Emission characteristics of PCDD/Fs in diesel engine with variable load rate

Emission characteristics of polychlorinated dibenzo-p-dioxins and polychlorinated dibenzofurans (PCDD/Fs) in diesel engine were studied with variable load rate of the diesel engine with the emission test cycles, US D-13 mode. The load rate is changed from 25% to 50% and 75% at constant speed of 2400 rpm. PCDD/Fs concentration and phase distribution of PCDD/Fs with the isokinetic sampling of exhaust gas is obtained in this study. The average PCDD/Fs concentrations per unit of exhaust gas with 25%, 50% and 75% load rate are 14.5, 6.9 and 6.4 pg-TEQ/N m3, respectively. In all diesel engine runs, PCDFs are more prevalent than PCDDs. As a load rate is increased, the ratio of PCDDs is gradually decreased. The amount of high-chlorinated PCDDs emitted in diesel engine is larger than that of low-chlorinated PCDDs. The significant emission form of PCDD/Fs produced from diesel engines exhaust is a gas phase.     

The effect of diesel engine load on particulate carbon emission

The exhaust particle size distribution has been measured for a single cylinder test diesel engine running at different loads. A one-ACFM eight-stage Andersen impactor was used for sampling particulates at the exit of engine exhaust. The particulate emission was tested while the engine was running at 0.25, 0.50, 0.75 and full load and at a constant speed of 600 RPM. The emission factor (g particles (kg fuel)⁻¹) has been shown to increase linearly with engine load. Although the mass median diameter showed small variation with engine load (with an average 0.52 μm), the size distribution varied markedly. Sub μm (0–0.4 μm) and coarse (9–10 μm) particles were found to increase, while the intermediate size showed insignificant variation with engine load. The first were increased due to incomplete combustion as the fuel air ratio increases with engine load while the second particle size range were increased as the total concentration increases. This is properly due to agglomeration.Light extinction associated with each size distribution was calculated using Mie's theory. This showed that extinction is a maximum for particles of 0.4 μm and decreases as the size increases. However, contributions of particles in the range of 6–10 μm to optical extinction increases with engine load due to the higher production of coarse particles. The investigation indicates that with diesel engines running at high loads, light extinction increases and near-field visibility problems arise.     

Variations in speciated emissions from spark-ignition and compression-ignition motor vehicles in California's south coast air basin

The U.S. Department of Energy Gasoline/Diesel PM Split Study examined the sources of uncertainties in using an organic compound-based chemical mass balance receptor model to quantify the contributions of spark-ignition (SI) and compression-ignition (CI) engine exhaust to ambient fine particulate matter (PM2.5). This paper presents the chemical composition profiles of SI and CI engine exhaust from the vehicle-testing portion of the study. Chemical analysis of source samples consisted of gravimetric mass, elements, ions, organic carbon (OC), and elemental carbon (EC) by the Interagency Monitoring of Protected Visual Environments (IMPROVE) and Speciation Trends Network (STN) thermal/optical methods, polycyclic aromatic hydrocarbons (PAHs), hopanes, steranes, alkanes, and polar organic compounds. More than half of the mass of carbonaceous particles emitted by heavy-duty diesel trucks was EC (IMPROVE) and emissions from SI vehicles contained predominantly OC. Although total carbon (TC) by the IMPROVE and STN protocols agreed well for all of the samples, the STN/IMPROVE ratios for EC from SI exhaust decreased with decreasing sample loading. SI vehicles, whether low or high emitters, emitted greater amounts of high-molecular-weight particulate PAHs (benzo[ghi]perylene, indeno[1,2,3-cd]pyrene, and coronene) than did CI vehicles. Diesel emissions contained higher abundances of two- to four-ring semivolatile PAHs. Diacids were emitted by CI vehicles but are also prevalent in secondary organic aerosols, so they cannot be considered unique tracers. Hopanes and steranes were present in lubricating oil with similar composition for both gasoline and diesel vehicles and were negligible in gasoline or diesel fuels. CI vehicles emitted greater total amounts of hopanes and steranes on a mass per mile basis, but abundances were comparable to SI exhaust normalized to TC emissions within measurement uncertainty. The combustion-produced high-molecular-weight PAHs were found in used gasoline motor oil but not in fresh oil and are negligible in used diesel engine oil. The contributions of lubrication oils to abundances of these PAHs in the exhaust were large in some cases and were variable with the age and consumption rate of the oil. These factors contributed to the observed variations in their abundances to total carbon or PM2.5 among the SI composition profiles.     

