Non-road Diesel Engine Research Articles

Nitrous oxide in diesel aftertreatment systems including DOC, DPF and urea‐SCR

The formation of Nitrous oxide (N2O) over urea-based selective catalytic reduction (SCR) systems was scrutinized using exhaust gases from a 3.4-liter non-road diesel engine. Four catalysts were used for the SCR systems; Cu-zeolite (Cu/Fe = 4), Fe-zeolite (Fe only), vanadia and mixed (vanadia and Cu-zeolite) one. For all SCR systems, the N2O concentration at the SCR inlet (before SCR) was below 1 ppm, except for the low-load and low-speed engine conditions, where it was below 3 ppm. However, at the SCR outlet, the N2O concentration had risen to nearly 20 ppm, except for a few conditions. That is, N2O increased more than a dozen times by passing through the SCR systems. The amount of N2O formed within the SCR systems depended on the SCR catalysts; the vanadia catalyst had the lowest amount of N2O, while the Fe-zeolite catalyst as well as the Cu-zeolite catalyst had the highest. In addition, the formation of N2O was strongly involved in the ratio of nitrogen dioxide (NO2) to nitrogen oxides (NOx) at the SCR inlet, which was coupled to SCR inlet temperatures. The higher ratio of NO2 to NOx led to higher N2O at the SCR outlet. It was found that the start of N2O formation corresponded to the moment when nitric oxide (NO) was close to 0 ppm as the ratio of an ammonia (NH3) in aqueous urea solution to NOx increased. In other words, NO depletion played a crucial role in the start of N2O formation when NO and NO2 were simultaneously consumed. Therefore, the difference in N2O formation among the four catalysts for the SCR systems depended on how quickly NO was depleted. Results from α values of intersections of N2O and NO (α@N₂O = NO) for Cu- and Fe-zeolite catalysts showed that α@N₂O = NO for the Fe-zeolite catalyst are much smaller than that for the Cu-zeolite catalyst, and this implies that the Fe-zeolite catalyst can start N2O formation earlier or have faster NO depletion than the Cu-zeolite catalyst.

Experimental investigation on emission characteristics of non-road diesel engine equipped with integrated DOC + CDPF + SCR aftertreatment

The non-road emission regulations are getting more and more rigorous, which make it necessary for Original Equipment Manufacturers (OEMs) to adopt aftertreatment systems. In this paper, an integrated aftertreatment system consisting of Diesel Oxidation Catalyst (DOC), Catalytic Diesel Particulate Filter (CDPF) and Selective Catalytic Reduction (SCR) was proposed aiming to reduction of non-road diesel engine emissions. The effects of DOC + CDPF + SCR on engine performance and emission characteristics including HC, CO, NOX, PM, PN and NH3 slip were investigated under steady operations and transient cycle. The results showed that DOC + CDPF + SCR had little influence on engine power and economic performance. In initial DOC reduced HC and CO emissions by the efficiency of 89% and 91% respectively, CDPF dealt with the remained inheritance of HC and CO by 75% and 80% respectively latterly. The DOC + CDPF specifically raised the ratio of NO2/NOx although there was barely the influence on NOx emission. The efficiencies of DOC + CDPF filtering PM and PN were over 95%, and CDPF had better performance of filtering accumulation particles than it applied on nuclear particles. SCR NOx reduction efficiency was 90% and ammonia slip was 14 ppm on average. The emissions factors of CO, HC, NOx, PN and PM, lower than non-road China-IV limits of non-road steady cycle (NRSC) under all test operations except for 10% load, due to the equipped integrated DOC + CDPF + SCR aftertreatment, decreased by 97.6%, 98.1%, 90%, 97% and 98% respectively. In the whole hot non-road transient cycle (NRTC), HC and CO reduction efficiencies were 57.1% and 55% in average in DOC. In addition, the efficiencies of 68.3% and 19.8% could be further achieved in CDPF respectively in average. It is especially important that CDPF-out NO2/NOx ratio fluctuated and did increase at some special time due to the lack of adequate PM and NO2 reaction time in transient cycle although CDPF-out NO2/NOx ratio decreased under steady operations. The SCR NOx reduction in average was 57.7% and ammonia slip was less than 10 ppm. PM and PN diminished by 95% and 98.3% respectively in the DOC + CDPF and the transient operation fluctuation had little effect on filtration efficiency.

