Development of a High-Temperature Subtractive Analyzer for Hydrocarbons

This paper discusses the development of a high-temperature subtractive analyzer for separating the hydrocarbons present in gaseous mixtures into two categories— reactive hydrocarbons and unreactive hydrocarbons. The analyzer utilizes the ability of selected substances to absorb certain groups of hydrocarbons and their derivatives from a gas mixture and is designed for operation with a flame ion-ization detector. The body of information presented in this paper is directed to individuals concerned with the analysis of the exhaust gases of gas turbine engines or other combustion sources as stationary power plants. The analyzer grew out of an investigation of a previously reported subtractive analyzer system which operates at ambient temperature. Current state-of-the-art requirements for the accurate determination of total hydrocarbons at the concentrations present in turbine exhaust gases necessitate that sampling and measurements be conducted at elevated temperatures (325-375°F), rather than ambient temperature, to reduce or eliminate condensation and wall adsorption sampling errors. To fulfill this requirement, the sampling lines and flame ionization detector must be heated. After tests determined that the previously reported scrubber system would not remove the same hydrocarbons at elevated temperature levels as it did at ambient temperatures, an investigation of the effectiveness of various absorbents at elevated temperatures was conducted. This led to the development and test of the high-temperature subtractive analyzer concept discussed in this report. In its final form, one path of this unit contains no absorbent, the second contains a column of concentrated H₂SO₄ on Ultraport and a column containing PdSO₄ and H₂SO₄ on Ultraport. The two columns are connected in series. The absorbents remove olefins, aromatics, acetylene, and oxygenated hydrocarbons but pass paraffins. As the final step in this program, a comparison of the two subtractive analyzers was made using the exhaust from a gas turbine combustion system.     

Methods of Organic Solvent Analyses Used in Los Angeles

The Los Angeles County Air Pollution Control District has enacted a solvent law termed Rule 66. It places limitations on both solvent emissions and formulations used within its jurisdiction. Two types of analytical procedures were developed in conjunction with the rule. For emissions, a total combustion method is used whereby organic source vapors are catalytically converted to CO₂ and reported in terms of carbon content. For liquid formulations, a column chromatographic screening analysis is first performed to measure categories of compounds: oxygenates, aromatics, olefins, and paraffins. This helps to select the starting conditions for the lengthier GC procedure which provides the ultimate analysis of individual compounds.     

Wind Dispersion: A Program for the Texas Instruments 59 Calculator

Simultaneous measurements of individual hydrocarbons and individual carbonyls were carried out at a downtown Los Angeles location. Concentrations are presented for 50 compounds in morning air samples. While paraffins (C ≥ 4) were a major hydrocarbon subclass on a ppmC basis, higher aromatics (C ≥ 8) were the major component when taking reactivity considerations into account. Comparison of the results with emission inventory data showed good agreement for many hydrocarbons and for paraffins as a subclass. Measured olefins and aromatics concentrations were substantially lower and higher, respectively, than those expected from inventory data.     

Real-World Energy Use and Emission Rates for Idling Long-Haul Trucks and Selected Idle Reduction Technologies

Abstract

Long-haul freight trucks typically idle for 2000 or more hours per year, motivating interest in reducing idle fuel use and emissions using auxiliary power units (APUs) and shore-power (SP). Fuel-use rates are estimated based on electronic control unit (ECU) data for truck engines and measurements for APU engines. Engine emission factors were measured using a portable emission measurement system. Indirect emissions from SP were based on average utility grid emission factors. Base engine fuel use and APU and SP electrical load were analyzed for 20 trucks monitored for more than 1 yr during 2.76 million mi of activity within 42 U.S. states. The average base engine fuel use varied from 0.46 to 0.65 gal/hr. The average APU fuel use varied from 0.24 to 0.41 gal/hr. Fuel-use rates are typically lowest in mild weather, highest in hot or cold weather, and depend on engine speed (revolutions per minute [RPM]). Compared with the base engine, APU fuel use and emissions of carbon dioxide (CO₂) and sulfur dioxide (SO₂) are lower by 36–47%. Oxides of nitrogen (NO_x) emissions are lower by 80–90%. Reductions in particulate matter (PM), carbon monoxide (CO), and hydrocarbon emissions vary from approximately 10 to over 50%. SP leads to more substantial reductions, except for SO₂. The actual achievable reductions will be lower because only a fraction of base engine usage will be replaced by APUs, SP, or both. Recommendations are made for reducing base engine fuel use and emissions, accounting for variability in fuel use and emissions reductions, and further work to quantify real-world avoided fuel use and emissions.     