Comparison of the particle size distribution of heavy-duty diesel exhaust using a dilution tailpipe sampler and an in-plume sampler during on-road operation

Originally constructed to develop gaseous emission factors for heavy-duty diesel trucks, the U.S. Environmental Protection Agency's (EPA) On-Road Diesel Emissions Characterization Facility has been modified to incorporate particle measurement instrumentation. An electrical low-pressure impactor designed to continuously measure and record size distribution data was used to monitor the particle size distribution of heavy-duty diesel truck exhaust. For this study, which involved a high-mileage (900,000 mi) truck running at full load, samples were collected by two different methods. One sample was obtained directly from the exhaust stack using an adaptation of the University of Minnesota's air-ejector-based mini-dilution sampler. The second sample was pulled from the plume just above the enclosed trailer, at a point approximately 11 m from the exhaust discharge. Typical dilution ratios of about 300:1 were obtained for both the dilution and plume sampling systems. Hundreds of particle size distributions were obtained at each sampling location. These were compared both selectively and cumulatively to evaluate the performance of the dilution system in simulating real-world exhaust plumes. The data show that, in its current residence-time configuration, the dilution system imposes a statistically significant bias toward smaller particles, with substantially more nanoparticles being collected than from the plume sample.     

Population Exposure to Toxic Substances: Use of 1970 Census Data

A particulate sampling train has been constructed which satisfies the conflicting requirements of isokinetic sample extraction and constant flow rate through an inertial sizing device. Its design allows a variable fraction of the filtered emission gas to be added to the sample upstream of the inertial sizing device in order to maintain a preselected flow rate through this device while the gas flow rate into the sampling nozzle is adjusted to remain isokinetic with the local duct velocity. The prototype emission gas recycle (EGR) train was constructed by relatively simple modifications of a commercially available Method 5 sampling system, and much of the sampling technique is identical with Method 5 protocol. The train was tested by comparison of parallel runs in the EPA/SRI wind tunnel using redispersed fly ash. In one series of runs performed without inertial sizing devices, the EGR train and a colocated non- EGR train sampled 3-point traverses. The differences of the average mass concentrations measured by the two trains was 3.3 percent, with a standard deviation of 4.7 percent. In the next series of runs, identical cyclone inertial sizing devices were added to each train. The difference of the average mass concentration for these runs was 1.2 percent, with a standard deviation of 5.7 percent.     

Comparison of the Particle Size Distribution of Heavy-Duty Diesel Exhaust Using a Dilution Tailpipe Sampler and an In-Plume Sampler during On-Road Operation

ABSTRACT

Originally constructed to develop gaseous emission factors for heavy-duty diesel trucks, the U.S. Environmental Protection Agency's (EPA) On-Road Diesel Emissions Characterization Facility has been modified to incorporate particle measurement instrumentation. An electrical low-pressure impactor designed to continuously measure and record size distribution data was used to monitor the particle size distribution of heavy-duty diesel truck exhaust. For this study, which involved a high-mileage (900,000 mi) truck running at full load, samples were collected by two different methods. One sample was obtained directly from the exhaust stack using an adaptation of the University of Minnesota's air-ejector-based mini-dilution sampler. The second sample was pulled from the plume just above the enclosed trailer, at a point ~11 m from the exhaust discharge. Typical dilution ratios of about 300:1 were obtained for both the dilution and plume sampling systems. Hundreds of particle size distributions were obtained at each sampling location. These were compared both selectively and cumulatively to evaluate the performance of the dilution system in simulating real-world exhaust plumes. The data show that, in its current residence-time configuration, the dilution system imposes a statistically significant bias toward smaller particles, with substantially more nanoparticles being collected than from the plume sample.     

Techniques and Procedures for the Measurement of Aircraft Gas Turbine Engine Emissions

In 1968 the Society of Automotive Engineers formed the Committee on Aircraft Exhaust Emissions Measurement (E-31) whose charge was the development of acceptable standards of measurement for the characterization of aircraft engine exhaust. This committee’s efforts have resulted in the issuance of two Aerospace Recommended Practices, ARP 1179 “Aircraft Gas Turbine Exhaust Smoke Measurement” and ARP 1256 “Procedure for the Continuous Sampling and Measurement of Gaseous Emissions from Aircraft Turbine Engines.” These Recommended Practices have in large part been adopted by the Environmental Protection Agency and promulgated in Federal Register Volume 38, Number 136, Tuesday, July 17, 1973.

