The document discusses the progression of US emissions requirements for heavy duty diesel engines and the technologies developed to meet these stricter standards. Tighter particulate matter and nitrogen oxide regulations have driven the use of advanced injection systems, diesel particulate filters, and selective catalytic reduction to reduce emissions by over 98%. Ultra-low sulfur diesel fuel is also needed to enable the use of after-treatment systems and meet stringent emissions limits.
This document summarizes an International Energy Agency (IEA) report on the future of ammonia production. Ammonia is critical for fertilizers but its production is currently energy-intensive and emissions-heavy, relying on fossil fuels. The report examines three scenarios for ammonia's future - continued trends, sustainable development, and net zero emissions by 2050. It finds that while ammonia demand will rise with population, production must transition to lower-carbon technologies like renewable energy-based production to align with climate goals. The report provides an overview of options and considers policy and investment needs to enable a sustainable transition of the ammonia industry.
1. INTRODUCTION TO IC ENGINE
2. FUNDAMENTALS OF IC ENGINE
3. CONSTRUCTIONAL FEATURES & FUNCTIONS OF IC ENGINE
4. MATERIALS USED
5.IC ENGINE – TERMINOLOGY
6.SEQUENCE OF OPERATION(A. Four Stroke Engine/B. Two Stroke Engine)
7. COMPARISON BETWEEN TWO STROKE AND FOUR STROKE ENGINES
8.Otto Cycle,Diesel Cycle,Dual Cycle & their Comparison
9.VALVE TIMING DIAGRAM
10.ENGINE PERFORMANCE PARAMETERS RELATED TO IC ENGINE
11. CHARACTERISTICS CURVES OF VARIOUS PERFORMANCE PARAMETERS
12. FUEL-AIR CYCLE & THEIR ANALYSIS ( 1.Brake Specific Fuel Consumption vs Size 2. Brake Specific Fuel Consumption vs Speed 3. Performance Maps )
13. ACTUAL INDICATOR DIAGRAM
14. V.C.R ENGINE SPECIFICATIONS & ITS DESCRIPTION
15. FUTURE WORKS & DISCUSSION
16. CONCLUSION
The OPOC two-stroke engine developed by EcoMotors uses two opposing pistons within each cylinder that move in opposite directions. This design allows for increased efficiency over conventional two-stroke engines by enabling precise computerized control and reducing the number of parts. The OPOC engine provides advantages like higher power-to-weight ratio, ability to run on different fuels, and potential 45% increase in fuel efficiency when using multiple electrically-controlled engine modules. The key differences between OPOC and common two-stroke engines are the use of two pistons per cylinder instead of one and sensors/electrical components required for computerized control.
The Global CCS Institute and USEA co-hosted a briefing on the importance of R&D in advancing energy technologies on June 29 2017. This is the presentation given by Ron Munson, Global Lead-Capture at the Global CCS Institute.
O documento descreve a história e evolução dos veículos elétricos, desde sua criação até se tornarem populares no início do século 20. Detalha as vantagens dos veículos elétricos, como não poluírem e serem silenciosos, e suas desvantagens, como baterias pesadas e de curta duração. Também discute o futuro dos veículos a combustão e a proposta da Comissão Europeia de acabar com esses veículos até 2050.
O documento discute a energia eólica no Brasil, destacando seu potencial, vantagens e desafios. Apresenta a história do uso de energia eólica, o desenvolvimento de turbinas eólicas, a implantação no Brasil e o crescimento recente do setor, com o Brasil se tornando um dos maiores mercados mundiais. Também mostra mapas do potencial eólico brasileiro e exemplos de aplicações da energia eólica.
Kalundborg, Denmark is home to the world's first industrial symbiosis, where waste from one company is used as a resource by others. The industrial park in Kalundborg was established in the 1960s and has since expanded, with companies exchanging materials like excess steam, water, and gypsum. This closed-loop system has led to reductions in waste, environmental impacts, coal and energy usage, and water preservation.
Alternative fuels can help reduce dependence on petroleum and lower emissions. Common alternative fuel types include ethanol, methanol, propane, natural gas, biodiesel, biogas, and electricity. Ethanol is produced from crops and can be used in flexible fuel vehicles. Natural gas and propane are cleaner burning than gasoline. Electric vehicles are becoming more popular but still have limited range due to battery capacity. Fuel cells that use hydrogen are also being developed but require safe and affordable hydrogen storage solutions.
This document summarizes an International Energy Agency (IEA) report on the future of ammonia production. Ammonia is critical for fertilizers but its production is currently energy-intensive and emissions-heavy, relying on fossil fuels. The report examines three scenarios for ammonia's future - continued trends, sustainable development, and net zero emissions by 2050. It finds that while ammonia demand will rise with population, production must transition to lower-carbon technologies like renewable energy-based production to align with climate goals. The report provides an overview of options and considers policy and investment needs to enable a sustainable transition of the ammonia industry.
1. INTRODUCTION TO IC ENGINE
2. FUNDAMENTALS OF IC ENGINE
3. CONSTRUCTIONAL FEATURES & FUNCTIONS OF IC ENGINE
4. MATERIALS USED
5.IC ENGINE – TERMINOLOGY
6.SEQUENCE OF OPERATION(A. Four Stroke Engine/B. Two Stroke Engine)
7. COMPARISON BETWEEN TWO STROKE AND FOUR STROKE ENGINES
8.Otto Cycle,Diesel Cycle,Dual Cycle & their Comparison
9.VALVE TIMING DIAGRAM
10.ENGINE PERFORMANCE PARAMETERS RELATED TO IC ENGINE
11. CHARACTERISTICS CURVES OF VARIOUS PERFORMANCE PARAMETERS
12. FUEL-AIR CYCLE & THEIR ANALYSIS ( 1.Brake Specific Fuel Consumption vs Size 2. Brake Specific Fuel Consumption vs Speed 3. Performance Maps )
13. ACTUAL INDICATOR DIAGRAM
14. V.C.R ENGINE SPECIFICATIONS & ITS DESCRIPTION
15. FUTURE WORKS & DISCUSSION
16. CONCLUSION
The OPOC two-stroke engine developed by EcoMotors uses two opposing pistons within each cylinder that move in opposite directions. This design allows for increased efficiency over conventional two-stroke engines by enabling precise computerized control and reducing the number of parts. The OPOC engine provides advantages like higher power-to-weight ratio, ability to run on different fuels, and potential 45% increase in fuel efficiency when using multiple electrically-controlled engine modules. The key differences between OPOC and common two-stroke engines are the use of two pistons per cylinder instead of one and sensors/electrical components required for computerized control.
The Global CCS Institute and USEA co-hosted a briefing on the importance of R&D in advancing energy technologies on June 29 2017. This is the presentation given by Ron Munson, Global Lead-Capture at the Global CCS Institute.
