Low NOx Levels Research Articles

Diagnosing ozone–NOx–VOC–aerosol sensitivity and uncovering causes of urban–nonurban discrepancies in Shandong, China, using transformer-based estimations

Abstract. Narrowing surface ozone disparities between urban and nonurban areas escalate health risks in densely populated urban zones. A comprehensive understanding of the impact of ozone photochemistry on this transition remains constrained by current knowledge of aerosol effects and the availability of surface monitoring. Here we reconstructed spatiotemporal gapless air quality concentrations using a novel transformer deep learning (DL) framework capable of perceiving spatiotemporal dynamics to analyze ozone urban–nonurban differences. Subsequently, the photochemical effect on these discrepancies was analyzed by elucidating shifts in ozone regimes inferred from an interpretable machine learning method. The evaluations of the model exhibited an average out-of-sample cross-validation coefficient of determination of 0.96, 0.92, and 0.95 for ozone, nitrogen dioxide, and fine particulate matter (PM2.5), respectively. The ozone sensitivity in nonurban areas, dominated by a nitrogen-oxide-limited (NOx-limited) regime, was observed to shift towards increased sensitivity to volatile organic compounds (VOCs) when extended to urban areas. A third “aerosol-inhibited” regime was identified in the Jiaodong Peninsula, where the uptake of hydroperoxyl radicals onto aerosols suppressed ozone production under low NOx levels during summertime. The reduction of PM2.5 could increase the sensitivity of ozone to VOCs, necessitating more stringent VOC emission abatement for urban ozone mitigation. In 2020, urban ozone levels in Shandong surpassed those in nonurban areas, primarily due to a more pronounced decrease in the latter resulting from stronger aerosol suppression effects and less reduction in PM2.5. This case study demonstrates the critical need for advanced spatially resolved models and interpretable analysis in tackling ozone pollution challenges.

Analysis of Hydrogen Combustion in a Spark Ignition Research Engine with a Barrier Discharge Igniter

Hydrogen fuel is gaining particular attention in internal combustion engines. In addition to zero-carbon emissions, major advantages relate to its combustion characteristics, which allow a significant increase in thermal efficiency under ultra-lean operation and with very low NOx levels. The ignition system is one of the main technology enablers, as it determines the capability to control ultra-lean operations, avoid backfire phenomena, and/or reduce the risks of abnormal combustions. The latter results from hydrogen’s low ignition energy and it is associated with factors like high-temperature residuals, hot spots, and irregular spark plug discharge. The ACIS gen 2-Barrier Discharge Igniter excels in accelerating the initial flame growth speed by the generation of non-equilibrium low-temperature plasma, a strong ignition promoter for the combined action of kinetic and thermal effects. Moreover, its volumetric discharge facilitates combustion initiation on a wide region, in contrast to the localized ignition of traditional spark systems. In this work we present for the first time, to the best of our knowledge, experimental results showing the performance of a hydrogen engine with a low-temperature plasma discharge. Tests were conducted on a single-cylinder research engine, achieving ultra-lean conditions with cycle-to-cycle variability results below 2.5%. The analysis indicates that the H2-BDI combined solution is capable of accelerating the evolution of the flame front compared to traditional spark plugs, leading to a significant reduction in the cycle-to-cycle variability. A meticulous adjustment of the BDI control parameters further enhances igniter performance and contributes to a deeper understanding of the innovative approach proposed in this study.

Impact of engine control variables on low load combustion efficiency and exhaust emissions of a methane-diesel dual fuel engine

