraft between runways and gates, shutdown one engine during taxiing, control departure time, and assign runways to minimize taxiing distance). The best strategy, the shutdown of one engine while taxiing, produces substantial emission reductions, cost benefits owing to fuel savings, and no apparent safety problems; aircraft towing reduced emissions significantly, but introducedmore » a number of safety problems.« less

Combustor concepts for aircraft gas turbine low-power emissions reduction

NASA Technical Reports Server (NTRS)

Mularz, E. J.; Gleason, C. C.; Dodds, W. J.

1978-01-01

Several combustor concepts were designed and tested to demonstrate significant reductions in aircraft engine idle pollutant emissions. Each concept used a different approach for pollutant reductions: the hot wall combustor employs a thermal barrier coating and impingement cooled liners; the recuperative cooling combustor preheats the air before entering the combustion chamber; and the catalytic converter combustor is composed of a conventional primary zone followed by a catalytic bed for pollutant cleanup. The designs are discussed in detail and test results are presented for a range of aircraft engine idle conditions. The results indicate that ultralow levels of unburned hydrocarbons and carbon monoxide emissions can be achieved.

GENERIC VERIFICATION PROTOCOL FOR DETERMINATION OF EMISSIONS REDUCTIONS OBTAINED BY USE OF ALTERNATIVE OR REFORMULATED LIQUID FUELS, FUEL ADDITIVES, FUEL EMULSIONS AND LUBRICANTS FOR HIGHWAY AND NONROAD USE DISEL ENGINES AND LIGHT DUTY GASOLINE ENGINES AND VEHICLES

EPA Science Inventory

This report sets standards by which the emissions reduction provided by fuel and lubricant technologies can be tested and be tested in a comparable way. It is a generic protocol under the Environmental Technology Verification program.

Engine Validation of Noise and Emission Reduction Technology Phase I

NASA Technical Reports Server (NTRS)

Weir, Don (Editor)

2008-01-01

This final report has been prepared by Honeywell Aerospace, Phoenix, Arizona, a unit of Honeywell International, Inc., documenting work performed during the period December 2004 through August 2007 for the NASA Glenn Research Center, Cleveland, Ohio, under the Revolutionary Aero-Space Engine Research (RASER) Program, Contract No. NAS3-01136, Task Order 8, Engine Validation of Noise and Emission Reduction Technology Phase I. The NASA Task Manager was Dr. Joe Grady of the NASA Glenn Research Center. The NASA Contract Officer was Mr. Albert Spence of the NASA Glenn Research Center. This report is for a test program in which NASA funded engine validations of integrated technologies that reduce aircraft engine noise. These technologies address the reduction of engine fan and jet noise, and noise associated with propulsion/airframe integration. The results of these tests will be used by NASA to identify the engineering tradeoffs associated with the technologies that are needed to enable advanced engine systems to meet stringent goals for the reduction of noise. The objectives of this program are to (1) conduct system engineering and integration efforts to define the engine test-bed configuration; (2) develop selected noise reduction technologies to a technical maturity sufficient to enable engine testing and validation of those technologies in the FY06-07 time frame; (3) conduct engine tests designed to gain insight into the sources, mechanisms and characteristics of noise in the engines; and (4) establish baseline engine noise measurements for subsequent use in the evaluation of noise reduction.

77 FR 488 - Control of Emissions From New Highway Vehicles and Engines; Approval of New Scheduled Maintenance...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-01-05

... and engine manufacturers began planning to meet those requirements by optimizing engine designs for low emissions and adding high-efficiency aftertreatment systems. Manufacturers examined the use of... recirculation, and selective catalytic reduction (SCR). SCR systems use a nitrogen-containing reducing agent...

The effectiveness of policy on consumer choices for private road passenger transport emissions reductions in six major economies

NASA Astrophysics Data System (ADS)

Mercure, J.-F.; Lam, A.

2015-06-01

The effectiveness of fiscal policy to influence vehicle purchases for emissions reductions in private passenger road transport depends on its ability to incentivise consumers to make choices oriented towards lower emissions vehicles. However, car purchase choices are known to be strongly socially determined, and this sector is highly diverse due to significant socio-economic differences between consumer groups. Here, we present a comprehensive dataset and analysis of the structure of the 2012 private passenger vehicle fleet-years in six major economies across the World (UK, USA, China, India, Japan and Brazil) in terms of price, engine size and emissions distributions. We argue that choices and aggregate elasticities of substitution can be predicted using this data, enabling us to evaluate the effectiveness of potential fiscal and technological change policies on fleet-year emissions reductions. We provide tools to do so based on the distributive structure of prices and emissions in segments of a diverse market, both for conventional as well as unconventional engine technologies. We find that markets differ significantly between nations, and that correlations between engine sizes, emissions and prices exist strongly in some markets and not strongly in others. We furthermore find that markets for unconventional engine technologies have patchy coverages of varying levels. These findings are interpreted in terms of policy strategy.

Emissions characteristics of Military Helicopter Engines Fueled with JP-8 and a Fischer-Tropsch Fuel

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

Corporan, E.; DeWitt, M.; Klingshirn, Christopher D

2010-01-01

The rapid growth in aviation activities and more stringent U.S. Environmental Protection Agency regulations have increased concerns regarding aircraft emissions, due to their harmful health and environmental impacts, especially in the vicinity of airports and military bases. In this study, the gaseous and particulate-matter emissions of two General Electric T701C engines and one T700 engine were evaluated. The T700 series engines power the U.S. Army's Black Hawk and Apache helicopters. The engines were fueled with standard military JP-8 fuel and were tested at three power settings. In addition, one of the T701C engines was operated on a natural-gas-derived Fischer-Tropsch syntheticmore » paraffinic kerosene jet fuel. Test results show that the T701C engine emits significantly lower particulate-matter emissions than the T700 for all conditions tested. Particulate-matter mass emission indices ranged from 0.2-1.4 g/kg fuel for the T700 and 0.2-0.6 g/kg fuel for the T701C. Slightly higher NOx and lower CO emissions were observed for the T701C compared with the T700. Operation of the T701C with the Fischer-Tropsch fuel rendered dramatic reductions in soot emissions relative to operation on JP-8, due primarily to the lack of aromatic compounds in the alternative fuel. The Fischer-Tropsch fuel also produced smaller particles and slight reductions in CO emissions.« less

Water Injection Feasibility for Boeing 747 Aircraft

NASA Technical Reports Server (NTRS)

Daggett, David L.

2005-01-01

Can water injection be offered at a reasonable cost to large airplane operators to reduce takeoff NO( sub x) emissions? This study suggests it may be possible. This report is a contract deliverable to NASA Glenn Research Center from the prime contractor, The Boeing Commercial Airplane Company of Seattle, WA. This study was supported by a separate contract to the Pratt & Whitney Engine Company of Hartford, CT (contract number NNC04QB58P). Aviation continues to grow and with it, environmental pressures are increasing for airports that service commercial airplanes. The feasibility and performance of an emissions-reducing technology, water injection, was studied for a large commercial airplane (e.g., Boeing 747 with PW4062 engine). The primary use of the water-injection system would be to lower NOx emissions while an important secondary benefit might be to improve engine turbine life. A tradeoff exists between engine fuel efficiency and NOx emissions. As engines improve fuel efficiency, by increasing the overall pressure ratio of the engine s compressor, the resulting increased gas temperature usually results in higher NOx emissions. Low-NO(sub x) combustors have been developed for new airplanes to control the increases in NO(sub x) emissions associated with higher efficiency, higher pressure ratio engines. However, achieving a significant reduction of NO(sub x) emissions at airports has been challenging. Using water injection during takeoff has the potential to cut engine NO(sub x) emissions some 80 percent. This may eliminate operating limitations for airplanes flying into airports with emission constraints. This study suggests an important finding of being able to offer large commercial airplane owners an emission-reduction technology that may also save on operating costs.

Small Engine Technology (SET) - Task 4, Regional Turboprop/Turbofan Engine Advanced Combustor Study

NASA Technical Reports Server (NTRS)

Reynolds, Robert; Srinivasan, Ram; Myers, Geoffrey; Cardenas, Manuel; Penko, Paul F. (Technical Monitor)

2003-01-01

Under the SET Program Task 4 - Regional Turboprop/Turbofan Engine Advanced Combustor Study, a total of ten low-emissions combustion system concepts were evaluated analytically for three different gas turbine engine geometries and three different levels of oxides of nitrogen (NOx) reduction technology, using an existing AlliedSignal three-dimensional (3-D) Computational Fluid Dynamics (CFD) code to predict Landing and Takeoff (LTO) engine cycle emission values. A list of potential Barrier Technologies to the successful implementation of these low-NOx combustor designs was created and assessed. A trade study was performed that ranked each of the ten study configurations on the basis of a number of manufacturing and durability factors, in addition to emissions levels. The results of the trade study identified three basic NOx-emissions reduction concepts that could be incorporated in proposed follow-on combustor technology development programs aimed at demonstrating low-NOx combustor hardware. These concepts are: high-flow swirlers and primary orifices, fuel-preparation cans, and double-dome swirlers.

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.

Quiet Clean Short-haul Experimental Engine (QCSEE) clean combustor test report

NASA Technical Reports Server (NTRS)

1975-01-01

A component pressure test was conducted on a F101 PFRT combustor to evaluate the emissions levels of this combustor design at selected under the wing and over the wing operating conditions for the quiet clean short haul experimental engine (QCSEE). Emissions reduction techniques were evaluated which included compressor discharge bleed and sector burning in the combustor. The results of this test were utilized to compare the expected QCSEE emissions levels with the emission goals of the QCSEE engine program.

Design and testing of an independently controlled urea SCR retrofit system for the reduction of NOx emissions from marine diesels.

PubMed

Johnson, Derek R; Bedick, Clinton R; Clark, Nigel N; McKain, David L

2009-05-15

Diesel engine emissions for on-road, stationary and marine applications are regulated in the United States via standards set by the Environmental Protection Agency (EPA). A major component of diesel exhaust that is difficult to reduce is nitrogen oxides (NOx). Selective catalytic reduction (SCR) has been in use for many years for stationary applications, including external combustion boilers, and is promising for NOx abatement as a retrofit for mobile applications where diesel compression ignition engines are used. The research presented in this paper is the first phase of a program focused on the reduction of NOx by use of a stand-alone urea injection system, applicable to marine diesel engines typical of work boats (e.g., tugs). Most current urea SCR systems communicate with engine controls to predict NOx emissions based on signals such as torque and engine speed, however many marine engines in use still employ mechanical injection technology and lack electronic communication abilities. The system developed and discussed in this paper controls NOx emissions independentof engine operating parameters and measures NOx and exhaust flow using the following exhaust sensor inputs: absolute pressure, differential pressure, temperature, and NOx concentration. These sensor inputs were integrated into an independent controller and open loop architecture to estimate the necessary amount of urea needed, and the controller uses pulse width modulation (PWM) to power an automotive fuel injector for airless urea delivery. The system was tested in a transient test cell on a 350 hp engine certified at 4 g/bhp-hr of NOx, with a goal of reducing the engine out NOx levels by 50%. NOx reduction capabilities of 41-67% were shown on the non road transient cycle (NRTC) and ICOMIA E5 steady state cycles with system optimization during testing to minimize the dilute ammonia slip to cycle averages of 5-7 ppm. The goal of 50% reduction of NOx can be achieved dependent upon cycle. Further research with control optimization, urea distribution and possible use of oxidation catalysts is recommended to improve the NOx reduction capabilities while minimizing ammonia slip.

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

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.

Impact of oxygenated additives to diesel-biodiesel blends in the context of performance and emissions characteristics of a CI engine

NASA Astrophysics Data System (ADS)

Mahmudul, H. M.; Hagos, Ftwi Y.; Mamat, Rizalman; Abdullah, Abdul A.

2016-11-01

Butanol is receiving huge interest in the area of alternative fuel in the compression ignition (CI) engines. In this work, butanol is used as an oxygenated additive to diesel and biodiesel blend fuels to evaluate the performance and emission of CI engine. The commercially available pure diesel fuel (D100) and 80% commercially available diesel- biodiesel bled (5% biodiesel and 95% by volume) and 20% butanol (BU20) fuels were investigated to evaluate the effects of the fuel blends on the performance and exhaust emissions of a single cylinder diesel engine. The experiment was conducted at fixed load of 75% with the five engine speeds (from 1200-2400 rpm with an interval of 300 rpm). The engine performance parameters such as power, torque, fuel consumption and thermal efficiency and exhaust gas emissions such as nitrogen oxides, carbon monoxide, and exhaust gas temperature were analysed from the experimental data. The results shows that although butanol addition has caused a slight reduction in power and torque values (11.1% and 3.5%, respectively), the emission values of the engine were improved. With respect to the exhaust gas temperature, CO and NOx emissions, of BU20 is reported to have reduction by 17.7%, 20% and 3%, respectively than the B100. Therefore, butanol can be used as a fuel additive to diesel-biodiesel blends.

Prospects for energy efficiency improvement and reduction of emissions and life cycle costs for natural gas vehicles

NASA Astrophysics Data System (ADS)

Kozlov, A. V.; Terenchenko, A. S.; Luksho, V. A.; Karpukhin, K. E.

2017-01-01

This work is devoted to the experimental investigation of the possibilities to reduce greenhouse gas emissions and to increase energy efficiency of engines that use natural gas as the main fuel and the analysis of economic efficiency of use of dual fuel engines in vehicles compared to conventional diesel. The results of experimental investigation of a 190 kW dual-fuel engine are presented; it is shown that quantitative and qualitative working process control may ensure thermal efficiency at the same level as that of the diesel engine and in certain conditions 5...8% higher. The prospects for reduction of greenhouse gas emissions have been assessed. The technical and economic evaluation of use of dual fuel engines in heavy-duty vehicles has been performed, taking into account the total life cycle. It is shown that it is possible to reduce life cycle costs by two times.

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.

Combination of biodiesel-ethanol-diesel fuel blend and SCR catalyst assembly to reduce emissions from a heavy-duty diesel engine.

PubMed

Shi, Xiaoyan; Yu, Yunbo; He, Hong; Shuai, Shijin; Dong, Hongyi; Li, Rulong

2008-01-01

In this study, the efforts to reduce NOx and particulate matter (PM) emissions from a diesel engine using both ethanol-selective catalytic reduction (SCR) of NOx over an Ag/Al2O3 catalyst and a biodiesel-ethanol-diesel fuel blend (BE-diesel) on an engine bench test are discussed. Compared with diesel fuel, use of BE-diesel increased PM emissions by 14% due to the increase in the soluble organic fraction (SOF) of PM, but it greatly reduced the Bosch smoke number by 60%-80% according to the results from 13-mode test of European Stationary Cycle (ESC) test. The SCR catalyst was effective in NOx reduction by ethanol, and the NOx conversion was approximately 73%. Total hydrocarbons (THC) and CO emissions increased significantly during the SCR of NOx process. Two diesel oxidation catalyst (DOC) assemblies were used after Ag/Al2O3 converter to remove CO and HC. Different oxidation catalyst showed opposite effect on PM emission. The PM composition analysis revealed that the net effect of oxidation catalyst on total PM was an integrative effect on SOF reduction and sulfate formation of PM. The engine bench test results indicated that the combination of BE-diesel and a SCR catalyst assembly could provide benefits for NOx and PM emissions control even without using diesel particle filters (DPFs).

Influence of cooled exhaust gas recirculation on performance, emissions and combustion characteristics of LPG fuelled lean burn SI engine

NASA Astrophysics Data System (ADS)

Ravi, K.; Pradeep Bhasker, J.; Alexander, Jim; Porpatham, E.

2017-11-01

On fuel perspective, Liquefied Petroleum Gas (LPG) provides cleaner emissions and also facilitates lean burn signifying less fuel consumption and emissions. Lean burn technology can attain better efficiencies and lesser combustion temperatures but this temperature is quite sufficient to facilitate formation of nitrogen oxide (NOx). Exhaust Gas Recirculation (EGR) for NOx reduction has been considered allover but extremely little literatures exist on the consequence of EGR on lean burn LPG fuelled spark ignition (SI) engine. The following research is carried out to find the optimal rate of EGR addition to reduce NOx emissions without settling on performance and combustion characteristics. A single cylinder diesel engine is altered to operate as LPG fuelled SI engine at a compression ratio of 10.5:1 and arrangements to provide different ratios of cooled EGR in the intake manifold. Investigations are done to arrive at optimum ratio of the EGR to reduce emissions without compromising on performance. Significant reductions in NOx emissions alongside HC and CO emissions were seen. Higher percentages of EGR further diluted the charge and lead to improper combustion and thus increased hydrocarbon emissions. Cooled EGR reduced the peak in-cylinder temperature which reduced NOx emissions but lead to misfire at lower lean limits.

Apparatus for photocatalytic destruction of internal combustion engine emissions during cold start

DOEpatents

Janata, Jiri; McVay, Gary L.; Peden, Charles H.; Exarhos, Gregory J.

1998-01-01

A method and apparatus for the destruction of emissions from an internal combustion engine wherein a substrate coated with TiO.sub.2 is exposed to a light source in the exhaust system of an internal combustion engine thereby catalyzing oxidation/reduction reactions between gaseous hydrocarbons, carbon monoxide, nitrogen oxides and oxygen in the exhaust of the internal combustion engine.

Evaluation of emission toxicity of urban bus engines: compressed natural gas and comparison with liquid fuels.

PubMed

Turrio-Baldassarri, Luigi; Battistelli, Chiara Laura; Conti, Luigi; Crebelli, Riccardo; De Berardis, Barbara; Iamiceli, Anna Laura; Gambino, Michele; Iannaccone, Sabato

2006-02-15

Emissions from a spark-ignition (SI) heavy-duty (HD) urban bus engine with a three-way catalyst (TWC), fuelled with compressed natural gas (CNG), were chemically analyzed and tested for genotoxicity. The results were compared with those obtained in a previous study on an equivalent diesel engine, fuelled with diesel oil (D) and a blend of the same with 20% vegetable oil (B20). Experimental procedures were identical, so that emission levels of the CNG engine were exactly comparable to the ones of the diesel engine. The experimental design was focused on carcinogenic compounds and genotoxic activity of exhausts. The results obtained show that the SI CNG engine emissions, with respect to the diesel engine fuelled with D, were nearly 50 times lower for carcinogenic polycyclic aromatic hydrocarbons (PAHs), 20 times lower for formaldehyde, and more than 30 times lower for particulate matter (PM). A 20-30 fold reduction of genotoxic activity was estimated from tests performed. A very high reduction of nitrogen oxides (NO(X)) was also measured. The impact of diesel powered transport on urban air quality, and the potential benefits deriving from the use of CNG for public transport, are discussed.

Regulated and unregulated emissions from modern 2010 emissions-compliant heavy-duty on-highway diesel engines

PubMed Central

Khalek, Imad A.; Blanks, Matthew G.; Merritt, Patrick M.; Zielinska, Barbara

2015-01-01

The U.S. Environmental Protection Agency (EPA) established strict regulations for highway diesel engine exhaust emissions of particulate matter (PM) and nitrogen oxides (NOx) to aid in meeting the National Ambient Air Quality Standards. The emission standards were phased in with stringent standards for 2007 model year (MY) heavy-duty engines (HDEs), and even more stringent NOX standards for 2010 and later model years. The Health Effects Institute, in cooperation with the Coordinating Research Council, funded by government and the private sector, designed and conducted a research program, the Advanced Collaborative Emission Study (ACES), with multiple objectives, including detailed characterization of the emissions from both 2007- and 2010-compliant engines. The results from emission testing of 2007-compliant engines have already been reported in a previous publication. This paper reports the emissions testing results for three heavy-duty 2010-compliant engines intended for on-highway use. These engines were equipped with an exhaust diesel oxidation catalyst (DOC), high-efficiency catalyzed diesel particle filter (DPF), urea-based selective catalytic reduction catalyst (SCR), and ammonia slip catalyst (AMOX), and were fueled with ultra-low-sulfur diesel fuel (~6.5 ppm sulfur). Average regulated and unregulated emissions of more than 780 chemical species were characterized in engine exhaust under transient engine operation using the Federal Test Procedure cycle and a 16-hr duty cycle representing a wide dynamic range of real-world engine operation. The 2010 engines’ regulated emissions of PM, NOX, nonmethane hydrocarbons, and carbon monoxide were all well below the EPA 2010 emission standards. Moreover, the unregulated emissions of polycyclic aromatic hydrocarbons (PAHs), nitroPAHs, hopanes and steranes, alcohols and organic acids, alkanes, carbonyls, dioxins and furans, inorganic ions, metals and elements, elemental carbon, and particle number were substantially (90 to >99%) lower than pre-2007-technology engine emissions, and also substantially (46 to >99%) lower than the 2007-technology engine emissions characterized in the previous study. Implications: Heavy-duty on-highway diesel engines equipped with DOC/DPF/SCR/AMOX and fueled with ultra-low-sulfur diesel fuel produced lower emissions than the stringent 2010 emission standards established by the U.S. Environmental Protection Agency. They also resulted in significant reductions in a wide range of unregulated toxic emission compounds relative to older technology engines. The increased use of newer technology (2010+) diesel engines in the on-highway sector and the adaptation of such technology by other sectors such as nonroad, displacing older, higher emissions engines, will have a positive impact on ambient levels of PM, NOx, and volatile organic compounds, in addition to many other toxic compounds. PMID:26037832

Avco Lycoming/NASA contract status. [on reduction of emissions from aircraft piston engines

NASA Technical Reports Server (NTRS)

Duke, L. C.

1976-01-01

The standards promulgated by the Environmental Protection Agency (EPA) for carbon monoxide (CO), unburned hydrocarbon (HC), and oxides-of-nitrogen (NOx) emissions were the basis in a study of ways to reduce emissions from aircraft piston engines. A variable valve timing system, ultrasonic fuel atomization, and ignition system changes were postulated.

Pollution reduction technology program for small jet aircraft engines: Class T1

NASA Technical Reports Server (NTRS)

Bruce, T. W.; Davis, F. G.; Mongia, H. C.

1977-01-01

Small jet aircraft engines (EPA class T1, turbojet and turbofan engines of less than 35.6 kN thrust) were evaluated with the objective of attaining emissions reduction consistent with performance constraints. Configurations employing the technological advances were screened and developed through full scale rig testing. The most promising approaches in full-scale engine testing were evaluated.

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

Adaptive Model Predictive Control of Diesel Engine Selective Catalytic Reduction (SCR) Systems

ERIC Educational Resources Information Center

McKinley, Thomas L.

2009-01-01

Selective catalytic reduction or SCR is coming into worldwide use for diesel engine emissions reduction for on- and off-highway vehicles. These applications are characterized by broad operating range as well as rapid and unpredictable changes in operating conditions. Significant nonlinearity, input and output constraints, and stringent performance…

Apparatus for photocatalytic destruction of internal combustion engine emissions during cold start

DOEpatents

Janata, J.; McVay, G.L.; Peden, C.H.; Exarhos, G.J.

1998-07-14

A method and apparatus are disclosed for the destruction of emissions from an internal combustion engine wherein a substrate coated with TiO{sub 2} is exposed to a light source in the exhaust system of an internal combustion engine thereby catalyzing oxidation/reduction reactions between gaseous hydrocarbons, carbon monoxide, nitrogen oxides and oxygen in the exhaust of the internal combustion engine. 4 figs.

Verification of a level-3 diesel emissions control strategy for transport refrigeration units

NASA Astrophysics Data System (ADS)

Shewalla, Umesh

Transport Refrigeration Units (TRUs) are refrigeration systems used to control the environment of temperature sensitive products while they are being transported from one place to another in trucks, trailers or shipping containers. The TRUs typically use an internal combustion engine to power the compressor of the refrigeration unit. In the United States TRUs are most commonly powered by diesel engines which vary from 9 to 40 horsepower. TRUs are capable of both heating and cooling. The TRU engines are relatively small, inexpensive and do not use emissions reduction techniques such as exhaust gas recirculation (EGR). A significant number of these engines operate in highly populated areas like distribution centers, truck stops, and other facilities which make them one of the potential causes for health risks to the people who live and work nearby. Diesel particulate matter (PM) is known for its adverse effects on both human beings and the environment. Considering these effects, regulatory bodies have imposed limitations on the PM emissions from a TRU engine. The objective of this study was to measure and analyze the regulated emissions from a TRU engine under both engine out and particulate filter system out conditions during pre-durability (when the filter system was new) and post-durability test (after the filter system was subjected to 1000 hours in-field trial). The verification program was performed by the Center for Alternative Fuel, Engines and Emissions (CAFEE) at West Virginia University (WVU). In this program, a catalyzed silicon carbide (SiC) diesel particulate filter (DPF) was evaluated and verified as a Level-3 Verified Diesel Emissions Control Strategy (VDECS) (. 85% PM reduction) under California Air Resources Board (CARB) regulations 2702 [1]. The emissions result showed that the filter system reduced diesel PM by a percentage of 96 +/- 1 over ISO 8178-C1 [2] cycle and 92 +/- 5 over EPA TRU [3] cycle, qualifying as a Level 3 VDECS. The percentage emission reduction in hydrocarbons (HC) and carbon monoxide (CO) was 76.8 +/- 4.8 and 72.2 +/- 5.2, respectively over both ISO 8178-C1 [2] and EPA TRU [3] cycles. It was also observed that there was 3.6 +/- 2.9 and 7.2 +/- 3.1 percentage reduction in oxides of nitrogen (NOx) and nitric oxide (NO), respectively with a slight increase in fuel consumption and carbon dioxide as a consequence of increased exhaust back pressure. It is required by the CARB regulations that the diesel emissions control strategy must not increase emissions of NO2 by more than 20% by mass over the baseline value. In this study, it was observed that the total increase in NO2 level was 5.6 +/- 2.6 percent, well within the limit specified by the CARB.

Study of Fuel Economy and Emission Reduction Methods for Marine and Locomotive Diesel Engines

DOT National Transportation Integrated Search

1975-09-01

This interim report presents the results of the first phase of a two-part program to investigate methods of improving fuel consumption and reducing exhaust emissions for in-service diesel engines used as prime movers in locomotives and several classe...

40 CFR 1033.112 - Emission diagnostics for SCR systems.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 32 2010-07-01 2010-07-01 false Emission diagnostics for SCR systems. 1033.112 Section 1033.112 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR... computer memory all incidents of engine operation with inadequate reductant injection or reductant quality...

Advanced technology for reducing aircraft engine pollution

NASA Technical Reports Server (NTRS)

Jones, R. E.

1973-01-01

The proposed EPA regulations covering emissions of gas turbine engines will require extensive combustor development. The NASA is working to develop technology to meet these goals through a wide variety of combustor research programs conducted in-house, by contract, and by university grant. In-house efforts using the swirl-can modular combustor have demonstrated sizable reduction in NO emission levels. Testing to reduce idle pollutants has included the modification of duplex fuel nozzles to air-assisted nozzles and an exploration of the potential improvements possible with combustors using fuel staging and variable geometry. The Experimental Clean Combustor Program, a large contracted effort, is devoted to the testing and development of combustor concepts designed to achieve a large reduction in the levels of all emissions. This effort is planned to be conducted in three phases with the final phase to be an engine demonstration of the best reduced emission concepts.

Water Misting and Injection of Commercial Aircraft Engines to Reduce Airport NOx

NASA Technical Reports Server (NTRS)

Daggett, David L.; Hendricks, Robert C. (Technical Monitor)

2004-01-01

This report provides the first high level look at system design, airplane performance, maintenance, and cost implications of using water misting and water injection technology in aircraft engines for takeoff and climb-out NOx emissions reduction. With an engine compressor inlet water misting rate of 2.2 percent water-to-air ratio, a 47 percent NOx reduction was calculated. Combustor water injection could achieve greater reductions of about 85 percent, but with some performance penalties. For the water misting system on days above 59 F, a fuel efficiency benefit of about 3.5 percent would be experienced. Reductions of up to 436 F in turbine inlet temperature were also estimated, which could lead to increased hot section life. A 0.61 db noise reduction will occur. A nominal airplane weight penalty of less than 360 lb (no water) was estimated for a 305 passenger airplane. The airplane system cost is initially estimated at $40.92 per takeoff giving an attractive NOx emissions reduction cost/benefit ratio of about $1,663/ton.

75 FR 22895 - Control of Emissions From New Marine Compression-Ignition Engines at or Above 30 Liters per Cylinder

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-30

...EPA is finalizing emission standards for new marine diesel engines with per-cylinder displacement at or above 30 liters (called Category 3 marine diesel engines) installed on U.S. vessels. These emission standards are equivalent to those adopted in the amendments to Annex VI to the International Convention for the Prevention of Pollution from Ships (MARPOL Annex VI). The emission standards apply in two stages--near-term standards for newly built engines will apply beginning in 2011; long-term standards requiring an 80 percent reduction in NOX emissions will begin in 2016. We are also finalizing a change to our diesel fuel program that will allow for the production and sale of 1,000 ppm sulfur fuel for use in Category 3 marine vessels. In addition, the new fuel requirements will generally forbid the production and sale of other fuels above 1,000 ppm sulfur for use in most U.S. waters, unless alternative devices, procedures, or compliance methods are used to achieve equivalent emissions reductions. We are adopting further provisions under the Act to Prevent Pollution from Ships, especially to apply the emission standards to engines covered by MARPOL Annex VI that are not covered by the Clean Air Act, and to require that these additional engines use the specified fuels (or equivalents). The final regulations also include technical amendments to our motor vehicle and nonroad engine regulations; many of these changes involve minor adjustments or corrections to our recently finalized rule for new nonroad spark-ignition engines, or adjustment to other regulatory provisions to align with this recent final rule.

High emission reduction performance of a novel organic-inorganic composite filters containing sepiolite mineral nanofibers

PubMed Central

Wang, Fei; Zhang, Hui; Liang, Jinsheng; Tang, Qingguo; Li, Yanxia; Shang, Zengyao

2017-01-01

In this work, a new organic-inorganic composite filter was prepared. The thickness, pore size, air permeability, bursting strength and microstructure were characterized systematically, proving that coatings had regulatory effect on filters physical properties. Benefitting from the distinct coatings containing 5% sepiolite nanofibers after five times dilution, the physical properties of corresponding air filter exhibits the most favorable performance and meet the standard of air filter. When used as fuel filter, it satisfies the fuel filter standard and achieves the best performance after six times dilution. The contrast test on engine emission was taken based on auto filters coated with/without as prepared nanofibers. An obvious decrease in the emission of carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxide (NOx) can be observed after installation of composite filter on vehicles. Under the high idle condition, gasoline engine emission decreased by 8.13%, 11.35% and 44.91% for CO, HC and NOx, respectively. When tested in the low idle condition, engine emission reduced by 0.43%, 1.14% and 85.67% for CO, HC and NOx, respectively. The diesel engine emissions of CO, NOx and total amount of HC and NOx decreased by 32.26%, 3.28% and 4.66%, respectively. The results illustrate the composite installation exhibits satisfactory emission reduction effect. PMID:28252034

High emission reduction performance of a novel organic-inorganic composite filters containing sepiolite mineral nanofibers

NASA Astrophysics Data System (ADS)

Wang, Fei; Zhang, Hui; Liang, Jinsheng; Tang, Qingguo; Li, Yanxia; Shang, Zengyao

2017-03-01

In this work, a new organic-inorganic composite filter was prepared. The thickness, pore size, air permeability, bursting strength and microstructure were characterized systematically, proving that coatings had regulatory effect on filters physical properties. Benefitting from the distinct coatings containing 5% sepiolite nanofibers after five times dilution, the physical properties of corresponding air filter exhibits the most favorable performance and meet the standard of air filter. When used as fuel filter, it satisfies the fuel filter standard and achieves the best performance after six times dilution. The contrast test on engine emission was taken based on auto filters coated with/without as prepared nanofibers. An obvious decrease in the emission of carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxide (NOx) can be observed after installation of composite filter on vehicles. Under the high idle condition, gasoline engine emission decreased by 8.13%, 11.35% and 44.91% for CO, HC and NOx, respectively. When tested in the low idle condition, engine emission reduced by 0.43%, 1.14% and 85.67% for CO, HC and NOx, respectively. The diesel engine emissions of CO, NOx and total amount of HC and NOx decreased by 32.26%, 3.28% and 4.66%, respectively. The results illustrate the composite installation exhibits satisfactory emission reduction effect.

40 CFR 1051.740 - Are there special averaging provisions for snowmobiles?

Code of Federal Regulations, 2010 CFR

2010-07-01

... (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM RECREATIONAL ENGINES AND VEHICLES Averaging... redesignated engines. Calculate credits using this average emission level relative to the specific pollutant in... equation in § 1051.103), then your credits are the difference between the Phase 3 reduction requirement of...

40 CFR 1051.740 - Are there special averaging provisions for snowmobiles?

Code of Federal Regulations, 2011 CFR

2011-07-01

... (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM RECREATIONAL ENGINES AND VEHICLES Averaging... redesignated engines. Calculate credits using this average emission level relative to the specific pollutant in... equation in § 1051.103), then your credits are the difference between the Phase 3 reduction requirement of...

Jet engine exhaust emissions of high altitude commercial aircraft projected to 1990

NASA Technical Reports Server (NTRS)

Grobman, J.; Ingebo, R. D.

1974-01-01

Projected minimum levels of engine exhaust emissions that may be practicably achievable for future commercial aircraft operating at high-altitude cruise conditions are presented. The forecasts are based on:(1) current knowledge of emission characteristics of combustors and augmentors; (2) the status of combustion research in emission reduction technology; and (3) predictable trends in combustion systems and operating conditions as required for projected engine designs that are candidates for advanced subsonic or supersonic commercial aircraft fueled by either JP fuel, liquefied natural gas, or hydrogen. Results are presented for cruise conditions in terms of both an emission index (g constituent/kg fuel) and an emission rate (g constituent/hr).

Energy and Greenhouse Gas Emission Reduction Opportunities for Civil Works Projects Unique to the US Army Corps of Engineers

DTIC Science & Technology

2012-10-26

3600 hp diesel engine .................................................................................. 24 20 Diesel engine turbocharger ...ERDC/CERL TR-12-19 24 Figure 19. Fairbanks Morse 3600 hp diesel engine. Figure 20. Diesel engine turbocharger . Table 7. Energy consuming

Ultrafine particle emissions by in-use diesel buses of various generations at low-load regimes

NASA Astrophysics Data System (ADS)

Tartakovsky, L.; Baibikov, V.; Comte, P.; Czerwinski, J.; Mayer, A.; Veinblat, M.; Zimmerli, Y.

2015-04-01

Ultrafine particles (UFP) are major contributors to air pollution due to their easy gas-like penetration into the human organism, causing adverse health effects. This study analyzes UFP emissions by buses of different technologies (from Euro II till Euro V EEV - Enhanced Environmentally-friendly Vehicle) at low-load regimes. Additionally, the emission-reduction potential of retrofitting with a diesel particle filter (DPF) is demonstrated. A comparison of the measured, engine-out, particle number concentrations (PNC) for buses of different technological generations shows that no substantial reduction of engine-out emissions at low-load operating modes is observed for newer bus generations. Retrofitting the in-use urban and interurban buses of Euro II till Euro IV technologies by the VERT-certified DPF confirmed its high efficiency in reduction of UFP emissions. Particle-count filtration efficiency values of the retrofit DPF were found to be extremely high - greater than 99.8%, similar to that of the OEM filter in the Euro V bus.

Continuous reduction of cyclic adsorbed and desorbed NO(x) in diesel emission using nonthermal plasma.

PubMed

Kuwahara, Takuya; Nakaguchi, Harunobu; Kuroki, Tomoyuki; Okubo, Masaaki

2016-05-05

Considering the recent stringent regulations governing diesel NO(x) emission, an aftertreatment system for the reduction of NO(x) in the exhaust gas has been proposed and studied. The proposed system is a hybrid method combining nonthermal plasma and NOx adsorbent. The system does not require precious metal catalysts or harmful chemicals such as urea and ammonia. In the present system, NO(x) in diesel emission is treated by adsorption and desorption by adsorbent as well as nonthermal plasma reduction. In addition, the remaining NO(x) in the adsorbent is desorbed again in the supplied air by residual heat. The desorbed NO(x) in air recirculates into the intake of the engine, and this process, i.e., exhaust gas components' recirculation (EGCR) achieves NO(x) reduction. Alternate utilization of two adsorption chambers in the system can achieve high-efficiency NO(x) removal continuously. An experiment with a stationary diesel engine for electric power generation demonstrates an energy efficiency of 154 g(NO2)/kWh for NO(x) removal and continuous NO(x) reduction of 70.3%. Considering the regulation against diesel emission in Japan, i.e., the new regulation to be imposed on vehicles of 3.5-7.5 ton since 2016, the present aftertreatment system fulfills the requirement with only 1.0% of engine power. Copyright © 2016. Published by Elsevier B.V.

Reductions in aircraft particulate emissions due to the use of Fischer-Tropsch fuels

NASA Astrophysics Data System (ADS)

Beyersdorf, A. J.; Timko, M. T.; Ziemba, L. D.; Bulzan, D.; Corporan, E.; Herndon, S. C.; Howard, R.; Miake-Lye, R.; Thornhill, K. L.; Winstead, E.; Wey, C.; Yu, Z.; Anderson, B. E.

2013-06-01

The use of alternative fuels for aviation is likely to increase due to concerns over fuel security, price stability and the sustainability of fuel sources. Concurrent reductions in particulate emissions from these alternative fuels are expected because of changes in fuel composition including reduced sulfur and aromatic content. The NASA Alternative Aviation Fuel Experiment (AAFEX) was conducted in January-February 2009 to investigate the effects of synthetic fuels on gas-phase and particulate emissions. Standard petroleum JP-8 fuel, pure synthetic fuels produced from natural gas and coal feedstocks using the Fischer-Tropsch (FT) process, and 50% blends of both fuels were tested in the CFM-56 engines on a DC-8 aircraft. To examine plume chemistry and particle evolution with time, samples were drawn from inlet probes positioned 1, 30, and 145 m downstream of the aircraft engines. No significant alteration to engine performance was measured when burning the alternative fuels. However, leaks in the aircraft fuel system were detected when operated with the pure FT fuels as a result of the absence of aromatic compounds in the fuel. Dramatic reductions in soot emissions were measured for both the pure FT fuels (reductions of 84% averaged over all powers) and blended fuels (64%) relative to the JP-8 baseline with the largest reductions at idle conditions. The alternative fuels also produced smaller soot (e.g. at 85% power, volume mean diameters were reduced from 78 nm for JP-8 to 51 nm for the FT fuel), which may reduce their ability to act as cloud condensation nuclei (CCN). The reductions in particulate emissions are expected for all alternative fuels with similar reductions in fuel sulfur and aromatic content regardless of the feedstock. As the plume cools downwind of the engine, nucleation-mode aerosols form. For the pure FT fuels, reductions (94% averaged over all powers) in downwind particle number emissions were similar to those measured at the exhaust plane (84%). However, the blended fuels had less of a reduction (reductions of 30-44%) than initially measured (64%). The likely explanation is that the reduced soot emissions in the blended fuel exhaust plume results in promotion of new particle formation microphysics, rather than coating on pre-existing soot particles, which is dominant in the JP-8 exhaust plume. Downwind particle volume emissions were reduced for both the pure (79 and 86% reductions) and blended FT fuels (36 and 46%) due to the large reductions in soot emissions. In addition, the alternative fuels had reduced particulate sulfate production (near-zero for FT fuels) due to decreased fuel sulfur content. To study the formation of volatile aerosols (defined as any aerosol formed as the plume ages) in more detail, tests were performed at varying ambient temperatures (-4 to 20 °C). At idle, particle number and volume emissions were reduced linearly with increasing ambient temperature, with best fit slopes corresponding to -1.2 × 106 # (kg fuel)-1 °C-1 for particle number emissions and -9.7 mm3 (kg fuel)-1 °C-1 for particle volume emissions. The temperature dependence of aerosol formation can have large effects on local air quality surrounding airports in cold regions. Aircraft produced aerosols in these regions will be much larger than levels expected based solely on measurements made directly at the engine exit plane. The majority (90% at idle) of the volatile aerosol mass formed as nucleation-mode aerosols with a smaller fraction as a soot coating. Conversion efficiencies of up to 3.8% were measured for the partitioning of gas-phase precursors (unburned hydrocarbons and SO2) to form volatile aerosols. Highest conversion efficiencies were measured at 45% power.

Measurement of regulated and unregulated exhaust emissions from a lawn mower with and without an oxidizing catalyst: a comparison of two different fuels.

PubMed

Christensen, A; Westerholm, R; Almén, J

2001-06-01

Relatively few emission characterization studies have been made on small engines used in garden equipment. The present investigation focuses on exhaust characterization from a lawn mower engine fueled with two different fuels in combination with and without an oxidizing catalyst. The compounds measured in the exhaust are carbon monoxide, hydrocarbons, nitrogen oxides, particulates, polycyclic aromatic hydrocarbons, methane, ethane, ethene, ethanol, and nitrous oxide. A significant reduction can be achieved by the use of a catalyst. By selection of the fuel, a significant reduction of certain carcinogenic compounds ("probably carcinogenic to humans" according to the IARC; benzo[a]pyrene and benzo[a]anthracene) may be achieved. The highest reduction improvement is achieved through the combination of an environmentally improved fuel, i.e., alkylate fuel, and a catalyst system. The data presented show that emissions from lawn mower engines are still relatively large although there is the potential for further improvements.

Estimated Emissions from the Prime-Movers of Unconventional Natural Gas Well Development Using Recently Collected In-Use Data in the United States.

PubMed

Johnson, Derek; Heltzel, Robert; Nix, Andrew; Darzi, Mahdi; Oliver, Dakota

2018-05-01

Natural gas from shale plays dominates new production and growth. However, unconventional well development is an energy intensive process. The prime movers, which include over-the-road service trucks, horizontal drilling rigs, and hydraulic fracturing pumps, are predominately powered by diesel engines that impact air quality. Instead of relying on certification data or outdated emission factors, this model uses new in-use emissions and activity data combined with historical literature to develop a national emissions inventory. For the diesel only case, hydraulic fracturing engines produced the most NO x emissions, while drilling engines produced the most CO emissions, and truck engines produced the most THC emissions. By implementing dual-fuel and dedicated natural gas engines, total fuel energy consumed, CO 2 , CO, THC, and CH 4 emissions would increase, while NO x emissions, diesel fuel consumption, and fuel costs would decrease. Dedicated natural gas engines offered significant reductions in NO x emissions. Additional scenarios examined extreme cases of full fleet conversions. While deep market penetrations could reduce fuel costs, both technologies could significantly increase CH 4 emissions. While this model is based on a small sample size of engine configurations, data were collected during real in-use activity and is representative of real world activity.

Effects of particulate oxidation catalyst on unregulated pollutant emission and toxicity characteristics from heavy-duty diesel engine.

PubMed

Feng, Xiangyu; Ge, Yunshan; Ma, Chaochen; Tan, Jianwei

2015-01-01

To evaluate the effects of particulate oxidation catalyst (POC) on unregulated pollutant emission and toxicity characteristics, polycyclic aromatic hydrocarbons (PAHs), volatile organic compounds (VOCs), soot, soluble organic fractions (SOF) and sulphate emissions emitted from a heavy-duty diesel engine retrofitted with a POC were investigated on a diesel bench. The particulate matter (PM) in the exhaust was collected by Teflon membrane, and the PAHs and VOCs were analysed by a gas chromatography/mass spectrometer (GC/MS). The results indicate that the POC exhibits good performance on the emission control of VOCs, PAHs and PM. The POC and the diesel particulate filters (DPF) both show a good performance on reducing the VOCs emission. Though the brake-specific emission (BSE) reductions of the total PAHs by the POC were lower than those by the DPF, the POC still removed almost more than 50% of the total PAHs emission. After the engine was retrofitted with the POC, the reductions of the PM mass, SOF and soot emissions were 45.2-89.0%, 7.8-97.7% and 41.7-93.3%, respectively. The sulphate emissions decreased at low and medium loads, whereas at high load, the results were contrary. The PAHs emissions were decreased by 32.4-69.1%, and the contributions of the PAH compounds were affected by the POC, as well as by load level. The benzo[a]pyrene equivalent (BaPeq) of PAHs emissions were reduced by 35.9-97.6% with the POC. The VOCs emissions were reduced by 21.8-94.1% with the POC, and the reduction was more evident under high load.

40 CFR 63.74 - Demonstration of early reduction.

Code of Federal Regulations, 2010 CFR

2010-07-01

... pollutant emissions; (2) A complete list of all emission points of hazardous air pollutants in the source... pollutants from each emission point listed in the source in paragraph (b)(2) of this section; (3) The... subject emissions; and (ii) For calculations based on emission factors, material balance, or engineering...

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

Forecast of jet engine exhaust emissions for future high altitude commercial aircraft

NASA Technical Reports Server (NTRS)

Grobman, J.; Ingebo, R. D.

1974-01-01

Projected minimum levels of engine exhaust emissions that may be practicably achievable for future commercial aircraft operating at high altitude cruise conditions are presented. The forecasts are based on: (1) current knowledge of emission characteristics of combustors and augmentors; (2) the current status of combustion research in emission reduction technology; (3) predictable trends in combustion systems and operating conditions as required for projected engine designs that are candidates for advanced subsonic or supersonic commercial aircraft. Results are presented for cruise conditions in terms of an emission index, g pollutant/kg fuel. Two sets of engine exhaust emission predictions are presented: the first, based on an independent NASA study and the second, based on the consensus of an ad hoc committee composed of industry, university, and government representatives. The consensus forecasts are in general agreement with the NASA forecasts.

Forecast of jet engine exhaust emissions for future high altitude commercial aircraft

NASA Technical Reports Server (NTRS)

Grobman, J.; Ingebo, R. D.

1974-01-01

Projected minimum levels of engine exhaust emissions that may be practicably achievable for future commercial aircraft operating at high altitude cruise conditions are presented. The forecasts are based on: (1) current knowledge of emission characteristics of combustors and augmentors; (2) the current status of combustion research in emission reduction technology; and (3) predictable trends in combustion systems and operating conditions as required for projected engine designs that are candidates for advanced subsonic or supersonic commercial aircraft. Results are presented for cruise conditions in terms of an emission index, g pollutant/kg fuel. Two sets of engine exhaust emission predictions are presented: the first, based on an independent NASA study and the second, based on the consensus of an ad hoc committee composed of industry, university, and government representatives. The consensus forecasts are in general agreement with the NASA forecasts.

77 FR 497 - Control of Emissions From New Nonroad Compression-Ignition Engines: Approval of New Scheduled...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-01-05

... replenishment of the nitrogen-containing reducing agent for selective catalytic reduction (SCR) technologies... NO X reduction requirements for their diesel engines. SCR systems use a nitrogen-containing reducing... balance between the dictates of operating nonroad equipment (which requires DEF tanks of small enough...

Emissions characteristics of a diesel engine operating on biodiesel and biodiesel blended with ethanol and methanol.

PubMed

Zhu, Lei; Cheung, C S; Zhang, W G; Huang, Zhen

2010-01-15

Euro V diesel fuel, pure biodiesel and biodiesel blended with 5%, 10% and 15% of ethanol or methanol were tested on a 4-cylinder naturally-aspirated direct-injection diesel engine. Experiments were conducted under five engine loads at a steady speed of 1800 r/min. The study aims to investigate the effects of the blended fuels on reducing NO(x) and particulate. On the whole, compared with Euro V diesel fuel, the blended fuels could lead to reduction of both NO(x) and PM of a diesel engine, with the biodiesel-methanol blends being more effective than the biodiesel-ethanol blends. The effectiveness of NO(x) and particulate reductions is more effective with increase of alcohol in the blends. With high percentage of alcohol in the blends, the HC, CO emissions could increase and the brake thermal efficiency might be slightly reduced but the use of 5% blends could reduce the HC and CO emissions as well. With the diesel oxidation catalyst (DOC), the HC, CO and particulate emissions can be further reduced. Copyright 2009 Elsevier B.V. All rights reserved.

Experimental clean combustor program, phase 2

NASA Technical Reports Server (NTRS)

Gleason, C. C.; Rogers, D. W.; Bahr, D. W.

1976-01-01

The primary objectives of this three-phase program are to develop technology for the design of advanced combustors with significantly lower pollutant emission levels than those of current combustors, and to demonstrate these pollutant emission reductions in CF6-50C engine tests. The purpose of the Phase 2 Program was to further develop the two most promising concepts identified in the Phase 1 Program, the double annular combustor and the radial/axial staged combustor, and to design a combustor and breadboard fuel splitter control for CF6-50 engine demonstration testing in the Phase 3 Program. Noise measurement and alternate fuels addendums to the basic program were conducted to obtain additional experimental data. Twenty-one full annular and fifty-two sector combustor configurations were evaluated. Both combustor types demonstrated the capability for significantly reducing pollutant emission levels. The most promising results were obtained with the double annular combustor. Rig test results corrected to CF-50C engine conditions produced EPA emission parameters for CO, HC, and NOX of 3.4, 0.4, and 4.5 respectively. These levels represent CO, HC, and NOX reductions of 69, 90, and 42 percent respectively from current combustor emission levels. The combustor also met smoke emission level requirements and development engine performance and installation requirements.

Comparison of PM emissions from a commercial jet engine burning conventional, biomass, and Fischer-Tropsch fuels.

PubMed

Lobo, Prem; Hagen, Donald E; Whitefield, Philip D

2011-12-15

Rising fuel costs, an increasing desire to enhance security of energy supply, and potential environmental benefits have driven research into alternative renewable fuels for commercial aviation applications. This paper reports the results of the first measurements of particulate matter (PM) emissions from a CFM56-7B commercial jet engine burning conventional and alternative biomass- and, Fischer-Tropsch (F-T)-based fuels. PM emissions reductions are observed with all fuels and blends when compared to the emissions from a reference conventional fuel, Jet A1, and are attributed to fuel properties associated with the fuels and blends studied. Although the alternative fuel candidates studied in this campaign offer the potential for large PM emissions reductions, with the exception of the 50% blend of F-T fuel, they do not meet current standards for aviation fuel and thus cannot be considered as certified replacement fuels. Over the ICAO Landing Takeoff Cycle, which is intended to simulate aircraft engine operations that affect local air quality, the overall PM number-based emissions for the 50% blend of F-T fuel were reduced by 34 ± 7%, and the mass-based emissions were reduced by 39 ± 7%.

Experimental study on the nitrogen dioxide and particulate matter emissions from diesel engine retrofitted with particulate oxidation catalyst.

PubMed

Feng, Xiangyu; Ge, Yunshan; Ma, Chaochen; Tan, Jianwei; Yu, Linxiao; Li, Jiaqiang; Wang, Xin

2014-02-15

A particulate oxidation catalyst (POC) was employed to perform experiments on the engine test bench to evaluate the effects on the nitrogen dioxide (NO2) and particulate matter (PM) emissions from diesel engine. The engine exhaust was sampled from both upstream and downstream of the POC. The results showed that the POC increased the ratios of NO2/NOx significantly in the middle and high loads, the ratio of NO2/nitrogen oxides (NOx) increased 4.5 times on average under all experiment modes with the POC. An engine exhaust particle sizer (EEPS) was used to study the particle number-weighted size distributions and the abnormal particle emissions with the POC. The results indicated that the average reduction rate of particle number (PN) was 61% in the operating range of the diesel engine. At the engine speed of 1,400 r/min, the reduction rates of PN tended to decrease with the larger particle size. In the long time run under the steady mode (520 Nm, 1,200 r/min), abnormal particle emissions after the POC happened seven times in the first hour, and the average PN concentration of these abnormal emission peaks was much higher than that in normal state. The particle emissions of peaks 1-5 equaled the particles emitted downstream of the POC in normal state for 1.9h in number concentration, and for 3.6h in mass concentration. The PN concentrations tended to increase over time in 5h under the steady engine mode and the increase of the PN in the size range of 6.04-14.3 nm was more evident. Copyright © 2013 Elsevier B.V. All rights reserved.

Evaluation of emission control strategies for airfield operations at the Los Angeles and San Francisco International Airports. Final report

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

Gelinas, C.G.

1978-08-01

This report reviews potential air pollutant emission reductions which could be achieved by various strategies to control airfield operations at Los Angeles and San Francisco International Airports, and examines safety problems, cost impacts, potential fuel savings, time frame for strategy implementation, and potential regulatory and jurisdictional conflicts associated with each strategy. Airfield emission sources studied included aircraft operation in the idle, taxi, takeoff, and landing modes; ground service vehicles; fuel handling and storage; and aircraft engine maintenance. Nineteen potential strategies were identified, and seven strategies were selected for detailed analysis and examination after a preliminary evaluation. Two strategies, aircraft towingmore » and reducing the number of operating engines on the ground, appear to provide the most significant emission reduction. Both of these strategies offer potential reductions in the range of 20 to 40 percent of the carbon monoxide and nitrogen oxides which are currently emitted by ground operations. The aircraft towing strategy also offers a comparable improvement in suspended particulate matter emissions. When the overall feasibility of each strategy is evaluated, the strategy to reduce the number of operating engines appears to be the most viable since its implementation would result in fuel savings, no apparent safety problems, and it can be implemented immediately.« less

Development of EPA aircraft piston engine emission standards. [for air quality

NASA Technical Reports Server (NTRS)

Houtman, W.

1976-01-01

Piston engine light aircraft are significant sources of carbon monoxide in the vicinity of high activity general aviation airports. Substantial reductions in carbon monoxide were achieved by fuel mixture leaning using improved fuel management systems. The air quality impact of the hydrocarbon and oxides of nitrogen emissions from piston engine light aircraft were insufficient to justify the design constraints being confronted in present control system developments.

Emission Studies in CI Engine using LPG and Palm Kernel Methyl Ester as Fuels and Di-ethyl Ether as an Additive

NASA Astrophysics Data System (ADS)

Dora, Nagaraju; Jothi, T. J. Sarvoththama

2018-05-01

The present study investigates the effectiveness of using di-ethyl ether (DEE) as the fuel additive in engine performance and emissions. Experiments are carried out in a single cylinder four stroke diesel engine at constant speed. Two different fuels namely liquefied petroleum gas (LPG) and palm kernel methyl ester (PKME) are used as primary fuels with DEE as the fuel additive. LPG flow rates of 0.6 and 0.8 kg/h are considered, and flow rate of DEE is varied to maintain the constant engine speed. In case of PKME fuel, it is blended with diesel in the latter to the former ratio of 80:20, and DEE is varied in the volumetric proportion of 1 and 2%. Results indicate that for the engine operating in LPG-DEE mode at 0.6 kg/h of LPG, the brake thermal efficiency is lowered by 26%; however, NOx is subsequently reduced by around 30% compared to the engine running with only diesel fuel at 70% load. Similarly, results of PKME blended fuel showed a drastic reduction in the NOx and CO emissions. In these two modes of operation, DEE is observed to be significant fuel additive regarding emissions reduction.

Regulated and unregulated emissions from a diesel engine fueled with biodiesel and biodiesel blended with methanol

NASA Astrophysics Data System (ADS)

Cheung, C. S.; Zhu, Lei; Huang, Zhen

Experiments were carried out on a diesel engine operating on Euro V diesel fuel, pure biodiesel and biodiesel blended with methanol. The blended fuels contain 5%, 10% and 15% by volume of methanol. Experiments were conducted under five engine loads at a steady speed of 1800 rev min -1 to assess the performance and the emissions of the engine associated with the application of the different fuels. The results indicate an increase of brake specific fuel consumption and brake thermal efficiency when the diesel engine was operated with biodiesel and the blended fuels, compared with the diesel fuel. The blended fuels could lead to higher CO and HC emissions than biodiesel, higher CO emission but lower HC emission than the diesel fuel. There are simultaneous reductions of NO x and PM to a level below those of the diesel fuel. Regarding the unregulated emissions, compared with the diesel fuel, the blended fuels generate higher formaldehyde, acetaldehyde and unburned methanol emissions, lower 1,3-butadiene and benzene emissions, while the toluene and xylene emissions not significantly different.

Quiet Clean Short-haul Experimental Engine (QCSEE). Double-annular clean combustor technology development report

NASA Technical Reports Server (NTRS)

Bahr, D. W.; Burrus, D. L.; Sabla, P. E.

1979-01-01

A sector combustor technology development program was conducted to define an advanced double annular dome combustor sized for use in the quiet clean short haul experimental engine (QCSEE). A design which meets the emission goals, and combustor performance goals of the QCSEE engine program was developed. Key design features were identified which resulted in substantial reduction in carbon monoxide and unburned hydrocarbon emission levels at ground idle operating conditions, in addition to very low nitric oxide emission levels at high power operating conditions. Their significant results are reported.

Effects of After-Treatment Control Technologies on Heavy-Duty Diesel Truck Emissions

NASA Astrophysics Data System (ADS)

Preble, C.; Dallmann, T. R.; Kreisberg, N. M.; Hering, S. V.; Harley, R.; Kirchstetter, T.

2015-12-01

Diesel engines are major emitters of nitrogen oxides (NOx) and the black carbon (BC) fraction of particulate matter (PM). Diesel particle filter (DPF) and selective catalytic reduction (SCR) emission control systems that target exhaust PM and NOx have recently become standard on new heavy-duty diesel trucks (HDDT). There is concern that DPFs may increase ultrafine particle (UFP) and total particle number (PN) emissions while reducing PM mass emissions. Also, the deliberate catalytic oxidation of engine-out NO to NO2 in continuously regenerating DPFs may lead to increased tailpipe emission of NO2 and near-roadway concentrations that exceed the 1-hr national ambient air quality standard. Increased NO2 emissions can also promote formation of ozone and secondary PM. We report results from ongoing on-road studies of HDDT emissions at the Port of Oakland and the Caldecott Tunnel in California's San Francisco Bay Area. Emission factors (g pollutant per kg diesel) were linked via recorded license plates to each truck's engine model year and installed emission controls. At both sites, DPF use significantly increased the NO2/NOx emission ratio. DPFs also significantly increased NO2 emissions when installed as retrofits on older trucks with higher baseline NOx emissions. While SCR systems on new trucks effectively reduce total NOx emissions and mitigate these undesirable DPF-related NO2 emissions, they also lead to significant emission of N2O, a potent greenhouse gas. When expressed on a CO2-equivalent basis, the N2O emissions increase offsets the fuel economy gain (i.e., the CO2 emission reduction) associated with SCR use. At the Port, average NOx, BC and PN emission factors from new trucks equipped with DPF and SCR were 69 ± 15%, 92 ± 32% and 66 ± 35% lower, respectively, than modern trucks without these emission controls. In contrast, at the Tunnel, PN emissions from older trucks retrofit with DPFs were ~2 times greater than modern trucks without DPFs. The difference could be related to engine temperature, with highway operation producing greater exhaust temperatures that promote UFP nucleation. These studies indicate that DPF and SCR use can mitigate air quality and climate impacts of diesel truck emissions through reductions in BC and NOx. However, increased emissions of N2O, NO2 and PN may offset some of the benefits.

Engine performance and exhaust emission analysis of a single cylinder diesel engine fuelled with water-diesel emulsion fuel blended with manganese metal additives

NASA Astrophysics Data System (ADS)

Muhsin Ithnin, Ahmad; Jazair Yahya, Wira; Baun Fletcher, Jasmine; Kadir, Hasannuddin Abd

2017-10-01

Water-in-diesel emulsion fuel (W/D) is one of the alternative fuels that capable to reduce the exhaust emission of diesel engine significantly especially the nitrogen oxides (NOx) and particulate matter (PM). However, the usage of W/D emulsion fuels contributed to higher CO emissions. Supplementing metal additive into the fuel is the alternate way to reduce the CO emissions and improve performance. The present paper investigates the effect of using W/D blended with organic based manganese metal additives on the diesel engine performance and exhaust emission. The test were carried out by preparing and analysing the results observed from five different tested fuel which were D2, emulsion fuel (E10: 89% D2, 10% - water, 1% - surfactant), E10Mn100, E10Mn150, E10Mn200. Organic based Manganese (100ppm, 150ppm, 200ppm) used as the additive in the three samples of the experiments. E10Mn200 achieved the maximum reduction of BSFC up to 13.66% and has the highest exhaust gas temperature. Whereas, E10Mn150 achieved the highest reduction of CO by 14.67%, and slightly increased of NOx emissions as compared to other emulsion fuels. Organic based manganese which act as catalyst promotes improvement of the emulsion fuel performance and reduced the harmful emissions discharged.

Resource Efficiency in the US Army Corps of Engineers: Examination of Strategies to Reduce Energy Use and Greenhouse Gas Emissions

DTIC Science & Technology

2012-09-15

Control 19 4,321 639 Office 10 4,387 584 Hydropower 5 2,885 504 2.1.2 NTV emissions NTV petroleum consumption information is a combination of ...reductions that will occur because of planned engine efficiency changes in the floating plant . These reductions total 8,956 MTCO2e. In addition, a ...and/or the implementation of a variety of measures such as passive solar energy, planting trees and plants around buildings to achieve desired

Work Truck Idling Reduction

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

None

2017-03-01

Hybrid utility trucks, with auxiliary power sources for on-board equipment, significantly reduce unnecessary idling resulting in fuel costs savings, less engine wear, and reduction in noise and emissions.

76 FR 32886 - Control of Emissions From New Highway Vehicles and Engines; Guidance on EPA's Certification...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-07

... production is accounted for in API's certification program and that the follow-up audit program is showing... Selective Catalytic Reduction Technology AGENCY: Environmental Protection Agency (EPA). ACTION: Request for... reduction (SCR) technology to meet emission standards for oxides of nitrogen (NO X ). This draft guidance...

