Browse Topic: Emissions measurement

Items (2,976)

A Review of Literature on the Relationship Between Gas Turbine Engine Lubricants and Aircraft Cabin Air Quality

11/26/2025

There has been a recent upsurge in interest from the media concerning the quality of the environment within aircraft cabins and cockpits especially in the commercial world. This has included (although by no means been limited to) the air quality, with particular reference to the alleged effects of contamination from the aircraft turbine lubricant. Possible exposure to 'organophosphates' (OPs) from the oil has raised special concerns from cabin crew. Such is the concern that government organisations around the world, including Australia, USA and UK, have set up committees to investigate the cabin air quality issue. Concern was also voiced in the aviation lubricants world at the way in which OP additives in turbine lubricants were being blamed in some reports for the symptoms being experienced by air crew and passengers. SAE Committee E-34 therefore decided that it should gather as much available information on the subject as possible. This would then enable E-34 to participate in debates on the issue and help prevent a potentially erroneous decision regarding the future of OP based additives in turbine lubricants. It would also serve as an indicator of where any additional work may be necessary to properly gauge the role that turbine lubricants, and OP additives, play in cabin air quality. This report summarises recent documentation from the literature on this subject. The contents do not necessarily represent the views of the SAE or any of the members of the study group who produced this review. The literature falls into three categories: - Air quality (Section 5), which includes: future systems to improve air quality and research plans into investigating cabin air quality - Chemistry of turbine lubricants, phosphate esters (Section 6), including evaluation of products found in cabin air and thermal breakdown products of lubricants. - Toxicity evaluation of turbine oils and additives (Section 7).

E-34 Propulsion Lubricants Committee

7.0.104 - Managing Distributed Systems Development through Model-Based E/E-Architecture Design

SAE-PP-002802/4/2021

This paper sketches a model based E/E-architecture analysis and design process for the development of distributed in-vehicle systems. Together with a model based system development, the sketched analysis and design process results in a cost-effective E/E-architecture which fulfills all the requirements for the developed in-vehicle system. As an example scenario, the integration of a new feature into a car, which requires integrating a new distributed function into the existing E/E-architecture of the car, is shown.

Lname, Fname

Questions about Real Driving Emissions in Brazil

SAE-PP-002272/2/2021

The motor vehicles are the main source of atmospheric pollution, especially carbon monoxide, hydrocarbons and nitrogen oxides (NOx). To reduce these emissions for environmentally acceptable levels, Europe and the United States have developed control programs, where are set emissions limits for new vehicles, which are gradually reduced over time and the compliance must be done through standardized tests in laboratories. However, Europe is facing a problem: NOx level in the cities is not being reduced in the same proportion of the homologation limits, due to two factors: the poor representativeness of the test procedures in comparison of the “real world” and the use of engine management software that produces low pollutants just in laboratory tests. Several studies about real world emissions have pointed to vehicles, approved in the laboratory, emitting in the streets about 7 up to 40 times more NOx than the homologation limit. To fix this problem, since September/2017 Europe will add to the vehicles type-approval process a real driving emissions test (Real Driving Emissions - RDE), where the vehicle must meet the limits when running in streets coupled to a portable measuring system. In order for the RDE procedure be applied effectively to the Brazilian reality, it is necessary to discuss three relevant points: the differences between the national and the European fleet, the procedure itself, focused on NOx control and the specific characteristics of Brazilian cities. This paper has the objective to discuss about RDE principles and how it can to be applied in the Brazilian reality.

Anthony, Lindsay

Impact of Non-Thermal Plasma on Particulate Emissions in Application in a Diesel Engine Exhaust Duct

SAE-PP-001611/26/2021

Particulates and nitrogen oxides comprise the main emission components of the Diesel combustion and therefore are subject to exhaust emission legislation in respective applications. Yet, with ever more stringent emission standards and test-procedures, such as in passenger vehicle applications, resulting exhaust gas after-treatment systems are quite complex and costly. Hence, new technologies for emission control have to be explored. The application of non-thermal plasma (NTP) as a means to perform exhaust gas after-treatment is one such promising technology. In several publications dealing with NTP exhaust gas after-treatment the plasma state was generated via dielectric barrier discharges. Another way to generate a NTP is by a corona high-frequency discharge. Hence, in contrast to earlier publications, the experiments in this publication were conducted on an operated series-production Diesel engine with an industrial pilottype corona ignition system. Originally developed as an alternative for a spark-plug system in SI engines its attributed properties, such as large penetrated volume and high radical concentration, may also be utilized in the exhaust gas stream. To investigate the effects of a corona discharge on Diesel engine emissions, four igniters were integrated in the exhaust duct of a common-rail direct-injection 2.0 liter diesel engine equipped with a diesel particulate filter (DPF). The impact on particulate number, size distribution as well as on nitrogen oxides has been studied for various operational parameters of the corona system. The particulate number was measured downstream of the DPF to observe the level of improvement for remaining unfiltered nanoparticulates. In this first series of tests, a reduction in particulate number of up to 10 % was achieved depending on engine load. Particulate size distribution was then measured upstream of the DPF. In this case, the highest reduction of 10 % was observed in the midrange particulate size of about 60 nm. No increase in other particulate size ranges has been observed.

MobrxivNonAdmin, Lindsay

Impact of Non-Thermal Plasma on Particulate Emissions in Application in a Diesel Engine Exhaust Duct

SAE-PP-001561/25/2021

MobrxivNonAdmin, Lindsay

011 - State-of-Health Online Estimation for Li-Ion Battery

SAE-PP-001231/21/2021

To realize a fast and high-precision online state-of-health (SOH) estimation of lithium-ion (Li-Ion) battery, this article proposes a novel SOH estimation method. This method consists of a new SOH model and parameters identification method based on an improved genetic algorithm (Improved-GA). The new SOH model combines the equivalent circuit model (ECM) and the data-driven model. The advantages lie in keeping the physical meaning of the ECM while improving its dynamic characteristics and accuracy. The improved-GA can effectively avoid falling into a local optimal problem and improve the convergence speed and search accuracy. So the advantages of the SOH estimation method proposed in this article are that it only relies on battery management systems (BMS) monitoring data and removes many assumptions in some other traditional ECM-based SOH estimation methods, so it is closer to the actual needs for electric vehicle (EV). By comparing with the traditional ECM-based SOH estimation method, the algorithm proposed in this article has higher accuracy, fewer identification parameters, and lower computational complexity.