Energy flow behavior and emission reduction of a turbo-charging and EGR non-road diesel engine equipped with DOC and DPF under NRTC (non-road transient cycle)

In the current study, the interaction between energy flow and aftertreatment is investigated by experiment to explore the energy distribution pattern changed by aftertreatment and the reversed impact on emission reduction. The temperature distribution, THC, CO/CO2, NOx and PN (particle number) emissions were measured in a non-road diesel engine with and without aftertreatment, DOC (diesel oxidation catalyst) and DPF (diesel particulate filter), under NRTC (non-road transient cycle) driving. With aftertreatment, the cooling loss is the main source for thermal efficiency reduction, a new concept “thermal delay effect” is proposed to explain this phenomenon. For emissions, overall CO and HC are almost reduced to zero through DOC, although CH4 conversion efficiency is only about 30%; NOx conversion efficiency is ~ 24.3%; and PN filtration efficiency is 99.99% through DPF. The engine meets the China national emission regulation even without aftertreatment except for PN, but PN decreases by five orders of magnitude through DPF. Finally, the emissions histories were analyzed in detail. The influencing factors were discussed thoroughly for original scenario. The exhaust temperature coupling with properties of catalytic converter were employed to analyze the aftertreatment’s performance and its impact patterns on pollutants. Under operation pattern of back pressure compensation, the average exhaust temperature (300 °C) under aftertreatment scenario increased by 6% relative to without aftertreatment, while during most time it did not exceed 350 °C at which the NOx conversion began to drop. Thus this operation made a good trade-off among reductions of various pollutants. Therefore, the energy distribution analysis must be from the view point of integration between engine body and whole exhaust system to be sure of clarification about aftertreatment’s behaviors.

Measurement report: Emissions of intermediate-volatility organic compounds from vehicles under real-world driving conditions in an urban tunnel

Abstract. Intermediate-volatility organic compounds (IVOCs) emitted from vehicles are important precursors to secondary organic aerosols (SOAs) in urban areas, yet vehicular emission of IVOCs, particularly from on-road fleets, is poorly understood. Here we initiated a field campaign to collect IVOCs with sorption tubes at both the inlet and the outlet in a busy urban tunnel (>30 000 vehicles per day) in south China for characterizing emissions of IVOCs from on-road vehicles. The average emission factor of IVOCs (EFIVOCs) was measured to be 16.77±0.89 mg km−1 (average ±95 % CI, confidence interval) for diesel and gasoline vehicles in the fleets, and based on linear regression, the average EFIVOCs was derived to be 62.79±18.37 mg km−1 for diesel vehicles and 13.95±1.13 mg km−1 for gasoline vehicles. The EFIVOCs for diesel vehicles from this study was comparable to that reported previously for non-road engines without after-treatment facilities, while the EFIVOCs for gasoline vehicles from this study was much higher than that recently tested for a China V gasoline vehicle. IVOCs from the on-road fleets did not show significant correlation with the primary organic aerosol (POA) or total non-methane hydrocarbons (NMHCs) as results from previous chassis dynamometer tests. Estimated SOA production from the vehicular IVOCs and VOCs surpassed the POA by a factor of ∼2.4, and IVOCs dominated over VOCs in estimated SOA production by a factor of ∼7, suggesting that controlling IVOCs is of greater importance to modulate traffic-related organic aerosol (OA) in urban areas. The results demonstrated that although on-road gasoline vehicles have much lower EFIVOCs, they contribute more IVOCs than on-road diesel vehicles due to its dominance in the on-road fleets. However, due to greater diesel than gasoline fuel consumption in China, emission of IVOCs from diesel engines would be much larger than that from gasoline engines, signaling the overwhelming contribution of IVOC emissions by non-road diesel engines in China.