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

Implications of sustainability for the United States light-duty transportation sector

DOE PAGES

Gearhart, Chris

2016-08-08

This article reviews existing literature to assess the consensus of the scientific and engineering communities concerning the potential for the United States’ light-duty transportation sector to meet a goal of 80% reduction in vehicle emissions and examine what it will take to meet this target. Climate change is a problem that must be solved. The primary cause of this problem is burning of fossil fuels to generate energy. A dramatic reduction in carbon emissions must happen soon, and a significant fraction of this reduction must come from the transportation sector. This paper reviews existing literature to assess the consensus ofmore » the scientific and engineering communities concerning the potential for the United States' light-duty transportation sector to meet a goal of 80% reduction in vehicle emissions and examine what it will take to meet this target. It is unlikely that reducing energy consumption in just vehicles with gasoline-based internal combustion drivetrains will be sufficient to meet GHG emission-reduction targets. This paper explores what additional benefits are possible through the adoption of alternative energy sources, looking at three possible on-vehicle energy carriers: carbon-based fuels, hydrogen, and batteries.« less

Airesearch QCGAT program. [quiet clean general aviation turbofan engines

NASA Technical Reports Server (NTRS)

Heldenbrand, R. W.; Norgren, W. M.

1979-01-01

A model TFE731-1 engine was used as a baseline for the NASA quiet clean general aviation turbofan engine and engine/nacelle program designed to demonstrate the applicability of large turbofan engine technology to small general aviation turbofan engines, and to obtain significant reductions in noise and pollutant emissions while reducing or maintaining fuel consumption levels. All new technology design for rotating parts and all items in the engine and nacelle that contributed to the acoustic and pollution characteristics of the engine system were of flight design, weight, and construction. The major noise, emissions, and performance goals were met. Noise levels estimated for the three FAR Part 36 conditions, are 10 t0 15 ENPdB below FAA requirements; emission values are considerably reduced below that of current technology engines; and the engine performance represents a TSFC improvement of approximately 9 percent over other turbofan engines.

Reducing GHG emissions in the United States' transportation sector

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

Das, Sujit; Andress, David A; Nguyen, Tien

Reducing GHG emissions in the U.S. transportation sector requires both the use of highly efficient propulsion systems and low carbon fuels. This study compares reduction potentials that might be achieved in 2060 for several advanced options including biofuels, hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV), and fuel cell electric vehicles (FCEV), assuming that technical and cost reduction targets are met and necessary fueling infrastructures are built. The study quantifies the extent of the reductions that can be achieved through increasing engine efficiency and transitioning to low-carbon fuels separately. Decarbonizing the fuels is essential for achieving large reductions inmore » GHG emissions, and the study quantifies the reductions that can be achieved over a range of fuel carbon intensities. Although renewables will play a vital role, some combination of coal gasification with carbon capture and sequestration, and/or nuclear energy will likely be needed to enable very large reductions in carbon intensities for hydrogen and electricity. Biomass supply constraints do not allow major carbon emission reductions from biofuels alone; the value of biomass is that it can be combined with other solutions to help achieve significant results. Compared with gasoline, natural gas provides 20% reduction in GHG emissions in internal combustion engines and up to 50% reduction when used as a feedstock for producing hydrogen or electricity, making it a good transition fuel for electric propulsion drive trains. The material in this paper can be useful information to many other countries, including developing countries because of a common factor: the difficulty of finding sustainable, low-carbon, cost-competitive substitutes for petroleum fuels.« less

Reductions in aircraft particulate emissions due to the use of Fischer-Tropsch fuels

NASA Astrophysics Data System (ADS)

Beyersdorf, A. J.; Timko, M. T.; Ziemba, L. D.; Bulzan, D.; Corporan, E.; Herndon, S. C.; Howard, R.; Miake-Lye, R.; Thornhill, K. L.; Winstead, E.; Wey, C.; Yu, Z.; Anderson, B. E.

2014-01-01

The use of alternative fuels for aviation is likely to increase due to concerns over fuel security, price stability, and the sustainability of fuel sources. Concurrent reductions in particulate emissions from these alternative fuels are expected because of changes in fuel composition including reduced sulfur and aromatic content. The NASA Alternative Aviation Fuel Experiment (AAFEX) was conducted in January-February 2009 to investigate the effects of synthetic fuels on gas-phase and particulate emissions. Standard petroleum JP-8 fuel, pure synthetic fuels produced from natural gas and coal feedstocks using the Fischer-Tropsch (FT) process, and 50% blends of both fuels were tested in the CFM-56 engines on a DC-8 aircraft. To examine plume chemistry and particle evolution with time, samples were drawn from inlet probes positioned 1, 30, and 145 m downstream of the aircraft engines. No significant alteration to engine performance was measured when burning the alternative fuels. However, leaks in the aircraft fuel system were detected when operated with the pure FT fuels as a result of the absence of aromatic compounds in the fuel. Dramatic reductions in soot emissions were measured for both the pure FT fuels (reductions in mass of 86% averaged over all powers) and blended fuels (66%) relative to the JP-8 baseline with the largest reductions at idle conditions. At 7% power, this corresponds to a reduction from 7.6 mg kg-1 for JP-8 to 1.2 mg kg-1 for the natural gas FT fuel. At full power, soot emissions were reduced from 103 to 24 mg kg-1 (JP-8 and natural gas FT, respectively). The alternative fuels also produced smaller soot (e.g., at 85% power, volume mean diameters were reduced from 78 nm for JP-8 to 51 nm for the natural gas FT fuel), which may reduce their ability to act as cloud condensation nuclei (CCN). The reductions in particulate emissions are expected for all alternative fuels with similar reductions in fuel sulfur and aromatic content regardless of the feedstock. As the plume cools downwind of the engine, nucleation-mode aerosols form. For the pure FT fuels, reductions (94% averaged over all powers) in downwind particle number emissions were similar to those measured at the exhaust plane (84%). However, the blended fuels had less of a reduction (reductions of 30-44%) than initially measured (64%). The likely explanation is that the reduced soot emissions in the blended fuel exhaust plume results in promotion of new particle formation microphysics, rather than coating on pre-existing soot particles, which is dominant in the JP-8 exhaust plume. Downwind particle volume emissions were reduced for both the pure (79 and 86% reductions) and blended FT fuels (36 and 46%) due to the large reductions in soot emissions. In addition, the alternative fuels had reduced particulate sulfate production (near zero for FT fuels) due to decreased fuel sulfur content. To study the formation of volatile aerosols (defined as any aerosol formed as the plume ages) in more detail, tests were performed at varying ambient temperatures (-4 to 20 °C). At idle, particle number and volume emissions were reduced linearly with increasing ambient temperature, with best fit slopes corresponding to -8 × 1014 particles (kg fuel)-1 °C-1 for particle number emissions and -10 mm3 (kg fuel)-1 °C-1 for particle volume emissions. The temperature dependency of aerosol formation can have large effects on local air quality surrounding airports in cold regions. Aircraft-produced aerosols in these regions will be much larger than levels expected based solely on measurements made directly at the engine exit plane. The majority (90% at idle) of the volatile aerosol mass formed as nucleation-mode aerosols, with a smaller fraction as a soot coating. Conversion efficiencies of up to 2.8% were measured for the partitioning of gas-phase precursors (unburned hydrocarbons and SO2) to form volatile aerosols. Highest conversion efficiencies were measured at 45% power.

Experimental assessment of the potential to decrease diesel NOx emissions beyond minimum requirements for Euro 6 Real Drive Emissions (RDE) compliance.

PubMed

Triantafyllopoulos, Georgios; Katsaounis, Dimitrios; Karamitros, Dimitrios; Ntziachristos, Leonidas; Samaras, Zissis

2018-03-15

The objective of this study was to test the potential for NO x emissions improvements on a typical Euro 6 diesel vehicle, following modifications to its emissions control system, under Real Drive Emissions (RDE) testing conditions. A commercially available car was selected and was first measured in its original configuration according to RDE on the road and an initial conformity factor (CF) of 5.4 was determined. Subsequent engine calibration and installation of a Selective Catalytic Reduction (SCR) device were conducted and tested on a fully transient engine dyno setup, which precisely reproduced the engine operation under the on-road RDE test. The NO x reduction achieved with those upgrades was 90%, leading to a CF of 0.53, with no CO 2 or fuel consumption penalty. These findings demonstrate that diesel vehicles can reach low NO x levels under real world driving conditions, when well-designed modern exhaust aftertreatment components are installed and properly calibrated. Copyright © 2017 Elsevier B.V. All rights reserved.

REDUCTION OF EMISSIONS FROM A HIGH SPEED FERRY

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

Thompson,G.; Gautam, M; Clark, N

2003-08-24

Emissions from marine vessels are being scrutinized as a major contributor to the total particulate matter (TPM), oxides of sulfur (SOx) and oxides of nitrogen (NOx) environmental loading. Fuel sulfur control is the key to SOx reduction. Significant reductions in the emissions from on-road vehicles have been achieved in the last decade and the emissions from these vehicles will be reduced by another order of magnitude in the next five years: these improvements have served to emphasize the need to reduce emissions from other mobile sources, including off road equipment, locomotives, and marine vessels. Diesel-powered vessels of interest include oceanmore » going vessels with low- and medium-speed engines, as well as ferries with high speed engines, as discussed below. A recent study examined the use of intake water injection (WIS) and ultra low sulfur diesel (ULSD) to reduce the emissions from a high-speed passenger ferry in southern California. One of the four Detroit Diesel 12V92 two-stroke high speed engines that power the Waverider (operated by SCX, inc.) was instrumented to collect intake airflow, fuel flow, shaft torque, and shaft speed. Engine speed and shaft torque were uniquely linked for given vessel draft and prevailing wind and sea conditions. A raw exhaust gas sampling system was utilized to measure the concentration of NOx, carbon dioxide (CO2), and oxygen (O2) and a mini dilution tunnel sampling a slipstream from the raw exhaust was used to collect TPM on 70 mm filters. The emissions data were processed to yield brake-specific mass results. The system that was employed allowed for redundant data to be collected for quality assurance and quality control. To acquire the data, the Waverider was operated at five different steady state speeds. Three modes were in the open sea off Oceanside, CA, and idle and harbor modes were also used. Data have showed that the use of ULSD along with water injection (WIS) could significantly reduce the emissions of NOx and PM while not affecting fuel consumption or engine performance compared to the baseline marine diesel. The results showed that a nominal 40% reduction in TPM was realized when switching from the marine diesel to the ULSD. A small reduction in NOx was also shown between the marine fuel and the ULSD. The implementation of the WIS showed that NOx was reduced significantly by between 11% and 17%, depending upon the operating condition. With the WIS, the TPM was reduced by a few percentage points, which was close to the confidence in measurement.« less

Penn State Multi-Discipline Tribology Group and Energy Institute Studies.

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

Perez, Joseph

This presentation is a summary of the current research activities on fuels and lubricants in the Multi-discipline Tribology group and the engine test group in the Combustion Laboratory of the Pennsylvania State University. The progress areas discussed in this summary include those found in Table 1. Table 1. RESEARCH AREAS: Diesel Engine Emission Reduction; Oxygenated Fuels; Improved Friction Fuels; Vegetable Oil Lubricants; Extended Drain Lubricants; Effect of Chemical Structure on Friction and Wear. The research is of interest either directly or indirectly to the goal of this workshop, diesel engine emissions reduction. The current projects at Penn State in themore » areas listed above will be discussed.« less

Energy efficient engine flight propulsion system preliminary analysis and design report

NASA Technical Reports Server (NTRS)

Gardner, W. B.

1979-01-01

A flight propulsion system preliminary design was established that meets the program goals of at least a 12 percent reduction in thrust specific fuel consumption, at least a five percent reduction in direct operating cost, and one-half the performance deterioration rate of the most efficient current commercial engines. The engine provides a high probability of meeting the 1978 noise rule goal. Smoke and gaseous emissions defined by the EPA proposed standards for engines newly certified after 1 January 1981 are met with the exception of NOx, despite incorporation of all known NOx reduction technology.

Low Emissions Aftertreatment and Diesel Emissions Reduction

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

None

2005-05-27

Detroit Diesel Corporation (DDC) has successfully completed a five-year Low Emissions Aftertreatment and Diesel Emissions Reduction (LEADER) program under a DOE project entitled: ''Research and Development for Compression-Ignition Direct-Injection Engines (CIDI) and Aftertreatment Sub-Systems''. The objectives of the LEADER Program were to: Demonstrate technologies that will achieve future federal Tier 2 emissions targets; and Demonstrate production-viable technical targets for engine out emissions, efficiency, power density, noise, durability, production cost, aftertreatment volume and weight. These objectives were successfully met during the course of the LEADER program The most noteworthy achievements in this program are listed below: (1) Demonstrated Tier 2 Binmore » 3 emissions target over the FTP75 cycle on a PNGV-mule Neon passenger car, utilizing a CSF + SCR system These aggressive emissions were obtained with no ammonia (NH{sub 3}) slip and a combined fuel economy of 63 miles per gallon, integrating FTP75 and highway fuel economy transient cycle test results. Demonstrated feasibility to achieve Tier 2 Bin 8 emissions levels without active NOx aftertreatment. (2) Demonstrated Tier 2 Bin 3 emissions target over the FTP75 cycle on a light-duty truck utilizing a CSF + SCR system, synergizing efforts with the DOE-DDC DELTA program. This aggressive reduction in tailpipe out emissions was achieved with no ammonia slip and a 41% fuel economy improvement, compared to the equivalent gasoline engine-equipped vehicle. (3) Demonstrated Tier 2 near-Bin 9 emissions compliance on a light-duty truck, without active NOx aftertreatment devices, in synergy with the DOE-DDC DELTA program. (4) Developed and applied advanced combustion technologies such as ''CLEAN Combustion{copyright}'', which yields simultaneous reduction in engine out NOx and PM emissions while also improving engine and aftertreatment integration by providing favorable exhaust species and temperature characteristics. These favorable emissions characteristics were obtained while maintaining performance and fuel economy. These aggressive emissions and performance results were achieved by applying a robust systems technology development methodology. This systems approach benefits substantially from an integrated experimental and analytical approach to technology development, which is one of DDCs core competencies Also, DDC is uniquely positioned to undertake such a systems technology development approach, given its vertically integrated commercial structure within the DaimlerChrysler organization. State-of-the-art analytical tools were developed targeting specific LEADER program objectives and were applied to guide system enhancements and to provide testing directions, resulting in a shortened and efficient development cycle. Application examples include ammonia/NO{sub x} distribution improvement and urea injection controls development, and were key contributors to significantly reduce engine out as well as tailpipe out emissions. Successful cooperation between DDC and Engelhard Corporation, the major subcontractor for the LEADER program and provider of state-of-the-art technologies on various catalysts, was another contributing factor to ensure that both passenger car and LD truck applications achieved Tier 2 Bin 3 emissions levels. Significant technical challenges, which highlight barriers of commercialization of diesel technology for passenger cars and LD truck applications, are presented at the end of this report.« less

The effect of fuel processes on heavy duty automotive diesel engine emissions

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

Reynolds, E.G.

1995-12-31

The effect of fuel quality on exhaust emissions from 2 heavy duty diesel engines has been measured over the ECE R49 test cycle. The engines were selected to represent technologies used to meet Euro 1 and 2 emission standards (1992/93 and 1995/96); engines 1 and 2 respectively. The test fuels were prepared by a combination of processing, blending and additive treatment. When comparing the emissions from engines 1 and 2, using base line data generated on the CEC reference fuel RF73-T-90, engine technology had the major effect on emission levels. Engine 2 reduced both particulate matter (PM) and carbon monoxidemore » levels by approximately 50%, with total hydrocarbon (THC) being approximately 75% lower. Oxides of nitrogen levels were similar for both engines. The variations in test fuel quality had marginal effects on emissions, with the two engines giving directionally opposite responses in some cases. For instance, there was an effect on CO and NOx but where one engine showed a reduction the other gave an increase. There were no significant changes in THC emissions from either engine when operating on any of the test fuels. When the reference fuel was hydrotreated, engine 1 showed a trend towards reduced particulate and NOx but with CO increasing. Engine 2 also showed a trend for reduced particulate levels, with an increase in NOx and no change in CO. Processing to reduce the final boiling point of the reference fuel showed a trend towards reduced particulate emissions with CO increasing on engine 1 but decreasing on engine 2.« 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

Performance, Efficiency, and Emissions Characterization of Reciprocating Internal Combustion Engines Fueled with Hydrogen/Natural Gas Blends

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

Kirby S. Chapman; Amar Patil

2007-06-30

Hydrogen is an attractive fuel source not only because it is abundant and renewable but also because it produces almost zero regulated emissions. Internal combustion engines fueled by compressed natural gas (CNG) are operated throughout a variety of industries in a number of mobile and stationary applications. While CNG engines offer many advantages over conventional gasoline and diesel combustion engines, CNG engine performance can be substantially improved in the lean operating region. Lean operation has a number of benefits, the most notable of which is reduced emissions. However, the extremely low flame propagation velocities of CNG greatly restrict the leanmore » operating limits of CNG engines. Hydrogen, however, has a high flame speed and a wide operating limit that extends into the lean region. The addition of hydrogen to a CNG engine makes it a viable and economical method to significantly extend the lean operating limit and thereby improve performance and reduce emissions. Drawbacks of hydrogen as a fuel source, however, include lower power density due to a lower heating value per unit volume as compared to CNG, and susceptibility to pre-ignition and engine knock due to wide flammability limits and low minimum ignition energy. Combining hydrogen with CNG, however, overcomes the drawbacks inherent in each fuel type. Objectives of the current study were to evaluate the feasibility of using blends of hydrogen and natural gas as a fuel for conventional natural gas engines. The experiment and data analysis included evaluation of engine performance, efficiency, and emissions along with detailed in-cylinder measurements of key physical parameters. This provided a detailed knowledge base of the impact of using hydrogen/natural gas blends. A four-stroke, 4.2 L, V-6 naturally aspirated natural gas engine coupled to an eddy current dynamometer was used to measure the impact of hydrogen/natural gas blends on performance, thermodynamic efficiency and exhaust gas emissions in a reciprocating four stroke cycle engine. The test matrix varied engine load and air-to-fuel ratio at throttle openings of 50% and 100% at equivalence ratios of 1.00 and 0.90 for hydrogen percentages of 10%, 20% and 30% by volume. In addition, tests were performed at 100% throttle opening, with an equivalence ratio of 0.98 and a hydrogen blend of 20% to further investigate CO emission variations. Data analysis indicated that the use of hydrogen/natural gas fuel blend penalizes the engine operation with a 1.5 to 2.0% decrease in torque, but provided up to a 36% reduction in CO, a 30% reduction in NOX, and a 5% increase in brake thermal efficiency. These results concur with previous results published in the open literature. Further reduction in emissions can be obtained by retarding the ignition timing.« less

Regulated and unregulated emissions from modern 2010 emissions-compliant heavy-duty on-highway diesel engines.

PubMed

Khalek, Imad A; Blanks, Matthew G; Merritt, Patrick M; Zielinska, Barbara

2015-08-01

The U.S. Environmental Protection Agency (EPA) established strict regulations for highway diesel engine exhaust emissions of particulate matter (PM) and nitrogen oxides (NOx) to aid in meeting the National Ambient Air Quality Standards. The emission standards were phased in with stringent standards for 2007 model year (MY) heavy-duty engines (HDEs), and even more stringent NOX standards for 2010 and later model years. The Health Effects Institute, in cooperation with the Coordinating Research Council, funded by government and the private sector, designed and conducted a research program, the Advanced Collaborative Emission Study (ACES), with multiple objectives, including detailed characterization of the emissions from both 2007- and 2010-compliant engines. The results from emission testing of 2007-compliant engines have already been reported in a previous publication. This paper reports the emissions testing results for three heavy-duty 2010-compliant engines intended for on-highway use. These engines were equipped with an exhaust diesel oxidation catalyst (DOC), high-efficiency catalyzed diesel particle filter (DPF), urea-based selective catalytic reduction catalyst (SCR), and ammonia slip catalyst (AMOX), and were fueled with ultra-low-sulfur diesel fuel (~6.5 ppm sulfur). Average regulated and unregulated emissions of more than 780 chemical species were characterized in engine exhaust under transient engine operation using the Federal Test Procedure cycle and a 16-hr duty cycle representing a wide dynamic range of real-world engine operation. The 2010 engines' regulated emissions of PM, NOX, nonmethane hydrocarbons, and carbon monoxide were all well below the EPA 2010 emission standards. Moreover, the unregulated emissions of polycyclic aromatic hydrocarbons (PAHs), nitroPAHs, hopanes and steranes, alcohols and organic acids, alkanes, carbonyls, dioxins and furans, inorganic ions, metals and elements, elemental carbon, and particle number were substantially (90 to >99%) lower than pre-2007-technology engine emissions, and also substantially (46 to >99%) lower than the 2007-technology engine emissions characterized in the previous study.

Case Study – Idling Reduction Technologies for Emergency Service Vehicles

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

Laughlin, Michael; Owens, Russell J.

2016-01-01

This case study explores the use of idle reduction technologies (IRTs) on emergency service vehicles in police, fire, and ambulance applications. Various commercially available IRT systems and approaches can decrease, or ultimately eliminate, engine idling. Fleets will thus save money on fuel, and will also decrease their criteria pollutant emissions, greenhouse gas emissions, and noise.

Cost of lower NO x emissions: Increased CO 2 emissions from heavy-duty diesel engines

NASA Astrophysics Data System (ADS)

Krishnamurthy, Mohan; Carder, Daniel K.; Thompson, Gregory; Gautam, Mridul

This paper highlights the effect of emissions regulations on in-use emissions from heavy-duty vehicles powered by different model year engines. More importantly, fuel economy data for pre- and post-consent decree engines are compared. The objective of this study was to determine the changes in brake-specific emissions of NO x as a result of emission regulations, and to highlight the effect these have had on brake-specific CO 2 emission; hence, fuel consumption. For this study, in-use, on-road emission measurements were collected. Test vehicles were instrumented with a portable on-board tailpipe emissions measurement system, WVU's Mobile Emissions Measurement System, and were tested on specific routes, which included a mix of highway and city driving patterns, in order to collect engine operating conditions, vehicle speed, and in-use emission rates of CO 2 and NO x. Comparison of on-road in-use emissions data suggests NO x reductions as high as 80% and 45% compared to the US Federal Test Procedure and Not-to-Exceed standards for model year 1995-2002. However, the results indicate that the fuel consumption; hence, CO 2 emissions increased by approximately 10% over the same period, when the engines were operating in the Not-to-Exceed region.

Effect of compression ratio, nozzle opening pressure, engine load, and butanol addition on nanoparticle emissions from a non-road diesel engine.

PubMed

Maurya, Rakesh Kumar; Saxena, Mohit Raj; Rai, Piyush; Bhardwaj, Aashish

2018-05-01

Currently, diesel engines are more preferred over gasoline engines due to their higher torque output and fuel economy. However, diesel engines confront major challenge of meeting the future stringent emission norms (especially soot particle emissions) while maintaining the same fuel economy. In this study, nanosize range soot particle emission characteristics of a stationary (non-road) diesel engine have been experimentally investigated. Experiments are conducted at a constant speed of 1500 rpm for three compression ratios and nozzle opening pressures at different engine loads. In-cylinder pressure history for 2000 consecutive engine cycles is recorded and averaged data is used for analysis of combustion characteristics. An electrical mobility-based fast particle sizer is used for analyzing particle size and mass distributions of engine exhaust particles at different test conditions. Soot particle distribution from 5 to 1000 nm was recorded. Results show that total particle concentration decreases with an increase in engine operating loads. Moreover, the addition of butanol in the diesel fuel leads to the reduction in soot particle concentration. Regression analysis was also conducted to derive a correlation between combustion parameters and particle number emissions for different compression ratios. Regression analysis shows a strong correlation between cylinder pressure-based combustion parameters and particle number emission.

AiResearch QCGAT engine, airplane, and nacelle design features

NASA Technical Reports Server (NTRS)

Heldenbrand, R. W.

1980-01-01

The quiet, clean, general aviation turbofan engine and nacelle system was designed and tested. The engine utilized the core of the AiResearch model TFE731-3 engine and incorporated several unique noise- and emissions-reduction features. Components that were successfully adapted to this core include the fan, gearbox, combustor, low-pressure turbine, and associated structure. A highly versatile workhorse nacelle incorporating interchangeable acoustic and hardwall duct liners, showed that large-engine attenuation technology could be applied to small propulsion engines. The application of the mixer compound nozzle demonstrated both performance and noise advantages on the engine. Major performance, emissions, and noise goals were demonstrated.

Exhaust emissions reduction from diesel engine using combined Annona-Eucalyptus oil blends and antioxidant additive

NASA Astrophysics Data System (ADS)

Senthil, R.; Silambarasan, R.; Pranesh, G.

2017-03-01

The limited resources, rising petroleum prices and depletion of fossil fuel have now become a matter of great concern. Hence, there is an urgent need for researchers to find some alternate fuels which are capable of substituting partly or wholly the higher demanded conventional diesel fuel. Lot of research work has been conducted on diesel engine using biodiesel and its blends with diesel as an alternate fuel. Very few works have been done with combination of biodiesel-Eucalypts oil without neat diesel and this leads to lots of scope in this area. The aim of the present study is to analyze the performance and emission characteristics of a single cylinder, direct injection, compression ignition engine using eucalyptus oil-biodiesel as fuel. The presence of eucalyptus oil in the blend reduces the viscosity and improves the volatility of the blends. The methyl ester of Annona oil is blended with eucalypts oil in 10, 20, 30, 40 and 50 %. The performance and emission characteristics are evaluated by operating the engine at different loads. The performance characteristics such as brake thermal efficiency, brake specific fuel consumption and exhaust gas temperature are evaluated. The emission constituents measured are Carbon monoxide (CO), unburned hydrocarbons (HC), Oxides of nitrogen (NOx) and Smoke. It is found that A50-Eu50 (50 Annona + 50 % Eucalyptus oil) blend showed better performance and reduction in exhaust emissions. But, it showed a very marginal increase in NOx emission when compared to that of diesel. Therefore, in order to reduce the NOx emission, antioxidant additive (A-tocopherol acetate) is mixed with Annona-Eucalyptus oil blends in various proportions by which NOx emission is reduced. Hence, A50-Eu50 blend can be used as an alternate fuel for diesel engine without any modifications.

Development of Diesel Exhaust Aftertreatment System for Tier II Emissions

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

Yu, R. C.; Cole, A. S., Stroia, B. J.; Huang, S. C.

2002-06-01

Due to their excellent fuel efficiency, reliability, and durability, compression ignition direct injection (CIDI) engines have been used extensively to power almost all highway trucks, urban buses, off-road vehicles, marine carriers, and industrial equipment. CIDI engines burn 35 to 50% less fuel than gasoline engines of comparable size, and they emit far less greenhouse gases (Carbon Dioxides), which have been implicated in global warming. Although the emissions of CIDI engines have been reduced significantly over the last decade, there remains concern with the Nitrogen Oxides (NOX) and Particulate Matter (PM) emission levels. In 2000, the US EPA proposed very stringentmore » emissions standards to be introduced in 2007 along with low sulfur (< 15ppm) diesel fuel. The California Air Resource Board (CARB) has also established the principle that future diesel fueled vehicles should meet the same emissions standards as gasoline fueled vehicles and the EPA followed suit with its Tier II emissions regulations. Meeting the Tier II standards requires NOX and PM emissions to be reduced dramatically. Achieving such low emissions while minimizing fuel economy penalty cannot be done through engine development and fuel reformulation alone, and requires application of NOX and PM aftertreatment control devices. A joint effort was made between Cummins Inc. and the Department of Energy to develop the generic aftertreatment subsystem technologies applicable for Light-Duty Vehicle (LDV) and Light-Duty Truck (LDT) engines. This paper provides an update on the progress of this joint development program. Three NOX reduction technologies including plasmaassisted catalytic NOX reduction (PACR), active lean NOX catalyst (LNC), and adsorber catalyst (AC) technology using intermittent rich conditions for NOX reduction were investigated in parallel in an attempt to select the best NOX control approach for light-duty aftertreatment subsystem integration and development. Investigations included system design and analysis, critical lab/engine experiments, and ranking then selection of NOX control technologies against reliability, up-front cost, fuel economy, service interval/serviceability, and size/weight. The results of the investigations indicate that the best NOX control approach for LDV and LDT applications is a NOX adsorber system. A greater than 83% NOX reduction efficiency is required to achieve 0.07g/mile NOX Tier II vehicle-out emissions. Both active lean NOX and PACR technology are currently not capable of achieving the high conversion efficiency required for Tier II, Bin 5 emissions standards. In this paper, the NOX technology assessment and selection is first reviewed and discussed. Development of the selected NOX technology (NOX adsorber) and PM control are then discussed in more detail. Discussion includes exhaust sulfur management, further adsorber formulation development, reductant screening, diesel particulate filter development & active regeneration, and preliminary test results on the selected integrated SOX trap, NOX adsorber, and diesel particulate filter system over an FTP-75 emissions cycle, and its impact on fuel economy. Finally, the direction of future work for continued advanced aftertreatment technology development is discussed. (SAE Paper SAE-2002-01-1867 © 2002 SAE International. This paper is published on this website with permission from SAE International. As a user of this website, you are permitted to view this paper on-line, download this pdf file and print one copy of this paper at no cost for your use only. The downloaded pdf file and printout of this SAE paper may not be copied, distributed or forwarded to others or for the use of others.)« less

Lean, premixed, prevaporized combustion for aircraft gas turbine engines

NASA Technical Reports Server (NTRS)

Mularz, E. J.

1979-01-01

The application of lean, premixed, prevaporized combustion to aircraft turbine engine systems can result in benefits in terms of superior combustion performance, improved combustor and turbine durability, and environmentally acceptable pollutant emissions. Lean, premixed prevaporized combustion is particularly attractive for reducing the oxides of nitrogen emissions during high altitude cruise. The NASA stratospheric cruise emission reduction program will evolve and demonstrate lean, premixed, prevaporized combustion technology for aircraft engines. This multiphased program is described. In addition, the various elements of the fundamental studies phase of the program are reviewed, and results to date of many of these studies are summarized.

Stripping ethanol from ethanol-blended fuels for use in NO.sub.x SCR

DOEpatents

Kass, Michael Delos [Oak Ridge, TN; Graves, Ronald Lee [Knoxville, TN; Storey, John Morse Elliot [Oak Ridge, TN; Lewis, Sr., Samuel Arthur; Sluder, Charles Scott [Knoxville, TN; Thomas, John Foster [Powell, TN

2007-08-21

A method to use diesel fuel alchohol micro emulsions (E-diesel) to provide a source of reductant to lower NO.sub.x emissions using selective catalytic reduction. Ethanol is stripped from the micro emulsion and entered into the exhaust gasses upstream of the reducing catalyst. The method allows diesel (and other lean-burn) engines to meet new, lower emission standards without having to carry separate fuel and reductant tanks.

Comparative analysis of emission characteristics and noise test of an I.C. engine using different biodiesel blends

NASA Astrophysics Data System (ADS)

Hossain, Md. Alamgir; Rahman, Fariha; Mamun, Maliha; Naznin, Sadia; Rashid, Adib Bin

2017-12-01

Biodiesel is a captivating renewable resource providing the potential to reduce particulate emissions in compressionignition engines. A comparative study is conducted to evaluate the effects of using biodiesel on exhaust emissions. Exhaust smokiness, noise and exhaust regulated gas emissions such as carbon di oxides, carbon monoxide and oxygen are measured. It is observed that methanol-biodiesel blends (mustard oil, palm oil) cause reduction of emissions remarkably. Most of the harmful pollutants in the exhaust are reduced significantly with the use of methanol blended fuels. Reduction in CO emission is more with mustard oil blend compared to palm oil blend. Comparatively clean smoke is observed with biodiesel than diesel. It is also observed that, there is a decrease of noise while performing with biodiesel blends which is around 78 dB whereas noise caused by diesel is 80 dB. Biodiesel, more importantly mustard oil is a clean burning fuel that does not contribute to the net increase of carbon dioxide.

Effectiveness of selective catalytic reduction systems on reducing gaseous emissions from an engine using diesel and biodiesel blends.

PubMed

Borillo, Guilherme C; Tadano, Yara S; Godoi, Ana F L; Santana, Simone S M; Weronka, Fernando M; Penteado Neto, Renato A; Rempel, Dennis; Yamamoto, Carlos I; Potgieter-Vermaak, Sanja; Potgieter, Johannes H; Godoi, Ricardo H M

2015-03-03

The aim of this investigation was to quantify organic and inorganic gas emissions from a four-cylinder diesel engine equipped with a urea selective catalytic reduction (SCR) system. Using a bench dynamometer, the emissions from the following mixtures were evaluated using a Fourier transform infrared (FTIR) spectrometer: low-sulfur diesel (LSD), ultralow-sulfur diesel (ULSD), and a blend of 20% soybean biodiesel and 80% ULSD (B20). For all studied fuels, the use of the SCR system yielded statistically significant (p < 0.05) lower NOx emissions. In the case of the LSD and ULSD fuels, the SCR system also significantly reduced emissions of compounds with high photochemical ozone creation potential, such as formaldehyde. However, for all tested fuels, the SCR system produced significantly (p < 0.05) higher emissions of N2O. In the case of LSD, the NH3 emissions were elevated, and in the case of ULSD and B20 fuels, the non-methane hydrocarbon (NMHC) and total hydrocarbon of diesel (HCD) emissions were significantly higher.

Method for reduction of the NOX emissions in marine auxiliary diesel engine using the fuel mixtures containing biodiesel using HCCI combustion.

PubMed

Puškár, Michal; Kopas, Melichar; Puškár, Dušan; Lumnitzer, Ján; Faltinová, Eva

2018-02-01

The marine auxiliary diesel engines installed in the large transoceanic ships are used in order to generate the electricity but at the same time these engines are able to produce a significant amount of the harmful exhaust gas emissions. Therefore the International Maritime Organisation (IMO) concluded an agreement, which has to control generating of gaseous emissions in maritime transport. From this reason started to be used some of the alternative fuels in this branch. There was performed a study, which investigated emissions of the auxiliary marine diesel engine during application of the experimental fuels. The different testing fuels were created using the ratios 0%, 50%, 80% and 100% between the biodiesel and the ULSDF (Ultra Low Sulphur Diesel Fuel). The experimental measurements were performed at the different engine loading levels and various engine speeds in order to investigate an influence of the mixed fuels on the engine operational characteristics. Copyright © 2017 Elsevier Ltd. All rights reserved.

Emission reduction from diesel engine using fumigation methanol and diesel oxidation catalyst.

PubMed

Zhang, Z H; Cheung, C S; Chan, T L; Yao, C D

2009-07-15

This study is aimed to investigate the combined application of fumigation methanol and a diesel oxidation catalyst for reducing emissions of an in-use diesel engine. Experiments were performed on a 4-cylinder naturally-aspirated direct-injection diesel engine operating at a constant speed of 1800 rev/min for five engine loads. The experimental results show that at low engine loads, the brake thermal efficiency decreases with increase in fumigation methanol; but at high loads, it slightly increases with increase in fumigation methanol. The fumigation method results in a significant increase in hydrocarbon (HC), carbon monoxide (CO), and nitrogen dioxide (NO(2)) emissions, but decrease in nitrogen oxides (NO(x)), smoke opacity and the particulate mass concentration. For the submicron particles, the total number of particles decreases. In all cases, there is little change in geometrical mean diameter of the particles. After catalytic conversion, the HC, CO, NO(2), particulate mass and particulate number concentrations were significantly reduced at medium to high engine loads; while the geometrical mean diameter of the particles becomes larger. Thus, the combined use of fumigation methanol and diesel oxidation catalyst leads to a reduction of HC, CO, NO(x), particulate mass and particulate number concentrations at medium to high engine loads.

CMC Technology Advancements for Gas Turbine Engine Applications

NASA Technical Reports Server (NTRS)

Grady, Joseph E.

2013-01-01

CMC research at NASA Glenn is focused on aircraft propulsion applications. The objective is to enable reduced engine emissions and fuel consumption for more environmentally friendly aircraft. Engine system studies show that incorporation of ceramic composites into turbine engines will enable significant reductions in emissions and fuel burn due to increased engine efficiency resulting from reduced cooling requirements for hot section components. This presentation will describe recent progress and challenges in developing fiber and matrix constituents for 2700 F CMC turbine applications. In addition, ongoing research in the development of durable environmental barrier coatings, ceramic joining integration technologies and life prediction methods for CMC engine components will be reviewed.

Effects of fuels, engine load and exhaust after-treatment on diesel engine SVOC emissions and development of SVOC profiles for receptor modeling

PubMed Central

Huang, Lei; Bohac, Stanislav V.; Chernyak, Sergei M.; Batterman, Stuart A.

2015-01-01

Diesel exhaust emissions contain numerous semivolatile organic compounds (SVOCs) for which emission information is limited, especially for idling conditions, new fuels and the new after-treatment systems. This study investigates exhaust emissions of particulate matter (PM), polycyclic aromatic hydrocarbons (PAHs), nitro-PAHs (NPAHs), and sterane and hopane petroleum biomarkers from a heavy-duty (6.4 L) diesel engine at various loads (idle, 600 and 900 kPa BMEP), with three types of fuel (ultra-low sulfur diesel or ULSD, Swedish low aromatic diesel, and neat soybean biodiesel), and with and without a diesel oxidation catalyst (DOC) and diesel particulate filter (DPF). Swedish diesel and biodiesel reduced emissions of PM2.5, Σ15PAHs, Σ11NPAHs, Σ5Hopanes and Σ6Steranes, and biodiesel resulted in the larger reductions. However, idling emissions increased for benzo[k]fluoranthene (Swedish diesel), 5-nitroacenaphthene (biodiesel) and PM2.5 (biodiesel), a significant result given the attention to exposures from idling vehicles and the toxicity of high-molecular-weight PAHs and NPAHs. The DOC + DPF combination reduced PM2.5 and SVOC emissions during DPF loading (>99% reduction) and DPF regeneration (83–99%). The toxicity of diesel exhaust, in terms of the estimated carcinogenic risk, was greatly reduced using Swedish diesel, biodiesel fuels and the DOC + DPF. PAH profiles showed high abundances of three and four ring compounds as well as naphthalene; NPAH profiles were dominated by nitro-naphthalenes, 1-nitropyrene and 9-nitroanthracene. Both the emission rate and the composition of diesel exhaust depended strongly on fuel type, engine load and after-treatment system. The emissions data and chemical profiles presented are relevant to the development of emission inventories and exposure and risk assessments. PMID:25709535

Effects of fuels, engine load and exhaust after-treatment on diesel engine SVOC emissions and development of SVOC profiles for receptor modeling.

PubMed

Huang, Lei; Bohac, Stanislav V; Chernyak, Sergei M; Batterman, Stuart A

2015-02-01

Diesel exhaust emissions contain numerous semivolatile organic compounds (SVOCs) for which emission information is limited, especially for idling conditions, new fuels and the new after-treatment systems. This study investigates exhaust emissions of particulate matter (PM), polycyclic aromatic hydrocarbons (PAHs), nitro-PAHs (NPAHs), and sterane and hopane petroleum biomarkers from a heavy-duty (6.4 L) diesel engine at various loads (idle, 600 and 900 kPa BMEP), with three types of fuel (ultra-low sulfur diesel or ULSD, Swedish low aromatic diesel, and neat soybean biodiesel), and with and without a diesel oxidation catalyst (DOC) and diesel particulate filter (DPF). Swedish diesel and biodiesel reduced emissions of PM 2.5 , Σ 15 PAHs, Σ 11 NPAHs, Σ 5 Hopanes and Σ 6 Steranes, and biodiesel resulted in the larger reductions. However, idling emissions increased for benzo[k]fluoranthene (Swedish diesel), 5-nitroacenaphthene (biodiesel) and PM 2.5 (biodiesel), a significant result given the attention to exposures from idling vehicles and the toxicity of high-molecular-weight PAHs and NPAHs. The DOC + DPF combination reduced PM 2.5 and SVOC emissions during DPF loading (>99% reduction) and DPF regeneration (83-99%). The toxicity of diesel exhaust, in terms of the estimated carcinogenic risk, was greatly reduced using Swedish diesel, biodiesel fuels and the DOC + DPF. PAH profiles showed high abundances of three and four ring compounds as well as naphthalene; NPAH profiles were dominated by nitro-naphthalenes, 1-nitropyrene and 9-nitroanthracene. Both the emission rate and the composition of diesel exhaust depended strongly on fuel type, engine load and after-treatment system. The emissions data and chemical profiles presented are relevant to the development of emission inventories and exposure and risk assessments.

Energy efficient engine component development and integration program

NASA Technical Reports Server (NTRS)

1980-01-01

The design of an energy efficient commercial turbofan engine is examined with emphasis on lower fuel consumption and operating costs. Propulsion system performance, emission standards, and noise reduction are also investigated. A detailed design analysis of the engine/aircraft configuration, engine components, and core engine is presented along with an evaluation of the technology and testing involved.

Evaluation of NOx emissions of a retrofitted Euro 5 passenger car for the Horizon prize "Engine retrofit".

PubMed

Giechaskiel, Barouch; Suarez-Bertoa, Ricardo; Lähde, Tero; Clairotte, Michael; Carriero, Massimo; Bonnel, Pierre; Maggiore, Maurizio

2018-06-13

The Horizon 2020 prize for the "Engine Retrofit for Clean Air" aims at reducing the pollution in cities by spurring the development of retrofit technology for diesel engines. A Euro 5 passenger car was retrofitted with an under-floor SCR (Selective Catalytic Reduction) for NO x catalyst in combination with a solid ammonia based dosing system as the NO x reductant. The vehicle was tested both on the road and on the chassis dynamometer under various test cycles and ambient temperatures. The NO x emissions were reduced by 350-1100 mg/km (60-85%) in the laboratory depending on the test cycle and engine conditions (cold or hot start), except at type approval conditions. The reduction for cold start urban cycles was < 75 mg/km (< 15%). The on road and laboratory tests were inline. In some high speed conditions significant increase of ammonia (NH 3 ) and nitrous oxide (N 2 O) were measured. No effect was seen on other pollutants (hydrocarbons, carbon monoxide and particles). The results of the present study show that retrofitting high emitting vehicles can significantly reduce vehicle NO x emissions and ultimately pollution in cities. Copyright © 2018 The Authors. Published by Elsevier Inc. All rights reserved.

Water Injection on Commercial Aircraft to Reduce Airport Nitrogen Oxides

NASA Technical Reports Server (NTRS)

Daggett, David L.; Hendricks, Robert C.; Fucke, Lars; Eames, David J. H.

2010-01-01

The potential nitrogen oxide (NO(x) reductions, cost savings, and performance enhancements identified in these initial studies of waterinjection technology strongly suggest that it be further pursued. The potential for engine maintenance cost savings from this system should make it very attractive to airline operators and assure its implementation. Further system tradeoff studies and engine tests are needed to answer the optimal system design question. Namely, would a low-risk combustor injection system with 70- to 90-percent NO(x) reduction be preferable, or would a low-pressure compressor (LPC) misting system with only 50-percent NO(x) reduction but larger turbine inlet temperature reductions be preferable? The low-pressure compressor injection design and operability issues identified in the report need to be addressed because they might prevent implementation of the LPC type of water-misting system. If water-injection technology challenges are overcome, any of the systems studied would offer dramatic engine NO(x) reductions at the airport. Coupling this technology with future emissions-reduction technologies, such as fuel-cell auxiliary power units will allow the aviation sector to address the serious challenges of environmental stewardship, and NO(x) emissions will no longer be an issue at airports.

Time-resolved characterization of primary and secondary particle emissions of a modern gasoline passenger car

NASA Astrophysics Data System (ADS)

Karjalainen, P.; Timonen, H.; Saukko, E.; Kuuluvainen, H.; Saarikoski, S.; Aakko-Saksa, P.; Murtonen, T.; Dal Maso, M.; Ahlberg, E.; Svenningsson, B.; Brune, W. H.; Hillamo, R.; Keskinen, J.; Rönkkö, T.

2015-11-01

Changes in traffic systems and vehicle emission reduction technologies significantly affect traffic-related emissions in urban areas. In many densely populated areas the amount of traffic is increasing, keeping the emission level high or even increasing. To understand the health effects of traffic related emissions, both primary and secondary particles that are formed in the atmosphere from gaseous exhaust emissions need to be characterized. In this study we used a comprehensive set of measurements to characterize both primary and secondary particulate emissions of a modern gasoline passenger car. Our aerosol particle study covers the whole process chain in emission formation, from the engine to the atmosphere, and takes into account also differences in driving patterns. We observed that in mass terms, the amount of secondary particles was 13 times higher than the amount of primary particles. The formation, composition, number, and mass of secondary particles was significantly affected by driving patterns and engine conditions. The highest gaseous and particulate emissions were observed at the beginning of the test cycle when the performance of the engine and the catalyst was below optimal. The key parameter for secondary particle formation was the amount of gaseous hydrocarbons in primary emissions; however, also the primary particle population had an influence. Thus, in order to enhance human health and wellbeing in urban areas, our study strongly indicates that in future legislation, special attention should be directed into the reduction of gaseous hydrocarbons.

Energy efficient engine component development and integration program

NASA Technical Reports Server (NTRS)

1982-01-01

The development of the technology to improve energy efficiency of propulsion systems for subsonic commercial aircrafts was examined. Goals established include: (1) fuel consumption, reduction in flight propulsion system; (2) direct operation cost; (3) noise, with provision for engine growth corresponding to future engine application; and (4) emissions, EPA new engine standards.

Development of naval diesel engine duty cycles for air exhaust emission environmental impact analysis. Master's thesis

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

Markle, S.P.

1994-05-01

A strategy for testing naval diesel engines for exhaust emissions was developed. A survey of existing international and national standard diesel engine duty cycles was conducted. All were found to be inadequate for testing and certification of engine exhaust emissions from naval diesel powered ships. Naval ship data covering 11,500 hours of engine operation of four U.S. Navy LSD 41 Class amphibious ships was analyzed to develop a 27 point class operating profile. A procedure combining ship hull form characteristics, ship propulsion plant parameters, and ship operating profile was detailed to derive an 11-Mode duty cycle representative for testing LSDmore » 41 Class propulsion diesel engines. A similar procedure was followed for ship service diesel engines. Comparisons with industry accepted duty cycles were conducted using exhaust emission contour plots for the Colt-Pielstick PC-4B diesel engines. Results showed the 11-Mode LSD 41 Class Duty Cycle best predicted ship propulsion engine emissions compared to the 27 point operating profile propeller curve. The procedure was applied to T-AO 187 Class with similar results. The application of civilian industry standards to measure naval diesel ship propulsion engine exhaust emissions was found to be inadequate. Engine exhaust flow chemistry post turbocharger was investigated using the SANDIA Lab computer tool CHEMKIN. Results showed oxidation and reduction reactions within exhaust gases are quenched in the exhaust stack. Since the exhaust stream in the stack is unreactive, emission sampling may be performed where most convenient. A proposed emission measurement scheme for LSD 41 Class ships was presented.« less

DOE Light Truck Clean Diesel (LTCD) Program Final Caterpillar Public Report Light Truck Clean Diesel Program

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

Eric Fluga

The US Department of Energy and Caterpillar entered a Cooperative Agreement to develop compression ignition engine technology suitable for the light truck/SUV market. Caterpillar, in collaboration with a suitable commercialization partner, developed a new Compression Ignition Direct Injection (CIDI) engine technology to dramatically improve the emissions and performance of light truck engines. The overall program objective was to demonstrate engine prototypes by 2004, with an order of magnitude emission reduction while meeting challenging fuel consumption goals. Program emphasis was placed on developing and incorporating cutting edge technologies that could remove the current impediments to commercialization of CIDI power sources inmore » light truck applications. The major obstacle to commercialization is emissions regulations with secondary concerns of driveability and NVH (noise, vibration and harshness). The target emissions levels were 0.05 g/mile NOx and 0.01 g/mile PM to be compliant with the EPA Tier 2 fleet average requirements of 0.07 g/mile and the CARB LEV 2 of 0.05 g/mile for NOx, both have a PM requirement of 0.01 g/mile. The program team developed a combustion process that fundamentally shifted the classic NOx vs. PM behavior of CIDI engines. The NOx vs. PM shift was accomplished with a form of Homogeneous Charge Compression Ignition (HCCI). The HCCI concept centers on appropriate mixing of air and fuel in the compression process and controlling the inception and rate of combustion through various means such as variable valve timing, inlet charge temperature and pressure control. Caterpillar has adapted an existing Caterpillar design of a single injector that: (1) creates the appropriate fuel and air mixture for HCCI, (2) is capable of a more conventional injection to overcome the low power density problems of current HCCI implementations, (3) provides a mixed mode where both the HCCI and conventional combustion are functioning in the same combustion cycle. Figure 1 illustrates the mixed mode injection system. Under the LTCD program Caterpillar developed a mixed mode injector for a multi-cylinder engine system. The mixed mode injection system represents a critical enabling technology for the implementation of HCCI. In addition, Caterpillar implemented variable valve system technology and air system technology on the multi-cylinder engine platform. The valve and air system technology were critical to system control. Caterpillar developed the combustion system to achieve a 93% reduction in NOx emissions. The resulting NOx emissions were 0.12 gm/mile NOx. The demonstrated emissions level meets the stringent Tier 2 Bin 8 requirement without NOx aftertreatment! However, combustion development alone was not adequate to meet the program goal of 0.05gm/mile NOx. To meet the program goals, an additional 60% NOx reduction technology will be required. Caterpillar evaluated a number of NOx reduction technologies to quantify and understand the NOx reduction potential and system performance implications. The NOx adsorber was the most attractive NOx aftertreatment option based on fuel consumption and NOx reduction potential. In spite of the breakthrough technology development conducted under the LTCD program there remains many significant challenges associated with the technology configuration. For HCCI, additional effort is needed to develop a robust control strategy, reduce the hydrocarbon emissions at light load condition, and develop a more production viable fuel system. Furthermore, the NOx adsorber suffers from cost, packaging, and durability challenges that must be addressed.« less

DEMONSTRATION OF POTENTIAL FOR SELECTIVE CATALYTIC REDUCTION AND DIESEL PARTICULATE FILTERS

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

McGILL,R; KHAIR, M; SHARP, C

2003-08-24

This project addresses the potential for Selective Catalytic Reduction (SCR) devices (using urea as reductant) together with Diesel Particulate Filters (DPF) and low-pressure loop exhaust gas recirculation (EGR) to achieve future stringent emissions standards for heavy-duty engines powering Class 8 vehicles. Two emission control systems consisting of the three technologies (EGR, SCR, and DPF) were calibrated on a Caterpillar C-12 heavy-duty diesel engine. Results of these calibrations showed good promise in meeting the 2010 heavy-duty emission standards as set forth by the Environmental Protection Agency (EPA). These two emission control systems were developed to evaluate a series of fuels thatmore » have similar formulations except for their sulfur content. Additionally, one fuel, code-named BP15, was also evaluated. This fuel was prepared by processing straight-run distillate stocks through a commercial, single stage hydrotreater employing high activity catalyst at maximum severity. An additional goal of this program is to provide data for an on-going EPA technology review that evaluates progress toward meeting 2007/2010 emission standards. These emissions levels were to be achieved not only on the transient test cycles but in other modes of operation such as the steady-state Euro-III style emission test known as the OICA (Organisation Internationale des Compagnies d'Automobiles) or the ESC (European Stationary Cycle). Additionally, hydrocarbon and carbon monoxide emissions standards are to be met.« less

77 FR 20848 - Notice of Lodging of Consent Decree Under the Clean Air Act

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-06

... labeled marine diesel engines in their respective operations. The Consent Decree requires Settling...-ignition engine manufacturer, and National Steel and Shipbuilding Company, a marine vessel manufacturer... Selective Catalytic Reduction emissions control technology at a marine engine test stand operated at...

Selective catalyst reduction light-off strategy

DOEpatents

Gonze, Eugene V [Pinckney, MI

2011-10-18

An emissions control system includes a temperature determination module and an emissions control module. The temperature determination module determines a first temperature of a heater element of a diesel particulate filter (DPF) assembly in an exhaust system and determines a second temperature of a catalyst of the DPF assembly. The emissions control module selectively activates the heater element, selectively initiates a predefined combustion process in an engine based upon the first temperature, and selectively starts a reductant injection process based upon the second temperature.

One dimensional modeling of a diesel-CNG dual fuel engine

NASA Astrophysics Data System (ADS)

Azman, Putera Adam; Fawzi, Mas; Ismail, Muammar Mukhsin; Osman, Shahrul Azmir

2017-04-01

Some of the previous studies have shown that the use of compressed natural gas (CNG) in diesel engines potentially produce engine performance improvement and exhaust gas emission reduction, especially nitrogen oxides, unburned hydrocarbons, and carbon dioxide. On the other hand, there are other researchers who claimed that the use of CNG increases exhaust gas emissions, particularly nitrogen oxides. In this study, a one-dimensional model of a diesel-CNG dual fuel engine was made based on a 4-cylinder 2.5L common rail direct injection diesel engine. The software used is GT-Power, and it was used to analyze the engine performance and exhaust gas emissions of several diesel-CNG dual fuel blend ratios, i.e. 100:0, 90:10, 80:20, 70:30, 60:40 and 50:50. The effect of 100%, 75%, 50% engine loads on the exhaust gas emissions were also studied. The result shows that all diesel-CNG fuel blends produces higher brake torque and brake power at engine speed of 2000-3000 rpm compared with 100% diesel. The 50:50 diesel-CNG blend produces the highest brake torque and brake power, but also has the highest brake specific fuel consumption. As a higher percentage of CNG added to the dual fuel blend, unburned hydrocarbons and carbon monoxide emission increased while carbon dioxide emission decreased. The nitrogen oxides emission concentration is generally unaffected by any change of the dual fuel ratio.

Update of the development on the new Audi NSU rotary engine generation

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

van Basshuysen, R.; Wilmers, G.

At AUDI NSU a new generation of rotary engines has been developed of which the significant layout parameters are outlined. The present status of development is characterized by a lean burn concept with fuel injection and an exhaust emission control system with catalytic converter. Test results indicate that the fuel economy ranges at the same level as comparable reciprocating engines. The future US-exhaust emission standards are kept below but in respect to the Japanese standards further reduction of NO/sub x/ is necessary. Endurance tests proving the durability of the exhaust emission control system have still to be performed.

Method and apparatus to selectively reduce NO.sub.x in an exhaust gas feedstream

DOEpatents

Schmieg, Steven J [Troy, MI; Blint, Richard J [Shelby Township, MI; Den, Ling [Sterling Heights, MI; Viola, Michael B [Macomb Township, MI; Lee, Jong-Hwan [Rochester Hills, MI

2011-08-30

A method and apparatus are described to selectively reduce NO.sub.x emissions of an internal combustion engine. An exhaust aftertreatment system includes an injection device operative to dispense a hydrocarbon reductant upstream of a silver-alumina catalytic reactor device. A control system determines a NO.sub.x concentration and hydrocarbon/NOx ratio based upon selected parameters of the exhaust gas feedstream and dispenses hydrocarbon reductant during lean engine operation. Included is a method to control elements of the feedstream during lean operation. The hydrocarbon reductant may include engine fuel.

Experimental investigation on NOx and green house gas emissions from a marine auxiliary diesel engine using ultralow sulfur light fuel.

PubMed

Geng, Peng; Tan, Qinming; Zhang, Chunhui; Wei, Lijiang; He, Xianzhong; Cao, Erming; Jiang, Kai

2016-12-01

In recent years, marine auxiliary diesel engine has been widely used to produce electricity in the large ocean-going ship. One of the main technical challenges for ocean-going ship is to reduce pollutant emissions from marine auxiliary diesel engine and to meet the criteria of disposal on ships pollutants of IMO (International Maritime Organization). Different technical changes have been introduced in marine auxiliary diesel engine to apply clean fuels to reduce pollutant emissions. The ultralow sulfur light fuel will be applied in diesel engine for emission reductions in China. This study is aimed to investigate the impact of fuel (ultralow sulfur light fuel) on the combustion characteristic, NOx and green house gas emissions in a marine auxiliary diesel engine, under the 50%-90% engine speeds and the 25%-100% engine torques. The experimental results show that, in the marine auxiliary diesel engine, the cylinder pressure and peak heat release rate increase slightly with the increase of engine torques, while the ignition advances and combustion duration become longer. With the increases of the engine speed and torque, the fuel consumption decreases significantly, while the temperature of the exhaust manifold increases. The NOx emissions increase significantly with the increases of the engine speed and torque. The NO emission increases with the increases of the engine speed and torque, while the NO 2 emission decreases. Meanwhile, the ratio of NO 2 and NO is about 1:1 when the diesel engine operated in the low speed and load, while the ratio increases significantly with the increases of engine speed and torque, due to the increase of the cylinder temperature in the diffusive combustion mode. Moreover, the CO 2 emission increases with the increases of engine speed and torque by the use of ultralow sulfur light fuel. Copyright © 2016. Published by Elsevier B.V.

Physicochemical characterization of particulate emissions from a compression ignition engine employing two injection technologies and three fuels.

PubMed

Surawski, N C; Miljevic, B; Ayoko, G A; Roberts, B A; Elbagir, S; Fairfull-Smith, K E; Bottle, S E; Ristovski, Z D

2011-07-01

Alternative fuels and injection technologies are a necessary component of particulate emission reduction strategies for compression ignition engines. Consequently, this study undertakes a physicochemical characterization of diesel particulate matter (DPM) for engines equipped with alternative injection technologies (direct injection and common rail) and alternative fuels (ultra low sulfur diesel, a 20% biodiesel blend, and a synthetic diesel). Particle physical properties were addressed by measuring particle number size distributions, and particle chemical properties were addressed by measuring polycyclic aromatic hydrocarbons (PAHs) and reactive oxygen species (ROS). Particle volatility was determined by passing the polydisperse size distribution through a thermodenuder set to 300 °C. The results from this study, conducted over a four point test cycle, showed that both fuel type and injection technology have an impact on particle emissions, but injection technology was the more important factor. Significant particle number emission (54%-84%) reductions were achieved at half load operation (1% increase-43% decrease at full load) with the common rail injection system; however, the particles had a significantly higher PAH fraction (by a factor of 2 to 4) and ROS concentrations (by a factor of 6 to 16) both expressed on a test-cycle averaged basis. The results of this study have significant implications for the health effects of DPM emissions from both direct injection and common rail engines utilizing various alternative fuels.

Vanadium and tungsten release from V-based selective catalytic reduction diesel aftertreatment

NASA Astrophysics Data System (ADS)

Liu, Z. Gerald; Ottinger, Nathan A.; Cremeens, Christopher M.

2015-03-01

Vanadium-based selective catalytic reduction (V-SCR) catalysts are currently used for the reduction of nitrogen oxides (NOx) in worldwide diesel applications including Euro IV, V, and VI as well as U.S. nonroad Tier 4 Final. Although V-SCR catalysts are attractive because of their high NOx conversion, low cost, resistance to sulfur poisoning, and ability to reduce hydrocarbon emissions, there is concern that V-SCR washcoat material (e.g., vanadium and tungsten) and its derivatives may be released into the atmosphere, potentially harming human health and the environment. In this study, vanadium and tungsten release measurements are made with both a reactor- and engine-based approach in order to determine the potential release of these metals from diesel exhaust aftertreatment systems that contain a V-SCR catalyst. Results for a commercially available V-SCR reveal that both V and W release begin at 500 °C, and both reactor- and engine-based methods are capable of measuring qualitatively similar release. Emissions with the engine-based method are higher at all temperatures evaluated, likely due to this method's ability to capture particle-phase and vapor-phase emissions which become particle-bound after their evolution from the catalyst surface. Certification relevant data (NRTC and NRSC) from a nonroad engine is used to understand probable emissions from V-SCR aftertreatment architectures. Finally, results from a V-SCR catalyst formulated for improved thermal durability illustrate that it is possible to increase the maximum temperature for V-SCR catalysts. This comprehensive understanding of the temperature dependence of vanadium and tungsten volatility can be used to further analyze the full impact of diesel aftertreatment on exhaust emissions and their impact on human health and environmental toxicity.

Measurement and comparison of Bangkok diesel bus emissions and performance using on-board equipment

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

Burnette, A.D.; Kishan, S.; Wangwongwatana, S.

1997-12-31

An on-board measurement system was assembled and used to compare the emissions and performance of buses in Bangkok, Thailand under actual driving conditions. Three similar buses were compared: one using an engine without special emissions control design, one with an engine meeting Euro 1 standards, and one with an engine meeting Euro 2 standards. As the buses drove their routes, second-by-second data were collected for engine rpm, throttle position, vehicle speed, exhaust concentrations of hydrocarbons, carbon monoxide, carbon dioxide, oxygen, nitric oxide, and exhaust opacity. Vehicle performance data were calculated using algorithms developed during previous driving studies in Bangkok. Grammore » per liter of fuel used emission factors were developed for gaseous pollutants using combustion calculations and these were translated into gram per kilometer traveled emission factors using the fuel efficiency data for the buses. Smoke data were left in terms of opacity. Test results are designed to be used to compare the cost benefit of upgrading buses with no emissions controls to Euro 1 or Euro 2 technologies. Ongoing tests will help bus companies determine the benefit of incremental improvements to bus engines and other emissions reduction strategies.« less

Pollution technology program, can-annular combustor engines

NASA Technical Reports Server (NTRS)

Roberts, R.; Fiorentino, A. J.; Greene, W.

1976-01-01

A Pollution Reduction Technology Program to develop and demonstrate the combustor technology necessary to reduce exhaust emissions for aircraft engines using can-annular combustors is described. The program consisted of design, fabrication, experimental rig testing and assessment of results and was conducted in three program elements. The combustor configurations of each program element represented increasing potential for meeting the 1979 Environmental Protection Agency (EPA) emission standards, while also representing increasing complexity and difficulty of development and adaptation to an operational engine. Experimental test rig results indicate that significant reductions were made to the emission levels of the baseline JT8D-17 combustor by concepts in all three program elements. One of the Element I single-stage combustors reduced carbon monoxide to a level near, and total unburned hydrocarbons (THC) and smoke to levels below the 1979 EPA standards with little or no improvement in oxides of nitrogen. The Element II two-stage advanced Vorbix (vortex burning and mixing) concept met the standard for THC and achieved significant reductions in CO and NOx relative to the baseline. Although the Element III prevaporized-premixed concept reduced high power NOx below the Element II results, there was no improvement to the integrated EPA parameter relative to the Vorbix combustor.