MobrxivNonAdmin, Lindsay

Mobile Air Conditioning System Refrigerant Emission Charts for R-134a, R-1234yf, and R-152a

J2727_202011 (Historical)

11/30/2020

The “system emissions chart” contained herein is intended to serve as a means of estimating the annual refrigerant emission rate (grams per year) from new production A/C systems equipped with specified component technologies. It provides emission values for various component technologies that are currently available, and can be expanded as new technologies are commercialized. This document provides the information to develop an Excel file template “system emissions chart” for system emission analysis. The chart includes automotive compressor technologies for conventional mobile air conditioning systems, as well as those using semi-hermetic compressors. This standard can be considered a companion document to SAE J2763. SAE J2727 estimates system emissions, taking into account production assembly variation and accounts for components that are 100% helium leak tested prior to vehicle final assembly. The results from SAE J2064 are used to better represent permeation emissions from different hose material and coupling configurations in this version. SAE J2763 may be used to quantify emissions from properly assembled systems.

Interior Climate Control Vehicle OEM Committee

Procedure for the Continuous Sampling and Measurement of Non-Volatile Particle Emissions from Aircraft Turbine Engines

AIR6241A (Current)

7/28/2020

This Aerospace Information Report (AIR) is a historical technical record describing procedures, required continuous sampling conditions, and instrumentation for the measurement of non-volatile particle number and mass concentrations from the exhaust of aircraft gas turbine engines. Procedures are included to calculate sampling loss performance. This AIR is not intended for in-flight testing, nor does it apply to engine operating in the afterburning mode. This Aerospace Information Report is a historical technical record of the initial document detailing the measurement of non-volatile particle emissions at the exit plane of aircraft gas turbine engines. This methodology was adopted by ICAO into Annex 16 Vol II and updated into Aerospace Recommended Practice ARP6320. Future updates of this document may include explanations of the reasoning and assumptions used to develop this measurement methodology.

E-31P Particulate Matter Committee

A New Simulation Approach of Estimating the Real-World Vehicle Performance

2020-01-03704/14/2020

Due to the variability of real traffic conditions for vehicle testing, real-world vehicle performance estimation using simulation method become vital. Especially for heavy duty vehicles (e.g. 40 t trucks), which are used for international freight transport, real-world tests are difficult, complex and expensive. Vehicle simulations use mathematical methods or commercial software, which take given driving cycles as inputs. However, the road situations in real driving are different from the driving cycles, whose speed profiles are obtained under specific conditions. In this paper, a real-world vehicle performance estimation method using simulation was proposed, also it took traffic and real road situations into consideration, which made it possible to investigate the performance of vehicles operating on any roads and traffic conditions. The proposed approach is applicable to all kind of road vehicles, e.g. trucks, buses, etc. In the method, the real-road network includes road elevation. The traffic conditions and vehicles parameters were the inputs for traffic simulation. Based on the outputs (speed profiles and elevations) of target vehicles in the traffic simulation, then the real-world performance of the vehicle was achieved by vehicle simulation under the given traffic conditions. The fuel consumption of the vehicle calculated using this method was 34.00 L/100 km under free traffic flow conditions over highway route.

Gao, Jianbing, Chen, Haibo, Chen, Junyan, Dave, Kaushali

Characteristics of Transient NOx Emissions of HEV under Real Road Driving

2020-01-03804/14/2020

To meet the request of China National 6b emission regulations which will be officially implemented in China, firstly including the RDE emission test limits, the transient emissions on real road condition are paid more attention. A non-plug-in hybrid light-duty gasoline vehicles (HEV) sold in the Chinese market was selected to study real road emissions employed fast response NOx analyzer from Cambustion Ltd. with a sampling frequency of 100Hz, which can measure the missing NO peaks by standard RDE gas analyzer now. Emissions from PEMS were also recorded and compared with the results from fast response NOx analyzer. The concentration of NOx emissions before and after the Three Way Catalyst (TWC) of the hybrid vehicle were also sampled and analyzed, and the working efficiency of the TWC in real road driving process was investigated. It is found that when the engine is at high-speed and heavy-load conditions, especially when fuel is injected after fuel cut, instantaneous spikes in tailpipe NO emissions could be observed, which means that traffic positions such as crosswalks, speed bumps, expressway entrances, traffic lights, would lead to higher NOx emissions, because the instantaneous fuel cut-off occurs during the acceleration shifting process, the TWC is in an oxygen-rich state. Obvious transient effects were revealed and the results could be used for further reducing NOx emissions from automotive RDE and engine calibration of RDE.

Zhang, Yonghao, Deng, Jun, Li, Qiang, Liu, Yintong, He, Bo, Hu, Zongjie, Bo, Shi, Li, Liguang

Investigations of the Emissions of Fuels with different Compositions and Renewable Fuel Components in a GDI Engine

2020-01-0285

4/14/2020

Investigations were performed, in which fuels and fuel components were compared regarding gaseous as well as particulate number (PN) emissions. The focus on the selection of the fuel components was set on the possibility of renewable production, which lead to Ethanol, as the classic bio-fuel, Isopropanol, Isobutanol and methyl tert-butyl ether (MTBE). As fuels, a Euro 6 (EU6) reference fuel, an anti-spark-fouling (ASF) fuel, a European Super Plus (RON 98) in-field fuel and a potentially completely renewable fuel, which was designed by Porsche AG (named POSYN), were chosen. The composition of the fuels differs significantly which results in large differences in the exhaust gas emissions. The fuels, except ASF, are compliant with the European fuel standard EN 228.The experiments chosen were a variation of the start of injection (SOI) at different load points at a constant engine speed of 2000 rpm, amongst others. The influence of the fuel properties like boiling characteristics, fuel composition (e. g. the content of aromatic compounds), viscosity and enthalpy of vaporization were considered for interpreting the gaseous and PN emissions and efficiencies of the fuels. The results show decreased NO emissions, when the oxygen content increases. Based on these observations, a 0D/1D model was calibrated with the engine data of the EU6 fuel. The model was used to calculate the NO emissions using the Zeldovich mechanism. For each fuel, the only difference in the model was the definition of the fuel, which includes the (theoretical) molecular formula, heat of vaporization, heating value, density and the enthalpy. In addition to that, the burn rate was determined by a three-pressure-analysis (TPA) and was put into the full engine model. The results show, that the influence of the fuel on the NO emissions can be described well by calculations performed.

