Effect of Butanol Blends on Nano Particle Emissions from a Stationary Conventional Diesel Engine

In this study, the 60,000-km durability tests were performed on two diesel engines (EURO IV and EURO II) by using B10 (10% waste cooking oil + 90% diesel) and B8 (8% waste cooking oil + 92% diesel), respectively, to determine the impacts on the emissions of polycyclic aromatic hydrocarbons (PAHs) and polychlorinated dibenzo-p-dioxins and dibenzofurans (PCCD/Fs). The above emissions were measured per 20,000-km testing intervals. The highest total PAH mass concentrations were 38.2 and 25.6 µg Nm -3 before durability test by operating the EURO IV and II engines, respectively, and decreased 51-55% after 60,000-km operation. The dominant congeners of PAH emissions were naphthalene (> 45%), pyrene, and phenanthrene, which belonged to the LM-PAHs. The total PAH BaP eq had different emission trends between the two engines during the durability tests. The highest level was 2.17 µg BaP eq Nm -3 from EURO II engine before the test and reduced 84% after a 60,000-km cycle, when the total-BaP eq emissions of EURO IV tended to increase from 0.0894 to 0.154 µg BaP eq Nm -3 after the same test. The most dominant congener to the toxicity emissions was benzo(a)pyrene (~70%). Additionally, the PCDD/F emissions were tested in EURO IV engine by using B10. The PCDD/F concentrations of mass and toxicity approached the highest levels, 167 ng Nm -3 and 3.69 pg WHO-TEQ Nm -3, after 60,000-km and 20,000-km running cycles, respectively. The main dominant congeners were OCDD (> 50%) for mass, 2,3,7,8-TeCDD (> 35%) and 1,2,3,7,8-PeCDD (> 18%) for toxicity. Consequently, the use of WCO-biodiesel might reduce the PAH mass and toxicity emissions in older engine but had no significant effect in PAH and PCDD/F emissions during the deterioration of a newer engine.

Section: Durability Test and Deterioration Of Diesel Enginementioning

confidence: 99%

Influences of Waste Cooking Oil-Based Biodiesel Blends on PAH and PCDD/F Emissions from Diesel Engines in Durability Testing Cycle

Redfern

Lin

Wang

et al. 2017

“…Diesel engines are major source of emissions including particulate matter (PM), nitrogen oxides, sulfur oxides, total hydrocarbons, carbon dioxide, carbon monoxide as well as toxic chemicals such as polycyclic aromatic hydrocarbons Tsai et al, 2015). However, it is well known that PM emissions from diesel engines are are relatively high, due to the combustion of heterogeneous mixture in the cylinder at higher combustion temperatures (Saxena and Maurya, 2016). PM, also known as soot, is primarily composed of carbon but also includes some other organic and inorganic compounds (ash), some sulfur compounds and some metal traces from unburnt fuel and lubricating oil (Li, 2011;Sharma et al, 2012).…”

Section: Introductionmentioning

confidence: 99%

Pyrolysis Characteristic Analysis of Particulate Matter from Diesel Engine Run on Diesel/Polyoxymethylene Dimethyl Ethers Blends Based on Nanostructure and Thermogravimetry

Yang

Wang

et al. 2016

This paper focuses on the nanostructural and pyrolysis characteristics of particulate matter (PM) emitted from a diesel engine fueled by three diesel/polyoxymethylene dimethyl ethers (PODE n ) blends. PM was collected using a metal filter from the exhaust manifold. The collected PM samples were characterized using scanning electron microscopy (SEM), transmission electron microscopy (TEM) and thermogravimetric analysis (TGA). SEM and TEM analysis showed that PM generated by the 20%-PODE n blend was looser and had a smaller average diameter than that emitted when a lower proportion of PODE n was used. Additionally, fringe length was reduced, and separation distance and tortuosity were increased, when the 20%-PODE n blend was used instead of the other blends. These changes improved the oxidation reactivity of the PM. TGA demonstrated that the PM pyrolysis process was divided into low temperature (characterized by moisture and volatile components) and high temperature (the combustion of solid carbon) stages. When the blending ratio was increased, the moisture and volatile components of the PM showed no obvious change, but the ignition temperature and activation energy were reduced. Additionally, the pyrolysis performance was enhanced; the maximum weight loss rate was higher; the combustion and burnout characteristic indices were higher; and the combustion efficiency of the PM was improved. These results show that the use of diesel blended with oxygenated fuel (PODE n ) affects the nanostructure and pyrolysis of PM, and this PM is easier to oxidize and advantageous for diesel particulate filter regeneration.

“…Biodiesel can reduce some of the pollutants like PM, CO, HC and POPs, because of its higher oxygen content, it results in a more complete combustion (Raheman and Ghadge, 2007;Lin et al, 2010;Yu et al, 2014). On the other hand, the cost of production, higher viscosity and lower heating value are the main shortcomings of using biodiesel in the diesel engine (Saxena and Maurya, 2016).…”

Section: Introductionmentioning

confidence: 99%

Impact of Magnetic Tube on Pollutant Emissions from the Diesel Engine

Chen

Lee

Mwangi

et al. 2017

Magnetic field applied to fuel can alter its characteristics in terms of forces that hold the hydrocarbons together. This principle was used to investigate the impact of incorporating a magnetic tube in the fuel intake in a diesel generator on specifically the energy performance and pollutant emissions. A diesel generator was fitted with a magnetic tube in the fuel intake, which had valves to switch from without magnetic tube case to with magnetic tube case. The diesel generator was operated at constant speed of 1800 rpm at idle condition, 25% and 50% loads, respectively. Additionally, two real diesel cars were deployed with magnetic tube and their fuel consumption compared with that of a car without magnetic tube. With application of magnetic tube, the brake specific fuel consumption and fuel consumption were decreased by an average of 3.5% and 15%, respectively, while the brake thermal efficiency was improved by approximately 3.5%. The particulate matter, carbon monoxide, hydrocarbons and carbon dioxide emissions reduced in the range of 21.9-33.3%, 5.4-11.3%, 29.4-64.7% and 2.68-4.18%, respectively. Both the total PAH concentrations and total BaPeq concentrations can be reduced by about 63%, 45% and 51%, respectively for idle condition, 25% and 50% loads, respectively. These results show that application of magnetic tubes in the diesel engine is a promising technology in pollutant reduction and energy saving.