40 CFR 85.1406 - Certification.

Code of Federal Regulations, 2012 CFR

2012-07-01

...-use engine that is newly rebuilt to its original configuration. (b) Diesel test fuel. Federally... used is the heavy-duty engine Federal Test Procedure as set forth in the applicable portions of part 86... provide some level of particulate emission reduction, and will not cause the urban bus engine to fail to...

40 CFR 85.1406 - Certification.

Code of Federal Regulations, 2014 CFR

2014-07-01

...-use engine that is newly rebuilt to its original configuration. (b) Diesel test fuel. Federally... used is the heavy-duty engine Federal Test Procedure as set forth in the applicable portions of part 86... provide some level of particulate emission reduction, and will not cause the urban bus engine to fail to...

40 CFR 85.1406 - Certification.

Code of Federal Regulations, 2013 CFR

2013-07-01

...-use engine that is newly rebuilt to its original configuration. (b) Diesel test fuel. Federally... used is the heavy-duty engine Federal Test Procedure as set forth in the applicable portions of part 86... provide some level of particulate emission reduction, and will not cause the urban bus engine to fail to...

40 CFR 85.1406 - Certification.

Code of Federal Regulations, 2011 CFR

2011-07-01

...-use engine that is newly rebuilt to its original configuration. (b) Diesel test fuel. Federally... used is the heavy-duty engine Federal Test Procedure as set forth in the applicable portions of part 86... provide some level of particulate emission reduction, and will not cause the urban bus engine to fail to...

Mitigation of PAH and nitro-PAH emissions from nonroad diesel engines.

PubMed

Liu, Z Gerald; Wall, John C; Ottinger, Nathan A; McGuffin, Dana

2015-03-17

More stringent emission requirements for nonroad diesel engines introduced with U.S. Tier 4 Final and Euro Stage IV and V regulations have spurred the development of exhaust aftertreatment technologies. In this study, several aftertreatment configurations consisting of diesel oxidation catalysts (DOC), diesel particulate filters (DPF), Cu zeolite-, and vanadium-based selective catalytic reduction (SCR) catalysts, and ammonia oxidation (AMOX) catalysts are evaluated using both Nonroad Transient (NRTC) and Steady (8-mode NRSC) Cycles in order to understand both component and system-level effects of diesel aftertreatment on emissions of polycyclic aromatic hydrocarbons (PAH) and their nitrated derivatives (nitro-PAH). Emissions are reported for four configurations including engine-out, DOC+CuZ-SCR+AMOX, V-SCR+AMOX, and DOC+DPF+CuZ-SCR+AMOX. Mechanisms responsible for the reduction, and, in some cases, the formation of PAH and nitro-PAH compounds are discussed in detail, and suggestions are provided to minimize the formation of nitro-PAH compounds through aftertreatment design optimizations. Potency equivalency factors (PEFs) developed by the California Environmental Protection Agency are then applied to determine the impact of aftertreatment on PAH-derived exhaust toxicity. Finally, a comprehensive set of exhaust emissions including criteria pollutants, NO2, total hydrocarbons (THC), n-alkanes, branched alkanes, saturated cycloalkanes, aromatics, aldehydes, hopanes and steranes, and metals is provided, and the overall efficacy of the aftertreatment configurations is described. This detailed summary of emissions from a current nonroad diesel engine equipped with advanced aftertreatment can be used to more accurately model the impact of anthropogenic emissions on the atmosphere.

An Overview of Low-Emission Combustion Research

NASA Technical Reports Server (NTRS)

DelRosario, Ruben

2014-01-01

An overview of research efforts at NASA Glenn Research Center (GRC) in low-emission combustion technology that have made a significant impact on the Nitrogen Oxides (NOx) emission reduction in aircraft propulsion will be presented. The technology advancements and their impact on aircraft emissions will be discussed in the context of NASAs Aeronautics Research Mission Directorate (ARMD) high-level goals in fuel burn, noise and emission reductions. The highlights of the research presented will show how the past and current efforts have laid the foundation for the engines that are flying today as well as how the continued technology advancements will significantly influence the next generation of aviation propulsion system designs.

An Overview of Low-Emission Combustion Research at NASA Glenn

NASA Technical Reports Server (NTRS)

Reddy, Dhanireddy R.; Lee, Chi-Ming

2016-01-01

An overview of research efforts at NASA Glenn Research Center (GRC) in low-emission combustion technology that have made a significant impact on the nitrogen oxides (NOx) emission reduction in aircraft propulsion is presented. The technology advancements and their impact on aircraft emissions are discussed in the context of NASA's Aeronautics Research Mission Directorate (ARMD) high-level goals in fuel burn, noise and emission reductions. The highlights of the research presented here show how the past and current efforts laid the foundation for the engines that are flying today as well as how the continued technology advancements will significantly influence the next generation of aviation propulsion system designs.

Overview of Low Emission Combustion Research At NASA Glenn

NASA Technical Reports Server (NTRS)

Reddy, D. R.

2016-01-01

An overview of research efforts at NASA Glenn Research Center (GRC) in low-emission combustion technology that have made a significant impact on the nitrogen oxides (NOx) emission reduction in aircraft propulsion is presented. The technology advancements and their impact on aircraft emissions are discussed in the context of NASA's Aeronautics Research Mission Directorate (ARMD) high-level goals in fuel burn, noise and emission reductions. The highlights of the research presented here show how the past and current efforts laid the foundation for the engines that are flying today as well as how the continued technology advancements will significantly influence the next generation of aviation propulsion system designs.

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

Heat Pipes Reduce Engine-Exhaust Emissions

NASA Technical Reports Server (NTRS)

Schultz, D. F.

1986-01-01

Increased fuel vaporization raises engine efficiency. Heat-pipe technology increased efficiency of heat transfer beyond that obtained by metallic conduction. Resulted in both improved engine operation and reduction in fuel consumption. Raw material conservation through reduced dependence on strategic materials also benefit from this type of heat-pipe technology. Applications result in improved engine performance and cleaner environment.

Environmentally Responsible Aviation: Propulsion Research to Enable Fuel Burn, Noise and Emissions Reduction

NASA Technical Reports Server (NTRS)

Van Zante, Dale; Suder, Kenneth

2015-01-01

The NASA Environmentally Responsible Aviation (ERA) program is maturing technologies to enable simultaneous reduction of fuel burn, noise and emissions from an aircraft engine system. Three engine related Integrated Technology Demonstrations (ITDs) have been completed at Glenn Research Center in collaboration with Pratt Whitney, General Electric and the Federal Aviation Administration. The engine technologies being matured are: a low NOx, fuel flexible combustor in partnership with Pratt Whitney; an ultra-high bypass, ducted propulsor system in partnership with Pratt Whitney and FAA; and high pressure ratio, front-stage core compressor technology in partnership with General Electric. The technical rationale, test configurations and overall results from the test series in each ITD are described. ERA is using system analysis to project the benefits of the ITD technologies on potential aircraft systems in the 2025 timeframe. Data from the ITD experiments were used to guide the system analysis assumptions. Results from the current assessments for fuel burn, noise and oxides of nitrogen emissions are presented.

Environmentally Responsible Aviation: Propulsion Research to Enable Fuel Burn, Noise and Emissions Reduction

NASA Technical Reports Server (NTRS)

Van Zante, Dale E.; Suder, Kenneth L.

2015-01-01

The NASA Environmentally Responsible Aviation (ERA) program is maturing technologies to enable simultaneous reduction of fuel burn, noise and emissions from an aircraft engine system. Three engine related Integrated Technology Demonstrations (ITDs) have been completed at Glenn Research Center in collaboration with Pratt Whitney, General Electric and the Federal Aviation Administration. The engine technologies being matured are a low NOx, fuel flexible combustor in partnership with Pratt Whitney, an ultra-high bypass, ducted propulsor system in partnership with Pratt Whitney FAA and high pressure ratio, front-stage core compressor technology in partnership with General Electric. The technical rationale, test configurations and overall results from the test series in each ITD are described. ERA is using system analysis to project the benefits of the ITD technologies on potential aircraft systems in the 2025 timeframe. Data from the ITD experiments were used to guide the system analysis assumptions. Results from the current assessments for fuel burn, noise and oxides of nitrogen emissions are presented.

Emissions of PCDD/Fs, PCBs, and PAHs from a modern diesel engine equipped with catalyzed emission control systems.

PubMed

Laroo, Christopher A; Schenk, Charles R; Sanchez, L James; McDonald, Joseph

2011-08-01

Exhaust emissions of 17 2,3,7,8-substituted chlorinated dibenzo-p-dioxin/furan (CDD/F) congeners, tetra-octa CDD/F homologues, 12 2005 WHO chlorinated biphenyls (CB) congeners, mono-nona CB homologues, and 19 polycyclic aromatic hydrocarbons (PAHs) from a model year 2008 Cummins ISB engine were investigated. Testing included configurations composed of different combinations of aftertreatment including a diesel oxidation catalyst (DOC), catalyzed diesel particulate filter (CDPF), copper zeolite urea selective catalytic reduction (SCR), iron zeolite SCR, and ammonia slip catalyst. Results were compared to a baseline engine out configuration. Testing included the use of fuel that contained the maximum expected chlorine (Cl) concentration of U.S. highway diesel fuel and a Cl level 1.5 orders of magnitude above. Results indicate there is no risk for an increase in polychlorinated dibenzo-p-dioxin/furan and polychlorinated biphenyl emissions from modern diesel engines with catalyzed aftertreatment when compared to engine out emissions for configurations tested in this program. These results, along with PAH results, compare well with similar results from modern diesel engines in the literature. The results further indicate that polychlorinated dibenzo-p-dioxin/furan emissions from modern diesel engines both with and without aftertreatment are below historical values reported in the literature as well as the current inventory value.

Pollution Reduction Technology Program, Turboprop Engines, Phase 1

NASA Technical Reports Server (NTRS)

Anderson, R. D.; Herman, A. S.; Tomlinson, J. G.; Vaught, J. M.; Verdouw, A. J.

1976-01-01

Exhaust pollutant emissions were measured from a 501-D22A turboprop engine combustor and three low emission combustor types -- reverse flow, prechamber, and staged fuel, operating over a fuel-air ratio range of .0096 to .020. The EPAP LTO cycle data were obtained for a total of nineteen configurations. Hydrocarbon emissions were reduced from 15.0 to .3 lb/1000 Hp-Hr/cycle, CO from 31.5 to 4.6 lb/1000 Hp-Hr/cycle with an increase in NOx of 17 percent, which is still 25% below the program goal. The smoke number was reduced from 59 to 17. Emissions given here are for the reverse flow Mod. IV combustor which is the best candidate for further development into eventual use with the 501-D22A turboprop engine. Even lower emissions were obtained with the advanced technology combustors.

Characterization of the emissions impacts of hybrid excavators with a portable emissions measurement system (PEMS)-based methodology.

PubMed

Cao, Tanfeng; Russell, Robert L; Durbin, Thomas D; Cocker, David R; Burnette, Andrew; Calavita, Joseph; Maldonado, Hector; Johnson, Kent C

2018-04-13

Hybrid engine technology is a potentially important strategy for reduction of tailpipe greenhouse gas (GHG) emissions and other pollutants that is now being implemented for off-road construction equipment. The goal of this study was to evaluate the emissions and fuel consumption impacts of electric-hybrid excavators using a Portable Emissions Measurement System (PEMS)-based methodology. In this study, three hybrid and four conventional excavators were studied for both real world activity patterns and tailpipe emissions. Activity data was obtained using engine control module (ECM) and global positioning system (GPS) logged data, coupled with interviews, historical records, and video. This activity data was used to develop a test cycle with seven modes representing different types of excavator work. Emissions data were collected over this test cycle using a PEMS. The results indicated the HB215 hybrid excavator provided a significant reduction in tailpipe carbon dioxide (CO 2 ) emissions (from -13 to -26%), but increased diesel particulate matter (PM) (+26 to +27%) when compared to a similar model conventional excavator over the same duty cycle. Copyright © 2018 Elsevier B.V. All rights reserved.

Diesel emission reduction using internal exhaust gas recirculation

DOEpatents

He, Xin [Denver, CO; Durrett, Russell P [Bloomfield Hills, MI

2012-01-24

A method for controlling combustion in a direct-injection diesel engine includes monitoring a crankshaft rotational position of a cylinder of the engine, monitoring an engine load, determining an intake stroke within the cylinder based upon the crankshaft rotational position, and when the engine load is less than a threshold engine load, opening an exhaust valve for the cylinder during a portion of the intake stroke.

Overview of CMC Development Activities in NASA's Ultra-Efficient Engine Technology (UEET) Program

NASA Technical Reports Server (NTRS)

Brewer, Dave

2001-01-01

The primary objective of the UEET (Ultra-Efficient Engine Technology) Program is to address two of the most critical propulsion issues: performance/efficiency and reduced emissions. High performance, low emissions engine systems will lead to significant improvement in local air quality, minimum impact on ozone depletion and level to an overall reduction in aviation contribution to global warming. The Materials and Structures for High Performance project will develop and demonstrate advanced high temperature materials to enable high-performance, high efficiency, and environmentally compatible propulsion systems.

Advanced Subsonic Airplane Design and Economic Studies

NASA Technical Reports Server (NTRS)

Liebeck, Robert H.; Andrastek, Donald A.; Chau, Johnny; Girvin, Raquel; Lyon, Roger; Rawdon, Blaine K.; Scott, Paul W.; Wright, Robert A.

1995-01-01

A study was made to examine the effect of advanced technology engines on the performance of subsonic airplanes and provide a vision of the potential which these advanced engines offered. The year 2005 was selected as the entry-into-service (EIS) date for engine/airframe combination. A set of four airplane classes (passenger and design range combinations) that were envisioned to span the needs for the 2005 EIS period were defined. The airframes for all classes were designed and sized using 2005 EIS advanced technology. Two airplanes were designed and sized for each class: one using current technology (1995) engines to provide a baseline, and one using advanced technology (2005) engines. The resulting engine/airframe combinations were compared and evaluated on the basis on sensitivity to basic engine performance parameters (e.g. SFC and engine weight) as well as DOC+I. The advanced technology engines provided significant reductions in fuel burn, weight, and wing area. Average values were as follows: reduction in fuel burn = 18%, reduction in wing area = 7%, and reduction in TOGW = 9%. Average DOC+I reduction was 3.5% using the pricing model based on payload-range index and 5% using the pricing model based on airframe weight. Noise and emissions were not considered.

ERBS fuel addendum: Pollution reduction technology program small jet aircraft engines, phase 3

NASA Technical Reports Server (NTRS)

Bruce, T. W.; Davis, F. G.; Kuhn, T. E.; Mongia, H. C.

1982-01-01

A Model TFE731-2 engine with a low emission, variable geometry combustion system was tested to compare the effects of operating the engine on Commercial Jet-A aviation turbine fuel and experimental referee broad specification (ERBS) fuels. Low power emission levels were essentially identical while the high power NOx emission indexes were approximately 15% lower with the EBRS fuel. The exhaust smoke number was approximately 50% higher with ERBS at the takeoff thrust setting; however, both values were still below the EPA limit of 40 for the Model TFE731 engine. Primary zone liner wall temperature ran an average of 25 K higher with ERBS fuel than with Jet-A. The possible adoption of broadened proprties fuels for gas turbine applications is suggested.

Fuel Consumption Reduction and Weight Estimate of an Intercooled-Recuperated Turboprop Engine

NASA Astrophysics Data System (ADS)

Andriani, Roberto; Ghezzi, Umberto; Ingenito, Antonella; Gamma, Fausto

2012-09-01

The introduction of intercooling and regeneration in a gas turbine engine can lead to performance improvement and fuel consumption reduction. Moreover, as first consequence of the saved fuel, also the pollutant emission can be greatly reduced. Turboprop seems to be the most suitable gas turbine engine to be equipped with intercooler and heat recuperator thanks to the relatively small mass flow rate and the small propulsion power fraction due to the exhaust nozzle. However, the extra weight and drag due to the heat exchangers must be carefully considered. An intercooled-recuperated turboprop engine is studied by means of a thermodynamic numeric code that, computing the thermal cycle, simulates the engine behavior at different operating conditions. The main aero engine performances, as specific power and specific fuel consumption, are then evaluated from the cycle analysis. The saved fuel, the pollution reduction, and the engine weight are then estimated for an example case.

75 FR 3183 - Approval and Promulgation of Air Quality Implementation Plan: Kentucky; Approval Section 110(a)(1...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-01-20

...) Federal motor vehicle control program; (2) fleet turnover of automobiles; (3) low reid vapor pressure of... vehicles standard; (6) large nonroad diesel engines rule; (7) nonroad spark ignition engines and recreational engines standard; (8) point source emission reductions; (9) Air Products and Chemicals -21-157...

Reducing emissions by using special air filters for internal combustion engines

NASA Astrophysics Data System (ADS)

Birtok-Băneasă, C.; Raţiu, S. A.; Alexa, V.; Crăciun, A. L.; Josan, A.; Budiul-Berghian, A.

2017-05-01

This paper presents the experimental methodology to carry out functional performance tests for an air filter with a particular design of its housing, generically named Super absorbing YXV „Air by Corneliu”, patented and homologated by the Romanian Automotive Registry, to which numerous prizes and medals were awarded at national and international innovations salons. The tests were carried out in the Internal Combustion Engines Laboratory, within the specialization “Road vehicles” belonging to the Faculty of Engineering Hunedoara, component of Politehnica University of Timisoara. The scope of the study is to optimise the air intake into the engine cylinders by reducing the gas-dynamic resistances caused by the air filter and, therefore, to achieve higher energy efficiency, i.e. fuel consumption reduction and engine performance increase. We present some comparative values of various operating parameters of the engine fitted, in the first measuring session, with the original filter, and then with the studied filter. The data collected shows a reduction in fuel consumption by using this type of filter, which leads to lower emissions.

Test/QA plan for the verification testing of selective catalytic reduction control technologies for highway, nonroad use heavy-duty diesel engines

EPA Science Inventory

This ETV test/QA plan for heavy-duty diesel engine testing at the Southwest Research Institute’s Department of Emissions Research (DER) describes how the Federal Test Procedure (FTP), as listed in 40 CFR Part 86 for highway engines and 40 CFR Part 89 for nonroad engines, will be ...

History of Significant Vehicle and Fuel Introductions in the United States

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

Shirk, Matthew; Alleman, Teresa; Melendez, Margo

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 (DOE)-sponsored multi-agency project initiated to accelerate the introduction of affordable, scalable, and sustainable biofuels and high-efficiency, low-emission vehicle engines. The simultaneous fuels and vehicles research and development is designed to deliver maximum energy savings, emissions reduction, and on-road performance.

Ferry Engine Repower to Provide Benefits for Air and Water

EPA Pesticide Factsheets

EPA’s Diesel Emission Reduction Act grant to the Delaware River and Bay Authority is bringing new clean air technology to the Cape May-Lewes Ferry, thereby reducing air pollution emissions and contributing to cleaner water in the Chesapeake Bay.

Size distribution of EC, OC and particle-phase PAHs emissions from a diesel engine fueled with three fuels.

PubMed

Lu, Tian; Huang, Zhen; Cheung, C S; Ma, Jing

2012-11-01

The size distribution of elemental carbon (EC), organic carbon (OC) and particle-phase PAHs emission from a direct injection diesel engine fueled with a waste cooking biodiesel, ultra low sulfur diesel (ULSD, 10-ppm-wt), and low sulfur diesel (LSD, 400-ppm-wt) were investigated experimentally. The emission factor of biodiesel EC is 90.6 mg/kh, which decreases by 60.3 and 71.7%, compared with ULSD and LSD respectively and the mass mean diameter (MMD) of EC was also decreased with the use of biodiesel. The effect of biodiesel on OC emission might depend on the engine operation condition, and the difference in OC size distribution is not that significant among the three fuels. For biodiesel, its brake specific emission of particle-phase PAHs is obviously smaller than that from the two diesel fuels, and the reduction effect appears in almost all size ranges. In terms of size distribution, the MMD of PAHs from biodiesel is larger than that from the two diesel fuels, which could be attributed to the more effective reduction on combustion derived PAHs in nuclei mode. The toxicity analysis indicates that biodiesel could reduce the total PAHs emissions, as well as the carcinogenic potency of particle-phase PAHs in almost all the size ranges. Copyright © 2012 Elsevier B.V. All rights reserved.

Concepts for reducing exhaust emissions and fuel consumption of the aircraft piston engine

NASA Technical Reports Server (NTRS)

Rezy, B. J.; Stuckas, K. J.; Tucker, J. R.; Meyers, J. E.

1979-01-01

A study was made to reduce exhaust emissions and fuel consumption of a general aviation aircraft piston engine by applying known technology. Fourteen promising concepts such as stratified charge combustion chambers, cooling cylinder head improvements, and ignition system changes were evaluated for emission reduction and cost effectiveness. A combination of three concepts, improved fuel injection system, improved cylinder head with exhaust port liners and exhaust air injection was projected as the most cost effective and safe means of meeting the EPA standards for CO, HC and NO. The fuel economy improvement of 4.6% over a typical single engine aircraft flight profile does not though justify the added cost of the three concepts, and significant reductions in fuel consumption must be applied to the cruise mode where most of the fuel is used. The use of exhaust air injection in combination with exhaust port liners reduces exhaust valve stem temperatures which can result in longer valve guide life. The use of exhaust port liners alone can reduce engine cooling air requirements by 11% which is the equivalent of a 1.5% increase in propulsive power. The EPA standards for CO, HC and NO can be met in the IO-520 engine using air injection alone or the Simmonds improved fuel injection system.

Design and evaluation of combustors for reducing aircraft engine pollution

NASA Technical Reports Server (NTRS)

Jones, R. E.; Grobman, J.

1973-01-01

Efforts in reducing exhaust emissions from turbine engines are reported. Various techniques employed and the results of testing are briefly described and referenced for detail. The experimental approaches taken to reduce oxides of nitrogen emissions include the use of: (1) multizone combustors incorporating reduced dwell times, (2) fuel-air premixing, (3) air atomization, (4) fuel prevaporization, and (5) gaseous fuel. Since emissions of unburned hydrocarbons and carbon monoxide are caused by poor combustion efficiency at engine idle, the studies of fuel staging in multizone combustors and air assist fuel nozzles have indicated that large reductions in these emissions can be achieved. Also, the effect of inlet-air humidity on oxides of nitrogen was studied as well as the very effective technique of direct water injection. The emission characteristics of natural gas and propane fuels were measured and compared with those of ASTM-Al kerosene fuel.

Design and evaluation of combustors for reducing aircraft engine pollution.

NASA Technical Reports Server (NTRS)

Jones, R. E.; Grobman, J.

1973-01-01

This report summarizes some of the NASA Lewis Research Center's recent efforts in reducing exhaust emissions from turbine engines. Various techniques employed and the results of testing are briefly described and referenced for detail. The experimental approaches taken to reduce oxides of nitrogen emissions include the use of: multizone combustors incorporating reduced dwell time, fuel-air premixing, air atomization, fuel prevaporization and gaseous fuel. Since emissions of unburned hydrocarbons and carbon monoxide are caused by poor combustion efficiency at engine idle, the studies of fuel staging in multizone combustors and air assist fuel nozzles have indicated that large reductions in these emissions can be achieved. Also, the effect of inlet-air humidity on oxides of nitrogen was studied as well as the very effective technique of direct water injection. The emission characteristics of natural gas and propane fuels were measured and compared with those of ASTM-Al kerosene fuel.

Regulated and unregulated emissions from highway heavy-duty diesel engines complying with U.S. Environmental Protection Agency 2007 emissions standards.

PubMed

Khalek, Imad A; Bougher, Thomas L; Merritt, Patrick M; Zielinska, Barbara

2011-04-01

As part of the Advanced Collaborative Emissions Study (ACES), regulated and unregulated exhaust emissions from four different 2007 model year U.S. Environmental Protection Agency (EPA)-compliant heavy-duty highway diesel engines were measured on an engine dynamometer. The engines were equipped with exhaust high-efficiency catalyzed diesel particle filters (C-DPFs) that are actively regenerated or cleaned using the engine control module. Regulated emissions of carbon monoxide, nonmethane hydrocarbons, and particulate matter (PM) were on average 97, 89, and 86% lower than the 2007 EPA standard, respectively, and oxides of nitrogen (NOx) were on average 9% lower. Unregulated exhaust emissions of nitrogen dioxide (NO2) emissions were on, average 1.3 and 2.8 times higher than the NO, emissions reported in previous work using 1998- and 2004-technology engines, respectively. However, compared with other work performed on 1994- to 2004-technology engines, average emission reductions in the range of 71-99% were observed for a very comprehensive list of unregulated engine exhaust pollutants and air toxic contaminants that included metals and other elements, elemental carbon (EC), inorganic ions, and gas- and particle-phase volatile and semi-volatile organic carbon (OC) compounds. The low PM mass emitted from the 2007 technology ACES engines was composed mainly of sulfate (53%) and OC (30%), with a small fraction of EC (13%) and metals and other elements (4%). The fraction of EC is expected to remain small, regardless of engine operation, because of the presence of the high-efficiency C-DPF in the exhaust. This is different from typical PM composition of pre-2007 engines with EC in the range of 10-90%, depending on engine operation. Most of the particles emitted from the 2007 engines were mainly volatile nuclei mode in the sub-30-nm size range. An increase in volatile nanoparticles was observed during C-DPF active regeneration, during which the observed particle number was similar to that observed in emissions of pre-2007 engines. However, on average, when combining engine operation with and without active regeneration events, particle number emissions with the 2007 engines were 90% lower than the particle number emitted from a 2004-technology engine tested in an earlier program.

Production of Biomass-Based Automotive Lubricants by Reductive Etherification.

PubMed

Jadhav, Deepak; Grippo, Adam M; Shylesh, Sankaranarayanapillai; Gokhale, Amit A; Redshaw, John; Bell, Alexis T

2017-06-09

Growing concern with the effects of CO 2 emissions due to the combustion of petroleum-based transportation fuels has motivated the search for means to increase engine efficiency. The discovery of ethers with low viscosity presents an important opportunity to improve engine efficiency and fuel economy. We show here a strategy for the catalytic synthesis of such ethers by reductive etherification/O-alkylation of alcohols using building blocks that can be sourced from biomass. We find that long-chain branched ethers have several properties that make them superior lubricants to the mineral oil and synthetic base oils used today. These ethers provide a class of potentially renewable alternatives to conventional lubricants produced from petroleum and may contribute to the reduction of greenhouse gases associated with vehicle emissions. © 2017 Wiley-VCH Verlag GmbH & Co. KGaA, Weinheim.

Use of calophyllum inophyllum biofuel blended with diesel in DI diesel engine modified with nozzle holes and its size

NASA Astrophysics Data System (ADS)

Vairamuthu, G.; Sundarapandian, S.; Thangagiri, B.

2016-05-01

Improved thermal efficiency, reduction in fuel consumption and pollutant emissions from biodiesel fueled diesel engines are important issues in engine research. To achieve these, fast and perfect air-biodiesel mixing are the most important requirements. The mixing quality of biodiesel spray with air can be improved by better design of the injection system. The diesel engine tests were conducted on a 4-stroke tangentially vertical single cylinder (TV1) kirloskar 1500 rpm water cooled direct injection diesel engine with eddy current dynamometer. In this work, by varying different nozzles having spray holes of 3 (base, Ø = 0.280 mm), 4 (modified, Ø = 0.220 mm) and 5 (modified, Ø = 0.240 mm) holes, with standard static injection timing of 23° bTDC and nozzle opening pressure (NOP) of 250 bar maintained as constant throughout the experiment under steady state at full load condition of the engine. The effect of varying different nozzle configuration (number of holes), on the combustion, performance and exhaust emissions, using a blend of calophyllum inophyllum methyl ester by volume in diesel were evaluated. The test results showed that improvement in terms of brake thermal efficiency and specific fuel consumption for 4 holes and 5 holes nozzle operated at NOP 250 bar. Substantial improvements in the reduction of emissions levels were also observed for 5 holes nozzle operated at NOP 250 bar.

Impacts of biodiesel on pollutant emissions of a JP-8-fueled turbine engine.

PubMed

Corporan, Edwin; Reich, Richard; Monroig, Orvin; DeWitt, Matthew J; Larson, Venus; Aulich, Ted; Mann, Michael; Seames, Wayne

2005-07-01

The impacts of biodiesel on gaseous and particulate matter (PM) emissions of a JP-8-fueled T63 engine were investigated. Jet fuel was blended with the soybean oil-derived methyl ester biofuel at various concentrations and combusted in the turbine engine. The engine was operated at three power settings, namely ground idle, cruise, and takeoff power, to study the impact of the biodiesel at significantly different pressure and temperature conditions. Particulate emissions were characterized by measuring the particle number density (PND; particulate concentration), the particle size distribution, and the total particulate mass. PM samples were collected for offline analysis to obtain information about the effect of the biodiesel on the polycyclic aromatic hydrocarbon (PAH) content. In addition, temperature-programmed oxidation was performed on the collected soot samples to obtain information about the carbonaceous content (elemental or organic). Major and minor gaseous emissions were quantified using a total hydrocarbon analyzer, an oxygen analyzer, and a Fourier Transform IR analyzer. Test results showed the potential of biodiesel to reduce soot emissions in the jet-fueled turbine engine without negatively impacting the engine performance. These reductions, however, were observed only at the higher power settings with relatively high concentrations of biodiesel. Specifically, reductions of approximately 15% in the PND were observed at cruise and takeoff conditions with 20% biodiesel in the jet fuel. At the idle condition, slight increases in PND were observed; however, evidence shows this increase to be the result of condensed uncombusted biodiesel. Most of the gaseous emissions were unaffected under all of the conditions. The biodiesel was observed to have minimal effect on the formation of polycyclic aromatic hydrocarbons during this study. In addition to the combustion results, discussion of the physical and chemical characteristics of the blended fuels obtained using standard American Society for Testing and Materials (ASTM) fuel specifications methods are presented.

Trend and future of diesel engine: Development of high efficiency and low emission low temperature combustion diesel engine

NASA Astrophysics Data System (ADS)

Ho, R. J.; Yusoff, M. Z.; Palanisamy, K.

2013-06-01

Stringent emission policy has put automotive research & development on developing high efficiency and low pollutant power train. Conventional direct injection diesel engine with diffused flame has reached its limitation and has driven R&D to explore other field of combustion. Low temperature combustion (LTC) and homogeneous charge combustion ignition has been proven to be effective methods in decreasing combustion pollutant emission. Nitrogen Oxide (NOx) and Particulate Matter (PM) formation from combustion can be greatly suppressed. A review on each of method is covered to identify the condition and processes that result in these reductions. The critical parameters that allow such combustion to take place will be highlighted and serves as emphasis to the direction of developing future diesel engine system. This paper is written to explore potential of present numerical and experimental methods in optimizing diesel engine design through adoption of the new combustion technology.

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.

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.

NOx reduction through combustion optimization at PEPCO`s Potomac River Station

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

Cramer, D.S.; Williams, S.E.; Watkins, J.T.

1995-06-01

This paper describes the work done under EPRI Project RP 3383 at Potomac River Station to reduce NOx emissions by adjusting boiler controls. it details the method followed by PEPCO and Lehigh engineers to achieve a 35% reduction in average NOx emissions over a one-month extended test. Parameters that had the largest effect on NOx are discussed. A description of instruments installed to better monitor and control combustion is included.

Water-in-diesel emulsions and related systems.

PubMed

Lif, Anna; Holmberg, Krister

2006-11-16

Water-in-diesel emulsions are fuels for regular diesel engines. The advantages of an emulsion fuel are reductions in the emissions of nitrogen oxides and particulate matters, which are both health hazardous, and reduction in fuel consumption due to better burning efficiency. An important aspect is that diesel emulsions can be used without engine modifications. This review presents the influence of water on the emissions and on the combustion efficiency. Whereas there is a decrease in emissions of nitrogen oxides and particulate matters, there is an increase in the emissions of hydrocarbons and carbon monoxide with increasing water content of the emulsion. The combustion efficiency is improved when water is emulsified with diesel. This is a consequence of the microexplosions, which facilitate atomization of the fuel. The review also covers related fuels, such as diesel-in-water-in-diesel emulsions, i.e., double emulsions, water-in-diesel microemulsions, and water-in-vegetable oil emulsions, i.e., biodiesel emulsions. A brief overview of other types of alternative fuels is also included.

NASA Puffin Electric Tailsitter VTOL Concept

NASA Technical Reports Server (NTRS)

Moore, Mark D.

2010-01-01

Electric propulsion offers dramatic new vehicle mission capabilities, not possible with turbine or reciprocating engines; including high reliability and efficiency, low engine weight and maintenance, low cooling drag and volume required, very low noise and vibration, and zero emissions. The only penalizing characteristic of electric propulsion is the current energy storage technology level, which is set to triple over the next 5-10 years through huge new investments in this field. Most importantly, electric propulsion offers incredible new degrees of freedom in aircraft system integration to achieve unprecedented levels of aerodynamic, propulsive, control, and structural synergistic coupling. A unique characteristic of electric propulsion is that the technology is nearly scale-free, permitting small motors to be parallelized for fail-safe redundancy, or distributed across the airframe for tightly coupled interdisciplinary functionality without significant impacts in motor-controller efficiency or specific weight. Maximizing the potential benefit of electric propulsion is dependent on applying this technology to synergistic mission concepts. The vehicle missions with the most benefit include those which constrain environmental impact (or limit noise, exhaust, or emission signatures) are short range, or where large differences exist in the propulsion system sizing between takeoff and cruise conditions. Electric propulsion offers the following unique capabilities that other propulsion systems can t provide for short range Vertical Takeoff and Landing (VTOL) aircraft; elimination of engine noise and emissions, drastic reduction in engine cooling and radiated heat, drastic reduction in vehicle vibration levels, drastic improvement in reliability and operating costs, variable speed output at full power, for improved cruise efficiency at low tip-speed, elimination of high/hot sizing penalty, and reduction of engine-out penalties.

Impacts of a Nanosized Ceria Additive on Diesel Engine Emissions of Particulate and Gaseous Pollutants

PubMed Central

Zhang, Junfeng; Nazarenko, Yevgen; Zhang, Lin; Calderon, Leonardo; Lee, Ki-Bum; Garfunkel, Eric; Schwander, Stephan; Tetley, Teresa D.; Chung, Kian Fan; Porter, Alexandra E.; Ryan, Mary; Kipen, Howard; Lioy, Paul J.; Mainelis, Gediminas

2014-01-01

Fuel additives incorporating nanosized ceria have been increasingly used in diesel engines as combustion promoters. However, few studies have assessed the impact of these nanotechnology-based additives on pollutant emissions. Here, we systematically compare emission rates of particulate and gaseous pollutants from a single-cylinder, four-cycle diesel engine using fuel mixes containing nanoceria of varying concentrations. The test fuels were made by adding different amounts of a commercial fuel additive Envirox into an ultralow-sulfur diesel fuel at 0 (base fuel), 0.1-, 1-, and 10-fold the manufacturer-recommended concentration of 0.5 mL Envirox per liter of fuel. The addition of Envirox resulted in ceria-concentration-dependent emission reductions of CO2, CO, total particulate mass, formaldehyde, acetaldehyde, acrolein, and several polycyclic aromatic hydrocarbons. These reductions at the manufacturer-recommended doping concentration, however, were accompanied by a substantial increase of certain other air pollutants, specifically the number of ultrafine particles (+32%), NOx (+9.3%), and the particle-phase benzo[a]pyrene toxic equivalence quotient (+35%). Increasing fuel ceria concentrations also led to decreases in the size of emitted particles. Given health concerns related to ultrafine particles and NOx, our findings call for additional studies to further evaluate health risks associated with the use of nanoceria additives in various engines under various operating conditions. PMID:24144266

Emission of a Dual-Fuel Turbocharged Compression Ignition Engine

NASA Astrophysics Data System (ADS)

Rózycki, Andrzej

2012-02-01

The paper describes the results of a four-cylinder dual fuel turbocharged compression ignition engine. The aim of the study was to determine the maximum CNG share in thefuel mixture delivered into the cylinder. Analysis of the investigation results showed that the CNG energy share in the fuel charge delivered into the cylinder can reach 45%. At that level of CNG energy share a 15% reduction in maximum torque is achieved in comparison with the standard fuelling. The unburnt hydrocarbon emission increases significantly. Emissions of other principal pollutants reach values comparable with those obtained at standard fuelling.

Emissions and Noise Pervasive Panel

NASA Technical Reports Server (NTRS)

Henderson, Brenda; Lee, Chi

2008-01-01

Objectives include: Provide interagency coordination of technology development, aimed at engine noise reduction. a) Provide recommendations to the Steering Committee on potential areas of interagency technology collaboration to maximize the use of government investments in noise reduction. b) Serve as a forum for information and technology exchange in order to coordinate gas turbine engine environmental strategies and policies among the member agencies and industry; c) Coordinate activities across panel representatives; and d) Communicate progress to VAATE steering committee.

Analysis of CO2, CO and HC emission reduction in automobiles

NASA Astrophysics Data System (ADS)

Balan, K. N.; Valarmathi, T. N.; Reddy, Mannem Soma Harish; Aravinda Reddy, Gireddy; Sai Srinivas, Jammalamadaka K. M. K.; Vasan

2017-05-01

In the present scenario, the emission from automobiles is becoming a serious problem to the environment. Automobiles, thermal power stations and Industries majorly constitute to the emission of CO2, CO and HC. Though the CO2 available in the atmosphere will be captured by oceans, grasslands; they are not enough to control CO2 present in the atmosphere completely. Also advances in engine and vehicle technology continuously to reduce the emission from engine exhaust are not sufficient to reduce the HC and CO emission. This work concentrates on design, fabrication and analysis to reduce CO2, CO and HC emission from exhaust of automobiles by using molecular sieve 5A of 1.5mm. In this paper, the details of the fabrication, results and discussion about the process are discussed.

Possibility of reducing CO2 emissions from internal combustion engines

NASA Astrophysics Data System (ADS)

Drabik, Dawid; Mamala, Jarosław; Śmieja, Michał; Prażnowski, Krzysztof

2017-10-01

Article defines on the possibility of reduction CO2 of the internal combustion engine and presents the analysis based on originally conducted studies. The increase in overall engine efficiency is sought after by all engineers dealing with engine construction, one of the major ways to reduce CO2 emissions is to increase the compression ratio. The application of the compression ratio that has been increased constructional in the engine will, on one hand, bring about the increase in the theoretical efficiency, but, on the other hand, require a system for pressure control at a higher engine load in order to prevent engine knocking. For the purposes of the article there was carried out a number of studies and compiled results, and on their basis determined what have a major impact on the reducing CO2.

Experimental investigation of engine emissions with marine gas oil-oxygenate blends.

PubMed

Nabi, Md Nurun; Hustad, Johan Einar

2010-07-15

This paper investigates the diesel engine performance and exhaust emissions with marine gas oil-alternative fuel additive. Marine gas oil (MGO) was selected as base fuel for the engine experiments. An oxygenate, diethylene glycol dimethyl ether (DGM), and a biodiesel (BD) jatropha oil methyl ester (JOME) with a volume of 10% were blended with the MGO fuel. JOME was derived from inedible jatropha oil. Lower emissions with diesel-BD blends (soybean methyl ester, rapeseed methyl ester etc.) have been established so far, but the effect of MGO-BD (JOME) blends on engine performance and emissions has been a growing interest as JOME (BD) is derived from inedible oil and MGO is frequently used in maritime transports. No phase separation between MGO-DGM and MGO-JOME blends was found. The neat MGO, MGO-DGM and MGO-JOME blends are termed as MGO, Ox10 and B10 respectively. The experiments were conducted with a six-cylinder, four-stroke, turbocharged, direct-injection Scania DC 1102 (DI) diesel engine. The experimental results showed significant reductions in fine particle number and mass emissions, PM and smoke emissions with Ox10 and B10 fuels compared to the MGO fuel. Other emissions including total unburned hydrocarbon (THC), carbon monoxide (CO) and engine noise were also reduced with the Ox10 and B10 fuels, while maintaining similar brake specific fuel consumption (BSFC) and thermal efficiency with MGO fuel. Oxides of nitrogen (NOx) emissions, on the other hand, were slightly higher with the Ox10 and B10 fuels at high engine load conditions. Copyright 2010 Elsevier B.V. All rights reserved.

Investigation of the Impact of Fuel Properties on Particulate Number Emission of a Modern Gasoline Direct Injection Engine

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

McCormick, Robert L; Fioroni, Gina; Fatouraie, Mohammad

Gasoline Direct Injection (GDI) has become the preferred technology for spark-ignition engines resulting in greater specific power output and lower fuel consumption, and consequently reduction in CO2 emission. However, GDI engines face a substantial challenge in meeting new and future emission limits, especially the stringent particle number (PN) emissions recently introduced in Europe and China. Studies have shown that the fuel used by a vehicle has a significant impact on engine out emissions. In this study, nine fuels with varying chemical composition and physical properties were tested on a modern turbo-charged side-mounted GDI engine with design changes to reduce particulatemore » emissions. The fuels tested included four fuels meeting US certification requirements; two fuels meeting European certification requirements; and one fuel meeting China 6 certification requirements being proposed at the time of this work. Two risk safeguard fuels (RSG), representing the properties of worst case market fuels in Europe and China, were also included. The particle number concentration of the solid particulates was measured in the engine-out exhaust flow at steady state engine operations with load and speed sweeps, and semi-transient load steps. The test results showed a factor of 6 PN emission difference among all certification fuels tested. Combined with detailed fuel analyses, this study evaluated important factors (such as oxygenates, carbon chain length and thermo-physical properties) that cause PN emissions which were not included in PMI index. A linear regression was performed to develop a PN predictive model which showed improved fitting quality than using PMI.« less

Impact of Alternative Jet Fuels on Engine Exhaust Composition During the 2015 ECLIF Ground-Based Measurements Campaign.

PubMed

Schripp, Tobias; Anderson, Bruce; Crosbie, Ewan C; Moore, Richard H; Herrmann, Friederike; Oßwald, Patrick; Wahl, Claus; Kapernaum, Manfred; Köhler, Markus; Le Clercq, Patrick; Rauch, Bastian; Eichler, Philipp; Mikoviny, Tomas; Wisthaler, Armin

2018-04-17

The application of fuels from renewable sources ("alternative fuels") in aviation is important for the reduction of anthropogenic carbon dioxide emissions, but may also attribute to reduced release of particles from jet engines. The present experiment describes ground-based measurements in the framework of the ECLIF (Emission and Climate Impact of Alternative Fuels) campaign using an Airbus A320 (V2527-A5 engines) burning six fuels of chemically different composition. Two reference Jet A-1 with slightly different chemical parameters were applied and further used in combination with a Fischer-Tropsch synthetic paraffinic kerosene (FT-SPK) to prepare three semi synthetic jet fuels (SSJF) of different aromatic content. In addition, one commercially available fully synthetic jet fuel (FSJF) featured the lowest aromatic content of the fuel selection. Neither the release of nitrogen oxide or carbon monoxide was significantly affected by the different fuel composition. The measured particle emission indices showed a reduction up to 50% (number) and 70% (mass) for two alternative jet fuels (FSJF, SSJF2) at low power settings in comparison to the reference fuels. The reduction is less pronounced at higher operating conditions but the release of particle number and particle mass is still significantly lower for the alternative fuels than for both reference fuels. The observed correlation between emitted particle mass and fuel aromatics is not strict. Here, the H/C ratio is a better indicator for soot emission.

Experimental investigation of homogeneous charge compression ignition combustion of biodiesel fuel with external mixture formation in a CI engine.

PubMed

Ganesh, D; Nagarajan, G; Ganesan, S

2014-01-01

In parallel to the interest in renewable fuels, there has also been increased interest in homogeneous charge compression ignition (HCCI) combustion. HCCI engines are being actively developed because they have the potential to be highly efficient and to produce low emissions. Even though HCCI has been researched extensively, few challenges still exist. These include controlling the combustion at higher loads and the formation of a homogeneous mixture. To obtain better homogeneity, in the present investigation external mixture formation method was adopted, in which the fuel vaporiser was used to achieve excellent HCCI combustion in a single cylinder air-cooled direct injection diesel engine. In continuation of our previous works, in the current study a vaporised jatropha methyl ester (JME) was mixed with air to form a homogeneous mixture and inducted into the cylinder during the intake stroke to analyze the combustion, emission and performance characteristics. To control the early ignition of JME vapor-air mixture, cooled (30 °C) Exhaust gas recirculation (EGR) technique was adopted. The experimental result shows 81% reduction in NOx and 72% reduction in smoke emission.

Unregulated emissions from compressed natural gas (CNG) transit buses configured with and without oxidation catalyst.

PubMed

Okamoto, Robert A; Kado, Norman Y; Kuzmicky, Paul A; Ayala, Alberto; Kobayashi, Reiko

2006-01-01

The unregulated emissions from two in-use heavy-duty transit buses fueled by compressed natural gas (CNG) and equipped with oxidation catalyst (OxiCat) control were evaluated. We tested emissions from a transit bus powered by a 2001 Cummins Westport C Gas Plus 8.3-L engine (CWest), which meets the California Air Resources Board's (CARB) 2002 optional NOx standard (2.0 g/bhp-hr). In California, this engine is certified only with an OxiCat, so our study did not include emissions testing without it. We also tested a 2000 New Flyer 40-passenger low-floor bus powered by a Detroit Diesel series 50G engine (DDCs50G) that is currently certified in California without an OxiCat. The original equipment manufacturer (OEM) offers a "low-emission" package for this bus that includes an OxiCat for transit bus applications, thus, this configuration was also tested in this study. Previously, we reported that formaldehyde and other volatile organic emissions detected in the exhaust of the DDCs50G bus equipped with an OxiCat were significantly reduced relative to the same DDCs50G bus without OxiCat. In this paper, we examine othertoxic unregulated emissions of significance. The specific mutagenic activity of emission sample extracts was examined using the microsuspension assay. The total mutagenic activity of emissions (activity per mile) from the OxiCat-equipped DDC bus was generally lower than that from the DDC bus without the OxiCat. The CWest bus emission samples had mutagenic activity that was comparable to that of the OxiCat-equipped DDC bus. In general, polycyclic aromatic hydrocarbon (PAH) emissions were lower forthe OxiCat-equipped buses, with greater reductions observed for the volatile and semivolatile PAH emissions. Elemental carbon (EC) was detected in the exhaust from the all three bus configurations, and we found that the total carbon (TC) composition of particulate matter (PM) emissions was primarily organic carbon (OC). The amount of carbon emissions far exceeded the PM-associated inorganic element emissions, which were detected in all exhaust samples, at comparatively small emission rates. In summary, based on these results and those referenced from our group, the use of OxiCat for the new CWest engine and as a retrofit option for the DDCs50G engine generally results in the reduction of tailpipe toxic emissions. However, the conclusions of this study do not take into account OxiCat durability, deterioration, lubricant consumption, or vehicle maintenance, and these parameters merit further study.

Selective catalytic reduction manages ships' emissions

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

McMahon, K.R.

1994-10-01

Ships employed by USS-Posco Industries are the first seagoing vessels that use selective catalytic reduction in marine diesel engine design, resulting in a 90 percent reduction of nitrogen oxide emissions. The vessels, which deliver semifinished steel coils, or hot bands'', to the company's terminal in the San Francisco Bay area, were commissioned for $120 million by Pohang Iron and Steel Co. Ltd., one of UPI's parent companies. Installing the catalytic reduction equipment cost $12 million. As anticipated, NOx concentrations were reduced between 90 percent and 95 percent. However, achieving high mass NOx reduction proved more difficult, because exhaust gas hadmore » to be maintained within the desired temperature range.« less

Ultra-Efficient Engine Technology (UEET) Program

NASA Technical Reports Server (NTRS)

Manthey, Lori A.

2001-01-01

The Ultra-Efficient Engine Technology (UEET) Program includes seven key projects that work with industry to develop and hand off revolutionary propulsion technologies that will enable future-generation vehicles over a wide range of flight speeds. A new program office, the Ultra-Efficient Engine Technology (UEET) Program Office, was formed at the NASA Glenn Research Center to manage an important National propulsion program for NASA. The Glenn-managed UEET Program, which began on October 1, 1999, includes participation from three other NASA centers (Ames, Goddard, and Langley), as well as five engine companies (GE Aircraft Engines, Pratt & Whitney, Honeywell, Allison/Rolls Royce, and Williams International) and two airplane manufacturers (the Boeing Company and Lockheed Martin Corporation). This 6-year, nearly $300 million program will address local air-quality concerns by developing technologies to significantly reduce nitrogen oxide (NOx) emissions. In addition, it will provide critical propulsion technologies to dramatically increase performance as measured in fuel burn reduction that will enable reductions of carbon dioxide (CO2) emissions. This is necessary to address the potential climate impact of long-term aviation growth.

Pollution reduction technology program small jet aircraft engines, phase 3

NASA Technical Reports Server (NTRS)

Bruce, T. W.; Davis, F. G.; Kuhn, T. E.; Mongia, H. C.

1981-01-01

A series of Model TFE731-2 engine tests were conducted with the Concept 2 variable geometry airblast fuel injector combustion system installed. The engine was tested to: (1) establish the emission levels over the selected points which comprise the Environmental Protection Agency Landing-Takeoff Cycle; (2) determine engine performance with the combustion system; and (3) evaulate the engine acceleration/deceleration characteristics. The hydrocarbon (HC), carbon monoxide (CO), and smoke goals were met. Oxides of nitrogen (NOx) were above the goal for the same configuration that met the other pollutant goals. The engine and combustor performance, as well as acceleration/deceleration characteristics, were acceptable. The Concept 3 staged combustor system was refined from earlier phase development and subjected to further rig refinement testing. The concept met all of the emissions goals.

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

A comparative study of almond biodiesel-diesel blends for diesel engine in terms of performance and emissions.

PubMed

Abu-Hamdeh, Nidal H; Alnefaie, Khaled A

2015-01-01

This paper investigates the opportunity of using almond oil as a renewable and alternative fuel source. Different fuel blends containing 10, 30, and 50% almond biodiesel (B10, B30, and B50) with diesel fuel (B0) were prepared and the influence of these blends on emissions and some performance parameters under various load conditions were inspected using a diesel engine. Measured engine performance parameters have generally shown a slight increase in exhaust gas temperature and in brake specific fuel consumption and a slight decrease in brake thermal efficiency. Gases investigated were carbon monoxide (CO) and oxides of nitrogen (NOx). Furthermore, the concentration of the total particulate and the unburned fuel emissions in the exhaust gas were tested. A blend of almond biodiesel with diesel fuel gradually reduced the engine CO and total particulate emissions compared to diesel fuel alone. This reduction increased with more almond biodiesel blended into the fuel. Finally, a slight increase in engine NO x using blends of almond biodiesel was measured.

A Comparative Study of Almond Biodiesel-Diesel Blends for Diesel Engine in Terms of Performance and Emissions

PubMed Central

Alnefaie, Khaled A.

2015-01-01

This paper investigates the opportunity of using almond oil as a renewable and alternative fuel source. Different fuel blends containing 10, 30, and 50% almond biodiesel (B10, B30, and B50) with diesel fuel (B0) were prepared and the influence of these blends on emissions and some performance parameters under various load conditions were inspected using a diesel engine. Measured engine performance parameters have generally shown a slight increase in exhaust gas temperature and in brake specific fuel consumption and a slight decrease in brake thermal efficiency. Gases investigated were carbon monoxide (CO) and oxides of nitrogen (NOx). Furthermore, the concentration of the total particulate and the unburned fuel emissions in the exhaust gas were tested. A blend of almond biodiesel with diesel fuel gradually reduced the engine CO and total particulate emissions compared to diesel fuel alone. This reduction increased with more almond biodiesel blended into the fuel. Finally, a slight increase in engine NOx using blends of almond biodiesel was measured. PMID:25874218

Real-world operation conditions and on-road emissions of Beijing diesel buses measured by using portable emission measurement system and electric low-pressure impactor.

PubMed

Liu, Zhihua; Ge, Yunshan; Johnson, Kent C; Shah, Asad Naeem; Tan, Jianwei; Wang, Chu; Yu, Linxiao

2011-03-15

On-road measurement is an effective method to investigate real-world emissions generated from vehicles and estimate the difference between engine certification cycles and real-world operating conditions. This study presents the results of on-road measurements collected from urban buses which propelled by diesel engine in Beijing city. Two widely used Euro III emission level buses and two Euro IV emission level buses were chosen to perform on-road emission measurements using portable emission measurement system (PEMS) for gaseous pollutant and Electric Low Pressure Impactor (ELPI) for particulate matter (PM) number emissions. The results indicate that considerable discrepancies of engine operating conditions between real-world driving cycles and engine certification cycles have been observed. Under real-world operating conditions, carbon monoxide (CO) and hydrocarbon (HC) emissions can easily meet their respective regulations limits, while brake specification nitrogen oxide (bsNO(x)) emissions present a significant deviation from its corresponding limit. Compared with standard limits, the real-world bsNO(x) emission of the two Euro III emission level buses approximately increased by 60% and 120% respectively, and bsNO(x) of two Euro IV buses nearly twice standard limits because Selective Catalytic Reduction (SCR) system not active under low exhaust temperature. Particle mass were estimated via particle size distribution with the assumption that particle density and diameter is liner. The results demonstrate that nanometer size particulate matter make significant contribution to total particle number but play a minor role to total particle mass. It is suggested that specific certified cycle should be developed to regulate bus engines emissions on the test bench or use PEMS to control the bus emissions under real-world operating conditions. Copyright © 2010 Elsevier B.V. All rights reserved.

Advanced technology for reducing aircraft engine pollution

NASA Technical Reports Server (NTRS)

Jones, R. E.

1973-01-01

Combustor research programs are described whose purpose is to demonstrate significantly lower exhaust emission levels. The proposed EPA regulations covering the allowable levels of emissions will require a major technological effort if these levels are to be met by 1979. Pollution reduction technology is being pursued by NASA through a combination of in-house research, contracted progams, and university grants. In-house research with the swirl-can modular combustor and the double-annular combustor has demonstrated significant reduction in the level of NO(x) emissions. The work is continuing in an attempt to further reduce these levels by improvements in module design and in air-fuel scheduling. Research on the reduction of idle emissions has included the conversion of conventional duplex fuel nozzles to air-assisted nozzles and exploration of the potential improvements possible with fuel staging and variable combustor geometry.

Idling Reduction for Personal Vehicles

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

None

2015-05-07

Fact sheet on reducing engine idling in personal vehicles. Idling your vehicle--running your engine when you're not driving it--truly gets you nowhere. Idling reduces your vehicle's fuel economy, costs you money, and creates pollution. Idling for more than 10 seconds uses more fuel and produces more emissions that contribute to smog and climate change than stopping and restarting your engine does.

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.

Dual fuel diesel engine operation using LPG

NASA Astrophysics Data System (ADS)

Mirica, I.; Pana, C.; Negurescu, N.; Cernat, Al; Nutu, N. C.

2016-08-01

Diesel engine fuelling with LPG represents a good solution to reduce the pollutant emissions and to improve its energetic performances. The high autoignition endurance of LPG requires specialized fuelling methods. From all possible LPG fuelling methods the authors chose the diesel-gas method because of the following reasons: is easy to be implemented even at already in use engines; the engine does not need important modifications; the LPG-air mixture has a high homogeneity with favorable influences over the combustion efficiency and over the level of the pollutant emissions, especially on the nitrogen oxides emissions. This paper presents results of the theoretical and experimental investigations on operation of a LPG fuelled heavy duty diesel engine at two operating regimens, 40% and 55%. For 55% engine load is also presented the exhaust gas recirculation influence on the pollutant emission level. Was determined the influence of the diesel fuel with LPG substitution ratio on the combustion parameters (rate of heat released, combustion duration, maximum pressure, maximum pressure rise rate), on the energetic parameters (indicate mean effective pressure, effective efficiency, energetic specific fuel consumption) and on the pollutant emissions level. Therefore with increasing substitute ratio of the diesel fuel with LPG are obtained the following results: the increase of the engine efficiency, the decrease of the specific energetic consumption, the increase of the maximum pressure and of the maximum pressure rise rate (considered as criteria to establish the optimum substitute ratio), the accentuated reduction of the nitrogen oxides emissions level.

Effect of post injections on mixture preparation and unburned hydrocarbon emissions in a heavy-duty diesel engine

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

O'Connor, Jacqueline; Musculus, Mark P. B.; Pickett, Lyle M.

This work explores the mechanisms by which a post injection can reduce unburned hydrocarbon (UHC) emissions in heavy-duty diesel engines operating at low-temperature combustion conditions. Post injections, small, close-coupled injections of fuel after the main injection, have been shown to reduce UHC in the authors’ previous work. In this work, we analyze optical data from laser-induced fluorescence of both CH 2O and OH and use chemical reactor modeling to better understand the mechanism by which post injections reduce UHC emissions. The results indicate that post-injection efficacy, or the extent to which a post injection reduces UHC emissions, is a strongmore » function of the cylinder pressure variation during the post injection. However, the data and analysis indicate that the pressure and temperature rise from the post injection combustion cannot solely explain the UHC reduction measured by both engine-out and optical diagnostics. In conclusion, the fluid-mechanic, thermal, and chemical interaction of the post injection with the main-injection mixture is a key part of UHC reduction; the starting action of the post jet and the subsequent entrainment of surrounding gases are likely both important processes in reducing UHC with a post injection.« less

Effect of post injections on mixture preparation and unburned hydrocarbon emissions in a heavy-duty diesel engine

DOE PAGES

O'Connor, Jacqueline; Musculus, Mark P. B.; Pickett, Lyle M.

2016-05-30

This work explores the mechanisms by which a post injection can reduce unburned hydrocarbon (UHC) emissions in heavy-duty diesel engines operating at low-temperature combustion conditions. Post injections, small, close-coupled injections of fuel after the main injection, have been shown to reduce UHC in the authors’ previous work. In this work, we analyze optical data from laser-induced fluorescence of both CH 2O and OH and use chemical reactor modeling to better understand the mechanism by which post injections reduce UHC emissions. The results indicate that post-injection efficacy, or the extent to which a post injection reduces UHC emissions, is a strongmore » function of the cylinder pressure variation during the post injection. However, the data and analysis indicate that the pressure and temperature rise from the post injection combustion cannot solely explain the UHC reduction measured by both engine-out and optical diagnostics. In conclusion, the fluid-mechanic, thermal, and chemical interaction of the post injection with the main-injection mixture is a key part of UHC reduction; the starting action of the post jet and the subsequent entrainment of surrounding gases are likely both important processes in reducing UHC with a post injection.« less

Pooled effect of injection pressure and turbulence inducer piston on performance, combustion, and emission characteristics of a DI diesel engine powered with biodiesel blend.

PubMed

Isaac JoshuaRamesh Lalvani, J; Parthasarathy, M; Dhinesh, B; Annamalai, K

2016-12-01

In this study, the effect of injection pressure on combustion, performance, and emission characteristics of a diesel engine powered with turbulence inducer piston was studied. Engine tests were executed using conventional diesel and 20% blend of adelfa biodiesel [A20]. The results acquired from renewable fuel A20 in the conventional engine showed reduction in brake thermal efficiency being the result of poor air fuel mixing characteristics and the higher viscosity of the tested fuel. This prompted further research aiming at the improvement of turbulence for better air fuel mixing by a novel turbulence inducer piston [TIP]. The investigation was carried out to study the combined effect of injection pressure and turbulence inducer piston. Considerable improvement in the emission characteristics like hydrocarbon, carbon monoxide, smoke was acheived as a result of optimised injection pressure. Nevertheless, the nitrogen oxide emissions were slightly higher than those of the conventional unmodified engine. The engine with turbulence inducer piston shows the scope for reducing the major pollution and thus ensures environmental safety. Copyright © 2015 Elsevier Inc. All rights reserved.

Co-Optimization of Fuels and Engines

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

Farrell, John

2016-03-24

The Co-Optimization of Fuels and Engines (Co-Optima) initiative is a new DOE initiative focused on accelerating the introduction of affordable, scalable, and sustainable biofuels and high-efficiency, low-emission vehicle engines. The simultaneous fuels and vehicles research and development (R&D) are designed to deliver maximum energy savings, emissions reduction, and on-road vehicle performance. The initiative's integrated approach combines the previously independent areas of biofuels and combustion R&D, bringing together two DOE Office of Energy Efficiency & Renewable Energy research offices, ten national laboratories, and numerous industry and academic partners to simultaneously tackle fuel and engine research and development (R&D) to maximize energymore » savings and on-road vehicle performance while dramatically reducing transportation-related petroleum consumption and greenhouse gas (GHG) emissions. This multi-year project will provide industry with the scientific underpinnings required to move new biofuels and advanced engine systems to market faster while identifying and addressing barriers to their commercialization. This project's ambitious, first-of-its-kind approach simultaneously tackles fuel and engine innovation to co-optimize performance of both elements and provide dramatic and rapid cuts in fuel use and emissions. This presentation provides an overview of the project.« less

Diesel engine experiments with oxygen enrichment, water addition and lower-grade fuel

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

Sekar, R.R.; Marr, W.W.; Cole, R.L.

1990-01-01

The concept of oxygen enriched air applied to reciprocating engines is getting renewed attention in the context of the progress made in the enrichment methods and the tougher emissions regulations imposed on diesel and gasoline engines. An experimental project was completed in which a direct injection diesel engine was tested with intake oxygen levels of 21% -- 35%. Since an earlier study indicated that it is necessary to use a cheaper fuel to make the concept economically attractive, a less refined fuel was included in the test series. Since a major objection to the use of oxygen enriched combustion airmore » had been the increase in NO{sub x} emissions, a method must be found to reduce NO{sub x}. Introduction of water into the engine combustion process was included in the tests for this purpose. Fuel emulsification with water was the means used here even though other methods could also be used. The teat data indicated a large increase in engine power density, slight improvement in thermal efficiency, significant reductions in smoke and particulate emissions and NO{sub x} emissions controllable with the addition of water. 15 refs., 10 figs., 2 tabs.« less

Experimental investigation on the availability, performance, combustion and emission distinctiveness of bael oil/ diesel/ diethyl ether blends powered in a variable compression ratio diesel engine

NASA Astrophysics Data System (ADS)

Krishnamoorthi, M.; Malayalamurthi, R.

