Exposure to total particulate matter obtained from combustion of diesel vehicles (EURO 3 and EURO 5): Effects on the respiratory systems of emphysematous mice

Gondim, Fladimir de Lima; Moura, Marcelle Ferreira; Ferreira, Ruth Mesquita; Serra, Daniel Silveira; Araújo, Rinaldo dos Santos; Oliveira, Mona Lisa Moura de; Cavalcante, Francisco Sales Ávila

doi:10.1016/j.etap.2021.103583

Cited by 5 publications

(2 citation statements)

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“…Furthermore, various types of fuel injection are being developed for the CRDI diesel engine: for Euro 2 pollution control standards, there will be three fuel injections, i.e., pilot injection, main injection, and after injection; for Euro 4 and Euro 5 pollution control standards, there will be five fuel injections, i.e., pilot injection, pre-injection, main injection, after injection, and post-injection . In addition, the CRDI diesel engine has an exhaust gas recirculation (EGR) system, the main objective of which is to reduce NO x emissions by recirculating some of the exhaust gas back into the combustion chamber. , This is based on pollution control standards that require decreased engine exhaust gas emissions; the NO x emissions from diesel engines must be less than 0.25 g/km for the European emissions standard for light-duty vehicles of Euro 4 and 0.18 g/km for Euro 5 . Consequently, diesel engines must be improved in terms of exhaust gas emissions by employing EGR and diesel particle filters in parallel with fuel quality improvement, this being because NO x is a harmful pollutant that leads to smog and has a negative impact on air quality and human health .…”

Section: Introductionmentioning

confidence: 99%

“… 26 , 27 This is based on pollution control standards that require decreased engine exhaust gas emissions; the NO x emissions from diesel engines must be less than 0.25 g/km for the European emissions standard for light-duty vehicles of Euro 4 and 0.18 g/km for Euro 5. 28 Consequently, diesel engines must be improved in terms of exhaust gas emissions by employing EGR and diesel particle filters in parallel with fuel quality improvement, this being because NO x is a harmful pollutant that leads to smog and has a negative impact on air quality and human health. 29 As announced by Thailand’s Pollution Control Department, new pick-up trucks in Thailand must meet vehicle air pollution control requirements based on Euro 4 standards, with Euro 5 standards expected to be met by 2024, the aim being to reduce air pollution even further.…”

Section: Introductionmentioning

confidence: 99%

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Effects of Blended Diesel–Biodiesel Fuel on Emissions of a Common Rail Direct Injection Diesel Engine with Different Exhaust Gas Recirculation Rates

Sethin,

Oo,

Thawornprasert

et al. 2024

ACS Omega

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The aim of the study was to investigate the exhaust gas emissions and fuel consumption of a common rail direct injection (CRDI) diesel engine using mixed diesel (B10) and biodiesel (B20− B100) fuels. The study's primary objective was to determine the effects of blended diesel-biodiesel fuel on CRDI emissions based on different exhaust gas recirculation (EGR) rates, including carbon monoxide (CO), carbon dioxide (CO 2 ), oxygen (O 2 ), nitrogen oxide (NO x ), and hydrocarbon (HC) emissions, smoke opacity, exhaust gas temperature, and fuel consumption. The CRDI experiments involved adjusting the different engine speeds (1400−3000 rpm) and EGR rates (0 and 12.5%), which were analyzed to determine their impact on these parameters for both blended diesel and biodiesel fuels. The results showed that under the conditions of no EGR (0%), the CO and HC emissions and the smoke opacity were lower than those with a 12.5% EGR rate for all fuel types and all cases. With 12.5% EGR rate, the O 2 emissions and the EGT of the CRDI diesel engine decreased, which resulted in significantly lower NO x emissions because of EGR into the combustion chamber. For the maximum engine speed of 3000 rpm and with no EGR, the CO and HC emissions and the smoke opacity were lower than those with a 12.5% EGR rate for all fuel types. With a 12.5% EGR rate at 3000 rpm, the O 2 emissions and the exhaust gas temperature were reduced by 0.07% and 2.27%, respectively, and the NO x emissions were reduced by 2.54%. However, with EGR, the CO and HC emissions and the smoke opacity increased by 7.70%, 18.61%, and 0.4%, respectively. Furthermore, the fuel consumption of pure biodiesel (B100) at 3000 rpm with a 12.5% EGR rate was reduced by 2.81% compared to that with a 0% EGR rate. Because the temperature in the combustion chamber is high enough for the engine to run, the EGR reuses a portion of the exhaust gases and can help to minimize the quantity of fuel in the combustion chamber. As a suggestion based on these observations, biodiesel fuel should not exceed B80 because the viscosity and density of fuel that are too high may affect the fuel injection system, both the injectors, and the pressure pump, causing the injectors to be unable to work correctly. These findings can contribute to the development of strategies and technologies for reducing emissions and improving fuel efficiency in CRDI diesel engines.

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