Characterization of particulate matter and gaseous emissions of a C-130H aircraft

The gaseous and nonvolatile particulate matter (PM) emissions of two T56-A-15 turboprop engines of a C-130H aircraft stationed at the 123rd Airlift Wing in the Kentucky Air National Guard were characterized. The emissions campaign supports the Strategic Environmental Research and Development Program (SERDP) project WP-1401 to determine emissions factors from military aircraft. The purpose of the project is to develop a comprehensive emissions measurement program using both conventional and advanced techniques to determine emissions factors of pollutants, and to investigate the spatial and temporal evolutions of the exhaust plumes from fixed and rotating wing military aircraft. Standard practices for the measurement of gaseous emissions from aircraft have been well established; however, there is no certified methodology for the measurement of aircraft PM emissions. In this study, several conventional instruments were used to physically characterize and quantify the PM emissions from the two turboprop engines. Emissions samples were extracted from the engine exit plane and transported to the analytical instrumentation via heated lines. Multiple sampling probes were used to assess the spatial variation and obtain a representative average of the engine emissions. Particle concentrations, size distributions, and mass emissions were measured using commercially available aerosol instruments. Engine smoke numbers were determined using established Society of Automotive Engineers (SAE) practices, and gaseous species were quantified via a Fourier-transform infrared-based gas analyzer. The engines were tested at five power settings, from idle to take-off power, to cover a wide range of operating conditions. Average corrected particle numbers (PNs) of (6.4-14.3) x 10(7) particles per cm3 and PN emission indices (EI) from 3.5 x 10(15) to 10.0 x 10(15) particles per kg-fuel were observed. The highest PN EI were observed for the idle power conditions. The mean particle diameter varied between 50 nm at idle to 70 nm at maximum engine power. PM mass EI ranged from 1.6 to 3.5 g/kg-fuel for the conditions tested, which are in agreement with previous T56 engine measurements using other techniques. Additional PM data, smoke numbers, and gaseous emissions will be presented and discussed.     

Characterization of Particulate Matter and Gaseous Emissions of a C-130H Aircraft

Abstract

The gaseous and nonvolatile particulate matter (PM) emissions of two T56-A-15 turboprop engines of a C-130H aircraft stationed at the 123rd Airlift Wing in the Kentucky Air National Guard were characterized. The emissions campaign supports the Strategic Environmental Research and Development Program (SERDP) project WP-1401 to determine emissions factors from military aircraft. The purpose of the project is to develop a comprehensive emissions measurement program using both conventional and advanced techniques to determine emissions factors of pollutants, and to investigate the spatial and temporal evolutions of the exhaust plumes from fixed and rotating wing military aircraft. Standard practices for the measurement of gaseous emissions from aircraft have been well established; however, there is no certified methodology for the measurement of aircraft PM emissions. In this study, several conventional instruments were used to physically characterize and quantify the PM emissions from the two turboprop engines. Emissions samples were extracted from the engine exit plane and transported to the analytical instrumentation via heated lines. Multiple sampling probes were used to assess the spatial variation and obtain a representative average of the engine emissions. Particle concentrations, size distributions, and mass emissions were measured using commercially available aerosol instruments. Engine smoke numbers were determined using established Society of Automotive Engineers (SAE) practices, and gaseous species were quantified via a Fourier-transform infrared-based gas analyzer. The engines were tested at five power settings, from idle to take-off power, to cover a wide range of operating conditions. Average corrected particle numbers (PNs) of (6.4–14.3) × 10⁷ particles per cm³ and PN emission indices (EI) from 3.5 × 10¹⁵ to 10.0 × 10¹⁵ particles per kg-fuel were observed. The highest PN EI were observed for the idle power conditions. The mean particle diameter varied between 50 nm at idle to 70 nm at maximum engine power. PM mass EI ranged from 1.6 to 3.5 g/kg-fuel for the conditions tested, which are in agreement with previous T56 engine measurements using other techniques. Additional PM data, smoke numbers, and gaseous emissions will be presented and discussed.     

