Diesel exhaust particulate matter induces multinucleate cells and zinc transporter-dependent apoptosis in human airway cells

The cellular effects of biodiesel emissions particulate matter (BDEP) and petroleum diesel emissions particulate matter (PDEP) were compared using a human airway cell line, A549. At concentrations of 25 µg/ml, diesel particulate matter induced the formation of multinucleate cells. In cells treated with a mixture of 80% PDEP:20% BDEP, 52% of cells were multinucleate cells compared with only 16% of cells treated with 20% PDEP:80% BDEP with a background multinucleate rate of 7%. These results demonstrate a causal relation between the formation of multinucleate cells and exposure to exhaust particulate matter, in particular diesel exhaust. Exposure of A549 cells to PDEP induced apoptosis, seen by active caspase-3 expression and the presence of cleaved pancytokeratin. PDEP exhaust was a much stronger inducer of cellular death through apoptosis than BDEP. There was an eightfold increase in the expression of SLC30A3 (zinc transporter-3 or ZnT3) in cells exposed to 80% PDEP:20% BDEP compared to untreated cells. The increase in ZnT3 expression seen in apoptotic cells following PDEP suggests a role for this zinc transporter in the apoptotic pathway, possibly through controlling zinc fluxes. As exposure to diesel exhaust particles is associated with asthma and apoptosis in airway cells, diesel exhaust particles may directly contribute to asthma by inducing epithelial cell death through apoptotic pathway.

Major grass pollen allergen Lol p 1 binds to diesel exhaust particles : implications for asthma and air pollution

Background Grass pollen allergens are known to be present in the atmosphere in a range of particle sizes from whole pollen grains (approx. 20 to 55 μim in diameter) to smaller size fractions < 2.5 μ (fine particles, PM2.5). These latter particles are within the respirable range and include allergen-containing starch granules released from within the grains into the atmosphere when grass pollen ruptures in rainfall and are associated with epidemics of thunderstorm asthma during the grass pollen season. The question arises whether grass pollen allergens can interact with other sources of fine particles, particularly those present during episodes of air pollution.

Objective We propose the hypothesis that free grass pollen allergen molecules, derived from dead or burst grains and dispersed in microdroplets of water in aerosols, can bind to fine particles in polluted air.

Methods We used diesel exhaust carbon particles (DECP) derived from the exhaust of a stationary diesel engine, natural highly purified Lol p 1, immunogold labelling with specific monoclonal antibodies and a high voltage transmission electron -microscopic imaging technique

Results DECP are visualized as small carbon spheres, each 30–60 nm in diameter, forming fractal aggregates about 1–2μ in diameter. Here we test our hypothesis and show by in vitro experiments that the major grass pollen allergen, Lol p I. binds to one defined class of fine particles, DECP.

Conclusion DECP are in the respirable size range, can bind to the major grass pollen allergen Lol p I under in vitro conditions and represent a possible mechanism by which allergens can become concentrated in polluted air and thus trigger attacks of asthma.

A novel exhaust heat recovery system to reduce fuel consumption

Internal combustion engines release about 1/3 of the energy bound in the fuel as exhaust waste gas energy and another 1/3 energy is wasted through heat transfer into the ambient. On the other hand losses through friction are the third largest root cause for energy loss in internal combustion engines. During city driving frictional losses can be of the same size as the effective work, and during cold start these losses are even bigger. Therefore it is obvious to utilise wasted exhaust energy to warm up the engine oil directly. Frictional losses of any engine can be reduced during part load. Sensitivity analyses have been conducted for different concepts that utilise exhaust energy to reduce engine viscosity and friction. For a new system with an exhaust gas/oil heat exchanger the following benefits have been demonstrated:

• Fuel consumption reductions of over 7% measured as an average over 5 NEDC tests
compared to the standard system configuration.
• Significant reductions in exhaust emissions, mainly CO and NOx have been achieved
• Significantly higher oil temperatures during cold start indicate large potential to
reduce engine wear through reduced water condensation in the crankcase
• Fuel consumption reductions of further 3.3% to 4.6% compared to the 7% measured
over the NEDC test can be expected under real world customer usage conditions at
lower ambient temperatures.

Oil temperature measurements and analysis resulted in the idea of a novel system with further potential to reduce fuel consumption. This Oil Viscosity Energy Recovery System (OVER 7™) consists of 3 key features that add significant synergies if combined in a certain way: an oil warm up circuit/bypass, including oil pressure control and Exhaust Gas/Oil Heat Exchanger. The system separates the thermal inertias of the oil in the engine galleries and the oil pan, reduces hydraulic pumping losses, increases the heat transfer from the cylinder head to the oil, and utilises the exhaust heat to reduce oil friction.