O documento descreve a história e evolução dos veículos elétricos, desde sua criação até se tornarem populares no início do século 20. Detalha as vantagens dos veículos elétricos, como não poluírem e serem silenciosos, e suas desvantagens, como baterias pesadas e de curta duração. Também discute o futuro dos veículos a combustão e a proposta da Comissão Europeia de acabar com esses veículos até 2050.
O documento discute a energia eólica no Brasil, destacando seu potencial, vantagens e desafios. Apresenta a história do uso de energia eólica, o desenvolvimento de turbinas eólicas, a implantação no Brasil e o crescimento recente do setor, com o Brasil se tornando um dos maiores mercados mundiais. Também mostra mapas do potencial eólico brasileiro e exemplos de aplicações da energia eólica.
Kalundborg, Denmark is home to the world's first industrial symbiosis, where waste from one company is used as a resource by others. The industrial park in Kalundborg was established in the 1960s and has since expanded, with companies exchanging materials like excess steam, water, and gypsum. This closed-loop system has led to reductions in waste, environmental impacts, coal and energy usage, and water preservation.
Alternative fuels can help reduce dependence on petroleum and lower emissions. Common alternative fuel types include ethanol, methanol, propane, natural gas, biodiesel, biogas, and electricity. Ethanol is produced from crops and can be used in flexible fuel vehicles. Natural gas and propane are cleaner burning than gasoline. Electric vehicles are becoming more popular but still have limited range due to battery capacity. Fuel cells that use hydrogen are also being developed but require safe and affordable hydrogen storage solutions.
This document provides an overview of chemistry and its central role in science and daily life. It discusses how chemistry has contributed to developments in areas such as electronics, medicine, food processing, forensics, and energy. Some key points made include that chemistry is fundamental to understanding the molecular world and has helped develop critical innovations like transistors, plastics, fertilizers, and medical diagnostics and treatments. The document emphasizes that nearly every aspect of modern life involves chemical developments and that chemistry is truly the central and connecting science.
O documento discute a gestão sustentável de resíduos e águas residuais municipais. Ele descreve as principais origens de resíduos e poluição da água, o processo de tratamento de águas residuais em estações de tratamento, e métodos para a gestão e tratamento de resíduos sólidos, incluindo reciclagem, compostagem e aterros sanitários.
DMT at a glance: here we present the DMT GROUP, our history, corporate structure, attitude and key facts and figures as well as insights into the markets we serve.
Read about selected engineering, exploration, monitoring and consulting projects in the mining sector, civil engineering and infrastructure, oil and gas industry and plant and process engineering.
Plus we provide an overview of our main products and important innovation and research activities.
This thesis examines technologies for carbon dioxide (CO2) capture from power plants. It discusses three main CO2 capture methods: absorption, adsorption, and membranes. Absorption using liquid solvents is identified as the most promising near-term option. The thesis then analyzes biphasic solvents as an alternative to conventional amines for absorption. Biphasic solvents form two liquid phases after CO2 absorption, allowing the CO2-rich phase to be regenerated with 30-50% less energy than amines. Specific biphasic solvent systems are reviewed that could reduce energy requirements for CO2 capture compared to monoethanolamine. The thesis aims to estimate CO2 capture costs using biphasic solvent
O documento discute veículos elétricos, incluindo como funcionam seus motores elétricos, exemplos de carros elétricos como o Renault Zoe e BMW i3, e iniciativas para desenvolvimento de veículos elétricos no Brasil como o Projeto VE da Itaipu.
This document describes the development of a lean NOx trap (LNT) catalyst that does not require precious metals. It proposes using ultrasmall nanoparticles of iron, vanadium, and cerium oxides as the active catalytic components, supported on a porous barium oxide substrate. During lean exhaust conditions, NOx would be oxidized and stored as nitrates in the barium oxide. Under brief rich conditions, the stored NOx would be reduced to N2 via reactions with hydrocarbons facilitated by the redox activity of the iron, vanadium, and cerium oxides. Laboratory testing of prototypes made with this design could evaluate the catalyst's performance versus EPA emissions standards at reducing temperatures compared to conventional precious metal-based
Here are the answers to the summary questions:
1. No, energy cannot be created, it can only be transferred or transformed from one form to another.
2. When you rub your hands, kinetic energy is transferred from your hands in the form of heat energy.
3. Some disadvantages of fuel include being expensive, polluting, having diminishing resources, taking time to gather, etc.
4. The two important nutrients in a biogas plant are carbon and nitrogen.
5. This picture shows the process of anaerobic digestion in a biogas plant. Organic waste is broken down by microorganisms in the absence of oxygen to produce biogas, which can be used as an energy source
The effect of S in diesel fuel on PM2.5 in medellínEnrique Posada
This presentation was given in Athens during the Air Pollution Conference in 2012. It deals with research made during the Sulfur change in the diesel fuel used in the Aburra Valley in Colombia
Diesel fuel is more efficient than gasoline, with 50% of its energy going to motion compared to only 25% for gasoline. Modern diesel engines use cleaner diesel fuel, advanced injection technologies like common rail injection, and effective emissions control systems including diesel particulate filters to reduce emissions by over 95%. Renewable diesel produced through hydrogenation is chemically similar to petroleum diesel and can be used in existing engines and infrastructure.
The document appears to be authored by Rahul Kalita and MD Junaid from SMCET, Jaipur. It does not contain any other text or information beyond the author names and affiliations.
The Reduction of Pollutants from Diesel Engines (1)Sean McSweeney
Diesel engines produce higher levels of pollutants like particulate matter and NOx than gasoline engines. Technologies like diesel oxidation catalysts, diesel particulate filters, and selective catalytic reduction can reduce these pollutants. Diesel particulate filters trap and oxidize particulate matter. Selective catalytic reduction uses a catalyst to convert NOx into nitrogen and water. Technologies like exhaust gas recirculation, nitrogen-enriched air, and lean NOx traps can also reduce NOx emissions from diesel engines.
Understanding the effects of dilution for your startup: definition, formula, risks to take into account and term sheet rights involved.
Read more at: https://www.equidam.com/an-angel-investor-and-an-economist-on-dilution/
Compute your valuation for free at: https://www.equidam.com/
Applications of nano technology in enhanced oil recoverymahdi shahbazi
Nano technology has applications in enhanced oil recovery by improving characterization of reservoirs, completing other EOR methods, and changing reservoir properties with nanofluids. Nano-sensors and analysis can better characterize rocks and fluids at micro-scales. Nanoparticles can flow into small pore throats and increase interface areas to more easily alter wettability and fluid properties. Several case studies showed nanofluids improved oil recovery over waterflooding, including one that recovered 67% of oil compared to 36% for waterflooding. Fine migration can also be addressed using nanoparticles to coat surfaces and stabilize fines.