Albrecht, Michael, Deeg, Hans-Peter, Schwarzenthal, Dietmar, Eilts, Peter

CARB Low NOx Stage 3 Program - Modified Engine Calibration and Hardware Evaluations

2020-01-03184/14/2020

With the conclusion of the California Air Resources Board (CARB) Stage 1 Ultra-Low NOX (ULN) program, there continues to be a commitment for identifying potential pathways to demonstrate 0.02 g/bhp-hr NOX emissions. The Stage 1 program focused on achieving the ULN levels on the heavy-duty regulatory cycles utilizing a turbo-compound engine which required the integration of novel catalyst technologies and a supplemental heat source. While the aftertreatment configuration provided a potential solution to meet the ULN target, a complicated approach with a greenhouse gas (GHG) penalty was required to overcome challenges from low temperature exhaust. A subsequent Stage 2 program was concerned with the development of a new low load test cycle and evaluating the trade-off between GHG and tailpipe NOX on the Stage 1 ULN solution. The current Stage 3 program focuses on both the regulatory cycles and the new low load cycle, but leverages a different engine architecture that is more representative of the broader heavy-duty industry to meet the Phase 2 GHG regulations and to simplify the ULN aftertreatment solution. Aftertreatment thermal management is a key aspect of achieving ULN on both the regulatory cycles and the low load cycle. Therefore, a more aggressive engine calibration was developed on the Stage 3 platform using the available engine actuators for aftertreatment heat up and thermal management. This modified calibration was then used to evaluate additional hardware technologies under steady-state and transient operation to assess the trade-offs between exhaust gas characteristics, emissions, and fuel consumption. A simple ranking system was applied to the transient results and with cylinder deactivation being selected to carry forward into the subsequent tasks of the Stage 3 ULN program.

Neely, Gary D., Sharp, Christopher, Rao, Sandesh

Vehicle Emission Solutions for China 6b and Euro 7

2020-01-06544/14/2020

Combinations of CC1 TWC and CC2 coated gasoline particulate filters (cGPF) were aged by 4-mode and fuel cut aging to simulate 200K kilometers of in-use aging in China and Europe, respectively. Separate combinations of catalysts were then evaluated on two low emission engines using the WLTC driving cycle. Catalyst volume and PGM mass were varied in the CC1. OSC/washcoat amounts were varied at constant PGM loading in the GPF. For the Chinese application, after the four-mode aging, it was found that the CC1 TWC catalyst volume should be greater than 1.0 L. High levels of OSC were needed in the GPF to meet CO and NOx emission targets. For the European application, after fuel cut aging, Euro 6d emissions were met with any combination of TWC and GPF catalysts. If the gaseous regulations for Euro 7 are similar to China 6b, the CC1 TWC catalyst should also be great than 1.0 L in order to meet CO and NOx emissions. Over all, results imply that CC1 TWC design is most critical for gaseous emissions. More washcoat (i.e., bigger volume) in the CC1 is more effective for emission reduction than increased PGM. GPFs in the CC2 position may need high OSC/washcoat levels to achieve the CO and NOx emissions regulations for China 6b and Euro 7. The PN measurements for all GPFs were well within current regulations.

Ball, Douglas, Meng, Xiangwei, Weiwei, Gu, Meng, Xiangwei, Weiwei, Gu

An Experimental Methodology for Measuring Resistance Forces of Light-Duty Vehicles under Real-World Conditions and the Impact on Fuel Consumption

2020-01-03834/14/2020

A vital element of any vehicle-certification test is the use of representative values for the vehicle resistance forces. In most certification procedures, including the WLTP recently adopted by the EU, the latter is achieved mainly through coast down tests. Subsequently, the resistance values measured are used for setting up the chassis-dyno resistances applied during the laboratory measurements. These reference values are obtained under controlled conditions, while a series of corrections are applied to make the test procedure more repeatable and reproducible. In real driving, the actual vehicle road loads are influenced by a series of factors leading to a divergence between the certified fuel consumption values, and the real-world ones. An approach of calculating representative road loads during on-road tests can help to obtain a more unobstructed view of vehicle efficiency and, when needed, confirm the officially declared road loads. This approach is also essential for validating simulations and achieving better estimates of the actual fuel consumption, a requirement introduced by the new policy adopted in the EU. In this study, a series of on-road experiments were conducted, under real-world conditions, on three vehicles, belonging to different vehicle body-categories, a supermini, a B segment cross-over city car, and a light-duty commercial vehicle. A wheel rim torque-measurement system (strain gauge torque sensors) was used to record the torque at the wheels accompanied by a wheel rotational-speed sensor. The present paper presents the results and investigates the capacity of such kind of tests to measure road loads with precision and accuracy. The calculated resistance forces are compared against the ones officially declared at type approval or measured via dedicated coast down tests. Results show satisfactory accuracy and repeatability, ranging within a ±3-7% range for the aerodynamic resistance, and point out margins for improvement. Simulation models are subsequently used to quantify the impact on real-world fuel consumption and CO2 emissions. The road loads measured using the method lead to similar fuel consumption simulation results as the official road loads with deviations in total simulated CO2 emissions remaining within ±6% of the measured values in the majority of the cases.

Komnos, Dimitrios, Fontaras, Georgios, Ntziachristos, Leonidas, Pavlovic, Jelica, Ciuffo, Biagio

CO2 Neutral Heavy-Duty Engine Concept with RCCI Combustion Using Seaweed-based Fuels

2020-01-0808

4/14/2020

This paper focusses on the application of bioalcohols (ethanol and butanol) derived from seaweed in Heavy-Duty (HD) Compression Ignition (CI) combustion engines. Seaweed-based fuels do not claim land and are not in competition with the food chain. Currently, the application of high octane bioalcohols is limited to Spark Ignition (SI) engines. The Reactivity Controlled Compression Ignition (RCCI) combustion concept allows the use of these low carbon fuels in CI engines which have higher efficiencies associated with them than SI engines. This contributes to the reduction of tailpipe CO2 emissions as required by (future) legislation and reducing fuel consumption, i.e. Total-Cost-of-Ownership (TCO). Furthermore, it opens the HD transport market for these low carbon bioalcohol fuels from a novel sustainable biomass source. In this paper, both the production of seaweed-based fuels and the application of these fuels in CI engines is discussed. Ethanol and butanol are considered as the most viable fuels derived from seaweed. The potential of these fuels has been evaluated for the dual-fuel RCCI mode regarding efficiency and NOx emissions. The operating conditions that have been varied are mainly the fuel blend ratio (BR), fuel injection timing, and EGR rate on both a HD single-cylinder and on a HD multi-cylinder engine. The results for E85/diesel-RCCI demonstrate that CI engine-like efficiencies are feasible. The gross Indicated Thermal Efficiency (ITE) reaches up to 52% and 46.5% using E85 in a single-cylinder and a multi-cylinder engine, respectively. The first results using biomass based butanol show greater difficulty in realizing targeted efficiencies on the multi-cylinder engine due to the higher fuel reactivity and higher boiling temperature than ethanol. The gross ITE reaches up to 51.6% and 38.5% using butanol in a single-cylinder and a multi-cylinder engine, respectively. The demonstrated potential of seaweed-based fuels is an important driver for upscaling the production process of these fuels. Furthermore, future development activities will focus on improving the brake thermal efficiency of the RCCI engine running on seaweed-based fuels. Improving the low reactivity fuel-air mixture preparation will be key to achieve this.

