A Robust Engineering experiment was performed to determine the effects PGM loading and placement on the FTP emissions of a 4 cylinder 2.4L and two 8 cylinder 4.7L vehicles. 1.3L catalytic converters were used containing a front and rear catalyst of equal volume. The experiment is defined by a Taguchi L-8 array. Eight different combinations of catalyst PGM loadings were aged and evaluated. Results show that nmHC and NOx emissions are predominately affected by the PGM loading of the front catalyst. The rear catalyst is insensitive to either Pt or Pd which can be used at low concentrations. Results also compare the benefits of Pd and Rh to reduce emissions. Confirmation runs suggest that significant reductions in PGM cost can be achieved over baseline designs.
{"title":"PGM Optimization by Robust Design","authors":"George C. Mitchell, M. Zammit, Douglas J. Ball","doi":"10.4271/2005-01-3849","DOIUrl":"https://doi.org/10.4271/2005-01-3849","url":null,"abstract":"A Robust Engineering experiment was performed to determine the effects PGM loading and placement on the FTP emissions of a 4 cylinder 2.4L and two 8 cylinder 4.7L vehicles. 1.3L catalytic converters were used containing a front and rear catalyst of equal volume. The experiment is defined by a Taguchi L-8 array. Eight different combinations of catalyst PGM loadings were aged and evaluated. Results show that nmHC and NOx emissions are predominately affected by the PGM loading of the front catalyst. The rear catalyst is insensitive to either Pt or Pd which can be used at low concentrations. Results also compare the benefits of Pd and Rh to reduce emissions. Confirmation runs suggest that significant reductions in PGM cost can be achieved over baseline designs.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"24 1","pages":"1647-1655"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77927959","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A comprehensive investigation into why gasoline fuel injectors fail in the field due to deposit formation has led to the development of a robust fuel injector design. Analysis of field failures provided critical clues as to why fuel injectors form deposits. The development of a repeatable test and a repeatable deposit forming fuel allowed the confirmation of these clues and the testing of design improvements. This combination of test cycle and fuel allowed for a reduced test time while providing sufficient sensitivity to differentiate between injector design improvements. Confirmation of design improvements was completed on a stationary vehicle using both commercially available gasoline and a formulated deposit forming fuel.
{"title":"Development of a Robust Injector Design for Superior Deposit Resistance","authors":"P. V. Bacho, J. Galante-Fox, David W. Sant","doi":"10.4271/2005-01-3841","DOIUrl":"https://doi.org/10.4271/2005-01-3841","url":null,"abstract":"A comprehensive investigation into why gasoline fuel injectors fail in the field due to deposit formation has led to the development of a robust fuel injector design. Analysis of field failures provided critical clues as to why fuel injectors form deposits. The development of a repeatable test and a repeatable deposit forming fuel allowed the confirmation of these clues and the testing of design improvements. This combination of test cycle and fuel allowed for a reduced test time while providing sufficient sensitivity to differentiate between injector design improvements. Confirmation of design improvements was completed on a stationary vehicle using both commercially available gasoline and a formulated deposit forming fuel.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"1 1","pages":"1596-1604"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86596961","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
E. Pertl, D. Carder, F. A. Pertl, M. Gautam, James E. Smith
The Federal Test Procedure (FTP) for heavy-duty engines requires the use of a full-flow tunnel based constant volume sampler (CVS). These are costly to build and maintain, and require a large workspace. A small portable micro-dilution system that could be used on-board, for measuring emissions of in-use, heavy-duty vehicles would be an inexpensive alternative. This paper presents the rationale behind the design of such a portable particulate matter measuring system. The presented micro-dilution tunnel operates on the same principle as a full-flow tunnel, however given the reduced size dilution ratios can be more easily controlled with the micro dilution system. The design targets dilution ratios of at least four to one, in accordance with the ISO 8178 requirements. The unique features of the micro-dilution system are the use of only a single pump and a porous sintered stainless steel tube for mixing dilution air and raw exhaust sample. This paper contains the results of that design process.
