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The paper addresses the problem of toxic emission from non-road vehicles. The paper presents the results of the investigations and analyses related to the engine operating conditions of a selected group of non-road vehicles. The presented tests have been carried out on a large groups of vehicles - several from each representative group. This was chiefly on-site construction machinery (dump tracks, excavators, bulldozers) used in the construction of the motorway and as an auxiliary equipment in an open-cast mine. An analysis has been performed based on which a range of the most frequently used loads and engine speeds was determined. The obtained time density characteristics (distribution of speeds and loads in time) of the engines was compared to the measuring points of the toxic emission homologation cycle.

The investigations into the emissions from light-duty vehicles have been carried out on a chassis dynamometer (NEDC test in Europe and FTP75 test in the US). Such tests do not entirely reflect the real road conditions and that is why we should analyze the correlation of the laboratory versus on-road test results. The paper presents the on-road test results obtained in an urban and extra urban cycles. For these measurements a portable SEMTECH DS analyzer by SENSORS has been used. The device is an analyzer enabling an on-line measurement of the emission gases concentration in a real driving cycle under real road conditions. The road tests were performed on road portions of several kilometers each. The obtained results were compared with the results obtained for the same vehicle during the NEDC test on a chassis dynamometer. The comparative analysis was performed including the urban and extra-urban cycles.

In order to measure the concentration of exhaust a mobile analyzer SEMTECH DS by SENSORS Inc and particle matter by TSI was used. In the study the results of the vehicle emission tests in the road conditions were presented as this was the only way to obtain the information on real vehicle emissions. They include information on the emissivity of the vehicles in operation and deal with the real conditions of the vehicle motion. Reliable measurement results were obtained which were verified in simulated conditions on a chassis test bed. The obtained data were used to specify the dependence characteristics for the influence of the dynamic engine properties on the exhaust emissions. The dynamic engine properties were indirectly taken into account using all the speed range and the range of acceleration calculated for the city traffic in order to prepare a matrix of emission intensity.

Research on the influence of oxygenated diesel fuels on the PM/NOx emission trade-off was carried out with use of 11 different synthetic oxygenated compounds, representing 3 chemical groups (glycol ethers, maleates, carbonates). Each of oxygenates were evaluated as a fuel additive at a concentration of 5% v/v in the same base diesel fuel. The tests were conducted on a passenger car equipped with a common rail turbocharged diesel engine over the European cycle NEDC and US FTP-75 cycle. All the tested oxygenates caused a reduction in PM emissions and most of them caused a certain increase in NOx emissions. The changes in emissions depended on the oxygenate type and cycle. In general, the favorable and unfavorable influence of oxygenated compounds was more intensive during the NEDC, which is a softer and less transient cycle than the FTP-75. The most favorable changes in the PM/NOx emission trade-off were obtained for maleates and carbonates.

In order to measure the concentration of toxic compounds a mobile analyzer for toxic tests SEMTECH DS by SENSORS Inc. was used. In the study the results of the vehicle emission tests in the road conditions were presented as this was the only way to obtain the information on real vehicle emissions. They include information on the emissivity of the vehicles in operation and deal with the real conditions of the vehicle motion. Reliable measurement results were obtained which were verified in simulated conditions on a chassis test bed. The obtained data were used to specify the dependence characteristics for the influence of the dynamic engine properties on the harmful compound emissions. The dynamic engine properties were indirectly taken into account using all the speed range and the range of acceleration calculated for the city traffic in order to prepare a matrix of emission intensity.

The paper presents the test results relating to the influence of carbonate oxygenated additives to diesel fuel on exhaust emissions. Following the previous tests of glycol ethers (SAE Paper 2007-01-0069) and maleates (SAE Paper 2008-01-1813), the authors decided to use carbonates to obtain an even greater reduction in PM emissions. The significant effectiveness of carbonates on PM emission reduction was confirmed in tests performed by the authors. Diethyl carbonate was the most effective oxygenated compound with regard to PM emission reduction among all the 11 oxygenates which have been tested so far. Moreover, it is important to note that diethyl carbonate caused only a small increase in NOx emissions, thus it allowed for an essential improvement in the PM/NOx trade-off. A significant increase in the CO and HC emissions was, however, a negative effect of the use of carbonates.