The document discusses base oil, which makes up 80-99% of lubricant composition. It defines base oil as the largest component of lubricants, which can be derived from mineral oil refining or synthetic production. The properties of base oils, including molecular composition and distribution, influence the characteristics and performance of lubricants. Refining processes such as distillation are used to obtain base oils by reducing undesirable molecules and increasing desirable ones.
The document discusses molarity, which is a measurement of concentration that expresses the number of moles of solute per liter of solution. It provides examples of calculating molarity when given the mass of a solute and volume of solution. It also covers diluting solutions, where the moles of solute stay the same but the concentration decreases as volume increases. Molarity can be used to determine the moles, mass, or volume of a solution component when any two pieces of information are known.
Tbn the right oil for the right application lubrizol-2007Sam Cheng
The document discusses total base number (TBN) in engine oils. Tighter emissions regulations are increasing performance requirements for oils. TBN is a key part of balancing oil formulations to meet specifications related to durability, emissions control, and fuel economy. The two common methods for measuring TBN - ASTM D2896 and D4739 - respond differently to different acid sources, with D4739 capturing depletion from more acid types. Field tests show TBN decreases over time with engine use, demonstrating the need to carefully manage TBN levels to prevent damage.
ENHANCEMENT OF HEAT TRANSFER IN SHELL AND TUBE EXCHANGER USING NANO FLUIDS Vineeth Sundar
The document discusses heat transfer in shell and tube heat exchangers using nanofluids. It describes how baffle geometry, including baffle angle and spacing, affects heat transfer performance. Experiments were conducted using boehmite alumina nanoparticles suspended in a water/ethylene glycol mixture flowing through the tubes, with flue gas on the shell side. The results showed that a baffle angle of 200 provided the highest overall heat transfer coefficient and heat transfer rate. Cylindrical nanoparticles performed better than other shapes. The minimum entropy generation also occurred for a 200 baffle angle. Overall, the study demonstrated that nanofluids can enhance heat transfer in shell and tube heat exchangers, with performance dependent on baffle design and nanop
Solar Photovoltaic/Thermal Hybrid System: Seminar TopicKaran Prajapati
Solar Photovoltaic and Thermal hybrid system helps in optimizing the efficiency of solar pv panel by extracting the heat from the surface of PV module. So, we get electrical and thermal efficiency as product. Normally, water or air is used as working fluid. The seminar topic i.e. this presentation have literature reviews on four main research papers and respective major findings from them. I would recommend the viewers to download the presentation because there is resolution problem while viewing on this website.
The detailed report of this presentation can be seen at :- https://dx.doi.org/10.13140/RG.2.1.1435.3443
This document provides an overview of chemistry and its central role in science and daily life. It discusses how chemistry has contributed to developments in areas such as electronics, medicine, food processing, forensics, and energy. Some key points made include that chemistry is fundamental to understanding the molecular world and has helped develop critical innovations like transistors, plastics, fertilizers, and medical diagnostics and treatments. The document emphasizes that nearly every aspect of modern life involves chemical developments and that chemistry is truly the central and connecting science.
O documento discute a gestão sustentável de resíduos e águas residuais municipais. Ele descreve as principais origens de resíduos e poluição da água, o processo de tratamento de águas residuais em estações de tratamento, e métodos para a gestão e tratamento de resíduos sólidos, incluindo reciclagem, compostagem e aterros sanitários.
DMT at a glance: here we present the DMT GROUP, our history, corporate structure, attitude and key facts and figures as well as insights into the markets we serve.
Read about selected engineering, exploration, monitoring and consulting projects in the mining sector, civil engineering and infrastructure, oil and gas industry and plant and process engineering.
Plus we provide an overview of our main products and important innovation and research activities.
This thesis examines technologies for carbon dioxide (CO2) capture from power plants. It discusses three main CO2 capture methods: absorption, adsorption, and membranes. Absorption using liquid solvents is identified as the most promising near-term option. The thesis then analyzes biphasic solvents as an alternative to conventional amines for absorption. Biphasic solvents form two liquid phases after CO2 absorption, allowing the CO2-rich phase to be regenerated with 30-50% less energy than amines. Specific biphasic solvent systems are reviewed that could reduce energy requirements for CO2 capture compared to monoethanolamine. The thesis aims to estimate CO2 capture costs using biphasic solvent
O documento discute veículos elétricos, incluindo como funcionam seus motores elétricos, exemplos de carros elétricos como o Renault Zoe e BMW i3, e iniciativas para desenvolvimento de veículos elétricos no Brasil como o Projeto VE da Itaipu.
This document describes the development of a lean NOx trap (LNT) catalyst that does not require precious metals. It proposes using ultrasmall nanoparticles of iron, vanadium, and cerium oxides as the active catalytic components, supported on a porous barium oxide substrate. During lean exhaust conditions, NOx would be oxidized and stored as nitrates in the barium oxide. Under brief rich conditions, the stored NOx would be reduced to N2 via reactions with hydrocarbons facilitated by the redox activity of the iron, vanadium, and cerium oxides. Laboratory testing of prototypes made with this design could evaluate the catalyst's performance versus EPA emissions standards at reducing temperatures compared to conventional precious metal-based
Here are the answers to the summary questions:
1. No, energy cannot be created, it can only be transferred or transformed from one form to another.
2. When you rub your hands, kinetic energy is transferred from your hands in the form of heat energy.
3. Some disadvantages of fuel include being expensive, polluting, having diminishing resources, taking time to gather, etc.
4. The two important nutrients in a biogas plant are carbon and nitrogen.
5. This picture shows the process of anaerobic digestion in a biogas plant. Organic waste is broken down by microorganisms in the absence of oxygen to produce biogas, which can be used as an energy source
The effect of S in diesel fuel on PM2.5 in medellínEnrique Posada
This presentation was given in Athens during the Air Pollution Conference in 2012. It deals with research made during the Sulfur change in the diesel fuel used in the Aburra Valley in Colombia
Diesel fuel is more efficient than gasoline, with 50% of its energy going to motion compared to only 25% for gasoline. Modern diesel engines use cleaner diesel fuel, advanced injection technologies like common rail injection, and effective emissions control systems including diesel particulate filters to reduce emissions by over 95%. Renewable diesel produced through hydrogenation is chemically similar to petroleum diesel and can be used in existing engines and infrastructure.
The document appears to be authored by Rahul Kalita and MD Junaid from SMCET, Jaipur. It does not contain any other text or information beyond the author names and affiliations.
