Nanosize Metal Oxide Particle Emissions From Diesel- and Petrol-Engines

2011 ◽  
Author(s):  
A. Mayer ◽  
J. Czerwinski ◽  
M. Kasper
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Metal Oxide ◽  
Metal Particles ◽  
Human Organism ◽  
Particulate Emissions ◽  
Exhaust Gas ◽  
Si Engines ◽  
Oxide Particles ◽  
High Concentrations

All internal combustion piston engines emit nanoparticles. Part of them are soot particles as a results of incomplete combustion of fuels, or lube oil. Another part are metal particles, most probably oxides, commonly called ash. A major source of metal particles is engine wear and corrosion. The lube oil reentraines these abraded particles into the combustion zone. There they are partially vaporized and ultrafine oxide particles formed through nucleation [1]. Other sources are metallic additives to the lube oil, or the fuel, and debris from the catalytic coatings in the exhaust-gas after-treatment. The formation process results in extremely fine particles, typically smaller than 50 nm. Thus they can intrude through the alveolar membranes directly into the human organism and can even penetrate the cell nucleus [5]. The consequent health risk necessitates a careful investigation of these emissions and effective curtailment. Substantial information is available on Diesel engine particulate emissions, [2, 3, 4] but there are almost no results for SI engines reported. Beside an example of metal oxide particles from a Diesel engine, [2], the present paper shows some preliminary results of particle mass and nanoparticle emissions of SI engines. Four SI engines were investigated: two older and two newer engines, comprising two car engines and two motorbikes. The tests were done on standard transient driving cycles, and steady-state at constant 50 km/h and idling because prior to this study high concentrations of ash were observed with Diesels during idling, [2]. All tests were done with particle samples collected from the CVS tunnel, during long operating periods, to have sufficient material for analyzing. At the steady-state points, the particle size spectra were measured and based on this the source as “ash” postulated. The results show that the older engines emit high concentrations of both soot and ash particles. The size distribution is bimodal for soot and ash particles. The newer engines’ emission results are less uniform and the concentrations are lower, as expected. Altogether, the concentrations of these ash particles in the exhaust gas of Diesel and SI-engines can be so high, that more detailed investigations are requiredy.

scholarly journals Energetic Analysis of the Aircraft Diesel Engine

2019 ◽  
Vol 252 ◽  
pp. 05012
Author(s):  
Łukasz Grabowski ◽  
Konrad Pietrykowski ◽  
Paweł Karpiński
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Energy Balance ◽  
Internal Combustion Engines ◽  
Combustion Process ◽  
Energy Losses ◽  
Exhaust Gas ◽  
Combustion Engines ◽  
Engine Model ◽  
Energetic Analysis

The analysis of the distribution of thermal energy generated during the combustion process in internal combustion engines and the estimation of individual losses are important regarding performance and efficiency. The article analyses the energy balance of the designed two-stroke opposed piston diesel engines with offset, i.e. the angle by which the crankshaft at the side of exhaust ports is ahead of the crankshaft at the side of intake ports. Based on the developed zero-dimensional engine model, a series of simulations were performed in steady-state conditions using the AVL BOOST software. The values of individual energy losses, including cooling losses, exhaust gas losses, friction losses were obtained. The influence of decreasing and increasing the offset on the performance of the tested engine was analysed.

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

2015 ◽  
Vol 2015 ◽  
pp. 1-8 ◽  
Author(s):  
Nidal H. Abu-Hamdeh ◽  
Khaled A. Alnefaie
Keyword(s):  
Diesel Engine ◽  
Diesel Fuel ◽  
Engine Performance ◽  
Particulate Emissions ◽  
Exhaust Gas ◽  
Oxides Of Nitrogen ◽  
Performance Parameters ◽  
Gas Temperature ◽  
Performance And Emissions ◽  
Unburned Fuel

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

The effects of exhaust gas recirculation on diesel combustion and emissions

2000 ◽  
Vol 1 (1) ◽  
pp. 107-126 ◽  
Author(s):  
N Ladommatos ◽  
S Abdelhalim ◽  
H Zhao
Keyword(s):  
Carbon Dioxide ◽  
Heat Capacity ◽  
Diesel Engine ◽  
Combustion Process ◽  
Exhaust Gas Recirculation ◽  
Particulate Emissions ◽  
Exhaust Gas ◽  
Particulate Emission ◽  
Gas Recirculation ◽  
Charge Temperature

