Thesis (M.S.)--University of Missouri--Rolla, 2007. / Vita. The entire thesis text is included in file. Title from title screen of thesis/dissertation PDF file (viewed November 29, 2007) Includes bibliographical references (p. 153-155).

Thesis (Ph.D.)--University of Tulsa, 1987. / Bibliography: leaves 110-113.

Thesis (Ph. D.)--Columbia University, 1941. / Vita. eContent provider-neutral record in process. Description based on print version record. "Literature cited": p. 28.

Thesis (Ph. D.)--University of Hong Kong, 2000. / Includes bibliographical references (leaves 213-224).

Thesis (Ph. D.)--Columbia University, 1941. / Vita. "Literature cited": p. 28.

Using complexing-agent assisted sol-gel routes, mixed Pd/ceria-alumina and Pd/terbia-ceria-alumina catalysts were prepared. The materials have been characterised by means of ICP-MS, TEM, EDX, XPS, XRD, BET, TPR, TPO and TPD. Catalytic testing was carried out in a temperature programmed mode as well as isothermally, using synthetic exhaust gas mixtures with different air-to-fuel ratios. The obtained results were compared with those of traditionally impregnated Pd/ceria-alumina and PtRh/ceria-alumina. Evaluating the catalysts potential as three-way converters, it has been shown that as a result of the sol-gel preparation chosen, highly homogeneous materials were produced. These had (i) much higher oxygen storage potential (especially at low temperatures, T ≈ 400 - 500K), (ii) improved metal support interactions and (iii) lower CO and propane light-off temperatures (T50%(CO) ≈ 423K, T50%(C3H8) ≈ 593K for R ≥ 1). Under fuel-rich conditions an improved low temperature NO activity was shown for the ceria-containing materials. This was attributed to a ceria-mediated redox mechanism and an improved Pd-ceria interaction for these sol-gel-derived samples. The addition of terbia was found to promote the catalysts propane activity, especially under fuel-rich conditions. The application of the different catalysts as three-way converters has been discussed, with special emphasis on their potential during the cold-start period. In a further set of catalytic experiments, using less complex gas mixtures, a more comprehensive view of the detailed Pd chemistry involved in these new three-way catalysts was obtained.

The goal of this study is to assess conventional and low temperature dual fuel combustion in light- and heavy-duty multi-cylinder compression ignition engines in terms of combustion characterization, performance, and emissions. First, a light-duty compression ignition engine is converted to a dual fuel engine and instrumented for in-cylinder pressure measurements. The primary fuels, methane and propane, are each introduced into the system by means of fumigation before the turbocharger, ensuring the airuel composition is well-mixed. Experiments are performed at 2.5, 5, 7.5, and 10 bar BMEP at an engine speed of 1800 RPM. Heat release analyses reveal that the ignition delay and subsequent combustion processes are dependent on the primary fuel type and concentration, pilot quantity, and loading condition. At low load, diesel-ignited propane yields longer ignition delay periods than diesel-ignited methane, while at high load the reactivity of propane is more pronounced, leading to shorter ignition delays. At high load (BMEP = 10 bar), the rapid heat release associated with diesel-ignited propane appears to occur even before pilot injection, possibly indicating auto-ignition of the propane-air mixture. Next, a modern, heavy-duty compression ignition engine is commissioned with an open architecture controller and instrumented for in-cylinder pressure measurements. Initial diesel-ignited propane dual fuel experiments (fumigated before the turbocharger) at 1500 RPM reveal that the maximum percent energy substitution (PES) of propane is limited to 86, 60, 33, and 25 percent at 5, 10, 15, and 20 bar BMEP, respectively. Fueling strategy, injection strategy, exhaust gas recirculation (EGR) rate, and intake boost pressure are varied in order to maximize the PES of propane at 10 bar BMEP, which increases from 60 PES to 80 PES of propane. Finally, diesel-ignited propane dual fuel low temperature combustion (LTC) is implemented using early injection timings (50 DBTDC) at 5 bar BMEP. A sweep of injection timings from 10 DBTDC to 50 DBTDC reveals the transition from conventional to low temperature dual fuel combustion, indicated by ultra-low NOx and smoke emissions. Optimization of the dual fuel LTC concept yields less than 0.02 g/kW-hr NOx and 0.06 FSN smoke at 93 PES of propane.

<P> The design, and construction of a combustion chamber was undertaken, and the basic considerations, design steps and calculations are described. The preliminary testing consisted of measurements of flame temperature, flame tube wall temperature, and flame tube exit plane temperature. A comparison was made between the experimental and theoretical flame temperatures. The uniformity of air flow in the annulus between the flame tube and outer casing was investigated. Tests were made to ascertain the effect of the gas nozzle position on the condition of the combustion gases. </p> / Thesis / Master of Engineering (MEngr)

No description available.

M.S.