Nonvolatile ultrafine particles observed to form trimodal size distributions in non-road diesel engine exhaust

Some recent findings regarding the negative health effects of particulate matter increase the relevance of the detailed characteristics of particulate emissions from different sources and especially the nonvolatile fraction of particles. In this study, the nonvolatile fraction of ultrafine particulate emissions from a non-road diesel engine was studied. The measurements were carried out in an engine laboratory and the exhaust sample was taken from the engine-out location with various steady state driving modes. Four different fuels, including fossil fuel, soybean methyl ester (SME), rapeseed methyl ester (RME), and renewable paraffinic diesel (RPD), were used. In the sampling system, the sample was diluted and led through a thermodenuder removing the volatile fraction of particles. The measured particle size distributions of nonvolatile particles were found to be trimodal. Based on the size distribution data as well as the morphology and elemental composition of particles in transmission electron microscopy (TEM) samples, we were able to draw conclusions from the most probable origin of the different particle modes, and the modes were named accordingly. From larger to smaller in particle size, the modes were a soot mode, lubricating oil originated core (LC) mode, and a fuel originated core (FC) mode. All of these three modes were detected with every driving mode, but differences were seen, for example, between different fuels. In addition, a trade-off was observed in the concentrations of the LC mode and the soot mode as a function of the engine torque.

Comparison of intake and exhaust throttling for diesel particulate filter active regeneration of non-road diesel engine with mechanical fuel injection pump

Diesel particulate filter regeneration using intake and exhaust throttling is technically simple and economically efficient compared to other methods. The purpose of this study is to investigate not only the reasons for the increase in exhaust temperature during intake or exhaust throttling but also their feasibility as a diesel particulate filter regeneration technology. In this study, a non-road diesel engine having a mechanical fuel injection pump was used for experiments. The changes in exhaust temperatures were measured during intake and exhaust throttling for the no-load maximum revolutions per minute engine condition. The experimental results exhibited that both intake and exhaust throttling reduced the intake air mass flow rate and increased piston pumping, which then increased fuel consumption. These effects were the primary reasons for increasing the temperature of exhaust gases. In particular, intake throttling was more effective than exhaust throttling in terms of reducing the intake air mass flow rate. However, exhaust throttling caused larger pumping losses, resulting in higher fuel consumption. Furthermore, in case of exhaust throttling, engine combustion was possible even at high equivalence ratios because of the larger amounts of residual gases in the combustion chamber. In summary, exhaust throttling is more effective for regenerating a diesel particulate filter at a high temperature than intake throttling. In addition, this study verified the feasibility of diesel particulate filter regeneration using exhaust throttling through analyses of diesel particulate filter regeneration efficiency, fuel consumption, and exhaust concentration when regenerating the diesel particulate filter by increasing the exhaust temperature through exhaust throttling.

Biodiesel Fuel from Chlorella vulgaris and Effects of Its Low-Level Blends on the Performance, Emissions, and Combustion Characteristics of a Nonroad Diesel Engine

AbstractChlorella vulgaris is widely distributed in China and has the advantages of high oil content, short growth cycle, and wide growth space. Chlorella vulgaris biodiesel fuel (CVBF) made from C...

Visualization Research and Optimization Strategy for Combustion Process and Emission Characteristics of Internal Exhaust Gas Recirculation Small Non-Road Diesel Engine

Based on a small non-road diesel engine, internal exhaust gas recirculation (IEGR) was realized by the exhaust valve re-opening (2EVO). The influences of IEGR on combustion and emission performance were analyzed. The results showed that in-cylinder pressure peak decreased, the start of heat release was delayed by 0.5 oCA and the heat release rate peak was reduced after the introduction of IEGR. Furthermore, the average temperature of combustion flame was reduced, centering between 1900 and 2100 K. That was beneficial to curbed nitrogen oxides (NOX) emissions. The average value for KL factor was obviously increased within the entire range of combustion, which resulting in an increase in soot emission. In terms of emission characteristics, NOX emission was significantly reduced under the original injection timing but soot emission was increased slightly. Subsequently, the start of injection (SOI) were adjusted based on IEGR and two fuel injection control strategies were formulated from the perspective of reducing pollutant emissions and fuel consumption: Strategy 1 keeping BSFC consistent with the original engine, the NOX+HC weighted emission was reduced by 17.6 %; Strategy 2 keeping NOX+HC emissions consistent with the original engine, BSFC and CO were reduced by 10 % and 20 % respectively and Soot emission was slightly increased.