A conventional diesel engine when operated in the reactivity-controlled compression ignition (RCCI) combustion strategy faces challenges of high total hydrocarbon (THC) and carbon monoxide (CO) emissions leading to poor combustion efficiency at low engine loads. The oxides of nitrogen (NOx) versus smoke trade-off, encountered in conventional diesel combustion, is replaced by the NOx-THC trade-off in the RCCI operation. This work focuses on addressing the NOx-THC trade-off issue by systematically investigating the effects of engine control variables, such as, fuel injection timing, exhaust gas recirculation (EGR) and intake throttling, on a light duty compression ignition engine running in a methane-diesel dual fuel mode. The engine is operated at a load of 3 bar gross indicated mean effective pressure and at a speed of 1500 rev/min. Based on relationships identified between engine control variables, combustion parameters, emissions and engine performance, a bottom-up approach is used to combine the control variables synergistically to improve the NOx-THC trade-off. A combination of advanced start of injection timing of diesel (−35 degree crank angle (°CA) after top dead centre), 50% premix ratio and 55% EGR levels along with the end of port fuel injection of methane in the middle of the intake stroke (−270°CA), has resulted in a ∼34 percentage points (from 56% to 90%) improvement in combustion efficiency and a ∼9.5 percentage points improvement in thermal efficiency compared to the baseline low load dual fuel operation while maintaining good combustion stability. THC emission is reduced from 105 to ∼25 g/kWh whilst maintaining low levels of NOx (<0.3 g/kWh).

Numerical investigation on selecting appropriate piston bowl geometry and compression ratio for gasoline-fuelled homogeneous charge compression ignited light-duty diesel engine

The gasoline-fuelled homogeneous charge compression ignition (HCCI) combustion is a promising approach to mitigate the significant limitations of the traditional compression-ignition combustion for light-duty engine applications. In the present work, the required autoignition quality of gasoline was achieved by blending 2-ethylhexyl nitrate (EHN) with gasoline to ensure combustion stability at the achieved engine loads. A reduced chemical reaction mechanism consisting of 185 species and 219 reactions was developed in the present study for EHN-gasoline-fuelled-HCCI combustion. The mechanism was validated by conducting multi-dimensional computational fluid dynamics (CFD) simulations of HCCI combustion in a modified light-duty diesel engine. A detailed numerical study was done using the validated CFD model to select the suitable piston bowl geometry and geometric compression ratio for better engine performance and lower regulated emissions. Eleven different piston bowl geometries were explored, which also included piston bowl designs popular in traditional compression-ignition (toroid) and spark-ignition (flat) engines. The results indicated that the flat-shaped piston bowl exhibited a 17% improvement in the gross indicated thermal efficiency and a 16% and 40% reduction in UHC and CO emissions while maintaining very low NOx and smoke levels compared to the baseline hemisphere-shaped piston bowl. The engine performance remained the same for the flat-shaped piston bowl geometry even for a 17% increased compression ratio with the added benefit that the reduced EHN concentration (by 48 vol.%) was needed to achieve the same combustion phasing. Thus, the present numerical work proposes a promising approach to improve the overall performance of gasoline-fuelled HCCI combustion by piston bowl design and compression ratio optimization.

New Particle Formation Occurrence in the Urban Atmosphere of Beijing During 2013–2020

AbstractNew particle formation (NPF) has strong influences on air quality and global climate. However, it was still ambiguous under which atmospheric condition NPF can occur, due to lack of long‐term observation data analysis. The long‐term measurement of NPF was conducted from 2013 to 2020 at PeKing University Urban Atmosphere Environment MonitoRing Station in Beijing, during which strong pollution control measures were conducted. However, the NPF frequency (NPF‐freq) remained stable within 40.4%–48.9% in an average of 42.5%. The occurrence of NPF events was characterized by lower levels of NOx, condensational sink, relative humidity, and higher levels of wind speed and north wind proportion. SO2 may act as one limiting factor only in summer. An H2SO4‐base nucleation indicator, I275K was calculated. It was found that I275K > 243 can separate the NPF and non‐NPF days quite well during the 8 years, with bias at 17%. Accordingly, it was also revealed that the simultaneous control of SO2 and PM2.5 (serving as condensation sink) in Beijing happened to cause the stable level of I275K, as well as the NPF frequency during 2013–2020. The results implicated that along with the reduction of primary emission, the secondary NPF process may become more important in aerosol evolution by its stable frequency, and the precise control of gaseous precursors is required for particle pollution mitigation in the future.

