Effects of engine cooling water temperature on performance and exhaust emission characteristics of a multi-cylinder CI engine operated with Jatropha-Butanol blend

Renewable alternatives such as biofuels and optimisation of the engine operating parameters can enhance engine performance and reduce emissions. The temperature of the engine coolant is known to have significant influence on engine performance and emissions. Whereas much existing literature describes the effects of coolant temperature in engines using fossil derived fuels, very few studies have investigated these effects when biofuel is used as an alternative fuel. Jatropha oil is a non-edible biofuel which can substitute fossil diesel for compression ignition (CI) engine use. However, due to the high viscosity of Jatropha oil, technique such as transesterification, preheating the oil, mixing with other fuel is recommended for improved combustion and reduced emissions. In this study, Jatropha oil was blended separately with ethanol and butanol, at ratios of 80:20 and 70:30. The fuel properties of all four blends were measured and compared with diesel and jatropha oil. It was found that the 80% jatropha oil + 20% butanol blend was the most suitable alternative, as its properties were closest to that of diesel. A 2 cylinder Yanmar engine was used; the cooling water temperature was varied between 50°C and 95°C. In general, it was found that when the temperature of the cooling water was increased, the combustion process enhanced for both diesel and Jatropha-Butanol blend. The CO2 emissions for both diesel and biofuel blend were observed to increase with temperature. As a result CO, O2 and lambda values were observed to decrease when cooling water temperature increased. When the engine was operated using diesel, NOX emissions correlated in an opposite manner to smoke opacity; however, when the biofuel blend was used, NOX emissions and smoke opacity correlated in an identical manner. The brake thermal efficiencies were found to increase slightly as the temperature was increased. In contrast, for all fuels, the volumetric efficiency was observed to decrease as the coolant temperature was increased. Brake specific fuel consumption was observed to decrease as the temperature was increased and was higher on average when the biofuel was used, in comparison to diesel. The study concludes that the effects of engine coolant temperature on engine performance and emission characteristics differ between biofuel blend and fossil diesel operation. The coolant temperature needs to be optimised depending on the type of biofuel for optimum engine performance and reduced emissions.

Emission of polycyclic aromatic hydrocarbons from gasohol and ethanol vehicles

The exhaust emission of the polycyclic aromatic hydrocarbons (PAHs) considered toxic to human health were investigated on two spark ignition light duty vehicles, one being gasohol (Gasohol, in Brazil, is the generic denomination for mixtures of pure gasoline plus 20-25% of anhydrous ethyl alcohol fuel (AEAF).)-fuelled and the other a flexible-fuel vehicle fuelled with hydrated ethanol. The influence of fuel type and quality, aged lubricant oil type and use of fuel additives on the formation of these compounds was tested using standardized tests identical to US FTP-75 cycle. PAH sampling and chemical analysis followed the basic recommendations of method TO-13 (United States. Environmental Protection Agency, 1999. Compendium Method TO-13A - Determination of polycyclic Aromatic hydrocarbons (PAH) in Ambient Air Using Gas Chromatography/Mass Spectrometry (CG/MS). Center for environmental research information, Cincinnati, p. 78), with the necessary modification for this particular application. Results showed that the total PAH emission factor varied from 41.9 mu g km(-1) to 612 mu g km(-1) in the gasohol vehicle, and from 11.7 mu g km(-1) to 27.4 mu g km(-1) in the ethanol-fuelled vehicle, a significant difference in favor of the ethanol vehicle. Generally, emission of light molecular weight PAHs was predominant, while high molecular weights PAHs were not detected. In terms of benzo(a)pyrene toxicity equivalence, emission factors varied from 0.00984 mu g TEQ km(-1) to 4.61 mu g TEQ km(-1) for the gasohol vehicle and from 0.0117 mu g TEQ km(-1) to 0.0218 mu g TEQ km(-1) in the ethanol vehicle. For the gasohol vehicle, results showed that the use of fuel additive causes a significant increase in the emission of naphthalene and phenanthrene at a confidence level of 90% or higher; the use of rubber solvent on gasohol showed a reduction in the emission of naphthalene and phenanthrene at the same confidence level; the use of synthetic oil instead of mineral oil also contributed significantly to a decrease in the emission of naphthalene and fluorene. In relation to the ethanol vehicle, the same factors were tested and showed no statistically significant influence on PAH emission. (c) 2008 Elsevier Ltd. All rights reserved.

