Effect of Fuel Sulfur on Emissions in California Low Emission Vehicles

Schleyer, Charles H.; Gorse, Robert A.; Gunst, Richard F.; Barnes, Gerald J.; Eckstrom, John; Eng, King D.; Freel, J.; Natarajan, Mani; Schlenker, Ann M.

doi:10.4271/982726

Cited by 11 publications

(4 citation statements)

References 9 publications

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“…16 These materials also have a high affinity for sulfur, and sulfur has been shown to limit catalyst effectiveness; the largest effect is on NO X performance. 16,17,18,19 Catalyst function has been shown to recover when sulfur is purged through hot, rich operation such as that reached during the repeated WOT cycles used in the current study. 17,18,19 It may be that the vehicles' exposure to repeated WOT cycles resulted in continual improvement of NO X reduction.…”

Section: Resultsmentioning

confidence: 77%

Effects of Mid-Level Ethanol Blends on Conventional Vehicle Emissions

Knoll¹,

West²,

Huff³

et al. 2009

SAE Technical Paper Series

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Tests were conducted during 2008 on 16 late-model, conventional vehicles (1999 through 2007) to determine short-term effects of mid-level ethanol blends on performance and emissions. Vehicle odometer readings ranged from 10,000 to 100,000 miles, and all vehicles conformed to federal emissions requirements for their federal certification level. The LA92 drive cycle, also known as the Unified Cycle, was used for testing as it was considered to more accurately represent real-world acceleration rates and speeds than the Federal Test Procedure (FTP) used for emissions certification testing. Test fuels were splash-blends of up to 20 volume percent ethanol with federal certification gasoline. Both regulated and unregulated air-toxic emissions were measured.For the aggregate 16-vehicle fleet, increasing ethanol content resulted in reductions in average composite emissions of both NMHC and CO and increases in average emissions of ethanol and aldehydes. Changes in average composite emissions of NMOG and NO X were not statistically significant. By segregating the vehicle fleet according to power-enrichment fueling strategy, a better understanding of ethanol fuel-effect on emissions was realized. Vehicles found to apply longterm fuel trim (LTFT) to power-enrichment fueling showed no statistically significant fuel effect on NMOG, NMHC, CO or NO X . For vehicles found to not apply LTFT to power-enrichment, statistically significant reductions in NMHC and CO were observed, as was a statistically significant increase in NO X emissions. Effects of ethanol on NMOG and NMHC emissions were found to also be influenced by power-to-weight ratio, while the effects on NO X emissions were found to be influenced by engine displacement.

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Section: Resultsmentioning

confidence: 77%

Effects of Mid-Level Ethanol Blends on Conventional Vehicle Emissions

Knoll¹,

West²,

Huff³

et al. 2009

SAE Technical Paper Series

View full text Add to dashboard Cite

show abstract

“…These trends are confirmed by other studies conducted on more modern fleets of cars which conform to more stringent emissions standards. 36–38 In fact, the percentage deterioration in the emissions performance is much more marked when sulphur is increased in modern cars than in the older AQIRP and EPEFE tests, since the baseline in modern cars is low. Sulphur also adversely affects the oxygen sensors.…”

Section: Additional Fuel Propertiesmentioning

confidence: 99%

Fuel requirements of spark ignition engines

Kalghatgi

Stone

2017

Proceedings of the Institution of Mechanical Engineers, Part D:

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This paper reviews the fundamental requirements of liquid hydrocarbon fuels for spark ignition engines, namely that the fuel should vaporise satisfactorily and burn in a controlled manner. The phenomenon of knock and the development of the octane scale are discussed. The variation in the pressure–time histories for different engines is discussed, together with the reason why this leads to different fuel requirements. The difference in the octane rating tests and the way in which engine downsizing exacerbates these differences in the pressure–time histories are discussed. The applicability of the research octane number and the motor octane number to modern engines is reviewed, together with the phenomena of low-speed pre-ignition and superknock. The effects of the hydrocarbon fuel distillation characteristics on the driveability and the emissions are reviewed and discussed with respect to the historical context and the current legislative requirements. Brief mention is made of other fuel requirements such as the density, the gum content and the aromatic content.

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“…A number of studies have measured the impact of fuel S levels on gas-phase exhaust emissions for gasoline vehicles. [1][2][3][4][5][6][7][8][9][10][11][12][13][14] Additional reductions in S content are anticipated to meet the new U.S. Environmental Protection Agency (EPA) requirements of average S levels of 30 ppm and the California requirements of average S levels of 15 ppm.…”

Section: Introductionmentioning

confidence: 99%

Impact of Engine Lubricant Properties on Regulated Gaseous Emissions of 2000-2001 Model-Year Gasoline Vehicles

Durbin

Sauer

Pisano

et al. 2004

Journal of the Air & Waste Management Association

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The impact of the sulfur (S) content in lubricating oil was evaluated for four ultra-low-emission vehicles and two super-ultra-low-emission vehicles, all with low mileage. The S content in the lube oils ranged from 0.01 to 0.76%, while the S content of the gasoline was fixed at 0.2 ppmw. Vehicles were configured with aged catalysts and tested over the Federal Test Procedure, at idle and at 50-mph cruise conditions. In all testing modes, variations in the S level of the lubricant did not significantly affect the regulated gas-phase tailpipe emissions. In addition to the regulated gas-phase emissions, a key element of the research was measuring the engine-out sulfur dioxide (SO 2 ) in near-real-time. This research used a new methodology based on a differential optical absorption spectrometer (DOAS) to measure SO 2 from the lubricants used in this study. With the DOAS, the contribution of SO 2 emissions for the highest-S lubricant was found to range from less than 1 to 6 ppm on a gasoline S equivalent basis over the range of vehicles and test cycles used. The development and operation of the DOAS is discussed in this paper. INTRODUCTIONOver the years, gasoline sulfur (S) levels have declined as a result of both federal and state regulations. A number of studies have measured the impact of fuel S levels on gas-phase exhaust emissions for gasoline vehicles. 1-14 Additional reductions in S content are anticipated to meet the new U.S. Environmental Protection Agency (EPA) requirements of average S levels of 30 ppm and the California requirements of average S levels of 15 ppm.As S levels are reduced in gasoline, it has been suggested that the issue of lubricant S levels and other properties be further investigated. 15 In a recent study of 1-, 30-, and 100-ppm S level fuels, it was found that the familiar

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Effect of Fuel Sulfur on Emissions in California Low Emission Vehicles

Cited by 11 publications

References 9 publications

Effects of Mid-Level Ethanol Blends on Conventional Vehicle Emissions

Effects of Mid-Level Ethanol Blends on Conventional Vehicle Emissions

Fuel requirements of spark ignition engines

Impact of Engine Lubricant Properties on Regulated Gaseous Emissions of 2000-2001 Model-Year Gasoline Vehicles

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