Impact of body mass index on the circulating levels of nitric oxide metabolites in clinicopathological features from women with breast cancer

AbstractTo investigate the clinical meaning of systemic nitric oxide metabolites (NOx) by comparing eutrophic and overweight/obese patients with breast cancer, considering clinical factors determinant of disease prognosis. A total of 61 women diagnosed with breast cancer were included in the study. NOx estimative was performed on plasma samples using the cadmium–copper‐Griess method. It was then categorized according to the age at diagnosis, body mass index, menopausal status, tumor histological features, molecular subtype lymph nodal invasion, and emboli presence, considering p ≤ 0.05 as significant. A significant augment was observed in NOx levels from overweight patients carrying Luminal B tumors concerning the Luminal B eutrophic ones. There was a considerable reduction in NOx levels in eutrophic postmenopausal patients compared to the overweight postmenopausal ones. Patients bearing tumor sizes between 2 and 5 cm in the eutrophic group had lower levels of NOx, concerning the overweight patients carrying tumors of the same size interval. Circulating NOx levels change significantly according to the trophic‐adipose status of breast cancer patients, and it is further affected by prognostic factors related to poor disease prognosis.

Molecularly-controlled high swirl combustion system for ethanol/1-octanol dual fuel combustion

To achieve future targets for reducing greenhouse-gas and pollutant emissions from internal combustion engines, alternative fuels as well as alternative combustion modes offer great potential. The simultaneous use of two different fuels offers additional degrees of freedom to realize highly efficient and low-emission combustion, but also poses further challenges. To this end, this paper presents the Molecularly-Controlled high swirl Combustion system, MCC, which involves dual direct injection of a low- and a high-reactivity fuel in combination with lean relative air-fuel-ratios, high compression ratio, and compression ignition. The principle centers on the generation of a strong “molecular spark” – a spacially confined area in the combustion chamber where the reactivity of the fuel mixture is sufficient to form a robust, controllable ignition source. Subsequently, combustion spreads to the rest of the combustion chamber. Ethanol was used as the low-reactivity fuel and 1-octanol or conventional diesel fuel as the high-reactivity fuel to investigate the combustion characteristics, efficiency, and raw emission potential under various operating conditions with a light-duty single-cylinder research engine. The results are compared with compression ignition operation of conventional diesel fuel and neat 1-octanol. The MCC system achieves a large reduction in soot-emissions, even at very low NOx-levels below 0.1 g/kWh and a considerable increase in indicated efficiency over conventional compression ignition combustion.

Comparative Study of Spark-Ignited and Pre-Chamber Hydrogen-Fueled Engine: A Computational Approach

Hydrogen is a promising future fuel to enable the transition of transportation sector toward carbon neutrality. The direct utilization of H2 in internal combustion engines (ICEs) faces three major challenges: high NOx emissions, severe pressure rise rates, and pre-ignition at mid to high loads. In this study, the potential of H2 combustion in a truck-size engine operated in spark ignition (SI) and pre-chamber (PC) mode was investigated. To mitigate the high pressure rise rate with the SI configuration, the effects of three primary parameters on the engine combustion performance and NOx emissions were evaluated, including the compression ratio (CR), the air–fuel ratio, and the spark timing. In the simulations, the severity of the pressure rise was evaluated based on the maximum pressure rise rate (MPRR). Lower compression ratios were assessed as a means to mitigate the auto-ignition while enabling a wider range of engine operation. The study showed that by lowering CR from 16.5:1 to 12.5:1, an indicated thermal efficiency of 47.5% can be achieved at 9.4 bar indicated mean effective pressure (IMEP) conditions. Aiming to restrain the auto-ignition while maintaining good efficiency, growth in λ was examined under different CRs. The simulated data suggested that higher CRs require a higher λ, and due to practical limitations of the boosting system, λ at 4.0 was set as the limit. At a fixed spark timing, using a CR of 13.5 combined with λ at 3.33 resulted in an indicated thermal efficiency of 48.6%. It was found that under such lean conditions, the exhaust losses were high. Thus, advancing the spark time was assessed as a possible solution. The results demonstrated the advantages of advancing the spark time where an indicated thermal efficiency exceeding 50% was achieved while maintaining a very low NOx level. Finally, the optimized case in the SI mode was used to investigate the effect of using the PC. For the current design of the PC, the results indicated that even though the mixture is lean, the flame speed of H2 is sufficiently high to burn the lean charge without using a PC. In addition, the PC design used in the current work induced a high MPRR inside the PC and MC, leading to an increased tendency to engine knock. The operation with PC also increased the heat transfer losses in the MC, leading to lower thermal efficiency compared to the SI mode. Consequently, the PC combustion mode needs further optimizations to be employed in hydrogen engine applications.

