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Better information on the comparative toxicity of airborne emissions from different types of engines is needed to guide the development of heavy vehicle engine, fuel, lubricant, and exhaust after-treatment technologies, and to place the health hazards of current heavy vehicle emissions in their proper perspective. To help fill this information gap, samples of vehicle exhaust particles and semi-volatile organic compounds (SVOC) were collected and analyzed. The biological activity of the combined particle-SVOC samples is being tested using standardized toxicity assays. This report provides an update on the design of experiments to test the relative toxicity of engine emissions from various sources.

The University of Minnesota Center for Diesel Research along with a research team including Caterpillar, Cummins, Carnegie Mellon University, West Virginia University (WVU), Paul Scherrer Institute in Switzerland, and Tampere University in Finland have performed measurements of Diesel exhaust particle size distributions under real-world dilution conditions. A mobile aerosol emission laboratory (MEL) equipped to measure particle size distributions, number concentrations, surface area concentrations, particle bound PAHs, as well as CO2 and NOx concentrations in real time was built and will be described. The MEL was used to follow two different Cummins powered tractors, one with an older engine (L10) and one with a state-of-the-art engine (ISM), on rural highways and measure particles in their exhaust plumes.

This paper presents the technical approach used to design and develop the powerplant for the Honda Insight, a new motor assist hybrid vehicle with an overall development objective of just half the fuel consumption of the current Civic over a wide range of driving conditions. Fuel consumption of 35km/L (Japanese 10-15 mode), and 3.4L/100km (98/69/EC) was realized. To achieve this, a new Integrated Motor Assist (IMA) hybrid power plant system was developed, incorporating many new technologies for packaging and integrating the motor assist system and for improving engine thermal efficiency. This was developed in combination with a new lightweight aluminum body with low aerodynamic resistance. Environmental performance goals also included the simultaneous achievement of low emissions (half the Japanese year 2000 standards, and half the EU2000 standards), high efficiency, and recyclability.

Low temperature flow improvers help refiners meet diesel fuel cold flow specifications and optimize profits. However, some additives, cloud point depressants in particular, are under scrutiny since there have been cases where they interacted with other cold flow improvers and became less effective at depressing the cloud point of the diesel fuel[1]. This second paper in a series of studies[2] examines what effect mixing cloud point depressed diesel fuel with other cloud point depressed diesel fuel or with diesel fuel diluted with kerosene will have on the resultant fuel mixture's cloud point. The data show that cloud point depressants can be used safely and effectively with kerosene blended fuels and in conjunction with other cloud point depressants.

This paper describes the performance of a synthetic diesel engine oil formulated to satisfy the most demanding lubrication requirements of modern heavy-duty diesel engines designed to meet North American and European emission regulations. The combination of an advanced fully synthetic base stock system and a customized additive system has resulted in an SAE 5W-40 oil with unique performance characteristics which include exceptional low and high temperature properties, excellent engine performance in laboratory and field tests, and an independently-documented, measurable fuel economy benefit relative to conventional mineral-based multigrade diesel engine oils. In addition to the cold starting and low volatility benefits derived from the synthetic base stocks, this technology has demonstrated outstanding engine performance in the areas of soot dispersancy, wear protection, engine cleanliness, and oil consumption control.

We report on a comprehensive fuel additive study where two different detergent chemistry types, Mannichs and polyetheramines, are ranked with regard to injector deposit control in a research direct-injected gasoline (DIG) engine. The engine used was a conventional dual-sparkplug, 2.2-liter Nissan engine modified for direct injection using one of the sparkplug holes. The engine was run under 20% rich conditions to accelerate injector deposit formation. The two detergent chemistry types are shown to perform quite differently with the Mannichs showing superior performance. The Mannich detergent chemistries can reduce the DIG injector flow loss after using Howell EEE fuel from a high of 11.23% to a low of 3.14% whereas the best polyetheramine detergent chemistry tested reduced it to 8.17%. One of the Mannichs was further tested in a year 2000 specification gasoline with 150 ppm sulfur, and a North American type gasoline with 420 ppm sulfur.

Hybrid-electric transit buses offer benefits over conventional transit buses of comparable capacity. These benefits include reduced fuel consumption, reduced emissions and the utilization of smaller engines. Factors allowing for these benefits are the use of regenerative braking and reductions in engine transient operation through sophisticated power management systems. However, characterization of emissions from these buses represents new territory: the whole vehicle must be tested to estimate real world tailpipe emissions levels and fuel economy. The West Virginia University Transportable Heavy Duty Emissions Testing Laboratories were used to characterize emissions from diesel hybrid-electric powered as well as diesel and natural gas powered transit buses in Boston, MA and New York City.

