<p> Increasingly stringent legislation governing the emissions of diesel engine particulate matter (DPM) has required the development of technological improvements to diesel engines, fuels and exhaust treatments. A main focus of diesel particulate matter abatement is on exhaust after treatment, that consists of the removal of particulate matter from the exhaust gas after it exits the engine. This is currently accomplished with regenerative diesel particulate traps that are effective at removing DPM, but are costly and introduce a significant pressure drop in the exhaust flow.</p> <p> The objective of this study was to evaluate the potential of a novel particulate removal system consisting of a particulate flow separator combined with electrostatic precipitators (ESPs). Previous application of this system to natural gas emissions resulted in collection efficiencies larger than 90% with negligible pressure drop.</p> <p> The ESPs used in the proposed flow separator-ESP were characterized and have collection efficiencies of up to 99% at the flow rates studied. The flow separator-ESP was characterized with a straight inlet section and an expanding inlet section. The collection efficiency of the flow separator-ESP configured with the expanding inlet section was up to 60% for a flow rate of 2.5 kg/hr, that corresponded to laminar flow with Reynolds number of 1100. Collection efficiencies on the order of 20% were obtained for exhaust flow rates of 3.75 kg/hr (Re = 1500) and 5.0 kg/hr (Re = 2100) for both inlet configurations, and 2.5 kg/hr with the straight inlet. The effectiveness of the current design is limited by exhaust flow rate.</p> <p> The diesel exhaust gas was sampled using a partial flow dilution tunnel developed specifically for this study. The dilution ratio for this system can be estimated to within ±10% using volumetric flow measurements. It was found that changes in the dilution and sampling velocity ratios for diesel exhaust have some effect on measured particulate matter mass concentrations.</p> / Thesis / Master of Applied Science (MASc)

This thesis mainly focuses on parallel hybrid electric vehicle energy management problems considering fueling control and air path dynamics of a diesel engine. It aims to explore the concealed fuel-saving potentials in conventional energy management strategies, by employing detailed engine models. The contributions of this study lie on the following aspects: 1) Fueling control consists of fuel injection mass and timing control. By properly selecting combinations of fueling control variables and torque split ratio, engine efficiency is increased and the HEV fuel consumption is further reduced. 2) A transient engine model considering air path dynamics is applied to more accurately predict engine torque. A model predictive control based energy management strategy is developed and solved by dynamic programming. The fuel efficiency is improved, comparing the proposed strategy to those that ignore the engine transients. 3) A novel adaptive control-step learning model predictive control scheme is proposed and implemented in HEV energy management design. It reveals a trade-off between control accuracy and computational efficiency for the MPC based strategies, and demonstrates a good adaptability to the variation of driving cycle while maintaining low computational burden. 4) Two methods are presented to deal with the conjunction between consecutive functions in the piece-wise linearization for the energy management problem. One of them shows a fairly close performance with the original nonlinear method, but much less computing time. / Thesis / Doctor of Philosophy (PhD)

No / This paper aims to establish the acid concentration of finely dispersed droplets in hydrocarbon oils. Small quantities of aqueous sulphuric acid (H2SO4) were found to be trapped within hydrocarbon shells, making them inaccessible for concentration evaluation by titration. Fourier transform infrared spectroscopy (FTIR) used in the attenuated total reflection mode (ATR; FTIR-ATR) was applied to study the reaction products of squalane, C30H62, and an API Group I base oil with various concentrations of aqueous H2SO4. The absorbance comparison usually used for estimating acid concentrations was found to fail when small quantities of acid are trapped in the reaction product. It was found that the peak shift and changes in absorbance found for various pure aqueous acid concentrations were useful to establish the remaining concentration of the trapped H2SO4. This paper fulfils the identified need to study acid dissociation-dependent peak shifts of H2SO4 to find the acid concentration of finely dispersed droplets in hydrocarbon oils.