Optimização do tratamento por lamas activadas do efluente líquido da Mundotêxtil

A Mundotêxtil foi fundada em 1975 tendo iniciado a sua actividade na área comercial de produtos têxteis. Actualmente é o maior produtor nacional de atoalhados de felpo e emprega 575 colaboradores. Como resultado do seu crescimento e sobretudo da actividade de tingimento de fio e felpo, as necessidades de água são consideráveis e o volume de efluentes gerados nos processos industriais é cada vez maior a empresa avançou com a construção de uma estação de tratamento por lamas activadas, colocando-a em funcionamento em Setembro de 2004. Inicialmente surgiram dificuldades para a remoção da cor e da concentração da Carência Química de Oxigénio (CQO) de modo a cumprir os limites máximos de emissão permitidos nas normas de descarga no rio Ave e no Decreto-Lei nº 236/98, de 1 de Agosto. Com a descarga de parte dos efluentes no SIDVA e a utilização de um coagulante adicionado ao reactor o tratamento passou a apresentar melhores resultados. O intuito deste trabalho é o de apresentar soluções de modo a optimizar o funcionamento do tratamento biológico da Mundotêxtil. A optimização pode começar na concepção dos produtos, pode incidir no processo de fabrico para além de poder ser efectuada no seio da estação de tratamento biológico. Foi efectuado um estudo do tratamento biológico por lamas activadas no Laboratório de Tecnologia Química Profª Doutora Lída de Vasconcelos, laboratório tecnológico do Instituto Superior de Engenharia do Porto (ISEP) que decorreu nos meses de Maio, Junho e Julho de 2010. O estudo laboratorial foi efectuado para três situações distintas: 1) tratamento do efluente bruto sem qualquer tipo de pré-tratamento (ensaios 1 a 3); 2) tratamento do efluente bruto submetido a pré-tratamento com coagulante Ambifloc BIO MD (ensaios 4 e 5) e 3) tratamento com adição de fungos ao tanque de arejamento (ensaio 6). Foram utilizadas duas instalações de tratamento alimentadas a partir do mesmo tanque de alimentação. Os dois sistemas eram idênticos, diferiram nos caudais de alimentação de efluente que foram alterados ao longo do estudo. O efluente a tratar foi fornecido pela empresa Mundotêxtil, sendo recolhido por diversas vezes ao longo dos ensaios. Este efluente foi retirado após o pré-tratamento da empresa, ou seja este efluente é o mesmo que alimenta o tratamento biológico da Mundotêxtil. Devido a este facto o efluente usado no estudo laboratorial teve uma variabilidade no período em que decorreu o estudo, nomeadamente em termos de concentração de CQO e cor. A relação entre a Carência Bioquímica (CBO5) e a CQO situouse entre 0,47 e 0,63 o que traduz que está dentro dos valores típicos para um efluente têxtil. Os melhores resultados globais de remoção de CQO foram obtidos no ensaio 5 e estiveram compreendidos entre 73,2% e 77,5% para o ensaio 5.1 e entre 62,9 e 73,2% para o ensaio 5.2. Neste ensaio foi utilizado o coagulante. Todos os valores de concentração de CQO obtidos nos efluentes dos decantadores para os ensaios 2, 5 e 6 são inferiores aos valores limite de descarga definidos nas normas de descarga no rio Ave e o Decreto-Lei 236/98. Os valores de concentração de Sólidos Suspensos Totais (SST), pH, fósforo, CBO5 e cor nos decantadores cumpriram os limites de descarga definidos nas normas de descarga no rio Ave e no Decreto-Lei nº 236/98 em todos os ensaios. Os parâmetros cinéticos obtidos para os ensaios com descorante são os que melhor se ajustam ao projecto de uma instalação de tratamento biológico por lamas activadas do efluente da Mundotêxtil. Os valores obtidos, após ajuste, são os seguintes: k=0,015 L/(mgSSV*d); Sn=12 mg/L; a=0,7982 kgO2/kgCBO5; b=0,0233 [kgO2/(kgSSV*d); y=0,2253 kgSSV/kgCBO5; kd=0,0036 kgSSV/(kgSSV*d. Com base nos parâmetros cinéticos obtiveram-se os seguintes resultados para o projecto de uma estação de tratamento biológico por lamas activadas: · Tempo de retenção hidráulica no reactor de 1,79 d, · Volume do reactor igual a 3643 m3 · Consumo de oxigénio no reactor de 604 kg/d · Razão de recirculação igual a 0,8 · Volume total do decantador secundário igual a 540 m3 · Diâmetro do decantador secundário igual a 15 m A quantidade de oxigénio necessário é baixa e o valor mais adequado deverá ser da ordem de 1200 kg/d. Também foi efectuada uma análise aos produtos químicos consumidos pela empresa na área das tinturarias com a finalidade de identificar as substâncias com uma maior influência potencial no funcionamento da Estação de Tratamento Biológico. O encolante CB, Cera Têxtil P Líquida, Perfemina P-12, Meropan DPE-P, Meropan BRE-P, Indimina STS e Benzym TEC são os produtos químicos que têm uma influência potencial mais significativa na qualidade dos efluentes. Devido ao facto das temperaturas do efluente alimentado ao tratamento biológico da Mundotêxtil oscilarem entre 35 ºC e 43ºC efectuou-se um estudo às necessidades de água quente das tinturarias e por outro lado à capacidade de aquecimento dos efluentes disponíveis. Actualmente a racionalização dos consumos de água é cada vez mais premente, por isso também é apresentado neste trabalho um estudo para a substituição das máquinas convencionais das tinturarias com uma relação de banho 1:10 por máquinas de banho curto (1:6,5). Verifica-se a redução de consumos de 40% de água, 52% de energia eléctrica, 35% de produtos químicos, 51% das necessidades de vapor e por consequência um aumento da produtividade. A empresa pode reduzir os consumos de água em cerca de 280.000 m3/ano. A utilização do pré-tratamento com o coagulante permitirá baixar a concentração da CQO e reduzir a cor à entrada do reactor tratamento biológico. Deste modo é possível manter um tratamento eficiente à saída do tratamento biológico nas situações de descarga de cores carregadas e carga orgânica elevada. Com este conjunto de soluções, quer sejam aplicadas na totalidade ou não, a empresa Mundotêxtil pode enfrentar o futuro com mais confiança podendo estar preparada para fazer face à escassez de água e custos cada vez maiores da energia. Por outro lado pode tratar os seus efluentes a custos menores. A substituição das máquinas de tingimento por máquinas com relação de banho mais baixa (banho curto) implica investimentos elevados mas estes investimentos são necessários não só por motivos ambientais mas também devido à grande competitividade dos mercados.

