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Under the U.S. Environmental Protection Agency's (EPA's) Heavy-Duty In-Use Testing (HDIUT) program, emission of non-methane hydrocarbons (NMHC), carbon monoxide (CO), and oxides of nitrogen (NOx) have been regulated using Portable Emissions Measurement Systems (PEMS) during in-use field operation for heavy-duty on-highway diesel engines with 2007 or later model year designations. As directed by the EPA, the Engine Manufacturers Association (EMA), and the California Air Resources Board (CARB), additive emission measurement accuracy margins (measurement allowances) were experimentally determined for HDIUT to account for the measurement differences between laboratory testing with laboratory grade equipment and in-use testing with PEMS. As part of a three-paper series, this paper summarizes the HDIUT measurement allowance program while focusing on the laboratory evaluations of the Sensors Inc. SEMTECH-DS PEMS.

Beginning in 2007, heavy-duty engine manufacturers in the U.S. have been responsible for verifying the compliance on in-use vehicles with Not-to-Exceed (NTE) standards under the Heavy-Duty In-Use Testing Program (HDIUT). This in-use testing is conducted using Portable Emission Measurement Systems (PEMS) which are installed on the vehicles to measure emissions during real-world operation. A key component of the HDIUT program is the generation of measurement allowances which account for the relative accuracy of PEMS as compared to more conventional, laboratory based measurement techniques. A program to determine these measurement allowances for gaseous emissions was jointly funded by the U.S. Environmental Protection Agency (EPA), the California Air Resources Board (CARB), and various member companies of the Engine Manufacturer's Association (EMA).

Nitrous Oxide (N₂O) is a greenhouse gas with a Global Warming Potential (GWP) of 298-310 (298-310 times more potent than carbon dioxide (CO₂)). As a result, any aftertreatment system that generates N₂O must be well understood to be used effectively. Under low temperature conditions, N₂O can be produced by Selective Catalytic Reduction (SCR) catalysts. The chemistry is reasonably well understood with N₂O formed by the thermal decomposition of ammonium nitrate. Ammonium nitrate and N₂O form in oxides of nitrogen (NOx) gas mixtures that are high in nitrogen dioxide (NO₂). This mechanism occurs at a relatively low temperature of about 200°C, and can be controlled by maintaining the nitric oxide (NO)/NO₂ ratio above 1. However, N₂O has also been observed at relatively high temperatures, in the region of 500°C.

The objective of the work reported in this paper was to develop and demonstrate an injection nozzle which can be used to inject both diesel fuel and methanol in to a direct injection diesel engine. The constraints on the nozzle were that it must provide acceptable fuel metering and atomization for the diesel fuel so that the engine can be operated at rated load on diesel fuel alone, or operate at full load with the diesel fuel as a pilot for the methanol. An additional constraint was that the nozzle design was to be easily adaptable to the existing injection nozzle so that engine head modifications are not required. The initial design was evaluated in a constant volume test chamber in which the pressure was varied from atmospheric to engine compression pressures.

Methods to reduce direct injected diesel engine emissions in the combustion chamber will be discussed in this paper. The following NOx emission reduction technologies will be reviewed: charge air chilling, water injection, and exhaust gas recirculation (EGR). Emphasis will be placed on the development of an EGR system and the effect of EGR on NOx and particulates. The lower limit of NOx that can be obtained using conventional diesel engine combustion will be discussed. Further reductions in NOx may require changing the combustion process from a diffusion flame to a homogeneous charge combustion system.

This paper describes the development of an emissions upgrade kit for the DDC 6V-92TA MUI bus engine manufactured by the Detroit Diesel Corporation (DDC). It incorporates three components: a base engine upgrade kit, a diesel oxidation catalyst and an electric demand turbocharger. A particulate matter level of 0.09 g/hp-hour has been demonstrated and certification is currently being sought at the 0.1 g/hp-hour level under the US EPA's Urban Bus Rebuild/Retrofit Program.

During the 1980's, vegetable oils, microemulsions containing fatty alcohols as surfactants, and fatty esters have been extensively investigaed as alternative fuels to #2 diesel fuel (DF-2) used in farm tractors. Despite the importance of vegetable oils (mainly triglycerides) and fatty derivatives to the alternative fuel program, cetane numbers for pure triglycerides and many fatty derivatives were not reported. In the current study, estimated cetane numbers of these materials have been determined by use of a constant volume combustion bomb. Prior research has shown that this equipment can produce cetane numbers that correlate satisfactorily with engine cetane numbers as determied by ASTM D 613. The influence of chemical structure on ignition delay and cetane number was investigated. Evidence is presented that shows the current cetane number scale is not always suitable for these fatty materials. Suggestions are made as to what might be done to remedy this problem.

The engine selected for this work was a Caterpillar 3176 engine. Engine exhaust emissions, performance, and heat release rates were measured as functions of engine configuration, engine speed and load. Two engine configurations were used, a standard 1994 design and a 1994 configuration with EGR designed to achieve a NOx emissions level of 2.5 gm/hp-hr. Measurements were performed at 7 different steady-state, speed-load conditions on thirteen different test fuels. The fuel matrix was statistically designed to independently examine the effects of the targeted fuel properties. Cetane number was varied from 40 to 55, using both natural cetane number and cetane percent improver additives. Aromatic content ranged from 10 to 30 percent in two different forms, one in which the aromatics were predominantly mono-aromatic species and the other, where a significant fraction of the aromatics were either di- or tri-aromatics.