Diesel engine and generator sets (gensets) have been extensively used for standby and remote power generation over the past hundred years. Due to their use for standby power, these diesel gensets are designed to operate in conjunction with the grid, which relates to a fixed speed operation with a 60 Hz AC output. For operation in remote conditions, such as military and disaster relief applications, this fixed speed operation results in limiting the power output available from the engine, as well as the overall efficiency of the system. The removal of this grid connectivity requirement could result in an increase in system efficiency. At a given load, the engine operates more efficiently at lower speeds, which corresponds to an increase in the system efficiency. This low speed operation also results in lower power output. Knowledge of the load is important in order to determine the most efficient operating point for fixed speed operations. Operating at a higher power output for a given speed also results in higher system efficiency. The addition of a battery pack will allow for a higher apparent load, resulting in higher operating efficiency. The addition of a battery pack will also allow for energy storage, which allows for a higher operating efficiency, as well as "engine off time". A controlled series capacitor converter should be used to ensure that the maximum power is transferred from the genset to the battery/load. Knowledge of the load and equipment available should be used in order to determine the ideal dispatch strategy. Overall, operation at the grid frequency limits the efficiency of the overall system for remote operations where grid frequency is not required. The simulated genset had an efficiency of 24% for a 3 kW when operated at 1800 RPM, and increase from the 17% efficiency at it normal operating speed of 3600 RPM. This corresponded to a fuel savings of 3 gallons over 24 hours of continuous operation. When a battery is incorporated into the system, the efficiency of the system will increase for a given output load. For example, the simulated genset has an efficiency of 15% for a 1 kW load, which increases to 24% when a battery is added and charged at 2 kW. / Master of Science

<p dir="ltr"> Diesel engines are widely used in various off-road settings, ranging from railroad locomotives and marine vessels to agricultural, construction, logging, and mining equipment. Diesel engines are favored due to their reliability, durability, high thermal efficiency, and capacity to generate significant power. However, they also emit a range of harmful pollutants, such as oxides of nitrogen (NOx), particulate matter (PM), carbon monoxide (CO), and hydrocarbons (HC). Over the past three decades, original engine manufacturers have faced increasingly stringent emission regulations. In the United States, the proposed Tier 5 emission standards aim to achieve a significant reduction in NOx emissions, targeting a reduction of up to 90%, as well as a reduction in particulate matter emissions of up to 75%. To meet these stringent regulations, original engine manufacturers are investigating new technologies.</p><p dir="ltr"> Cooled exhaust gas recirculation (EGR) is a widely used method to lower NOx emissions. The EGR flow rates are contingent on positive engine delta pressure (exhaust manifold pressure - intake manifold pressure) to drive EGR. Eaton’s Generation 3 Exhaust Gas Recirculation Pump (EGRP) eliminates the need for positive engine delta pressure and enables the application of a high-efficiency turbocharger. A high-efficiency turbocharger reduces the pumping work and thus improves fuel efficiency.</p><p dir="ltr"> Transient tests were conducted on a 13.6 L S750 John Deere Engine with both the stock hardware and the EGRP and high-efficiency turbocharger hardware, to evaluate the benefits of the new technology. The transient tests included the Constant Speed Load Acceptance Test (CSLA), the Nonroad Transient Cycle (NRTC), and the Low Load Application Cycle (LLAC). There was no aftertreatment systems in the test cell setup, so engine-out brake specific oxides of nitrogen (BSNOx) and engine-out brake specific particulate matter (BSPM) were examined. To evaluate the technology, results from the stock hardware setup were compared to the results from the EGRP and high-efficiency turbocharger setup.</p><p dir="ltr"> During the CSLA, the time response to 90% load with the EGRP-equipped engine was <a href="" target="_blank">generally slower</a> than the stock engine, with deviations ranging from 0.1s to 1.6s. This result was attributed to the EGR pump not reducing speed fast enough, resulting in insufficient fresh air to produce torque. In the NRTC, engine torque was compared between both configurations. It was discovered that the EGRP-equipped engine did not reach the desired torque setpoints. There was more EGR flow than expected and not enough fresh air. This pattern was also revealed in the LLAC.</p><h4> To ensure accurate comparisons, measured engine speed and load data from the EGRP configuration were used to establish a Modified NRTC and Modified LLAC. For the Modified NRTC, the brake specific fuel consumption (BSFC) improved by 1.3%, and the engine-out brake specific particulate matter improved by 33.1% with the EGRP and high-efficiency turbocharger. However, the engine-out BSNOx increased by 12.9%. For the Modified LLAC, the BSFC and engine-out BSNOx improved by 2.5% and 11.1%, respectively, with the EGRP setup. However, this improvement came at the expense of engine-out BSPM, which increased by 34.2%. The improvement in BSFC for both cycles could be attributed to the increased open-cycle efficiency seen in steady state data with the EGRP and high-efficiency turbocharger.</h4><p></p>