The use of glycol based coolants in combination with EPDM hose materials has been used in the internal combustion engine for over 25 years. EPDM remains the most widely used elastomers due to its advantageous price to performance ratio in this field of application. The major car manufacturers are calling for better fuel consumption by means of weight reduction and improved aerodynamics of the car. These two factors lead to a steady and continuous increase of the under-bonnet temperatures. Consequently the operating temperatures of the cooling circuits have increased. New metal alloys are used for the production of engines in order to reduce weight. These new metal alloys coupled with the higher temperatures dictate appropriate changes in the composition of cooling liquids. Particular attention has to be paid to the stabilisation packages and modification of the materials used in the EPDM hose. These changes lead to an influence of the long-term performance of EPDM hose materials.

The mechanism of valve seat recession is well understood and a review of the existing literature shows that it consists of two processes - the generation of hard particles that then grind or abrade the valve seats. Metallic fuel additives can prevent recession by stopping the generation of these hard particles. Both new and previously published data are presented to demonstrate that low concentrations of all the commonly available additives provide adequate protection for most service applications. However, the data also show that severe testing with low treat rates will produce valve seat recession. The author argues that, if sufficient concentration of additive is used, the initiation of recession is stopped under extremely severe conditions and alternatives to lead can offer complete protection. The paper concludes that the use of lead replacement additives should be at the maximum possible level commensurate with all aspects of engine performance.

Response to lead phase out in European countries depends on a number of factors including refinery configuration and vehicle population. Vehicle populations differ widely in different EU member states, and in some countries engineering changes made during the 1970s and 1980s have left the year 2000 vehicle populations able to operate on unleaded gasoline with no problems. For various demographic reasons, in certain other countries, a substantial proportion of the vehicle population still requires lead or an alternative additive to provide protection against the well known problem of valve seat recession. Benefits can arise from the use of additives able to increase both octane quality and to provide protection from valve seat recession. A development programme was undertaken to produce an additive formulation which could combine octane enhancement with excellent protection from valve seat recession.

Fuel volatility and vehicle characteristics have long been recognised as important parameters influencing the exhaust emissions and the driveability of gasoline vehicles. Limits on volatility are specified in a number of world-wide / national fuel specifications and, in addition, many Oil Companies monitor driveability performance to ensure customer satisfaction. However, the relationship between driveability and exhaust emissions is relatively little explored. A study was carried out to simultaneously measure driveability and exhaust emissions in a fleet of 10 European gasoline vehicles. The vehicles were all equipped with three-way catalysts and single or multi-point fuel injection. The test procedure and driving cycle used were based on the European Cold Weather Driveability test method.

FTP and ECE + EUDC emissions are measured from six converters having similar restriction and platinum group metals on two 1999 prototype engines/calibrations. A 2.2L four cylinder prototype vehicle is used to measure FTP emissions and an auto-driver dynamometer with a prototype 2.4L four cylinder engine is used to determine the ECE + EUDC emissions. The catalytic converters use various combinations of 400/3.5 (400cpsi/3.5mil wall), 400/4.5, 400/6.5, 600/3.5, 600/4.5, and 900/2.5 ceramic substrates in order to meet a restriction target and to maximize converter geometric surface area. Total catalyst volume of the converters varies from 1.9 to 0.82 liters. Catalyst frontal area varies from 68 cm2 to 88 cm2. Five of the six converters use two catalyst bricks. The front catalyst brick uses either a three-way Pd washcoat technology containing ceria or a non-ceria Pd washcoat technology. Pd loadings are 0.1 troy oz. of Pd.

Engine exhaust systems need to undergo continuous modifications to meet increasingly stricter regulations. In the past, much of the design and engineering process to optimize various components of engine and emission systems has involved prototype testing. The complexity of modern systems and the resulting flow dynamics, and thermal and chemical mechanisms have increased the difficulty in assessing and optimizing system operation. Due to overall complexity and increased costs associated with these factors, modeling continues to be pursued as a method of obtaining valuable information supporting the design and development process associated with the exhaust emission system optimization. Insufficient kinetic mechanisms and the lack of adequate kinetics data are major sources of inaccuracies in catalytic converters modeling.