{"title":"Design of a Portable Micro-Dilution Tunnel Particulate Matter Emissions Measurement System","authors":"E. Pertl, D. Carder, F. A. Pertl, M. Gautam, James E. Smith","doi":"10.4271/2005-01-3795","DOIUrl":"https://doi.org/10.4271/2005-01-3795","url":null,"abstract":"The Federal Test Procedure (FTP) for heavy-duty engines requires the use of a full-flow tunnel based constant volume sampler (CVS). These are costly to build and maintain, and require a large workspace. A small portable micro-dilution system that could be used on-board, for measuring emissions of in-use, heavy-duty vehicles would be an inexpensive alternative. This paper presents the rationale behind the design of such a portable particulate matter measuring system. The presented micro-dilution tunnel operates on the same principle as a full-flow tunnel, however given the reduced size dilution ratios can be more easily controlled with the micro dilution system. The design targets dilution ratios of at least four to one, in accordance with the ISO 8178 requirements. The unique features of the micro-dilution system are the use of only a single pump and a porous sintered stainless steel tube for mixing dilution air and raw exhaust sample. This paper contains the results of that design process.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"14 1","pages":"1498-1505"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86496012","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Using spark retard during a cold-start is a very effective means of achieving fast catalyst light-off. In addition to obtaining faster catalyst light-off, retarding the spark also results in lower engine-out HC emissions. The objective of this research was to understand the reasons for the decrease in HC emissions with spark retard. In order to make the results as unambiguous as possible, the experiments were performed on a dynamometer at constant speed and load conditions using pre-vaporized, premixed gasoline. A zero-dimensional ring-pack crevice flow model was used to determine the mass flows into and out of the piston crevice during the engine cycle. The analysis showed that with spark retard a large fraction of the unburned fuel from the ring-pack re-entered the cylinder before the end of flame propagation, and was consumed by the flame when it extinguished on the cylinder wall. The level of post-flame HC consumption was estimated as the difference between the measured engine-out HC emissions and the unburned fuel re-entering the cylinder after the end of flame propagation, which was taken to be the crankangle of 90% mass fraction burned. Even with the most severe levels of spark retard the majority of the HC consumption, up to 70%, takes place by the flame within the cylinder before exhaust valve opening.
{"title":"The Effect of Spark Retard on Engine-out Hydrocarbon Emissions","authors":"J. Eng","doi":"10.4271/2005-01-3867","DOIUrl":"https://doi.org/10.4271/2005-01-3867","url":null,"abstract":"Using spark retard during a cold-start is a very effective means of achieving fast catalyst light-off. In addition to obtaining faster catalyst light-off, retarding the spark also results in lower engine-out HC emissions. The objective of this research was to understand the reasons for the decrease in HC emissions with spark retard. In order to make the results as unambiguous as possible, the experiments were performed on a dynamometer at constant speed and load conditions using pre-vaporized, premixed gasoline. A zero-dimensional ring-pack crevice flow model was used to determine the mass flows into and out of the piston crevice during the engine cycle. The analysis showed that with spark retard a large fraction of the unburned fuel from the ring-pack re-entered the cylinder before the end of flame propagation, and was consumed by the flame when it extinguished on the cylinder wall. The level of post-flame HC consumption was estimated as the difference between the measured engine-out HC emissions and the unburned fuel re-entering the cylinder after the end of flame propagation, which was taken to be the crankangle of 90% mass fraction burned. Even with the most severe levels of spark retard the majority of the HC consumption, up to 70%, takes place by the flame within the cylinder before exhaust valve opening.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"4 1","pages":"1727-1741"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"84796917","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
R. Iverson, R. E. Herold, R. Augusta, D. Foster, J. Ghandhi, J. Eng, P. Najt
Experiments were performed on a homogeneously fueled compression ignition gasoline-type engine with a high degree of intake charge preheating. It was observed that fuels that contained lower end and/or non-branched hydrocarbons (gasoline and an 87 octane primary reference fuel (PRF) blend) exhibited sensitivity to thermal conditions in the surge tanks upstream of the intake valves. The window of intake charge temperatures, measured near the intake valve, that provided acceptable combustion was shifted to lower values when the upstream surge tank gas temperatures were elevated. The same behavior, however, was not observed while using isooctane as a fuel. Gas chromatograph mass spectrometer analysis of the intake charge revealed that oxygenated species were present with PRF 87, and the abundance of the oxygenated species appeared to increase with increasing surge tank gas temperatures. No significant oxygenated species were detected when running with isooctane. The presence of the oxygenated species for PRF 87 fueling indicated that reactions were occurring in the intake surge tanks which resulted in needing lower intake charge temperatures to achieve autoignition.