Seykens, Xander, Bekdemir, Cemil, Han, Jinlin, Willems, Robbert, Van Hal, Jaap

Motor Vehicle Emission Control Quality Monitoring for On-Road Driving: Dynamic Signature Recognition of NO _x & NH ₃ Emissions

2020-01-03724/14/2020

Motor vehicle emission testing during on-road driving is important to assess a vehicle’s exhaust emission control design, its compliance with Federal regulations and its impact on air quality. The U.S. Environmental Protection Agency (EPA) has been developing new approaches to screen the characteristics of vehicle dynamic emission control behaviors (its operating signature) while driving both on-road and on-dynamometer. The so-called “signature device” used for this testing is equipped with an O2/NOx sensor, thermocouple and GPS to record dynamic exhaust NOx concentration, air fuel ratio-controlled tailpipe lambda (λ), tailpipe temperature and vehicle speed (acceleration). In the early EPA research, signature screening was used to characterize a vehicle’s PCM control behaviors (cause/effect bijectivity), which help distinguish operation in normal control state-space and abnormal state-space. Currently, signature devices are being used to recognize when ammonia (NH3) has been emitted and to estimate the presence of NOx and NH3 within on-road and on-dyno driving. The presence of NH3 is observed by the signature device’s NOx sensor at times when tailpipe lambda readings are biased rich, after the engine three-way-catalyst (TWC) has warmed up. To study the production of NH3, EPA established a vehicle test program to gather and evaluate the emissions from on-road driving conditions. The same driving conditions were then replicated on an indoor chassis dynamometer (dyno) while using a bag analyzer bench, a raw exhaust modal bench, and a signature device to measure vehicle emissions and control behaviors. EPA ascertained, under certain operating conditions, that stoichiometric engine exhaust passing through a TWC can create hydrogen (CO+H2O→H2), which is then available to produce unregulated ammonia (CO+NO+H2→NH3). These reactions can accelerate when the engine operates with slightly rich-biased lambda introduced either by control or by calibration design. Under current Light-Duty Tier 3 emission regulations, NOx and NMOG emissions are counted together, creating an “opportunity” for more of this type of engine operation.

Tang, Xiaoguo, Kargul, John, McBryde, Dan

Single vs Double Stage Partial Flow Dilution System: Automobile PM Emission Measurement

2020-01-03664/14/2020

The US Code of Federal Regulations (CFR) Title 40 Part 1065 and 1066 require gravimetric determination of automobile Particulate Matter (PM) collected onto filter media from the diluted exhaust. PM is traditionally collected under simulated driving conditions in a laboratory from a full flow Constant Volume Sampler (CVS) system, where the total engine exhaust is diluted by HEPA filtered air. This conventional sampling and measurement practice is facing challenges in accurately quantifying PM at the upcoming 2025-2028 CARB LEVIII 1 mg/mi PM emissions standards. On the other hand, sampling a large amount of PM emitted from large size high power engines introduces additional challenges. Applying flow weighting, adjusting the Dilution Ratio (DR) and Filter Face Velocity (FFV) are proposed options to overcome these challenges. The Partial Flow Dilution System (PFDS) technique has been recognized as a viable alternative to the CVS method, to meet the wide range DR and FFV requirements for PM determination from both Light-Duty Vehicles (LDV) and Heavy-Duty Engines (HDE) [4, 5, 6, 7, 8]. In this study, performance of a PFDS for PM measurement with Single Dilution (SD) and Double Dilution (DD) configurations against conventional CVS sampling was investigated. Tests were run on a Cummins heavy-duty 8.9L engine with maximum rated power of 380 HP in an engine test cell. The engine aftertreatment system is comprised of a combined Diesel Oxidation Catalyst (DOC) and Selective Catalyst Reduction (SCR). The reference data, also referred to as historical data, was generated in a test cell using the CVS method. PM measurements were made over the US Non-road Transient Cycle (NRTC) and Ramped Modal Cycle (RMC). The brake-specific particulate matter (BSPM) was calculated using the raw chemical balance utilizing intake airflow measurements and the measurement of gases in the exhaust. The PFDS with single and double tunnel configuration showed good repeatability with a COV of <6% when compared against the historical data which has a COV of <8%. The PFDS with single and double dilution met all the global regulatory requirements with the correlation coefficient of 1.005 and the coefficient of determination (R2) greater than 0.98.

Rahman, Montajir, Rooney, Rick, Nevius, Tim, Otsuki, Yoshinori, Yoshida, Taisuke, Khan, Yusuf, Liew, Chet Mun, Basrur, Chirag

Impact of Post-Injection Parameters on Soot and Hydrocarbon Emissions in a Common-Rail Heavy-Duty Diesel Engine

2020-01-03744/14/2020

In this paper, based on a direct injection (DI) diesel engine, soot and exhaust gaseous emissions were measured by a smoke meter and multi-component gas analyzer based on Fourier Transform Infrared (FTIR) spectroscopy under post-injection condition. The post-injection timing changed from 20 crank angle degree (CAD) after top dead center (ATDC) to 120 CAD ATDC, and the post-injection mass was set to either 5mg, 10mg or 15mg, to find a suitable post-injection strategy in a wide assessment range based on diesel oxidation catalyst (DOC) coupled diesel particle filter (DPF) after-treatment technology demands, considering emission reduction and after-treatment gas atmosphere investigation. The results showed that post-injection could achieve NOx emission reduction, up to 14%. Besides, post-injection led to worsening soot emissions, and more hydrocarbon (HC) emissions were detected compared to the condition without the post-injection. With the post-injection, a higher concentration of unsaturated HC emissions (such as C2H2, C2H4, and C3H6), formaldehyde (HCHO), and acetaldehyde (CH3CHO) appeared at late post-injection (after 70°CA). In the measured species, at 80°CA post-injection timing and with 10mg post-injection mass, species with low emissions (<30ppm), included CH4, C2H2, C3H6, and CH3CHO; species with medium emissions (>30ppm and <100ppm), included NO2, HCHO, C2H4, and NC8; species with large emissions (>100ppm), included NO, NOx and non-methane hydrocarbon (NMHC). Furthermore, the peak position of NMHC was the same as C3~C8 HCs and different from C2 HCs within the scope of the experiment, which indicated that, in terms of concentration, the proportion of C2 HCs was not dominant in total NMHC emissions.