Potential Benefits of Diesel Aloe Vera Emulsified Fuel in A Non-Road Diesel Engine

In this paper, an experimental attempt has been made to improve the performance and emission of a non-road diesel engine using adiesel aloe vera emulsified fuel (A10). Two fuel samples such as neat diesel (D100) and diesel aloe vera emulsified fuel referred to as A10 (10% aloe vera, 89% diesel, 1% surfactant) was used to conduct the experiments and the obtained results were compared. The experiments were carried out on a single cylinder non-road Genset diesel engine at low load (BMEP 1.54 bar), mid load (BMEP 3.09 bar) and high load(BMEP 4.63 &6.18 bar) conditions.The experimental results show that the dieselaloe vera emulsified fuel resulted in reduced nitric oxide (NO) with increased brake thermal efficiency (BTE). overall, a 19.24% reduction in NO emission and a 9.82% increase in BTE was observed. Also, it was noticed that the A10 prolonged the ignition delay and improved the air-fuel mixing inside the combustion chamber.

Effect of Nozzle Structure Parameters on Steady Emission Characteristics in an Opposed-Piston Two-Stroke Diesel Engine

According to 8-Mode cycle of measurement methods for non-road diesel engine of China III from GB20891-2014, the effects of the injection parameters on steady emission characteristics were researched on an opposed-piston two-stroke(OP2S) diesel engine. Test results show that nozzle-tip-protrusion(NTP) can’t make a big influence on emission characteristics, but all of the CO, NOx and PM emissions decrease obviously with the increase of injector hole diameter. Moreover, there exists an optimal nozzle hole cone angle, which can lead to a least composite rate emission. Compared with the original engine, the gross emissions of NOx and HC decrease approximately by 17.2% for improved OP2S engine after nozzle parameters optimization matching, and the improved OP2S engine is able to meet non-road diesel engine of China III emission requirement.

Measuring and modeling the primary organic aerosol volatility from a modern non-road diesel engine

Primary organic aerosol (POA) in diesel exhaust is semi-volatile and partitions mass between the gas and particle phases. POA volatility is not well understood for alternative fuels, varying engine loads, and for engines that feature modern emissions controls. In this study, we performed filter-based measurements of diesel exhaust from a modern-day non-road diesel engine for two different fuels (conventional diesel and soy-based biodiesel), two different engine loads (idle and 50% load), and with and without an emissions control device. Filters were analyzed offline to determine the POA volatility in two different ways: positive artifact on quartz filters at varying dilution ratios and speciation of alkanes. The POA volatility determined from our data suggests that POA mass emissions from diesel exhaust may be reduced by a factor of five with dilution to atmospherically relevant concentrations. These results are generally consistent with previous literature on POA volatility from non-road diesel engines but not with that from on-road diesel vehicles. POA volatility may hence need to be treated separately for non- and on-road sources in atmospheric models. Surprisingly, the POA volatility did not appear to vary under different combinations of fuel, engine load, and emissions control experiments performed, suggesting that POA might be dominated by unburned lubricating oil and its oxidation products. The POA volatility estimated from the speciation of alkanes was found to agree well with that determined from the dilution experiments. A kinetic model was used to calculate the gas/particle partitioning of POA in the dilution system. The modeling suggests that residence times in the dilution tunnel need to be on the order of minutes to allow the POA in the diluted exhaust to achieve gas/particle equilibrium. The use of short residence times (less than tens of seconds), similar to those used in conventional dilution systems, may bias the measurement of POA mass emissions in such systems and is of particular concern for emissions from cleaner, more modern combustion sources. The precise magnitude and direction of the bias depends on the exhaust temperature before dilution, tailpipe seed concentrations, dilution ratio, and residence times in the dilution tunnel. We recommend that kinetic models such as those used in this work be used, instead of using equilibrium assumptions, to inform the design and operation of the dilution tunnels as well to interpret the POA volatility from measurements made with those dilution tunnels.