Sviluppo di algoritmi avanzati di analisi e diagnosi combustione in tempo reale per motori endotermici alternativi

Increasingly stringent exhaust emission limits and higher fuel economy are the main drivers of the engine development process. As a consequence, the complexity of the propulsion units and its subsystems increase, due to the extensive use of sensors and actuators needed to obtain a precise control over the combustion phase. Since engine calibration process consumes most of the development time, new tools and methodologies are needed to shorten the development time and increase the performance attainable. Real time combustion analysis, based on the in-cylinder pressure signal, can significantly improve the calibration of the engine control strategies and the development of new algorithms, giving instantaneous feedback on the engine behavior. A complete combustion analysis and diagnosis system has been developed, capable of evaluating the most important indicators about the combustion process, such as indicated mean effective pressure, heat release, mass fraction burned and knock indexes. Such a tool is built on top of a flexible, modular and affordable hardware platform, capable of satisfying the requirements needed for accuracy and precision, but also enabling the use directly on-board the vehicle, due to its small form factor.

Pyrolysis liquids and gases as alternative fuels in internal combustion engines:a review

Liquids and gases produced through biomass pyrolysis have potential as renewable fuels to replace fossil fuels in conventional internal combustion engines. This review compares the properties of pyrolysis fuels, produced from a variety of feedstocks and using different pyrolysis techniques, against those of fossil fuels. High acidity, the presence of solid particles, high water content, high viscosity, storage and thermal instability, and low energy content are typical characteristics of pyrolysis liquids. A survey of combustion, performance and exhaust emission results from the use of pyrolysis liquids (both crude and up-graded) in compression ignition engines is presented. With only a few exceptions, most authors have reported difficulties associated with the adverse properties of pyrolysis liquids, including: corrosion and clogging of the injectors, long ignition delay and short combustion duration, difficulty in engine start-up, unstable operation, coking of the piston and cylinders and subsequent engine seizure. Pyrolysis gas can be used more readily, either in spark ignition or compression ignition engines; however, NO reduction techniques are desirable. Various approaches to improve the properties of pyrolysis liquids are discussed and a comparison of the properties of up-graded vs. crude pyrolysis liquid is included. Further developments in up-gradation techniques, such as hydrocracking and bio-refinery approaches, could lead to the production of green diesel and green gasoline. Modifications required to engines for use with pyrolysis liquids, for example in the fuel supply and injection systems, are discussed. Storage stability and economic issues are also reviewed. Our study presents recent progress and important R&D areas for successful future use of pyrolysis fuels in internal combustion engines.