An investigation was conducted with the aim of identifying and quantifying the effects of exhaust gas recirculation (EGR) on diesel engine combustion and exhaust emissions. Five effects of EGR were identified and investigated experimentally: the reduction in oxygen supply to the engine, participation in the combustion process of carbon dioxide and water vapour present in the EGR, increase in the specific heat capacity of the engine inlet charge, increased inlet charge temperature and reduction in the inlet charge mass flowrate arising from the use of hot EGR. The experimental methodology developed allowed each one of these effects to be investigated and quantified separately. The investigation was carried out on a high-speed, direct injection diesel engine, running at an intermediate speed and load. A limited number of tests were also conducted in an optically accessible diesel engine, which established the effects of EGR on local flame temperature. Finally, tests were conducted with simulated EGR being used additionally to the engine air supply. This contrasts with the conventional use of EGR, whereby EGR replaces some of the air supplied to the engine. It was found that the first effect of EGR (reduction in the oxygen flowrate to the engine) was substantial and resulted in very large reductions in exhaust NOx at the expense of higher particulate emissions. The second and third effects (participation of carbon dioxide and water vapour in the combustion process and increase in the charge specific heat capacity) were almost insignificant. The fourth effect (higher inlet charge temperature) increased both exhaust NOx and particulate emissions. The fifth effect (reduction in the inlet charge due to thermal throttling) reduced NOx but raised particulate emission. Finally, when EGR was used additionally to the inlet air charge (rather than displacing air), substantial reductions in NOx were recorded with little increase in particulate emission.

Diesel engine aftertreatment warm-up through early exhaust valve opening and internal exhaust gas recirculation during idle operation

2017 ◽  
Vol 19 (7) ◽  
pp. 758-773 ◽  
Author(s):  
Dheeraj B Gosala ◽  
Aswin K Ramesh ◽  
Cody M Allen ◽  
Mrunal C Joshi ◽  
Alexander H Taylor ◽  
...  
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Large Fraction ◽  
Test Procedure ◽  
Exhaust Gas Recirculation ◽  
Exhaust Valve ◽  
Exhaust Gas ◽  
Warm Up ◽  
Valve Opening ◽  
Gas Recirculation

A large fraction of diesel engine tailpipe NOx emissions are emitted before the aftertreatment components reach effective operating temperatures. As a result, it is essential to develop technologies to accelerate initial aftertreatment system warm-up. This study investigates the use of early exhaust valve opening (EEVO) and its combination with negative valve overlap to achieve internal exhaust gas recirculation (iEGR), for aftertreatment thermal management, both at steady state loaded idle operation and over a heavy-duty federal test procedure (HD-FTP) drive cycle. The results demonstrate that implementing EEVO with iEGR during steady state loaded idle conditions enables engine outlet temperatures above 400 °C, and when implemented over the HD-FTP, is expected to result in a 7.9% reduction in tailpipe-out NOx.

The effects of carbon dioxide in exhaust gas recirculation on diesel engine emissions

1998 ◽  
Vol 212 (1) ◽  
pp. 25-42 ◽  
Author(s):  
N Ladommatos ◽  
S M Adelhalim ◽  
H Zhao ◽  
Z Hu
Keyword(s):  
Carbon Dioxide ◽  
Diesel Engine ◽  
High Speed ◽  
Combustion Process ◽  
Dilution Effect ◽  
Exhaust Gas Recirculation ◽  
Chemical Effect ◽  
Particulate Emissions ◽  
Exhaust Gas ◽  
Gas Recirculation

The investigation was conducted on a high-speed direct injection diesel engine and was concerned with the effects of exhaust gas recirculation (EGR) on diesel engine combustion and emissions. In particular, the effects of carbon dioxide (CO2), a principal constituent of EGR, on combustion and emissions were analysed and quantified experimentally. The use of CO2 to displace oxygen (O2) in the inlet air resulted in: reduction in the O2 supplied to the engine (dilution effect), increased inlet charge thermal capacity (thermal effect), and, potentially, participation of the CO2 in the combustion process (chemical effect). In a separate series of tests the temperature of the engine inlet charge was raised gradually in order to simulate the effect of mixing hot EGR with engine inlet air. Finally, tests were carried out during which the CO2 added to the engine air flow increased the charge mass flowrate to the engine, rather than displacing some of the O2 in the inlet air. It was found that when CO2 displaced O2 in the inlet charge, both the chemical and thermal effects on exhaust emissions were small. However, the dilution effect was substantial, and resulted in very large reductions in exhaust oxides of nitrogen (NO x) at the expense of higher particulate and unburned hydrocarbon (uHC) emissions. Higher inlet charge temperature increased exhaust NO x and particulate emissions, but reduced uHC emissions. Finally, when CO2 was additional to the inlet air charge (rather than displacing O2), large reductions in NOx were recorded with little increase in particulate emissions.