Pan, Wang, Wu, Yan, Jing, Yi, Zizeng, Huang

RDE-Compliant PEMS Testing of a Gasoline Euro 6d-TEMP Passenger Car at Two Ambient Temperatures with a Focus on the Cold Start Effect

2020-01-03794/14/2020

European Union RDE (real driving emissions) legislation requires that new vehicles be subjected to emissions tests on public roads. Performing emissions testing outside a laboratory setting immediately raises the question of the impact of ambient conditions - especially temperature - on the results. In the spirit of RDE legislation, a wide range of ambient temperatures are permissible, with mathematical moderation (correction) of the results only permissible for ambient temperatures <0°C and >+30°C. Within the standard range of temperatures (0°C to +30°C), no correction for temperature is applied to emissions results and the applicable emissions limits have to be met. Given the well-known link between the thermal state of an engine and its emissions following cold start, ambient temperature can be of great importance in determining whether a vehicle meets emissions requirements during an RDE test. This paper reports the results of full RDE-compliant on-road emissions tests performed on a Euro 6d-TEMP passenger car with a direct injection spark ignition engine and a gasoline particle filter. Testing was performed at two temperatures, both lying within the “standard” temperature range for RDE testing: +25°C and +8°C. Regulated gaseous emissions, particle number and CO2/fuel consumption results are presented and discussed. Overall, as expected, emissions following cold start were significantly higher at the lower test temperature. Nevertheless, the long distance covered during RDE tests (~70-100 km) and their urban phases (>16 km, often ~25 km) weakens the impact of this effect. Some simple mathematical analyses of the results from various portions of the trip are presented.

Bielaczyc, Piotr, Merkisz, Jerzy, Pielecha, Jacek, Woodburn, Joseph

Dimensional Optimization of Key Parameters Using DoE Technique to Achieve Better NO _X Emission Values in Mass Production of Single Cylinder Small Diesel Engines for 3 Wheeler Applications

2020-01-13564/14/2020

Oxides of Nitrogen (NOx) emissions are considered as among the most harmful emissions globally having a direct influence on human beings and the environment. This work deals with a strategy to arrive at achieving lower NOx values consistently in mass production of single cylinder automotive diesel engines meeting BS IV Emission standards using the DoE technique for dimensional optimization of critical parameters. Catalytic converters and particulate filters are mostly used as after - treatment devices for compression Ignition (CI) engines for bringing down the limits (Values) of the pollutants from the tail pipes. But the real ingenuity lies in achieving the same effect through optimization of in - cylinder combustion. Optimization of the critical factors like Nozzle Tip Protrusion (NTP), Static Injection Timing (SIT), Bumping Clearance (BC) and Swirl Number (SN) are considered as the most important engine design parameters for ensuring the optimum combustion which help release of minimal harmful pollutants. In this work, a standard L9 Orthogonal Array (OA) table was used in designing experiments for a study of the interactive model between the said factors and their levels to achieve consistently lower NOx emission values. The design specification of NTP considering the tolerance limit was set between 3.0 mm to 3.30 mm and similarly SIT, BC and Swirl value were set between 0.19 mm to 0.27mm, 0.65mm to 0.75 mm and 2700 rpm to 2800 rpm respectively. Tests were conducted on the basis of standard OA table and the corresponding NOx emissions were measured. It is found that, NTP of 3.2 mm, SIT of 0.19 mm, BC of 0.70 mm and Swirl Rate of 2775 rpm were seen yielding the least NOx emissions. Statistical observations showed the above mentioned combination exhibiting a reduction of NOX achieved with respect to the design specification as 22% and the variation of NOx between engines as 1.1%.

Ramalingam, Jaganathan, B, Prabakaran, Nandagopal, Sasikumar, Venkatesan, Hariram, Mayakrishnan, Jaikumar

A Demonstration of High Efficiency, High Reactivity Gasoline Compression Ignition Fuel in an On & Off Road Diesel Engine Application

2020-01-13114/14/2020

The regulatory requirements to reduce both greenhouse gases and exhaust gas pollutants from heavy duty engines are driving new perspectives on the interaction between fuels and engines. Fuels that reliefs the burden on engine manufacturers to reach these goals are of particular interest. A low carbon fuel with a higher volatility and heating value than diesel is one such fuel that reduces engine-out emissions and carbon footprint from the entire hydrocarbon lifecycle (well-to-wheel) and improves fuel efficiency, which is a main enabler for gasoline compression ignition (GCI) technology. The present study investigated the potential of GCI technology by evaluating the performance of a low carbon high efficiency, high reactivity gasoline fuel in Doosan’s 6L medium duty diesel engine. In the experimental test, it was found that the fuel could provide the same performance in power and torque with the same calibration strategy as diesel, while the fuel efficiency was improved by maximum 4.3%. Overall total hydrocarbon (THC) and particulate matter (PM) emissions were decreased, but nitrogen oxides (NOx) was increased by average 6%. Computational fluid dynamics (CFD) engine simulations were conducted to find the way to suppress NOx emission while maintaining other benefits of the fuel. At the same injection calibration, the experimental observation was reproduced computationally. Fuel injection strategy was further investigated by changing the start of injection (SOI) and splitting the fuel injection into pilot, main and post injections. The used fuel was able to achieve up to 16% of NOx reduction at the same fuel efficiency while maintaining low PM emission. This work demonstrated that a low carbon high reactivity gasoline fuel can improve the fuel efficiency and lower the emissions with minimum modification on engine hardware and calibration in a medium duty diesel engine.