{"title":"The Effects of Intake Charge Preheating in a Gasoline-Fueled HCCI Engine","authors":"R. Iverson, R. E. Herold, R. Augusta, D. Foster, J. Ghandhi, J. Eng, P. Najt","doi":"10.4271/2005-01-3742","DOIUrl":"https://doi.org/10.4271/2005-01-3742","url":null,"abstract":"Experiments were performed on a homogeneously fueled compression ignition gasoline-type engine with a high degree of intake charge preheating. It was observed that fuels that contained lower end and/or non-branched hydrocarbons (gasoline and an 87 octane primary reference fuel (PRF) blend) exhibited sensitivity to thermal conditions in the surge tanks upstream of the intake valves. The window of intake charge temperatures, measured near the intake valve, that provided acceptable combustion was shifted to lower values when the upstream surge tank gas temperatures were elevated. The same behavior, however, was not observed while using isooctane as a fuel. Gas chromatograph mass spectrometer analysis of the intake charge revealed that oxygenated species were present with PRF 87, and the abundance of the oxygenated species appeared to increase with increasing surge tank gas temperatures. No significant oxygenated species were detected when running with isooctane. The presence of the oxygenated species for PRF 87 fueling indicated that reactions were occurring in the intake surge tanks which resulted in needing lower intake charge temperatures to achieve autoignition.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"14 1","pages":"1566-1574"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74154848","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Emissions characterization of three, small off-road engines of less than 19 kW power rating operating on two developmental fuels and one reference fuel was performed. The two fuels were formulated to remove benzene completely, curtail sulfur, and in one blend, include a substantial proportion of ethyl tert-butyl ether (ETBE). The engines selected included one side-valve four-stroke engine, one overhead valve four-stroke engine and one handheld two-stroke engine. The engines were maintained in stock condition. Exhaust emissions from operation with the two developmental fuels were compared to those from operation with light-duty certification-grade gasoline. California Air Resources Board (CARB) Small Off-Road Engine (SORE) emissions test methods and test cycles were used to test the engines. Duplicate tests were performed on each engine using dilute sampling procedures. Hydrocarbon speciation was performed on one replicate with each fuel. The handheld, 2-stroke engine was also tested for particulate matter emissions. Results averaged for the three engines indicated emissions reductions in-total hydrocarbons (HC), carbon monoxide (CO), benzene, and 1,3-butadiene for the oxygenated fuel, and reductions in oxides of nitrogen (NOx), CO, benzene, and acetaldehyde for the non-oxygenated fuel. Despite substantial increases in formaldehyde with both developmental fuels, the total exhaust emissions of "EPA Toxic Compounds" were decreased in all engines by 41 to 57 percent, primarily attributable to the removal of benzene from the test fuels. Particulate matter emissions for the 2-stroke engine were reduced with both developmental fuels. In addition to exhaust emissions, a comparison was made between conventional gasoline and the developmental fuels with regards to evaporative emissions.
{"title":"Developmental Fuels Emissions Evaluation","authors":"P. Merritt, Eric J. Netemeyer","doi":"10.4271/2005-01-3704","DOIUrl":"https://doi.org/10.4271/2005-01-3704","url":null,"abstract":"Emissions characterization of three, small off-road engines of less than 19 kW power rating operating on two developmental fuels and one reference fuel was performed. The two fuels were formulated to remove benzene completely, curtail sulfur, and in one blend, include a substantial proportion of ethyl tert-butyl ether (ETBE). The engines selected included one side-valve four-stroke engine, one overhead valve four-stroke engine and one handheld two-stroke engine. The engines were maintained in stock condition. Exhaust emissions from operation with the two developmental fuels were compared to those from operation with light-duty certification-grade gasoline. California Air Resources Board (CARB) Small Off-Road Engine (SORE) emissions test methods and test cycles were used to test the engines. Duplicate tests were performed on each engine using dilute sampling procedures. Hydrocarbon speciation was performed on one replicate with each fuel. The handheld, 2-stroke engine was also tested for particulate matter emissions. Results averaged for the three engines indicated emissions reductions in-total hydrocarbons (HC), carbon monoxide (CO), benzene, and 1,3-butadiene for the oxygenated fuel, and reductions in oxides of nitrogen (NOx), CO, benzene, and acetaldehyde for the non-oxygenated fuel. Despite substantial increases in formaldehyde with both developmental fuels, the total exhaust emissions of \"EPA Toxic Compounds\" were decreased in all engines by 41 to 57 percent, primarily attributable to the removal of benzene from the test fuels. Particulate matter emissions for the 2-stroke engine were reduced with both developmental fuels. In addition to exhaust emissions, a comparison was made between conventional gasoline and the developmental fuels with regards to evaporative emissions.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"25 1","pages":"1235-1242"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82315340","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Concentrations of individual species in the engine-out exhaust gas from a gasoline-fueled (101.5 or 91.5 RON), direct-injection, compression-ignition (HCCI) engine have been measured by gas chromatography over the A/F range 50 to 230 for both stratified and nearly homogeneous fuel-air mixtures. The species identified include hydrocarbons, oxygenated organic species, CO, and CO 2 . A single-cylinder HCCI engine (CR = 15.5) with heated intake charge was used. Measurements of the mass and size distribution of particulate emissions were also performed. The 101.5 RON fuel consisted primarily of five species, simplifying interpretation of the exhaust species data: iso-pentane (24%), iso-octane (22%), toluene (17%), xylenes (10%), and trimethylbenzenes (9%). The thermal oxidation of iso-pentane and iso-octane were studied individually during brief experiments in a Pyrex reactor in order to ascertain the major primary and secondary products formed during oxidation of these fuel components at 765 K. A sharp increase occurs in the emissions indices of the organics formed by the combustion of the major fuel components beginning near A/F = 70. These product mole fractions increase by factors of 15 to 40 as the A/F ratio becomes leaner while unburned fuel species mole fractions increase by factors of 2 to 3. As observed previously in this engine and by others, the CO mole fraction increases sharply beginning near A/F = 70. The size distribution of the particulate emissions for A/F 70, the distribution changes sharply to that characteristic of semi-volatile particles. The body of data, including detailed examination of the cylinder pressure traces, indicate that a significant change occurs in the nature of the combustion process near A/F =70.
