<i>The Role of</i>Engine Blowby in Air Pollution

Rose, Andrew H.; Stahman, Ralph C.

doi:10.1080/00022470.1961.10467977

Cited by 7 publications

(3 citation statements)

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“…2 On the other hand, Bennett, et al, 3 report larger crankcase emissions in comparison to the amount of exhaust emissions. It is believed that this may be attributed to differences in the sampling and calculation procedures used.…”

Section: Discussionmentioning

confidence: 99%

AComparisonof VariousSourcesof AutomotiveEmissions

McKee

Mills²

1961

Journal of the Air Pollution Control Association

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Section: Discussionmentioning

confidence: 99%

AComparisonof VariousSourcesof AutomotiveEmissions

McKee

Mills²

1961

Journal of the Air Pollution Control Association

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“…We collected engine boost pressure data in parallel with crankcase vent emissions to develop an empirical model for use in estimating crankcase vent emissions for tests on stoichiometric 9 L natural gas engines where only tailpipe methane was measured. Boost pressure was selected as the predictive parameter as crankcase vent methane primarily arises from uncombusted methane leaking past the piston rings and into the crankcase with cylinder pressure as the driving force. , Crankcase methane emissions rates and values of the square root of boost pressure for all available data points were averaged by vehicle and driving schedule for each individual test. A test-averaged model was developed considering transport delay differences between measurements of boost pressure, where response is near instantaneous, and crankcase methane, where the measurements were influenced by transport delay and diffusion.…”

Section: Equipment and Methodsmentioning

confidence: 99%

Pump-to-Wheels Methane Emissions from the Heavy-Duty Transportation Sector

Clark

McKain

Johnson

et al. 2016

Environ. Sci. Technol.

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Pump-to-wheels (PTW) methane emissions from the heavy-duty (HD) transportation sector, which have climate change implications, are poorly documented. In this study, methane emissions from HD natural gas fueled vehicles and the compressed natural gas (CNG) and liquefied natural gas (LNG) fueling stations that serve them were characterized. A novel measurement system was developed to quantify methane leaks and losses. Engine related emissions were characterized from twenty-two natural gas fueled transit buses, refuse trucks, and over-the-road (OTR) tractors. Losses from six LNG and eight CNG stations were characterized during compression, fuel delivery, storage, and from leaks. Cryogenic boil-off pressure rise and pressure control venting from LNG storage tanks were characterized using theoretical and empirical modeling. Field and laboratory observations of LNG storage tanks were used for model development and evaluation. PTW emissions were combined with a specific scenario to view emissions as a percent of throughput. Vehicle tailpipe and crankcase emissions were the highest sources of methane. Data from this research are being applied by the authors to develop models to forecast methane emissions from the future HD transportation sector.

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“…It was found that the crankcase gases were controlled by the fuel, and crankcase HC emissions accounted for 24% of the overall emissions for the six-cylinder engine and 33% for the eight-cylinder one. 1 Also, Spearot and Gallopoulos 2 showed that the crankcase NOx emissions ranged from 9.4% to 15.7% of the tailpipe emissions.…”

Section: Introductionmentioning

confidence: 99%

Crankcase gaseous and particle emissions in common rail diesel engine

Bai

Qiao

2015

International Journal of Engine Research

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In this study, the crankcase gas temperature, flow rate, gaseous emissions (NOx, CO and HC) and particle emissions (particle size distribution, number and mass concentration, geometric mean diameter) compared with tailpipe are investigated in a light-duty common rail diesel engine. It is shown that the emissions from the crankcase are mainly affected by the second in-cylinder pressure peak. The crankcase gas temperature varies between 52 °C and 68 °C, and the crankcase gas flow rate slightly increases with load and speed but does not vary much with injection timing. The CO emission from crankcase is about 2%−5% of that from tailpipe, the NOx emissions are only about 1% and the HC emissions are more than 10%. The blow-by gas percentage is 10−8 order and reduces with heavier engine load and faster engine speed. The blow-by HC emission percentage varies from 5% to 35%. As engine load is increased and engine speed is decreased, the nuclei mode particles of crankcase reduce and the accumulation mode particles increase. Furthermore, the particle total number concentration increases with load but decreases with speed and retarding injection timing. The total mass concentration increases with load but rises and falls with speed and injection timing. The crankcase particle geometric mean diameter based on mass is nearly twice larger than that of tailpipe, while the ones based on number are rarely different except the higher load.

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The Role ofEngine Blowby in Air Pollution

Cited by 7 publications

References 0 publications

AComparisonof VariousSourcesof AutomotiveEmissions

AComparisonof VariousSourcesof AutomotiveEmissions

Pump-to-Wheels Methane Emissions from the Heavy-Duty Transportation Sector

Crankcase gaseous and particle emissions in common rail diesel engine

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