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

The U.S. Environmental Protection Agency (EPA) established strict regulations for highway diesel engine exhaust emissions of particulate matter (PM) and nitrogen oxides (NO_x) 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 NO_X 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, NO_X, 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.     

Automotive Emissions After Hot and Cold Starts in Summer and Winter

Randomly selected passenger automobiles were driven over a 7.5-mile composite route in Cincinnati, Ohio. Samples of the exhaust gases were collected from each car by means of a proportional sampler and analyzed for gross hydrocarbons, carbon monoxide, carbon dioxide, and oxides of nitrogen. In addition, detailed analysis of the hydrocarbons was made. This included parafins, 1 through 8 carbon, olefins, 2 through 6 carbon, and aromatics, 6 through 10 carbon. This paper compares the differences in these emissions immediately after starting with “cold” engines as opposed to emissions from cars started with engines already warmed up or “hot.” This determination was made under both cold and warm weather conditions. A comparison is also made in air pollutants emitted from cars driven under the summer as opposed to the winter conditions normally encountered in Cincinnati, Ohio.     

Idle Emissions from Heavy-Duty Diesel Vehicles: Review and Recent Data

Abstract

Heavy-duty diesel vehicle idling consumes fuel and reduces atmospheric quality, but its restriction cannot simply be proscribed, because cab heat or air-conditioning provides essential driver comfort. A comprehensive tailpipe emissions database to describe idling impacts is not yet available. This paper presents a substantial data set that incorporates results from the West Virginia University transient engine test cell, the E-55/59 Study and the Gasoline/Diesel PM Split Study. It covered 75 heavy-duty diesel engines and trucks, which were divided into two groups: vehicles with mechanical fuel injection (MFI) and vehicles with electronic fuel injection (EFI). Idle emissions of CO, hydrocarbon (HC), oxides of nitrogen (NO_x), particulate matter (PM), and carbon dioxide (CO₂) have been reported. Idle CO₂ emissions allowed the projection of fuel consumption during idling. Test-to-test variations were observed for repeat idle tests on the same vehicle because of measurement variation, accessory loads, and ambient conditions. Vehicles fitted with EFI, on average, emitted [~20 g/hr of CO, 6 g/hr of HC, 86 g/hr of NO_x, 1 g/hr of PM, and 4636 g/hr of CO₂ during idle. MFI equipped vehicles emitted ~35 g/hr of CO, 23 g/hr of HC, 48 g/hr of NO_x, 4 g/hr of PM, and 4484 g/hr of CO₂, on average, during idle. Vehicles with EFI emitted less idleCO, HC, and PM, which could be attributed to the efficient combustion and superior fuel atomization in EFI systems. Idle NO_x, however, increased with EFI, which corresponds with the advancing of timing to improve idle combustion. Fuel injection management did not have any effect on CO₂ and, hence, fuel consumption. Use of air conditioning without increasing engine speed increased idle CO₂, NO_x, PM, HC, and fuel consumption by 25% on average. When the engine speed was elevated from 600 to 1100 revolutions per minute, CO₂ and NO_x emissions and fuel consumption increased by >150%, whereas PM and HC emissions increased by ~100% and 70%, respectively. Six Detroit Diesel Corp. (DDC) Series 60 engines in engine test cell were found to emit less CO, NO_x, and PM emissions and consumed fuel at only 75%of the level found in the chassis dynamometer data. This is because fan and compressor loads were absent in the engine test cell.     

