Particle emissions from a HD SI gas engine fueled with LPG and CNG

Napolitano, Pierpaolo; Alfè, Michela; Guido, Chiara; Gargiulo, Valentina; Fraioli, Valentina; Beatrice, Carlo

doi:10.1016/j.fuel.2020.117439

Cited by 39 publications

(13 citation statements)

References 29 publications

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“…7 For example, the three-way catalyst (TWC) allows oxidate and reduce gaseous pollutant compounds, 8 while the particle filter reduces the PM emission. 9…”

Section: Introductionmentioning

confidence: 99%

Analysis of the aftertreatment performance in HD-SI engine fueled with LPG

Bermúdez

Ruíz

Conde

et al. 2021

International Journal of Engine Research

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This research/article aimed to analyze the influence of an after-treatment system (ATS) on emissions of a heavy-duty spark-ignition (HD-SI) engine fueled with liquified D:\APP-SERVER\3B2\3B2AUTO\LOGO\petroleum gas (LPG), in the context of current Euro VI emissions requirements. The ATS is composed by a three-way catalyst (TWC) in series with a diesel particle filter (DPF). Emissions testing were carried out on an engine test bench according to homologation procedures, performing both world harmonized stationary cycle (WHSC) and world harmonized transient cycle (WHTC), to study the effects of the engine operating parameters on pollutant emissions behavior and ATS performance during steady and dynamic states, respectively. Instruments used were a gas analyzer Horiba MEXA ONE to measure gaseous emissions, HORIBA OBS ONE PN to measure particle matter (PM) concentration, and spectrometer TSI EEPS 3090 to measure PM concentration and particle size distribution (PSD). The results showed some important aspects such as the effects of engine speed and load on pollutant emissions formation and ATS performance, the influence of the three-way catalyst (TWC) on particulate matter (PM) reduction due to the relationship between volatile unburned hydrocarbons (UHC) and the emergence of nucleation-mode particles, stressing that ATS implementation is mandatory to meet the current emissions requirements.

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“…7 For example, the three-way catalyst (TWC) allows oxidate and reduce gaseous pollutant compounds, 8 while the particle filter reduces the PM emission. 9…”

Section: Introductionmentioning

confidence: 99%

Analysis of the aftertreatment performance in HD-SI engine fueled with LPG

Bermúdez

Ruíz

Conde

et al. 2021

International Journal of Engine Research

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“…For CO emissions, Chen et al [118] found reduced emissions, while Moldanova et al [126] found that emissions increased. Napolitano et al [129] found that the emissions of particulate matter in SI Euro VI engines were within the prescribed limits. According to the scale of the indicator, both natural gas and biomethane are assessed as Good since they are driven by gas engines fulfilling the Euro VI requirements.…”

Section: Air Pollutionmentioning

confidence: 96%

Sustainability Assessment of Public Transport, Part II—Applying a Multi-Criteria Assessment Method to Compare Different Bus Technologies

Dahlgren

Ammenberg

2021

Sustainability

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Many Swedish regional transport authorities want bus fleets driven on renewable fuels. However, it may be difficult to know what technology, or combination of technologies, to choose. There is a need for improved knowledge and supportive methods for sustainability assessments that can support public procurement processes. In the companion article (Part I), a multi-criteria assessment (MCA) method for assessments of public bus technologies’ sustainability was established, consisting of four key areas and 12 indicators. In this article, the purpose is to apply the method established in part I on different bus technologies by looking at a general Swedish case and assessing buses driven on diesel, Hydrotreated Vegetable Oil (HVO), Fatty Acid Methyl Ester (FAME), ethanol, natural gas, biomethane and electricity. Each technology is assessed on a scale from Very Poor to Very Good according to the indicators: technical maturity, daily operational availability, total cost of ownership, need for investments in infrastructure, cost stability, non-renewable primary energy efficiency, greenhouse gas emission savings, air pollution, noise, local/regional impact on land and aquatic environments, energy security and sociotechnical systems services. The results show the strengths and weaknesses of each technology, which are later discussed. We also critically reflect upon the usefulness and accuracy of the MCA method.

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“…With the aggravation of environmental pollution and the increasing risk of energy shortages, the development of alternative fuels provides a solution to these crises. In the process of development, many alternative fuels have entered people’s vision, and there have been many research on alternative fuels, such as liquefied petroleum gas (LPG), , compressed natural gas (CNG), , methanol, , ethanol, − hydrogen, , etc. Among of these, ethanol fuel is a renewable energy, and the manufacturing process is relatively mature.…”

Section: Introductionmentioning

confidence: 99%

Study on Combustion and Emissions of a Combined Injection Spark Ignition Engine with Natural Gas Direct Injection Plus Ethanol Port Injection under Lean-Burn Conditions

Zhao

Huang

et al. 2022

ACS Omega

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Conventional ethanol spark ignition (SI) engines have poor fuel atomization and mixture formation. The objective of this paper is to improve the combustion and emission performance of ethanol SI engines under lean-burn conditions through the dual-injection mode with ethanol port injection and compressed natural gas (CNG) direct injection (CDI+EPI). This paper studies the engine performance at 1500 rpm under five CNG direct injection ratios (CDIr) and five excess air ratios (λ). The results show that as the CDIr increases under lean-burn conditions, the following occurs: the minimum advance for best torque (MBT), the coefficient of variation (CoV IMEP ), and CO and HC emissions decrease; the crankshaft rotation or time with cumulative heat release rate ranging from 10% to 90% (CA 10–90) and NOx emissions first decrease and then increase; and torque, peak in-cylinder pressure (Pmax), and the λ limit first increase and then decrease. The larger the CDIr is, the less influence λ has on the MBT. When CDIr = 15%, the CoV IMEP can be effectively reduced, the engine can still work stably in all lean-burn conditions, and the λ limit will reach the maximum value of 1.73, 19.31% higher than that of the original engine (CDIr = 0). When λ = 1.1, CO emissions decrease the most and HC emissions decrease the least. At this time, CO and HC emissions decrease by 1.56 vol % and 30 ppm, respectively, on average for every 0.1 decrease in λ. For CA 10–90, torque, and Pmax, λ = 1.1, 15% CDI, and 85% EPI is the optimal combination under lean-burn conditions. When CDIr ≥ 15%, NOx emissions are at an ideal level. Under lean-burn conditions, direct-injection CNG can form a good stratified natural gas/ethanol mixture in the cylinder, effectively improving the engine’s power and stability and reducing emissions. The λ = 1.1, 15% CDI, 85% EPI combination provides a cutting-edge and outstanding solution for a natural gas/ethanol combined injection SI engine.

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Particle emissions from a HD SI gas engine fueled with LPG and CNG

Cited by 39 publications

References 29 publications

Analysis of the aftertreatment performance in HD-SI engine fueled with LPG

Analysis of the aftertreatment performance in HD-SI engine fueled with LPG

Sustainability Assessment of Public Transport, Part II—Applying a Multi-Criteria Assessment Method to Compare Different Bus Technologies

Study on Combustion and Emissions of a Combined Injection Spark Ignition Engine with Natural Gas Direct Injection Plus Ethanol Port Injection under Lean-Burn Conditions

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