Numerical analysis of zero-carbon HCCI engine fuelled with steam diluted H[formula omitted]/H[formula omitted]O[formula omitted] blends

The addition of hydrogen peroxide and steam to a hydrogen-fuelled HCCI engine was investigated at various fuel lean conditions (ϕeff = 0.2–0.6) and compression ratios (15–20) using a 0-dimensional numerical model. The use of hydrogen peroxide as an ignition promoter demonstrated increased IMEP (16%–39%), thermal efficiency (up to 2%), and reduced NOx (50%–76%) when compared to the conventional method of intake charge heating. When hydrogen peroxide was used as an ignition promoter, a 15% addition of steam was sufficient to reduce NOx by 93%–97%, though this reduced IMEP and thermal efficiency slightly. When heat transfer was considered and steam addition was increased from 0%–10%, no increase in intake air heating was able to match the IMEP of 5% hydrogen peroxide addition without an increase in the equivalence ratio (up to 40%). The parametric space of hydrogen peroxide (0%–25%) and steam (0%–40%) addition was explored in view of engine performance metrics, showing the complete range of conditions possible through control of both inputs. A three-order reduction in NOx was possible through steam addition. An optimal balance of performance and emissions occurred at 5%–10% hydrogen peroxide and 10%–15% steam addition. In a study of compression ratio, very little hydrogen peroxide addition (<5%) was required to achieve 98% of the maximum efficiency at higher compression ratios (19–20), though at lower compression ratios (<17) impractical quantities of hydrogen peroxide were required. The 10% steam addition present at these conditions led to extremely low NOx levels for ϕeff of 0.3 and 0.4, though at ϕeff of 0.5 NOx levels would require some after-treatment. Maintaining constant a high or low load across steam additions was possible through reasonable adjustment of hydrogen peroxide addition.

Research on the potential of advanced engine loading strategy in meeting Beijing VI regulatory for a range-extended hybrid gas vehicle

Although the transient NOx emissions produced from a typical range-extended hybrid vehicle can meet the requirements of the China VI emissions regulations, it is rather difficult to comply with Beijing VI emissions regulations. This is due to the fact that the sharp fluctuation in air-fuel ratio control during engine start-up period resulting in lower conversion efficiency for the three-way catalyst (TWC). In response to these issues, the potentials of different loading strategies in meeting Beijing VI were explored on a light-duty natural gas (NG) engine for range-extended hybrid application. The experiments were performed on the basis of typical Chinese City Bus Cycle (CCBC). This paper analyzed the operation characteristics of the typical range-extended hybrid NG vehicle and investigated the impacts of engine loading strategy on the vehicle’s performance and emissions during the start-up phase. Results showed that the transient NOx emissions of 30 s-averaged decreased from 786 to 504 ppm when extending the loading time from 3 to 40 s in a typical loading path (i.e. engine speed and load increased linearly). The transient NOx emissions could meet the Beijing VI NOx limit but with little margin. Research also investigated the use of a new designed engine loading strategy (i.e. engine speed and load with time-separated control manner). Results revealed that this method effectively curbed the transient NOx emissions, reducing the maximum transient NOx emissions of 30 s-averaged from 504 to 271 ppm. In comparison, this low NOx level was better to meet the Beijing VI with sufficient margin.