Sim, Jaeheon, Han, Youngdeok, Yoo, Dockoon, Lee, Woong Gun, Chang, Junseok

Effect of Different Geometrical Changes in the Intake Manifold of a DI Diesel Engine Fueled with Biodiesel-Diesel Blends

2020-01-03464/14/2020

One of the major challenges of biodiesel run diesel engines is poor mixture formation. This problem can be overcome by inducing the turbulence into the engine cylinder, thereby a proper mixing of air-fuel occurs. In this study, an attempt was made to assess the engine behavior in terms of its combustion, performance and emission characteristics by replacing the normal intake manifold with the internally buttress threaded manifold, which is designated as IBTM throughout the manuscript. This investigation was further carried out to run the engine with suitable blends such as WCOME10 (10% of WCOME + 90% diesel) and WCOME20 (20% of WCOME + 80% diesel). Based on the results obtained in this study, IBTM exhibits a higher BTE of about by 2.8% for WCOME20-b than that of diesel operation (at normal intake). At the same time, the carbon monoxide (CO), hydrocarbon (HC) and smoke emissions were decreased by about 1%, 30.3%, and 20.4% respectively, whereas, NOx emissions were increased by about 21.9% for IBTM run on same blend (WCOME20-b) on compared to the normal intake manifold when fueled with diesel. Similarly, for WCOME20-b, the delay period decreased by 3°CA than that of diesel operation. At all the cases of this study, by inducing the turbulence (or) with IBTM, an increase in HRR was noticed, which showed an improvement in the amount of work developed.

Reddy, Niklesh P., Khayum, Naseem, Uppara, Devendra

EDITORIAL: The case for hybrids remains strong

20AUTP03_053/1/2020

What's the most effective business strategy for achieving a zero-emission future? In a utopian world, the legacy automakers that are still committed to nasty tailpipes, catalysts and liquid-hydrocarbon fuel would simply end production of all IC-engine vehicles one day and switch over to battery-electrics the next. Everybody pushes a big red button and voila!-it's done. Strident and impractical environmentalists, of whom I know a few, would love it. Reality is of course forcing the industry down a far more protracted and complex path. As recent news is demonstrating.

Brooke, Lindsay

An Effect of Cooled-EGR on Diesel Engine Performance Fueled with Coconut-oil Methyl Ester

2019-32-0618

1/24/2020

The purpose of this study is to explore an effect of cooled-EGR on the diesel engine performance fueled with coconut-oil methyl ester (CME). The exhaust gas was cooled by the water at room temperature and was fed to the intake manifold, and the EGR rate was changed from 0 % to 30 % at every 10 %. The engine performances were measured at several EGR rates, fuel injection pressures and timings. Test fuels were CME and commercial diesel fuel. In the case of high EGR rate at which the compression ignition was deteriorated, the ignition timing of CME was always earlier than that of diesel fuel, therefore CME had good ignitability as compared with diesel fuel under EGR application. When the fuel injection pressure was increased at high EGR rate, the ignition delay was improved by the fuel atomization and air-fuel mixing effect. The COV of indicated mean effective pressure was not so influenced by the EGR rate for CME and diesel fuel and the brake thermal efficiency of CME was almost the same as that of diesel fuel at any EGR rates. At high EGR rate, NOx emission remarkably decreased and brake thermal efficiency slightly decreased, and THC, CO and smoke emissions were increased for both fuels. In any EGR rates, THC, CO and smoke emissions of CME was slightly lower than those of diesel fuel. Therefore, NOx emission was could be reduced by the cooled EGR when the CME was used, although CO, THC and smoke emissions increased.

Yoshida, Koji

Influence of the Kind of Fuel Kind in the Ignition of Diesel Dual Fuel Operation with Introduced Natural Gas Combining EGR and Supercharging

2019-32-0581

1/24/2020

A number of studies in diesel dual fuel (DDF) operation which introduces natural gas from the intake pipe and ignites it by a diesel fuel injection in the combustion chamber have been conducted using conventional diesel engines. The present study investigated the influence of the ignition fuel on engine performance, combustion characteristics, and emissions with a combination of EGR and supercharging in DDF operation. The experiments employed iso-pentanol blended fuels for the ignition. Isopentanol is a next generation bio-alcohol fuel produced from cellulosic biomass, and actual use can be expected. The experiments were conducted at two CNG supply rates, 0% (ordinary diesel operation) and at a 40±4% (DDF operation) energy basis, and with EGR rates varied from 0 to 26%. The boost pressure was set at two conditions, 100 kPa (naturally aspirated, N/A) and 120 kPa (supercharged, S/C) with a supercharger. Four kinds of ignition fuels were used, JIS No.2 diesel fuel as a reference, neat methyl laurate (LME) which is a major component of coconut oil biodiesel, and two iso-pentanol blended fuels with 30% mass ratios, DiP30 (70% diesel and 30% iso-pentanol) and LiP30 (70% LME and 30% iso-pentanol). The results showed that regardless of the ignition fuel, the DDF operation with EGR and also supercharging resulted in substantial reductions in NOx and smoke emissions. However, the brake thermal efficiency decreased with increasing EGR rates, and with much longer ignition delays this tendency was more pronounced for the two iso-pentanol blends.

Yoshimoto, Yasufumi, Kinoshita, Eiji, Otaka, Takeshi

The Combustion Characteristic of Fuel Additives with Diesel–Ethanol Fuel blends on Engine Performance

2019-32-0611

1/24/2020

Reducing carbon dioxide (greenhouse gas) is one of the most important drivers to promote biofuels. Fuel from biomass has the potential to reduce greenhouse gas emissions and can gradually reduce the dependence on fossil fuels. However, fuel properties can differ significantly from standard diesel fuel and this will affect exhaust emissions and environmental pollution. Diesel – ethanol fuel blends development and specification are currently driven by the engine technology, existing fossil fuel specification and availability of feedstock. Thus, the aims of this study to investigate the effects of fuel additives with diesel–ethanol fuel blend under steady-state conditions. In the present study, the additives were palm diesel, n-butanol, ethyl acetate and di-tert-butyl peroxide (DTBP). The ratio of conventional diesel fuel to ethanol fuel to fuel additive are 80:15:5 by volume of fuel blends. The comparative studies on the effects of fuel additives in the engine performance and phase separation in diesel–ethanol blends. The effects of engine performance included exhaust gas emissions with different fuel additives on small diesel engine are also investigated under different engine conditions in order to considering the engine speed and engine load comparison with conventional diesel. The study found that all the additives are enhanced the stabilities in diesel–ethanol fuel blends and phase separation has not be found under the room temperature. The diesel–ethanol fuel blend with DTBP can improved the highest thermal efficiency with lower exhaust gas emission (e.g. carbon-monoxide, oxides of nitrogen, and soot) compare with conventional diesel with another fuel additives. However, the break specific fuel consumption is higher (>4%) than conventional diesel which could be acceptable range. The results suggest that significant benefits can derive from the use of di-tert-butyl peroxide as fuel additive for diesel and ethanol fuel blends as the alternative fuel for compression ignition engine in terms of engine performance, exhaust gas emissions, after treatment system performance and environmental pollution in the near future.