In India, with the increase in the number of industries and vehicles the environment is getting more and more polluted. More than industries it is the rapid growth of vehicles which causes serious environmental crisis in the form of air pollution and has become alarming particularly in cities. The industrial and vehicular growth cannot be neglected, as the country’s economic and social well being is largely dependent on them. But this should not come at the cost of our health and eco system. The industrial and vehicular emissions must be controlled in order to keep our air clean. Continued efforts in this direction are being taken up across the globe to investigate an efficient and economical technique. There are many air pollutants being emitted from both natural and manmade sources. The major air pollutants identified as hazardous to human health are nitrogen oxides (NOx), carbon monoxide (CO), particulate matter (PM), volatile organic compounds (VOC), and sulfur dioxides (SOx). Among these, nitrogen oxides are considered to be difficult to remove. The sources of NOx are thermal power plants, stationary and mobile diesel engines, gasturbine engine, ironore sintering plants and various other smallscale utilities. There are conventionally available technologies to remove NOx such as chemical scrubbing, catalysis etc. But these techniques are either difficult to operate or do not bring down the level of NOx to the required norms imposed by the government. The failure of conventional techniques to remove NOx to the expected limit led to the development of alternative nonconventional techniques. Prominent among these new alternative techniques is electric discharge plasma, where the gas is partially ionized and temperature of electrons is considerably higher than that of ions and background gas molecules. Diesel engines are getting popular due to their inherent merits and their number is increasing considerably. Unfortunately, the exhaust of diesel engine being complex with high oxygen content makes the existing pollution control techniques insufficient particularly with regard to removal of NOx. So there is a need for investigating better technology which can effectively abate the pollutants from diesel engine exhaust. Electric Discharge plasma is one such alternative technique which has been very successful in large volumes of flue gas cleaning and hence, its potential is being explored in the cleaning of small volumes of vehicular exhausts, in particular, diesel engine exhaust. In the present work we investigated the relative performance of different electric discharge plasma reactors, with different type of voltages like AC, DC and pulse. The reactors were evaluated for NOx removal efficiency and NO conversion. This research work is a feasibility study to find whether electric discharge plasma can be used more effectively as an alternative technology for the after treatment of diesel engine exhaust in cascade with some cheaper adsorbents, if necessary. The scope of this qualitative experimental study can briefly be summarized as below: . • To study different reactors for NO conversion and NOx removal . • To study the effect of dielectric pellets in enhancing the radical production which in turn will have a bearing on the chemical reactions . • To study the effect of different types of voltages on the cleansing process . • To propose an efficient reactor system subject to the experimental conditions studied.

<p>In this Masters Thesis emissions to water from diesel engines in pleasure boats when driven with alternative fuels have been investigated. Two alternative fuels, Fischer-Tropsch-diesel (FT-diesel) and a blend of FT-diesel and rapeseed methyl ester (RME) have been compared with diesel of Swedish environmental class 1 (diesel EC1). The alternative fuels have been compared using two older marine diesel engines, and water samples have been taken from the water in the exhaust system before the exhaust compounds reaches the recipient. The water samples have been analysed with gas chromatography (GC) and mass spectrometry (GC/MS), to analyse volatile and semi volatile compounds including aldehydes and ketons. To investigate the acute toxicity of the exhaust water a 24 h ecotoxicological test was preformed with the crustacean Artemia fransiscana.</p><p>The results showed considerable differences in emissions of poly aromatic hydrocarbons (PAHs) and alkylated benzenes. From diesel EC1, the amounts of PAHs and alkylated benzenes were significantly higher than from pure FT-diesel and FT-diesel containing 20 % of RME. Pure FT-diesel generated the lowest amounts of PAH and alkylated benzenes. The FT-diesel containing 20 % RME generated higher amounts of benzene than diesel EC1. FT-diesel and FT-diesel with a 20 % blend of RME generated the same amount of acetone, which in turn was higher than the concentration of acetone in the exhaust water, using diesel EC1. Based on the analysis, FT-diesel is the best alternative from an exhaust emission point-of-view, concerning both the amounts and the difference in chemical composition of the combustion products released into the water.</p><p>The ecotoxicological test showed no effect on the test organism using either of the samples.</p> / <p>Fritidsbåtsintresset är stort i Sverige och båtlivet betyder mycket för många svenskar. Tyvärr är användningen av fritidsbåtar förknippad med en rad miljöproblem. Avgasutsläpp till vatten och luft från fritidsbåtsmotorer påverkar den lokala miljön avsevärt. Gammal teknik med dålig förbränning används fortfarande i stor utsträckning. På kort sikt, innan den gamla tekniken är utbytt, är det viktigt att den äldre motorparken använder miljöanpassade bränslen för att utsläppen till sjöar och hav ska bli så skonsamma som möjligt. Det är dock viktigt att utvärdera miljöpåverkan av dessa alternativa bränslen, så att det verkligen är ett bättre alternativ ur miljösynpunkt.</p><p>I detta examensarbete har utsläpp till vatten från dieselinombordsmotorer vid drift med olika bränslen undersökts. Två miljöanpassade dieselbränslen; FT-diesel (Fischer-Tropsch) och en procentinblandning av rapsmetylester (RME) i FT-diesel, har jämförts med diesel av svensk miljöklass 1 (MK1). Bränslena har testkörts i två äldre, marina dieselmotorer och prover har tagits på det avgasblandade kylvattnet innan det når recipienten. Det avgasblandade kylvattnet har analyserats med avseende på delvis flyktiga och flyktiga föreningar, aldehyder samt ketoner. Analyserna har skett med gaskromatografi och masspektormetri (GC/MS-screening) på externt laboratorium. För att testa avgasvattnets akuta giftighet har även ett akut (24h) ekotoxikologiskt test utförts på kräftdjuret Artemia fransiscana.</p><p>Analysresultatet visade skillnad i utsläpp av polyaromatiska kolväten (PAH) och alkylbensener. Vid körning med diesel MK1 genererades betydligt högre halter av PAH:er och alkylbensener, än vid körning med FT-diesel och FT-diesel med 20 % inblandning av RME. Ren FT-diesel gav de lägsta halterna av PAH:er och alkylbensener.</p><p>Utsläppshalterna av bensen uppvisade inte lika stor skillnad mellan de olika bränslena. Blandningen FT-diesel med 20 % RME gav lite högre halter bensen än vad diesel MK1 gjorde. Ren FT-diesel uppvisade lägst halt bensen. Utsläpp av aceton visade sig vara lika för FT-diesel och FT-diesel med 20 % RME och gav högre halter än vad diesel MK1 gjorde. Baserat på analysresultaten är FT-diesel det bästa bränslet ur emissionssynpunkt med avseende på vilka ämnen som hamnar i vattenfasen.</p><p>Det ekotoxikologiska testet visade ingen skillnad mellan de olika bränslena. Avgasvatten från bränslena hade inte någon akut toxisk effekt på testdjuret.</p>