{"title":"Detailed Hydrocarbon Species and Particulate Emissions from a HCCI Engine as a Function of Air-Fuel Ratio","authors":"E. Kaiser, M. Maricq, N. Xu, Jialin Yang","doi":"10.4271/2005-01-3749","DOIUrl":"https://doi.org/10.4271/2005-01-3749","url":null,"abstract":"Concentrations of individual species in the engine-out exhaust gas from a gasoline-fueled (101.5 or 91.5 RON), direct-injection, compression-ignition (HCCI) engine have been measured by gas chromatography over the A/F range 50 to 230 for both stratified and nearly homogeneous fuel-air mixtures. The species identified include hydrocarbons, oxygenated organic species, CO, and CO 2 . A single-cylinder HCCI engine (CR = 15.5) with heated intake charge was used. Measurements of the mass and size distribution of particulate emissions were also performed. The 101.5 RON fuel consisted primarily of five species, simplifying interpretation of the exhaust species data: iso-pentane (24%), iso-octane (22%), toluene (17%), xylenes (10%), and trimethylbenzenes (9%). The thermal oxidation of iso-pentane and iso-octane were studied individually during brief experiments in a Pyrex reactor in order to ascertain the major primary and secondary products formed during oxidation of these fuel components at 765 K. A sharp increase occurs in the emissions indices of the organics formed by the combustion of the major fuel components beginning near A/F = 70. These product mole fractions increase by factors of 15 to 40 as the A/F ratio becomes leaner while unburned fuel species mole fractions increase by factors of 2 to 3. As observed previously in this engine and by others, the CO mole fraction increases sharply beginning near A/F = 70. The size distribution of the particulate emissions for A/F 70, the distribution changes sharply to that characteristic of semi-volatile particles. The body of data, including detailed examination of the cylinder pressure traces, indicate that a significant change occurs in the nature of the combustion process near A/F =70.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"1 1","pages":"1404-1414"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89651797","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The operation of S.I. engines on lean or diluents containing gaseous fuel-air mixtures is attractive in principle since it can provide improved fuel economy, reduced tendency to knock and low NO x emissions combined with a possible improvement to the operational life of the engine. However, the overall flame propagation rates then tend to drop sharply as the operational mixture is excessively leaned or diluted with CO 2 or N 2 . The paper presents experimental data obtained in a single cylinder, variable compression ratio, S.I., CFR engine when operated on a number of gaseous fuels and some of their mixtures. A gradual leaning of the operating mixture can affect adversely in turn, emissions of CO and unburned fuel and cyclic variation. The extent of deterioration in these operating parameters is shown to correlate well with the corresponding values of the combustion period, a key combustion indicator. Similar effects were observed when adding diluents to stoichiometric CH 4 -air mixtures. The addition of H 2 to CH 4 tends to accelerate the flame propagation and improve combustion stability but enhances the formation of NO x, especially for lean mixtures operation. A discussion of the possible reasons for the trends observed is presented together with outlining some possible measures to obtain low NO x emissions while keeping satisfactory rates of flame propagation.