Combined fuel consumption and emission optimization model for heavy construction equipment

Abstract In this paper, a novel optimization model is developed for heavy construction equipment. This approach investigates a complete range of engine operating points, considering fuel consumption and emission maps to accurately model fuel efficiency and level of emissions in different working conditions. As a case study, a tracked bulldozer is investigated on different terrains. The target of the optimization problem is defined as a specific digging or grading depth with minimum fuel consumption and emissions (unburned hydrocarbons, carbon monoxide, and nitrogen oxides) based on EU non-road diesel engine emission standard values. Interaction between the terrain and the bulldozer track is modeled using a semi-empirical method. Dry sand, clayey soil, and snow terrain are considered. The studied bulldozer is a Caterpillar D8T with 233 kW engine power and 8A type blade. The design variables are engine speed, transmission gear number, and throttle position. Genetic algorithm, a famous optimization method, is employed. In order to reduce computational costs, integer programming genetic algorithm is utilized. Due to the complexity of the problem, a constrained nonlinear optimization problem with combined-objectives is developed. Results show that the general trend of fuel consumption and emissions rise as the digging depth increases, as expected. However, this study indicates that the bulldozer traction and digging control can be effectively manipulated by controlling the engine operating point, characterized by engine speed and gear number, to obtain significant improvements in fuel consumption and reduction of exhaust emissions. The results also indicate that re-performing the optimizing problem for different terrain types leads to optimized fuel and emissions targets of up to 77%.

Improvement of NOX Reduction Rate of Urea SCR System Applied for an Non-Road Diesel Engine

Urea SCR technology has been widely used to reduce NOx emissions of diesel engines. Despite remarkable development for decades, more advanced control and optimization of urea SCR systems are still required as global NOx emissions standards are expected to become more stringent. This study investigated several influential parameters of urea SCR system to improve NOx reduction efficiency. This study uses a commercialized UWS (Urea Water Solution) supply system and a SCR catalyst which was installed in the exhaust line of a non-road CRDI (Common Rail Direct Injection) diesel engine. From this study, it was found that the low space velocity of SCR catalyst is essential for high NOx reduction efficiency, especially at low temperatures. Early injection of UWS enhances the overall NOx reduction efficiency if UWS injection was carefully controlled to avoid urea deposits. Rich injection of UWS with AOC is a good strategy for high NOx reduction efficiency. However, NOx reproduction in the AOC, which has an adverse effect on the overall NOx reduction rate, occurs at high exhaust gas temperatures. System insulation also can improve the NOx reduction efficiency by a few percentage points.

Statistical and experimental investigation of single fuel reactivity controlled compression ignition combustion on a non-road diesel engine

In the present work, an attempt is made to implement the single fuel RCCI combustion on a non-road diesel engine using oxygenated renewable non-fossil fuel. In this study, isobutanol (high octane fuel − low reactivity fuel)/isobutanol-polyoxymethylene dimethyl ether blend (medium Cetane fuel − medium reactivity fuel) based reactivity controlled compression ignition combustion has been investigated on a modified single cylinder non-road diesel engine to control its engine out emissions and to improve the brake thermal efficiency. Various operating parameters have been optimized for a wide range of engine loads (i.e. from 1.3 bar BMEP to 3.9 bar BMEP) using response surface methodology and statistical significance of the used models have been recognized by analysis of variance. Then, numerical optimization has been performed using the desirability approach of response surface methodology. The predicted solutions are validated by engine experiments. Design of experiments approach saved many experimental trials and helped in understanding the effects of various operating parameters such as PODE energy ratio, the start of injection of a pilot and main fuel, fuel injection pressure of medium reactivity fuel, pilot injection mass, intake air temperature, and EGR on combustion, performance and emission characteristics. The predicted and actual experimental results show that a maximum 97% reduction in soot emission and 83% reduction in NO emission was achieved in single fuel RCCI combustion compared to conventional diesel combustion along with a 10.4% percentage increase in brake thermal efficiency.