2018-02-01

The present work aims at experimental investigation on the combined effect of injection timing (IT) and injection pressure (IP) on the performance and emissions characteristics, and exergy analysis of a compression-ignition (CI) engine powered with bael oil blends. The tests were conducted using ternary blends of bael oil, diethyl ether (DEE) and neat diesel (D) at various engine loads at a constant engine speed (1500 rpm). With B2 (60%D + 30%bael oil+10%DEE) fuel, the brake thermal efficiency (BTE) of the engine is augmented by 3.5%, reduction of 4.7% of oxides of nitrogen (NOx) emission has been observed at 100% engine load with 250 bar IP. B2 fuel exhibits 7% lower scale of HC emissions compared to that of diesel fuel at 100% engine load in 23 °bTDC IT. The increment in both cooling water and exhaust gas availabilities lead to increasing exergy efficiency with increasing load. The exergy efficiency of about 62.17% has been recorded by B2 fuel at an injection pressure of 230 IP bar with 100% load. On the whole, B2 fuel displays the best performance and combustion characteristics. It also exhibits better characteristics of emissions level in terms of lower HC, smoke opacity and NOx.

Co-Optimization of Internal Combustion Engines and Biofuels

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

McCormick, Robert L.

2016-03-08

The development of advanced engines has significant potential advantages in reduced aftertreatment costs for air pollutant emission control, and just as importantly for efficiency improvements and associated greenhouse gas emission reductions. There are significant opportunities to leverage fuel properties to create more optimal engine designs for both advanced spark-ignition and compression-ignition combustion strategies. The fact that biofuel blendstocks offer a potentially low-carbon approach to fuel production, leads to the idea of optimizing the entire fuel production-utilization value chain as a system from the standpoint of life cycle greenhouse gas emissions. This is a difficult challenge that has yet to bemore » realized. This presentation will discuss the relationship between chemical structure and critical fuel properties for more efficient combustion, survey the properties of a range of biofuels that may be produced in the future, and describe the ongoing challenges of fuel-engine co-optimization.« less

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

Advanced Propulsion System Studies for General Aviation Aircraft

NASA Technical Reports Server (NTRS)

Eisenberg, Joseph D. (Technical Monitor); German, Jon

2003-01-01

This final report addresses the following topics: Market Impact Analysis (1) assessment of general aviation, including commuter/regional, aircraft market impact due to incorporation of advanced technology propulsion system on acquisition and operating costs, job creation and/or manpower demand, and future fleet size; (2) selecting an aircraft and engine for the study by focusing on the next generation 19-passenger commuter and the Williams International FJ44 turbofan engine growth. Propulsion System Analysis Conducted mission analysis studies and engine cycle analysis to define a new commuter mission and required engine performance, define acquisition and operating costs and, select engine configuration and initiated preliminary design for hardware modifications required. Propulsion System Benefits (1) assessed and defined engine emissions improvements, (2) assessed and defined noise reduction potential and, (3) conducted a cost analysis impact study. Review of Relevant NASA Programs Conducted literature searches using NERAC and NASA RECON services for related technology in the emissions and acoustics area. Preliminary Technology Development Plans Defined plan to incorporate technology improvements for an FJ44-2 growth engine in performance, emissions, and noise suppression.

Experimental Studies of Diestrol-Micro Emulsion Fuel in a Direct Injection Compression Ignition Engine under Varying Injection Pressures and Timings

NASA Astrophysics Data System (ADS)

Kannan, Gopal Radhakrishnan

2018-02-01

The research work on biodiesel becomes more attractive in the context of limited availability of petroleum fuels and rapid increase of harmful emissions from diesel engine using conventional fossil fuels. The present investigation has dealt with the influence of biodiesel-diesel-ethanol (diestrol) water micro emulsion fuel (B60D20E20M) on the performance, emission and combustion characteristics of a diesel engine under different injection pressure and timing. The results revealed that the maximum brake thermal efficiency of 32.4% was observed at an injection pressure of 260 bar and injection timing of 25.5°bTDC. In comparison with diesel, micro emulsion fuel showed reduction in carbon monoxide (CO) and total hydrocarbon (THC) by 40 and 24%, respectively. Further, micro emulsion fuel decreased nitric oxide (NO) emission and smoke emission by 7 and 20.7%, while the carbon dioxide (CO2) emission is similar to that of diesel.

Reduction of Harmful Emissions During Start and Warming Up of the Engine

NASA Astrophysics Data System (ADS)

Volkov, N.; Chainikov, D.

2018-01-01

The question of decrease in harmful emissions when idling of a truck engine in the conditions of low temperatures is considered. The implementation of the thermogenerator for a power supply of electrical elements is offered in a design of the self-powered heater. The principle of the device operation is based on a thermoelectric effect at which there is heat absorption and thermo-EMF emergence. In a consequence of this process electricity is produced. The exhaust gases of the self-powered heater are the source of the absorbed heat and act as fuel for the thermogenerator. It allows developing energy for a power supply of electrical elements of the heater. It gives the chance not to start the engine for warming up during the long parking, thereby reducing harmful emissions.

Carbonyl compound emissions from a heavy-duty diesel engine fueled with diesel fuel and ethanol-diesel blend.

PubMed

Song, Chonglin; Zhao, Zhuang; Lv, Gang; Song, Jinou; Liu, Lidong; Zhao, Ruifen

2010-05-01

This paper presents an investigation of the carbonyl emissions from a direct injection heavy-duty diesel engine fueled with pure diesel fuel (DF) and blended fuel containing 15% by volume of ethanol (E/DF). The tests have been conducted under steady-state operating conditions at 1200, 1800, 2600 rpm and idle speed. The experimental results show that acetaldehyde is the most predominant carbonyl, followed by formaldehyde, acrolein, acetone, propionaldehyde and crotonaldehyde, produced from both fuels. The emission factors of total carbonyls vary in the range 13.8-295.9 mg(kWh)(-1) for DF and 17.8-380.2mg(kWh)(-1) for E/DF, respectively. The introduction of ethanol into diesel fuel results in a decrease in acrolein emissions, while the other carbonyls show general increases: at low engine speed (1200 rpm), 0-55% for formaldehyde, 4-44% for acetaldehyde, 38-224% for acetone, and 5-52% for crotonaldehyde; at medium engine speed (1800 rpm), 106-413% for formaldehyde, 4-143% for acetaldehyde, 74-113% for acetone, 114-1216% for propionaldehyde, and 15-163% for crotonaldehyde; at high engine speed (2600 rpm), 36-431% for formaldehyde, 18-61% for acetaldehyde, 22-241% for acetone, and 6-61% for propionaldehyde. A gradual reduction in the brake specific emissions of each carbonyl compound from both fuels is observed with increase in engine load. Among three levels of engine speed employed, both DF and E/DF emit most CBC emissions at high engine speed. On the whole, the presence of ethanol in diesel fuel leads to an increase in aldehyde emissions. Copyright (c) 2010 Elsevier Ltd. All rights reserved.

Exhaust emission reduction for intermittent combustion aircraft engines

NASA Technical Reports Server (NTRS)

Moffett, R. N.

1979-01-01

Three concepts for optimizing the performance, increasing the fuel economy, and reducing exhaust emission of the piston aircraft engine were investigated. High energy-multiple spark discharge and spark plug tip penetration, ultrasonic fuel vaporization, and variable valve timing were evaluated individually. Ultrasonic fuel vaporization did not demonstrate sufficient improvement in distribution to offset the performance loss caused by the additional manifold restriction. High energy ignition and revised spark plug tip location provided no change in performance or emissions. Variable valve timing provided some performance benefit; however, even greater performance improvement was obtained through induction system tuning which could be accomplished with far less complexity.

Characterization of a high-pressure diesel fuel injection system as a control technology option to improve engine performance and reduce exhaust emissions

NASA Technical Reports Server (NTRS)

Mcfadden, J. J.; Dezelick, R. A.; Barrows, R. R.

1983-01-01

Test results from a high pressure electronically controlled fuel injection system are compared with a commercial mechanical injection system on a single cylinder, diesel test engine using an inlet boost pressure of 2.6:1. The electronic fuel injection system achieved high pressure by means of a fluid intensifier with peak injection pressures of 47 to 69 MPa. Reduced exhaust emissions were demonstrated with an increasing rate of injection followed by a fast cutoff of injection. The reduction in emissions is more responsive to the rate of injection and injection timing than to high peak injection pressure.

Regional on-road vehicle running emissions modeling and evaluation for conventional and alternative vehicle technologies.

PubMed

Frey, H Christopher; Zhai, Haibo; Rouphail, Nagui M

2009-11-01

This study presents a methodology for estimating high-resolution, regional on-road vehicle emissions and the associated reductions in air pollutant emissions from vehicles that utilize alternative fuels or propulsion technologies. The fuels considered are gasoline, diesel, ethanol, biodiesel, compressed natural gas, hydrogen, and electricity. The technologies considered are internal combustion or compression engines, hybrids, fuel cell, and electric. Road link-based emission models are developed using modal fuel use and emission rates applied to facility- and speed-specific driving cycles. For an urban case study, passenger cars were found to be the largest sources of HC, CO, and CO(2) emissions, whereas trucks contributed the largest share of NO(x) emissions. When alternative fuel and propulsion technologies were introduced in the fleet at a modest market penetration level of 27%, their emission reductions were found to be 3-14%. Emissions for all pollutants generally decreased with an increase in the market share of alternative vehicle technologies. Turnover of the light duty fleet to newer Tier 2 vehicles reduced emissions of HC, CO, and NO(x) substantially. However, modest improvements in fuel economy may be offset by VMT growth and reductions in overall average speed.

Effect of hydrogen on ethanol-biodiesel blend on performance and emission characteristics of a direct injection diesel engine.

PubMed

Parthasarathy, M; Isaac JoshuaRamesh Lalvani, J; Dhinesh, B; Annamalai, K

2016-12-01

Environment issue is a principle driving force which has led to a considerable effort to develop and introduce alternative fuels for transportation. India has large potential for production of biofuels like biodiesel from vegetable seeds. Use of biodiesel namely, tamanu methyl ester (TME) in unmodified diesel engines leads to low thermal Efficiency and high smoke emission. To encounter this problem hydrogen was inducted by a port fueled injection system. Hydrogen is considered to be low polluting fuel and is the most promising among alternative fuel. Its clean burning characteristic and better performance attract more interest compared to other fuels. It was more active in reducing smoke emission in biodiesel. A main drawback with hydrogen fuel is the increased NO x emission. To reduce NO x emission, TME-ethanol blends were used in various proportions. After a keen study, it was observed that ethanol can be blended with biodiesel up to 30% in unmodified diesel engine. The present work deals with the experimental study of performance and emission characteristic of the DI diesel engine using hydrogen and TME-ethanol blends. Hydrogen and TME-ethanol blend was used to improve the brake thermal efficiency and reduction in CO, NO x and smoke emissions. Copyright © 2015 Elsevier Inc. All rights reserved.

Evaluation of the impacts of biodiesel and second generation biofuels on NO(x) emissions for CARB diesel fuels.

PubMed

Hajbabaei, Maryam; Johnson, Kent C; Okamoto, Robert A; Mitchell, Alexander; Pullman, Marcie; Durbin, Thomas D

2012-08-21

The impact of biodiesel and second generation biofuels on nitrogen oxides (NO(x)) emissions from heavy-duty engines was investigated using a California Air Resources Board (CARB) certified diesel fuel. Two heavy-duty engines, a 2006 engine with no exhaust aftertreatment, and a 2007 engine with a diesel particle filter (DPF), were tested on an engine dynamometer over four different test cycles. Emissions from soy- and animal-based biodiesels, a hydrotreated renewable diesel, and a gas to liquid (GTL) fuel were evaluated at blend levels from 5 to 100%. NO(x) emissions consistently increased with increasing biodiesel blend level, while increasing renewable diesel and GTL blends showed NO(x) emissions reductions with blend level. NO(x) increases ranged from 1.5% to 6.9% for B20, 6.4% to 18.2% for B50, and 14.1% to 47.1% for B100. The soy-biodiesel showed higher NO(x) emissions increases compared to the animal-biodiesel. NO(x) emissions neutrality with the CARB diesel was achieved by blending GTL or renewable diesel fuels with various levels of biodiesel or by using di-tert-butyl peroxide (DTBP). It appears that the impact of biodiesel on NO(x) emissions might be a more important consideration when blended with CARB diesel or similar fuels, and that some form of NO(x) mitigation might be needed for biodiesel blends with such fuels.

NOx reduction by electron beam-produced nitrogen atom injection

DOEpatents

Penetrante, Bernardino M.

2002-01-01

Deactivated atomic nitrogen generated by an electron beam from a gas stream containing more than 99% N.sub.2 is injected at low temperatures into an engine exhaust to reduce NOx emissions. High NOx reduction efficiency is achieved with compact electron beam devices without use of a catalyst.

Research of some operating parameters and the emissions level variation in a spark ignited engine through on-board investigation methods in different loading conditions

NASA Astrophysics Data System (ADS)

Iosif, Ferenti; Baldean, Doru Laurean

2014-06-01

The present paper shows research made on a spark ignited engine with port fuel injection in different operation conditions in order to improve the comprehension about the cold start sequence, acceleration when changing the gear ratios, quality of combustion process and also any measures to be taken for pollutant reduction in such cases. The engineering endeavor encompasses the pollutants investigation during the operation time of gasoline supplied engine with four inline cylinders in different conditions. The temperature and any other parameters were measured with specific sensors installed on the engine or in the exhaust pipes. All the data collected has been evaluated using electronic investigation systems and highly developed equipment. In this manner it has enabled the outline of the idea of how pollutants of engine vary in different operating conditions. Air quality in the everyday environment is very important for the human health, and thus the ambient air quality has a well-known importance in the European pollution standards and legislation. The high level of attention directed to the pollution problem in the European lifestyle is a driving force for all kinds of studies in the field of the reduction of engine emission.

Day One Sustainability

ERIC Educational Resources Information Center

Orr, John; Ibell, Timothy; Evernden, Mark; Darby, Antony

2015-01-01

Emissions reductions targets for the UK set out in the Climate Change Act for the period to 2050 will only be achieved with significant changes to the built environment, which is currently estimated to account for 50% of the UK's carbon emissions. The socio-technological nature of Civil Engineering means that this field is uniquely placed to lead…

40 CFR Table 2 of Subpart Bbbbbbb... - Initial Compliance Demonstration Methods With the Emission Reduction and PM Concentration...

Code of Federal Regulations, 2011 CFR

2011-07-01

... Emission Standards for Hazardous Air Pollutants for Area Sources: Chemical Preparations Industry Other... less; or c. Provide engineering calculations, such as mass balance and flow rate calculations, that demonstrate that the control device is capable of reducing PM concentration from the chemical preparations...

40 CFR Table 2 of Subpart Bbbbbbb... - Initial Compliance Demonstration Methods With the Emission Reduction and PM Concentration...

Code of Federal Regulations, 2010 CFR

2010-07-01

... Emission Standards for Hazardous Air Pollutants for Area Sources: Chemical Preparations Industry Other... less; or c. Provide engineering calculations, such as mass balance and flow rate calculations, that demonstrate that the control device is capable of reducing PM concentration from the chemical preparations...

40 CFR Table 2 of Subpart Bbbbbbb... - Initial Compliance Demonstration Methods With the Emission Reduction and PM Concentration...

Code of Federal Regulations, 2012 CFR

2012-07-01

... Emission Standards for Hazardous Air Pollutants for Area Sources: Chemical Preparations Industry Other... less; or c. Provide engineering calculations, such as mass balance and flow rate calculations, that demonstrate that the control device is capable of reducing PM concentration from the chemical preparations...

40 CFR Table 2 of Subpart Bbbbbbb... - Initial Compliance Demonstration Methods With the Emission Reduction and PM Concentration...

Code of Federal Regulations, 2014 CFR

2014-07-01

... Emission Standards for Hazardous Air Pollutants for Area Sources: Chemical Preparations Industry Other... less; or c. Provide engineering calculations, such as mass balance and flow rate calculations, that demonstrate that the control device is capable of reducing PM concentration from the chemical preparations...

40 CFR Table 2 of Subpart Bbbbbbb... - Initial Compliance Demonstration Methods With the Emission Reduction and PM Concentration...

Code of Federal Regulations, 2013 CFR

2013-07-01

... Emission Standards for Hazardous Air Pollutants for Area Sources: Chemical Preparations Industry Other... less; or c. Provide engineering calculations, such as mass balance and flow rate calculations, that demonstrate that the control device is capable of reducing PM concentration from the chemical preparations...

Effect of a fuel activation device (FAD) on particulate matter and black carbon emissions from a diesel locomotive engine.

PubMed

Park, Duckshin; Lee, Taejeong; Lee, Yongil; Jeong, Wonseog; Kwon, Soon-Bark; Kim, Dongsool; Lee, Kiyoung

2017-01-01

Emission reduction is one of the most efficient control measures in fuel-powered locomotives. The purpose of this study was to determine the reduction in particulate matter (PM) and black carbon (BC) emissions following the installation of a fuel activation device (FAD). The FAD was developed to enhance fuel combustion by atomizing fuel and to increase the surface area per unit volume of injected fuel. Emission reduction by the FAD was evaluated by installing a FAD in an operating diesel locomotive in Mongolia. The test was conducted on a train operating on a round-trip 238-km route between Ulaanbaatar and Choir stations in Mongolia. The fuel consumption rate was slightly reduced following the FAD installation. The FAD installation decreased PM and BC emissions in the diesel locomotive, especially coarse PM. The PM 10 reductions achieved after FAD installation were 58.0, 69.7, and 34.2% for the constant velocity, stopping, and acceleration stages of the train's operation, respectively. The BC reduction rates were 29.5, 52.8, and 27.4% for the constant velocity, stopping, and acceleration stages, respectively. Copyright © 2016 Elsevier B.V. All rights reserved.

Quiet Clean Short-Haul Experimental Engine (QSCEE). Preliminary analyses and design report, volume 1

NASA Technical Reports Server (NTRS)

1974-01-01

The experimental propulsion systems to be built and tested in the 'quiet, clean, short-haul experimental engine' program are presented. The flight propulsion systems are also presented. The following areas are discussed: acoustic design; emissions control; engine cycle and performance; fan aerodynamic design; variable-pitch actuation systems; fan rotor mechanical design; fan frame mechanical design; and reduction gear design.

Review of Aircraft Engine Fan Noise Reduction

NASA Technical Reports Server (NTRS)

VanZante, Dale

2008-01-01

Aircraft turbofan engines incorporate multiple technologies to enhance performance and durability while reducing noise emissions. Both careful aerodynamic design of the fan and proper installation of the fan into the system are requirements for achieving the performance and acoustic objectives. The design and installation characteristics of high performance aircraft engine fans will be discussed along with some lessons learned that may be applicable to spaceflight fan applications.

Differences between emissions measured in urban driving and certification testing of heavy-duty diesel engines

NASA Astrophysics Data System (ADS)

Dixit, Poornima; Miller, J. Wayne; Cocker, David R.; Oshinuga, Adewale; Jiang, Yu; Durbin, Thomas D.; Johnson, Kent C.

2017-10-01

Emissions from eight heavy-duty diesel trucks (HDDTs) equipped with three different exhaust aftertreatment systems (ATS) for controlling nitrogen oxide (NOx) emissions were quantified on a chassis dynamometer using driving schedules representative of stop-and-go and free-flow driving in metropolitan areas. The three control technologies were: 1) cooled exhaust gas recirculation (CEGR) plus a diesel particulate filter (DPF); 2) CEGR and DPF plus advanced engine controls; and 3) CEGR and DPF plus selective catalytic reduction with ammonia (SCR). Results for all control technologies and driving conditions showed PM emission factors were less than the standard, while selected non-regulated emissions (ammonia, carbonyls, and C4-C12 hydrocarbons) and a greenhouse gas (nitrous oxide) were at measurement detection limits. However, NOx emission factors depended on the control technology, engine calibration, and driving mode. For example, emissions from engines with cooled-exhaust gas recirculation (CEGR) were 239% higher for stop-and-go driving as compared with free-flow. For CEGR plus selective catalytic reduction (SCR), the ratio was 450%. A deeper analysis was carried out with the assumption that emissions measured for a drive cycle on either the chassis or in-use driving would be similar. Applying the same NTE rules to the chassis data showed emissions during stop-and-go driving often exceeded the certification standard and >90% of the driving did not fall within the Not-To-Exceed (NTE) control area suggesting the NTE requirements do not provide sufficient emissions control under in-use conditions. On-road measurement of emissions using the same mobile lab while the vehicle followed a free-flow driving schedule verified the chassis results. These results have implications for scientists who build inventories using certification values instead of real world emission values and for metropolitan populations, who are exposed to elevated emissions. The differences in values between real world emissions and certification cycles should be narrowed. For example, one might use a different mix of cold and hot start testing to greater emphasize low temperature/load operation, a separate cycle to specifically characterize low-load operation, or broaden the in-use compliance testing requirements and associated conformity factors to incorporate a wider envelope of vehicle operation, especially at low load conditions. .

Teleconsultations reduce greenhouse gas emissions.

PubMed

Oliveira, Tiago Cravo; Barlow, James; Gonçalves, Luís; Bayer, Steffen

2013-10-01

Health services contribute significantly to greenhouse gas emissions. New models of delivering care closer to patients have the potential to reduce travelling and associated emissions. We aimed to compare the emissions of patients attending a teleconsultation - an outpatient appointment using video-conferencing equipment - with those of patients attending a face-to-face appointment. We estimated the total distances travelled and the direct and indirect greenhouse gas emissions for 20,824 teleconsultations performed between 2004 and 2011 in Alentejo, a Portuguese region. These were compared to the distances and emissions that would have resulted if teleconsultations were not available and patients had to attend face-to-face outpatient appointments. Estimates were calculated using survey data on mode of transport, and national aggregate data for car engine size and fuel. A sensitivity analysis using the lower and upper quartiles for survey distances was performed. Teleconsultations led to reductions in distances and emissions of 95%. 2,313,819 km of travelling and 455 tonnes of greenhouse gas emissions were avoided (22 kg of carbon dioxide equivalent per patient). The incorporation of modes of transport and car engine size and fuel in the analysis led to emission estimates which were 12% smaller than those assuming all patients used an average car. The availability of remote care services can significantly reduce road travel and associated emissions. At a time when many countries are committed to reducing their carbon footprint, it is desirable to explore how these reductions could be incorporated into technology assessments and economic evaluations.

A study of a direct-injection stratified-charge rotary engine for motor vehicle application

NASA Astrophysics Data System (ADS)

Kagawa, Ryoji; Okazaki, Syunki; Somyo, Nobuhiro; Akagi, Yuji

1993-03-01

A study of a direct-injection stratified-charge system (DISC), as applied to a rotary engine (RE) for motor vehicle usage, was undertaken. The goals of this study were improved fuel consumption and reduced exhaust emissions. These goals were thought feasible due to the high thermal efficiency associated with the DISC-RE. This was the first application of this technology to a motor vehicle engine. Stable ignition and ideal stratification systems were developed by means of numerical calculations, air-fuel mixture measurements, and actual engine tests. The use of DISC resulted in significantly improved fuel consumption and reduced exhaust emissions. The use of an exhaust gas recirculating system was studied and found to be beneficial in NOx reduction.

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.

Emission Performance of Low Cetane Naphtha as Drop-In Fuel on a Multi-Cylinder Heavy-Duty Diesel Engine and Aftertreatment System

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

LeePhD, John; TzanetakisPhD, Tom; Travers, Michael

With higher volatility and longer ignition delay characteristics than typical diesel fuel, low cetane naphtha fuel has been shown to promote partially premixed combustion and produce lower soot for improved fuel economy. In this study, emission performance of low cetane, low octane naphtha (CN 35, RON 60) as a drop-in fuel was examined on a MY13 Cummins ISX15 6-cylinder heavy-duty on-highway truck engine and aftertreatment system. Using the production hardware and development calibrations, both the engine-out and tailpipe emissions of naphtha and ultra-low sulfur diesel (ULSD) fuels were examined during the EPA s heavy-duty emission testing cycles. Without any modificationmore » to the calibrations, the tailpipe emissions were comparable when using naphtha or ULSD on the heavy duty Federal Test Procedure (FTP) and ramped modal cycle (RMC) test cycles. Overall lower CO2 emissions and fuel consumption were also measured for naphtha due in part to its higher heating value and higher hydrogen to carbon ratio. Engine-out and tailpipe NOx emissions were lower for naphtha fuel at the same catalyst conversion levels and measured particulate matter (PM) emissions were also lower when using naphtha due to its higher volatility and lower aromatic content compared to ULSD. To help assess the potential impact on diesel particulate filter design and operation, engine-out PM samples were collected and characterized at the B50 operating point. A significant reduction in elemental carbon (EC) within the particulate emissions was found when using naphtha compared to ULSD.« less

Biofuels, vehicle emissions, and urban air quality.

PubMed

Wallington, Timothy J; Anderson, James E; Kurtz, Eric M; Tennison, Paul J

2016-07-18

Increased biofuel content in automotive fuels impacts vehicle tailpipe emissions via two mechanisms: fuel chemistry and engine calibration. Fuel chemistry effects are generally well recognized, while engine calibration effects are not. It is important that investigations of the impact of biofuels on vehicle emissions consider the impact of engine calibration effects and are conducted using vehicles designed to operate using such fuels. We report the results of emission measurements from a Ford F-350 fueled with either fossil diesel or a biodiesel surrogate (butyl nonanoate) and demonstrate the critical influence of engine calibration on NOx emissions. Using the production calibration the emissions of NOx were higher with the biodiesel fuel. Using an adjusted calibration (maintaining equivalent exhaust oxygen concentration to that of the fossil diesel at the same conditions by adjusting injected fuel quantities) the emissions of NOx were unchanged, or lower, with biodiesel fuel. For ethanol, a review of the literature data addressing the impact of ethanol blend levels (E0-E85) on emissions from gasoline light-duty vehicles in the U.S. is presented. The available data suggest that emissions of NOx, non-methane hydrocarbons, particulate matter (PM), and mobile source air toxics (compounds known, or suspected, to cause serious health impacts) from modern gasoline and diesel vehicles are not adversely affected by increased biofuel content over the range for which the vehicles are designed to operate. Future increases in biofuel content when accomplished in concert with changes in engine design and calibration for new vehicles should not result in problematic increases in emissions impacting urban air quality and may in fact facilitate future required emissions reductions. A systems perspective (fuel and vehicle) is needed to fully understand, and optimize, the benefits of biofuels when blended into gasoline and diesel.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui J.; Chang, Clarence T.; Follen, Caitlin E.

2014-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions. This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio (phi) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66 percent reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50 percent of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui Joe; Chang, Clarence T.; Follen, Caitlin E.

2015-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions.This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio(theta) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66 reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50 of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui J.; Chang, Clarence T.; Follen, Caitlin E.

2015-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions. This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio (?) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66% reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50% of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui J.; Chang, Clarence T.; Follen, Caitlin E.

2014-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions. This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio (?) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66 percent reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50 percent of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

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.

Determination of aldehydes and ketones with high atmospheric reactivity on diesel exhaust using a biofuel from animal fats

NASA Astrophysics Data System (ADS)

Ballesteros, R.; Monedero, E.; Guillén-Flores, J.

2011-05-01

Biodiesel from animal fats appears as an alternative for conventional diesel in automotive consumption. Animal fats are classified into three categories, although only one of them can be used for biodiesel production, according to regulation. Due to its novelty, researchers testing animal-fat biodiesel on diesel engines focus only on regulated emissions. In this paper, the experiments carried out analyze carbonyl compounds emissions, due to its highly atmospheric reactivity, to complete the characterization of the total emissions in this kind of biofuel. Two fuels, a reference petro-diesel and a pure animal-fat biodiesel, were tested in a 4-cylinder, direct injection, diesel engine Nissan Euro 5 M1D-Bk. Samples were collected in 4 different operating modes and 3 points along the exhaust line. The analyses of samples were made in a high performance liquid chromatography, following the method recommended by the CARB to analyze air quality. Results show, on the one hand, a significant rise in carbonyl emissions, almost three times at the mode with highest hydrocarbon emissions, when biodiesel is used. On the other hand, on average, a reduction of 90% of carbonyl emissions when exhaust gases go through the different post-treatment systems installed. Despite this reduction, specific reactivity does not decrease substantially.

40 CFR 1042.110 - Recording reductant use and other diagnostic functions.

Code of Federal Regulations, 2012 CFR

2012-07-01

... all the information broadcast by an engine's onboard computers and electronic control units. (d) For Category 3 engines equipped with on-off NOX controls (as allowed by § 1042.115(g)), you must also equip... (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM NEW AND IN-USE MARINE COMPRESSION-IGNITION...

40 CFR 1042.110 - Recording reductant use and other diagnostic functions.

Code of Federal Regulations, 2013 CFR

2013-07-01

... all the information broadcast by an engine's onboard computers and electronic control units. (d) For Category 3 engines equipped with on-off NOX controls (as allowed by § 1042.115(g)), you must also equip... (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM NEW AND IN-USE MARINE COMPRESSION-IGNITION...

40 CFR 1042.110 - Recording reductant use and other diagnostic functions.

Code of Federal Regulations, 2014 CFR

2014-07-01

... all the information broadcast by an engine's onboard computers and electronic control units. (d) For Category 3 engines equipped with on-off NOX controls (as allowed by § 1042.115(g)), you must also equip... (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM NEW AND IN-USE MARINE COMPRESSION-IGNITION...

40 CFR 1042.110 - Recording reductant use and other diagnostic functions.

Code of Federal Regulations, 2011 CFR

2011-07-01

... all the information broadcast by an engine's onboard computers and electronic control units. (d) For Category 3 engines equipped with on-off NOX controls (as allowed by § 1042.115(g)), you must also equip... (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM NEW AND IN-USE MARINE COMPRESSION-IGNITION...

Environmental assessment of combustion modification controls for stationary internal combustion engines. Final report Sep 78-Jul 79

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

Lips, H.I.; Gotterba, J.A.; Lim, K.J.

1981-07-01

The report gives results of an environmental assessment of combustion modification techniques for stationary internal combustion engines, with respect to NOx control reduction effectiveness, operational impact, thermal efficiency impact, capital and annualized operating costs, and effects on emissions of pollutants other than NOx.

Augmentor emissions reduction technology program. [for turbofan engines

NASA Technical Reports Server (NTRS)

Colley, W. C.; Kenworthy, M. J.; Bahr, D. W.

1977-01-01

Technology to reduce pollutant emissions from duct-burner-type augmentors for use on advanced supersonic cruise aircraft was investigated. Test configurations, representing variations of two duct-burner design concepts, were tested in a rectangular sector rig at inlet temperature and pressure conditions corresponding to takeoff, transonic climb, and supersonic cruise flight conditions. Both design concepts used piloted flameholders to stabilize combustion of lean, premixed fuel/air mixtures. The concepts differed in the flameholder type used. High combustion efficiency (97%) and low levels of emissions (1.19 g/kg fuel) were achieved. The detailed measurements suggested the direction that future development efforts should take to obtain further reductions in emission levels and associated improvements in combustion efficiency over an increased range of temperature rise conditions.

Combustion performance and exhaust emissions fuelled with non-surfactant water-in-diesel emulsion fuel made from different water sources.

PubMed

Ahmad, Mohamad Azrin; Yahya, Wira Jazair; Ithnin, Ahmad Muhsin; Hasannuddin, A K; Bakar, Muhammad Aiman Abu; Fatah, Abdul Yasser Abd; Sidik, Nor Azwadi Che; Noge, Hirofumi

2018-06-14

Non-surfactant water-in-diesel emulsion fuel (NWD) is an alternative fuel that has the potential to reduce major exhaust emissions while simultaneously improving the combustion performance of a diesel engine. NWD comprises of diesel fuel and water (about 5% in volume) without any additional surfactants. This emulsion fuel is produced through an in-line mixing system that is installed very close to the diesel engine. This study focuses mainly on the performance and emission of diesel engine fuelled with NWD made from different water sources. The engine used in this study is a direct injection diesel engine with loads varying from 1 to 4 kW. The result shows that NWD made from tap water helps the engine to reduce nitrogen oxide (NO x ) by 32%. Rainwater reduced it by 29% and seawater by 19%. In addition, all NWDs show significant improvements in engine performance as compared to diesel fuel, especially in the specific fuel consumption that indicates an average reduction of 6%. It is observed that all NWDs show compelling positive effects on engine performance, which is caused by the optimum water droplet size inside NWD.

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.

Optimizing power cylinder lubrication on a large bore natural gas engine

NASA Astrophysics Data System (ADS)

Luedeman, Matthew R.

More than 6000 integral compressors, located along America's natural gas pipelines, pump natural gas across the United States. These compressors are powered by 2-stroke, large bore natural gas burning engines. Lowering the operating costs, reducing the emissions, and ensuring that these engines remain compliant with future emission regulations are the drivers for this study. Substantial research has focused on optimizing efficiency and reducing the fuel derived emissions on this class of engine. However, significantly less research has focused on the effect and reduction of lubricating oil derived emissions. This study evaluates the impact of power cylinder lubricating oil on overall engine emissions with an emphasis on reducing oxidation catalyst poisoning. A traditional power cylinder lubricator was analyzed; power cylinder lubricating oil was found to significantly impact exhaust emissions. Lubricating oil was identified as the primary contributor of particulate matter production in a large bore natural gas engine. The particulate matter was determined to be primarily organic carbon, and most likely direct oil carryover of small oil droplets. The particulate matter production equated to 25% of the injected oil at a nominal power cylinder lubrication rate. In addition, power cylinder friction is considered the primary contributor to friction loss in the internal combustion engine. This study investigates the potential for optimizing power cylinder lubrication by controlling power cylinder injection to occur at the optimal time in the piston cycle. By injecting oil directly into the ring pack, it is believed that emissions, catalyst poisoning, friction, and wear can all be reduced. This report outlines the design and theory of two electronically controlled lubrication systems. Experimental results and evaluation of one of the systems is included.

Investigation on the gaseous and particulate emissions of a compression ignition engine fueled with diesel-dimethyl carbonate blends.

PubMed

Cheung, C S; Zhu, Ruijun; Huang, Zuohua

2011-01-01

The effect of dimethyl carbonate (DMC) on the gaseous and particulate emissions of a diesel engine was investigated using Euro V diesel fuel blended with different proportions of DMC. Combustion analysis shows that, with the blended fuel, the ignition delay and the heat release rate in the premixed combustion phase increase, while the total combustion duration and the fuel consumed in the diffusion combustion phase decrease. Compared with diesel fuel, with an increase of DMC in the blended fuel, the brake thermal efficiency is slightly improved but the brake specific fuel consumption increases. On the emission side, CO increases significantly at low engine load but decreases at high engine load while HC decreases slightly. NO(x) reduces slightly but the reduction is not statistically significant, while NO(2) increases slightly. Particulate mass and number concentrations decrease upon using the blended fuel while the geometric mean diameter of the particles shifts towards smaller size. Overall speaking, diesel-DMC blends lead to significant improvement in particulate emissions while the impact on CO, HC and NO(x) emissions is small. Copyright © 2010 Elsevier B.V. All rights reserved.

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.

Assessing the impacts of ethanol and isobutanol on gaseous and particulate emissions from flexible fuel vehicles.

PubMed

Karavalakis, Georgios; Short, Daniel; Russell, Robert L; Jung, Heejung; Johnson, Kent C; Asa-Awuku, Akua; Durbin, Thomas D

2014-12-02

This study investigated the effects of higher ethanol blends and an isobutanol blend on the criteria emissions, fuel economy, gaseous toxic pollutants, and particulate emissions from two flexible-fuel vehicles equipped with spark ignition engines, with one wall-guided direct injection and one port fuel injection configuration. Both vehicles were tested over triplicate Federal Test Procedure (FTP) and Unified Cycles (UC) using a chassis dynamometer. Emissions of nonmethane hydrocarbons (NMHC) and carbon monoxide (CO) showed some statistically significant reductions with higher alcohol fuels, while total hydrocarbons (THC) and nitrogen oxides (NOx) did not show strong fuel effects. Acetaldehyde emissions exhibited sharp increases with higher ethanol blends for both vehicles, whereas butyraldehyde emissions showed higher emissions for the butanol blend relative to the ethanol blends at a statistically significant level. Particulate matter (PM) mass, number, and soot mass emissions showed strong reductions with increasing alcohol content in gasoline. Particulate emissions were found to be clearly influenced by certain fuel parameters including oxygen content, hydrogen content, and aromatics content.

A study to estimate and compare the total particulate matter emission indices (EIN) between traditional jet fuel and two blends of Jet A/Camelina biofuel used in a high by-pass turbofan engine: A case study of Honeywell TFE-109 engine

NASA Astrophysics Data System (ADS)

Shila, Jacob Joshua Howard

The aviation industry is expected to grow at an annual rate of 5% until the year 2031 according to Boeing Outlook Report of 2012. Although the aerospace manufacturers have introduced new aircraft and engines technologies to reduce the emissions generated by aircraft engines, about 15% of all aircraft in 2032 will be using the older technologies. Therefore, agencies such as the National Aeronautics and Astronautics Administration (NASA), Federal Aviation Administration (FAA), the Environmental Protection Agency (EPA) among others together with some academic institutions have been working to characterize both physical and chemical characteristics of the aircraft particulate matter emissions to further understand their effects to the environment. The International Civil Aviation Organization (ICAO) is also working to establish an inventory with Particulate Matter emissions for all the aircraft turbine engines for certification purposes. This steps comes as a result of smoke measurements not being sufficient to provide detailed information on the effects of Particulate Matter (PM) emissions as far as the health and environmental concerns. The use of alternative fuels is essential to reduce the impacts of emissions released by Jet engines since alternative aviation fuels have been studied to lower particulate matter emissions in some types of engines families. The purpose of this study was to determine whether the emission indices of the biofuel blended fuels were lower than the emission indices of the traditional jet fuel at selected engine thrust settings. The biofuel blends observed were 75% Jet A-25% Camelina blend biofuel, and 50% Jet A-50% Jet A blend biofuel. The traditional jet fuel in this study was the Jet A fuel. The results of this study may be useful in establishing a baseline for aircraft engines' PM inventory. Currently the International Civil Aviation Organization (ICAO) engines emissions database contains only gaseous emissions data for only the TFE 731 and JT15D engines' families as representatives of other engines with rated thrust of 6000 pounds or below. The results of this study may be used to add to the knowledge of PM emission data that has been collected in other research studies. This study was quantitative in nature. Three factors were designated which were the types of fuels studied. The TFE-109 turbofan engine was the experimental subject. The independent variable was the engine thrust setting while the response variable was the emission index. Four engine runs were conducted for each fuel. In each engine run, four engine thrust settings were observed. The four engine thrust levels were 10%, 30%, 85%, and 100% rated thrusts levels. Therefore, for each engine thrust settings, there four replicates. The experiments were conducted using a TFE-109 engine test cell located in the Niswonger Aviation Technology building at the Purdue University Airport. The testing facility has the capability to conduct the aircraft PM emissions tests. Due to the equipment limitations, the study was limited to observe total PM emissions instead of specifically measuring the non-volatile PM emissions. The results indicate that the emissions indices of the blended biofuels were not statistically significantly lower compared to the emissions of the traditional jet fuel at rated thrust levels of 100% and 85% of TFE-109 turbofan engine. However, the emission indices for the 50%Jet A - 50%Camelina biofuel blend were statistically significantly lower compared to the emission indices of the 100% Jet A fuel at 10% and 30% engine rated thrusts levels of TFE-109 engine. The emission indices of the 50%-50% biofuel blend were lower by reductions of 15% and 17% at engine rated thrusts of 10% and 30% respectively compared to the emissions indices of the traditional jet fuel at the same engine thrust levels. Experimental modifications in future studies may provide estimates of the emissions indices range for this particular engine these estimates may be used to estimate the levels of PM emissions for other similar engines. Additional measurements steps such as heating of the sampling line, sampling dilution application, sampling line loss estimates, and calculations of the sampling line PM residence times will also be useful future results.

SCR SYSTEMS FOR HEAVY DUTY TRUCKS: PROGRESS TOWARDS MEETING EURO 4 EMISSION STANDARDS IN 2005

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

Frank, W; Huethwohl, G; Maurer, B

2003-08-24

Emissions of diesel engines contain some components, which support the generation of smog and which are classified hazardous. Exhaust gas aftertreatment is a powerful tool to reduce the NOx and Particulate emissions. The NOx-emission can be reduced by the SCR technology. SCR stands for Selective Catalytic Reduction. A reduction agent has to be injected into the exhaust upstream of a catalyst. On the catalyst the NOx is reduced to N2 (Nitrogen) and H2O (Water). This catalytic process was developed in Japan about 30 years ago to reduce the NOx emission of coal-fired power plants. The first reduction agent used wasmore » anhydrous ammonia (NH3). SCR technology was used with diesel engines starting mid of the 80s. First applications were stationary operating generator-sets. In 1991 a joint development between DaimlerChrysler, MAN, IVECO and Siemens was started to use SCR technology for the reduction of heavy duty trucks. Several fleet tests demonstrated the durability of the systems. To day, SCR technology is the most promising technology to fulfill the new European Regulations EURO 4 and EURO 5 being effective Oct. 2005 and Oct. 2008. The efficient NOx reduction of the catalyst allows an engine calibration for low fuel consumption. DaimlerChrysler decided to use the SCR technology on every heavy duty truck and bus in Europe and many other truck manufacturers will introduce SCR technology to fulfill the 2005 emission regulation. The truck manufacturers in Europe agreed to use aqueous solution of Urea as reducing agent. The product is called AdBlue. AdBlue is a non toxic, non smelling liquid. The consumption is about 5% of the diesel fuel consumption to reduce the NOx emissions. A small AdBlue tank has to be installed to the vehicle. With an electronically controlled dosing system the AdBlue is injected into the exhaust. The dosing system is simple and durable. It has proven its durability during winter and summer testing as well as in fleet tests. The infrastructure for AdBlue is under evaluation in Europe by Urea Producers and Mineral Oil companies to be readily available in time. Urea is one of the most common chemical products in the world and the production and the distribution very much experienced. However, a pure grade is needed for automotive application and requires special attention.« less

Experimental investigation of performance and emissions of a VCR diesel engine fuelled with n-butanol diesel blends under varying engine parameters.

PubMed

Nayyar, Ashish; Sharma, Dilip; Soni, Shyam Lal; Mathur, Alok

2017-09-01

The continuous rise in the cost of fossil fuels as well as in environmental pollution has attracted research in the area of clean alternative fuels for improving the performance and emissions of internal combustion (IC) engines. In the present work, n-butanol is treated as a bio-fuel and investigations have been made to evaluate the feasibility of replacing diesel with a suitable n-butanol-diesel blend. In the current research, an experimental investigation was carried out on a variable compression ratio CI engine with n-butanol-diesel blends (10-25% by volume) to determine the optimum blending ratio and optimum operating parameters of the engine for reduced emissions. The best results of performance and emissions were observed for 20% n-butanol-diesel blend (B20) at a higher compression ratio as compared to diesel while keeping the other parameters unchanged. The observed deterioration in engine performance was within tolerable limits. The reductions in smoke, nitrogen oxides (NO x ), and carbon monoxide (CO) were observed up to 56.52, 17.19, and 30.43%, respectively, for B20 in comparison to diesel at rated power. However, carbon dioxide (CO 2 ) and hydrocarbons (HC) were found to be higher by 17.58 and 15.78%, respectively, for B20. It is concluded that n-butanol-diesel blend would be a potential fuel to control emissions from diesel engines. Graphical abstract ᅟ.

Effect of water injection and off scheduling of variable inlet guide vanes, gas generator speed and power turbine nozzle angle on the performance of an automotive gas turbine engine

NASA Technical Reports Server (NTRS)

Warren, E. L.

1980-01-01

The Chrysler/ERDA baseline automotive gas turbine engine was used to experimentally determine the power augmentation and emissions reductions achieved by the effect of variable compressor and power engine geometry, water injection downstream of the compressor, and increases in gas generator speed. Results were dependent on the mode of variable geometry utilization. Over 20 percent increase in power was accompanied by over 5 percent reduction in SFC. A fuel economy improvement of at least 6 percent was estimated for a vehicle with a 75 kW (100 hp) engine which could be augmented to 89 kW (120 hp) relative to an 89 Kw (120 hp) unaugmented engine.

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.

Performance of a Line Loss Correction Method for Gas Turbine Emission Measurements

NASA Astrophysics Data System (ADS)

Hagen, D. E.; Whitefield, P. D.; Lobo, P.

2015-12-01

International concern for the environmental impact of jet engine exhaust emissions in the atmosphere has led to increased attention on gas turbine engine emission testing. The Society of Automotive Engineers Aircraft Exhaust Emissions Measurement Committee (E-31) has published an Aerospace Information Report (AIR) 6241 detailing the sampling system for the measurement of non-volatile particulate matter from aircraft engines, and is developing an Aerospace Recommended Practice (ARP) for methodology and system specification. The Missouri University of Science and Technology (MST) Center for Excellence for Aerospace Particulate Emissions Reduction Research has led numerous jet engine exhaust sampling campaigns to characterize emissions at different locations in the expanding exhaust plume. Particle loss, due to various mechanisms, occurs in the sampling train that transports the exhaust sample from the engine exit plane to the measurement instruments. To account for the losses, both the size dependent penetration functions and the size distribution of the emitted particles need to be known. However in the proposed ARP, particle number and mass are measured, but size is not. Here we present a methodology to generate number and mass correction factors for line loss, without using direct size measurement. A lognormal size distribution is used to represent the exhaust aerosol at the engine exit plane and is defined by the measured number and mass at the downstream end of the sample train. The performance of this line loss correction is compared to corrections based on direct size measurements using data taken by MST during numerous engine test campaigns. The experimental uncertainty in these correction factors is estimated. Average differences between the line loss correction method and size based corrections are found to be on the order of 10% for number and 2.5% for mass.

Research Data Acquired in World-Class, 60-atm Subsonic Combustion Rig

NASA Technical Reports Server (NTRS)

Lee, Chi-Ming; Wey, Changlie

1999-01-01

NASA Lewis Research Center's new, world-class, 60-atmosphere (atm) combustor research facility, the Advanced Subsonic Combustion Rig (ASCR), is in operation and producing highly unique research data. Specifically, data were acquired at high pressures and temperatures representative of future subsonic engines from a fundamental flametube configuration with an advanced fuel injector. The data acquired include exhaust emissions as well as pressure and temperature distributions. Results to date represent an improved understanding of nitrous oxide (NOx) formation at high pressures and temperatures and include an NOx emissions reduction greater than 70 percent with an advanced fuel injector at operating pressures to 800 pounds per square inch absolute (psia). ASCR research is an integral part of the Advanced Subsonic Technology (AST) Propulsion Program. This program is developing critical low-emission combustion technology that will result in the next generation of gas turbine engines producing 50 to 70 percent less NOx emissions in comparison to 1996 International Civil Aviation Organization (ICAO) limits. The results to date indicate that the AST low-emission combustor goals of reducing NOx emissions by 50 to 70 percent are feasible. U.S. gas turbine manufacturers have started testing the low-emissions combustors at the ASCR. This collaborative testing will enable the industry to develop low-emission combustors at the high pressure and temperature conditions of future subsonic engines. The first stage of the flametube testing has been implemented. Four GE Aircraft Engines low-emissions fuel injector concepts, three Pratt & Whitney concepts, and two Allison concepts have been tested at Lewis ASCR facility. Subsequently, the flametube was removed from the test stand, and the sector combustor was installed. The testing of low emissions sector has begun. Low-emission combustors developed as a result of ASCR research will enable U.S. engine manufacturers to compete on a worldwide basis by producing environmentally acceptable commercial engines.

Demonstration of Diesel Engine Air Emissions Reduction Technologies

DTIC Science & Technology

2008-12-01

16 Figure 5. Plots of Cheyenne Mountain Operating Cycle and Reference CBD Driving...Air Act CARB California Air Resources Board CBD Central Business District CCR California Code of Regulations CES Cummins Emissions Solutions CFR...matter ppb parts per billion ppm parts per million PuriNOx Proprietary Water / Diesel Emulsified Fuel RPF robust particulate filter THC total

Assessment of Current and Future Air Pollutant Emission Reduction Technologies for Marine Diesel Engines

DTIC Science & Technology

2014-02-01

33 6.3.1 Biodiesel ...6.3 Alternative Fuels There is some consideration of alternatives to liquid fossil oil fuels for the marine industry. Three of these are biodiesel ...Liquefied Natural Gas and Methanol – Dimethyl Ether. 6.3.1 Biodiesel An extensive review across many transportation sectors of the emissions of

Co-Optimization of Fuels and Engines

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

Farrell, John

2016-04-11

The Co-Optimization of Fuels and Engines (Co-Optima) initiative is a new DOE initiative focused on accelerating the introduction of affordable, scalable, and sustainable biofuels and high-efficiency, low-emission vehicle engines. The simultaneous fuels and vehicles research and development (R&D) are designed to deliver maximum energy savings, emissions reduction, and on-road vehicle performance. The initiative's integrated approach combines the previously independent areas of biofuels and combustion R&D, bringing together two DOE Office of Energy Efficiency & Renewable Energy research offices, ten national laboratories, and numerous industry and academic partners to simultaneously tackle fuel and engine research and development (R&D) to maximize energymore » savings and on-road vehicle performance while dramatically reducing transportation-related petroleum consumption and greenhouse gas (GHG) emissions. This multi-year project will provide industry with the scientific underpinnings required to move new biofuels and advanced engine systems to market faster while identifying and addressing barriers to their commercialization. This project's ambitious, first-of-its-kind approach simultaneously tackles fuel and engine innovation to co-optimize performance of both elements and provide dramatic and rapid cuts in fuel use and emissions. This presentation provides an overview of the initiative and reviews recent progress focused on both advanced spark-ignition and compression-ignition approaches.« less

Effects of Retrofitting Emission Control Systems on all In-Use Heavy Diesel Trucks

NASA Astrophysics Data System (ADS)

Millstein, D.; Harley, R. A.

2009-12-01

Diesel exhaust is now the largest source of nitrogen oxide (NOx) emissions nationally in the US, and contributes significantly to emissions of fine particulate black carbon (soot) as well. New national standards call for dramatically lower emissions of exhaust particulate matter (PM) and NOx from new diesel engines starting in 2007 and 2010, respectively. Unfortunately it will take decades for the cleaner new engines to replace those currently in service on existing heavy-duty trucks. The state of California recently adopted a rule to accelerate fleet turnover in the heavy-duty truck sector, requiring that all in-use trucks meet the new exhaust PM standards by 2014. This will entail retrofit of diesel particle filters or replacement for over a million existing diesel engines. Diesel particle filters can replace the muffler on existing trucks, and there is extensive experience with retrofit of this control equipment on public sector fleets such as diesel-powered transit buses. Nitrogen dioxide (NO2) is used as an oxidizing agent to remove carbon particles from the particle filter, to prevent it from becoming plugged. To create the needed NO2, NOx already present in engine exhaust as nitric oxide (NO) is deliberately oxidized to NO2 upstream of the particle filter using a platinum catalyst. The NO2/NOx ratio in exhaust emissions therefore increases to ~35% in comparison to much lower values (~5%) typical of older engines without particle filters. We evaluate the effects on air quality of increased use of diesel particle traps and NOx controls in southern California using the Community Multiscale Air Quality (CMAQ) model. Compared to a reference scenario without the retrofit program, we found black carbon concentrations decreased by ~20%, with small increases (4%) in ambient ozone concentrations. During summer, average NO2 concentrations decrease despite the increase in primary NO2 emissions - because total NOx emissions are reduced as part of a parallel but more gradual program to retrofit NOx control systems on in-use engines. During winter, NO2 concentrations increase by 1-2% at locations with high diesel truck traffic, and larger increases may occur if diesel trucks outfitted with particle traps do not meet the in-use NOx emission reduction requirements. Small changes to fine particulate nitrate are seen as well with increases over the Los Angeles area of 3 and 6% during the summer and fall, respectively. During the summer, but not the fall, downwind nitrate decreased by 2% east of Los Angeles near Riverside. Emissions reductions due to fleet turnover in the reference scenario (without retrofit) may be optimistic, and the air quality benefits of retrofits could therefore be understated, due to slow sales of new engines in recent years. In any case, significant changes in diesel engine emissions of NOx and PM are expected to occur over the next 5 years in California.

Emission analysis on the effect of nanoparticles on neat biodiesel in unmodified diesel engine.

PubMed

Pandian, Amith Kishore; Ramakrishnan, Ramesh Bapu Bathey; Devarajan, Yuvarajan

2017-10-01

Biodiesels derived from the mahua seeds are established as a promising alternative for the diesel fuel owing to its non-edible nature and improved properties. TiO 2 nanoparticle in powder form is added to neat mahua oil biodiesel (BD100) to examine its effect on emission characteristics. TiO 2 nanoparticle is chosen as an additive owing to its catalytic effect, higher surface energy, and larger surface to volume ratio. TiO 2 nanoparticle with an average size of 60 nm was synthesized by sol-gel route. TiO 2 nanoparticles are added with mahua biodiesel (BD100) at 100 and 200 ppm. Mahua oil biodiesel doped with 100 and 200 ppm of TiO 2 nanoparticles are referred as BD100T100 and BD100T200. A constant speed diesel engine is employed for the experimental trail. Engine is fueled with diesel, BD100, BD100T100, and BD100T200, respectively. Experimental result confirmed that the modified fuels (BD100T200 and BD100T100) showed a significant reduction in all the emissions. Further, the addition of TiO 2 nanoparticle (200 ppm) to mahua biodiesel gave respective reduction of 9.3, 5.8, 6.6, and 2.7% in carbon monoxide, hydrocarbon, nitrogen oxide, and smoke emissions when compared to neat mahua biodiesel.

Emission rates of particulate matter and elemental and organic carbon from in-use diesel engines.

PubMed

Shah, Sandip D; Cocker, David R; Miller, J Wayne; Norbeck, Joseph M

2004-05-01

Elemental carbon (EC), organic carbon (OC), and particulate matter (PM) emission rates are reported for a number of heavy heavy-duty diesel trucks (HHDDTs) and back-up generators (BUGs) operating under real-world conditions. Emission rates were determined using a unique mobile emissions laboratory (MEL) equipped with a total capture full-scale dilution tunnel connected directly to the diesel engine via a snorkel. This paper shows that PM, EC, and OC emission rates are strongly dependent on the mode of vehicle operation; highway, arterial, congested, and idling conditions were simulated by following the speed trace from the California Air Resources Board HHDDT cycle. Emission rates for BUGs are reported as a function of engine load at constant speed using the ISO 8178B Cycle D2. The EC, OC, and PM emission rates were determined to be highly variable for the HHDDTs. It was determined that the per mile emission rate of OC from a HHDDT in congested traffic is 8.1 times higher than that of an HHDDT in cruise or highway speed conditions and 1.9 times higher for EC. EC/OC ratios for BUGs (which generally operate at steady states) and HHDDTs show marked differences, indicating that the transient nature of engine operation dictates the EC/OC ratio. Overall, this research shows that the EC/OC ratio varies widely for diesel engines in trucks and BUGs and depends strongly on the operating cycle. The findings reported here have significant implications in the application of chemical mass balance modeling, diesel risk assessment, and control strategies such as the Diesel Risk Reduction Program.

The effects of biodiesels on semivolatile and nonvolatile particulate matter emissions from a light-duty diesel engine.

PubMed

Cheng, Yuan; Li, Shao-Meng; Liggio, John; Hayden, Katherine; Han, Yuemei; Stroud, Craig; Chan, Tak; Poitras, Marie-Josée

2017-11-01

Semivolatile organic compounds (SVOCs) represent a dominant category of secondary organic aerosol precursors that are increasingly included in air quality models. In the present study, an experimental system was developed and applied to a light-duty diesel engine to determine the emission factors of particulate SVOCs (pSVOCs) and nonvolatile particulate matter (PM) components at dilution ratios representative of ambient conditions. The engine was tested under three steady-state operation modes, using ultra-low-sulfur diesel (ULSD), three types of pure biodiesels and their blends with ULSD. For ULSD, the contribution of pSVOCs to total particulate organic matter (POM) mass in the engine exhaust ranged between 21 and 85%. Evaporation of pSVOCs from the diesel particles during dilution led to decreases in the hydrogen to carbon ratio of POM and the PM number emission factor of the particles. Substituting biodiesels for ULSD could increase pSVOCs emissions but brought on large reductions in black carbon (BC) emissions. Among the biodiesels tested, tallow/used cooking oil (UCO) biodiesel showed advantages over soybean and canola biodiesels in terms of both pSVOCs and nonvolatile PM emissions. It is noteworthy that PM properties, such as particle size and BC mass fraction, differed substantially between emissions from conventional diesel and biodiesels. Copyright © 2017 Elsevier Ltd. All rights reserved.

Methanol decomposition bottoming cycle for IC engines

NASA Technical Reports Server (NTRS)

Purohit, G.; Houseman, J.

1979-01-01

This paper presents the concept of methanol decomposition using engine exhaust heat, and examines its potential for use in the operation of passenger cars, diesel trucks, and diesel-electric locomotives. Energy economy improvements of 10-20% are calculated over the representative driving cycles without a net loss in power. Some reductions in exhaust emissions are also projected.

Ceramic applications in the advanced Stirling automotive engine

NASA Technical Reports Server (NTRS)

Tomazic, W. A.; Cairelli, J. E.

1977-01-01

The ideal cycle, its application to a practical machine, and the specific advantages of high efficiency, low emissions, multi-fuel capability, and low noise of the stirling engine are discussed. Certain portions of the Stirling engine must operate continuously at high temperature. Ceramics offer the potential of cost reduction and efficiency improvement for advanced engine applications. Potential applications for ceramics in Stirling engines, and some of the special problems pertinent to using ceramics in the Stirling engine are described. The research and technology program in ceramics which is planned to support the development of advanced Stirling engines is outlined.

Review of the state-of-the-art of exhaust particulate filter technology in internal combustion engines.

PubMed

Guan, Bin; Zhan, Reggie; Lin, He; Huang, Zhen

2015-05-01

The increasingly stringent emission regulations, such as US 2010, Tier 2 Bin 5 and beyond, off-road Tier 4 final, and Euro V/5 for particulate matter (PM) reduction applications, will mandate the use of the diesel particulate filters (DPFs) technology, which is proven to be the only way that can effectively control the particulate emissions. This paper covers a comprehensive overview of the state-of-the-art DPF technologies, including the advanced filter substrate materials, the novel catalyst formulations, the highly sophisticated regeneration control strategies, the DPF uncontrolled regenerations and their control methodologies, the DPF soot loading prediction, and the soot sensor for the PM on-board diagnostics (OBD) legislations. Furthermore, the progress of the highly optimized hybrid approaches, which involves the integration of diesel oxidation catalyst (DOC) + (DPF, NOx reduction catalyst), the selective catalytic reduction (SCR) catalyst coated on DPF, as well as DPF in the high-pressure exhaust gas recirculation (EGR) loop systems, is well discussed. Besides, the impacts of the quality of fuel and lubricant on the DPF performance and the maintenance and retrofit of DPF are fully elaborated. Meanwhile, the high efficiency gasoline particulate filter (GPF) technology is being required to effectively reduce the PM and particulate number (PN) emissions from the gasoline direct injection (GDI) engines to comply with the future increasingly stricter emissions regulations. Copyright © 2015 Elsevier Ltd. All rights reserved.

General aviation energy-conservation research programs at NASA-Lewis Research Center

NASA Technical Reports Server (NTRS)

Willis, E. A.

1977-01-01

The major thrust of NASA's nonturbine general aviation engine programs is directed toward (1) reduced specific fuel consumption, (2) improved fuel tolerance; and (3) emission reduction. Current and planned future programs in such areas as lean operation, improved fuel management, advanced cooling techniques and advanced engine concepts, are described. These are expected to lay the technology base, by the mid to latter 1980's, for engines whose total fuel costs are as much as 30% lower than today's conventional engines.

Performance evaluation of an advanced air-fuel ratio controller on a stationary, rich-burn natural gas engine

NASA Astrophysics Data System (ADS)

Kochuparampil, Roshan Joseph

The advent of an era of abundant natural gas is making it an increasingly economical fuel source against incumbents such as crude oil and coal, in end-use sectors such as power generation, transportation and industrial chemical production, while also offering significant environmental benefits over these incumbents. Equipment manufacturers, in turn, are responding to widespread demand for power plants optimized for operation with natural gas. In several applications such as distributed power generation, gas transmission, and water pumping, stationary, spark-ignited, natural gas fueled internal combustion engines (ICEs) are the power plant of choice (over turbines) owing to their lower equipment and operational costs, higher thermal efficiencies across a wide load range, and the flexibility afforded to end-users when building fine-resolution horsepower topologies: modular size increments ranging from 100 kW -- 2 MW per ICE power plant compared to 2 -- 5 MW per turbine power plant. Under the U.S. Environment Protection Agency's (EPA) New Source Performance Standards (NSPS) and Reciprocating Internal Combustion Engine National Emission Standards for Hazardous Air Pollutants (RICE NESHAP) air quality regulations, these natural gas power plants are required to comply with stringent emission limits, with several states mandating even stricter emissions norms. In the case of rich-burn or stoichiometric natural gas ICEs, very high levels of sustained emissions reduction can be achieved through exhaust after-treatment that utilizes Non Selective Catalyst Reduction (NSCR) systems. The primary operational constraint with these systems is the tight air-fuel ratio (AFR) window of operation that needs to be maintained if the NSCR system is to achieve simultaneous reduction of carbon monoxide (CO), nitrogen oxides (NOx), total hydrocarbons (THC), volatile organic compounds (VOCs), and formaldehyde (CH 2O). Most commercially available AFR controllers utilizing lambda (oxygen) sensor feedback are unable to maintain engine AFR within the required range owing to drift in sensor output over time. In this thesis, the emissions compliance performance of an AFR controller is evaluated over a 6-month period on an engine driving a gas compressor in an active natural gas production field. This AFR controller differentiates itself from other commercially available products by employing a lambda sensor that has been engineered against sensor drift, making it better suited for natural gas engine applications. Also included in this study are the controller's responses to transient loads, diurnal performance, adaptability to seasonal variations in ambient temperature, fuel quality variations (in wellhead gas), engine health considerations for proper AFR control, and controller calibration sensitivity when replacing lambda sensors. During the first three months of operation and subsequent diurnal tests, the controller's performance as a multi-point AFR control system was consistent, demonstrating appropriate AFR adjustments to variation in engine operation, over a wide range of ambient conditions, despite high consumption rate of engine lubrication oil. For the remainder the test, the high levels of lubrication oil consumption, compromised the ability to verify controller performance.