{"title":"An Experimental Investigation of S.I. Engine Operation on Gaseous Fuels Lean Mixtures","authors":"Hailin Li, G. Karim","doi":"10.4271/2005-01-3765","DOIUrl":"https://doi.org/10.4271/2005-01-3765","url":null,"abstract":"The operation of S.I. engines on lean or diluents containing gaseous fuel-air mixtures is attractive in principle since it can provide improved fuel economy, reduced tendency to knock and low NO x emissions combined with a possible improvement to the operational life of the engine. However, the overall flame propagation rates then tend to drop sharply as the operational mixture is excessively leaned or diluted with CO 2 or N 2 . The paper presents experimental data obtained in a single cylinder, variable compression ratio, S.I., CFR engine when operated on a number of gaseous fuels and some of their mixtures. A gradual leaning of the operating mixture can affect adversely in turn, emissions of CO and unburned fuel and cyclic variation. The extent of deterioration in these operating parameters is shown to correlate well with the corresponding values of the combustion period, a key combustion indicator. Similar effects were observed when adding diluents to stoichiometric CH 4 -air mixtures. The addition of H 2 to CH 4 tends to accelerate the flame propagation and improve combustion stability but enhances the formation of NO x, especially for lean mixtures operation. A discussion of the possible reasons for the trends observed is presented together with outlining some possible measures to obtain low NO x emissions while keeping satisfactory rates of flame propagation.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"85 1","pages":"1600-1608"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"91517117","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
D. Hilden, Chris C. Crellin, J. Toner, Leslie R. Wolf
A 1.3-L direct injection diesel engine was used in steady-state testing to determine the emissions performance of a matrix of ultra-low sulfur diesel fuels encompassing two types of sulfur removal and the use of fuel oxygenates. As expected, exhaust gas recirculation was the most effective technique for NOx reduction. With regard to fuel effects, an oxygenated diesel fuel produced with a conventional sulfur removal process reduced particulate emissions substantially, and these particulate reductions could be converted into NOx reductions by using higher levels of exhaust gas recirculation. On a simulated FTP, this oxygenated fuel simultaneously decreased NOx emissions by 30% and total particulate emissions by 50% compared to a baseline fuel.
{"title":"The Exhaust Emissions of Prototype Ultra-Low Sulfur and Oxygenated Diesel Fuels","authors":"D. Hilden, Chris C. Crellin, J. Toner, Leslie R. Wolf","doi":"10.4271/2005-01-3880","DOIUrl":"https://doi.org/10.4271/2005-01-3880","url":null,"abstract":"A 1.3-L direct injection diesel engine was used in steady-state testing to determine the emissions performance of a matrix of ultra-low sulfur diesel fuels encompassing two types of sulfur removal and the use of fuel oxygenates. As expected, exhaust gas recirculation was the most effective technique for NOx reduction. With regard to fuel effects, an oxygenated diesel fuel produced with a conventional sulfur removal process reduced particulate emissions substantially, and these particulate reductions could be converted into NOx reductions by using higher levels of exhaust gas recirculation. On a simulated FTP, this oxygenated fuel simultaneously decreased NOx emissions by 30% and total particulate emissions by 50% compared to a baseline fuel.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"51 3 1","pages":"1774-1785"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"91011536","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
There are many factors that can affect the service lifetime of a lubricant. In automobiles, one lubricant that has been heavily tested in recent years for fuel efficiency improvement and durability is axle lubricant. While a substantial amount of testing has been performed toward developing new axle lubricants to aid original equipment manufacturers to reduce warranty costs, improve Corporate Average Fuel Economy, and provide extended drain intervals, not as much testing has been documented to show some of the effects that different operating conditions have on these lubricants. The scope of this work is to bring to light some of the different parameters that affect axle lubricant.
{"title":"Factors Affecting Axle Lubricant Stability","authors":"Chris Morgan, J. Linden","doi":"10.4271/2005-01-3892","DOIUrl":"https://doi.org/10.4271/2005-01-3892","url":null,"abstract":"There are many factors that can affect the service lifetime of a lubricant. In automobiles, one lubricant that has been heavily tested in recent years for fuel efficiency improvement and durability is axle lubricant. While a substantial amount of testing has been performed toward developing new axle lubricants to aid original equipment manufacturers to reduce warranty costs, improve Corporate Average Fuel Economy, and provide extended drain intervals, not as much testing has been documented to show some of the effects that different operating conditions have on these lubricants. The scope of this work is to bring to light some of the different parameters that affect axle lubricant.","PeriodicalId":21404,"journal":{"name":"SAE transactions","volume":"12 1","pages":"1816-1826"},"PeriodicalIF":0.0,"publicationDate":"2005-10-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82231798","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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