The article shows the results of particulate matter emissions obtained in the ESC cycle. In order to carry out the tests different devices were applied for the measurement of particular matter (AVL Smart Sampler - measurement by means of a gravimetric method of a partial exhaust smoke dilution, Horiba Mexa 1220 PM - measurement with the use of two flame ionizing detectors), which were then compared to the smokiness values (AVL 415 - measurement of exhaust smoke values, Opacimetr 439 - measurement of exhaust opacity). Having compared the obtained correlation results, main relationships of fractional composition of particular matter, obtained in the tests, were defined.

The paper presents the test results of the influence of maleate oxygenated additives to diesel fuel on exhaust emissions. Following the previous tests of glycol ethers (SAE Paper 2007-01-0069), the authors decided to use maleates as oxygenates to obtain greater changes in PM/NOx trade-off than the changes obtained as a result of the use of glycol ethers. It was found that in the NEDC maleates at the same concentration as in the case of glycol ethers ensure more favourable changes of PM/NOx trade-off and, as a matter of fact, caused greater reduction in PM emissions without the growth of NOx emissions, however, at the cost of CO and HC emissions. The tests performed in the FTP-75 confirmed a significantly weaker influence of maleates, both positive (PM) and negative (CO, HC) than in the NEDC. They did not find in both cycles any influence of maleates at the tested concentration upon fuel consumption and CO2 emissions.

One of the main issues in the development of diesel engines is the NOx emission while the chief cause for such emission is high nitrogen content in the air and high temperature of combustion. There is a variety of methods to reduce this particular emission. One of the most widespread is exhaust gas recirculation and one of the most recent is the application of Adblue additive into the exhaust gases as a reducing agent. There are also catalytic converters capable of reducing the said emission but their efficiency is as yet insufficient. One of the more daring related concepts is the elimination of nitrogen from the air supplied to the combustion chamber through the application of ceramic ionic conductors. The technology applied in the last method is a dynamically advancing trend in material engineering. The development in this field indicates that, soon, an oxygen generator useful in the automotive engineering will become a reality.

The paper describes the research on the problem of oxygenating diesel fuel with the use of gases containing oxygen (air or diesel exhaust gas). The incentive, which encouraged the authors to exploit this idea, was a number of promising results of some earlier research on oxygenated fuel additives. The paper provides a detailed description of the system, especially the injection pump for dissolving gas in the fuel, designed and built by the authors. The paper describes also some changes in physical and chemical parameters of the fuel, which were observed while the fuel was flowing through the experimental injection system. These changes resulted from the reactions between fuel and oxygen, which were additionally reinforced by high pressure and temperature in the experimental injection system. In the further part of the article, the attention is drawn to the way the gases containing oxygen influence the exhaust emissions.

In the year 2005, the EURO IV fuel specification came into effect and the requirements for diesel fuel properties have become even more stringent. In this way, the potential of diesel fuel for emissions reduction has already been to a large extent exploited and the most emissions-sensitive fuel parameters can now be changed in a narrow range only. The shortfall in NOx and PM emissions control in diesel engines is, however, so great that more drastic fuel changes will be needed. One of the most promising fuel modifications for exhaust emissions control seems to be oxygenated additives. The objective of the study described in this paper was to analyze under transient conditions the influence of synthetic oxygenated fuel additives on exhaust emissions. The tests were conducted on a Euro IV passenger car. Six oxygenated additives were tested over the New European Driving Cycle (NEDC).

The great reduction in future diesel engine emission limits, especially PM and NOx, forces one to develop means to comply with stringent legislation. Environmentally friendly fuels are regarded as a very effective means to decrease emissions. Although the emission reduction is less than could be achieved by the most modern engine technology or alternative fuels, the immediate net effect of reformulated diesel fuel on emissions is significant, as it takes place over the whole vehicle population. The experimental results presented in this paper were obtained within a research program investigating the effect of different fuels upon emissions from compression-ignition automotive engines. The research were carried out in the laboratories of the BOSMAL Automotive R & D Centre in co-operation to Institute of Internal Combustion Engines at Poznan University of Technology. The partial results of this research program were presented in SAE Paper 2002-01-2219.