The development of coal-based technologies for Department of Defense facilities. Volume 1, Technical report. Semiannual technical progress report, September 28, 1994--March 27, 1995

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

Miller, B.G.; Bartley, D.A.; Hatcher, P.

1996-10-15

This program is being conducted as a cooperative agreement between the Consortium for Coal Water Mixture Technology and the U.S. Department of Energy. Activities this reporting period are summarized by phase. Phase I is nearly completed. During this reporting period, coal beneficiation/preparation studies, engineering designs and economics for retrofitting the Crane, Indiana boiler to fire coal-based fuels, and a 1,000-hour demonstration of dry, micronized coal were completed. In addition, a demonstration-scale micronized-coal water mixture (MCWM) preparation circuit was constructed and a 1,000-hour demonstration firing MCWM began. Work in Phase II focused on emissions reductions, coal beneficiation/preparation studies, and economic analysesmore » of coal use. Emissions reductions investigations involved literature surveys of NO{sub x}, SO{sub 2}, trace metals, volatile organic compounds, and fine particulate matter capture. In addition, vendors and engineering firms were contacted to identify the appropriate emissions technologies for the installation of commercial NO{sub x} and SO{sub 2} removal systems on the demonstration boiler. Information from the literature surveys and engineering firms will be used to identify, design, and install a control system(s). Work continued on the refinement and optimization of coal grinding and MCWM preparation procedures, and on the development of advanced processes for beneficiating high ash, high sulfur coals. Work also continued on determining the basic cost estimation of boiler retrofits, and evaluating environmental, regulatory, and regional economic impacts. In addition, the feasibility of technology adoption, and the public`s perception of the benefits and costs of coal usage was studied. A coal market analysis was completed. Work in Phase III focused on coal preparation studies, emissions reductions and economic analyses of coal use.« less

New insights from comprehensive on-road measurements of NOx, NO2 and NH3 from vehicle emission remote sensing in London, UK

NASA Astrophysics Data System (ADS)

Carslaw, David C.; Rhys-Tyler, Glyn

2013-12-01

In this paper we report the first direct measurements of nitrogen dioxide (NO2) in the UK using a vehicle emission remote sensing technique. Measurements of NO, NO2 and ammonia (NH3) from almost 70,000 vehicles were made spanning vehicle model years from 1985 to 2012. These measurements were carefully matched with detailed vehicle information data to understand the emission characteristics of a wide range of vehicles in a detailed way. Overall it is found that only petrol fuelled vehicles have shown an appreciable reduction in total NOx emissions over the past 15-20 years. Emissions of NOx from diesel vehicles, including those with after-treatment systems designed to reduce emissions of NOx, have not reduced over the same period of time. It is also evident that the vehicle manufacturer has a strong influence on emissions of NO2 for Euro 4/5 diesel cars and urban buses. Smaller-engined Euro 4/5 diesel cars are also shown to emit less NO2 than larger-engined vehicles. It is shown that NOx emissions from urban buses fitted with Selective Catalytic Reduction (SCR) are comparable to those using Exhaust Gas Recirculation for Euro V vehicles, while reductions in NOx of about 30% are observed for Euro IV and EEV vehicles. However, the emissions of NO2 vary widely dependent on the bus technology used. Almost all the NOx emission from Euro IV buses with SCR is in the form of NO, whereas EEV vehicles (Enhanced Environmentally friendly Vehicle) emit about 30% of the NOx as NO2. We find similarly low amounts of NO2 from trucks (3.5-12t and >12t). Finally, we show that NH3 emissions are most important for older generation catalyst-equipped petrol vehicles and SCR-equipped buses. The NH3 emissions from petrol cars have decreased by over a factor of three from the vehicles manufactured in the late 1990s compared with those manufactured in 2012. Tables of emission factors are presented for NOx, NO2 and NH3 together with uncertainties to assist the development of new emission inventories.

Aviation Gas Turbine Engine Emissions: Drop in Alternative Fuel and its Challenges

NASA Astrophysics Data System (ADS)

Noh, H. Mohd; Rodrigo, G. A.; Rahman, N. A. Abdul; Ismail, S.; Shafie, M. A.; Zainal Ariffin, M. W.; Ahmad, A. A.; Basit, R.; Khalid, A.; Yahaya, N. H. R.; Yusoff, M. R.; Othman, J.

2018-05-01

The growing demand of air travel in aviation industries contributes to increases in carbon emissions. As far as technological, infrastructure and operation is concerned, carbon-neutral growth (CNG) cannot be achieved due to fossil fuel usage. The involvement of biojet fuel is the only measures that can be adapted to reduce up to -50% of Carbon emissions. This paper will discuss the gas emissions from the aircraft engine and the challenges it poses to Airlines and operation as well as adapting the Alternative drop-in fuel as its solutions. Alternative fuel using biomass has been approved by American Society for Testing and Materials (ASTM) to be a drop-in fuel with no alteration on the gas turbine engine, hence will ease and generate cost saving for the Airlines. The challenges remain, as the concern on the fuel properties and characteristics, distributions, environment and economic, have been the focal point for policymakers and researchers. As a conclusion, the authority and the government need to join hand in creating the opportunity for alternative fuel in the aviation industries to ensure the reduction in aviation carbon emissions.

Breathing easier? The known impacts of biodiesel on air quality

PubMed Central

Traviss, Nora

2013-01-01

Substantial scientific evidence exists on the negative health effects of exposure to petroleum diesel exhaust. Many view biodiesel as a ‘green’, more environmentally friendly alternative fuel, especially with respect to measured reductions of particulate matter in tailpipe emissions. Tailpipe emissions data sets from heavy-duty diesel engines comparing diesel and biodiesel fuels provide important information regarding the composition and potential aggregate contribution of particulate matter and other pollutants to regional airsheds. However, exposure – defined in this instance as human contact with tailpipe emissions – is another key link in the chain between emissions and human health effects. Although numerous biodiesel emissions studies exist, biodiesel exposure studies are nearly absent from the literature. This article summarizes the known impacts of biodiesel on air quality and health effects, comparing emissions and exposure research. In light of rapidly changing engine, fuel and exhaust technologies, both emissions and exposure studies are necessary for developing a fuller understanding of the impact of biodiesel on air quality and human health. PMID:23585814

Co-Optimization of Fuels & Engines for Tomorrow's Energy-Efficient Vehicles

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

2016-03-01

A new U.S. Department of Energy (DOE) initiative is accelerating the introduction of affordable, scalable, and sustainable biofuels and high-efficiency, low-emission vehicle engines. The simultaneous fuels and vehicles research and development (R&D) is designed to deliver maximum energy savings, emissions reduction, and on-road vehicle performance. The initiative's integrated approach combines the previously independent areas of biofuels and combustion R&D, bringing together two DOE Office of Energy Efficiency & Renewable Energy research offices, nine national laboratories, and numerous industry and academic partners to more rapidly identify commercially viable solutions. This multi-year project will provide industry with the scientific underpinnings required tomore » move new biofuels and advanced engine systems to market faster while identifying and addressing barriers to their commercialization. This project's ambitious, first-of-its-kind approach simultaneously tackles fuel and engine innovation to co-optimize performance of both elements and provide dramatic and rapid cuts in fuel use and emissions.« less

Comparison of Gasoline Direct-Injection (GDI) and Port Fuel Injection (PFI) Vehicle Emissions: Emission Certification Standards, Cold-Start, Secondary Organic Aerosol Formation Potential, and Potential Climate Impacts.

PubMed

Saliba, Georges; Saleh, Rawad; Zhao, Yunliang; Presto, Albert A; Lambe, Andrew T; Frodin, Bruce; Sardar, Satya; Maldonado, Hector; Maddox, Christine; May, Andrew A; Drozd, Greg T; Goldstein, Allen H; Russell, Lynn M; Hagen, Fabian; Robinson, Allen L

2017-06-06

Recent increases in the Corporate Average Fuel Economy standards have led to widespread adoption of vehicles equipped with gasoline direct-injection (GDI) engines. Changes in engine technologies can alter emissions. To quantify these effects, we measured gas- and particle-phase emissions from 82 light-duty gasoline vehicles recruited from the California in-use fleet tested on a chassis dynamometer using the cold-start unified cycle. The fleet included 15 GDI vehicles, including 8 GDIs certified to the most-stringent emissions standard, superultra-low-emission vehicles (SULEV). We quantified the effects of engine technology, emission certification standards, and cold-start on emissions. For vehicles certified to the same emissions standard, there is no statistical difference of regulated gas-phase pollutant emissions between PFIs and GDIs. However, GDIs had, on average, a factor of 2 higher particulate matter (PM) mass emissions than PFIs due to higher elemental carbon (EC) emissions. SULEV certified GDIs have a factor of 2 lower PM mass emissions than GDIs certified as ultralow-emission vehicles (3.0 ± 1.1 versus 6.3 ± 1.1 mg/mi), suggesting improvements in engine design and calibration. Comprehensive organic speciation revealed no statistically significant differences in the composition of the volatile organic compounds emissions between PFI and GDIs, including benzene, toluene, ethylbenzene, and xylenes (BTEX). Therefore, the secondary organic aerosol and ozone formation potential of the exhaust does not depend on engine technology. Cold-start contributes a larger fraction of the total unified cycle emissions for vehicles meeting more-stringent emission standards. Organic gas emissions were the most sensitive to cold-start compared to the other pollutants tested here. There were no statistically significant differences in the effects of cold-start on GDIs and PFIs. For our test fleet, the measured 14.5% decrease in CO 2 emissions from GDIs was much greater than the potential climate forcing associated with higher black carbon emissions. Thus, switching from PFI to GDI vehicles will likely lead to a reduction in net global warming.

Atmospheric impacts of black carbon emission reductions through the strategic use of biodiesel in California.

PubMed

Zhang, Hongliang; Magara-Gomez, Kento T; Olson, Michael R; Okuda, Tomoaki; Walz, Kenneth A; Schauer, James J; Kleeman, Michael J

2015-12-15

The use of biodiesel as a replacement for petroleum-based diesel fuel has gained interest as a strategy for greenhouse gas emission reductions, energy security, and economic advantage. Biodiesel adoption may also reduce particulate elemental carbon (EC) emissions from conventional diesel engines that are not equipped with after-treatment devices. This study examines the impact of biodiesel blends on EC emissions from a commercial off-road diesel engine and simulates the potential public health benefits and climate benefits. EC emissions from the commercial off-road engine decreased by 76% when ultra-low sulfur commercial diesel (ULSD) fuel was replaced by biodiesel. Model calculations predict that reduced EC emissions translate directly into reduced EC concentrations in the atmosphere, but the concentration of secondary particulate matter was not directly affected by this fuel change. Redistribution of secondary particulate matter components to particles emitted from other sources did change the size distribution and therefore deposition rates of those components. Modification of meteorological variables such as water content and temperature influenced secondary particulate matter formation. Simulations with a source-oriented WRF/Chem model (SOWC) for a severe air pollution episode in California that adopted 75% biodiesel blended with ULSD in all non-road diesel engines reduced surface EC concentrations by up to 50% but changed nitrate and total PM2.5 mass concentrations by less than ±5%. These changes in concentrations will have public health benefits but did not significantly affect radiative forcing at the top of the atmosphere. The removal of EC due to the adoption of biodiesel produced larger coatings of secondary particulate matter on other atmospheric particles containing residual EC leading to enhanced absorption associated with those particles. The net effect was a minor change in atmospheric optical properties despite a large change in atmospheric EC concentrations. These results emphasize the importance of considering EC mixing state in climate research. Copyright © 2015. Published by Elsevier B.V.

Effect of Fuel Composition on Particulate Matter Emissions from a Gasoline Direct Injection Engine

NASA Astrophysics Data System (ADS)

Smallwood, Bryden Alexander

The effects of fuel composition on reducing PM emissions were investigated using a Ford Focus wall-guided gasoline direct injection engine (GDI). Initial results with a 65% isooctane and 35% toluene blend showed significant reductions in PM emissions. Further experiments determined that this decrease was due to a lack of light-end components in that fuel blend. Tests with pentane content lower than 15% were found to have PN concentrations 96% lower than tests with 20% pentane content. This indicates that there is a shift in mode of soot production. Pentane significantly increases the vapour pressure of the fuel blend, potentially resulting in surface boiling, less homogeneous mixtures, or decreased fuel rebound from the piston. PM mass measurements and PN Index values both showed strong correlations with the PN concentration emissions. In the gaseous exhaust, THC, pentane, and 1,3 butadiene showed strong correlations with the PM emissions.

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.

Advanced Collaborative Emissions Study Auxiliary Findings on 2007-Compliant Diesel Engines: A Comparison With Diesel Exhaust Genotoxicity Effects Prior to 2007

PubMed Central

Hallberg, Lance M; Ward, Jonathan B; Wickliffe, Jeffrey K; Ameredes, Bill T

2017-01-01

Since its beginning, more than 117 years ago, the compression-ignition engine, or diesel engine, has grown to become a critically important part of industry and transportation. Public concerns over the health effects from diesel emissions have driven the growth of regulatory development, implementation, and technological advances in emission controls. In 2001, the United States Environmental Protection Agency and California Air Resources Board issued new diesel fuel and emission standards for heavy-duty engines. To meet these stringent standards, manufacturers used new emission after-treatment technology, and modified fuel formulations, to bring about reductions in particulate matter and nitrogen oxides within the exhaust. To illustrate the impact of that technological transition, a brief overview of pre-2007 diesel engine exhaust biomarkers of genotoxicity and health-related concerns is provided, to set the context for the results of our research findings, as part of the Advanced Collaborative Emissions Study (ACES), in which the effects of a 2007-compliant diesel engine were examined. In agreement with ACES findings reported in other tissues, we observed a lack of measurable 2007-compliant diesel treatment–associated DNA damage, in lung tissue (comet assay), blood serum (8-hydroxy-2′-deoxyguanosine [8-OHdG] assay), and hippocampus (lipid peroxidation assay), across diesel exhaust exposure levels. A time-dependent assessment of 8-OHdG and lipid peroxidation also suggested no differences in responses across diesel exhaust exposure levels more than 24 months of exposure. These results indicated that the 2007-compliant diesel engine reduced measurable reactive oxygen species–associated tissue derangements and suggested that the 2007 standards–based mitigation approaches were effective. PMID:28659715

Implications of Sustainability for the United States Light-Duty Transportation Sector

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

Gearhart, Chris

Climate change is a problem that must be solved. The primary cause of this problem is burning of fossil fuels to generate energy. A dramatic reduction in carbon emissions must happen soon, and a significant fraction of this reduction must come from the transportation sector. This paper reviews existing literature to assess the consensus of the scientific and engineering communities concerning the potential for the United States' light-duty transportation sector to meet a goal of 80 percent reduction in vehicle emissions and examine what it will take to meet this target. It is unlikely that reducing energy consumption in justmore » vehicles with gasoline-based internal combustion drivetrains will be sufficient to meet GHG emission-reduction targets. This paper explores what additional benefits are possible through the adoption of alternative energy sources, looking at three possible on-vehicle energy carriers: carbon-based fuels, hydrogen, and batteries. potential for the United States' light-duty transportation sector to meet a goal of 80 percent reduction in vehicle emissions and examine what it will take to meet this target. It is unlikely that reducing energy consumption in just vehicles with gasoline-based internal combustion drivetrains will be sufficient to meet GHG emission-reduction targets. This paper explores what additional benefits are possible through the adoption of alternative energy sources, looking at three possible on-vehicle energy carriers: carbon-based fuels, hydrogen, and batteries.« less

Primary and Aggregate Size Distributions of PM in Tail Pipe Emissions form Diesel Engines

NASA Astrophysics Data System (ADS)

Arai, Masataka; Amagai, Kenji; Nakaji, Takayuki; Hayashi, Shinji

Particulate matter (PM) emission exhausted from diesel engine should be reduced to keep the clean air environment. PM emission was considered that it consisted of coarse and aggregate particles, and nuclei-mode particles of which diameter was less than 50nm. However the detail characteristics about these particles of the PM were still unknown and they were needed for more physically accurate measurement and more effective reduction of exhaust PM emission. In this study, the size distributions of solid particles in PM emission were reported. PMs in the tail-pipe emission were sampled from three type diesel engines. Sampled PM was chemically treated to separate the solid carbon fraction from other fractions such as soluble organic fraction (SOF). The electron microscopic and optical-manual size measurement procedures were used to determine the size distribution of primary particles those were formed through coagulation process from nuclei-mode particles and consisted in aggregate particles. The centrifugal sedimentation method was applied to measure the Stokes diameter of dry-soot. Aerodynamic diameters of nano and aggregate particles were measured with scanning mobility particle sizer (SMPS). The peak aggregate diameters detected by SMPS were fallen in the same size regime as the Stokes diameter of dry-soot. Both of primary and Stokes diameters of dry-soot decreased with increases of engine speed and excess air ratio. Also, the effects of fuel properties and engine types on primary and aggregate particle diameters were discussed.

Aircraft gas turbine low-power emissions reduction technology program

NASA Technical Reports Server (NTRS)

Dodds, W. J.; Gleason, C. C.; Bahr, D. W.

1978-01-01

Advanced aircraft turbine engine combustor technology was used to reduce low-power emissions of carbon monoxide and unburned hydrocarbons to levels significantly lower than those which were achieved with current technology. Three combustor design concepts, which were designated as the hot-wall liner concept, the recuperative-cooled liner concept, and the catalyst converter concept, were evaluated in a series of CF6-50 engine size 40 degree-sector combustor rig tests. Twenty-one configurations were tested at operating conditions spanning the design condition which was an inlet temperature and pressure of 422 K and 304 kPa, a reference velocity of 23 m/s and a fuel-air-ration of 10.5 g/kg. At the design condition typical of aircraft turbine engine ground idle operation, the best configurations of all three concepts met the stringent emission goals which were 10, 1, and 4 g/kg for CO, HC, and Nox, respectively.

Fine urban and precursor emissions control for diesel urban transit buses.

PubMed

Lanni, Thomas

2003-01-01

Particulate emission from diesel engines is one of the most important pollutants in urban areas. As a result, particulate emission control from urban bus diesel engines using particle filter technology is being evaluated at several locations in the US. A project entitled "Clean Diesel Air Quality Demonstration Program" has been initiated by the New York City Metropolitan Transit Authority (MTA) under the supervision of New York State Department of Environmental Conservation and with active participation from Johnson Matthey, Corning, Equilon, Environment Canada and RAD Energy. Under this program, several MTA transit buses with DDC Series 50 engines were equipped with Continuously Regenerating Technology (CRTTM) particulate filter systems and have been operated with ultra low sulfur diesel (<30 ppm S) in transit service in Manhattan since February 2000. These buses were evaluated over a 9-month period for durability and maintainability of the particulate filter. In addition, an extensive emissions testing program was carried out using transient cycles on a chassis dynamometer to evaluate the emissions reductions obtained with the particle filter. In this paper, the emissions testing data from the Clean Diesel Air Quality Demonstration Program are discussed in detail.

The impact of using biodiesel/marine gas oil blends on exhaust emissions from a stationary diesel engine.

PubMed

Karavalakis, G; Tzirakis, E; Mattheou, L; Stournas, S; Zannikos, F; Karonis, D

2008-12-01

The purpose of this work was to investigate the impact of marine gas oil (MGO)/biodiesel blends on the exhaust emissions and fuel consumption in a single cylinder, stationary, diesel engine. Three different origins of biodiesel were used as the blending feedstock with the reference MGO, at proportions of 5 and 10% by volume. Methyl esters were examined according to the automotive FAME standard EN 14214. The baseline MGO and biodiesel blends were examined according to ISO 8217:2005 specifications for the DMA category. Independently of the biodiesel used, a decrease of PM, HC, CO and CO(2) emissions was observed. Emissions of NO(x) were also lower with respect to MGO. This reduction in NO(x) may be attributed to some physicochemical properties of the fuels applied, such as the higher cetane number and the lower volatility of methyl esters. Reductions in PM for biodiesel blends were lower in the exhaust than those of the reference fuel which was attributed to the oxygen content and the near absence of sulphur and aromatics compounds in biodiesel. However, a slight increase in fuel consumption was observed for the biodiesel blends that may be tolerated due to the exhaust emissions benefits. Brake thermal efficiency was also determined. Unregulated emissions were characterized by determining the soluble organic fraction content of the particulate matter.

40 CFR Table 2 to Subpart Jjjjjj... - Work Practice Standards, Emission Reduction Measures, and Management Practices

Code of Federal Regulations, 2012 CFR

2012-07-01

... Hazardous Air Pollutants for Industrial, Commercial, and Institutional Boilers Area Sources Pt. 63, Subpt... of available architectural and engineering plans, facility operation and maintenance procedures and...

40 CFR Table 2 to Subpart Jjjjjj... - Work Practice Standards, Emission Reduction Measures, and Management Practices

Code of Federal Regulations, 2011 CFR

2011-07-01

... Hazardous Air Pollutants for Industrial, Commercial, and Institutional Boilers Area Sources Pt. 63, Subpt... of available architectural and engineering plans, facility operation and maintenance procedures and...

Experimental clean combustor program, phase 1

NASA Technical Reports Server (NTRS)

Bahr, D. W.; Gleason, C. C.

1975-01-01

Full annular versions of advanced combustor designs, sized to fit within the CF6-50 engine, were defined, manufactured, and tested at high pressure conditions. Configurations were screened, and significant reductions in CO, HC, and NOx emissions levels were achieved with two of these advanced combustor design concepts. Emissions and performance data at a typical AST cruise condition were also obtained along with combustor noise data as a part of an addendum to the basic program. The two promising combustor design approaches evolved in these efforts were the Double Annular Combustor and the Radial/Axial Combustor. With versions of these two basic combustor designs, CO and HC emissions levels at or near the target levels were obtained. Although the low target NOx emissions level was not obtained with these two advanced combustor designs, significant reductions were relative to the NOx levels of current technology combustors. Smoke emission levels below the target value were obtained.

An Assessment of NASA Aeropropulsion Technologies: A System Study

NASA Technical Reports Server (NTRS)

Tong, Michael T.; Jones, Scott M.; Haller, William J.

2007-01-01

Aviation industry s robust growth rate has given rise to growing concerns about the contribution that aviation emissions will make to local air quality and global climate change. Over the last several years, NASA has been engaged in the development of aeropropulsion technologies with specific objectives to reduce aircraft emissions. A system analysis was performed to evaluate the potential impact of these propulsion technologies on aircraft CO2 (directly proportional to fuel burn) and NOx reductions. A large subsonic aircraft, with two 396-kN thrust (85,000-pound) engines was chosen for the study. Performance benefit estimates are presented for each technology, with a summary of potential emissions reduction possible from the development of these technologies. The results show that NASA s aeropropulsion technologies have the potential to significantly reduce the CO2 and NO(x) emissions. The results are used to support informed decision-making on the development of aeropropulsion technology portfolio for CO2 and NO(x) reductions.

Experimental investigations of the hydrogen addition effects on diesel engine performance

NASA Astrophysics Data System (ADS)

Mirica, I.; Pana, C.; Negurescu, N.; Cernat, A.; Nutu, C.

2016-08-01

In the global content regarding the impact on the environmental of the gases emissions resulted from the fossil fuels combustion, an interest aspect discussed on the 21st Session of the Conference of the Parties from the 2015 Paris Climate Conference and the gradual diminution of the worldwide oil reserves contribute to the necessity of searching of alternative energy from durable and renewable resources. At the use of hydrogen as addition in air to diesel engine, the level of CO, HC and smoke from the exhaust gases will decrease due to the improvement of the combustion process. At low and medium partial loads and low hydrogen energetic ratios used the NOX emission level can decrease comparative to classic diesel engine. The hydrogen use as fuel for diesel engine leads to the improving of the energetic and emissions performance of the engine due to combustion improvement and reduction of carbon content. The paper presents, in a comparative way, results of the experimental researches carried on a truck compression ignition engine fuelled with diesel fuel and with hydrogen diesel fuel and hydrogen as addition in air at different engine operation regimes. The results obtained during experimental investigations show better energetic and pollution performance of the engine fuelled with hydrogen as addition in air comparative to classic engine. The influences of hydrogen addition on engine operation are shown.

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.

On-board measurement of emissions from liquefied petroleum gas, gasoline and diesel powered passenger cars in Algeria.

PubMed

Chikhi, Saâdane; Boughedaoui, Ménouèr; Kerbachi, Rabah; Joumard, Robert

2014-08-01

On-board measurements of unit emissions of CO, HC, NOx and CO₂ were conducted on 17 private cars powered by different types of fuels including gasoline, dual gasoline-liquefied petroleum gas (LPG), gasoline, and diesel. The tests performed revealed the effect of LPG injection technology on unit emissions and made it possible to compare the measured emissions to the European Artemis emission model. A sequential multipoint injection LPG kit with no catalyst installed was found to be the most efficient pollutant reduction device for all of the pollutants, with the exception of the NOx. Specific test results for a sub-group of LPG vehicles revealed that LPG-fueled engines with no catalyst cannot compete with catalyzed gasoline and diesel engines. Vehicle age does not appear to be a determining parameter with regard to vehicle pollutant emissions. A fuel switch to LPG offers many advantages as far as pollutant emissions are concerned, due to LPG's intrinsic characteristics. However, these advantages are being rapidly offset by the strong development of both gasoline and diesel engine technologies and catalyst converters. The LPG's performance on a chassis dynamometer under real driving conditions was better than expected. The enforcement of pollutant emission standards in developing countries is an important step towards introducing clean technology and reducing vehicle emissions. Copyright © 2014. Published by Elsevier B.V.

Experimental Clean Combustor Program (ECCP), phase 3. [commercial aircraft turbofan engine tests with double annular combustor

NASA Technical Reports Server (NTRS)

Gleason, C. C.; Bahr, D. W.

1979-01-01

A double annular advanced technology combustor with low pollutant emission levels was evaluated in a series of CF6-50 engine tests. Engine lightoff was readily obtained and no difficulties were encountered with combustor staging. Engine acceleration and deceleration were smooth, responsive and essentially the same as those obtainable with the CF6-50 combustor. The emission reductions obtained in carbon monoxide, hydrocarbons, and nitrogen oxide levels were 55, 95, and 30 percent, respectively, at an idle power setting of 3.3 percent of takeoff power on an EPA parameter basis. Acceptable smoke levels were also obtained. The exit temperature distribution of the combustor was found to be its major performance deficiency. In all other important combustion system performance aspects, the combustor was found to be generally satisfactory.

Advanced vehicle emission reduction sensor program (FED-SAVER).

DOT National Transportation Integrated Search

2008-09-01

The FED-SAVER program refined and continued the development of an in-cylinder, high temperature pressure sensor by demonstrating that it can be successfully inserted into diesel engines for routine feedback control of each individual cylinder. There ...

Alternative Fuels Data Center: School Bus Idle Reduction Strategies

Science.gov Websites

, teachers, parents, and children to learn about air quality and diesel emissions. Recognizes the positive fuel, reduce engine wear and tear, protect the health of drivers and children, and improve air quality

Energy efficient engine component development and integration program

NASA Technical Reports Server (NTRS)

1981-01-01

The technology that will improve the energy efficiency of propulsion systems for subsonic commercial aircraft is investigated. A reduction of 14.4% in cruise installed sfc (0.572 versus 0.668 for the CF6-50C) and a direct operation cost reduction in excess of the 5% goal is projected. Noise and emissions projections are consistent with the established goals.

Investigation of the Effects of Biodiesel-based Na on Emissions Control Components

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

Brookshear, D. William; Nguyen, Ke; Toops, Todd J

2012-01-01

A single-cylinder diesel engine was used to investigate the impact of biodiesel-based Na on emissions control components using specially blended 20% biodiesel fuel (B20). The emissions control components investigated were a diesel oxidation catalyst (DOC), a Cu-zeolite-based NH{sub 3}-SCR (selective catalytic reduction) catalyst, and a diesel particulate filter (DPF). Both light-duty vehicle, DOC-SCR-DPF, and heavy-duty vehicle, DOC-DPF-SCR, emissions control configurations were employed. The accelerated Na aging is achieved by introducing elevated Na levels in the fuel, to represent full useful life exposure, and periodically increasing the exhaust temperature to replicate DPF regeneration. To assess the validity of the implemented acceleratedmore » Na aging protocol, engine-aged lean NO{sub x} traps (LNTs), DOCs and DPFs are also evaluated. To fully characterize the impact on the catalytic activity the LNT, DOC and SCR catalysts were evaluated using a bench flow reactor. The evaluation of the aged DOC samples and LNT show little to no deactivation as a result of Na contamination. However, the SCR in the light-duty configuration (DOC-SCR-DPF) was severely affected by Na contamination, especially when NO was the only fed NO{sub x} source. In the heavy-duty configuration (DOC-DPF-SCR), no impact is observed in the SCR NO{sub x} reduction activity. Electron probe micro-analysis (EPMA) reveals that Na contamination on the LNT, DOC, and SCR samples is present throughout the length of the catalysts with a higher concentration on the washcoat surface. In both the long-term engine-aged DPF and the accelerated Na-aged DPFs, there is significant Na ash present in the upstream channels; however, in the engine-aged sample lube oil-based ash is the predominant constituent.« less

Automotive manufacturing assessment system. Volume II: product schedules of engine/drivetrain combinations. Final report Jun 77-Aug 78

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

Taylor, T. Jr; Cunningham, A.R.; Iannelli, D.A.

Volume II is part of a four volume set documenting areas of research resulting from the development of the Automotive Manufacturing Assessment System (AMAS) for the DOT/Transportation Systems Center. AMAS was designed to assist in the evaluation of industry's capability to produce fuel efficient vehicles. Engine/driveline changes are the second most important contribution to fuel economy (weight reduction being the first) and are of major importance towards meeting emission standards. Through extensive synthesis of vehicle specifications and other data, chronological presentations were developed to illustrate engines and transmissions in production, engine/transmission and model/engine combinations, and automatic vs. manual transmission availability.more » Also shown are the progression of engine/driveline changes from 1975 through 1978; the correlation of these changes with new vehicle introductions; the restrictions on available drive-train options due to emission requirements; and technological improvements including dieselization, fuel metering, lock-up torque converters, and front-wheel-drive.« less

Role of fuel additives on reduction of NOX emission from a diesel engine powered by camphor oil biofuel.

PubMed

Subramanian, Thiyagarajan; Varuvel, Edwin Geo; Ganapathy, Saravanan; Vedharaj, S; Vallinayagam, R

2018-06-01

The present study intends to explore the effect of the addition of fuel additives with camphor oil (CMO) on the characteristics of a twin-cylinder compression ignition (CI) engine. The lower viscosity and boiling point of CMO when compared to diesel could improve the fuel atomization, evaporation, and air/fuel mixing process. However, the lower cetane index of CMO limits its use as a drop in fuel for diesel in CI engine. In general, NO X emission increases for less viscous and low cetane (LVLC) fuels due to pronounced premixed combustion phase. To improve the ignition characteristics and decrease NO X emissions, fuel additives such as diglyme (DGE)-a cetane enhancer, cumene (CU)-an antioxidant, and eugenol (EU) and acetone (A)-bio-additives, are added 10% by volume with CMO. The engine used for the experimentation is a twin-cylinder tractor engine that runs at a constant speed of 1500 rpm. The engine was operated with diesel initially to attain warm-up condition, which facilitates the operation of neat CMO. At full load condition, brake thermal efficiency (BTE) for CMO is higher (29.6%) than that of diesel (28.1%), while NO X emission is increased by 9.4%. With DGE10 (10% DGE + 90% CMO), the ignition characteristics of CMO are improved and BTE is increased to 31.7% at full load condition. With EU10 (10% EU + 90% CMO) and A10 (10% A + 90% CMO), NO X emission is decreased by 24.6 and 17.8% when compared to diesel, while BTE is comparable to diesel. While HC and CO emission decreased for DGE10 and CU10, they increased for EU10 and A10 when compared to baseline diesel and CMO.

Impact de l'utilisation des strategies d'injection multiple et de biodiesel sur un moteur diesel a rampe commune d'injection

NASA Astrophysics Data System (ADS)

Plamondon, Etienne

Using biodiesel/diesel fuel blends and multiple injection strategies in diesel engines have shown promising results in improving the trade-off relationship between nitrous oxides and particulate matters, but their effects are still not completely understood. In this context, this thesis focuses on the characterization of the multiple injection strategies and biodiesel impacts on pollutant emissions, performances and injection system behavior. To reach this goal, an experimental campaign on a diesel engine was performed and a model simulating the injection process was developed. The engine tests at low load with pilot injection allowed the reduction of NOx emissions up to 27% and those of PM up to 22.3% compared to single injection, provided that a precise tuning of the injection parameters was previously realized. This simultaneous reduction is explained by the reduction of the premixed combustion phase and injected fuel quantity during principal injection when a pilot injection is used. With triple injection for the tested engine load, the post-injection did not result in PM reduction since it contributes by itself to the PM production while the preinjection occurred too soon to burn conveniently and caused perturbations in the injection system as well. Using B20 blend in single injection caused a PM increase and a NOx reduction which might be explained by the poorer fuel atomization. However, pilot injection with B20 allowed to get a simultaneous reduction of NOx and PM, as observed with diesel. An injection simulation model was also developed and experimentally validated for different injection pressures as well as different energizing times and dwell times. When comparing the use of biodiesel with diesel, simulation showed that there was a critical energizing time for which both fuels yielded the same injection duration. For shorter energizing times, the biodiesel injection duration was shorter than for diesel, while longer energizing times presented the opposite behavior. The injection duration for the different blends falls between the pure-fuel situations. The use of constant properties (density, viscosity) and constant discharge coefficient showed no major loss in the precision of the flow-rate estimation, but revealed a great gain in calculus time. The use of pressure dependent bulk modulus and fluctuating injection pressure proved to be essential in order to have no drastic changes in the final predictions. Finally, the proposed model relevance in a case of engine testing was demonstrated with multiple injection strategies as well as with biodiesel since it allows a precise adjustment of the injection parameters while considering the dynamic effects caused by the injection. Keywords : Diesel engine, multiple injection, biodiesel, pollutant emission, heat release, mathematical model, injection simulation.

Engine design considerations for 2nd generation supersonic transports

NASA Technical Reports Server (NTRS)

Howlett, R. A.

1975-01-01

The environmental and economic goals projected for advanced supersonic transports will require revolutionary improvements in propulsion systems. Variable cycle engine concepts that incorporate unique components and advanced technologies show promise in meeting these goals. Pratt & Whitney Aircraft is conducting conceptual design studies of variable cycle engine concepts under NASA sponsorship. This paper reviews some of the design considerations for these engine concepts. Emphasis is placed on jet noise abatement, reduction of emissions, performance improvements, installation considerations, hot-section characteristics and control system requirements. Two representative variable cycle engine concepts that incorporate these basic design considerations are described.

An optimization model for regional air pollutants mitigation based on the economic structure adjustment and multiple measures: A case study in Urumqi city, China.

PubMed

Sun, Xiaowei; Li, Wei; Xie, Yulei; Huang, Guohe; Dong, Changjuan; Yin, Jianguang

2016-11-01

A model based on economic structure adjustment and pollutants mitigation was proposed and applied in Urumqi. Best-worst case analysis and scenarios analysis were performed in the model to guarantee the parameters accuracy, and to analyze the effect of changes of emission reduction styles. Results indicated that pollutant-mitigations of electric power industry, iron and steel industry, and traffic relied mainly on technological transformation measures, engineering transformation measures and structure emission reduction measures, respectively; Pollutant-mitigations of cement industry relied mainly on structure emission reduction measures and technological transformation measures; Pollutant-mitigations of thermal industry relied mainly on the four mitigation measures. They also indicated that structure emission reduction was a better measure for pollutants mitigation of Urumqi. Iron and steel industry contributed greatly in SO2, NOx and PM (particulate matters) emission reduction and should be given special attention in pollutants emission reduction. In addition, the scales of iron and steel industry should be reduced with the decrease of SO2 mitigation amounts. The scales of traffic and electric power industry should be reduced with the decrease of NOx mitigation amounts, and the scales of cement industry and iron and steel industry should be reduced with the decrease of PM mitigation amounts. The study can provide references of pollutants mitigation schemes to decision-makers for regional economic and environmental development in the 12th Five-Year Plan on National Economic and Social Development of Urumqi. Copyright © 2016 Elsevier Ltd. All rights reserved.

Improving the performance and emission characteristics of a single cylinder diesel engine having reentrant combustion chamber using diesel and Jatropha methyl esters.

PubMed

Premnath, S; Devaradjane, G

2015-11-01

The emissions from the Compression ignition (CI) engines introduce toxicity to the atmosphere. The undesirable carbon deposits from these engines are realized in the nearby static or dynamic systems such as vehicles, inhabitants, etc. The objective of this research work is to improve the performance and emission characteristics of a diesel engine in the modified re-entrant combustion chamber using a diesel and Jatropha methyl ester blend (J20) at three different injection pressures. From the literature, it is revealed that the shape of the combustion chamber and the fuel injection pressure have an impact on the performance and emission parameters of the CI engine. In this work, a re-entrant combustion chamber with three different fuel injection pressures (200, 220 and 240bars) has been used in the place of the conventional hemispherical combustion chamber for diesel and J20. From the experimental results, it is found that the re-entrant chamber improves the brake thermal efficiency of diesel and J20 in all the tested conditions. It is also found that the 20% blend of Jatropha methyl ester showed 4% improvement in the brake thermal efficiency in the re-entrant chamber at the maximum injection pressure. Environmental safety directly relates to the reduction in the undesirable effects on both living and non-living things. Currently environmental pollution is of major concern. Even with the stringent emission norms new methods are required to reduce the harmful effects from automobiles. The toxicity of carbon monoxide (CO) is well known. In the re-entrant combustion chamber, the amount of CO emission is reduced by 26% when compared with the conventional fuel operation of the engine. Moreover, the amount of smoke is reduced by 24% and hydrocarbons (HC) emission by 24%. Thus, the modified re-entrant combustion chamber reduces harmful pollutants such as unburned HC and CO as well as toxic smoke emissions. Copyright © 2015 Elsevier Inc. All rights reserved.

Diesel particle filter and fuel effects on heavy-duty diesel engine emissions.

PubMed

Ratcliff, Matthew A; Dane, A John; Williams, Aaron; Ireland, John; Luecke, Jon; McCormick, Robert L; Voorhees, Kent J

2010-11-01

The impacts of biodiesel and a continuously regenerated (catalyzed) diesel particle filter (DPF) on the emissions of volatile unburned hydrocarbons, carbonyls, and particle associated polycyclic aromatic hydrocarbons (PAH) and nitro-PAH, were investigated. Experiments were conducted on a 5.9 L Cummins ISB, heavy-duty diesel engine using certification ultra-low-sulfur diesel (ULSD, S ≤ 15 ppm), soy biodiesel (B100), and a 20% blend thereof (B20). Against the ULSD baseline, B20 and B100 reduced engine-out emissions of measured unburned volatile hydrocarbons and PM associated PAH and nitro-PAH by significant percentages (40% or more for B20 and higher percentage for B100). However, emissions of benzene were unaffected by the presence of biodiesel and emissions of naphthalene actually increased for B100. This suggests that the unsaturated FAME in soy-biodiesel can react to form aromatic rings in the diesel combustion environment. Methyl acrylate and methyl 3-butanoate were observed as significant species in the exhaust for B20 and B100 and may serve as markers of the presence of biodiesel in the fuel. The DPF was highly effective at converting gaseous hydrocarbons and PM associated PAH and total nitro-PAH. However, conversion of 1-nitropyrene by the DPF was less than 50% for all fuels. Blending of biodiesel caused a slight reduction in engine-out emissions of acrolein, but otherwise had little effect on carbonyl emissions. The DPF was highly effective for conversion of carbonyls, with the exception of formaldehyde. Formaldehyde emissions were increased by the DPF for ULSD and B20.

Unregulated greenhouse gas and ammonia emissions from current technology heavy-duty vehicles.

PubMed

Thiruvengadam, Arvind; Besch, Marc; Carder, Daniel; Oshinuga, Adewale; Pasek, Randall; Hogo, Henry; Gautam, Mridul

2016-11-01

The study presents the measurement of carbonyl, BTEX (benzene, toluene, ethyl benzene, and xylene), ammonia, elemental/organic carbon (EC/OC), and greenhouse gas emissions from modern heavy-duty diesel and natural gas vehicles. Vehicles from different vocations that included goods movement, refuse trucks, and transit buses were tested on driving cycles representative of their duty cycle. The natural gas vehicle technologies included the stoichiometric engine platform equipped with a three-way catalyst and a diesel-like dual-fuel high-pressure direct-injection technology equipped with a diesel particulate filter (DPF) and a selective catalytic reduction (SCR). The diesel vehicles were equipped with a DPF and SCR. Results of the study show that the BTEX emissions were below detection limits for both diesel and natural gas vehicles, while carbonyl emissions were observed during cold start and low-temperature operations of the natural gas vehicles. Ammonia emissions of about 1 g/mile were observed from the stoichiometric natural gas vehicles equipped with TWC over all the driving cycles. The tailpipe GWP of the stoichiometric natural gas goods movement application was 7% lower than DPF and SCR equipped diesel. In the case of a refuse truck application the stoichiometric natural gas engine exhibited 22% lower GWP than a diesel vehicle. Tailpipe methane emissions contribute to less than 6% of the total GHG emissions. Modern heavy-duty diesel and natural gas engines are equipped with multiple after-treatment systems and complex control strategies aimed at meeting both the performance standards for the end user and meeting stringent U.S. Environmental Protection Agency (EPA) emissions regulation. Compared to older technology diesel and natural gas engines, modern engines and after-treatment technology have reduced unregulated emissions to levels close to detection limits. However, brief periods of inefficiencies related to low exhaust thermal energy have been shown to increase both carbonyl and nitrous oxide emissions.

[Particle emission characteristics of diesel bus fueled with bio-diesel].

PubMed

Lou, Di-Ming; Chen, Feng; Hu, Zhi-Yuan; Tan, Pi-Qiang; Hu, Wei

2013-10-01

With the use of the Engine Exhaust Particle Sizer (EEPS), a study on the characteristics of particle emissions was carried out on a China-IV diesel bus fueled with blends of 5% , 10% , 20% , 50% bio-diesel transformed from restaurant waste oil and China-IV diesel (marked separately by BD5, BD10, BD20, BD50), pure bio-diesel (BD100) and pure diesel (BD0). The results indicated that particulate number (PN) and mass (PM) emissions of bio-diesel blends increased with the increase in bus speed and acceleration; with increasing bio-diesel content, particulate emissions displayed a relevant declining trend. In different speed ranges, the size distribution of particulate number emissions (PNSD) was bimodal; in different acceleration ranges, PNSD showed a gradual transition from bimodal shape to unimodal when bus operation was switched from decelerating to accelerating status. Bio-diesel blends with higher mixture ratios showed significant reduction in PN emissions for accumulated modes, and the particulate number emission peaks moved towards smaller sizes; but little change was obtained in PN emissions for nuclei modes; reduction also occurred in particle geometric diameter (Dg).

Towards the regulation of aerosol emissions by their potential health impact: Assessing adverse effects of aerosols from wood combustion and ship diesel engine emissions by combining comprehensive data on the chemical composition and their toxicological effects on human lung cells

NASA Astrophysics Data System (ADS)

Zimmermann, R.; Streibel, T.; Dittmar, G.; Kanashova, T.; Buters, J.; Öder, S.; Paur, H. R.; Dilger, M.; Weiss, C.; Harndorf, H.; Stengel, B.; Hirvonen, M. R.; Jokiniemi, J.; Hiller, K.; Sapcariu, S.; Sippula, O.; Orasche, J.; Müller, L.; Rheda, A.; Passig, J.; Radischat, C.; Czech, H.; Tiita, P.; Jalava, P.; Kasurinen, S.; Schwemer, T.; Yli-Prilä, P.; Tissari, J.; Lamberg, H.; Schnelle-Kreis, J.

2014-12-01

Ship engine emissions are important regarding lung and cardiovascular diseases in coastal regions worldwide. Bio mass burning is made responsible for adverse health effects in many cities and rural regions. The Virtual Helmholtz Institute-HICE (www.hice-vi.eu) addresses chemical & physical properties and health effects of anthropogenic combustion emissions. Typical lung cell responses to combustion aerosols include inflammation and apoptosis, but a molecular link with the specific chemical composition in particular of ship emissions has not been established. Through an air-liquid interface exposure system (ALI), we exposed human lung cells at-site to exhaust fumes from a ship engine running on common heavy fuel oil (HFO) and cleaner-burning diesel fuel (DF) as well as to emissions of wood combustion compliances. A special field deployable ALI-exposition system and a mobile S2-biological laboratory were developed for this study. Human alveolar basal epithelial cells (A549 etc.) are ALI-exposed to fresh, diluted (1:40-1:100) combustion aerosols and subsequently were toxicologically and molecular-biologically characterized. Advanced chemical analyses of the exhaust aerosols were combined with transcriptional, proteomic and metabolomic profiling to characterise the cellular responses. The HFO ship emissions contained high concentrations of toxic compounds (transition metals, organic toxicants) and particle masses. The cellular responses included inflammation and oxidative stress. Surprisingly, the DF ship emissions, which predominantly contain rather "pure" carbonaceous soot and much less known toxicants, induced significantly broader biological effects, affecting essential cellular pathways (e.g., mitochondrial function and intracellular transport). Therefore the use of distillate fuels for shipping (this is the current emission reduction strategy of the IMO) appears insufficient for diminishing health effects. The study suggests rather reducing the particle emissions by secondary measures (filters) than shifting the fuel. In the case of wood combustion the reduction of soot and carcinogenic aromatic compounds is suggested. However, for both sources (wood and ship diesel) we found that effects of the gaseous pollutants (e.g. aldehydes) are potentially problematic.

Onboard Plasmatron Hydrogen Production for Improved Vehicles

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

Daniel R. Cohn; Leslie Bromberg; Kamal Hadidi

2005-12-31

A plasmatron fuel reformer has been developed for onboard hydrogen generation for vehicular applications. These applications include hydrogen addition to spark-ignition internal combustion engines, NOx trap and diesel particulate filter (DPF) regeneration, and emissions reduction from spark ignition internal combustion engines First, a thermal plasmatron fuel reformer was developed. This plasmatron used an electric arc with relatively high power to reform fuels such as gasoline, diesel and biofuels at an oxygen to carbon ratio close to 1. The draw back of this device was that it has a high electric consumption and limited electrode lifetime due to the high temperaturemore » electric arc. A second generation plasmatron fuel reformer was developed. It used a low-current high-voltage electric discharge with a completely new electrode continuation. This design uses two cylindrical electrodes with a rotating discharge that produced low temperature volumetric cold plasma., The lifetime of the electrodes was no longer an issue and the device was tested on several fuels such as gasoline, diesel, and biofuels at different flow rates and different oxygen to carbon ratios. Hydrogen concentration and yields were measured for both the thermal and non-thermal plasmatron reformers for homogeneous (non-catalytic) and catalytic reforming of several fuels. The technology was licensed to an industrial auto part supplier (ArvinMeritor) and is being implemented for some of the applications listed above. The Plasmatron reformer has been successfully tested on a bus for NOx trap regeneration. The successful development of the plasmatron reformer and its implementation in commercial applications including transportation will bring several benefits to the nation. These benefits include the reduction of NOx emissions, improving engine efficiency and reducing the nation's oil consumption. The objective of this program has been to develop attractive applications of plasmatron fuel reformer technology for onboard applications in internal combustion engine vehicles using diesel, gasoline and biofuels. This included the reduction of NOx and particulate matter emissions from diesel engines using plasmatron reformer generated hydrogen-rich gas, conversion of ethanol and bio-oils into hydrogen rich gas, and the development of new concepts for the use of plasmatron fuel reformers for enablement of HCCI engines.« less

Emission comparison of urban bus engine fueled with diesel oil and 'biodiesel' blend.

PubMed

Turrio-Baldassarri, Luigi; Battistelli, Chiara L; Conti, Luigi; Crebelli, Riccardo; De Berardis, Barbara; Iamiceli, Anna Laura; Gambino, Michele; Iannaccone, Sabato

2004-07-05

The chemical and toxicological characteristics of emissions from an urban bus engine fueled with diesel and biodiesel blend were studied. Exhaust gases were produced by a turbocharged EURO 2 heavy-duty diesel engine, operating in steady-state conditions on the European test 13 mode cycle (ECE R49). Regulated and unregulated pollutants, such as carcinogenic polycyclic aromatic hydrocarbons (PAHs) and nitrated derivatives (nitro-PAHs), carbonyl compounds and light aromatic hydrocarbons were quantified. Mutagenicity of the emissions was evaluated by the Salmonella typhimurium/mammalian microsome assay. The effect of the fuels under study on the size distribution of particulate matter (PM) was also evaluated. The use of biodiesel blend seems to result in small reductions of emissions of most of the aromatic and polyaromatic compounds; these differences, however, have no statistical significance at 95% confidence level. Formaldehyde, on the other hand, has a statistically significant increase of 18% with biodiesel blend. In vitro toxicological assays show an overall similar mutagenic potency and genotoxic profile for diesel and biodiesel blend emissions. The electron microscopy analysis indicates that PM for both fuels has the same chemical composition, morphology, shape and granulometric spectrum, with most of the particles in the range 0.06-0.3 microm.

Off-Highway Heavy Vehicle Diesel Efficiency Improvement and Emissions Reduction

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

Jennifer Rumsey

2005-12-31

Cummins Inc. is a world leader in the development and production of diesel engines for on-highway vehicles, off-highway industrial machines, and power generation units. Cummins Inc. diesel products cover a 50-3000 HP range. The power range for this project includes 174-750 HP to achieve EPA's Tier 3 emission levels of 4.0 NOx+NMHC gm/kW-hr and 0.2 PM gm/kWhr and Tier 4 Interim emission levels of 2.0 gm/kW-hr NOx and 0.02 gm/kW-hr PM. Cummins' anticipated product offerings for Tier 4 in this range include the following: QSB6.7, QSC8.3, QSL9, QSM11, QSX15, QSK19. (For reference, numerical values indicate engine displacement in liters, themore » letter designation ns indicate the product model). A summary of the EPA's mobile off-highway emissions requirements is given in Figure 1.« less

Effects of idle reduction technologies on real world fuel use and exhaust emissions of idling long-haul trucks.

PubMed

Frey, H Christopher; Kuo, Po-Yao; Villa, Charles

2009-09-01

Idling long-haul freight tucks may consume nearly one billion gallons of diesel fuel per year in the U.S. There is a need for real-world data by which to quantify avoided fuel use and emissions attributable to idle reduction techniques of auxiliary power units (APUs) and shore-power (SP). Field data were obtained from 20 APU-equipped and SP-compatible trucks observed during 2.8 million miles of travel in 42 states. Base engine fuel use and emission rates varied depending on ambient temperature. APU and SP energy use and emission rates varied depending on electrical load. APUs reduced idling fuel use and CO2 emissions for single and team drivers by 22 and 5% annually, respectively. SP offers greater reductions in energy use of 48% for single drivers, as well as in emissions, except for SO2. APUs were cost-effective for single drivers with a large number of APU usage hours per year, but not for team drivers or for single drivers with low APU utilization rates. The findings support more accurate assessments of avoided fuel use and emissions, and recommendations to encourage greater APU utilization by single drivers and to further develop infrastructure for SP.

Real-world exhaust temperature profiles of on-road heavy-duty diesel vehicles equipped with selective catalytic reduction.

PubMed

Boriboonsomsin, Kanok; Durbin, Thomas; Scora, George; Johnson, Kent; Sandez, Daniel; Vu, Alexander; Jiang, Yu; Burnette, Andrew; Yoon, Seungju; Collins, John; Dai, Zhen; Fulper, Carl; Kishan, Sandeep; Sabisch, Michael; Jackson, Doug

2018-09-01

On-road heavy-duty diesel vehicles are a major contributor of oxides of nitrogen (NO x ) emissions. In the US, many heavy-duty diesel vehicles employ selective catalytic reduction (SCR) technology to meet the 2010 emission standard for NO x . Typically, SCR needs to be at least 200°C before a significant level of NO x reduction is achieved. However, this SCR temperature requirement may not be met under some real-world operating conditions, such as during cold starts, long idling, or low speed/low engine load driving activities. The frequency of vehicle operation with low SCR temperature varies partly by the vehicle's vocational use. In this study, detailed vehicle and engine activity data were collected from 90 heavy-duty vehicles involved in a range of vocations, including line haul, drayage, construction, agricultural, food distribution, beverage distribution, refuse, public work, and utility repair. The data were used to create real-world SCR temperature and engine load profiles and identify the fraction of vehicle operating time that SCR may not be as effective for NO x control. It is found that the vehicles participated in this study operate with SCR temperature lower than 200°C for 11-70% of the time depending on their vocation type. This implies that real-world NO x control efficiency could deviate from the control efficiency observed during engine certification. Copyright © 2018 Elsevier B.V. All rights reserved.

Mixed-Potential NO x and NH 3 Sensors Fabricated by Commercial Manufacturing Methods [Mixed-Potential Sensors NO x and NH 3 Fabricated by Commercial Manufacturing Methods

DOE PAGES

Kreller, Cortney R.; Spernjak, Dusan; Li, Wenxia; ...

2014-08-12

Meeting EPA Tier 3 emissions reduction requirements while simultaneously increasing fuel economy to meet new CAFE standards will require optimization of advanced combustion strategies and emissions control technologies. There is an immediate need for suitable exhaust gas sensor technologies to monitor internal combustion engine tailpipe emissions and to control and maintain efficient operation of the engine and exhaust after treatment systems. NH 3, NO x, and HC sensors could enable onboard diagnostics and combustion control in lean-burn engines, analogous to the role of O 2 sensors in stoichiometric burn engines. Commercial manufacturing methods have been used to fabricate self-heated mixed-potentialmore » sensors in a planar automotive configuration. By altering materials composition and operating conditions, we are able to obtain sensitivity/selectivity to each NH 3, NO x and HCs. In addition, these devices exhibit stable performance over months of testing as a result of the stable morphology of the electrode/electrolyte/gas three-phase interface.« less

Propulsion Investigation for Zero and Near-Zero Emissions Aircraft

NASA Technical Reports Server (NTRS)

Snyder, Christopher A.; Berton, Jeffrey J.; Brown, Gerald v.; Dolce, James L.; Dravid, Marayan V.; Eichenberg, Dennis J.; Freeh, Joshua E.; Gallo, Christopher A.; Jones, Scott M.; Kundu, Krishna P.;

Intelligent Propulsion System Foundation Technology: Summary of Research

NASA Technical Reports Server (NTRS)

Williams, James C.

2004-01-01

The purpose of this cooperative agreement was to develop a foundation of intelligent propulsion technologies for NASA and industry that will have an impact on safety, noise, emissions and cost. These intelligent engine technologies included sensors, electronics, communications, control logic, actuators, and smart materials and structures. Furthermore this cooperative agreement helped prepare future graduates to develop the revolutionary intelligent propulsion technologies that will be needed to ensure pre-eminence of the U.S. aerospace industry. The program consisted of three primary research areas (and associated work elements at Ohio universities): 1.0 Turbine Engine Prognostics, 2.0 Active Controls for Emissions and Noise Reduction, and 3.0 Active Structural Controls.

Electricity from fossil fuels without CO2 emissions: assessing the costs of carbon dioxide capture and sequestration in U.S. electricity markets.

PubMed

Johnson, T L; Keith, D W

2001-10-01

The decoupling of fossil-fueled electricity production from atmospheric CO2 emissions via CO2 capture and sequestration (CCS) is increasingly regarded as an important means of mitigating climate change at a reasonable cost. Engineering analyses of CO2 mitigation typically compare the cost of electricity for a base generation technology to that for a similar plant with CO2 capture and then compute the carbon emissions mitigated per unit of cost. It can be hard to interpret mitigation cost estimates from this plant-level approach when a consistent base technology cannot be identified. In addition, neither engineering analyses nor general equilibrium models can capture the economics of plant dispatch. A realistic assessment of the costs of carbon sequestration as an emissions abatement strategy in the electric sector therefore requires a systems-level analysis. We discuss various frameworks for computing mitigation costs and introduce a simplified model of electric sector planning. Results from a "bottom-up" engineering-economic analysis for a representative U.S. North American Electric Reliability Council (NERC) region illustrate how the penetration of CCS technologies and the dispatch of generating units vary with the price of carbon emissions and thereby determine the relationship between mitigation cost and emissions reduction.

Electricity from Fossil Fuels without CO2 Emissions: Assessing the Costs of Carbon Dioxide Capture and Sequestration in U.S. Electricity Markets.

PubMed

Johnson, Timothy L; Keith, David W

2001-10-01

The decoupling of fossil-fueled electricity production from atmospheric CO 2 emissions via CO 2 capture and sequestration (CCS) is increasingly regarded as an important means of mitigating climate change at a reasonable cost. Engineering analyses of CO 2 mitigation typically compare the cost of electricity for a base generation technology to that for a similar plant with CO 2 capture and then compute the carbon emissions mitigated per unit of cost. It can be hard to interpret mitigation cost estimates from this plant-level approach when a consistent base technology cannot be identified. In addition, neither engineering analyses nor general equilibrium models can capture the economics of plant dispatch. A realistic assessment of the costs of carbon sequestration as an emissions abatement strategy in the electric sector therefore requires a systems-level analysis. We discuss various frameworks for computing mitigation costs and introduce a simplified model of electric sector planning. Results from a "bottom-up" engineering-economic analysis for a representative U.S. North American Electric Reliability Council (NERC) region illustrate how the penetration of CCS technologies and the dispatch of generating units vary with the price of carbon emissions and thereby determine the relationship between mitigation cost and emissions reduction.

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.

Analysis on carbon dioxide emission reduction during the anaerobic synergetic digestion technology of sludge and kitchen waste: Taking kitchen waste synergetic digestion project in Zhenjiang as an example.

PubMed

Guo, Qia; Dai, Xiaohu

2017-11-01

With the popularization of municipal sewage treatment facilities, the improvement of sewage treatment efficiency and the deepening degree of sewage treatment, the sludge production of sewage plant has been sharply increased. Carbon emission during the process of municipal sewage treatment and disposal has become one of the important sources of greenhouse gases that cause greenhouse effect. How to reduce carbon dioxide emissions during sewage treatment and disposal process is of great significance for reducing air pollution. Kitchen waste and excess sludge, as two important organic wastes, once uses anaerobic synergetic digestion technology in the treatment process can on the one hand, avoid instability of sludge individual anaerobic digestion, improve sludge degradation rate and marsh gas production rate, and on the other hand, help increase the reduction of carbon dioxide emissions to a great extent. The paper uses material balance method, analyzes and calculates the carbon dioxide emissions from kitchen waste and sludge disposed by the anaerobic synergetic digestion technology, compares the anaerobic synergetic digestion technology with traditional sludge sanitary landfill technology and works out the carbon dioxide emission reductions after synergetic digestion. It takes the kitchen waste and sludge synergetic digestion engineering project of Zhenjiang city in Jiangsu province as an example, makes material balance analysis using concrete data and works out the carbon dioxide daily emission reductions. The paper analyzes the actual situation of emission reduction by comparing the data, and found that the synergetic digestion of kitchen waste and sludge can effectively reduce the carbon dioxide emission, and the reduction is obvious especially compared with that of sludge sanitary landfill, which has a certain effect on whether to promote the use of the technology. Copyright © 2017 Elsevier Ltd. All rights reserved.

Comparison of exhaust emissions from Swedish environmental classified diesel fuel (MK1) and European Program on Emissions, Fuels and Engine Technologies (EPEFE) reference fuel: a chemical and biological characterization, with viewpoints on cancer risk.

PubMed

Westerholm, R; Christensen, A; Törnqvist, M; Ehrenberg, L; Rannug, U; Sjögren, M; Rafter, J; Soontjens, C; Almén, J; Grägg, K

2001-05-01

Diesel fuels, classified as environmentally friendly, have been available on the Swedish market since 1991. The Swedish diesel fuel classification is based upon the specification of selected fuel composition and physical properties to reduce potential environmental and health effects from direct human exposure to exhaust. The objective of the present investigation was to compare the most stringent, environmentally classified Swedish diesel fuel (MK1) to the reference diesel fuel used in the "European Program on Emissions, Fuels and Engine Technologies" (EPEFE) program. The study compares measurements of regulated emissions, unregulated emissions, and biological tests from a Volvo truck using these fuels. The regulated emissions from these two fuels (MK1 vs EPEFE) were CO (-2.2%), HC (12%), NOx (-11%), and particulates (-11%). The emissions of aldehydes, alkenes, and carbon dioxide were basically equivalent. The emissions of particle-associated polycyclic aromatic hydrocarbons (PAHs) and 1-nitropyrene were 88% and 98% lower than those of the EPEFE fuel, respectively. The emissions of semi-volatile PAHs and 1-nitropyrene were 77% and 80% lower than those from the EPEFE fuel, respectively. The reduction in mutagenicity of the particle extract varied from -75 to -90%, depending on the tester strain. The reduction of mutagenicity of the semi-volatile extract varied between -40 and -60%. Furthermore, the dioxin receptor binding activity was a factor of 8 times lower in the particle extracts and a factor of 4 times lower in the semi-volatile extract than that of the EPEFE fuel. In conclusion, the MK1 fuel was found to be more environmentally friendly than the EPEFE fuel.

