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We assessed the engine-out emissions of an ultra-low sulfur diesel (ULSD) and a neat hydrogenated vegetable oil (HVO) from a light-duty diesel truck equipped with common rail direct injection. The vehicle was tested at least twice on each fuel using the LA-92 drive cycle and at steady-state conditions at 30 mph and 50 mph at different loads. Results showed reductions in the engine-out total hydrocarbon (THC), carbon monoxide (CO), nitrogen oxide (NOx), and particulate emissions with HVO. The reductions in soot mass, solid particle number, and particulate matter (PM) mass emissions with HVO were due to the absence of aromatic and polyaromatic hydrocarbon compounds, as well as sulfur species, which are known precursors of soot formation. Volumetric fuel economy, calculated based on the carbon balance method, did not show statistically significant differences between the fuels.

Gasoline direct injection (GDI) engines have improved thermodynamic efficiency (and thus lower fuel consumption) and power output compared with port fuel injection (PFI) and their penetration is expected to rapidly grow in the near future in the U.S. market. In addition, the use of alternative fuels is expanding, with a potential increase in ethanol content beyond the current 10%. Increased emphasis has been placed on butanol due to its more favorable fuel properties, as well as new developments in production processes. This study explores the influence of mid-level ethanol and iso-butanol blends on criteria emissions, gaseous air toxics, and particulate emissions from two wall-guided gasoline direct injection passenger cars fitted with three-way catalysts. Emission measurements were conducted over the Federal Test Procedure (FTP) driving cycle on a chassis dynamometer.

Although various legislation and regulations have been adopted to promote the use of alternative-fuel vehicles for curbing urban air pollution problems, there is a lack of systematic comparisons of emission control cost-effectiveness among various alternative-fuel vehicle types. In this paper, life-cycle emission reductions and life-cycle costs were estimated for passenger cars fueled with methanol, ethanol, liquified petroleum gas, compressed natural gas, and electricity. Vehicle emission estimates included both exhaust and evaporative emissions for air pollutants of hydrocarbon, carbon monoxide. nitrogen oxides, and air-toxic pollutants of benzene, formaldehyde, 1,3-butadiene, and acetaldehyde. Vehicle life-cycle cost estimates accounted for vehicle purchase prices, vehicle life, fuel costs, and vehicle maintenance costs.

The objective of this research was to study the effects of a CCRT®, henceforth called Diesel Oxidation Catalyst - Catalyzed Particulate Filter (DOC-CPF) system on particulate and gaseous emissions from a heavy-duty diesel engine (HDDE) operated at Modes 11 and 9 of the old Environmental Protection Agency (EPA) 13-mode test cycle Emissions characterized included: total particulate matter (TPM) and components of carbonaceous solids (SOL), soluble organic fraction (SOF) and sulfates (SO4); vapor phase organics (XOC); gaseous emissions of total hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx), nitric oxide (NO) and nitrogen dioxide (NO2), oxygen (O2) and carbon dioxide (CO2); and particle size distributions at normal dilution ratio (NDR) and higher dilution ratio (HDR). Significant reductions were observed for TPM and SOL (>90%), SOF (>80%) and XOC (>70%) across the DOC-CPF at both modes.

The objective of this research was to study the effect of a catalyzed particulate filter (CPF) with a high loading of catalyst (50 gms/ft3) and ultra low sulfur fuel (ULSF -0.57 ppm of sulfur) on the emissions from a heavy duty diesel engine. The particulate emissions were measured using two different analytical methods, i.e., the gravimetric method and the thermal optical method (TOM). The results from the two different methods of analyses were compared. The experiments were performed at four different operating conditions chosen from the old Environmental Protection Agency (EPA) 13-mode test cycle. A 1995 Cummins M11 heavy-duty engine with manually controlled exhaust gas recirculation (EGR) was used to perform the emission characterization experiments. The emission characterization included total particulate matter (TPM), which is composed of the solids (SOL), soluble organic fractions (SOF) and sulfates (SO4) analyzed using the gravimetric method.

Turbocharging, in addition to increasing an engine's power output, can be effectively used to maintain exhaust emission levels while improving fuel economy. This paper presents the emission and performance results obtained from a turbocharged multicylinder spark ignition engine with thermal reactors and exhaust gas recirculation (EGR) operated at steady-state, part-load conditions for four engine speeds. When comparing a turbocharged engine to a larger displacement naturally aspirated engine of equal power output, the emissions expressed in grams per mile were relatively unchanged both with and without EGR. However, turbocharging provided an average of 20% improvement in fuel economy both with and without EGR. When comparing the turbocharged and nonturbocharged versions of the same engine without EGR at a given load and speed, turbocharging increased the hydrocarbon (HC) and carbon monoxide (CO) emissions and decreased oxides of nitrogen (NOx) emissions.

Engine manufacturers have explored many routes to reducing the emissions of harmful pollutants and conserving energy resources, including development of after treatment systems to reduce the concentration of pollutants in the engine exhaust, using alternative fuels, and using alternative fuels with after treatment systems. Liquefied petroleum gas (LPG) is one alternative fuel in use and this paper will discuss emission measurements for several LPG vehicles. Regulated emissions were measured for five school buses, one box truck, and two small buses over a cold start Urban Dynamometer Driving Schedule (CS_UDDS), the Urban Dynamometer Driving Schedule (UDDS), and the Central Business District (CBD) cycle. In general, there were no significant differences in the gas phase emissions between the UDDS and the CBD test cycles. For the CS-UDDS cycle the total hydrocarbons and non-methane hydrocarbon emissions are higher than they are from the UDDS cycle.

The primary objective of this study was to evaluate the impact of three different biodiesel feedstocks on emissions compared to a baseline CARB ULSD with two heavy-duty trucks equipped with and without aftertreatment technologies. The biodiesels included a soybean oil methyl ester (SME), a waste cooking oil methyl ester (WCO), and a methyl ester obtained from animal fat (AFME), blended at a 50% level by volume with the CARB diesel. The vehicles were equipped with a 2010 Cummins ISX-15 engine with a selective catalytic reduction (SCR), diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF) and with a 2002 Cummins ISX-450 engine. Both vehicles were tested over the Urban Dynamometer Driving Schedule (UDDS) on a heavy-duty chassis dynamometer. For this study, nitrogen oxides (NOx), carbon monoxide (CO), carbon dioxide (CO2), total hydrocarbons (THC), methane (CH4), non-methane hydrocarbons (NMHC), and particulate matter (PM) were measured.

Steady-state, transient and dithering characteristics of emission conversion efficiencies of three-way catalysts on natural gas IC engine were investigated experimentally on a single-cylinder CFR engine test bench. Steady-state runs were conducted as references for specific engine emission levels and corresponding catalyst capacities. The steady-state data showed that conversion of HC will be the major problem since conversion of HC was effective only for a very narrow range of exhaust mixture. Unsteady exploration runs with both lean-to-rich and rich-to-lean transitions were conducted. These results were interpreted with a time scale analysis, according to which a qualitative oxygen storage model was proposed featuring the difference between oxygen absorption and desorption rates on the palladium catalysts.