The decreasing effect of ammonia enrichment on the combustion emission of hydrogen, methane, and propane fuels

In the present study, non-premixed combustion and NOx emission of H2, NH3, C3H8, and CH4 fuels have been studied in a combustion test unit under lean mixture conditions (λ = 4) at 8.6 kW thermal capacity. Furthermore, the combustion and NOx emission of the H2, C3H8, and CH4 fuels have been investigated for various NH3 enrichment ratios (5, 10, 20, and 50%) and excess air coefficients (λ = 1.1, 2, 3, and 4) at the same thermal capacity. The obtained results have been compared for each fuel. Numerical simulation results show that H2 emits intense energy through the reaction zone despite the lowest fuel consumption in mass, among others, due to its high calorific value. Therefore, it has a higher flame temperature than others. At the same time, C3H8 has the lowest flame temperature. Besides, NH3 has the shortest flame length among others, while C3H8 has the most extended flame form. The highest level of NOx is released from the NH3 flame in the combustion chamber, while the lowest NOx is released from the CH4. However, the lowest NOx emission at the combustion chamber exit is obtained in NH3 combustion, while the highest NOx emission is obtained with H2 combustion. It results from the shortest flame length of NH3, short residence time, and backward NOx reduction to N2 for NH3. As for H2, high flame temperature and relatively long flame, and high residence time of the products trigger NOx formation and keep the NOx level high. On the other hand, excess air coefficient from 1.1 to 2 increases NOx for H2, CH4, and NH3 due to their large flame diameters, unlike propane. Then, NOx emission levels decrease sharply as the excess air coefficient increases to 4 for each fuel. NH3 fuel also emits minimum NOx in other excess air coefficients at the exit, while H2 emits too much emission. With NH3 enrichment, the NOx emissions of H2, CH4, and C3H8 fuels at the combustion chamber exit decrease gradually almost every excess air coefficient apart from λ = 1.1. As a general conclusion, like renewable fuels, H2 appears to be a source of pollution in terms of NOx emissions in combustion applications. In contrast, NH3 appears to be a relatively modest fuel with a low NOx level. In addition, the high amount of NOx emission released from H2 and other fuels during the combustion can be remarkably reduced by NH3 enrichment with an excess air combustion.

Endothelial Nitric Oxide Synthase Gene Polymorphisms Increase Risk of Deep Vein Thrombosis by Altering Homocysteine Levels.

Deep Vein Thrombosis (DVT) is a multicausal disease involving both acquired as well as genetic factors. Nitric oxide is an influential endogenous factor having its role in the development of deep vein thrombosis. It maintains the vascular integrity and any alterations in its levels may lead to a thrombotic event. It may also modulate homocysteine metabolism to cause hyperhomocysteinemia, which is a prominent risk factor for thrombosis. The objective of the study was to study if endothelial nitric oxide gene polymorphisms, 894G/T, and 2479G/A alter the plasma nitric oxide and homocysteine levels which may eventually increase the risk of deep vein thrombosis. One hundred Doppler ultrasonography and computerized tomography confirmed (for cerebral venous thrombosis), non-related DVT patients (M:F = 58:42; age range = 18 to 61 years) served as the study population. Two hundred hospital staff and their relatives or unrelated attendants of the patients served as the controls. Nitric oxide levels were determined by measuring its metabolites (NOx), and EIA was used to measure homocysteine levels. Polymerase chain reaction-restriction fragment length polymorphism (PCR-RFLP) was used for detecting the eNOS polymorphisms 894G/T and 2479G/A. In total, DVT subjects have 25% higher plasma levels of homocysteine and 37% lower levels of NOx in their circulation when compared to controls. In tertile analysis of nitric oxide and homocysteine levels, 894G/T and 2479G/A polymorphisms were associated with plasma nitric oxide and homocysteine levels. The increased risk of deep vein thrombosis was associated with endothelial nitric oxide gene polymorphisms and nitric oxide levels, but homocysteine levels were not a risk for deep vein thrombosis. The present study demonstrates that 894G/T and 2479G/A polymorphisms interact with lower levels of nitric oxide and higher levels of homocysteine that may possess the risk of deep vein thrombosis.

Long-term inorganic nitrate administration protects against ovariectomy-induced osteoporosis in rats.