Theinnoi, Kampanart, Sawatmongkhon, Boonlue, Wongchang, Thawatchai, Sukjit, Ekarong, Chuepeng, Sathaporn

Reduction of a diesel engine NO emissions using the exhaust gas recirculation technique

2019-36-00671/13/2020

This paper analyses the effects of the application of the exhaust gas recirculation (EGR) technique in a stationary, single cylinder engine aiming to reduce the emissions of nitrogen oxides (NOx). The engine was operated with diesel oil containing 8% biodiesel (B8) for different load and EGR rates. The engine emissions of carbon monoxide (CO), carbon dioxide (CO2) and nitric oxide (NO) operating without the EGR system were compared with the operation with EGR rates of 15% and 25%. The results revealed that the increase in the EGR rate increased the exhaust gas temperature, the engine specific fuel consumption and the CO and CO2 emissions, but with reduction of up to 72% of NO emissions, when using 25% of EGR rate.

de Oliveira, Alex, Bernardes, Alexandre Pinheiro, Ferreira, Flávio

A Modeling Study of an Advanced Ultra-low NO _x Aftertreatment System

04-13-01-00031/9/2020

The 2010 Environmental Protection Agency (EPA) Emission Standard for heavy-duty engines required 0.2 g/bhp-hr over certification cycles (cold and hot Federal Test Procedure [FTP]), and the California Air Resources Board (CARB) standards require upto 90% reduction of overall oxides of nitrogen (NOx) emissions. Similar reductions may be considered by the EPA through its Cleaner Trucks Initiative program. In this article, aftertreatment system components consisting of a diesel oxidation catalyst (DOC); a selective catalytic reduction catalyst on a diesel particulate filter (DPF), or SCR-F; a second DOC (DOC2); and a SCR along with two urea injectors have been analyzed, which could be part of an aftertreatment system that can achieve the 0.02 g/bhp-hr standard. The system performance was evaluated using validated one-dimensional (1D) DOC, two-dimensional (2D) SCR-F, and 1D SCR models at various combinations of inlet ammonia (NH3)-to-NOx ratio (ANR) values for the SCR-F and the SCR to determine the injection rates required to achieve an optimum nitrogen dioxide (NO2)/NOx ratio at the inlets of both the SCR-F and the SCR. A strategy was developed that yielded 99.5% NOx conversion at inlet temperatures from 203° to 450°C, while maximizing particulate matter (PM) oxidation rate in the SCR-F and minimizing the urea consumption rate. These system components have the potential to be robust to variations in the inlet NOx and NH3 concentrations and the NOx conversion performance of the system components. NOx conversions greater than 95% in the SCR-F and SCR were determined to be primarily due to the fast SCR reaction. The two urea injectors were used to maximize NOx reduction in both devices and SCR-F PM oxidation. For the case with ANR1 = 0, a 90%-100% increase in NO2-assisted PM oxidation in the SCR-F was determined compared to a system without the second DOC and urea injector. Further development of the system components should be pursued in terms of catalyst type, catalyst loading, and external heating along with a close-coupled SCR/DOC or passive NOx adsorbers (PNA) to reduce the light-off time for cold-start emissions control.

Chundru, Venkata Rajesh, Johnson, John H., Parker, Gordon G.

Power System for Hybrid Heavy-Duty Trucks

TBMG-358041/1/2020

Heavy-duty trucks such as 18-wheelers are virtually all powered by diesel engines. They account for a significant portion of worldwide greenhouse gas emissions but little has been done to curb their climate-change-inducing exhaust.

A Study on the Performance Deterioration of SCR for Heavy-Duty Diesel Vehicles

2019-01-223512/19/2019

In this study, a six litres displacement, commercial vehicle engine that meets the EURO-5 regulation was used to evaluate the durability and performance deterioration of the SCR system mounted on a heavy-duty diesel vehicle. ESC and ETC modes were used for emission test. Characteristics of emissions by SCR catalyst deterioration were investigated using mileage vehicles of 0 km, 120,000 km, and 360,000 km. EDS (Energy Dispersive X-Ray Spectroscopy) analysis on PM filters and CT scan to catalyst substrate were carried out in order to investigate the status of catalyst by each mileage. As a result, it was found that NOX, slipped NH3 as well as PM due to unreacted ammonia and urea increased as the mileage of the catalyst increased.

Kwon, Manjae, Park, Giyoung, Lim, Hyunjae, Kim, Jungjun, Lee, Seangwock, Kim, Kiho, Song, Hoyoung

Regulated Emissions and Detailed Particle Characterisation for Diesel and RME Biodiesel Fuel Combustion with Varying EGR in a Heavy-Duty Engine

2019-01-229112/19/2019

This study investigates particulate matter (PM) and regulated emissions from renewable rapeseed oil methyl ester (RME) biodiesel in pure and blended forms and contrasts that to conventional diesel fuel. Environmental and health concerns are the major motivation for combustion engines research, especially finding sustainable alternatives to fossil fuels and reducing diesel PM emissions. Fatty acid methyl esters (FAME), including RME, are renewable fuels commonly used from low level blends with diesel to full substitution. They strongly reduce the net carbon dioxide emissions. It is largely unknown how the emissions and characteristics of PM get altered by the combined effect of adding biodiesel to diesel and implementing modern engine concepts that reduce nitrogen oxides (NOx) emissions by exhaust gas recirculation (EGR). Therefore, the exhaust from a single-cylinder Scania D13 heavy-duty (HD) diesel engine fuelled with petroleum-based MK1 diesel, RME, and a 20% RME blend (B20), was sampled while the inlet oxygen concentration was stepped from ambient to very low by varying EGR. Regulated gaseous emissions, mass of total black carbon (BC) and organic aerosol (OA), particle size distributions and the soot nanostructure by means of transmission electron microscopy (TEM), were studied. For all EGR levels, RME showed reduced BC emissions (factor 2 for low and 3-4 for higher EGR) and total particulate number count (TPNC) compared with diesel and B20. B20 was closer to diesel than RME in emission levels. RME opens a significant possibility to utilise higher levels of EGR and stay in the region of low NOx, while not producing more soot than with diesel and B20. Adding EGR to 15% inlet O2 did not affect the nanostructure of PM. A difference between the fuels was noticeable: branched agglomerates of diesel and RME were composed of many primary particles, whereas those of B20 were more often “melted” together (necking).