For the past three years Pratt & Whitney Aircraft has been measuring emissions from aircraft gas turbine engines using on-line instrumentation systems designed both in accordance with these Aerospace Recommended Practices and in response to the operational needs of a large experimental engineering test facility. In addition to a discussion of these systems this paper describes the experience derived from continuous testing programs in support of this test facility with consideration being given to the specific problems of sampling, sample handling, system accuracy, and data recording and reduction. Comment is made as to the practical limitations of the recommended methods and procedures as applied to emission control technology programs and suggestions are presented for improving the measurement technology.     

Physical characterization of the fine particle emissions from commercial aircraft engines during the Aircraft Particle Emissions eXperiment (APEX) 1–3

The fine particulate matter (PM) emissions from nine commercial aircraft engine models were determined by plume sampling during the three field campaigns of the Aircraft Particle Emissions Experiment (APEX). Ground-based measurements were made primarily at 30 m behind the engine for PM mass and number concentration, particle size distribution, and total volatile matter using both time-integrated and continuous sampling techniques. The experimental results showed a PM mass emission index (EI) ranging from 10 to 550 mg kg^?1 fuel depending on engine type and test parameters as well as a characteristic U-shaped curve of the mass EI with increasing fuel flow for the turbofan engines tested. Also, the Teflon filter sampling indicated that ～40–80% of the total PM mass on a test-average basis was comprised of volatile matter (sulfur and organics) for most engines sampled. The number EIs, on the other hand, varied from ～10¹⁵ to 10¹⁷ particles kg^?1 fuel with the turbofan engines exhibiting a logarithmic decay with increasing fuel flow. Finally, the particle size distributions of the emissions exhibited a single primary mode that were lognormally distributed with a minor accumulation mode also observed at higher powers for all engines tested. The geometric (number) mean particle diameter ranged from 9.4 to 37 nm and the geometric standard deviation ranged from 1.3 to 2.3 depending on engine type, fuel flow, and test conditions.     

Composition,Size and Control of Automotive Exhaust Particulates

This paper on automobile exhaust particulates describes total particulate composition, size of exhausted lead particulates, and the effects of traps on total lead emitted. This study was conducted using cars manufactured during 1966-1970. Work in suspended particulate emission from several vehicles operated on a chassis dynamometer under Federal 7-mode cycle conditions has shown: (1 ) cars vary widely in the amounts and composition of their particulate emissions; (2) cold-cycle operation gives 2-8 times more particulate than hot engine operation; (3) lead compounds represent less than one-third of total particulates, the remainder being carbon compounds along with ammonium and nitrate ions and unknown materials; (4) carbon emission for stabilized cars using leaded gasoline varies widely but averages about 35% of the total; (5) suspended particulate emissions are nearly equal with new cars whether or not lead is present; (6) exhausted lead varies with the condition of the exhaust system and ranges between 7 and 30% of the lead consumed by the engine; (7) fuel additives affect the amount of emitted particulates; (8) probe sampling techniques underestimate by a large factor the amount of particulates emitted by vehicles; and (9) trapping systems offer potential for greatly reducing the emission of suspended total particulates.     

Exposure to benzene,toluene, xylenes and total hydrocarbons among snowmobile drivers in Sweden

The exposure to benzene, toluene, xylenes and total hydrocarbons among 25 individuals exposed to exhaust from a snowmobile equipped with a two-stroke engine has been evaluated. Sampling was performed by pumped and diffusive sampling in parallel. There was a relatively bad agreement between the two air-sampling methods. The bad agreement can in part be explained by back diffusion of the substances from the samplers, a high face velocity, and deposition of droplets of unburned gasoline onto or in the vicinity of the samplers.

The levels of benzene ranged from not detectable (0.01 mg m⁻³) to 2.5 mg m⁻³. For toluene, xylenes and total hydrocarbons the exposure was 0.10–12.0, 0.05–13.0 and 0.90–273 mg m⁻³ respectively. The result from two measurements on individuals travelling on an open sleigh at the rear of the vehicle indicated higher levels of benzene, 0.7–0.8 mg m⁻³. Children are often riding as a passenger on a sledge and may thus have a higher exposure than their parents. This study indicates that spare time driving a snowmobile may cause a considerable exposure to benzene. Using a four-stroke engine equipped with a catalyst could reduce the exposure. To reduce the exposure for the passenger on a sleigh an extension of the exhaust pipe may be effective.     