Development and Test of a Fractional Sampling System for Diesel Engine Particulate Measurement

1994 ◽  
Vol 116 (4) ◽  
pp. 765-773 ◽  
Author(s):  
R. R. Graze
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Sampling Time ◽  
Particulate Emissions ◽  
Sampling System ◽  
State Test ◽  
Fractional Sampling ◽  
System Designs ◽  
Steady State Test ◽  
Test Correlation

Diesel engine particulate certification, heretofore limited to on-highway truck engines, will be expanded in scope beginning in 1996. “Mini-dilution” tunnels have been the European and Japanese systems of choice for dilute particulate emissions certification for non-U.S. truck diesel engines. However, repeatability, steady-state test correlation versus full dilution systems, portability, sampling time, size, and system cost have precluded universal industry and regulatory acceptance of existing “mini-system” designs. To address corporate particulate measurement needs, the author developed a device known internally as the “Micro-Dilution Particulate Measurement System,” which meets the following objectives: (1) correlation with full dilution systems within ISO 8178 equivalency standards, (2) short sampling time, (3) reduced setup effort, and (4) excellent portability. Since the system is a true fractional sampler, it is insensitive to engine size, requiring only a simple stack probe change to provide accurate, representative steady-state diesel stack sampling on any size diesel engine.

scholarly journals Emission of metal-oxide particles from IC-engines

2011 ◽  
Vol 144 (1) ◽  
pp. 72-88
Author(s):  
Andrea ULRICH ◽  
Andreas MAYER ◽  
Markus KASPER ◽  
Adrian WICHSER ◽  
Jan CZERWIŃSKI
Keyword(s):  
Metal Oxide ◽  
Diesel Engines ◽  
Small Mass ◽  
Published Data ◽  
Combustion Engines ◽  
Soot Particles ◽  
Oil Additives ◽  
Si Engines ◽  
Oxide Particles ◽  
20 Nm

All conventional piston-driven combustion engines emit metal oxide particles. The main sources are the abrasion between piston-ring and cylinder, abrasion in the bearings, catalyst coating, lube-oil additives, and fuel additives for promoting the exhaust-gas after-treatment. Metal oxides, especially from transition metals, are very toxic when they are very fine. These particles have a high BET surface and penetrate the biological system. Hence, these particles must be scrutinized for quantity, size distribution and composition. This paper draws from published data and mainly the VERT certification tests, which prescribe a size specific metal analysis. The total mass of metal oxide is 0.1 – 1 mg/km, which appears negligible. But these particles are in the 10 – 20 nm size range. Hence, this small mass represents 1015 particles per kilometer. This is approximately the same number as soot particles emitted by diesel engines. Public health should focus on the metal oxide particles that are smaller and probalby more toxic than the soot particles. SI engines run at higher RPM and therefore emit more metal oxide particles than Diesel engines. Highly efficient filtration of such particles seems therefore necessary for all engine categories

The Experimental Accuracy of Lattice Spacing Determination on Small Metal Particles in Commercial Catalysts

1998 ◽  
Vol 4 (S2) ◽  
pp. 722-723
Author(s):  
S.-C. Y. Tsen ◽  
P. A. Crozier ◽  
J. Liu
Keyword(s):  
Metal Oxide ◽  
Lattice Spacing ◽  
Heterogeneous Catalysts ◽  
Signal To Noise Ratio ◽  
Metal Particles ◽  
Experimental Accuracy ◽  
Porous Support ◽  
Metal Mixtures ◽  
Oxide Particles ◽  
Small Metal Particles

A description of the microstructure of heterogeneous catalysts is important in understanding the mechanisms for catalysis and may result in improvements in catalyst performance. Many commercial catalysts consist of small metal particles and/or metal oxide particles dispersed on a porous support. For bimetallic catalysts, the metals may be in the form of alloys, metal mixtures or completely phase separated. HREM has been demonstrated to be a powerful technique for determining the lattice spacing from small particles[l]. In many studies of catalysts it is necessary to prepare TEM samples by microtomy so that the particle location relative to the porous support is preserved. However, such samples show a reduction in particle visibility and signal-to-noise ratio of lattice fringes. In spite of these difficulties, we have been able to routinely use HREM to rapidly determine the relative distributions of metal and metal oxides in many systems because of the large difference in spacing between strong reflections from the metal and metal oxide (typically 20 %).

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