Methanol and OMEx as fuel candidates to fulfill the potential EURO VII emissions regulation under dual-mode dual-fuel combustion

García, Antonio; Monsalve‐Serrano, Javier; Villalta, David; Guzmán-Mendoza, María

doi:10.1016/j.fuel.2020.119548

Cited by 31 publications

(7 citation statements)

References 36 publications

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“…The new Euro 7/VII, which will be presented during 2022 and expected to come into force on 2025 [1], will develop stricter CO 2 and NO X limits, as well as new tests and limits for non-CO 2 greenhouse gas emissions [2]. There is no official information yet, but some reports have developed different scenarios pointing out that NO X limits will be halved from Euro VI, placing the limit around 0.2g/kWh [3][4][5][6]. A briefing from T&E also suggests an introduction of a low speed test cycle to measure NOx in urban driving conditions without excessive Conformity Factors (CF) [7].…”

Section: Introductionmentioning

confidence: 99%

Towards Compliance with the Prospective Euro Vii Nox Emissions Limit Using a Thermoelectric Aftertreatment Heater

Ximinis¹,

Massaguer²,

Massaguer³

2022

SSRN Journal

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Section: Introductionmentioning

confidence: 99%

Towards Compliance with the Prospective Euro Vii Nox Emissions Limit Using a Thermoelectric Aftertreatment Heater

Ximinis¹,

Massaguer²,

Massaguer³

2022

SSRN Journal

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“…These changes, together with the complementation of laboratory tests with tests in road traffic, contribute to bringing the test results closer to the real-vehicle emissivity. Another step undertaken by the European Commission is the tightening of the limit on the average CO2 emissions imposed on vehicle manufacturers, from 2020, CO2 emissions during vehicle approval can be 95 g/km, a 15% reduction by 2025 and a 37.5% reduction by 2030 (García et al, 2020). This forces automotive companies to look for new solutions for reducing the emissions of internal combustion engines (Fig.…”

Section: Introductionmentioning

confidence: 99%

A Review of Compressed Air Engine in the Vehicle Propulsion System

Korbut

Szpica

2021

Acta Mechanica Et Automatica

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Engines powered by compressed air as a source of propulsion are known for many years. Nevertheless, this type of drive is not commonly used. The main reason for not using commonly is the problem with the low energy density of the compressed air. They offer a number of advantages, primarily focusing on the possibility of significantly lowering the emissions of the engine. Their emissivity mainly depends on the method of obtaining compressed air. This also has an impact on the economic aspects of the drive. Currently there are only a few, ready to implement, compressed air powered engine solutions available on the market. A major advantage is the ability to convert internal combustion engines to run with compressed air. The study provides a literature review of solutions, focusing on a multifaceted analysis of pneumatic drives. Increasing vehicle approval requirements relating to their emissions performance are encouraging for the search of alternative power sources. This creates an opportunity for the development of unpopular propulsion systems, including pneumatic engines. Analysing the works of some researchers, it is possible to notice a significant increase in the efficiency of the drive, which may contribute to its popularisation.

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“…There is a plan in transport legislations to reach CO2 emission reduction 15% until 2025 and 37,5% until 2030 [1]. Attempts to meet increasingly stringent general standards related to GHGs [2] will form the basis for shaping the most recent Euro 7 emission [3].…”

Section: Introductionmentioning

confidence: 99%

Catalyst Conversion Rates Measurement on Engine Fueled with Compressed Natural Gas (CNG) Using Different Operating Temperatures

Szpica

Dziewiatkowski

2021

mech

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Further restrictions on the use of compression-ignition engines in transportation are prompting the search for adaptations to run on other fuels. One of the most popular alternative fuels is Compressed Natural Gas (CNG), which due to its low carbon content can be competitive with classical fuels. This paper presents the results of testing a Cummins 6BT compression ignition engine that has undergone numerous modifications to convert to CNG power. The sequential gas injection system and the ignition system were installed in this engine. The compression ratio was also lowered from 16.5 to 11.5 by replacing the pistons. Tests conducted on an engine dynamometer were to show the differences in emission and conversion in the catalyst of hydrocarbons contained in the exhaust gases. Two structurally different catalysts operating at different exhaust temperatures (400 and 500)±2.5°C were used. The catalyst operating at 500±2.5°C showed a 23.5% higher conversion rate than the catalyst operating at a lower temperature in the range of the speed range tested. Also the external indicators, such as power and torque for the case of higher operating temperature took values over 70% higher. The research is one of the stages of a comprehensive assessment of the possibility of adaptation of compression ignition engines to CNG-only fueling.

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Methanol and OMEx as fuel candidates to fulfill the potential EURO VII emissions regulation under dual-mode dual-fuel combustion

Cited by 31 publications

References 36 publications

Towards Compliance with the Prospective Euro Vii Nox Emissions Limit Using a Thermoelectric Aftertreatment Heater

Towards Compliance with the Prospective Euro Vii Nox Emissions Limit Using a Thermoelectric Aftertreatment Heater

A Review of Compressed Air Engine in the Vehicle Propulsion System

Catalyst Conversion Rates Measurement on Engine Fueled with Compressed Natural Gas (CNG) Using Different Operating Temperatures

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