Novakovica, Maja, Shamun, Sam, Malmborg, Vilhelm B., Kling, Kirsten I., Kling, Jens, Vogel, Ulla B., Tunestal, Per, Pagels, Joakim, Tuner, Martin

Measurement of Sub-23 nm particles emitted by gasoline direct injection engine with new advanced instrumentation

2019-01-219512/19/2019

The research on health effects of soot particles has demonstrated their toxic impact on humans, especially for the smallest ones that can pass through the lungs into the bloodstream and be transferred to other parts of the body. Since the Euro 5b regulation, the total particle number (PN) at the exhaust is limited, but the associated protocol developed by the Particle Measurement Program (PMP) group defined a counting efficiency at the 23 nm cut-off particle diameter to avoid measurement artefacts [1][2]. Recent studies have demonstrated that the last generation Euro 6 engines can emit as many particles in the range 10-23 nm as beyond 23 nm [3]. The SUREAL-23 project (Understanding, Measuring and Regulating Sub-23 nm Particle Emissions from Direct Injection Engines Including Real Driving Conditions), funded by Horizon 2020 EU-program, aims to develop sampling, conditioning and measuring instruments and associated methodologies to extend the existing protocol down to at least 10 nm. This measurement setup was evaluated on various light duty direct injection platforms. This communication focuses on a gasoline-DI vehicle with a Euro 6b engine. Tests were conducted on multiple operating conditions (moderate and aggressive driving cycles, hot and cold starts, and several fuel and lubricant formulations). Sampling and conditioning were done with a two-stage dilution system, with a built-in catalytic stripper. The prototype instruments have been compared to commercial reference soot particle analyzers (TSI CPC, Horiba MEXA-2000 SPCS and Cambustion DMS500). A good consistency between all the measurements was demonstrated, with a satisfactory repeatability and robustness of the proposed measurement setup and of the associated methodology. An on-board version of the proposed setup is currently being developed to allow PN measurement in Real Driving Emissions (RDE) conditions.

Zinola, Stéphane, Leblanc, Mickaël, Rouleau, Loïc, Dunand, Xavier, Baltzopoulou, Penelope, Chasapidis, Leonidas, Deloglou, Daniil, Melas, Anastasios D., Konstandopoulos, Athanasios G., Rüggeberg, Tobias, Fierz, Martin, Burtscher, Heinz, Tejero, Alberto, Amo, Mario, Zamora, Daoíz

A Study of Particulate Emission Formation Mechanism from Injector Tip in Direct-Injection Gasoline Engines

2019-01-224412/19/2019

The mechanism causing in-cylinder injector tip soot formation, which is the main source of particle number (PN) emissions under operating conditions after engine warm-up, was analyzed in this study. The results made clear a key parameter for reducing injector tip soot PN emissions. An evaluation of PN emissions for different amounts of injector tip wetting revealed that an injector with larger tip wetting forms higher PN emissions. The results also clarified that the amount of deposits does not have much impact on PN emissions. The key parameter for reducing injector tip soot is injector tip wetting that has a linear relationship with injector tip soot PN emissions.

Imaoka, Yoshihiro, Hashizume, Yutaka, Inoue, Takao, Shiraishi, Taisuke

Effect of Alternative Fuels on Marine Engine Performance

2019-01-2230

12/19/2019

Marine transportation sector is highly dependent on fossil-based energy carriers. Decarbonization of shipping can be accomplished by implementing biobunkers into an existing maritime fuel supply chain. However, there are many compatibility issues when blending new biocomponents with their fossil-based counterparts. Thus, it is of high importance to predict the effect of fuel properties on marine engine performance, especially for new fuel blends. In the given work, possible future solutions concentrated on liquid fuels are taken into account. Under consideration are such fuels as biodiesel (FAME), hydrotreated vegetable oil (HVO), straight vegetable oil (SVO), pyrolysis oil, biocrude, and methanol. Knowledge about the behavior of new fuel in an existing engine is notably important for decision makers and fuel producers. Hence, the main goal of the present work is to create a model, which can predict the engine performance from the end-user perspective. For the purpose of modeling, only the latest research on marine fuels is taken into account. In the current approach, results from a representative measurement set-up are compared in order to create a uniform model. As a result, all the provided data are expressed in relative changes in reference to standard marine fuel – heavy fuel oil (HFO). The modeling Is performed by means of multilinear regression and accuracy of the model is relatively high, with a coefficient of determination over 0.9. The outcomes provide a prediction of final engine performance for the specified fuel blend. Knowing the final properties of fuel (such as calorific value, density, viscosity), it is attainable to estimate fuel consumption, carbon dioxide emissions and determine possible fuel compatibility issues. Moreover, the model enables estimation of carbon dioxide (CO2) tailpipe emissions, which should be included in the whole Life Cycle Analysis (LCA) while assessing the renewability index of the fuel.

Wojcieszyk, Michal, Kroyan, Yuri, Larmi, Martti, Kaario, Ossi, Zenger, Kai

Combustion characteristics of oxygenated fuels Ethanol-and Butanol-gasoline fuel blends, and their impact on performance, emissions and Soot Index

2019-01-2307

12/19/2019

Oxygenated fuels are studied in spark combustion engines because of their potentially positive impact on greenhouse emissions, and as part of alternative renewable fuels. Furthermore, engine test results position them as a promising lever to reduce engine-out emissions, and most notably, particles. This study focuses on oxygenated fuel Butanol, which is a potential output of recent developments on Algae and Cyanobacteria harvest process. Its blending into gasoline and application into spark ignition engines is investigated. Blending levels of n-Butanol and iso-Butanol have been proposed based on standard gasoline’s octane number, RON, at two ethanol concentration levels, 10 and 25%. Fuel blend impact on combustion, and on regulated and non-regulated emissions is analysed. Fuel knock resistance properties, RON and MON, determine the knocking tendencies for ethanol and butanol at 2000 rpm. However, test results highlight different knocking sensibility behaviour at higher engine speed. Emission results also illustrate a strong advantage of Butanol on particle mass emissions. Soot indices, that are conventionally used to quantify the impact of a fuel over particle emissions, are studied and confronted to results obtained on ethanol blends. The deviation in Particle Matter Indices obtained for butanol blends is analysed, on the basis of specific operating points. It highlights different particle emissions responses to the increase of oxygenates ethanol and butanol, not uniquely correlated to oxygen and aromatic concentration.

Anselmi, P., Matrat, M., Starck, L., Duffour, F.