Adaptive engine injection for emissions reduction

DOEpatents

Reitz, Rolf D. : Sun, Yong

2008-12-16

NOx and soot emissions from internal combustion engines, and in particular compression ignition (diesel) engines, are reduced by varying fuel injection timing, fuel injection pressure, and injected fuel volume between low and greater engine loads. At low loads, fuel is injected during one or more low-pressure injections occurring at low injection pressures between the start of the intake stroke and approximately 40 degrees before top dead center during the compression stroke. At higher loads, similar injections are used early in each combustion cycle, in addition to later injections which preferably occur between about 90 degrees before top dead center during the compression stroke, and about 90 degrees after top dead center during the expansion stroke (and which most preferably begin at or closely adjacent the end of the compression stroke). These later injections have higher injection pressure, and also lower injected fuel volume, than the earlier injections.

System Study: Technology Assessment and Prioritizing Update

NASA Technical Reports Server (NTRS)

2008-01-01

For the Intelligent Engine System (Propulsion 21) study, each technology was evaluated to determine the impact to fuel burn, acoustics, and NOx emissions. The optimum combination of technologies and their overall benefits to the system were also evaluated, resulting in noise improvement potential of 1.89 EPNdB cumulative margin,-1.34 percent fuel burn, and 50 percent NOx reduction from the 2015 UEET-QAT baseline. All the technology evaluations, except T18-20D, were based on newengines, where the engine was resized to obtain the maximum system benefit while maintaining the same cycle parameters as the 2015 UEET-QAT baseline. The impact of turbine clearance control on deteriorated engines, T18-20D, was also evaluated. Recommendations for future system study work include, but were not limited to, validation of a university-developed engine deterioration model and customer value analysis as figures of merit beside fuel burn, emissions, and acoustics.

Application of automobile emission control technology to light piston aircraft engines

NASA Technical Reports Server (NTRS)

Tripp, D.; Kittredge, G.

1976-01-01

The possibility was evaluated for achieving the EPA Standards for HC and CO emissions through the use of air-fuel ratio enleanment at selected power modes combined with improved air-fuel mixture preparation, and in some cases improved cooling. Air injection was also an effective approach for the reduction of HC and CO, particularly when combined with exhaust heat conservation techniques such as exhaust port liners.

Nox reduction system utilizing pulsed hydrocarbon injection

DOEpatents

Brusasco, Raymond M.; Penetrante, Bernardino M.; Vogtlin, George E.; Merritt, Bernard T.

2001-01-01

Hydrocarbon co-reductants, such as diesel fuel, are added by pulsed injection to internal combustion engine exhaust to reduce exhaust NO.sub.x to N.sub.2 in the presence of a catalyst. Exhaust NO.sub.x reduction of at least 50% in the emissions is achieved with the addition of less than 5% fuel as a source of the hydrocarbon co-reductants. By means of pulsing the hydrocarbon flow, the amount of pulsed hydrocarbon vapor (itself a pollutant) can be minimized relative to the amount of NO.sub.x species removed.

Progress in catalytic ignition fabrication and modeling : fabrication part 1.

DOT National Transportation Integrated Search

2012-06-01

Previous engine testing with Catalytic Plasma Torch (CPT) technology at the University of Idaho has shown promising results in : the reduction of NOx and CO emissions. Because this technology is not yet well characterized, past research has indicated...

Experimental investigation on the performance, gaseous and particulate emissions of a methanol fumigated diesel engine.

PubMed

Cheng, C H; Cheung, C S; Chan, T L; Lee, S C; Yao, C D

2008-01-15

Experiments were conducted on a 4-cylinder direct-injection diesel engine with fumigation methanol injected into the air intake of each cylinder. The fumigation methanol was injected to top up 10%, 20% and 30% of the power output under different engine operating conditions. The effects of fumigation methanol on engine performance, gaseous emissions and particulate emission were investigated. The experimental results show that there is a decrease in the brake thermal efficiency when fumigation methanol is applied, except at the highest load of 0.67 MPa. At low loads, the brake thermal efficiency decreases with increase in fumigation methanol; but at high loads, it increases with increase in fumigation methanol. The fumigation method results in a significant increase in hydrocarbon (HC), carbon monoxide (CO), and nitrogen dioxide (NO(2)) emissions. The concentration of nitrogen oxides (NOx) is significantly reduced except at close to full load condition. There is also a reduction in the smoke opacity and the particulate matter (PM) mass concentration. For the submicron particles, the total number of particles decreases at low and medium loads but increases at high loads. In all cases, there is a shift of the particles towards smaller geometrical mean diameter, especially at high loads. The increase in nano-sized particles and the increase in NO(2) emission could have serious impact on human health.

On the possibilities of reduction in emission caused by home tile stoves in Cracow

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

Szewczyk, W.

1995-12-31

The coal-fired tile stoves are still very popular in Poland. The estimated total number of such home stoves operated in Cracow reaches ca. 100 000. Operation of these stoves during the heating season belongs to the most significant sources of air pollution. Type and scale of emission of the most important pollutants, caused by coal combustion in home stoves in Cracow has been determined basing upon the investigations carried out at the laboratory of the Department of Power Engineering Machines and Devices, Academy of Mining and Metallurgy, Cracow, Poland within the American-Polish Program of Elimination of Low Emission Sources inmore » Cracow. Further experiments included in this Program allowed to estimate the attainable efficiency of home tile stoves and possible reduction in pollutant emission resulting from their operation. A short discussion of these data and capacities is presented in this lecture.« less

Locomotive Emission and Engine Idle Reduction Technology Demonstration Project

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

John R. Archer

2005-03-14

In response to a United States Department of Energy (DOE) solicitation, the Maryland Energy Administration (MEA), in partnership with CSX Transportation, Inc. (CSXT), submitted a proposal to DOE to support the demonstration of Auxiliary Power Unit (APU) technology on fifty-six CSXT locomotives. The project purpose was to demonstrate the idle fuel savings, the Nitrous Oxide (NOX) emissions reduction and the noise reduction capabilities of the APU. Fifty-six CSXT Baltimore Division locomotives were equipped with APUs, Engine Run Managers (ERM) and communications equipment to permit GPS tracking and data collection from the locomotives. Throughout the report there is mention of themore » percent time spent in the State of Maryland. The fifty-six locomotives spent most of their time inside the borders of Maryland and some spent all their time inside the state borders. Usually when a locomotive traveled beyond the Maryland State border it was into an adjoining state. They were divided into four groups according to assignment: (1) Power Unit/Switcher Mate units, (2) Remote Control units, (3) SD50 Pusher units and (4) Other units. The primary data of interest were idle data plus the status of the locomotive--stationary or moving. Also collected were main engine off, idling or working. Idle data were collected by county location, by locomotive status (stationary or moving) and type of idle (Idle 1, main engine idling, APU off; Idle 2, main engine off, APU on; Idle 3, main engine off, APU off; Idle 4, main engine idle, APU on). Desirable main engine idle states are main engine off and APU off or main engine off and APU on. Measuring the time the main engine spends in these desirable states versus the total time it could spend in an engine idling state allows the calculation of Percent Idle Management Effectiveness (%IME). IME is the result of the operation of the APU plus the implementation of CSXT's Warm Weather Shutdown Policy. It is difficult to separate the two. The units demonstrated an IME of 64% at stationary idle for the test period. The data collected during calendar year 2004 demonstrated that 707,600 gallons of fuel were saved and 285 tons of NOX were not emitted as a result of idle management in stationary idle, which translates to 12,636 gallons and 5.1 tons of NOx per unit respectively. The noise reduction capabilities of the APU demonstrated that at 150 feet from the locomotive the loaded APU with the main engine shut down generated noise that was only marginally above ambient noise level.« less

Simultaneous NOx and hydrocarbon emissions control for lean-burn engines using low-temperature solid oxide fuel cell at open circuit.

PubMed

Huang, Ta-Jen; Hsu, Sheng-Hsiang; Wu, Chung-Ying

2012-02-21

The high fuel efficiency of lean-burn engines is associated with high temperature and excess oxygen during combustion and thus is associated with high-concentration NO(x) emission. This work reveals that very high concentration of NO(x) in the exhaust can be reduced and hydrocarbons (HCs) can be simultaneously oxidized using a low-temperature solid oxide fuel cell (SOFC). An SOFC unit is constructed with Ni-YSZ as the anode, YSZ as the electrolyte, and La(0.6)Sr(0.4)CoO(3) (LSC)-Ce(0.9)Gd(0.1)O(1.95) as the cathode, with or without adding vanadium to LSC. SOFC operation at 450 °C and open circuit can effectively treat NO(x) over the cathode at a very high concentration in the simulated exhaust. Higher NO(x) concentration up to 5000 ppm can result in a larger NO(x) to N(2) rate. Moreover, a higher oxygen concentration promotes NO conversion. Complete oxidation of HCs can be achieved by adding silver to the LSC current collecting layer. The SOFC-based emissions control system can treat NO(x) and HCs simultaneously, and can be operated without consuming the anode fuel (a reductant) at near the engine exhaust temperature to eliminate the need for reductant refilling and extra heating.

A particle filter for ammonia coverage ratio and input simultaneous estimations in Diesel-engine SCR system.

PubMed

Sun, Kangfeng; Ji, Fenzhu; Yan, Xiaoyu; Jiang, Kai; Yang, Shichun

2018-01-01

As NOx emissions legislation for Diesel-engines is becoming more stringent than ever before, an aftertreatment system has been widely used in many countries. Specifically, to reduce the NOx emissions, a selective catalytic reduction(SCR) system has become one of the most promising techniques for Diesel-engine vehicle applications. In the SCR system, input ammonia concentration and ammonia coverage ratio are regarded as essential states in the control-oriental model. Currently, an ammonia sensor placed before the SCR Can is a good strategy for the input ammonia concentration value. However, physical sensor would increase the SCR system cost and the ammonia coverage ratio information cannot be directly measured by physical sensor. Aiming to tackle this problem, an observer based on particle filter(PF) is investigated to estimate the input ammonia concentration and ammonia coverage ratio. Simulation results through the experimentally-validated full vehicle simulator cX-Emission show that the performance of observer based on PF is outstanding, and the estimation error is very small.

A particle filter for ammonia coverage ratio and input simultaneous estimations in Diesel-engine SCR system

PubMed Central

Ji, Fenzhu; Yan, Xiaoyu; Jiang, Kai

2018-01-01

As NOx emissions legislation for Diesel-engines is becoming more stringent than ever before, an aftertreatment system has been widely used in many countries. Specifically, to reduce the NOx emissions, a selective catalytic reduction(SCR) system has become one of the most promising techniques for Diesel-engine vehicle applications. In the SCR system, input ammonia concentration and ammonia coverage ratio are regarded as essential states in the control-oriental model. Currently, an ammonia sensor placed before the SCR Can is a good strategy for the input ammonia concentration value. However, physical sensor would increase the SCR system cost and the ammonia coverage ratio information cannot be directly measured by physical sensor. Aiming to tackle this problem, an observer based on particle filter(PF) is investigated to estimate the input ammonia concentration and ammonia coverage ratio. Simulation results through the experimentally-validated full vehicle simulator cX-Emission show that the performance of observer based on PF is outstanding, and the estimation error is very small. PMID:29408924

Potential climate engineering effectiveness and side effects during a high carbon dioxide-emission scenario

PubMed Central

Keller, David P.; Feng, Ellias Y.; Oschlies, Andreas

2014-01-01

The realization that mitigation efforts to reduce carbon dioxide emissions have, until now, been relatively ineffective has led to an increasing interest in climate engineering as a possible means of preventing the potentially catastrophic consequences of climate change. While many studies have addressed the potential effectiveness of individual methods there have been few attempts to compare them. Here we use an Earth system model to compare the effectiveness and side effects of afforestation, artificial ocean upwelling, ocean iron fertilization, ocean alkalinization and solar radiation management during a high carbon dioxide-emission scenario. We find that even when applied continuously and at scales as large as currently deemed possible, all methods are, individually, either relatively ineffective with limited (<8%) warming reductions, or they have potentially severe side effects and cannot be stopped without causing rapid climate change. Our simulations suggest that the potential for these types of climate engineering to make up for failed mitigation may be very limited. PMID:24569320

Evaluation of Fuel-Borne Sodium Effects on a DOC-DPF-SCR Heavy-Duty Engine Emission Control System: Simulation of Full-Useful Life

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

Lance, Michael; Wereszczak, Andrew; Toops, Todd J.

2016-04-05

For renewable fuels to displace petroleum, they must be compatible with emissions control devices. Pure biodiesel contains up to 5 ppm Na + K and 5 ppm Ca + Mg metals, which have the potential to degrade diesel emissions control systems. This study aims to address these concerns, identify deactivation mechanisms, and determine if a lower limit is needed. Accelerated aging of a production exhaust system was conducted on an engine test stand over 1,001 hr using B20 doped with 14 ppm Na. During the study, oxides of nitrogen (NOx) emissions exceeded the engine certification limit of 0.33 g/bhp-hr beforemore » the 435,000-mile requirement. Replacing aged diesel oxidation catalyst (DOC), diesel particulate filter (DPF), and selective catalytic reduction (SCR) devices with new degreened parts showed that each device contributed equally to the NOx increase. Following this systems-based evaluation, a detailed investigation of the individual components was completed. Na was determined to have minimal impact on DOC activity. For this system, it is estimated that B20-Na resulted in 50% more ash into the DPF. However, the Na did not diffuse into the cordierite DPF nor degrade its mechanical properties. The SCR degradation was found to be caused by a small amount of precious group metals contamination that increased ammonia oxidation, and lowered NOx reduction. Therefore, it was determined that the primary effect of Na in this study is through increased ash in the DPF rather than deactivation of the catalytic activity.« less

Time-resolved characterization of primary particle emissions and secondary particle formation from a modern gasoline passenger car

NASA Astrophysics Data System (ADS)

Karjalainen, Panu; Timonen, Hilkka; Saukko, Erkka; Kuuluvainen, Heino; Saarikoski, Sanna; Aakko-Saksa, Päivi; Murtonen, Timo; Bloss, Matthew; Dal Maso, Miikka; Simonen, Pauli; Ahlberg, Erik; Svenningsson, Birgitta; Brune, William Henry; Hillamo, Risto; Keskinen, Jorma; Rönkkö, Topi

2016-07-01

Changes in vehicle emission reduction technologies significantly affect traffic-related emissions in urban areas. In many densely populated areas the amount of traffic is increasing, keeping the emission level high or even increasing. To understand the health effects of traffic-related emissions, both primary (direct) particulate emission and secondary particle formation (from gaseous precursors in the exhaust emissions) need to be characterized. In this study, we used a comprehensive set of measurements to characterize both primary and secondary particulate emissions of a Euro 5 level gasoline passenger car. Our aerosol particle study covers the whole process chain in emission formation, from the tailpipe to the atmosphere, and also takes into account differences in driving patterns. We observed that, in mass terms, the amount of secondary particles was 13 times higher than the amount of primary particles. The formation, composition, number and mass of secondary particles was significantly affected by driving patterns and engine conditions. The highest gaseous and particulate emissions were observed at the beginning of the test cycle when the performance of the engine and the catalyst was below optimal. The key parameter for secondary particle formation was the amount of gaseous hydrocarbons in primary emissions; however, also the primary particle population had an influence.

Impact of waste heat recovery systems on energy efficiency improvement of a heavy-duty diesel engine

NASA Astrophysics Data System (ADS)

Ma, Zheshu; Chen, Hua; Zhang, Yong

2017-09-01

The increase of ship's energy utilization efficiency and the reduction of greenhouse gas emissions have been high lightened in recent years and have become an increasingly important subject for ship designers and owners. The International Maritime Organization (IMO) is seeking measures to reduce the CO2 emissions from ships, and their proposed energy efficiency design index (EEDI) and energy efficiency operational indicator (EEOI) aim at ensuring that future vessels will be more efficient. Waste heat recovery can be employed not only to improve energy utilization efficiency but also to reduce greenhouse gas emissions. In this paper, a typical conceptual large container ship employing a low speed marine diesel engine as the main propulsion machinery is introduced and three possible types of waste heat recovery systems are designed. To calculate the EEDI and EEOI of the given large container ship, two software packages are developed. From the viewpoint of operation and maintenance, lowering the ship speed and improving container load rate can greatly reduce EEOI and further reduce total fuel consumption. Although the large container ship itself can reach the IMO requirements of EEDI at the first stage with a reduction factor 10% under the reference line value, the proposed waste heat recovery systems can improve the ship EEDI reduction factor to 20% under the reference line value.

Pollution reduction technology program for class T4(JT8D) engines

NASA Technical Reports Server (NTRS)

Roberts, R.; Fiorentino, A. J.; Diehl, L. A.

1977-01-01

The technology required to develop commercial gas turbine engines with reduced exhaust emissions was demonstrated. Can-annular combustor systems for the JT8D engine family (EPA class T4) were investigated. The JT8D turbofan engine is an axial-flow, dual-spool, moderate-bypass-ratio design. It has a two-stage fan, a four-stage low-pressure compressor driven by a three-stage low-pressure turbine, and a seven-stage high-pressure compressor driven by a single-stage high-pressure turbine. A cross section of the JT8D-17 showing the mechanical configuration is given. Key specifications for this engine are listed.

Pollution Reduction Technology Program for Small Jet Aircraft Engines, Phase 2

NASA Technical Reports Server (NTRS)

Bruce, T. W.; Davis, F. G.; Kuhn, T. E.; Mongia, H. C.

1978-01-01

A series of iterative combustor pressure rig tests were conducted on two combustor concepts applied to the AiResearch TFE731-2 turbofan engine combustion system for the purpose of optimizing combustor performance and operating characteristics consistant with low emissions. The two concepts were an axial air-assisted airblast fuel injection configuration with variable-geometry air swirlers and a staged premix/prevaporization configuration. The iterative rig testing and modification sequence on both concepts was intended to provide operational compatibility with the engine and determine one concept for further evaluation in a TFE731-2 engine.

Energy and emissions saving potential of additive manufacturing: the case of lightweight aircraft components

DOE PAGES

Huang, Runze; Riddle, Matthew; Graziano, Diane; ...

2015-05-08

Additive manufacturing (AM) holds great potential for improving materials efficiency, reducing life-cycle impacts, and enabling greater engineering functionality compared to conventional manufacturing (CM) processes. For these reasons, AM has been adopted by a growing number of aircraft component manufacturers to achieve more lightweight, cost-effective designs. This study estimates the net changes in life-cycle primary energy and greenhouse gas emissions associated with AM technologies for lightweight metallic aircraft components through the year 2050, to shed light on the environmental benefits of a shift from CM to AM processes in the U.S. aircraft industry. A systems modeling framework is presented, with integratesmore » engineering criteria, life-cycle environmental data, and aircraft fleet stock and fuel use models under different AM adoption scenarios. Estimated fleetwide life-cycle primary energy savings in a rapid adoption scenario reach 70-174 million GJ/year in 2050, with cumulative savings of 1.2-2.8 billion GJ. Associated cumulative emission reduction potentials of CO2e were estimated at 92.8-217.4 million metric tons. About 95% of the savings is attributed to airplane fuel consumption reductions due to lightweighting. In addition, about 4050 tons aluminum, 7600 tons titanium and 8100 tons of nickel alloys could be saved per year in 2050. The results indicate a significant role of AM technologies in helping society meet its long-term energy use and GHG emissions reduction goals, and highlight barriers and opportunities for AM adoption for the aircraft industry.« less

Energy and emissions saving potential of additive manufacturing: the case of lightweight aircraft components

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

Huang, Runze; Riddle, Matthew; Graziano, Diane

Additive manufacturing (AM) holds great potential for improving materials efficiency, reducing life-cycle impacts, and enabling greater engineering functionality compared to conventional manufacturing (CM) processes. For these reasons, AM has been adopted by a growing number of aircraft component manufacturers to achieve more lightweight, cost-effective designs. This study estimates the net changes in life-cycle primary energy and greenhouse gas emissions associated with AM technologies for lightweight metallic aircraft components through the year 2050, to shed light on the environmental benefits of a shift from CM to AM processes in the U.S. aircraft industry. A systems modeling framework is presented, with integratesmore » engineering criteria, life-cycle environmental data, and aircraft fleet stock and fuel use models under different AM adoption scenarios. Estimated fleetwide life-cycle primary energy savings in a rapid adoption scenario reach 70-174 million GJ/year in 2050, with cumulative savings of 1.2-2.8 billion GJ. Associated cumulative emission reduction potentials of CO2e were estimated at 92.8-217.4 million metric tons. About 95% of the savings is attributed to airplane fuel consumption reductions due to lightweighting. In addition, about 4050 tons aluminum, 7600 tons titanium and 8100 tons of nickel alloys could be saved per year in 2050. The results indicate a significant role of AM technologies in helping society meet its long-term energy use and GHG emissions reduction goals, and highlight barriers and opportunities for AM adoption for the aircraft industry.« less

Real-time gaseous, PM and ultrafine particle emissions from a modern marine engine operating on biodiesel.

PubMed

Jayaram, Varalakshmi; Agrawal, Harshit; Welch, William A; Miller, J Wayne; Cocker, David R

2011-03-15

Emissions from harbor-craft significantly affect air quality in populated regions near ports and inland waterways. This research measured regulated and unregulated emissions from an in-use EPA Tier 2 marine propulsion engine on a ferry operating in a bay following standard methods. A special effort was made to monitor continuously both the total Particulate Mass (PM) mass emissions and the real-time Particle Size Distribution (PSD). The engine was operated following the loads in ISO 8178-4 E3 cycle for comparison with the certification standards and across biodiesel blends. Real-time measurements were also made during a typical cruise in the bay. Results showed the in-use nitrogen oxide (NOx) and PM(2.5) emission factors were within the not to exceed standard for Tier 2 marine engines. Comparing across fuels we observed the following: a) no statistically significant change in NO(x) emissions with biodiesel blends (B20, B50); b) ∼ 16% and ∼ 25% reduction of PM(2.5) mass emissions with B20 and B50 respectively; c) a larger organic carbon (OC) to elemental carbon (EC) ratio and organic mass (OM) to OC ratio with B50 compared to B20 and B0; d) a significant number of ultrafine nuclei and a smaller mass mean diameter with increasing blend-levels of biodiesel. The real-time monitoring of gaseous and particulate emissions during a typical cruise in the San Francisco Bay (in-use cycle) revealed important effects of ocean/bay currents on emissions: NO(x) and CO(2) increased 3-fold; PM(2.5) mass increased 6-fold; and ultrafine particles disappeared due to the effect of bay currents. This finding has implications on the use of certification values instead of actual in-use emission values when developing inventories. Emission factors for some volatile organic compounds (VOCs), carbonyls, and poly aromatic hydrocarbons (PAHs) are reported as supplemental data.

Lean NOx Trap Catalysis for Lean Natural Gas Engine Applications

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

Parks, II, James E; Storey, John Morse; Theiss, Timothy J

Distributed energy is an approach for meeting energy needs that has several advantages. Distributed energy improves energy security during natural disasters or terrorist actions, improves transmission grid reliability by reducing grid load, and enhances power quality through voltage support and reactive power. In addition, distributed energy can be efficient since transmission losses are minimized. One prime mover for distributed energy is the natural gas reciprocating engine generator set. Natural gas reciprocating engines are flexible and scalable solutions for many distributed energy needs. The engines can be run continuously or occasionally as peak demand requires, and their operation and maintenance ismore » straightforward. Furthermore, system efficiencies can be maximized when natural gas reciprocating engines are combined with thermal energy recovery for cooling, heating, and power applications. Expansion of natural gas reciprocating engines for distributed energy is dependent on several factors, but two prominent factors are efficiency and emissions. Efficiencies must be high enough to enable low operating costs, and emissions must be low enough to permit significant operation hours, especially in non-attainment areas where emissions are stringently regulated. To address these issues the U.S. Department of Energy and the California Energy Commission launched research and development programs called Advanced Reciprocating Engine Systems (ARES) and Advanced Reciprocating Internal Combustion Engines (ARICE), respectively. Fuel efficiency and low emissions are two primary goals of these programs. The work presented here was funded by the ARES program and, thus, addresses the ARES 2010 goals of 50% thermal efficiency (fuel efficiency) and <0.1 g/bhp-hr emissions of oxides of nitrogen (NOx). A summary of the goals for the ARES program is given in Table 1-1. ARICE 2007 goals are 45% thermal efficiency and <0.015 g/bhp-hr NOx. Several approaches for improving the efficiency and emissions of natural gas reciprocating engines are being pursued. Approaches include: stoichiometric engine operation with exhaust gas recirculation and three-way catalysis, advanced combustion modes such as homogeneous charge compression ignition, and extension of the lean combustion limit with advanced ignition concepts and/or hydrogen mixing. The research presented here addresses the technical approach of combining efficient lean spark-ignited natural gas combustion with low emissions obtained from a lean NOx trap catalyst aftertreatment system. This approach can be applied to current lean engine technology or advanced lean engines that may result from related efforts in lean limit extension. Furthermore, the lean NOx trap technology has synergy with hydrogen-assisted lean limit extension since hydrogen is produced from natural gas during the lean NOx trap catalyst system process. The approach is also applicable to other lean engines such as diesel engines, natural gas turbines, and lean gasoline engines; other research activities have focused on those applications. Some commercialization of the technology has occurred for automotive applications (both diesel and lean gasoline engine vehicles) and natural gas turbines for stationary power. The research here specifically addresses barriers to commercialization of the technology for large lean natural gas reciprocating engines for stationary power. The report presented here is a comprehensive collection of research conducted by Oak Ridge National Laboratory (ORNL) on lean NOx trap catalysis for lean natural gas reciprocating engines. The research was performed in the Department of Energy's ARES program from 2003 to 2007 and covers several aspects of the technology. All studies were conducted at ORNL on a Cummins C8.3G+ natural gas engine chosen based on industry input to simulate large lean natural gas engines. Specific technical areas addressed by the research include: NOx reduction efficiency, partial oxidation and reforming chemistry, and the effects of sulfur poisons on the partial oxidation, reformer, and lean NOx trap catalysts. The initial work on NOx reduction efficiency demonstrated that NOx emissions <0.1 g/bhp-hr (the ARES goal) can be achieved with the lean NOx trap catalyst technology. Subsequent work focused on cost and size optimization and durability issues which addressed two specific ARES areas of interest to industry ('Cost of Power' and 'Availability, Reliability, and Maintainability', respectively). Thus, the research addressed the approach of the lean NOx trap catalyst technology toward the ARES goals as shown in Table 1-1.« less

Reduction of fuel consumption and exhaust pollutant using intelligent transport systems.

PubMed

Nasir, Mostofa Kamal; Md Noor, Rafidah; Kalam, M A; Masum, B M

2014-01-01

Greenhouse gas emitted by the transport sector around the world is a serious issue of concern. To minimize such emission the automobile engineers have been working relentlessly. Researchers have been trying hard to switch fossil fuel to alternative fuels and attempting to various driving strategies to make traffic flow smooth and to reduce traffic congestion and emission of greenhouse gas. Automobile emits a massive amount of pollutants such as Carbon Monoxide (CO), hydrocarbons (HC), carbon dioxide (CO2), particulate matter (PM), and oxides of nitrogen (NO x ). Intelligent transport system (ITS) technologies can be implemented to lower pollutant emissions and reduction of fuel consumption. This paper investigates the ITS techniques and technologies for the reduction of fuel consumption and minimization of the exhaust pollutant. It highlights the environmental impact of the ITS application to provide the state-of-art green solution. A case study also advocates that ITS technology reduces fuel consumption and exhaust pollutant in the urban environment.

Energy Saving and GHG Emission Reduction in a Micro-CCHP System by Use of Solar Energy

NASA Astrophysics Data System (ADS)

Ion, Ion V.; Ciocea, Gheorghe; Popescu, Florin

2012-12-01

In this work, the reduction of greenhouse gas emission, and the energy saving by integrating solar collectors and photovoltaic panels in a Stirling engine based microcombined cooling, heating and power (mCCHP) system are studied. The mCCHP system consists of a natural gas Stirling CHP and an adsorber chiller. When the thermal outputs of the Stirling CHP and solar collectors are not sufficient to cover the heat demand for domestic hot water (DHW), heating/cooling, an auxiliary heating boiler starts to operate. The energy saving by using solar energy varies from 13.35% in December to 59.62% in April, in the case of solar collectors usage and from 7.47% in December to 28.27% in July, in the case of photovoltaic panels usage. By using solar energy the annual GHG emission decreases by 31.98% and the fuel cost reduction varies from 12.73% in December to 49.78% in June.

Reduction of Fuel Consumption and Exhaust Pollutant Using Intelligent Transport Systems

PubMed Central

Nasir, Mostofa Kamal; Md Noor, Rafidah; Kalam, M. A.; Masum, B. M.

2014-01-01

Greenhouse gas emitted by the transport sector around the world is a serious issue of concern. To minimize such emission the automobile engineers have been working relentlessly. Researchers have been trying hard to switch fossil fuel to alternative fuels and attempting to various driving strategies to make traffic flow smooth and to reduce traffic congestion and emission of greenhouse gas. Automobile emits a massive amount of pollutants such as Carbon Monoxide (CO), hydrocarbons (HC), carbon dioxide (CO2), particulate matter (PM), and oxides of nitrogen (NOx). Intelligent transport system (ITS) technologies can be implemented to lower pollutant emissions and reduction of fuel consumption. This paper investigates the ITS techniques and technologies for the reduction of fuel consumption and minimization of the exhaust pollutant. It highlights the environmental impact of the ITS application to provide the state-of-art green solution. A case study also advocates that ITS technology reduces fuel consumption and exhaust pollutant in the urban environment. PMID:25032239

Design and operation of a medium speed 12-cylinder coal-fueled diesel engine. Phase 2: Improvements

NASA Astrophysics Data System (ADS)

Confer, G. L.; Hsu, B. D.; McDowell, R. E.; Gal, E.; Vankleunen, W.; Kaldor, S.; Mengel, M.

Under the sponsorship of the US Department of Energy, General Electric has been pioneering the development of a coal fired diesel engine to power a locomotive. The feasibility of using a coal water slurry (CWS) mixture as a fuel in a medium speed diesel engine has been demonstrated with the first successful locomotive systems test in 1991 on the GE Transportation Systems test track in Erie, PA. Phase 2 of the development process incorporates the results of the programs research in durable engine parts, improved combustion efficiency, and emissions reduction. A GE 7FDL12 engine has been built using diamond insert injector nozzles, tungsten carbide coated piston rings, and tungsten carbide coated liners to overcome power assembly wear. Electronic controlled fuel injection for both diesel pilot and main CWS injector were incorporated to control injection timing. An envelop filter and copper oxide sorbent system were used to cleanup engine emissions. The system is capable of removing over 99% of the particulates, 90% of the SO2, and 85% of NO(x).

Trading off Aircraft Fuel Burn and NO x Emissions for Optimal Climate Policy.

PubMed

Freeman, Sarah; Lee, David S; Lim, Ling L; Skowron, Agnieszka; De León, Ruben Rodriguez

2018-03-06

Aviation emits pollutants that affect the climate, including CO 2 and NO x , NO x indirectly so, through the formation of tropospheric ozone and reduction of ambient methane. To improve the fuel performance of engines, combustor temperatures and pressures often increase, increasing NO x emissions. Conversely, combustor modifications to reduce NO x may increase CO 2 . Hence, a technology trade-off exists, which also translates to a trade-off between short-lived climate forcers and a long-lived greenhouse gas, CO 2 . Moreover, the NO x -O 3 -CH 4 system responds in a nonlinear manner, according to both aviation emissions and background NO x . A simple climate model was modified to incorporate nonlinearities parametrized from a complex chemistry model. Case studies showed that for a scenario of a 20% reduction in NO x emissions the consequential CO 2 penalty of 2% actually increased the total radiative forcing (RF). For a 2% fuel penalty, NO x emissions needed to be reduced by >43% to realize an overall benefit. Conversely, to ensure that the fuel penalty for a 20% NO x emission reduction did not increase overall forcing, a 0.5% increase in CO 2 was found to be the "break even" point. The time scales of the climate effects of NO x and CO 2 are quite different, necessitating careful analysis of proposed emissions trade-offs.

Exhaust emission control and diagnostics

DOEpatents

Mazur, Christopher John; Upadhyay, Devesh

2006-11-14

A diesel engine emission control system uses an upstream oxidation catalyst and a downstream SCR catalyst to reduce NOx in a lean exhaust gas environment. The engine and upstream oxidation catalyst are configured to provide approximately a 1:1 ratio of NO to NO2 entering the downstream catalyst. In this way, the downstream catalyst is insensitive to sulfur contamination, and also has improved overall catalyst NOx conversion efficiency. Degradation of the system is determined when the ratio provided is no longer near the desired 1:1 ratio. This condition is detected using measurements of engine operating conditions such as from a NOx sensor located downstream of the catalysts. Finally, control action to adjust an injected amount of reductant in the exhaust gas based on the actual NO to NO2 ratio upstream of the SCR catalyst and downstream of the oxidation catalyst.

Emissions of Volatile Particulate Components from Turboshaft Engines running JP-8 and Fischer-Tropsch Fuels

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

Cheng, Mengdawn; Corporan, E.; DeWitt, M.

2009-01-01

Rotating-wing aircraft or helicopters are heavily used by the US military and also a wide range of commercial applications around the world, but emissions data for this class of engines are limited. In this study, we focus on emissions from T700-GE-700 and T700-GE-701C engines; T700 engine was run with military JP-8 and T701C run with both JP-8 and Fischer-Tropsch (FT) fuels. Each engine was run at three engine power settings from the idle to maximum power in sequence. Exhaust particles measured at the engine exhaust plane (EEP) have a peak mobility diameter less than 50nm in all engine power settings.more » At a 4-m downstream location, sulfate/sulfur measurements indicate all particulate sulfur exists practically as sulfate, and the particulate sulfur and sulfate contents increased as the engine power increased. The conversion of sulfur to sulfate was found not to be dependent on engine power setting. Analysis also showed that conversion of sulfur to sulfate was not by the adsorption of sulfur dioxide gas on the soot particles and then subsequently oxidized to form sulfate, but by gas-phase conversion of SO2 via OH or O then subsequently forming H2SO4 and condensing on soot particles. Without the sulfur and aromatic components, use of the FT fuel led to significant reduction of soot emissions as compared to that of the JP-8 fuel producing less number of particles than that of the JP-8 fuel; however, the FT fuel produced much higher number concentrations of particles smaller than 7nm than that of JP-8 in all engine power settings. This indicates non-aromatics components in the FT fuel could have contributed to the enhancement of emissions of particles smaller than 7nm. These small particles are volatile, not observed at the EEP, and may be important in playing a role for the formation of secondary particles in the atmosphere or serving as a site for effective cloud nuclei condensation to occur.« less

Production, distribution, and cost of oxygenated gasoline blends as a CO control strategy

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

Holmes, J.G; Dworsky, B.S.

1988-01-01

During the past two decades, efforts to reduce the contribution of automotive emissions to air pollution have focused principally on the development of more stringent emission standards for new vehicles, and the use of inspection and maintenance (I/M) programs. Despite the achievements in the last few years, motor vehicles have remained a major source of air pollution in urban areas. Further reductions in either the emission standards or in I/M program pass/fail cutpoints are not politically feasible, and alternative methods to achieve emission reductions are being investigated. One potential method is through the use of alternative fuels that can reducemore » tailpipe emissions. For example, the addition of alcohol or ether into gasoline has been shown to lean out the engine and cut carbon monoxide emissions. This paper compares the costs of producing and distribution methanol, ethanol, and MTBE blends as part of a carbon monoxide control strategy. It addresses the costs of production, distribution, infrastructure development, and retailing associated with each fuel blend.« less

Proposed Rule and Related Materials for Heavy-Duty Highway Program: Revisions for Emergency Vehicles and SCR Maintenance

EPA Pesticide Factsheets

May 23, 2012, Notice of Proposed Rulemaking with revisions related to emissions controls on diesel-powered emergency vehicles and revisions related to scheduled maintenance intervals for diesel engines and vehicles using Selective Catalytic Reduction (SCR)

A Probabilistic System Analysis of Intelligent Propulsion System Technologies

NASA Technical Reports Server (NTRS)

Tong, Michael T.

2007-01-01

NASA s Intelligent Propulsion System Technology (Propulsion 21) project focuses on developing adaptive technologies that will enable commercial gas turbine engines to produce fewer emissions and less noise while increasing reliability. It features adaptive technologies that have included active tip-clearance control for turbine and compressor, active combustion control, turbine aero-thermal and flow control, and enabling technologies such as sensors which are reliable at high operating temperatures and are minimally intrusive. A probabilistic system analysis is performed to evaluate the impact of these technologies on aircraft CO2 (directly proportional to fuel burn) and LTO (landing and takeoff) NO(x) reductions. A 300-passenger aircraft, with two 396-kN thrust (85,000-pound) engines is chosen for the study. The results show that NASA s Intelligent Propulsion System technologies have the potential to significantly reduce the CO2 and NO(x) emissions. The results are used to support informed decisionmaking on the development of the intelligent propulsion system technology portfolio for CO2 and NO(x) reductions.

Power Requirements Determined for High-Power-Density Electric Motors for Electric Aircraft Propulsion

NASA Technical Reports Server (NTRS)

Johnson, Dexter; Brown, Gerald V.

2005-01-01

Future advanced aircraft fueled by hydrogen are being developed to use electric drive systems instead of gas turbine engines for propulsion. Current conventional electric motor power densities cannot match those of today s gas turbine aircraft engines. However, if significant technological advances could be made in high-power-density motor development, the benefits of an electric propulsion system, such as the reduction of harmful emissions, could be realized.

Improved engine performance via use of nickel ceramic composite coatings (NCC coat)

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

Funatani, K.; Kurosawa, K.; Fabiyi, P.A.

1994-09-01

In seeking to produce lightweight aluminum block based engines, a variety of metallurgical and surface modification techniques for cylinder bores, pistons and piston rings are available. This paper discusses these various alternative methods while placing particular emphasis on electroplated nickel ceramic composite coatings (NCC). NCC Coating properties are characterized by high hardness, high corrosion resistance, high temperature wear and scuff resistance and low frictional coefficients. The application of NCC Coatings in 2-stroke motorcycle and diesel engines has resulted in benefits in the following areas: elimination of cast iron liners; reduced cylinder wall temperature, engine weight and increased power; lowering ofmore » oil consumption; improved fuel economy; reduction in emissions; improved scuff and wear resistance on cylinder bores, pistons and piston rings; friction reduction; combating of piston ring groove microwelding and pound out; thermal barrier protection on diesel piston domes; reduction in carbon deposition on piston domes; reduced noise from piston slap; and ability to operate in corrosive environments. The sum of the above stated benefits holds much potential for contributing towards greater flexibility in materials selection for the design of lightweight, fuel efficient vehicles based upon the use of aluminum engines. 13 refs., 13 figs.« less

Impact of antioxidant additives on the performance and emission characteristics of C.I engine fuelled with B20 blend of rice bran biodiesel.

PubMed

Alagu, Karthikeyan; Nagappan, Beemkumar; Jayaraman, Jayaprabakar; Arul GnanaDhas, Anderson

2018-04-17

This manuscript presents the impact of addition of antioxidant additives to rice bran biodiesel blend on the performance and emission characteristics of compression ignition (C.I) engine. Rice bran methyl ester (RBME) was produced from rice bran oil by transesterification using sodium hydroxide as catalyst. An experimental investigation was conducted on a single-cylinder four-stroke C.I engine to analyze the performance and emission characteristics of rice bran methyl ester (RBME) blended with diesel at 20% by volume (B20) with and without addition of 1000 ppm of two monophenolic antioxidant additives, butylated hydroxyanisole (BHA) and butylated hydroxytoluene (BHT). The results showed that the BHA- and BHT-treated B20 blend decreased the brake specific fuel consumption (BSFC) by 2.1 and 1.2% and increased the brake thermal efficiency (BTE) by 1.04 and 0.5% compared to B20. The BHA- and BHT-treated B20 blend produced mean reductions in NOx emission of 12.2 and 9.6%, respectively, compared to B20. The carbon monoxide (CO) and hydrocarbon (HC) emissions of BHA- and BHT-treated B20 were increased by 14.8-16.6% and 10.6-11.2%, respectively, compared to B20. However the emission levels were lower than those of diesel.

Combustion and Engine-Core Noise

NASA Astrophysics Data System (ADS)

Ihme, Matthias

2017-01-01

The implementation of advanced low-emission aircraft engine technologies and the reduction of noise from airframe, fan, and jet exhaust have made noise contributions from an engine core increasingly important. Therefore, meeting future ambitious noise-reduction goals requires the consideration of engine-core noise. This article reviews progress on the fundamental understanding, experimental analysis, and modeling of engine-core noise; addresses limitations of current techniques; and identifies opportunities for future research. After identifying core-noise contributions from the combustor, turbomachinery, nozzles, and jet exhaust, they are examined in detail. Contributions from direct combustion noise, originating from unsteady combustion, and indirect combustion noise, resulting from the interaction of flow-field perturbations with mean-flow variations in turbine stages and nozzles, are analyzed. A new indirect noise-source contribution arising from mixture inhomogeneities is identified by extending the theory. Although typically omitted in core-noise analysis, the impact of mean-flow variations and nozzle-upstream perturbations on the jet-noise modulation is examined, providing potential avenues for future core-noise mitigation.

Oxidative Stress and Aromatic Hydrocarbon Response of Human Bronchial Epithelial Cells Exposed to Petro- or Biodiesel Exhaust Treated with a Diesel Particulate Filter

PubMed Central

Hawley, Brie; L'Orange, Christian; Olsen, Dan B.; Marchese, Anthony J.; Volckens, John

2014-01-01

The composition of diesel exhaust has changed over the past decade due to the increased use of alternative fuels, like biodiesel, and to new regulations on diesel engine emissions. Given the changing nature of diesel fuels and diesel exhaust emissions, a need exists to understand the human health implications of switching to “cleaner” diesel engines run with particulate filters and engines run on alternative fuels like biodiesel. We exposed well-differentiated normal human bronchial epithelial cells to fresh, complete exhaust from a diesel engine run (1) with and without a diesel particulate filter and (2) using either traditional petro- or alternative biodiesel. Despite the lowered emissions in filter-treated exhaust (a 91–96% reduction in mass), significant increases in transcripts associated with oxidative stress and polycyclic aromatic hydrocarbon response were observed in all exposure groups and were not significantly different between exposure groups. Our results suggest that biodiesel and filter-treated diesel exhaust elicits as great, or greater a cellular response as unfiltered, traditional petrodiesel exhaust in a representative model of the bronchial epithelium. PMID:25061111

Fertility, immigration, and the fight against climate change.

PubMed

Earl, Jake; Hickey, Colin; Rieder, Travis N

2017-10-01

Several philosophers have recently argued that policies aimed at reducing human fertility are a practical and morally justifiable way to mitigate the risk of dangerous climate change. There is a powerful objection to such "population engineering" proposals: even if drastic fertility reductions are needed to prevent dangerous climate change, implementing those reductions would wreak havoc on the global economy, which would seriously undermine international antipoverty efforts. In this article, we articulate this economic objection to population engineering and show how it fails. We argue, first, that the economic objection paints an inaccurate picture of the complicated relationship between demographic change and economic growth, and second, that any untoward economic effects of fertility reduction can be mitigated with additional policies. Specifically, we argue that supplementing fertility reduction with policies that facilitate the emigration of younger people from developing nations to developed nations could allow for both global reductions in GHG emissions and continued economic stability. Further, we show that moral arguments against such unprecedented increases in immigration are unsuccessful. We conclude that population engineering is a practical and morally justifiable tool for addressing the twin evils of climate change and global poverty. © 2017 John Wiley & Sons Ltd.

Innovative Airbreathing Propulsion Concepts for Access to Space

NASA Technical Reports Server (NTRS)

Whitlow, Jr., Woodrow; Blech, Richard A.; Blankson, Isaiah M.

2001-01-01

This paper will present technologies and concepts for novel aeropropulsion systems. These technologies will enhance the safety of operations, reduce life cycle costs, and contribute to reduced costs of air travel and access to space. One of the goals of the NASA program is to reduce the carbon-dioxide emissions of aircraft engines. Engine concepts that use highly efficient fuel cell/electric drive technologies in hydrogen-fueled engines will be presented in the proposed paper. Carbon-dioxide emissions will be eliminated by replacing hydrocarbon fuel with hydrogen, and reduce NOx emissions through better combustion process control. A revolutionary exoskeletal engine concept, in which the engine drum is rotated, will be shown. This concept has the potential to allow a propulsion system that can be used for subsonic through hypersonic flight. Dual fan concepts that have ultra-high bypass ratios, low noise, and low drag will be presented. Flow-controlled turbofans and control-configured turbofans also will be discussed. To increase efficiency, a system of microengines distributed along lifting surfaces and on the fuselage is being investigated. This concept will be presented in the paper. Small propulsion systems for affordable, safe personal transportation vehicles will be discussed. These low-oil/oilless systems use technologies that enable significant cost and weight reductions. Pulse detonation engine-based hybrid-cycle and combined-cycle propulsion systems for aviation and space access will be presented.

Energy and emissions saving potential of additive manufacturing: the case of lightweight aircraft components

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

Huang, Runze; Riddle, Matthew; Graziano, Diane

Additive manufacturing (AM) holds great potential for improving materials efficiency, reducing life-cycle impacts, and enabling greater engineering functionality compared to conventional manufacturing (CM), and AM has been increasingly adopted by aircraft component manufacturers for lightweight, cost-effective designs. This study estimates the net changes in life-cycle primary energy and greenhouse gas emissions associated with AM technologies for lightweight metallic aircraft components through the year 2050, to shed light on the environmental benefits of a shift from CM to AM processes in the U.S. aircraft industry. A systems modeling framework is presented, with integrates engineering criteria, life-cycle environmental data, aircraft fleet stockmore » and fuel use models under different AM adoption scenarios. Estimated fleet-wide life-cycle primary energy savings at most reach 70-173 million GJ/year in 2050, with cumulative savings of 1.2–2.8 billion GJ. Associated cumulative GHG emission reductions were estimated at 92.1–215.0 million metric tons. In addition, thousands of tons of aluminum, titanium and nickel alloys could be potentially saved per year in 2050. The results indicate a significant role of AM technologies in helping society meet its long-term energy use and GHG emissions reduction goals, and highlight barriers and opportunities for AM adoption for the aircraft industry.« less

Experimental modeling of NOx and PM generation from combustion of various biodiesel blends for urban transport buses : research brief.

DOT National Transportation Integrated Search

2016-08-01

Although it is generally accepted : that biodiesel fuel contributes : to the reduction of pollutants, : biodiesel still needs more study : for better control of combustion emissions and engine performance. Biodiesel has very diverse : sources of feed...

40 CFR Table 1 to Subpart Ppppp of... - Emission Limitations

Code of Federal Regulations, 2013 CFR

2013-07-01

... combustion engines with rated power of 25 hp (19 kW) or more a. limit the concentration of CO or THC to 20 ppmvd or less (corrected to 15 percent O2 content); orb. achieve a reduction in CO or THC of 96 percent...

40 CFR Table 1 to Subpart Ppppp of... - Emission Limitations

Code of Federal Regulations, 2011 CFR

2011-07-01

... combustion engines with rated power of 25 hp (19 kW) or more a. limit the concentration of CO or THC to 20 ppmvd or less (corrected to 15 percent O2 content); orb. achieve a reduction in CO or THC of 96 percent...

40 CFR Table 1 to Subpart Ppppp of... - Emission Limitations

Code of Federal Regulations, 2012 CFR

2012-07-01

... combustion engines with rated power of 25 hp (19 kW) or more a. limit the concentration of CO or THC to 20 ppmvd or less (corrected to 15 percent O2 content); orb. achieve a reduction in CO or THC of 96 percent...

40 CFR Table 1 to Subpart Ppppp of... - Emission Limitations

Code of Federal Regulations, 2010 CFR

2010-07-01

... combustion engines with rated power of 25 hp (19 kW) or more a. limit the concentration of CO or THC to 20 ppmvd or less (corrected to 15 percent O2 content); orb. achieve a reduction in CO or THC of 96 percent...

40 CFR Table 1 to Subpart Ppppp of... - Emission Limitations

Code of Federal Regulations, 2014 CFR

2014-07-01

... combustion engines with rated power of 25 hp (19 kW) or more a. limit the concentration of CO or THC to 20 ppmvd or less (corrected to 15 percent O2 content); orb. achieve a reduction in CO or THC of 96 percent...

Emission reduction from a diesel engine fueled by pine oil biofuel using SCR and catalytic converter

NASA Astrophysics Data System (ADS)

Vallinayagam, R.; Vedharaj, S.; Yang, W. M.; Saravanan, C. G.; Lee, P. S.; Chua, K. J. E.; Chou, S. K.

2013-12-01

In this work, we propose pine oil biofuel, a renewable fuel obtained from the resins of pine tree, as a potential substitute fuel for a diesel engine. Pine oil is endowed with enhanced physical and thermal properties such as lower viscosity and boiling point, which enhances the atomization and fuel/air mixing process. However, the lower cetane number of the pine oil hinders its direct use in diesel engine and hence, it is blended in suitable proportions with diesel so that the ignition assistance could be provided by higher cetane diesel. Since lower cetane fuels are prone to more NOX formation, SCR (selective catalyst reduction), using urea as reducing agent, along with a CC (catalytic converter) has been implemented in the exhaust pipe. From the experimental study, the BTE (brake thermal efficiency) was observed to be increased as the composition of pine oil increases in the blend, with B50 (50% pine oil and 50% diesel) showing 7.5% increase over diesel at full load condition. The major emissions such as smoke, CO, HC and NOX were reduced by 70.1%, 67.5%, 58.6% and 15.2%, respectively, than diesel. Further, the average emissions of B50 with SCR and CC assembly were observed to be reduced, signifying the positive impact of pine oil biofuel on atmospheric environment. In the combustion characteristics front, peak heat release rate and maximum in-cylinder pressure were observed to be higher with longer ignition delay.

The air quality and regional climate effects of widespread solar power generation under a changing regulatory environment

NASA Astrophysics Data System (ADS)

Millstein, D.; Zhai, P.; Menon, S.

2011-12-01

Over the past decade significant reductions of NOx and SOx emissions from coal burning power plants in the U.S. have been achieved due to regulatory action and substitution of new generation towards natural gas and wind power. Low natural gas prices, ever decreasing solar generation costs, and proposed regulatory changes, such as to the Cross State Air Pollution Rule, promise further long-run coal power plant emission reductions. Reduced power plant emissions have the potential to affect ozone and particulate air quality and influence regional climate through aerosol cloud interactions and visibility effects. Here we investigate, on a national scale, the effects on future (~2030) air quality and regional climate of power plant emission regulations in contrast to and combination with policies designed to aggressively promote solar electricity generation. A sophisticated, economic and engineering based, hourly power generation dispatch model is developed to explore the integration of significant solar generation resources (>10% on an energy basis) at various regions across the county, providing detailed estimates of substitution of solar generation for fossil fuel generation resources. Future air pollutant emissions from all sectors of the economy are scaled based on the U.S. Environmental Protection Agency's National Emission Inventory to account for activity changes based on population and economic projections derived from county level U.S. Census data and the Energy Information Administration's Annual Energy Outlook. Further adjustments are made for technological and regulatory changes applicable within various sectors, for example, emission intensity adjustments to on-road diesel trucking due to exhaust treatment and improved engine design. The future year 2030 is selected for the emissions scenarios to allow for the development of significant solar generation resources. A regional climate and air quality model (Weather Research and Forecasting, WRF model) is used to investigate the effects of the various solar generation scenarios given emissions projections that account for changing regulatory environment, economic and population growth, and technological change. The results will help to quantify the potential air quality benefits of promotion of solar electricity generation in regions containing high penetration of coal-fired power generation. Note current national solar incentives that are based only on solar generation capacity. Further investigation of changes to regional climate due to emission reductions of aerosols and relevant precursors will provide insight into the environmental effects that may occur if solar power generation becomes widespread.

Research, Development and Demonstration of Bio-Mass Boiler for Food Industry

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

Fisher, Steve; Knapp, David

2012-07-01

Frito-Lay is working to reduce carbon emissions from their manufacturing plants. As part of this effort, they invested in a biomass-fired boiler at the Topeka, Kansas, plant. Frito-Lay partnered with Burns & McDonnell Engineering, Inc. and CPL Systems, Inc., to design and construct a steam producing boiler using carbon neutral fuels such as wood wastes (e.g. tree bark), shipping pallets, and used rubber vehicle tires. The U.S. Department of Energy (DOE) joined with Frito-Lay, Burns & McDonnell, and CPL to analyze the reductions in carbon dioxide (CO 2) emissions that result from use of biomass-fired boilers in the food manufacturingmore » environment. DOE support provided for the data collection and analysis, and reporting necessary to evaluate boiler efficiencies and reductions in CO 2 emissions. The Frito-Lay biomass-fired boiler has resulted in significant reductions in CO 2 emissions from the Topeka production facility. The use of natural gas has been reduced by 400 to 420 million standard cubic feet per year with corresponding reductions of 24,000 to 25,000 tons of CO 2. The boiler does require auxiliary functions, however, that are unnecessary for a gas-fired boiler. These include heavy motors and fans for moving fuel and firing the boiler, trucks and equipment for delivering the fuel and moving at the boiler plant, and chippers for preparing the fuel prior to delivery. Each of these operations requires the combustion of fossil fuels or electricity and has associated CO 2 emissions. Even after accounting for each of these auxiliary processes, however, the biomass-fired boiler results in net emission reductions of 22,500 to 23,500 tons of CO 2 per year.« less

Evaluation of fuel-borne sodium effects on a DOC-DPF-SCR heavy-duty engine emission control system: Simulation of full-useful life

DOE PAGES

Lance, Michael J.; Wereszczak, Andrew A; Toops, Todd J.; ...

2016-10-17

Here we report that for renewable fuels to displace petroleum, they must be compatible with emissions control devices. Pure biodiesel contains up to 5 ppm Na + K and 5 ppm Ca + Mg metals, which have the potential to degrade diesel emissions control systems. This study aims to address these concerns, identify deactivation mechanisms, and determine if a lower limit is needed. Accelerated aging of a production exhaust system was conducted on an engine test stand over 1001 h using 20% biodiesel blended into ultra-low sulfur diesel (B20) doped with 14 ppm Na. This Na level is equivalent tomore » exposure to Na at the uppermost expected B100 value in a B20 blend for the system full-useful life. During the study, NOx emissions exceeded the engine certification limit of 0.33 g/bhp-hr before the 435,000-mile requirement. Replacing aged diesel oxidation catalyst (DOC), diesel particulate filter (DPF), and selective catalytic reduction (SCR) devices with new degreened parts showed that each device contributed equally to the NOx increase. Following this systems-based evaluation, a detailed investigation of the individual components was completed. Na was determined to have minimal impact on DOC activity. For this system, it is estimated that B20-Na resulted in 50% more ash into the DPF. However, the Na did not diffuse into the cordierite DPF nor degrade its mechanical properties. The SCR degradation was found to be caused by a small amount of precious group metals (PGM) contamination that increased NH3 oxidation, and lowered NOx reduction. Therefore, we determined that the primary effect of Na in this study is through increased ash in the DPF rather than deactivation of the catalytic activity.« less

Evaluation of fuel-borne sodium effects on a DOC-DPF-SCR heavy-duty engine emission control system: Simulation of full-useful life

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

Lance, Michael J.; Wereszczak, Andrew A; Toops, Todd J.

Here we report that for renewable fuels to displace petroleum, they must be compatible with emissions control devices. Pure biodiesel contains up to 5 ppm Na + K and 5 ppm Ca + Mg metals, which have the potential to degrade diesel emissions control systems. This study aims to address these concerns, identify deactivation mechanisms, and determine if a lower limit is needed. Accelerated aging of a production exhaust system was conducted on an engine test stand over 1001 h using 20% biodiesel blended into ultra-low sulfur diesel (B20) doped with 14 ppm Na. This Na level is equivalent tomore » exposure to Na at the uppermost expected B100 value in a B20 blend for the system full-useful life. During the study, NOx emissions exceeded the engine certification limit of 0.33 g/bhp-hr before the 435,000-mile requirement. Replacing aged diesel oxidation catalyst (DOC), diesel particulate filter (DPF), and selective catalytic reduction (SCR) devices with new degreened parts showed that each device contributed equally to the NOx increase. Following this systems-based evaluation, a detailed investigation of the individual components was completed. Na was determined to have minimal impact on DOC activity. For this system, it is estimated that B20-Na resulted in 50% more ash into the DPF. However, the Na did not diffuse into the cordierite DPF nor degrade its mechanical properties. The SCR degradation was found to be caused by a small amount of precious group metals (PGM) contamination that increased NH3 oxidation, and lowered NOx reduction. Therefore, we determined that the primary effect of Na in this study is through increased ash in the DPF rather than deactivation of the catalytic activity.« less

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.

The use of tyre pyrolysis oil in diesel engines.

PubMed

Murugan, S; Ramaswamy, M C; Nagarajan, G

2008-12-01

Tests have been carried out to evaluate the performance, emission, and combustion characteristics of a single cylinder direct injection diesel engine fueled with 10%, 30%, and 50% of tyre pyrolysis oil (TPO) blended with diesel fuel (DF). The TPO was derived from waste automobile tyres through vacuum pyrolysis. The combustion parameters such as heat release rate, cylinder peak pressure, and maximum rate of pressure rise also analysed. Results showed that the brake thermal efficiency of the engine fueled with TPO-DF blends increased with an increase in blend concentration and reduction of DF concentration. NO(x), HC, CO, and smoke emissions were found to be higher at higher loads due to the high aromatic content and longer ignition delay. The cylinder peak pressure increased from 71 bars to 74 bars. The ignition delays were longer than with DF. It is concluded that it is possible to use tyre pyrolysis oil in diesel engines as an alternate fuel in the future.

The Reduction of Smoke Emissions from Allison T56 Engines

DTIC Science & Technology

1990-03-01

10 P.N. DoogoodD *Royal Australian Air Force _ Approved for public release. (C) COMMONWEALTH OF AUSITALIA 1990 MARCH 1990 This work is copyright. Apart...ALLISON T56 ENGINES by F.W. Skidmore D.R. Hunt * P.N. Doogood *Royal Australian Ar Force SUMMARY Aeronautical Research Laboratory (ARL) has been working ... work consisted of a literature survey, design and manufacture of a water tunnel model, water tunnel testing of various modifications to improve the

Combustion of droplets and sprays

NASA Astrophysics Data System (ADS)

Eigenbrod, Christian; Sattelmayer, Thomas; Bäßler, Stefan; Mauss, Fabian; Meisl, Jürgen; Oomens, Bas; Rackwitz, Leif; Tait, Nigel; Angelberger, Christian; Eilts, Peter; Magnusson, Ingemar; Lauvergne, Romain; Tatschl, Reinhard

2005-10-01

The combustion of liquid hydrocarbon fuels in internal combustion engines and gas turbines for energy production and aircraft propulsion is intrinsically tied to the formation of pollutants. Apart from aiming for the highest combustion efficiencies in order to lower the operational costs and the emission of CO2, the reduction of poisonous and environmentally harmful exhaust constituents is a challenging task for scientists and engineers. The most prominent pollutants are soot, identified to trigger respiratory diseases and cancer, and nitric oxides such as NO and NO2, which promote the formation of ozone affecting the cardiovascular system when released in the lower atmosphere. Soot and nitric oxides are greenhouse pollutants in the upper atmosphere. Even though only 2-3% of the anthropogenic emission of nitric oxides are contributed by aircraft, it is the only emission at high altitudes. Unfortunately, it has the greatest impact on climate there and it does not matter whether the fuels are fossil or, in the future, biomass.

Emission Projections for Long-Haul Freight Trucks and Rail in the United States through 2050.

PubMed

Liu, Liang; Hwang, Taesung; Lee, Sungwon; Ouyang, Yanfeng; Lee, Bumsoo; Smith, Steven J; Yan, Fang; Daenzer, Kathryn; Bond, Tami C

2015-10-06

This work develops an integrated model approach for estimating emissions from long-haul freight truck and rail transport in the United States between 2010 and 2050. We connect models of macroeconomic activity, freight demand by commodity, transportation networks, and emission technology to represent different pathways of future freight emissions. Emissions of particulate matter (PM), carbon monoxide (CO), nitrogen oxides (NOx), and total hydrocarbon (THC) decrease by 60%-70% from 2010 to 2030, as older vehicles built to less-stringent emission standards retire. Climate policy, in the form of carbon tax that increases apparent fuel prices, causes a shift from truck to rail, resulting in a 30% reduction in fuel consumption and a 10%-28% reduction in pollutant emissions by 2050, if rail capacity is sufficient. Eliminating high-emitting conditions in the truck fleet affects air pollutants by 20% to 65%; although these estimates are highly uncertain, they indicate the importance of durability in vehicle engines and emission control systems. Future infrastructure investment will be required both to meet transport demand and to enable actions that reduce emissions of air and climate pollutants. By driving the integrated model framework with two macroeconomic scenarios, we show that the effect of carbon tax on air pollution is robust regardless of growth levels.

Effects of Particle Filters and Accelerated Engine Replacement on Heavy-Duty Diesel Vehicle Emissions of Black Carbon, Nitrogen Oxides, and Ultrafine Particles

NASA Astrophysics Data System (ADS)

Kirchstetter, T.; Preble, C.; Dallmann, T. R.; DeMartini, S. J.; Tang, N. W.; Kreisberg, N. M.; Hering, S. V.; Harley, R. A.