Analysis of C1, C2, and C10 through C33 particle-phase and semi-volatile organic compound emissions from heavy-duty diesel engines

To meet increasingly stringent regulations for diesel engines, technologies such as combustion strategies, aftertreatment components, and fuel composition have continually evolved. The emissions reduction achieved by individual aftertreatment components using the same engine and fuel has been assessed and published previously (Liu et al., 2008a, Liu et al., 2008b, Liu et al., 2008c). The present study instead adopted a systems approach to evaluate the net effect of the corresponding technologies for model-year 2004 and 2007 engines. The 2004 engine was equipped with an exhaust gas recirculation (EGR) system, while the 2007 engine had an EGR system, a crankcase emissions coalescer, and a diesel particulate filter. The test engines were operated under the transient federal test procedure and samples were collected with a source dilution sampling system designed to stimulate atmospheric cooling and dilution conditions. The samples were analyzed for elemental carbon, organic carbon, and C₁, C₂, and C₁₀ through C₃₃ particle-phase and semi-volatile organic compounds. Of the more than 150 organic species analyzed, the largest portion of the emissions from the 2004 engine consisted of formaldehyde, acetaldehyde, and naphthalene and its derivatives, which were significantly reduced by the 2007 engine and emissions technology. The systems approach in this study simulates the operation of real-world diesel engines, and may provide insight into the future development of integrated engine technology. The results supply updated information for assessing the impact of diesel engine emissions on the chemical processes, radiative properties, and toxic components of the atmosphere.     

Emissions profile from new and in-use handheld, 2-stroke engines

The objective of this study was to characterize exhaust emissions from a series of handheld, 2-stroke small engines. A total of 23 new and used engines from model years 1981–2003 were studied; these engines spanned three phases of emission control (pre-control, phase-1, phase-2). Measured emissions included carbon monoxide (CO), carbon dioxide (CO₂), nitrogen oxides (NO_x), hydrocarbons (HC), fine particulate matter (PM_2.5), and sulfur dioxide (SO₂). Emissions reductions in CO (78%) and HC (52%) were significant between pre-control and phase-2 engines. These reductions can be attributed to improvements in engine design, reduced scavenging losses, and implementation of catalytic exhaust control. Total hydrocarbon emissions were strongly correlated with fuel consumption rates, indicating varying degrees of scavenging losses during the intake/exhaust stroke. The use of a reformulated gasoline containing 10% ethanol resulted in a 15% decrease in HC and a 29% decrease in CO emissions, on average. Increasing oil content of 2-stroke engine fuels results in a substantial increase of PM_2.5 emissions as well as smaller increases in HC and CO emissions. Results from this study enhance existing emission inventories and appear to validate predicted improvements to ambient air quality through implementation of new phase-2 handheld emission standards.     

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

ABSTRACT

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.

IMPLICATIONS There has been an increased usage of stationary diesel engines, especially backup power generators to meet the growing energy demand. Biodiesel derived from waste cooking oil has received increasing attention as an alternative fuel. However, data are only sparsely available in the literature on particulate emissions from stationary engines, fueled with blends of diesel and biodiesel. This study provides insights into the influence of waste-cooking-oil-derived biodiesel on engine performance and the particulate emissions from a stationary engine. The results of the study form a scientific basis to evaluate the impact of biodiesel emissions on the environment and human health.     

Impacts of Biodiesel on Pollutant Emissions of a JP-8–Fueled Turbine Engine

Abstract

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 off-line 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 ～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.     

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

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.     

Extractive Sampling and Optical Remote Sensing of F100 Aircraft Engine Emissions

Abstract

The Strategic Environmental Research and Development Program (SERDP) has initiated several programs to develop and evaluate techniques to characterize emissions from military aircraft to meet increasingly stringent regulatory requirements. This paper describes the results of a recent field study using extractive and optical remote sensing (ORS) techniques to measure emissions from six F-15 fighter aircraft. Testing was performed between November 14 and 16, 2006 on the trim-pad facility at Tyndall Air Force Base in Panama City, FL. Measurements were made on eight different F100 engines, and the engines were tested on-wing of in-use aircraft. A total of 39 test runs were performed at engine power levels that ranged from idle to military power. The approach adopted for these tests involved extractive sampling with collocated ORS measurements at a distance of approximately 20–25 nozzle diameters downstream of the engine exit plane. The emission indices calculated for carbon dioxide, carbon monoxide, nitric oxide, and several volatile organic compounds showed very good agreement when comparing the extractive and ORS sampling methods.     