Measurements of ion concentration in gasoline and diesel engine exhaust

The nanoparticles formed in motor vehicle exhaust have received increasing attention due to their potential adverse health effects. It has been recently proposed that combustion-generated ions may play a critical role in the formation of these volatile nanoparticles. In this paper, we design an experiment to measure the total ion concentration in motor vehicle engine exhaust, and report some preliminary measurements in the exhaust of a gasoline engine (K-car) and a diesel engine (diesel generator). Under the experimental set-up reported in this study and for the specific engines used, the total ion concentration is ca. 3.3×10⁶ cm⁻³ with almost all of the ions smaller than 3 nm in the gasoline engine exhaust, and is above 2.7×10⁸ cm⁻³ with most of the ions larger than 3 nm in the diesel engine exhaust. This difference in the measured ion properties is interpreted as a result of the different residence times of exhaust inside the tailpipe/connecting pipe and the different concentrations of soot particles in the exhaust. The measured ion concentrations appear to be within the ranges predicted by a theoretical model describing the evolution of ions inside a pipe.     

Carbonyl emissions from commercial cooking sources in Hong Kong

Cooking fumes are an important carbonyl emission source, especially in a highly urbanized city, such as Hong Kong. Cooking exhaust from 15 commercial kitchens of a variety of cooking styles was sampled and analyzed for a suite of 13 carbonyl compounds. Carbonyl compositions were varied among the different cooking styles. Formaldehyde was generally the most abundant carbonyl, and its contribution to the total carbonyl amount on a molar basis ranged from 12 to 60%. Acrolein was also found to be an abundant carbonyl in the cooking exhaust. The highest contribution by acrolein to the total carbonyls was found to be 30% in the exhaust of a western-style steak restaurant. Long-chain saturated carbonyls, that is, heptanal, octanal, and nonanal, accounted for a significant fraction (> 40%) of the total carbonyls in kitchens that always used heated cooking oils. Two dicarbonyls, glyoxal and methylglyoxal, had a various presence in the cooking emissions, ranging from negligible to 10%. The presence of benzaldehyde and tolualdehyde was mostly negligible in the sampled kitchen exhaust. Annual emission rates of both individual carbonyls and total carbonyls were estimated for various types of commercial kitchens. Local-style fast-food shops contributed the highest total carbonyl emissions per year mainly because of the large number of this kind of restaurant in Hong Kong. The citywide annual emission rates of the three most toxic carbonyls, formaldehyde, acetaldehyde, and acrolein, were estimated assuming that the limited number of sampled restaurants were representative of the average restaurants. Such estimates of carbonyl emission rates were comparable to the estimated carbonyl emissions from vehicular sources, suggesting the importance of commercial cooking as a source for carbonyls in Hong Kong.     

Hydrocarbon emissions speciation in diesel and biodiesel exhausts

Diesel engine emissions are composed of a long list of organic compounds, ranging from C₂ to C₁₂₊, 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.     

Exhaust Temperature Profiles for Application of Passive Diesel Particulate Filters to Solid Waste Collection Vehicles in California

Abstract

To reduce public exposure to diesel particulate matter (DPM), the California Air Resources Board has begun adoption of a series of rules to reduce these emissions from in-use heavy-duty vehicles. Passive diesel particulate filter (DPF) after-treatment technologies are a cost-effective method to reduce DPM emissions and have been used on a variety of vehicles worldwide. Two passive DPFs were interim-verified in California and approved federally for use in most 1994–2002 engine families for vehicles meeting min engine exhaust temperature requirements for successful filter regeneration. Some vehicles, however, may not be suited to passive DPFs because of lower engine exhaust temperatures. The purpose of this study was to determine the applicability of two types of passive DPFs to solid waste collection vehicles, the group of vehicles for which California recently mandated in-use DPM reductions. We selected 60 collection vehicles to represent the four main types of collection vehicle duty cycles—roll-offs, and front-end, rear, and side loaders—and collected second-by-second engine exhaust temperature readings for one week from each vehicle. As a group, the collection vehicles exhibited low engine exhaust temperatures, making the application of passive DPFs to these vehicles difficult. Only 35% of tested vehicles met the temperature requirements for one passive DPF, whereas 60% met the temperature requirements for the other. Engine exhaust temperatures varied by vehicle type. Side and front-end loaders met the engine exhaust temperature requirements in the greatest number of cases with ～50–90% achieving the required regeneration temperatures. Only 8–25% of the rear loader and roll-off collection vehicles met the engine exhaust temperature requirements. Solid waste collection vehicles represent a diverse fleet with a variety of duty cycles. Low engine exhaust temperatures will need to be addressed for successful use of passive DPFs in this application.     