In the process of engine design, it is important for the engine designer to predict the accurate component temperatures. Controlling the temperature of engine components requires a better understanding of the coolant behaviour in the coolant jacket of an engine which is critical to internal combustion engine design, The studies reported in the literature emphasize the influence of the cooling system on other engine operation such as exhaust emission, fuel consumption and engine wear. In this context, much work has been done with the purpose of improving the coolant jacket design and components of the cooling system to achieve higher performance. (Some of these studies) Previous researches have shown the possibility of achieving higher engine efficiency and performance with higher coolant temperature. This project aims at understanding the coolant flow behaviour in the coolant jackets of a diesel engine and investigating the possibility of running the engine at higher coolant temperatures by predicting the temperature distribution of the structure which is required for the assessment of the durability ofthe engine components. In this thesis, CFD (Computational Fluid Dynamics) and FE (Finite Element) techniques are used to study coolant flow in the coolant jackets and to predict the temperature distribution within the engine structure respectively. The objectives are to develop an FE model of the engine structure for thermal analyses and a CFD model of the fluid domain for the coolant flow CFD analyses. A number of case studies are carried out with the purpose of determining the most suitable technique for accurate temperature prediction. The methodology of manual coupling approach between CFD and FE analyses, which is more widely used in industry, and conjugate approach are demonstrated. Using these approaches, thermal analysis of the engine is conducted with the purpose of identifying the thermally critical locations throughout the engine. Furthermore, the influences of higher coolant temperature on these thermally critical regions of the engine are highlighted by carrying out four case studies with coolant inlet temperatures of 110°C, !ISOC, 117.5"C and !20°C. The temperature rise at the particular points around thermally critical regions is found to be in the range of 3-9 degrees at the higher coolant temperatures. This slight increase in temperature of critical locations may affect the durability of the structure. However, without carrying out the structural analyses it is not possible to comment on the durability of the engine structure. The effects of surface roughness and viscosity on heat transfer rate are also investigated and shown to be insignificant.