Distribution of Light Hydrocarbons in Ambient Air

The diversity of hydrocarbons which are present in ambient polluted air provide a potentially rich source of information concerning the nature of this type of pollution. Measurements of the relative amounts of various hydrocarbons can be correlated with the various possible sources. Since hydrocarbon reactivities vary widely it is also possible to estimate the extent to which various individual hydrocarbons have reacted. Except for samples taken deliberately near sources of hydrocarbon pollution these air samples invariably resemble auto exhaust with an addition of natural gas and of C₃–C₅ paraffins which resemble gasoline vapor. Samples taken in industrial areas and near the smoke plume from a brush fire showed distinctive differences in composition. During the smog season in the fall of 1968 good data were obtained of “typical” or “representative” samples of light, medium and heavy smog. These show the expected depletion of more reactive hydrocarbons in a much more convincing way than before. By comparing these distributions with composition in unreacted samples and by making use of data from bottle irradiations, it was possible to estimate the contribution of the various hydrocarbons in terms of “amount reacted.” The amounts of higher hydrocarbons present and reacted were also estimated from gasoline composition.     

Idle Emissions from Heavy-Duty Diesel and Natural Gas Vehicles at High Altitude

ABSTRACT

Idle emissions of total hydrocarbon (THC), CO, NO_x, and particulate matter (PM) were measured from 24 heavy-duty diesel-fueled (12 trucks and 12 buses) and 4 heavy-duty compressed natural gas (CNG)-fueled vehicles. The volatile organic fraction (VOF) of PM and aldehyde emissions were also measured for many of the diesel vehicles. Experiments were conducted at 1609 m above sea level using a full exhaust flow dilution tunnel method identical to that used for heavy-duty engine Federal Test Procedure (FTP) testing. Diesel trucks averaged 0.170 g/min THC, 1.183 g/min CO, 1.416 g/min NO_x, and 0.030 g/min PM. Diesel buses averaged 0.137 g/min THC, 1.326 g/min CO, 2.015 g/min NO_x, and 0.048 g/min PM.

Results are compared to idle emission factors from the MOBILE5 and PART5 inventory models. The models significantly (45-75%) overestimate emissions of THC and CO in comparison with results measured from the fleet of vehicles examined in this study. Measured NO_x emissions were significantly higher (30-100%) than model predictions. For the pre-1999 (pre-consent decree) truck engines examined in this study, idle NO_x emissions increased with Health and Environment; June 30, 1999 (available from the authors).     

Idle emissions from heavy-duty diesel vehicles: review and recent data

Heavy-duty diesel vehicle idling consumes fuel and reduces atmospheric quality, but its restriction cannot simply be proscribed, because cab heat or air-conditioning provides essential driver comfort. A comprehensive tailpipe emissions database to describe idling impacts is not yet available. This paper presents a substantial data set that incorporates results from the West Virginia University transient engine test cell, the E-55/59 Study and the Gasoline/Diesel PM Split Study. It covered 75 heavy-duty diesel engines and trucks, which were divided into two groups: vehicles with mechanical fuel injection (MFI) and vehicles with electronic fuel injection (EFI). Idle emissions of CO, hydrocarbon (HC), oxides of nitrogen (NOx), particulate matter (PM), and carbon dioxide (CO2) have been reported. Idle CO2 emissions allowed the projection of fuel consumption during idling. Test-to-test variations were observed for repeat idle tests on the same vehicle because of measurement variation, accessory loads, and ambient conditions. Vehicles fitted with EFI, on average, emitted approximately 20 g/hr of CO, 6 g/hr of HC, 86 g/hr of NOx, 1 g/hr of PM, and 4636 g/hr of CO2 during idle. MFI equipped vehicles emitted approximately 35 g/hr of CO, 23 g/hr of HC, 48 g/hr of NOx, 4 g/hr of PM, and 4484 g/hr of CO2, on average, during idle. Vehicles with EFI emitted less idle CO, HC, and PM, which could be attributed to the efficient combustion and superior fuel atomization in EFI systems. Idle NOx, however, increased with EFI, which corresponds with the advancing of timing to improve idle combustion. Fuel injection management did not have any effect on CO2 and, hence, fuel consumption. Use of air conditioning without increasing engine speed increased idle CO2, NOx, PM, HC, and fuel consumption by 25% on average. When the engine speed was elevated from 600 to 1100 revolutions per minute, CO2 and NOx emissions and fuel consumption increased by >150%, whereas PM and HC emissions increased by approximately 100% and 70%, respectively. Six Detroit Diesel Corp. (DDC) Series 60 engines in engine test cell were found to emit less CO, NOx, and PM emissions and consumed fuel at only 75% of the level found in the chassis dynamometer data. This is because fan and compressor loads were absent in the engine test cell.     