The Reduction of Pollutants from Diesel Engines (1)Sean McSweeney
Diesel engines produce higher levels of pollutants like particulate matter and NOx than gasoline engines. Technologies like diesel oxidation catalysts, diesel particulate filters, and selective catalytic reduction can reduce these pollutants. Diesel particulate filters trap and oxidize particulate matter. Selective catalytic reduction uses a catalyst to convert NOx into nitrogen and water. Technologies like exhaust gas recirculation, nitrogen-enriched air, and lean NOx traps can also reduce NOx emissions from diesel engines.
Understanding the effects of dilution for your startup: definition, formula, risks to take into account and term sheet rights involved.
Read more at: https://www.equidam.com/an-angel-investor-and-an-economist-on-dilution/
Compute your valuation for free at: https://www.equidam.com/
Applications of nano technology in enhanced oil recoverymahdi shahbazi
Nano technology has applications in enhanced oil recovery by improving characterization of reservoirs, completing other EOR methods, and changing reservoir properties with nanofluids. Nano-sensors and analysis can better characterize rocks and fluids at micro-scales. Nanoparticles can flow into small pore throats and increase interface areas to more easily alter wettability and fluid properties. Several case studies showed nanofluids improved oil recovery over waterflooding, including one that recovered 67% of oil compared to 36% for waterflooding. Fine migration can also be addressed using nanoparticles to coat surfaces and stabilize fines.
The document discusses base oil, which makes up 80-99% of lubricant composition. It defines base oil as the largest component of lubricants, which can be derived from mineral oil refining or synthetic production. The properties of base oils, including molecular composition and distribution, influence the characteristics and performance of lubricants. Refining processes such as distillation are used to obtain base oils by reducing undesirable molecules and increasing desirable ones.
The document discusses molarity, which is a measurement of concentration that expresses the number of moles of solute per liter of solution. It provides examples of calculating molarity when given the mass of a solute and volume of solution. It also covers diluting solutions, where the moles of solute stay the same but the concentration decreases as volume increases. Molarity can be used to determine the moles, mass, or volume of a solution component when any two pieces of information are known.
Tbn the right oil for the right application lubrizol-2007Sam Cheng
The document discusses total base number (TBN) in engine oils. Tighter emissions regulations are increasing performance requirements for oils. TBN is a key part of balancing oil formulations to meet specifications related to durability, emissions control, and fuel economy. The two common methods for measuring TBN - ASTM D2896 and D4739 - respond differently to different acid sources, with D4739 capturing depletion from more acid types. Field tests show TBN decreases over time with engine use, demonstrating the need to carefully manage TBN levels to prevent damage.
ENHANCEMENT OF HEAT TRANSFER IN SHELL AND TUBE EXCHANGER USING NANO FLUIDS Vineeth Sundar
The document discusses heat transfer in shell and tube heat exchangers using nanofluids. It describes how baffle geometry, including baffle angle and spacing, affects heat transfer performance. Experiments were conducted using boehmite alumina nanoparticles suspended in a water/ethylene glycol mixture flowing through the tubes, with flue gas on the shell side. The results showed that a baffle angle of 200 provided the highest overall heat transfer coefficient and heat transfer rate. Cylindrical nanoparticles performed better than other shapes. The minimum entropy generation also occurred for a 200 baffle angle. Overall, the study demonstrated that nanofluids can enhance heat transfer in shell and tube heat exchangers, with performance dependent on baffle design and nanop
Solar Photovoltaic/Thermal Hybrid System: Seminar TopicKaran Prajapati
Solar Photovoltaic and Thermal hybrid system helps in optimizing the efficiency of solar pv panel by extracting the heat from the surface of PV module. So, we get electrical and thermal efficiency as product. Normally, water or air is used as working fluid. The seminar topic i.e. this presentation have literature reviews on four main research papers and respective major findings from them. I would recommend the viewers to download the presentation because there is resolution problem while viewing on this website.
The detailed report of this presentation can be seen at :- https://dx.doi.org/10.13140/RG.2.1.1435.3443
This document provides an overview of common rail diesel fuel systems presented by Tony Kitchen of AK Training. It describes the key components of common rail systems including the high pressure fuel pump, fuel metering control valve, high pressure accumulator/common rail, fuel rail pressure sensor and control valve, and fuel injectors. The advantages of common rail systems are higher injection pressures, finer fuel atomization, and ability for multiple injections which reduce emissions and improve fuel efficiency.
Nanofluids are suspensions of nanoparticles in base fluids that have been shown to have enhanced thermal conductivity and heat transfer properties compared to conventional fluids. Nanoparticles are smaller than 100nm and do not settle out of suspension like larger particles. Research at Argonne National Lab developed the concept of nanofluids and two methods for producing them - a two-step process for oxides and a one-step process for metals. Nanofluids have four key features - increased thermal conductivity at low nanoparticle concentrations, strong temperature dependence, nonlinear increases with concentration, and increased critical heat flux. Further research is needed to understand nanofluid structure and dynamics at the nanoscale.
This document discusses applications of nanofluids in solar thermal systems. It begins by defining nanofluids as fluids containing nanometer-sized particles suspended in a base fluid such as water or ethylene glycol. Some examples of nanofluids are then provided. The document then discusses how nanofluids can improve the efficiency of solar collectors and concentrated solar power systems by enhancing heat transfer compared to conventional working fluids like water or oil. Several studies are summarized that examine the effects of varying nanoparticle properties and concentrations on collector efficiency. The document also considers the economic and environmental impacts of using nanofluids in solar thermal applications.
This document provides specifications for a 2.2L DOHC diesel engine. It includes details on the engine components like the cylinder head, block, pistons, crankshaft and camshaft. It also describes the engine systems including the timing chain, fuel delivery common rail system, turbocharger and variable geometry components, cooling system and lubrication system.
The document discusses nanofluids, which are engineered colloidal suspensions of nanoparticles in a base fluid. It provides an introduction to nanofluids and their properties. The document then covers preparation methods for nanofluids, factors that influence the thermal conductivity of nanofluids like Brownian motion and interfacial layers, common materials used for nanoparticles and base fluids, advantages and limitations of nanofluids, and applications. The overall document serves as a review of nanofluids that discusses their composition, properties, production methods, performance factors, and considerations for use.
The document discusses clean diesel and after-treatment systems for reducing emissions. Strict US emissions regulations have driven the development of new technologies like common rail injection, diesel particulate filters, and NOx after-treatment systems. Diesel particulate filters require regeneration strategies to avoid plugging, and biodiesel fuel properties must be carefully controlled to avoid filter issues. Collaboration across industries has been necessary to develop improved fuels, lubricants, engine components, and after-treatment systems to meet increasingly stringent emissions standards.