A poluição atmosférica já é considerada um caso de saúde pública nos grandes centros urbanos. Freqüentemente as emissões veiculares são as principais causas dessa poluição, principalmente as provenientes dos motores diesel, os quais, além da produção de material particulado (MP), em cuja superfície são adsorvidas substâncias carcinogênicas e mutagênicas, produzem poluentes como os hidrocarbonetos policíclicos aromáticos (HPAs). Contudo não existe uma avaliação direta dos riscos dessas emissões nos seres vivos. Plantas bioindicadoras podem dar idéia desses riscos. Este trabalho teve como objetivo avaliar o potencial de risco mutagênico da exaustão proveniente de um motor diesel, utilizando o bioensaio Trad-SH (clone KU-20) como bioindicador da poluição do ar. Nos experimentos, a exaustão do motor diesel aspirado de 2.0 L de deslocamento volumétrico foi diluído com ar atmosférico de modo a atingir concentrações de uma atmosfera pesadamente poluída (aproximadamente 50, 100 e 150 ppm de CO). Obtidos estes níveis de diluição, as inflorescências foram expostas a esta mistura de poluentes por duas horas (doses agudas). A concentração de CO foi monitorada continuamente por meio de um analisador de gases Horiba Enda utilizando o princípio de absorção seletiva no infravermelho. Para se avaliar o efeito mutagênico foi feita uma comparação entre as inflorescências não expostas aos poluentes (grupo 1) e as inflorescências expostas (grupos 2, 3 e 4) com aproximadamente 50, 100 e 150 ppm de CO respectivamente. Os dados obtidos foram analisados estatisticamente observando-se que, a freqüência média das mutações no grupo 1 (controle), foi significativamente mais baixa do que aquela dos grupos 3 e 4, porém foi similar à do grupo 2. Por sua vez, não houve diferenças significativas nas freqüências de mutações entre os grupos 3 e 4. Os resultados indicam que a exaustão do motor a diesel teve um papel significativo no desenvolvimento de mutações, mas somente quando diluída para concentrações de CO acima de 100 ppm. / Air pollution caused by vehicle emission has been considered as a major public health concern in the urban centers. Emission from diesel engine powered vehicles, in particular, are highly toxic, since carcinogenic and mutagenic compounds can adsorb on the expelled particles leading to the formation of the so-called polycyclic aromatic hydrocarbons (PAH\'s). A detailed investigation on the risks of those compounds on the living beings using the methodology applied in the work has not been carried out so far. This work is aimed at evaluating the mutagenic potential of the emission from a diesel engine using the Tradescantia stamen hair assay (TSH), by monitoring the stamen hair mutation in the clone KU-20. Experimentally, the inflorescence of the KU-20 clones was kept for 2 h under a simulated urban heavily polluted atmosphere, obtained by mixing the emission from a diesel engine and atmospheric air. The CO concentration in the atmosphere was monitored using a Horiba-Enda gas analyzer. The mutagenic effects of the atmosphere were analyzed by comparing a group of non-exposed control inflorescence (group 1) to inflorescences kept under polluted atmospheres containing 50, 100 and 150 ppm of CO, assigned to as groups 2, 3 and 4. The experimental data were analyzed using statistical methods. The frequency of mutations observed in the inflorescences from group 2 was slightly higher than that observed in the group 1. In the groups 3 and 4, however, the frequency of mutations was significantly higher than that exhibited by the control group. The latter suggests that the emission from a diesel engine plays an important role in the development of plants mutation, specially for atmospheres containing more than 100 ppm of CO.

O presente trabalho buscou estudar experimentalmente os efeitos do deslocamento da posição final dos dutos de admissão de um cabeçote no número de swirl e as possíveis consequências nos parâmetros de desempenho do motor diesel (torque, emissão de poluentes e consumo de combustível). Foram construídos protótipos de cabeçotes divididos em quatro grupos de deslocamentos com diferentes direções e sentidos. O valor nominal desses deslocamentos foi de 1 mm. Em seguida os cabeçotes passaram por medição de geometria para verificação da posição real dos dutos de admissão; posteriormente os cabeçotes foram ensaiados em uma máquina de medição do número de swirl. A partir dos dados de posição dos dutos de admissão e do número de swirl de cada cabeçote, foi feita uma regressão linear múltipla para se obter uma equação que correlaciona o número de swirl com os deslocamentos em X e Y dos dois dutos de admissão. Na última parte do trabalho, os cabeçotes de cada grupo de deslocamento foram montados sucessivamente em um motor diesel instalado em dinamômetro para medição dos seus parâmetros de desempenho, a saber: curva de torque; consumo específico e emissão de poluentes. / This work aimed to study experimentally the effects of intake ports displacement of a cylinder head in its swirl number and the possible consequences in the diesel engine performance parameters (torque, emissions and fuel consumption). Cylinder head prototypes were divided into four groups with different displacement directions. The nominal value of these displacements was 1 mm. The cylinder heads were measured to check the real position of their intake ports; then the cylinder heads were tested in a machine to measure the swirl number. From the intake ports position data and swirl number of each cylinder head, a multiple linear regression was performed to obtain an equation that correlates the swirl number with intake ports displacement in X and Y directions. As last step of this work, the cylinder heads of each displacement group were mounted in a diesel engine installed on a dynamometer to measure its performance parameters: torque curve; specific fuel consumption and emissions.