The project demonstrated that sensitivity analysis is an important tool for the evaluation of different concepts. Especially for new concepts that include transient heat transfer such a qualitative approach in combination with accurate experiments and measurements can be faster and more efficient in leading to the desired improvements compared to time consuming detailed simulations.

Fuel consumption- and emission analysis of exhaust heat recovery systems

The study examined waste heat recovery systems for combustion engines. Emission tests with a real vehicle showed that fuel consumption and CO2 emissions can be reduced by over 7% for the official certification drive cycle through direct heat transfer from the exhaust gas to the engine oil.

The effect of triacetin as a fuel additive to waste cooking biodiesel on engine performance and exhaust emissions

This study investigates the effect of oxygenated fuels on engine performance and exhaust emission under a custom cycle using a fully instrumented 6-cylinder turbocharged diesel engine with a common railinjection system. A range of oxygenated fuels based on waste cooking biodiesel with triacetin as an oxygenated additive were studied. The oxygen ratio was used instead of the equivalence ratio, or air to fuelratio, to better explain the phenomena observed during combustion. It was found that the increased oxygen ratio was associated with an increase in the friction mean effective pressure, brake specific fuel consumption, CO, HC and PN. On the other hand, mechanical efficiency, brake thermal efficiency, CO2, NOx and PM decreased with oxygen ratio. Increasing the oxygen content of the fuel was associated with a decrease in indicated power, brake power, indicated mean effective pressure, brake mean effective pressure, friction power, blow-by, CO2, CO (at higher loads), HC, PM and PN. On the other hand, the brakespecific fuel consumption, brake thermal efficiency and NOx increased by using the oxygenated fuels. Also, by increasing the oxygen content, the accumulation mode count median diameter moved toward the smaller particle sizes. In addition to the oxygen content of fuel, the other physical and chemical properties of the fuels were used to interpret the behavior of the engine.

Removal of VOCs by photocatalysis process using adsorption enhanced TiO2–SiO2 catalyst

Volatile organic compounds (VOCs) exist widely in both the indoor and outdoor environment. The main contributing sources of VOCs are motor vehicle exhaust and solvent utilization. Some VOCs are toxic and carcinogenic to human health, such as benzene. In this study, TiO₂–SiO₂ based photocatalysts were synthesized using the sol–gel method, with high surface areas of 274.1–421.1 m²/g obtained. Two types of pellets were used as catalysts in a fixed-bed reactor installed with a UV black light lamp. Experiments were conducted to compare their efficiencies in degrading the VOCs. Toluene was used as the VOC indicator. When the toluene laden gas stream passed through the photocatalytic reactor, the removal efficiencies were determined using a FTIR multi-gas analyser, which was connected to the outlet of the reactor to analyse the toluene concentrations. As the TiO₂–SiO₂ pellets used have a high adsorption capacity, they had dual functions as a photocatalyst and adsorbent in the hybrid photocatalysis and adsorption system. The experiments demonstrated that the porous photocatalyst with very high adsorptive capacity enhanced the subsequent photocatalysis reactions and lead to a positive synergistic effect. The catalyst can be self-regenerated by photocatalytic oxidation of the adsorbed VOCs. When the UV irradiation and feeding gas is continuous, a destruction efficiency of about 25% was achieved over a period of 20 h. Once the system was designed and operated into adsorption/regeneration mode, a higher removal efficiency of about 55% was maintained. It was found that the catalyst pellets with a higher surface area (421 m²/g) achieved higher conversion efficiency (100%) for a longer period than those with a lower surface area. A full spectrum scan was carried out using a Bio-rad Infrared spectrometer, finding that the main components of the treated gas stream leaving the reactor, along with untreated toluene, were CO₂ and water. The suspected intermediates of aliphatic hydrocarbons and CO were found in minimal amounts or were non detectable. The kinetic rate constants were calculated from the experimental results, it appeared that the stronger adsorption capacity, i.e. larger specific surface area, the higher conversion efficiency would be achieved.

Biodiesel breathes better

It is long-established that car exhaust fumes cause respiratory disease, and more recently the particulate matter in diesel exhaust has been implicated in the death of human airway cells.  However, new research reveals that biodiesel is a safer alternative.

Comparison of static and dynamic engine models on the transient performance of a passenger vehicle powertrain