Study of Miller timing on exhaust emissions of a hydrotreated vegetable oil (HVO)-fueled diesel engine

The effect of intake valve closure (IVC) timing by utilizing Miller cycle and start of injection (SOI) on particulate matter (PM), particle number, and nitrogen oxide (NO_x) emissions was studied with a hydrotreated vegetable oil (HVO)-fueled nonroad diesel engine. HVO-fueled engine emissions, including aldehyde and polyaromatic hydrocarbon (PAH) emissions, were also compared with those emitted with fossil EN590 diesel fuel. At the engine standard settings, particle number and NO_x emissions decreased at all the studied load points (50%, 75%, and 100%) when the fuel was changed from EN590 to HVO. Adjusting IVC timing enabled a substantial decrease in NO_x emission and combined with SOI timing adjustment somewhat smaller decrease in both NO_x and particle emissions at IVC??50 and??70 °CA points. The HVO fuel decreased PAH emissions mainly due to the absence of aromatics. Aldehyde emissions were lower with the HVO fuel with medium (50%) load. At higher loads (75% and 100%), aldehyde emissions were slightly higher with the HVO fuel. However, the aldehyde emission levels were quite low, so no clear conclusions on the effect of fuel can be made. Overall, the study indicates that paraffinic HVO fuels are suitable for emission reduction with valve and injection timing adjustment and thus provide possibilities for engine manufacturers to meet the strictening emission limits.

Implications: NO_x and particle emissions are dominant emissions of diesel engines and vehicles. New, biobased paraffinic fuels and modern engine technologies have been reported to lower both of these emissions. In this study, even further reductions were achieved with engine valve adjustment combined with novel hydrotreated vegetable oil (HVO) diesel fuel. This study shows that new paraffinic fuels offer further possibilities to reduce engine exhaust emissions to meet the future emission limits.

Supplementary Materials: Supplementary materials are available for this paper. Go to the publisher's online edition of the Journal of the Air & Waste Management Association for a complete list of analysed PAH compounds.     

Idle Emissions from Medium Heavy-Duty Diesel and Gasoline Trucks

Abstract

Idle emissions data from 19 medium heavy-duty diesel and gasoline trucks are presented in this paper. Emissions from these trucks were characterized using full-flow exhaust dilution as part of the Coordinating Research Council (CRC) Project E-55/59. Idle emissions data were not available from dedicated measurements, but were extracted from the continuous emissions data on the low-speed transient mode of the medium heavy-duty truck (MHDTLO) cycle. The four gasoline trucks produced very low oxides of nitrogen (NO_x) and negligible particulate matter (PM) during idle. However, carbon monoxide (CO) and hydrocarbons (HCs) from these four trucks were approximately 285 and 153 g/hr on average, respectively. The gasoline trucks consumed substantially more fuel at an hourly rate (0.84 gal/hr) than their diesel counterparts (0.44 gal/hr) during idling. The diesel trucks, on the other hand, emitted higher NO_x (79 g/hr) and comparatively higher PM (4.1 g/hr), on average, than the gasoline trucks (3.8 g/hr of NO_x and 0.9 g/hr of PM, on average). Idle NO_x emissions from diesel trucks were high for post-1992 model year engines, but no trends were observed for fuel consumption. Idle emissions and fuel consumption from the medium heavy-duty diesel trucks (MHDDTs) were marginally lower than those from the heavy heavy-duty diesel trucks (HHDDTs), previously reported in the literature.