Experimental investigation of the fuel properties of glidfuel, palm oil mill effluent biodiesel and blends

Biofuels derived from industry waste have potential to substitute fossil fuels (Diesel and Gasoline) in internal combustion (IC) engines. Use of waste streams as fuels would help to reduce considerably life-cycle greenhouse gas emissions and minimise waste processing costs. In this study an investigation into the fuel properties of two waste derived biofuels were carried out, they are: (i) Glidfuel (GF) biofuel - a waste stream from paper industry, and (ii) Palm Oil Mill Effluent (POME) biodiesel - biodiesel produced from palm oil industry effluent through various treatment and transesterification process. GF and POME was mixed together at various proportions and separately with fossil diesel (FD) to assess the miscibility and various physical and chemical properties of the blends. Fuel properties such as kinematic viscosity, higher heating value, water content, acid number, density, flash point temperature, CHNO content, sulphur content, ash content, oxidation stability, cetane number and copper corrosion ratings of all the fuels were measured. The properties of GF, POME and various blends were compared with the corresponding properties of the standard FD. Significance of the fuel properties and their expected effects on combustion and exhaust emission characteristics of the IC engine were discussed. Results showed that most properties of both GF and POME biodiesel were comparable to FD. Both GF and POME were miscible with each other, and also separately with the FD. Flash point temperatures of GF and POME biodiesel were 40.7°C and 158.7°C respectively. The flash point temperature of GF was about 36% lower than corresponding FD. The water content in GF and FD were 0.74 (% wt) and 0.01 (% wt) respectively. Acidity values and corrosion ratings of both GF and POME biodiesel were low compared to corresponding value for FD. The study concluded that optimum GF-POME biofuel blends can substitute fossil diesel use in IC engines.

Sviluppo del software di un sistema per l'analisi in tempo reale della combustione di motori endotermici alternativi

Limiti sempre più stringenti sulle emissioni inquinanti ed una maggiore attenzione ai consumi, all'incremento di prestazioni e alla guidabilità, portano allo sviluppo di algoritmi di controllo motore sempre più complicati. Allo stesso tempo, l'unità di propulsione sta diventando un insieme sempre più variegato di sottosistemi che devono lavorare all'unisono. L'ingegnere calibratore si trova di fronte ad una moltitudine di variabili ed algoritmi che devono essere calibrati e testati e necessita di strumenti che lo aiutino ad analizzare il comportamento del motore fornendo risultati sintetici e facilmente accessibili. Nel seguente lavoro è riportato lo sviluppo di un sistema di analisi della combustione: l'obbiettivo è stato quello di sviluppare un software che fornisca le migliori soluzioni per l'analisi di un motore a combustione interna, in termini di accuratezza dei risultati, varietà di calcoli messi a disposizione, facilità di utilizzo ed integrazione con altri sistemi tramite la condivisione dei risultati calcolati in tempo reale.

Study of utilization of petrol engine equipped with exhaust gas recirculation (EGR) and catalytic converter to reduce consumption and NOx emission

Study of consumption rate and gaseous pollutant emission from engine tests simulating real work conditions, using spark point manually controlled and exhaust gas recirculation (EGR) in diverse proportion levels. The objective of this work is to re-examine the potential of the EGR conception, a well-known method of combustion control, employed together electronic fuel injection and three-way catalytic converter closed-loop control at a spark ignition engine, verifying the performance characteristics and technical availability of this conception to improve pollution control, fuel economy at low torque drive condition and to improve the engine exhaust components useful life. The pollutant emissions and consumption levels under operational conditions simulations were analysed and compared with the expected by concerning theory and real tests performed by EGR equipped engines by factory. Copyright © 2006 Society of Automotive Engineers, Inc.

Acute Cardiovascular and Inflammatory Toxicity Induced by Inhalation of Diesel and Biodiesel Exhaust Particles