2013-12-01

Diesel particle filters have become widely used in the United States since the introduction in 2007 of a more stringent exhaust particulate matter emission standard for new heavy-duty diesel vehicle engines. California has instituted additional regulations requiring retrofit or replacement of older in-use engines to accelerate emission reductions and air quality improvements. This presentation summarizes pollutant emission changes measured over several field campaigns at the Port of Oakland in the San Francisco Bay Area associated with diesel particulate filter use and accelerated modernization of the heavy-duty truck fleet. Pollutants in the exhaust plumes of hundreds of heavy-duty trucks en route to the Port were measured in 2009, 2010, 2011, and 2013. Ultrafine particle number, black carbon (BC), nitrogen oxides (NOx), and nitrogen dioxide (NO2) concentrations were measured at a frequency ≤ 1 Hz and normalized to measured carbon dioxide concentrations to quantify fuel-based emission factors (grams of pollutant emitted per kilogram of diesel consumed). The size distribution of particles in truck exhaust plumes was also measured at 1 Hz. In the two most recent campaigns, emissions were linked on a truck-by-truck basis to installed emission control equipment via the matching of transcribed license plates to a Port truck database. Accelerated replacement of older engines with newer engines and retrofit of trucks with diesel particle filters reduced fleet-average emissions of BC and NOx. Preliminary results from the two most recent field campaigns indicate that trucks without diesel particle filters emit 4 times more BC than filter-equipped trucks. Diesel particle filters increase emissions of NO2, however, and filter-equipped trucks have NO2/NOx ratios that are 4 to 7 times greater than trucks without filters. Preliminary findings related to particle size distribution indicate that (a) most trucks emitted particles characterized by a single mode of approximately 100 nm in diameter and (b) new trucks originally equipped with diesel particle filters were 5 to 6 times more likely than filter-retrofitted trucks and trucks without filters to emit particles characterized by a single mode in the range of 10 to 30 nm in diameter.

Ducted fuel injection: A new approach for lowering soot emissions from direct-injection engines

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

Mueller, Charles J.; Nilsen, Christopher W.; Ruth, Daniel J.

Designers of direct-injection compression-ignition engines use a variety of strategies to improve the fuel/charge-gas mixture within the combustion chamber for increased efficiency and reduced pollutant emissions. Strategies include the use of high fuel-injection pressures, multiple injections, small injector orifices, flow swirl, long-ignition-delay conditions, and oxygenated fuels. This is the first journal publication paper on a new mixing-enhancement strategy for emissions reduction: ducted fuel injection. The concept involves injecting fuel along the axis of a small cylindrical duct within the combustion chamber, to enhance the mixture in the autoignition zone relative to a conventional free-spray configuration (i.e., a fuel spray thatmore » is not surrounded by a duct). Finally, the results described herein, from initial proof-of-concept experiments conducted in a constant-volume combustion vessel, show dramatically lower soot incandescence from ducted fuel injection than from free sprays over a range of charge-gas conditions that are representative of those in modern direct-injection compression-ignition engines.« less

Ducted fuel injection: A new approach for lowering soot emissions from direct-injection engines

DOE PAGES

Mueller, Charles J.; Nilsen, Christopher W.; Ruth, Daniel J.; ...

2017-07-18

Designers of direct-injection compression-ignition engines use a variety of strategies to improve the fuel/charge-gas mixture within the combustion chamber for increased efficiency and reduced pollutant emissions. Strategies include the use of high fuel-injection pressures, multiple injections, small injector orifices, flow swirl, long-ignition-delay conditions, and oxygenated fuels. This is the first journal publication paper on a new mixing-enhancement strategy for emissions reduction: ducted fuel injection. The concept involves injecting fuel along the axis of a small cylindrical duct within the combustion chamber, to enhance the mixture in the autoignition zone relative to a conventional free-spray configuration (i.e., a fuel spray thatmore » is not surrounded by a duct). Finally, the results described herein, from initial proof-of-concept experiments conducted in a constant-volume combustion vessel, show dramatically lower soot incandescence from ducted fuel injection than from free sprays over a range of charge-gas conditions that are representative of those in modern direct-injection compression-ignition engines.« less

High-speed civil transport study: Special factors

NASA Technical Reports Server (NTRS)

1990-01-01

Studies relating to environmental factors associated with high speed civil transports were conducted. Projected total engine emissions for year 2015 fleets of several subsonic/supersonic transport fleet scenarios, discussion of sonic boom reduction methods, discussion of community noise level requirements, fuels considerations, and air traffic control impact are presented.

COPROCESSING OF FOSSIL FUELS AND BIOMASS FOR CO2 EMISSION REDUCTION IN THE TRANSPORTATION SECTOR

EPA Science Inventory

The paper discusses an evaluation of the Hydrocarb process for conversion of carbonaceous raw material to clean carbon and methanol products. As fuel, methanol and carbon can be used economically, either independently or in slurry form, in efficient heat engines (turbines and int...

Basin scale controls on CO2 and CH4 emissions from the Upper Mississippi River

USGS Publications Warehouse

Crawford, John T.; Loken, Luke C.; Stanley, Emily H.; Stets, Edward G.; Dornblaser, Mark M.; Striegl, Robert G.

2016-01-01

The Upper Mississippi River, engineered for river navigation in the 1930s, includes a series of low-head dams and navigation pools receiving elevated sediment and nutrient loads from the mostly agricultural basin. Using high-resolution, spatially resolved water quality sensor measurements along 1385 river kilometers, we show that primary productivity and organic matter accumulation affect river carbon dioxide and methane emissions to the atmosphere. Phytoplankton drive CO2to near or below atmospheric equilibrium during the growing season, while anaerobic carbon oxidation supports a large proportion of the CO2 and CH4 production. Reductions of suspended sediment load, absent of dramatic reductions in nutrients, will likely further reduce net CO2emissions from the river. Large river pools, like Lake Pepin, which removes the majority of upstream sediments, and large agricultural tributaries downstream that deliver significant quantities of sediments and nutrients, are likely to persist as major geographical drivers of greenhouse gas emissions.

Development of OTM Syngas Process and Testing of Syngas Derived Ultra-clean Fuels in Diesel Engines and Fuel Cells

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

E.T. Robinson; John Sirman; Prasad Apte

2005-05-01

This final report summarizes work accomplished in the Program from January 1, 2001 through December 31, 2004. Most of the key technical objectives for this program were achieved. A breakthrough material system has lead to the development of an OTM (oxygen transport membrane) compact planar reactor design capable of producing either syngas or hydrogen. The planar reactor shows significant advantages in thermal efficiency and a step change reduction in costs compared to either autothermal reforming or steam methane reforming with CO{sub 2} recovery. Syngas derived ultra-clean transportation fuels were tested in the Nuvera fuel cell modular pressurized reactor and inmore » International Truck and Engine single cylinder test engines. The studies compared emission and engine performance of conventional base fuels to various formulations of ultra-clean gasoline or diesel fuels. A proprietary BP oxygenate showed significant advantage in both applications for reducing emissions with minimal impact on performance. In addition, a study to evaluate new fuel formulations for an HCCI engine was completed.« less

Effects of Particle Filters and Selective Catalytic Reduction on In-Use Heavy-Duty Diesel Truck Emissions

NASA Astrophysics Data System (ADS)

Preble, C.; Cados, T.; Harley, R.; Kirchstetter, T.

2016-12-01

Heavy-duty diesel trucks (HDDT) are a major source of nitrogen oxides (NOx) and black carbon (BC) in urban environments, contributing to persistent ozone and particulate matter air quality problems. Diesel particle filters (DPFs) and selective catalytic reduction (SCR) systems that target PM and NOx emissions, respectively, have recently become standard equipment on new HDDT. DPFs can also be installed on older engines as a retrofit device. Previous work has shown that DPF and SCR systems can reduce NOx and BC emissions by up to 70% and 90%, respectively, compared to modern trucks without these after-treatment controls (Preble et al., ES&T 2015). DPFs can have the undesirable side-effect of increasing ultrafine particle (UFP) and nitrogen dioxide (NO2) emissions. While SCR systems can partially mitigate DPF-related NO2 increases, these systems can emit nitrous oxide (N2O), a potent greenhouse gas. We report new results from a study of HDDT emissions conducted in fall 2015 at the Port of Oakland and Caldecott Tunnel in California's San Francisco Bay Area. We report pollutant emission factors (g kg-1) for emitted NOx, NO2, BC, PM2.5, UFP, and N2O on a truck-by-truck basis. Using a roadside license plate recognition system, we categorize each truck by its engine model year and installed after-treatment controls. From this, we develop emissions profiles for trucks with and without DPF and SCR. We evaluate the effectiveness of these devices as a function of their age to determine whether degradation is an issue. We also compare the emission profiles of trucks traveling at low speeds along a level, arterial road en route to the port and at high speeds up a 4% grade highway approaching the tunnel. Given the climate impacts of BC and N2O, we also examine the global warming potential of emissions from trucks with and without DPF and SCR.

Suresh K. AggarwalQuantified Analysis of a Production Diesel Injector Using X-Ray Radiography and Engine Diagnostics

NASA Astrophysics Data System (ADS)

Ramirez, Anita I.

The work presented in this thesis pursues further the understanding of fuel spray, combustion, performance, and emissions in an internal combustion engine. Various experimental techniques including x-ray radiography, injection rate measurement, and in-cylinder endoscopy are employed in this work to characterize the effects of various upstream conditions such as injection rate profile and fuel physical properties. A single non-evaporating spray from a 6-hole full-production Hydraulically Actuated Electronically Controlled Unit Injector (HEUI) nozzle is studied under engine-like ambient densities with x-ray radiography at the Advanced Photon Source (APS) of Argonne National Laboratory (ANL). Two different injection pressures were investigated and parameters such as fuel mass distribution, spray penetration, cone angle, and spray velocity were obtained. The data acquired with x-ray radiography is used for the development and validation of improved Computational Fluid Dynamic (CFD) models. Rate of injection is studied using the same HEUI in a single cylinder Caterpillar test engine. The injection rate profile is altered to have three levels of initial injection pressure rise. Combustion behavior, engine performance, and emissions information was acquired for three rate profile variations. It is found that NOx emission reduction is achieved when the SOI timing is constant at the penalty of lower power generated in the cycle. However, if CA50 is aligned amongst the three profiles, the NOx emissions and power are constant with a slight penalty in CO emissions. The influence of physical and chemical parameters of fuel is examined in a study of the heavy alcohol, phytol (C20H40O), in internal combustion engine application. Phytol is blended with diesel in 5%, 10%, and 20% by volume. Combustion behavior is similar between pure diesel and the phytol/diesel blends with small differences noted in peak cylinder pressure, ignition delay, and heat release rate in the premix burn phase. Diesel/phytol blends yield marginally lower power values. In-cylinder soot radiation images show combustion instability at the start of the event for the 20% phytol/diesel blend. Overall, NOx emissions are comparable across the different fuels used and no discernible trend is found in CO emissions.

Multifuel evaluation of rich/quench/lean combustor

NASA Technical Reports Server (NTRS)

Notardonato, J. J.; Novick, A. S.; Troth, D. L.

1982-01-01

The fuel flexible combustor technology was developed for application to the Model 570-K industrial gas turbine engine. The technology, to achieve emission goals, emphasizes dry NOx reduction methods. Due to the high levels of fuel-bound nitrogen (FBN), control of NOx can be effected through a staged combustor with a rich initial combustion zone. A rich/quench/lean variable geometry combustor utilizes the technology presented to achieve low NOx from alternate fuels containing FBN. The results focus on emissions and durability for multifuel operation.

Series hybrid vehicles and optimized hydrogen engine design

NASA Astrophysics Data System (ADS)

Smith, J. R.; Aceves, S.; Vanblarigan, P.

1995-05-01

Lawrence Livermore, Sandia Livermore and Los Alamos National Laboratories have a joint project to develop an optimized hydrogen fueled engine for series hybrid automobiles. The major divisions of responsibility are: system analysis, engine design and kinetics modeling by LLNL; performance and emission testing, and friction reduction by SNL; computational fluid mechanics and combustion modeling by LANL. This project is a component of the Department of Energy, Office of Utility Technology, National Hydrogen Program. We report here on the progress on system analysis and preliminary engine testing. We have done system studies of series hybrid automobiles that approach the PNGV design goal of 34 km/liter (80 mpg), for 384 km (240 mi) and 608 km (380 mi) ranges. Our results indicate that such a vehicle appears feasible using an optimized hydrogen engine. The impact of various on-board storage options on fuel economy are evaluated. Experiments with an available engine at the Sandia Combustion Research Facility demonstrated NO(x) emissions of 10 to 20 ppm at an equivalence ratio of 0.4, rising to about 500 ppm at 0.5 equivalence ratio using neat hydrogen. Hybrid vehicle simulation studies indicate that exhaust NO(x) concentrations must be less than 180 ppm to meet the 0.2 g/mile California Air Resources Board ULEV or Federal Tier-2 emissions regulations. We have designed and fabricated a first generation optimized hydrogen engine head for use on an existing single cylinder Onan engine. This head currently features 14.8:1 compression ratio, dual ignition, water cooling, two valves and open quiescent combustion chamber to minimize heat transfer losses.

Quantifying the air quality-CO2 tradeoff potential for airports

NASA Astrophysics Data System (ADS)

Ashok, Akshay; Dedoussi, Irene C.; Yim, Steve H. L.; Balakrishnan, Hamsa; Barrett, Steven R. H.

2014-12-01

Aircraft movements on the airport surface are responsible for CO2 emissions that contribute to climate change and other emissions that affect air quality and human health. While the potential for optimizing aircraft surface movements to minimize CO2 emissions has been assessed, the implications of CO2 emissions minimization for air quality have not been quantified. In this paper, we identify conditions in which there is a tradeoff between CO2 emissions and population exposure to O3 and secondary PM2.5 - i.e. where decreasing fuel burn (which is directly proportional to CO2 emissions) results in increased exposure. Fuel burn and emissions are estimated as a function of thrust setting for five common gas turbine engines at 34 US airports. Regional air quality impacts, which are dominated by ozone and secondary PM2.5, are computed as a function of airport location and time using the adjoint of the GEOS-Chem chemistry-transport model. Tradeoffs between CO2 emissions and population exposure to PM2.5 and O3 occur between 2-18% and 5-60% of the year, respectively, depending on airport location, engine type, and thrust setting. The total duration of tradeoff conditions is 5-12 times longer at maximum thrust operations (typical for takeoff) relative to 4% thrust operations (typical for taxiing). Per kilogram of additional fuel burn at constant thrust setting during tradeoff conditions, reductions in population exposure to PM2.5 and O3 are 6-13% and 32-1060% of the annual average (positive) population exposure per kilogram fuel burn, where the ranges encompass the medians over the 34 airports. For fuel burn increases due to thrust increases (i.e. for constant operating time), reductions in both PM2.5 and O3 exposure are 1.5-6.4 times larger in magnitude than those due to increasing fuel burn at constant thrust (i.e. increasing operating time). Airports with relatively high population exposure reduction potentials - which occur due to a combination of high duration and magnitude of tradeoff conditions - are identified. Our results are the first to quantify the extent of the tradeoff between CO2 emissions and air quality impacts at airports. This raises the possibility of reducing the air quality impacts of airports beyond minimizing fuel burn and/or optimizing for minimum net environmental impact.

Effect of B20 and Low Aromatic Diesel on Transit Bus NOx Emissions Over Driving Cycles with a Range of Kinetic Intensity

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

Lammert, M. P.; McCormick, R. L.; Sindler, P.

2012-10-01

Oxides of nitrogen (NOx) emissions for transit buses for up to five different fuels and three standard transit duty cycles were compared to establish whether there is a real-world biodiesel NOx increase for transit bus duty cycles and engine calibrations. Six buses representing the majority of the current national transit fleet and including hybrid and selective catalyst reduction systems were tested on a heavy-duty chassis dynamometer with certification diesel, certification B20 blend, low aromatic (California Air Resources Board) diesel, low aromatic B20 blend, and B100 fuels over the Manhattan, Orange County and UDDS test cycles. Engine emissions certification level hadmore » the dominant effect on NOx; kinetic intensity was the secondary driving factor. The biodiesel effect on NOx emissions was not statistically significant for most buses and duty cycles for blends with certification diesel, except for a 2008 model year bus. CARB fuel had many more instances of a statistically significant effect of reducing NOx. SCR systems proved effective at reducing NOx to near the detection limit on all duty cycles and fuels, including B100. While offering a fuel economy benefit, a hybrid system significantly increased NOx emissions over a same year bus with a conventional drivetrain and the same engine.« less

Oxide_Oxide Ceramic Matrix Composite (CMC) Exhaust Mixer Development in the NASA Environmentally Responsible Aviation (ERA) Project

NASA Technical Reports Server (NTRS)

Kiser, J. Douglas; Bansal, Narottam P.; Szelagowski, James; Sokhey, Jagdish; Heffernan, Tab; Clegg, Joseph; Pierluissi, Anthony; Riedell, Jim; Wyen, Travis; Atmur, Steven;

Emissions Comparison of Alternative Fuels in an Advanced Automotive Diesel Engine

DTIC Science & Technology

1998-09-01

Title 13, Section 2282, July 1997. 11. Howell, S., "U.S. Biodiesel Standards - An Update of Current Activities", SAE Paper 971687. 12. Naegeli , D...34Fuel Additives for Smoke Reduction in Diesel Engines", SwRI Final Report, 1994. 13. Naegeli , D. and Childress, K., "Lower Explosion Limits and...Compositions of Jet Fuel Vapors", Western States Section/ Combustion Institute, Paper No. WSS/CI 98S-66, March 1998. 14. Letter from Dr. D.W. Naegeli

Day one sustainability

NASA Astrophysics Data System (ADS)

Orr, John; Ibell, Timothy; Evernden, Mark; Darby, Antony

2015-05-01

Emissions reductions targets for the UK set out in the Climate Change Act for the period to 2050 will only be achieved with significant changes to the built environment, which is currently estimated to account for 50% of the UK's carbon emissions. The socio-technological nature of Civil Engineering means that this field is uniquely placed to lead the UK through such adaptations. This paper discusses the importance of interdisciplinary teaching to produce multi-faceted team approaches to sustainable design solutions. Methods for measuring success in education are often not fit for purpose, producing good students but poor engineers. Real-world failures to apply sustainable design present a serious, difficult to detect, and ultimately economically negative situation. Techniques to replace summative examinations are presented and discussed, with the aim of enhancing core technical skills alongside those required for sustainable design. Finally, the role of our future engineers in policy-making is discussed. In addition to carbon, the provision of water and food will heavily influence the work of civil engineers in the coming decades. Leadership from civil engineers with the technical knowledge and social awareness to tackle these issues will be required. This provides both opportunities and challenges for engineering education in the UK.

A Fully Non-Metallic Gas Turbine Engine Enabled by Additive Manufacturing

NASA Technical Reports Server (NTRS)

Grady, Joseph E.

2015-01-01

The Non-Metallic Gas Turbine Engine project, funded by NASA Aeronautics Research Institute, represents the first comprehensive evaluation of emerging materials and manufacturing technologies that will enable fully nonmetallic gas turbine engines. This will be achieved by assessing the feasibility of using additive manufacturing technologies to fabricate polymer matrix composite and ceramic matrix composite turbine engine components. The benefits include: 50 weight reduction compared to metallic parts, reduced manufacturing costs, reduced part count and rapid design iterations. Two high payoff metallic components have been identified for replacement with PMCs and will be fabricated using fused deposition modeling (FDM) with high temperature polymer filaments. The CMC effort uses a binder jet process to fabricate silicon carbide test coupons and demonstration articles. Microstructural analysis and mechanical testing will be conducted on the PMC and CMC materials. System studies will assess the benefits of fully nonmetallic gas turbine engine in terms of fuel burn, emissions, reduction of part count, and cost. The research project includes a multidisciplinary, multiorganization NASA - industry team that includes experts in ceramic materials and CMCs, polymers and PMCs, structural engineering, additive manufacturing, engine design and analysis, and system analysis.

Development and characterization of a mobile photoacoustic sensor for on-line soot emission monitoring in diesel exhaust gas.

PubMed

Beck, H A; Niessner, R; Haisch, C

2003-04-01

Upcoming regulations for vehicle exhaust emission demand substantial reduction of particle emission in diesel exhaust. To achieve these emission levels, the car manufacturing industry is developing new combustion concepts and exhaust after-treatment techniques such as the use of catalysts and particle filters. Many of the state-of-the-art analytical instruments do not meet the required detection limits, in combination with a high temporal resolution necessary for engine optimization. This paper reports a new detection system and the first results of its application to on-line diesel exhaust soot measurements on a engine test bench (MAN diesel engine facility Nürnberg, Germany). The instrument is based on differential photoacoustic (PA) spectroscopy of black carbon aerosol. It contains two identical PA cells, one for the measurement of the aerosol particles and one which analyses the particle-free gas. Thus, a potential cross-sensitivity to gaseous absorbers in the exhaust gas can be excluded. The PA cells were characterized in a laboratory set-up, with water vapor as reference gas and artificial soot generated by a spark discharge generator. The detection limit was found to be 2 microg m(-3) BC (for diesel soot) with a sampling rate of 3 Hz. The temporal response of the system was found to be in the order of 1 s. After full characterization of the cells, the system was transferred into a mobile 19"-rack. Characterization of the mobile sensor system under real-world conditions was performed during several measurement campaigns at an engine test bench for heavy-duty diesel engines. Results for the limit of detection, the time resolution, accuracy, repeatability, and robustness of the sensor system are very promising with regards to a routine application of the system in engine development.

Gaseous emissions from a heavy-duty engine equipped with SCR aftertreatment system and fuelled with diesel and biodiesel: assessment of pollutant dispersion and health risk.

PubMed

Tadano, Yara S; Borillo, Guilherme C; Godoi, Ana Flávia L; Cichon, Amanda; Silva, Thiago O B; Valebona, Fábio B; Errera, Marcelo R; Penteado Neto, Renato A; Rempel, Dennis; Martin, Lucas; Yamamoto, Carlos I; Godoi, Ricardo H M

2014-12-01

The changes in the composition of fuels in combination with selective catalytic reduction (SCR) emission control systems bring new insights into the emission of gaseous and particulate pollutants. The major goal of our study was to quantify NOx, NO, NO2, NH3 and N2O emissions from a four-cylinder diesel engine operated with diesel and a blend of 20% soybean biodiesel. Exhaust fume samples were collected from bench dynamometer tests using a heavy-duty diesel engine equipped with SCR. The target gases were quantified by means of Fourier transform infrared spectrometry (FTIR). The use of biodiesel blend presented lower concentrations in the exhaust fumes than using ultra-low sulfur diesel. NOx and NO concentrations were 68% to 93% lower in all experiments using SCR, when compared to no exhaust aftertreatment. All fuels increased NH3 and N2O emission due to SCR, a precursor secondary aerosol, and major greenhouse gas, respectively. An AERMOD dispersion model analysis was performed on each compound results for the City of Curitiba, assumed to have a bus fleet equipped with diesel engines and SCR system, in winter and summer seasons. The health risks of the target gases were assessed using the Risk Assessment Information System For 1-h exposure of NH3, considering the use of low sulfur diesel in buses equipped with SCR, the results indicated low risk to develop a chronic non-cancer disease. The NOx and NO emissions were the lowest when SCR was used; however, it yielded the highest NH3 concentration. The current results have paramount importance, mainly for countries that have not yet adopted the Euro V emission standards like China, India, Australia, or Russia, as well as those already adopting it. These findings are equally important for government agencies to alert the need of improvements in aftertreatment technologies to reduce pollutants emissions. Copyright © 2014. Published by Elsevier B.V.

A life-cycle approach to technology, infrastructure, and climate policy decision making: Transitioning to plug-in hybrid electric vehicles and low-carbon electricity

NASA Astrophysics Data System (ADS)

Samaras, Constantine

In order to mitigate the most severe effects of climate change, large global reductions in the current levels of anthropogenic greenhouse gas (GHG) emissions are required in this century to stabilize atmospheric carbon dioxide (CO2) concentrations at less than double pre-industrial levels. The Intergovernmental Panel on Climate Change (IPCC) fourth assessment report states that GHG emissions should be reduced to 50-80% of 2000 levels by 2050 to increase the likelihood of stabilizing atmospheric CO2 concentrations. In order to achieve the large GHG reductions by 2050 recommended by the IPCC, a fundamental shift and evolution will be required in the energy system. Because the electric power and transportation sectors represent the largest GHG emissions sources in the United States, a unique opportunity for coupling these systems via electrified transportation could achieve synergistic environmental (GHG emissions reductions) and energy security (petroleum displacement) benefits. Plug-in hybrid electric vehicles (PHEVs), which use electricity from the grid to power a portion of travel, could play a major role in reducing greenhouse gas emissions from the transport sector. However, this thesis finds that life cycle GHG emissions from PHEVs depend on the electricity source that is used to charge the battery, so meaningful GHG emissions reductions with PHEVs are conditional on low-carbon electricity sources. Power plants and their associated GHGs are long-lived, and this work argues that decisions made regarding new electricity supplies within the next ten years will affect the potential of PHEVs to play a role in a low-carbon future in the coming decades. This thesis investigates the life cycle engineering, economic, and policy decisions involved in transitioning to PHEVs and low-carbon electricity. The government has a vast array of policy options to promote low-carbon technologies, some of which have proven to be more successful than others. This thesis uses life cycle assessment to evaluate options and opportunities for large GHG reductions from plug-in hybrids. After the options and uncertainties are framed, engineering economic analysis is used to evaluate the policy actions required for adoption of PHEVs at scale and the implications for low-carbon electricity investments. A logistic PHEV adoption model is constructed to parameterize implications for low-carbon electricity infrastructure investments and climate policy. This thesis concludes with an examination of what lessons can be learned for climate, innovation, and low-carbon energy policies from the evolution of wind power from an emerging alternative energy technology to a utility-scale power source. Policies to promote PHEVs and other emerging energy technologies can take lessons learned from the successes and challenges of wind power's development to optimize low-carbon energy policy and R&D programs going forward. The need for integrated climate policy, energy policy, sustainability, and urban mobility solutions will accelerate in the next two decades as concerns regarding GHG emissions and petroleum resources continue to be environmental and economic priorities. To assist in informing the discussions on climate policy and low-carbon energy R&D, this research and its methods will provide stakeholders in government and industry with plug-in hybrid and energy policy choices based on life cycle assessment, engineering economics, and systems analysis.

Carbonaceous composition changes of heavy-duty diesel engine particles in relation to biodiesels, aftertreatments and engine loads.

PubMed

Cheng, Man-Ting; Chen, Hsun-Jung; Young, Li-Hao; Yang, Hsi-Hsien; Tsai, Ying I; Wang, Lin-Chi; Lu, Jau-Huai; Chen, Chung-Bang

2015-10-30

Three biodiesels and two aftertreatments were tested on a heavy-duty diesel engine under the US FTP transient cycle and additional four steady engine loads. The objective was to examine their effects on the gaseous and particulate emissions, with emphasis given to the organic and elemental carbon (OC and EC) in the total particulate matter. Negligible differences were observed between the low-sulfur (B1S50) and ultralow-sulfur (B1S10) biodiesels, whereas small reductions of OC were identified with the 10% biodiesel blend (B10). The use of diesel oxidation catalyst (DOC1) showed moderate reductions of EC and particularly OC, resulting in the OC/EC ratio well below unity. The use of DOC plus diesel particulate filter (DOC2+DPF) yielded substantial reductions of OC and particularly EC, resulting in the OC/EC ratio well above unity. The OC/EC ratios were substantially above unity at idle and low load, whereas below unity at medium and high load. The above changes in particulate OC and EC are discussed with respect to the fuel content, pollutant removal mechanisms and engine combustion conditions. Overall, the present study shows that the carbonaceous composition of PM could change drastically with engine load and aftertreatments, and to a lesser extent with the biodiesels under study. Copyright © 2015 Elsevier B.V. All rights reserved.

Hybrid vehicle system studies and optimized hydrogen engine design

NASA Astrophysics Data System (ADS)

Smith, J. R.; Aceves, S.

1995-04-01

We have done system studies of series hydrogen hybrid automobiles that approach the PNGV design goal of 34 km/liter (80 mpg), for 384 km (240 mi) and 608 km (380 mi) ranges. Our results indicate that such a vehicle appears feasible using an optimized hydrogen engine. We have evaluated the impact of various on-board storage options on fuel economy. Experiments in an available engine at the Sandia CRF demonstrated NO(x) emissions of 10 to 20 ppM at an equivalence ratio of 0.4, rising to about 500 ppm at 0.5 equivalence ratio using neat hydrogen. Hybrid simulation studies indicate that exhaust NO(x) concentrations must be less than 180 ppM to meet the 0.2 g/mile ULEV or Federal Tier II emissions regulations. LLNL has designed and fabricated a first generation optimized hydrogen engine head for use on an existing Onan engine. This head features 15:1 compression ratio, dual ignition, water cooling, two valves and open quiescent combustion chamber to minimize heat transfer losses. Initial testing shows promise of achieving an indicated efficiency of nearly 50% and emissions of less than 100 ppM NO(x). Hydrocarbons and CO are to be measured, but are expected to be very low since their only source is engine lubricating oil. A successful friction reduction program on the Onan engine should result in a brake thermal efficiency of about 42% compared to today's gasoline engines of 32%. Based on system studies requirements, the next generation engine will be about 2 liter displacement and is projected to achieve 46% brake thermal efficiency with outputs of 15 kW for cruise and 40 kW for hill climb.

Experimental investigation on the flow around a simplified geometry of automotive engine compartment

NASA Astrophysics Data System (ADS)

D'Hondt, Marion; Gilliéron, Patrick; Devinant, Philippe

2011-05-01

In the current sustainable development context, car manufacturers have to keep doing efforts to reduce the aerodynamic drag of automotive vehicle in order to decrease their CO2 and greenhouse gas emissions. The cooling airflow, through the engine compartment of vehicles, contributes from 5 to 10% to the total aerodynamic drag. By means of simplified car geometry, equipped with an engine compartment, the configurations that favor a low contribution to total drag are identified. PIV (particle image velocimetry) velocity measurements in the wake of the geometry allow explaining these drag reductions. Besides, the cooling flow rate is also assessed and gives indications on the configurations that favor the engine cooling.

Toxicological properties of emission particles from heavy duty engines powered by conventional and bio-based diesel fuels and compressed natural gas.

PubMed

Jalava, Pasi I; Aakko-Saksa, Päivi; Murtonen, Timo; Happo, Mikko S; Markkanen, Ari; Yli-Pirilä, Pasi; Hakulinen, Pasi; Hillamo, Risto; Mäki-Paakkanen, Jorma; Salonen, Raimo O; Jokiniemi, Jorma; Hirvonen, Maija-Riitta

2012-09-29

One of the major areas for increasing the use of renewable energy is in traffic fuels e.g. bio-based fuels in diesel engines especially in commuter traffic. Exhaust emissions from fossil diesel fuelled engines are known to cause adverse effects on human health, but there is very limited information available on how the new renewable fuels may change the harmfulness of the emissions, especially particles (PM). We evaluated the PM emissions from a heavy-duty EURO IV diesel engine powered by three different fuels; the toxicological properties of the emitted PM were investigated. Conventional diesel fuel (EN590) and two biodiesels were used - rapeseed methyl ester (RME, EN14214) and hydrotreated vegetable oil (HVO) either as such or as 30% blends with EN590. EN590 and 100% HVO were also operated with or without an oxidative catalyst (DOC + POC). A bus powered by compressed natural gas (CNG) was included for comparison with the liquid fuels. However, the results from CNG powered bus cannot be directly compared to the other situations in this study. High volume PM samples were collected on PTFE filters from a constant volume dilution tunnel. The PM mass emission with HVO was smaller and with RME larger than that with EN590, but both biofuels produced lower PAH contents in emission PM. The DOC + POC catalyst greatly reduced the PM emission and PAH content in PM with both HVO and EN590. Dose-dependent TNFα and MIP-2 responses to all PM samples were mostly at the low or moderate level after 24-hour exposure in a mouse macrophage cell line RAW 264.7. Emission PM from situations with the smallest mass emissions (HVO + cat and CNG) displayed the strongest potency in MIP-2 production. The catalyst slightly decreased the PM-induced TNFα responses and somewhat increased the MIP-2 responses with HVO fuel. Emission PM with EN590 and with 30% HVO blended in EN590 induced the strongest genotoxic responses, which were significantly greater than those with EN590 + cat or 100% HVO. The emission PM sample from the CNG bus possessed the weakest genotoxic potency but had the strongest oxidative potency of all the fuel and catalyst combinations. The use of 100% HVO fuel had slightly weaker and 100% RME somewhat stronger emission PM induced ROS production, when compared to EN590. The harmfulness of the exhaust emissions from vehicle engines cannot be determined merely on basis of the emitted PM mass. The study conditions and the engine type significantly affect the toxicity of the emitted particles. The selected fuels and DOC + POC catalyst affected the PM emission from the heavy EURO IV engine both qualitative and quantitative ways, which influenced their toxicological characteristics. The plain HVO fuel performed very well in emission reduction and in lowering the overall toxicity of emitted PM, but the 30% blend of HVO in EN590 was no better in this respect than the plain EN590. The HVO with a DOC + POC catalyst in the EURO IV engine, performed best with regard to changes in exhaust emissions. However some of the toxicological parameters were significantly increased even with these low emissions.

Toxicological properties of emission particles from heavy duty engines powered by conventional and bio-based diesel fuels and compressed natural gas

PubMed Central

2012-01-01

Background One of the major areas for increasing the use of renewable energy is in traffic fuels e.g. bio-based fuels in diesel engines especially in commuter traffic. Exhaust emissions from fossil diesel fuelled engines are known to cause adverse effects on human health, but there is very limited information available on how the new renewable fuels may change the harmfulness of the emissions, especially particles (PM). We evaluated the PM emissions from a heavy-duty EURO IV diesel engine powered by three different fuels; the toxicological properties of the emitted PM were investigated. Conventional diesel fuel (EN590) and two biodiesels were used − rapeseed methyl ester (RME, EN14214) and hydrotreated vegetable oil (HVO) either as such or as 30% blends with EN590. EN590 and 100% HVO were also operated with or without an oxidative catalyst (DOC + POC). A bus powered by compressed natural gas (CNG) was included for comparison with the liquid fuels. However, the results from CNG powered bus cannot be directly compared to the other situations in this study. Results High volume PM samples were collected on PTFE filters from a constant volume dilution tunnel. The PM mass emission with HVO was smaller and with RME larger than that with EN590, but both biofuels produced lower PAH contents in emission PM. The DOC + POC catalyst greatly reduced the PM emission and PAH content in PM with both HVO and EN590. Dose-dependent TNFα and MIP-2 responses to all PM samples were mostly at the low or moderate level after 24-hour exposure in a mouse macrophage cell line RAW 264.7. Emission PM from situations with the smallest mass emissions (HVO + cat and CNG) displayed the strongest potency in MIP-2 production. The catalyst slightly decreased the PM-induced TNFα responses and somewhat increased the MIP-2 responses with HVO fuel. Emission PM with EN590 and with 30% HVO blended in EN590 induced the strongest genotoxic responses, which were significantly greater than those with EN590 + cat or 100% HVO. The emission PM sample from the CNG bus possessed the weakest genotoxic potency but had the strongest oxidative potency of all the fuel and catalyst combinations. The use of 100% HVO fuel had slightly weaker and 100% RME somewhat stronger emission PM induced ROS production, when compared to EN590. Conclusions The harmfulness of the exhaust emissions from vehicle engines cannot be determined merely on basis of the emitted PM mass. The study conditions and the engine type significantly affect the toxicity of the emitted particles. The selected fuels and DOC + POC catalyst affected the PM emission from the heavy EURO IV engine both qualitative and quantitative ways, which influenced their toxicological characteristics. The plain HVO fuel performed very well in emission reduction and in lowering the overall toxicity of emitted PM, but the 30% blend of HVO in EN590 was no better in this respect than the plain EN590. The HVO with a DOC + POC catalyst in the EURO IV engine, performed best with regard to changes in exhaust emissions. However some of the toxicological parameters were significantly increased even with these low emissions. PMID:23021308

Estimating GHG Reduction from Combinations of Current Best-Available and Future Powertrain and Vehicle Technologies for a Midsized Car Using EPA’s ALPHA Model (SAE 2016-01-0910)

EPA Science Inventory

EPA identified the best, or most efficient, engines, transmissions and vehicle technologies, and then used ALPHA to predict the GHG emissions would be from a midsized car incorporating the best combination of these technologies.

Noise emission of civil and military aero-engines. Sources of generation and measures for attenuation

NASA Astrophysics Data System (ADS)

Grieb, H.; Heinig, K.

1986-09-01

It is shown that noise reduction on high bypass ratio turbofans for civil airliners is well established. The noise levels achieved meet the internationally agreed regulations (FAR 36). The same holds true for large military transport aircraft. Helicopter noise is caused essentially by the main and tail rotors. Noise reduction on afterburner and dry engines for combat and strike aircraft, which represent the major noise annoyance to the public, is very difficult because: high specific thrust is mandatory for aircraft performance and effectiveness; jet noise with and without afterburning is predominant; and the design of the reheat section and final (variable) nozzle in practice precludes the application of known concepts for jet noise attenuation in dry and reheated operation.

Can regional climate engineering save the summer Arctic sea ice?

NASA Astrophysics Data System (ADS)

Tilmes, S.; Jahn, Alexandra; Kay, Jennifer E.; Holland, Marika; Lamarque, Jean-Francois

2014-02-01

Rapid declines in summer Arctic sea ice extent are projected under high-forcing future climate scenarios. Regional Arctic climate engineering has been suggested as an emergency strategy to save the sea ice. Model simulations of idealized regional dimming experiments compared to a business-as-usual greenhouse gas emission simulation demonstrate the importance of both local and remote feedback mechanisms to the surface energy budget in high latitudes. With increasing artificial reduction in incoming shortwave radiation, the positive surface albedo feedback from Arctic sea ice loss is reduced. However, changes in Arctic clouds and the strongly increasing northward heat transport both counteract the direct dimming effects. A 4 times stronger local reduction in solar radiation compared to a global experiment is required to preserve summer Arctic sea ice area. Even with regional Arctic dimming, a reduction in the strength of the oceanic meridional overturning circulation and a shut down of Labrador Sea deep convection are possible.

N2O and NO2 Emissions from Heavy-Duty Diesel Trucks with Advanced Emission Controls

NASA Astrophysics Data System (ADS)

Preble, C.; Harley, R.; Kirchstetter, T.

2014-12-01

Diesel engines are the largest source of nitrogen oxides (NOx) emissions nationally, and also a major contributor to the black carbon (BC) fraction of fine particulate matter (PM). Recently, diesel particle filter (DPF) and selective catalytic reduction (SCR) emission control systems that target exhaust PM and NOx have become standard equipment on new heavy-duty diesel trucks. However, the deliberate catalytic oxidation of engine-out nitric oxide (NO) to nitrogen dioxide (NO2) in continuously regenerating DPFs leads to increased tailpipe emission of NO2. This is of potential concern due to the toxicity of NO2 and the resulting increases in atmospheric formation of other air pollutants such as ozone, nitric acid, and fine PM. While use of SCR reduces emissions of both NO and NO2, it may lead to increased emissions of nitrous oxide (N2O), a potent greenhouse gas. Here we report results from on-road measurements of heavy-duty diesel truck emissions conducted at the Port of Oakland and the Caldecott Tunnel in the San Francisco Bay Area. Emission factors (g pollutant per kg of diesel) were linked via recorded license plates to individual truck attributes, including engine model year and installed emission control equipment. Between 2009 and 2013, the fraction of DPF-equipped trucks at the Port of Oakland increased from 2 to 99%, and median engine age decreased from 11 to 6 years. Over the same period, fleet-average emission factors for black carbon and NOx decreased by 76 ± 22% and 53 ± 8%, respectively. However, direct emissions of NO2 increased, and consequently the NO2/NOx emission ratio increased from 0.03 ± 0.02 to 0.18 ± 0.03. Older trucks retrofitted with DPFs emitted approximately 3.5 times more NO2 than newer trucks equipped with both DPF and SCR. Preliminary data from summer 2014 measurements at the Caldecott Tunnel suggest that some older trucks have negative emission factors for N2O, and that for newer trucks, N2O emission factors have changed sign and are significantly increased. More comprehensive analysis of the effects of SCR on diesel NOx and N2O emissions will be reported in the presentation. These on-road emission studies indicate that advanced emission control systems such as DPF and SCR dramatically reduce PM and NOx emissions, but can cause undesirable side effects like increased NO2 and N2O emissions.

Assessment of the Performance Potential of Advanced Subsonic Transport Concepts for NASA's Environmentally Responsible Aviation Project

NASA Technical Reports Server (NTRS)

Nickol, Craig L.; Haller, William J.

2016-01-01

NASA's Environmentally Responsible Aviation (ERA) project has matured technologies to enable simultaneous reductions in fuel burn, noise, and nitrogen oxide (NOx) emissions for future subsonic commercial transport aircraft. The fuel burn reduction target was a 50% reduction in block fuel burn (relative to a 2005 best-in-class baseline aircraft), utilizing technologies with an estimated Technology Readiness Level (TRL) of 4-6 by 2020. Progress towards this fuel burn reduction target was measured through the conceptual design and analysis of advanced subsonic commercial transport concepts spanning vehicle size classes from regional jet (98 passengers) to very large twin aisle size (400 passengers). Both conventional tube-and-wing (T+W) concepts and unconventional (over-wing-nacelle (OWN), hybrid wing body (HWB), mid-fuselage nacelle (MFN)) concepts were developed. A set of propulsion and airframe technologies were defined and integrated onto these advanced concepts which were then sized to meet the baseline mission requirements. Block fuel burn performance was then estimated, resulting in reductions relative to the 2005 best-in-class baseline performance ranging from 39% to 49%. The advanced single-aisle and large twin aisle T+W concepts had reductions of 43% and 41%, respectively, relative to the 737-800 and 777-200LR aircraft. The single-aisle OWN concept and the large twin aisle class HWB concept had reductions of 45% and 47%, respectively. In addition to their estimated fuel burn reduction performance, these unconventional concepts have the potential to provide significant noise reductions due, in part, to engine shielding provided by the airframe. Finally, all of the advanced concepts also have the potential for significant NOx emissions reductions due to the use of advanced combustor technology. Noise and NOx emissions reduction estimates were also generated for these concepts as part of the ERA project.

Photocatalytic destruction of automobile exhaust emissions

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

Kaviranta, P.D.; Peden, C.H.F.

1996-10-01

Hydrocarbons, carbon monoxide, and nitrogen oxides contained in automobile exhaust emissions are among the major atmospheric air pollutants. During the first few minutes of a cold start of the engine, the emission levels of unburned hydrocarbon and CO pollutants are very high due to the inefficiency of the cold engine and the poor activity of the catalysts lower temperatures. Therefore, it is necessary to provide an alternative approach to deal with this specific problem in order to meet near-term regulatory requirements. Our approach has been to use known photocatalytic reactions obtainable on semiconducting powders such as titanium dioxide. In thismore » presentation we describe our recent studies aimed at the photocatalytic reduction of unburned hydrocarbons and carbon monoxide in automobile exhaust emissions. Our results demonstrate the effective destruction of propylene into water and carbon dioxide. The conversion was found to be dependent on the propylene flow rate. The reaction rate was studied as a function of time, humidity and temperature. The effect of the power of the UV source on conversion will also be presented.« less

NASA Project Develops Next-Generation Low-Emissions Combustor Technologies

NASA Technical Reports Server (NTRS)

Lee, Chi-Ming; Chang, Clarence T.; Herbon, John T.; Kramer, Stephen K.

2013-01-01

NASA's Environmentally Responsible Aviation (ERA) Project is working with industry to develop the fuel flexible combustor technologies for a new generation of low-emissions engine targeted for the 2020 timeframe. These new combustors will reduce nitrogen oxide (NOx) emissions to half of current state-of-the-art (SOA) combustors, while simultaneously reducing noise and fuel burn. The purpose of the low NOx fuel-flexible combustor research is to advance the Technology Readiness Level (TRL) and Integration Readiness Level (IRL) of a low NOx, fuel flexible combustor to the point where it can be integrated in the next generation of aircraft. To reduce project risk and optimize research benefit NASA chose to found two Phase 1 contracts. The first Phase 1 contracts went to engine manufactures and were awarded to: General Electric Company, and Pratt & Whitney Company. The second Phase 1 contracts went to fuel injector manufactures Goodrich Corporation, Parker Hannifin Corporation, and Woodward Fuel System Technology. In 2012, two sector combustors were tested at NASA's ASCR. The results indicated 75% NOx emission reduction below the 2004 CAEP/6 regulation level.

Heavy Vehicle Propulsion System Materials Program Semiannual Progress Report for April 2000 Through September 2000

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

Johnson, DR

2000-12-11

The purpose of the Heavy Vehicle Propulsion System Materials Program is the development of materials: ceramics, intermetallics, metal alloys, and metal and ceramic coatings, to support the dieselization of class 1-3 trucks to realize a 35% fuel-economy improvement over current gasoline-fueled trucks and to support commercialization of fuel-flexible LE-55 low-emissions, high-efficiency diesel engines for class 7-8 trucks. The Office of Transportation Technologies, Office of Heavy Vehicle Technologies (OTT OHVT) has an active program to develop the technology for advantages LE-55 diesel engines with 55% efficiency and low emissions levels of 2.0 g/bhp-h NOx and 0.05 g/bhp-h particulates. The goal ismore » also for the LE-55 engine to run on natural gas with efficiency approaching that of diesel fuel. The LE-55 program is being completed in FY 1997 and, after approximately 10 years of effort, has largely met the program goals of 55% efficiency and low emissions. However, the commercialization of the LE-55 technology requires more durable materials than those that have been used to demonstrate the goals. Heavy Vehicle Propulsion System Materials will, in concert with the heavy duty diesel engine companies, develop the durable materials required to commercialize the LE-55 technologies. OTT OHVT also recognizes a significant opportunity for reduction in petroleum consumption by dieselization of pickup trucks, vans, and sport utility vehicles. Application of the diesel engine to class 1, 2, and 3 trucks is expected to yield a 35% increase in fuel economy per vehicle. The foremost barrier to diesel use in this market is emission control. Once an engine is made certifiable, subsequent challenges will be in cost; noise, vibration, and harshness (NVH); and performance. The design of advanced components for high-efficiency diesel engines has, in some cases, pushed the performance envelope for materials of construction past the point of reliable operation. Higher mechanical and tribological stresses and higher temperatures of advanced designs limit the engine designer; advanced materials allow the design of components that may operate reliably at higher stresses and temperatures, thus enabling more efficient engine designs. Advanced materials also offer the opportunity to improve the emissions, NVH, and performance of diesel engines for pickup trucks, vans, and sport utility vehicles.« less

Life-cycle implications of hydrogen fuel cell electric vehicle technology for medium- and heavy-duty trucks

NASA Astrophysics Data System (ADS)

Lee, Dong-Yeon; Elgowainy, Amgad; Kotz, Andrew; Vijayagopal, Ram; Marcinkoski, Jason

2018-07-01

This study provides a comprehensive and up-to-date life-cycle comparison of hydrogen fuel cell electric trucks (FCETs) and their conventional diesel counterparts in terms of energy use and air emissions, based on the ensemble of well-established methods, high-fidelity vehicle dynamic simulations, and real-world vehicle test data. For the centralized steam methane reforming (SMR) pathway, hydrogen FCETs reduce life-cycle or well-to-wheel (WTW) petroleum energy use by more than 98% compared to their diesel counterparts. The reduction in WTW air emissions for gaseous hydrogen (G.H2) FCETs ranges from 20 to 45% for greenhouse gases, 37-65% for VOC, 49-77% for CO, 62-83% for NOx, 19-43% for PM10, and 27-44% for PM2.5, depending on vehicle weight classes and truck types. With the current U.S. average electricity generation mix, FCETs tend to create more WTW SOx emissions than their diesel counterparts, mainly because of the upstream emissions related to electricity use for hydrogen compression/liquefaction. Compared to G.H2, liquid hydrogen (L.H2) FCETs generally provide smaller WTW emissions reductions. For both G.H2 and L.H2 pathways for FCETs, because of electricity consumption for compression and liquefaction, spatio-temporal variations of electricity generation can affect the WTW results. FCETs retain the WTW emission reduction benefits, even when considering aggressive diesel engine efficiency improvement.

Life-Cycle Implications of Hydrogen Fuel Cell Electric Vehicle Technology for Medium- and Heavy-Duty Trucks

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

Kotz, Andrew J; Le, Dong-Yeon; Elgowainy, Amgad

This study provides a comprehensive and up-to-date life-cycle comparison of hydrogen fuel cell electric trucks (FCETs) and their conventional diesel counterparts in terms of energy use and air emissions, based on the ensemble of well-established methods, high-fidelity vehicle dynamic simulations, and real-world vehicle test data. For the centralized steam methane reforming (SMR) pathway, hydrogen FCETs reduce life-cycle or well-to-wheel (WTW) petroleum energy use by more than 98% compared to their diesel counterparts. The reduction in WTW air emissions for gaseous hydrogen (G.H2) FCETs ranges from 20 to 45% for greenhouse gases, 37-65% for VOC, 49-77% for CO, 62-83% for NOx,more » 19-43% for PM10, and 27-44% for PM2.5, depending on vehicle weight classes and truck types. With the current U.S. average electricity generation mix, FCETs tend to create more WTW SOx emissions than their diesel counterparts, mainly because of the upstream emissions related to electricity use for hydrogen compression/liquefaction. Compared to G.H2, liquid hydrogen (L.H2) FCETs generally provide smaller WTW emissions reductions. For both G.H2 and L.H2 pathways for FCETs, because of electricity consumption for compression and liquefaction, spatio-temporal variations of electricity generation can affect the WTW results. FCETs retain the WTW emission reduction benefits, even when considering aggressive diesel engine efficiency improvement.« less

Impact of biofuels on contrail warming

NASA Astrophysics Data System (ADS)

Caiazzo, Fabio; Agarwal, Akshat; Speth, Raymond L.; Barrett, Steven R. H.

2017-11-01

Contrails and contrail-cirrus may be the largest source of radiative forcing (RF) attributable to aviation. Biomass-derived alternative jet fuels are a potentially major way to mitigate the climate impacts of aviation by reducing lifecycle CO2 emissions. Given the up to 90% reduction in soot emissions from paraffinic biofuels, the potential for a significant impact on contrail RF due to the reduction in contrail-forming ice nuclei (IN) remains an open question. We simulate contrail formation and evolution to quantify RF over the United States under different emissions scenarios. Replacing conventional jet fuels with paraffinic biofuels generates two competing effects. First, the higher water emissions index results in an increase in contrail occurrence (~ +8%). On the other hand, these contrails are composed of larger diameter crystals (~ +58%) at lower number concentrations (~ -75%), reducing both contrail optical depth (~ -29%) and albedo (~ -32%). The net changes in contrail RF induced by switching to biofuels range from -4% to +18% among a range of assumed ice crystal habits (shapes). In comparison, cleaner burning engines (with no increase in water emissions index) result in changes to net contrail RF ranging between -13% and +5% depending on habit. Thus, we find that even 67% to 75% reductions in aircraft soot emissions are insufficient to substantially reduce warming from contrails, and that the use of biofuels may either increase or decrease contrail warming—contrary to previous expectations of a significant decrease in warming.

Combustor for a low-emissions gas turbine engine

DOEpatents

Glezer, Boris; Greenwood, Stuart A.; Dutta, Partha; Moon, Hee-Koo

2000-01-01

Many government entities regulated emission from gas turbine engines including CO. CO production is generally reduced when CO reacts with excess oxygen at elevated temperatures to form CO2. Many manufactures use film cooling of a combustor liner adjacent to a combustion zone to increase durability of the combustion liner. Film cooling quenches reactions of CO with excess oxygen to form CO2. Cooling the combustor liner on a cold side (backside) away from the combustion zone reduces quenching. Furthermore, placing a plurality of concavities on the cold side enhances the cooling of the combustor liner. Concavities result in very little pressure reduction such that air used to cool the combustor liner may also be used in the combustion zone. An expandable combustor housing maintains a predetermined distance between the combustor housing and combustor liner.

Influence of Antioxidant Addition in Jatropha Biodiesel on the Performance, Combustion and Emission Characteristics of a DI Diesel Engine

NASA Astrophysics Data System (ADS)

Arockiasamy, Prabu; Ramachandran Bhagavathiammal, Anand

2018-04-01

An experimental investigation is conducted on a single-cylinder DI diesel engine, to evaluate the performance, combustion and emission characteristics of Jatropha biodiesel with the addition of antioxidants namely, Succinimide (C4H5NO2), N,N-Dimethyl p-phenylenediamine dihydrochloride (C8H14Cl2N2) and N-Phenyl- p-phenylenediamine (C6H5NHC6H4NH2) at 500, 1000 and 2000 ppm. The performance, combustion and emission characteristic tests are conducted at a constant speed of 1500 rpm, injection pressure of 215 bar, injection timing of 26° before top dead centre for the nine test fuels and the experimental results are compared with neat diesel and neat biodiesel as base fuels. The experimental results show that the addition of antioxidant in biodiesel suppresses the NO emission by quenching the OH radicals that are produced by the reaction of hydrocarbon radicals with molecular nitrogen. The maximum percentage reduction of NO emission by 5, 6 and 7% are observed for N-Phenyl- p-phenylenediamine, N,N-Dimethyl p-phenylenediamine dihydrochloride and Succinimide blended test fuels at 2000 ppm antioxidant addition with biodiesel.

Sustained Low Temperature NOx Reduction

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

Zha, Yuhui

Increasing regulatory, environmental, and customer pressure in recent years led to substantial improvements in the fuel efficiency of diesel engines, including the remarkable breakthroughs demonstrated through the Super Truck program supported by the U.S. Department of Energy (DOE). On the other hand, these improvements have translated into a reduction of exhaust gas temperatures, thus further complicating the task of controlling NOx emissions, especially in low power duty cycles. The need for improved NOx conversion over these low temperature duty cycles is also observed as requirements tighten with in-use emissions testing. Sustained NOx reduction at low temperatures, especially in the 150-200oCmore » range, shares some similarities with the more commonly discussed cold-start challenge, however poses a number of additional and distinct technical problems. In this project we set a bold target of achieving and maintaining a 90% NOx conversion at the SCR catalyst inlet temperature of 150oC. The project is intended to push the boundaries of the existing technologies, while staying within the realm of realistic future practical implementation. In order to meet the resulting challenges at the levels of catalyst fundamentals, system components, and system integration, Cummins has partnered with the DOE, Johnson Matthey, and Pacific Northwest National Lab and initiated the Sustained Low-Temperature NOx Reduction program at the beginning of 2015. Through this collaboration, we are exploring catalyst formulations and catalyst architectures with enhanced catalytic activity at 150°C; opportunities to approach the desirable ratio of NO and NO2 in the SCR feed gas; options for robust low-temperature reductant delivery; and the requirements for overall system integration. The program is expected to deliver an on-engine demonstration of the technical solution and an assessment of its commercial potential. In the SAE meeting, we will share the initial performance data on engine to highlight the path to achieve 90% NOx conversion at the SCR inlet temperature of 150oC.« less

Determining air quality and greenhouse gas impacts of hydrogen infrastructure and fuel cell vehicles.

PubMed

Stephens-Romero, Shane; Carreras-Sospedra, Marc; Brouwer, Jacob; Dabdub, Donald; Samuelsen, Scott

2009-12-01

Adoption of hydrogen infrastructure and hydrogen fuel cell vehicles (HFCVs) to replace gasoline internal combustion engine (ICE) vehicles has been proposed as a strategy to reduce criteria pollutant and greenhouse gas (GHG) emissions from the transportation sector and transition to fuel independence. However, it is uncertain (1) to what degree the reduction in criteria pollutants will impact urban air quality, and (2) how the reductions in pollutant emissions and concomitant urban air quality impacts compare to ultralow emission gasoline-powered vehicles projected for a future year (e.g., 2060). To address these questions, the present study introduces a "spatially and temporally resolved energy and environment tool" (STREET) to characterize the pollutant and GHG emissions associated with a comprehensive hydrogen supply infrastructure and HFCVs at a high level of geographic and temporal resolution. To demonstrate the utility of STREET, two spatially and temporally resolved scenarios for hydrogen infrastructure are evaluated in a prototypical urban airshed (the South Coast Air Basin of California) using geographic information systems (GIS) data. The well-to-wheels (WTW) GHG emissions are quantified and the air quality is established using a detailed atmospheric chemistry and transport model followed by a comparison to a future gasoline scenario comprised of advanced ICE vehicles. One hydrogen scenario includes more renewable primary energy sources for hydrogen generation and the other includes more fossil fuel sources. The two scenarios encompass a variety of hydrogen generation, distribution, and fueling strategies. GHG emissions reductions range from 61 to 68% for both hydrogen scenarios in parallel with substantial improvements in urban air quality (e.g., reductions of 10 ppb in peak 8-h-averaged ozone and 6 mug/m(3) in 24-h-averaged particulate matter concentrations, particularly in regions of the airshed where concentrations are highest for the gasoline scenario).

Variable cycle engines for advanced supersonic transports

NASA Technical Reports Server (NTRS)

Howlett, R. A.; Kozlowski, H.

1975-01-01

Variable Cycle Engines being studied for advanced commercial supersonic transports show potential for significant environmental and economic improvements relative to 1st generation SST engines. The two most promising concepts are: a Variable Stream Control Engine and a Variable Cycle Engine with a rear flow-control valve. Each concept utilizes variable components and separate burners to provide independent temperature and velocity control for two coannular flow streams. Unique fuel control techniques are combined with cycle characteristics that provide low fuel consumption, similar to a turbojet engine, for supersonic operation. This is accomplished while retaining the good subsonic performance features of a turbofan engine. A two-stream coannular nozzle shows potential to reduce jet noise to below FAR Part 36 without suppressors. Advanced burner concepts have the potential for significant reductions in exhaust emissions. In total, these unique engine concepts have the potential for significant overall improvements to the environmental and economic characteristics of advanced supersonic transports.

Implications of driving patterns on well-to-wheel performance of plug-in hybrid electric vehicles.

PubMed

Raykin, Leon; MacLean, Heather L; Roorda, Matthew J

2012-06-05

This study examines how driving patterns (distance and conditions) and the electricity generation supply interact to impact well-to-wheel (WTW) energy use and greenhouse gas (GHG) emissions of plug-in hybrid electric vehicles (PHEVs). The WTW performance of a PHEV is compared with that of a similar (nonplug-in) gasoline hybrid electric vehicle and internal combustion engine vehicle (ICEV). Driving PHEVs for short distances between recharging generally results in lower WTW total and fossil energy use and GHG emissions per kilometer compared to driving long distances, but the extent of the reductions depends on the electricity supply. For example, the shortest driving pattern in this study with hydroelectricity uses 81% less fossil energy than the longest driving pattern. However, the shortest driving pattern with coal-based electricity uses only 28% less fossil energy. Similar trends are observed in reductions relative to the nonplug-in vehicles. Irrespective of the electricity supply, PHEVs result in greater reductions in WTW energy use and GHG emissions relative to ICEVs for city than highway driving conditions. PHEVs charging from coal facilities only reduce WTW energy use and GHG emissions relative to ICEVs for certain favorable driving conditions. The study results have implications for environmentally beneficial PHEV adoption and usage patterns.

Experimental clean combustor program, phase 2

NASA Technical Reports Server (NTRS)

Roberts, R.; Peduzzi, A.; Vitti, G. E.

1976-01-01

Combustor pollution reduction technology for commercial CTOL engines was generated and this technology was demonstrated in a full-scale JT9D engine in 1976. Component rig refinement of the two best combustor concepts were tested. These concepts are the vorbix combustor, and a hybrid combustor which combines the pilot zone of the staged premix combustor and the main zone of the swirl-can combustor. Both concepts significantly reduced all pollutant emissions relative to the JT9D-7 engine combustor. However, neither concept met all program goals. The hybrid combustor met pollution goals for unburned hydrocarbons and carbon monoxide but did not achieve the oxides of nitrogen goal. This combustor had significant performance deficiencies. The Vorbix combustor met goals for unburned hydrocarbons and oxides of nitrogen but did not achieve the carbon monoxide goal. Performance of the vorbix combustor approached the engine requirements. On the basis of these results, the vorbix combustor was selected for the engine demonstration program. A control study was conducted to establish fuel control requirements imposed by the low-emission combustor concepts and to identify conceptual control system designs. Concurrent efforts were also completed on two addendums: an alternate fuels addendum and a combustion noise addendum.

Hydrocarbon emissions speciation in diesel and biodiesel exhausts

NASA Astrophysics Data System (ADS)

Payri, Francisco; Bermúdez, Vicente R.; Tormos, Bernardo; Linares, Waldemar G.

Diesel engine emissions are composed of a long list of organic compounds, ranging from C 2 to C 12+, and coming from the hydrocarbons partially oxidized in combustion or produced by pyrolisis. Many of these are considered as ozone precursors in the atmosphere, since they can interact with nitrogen oxides to produce ozone under atmospheric conditions in the presence of sunlight. In addition to problematic ozone production, Brookes, P., and Duncan, M. [1971. Carcinogenic hydrocarbons and human cells in culture. Nature.] and Heywood, J. [1988. Internal Combustion Engine Fundamentals.Mc Graw-Hill, ISBN 0-07-1000499-8.] determined that the polycyclic aromatic hydrocarbons present in exhaust gases are dangerous to human health, being highly carcinogenic. The aim of this study was to identify by means of gas chromatography the amount of each hydrocarbon species present in the exhaust gases of diesel engines operating with different biodiesel blends. The levels of reactive and non-reactive hydrocarbons present in diesel engine exhaust gases powered by different biodiesel fuel blends were also analyzed. Detailed speciation revealed a drastic change in the nature and quantity of semi-volatile compounds when biodiesel fuels are employed, the most affected being the aromatic compounds. Both aromatic and oxygenated aromatic compounds were found in biodiesel exhaust. Finally, the conservation of species for off-side analysis and the possible influence of engine operating conditions on the chemical characterization of the semi-volatile compound phase are discussed. The use of oxygenated fuel blends shows a reduction in the Engine-Out emissions of total hydrocarbons. But the potential of the hydrocarbon emissions is more dependent on the compositions of these hydrocarbons in the Engine-Out, to the quantity; a large percent of hydrocarbons existing in the exhaust, when biodiesel blends are used, are partially burned hydrocarbons, and are interesting as they have the maximum reactivity, but with the use of pure biodiesel and diesel, the most hydrocarbons are from unburned fuel and they have a less reactivity. The best composition in the fuel, for the control of the hydrocarbon emissions reactivity, needs to be a fuel with high-saturated fatty acid content.

Possible ways of reducing the effect of thermal power facilities on the environment

NASA Astrophysics Data System (ADS)

Zroichikov, N. A.; Prokhorov, V. B.; Tupov, V. B.; Arkhipov, A. M.; Fomenko, M. V.