The risk of osteoporotic fractures increases in women after menopause. This study aims at determining the effects of long-term inorganic nitrate administration against ovariectomy-induced osteoporosis in rats. Rats were divided into 4 groups (n=6/group): Control, control+nitrate, ovariectomized (OVX), and OVX+nitrate. Sodium nitrate (100 mg/L in drinking water) was administered for 9 months. Trabecular bone quality in the proximal tibia was measured using a Micro-Computed Tomography (micro-CT) scanner at months 0, 1, 3, and 9. Levels of nitric oxide (NO) metabolites (NOx) and oxidative stress indices, and mRNA expression of endothelial NO synthase (eNOS) were measured at month 9 in the proximal tibia. Compared to controls, OVX rats had lower NOx levels by 47 %, eNOS mRNA expression by 55 %, catalase activity (CAT) by 45 %, total antioxidant capacity (TAC) by 70 %, and higher malondialdehyde (MDA) levels by 327 % in the bone tissue at month 9. OVX rats, compared to controls, had lower bone volume/tissue volume (BV/TV), trabecular number (Tb.N.), and trabecular thickness (Tb.Th.) by 32 %, 58 %, and 17 %, respectively, and higher trabecular separation (Tb.Sp.) by 123 %, at month 9. Nitrate administration to control rats increased TAC by 46 % in the bone tissue at month 9 but did not significantly affect other parameters in serum and bone tissue. Nitrate in OVX rats significantly increased NOx levels by 86 %, eNOS expression by 2.14-fold, CAT activity by 75 %, TAC by 170 %, and decreased MDA levels by 36 % at month 9 in the bone tissue. Nitrate-treated OVX rats at month 9 had higher BV/TV (42 %) and Tb.N. (61 %) and lower Tb.Sp. (15 %). Long-term inorganic nitrate administration at a low dose has protective effects against OVX-induced osteoporosis in rats; this effect is associated with increasing eNOS-derived NO and decreasing oxidative stress in the bone tissue.

Low-Intensity Shockwave Therapy (LI-ESWT) in Diabetic Kidney Disease: Results from an Open-Label Interventional Clinical Trial.

PurposeTreatment with low-intensity shockwave therapy (LI-ESWT) is associated with angiogenesis and is suggested as a treatment for different types of vascular diseases. It was hypothesized that LI-ESWT improves the renal filtration barrier and halts the progression of GFR decline in diabetic kidney disease (DKD) potentially through VEGF and NO formation. We present the first data on LI-ESWT in human DKD.MethodsThe study was designed as an interventional, prospective, one-arm, Phase 1 study. We investigated change in GFR and albuminuria in 28 patients with DKD treated with six sessions of LI-ESWT over three weeks. The patients were followed for six months. Urine excretion of kidney injury markers, vascular endothelial growth factor (VEGF) and nitric oxide metabolites (NOx) was studied after LI-ESWT.ResultsThere were no significant changes in GFR and albuminuria up to six months after LI-ESWT compared to baseline. Urine VEGF was transiently reduced one month after LI-ESWT, but there were no other significant changes in urine VEGF or NOx after LI-ESWT. Secondary analysis showed that NOx increased after LI-ESWT in patients who had low levels of NOx at baseline. Kidney injury marker trefoil factor 3 (TFF3) increased acutely after the first session of LI-ESWT indicating transient endothelial repair. Other markers of kidney injury were stable in relation to LI-ESWT.ConclusionLI-ESWT treatment did not significantly improve kidney function and albumin excretion. It is concluded that LI-ESWT is not harmful. A randomized blinded study should be performed to clarify whether adjunctive treatment with LI-ESWT is superior to standard treatment of DKD.

Simulations of Multi-Mode Combustion Regimes Realizable in a Gasoline Direct Injection Engine

Abstract Lean and dilute gasoline compression ignition (GCI) operation in spark ignition (SI) engines are an attractive strategy to attain high fuel efficiency and low NOx levels. However, this combustion mode is often limited to low-load engine conditions due to the challenges associated with autoignition controllability. In order to overcome this constrain, multi-mode (MM) operating strategies, consisting of advanced compression ignition (ACI) at low load and conventional SI at high load, have been proposed. In this three-dimensional computational fluid dynamics study, the concept of multi-mode combustion using two RON98 gasoline fuel blends (Co-Optima Alkylate and E30) in a gasoline direct injection (GDI) engine were explored. To this end, a new reduced mechanism for simulating the kinetics of E30 fuel blend is introduced in this study. To cover the varying engine load demands for multi-mode engines, primary combustion dynamics observed in ACI and SI combustion modes was characterized and validated against experimental measurements. In order to implement part-load conditions, a strategy of mode transition between SI and ACI combustion (i.e., mixed-mode combustion) was then explored numerically by creating a virtual test condition. The results obtained from the mixed-mode simulations highlight an important feature that deflagrative flame propagation regime coexists with ignition-assisted end-gas autoignition. This study also identifies a role of turbulent flow property adjacent to premixed flame front in characterizing the mixed-mode combustion. The employed hybrid combustion model was verified to perform simulations aiming at suitable range of multi-mode engine operations.