Diesel fuel injection pumps are lubricated primarily by the fuel itself. Traditionally, fuel viscosity was used as a rough indicator of a fuel's ability to provide wear protection, but since the advent of low sulphur diesel, even some fuels of higher viscosity have been found capable of producing wear. This paper provides further insights into the main contributors to diesel fuel lubricity, their source and the impact of refinery processing. The most effective way to monitor lubricity is also considered. We have found that diesel lubricity is largely provided by trace levels of naturally occurring polar compounds which form a protective layer on the metal surface. Typical sulphur compounds do not confer this wear protection themselves rather it is the nitrogen and oxygen containing hetero-compounds that are most important. A complex mixture of polar compounds is found in diesel and some are more active than others.

This SAE Standard was developed primarily for passenger car and truck applications for the sizes indicated, but it may be used in marine, industrial, and similar applications.

This SAE Standard applies to horizontal earthboring machines of the following types: a Auger Boring Machines b Rod Pushers c Rotary Rod Machines d Impact Machines e Directional Boring/Drilling Machines The illustrations used are for classification and are not intended to resemble a particular machine. Only basic working dimensions are given. They may be supplemented by the machine manufacturer. This document is based on existing commercial horizontal earthboring machines. This document does not apply to specialized mining machinery in SAE J1116, conveyors, tunnel boring machines, pipe jacking systems, and microtunnelers.

Injection rate control is an important capability of the ideal injection system of the future. However, in a conventional Common-Rail System (CRS) the injection pressure is constant throughout the injection period, resulting in a nearly rectangular injection rate shape and offering no control of the injection rate. Thus, in order to realize injection rate control with a CRS, a "Next- generation Common-Rail System (NCRS)" was conceptualized, designed, and fabricated. The NCRS has two common rails, for low- and high-pressure fuel, and switches the fuel pressure supplied to the injector from the low- to the high- pressure rail during the injection period, resulting in control over the injection rate shape. The effects of injection rate shape on exhaust emissions and fuel consumption were investigated by applying this NCRS to a single- cylinder research engine.

DEUTZ AG, co-founded in 1864 by Nicolaus August Otto, the inventor of the four-stroke cycle engine, has developed the new 2013 engine for commercial vehicles on the basis of the tried and tested 1012 and 1013 series. With 4 and 6 cylinder models, the engine covers the power range between 100 and 190 kW. At the time of their introduction to the market, the engines will meet the exhaust emission legislation of EURO III and incorporate the potential for EURO IV. Further engineering targets were: Compactness favourable power/cost relation Low weight Low fuel consumption and Low noise level The targeted standards have been reached, for instance, through the application of modern computation and simulation methods. The design configuration of the engines will be described and it will be outlined by examples how the engineering targets have been reached. Particular emphasis will be on measures for noise emission reduction. The 4-valve cylinder head will be described in detail.

To meet the more strict regulations against exhaust and noise emissions and the increasingly strong demand for higher power, better fuel economy and higher durability and reliability, Daewoo Heavy Industry Machinery Ltd. has recently developed the K series in-line 6-cylinder, 12.8 liter turbocharged and intercooled diesel engine for heavy duty commercial vehicles. To achieve these targets, the newly advanced technology, high pressure electronic unit injecter (EUI), 4-valve design and the optimized combustion system, symmetric cylinder block with bed plate and decompression engine brake were adopted and developed. The EUI system is also capable of pilot injection and cylinder balancing. This engine meets the EURO-3 emission regulations and has power ratings from 257 to 324 kW at 1800 to 2000 rpm, peak flat torque of 1960 Nm at 1000 to 1500 rpm. And very quiet noise characteristic and sufficient durability and reliability were achieved.

Iveco has started production of new advanced diesel engine Cursor 8 in 1998. In 1999 this was followed with the new Cursor 10 engine which reaches a maximum power of 316 kW with a displacement of 10,3 dm3 and continuous the strategy of developing high BMEP engines which Iveco began more than 10 years ago. This approach shows the benefits of reduced noise, weight and fuel consumption in trucks in comparison to engines having a larger cylinder capacity with the same power. Together with the engine, Iveco introduces an electronic control system with full authority on every operating condition, realising a true drive-by-wire mode of truck operation. The control of fuelling, boosting, braking and cold starting gives the driver full comfort and guarantees that the engine produces optimum performance under every circumstance. An advanced diagnostic system warns about deviations from acceptable operating conditions or fault occurrences.