This document provides an overview of a technical training course on exhaust after-treatment and biodiesel. The course will cover changes in diesel engine emissions regulations, basics of diesel engine emissions and required hardware changes, methods of exhaust after-treatment, interactions between fuels and fuel systems, and resources. It will aim to provide industry experts to answer questions and introduce the National Biodiesel Board's diesel technician training program.
The document provides an overview of selective catalytic reduction (SCR) systems and diesel exhaust fluid (DEF) as part of meeting 2010 emissions standards, explaining that SCR technology uses DEF and a catalyst to reduce oxides of nitrogen emissions from diesel engines and discussing Cummins Filtration's role in the DEF supply chain.
Biodiesel blends up to B20 are compatible with diesel emission control technologies such as diesel particulate filters and selective catalytic reduction systems. Testing showed B20 lowers DPF regeneration temperatures and increases particulate oxidation rates. EPA emissions evaluations found no significant difference between B20 and ULSD with NOx adsorber catalyst and SCR systems on a light-duty vehicle over 120,000 miles. Additional research is ongoing to understand long-term impacts of biodiesel blends on modern emission control systems.
This document provides notes and comments on a draft module about diesel fuel. It indicates that stock photography will be added after other drafts are reviewed. The writer rearranged the draft to a new outline from the client, except for keeping "low sulfur diesel" and "ultra-low sulfur diesel" in their original section rather than moving them to alternative fuels. The writer also comments that diesel fuel grades need their own heading. Finally, a new section on contaminants was added.
This document provides notes and comments on a draft module about diesel fuel. It indicates that stock photography will be scheduled after other drafts are reviewed. The writer rearranged the draft to a new outline from the client, except for keeping "low sulfur diesel" and "ultra-low sulfur diesel" in their original section rather than moving them to alternative fuels. The writer also added a section on contaminants.
This document discusses the development of the new API CJ-4 oil category, which was created to be compatible with diesel particulate filters (DPFs) used in 2007 and later diesel engines in the US. The API CJ-4 category includes 5 new engine tests and 1 new gasoline test to evaluate oil performance with DPFs and EGR systems. It places limits on the oil's sulfated ash (1%), phosphorus (0.12%), sulfur (0.4%), and volatility (13%) to limit deposits in DPFs. The tests were selected to evaluate issues like oil consumption, deposits, wear, and soot control with low-sulfur fuel and reduced phosphorus levels required for DPF and catalyst
This document discusses the development of the new API CJ-4 oil category, which was created to be compatible with diesel particulate filters (DPFs) used in 2007 and later diesel engines in the US. The API CJ-4 category includes 5 new engine tests and 1 new gasoline test to evaluate oil performance with DPFs and EGR systems. It places limits on the oil's sulfated ash (1%), phosphorus (0.12%), sulfur (0.4%), and volatility (13%) to limit deposits in DPFs. The tests were selected to evaluate issues like oil consumption, deposits, wear, and soot control with low-sulfur fuel and reduced phosphorus levels required for catalyst compatibility.
Webinar broadcast 24 May 2012. Second in a series previewing results of a long-term study by the ICCT of India's program to regulate and control emissions from light-duty and heavy-duty vehicles—cars, motorcycles, trucks, and buses. Offers a broad overview of the influence of fuel quality on vehicle emissions, and assesses India's past, present, and possible future fuel-quality standards and compliance programs in the context of international best practices, with particular emphasis on sulfur content of fuels.
The document summarizes a presentation given by Colin Chin of Shell Global Solutions on the future of transportation fuels. It discusses challenges around sustainable mobility and reducing emissions. It then covers developments in conventional fuels like diesel and gasoline, as well as emerging fuels such as biofuels and synthetic fuels produced from natural gas, coal, and biomass. The presentation concludes that low greenhouse gas emissions are the target for the future and advocates using a well-to-wheels approach to assess total energy use and emissions from fuel production to vehicle operation.
This document discusses diesel fuel properties and uses. It notes that diesel fuel is used in trucks, locomotives, ships, and increasingly passenger cars. Properties like specific gravity, flash point, viscosity, and sulfur content increase with more severe service conditions, while cetane number decreases. Refinery capacity must expand to increase diesel production. In India, there are two main types of diesel - high speed for vehicles and light diesel oil for stationary uses. The document outlines characteristics and properties that make certain hydrocarbons suitable for diesel fuel, including cetane number, density, distillation points, and additives that can improve ignition quality.
The document discusses measures to reduce NO2 levels in Austria. It notes that exceedances of NO2 levels have occurred near roads and highways. The highest levels are found in large cities close to traffic. NO2 comes primarily from diesel vehicles. Projections show NO2 levels from traffic declining slowly by 2020. Measures discussed to reduce NO2 include reducing traffic volume, changing to less polluting vehicles, lowering emission levels from vehicles, and restricting or relocating emissions. Examples given are low emission zones, sectoral bans of trucks, taxes and charges, and speed limits. Both synergies and antagonisms between NO2 reduction and reducing other pollutants are addressed.
1. Synthetic oils are manufactured using chemical synthesis and contain additives. They can be made from synthetic hydrocarbons, organic esters, or other materials like phosphate esters or silicones.
2. Synthetic oils offer advantages over mineral oils like wider temperature ranges, better oxidation stability, and lower friction for improved fuel economy. They form thicker oil films for better wear protection.
3. Pertamina's synthetic oil products include the Fastron fully synthetic 0W-50 engine oil with PAO base oil and synthetic compressor oils under the GC Lube Syn brand made with diester base oil.
The document summarizes a presentation on clean fuels given in 2007. It discusses various fuel properties and their effects on emissions from diesel engines. Topics covered include diesel fuel properties, biodiesel and its effects, homogeneous charge compression ignition (HCCI), light-duty diesel engines, and high-efficiency gasoline engines. Charts and graphs are presented showing relationships between fuel properties and emissions like nitrogen oxides and particulate matter. Alternative fuels like biodiesel, dimethyl ether, and Fischer-Tropsch diesel are also discussed and compared to petroleum diesel.
The document summarizes a presentation on clean fuels given in 2007. It discusses various fuel properties and their effects on emissions from diesel engines. Topics covered include US heavy duty emissions legislation; the impact of diesel fuel properties like aromatics and hydrogen content on NOx emissions; biodiesel and its effects on reducing hydrocarbons and particulates; HCCI combustion; and using low-temperature combustion techniques to potentially meet Tier II Bin 5/2 emissions standards without a NOx aftertreatment system.
Waste for recycling not for burning lt recoil pekko kohonenBusiness Finland
L&T Recoil Oy focuses on re-refining used oil. It is building a used oil re-refining plant in Hamina, Finland to process 60,000 tons of used oil per year, 20,000 tons of which will be from Finland. The plant will use advanced hydro-finishing technology to remove impurities from used lubricants and produce Group II base oils meeting strict quality standards. The plant will have products such as base oils, fuels, and bitumens.