Efficiency and raw emission benefits from hydrogen addition to methane in a Prechamber–Equipped engine

Providing high ignition energies to low reactivity (hard-to-ignite) fuels in premixed combustion modes is a challenging task. This is especially true if diluted combustion and high compression ratios are applied which are desirable for achieving high efficiency levels. One promising technology is to decouple the ignition process from the conditions in the main chamber using a prechamber, which is able to ignite the charge in the engine's main combustion chamber using turbulent jets. In this study, experimental results of a prechamber-equipped four-cylinder engine with 2 L displacement are discussed. The engine is designed to provide high efficiency using natural gas as a fuel. The prechamber is able to be fueled externally (called active prechamber mode), e.g. the air–fuel equivalence ratio λ can be decoupled from the λ in the main combustion chamber. Besides of pure methane operation, the engine is operated with the addition of 22.5 mol% (3.5 mass%, 8.0 energy%) hydrogen to methane. The results show that it is beneficial to use auxiliary fueling of the prechamber in pure methane operation mode in order to achieve highest possible efficiency at low NOx levels at λ of around 1.7. When adding hydrogen, λ of around 1.7 still provides highest efficiency but auxiliary fueling of the prechamber is not necessary any more to enable fast and robust combustion. Compared to the active prechamber operation with methane, the 3.5 mass% (8.0 energy%) addition of hydrogen is able to reduce the engine's fuel energy demand by 1.3–3.3% in relevant engine operating points, which leads to tailpipe CO2 reductions of 9.2–11%. Additionally, hydrogen addition is able to disproportionately lower the engine's unburned hydrocarbon (HC) emissions: The addition of 3.5 mass% hydrogen lowers HC mass emissions by impressive 30–40%. Simultaneously, at the lean conditions considered, CO and NOx emissions are lowered by around 20%.

Exploration of suitable injector configuration for dual-mode dual-fuel engine with diesel and OMEx as high reactivity fuels

Dual-mode dual-fuel (DMDF) combustion stands over other low temperature combustion strategies as it is able to operate over the entire engine map by transitioning between reactivity controlled compression ignition and diffusive combustion depending on the engine load. In combination with non-sooting e-fuels, it is able to achieve low NOx and soot levels even at high loads. Oxygenated fuels like poly-oxymethylene dimethyl ethers (OMEx) have been already proved to present an outstanding NOx-Soot trade-off improvement when used in combination with a DMDF combustion strategy. One drawback of OMEx is that, despite having a high reactivity, it has a low lower heating value, which requires considerably longer injection events compared to other traditional fuels in order to achieve the same engine power output. The long injections limit the flexibility of the injection strategy and result in extremely long combustion durations. A possible solution to this problem resides in moving towards injectors with higher flow rate capacities, but this may compromise the mixing and combustion processes. This work aims to shed some light on the implications of changing the engine hardware to overcome this limitation by testing a DMDF multi-cylinder engine using gasoline as the low-reactivity fuel and diesel or OMEx as the high reactivity fuels with injectors of different flow capacity. The results show that a concise analysis of the involved phenomenology of the combustion process allows to find out the trade-off between the engine-out emissions and the mixing capacity of the injection system while the engine performance is not significantly affected.

Connecting Air Quality with Emotional Well-Being and Neighborhood Infrastructure in a US City.