2015-02-01

The main trends in the integrated solution of thermal power engineering environmental problems are pointed out taking the Mosenergo power company as an example, and the data are given with respect to the structure of the power engineering equipment of the city of Moscow and its change, energy consumption, and generation of heat and electric energy. The dynamics of atmospheric air pollution of Moscow from 1990 to 2010, as well as the main measures on reducing the adverse effect of the power engineering equipment operation, is given. The results of original designs by the Department of Boiler Installations and Power Engineering Ecology (KU&EE) are given concerning the reduction of nitrogen oxides emissions and the decrease of the noise impact produced by the power engineering equipment.

Parametric (On-Design) Cycle Analysis for a Separate-Exhaust Turbofan Engine With Interstage Turbine Burner

NASA Technical Reports Server (NTRS)

Liew, K. H.; Urip, E.; Yang, S. L.; Siow, Y. K.; Marek, C. J.

2005-01-01

Today s modern aircraft is based on air-breathing jet propulsion systems, which use moving fluids as substances to transform energy carried by the fluids into power. Throughout aero-vehicle evolution, improvements have been made to the engine efficiency and pollutants reduction. The major advantages associated with the addition of ITB are an increase in thermal efficiency and reduction in NOx emission. Lower temperature peak in the main combustor results in lower thermal NOx emission and lower amount of cooling air required. This study focuses on a parametric (on-design) cycle analysis of a dual-spool, separate-flow turbofan engine with an Interstage Turbine Burner (ITB). The ITB considered in this paper is a relatively new concept in modern jet engine propulsion. The ITB serves as a secondary combustor and is located between the high- and the low-pressure turbine, i.e., the transition duct. The objective of this study is to use design parameters, such as flight Mach number, compressor pressure ratio, fan pressure ratio, fan bypass ratio, and high-pressure turbine inlet temperature to obtain engine performance parameters, such as specific thrust and thrust specific fuel consumption. Results of this study can provide guidance in identifying the performance characteristics of various engine components, which can then be used to develop, analyze, integrate, and optimize the system performance of turbofan engines with an ITB. Visual Basic program, Microsoft Excel macrocode, and Microsoft Excel neuron code are used to facilitate Microsoft Excel software to plot engine performance versus engine design parameters. This program computes and plots the data sequentially without forcing users to open other types of plotting programs. A user s manual on how to use the program is also included in this report. Furthermore, this stand-alone program is written in conjunction with an off-design program which is an extension of this study. The computed result of a selected design-point engine will be exported to an engine reference data file that is required in off-design calculation.

40 CFR 63.1427 - Process vent requirements for processes using extended cookout as an epoxide emission reduction...

Code of Federal Regulations, 2014 CFR

2014-07-01

... = Concentration of epoxide in the reactor liquid at the beginning of the time period, weight percent. k = Reaction rate constant, 1/hr. t = Time, hours. Note: This equation assumes a first order reaction with respect... process knowledge, reaction kinetics, and engineering knowledge, in accordance with paragraph (a)(2)(i) of...

40 CFR 63.1427 - Process vent requirements for processes using extended cookout as an epoxide emission reduction...

Code of Federal Regulations, 2013 CFR

2013-07-01

... = Concentration of epoxide in the reactor liquid at the beginning of the time period, weight percent. k = Reaction rate constant, 1/hr. t = Time, hours. Note: This equation assumes a first order reaction with respect... process knowledge, reaction kinetics, and engineering knowledge, in accordance with paragraph (a)(2)(i) of...

Nitrogen oxide removal using diesel fuel and a catalyst

DOEpatents

Vogtlin, George E.; Goerz, David A.; Hsiao, Mark; Merritt, Bernard T.; Penetrante, Bernie M.; Reynolds, John G.; Brusasco, Ray

2000-01-01

Hydrocarbons, such as diesel fuel, are added to internal combustion engine exhaust to reduce exhaust NO.sub.x in the presence of a amphoteric catalyst support material. Exhaust NO.sub.x reduction of at least 50% in the emissions is achieved with the addition of less than 5% fuel as a source of the hydrocarbons.

Diesel Engine Air Emissions Reduction Technologies

DTIC Science & Technology

2010-04-01

Hour GC/MS Gas Chromatography /Mass Spectroscopy GC/FID Gas Chromatography /Flame Ionization Detector g/mile Gram per Mile HAP Hazardous Air...Pollutant HC Hydrocarbon HPLC/UV High Performance Liquid Chromatography / Ultraviolet KPa Kilo-Pascals NDIR Non Dispersive Infrared... Chromatography (GC) where the samples were collected on DNPH cartridges. Portable versions of these instruments were available and employed for

Methodology to estimate particulate matter emissions from certified commercial aircraft engines.

PubMed

Wayson, Roger L; Fleming, Gregg G; Lovinelli, Ralph

2009-01-01

Today, about one-fourth of U.S. commercial service airports, including 41 of the busiest 50, are either in nonattainment or maintenance areas per the National Ambient Air Quality Standards. U.S. aviation activity is forecasted to triple by 2025, while at the same time, the U.S. Environmental Protection Agency (EPA) is evaluating stricter particulate matter (PM) standards on the basis of documented human health and welfare impacts. Stricter federal standards are expected to impede capacity and limit aviation growth if regulatory mandated emission reductions occur as for other non-aviation sources (i.e., automobiles, power plants, etc.). In addition, strong interest exists as to the role aviation emissions play in air quality and climate change issues. These reasons underpin the need to quantify and understand PM emissions from certified commercial aircraft engines, which has led to the need for a methodology to predict these emissions. Standardized sampling techniques to measure volatile and nonvolatile PM emissions from aircraft engines do not exist. As such, a first-order approximation (FOA) was derived to fill this need based on available information. FOA1.0 only allowed prediction of nonvolatile PM. FOA2.0 was a change to include volatile PM emissions on the basis of the ratio of nonvolatile to volatile emissions. Recent collaborative efforts by industry (manufacturers and airlines), research establishments, and regulators have begun to provide further insight into the estimation of the PM emissions. The resultant PM measurement datasets are being analyzed to refine sampling techniques and progress towards standardized PM measurements. These preliminary measurement datasets also support the continued refinement of the FOA methodology. FOA3.0 disaggregated the prediction techniques to allow for independent prediction of nonvolatile and volatile emissions on a more theoretical basis. The Committee for Aviation Environmental Protection of the International Civil Aviation Organization endorsed the use of FOA3.0 in February 2007. Further commitment was made to improve the FOA as new data become available, until such time the methodology is rendered obsolete by a fully validated database of PM emission indices for today's certified commercial fleet. This paper discusses related assumptions and derived equations for the FOA3.0 methodology used worldwide to estimate PM emissions from certified commercial aircraft engines within the vicinity of airports.

Preparing aircraft propulsion for a new era in energy and the environment

NASA Technical Reports Server (NTRS)

Stewart, W. L.; Nored, D. L.; Grobman, J. S.; Feiler, C. E.; Petrash, D. A.

1980-01-01

Improving fuel efficiency, new sources of jet fuel, and noise and emission control are subjects of NASA's aeronautics program. Projects aimed at attaining a 5% fuel savings for existing engines and a 13-22% savings for the next generation of turbofan engines using advanced components, and establishing a basis for turboprop-powered commercial air transports with 30-40% savings over conventional turbofan aircraft at comparable speeds and altitudes, are discussed. Fuel sources are considered in terms of reduced hydrogen and higher aromatic contents and resultant higher liner temperatures, and attention is given to lean burning, improved fuel atomization, higher freezing-point fuel, and deriving jet fuel from shale oil or coal. Noise sources including the fan, turbine, combustion process, and flow over internal struts, and attenuation using acoustic treatment, are discussed, while near-term reduction of polluting gaseous emissions at both low and high power, and far-term defining of the minimum gaseous-pollutant levels possible from turbine engines are also under study.

Durability Challenges for Next Generation of Gas Turbine Engine Materials

NASA Technical Reports Server (NTRS)

Misra, Ajay K.

2012-01-01

Aggressive fuel burn and carbon dioxide emission reduction goals for future gas turbine engines will require higher overall pressure ratio, and a significant increase in turbine inlet temperature. These goals can be achieved by increasing temperature capability of turbine engine hot section materials and decreasing weight of fan section of the engine. NASA is currently developing several advanced hot section materials for increasing temperature capability of future gas turbine engines. The materials of interest include ceramic matrix composites with 1482 - 1648 C temperature capability, advanced disk alloys with 815 C capability, and low conductivity thermal barrier coatings with erosion resistance. The presentation will provide an overview of durability challenges with emphasis on the environmental factors affecting durability for the next generation of gas turbine engine materials. The environmental factors include gaseous atmosphere in gas turbine engines, molten salt and glass deposits from airborne contaminants, impact from foreign object damage, and erosion from ingestion of small particles.

Modeling and Control Systems Design for Air Intake System of Diesel Engines for Improvement of Transient Characteristic

NASA Astrophysics Data System (ADS)

Ejiri, Arata; Sasaki, Jun; Kinoshita, Yusuke; Fujimoto, Junya; Maruyama, Tsugito; Shimotani, Keiji

For the purpose of contributing to global environment protection, several research studies have been conducted involving clean-burning diesel engines. In recent diesel engines with Exhaust Gas Recirculation (EGR) systems and a Variable Nozzle Turbocharger (VNT), mutual interference between EGR and VNT has been noted. Hence, designing and adjusting control of the conventional PID controller is particularly difficult at the transient state in which the engine speed and fuel injection rate change. In this paper, we formulate 1st principal model of air intake system of diesel engines and transform it to control oriented model including an engine steady state model and a transient model. And we propose a model-based control system with the LQR Controller, Saturation Compensator, the Dynamic Feed-forward and Disturbance Observer using a transient model. Using this method, we achieved precise reference tracking and emission reduction in transient mode test with the real engine evaluations.

Reduction of gaseous pollutant emissions from gas turbine combustors using hydrogen-enriched jet fuel

NASA Technical Reports Server (NTRS)

Clayton, R. M.

1976-01-01

Recent progress in an evaluation of the applicability of the hydrogen enrichment concept to achieve ultralow gaseous pollutant emission from gas turbine combustion systems is described. The target emission indexes for the program are 1.0 for oxides of nitrogen and carbon monoxide, and 0.5 for unburned hydrocarbons. The basic concept utilizes premixed molecular hydrogen, conventional jet fuel, and air to depress the lean flammability limit of the mixed fuel. This is shown to permit very lean combustion with its low NOx production while simulataneously providing an increased flame stability margin with which to maintain low CO and HC emission. Experimental emission characteristics and selected analytical results are presented for a cylindrical research combustor designed for operation with inlet-air state conditions typical for a 30:1 compression ratio, high bypass ratio, turbofan commercial engine.

Laser ignition of engines: a realistic option!

NASA Astrophysics Data System (ADS)

Weinrotter, M.; Srivastava, D. K.; Iskra, K.; Graf, J.; Kopecek, H.; Klausner, J.; Herdin, G.; Wintner, E.

2006-01-01

Due to the demands of the market to increase efficiencies and power densities of gas engines, existing ignition schemes are gradually reaching their limits. These limitations initially triggered the development of laser ignition as an effective alternative, first only for gas engines and now for a much wider range of internal combustion engines revealing a number of immediate advantages like no electrode erosion or flame kernel quenching. Furthermore and most noteworthy, already the very first engine tests about 5 years ago had resulted in a drastic reduction of NO x emissions. Within this broad range investigation, laser plasmas were generated by ns Nd-laser pulses and characterized by emission and Schlieren diagnostic methods. High-pressure chamber experiments with lean hydrogen-methane-air mixtures were successfully performed and allowed the determination of essential parameters like minimum pulse energies at different ignition pressures and temperatures as well as at variable fuel air compositions. Multipoint ignition was studied for different ignition point locations. In this way, relevant parameters were acquired allowing to estimate future laser ignition systems. Finally, a prototype diode-pumped passively Q-switched Nd:YAG laser was tested successfully at a gasoline engine allowing to monitor the essential operation characteristics. It is expected that laser ignition involving such novel solid-state lasers will allow much lower maintenance efforts.

Controlling soot formation with filtered EGR for diesel and biodiesel fuelled engines.

PubMed

Gill, S S; Turner, D; Tsolakis, A; York, A P E

2012-04-03

Although exhaust gas recirculation (EGR) is an effective strategy for controlling the levels of nitrogen oxides (NO(X)) emitted from a diesel engine, the full potential of EGR in NO(X)/PM trade-off and engine performance (i.e., fuel economy) has not fully been exploited. Significant work into the cause and control of particulate matter (PM) has been made over the past decade with new cleaner fuels and after-treatment devices emerging to comply with the current and forthcoming emission regulations. In earlier work, we demonstrated that engine operation with oxygenated fuels (e.g., biodiesel) reduces the PM emissions and extends the engine tolerance to EGR before it reaches smoke-limited conditions. The same result has also been reported when high cetane number fuels such as gas-to-liquid (GTL) are used. To further our understanding of the relationship between EGR and PM formation, a diesel particulate filter (DPF) was integrated into the EGR loop to filter the recirculated soot particulates. The control of the soot recirculation penalty through filtered EGR (FEGR) resulted in a 50% engine-out soot reduction, thus showing the possibility of extending the maximum EGR limit or being able to run at the same level of EGR with an improved NO(X)/soot trade-off.

AST Critical Propulsion and Noise Reduction Technologies for Future Commercial Subsonic Engines Area of Interest 1.0: Reliable and Affordable Control Systems

NASA Technical Reports Server (NTRS)

Myers, William; Winter, Steve

2006-01-01

The General Electric Reliable and Affordable Controls effort under the NASA Advanced Subsonic Technology (AST) Program has designed, fabricated, and tested advanced controls hardware and software to reduce emissions and improve engine safety and reliability. The original effort consisted of four elements: 1) a Hydraulic Multiplexer; 2) Active Combustor Control; 3) a Variable Displacement Vane Pump (VDVP); and 4) Intelligent Engine Control. The VDVP and Intelligent Engine Control elements were cancelled due to funding constraints and are reported here only to the state they progressed. The Hydraulic Multiplexing element developed and tested a prototype which improves reliability by combining the functionality of up to 16 solenoids and servo-valves into one component with a single electrically powered force motor. The Active Combustor Control element developed intelligent staging and control strategies for low emission combustors. This included development and tests of a Controlled Pressure Fuel Nozzle for fuel sequencing, a Fuel Multiplexer for individual fuel cup metering, and model-based control logic. Both the Hydraulic Multiplexer and Controlled Pressure Fuel Nozzle system were cleared for engine test. The Fuel Multiplexer was cleared for combustor rig test which must be followed by an engine test to achieve full maturation.

Greenhouse gas and criteria emission benefits through reduction of vessel speed at sea.

PubMed

Khan, M Yusuf; Agrawal, Harshit; Ranganathan, Sindhuja; Welch, William A; Miller, J Wayne; Cocker, David R

2012-11-20

Reducing emissions from ocean-going vessels (OGVs) as they sail near populated areas is a widely recognized goal, and Vessel Speed Reduction (VSR) is one of several strategies that is being adopted by regulators and port authorities. The goal of this research was to measure the emission benefits associated with greenhouse gas and criteria pollutants by operating OGVs at reduced speed. Emissions were measured from one Panamax and one post-Panamax class container vessels as their vessel speed was reduced from cruise to 15 knots or below. VSR to 12 knots yielded carbon dioxide (CO(2)) and nitrogen oxides (NO(x)) emissions reductions (in kg/nautical mile (kg/nmi)) of approximately 61% and 56%, respectively, as compared to vessel cruise speed. The mass emission rate (kg/nmi) of PM(2.5) was reduced by 69% with VSR to 12 knots alone and by ~97% when coupled with the use of the marine gas oil (MGO) with 0.00065% sulfur content. Emissions data from vessels while operating at sea are scarce and measurements from this research demonstrated that tidal current is a significant parameter affecting emission factors (EFs) at lower engine loads. Emissions factors at ≤20% loads calculated by methodology adopted by regulatory agencies were found to underestimate PM(2.5) and NO(x) by 72% and 51%, respectively, when compared to EFs measured in this study. Total pollutant emitted (TPE) in the emission control area (ECA) was calculated, and emission benefits were estimated as the VSR zone increased from 24 to 200 nmi. TPE(CO2) and TPE(PM2.5) estimated for large container vessels showed benefits for CO(2) (2-26%) and PM(2.5) (4-57%) on reducing speeds from 15 to 12 knots, whereas TPE(CO2) and TPE(PM2.5) for small and medium container vessels were similar at 15 and 12 knots.

Effect of advanced aftertreatment for PM and NOx reduction on heavy-duty diesel engine ultrafine particle emissions.

PubMed

Herner, Jorn Dinh; Hu, Shaohua; Robertson, William H; Huai, Tao; Chang, M-C Oliver; Rieger, Paul; Ayala, Alberto

2011-03-15

Four heavy-duty and medium-duty diesel vehicles were tested in six different aftertreament configurations using a chassis dynamometer to characterize the occurrence of nucleation (the conversion of exhaust gases to particles upon dilution). The aftertreatment included four different diesel particulate filters and two selective catalytic reduction (SCR) devices. All DPFs reduced the emissions of solid particles by several orders of magnitude, but in certain cases the occurrence of a volatile nucleation mode could increase total particle number emissions. The occurrence of a nucleation mode could be predicted based on the level of catalyst in the aftertreatment, the prevailing temperature in the aftertreatment, and the age of the aftertreatment. The particles measured during nucleation had a high fraction of sulfate, up to 62% of reconstructed mass. Additionally the catalyst reduced the toxicity measured in chemical and cellular assays suggesting a pathway for an inverse correlation between particle number and toxicity. The results have implications for exposure to and toxicity of diesel PM.

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

Boyd, Rodney

The objective of this project was to define the scope and cost of a technology research and development program that will demonstrate the feasibility of using an off-the-shelf, unmodified, large bore diesel powered generator in a grid-connected application, utilizing various blends of BioDiesel as fuel. Furthermore, the objective of project was to develop an emissions control device that uses a catalytic process and BioDiesel (without the presence of Ammonia or Urea)to reduce NOx and other pollutants present in a reciprocating engine exhaust stream with the goal of redefining the highest emission reduction efficiencies possible for a diesel reciprocating generator. Process:more » Caterpillar Power Generation adapted an off-the-shelf Diesel Generator to run on BioDiesel and various Petroleum Diesel/BioDiesel blends. EmeraChem developed and installed an exhaust gas cleanup system to reduce NOx, SOx, volatile organics, and particulates. The system design and function was optimized for emissions reduction with results in the 90-95% range;« less

Impact of reduced mass of light commercial vehicles on fuel consumption, CO2 emissions, air quality, and socio-economic costs.

PubMed

Cecchel, S; Chindamo, D; Turrini, E; Carnevale, C; Cornacchia, G; Gadola, M; Panvini, A; Volta, M; Ferrario, D; Golimbioschi, R

2018-02-01

This study presents a modelling system to evaluate the impact of weight reduction in light commercial vehicles with diesel engines on air quality and greenhouse gas emissions. The PROPS model assesses the emissions of one vehicle in the aforementioned category and its corresponding reduced-weight version. The results serve as an input to the RIAT+ tool, an air quality integrated assessment modelling system. This paper applies the tools in a case study in the Lombardy region (Italy) and discusses the input data pre-processing, the PROPS-RIAT+ modelling system runs, and the results. Copyright © 2017 Elsevier B.V. All rights reserved.

Influence on the oxidative potential of a heavy-duty engine particle emission due to selective catalytic reduction system and biodiesel blend.

PubMed

Godoi, Ricardo H M; Polezer, Gabriela; Borillo, Guilherme C; Brown, Andrew; Valebona, Fabio B; Silva, Thiago O B; Ingberman, Aline B G; Nalin, Marcelo; Yamamoto, Carlos I; Potgieter-Vermaak, Sanja; Penteado Neto, Renato A; de Marchi, Mary Rosa R; Saldiva, Paulo H N; Pauliquevis, Theotonio; Godoi, Ana Flavia L

2016-08-01

Although the particulate matter (PM) emissions from biodiesel fuelled engines are acknowledged to be lower than those of fossil diesel, there is a concern on the impact of PM produced by biodiesel to human health. As the oxidative potential of PM has been suggested as trigger for adverse health effects, it was measured using the Electron Spin Resonance (OP(ESR)) technique. Additionally, Energy Dispersive X-ray Fluorescence Spectroscopy (EDXRF) was employed to determine elemental concentration, and Raman Spectroscopy was used to describe the amorphous carbon character of the soot collected on exhaust PM from biodiesel blends fuelled test-bed engine, with and without Selective Catalytic Reduction (SCR). OP(ESR) results showed higher oxidative potential per kWh of PM produced from a blend of 20% soybean biodiesel and 80% ULSD (B20) engine compared with a blend of 5% soybean biodiesel and 95% ULSD (B5), whereas the SCR was able to reduce oxidative potential for each fuel. EDXRF data indicates a correlation of 0.99 between concentration of copper and oxidative potential. Raman Spectroscopy centered on the expected carbon peaks between 1100cm(-1) and 1600cm(-1) indicate lower molecular disorder for the B20 particulate matter, an indicative of a more graphitic carbon structure. The analytical techniques used in this study highlight the link between biodiesel engine exhaust and increased oxidative potential relative to biodiesel addition on fossil diesel combustion. The EDXRF analysis confirmed the prominent role of metals on free radical production. As a whole, these results suggest that 20% of biodiesel blends run without SCR may pose an increased health risk due to an increase in OH radical generation. Copyright © 2015 Elsevier B.V. All rights reserved.

CRADA Final Report for CRADA Number ORNL00-0605: Advanced Engine/Aftertreatment System R&D

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

Pihl, Josh A; West, Brian H; Toops, Todd J

2011-10-01

Navistar and ORNL established this CRADA to develop diesel engine aftertreatment configurations and control strategies that could meet emissions regulations while maintaining or improving vehicle efficiency. The early years of the project focused on reducing the fuel penalty associated with lean NOx trap (LNT), also known as NOx adsorber catalyst regeneration and desulfation. While Navistar pursued engine-based (in-cylinder) approaches to LNT regeneration, complementary experiments at ORNL focused on in-exhaust fuel injection. ORNL developed a PC-based controller for transient electronic control of EGR valve position, intake throttle position, and actuation of fuel injectors in the exhaust system of a Navistar enginemore » installed at Oak Ridge. Aftertreatment systems consisting of different diesel oxidation catalysts (DOCs) in conjunction with a diesel particle filter and LNT were evaluated under quasi-steady-state conditions. Hydrocarbon (HC) species were measured at multiple locations in the exhaust system with Gas chromatograph mass spectrometry (GC-MS) and Fourier transform infrared (FTIR) spectroscopy. Under full-load, rated speed conditions, injection of fuel upstream of the DOC reduced the fuel penalty for a given level of NOx reduction by 10-20%. GC-MS showed that fuel compounds were 'cracked' into smaller hydrocarbon species over the DOC, particularly light alkenes. GC-MS analysis of HC species entering and exiting the LNT showed high utilization of light alkenes, followed by mono-aromatics; branched alkanes passed through the LNT largely unreacted. Follow-on experiments at a 'road load' condition were conducted, revealing that the NOx reduction was better without the DOC at lower temperatures. The improved performance was attributed to the large swings in the NOx adsorber core temperature. Split-injection experiments were conducted with ultra-low sulfur diesel fuel and three pure HC compounds: 1-pentene, toluene, and iso-octane. The pure compound experiments confirmed the previous results regarding hydrocarbon reactivity: 1-pentene was the most efficient LNT reductant, followed by toluene. Injection location had minimal impact on the reactivity of these two compounds. Iso-octane was an ineffective LNT reductant, requiring high doses (resulting in high HC emissions) to achieve reasonable NOx conversions. Diesel fuel reactivity was sensitive to injection location, with the best performance achieved through fuel injection downstream of the DOC. This configuration generated large LNT temperature excursions, which probably improved the efficiency of the NOx storage/reduction process, but also resulted in very high HC emissions. The ORNL team demonstrated an LNT desulfation under 'road load' conditions using throttling, EGR, and in-pipe injection of diesel fuel. Flow reactor characterization of core samples cut from the front and rear of the engine-aged LNT revealed complex spatially dependent degradation mechanisms. The front of the catalyst contained residual sulfates, which impacted NOx storage and conversion efficiencies at high temperatures. The rear of the catalyst showed significant sintering of the washcoat and precious metal particles, resulting in lower NOx conversion efficiencies at low temperatures. Further flow reactor characterization of engine-aged LNT core samples established that low temperature performance was limited by slow release and reduction of stored NOx during regeneration. Carbon monoxide was only effective at regenerating the LNT at temperatures above 200 C; propene was unreactive even at 250 C. Low temperature operation also resulted in unselective NOx reduction, resulting in high emissions of both N{sub 2}O and NH{sub 3}. During the latter years of the CRADA, the focus was shifted from LNTs to other aftertreatment devices. Two years of the CRADA were spent developing detailed ammonia SCR device models with sufficient accuracy and computational efficiency to be used in development of model-based ammonia injection control algorithms.ORNL, working closely with partners at Navistar and Mi« less

Gas- and particle-phase primary emissions from in-use, on-road gasoline and diesel vehicles

NASA Astrophysics Data System (ADS)

May, Andrew A.; Nguyen, Ngoc T.; Presto, Albert A.; Gordon, Timothy D.; Lipsky, Eric M.; Karve, Mrunmayi; Gutierrez, Alváro; Robertson, William H.; Zhang, Mang; Brandow, Christopher; Chang, Oliver; Chen, Shiyan; Cicero-Fernandez, Pablo; Dinkins, Lyman; Fuentes, Mark; Huang, Shiou-Mei; Ling, Richard; Long, Jeff; Maddox, Christine; Massetti, John; McCauley, Eileen; Miguel, Antonio; Na, Kwangsam; Ong, Richard; Pang, Yanbo; Rieger, Paul; Sax, Todd; Truong, Tin; Vo, Thu; Chattopadhyay, Sulekha; Maldonado, Hector; Maricq, M. Matti; Robinson, Allen L.

2014-05-01

Tailpipe emissions from sixty-four unique light-duty gasoline vehicles (LDGVs) spanning model years 1987-2012, two medium-duty diesel vehicles and three heavy-duty diesel vehicles with varying levels of aftertreatment were characterized at the California Air Resources Board Haagen-Smit and Heavy-Duty Engine Testing Laboratories. Each vehicle was tested on a chassis dynamometer using a constant volume sampler, commercial fuels and standard duty cycles. Measurements included regulated pollutants such as carbon monoxide (CO), total hydrocarbons (THC), nitrogen oxides (NOx), and particulate matter (PM). Off-line analyses were performed to speciate gas- and particle-phase emissions. The data were used to investigate trends in emissions with vehicle age and to quantify the effects of different aftertreatment technologies on diesel vehicle emissions (e.g., with and without a diesel particulate filter). On average, newer LDGVs that met the most recent emissions standards had substantially lower emissions of regulated gaseous pollutants (CO, THC and NOx) than older vehicles. For example, THC emissions from the median LDGV that met the LEV2 standard was roughly a factor of 10 lower than the median pre-LEV vehicle; there were also substantial reductions in NOx (factor of ∼100) and CO (factor of ∼10) emissions from pre-LEV to LEV2 vehicles. However, reductions in LDGV PM mass emissions were much more modest. For example, PM emission from the median LEV2 vehicle was only a factor of three lower than the median pre-LEV vehicle, mainly due to the reductions in organic carbon emissions. In addition, LEV1 and LEV2 LDGVs had similar PM emissions. Catalyzed diesel particulate filters reduced CO, THC and PM emissions from HDDVs by one to two orders of magnitude. Comprehensive organic speciation was performed to quantify priority air toxic emissions and to estimate the secondary organic aerosol (SOA) formation potential. The data suggest that the SOA production from cold-start LDGVs exhaust will likely exceed primary PM emissions from LDGVs and could potentially exceed SOA formation from on-road diesel vehicles.

Laser Absorption Measurements of Equivalence Ratios Studied Along With Their Coupling to Pressure Fluctuations in Lean Premixed Prevaporized (LPP) Combustion

NASA Technical Reports Server (NTRS)

Nguyen, Quang-Viet

2001-01-01

Concerns about damaging the Earth's ozone layer as a result of high levels of nitrogen oxides (known collectively as NOx) from high-altitude, high-speed aircraft have prompted the study of lean premixed prevaporized (LPP) combustion in aircraft engines. LPP combustion reduces NOx emissions principally by reducing the peak flame temperatures inside an engine. Recent advances in LPP technologies have realized exceptional reductions in pollutant emissions (single-digit ppm NOx for example). However, LPP combustion also presents major challenges: combustion instability and dynamic coupling effects between fluctuations in heat-release rate, dynamic pressure, and fuel pressure. These challenges are formidable and can literally shake an engine apart if uncontrolled. To better understand this phenomenon so that it can be controlled, we obtained real-time laser absorption measurements of the fuel vapor concentration (and equivalence ratio) simultaneously with the dynamic pressure, flame luminosity, and time-averaged gaseous emissions measurements in a research-type jet-A-fueled LPP combustor. The measurements were obtained in NASA Glenn Research Center's CE-5B optically accessible flame tube facility. The CE-5B facility provides inlet air temperatures and pressures similar to the actual operating conditions of real aircraft engines. The laser absorption measurements were performed using an infrared 3.39 micron HeNe laser in conjunction with a visible HeNe laser for liquid droplet scattering compensation.

Effects of Alumina Nano Metal Oxide Blended Palm Stearin Methyl Ester Bio-Diesel on Direct Injection Diesel Engine Performance and Emissions

NASA Astrophysics Data System (ADS)

Krishna, K.; Kumar, B. Sudheer Prem; Reddy, K. Vijaya Kumar; Charan Kumar, S.; Kumar, K. Ravi

2017-08-01

The Present Investigation was carried out to study the effect of Alumina Metal Oxide (Al2O3) Nano Particles as additive for Palm Stearin Methyl Ester Biodiesel (B 100) and their blends as an alternate fuel in four stroke single cylinder water cooled, direct injection diesel engine. Alumina Nano Particles has high calorific value and relatively high thermal conductivity (30-1 W m K-1) compare to diesel, which helps to promote more combustion in engines due to their higher thermal efficiency. In the experimentation Al2O3 were doped in various proportions with the Palm Stearin Methyl Ester Biodiesel (B-100) using an ultrasonicator and a homogenizer with cetyl trimethyl ammonium bromide (CTAB) as the cationic surfactant. The test were performed on a Kirsloskar DI diesel engine at constant speed of 1500 rpm using different Nano Biodiesel Fuel blends (psme+50 ppm, psme+150 ppm, and psme+200 ppm) and results were compared with those of neat conventional diesel and Palm Stearin Methyl Ester Bio diesel. It was observed that for Nano Biodiesel Fuel blend (psme+50ppm) there is an significant reduction in carbon monoxide (CO) emissions and Nox emissions compared to diesel and the brake thermal efficiency for (psme+50ppm) was almost same as diesel.

Intelligent Propulsion System Foundation Technology: Summary of Research

NASA Technical Reports Server (NTRS)

2008-01-01

The purpose of this cooperative agreement was to develop a foundation of intelligent propulsion technologies for NASA and industry that will have an impact on safety, noise, emissions, and cost. These intelligent engine technologies included sensors, electronics, communications, control logic, actuators, smart materials and structures, and system studies. Furthermore, this cooperative agreement helped prepare future graduates to develop the revolutionary intelligent propulsion technologies that will be needed to ensure pre-eminence of the U.S. aerospace industry. This Propulsion 21 - Phase 11 program consisted of four primary research areas and associated work elements at Ohio universities: 1.0 Turbine Engine Prognostics, 2.0 Active Controls for Emissions and Noise Reduction, 3.0 Active Structural Controls and Performance, and 4.0 System Studies and Integration. Phase l, which was conducted during the period August 1, 2003, through September 30, 2004, has been reported separately.

Capital requirements and fuel-cycle energy and emissions impacts of potential PNGV fuels.

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

Johnson, L.; Mintz, M.; Singh, M.

1999-03-11

Our study reveals that supplying gasoline-equivalent demand for the low-market-share scenario requires a capital investment of less thanmore » $$40 billion for all fuels except H{sub 2}, which will require a total cumulative investment of $$150 billion. By contrast, cumulative capital investments under the high-market-share scenario are $50 billion for LNG, $90 billion for ethanol, $100 billion for methanol, $160 billion for CNG and DME, and $560 billion for H{sub 2}. Although these substantial capital requirements are spread over many years, their magnitude could pose a challenge to the widespread introduction of 3X vehicles. Fossil fuel use by US light-duty vehicles declines significantly with introduction of 3X vehicles because of fuel-efficiency improvements for 3X vehicles and because of fuel substitution (which applies to the nonpetroleum-fueled alternatives). Petroleum use for light-duty vehicles in 2030 is reduced by as much as 45% relative to the reference scenario. GHG emissions follow a similar pattern. Total GHG emissions decline by 25-30% with most of the propulsion system/fuel alternatives. For those using renewable fuels (i.e., ethanol and H{sub 2} from solar energy), GHG emissions drop by 33% (H{sub 2}) and 45% (ethanol). Among urban air pollutants, urban NOX emissions decline slightly for 3X vehicles using CIDI and SIDI engines and drop substantially for fuel-cell vehicles. Urban CO emissions decline for CIDI and FCV alternatives, while VOC emissions drop significantly for all alternatives except RFG-, methanol-, and ethanol-fueled SIDI engines. With the exception of CIDI engines fueled by RFD, FT50, or B20 (which increase urban PM{sub 10} emissions by over 30%), all propulsion system/fuel alternatives reduce urban PM{sub 10} emissions. Reductions are approximately 15-20% for fuel cells and for methanol-, ethanol-, CNG-, or LPG-fueled SIDI engines. Table 3 qualitatively summarizes impacts of the 13 alternatives on capital requirements and on energy use and emissions relative to the reference scenario. The table clearly shows the trade-off between costs and benefits. For example, while H{sub 2} FCVs have the greatest incremental capital needs, they offer the largest energy and emissions benefits. On the basis of the cost and benefit changes shown, methanol and gasoline FCVs appear to have particularly promising benefits-to-costs ratios.« less

Effects of hydrotreated vegetable oil on emissions of aerosols and gases from light-duty and medium-duty older technology engines.

PubMed

Bugarski, Aleksandar D; Hummer, Jon A; Vanderslice, Shawn

2016-01-01

This study was conducted to assess the potential of hydrotreated vegetable oil renewable diesel (HVORD) as a control strategy to reduce exposure of workers to diesel aerosols and gases. The effects of HVORD on criteria aerosol and gaseous emissions were compared with those of ultralow sulfur diesel (ULSD). The results of comprehensive testing at four steady-state conditions and one transient cycle were used to characterize the aerosol and gaseous emissions from two older technology engines: (1) a naturally aspirated mechanically controlled and (2) a turbocharged electronically controlled engine. Both engines were equipped with diesel oxidation catalytic converters (DOCs). For all test conditions, both engines emitted measurably lower total mass concentrations of diesel aerosols, total carbon, and elemental carbon when HVORD was used in place of ULSD. For all test conditions, the reductions in total mass concentrations were more substantial for the naturally aspirated than for the turbocharged engine. In the case of the naturally aspirated engine, HVORD also favorably affected total surface area of aerosols deposited in the alveolar region of human lungs (TSAADAR) and the total number concentrations of aerosols. In the case of the turbocharged electronically controlled engine, for some of the test conditions HVORD adversely affected the TSAADAR and total number concentrations of aerosols. In the majority of the test cases involving the naturally aspirated mechanically controlled engine, HVORD favorably affected carbon dioxide (CO2), nitrogen oxides (NOX), and nitric oxide (NO) concentrations, but adversely affected NO2 and total hydrocarbon concentrations, while the effects of the fuels on carbon monoxide (CO) concentrations were masked by the effects of DOC. In the case of the turbocharged electronically controlled engine, the CO2, CO, NOX, NO, and total hydrocarbon concentrations were generally lower when HVORD was used in place of ULSD. The effects of the fuels on NO2 concentrations were masked by the more prominent effects of DOC.

Effects of hydrotreated vegetable oil on emissions of aerosols and gases from light-duty andmedium-duty older technology engines

PubMed Central

Bugarski, Aleksandar D.; Hummer, Jon A.; Vanderslice, Shawn

2017-01-01

This study was conducted to assess the potential of hydrotreated vegetable oil renewable diesel (HVORD) as a control strategy to reduce exposure of workers to diesel aerosols and gases. The effects of HVORD on criteria aerosol and gaseous emissions were compared with those of ultralow sulfur diesel (ULSD). The results of comprehensive testing at four steady-state conditions and one transient cycle were used to characterize the aerosol and gaseous emissions from two older technology engines: (1) a naturally aspirated mechanically controlled and (2) a turbocharged electronically controlled engine. Both engines were equipped with diesel oxidation catalytic converters (DOCs). For all test conditions, both engines emitted measurably lower total mass concentrations of diesel aerosols, total carbon, and elemental carbon when HVORD was used in place of ULSD. For all test conditions, the reductions in total mass concentrations were more substantial for the naturally aspirated than for the turbocharged engine. In the case of the naturally aspirated engine, HVORD also favorably affected total surface area of aerosols deposited in the alveolar region of human lungs (TSAADAR) and the total number concentrations of aerosols. In the case of the turbocharged electronically controlled engine, for some of the test conditions HVORD adversely affected the TSAADAR and total number concentrations of aerosols. In the majority of the test cases involving the naturally aspirated mechanically controlled engine, HVORD favorably affected carbon dioxide (CO2), nitrogen oxides (NOX), and nitric oxide (NO) concentrations, but adversely affected NO2 and total hydrocarbon concentrations, while the effects of the fuels on carbon monoxide (CO) concentrations were masked by the effects of DOC. In the case of the turbocharged electronically controlled engine, the CO2, CO, NOX, NO, and total hydrocarbon concentrations were generally lower when HVORD was used in place of ULSD. The effects of the fuels on NO2 concentrations were masked by the more prominent effects of DOC. PMID:26588029

Experimental study on the particulate matter and nitrogenous compounds from diesel engine retrofitted with DOC+CDPF+SCR

NASA Astrophysics Data System (ADS)

Zhang, Yunhua; Lou, Diming; Tan, Piqiang; Hu, Zhiyuan

2018-03-01

The increasingly stringent emission regulations will mandate the retrofit of after-treatment devices for in-use diesel vehicles, in order to reduce their substantial particulate matter and nitrogen oxides (NOX) emissions. In this paper, a combination of DOC (diesel oxidation catalyst), CDPF (catalytic diesel particulate filter) and SCR (selective catalytic reduction) retrofit for a heavy-duty diesel engine was employed to perform experiment on the engine test bench to evaluate the effects on the particulate matter emissions including particle number (PN), particle mass (PM), particle size distributions and nitrogenous compounds emissions including NOX, nitrogen dioxide (NO2)/NOX, nitrous oxide (N2O) and ammonia (NH3) slip. In addition, the urea injection was also of our concern. The results showed that the DOC+CDPF+SCR retrofit almost had no adverse effect on the engine power and fuel consumption. Under the test loads, the upstream DOC and CDPF reduced the PN and PM by an average of 91.6% and 90.9%, respectively. While the downstream SCR brought about an average decrease of 85% NOX. Both PM and NOX emission factors based on this retrofit were lower than China-Ⅳ limits (ESC), and even lower than China-Ⅴ limits (ESC) at medium and high loads. The DOC and CDPF changed the particle size distributions, leading to the increase in the proportion of accumulation mode particles and the decrease in the percentage of nuclear mode particles. This indicates that the effect of DOC and CDPF on nuclear mode particles was better than that of accumulation mode ones. The upstream DOC could increase the NO2/NOX ratio to 40%, higher NO2/NOX ratio improved the efficiency of CDPF and SCR. Besides, the N2O emission increased by an average of 2.58 times after the retrofit and NH3 slip occurred with the average of 26.7 ppm. The rate of urea injection was roughly equal to 8% of the fuel consumption rate. The DOC+CDPF+SCR retrofit was proved a feasible and effective measurement in terms of reducing particulate emissions and NOX simultaneously for in-use engine. However, it also resulted in higher N2O emission, NH3 slip as well as urea injecting strategy problem which should be of further concern.

A Comprehensive Review of Effect of Biodiesel Additives on Properties, Performance, and Emission

NASA Astrophysics Data System (ADS)

Madiwale, S.; Karthikeyan, A.; Bhojwani, V.

2017-05-01

Objectives:- To presents the literature review on effect of biodiesel additives on properties, performance and on emission. Method:-In the current paper reviews are taken from previous years paper which necessitates the need of addition of additives in the blends of biodiesel and studied the its effect on properties, performance and emissions. Emissions from the diesel powered vehicles mostly damaged the earth’s environment and also increased the overall earth’s temperature. This attracts the need of alternative fuels in the field of transportation sector. Past inventions and research showed that Biodiesel can be used as an alternative fuel for the diesel engine. Biodiesel have good combustion characteristics because of their long chain hydrocarbon structure. However biodiesel possesses few disadvantages such as lower heating value, higher flow ability, much high density and not able to flow at low temperature. Higher rate of fuel consumption is identified and higher level of NOx emissions when biodiesel used in an engine as an alternative fuels. Findings:-Different additives such as antioxidants, improvers for cetane number, cold flow properties improver, etc were investigated by the many researcher and scientists and added in the different feedstock of biodiesel or blends of biodiesel with diesel in different proportions. Directly or indirectly fuel additives can improve the reduction in the emissions, improve the fuel economy, and reduce the dependency of the one’s nation on other. Performances of biodiesel vehicles were drastically improved because of additioninthe blends of biodiesel with diesel fuel in specific percentages to meet the international emission standards. Addition of additives in the biodiesel or in the blends of biodiesel basically changes the high temperature and low temperature flow properties of blends of biodiesel. Current paper finds and compares properties of different additives and its effect on blends of biodiesel properties, performance and on emissions from diesel engines. Improvement:-This paper presents the literature review on effect of biodiesel additives on properties, performance and on emission.

NOx emissions from Euro IV busses with SCR systems associated with urban, suburban and freeway driving patterns.

PubMed

Fu, Mingliang; Ge, Yunshan; Wang, Xin; Tan, Jianwei; Yu, Linxiao; Liang, Bin

2013-05-01

NOx and particulate matter (PM) emissions from heavy-duty diesel vehicles (HDVs) have become the most important sources of pollutants affecting urban air quality in China. In recent years, a series of emission control strategies and diesel engine polices have been introduced that require advanced emission control technology. China and Europe mostly have used Selective Catalytic Reduction (SCR) with urea to meet the Euro IV diesel engine emission standard. In this study, two Euro IV busses with SCR were tested by using potable emission measurement system (PEMS) to assess NOx emissions associated with urban, suburban and freeway driving patterns. The results indicated that with the SCR system, the urea injection time for the entire driving period increased with higher vehicle speed. For freeway driving, the urea injection time covered 71%-83% of the driving period; the NOx emission factors from freeway driving were lower than those associated with urban and suburban driving. Unfortunately, the NOx emission factors were 2.6-2.8-, 2.3-2.7- and 2.2-2.3-fold higher than the Euro IV standard limits for urban, suburban and freeway driving, respectively; NOx emission factors (in g/km and g/(kW·h)) from the original vehicles (without SCR) were higher than their corresponding vehicles with SCR for suburban and freeway driving. Compared with the IVE model results, the measured NOx emission factors were 1.60-1.16-, 1.77-1.27-, 2.49-2.44-fold higher than the NOx predicted by the IVE model for urban and suburban driving, respectively. Thus, an adjustment of emission factors is needed to improve the estimation of Euro IV vehicle emissions in China. Copyright © 2013 Elsevier B.V. All rights reserved.

Air quality impacts of distributed energy resources implemented in the northeastern United States.

PubMed

Carreras-Sospedra, Marc; Dabdub, Donald; Brouwer, Jacob; Knipping, Eladio; Kumar, Naresh; Darrow, Ken; Hampson, Anne; Hedman, Bruce

2008-07-01

Emissions from the potential installation of distributed energy resources (DER) in the place of current utility-scale power generators have been introduced into an emissions inventory of the northeastern United States. A methodology for predicting future market penetration of DER that considers economics and emission factors was used to estimate the most likely implementation of DER. The methodology results in spatially and temporally resolved emission profiles of criteria pollutants that are subsequently introduced into a detailed atmospheric chemistry and transport model of the region. The DER technology determined by the methodology includes 62% reciprocating engines, 34% gas turbines, and 4% fuel cells and other emerging technologies. The introduction of DER leads to retirement of 2625 MW of existing power plants for which emissions are removed from the inventory. The air quality model predicts maximum differences in air pollutant concentrations that are located downwind from the central power plants that were removed from the domain. Maximum decreases in hourly peak ozone concentrations due to DER use are 10 ppb and are located over the state of New Jersey. Maximum decreases in 24-hr average fine particulate matter (PM2.5) concentrations reach 3 microg/m3 and are located off the coast of New Jersey and New York. The main contribution to decreased PM2.5 is the reduction of sulfate levels due to significant reductions in direct emissions of sulfur oxides (SO(x)) from the DER compared with the central power plants removed. The scenario presented here represents an accelerated DER penetration case with aggressive emission reductions due to removal of highly emitting power plants. Such scenario provides an upper bound for air quality benefits of DER implementation scenarios.

Cities in the developing world: agenda for action following Habitat II.

PubMed

Annez, P; Friendly, A

1996-12-01

This article discusses the issue of priorities in development in urban centers of developing countries. Urbanization is advancing rapidly in the developing world. There are needs for adequate infrastructure, environmental protection, and fiscal reform. Development can result in a reduction in poverty, if properly conducted. By the turn of the century, 8 of the world's 10 megacities will be located in developing countries. There are already the megacities of Mexico City, Sao Paulo, Bombay, Calcutta, and Shanghai. By 2015 there will be 27 megacities, and urban population in developing countries will amount to over 4 billion. By 2020, 50% of total population in developing countries and 80% of total population in Latin America will be urban, of which 25% will live in poverty. Economic progress is at risk if cities cannot develop effective roads and transportation systems, public transportation, communications, sanitation services, and adequate shelters. The City Summit was held in June 1996 in Istanbul. The World Bank announced priorities for funding of urban health initiatives for reducing lead and particulate emissions, for providing sanitation and clean water to slum areas, and for securing sustainable, business-like city finances. The World Bank, the City Summit's Global Plan of Action, and Parliamentarians for Global Action support the reduction of lead emissions from gasoline and air. Cost-effective approaches include refitting public transportation vehicles with cleaner-burning engines or engines relying on natural gas, reducing emissions from industrial and power plants, and shifting domestic fuel sources from coal to natural gas. The World Bank in Slovenia and Beijing is financially supporting this household conversion. Reductions in soot and dust levels reduce public health costs, lost work time due to illness, and mortality. The cost to the poor for basic services is too high. Decentralization, community involvement, and cost sharing are viable options.

Idling Reduction for Emergency and Other Service Vehicles

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

None

2015-05-07

This is a fact sheet about reducing idling for emergency and service vehicles. Emergency vehicles, such as police cars, ambulances, and fire trucks, along with other service vehicles such as armored cars, are often exempt from laws that limit engine idling. However, these vehicles can save fuel and reduce emissions with technologies that allow them to perform vital services without idling.

Method for treating engine exhaust by use of hydrothermally stable, low-temperature NO.sub.x reduction NH3-SCR catalysts

DOEpatents

Narula, Chaitanya K.; Yang, Xiaofan

2017-07-04

A catalyst composition includes a heterobimetallic zeolite characterized by a chabazite structure loaded with copper ions and at least one trivalent metal ion other than Al.sup.3+. The catalyst composition decreases NO.sub.x emissions in diesel exhaust and is suitable for operation in a catalytic converter.

NASA's Aeronautics Vision

NASA Technical Reports Server (NTRS)

Tenney, Darrel R.

2004-01-01

Six long-term technology focus areas are: 1. Environmentally Friendly, Clean Burning Engines. Focus: Develop innovative technologies to enable intelligent turbine engines that significantly reduce harmful emissions while maintaining high performance and increasing reliability. 2. New Aircraft Energy Sources and Management. Focus: Discover new energy sources and intelligent management techniques directed towards zero emissions and enable new vehicle concepts for public mobility and new science missions. 3. Quiet Aircraft for Community Friendly Service. Focus: Develop and integrate noise reduction technology to enable unrestricted air transportation service to all communities. 4. Aerodynamic Performance for Fuel Efficiency. Focus: Improve aerodynamic efficiency,structures and materials technologies, and design tools and methodologies to reduce fuel burn and minimize environmental impact and enable new vehicle concepts and capabilities for public mobility and new science missions. 5. Aircraft Weight Reduction and Community Access. Focus: Develop ultralight smart materials and structures, aerodynamic concepts, and lightweight subsystems to increase vehicle efficiency, leading to high altitude long endurance vehicles, planetary aircraft, advanced vertical and short takeoff and landing vehicles and beyond. 6. Smart Aircraft and Autonomous Control. Focus: Enable aircraft to fly with reduced or no human intervention, to optimize flight over multiple regimes, and to provide maintenance on demand towards the goal of a feeling, seeing, sensing, sentient air vehicle.

Energy technologies evaluated against climate targets using a cost and carbon trade-off curve.

PubMed

Trancik, Jessika E; Cross-Call, Daniel

2013-06-18

Over the next few decades, severe cuts in emissions from energy will be required to meet global climate-change mitigation goals. These emission reductions imply a major shift toward low-carbon energy technologies, and the economic cost and technical feasibility of mitigation are therefore highly dependent upon the future performance of energy technologies. However, existing models do not readily translate into quantitative targets against which we can judge the dynamic performance of technologies. Here, we present a simple, new model for evaluating energy-supply technologies and their improvement trajectories against climate-change mitigation goals. We define a target for technology performance in terms of the carbon intensity of energy, consistent with emission reduction goals, and show how the target depends upon energy demand levels. Because the cost of energy determines the level of adoption, we then compare supply technologies to one another and to this target based on their position on a cost and carbon trade-off curve and how the position changes over time. Applying the model to U.S. electricity, we show that the target for carbon intensity will approach zero by midcentury for commonly cited emission reduction goals, even under a high demand-side efficiency scenario. For Chinese electricity, the carbon intensity target is relaxed and less certain because of lesser emission reductions and greater variability in energy demand projections. Examining a century-long database on changes in the cost-carbon space, we find that the magnitude of changes in cost and carbon intensity that are required to meet future performance targets is not unprecedented, providing some evidence that these targets are within engineering reach. The cost and carbon trade-off curve can be used to evaluate the dynamic performance of existing and new technologies against climate-change mitigation goals.

P and W propulsion systems studies results/status

NASA Technical Reports Server (NTRS)

Smith, Martin G., Jr.; Champagne, George A.

1992-01-01

The topics covered include the following: Pratt and Whitney (P&W) propulsion systems studies - NASA funded efforts to date; P&W engine concepts; P&W combustor focus - rich burn quick quench (RBQQ) concept; mixer ejector nozzle concept - large flow entrainment reduces jet noise; technology impact on NO(x) emissions - mature RBQQ combustor reduces NO(x) up to 85 percent; technology impact on sideline noise characteristics of Mach 2.4 turbine bypass engines (TBE's) - 600 lb/sec airflow size; technology impact on takeoff gross weight (TOGW) - provides up to 12 percent TOGW reduction; HSCT quiet engine concepts; TBE inlet valve/ejector nozzle concept schematic; mixed flow turbofan study; and exhaust nozzle conceptual design.

Review of jet engine emissions

NASA Technical Reports Server (NTRS)

Grobman, J. S.

1972-01-01

A review of the emission characteristics of jet engines is presented. The sources and concentrations of the various constituents in the engine exhaust and the influence of engine operating conditions on emissions are discussed. Cruise emissions to be expected from supersonic engines are compared with emissions from subsonic engines. The basic operating principles of the gas turbine combustor are reviewed together with the effects of combustor operating conditions on emissions. The performance criteria that determine the design of gas turbine combustors are discussed. Combustor design techniques are considered that may be used to reduce emissions.

Heavy vehicle propulsion system materials program: Semiannual progress report, April 1996--September 1996

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

Johnson, D.R.

1997-04-01

The purpose of the Heavy Vehicle Propulsion System Materials Program is the development of materials: ceramics, intermetallics, metal alloys, and metal and ceramic coatings, to support the dieselization of class 1-3 trucks to realize a 35% fuel-economy improvement over current gasoline-fueled trucks and to support commercialization of fuel-flexible LE-55 low-emissions, high-efficiency diesel engines for class 7-8 trucks. The Office of Transportation Technologies, Office of Heavy Vehicle Technologies (OTT OHVT) has an active program to develop the technology for advanced LE-55 diesel engines with 55% efficiency and low emissions levels of 2.0 g/bhp-h NO{sub x} and 0.05 g/bhp-h particulates. The goalmore » is also for the LE-55 engine to run on natural gas with efficiency approaching that of diesel fuel. The LE-55 program is being completed in FY 1997 and, after approximately 10 years of effort, has largely met the program goals of 55% efficiency and low emissions. However, the commercialization of the LE-55 technology requires more durable materials than those that have been used to demonstrate the goals. Heavy Vehicle Propulsion System Materials will, in concert with the heavy duty diesel engine companies, develop the durable materials required to commercialize the LE-55 technologies. OTT OHVT also recognizes a significant opportunity for reduction in petroleum consumption by dieselization of pickup trucks, vans, and sport utility vehicles. Application of the diesel engine to class 1, 2, and 3 trucks is expected to yield a 35% increase in fuel economy per vehicle. The foremost barrier to diesel use in this market is emission control. Once an engine is made certifiable, subsequent challenges will be in cost; noise, vibration, and harshness (NVH); and performance. Separate abstracts have been submitted to the database for contributions to this report.« less

2001 NASA Seal/secondary Air System Workshop, Volume 1. Volume 1

NASA Technical Reports Server (NTRS)

Steinetz, Bruce M. (Editor); Hendricks, Robert C. (Editor)

2002-01-01

The 2001 NASA Seal/Secondary Air System Workshop covered the following topics: (i) overview of NASA's Vision for 21st Century Aircraft; (ii) overview of NASA-sponsored Ultra-Efficient Engine Technology (UEET); (iii) reviews of sealing concepts, test results, experimental facilities, and numerical predictions; and (iv) reviews of material development programs relevant to advanced seals development. The NASA UEET overview illustrates for the reader the importance of advanced technologies, including seals, in meeting future turbine engine system efficiency and emission goals. The NASA UEET program goals include an 8-to 15-percent reduction in fuel burn, a 15-percent reduction in CO2, a 70-percent reduction in NOx, CO, and unburned hydrocarbons, and a 30-dB noise reduction relative to program baselines. The workshop also covered several programs NASA is funding to investigate advanced reusable space vehicle technologies (X-38) and advanced space ram/scramjet propulsion systems. Seal challenges posed by these advanced systems include high-temperature operation, resiliency at the operating temperature to accommodate sidewall flexing, and durability to last many missions.

Emissions During and Real-world Frequency of Heavy-duty Diesel Particulate Filter Regeneration.

PubMed

Ruehl, Chris; Smith, Jeremy D; Ma, Yilin; Shields, Jennifer Erin; Burnitzki, Mark; Sobieralski, Wayne; Ianni, Robert; Chernich, Donald J; Chang, M-C Oliver; Collins, John Francis; Yoon, Seungju; Quiros, David; Hu, Shaohua; Dwyer, Harry

2018-05-15

Recent tightening of particulate matter (PM) emission standards for heavy-duty engines has spurred the widespread adoption of diesel particulate filters (DPFs), which need to be regenerated periodically to remove trapped PM. The total impact of DPFs therefore depends not only on their filtering efficiency during normal operation, but also on the emissions during and the frequency of regeneration events. We performed active (parked and driving) and passive regenerations on two heavy-duty diesel vehicles (HDDVs), and report the chemical composition of emissions during these events, as well as the efficiency with which trapped PM is converted to gas-phase products. We also collected activity data from 85 HDDVs to determine how often regeneration occurs during real-world operation. PM emitted during regeneration ranged from 0.2 to 16.3 g, and the average time and distance between real-world active regenerations was 28.0 h and 599 miles. These results indicate that regeneration of real-world DPFs does not substantially offset the reduction of PM by DPFs during normal operation. The broad ranges of regeneration frequency per truck (3-100 h and 23-4078 miles) underscore the challenges in designing engines and associated aftertreatments that reduce emissions for all real-world duty cycles.

Exhaust gas ignition

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

NONE

1996-04-01

This article describes a system developed for rapid light-off of underbody catalysts that has shown potential to meet Euro Stage III emissions targets and to be more cost-effective than some alternatives. Future emissions legislation will require SI engine aftertreatment systems to approach full operating efficiency within the first few seconds after starting to reduce the high total-emissions fraction currently contributed by the cold phase of driving. A reduction of cold-start emissions during Phase 1 (Euro) or Bag 1 (FTP), which in many cases can be as much as 80% of the total for the cycle, has been achieved by electricalmore » heating of the catalytic converter. But electrically heated catalyst (EHC) systems require high currents (100--200 A) to heat the metallic substrate to light-off temperatures over the first 15--20 seconds. Other viable approaches to reducing cold-start emissions include use of a fuel-powered burner upstream of the catalyst. However, as with EHC, the complexity of parts and the introduction of raw fuel into the exhaust system make this device unsatisfactory. Still another approach, an exhaust gas ignition (EGI) system, was first demonstrated in 1991. The operation of a system developed by engineers at Ford Motor Co., Ltd., Cambustion Ltd., and Tickford Ltd. is described here.« less

Recent GRC Aerospace Technologies Applicable to Terrestrial Energy Systems

NASA Technical Reports Server (NTRS)

Kankam, David; Lyons, Valerie J.; Hoberecht, Mark A.; Tacina, Robert R.; Hepp, Aloysius F.

2000-01-01

This paper is an overview of a wide range of recent aerospace technologies under development at the NASA Glenn Research Center, in collaboration with other NASA centers, government agencies, industry and academia. The focused areas are space solar power, advanced power management and distribution systems, Stirling cycle conversion systems, fuel cells, advanced thin film photovoltaics and batteries, and combustion technologies. The aerospace-related objectives of the technologies are generation of space power, development of cost-effective and reliable, high performance power systems, cryogenic applications, energy storage, and reduction in gas-turbine emissions, with attendant clean jet engines. The terrestrial energy applications of the technologies include augmentation of bulk power in ground power distribution systems, and generation of residential, commercial and remote power, as well as promotion of pollution-free environment via reduction in combustion emissions.

Effect of engine load and biogas flow rate to the performance of a compression ignition engine run in dual-fuel (dieselbiogas) mode

NASA Astrophysics Data System (ADS)

Ambarita, H.

2018-02-01

The Government of Indonesia (GoI) has released a target on reduction Green Houses Gases emissions (GHG) by 26% from level business-as-usual by 2020, and the target can be up to 41% by international supports. In the energy sector, this target can be reached effectively by promoting fossil fuel replacement or blending with biofuel. One of the potential solutions is operating compression ignition (CI) engine in dual-fuel (diesel-biogas) mode. In this study effects of engine load and biogas flow rate on the performance and exhaust gas emissions of a compression ignition engine run in dual-fuel mode are investigated. In the present study, the used biogas is refined with methane content 70% of volume. The objectives are to explore the optimum operating condition of the CI engine run in dual-fuel mode. The experiments are performed on a four-strokes CI engine with rated output power of 4.41 kW. The engine is tested at constant speed 1500 rpm. The engine load varied from 600W to 1500W and biogas flow rate varied from 0 L/min to 6 L/min. The results show brake thermal efficiency of the engine run in dual-fuel mode is better than pure diesel mode if the biogas flow rates are 2 L/min and 4 L/min. It is recommended to operate the present engine in a dual-fuel mode with biogas flow rate of 4 L/min. The consumption of diesel fuel can be replaced up to 50%.

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

Johnson, R.D.

The purpose of the Heavy Vehicle Propulsion System Materials Program is the development of materials: ceramics, intermetallics, metal alloys, and metal and ceramic coatings, to support the dieselization of class 1-3 trucks to realize a 35% fuel-economy improvement over current gasoline-fueled trucks and to support commercialization of fuel-flexible LE-55 low-emissions, high-efficiency diesel engines for class 7-8 trucks. The Office of Transportation Technologies, Office of Heavy Vehicle Technologies (OIT OHVT) has an active program to develop the technology for advanced LE-55 diesel engines with 55% efficiency and low emissions levels of 2.0 g/bhp-h NOX and 0.05 g/bhp-h particulate. The goal ismore » also for the LE-55 engine to run on natural gas with efficiency approaching that of diesel fuel. The LE-55 program is being completed in FY 1997 and, after approximately 10 years of effort, has largely met the program goals of 55% efficiency and low emissions. However, the commercialization of the LE-55 technology requires more durable materials than those that have been used to demonstrate the goals. Heavy Vehicle Propulsion System Materials will, in concert with the heavy duty diesel engine companies, develop the durable materials required to commercialize the LE-55 technologies. OIT OHVT also recognizes a significant opportunity for reduction in petroleum consumption by dieselization of pickup trucks, vans, and sport utility vehicles. Application of the diesel engine to class 1,2, and 3 trucks is expected to yield a 35% increase in fuel economy per vehicle. The foremost barrier to diesel use in this market is emission control. Once an engine is made certifiable, subsequent challenges will be in cost; noise, vibration, and harshness (NVH); and performance. The design of advanced components for high-efficiency diesel engines has, in some cases, pushed the performance envelope for materials of construction past the point of reliable operation. Higher mechanical and tribological stresses and higher temperatures of advanced designs limit the engine designer; advanced materials allow the design of components that may operate reliably at higher stresses and temperatures, thus enabling more efficient engine designs. Advanced materials also offer the opportunity to improve the emissions, NVH, and performance of diesel engines for pickup trucks, vans, and sport utility vehicles. The principal areas of research are: (1) Cost Effective High Performance Materials and Processing; (2) Advanced Manufacturing Technology; (3)Testing and Characterization; and (4) Materials and Testing Standards.« less