Total OH reactivity and VOC analyses for gasoline vehicular exhaust with a chassis dynamometer

Total OH reactivity for the exhaust gas of gasoline vehicles was measured for the first time under nine different driving conditions with a chassis dynamometer at the National Institute for Environmental Studies (NIES). Along with the total OH reactivity measurements, analysis of trace species such as CH₄, CO, NO, NO₂, and 56 kinds of volatile organic compounds (VOCs), including two aldehydes, was carried out. The ratio of alkanes to alkenes in the exhaust gas turned out to depend on the condition of the driving cycles. There were a considerable number of unidentified peaks obtained during GC analysis. About 15–30% of the total carbon was unidentified species. The chemical compositions of vehicular exhaust were found to depend on the temperature of the engine or catalysts. The contribution of OH reactivity to the species obtained depended on the temperature condition for the engine. The calculated total OH reactivity for VOCs was compared with ozone formation potential (OFP) and it turned out that there are in good correlation, while the correlation for “Cold” start deviates from that for “Hot” start. The measured and calculated OH reactivities were compared with each other. For all driving cycles, the calculated OH reactivity was confirmed to be an underestimation, implying the existence of unknown species in the exhaust gas. The percentage contribution of OH reactivity to the unknown species during “Cold” start was about 17.5%, which was almost the same as that for “Hot” start at 17.0%. However, the absolute value of OH reactivity for “Cold” start was about ten times higher than that for “Hot” start.     

Carbonyl Emissions from Commercial Cooking Sources in Hong Kong

Abstract

Cooking fumes are an important carbonyl emission source, especially in a highly urbanized city, such as Hong Kong. Cooking exhaust from 15 commercial kitchens of a variety of cooking styles was sampled and analyzed for a suite of 13 carbonyl compounds. Carbonyl compositions were varied among the different cooking styles. Formal dehyde was generally the most abundant carbonyl, and its contribution to the total carbonyl amount on a molar basis ranged from 12 to 60%. Acrolein was also found to be an abundant carbonyl in the cooking exhaust. The highest contribution by acrolein to the total carbonyls was found to be 30% in the exhaust of a western-style steak restaurant. Long-chain saturated carbonyls, that is, heptanal, octanal, and nonanal, accounted for a signifi-cant fraction (>40%) of the total carbonyls in kitchens that always used heated cooking oils. Two dicarbonyls, glyoxal and methylglyoxal, had a various presence in the cooking emissions, ranging from negligible to 10%. The presence of benzaldehyde and tolualdehyde was mostly negligible in the sampled kitchen exhaust. Annual emission rates of both individual carbonyls and total carbon-yls were estimated for various types of commercial kitchens. Local-style fast-food shops contributed the highest total carbonyl emissions per year mainly because of the large number of this kind of restaurant in Hong Kong. The citywide annual emission rates of the three most toxic carbonyls, formaldehyde, acetaldehyde, and acrolein, were estimated assuming that the limited number of sampled restaurants were representative of the average restaurants. Such estimates of carbonyl emission rates were comparable to the estimated carbonyl emissions from vehicular sources, suggesting the importance of commercial cooking as a source for carbonyls in Hong Kong.     

A study of extractive and remote-sensing sampling and measurement of emissions from military aircraft engines

Aircraft emissions contribute to the increased atmospheric burden of particulate matter (PM) that plays an important role in air quality, human health, visibility, contrail formation and climate change. Sampling and measurement of modern aircraft emissions at the engine exhaust plane (EEP) for engine and fuel certification remains challenging, as no agency-certified method is available. In this paper we summarize the results of three recent field studies devoted to investigate the consistency and applicability of “extractive” and “optical remote-sensing” (ORS) technologies in the sampling and measurement of gaseous and PM emitted by a number of military aircraft engines. Three classes of military engines were investigated; these include T56, TF33, and T700 & T701C types of engines, which consume 70–80% of the military aviation fuel each year. JP-8 and Fischer–Tropsch (FT)-derived paraffinic fuels were used to study the effect of fuels. It was found that non-volatile particles in the engine emissions were in the 20 nm range for the low power condition of new helicopter engines to 80 nm for the high power condition of legacy engines. Elemental analysis indicated little metals were present on particles, while most of the materials on the exhaust particles were carbon and sulfate based. Alkanes, carbon monoxide, carbon dioxide, nitrogen oxides, sulfur dioxide, formaldehyde, ethylene, acetylene and propylene were detected. The last five species were most noticeable only under low engine power. The emission indices calculated based on the ORS data deviate significantly from those based on the extractive data. Nevertheless, the ORS techniques were useful in the sense that it provided non-intrusive real-time detection of species in the exhaust plume, which warrants further development. The results obtained in this program help validate sampling methodology and measurement techniques used for non-volatile PM aircraft emissions as described in the SAE AIR6037 (2009).     