Cities in the United States have announced initiatives to become more sustainable, healthy, resilient, livable, and environmentally friendly. However, indicators for measuring all outcomes related to these targets and the synergies between them have not been well defined or studied. One such relationship is the linkage between air quality with emotional well-being (EWB) and neighborhood infrastructure. Here, regulatory monitoring, low-cost sensors (LCSs), and air quality modeling were combined to assess exposures to PM2.5 and traffic-related NOx in 6 Minneapolis, MN, neighborhoods of varying infrastructure parameters (median household income, urban vs suburban, and access to light rail). Residents of the study neighborhoods concurrently took real-time EWB assessments using a smart phone application, Daynamica, to gauge happiness, tiredness, stress, sadness, and pain. Both LCS PM2.5 observations and mobile-source-simulated NOx were calibrated using regulatory observations in Minneapolis. No statistically significant (α = 0.05) PM2.5 differences were found between urban poor and urban middle-income neighborhoods, but average mobile-source NOx was statistically significantly (α = 0.05) higher in the 4 urban neighborhoods than in the 2 suburban neighborhoods. Close proximity to light rail had no observable impact on average observed PM2.5 or simulated mobile-source NOx. Home-based exposure assessments found that PM2.5 was negatively correlated with positive emotions such as happiness and to net affect (the sum of positive and negative emotion scores) and positively correlated (ie, a higher PM2.5 concentration led to higher scores) for negative emotions such as tiredness, stress, sadness, and pain. Simulated mobile-source NOx, assessed from both home-based exposures and in situ exposures, had a near-zero relationship with all EWB indicators. This was attributed to low NOx levels throughout the study neighborhoods and at locations were the EWB-assessed activities took place, both owing to low on-road mobile-source NOx impacts. Although none of the air quality and EWB responses were determined to be statistically significant (α = 0.05), due in part to the relatively small sample size, the results are suggestive of linkages between air quality and a variety of EWB outcomes.

Efficient light-duty engine using turbulent jet ignition of lean methane mixtures

Diesel engines use diffusion-controlled combustion of a high-reactivity fuel and offer high efficiencies because they combine lean combustion with a high compression ratio. For low-reactivity fuels such as gasoline or natural gas, premixed combustion is used, which leads to lower efficiency levels as usually stoichiometric combustion is combined with lower compression ratios. Trying to apply diesel-like process parameters to low-reactivity fuels inevitably leads to problems with classical spark ignition systems as they are not able to establish robust flame propagation for such hard-to-ignite conditions. One possibility to enable fast combustion for diluted mixtures at high pressure levels is to establish ignition in a prechamber and ignite the charge of the main combustion chamber using the turbulent jets exiting the prechamber. In this study, the experimental results of a prechamber-equipped four-cylinder natural gas engine with 2 L displacement are discussed in detail. In the majority of the engine map, auxiliary fueling is used in the prechamber and a global air–fuel equivalence ratio λ is set to 1.7. At full load, a λ of 1.5 is applied without auxiliary prechamber fueling. The experiments show that such a setup is able to achieve brake efficiency levels of above 45% while maintaining peak brake mean effective pressure levels above 20 bar. At high load conditions, cylinder pressure levels at ignition timing achieve more than 80 bar and cylinder peak pressures of around 180 bars occur. The technology proved to enable robust and very fast combustion at comparably low NOxlevels. A remaining challenge for the on-road use of such a technology is the reduction of the methane emissions at lean conditions.

Optimal Flue Gas Treatment for Oxy-Combustion-Based Pulverized Coal Power Plants

Oxy-combustion is recognized as the cleanest technology which uses coal as an energy source. Flue gas clean-up is essential for sustainable operation. In this work, the optimal selection of the flue gas treatment technologies in oxy-combustion power plants is determined. A two-stage procedure combining heuristics and mathematical programming is used to evaluate the technologies involved including the boiler, denitrification, electrostatic precipitation, sulfur dioxide removal, and carbon capture. For plant operation, the coal feed has to be selected. An extended blending problem is solved to evaluate the coal type to be purchased based on its cost and composition. The optimal flue gas processing consists of electrostatic precipitation, followed by dry SO2 removal, and CO2 purification using zeolites. No specific denitrification method is required due to the low concentration levels of NOx generated in oxy-combustion. This flowsheet is used to select one among a mixture of three different types of coal: national, imported, and crude coal tar. However, no mixture is recommended as crude coal tar was the one selected. Even though the processing costs are higher, it is outweighed by the lower cost of the raw material.