Analysis of fuel emissions is crucial for understanding the pathogenesis of mortality because of air pollution. The objective of this study is to assess cardiovascular and inflammatory toxicity of diesel and biodiesel particles. Mice were exposed to fuels for 1 h. Heart rate (HR), heart rate variability, and blood pressure were obtained before exposure, as well as 30 and 60 min after exposure. After 24 h, bronchoalveolar lavage, blood, and bone marrow were collected to evaluate inflammation. B100 decreased the following emission parameters: mass, black carbon, metals, CO, polycyclic aromatic hydrocarbons, and volatile organic compounds compared with B50 and diesel; root mean square of successive differences in the heart beat interval increased with diesel (p < 0.05) compared with control; low frequency increased with diesel (p < 0.01) and B100 (p < 0.05) compared with control; HR increased with B100 (p < 0.05) compared with control; mean corpuscular volume increased with B100 compared with diesel (p < 0.01), B50, and control (p < 0.001); mean corpuscular hemoglobin concentration decreased with B100 compared with B50 (p < 0.001) and control (p < 0.05); leucocytes increased with B50 compared with diesel (p < 0.05); platelets increased with B100 compared with diesel and control (p < 0.05); reticulocytes increased with B50 compared with diesel, control (p < 0.01), and B100 (p < 0.05); metamyelocytes increased with B50 and B100 compared with diesel (p < 0.05); neutrophils increased with diesel and B50 compared with control (p < 0.05); and macrophages increased with diesel (p < 0.01), B50, and B100 (p < 0.05) compared with control. Biodiesel was more toxic than diesel because it promoted cardiovascular alterations as well as pulmonary and systemic inflammation.

Intake fraction of nonreactive motor vehicle exhaust in HongKong

The intake fraction (iF) of nonreactive constituents of exhaust from mobile vehicles in the urban area of HongKong is investigated using available monitoring data for carbon monoxide (CO) as a tracer of opportunity. Correcting for regional transport of carbon monoxide into HongKong, the annual-average iF for nonreactive motor vehicle emissions within the city is estimated to be around 270 per million. This estimated iF is much higher than values previously reported for vehicle emissions in US urban areas, Helsinki and Beijing, and somewhat lower than those reported for a densely populated street canyon in downtown Manhattan, New York City, or for emissions into indoor environments. The reported differences in intakefractions in various cities mainly result from the differences in local population densities. Our analysis highlights the importance of accounting for the influence of upwind transport of pollutants when using ambient data to estimate iF for an urban area. For vehicleexhaust in HongKong, it is found that the in/near vehicle microenvironment contributes similarly to the indoor home environment when accounting for the overall iF for children and adults. Keywords Intakefraction; Vehicle emission; Regional pollutant transport; Carbon monoxide; Exposure

Emission factors from road dust resuspension in a Mediterranean freeway

Particulate matter emissions from paved roads are currently one of the main challenges for a sustainable transport in Europe. Emissions are scarcely estimated due to the lack of knowledge about the resuspension process severely hampering a reliable simulation of PM and heavy metals concentrations in large cities and evaluation of population exposure. In this study the Emission Factors from road dust resuspension on a Mediterranean freeway were estimated per single vehicle category and PM component (OC, EC, mineral dust and metals) by means of the deployment of vertical profiles of passive samplers and terminal concentration estimate. The estimated PM10 emission factors varied from 12 to 47 mg VKT?1 (VKT: Vehicle Kilometer Traveled) with an average value of 22.7 ? 14.2 mg VKT?1. Emission Factors for heavy and light duty vehicles, passenger cars and motorbikes were estimated, based on average fleet composition and EPA ratios, in 187e733 mg VKT?1, 33e131 VKT?1, 9.4e36.9 VKT?1 and 0.8e3.3 VKT?1, respectively. These range of values are lower than previous estimates in Mediterranean urban roads, probably due to the lower dust reservoir on freeways. PM emitted material was dominated by mineral dust (9e10 mg VKT?1), but also OC and EC were found to be major components and approximately 14 e25% and 2e9% of average PM exhaust emissions from diesel passenger cars on highways respectively.

Methodology for instantaneous average exhaust gas mass flow rate measurement

This paper presents a new methodology for measurement of the instantaneous average exhaust mass flow rate in reciprocating internal combustion engines to be used to determinate real driving emissions on light duty vehicles, as part of a Portable Emission Measurement System (PEMS). Firstly a flow meter, named MIVECO flow meter, was designed based on a Pitot tube adapted to exhaust gases which are characterized by moisture and particle content, rapid changes in flow rate and chemical composition, pulsating and reverse flow at very low engine speed. Then, an off-line methodology was developed to calculate the instantaneous average flow, considering the ?square root error? phenomenon. The paper includes the theoretical fundamentals, the developed flow meter specifications, the calibration tests, the description of the proposed off-line methodology and the results of the validation test carried out in a chassis dynamometer, where the validity of the mass flow meter and the methodology developed are demonstrated.

Damage to vehicle safety and engine exhaust emissions systems in collision. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Turbine engine particulate emission characterization /

Mode of access: Internet.