Factors affecting heavy-duty diesel vehicle emissions

Societal and governmental pressures to reduce diesel exhaust emissions are reflected in the existing and projected future heavy-duty certification standards of these emissions. Various factors affect the amount of emissions produced by a heterogeneous charge diesel engine in any given situation, but these are poorly quantified in the existing literature. The parameters that most heavily affect the emissions from compression ignition engine-powered vehicles include vehicle class and weight, driving cycle, vehicle vocation, fuel type, engine exhaust aftertreatment, vehicle age, and the terrain traveled. In addition, engine control effects (such as injection timing strategies) on measured emissions can be significant. Knowing the effect of each aspect of engine and vehicle operation on the emissions from diesel engines is useful in determining methods for reducing these emissions and in assessing the need for improvement in inventory models. The effects of each of these aspects have been quantified in this paper to provide an estimate of the impact each one has on the emissions of diesel engines.     

Emission of specific pollutants from a compression ignition engine. Influence of fuel hydrotreatment and fuel/air equivalence ratio

A compression ignition engine is used for the study of the fuel (one reference and one hydrotreated) and the fuel/air equivalence ratio influence on the exhaust emissions of specific pollutants. Under the experimental conditions used, seven hydrocarbons, nine aldehydes and three organic acids are detected in the exhaust gas. No alcohols are detected under these conditions, indicating that these compounds are emitted only if they (or probably other oxygenated compounds) are introduced in the fuel. Fuel hydrotreatment decreases most of the exhaust pollutants, the four toxics and also the quantity of the ozone that could be formed from the exhaust gas. It also changes the composition of exhaust gas: it increases the proportion of methane, benzene, formaldehyde, acetaldehyde, acroleine, and propionic acid, while it decreases the proportion of all other pollutants detected. Fuel/air equivalence ratio also decreases most of the exhaust emissions, the emission of the total toxics and the quantity of the ozone that could be formed. It also changes the proportion of each pollutant in exhaust gas: the percentages of methane, benzene, acetone and acetic acid increase, while those of the other pollutants detected decrease. The majority of the specific pollutants detected corresponds to organic acids, followed by hydrocarbons and aldehydes.     

Exhaust temperature profiles for application of passive diesel particulate filters to solid waste collection vehicles in California

To reduce public exposure to diesel particulate matter (DPM), the California Air Resources Board has begun adoption of a series of rules to reduce these emissions from in-use heavy-duty vehicles. Passive diesel particulate filter (DPF) after-treatment technologies are a cost-effective method to reduce DPM emissions and have been used on a variety of vehicles worldwide. Two passive DPFs were interim-verified in California and approved federally for use in most 1994--2002 engine families for vehicles meeting min engine exhaust temperature requirements for successful filter regeneration. Some vehicles, however, may not be suited to passive DPFs because of lower engine exhaust temperatures. The purpose of this study was to determine the applicability of two types of passive DPFs to solid waste collection vehicles, the group of vehicles for which California recently mandated in-use DPM reductions. We selected 60 collection vehicles to represent the four main types of collection vehicle duty cycles--rolloffs, and front-end, rear, and side loaders--and collected second-by-second engine exhaust temperature readings for one week from each vehicle. As a group, the collection vehicles exhibited low engine exhaust temperatures, making the application of passive DPFs to these vehicles difficult. Only 35% of tested vehicles met the temperature requirements for one passive DPF, whereas 60% met the temperature requirements for the other. Engine exhaust temperatures varied by vehicle type. Side and front-end loaders met the engine exhaust temperature requirements in the greatest number of cases with approximately 50-90% achieving the required regeneration temperatures. Only 8-25% of the rear loader and roll-off collection vehicles met the engine exhaust temperature requirements. Solid waste collection vehicles represent a diverse fleet with a variety of duty cycles. Low engine exhaust temperatures will need to be addressed for successful use of passive DPFs in this application.