Waste for recycling not for burning lt recoil pekko kohonenBusiness Finland
The document discusses L&T Recoil Oy's used oil re-refining plant that is being built in Hamina, Finland. The plant will have a capacity to process 60,000 tons of used oil per year and will produce 70% base oils, 13% fuels, 12% bitumens, and 5% water. The re-refining process removes all impurities and contaminants from used lubricant oils using hydro-finishing technology to produce Group II base oils meeting strict quality standards. The plant aims to give used oil a new life through environmentally-friendly re-refining rather than burning or wasting most collected oil.
Diesel emissions regulations have become much stricter over time, requiring advanced engine and aftertreatment technologies. Modern diesel engines use precise high-pressure fuel injection, exhaust gas recirculation, and particulate filters or catalysts to meet lower emission limits. Selective catalytic reduction using urea injection is also used to convert nitrogen oxides to harmless gases. Biodiesel can help meet emissions standards when used as intended but special considerations are needed to prevent fuel system and filter issues.
This document provides an overview of a training course on biodiesel engine and fleet performance presented by the National Biodiesel Board. The objectives are to provide expert answers on biodiesel use, introduce diesel technician training resources, and discuss fleet experiences with biodiesel. Key topics covered include biodiesel properties, engine manufacturer positions on biodiesel blends, and technical guidance from a biodiesel evaluation team on ensuring proper fuel quality and maintenance practices when adopting biodiesel.
This document provides an overview of a training course on biodiesel vehicle maintenance presented by the National Biodiesel Board. The learning objectives are to provide technical instruction on biodiesel's impact on vehicle maintenance, troubleshooting, and fuel filtration. Topics covered include the fuel system, lubrication oil, cold weather performance, and lower emissions with biodiesel. Biodiesel is noted to have similar properties to diesel, with benefits such as natural lubricity and lower sulfur levels.
This document provides information on a training course titled "Biodiesel Fuel Quality & BQ-9000" presented by the National Biodiesel Board. The objectives of the course are to instruct attendees on diesel and biodiesel fuel properties, how these properties affect fuel quality and filtration, and details on the BQ-9000 biodiesel quality program. Key topics that will be covered include ASTM biodiesel specifications, critical fuel quality parameters and their importance, biodiesel's enhanced lubricity, and its performance in low temperature operation.
This document discusses the benefits of biodiesel fuel. It provides 10 key reasons why customers are using biodiesel, including that it is categorized as an advanced biofuel under the Renewable Fuel Standard, has significantly lower carbon emissions than petroleum diesel, has a high energy balance returning over 5 units of energy for every 1 unit used to produce it, and supports sustainability and energy security by providing a domestic fuel source. The document is intended to educate technicians and customers on the technical and environmental benefits of biodiesel.
The document provides an overview of the National Biodiesel Board and biodiesel. It discusses that the NBB lobbies for and markets biodiesel in the US, funded by soybean farmers, grants, and biodiesel producers. The presentation aims to educate technicians about biodiesel production, quality standards, benefits including environmental and performance, and OEM support of biodiesel blends. It emphasizes that biodiesel must meet ASTM D6751 specifications and come from BQ-9000 certified suppliers to function properly in diesel engines.
The document provides an overview of a training course on biodiesel fuel quality presented by the National Biodiesel Board. It discusses key diesel and biodiesel fuel properties, ASTM standards for biodiesel including D6751 and D975, the BQ-9000 quality program, factors that affect fuel quality such as contaminants, and results from various surveys of biodiesel fuel quality. The goal is to educate people on ensuring high quality biodiesel production and use.
The document provides information about a technical training course on biodiesel fleet studies presented by the National Biodiesel Board. The NBB receives funding from soybean check-off programs, government grants, and biodiesel producer contributions for technical, regulatory, marketing, and lobbying efforts. The course objectives are to provide access to industry experts, introduce their diesel technician training program, and provide information on fleets using biodiesel blends. Learning outcomes include identifying public and private fleets using biodiesel, explaining changes to fleet maintenance programs when switching to biodiesel, and properly diagnosing and recommending biodiesel use.
The document provides an overview of biodiesel technical training on understanding diesel fuel presented by the National Biodiesel Board. It discusses the objectives to understand diesel and biodiesel fuel quality standards and their effects on engine performance and emissions. Key points covered include ASTM fuel specifications for diesel including cetane number, distillation temperatures, viscosity, carbon residue and sulfur content which impact engine operation. It also discusses emissions regulations that have made diesel fuel requirements more stringent over time.
The document presents the findings of an agricultural off-road biodiesel demonstration project in Saskatchewan. It evaluates the use of biodiesel blends (B5-B20) in agricultural tractors and equipment. Fuel was sampled from producer bulk tanks and equipment fuel tanks at various farms. Testing evaluated fuel quality parameters such as oxidation stability, acid levels, and water content. Results showed biodiesel blends maintained acceptable fuel quality with no operational issues reported throughout the winter demonstration period.
The document provides information for diesel technicians about biodiesel, including its production process, properties, standards, and benefits. It summarizes that biodiesel is made through a chemical process called transesterification that combines vegetable oils or animal fats with methanol to produce biodiesel and glycerin. Biodiesel can be blended with petrodiesel in any amount, has similar fuel properties as petrodiesel but with improved lubricity and lower emissions. Industry standards like ASTM D6751 and the voluntary BQ-9000 program help ensure biodiesel quality.
The document discusses biodiesel production methods. There are three routes: base catalyzed transesterification using alcohol which is the most common and economic method; direct acid catalyzed esterification; and converting the oil to fatty acids then alkyl esters. The base catalyzed process reacts a fat or oil with an alcohol like methanol using a catalyst like sodium or potassium hydroxide to produce biodiesel and glycerine in a low temperature and pressure process with high conversion rates.
The document analyzes the effect of biodiesel on exhaust emissions from diesel vehicles. It uses statistical analysis of existing emissions test data to estimate how regulated pollutants like NOx, PM, HC and CO change as the percentage of biodiesel in fuel is increased. For a 20% biodiesel blend, estimates indicate NOx increases 2% while PM, HC and CO decrease over 10%, 20% and 10% respectively. Fuel economy is also estimated to decrease 1-2% with a 20% biodiesel blend. The analysis focuses on heavy-duty highway engines as most available data is from these, but effects may differ for future engine technologies and nonroad/light-duty engines.
The document provides guidance for biodiesel producers and blenders regarding EPA regulations. It outlines EPA's registration requirements for biodiesel producers under 40 CFR Parts 79 and 80. Producers must submit forms, provide information on feedstocks and processes, and ensure biodiesel meets ASTM D6751 standards. It also provides guidance for biodiesel blenders on handling, storage and quality concerns. EPA is working to better understand biodiesel's effects on emissions and harmonize fuel standards through testing programs and engagement with standard-setting organizations.