NOx abatement and N2O formation over urea-SCR systems with zeolite supported Fe and Cu catalysts in a nonroad diesel engine

NO and NO2 emissions over urea-based selective catalytic reduction (SCR) systems were investigated in a nonroad diesel engine. For catalysts of the SCR systems, two types of metal ion-exchanged zeolites were used; one is Fe, the other Cu. The Fe/zeolite was composed of Fe only, however, the Cu/zeolite consisted of Cu (80%) and Fe (20%). Nitrogen oxides (NOx) conversion efficiency of the Fe/ and Cu/zeolite catalysts remained greater than 80% in the temperature range of approximately 300 and 450 °C. The Cu/zeolite catalyst retained high efficiency above approximately 450 °C, however, the Fe/zeolite exhibited a drastic decrease resulting from the deterioration of NO conversion efficiency due to the ammonia storage capability of Fe/zeolite, which was inferior to that of Cu/zeolite. It was also found that NO was oxidized to NO2 in the diesel oxidation catalyst and diesel particulate filter, and NO2/NOx ratio at the SCR inlet consistently maintained thermodynamic equilibrium irrespective of the SCR catalyst. The ratio was higher than 50% between 200 and 410 °C. N2O emission that forms in SCR systems through side reactions during NOx reduction was also studied because N2O is a greenhouse gas with approximately 300 times greater global warming potential than carbon dioxide. The ratio of N2O at the SCR outlet to NOx at the SCR inlet for both catalysts was higher between 200 and 410 °C than at other temperatures, which implies that N2O formation is considerably involved in the NO2/NOx ratio. The Cu/zeolite catalyst in the urea-SCR system exhibited higher NO and NO2 conversion efficiencies while maintaining a lower amount of N2O formation compared to the Fe/zeolite catalyst.

Experimental study on the emission characteristics of a non-road diesel engine equipped with different after-treatment devices.

A comparative experiment was conducted based on a non-road diesel engine to investigate the effects of two after-treatment devices on the engine's emission characteristics as well as their power and fuel consumption performances. The first after-treatment device is a combination of a diesel oxidation catalyst (DOC) and a catalytic diesel particulate filter (CDPF). The second device is a single CDPF-coated improved noble metal catalyst. Results showed that the two after-treatment devices had almost no effect on the power and fuel consumption performance. The gaseous and particulate emissions of the engine depended on the operation conditions including the speed and load. However, the dual DOC+CDPF system and the single CDPF reduced more than 81% of the carbon monoxide (CO) and 73% of the hydrocarbon (HC) emissions. Notably, the reduction efficiency by the single CDPF was higher than that of the DOC+CDPF system. In terms of the particulate emissions, both after-treatment devices achieved more than 96% reduction of the particle number (PN) and up to 88% reduction of the particulate mass (PM). Similarly, the single CDPF outperformed the dual DOC+CDPF system in reducing particle emissions. Although no changes occurred in the bimodal particle size distribution of the engine after the installation of the two after-treatment devices, they performed differently in reducing particles with different sizes. The particles reduction efficiency of the DOC+CDPF system was higher than that of the single CDPF for the particles smaller than 14.3nm, and this trend converted for particles larger than 14.3nm. Improving the noble metal catalyst load in the CDPF ensured a performance that rivaled the DOC+CDPF system. Apart from the NOx emissions, the installation of a single CDPF with an improved noble metal catalyst load can make the non-road diesel engine meet the limits of the China IV emission regulations.

Combustion Studies of a Non-Road Diesel Engine with Several Alternative Liquid Fuels

Sustainable liquid fuels will be needed for decades to fulfil the world’s growing energy demands. Combustion systems must be able to operate with a variety of renewable and sustainable fuels. This study focused on how the use of various alternative fuels affects combustion, especially in-cylinder combustion. The study investigated light fuel oil (LFO) and six alternative liquid fuels in a high-speed, compression-ignition (CI) engine to understand their combustion properties. The fuels were LFO (baseline), marine gas oil (MGO), kerosene, rapeseed methyl ester (RME), renewable diesel (HVO), renewable wood-based naphtha and its blend with LFO. The heat release rate (HRR), mass fraction burned (MFB) and combustion duration (CD) were determined at an intermediate speed at three loads. The combustion parameters seemed to be very similar with all studied fuels. The HRR curve was slightly delayed with RME at the highest load. The combustion duration of neat naphtha decreased compared to LFO as the engine load was reduced. The MFB values of 50% and 90% occurred earlier with neat renewable naphtha than with other fuels. It was concluded that with the exception of renewable naphtha, all investigated alternative fuels can be used in the non-road engine without modifications.