This paper presents experimental and computational results obtained on the Ford Barra 190 4.0 litres I6 gasoline engine and on the Ford Falcon car equipped with this engine. Measurements of steady engine performance, fuel consumption and exhaust emissions were first collected using an automated test facility for a wide range of cam and spark timings vs. throttle position and engine speed. Simulations were performed for a significant number of measured operating points at full and part load by using a coupled Gamma Technologies GT-POWER/GT-COOL engine model for gas exchange, combustion and heat transfer. The fluid model was made up of intake and exhaust systems, oil circuit, coolant circuit and radiator cooling air circuit. The thermal model was made up of finite element components for cylinder head, cylinder, piston, valves and ports and wall thermal masses for pipes. The model was validated versus measured steady state air and fuel flow rates, cylinder pressure parameters, indicated and brake mean effective pressures, and temperature of metal, oil and coolant in selected locations. Computational results agree well with experiments, demonstrating the ability of the approach to produce fairly accurate steady state maps of BMEP and BSFC, as well as to optimize engine operation changing geometry, throttle position, cam and spark timing. Measurements of the transient performance and fuel consumption of the full vehicle were then collected over the NEDC cycle. Simulations were performed by using a coupled Gamma Technologies GT-POWER/GT-COOL/GT-DRIVE model for instantaneous engine gas exchange, combustion and heat transfer and vehicle motion. The full vehicle model is made up of transmission, driveshaft, axles, and car components and the previous engine model. The model was validated with measured fuel flow rates through the engine, engine throttle position, and engine speed and oil and coolant temperatures in selected locations. Instantaneous engine states following a time dependent demand for torque and speed differ from those obtained by interpolating steady state maps of BSFC vs. BMEP and speed. Computational results agree well with experiments, demonstrating the utility of the approach in providing a more accurate prediction of the fuel consumption over test cycles.

Verfahren zur Optimierung der Kalibrierung eines Verbrennungsmotors

Method involves starting of calibration test for start condition and for calibration definite changes in the parameter are to be adjusted. At least two of the parameters, throttle valve position (2) or load, fuel-air relationship (4), firing angle (5), exhaust gas lead line (6), amount of fuel e.t.c. are to be changed in defined order. The parameters also includes injection pressure, guide blade position of a turbo compressor with variable blade position, valve lift and injecting modulation.

Abgaswärme-Rückgewinnung

Die Erfindung betrifft einen Verbrennungsmotor (1) mit zumindest einer Abgasleitung (2), in der ein Wärmetauscher (4) angeordnet ist, und mit einer dem Wärmetauscher (4) umführenden Bypaßleitung (13). Der Verbrennungsmotor (1) weist einen Motorölkreislauf (6) auf. Dem Wärmetauscher (4) ist zumindest stromaufwärts eines Abgasstromes ein Mehrwegeventil (12) vorgeschaltet. Der Wärmetauscher (4) ist in dem Motorölkreislauf (6) integriert, so daß das Motoröl in einer Warmlaufphase des Verbrennungsmotors (1) mittels der Abgaswärme aufgeheizt wird.
Combustion engine comprises an exhaust gas line (2) containing a heat exchanger (4) connected to a multiple way valve (12) upstream of an exhaust gas stream. The heat exchanger is integrated into an engine oil cycle (13) so that the oil is heated in a hot running phase of the engine using the exhaust gas heat. Preferred Features: The multiple way valve is formed as a three-way valve connected with two connections to the exhaust gas line and with one connection to a bypass. A siphon (14) is connected to the heat exchanger.

Mehrzylinder-Brennkraftmaschine und Verfahren zur Zylinderabschaltung

Multiple cylinder internal combustion engine (1) comprises a first lambda probe (11) and a first catalyst (12) arranged in a first exhaust gas pipe (8), a second lambda probe (13) and a second catalyst arranged in a second exhaust gas pipe (9), and a common controlled throttle valve (6) arranged in the inlet region (4) of the cylinders (A-D). Both exhaust gas pipes open into a complete exhaust gas pipe (10). - An INDEPENDENT CLAIM is also included for a process for partially switching off the multiple cylinder internal combustion engine. Preferred Features: A third catalyst is arranged in the complete exhaust gas pipe or in the second exhaust gas pipe behind the second lambda probe. The controlled throttle valve is an electronically controlled throttle valve.

Verfahren zur Entdrosselung einer Brennkraftmaschine und entdrosselte Brennkraftmaschine

Air for the internal combustion engine (1) passes through a turbocharger (2,3) compressor (4). The air line (7) downstream of the compressor divides with some air bypassing (9) the intercooler (6) and passing through a control valve (10). There is a sensor (14) downstream of the point where the bypass joins the main air line. - Air is bled off downstream of the sensor to a control module (11). This may return air to the control valve or pass it to the waste gate (13) for the turbine (5). Some of the exhaust gas (8) passes through the turbine and some of it bypasses it (12) through the waste gate.

Verfahren zur Entlüftung eines Kurbelgehäuses einer Brennkraftmaschine und Brennkraftmaschine zur Durchführung eines derartigen Verfahrens

The method involves performing load control of an internal combustion engine by a throttle valve provided in a suction line. An exhaust line is provided at a crankcase and is connected with the suction line. An electronically controllable valve (115) is arranged in the exhaust line to control the exhaust flow of the internal combustion engine depending on the operating condition of the internal combustion engine. An independent claim is also included for an internal combustion engine for the execution of a crankcase ventilating method.