The motor vehicle is one of the main sources of pollutant emissions, especially in urban areas. Environmentally friendly fuels are regarded as very effective means to decrease emissions. With regard to diesel engines, the reduction in nitrogen oxides and particulates are major problem areas. Although the fuel influence on NOx is comparatively low, the composition and parameters of diesel fuel have a big influence on particulate emissions and composition. Sulphur content is one of fuel proprieties, which has the most considerable influence on particulates. This paper describes results of the research on particulate emissions from diesel engines fuelled with research fuels of differing sulphur content. The sulphur content of the research fuels varied from 2000 ppm through 350 ppm (EURO III) and 50 ppm (EURO IV limit, which will be in force in the European Community from 1 January 2005) up to less than 5 ppm.

This paper reviews the exhaust emissions from direct injection (DI) diesel engines in the initial period following start-up. The tests were undertake in “cold start” mode (the temperature of the cooling water and lube oil being equal to the ambient temperature) and “warm start” modes (after achieving a state of equilibrium). The results from both states are compared. Exhaust emissions in the period from cold start is very important and must be improved in order to satisfy present day standards worldwide. A significant emission decrease during cold start can be achieved by incorporating selective fuel cut-off during the few seconds directly after beginning of engine crank. Compared to the acceptable gaseous pollutant concentrations, it was observed that an almost 50% reduction in hydrocarbon emission and a 30% reduction in carbon monoxide emissions were obtained (3 minutes of idle run).

This paper reviews the emissions from direct injection (DI) diesel engine in the initial period of controlled engine operation following start-up. The tests were undertaken in „cold start” mode (temperature of cooling water and lube oil equal to ambient temperature) and „warm start” mode* (after attaining a state of equilibrium). Both results were compared.

This paper reviews the exhaust emissions from direct injection diesel engines in the initial period following startup. The tests were undertake in “cold start” mode (temperature of cooling water and lube oil equal ambient temperature) and “warm start” modes (after getting equilibrium state). Both results were compared. Exhaust emissions in the period of run from cold start to warmed-up is very important to satisfy present day standards worldwide.

The European driving cycle, deleting the first 40 seconds of idle after the start up phase, and the US FTP 75 cycle are compared in this paper. The paper presents an analysis of emission tests for CO, HC and NOx measured during tests performed on a chassis dynamometer under laboratory conditions. The tests are reviewed and the results discussed. The objective of the study was to determine the influence of the test cycle on the measured emission of CO, HC and NOx, and the changes of fuel consumption at the initial phase of engine operation. Differences in catalyst warm up rates when running NEDC, ECE + EUDC and FTP 75 cycles are demonstrated. Methods of reduction in these harmful emissions and the results of tests with new technologies targeted at the reduction of CO, HC and NOx under cold start are also discussed.

A vital question for car manufacturers in countries where the temperature over night falls below freezing, is the significant increase of CO (carbon monoxide) and HC (hydrocarbon) emissions during the start and warm-up of spark ignition engines. ECE (Economic Commission for Europe) (UDC) (Urban Driving Cycle) cycles, divided into elementary phases, have been used to determine the level of harmful CO and HC emissions and fuel consumption in the cold start and warm up phase. Tests were undertaken on cars conditioned in temperatures ranging from +22°C to -15°C have shown significant increases in CO and HC as the temperature decreases.

An increased of carbon monoxide and hydrocarbons emissions from gasoline engines in ambient temperatures at or below 0°C is a key issue, not only in Scandinavia or northern parts of the USA and Canada, but also in countries of Central and Eastern Europe. It is typical of Poland and neighbouring countries that for six to seven months (from October to April) air temperature fails to about 0°C at night, while in winter months this temperature often fails below -10 to even -20°C. Due to this, in these countries the cars are started in the morning when the engine and all other parts of the car are considerably cool. This paper presents a special climatic conditions in view of their effect on the actual exhaust emission from a car with SI engine and results of emission tests for such gaseous pollutants as CO, HC and NOx, achieved during tests performed on a chassis dynamometer according to ECE and FTP 75 cycles.

The oil consumption can be considered as a source of the toxic compounds emission in internal combustion engines, The paper presents a theoretical and experimental analysis of the problem. Experimental investigation has been carried out according the European ECE R15 and ECE R49 standard tests for engines (Otto and Diesel types) of regular and doubled oil consumption. A significant increase in emission of hydrocarbons has been found for the increased oil consumption. Characteristics of the polycyclic aromatic hydrocarbons (PAH) group as well as an individual method of the PAH compounds examination have been discussed in the paper (gas freezing method and chromatography have been applied).