Impact of bio-mix fuel on performance, emission and combustion characteristics in a single cylinder DICI VCR engine

In present work, Jatropha, Karanja (non-edible) and Cottonseed (edible) oils were mixed in the selected proportions and then converted to biomix methyl ester through transesterification process. Experiments were performed on a single cylinder non-road diesel engine with biomix methyl ester and results were compared with neat diesel, Jatropha, Karanja and Cottonseed biodiesel's. The major limitation observed in the biodiesel research is the fuel composition variability raised due to feedstock quality and production process parameters. Hence to have a sustainable biodiesel production based on available feedstocks of the region with balanced proportion of saturated and unsaturated fatty acids, use of biomix fuel is proposed on non-road diesel engine in this study. Non-road diesel engines are widely used in agriculture, power generation and construction equipment's which is also consuming lot of diesel and emitting more emissions. Use of renewable biomix fuel on non-road diesel engines will cut carbon foot print on the environment and it is better than biodiesel derived from a single feedstock based on the composition, fuel properties, performance and emissions. The results also indicated that biomix fuel has higher brake thermal efficiency, lower oxides of nitrogen and carbon-di-oxide emissions compared to biodiesel derived from single feedstock.

Production, combustion and emission impact of bio-mix methyl ester fuel on a stationary light duty diesel engine

NOx emissions are the major threat in biodiesel fuelled engines due to fuel bound oxygen and presence of double bonds in their molecular structure. An attempt has been made to reduce the biodiesel NOx emission by varying the saturation level with the help of an approach called “bio-mix”. In this study, bio-mix fuel has been prepared from the waste resources of raw mixture of pig fat and waste cooking oil. Five samples of raw bio-mix oil have been prepared from the different blend ratio of pig fat and waste cooking oil and converted into biomix methyl ester (BMME) samples through transesterification process such as BMME-1, BMME-2, BMME-3, BMME-4 and BMME-5 respectively. All the bio-mix samples have been tested on a single cylinder, light duty stationary diesel engine. Results show that the percentage of saturated fatty acids, cetane number, and calorific values have increased whereas viscosity and iodine values have decreased with an increase in blend ratio. Bio-mix methyl ester fuel shows better combustion, performance compared with waste cooking oil biodiesel (WCOB). Bio-mix methyl esters shows higher in-cylinder pressure and heat release rate which is lower than WCOB at all engine load condition. All the emissions such as NOx, Smoke, CO, and HC have been found lower for BMME compared to WCOB. The non-road diesel engines are also consuming the fossil diesel fuel and hence, this study suggest that bio-mix fuel can be a viable alternative fuel for stationary diesel engines widely used in utility power generation, agriculture and construction equipments.

Measuring non-road diesel emissions in the construction industry: a synopsis of the literature

Non-road diesel engines (NRDE) emissions are unregulated in several countries including Australia and there is an absence of data for construction sites in rapidly growing metropolitan Sydney. Secondary data from the NSW Environmental Protection Authority in Australia indicate that construction sites form a surprisingly high contribution to nitrogen oxides, particulate matter and greenhouse gas emissions given the small ratio of NRDE to total vehicles. Moreover, diesel consumption by the NRDE sector is projected to rise substantially in the construction industry over the next two decades. Thus, the objectives of this paper are to analyze the current literature on construction site emission monitoring, to identify the methods employed, and to propose an innovative way of overcoming deficiencies in existing measurement approaches. The contribution of the paper has been firstly, to classify the construction emissions literature into distinctive categories, not previously done and drawing attention to the almost complete absence of air quality data for construction sites in Australia. Categorizing the literature has revealed a significant gap in researchers’ ability to provide accurate emissions data on construction sites, while the third consequential contribution is the proposal to develop and test a web-based emissions system for accurate and long-term monitoring.