The document is a resource guide from the U.S. Department of Energy that provides information on heavy vehicles and engines with alternative fuel and advanced powertrain options. It includes contact information for vehicle and engine manufacturers, organizations involved in alternative fuels, and government agencies. It also has a glossary of terms, emission standards chart, and listings of alternative fuel engine and vehicle models.
Biodiesel has been extensively tested by the EPA and is shown to significantly reduce harmful emissions compared to conventional diesel. EPA data shows biodiesel reduces particulate matter by 47% and carbon monoxide and hydrocarbons each by about 50%. It also essentially eliminates sulfur emissions and reduces cancer-causing PAHs and nPAHs by 75-90%. The only pollutant that may increase is NOx, which increases about 10% for pure biodiesel but biodiesel allows use of technologies to control NOx not possible with conventional diesel.
The City of Keene, NH has been using B20 biodiesel in its vehicles and equipment for over 5 years. It started with a small grant from the state of NH and has since used over 200,000 gallons of B20 biodiesel. B20 runs in existing unmodified diesel engines, integrates with existing fuel infrastructure, and provides benefits like reduced emissions, lubricity, and being renewable. The City has 68 vehicles and pieces of equipment running on B20 with no reported problems.
The document is a resource guide from the U.S. Department of Energy that provides information on heavy vehicles and engines with alternative fuel and advanced powertrain options. It includes contact information for vehicle and engine manufacturers, organizations involved in alternative fuels, and government agencies. It also has emissions standards charts and lists product information for alternative fuel engines, natural gas and propane vehicles, and hybrid, electric, and fuel cell vehicles.
1. Clean Diesel and After-Treatment Systems
Gary M. Parsons
Global OEM and Industry Liaison Manager
February 1, 2009
2. Presentation Overview
U.S. Emissions Requirements
Drivers of new technologies
Common Rail Injection
Diesel Particulate Filters
Regeneration Strategies
Plugging
Biodiesel Fuel Dilution
Critical Biodiesel Properties To Avoid DPF Plugging
NOx After-Treatment
Summary
3. Progression of US Highway Heavy Duty
Emissions Requirements
12
10
1988 to 2010
1988
~98% reduction in NOx
NOx , g/hp-hr
8
~99% reduction in PM
6
1994
4
1998
1991 1990
2
2002
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7
2007/2010 Particulate, g/hp-hr
4. Impact of HD Soot Emissions Regulations in
the US
Particulate Matter 1988
0.6g/Bhp-Hr
1994 47 miles
0.1g/Bhp-Hr
285 miles
114 miles New
2007 York
0.01g/Bhp-Hr
City
2,853 miles 1991
0.25g/Bhp-Hr
Los Angeles
5. Relative Contribution of Particulate Matter of HD Diesel
On-Road Engines – 1988 Versus 2007
1988
475 pounds of P.M.
in 120,000 miles 2007
9 pounds of P.M.
in 120,000 miles
Photos Courtesy of Freightliner Trucks
6. Light Duty Gasoline and Diesel Must Now Meet The
Same Emissions Regulations
Both diesel and gasoline need to meet the same Tier 2 Bin 5 requirement
Diesel fuel price and exhaust after-treatment differential presents the
most significant barrier for light duty diesel engines in US vehicles
US Federal Emission Standards
Passenger Cars
FTP 75 cycle, (g/mi) CO NOx NOx PM
diesel gasoline
Tier 1
phased in 1994-97 4.2 1.25 0.6 0.10
100.000 mi useful life
Tier 2 EPA bin
phased in 2004-09 7 4.2 0.20 0.02
120.000 mi useful life 6 4.2 0.15 0.02
5 4.2 0.07 0.01
4 2.1 0.07 0.01
3 2.1 0.04 0.01
2 2.1 0.02 0.01
1 0 0.00 0.00
OEM Fleet avg NOx, max 0.07
Additional standards for NMOG (Non-Methane Organic Gas) and HCHO (formaldehyde)
• California LEV 2 is similar to EPA Tier 2 bin 5
8. U.S. Reducing Diesel Fuel Sulfur
Direct Correlation With PM Emissions
To Reduce Particulate and for
Compatibility With Diesel
Particulate Filter (DPF)
5,000 ppm
1993 500 ppm
Off Highway 95% On-Highway
June 2006 500 ppm 15 ppm
2010 15 ppm On and Off Highway
9. Fuel Sulfur Levels, Hardware Changes, and Engine Oils
Have Had To Change To Meet Regulations
10.7
10.7
12 6.0
6.0
5.0
5.0
5.0
5.0
NOx, g/BHP-Hr
10
4.0
4.0
8
6
2.0
2.0 1988
1990
1.2 1991
4 1.2 CE
1994
2 .2
.2 CF-4
1998
Pa .01
0
CG-4
rt 0.1
2000
ic
ul 0.25 2002 CH-4
at
e, 2007 CI-4 CI-4
g/
BH 0.6 2010 PLUS 500-5,000 ppm
P- CJ-4
H 500 ppm max
r
15 ppm max
10. Alternate Emissions Technology Solutions to Meet
On-Highway Emission Limits
HD Exhaust Emission Standards
0.15
1996 Euro 2
US 2004
Particulate Matter (g/kWh)
0.10
2000 Euro 3
De-NOx
DPF
0.05
2008 Euro 5 NOx/PM trade-off
2005 Euro 4
US 2007 SCR
0.00
0 1 2 3 4 5 6 7
US 2010
NOx (g/kWh)
11. Lowering NOx Through In-Cylinder Techniques
Exhaust Gas Recirculation (EGR)
Cooled EGR
Cooled EGR
In-Cylinder Temperature
No EGR
EGR
TDC
G9801035
12. Common Rail Direct Injection For Improved Combustion
Reduced Emissions and Better Fuel Economy
Supply Pump
Common Rail Precise fuel control
Working pressures to
32,000 psi
1µM plunger clearance.
Human hair is ~50 µM
Fuel cleanliness critical
Injector
ECU
Source : DENSO Home page
13. Diesel Particulate Filters (DPF) to Meet PM Requirements
Heavy Duty Trucks 2007 & Passenger Car 2009
0.4
0.35 Diesel
Particulate 1991
Particulate (g/kWh)
0.3
Filter (DPFs)
0.25
on All Diesels
0.2
Heavy Duty Emissions
Standards
0.15
0.1 2002 1998 1994
0.05
2010 2007
0
0 1 2 3 4 5 6 7
NOX (g/kWh)
17. DPF Regeneration With Dosing Injector
System Used In Most Heavy Duty Truck Applications
18. 2007 Caterpillar ACERT On-Highway Engine Configuration
Combustor for DPF Regeneration
Combustor For Manual DPF Regeneration
• 2 Fuel Lines (~250 psi)
• 2 Coolant Lines (in/out)
• 1 Air Line
• Spark Plug Igniter
19. Late Post-Injection in DPF Vehicles Leads to
Higher Levels of Fuel Dilution
Multiple Injection Strategy to Control Combustion
• Late post injection is typically used in light duty diesels equipped with Diesel
Particulate Filters (DPF)
Source: Robert Bosch GmbH
20. Crankcase Fuel Dilution With Biodiesel
Properties of Biodiesel Lead to Higher Fuel Dilution Levels Than Mineral Diesel
Surface Tension
30
Diesel – normal
25.4
25 22.5
droplet size
20
15
Diesel RME Biodiesel
Specific Gravity
0.89
0.874
0.852
0.86
0.83
0.8
Diesel RME Biodiesel
Viscosity, cSt at 100°C
3
Larger fuel spray
2.4
droplet size
2
1.3
1
Late post-injection leads to
0
Diesel RME Biodiesel higher levels of fuel dilution
21. Late Post-Injection Leads to Higher Levels of
Fuel Dilution
Conventional Late
Injection Timing Post-Injection
Increased
wall wetting
Fuel enters
crankcase
22. Crankcase Fuel Dilution With Biodiesel
Higher and Narrower boiling range of biodiesel makes it more
persistent once it enters the crankcase 100
80
Mass %
60
40
20
0
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Carbon Number
Soy Methyl Ester
12
10
8
Mass %
6
4
2
0
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
• OEMs have reported 15-20% fuel dilution (FAME) at oil drain Carbon number
• OEMs often reduce drain intervals when Biodiesel blends are
Mineral Diesel
used
24. DPF Collects Lubricant Derived Materials
“Clean Air”
VI
VI
Improver
Improver
Detergent Ash
and Inhibitor
Base Oil
• Impurities
and ash forming compounds in diesel fuel collect in
the DPF too
25. DPF Service Life
For Heavy Duty Trucks, EPA has mandated a minimum DPF servicing
interval of 150,000 miles and a minimum DPF life of 435,000 miles (10
years or 6,000 hours)
Soot may be eliminated through oxidation
Ash must be physically removed
Engine makers are responsible for DPF maintenance cost if
maintenance cycle less than 150,000 miles
26. Critical Biodiesel Properties and Specifications
DPF Ash Loading
Property ASTM D6751 Test Method
Limits
Calcium and Magnesium 5 max EN 14538
Water and Sediment 0.05 max D 2709
Sulfated Ash 0.02 max D 874
Carbon Residue 0.050 max D 4530
Phosphorous Content 0.001 max D 4951
Sodium and Potassium, 5 max EN 14538
Combined
27. NOx Emissions Control Trends
U.S. Off-highway
Emissions Standards 130<kW<225 (175<hp<300)
Particulate g/bhp-hr
0.60
0.50 The combination of
• EGR
0.40
• SCR & Urea (or NOx Adsorber, Light Duty Diesel)
0.30 • TC – Two Compressor
Tier 1 - 1996
(Turbo’s)
and Two Intercoolers Tier 4 will
0.20
require ULSD
& exhaust
Tier 2 – 2003 after
0.10 Tier 4 - 2012=>2014
Tier 3 - 2007 treatment
0
0 1 2 3 4 5 6 7 8 9
NOx g/bhp-hr
28. Alternate Emissions Technology Solutions to Meet
On-Highway Emission Limits
HD Exhaust Emission Standards
0.15
1996 Euro 2
US 2004
Particulate Matter (g/kWh)
0.10
2000 Euro 3
De-NOx
DPF
0.05
2008 Euro 5 NOx/PM trade-off
2005 Euro 4
US 2007 SCR
0.00
0 1 2 3 4 5 6 7
US 2010
NOx (g/kWh)
29. In-Cylinder and After Treatment Systems for
On- and Off-Highway Heavy Duty
Aqueous
EGR Two Stage Urea
Air to Turbos and Solution
Air Cooler Two Stage Tank
Intercoolers Pump and (Diesel Exhaust
Injector
Fluid - DEF)
1
Exhaust Atomized
Dosing Urea
2
Injector Solution
C
3
T
4
5
Closed SCR Ammonia
6
Closed Catalyzed Catalyst Slip
Common Crankcase Particulate Catalyst
Rail Fuel Filter
System
30. Compact DPF-SCR-Urea to Meet Particulate and
NOx Standards
Ex
ha
us Catalyst to Urea Mixing Unit
tO
ut Reduce NOx
le
t Ammonia
Slip SCR SCR
Exhaust Inlet Oxicat DPF
Slip SCR SCR
Urea Injection Point
With Wide Spray
Catalyst to Prevent Ammonia
Release
31. Lean NOx Trap Being Used in VW Clean Diesels
Lean NOx traps
(LNT) highly
sensitive to fuel
sulfur levels and
other contaminants
Late post-injection
is used frequently to
richen exhaust and
desulfurize LNT
Late post-injection
is also used to
regenerate DPF
Source: Volkswagen
32. Diesel Exhaust After-Treatment Systems
Positives Negatives
Diesel Particulate Scalable to all engine sizes Increased back pressure
and applications impacts fuel economy
Filter (DPF) Highly efficient Periodic maintenance to
clean out ash
Fuel dilution when late post
injection is used
Selective Catalyst Good fuel economy Infrastructure for Diesel
Exhaust Fluid (DEF)
Reduction (SCR) - Difficult to downsize
Urea Doesn’t work well in city
driving mode
Lean NOx Trap No extra fluid required Worse fuel economy
Not sensitive to driving mode Sensitive to sulfur
(LNT) Reliability for HD applications
33. Summary
Emissions regulations are driving new hardware, fuels, and lubricants
technologies into the market
A systems approach is required in order to meet sometimes conflicting
requirements simultaneously
The introduction of Common Rail Injection systems has lead to reduced
emissions, noise, and fuel consumption but requires very clean fuel
Exhaust after-treatment devices are required to meet the latest Particulate
Matter (PM) and NOx emissions requirements
In-use compliance requirements can result in the OEM being responsible
for emissions system performance for 10+ years
Late-post injection can lead to elevated levels of biodiesel fuel dilution
Diesel Particulate Filters (DPF) require regeneration and can plug due to
ash forming compounds
The Energy Independence and Security Act of 2007 has a provision for
OEMs to capture CAFÉ credits if they produce B20 vehicles (similar to
E85 credit for FlexFuel vehicles).