A technology path has been identified for development of a high efficiency, durable, gasoline engine, targeted at achieving performance and emissions levels necessary to meet heavy-duty, on-road standards of the foreseeable future. Initial experimental and numerical results for the proposed technology concept are presented. This work summarizes internal research efforts conducted at Southwest Research Institute. An alternative combustion system has been numerically and experimentally examined. The engine utilizes gasoline as the fuel, with a combination of enabling technologies to provide high efficiency operation at ultra-low emissions levels. The concept is based upon very highly-dilute combustion of gasoline at high compression ratio and boost levels. Results from the experimental program have demonstrated engine-out NOx emissions of 0.06 g/hp/hr, at single-cylinder brake thermal efficiencies (BTE) above thirty-four percent.

A new combustion concept has been developed and tested for improving the low to moderate load efficiency and NOx emissions of natural gas engines. This concept involves operation of a dual-fuel natural gas engine on Homogeneous Charge Compression Ignition (HCCI) in the load regime of idle up to 35 % of the peak torque. A dual-fuel approach is used to control the combustion phasing of the engine during HCCI operation, and conventional spark-ignited natural gas combustion is used for the high-load regime. This concept has resulted in an engine with power output and high-load fuel efficiency that are unchanged from the base engine, but with a 10 - 15 % improvement to the low to moderate load fuel efficiency. In addition, the engine-out NOx emissions during HCCI operation are over 90% lower than on spark-ignited natural gas operation over the equivalent load range.

The engine-out emissions and fuel consumption rates for a modern, heavy-duty diesel engine were compared when fueling with a conventional diesel fuel and three water-blend-fuel emulsions. Four different fuels were studied: (1) a conventional diesel fuel, (2) PuriNOx,™ a water-fuel emulsion using the same conventional diesel fuel, but having 20% water by mass, and (3,4) two other formulations of the PuriNOx™ fuel that contained proprietary chemical additives intended to improve combustion efficiency and emissions characteristics. The emissions data were acquired with three different injection-timing strategies using the AVL 8-Mode steady-state test method in a Caterpillar 3176 engine, which had a calibration that met the 1998 nitrogen oxides (NOX) emissions standard.

Significant reductions of particulate matter (PM) and nitrogen oxides (NOx) emissions from diesel engines have been realized through fueling with water-fuel emulsions. However, the physical and chemical in-cylinder mechanisms that affect these pollutant reductions are not well understood. To address this issue, laser-based and chemiluminescence imaging experiments were performed in an optically-accessible, heavy-duty diesel engine using both a standard diesel fuel (D2) and an emulsion of 20% water, by mass (W20). A laser-based Mie-scatter diagnostic was used to measure the liquid-phase fuel penetration and showed 40-70% greater maximum liquid lengths with W20 at the operating conditions tested. At some conditions with low charge temperature or density, the liquid phase fuel may impinge directly on in-cylinder surfaces, leading to increased PM, HC, and CO emissions because of poor mixing.

An experimental investigation of the effects of partial premixed charge compression ignition (PCCI) combustion and EGR temperature was conducted on a Caterpillar C-12 heavy-duty diesel engine (HDDE). The addition of EGR and PCCI combustion resulted in significant NOx reductions over the AVL 8-mode test. The lowest weighted BSNOx achieved was 2.55 g/kW-hr (1.90 g/hp-hr) using cooled EGR and 20% port fuel injection (PFI). This represents a 54% reduction compared to the stock engine. BSHC and BSCO emissions increased by a factor of 8 and 10, respectively, compared to the stock engine. BSFC also increased by 7.7%. In general, BSHC, BSCO, BSPM, and BSFC increased linearly with the amount of port-injected fuel.

Researchers at Southwest Research Institute (SwRI) have been working for the past several years on the fundamental and practical aspects of homogeneous charge compression ignition (HCCI) operation of reciprocating engines. Much of the work has focused on the use of diesel fuel. The work at SwRI has, however, demonstrated that there are fundamental limitations on the use of current diesel fuels in HCCI engines. The results of engine and constant volume combustion bomb experiments are presented and discussed. The engine experiments were used to identify important fuel properties that must be included in a fuel specification for HCCI fuels. The primary properties relate to the distillation characteristics and the ignition characteristics. The engine test provided preliminary guidance on the distillation requirements and an indication of the important ignition requirements.

In-cylinder control of particulate emissions in a diesel engine depends on careful control and understanding of the fuel injection and air/fuel mixing process. It is extremely difficult to measure physical parameters of the injection and mixing process in an operating engine, but it is possible to simulate some diesel combustion chamber conditions in a steady flow configuration whose characteristics can be more easily probed. This program created a steady flow environment in which air-flow and injection sprays were characterized under non-combusting conditions, and emissions measurements were made under combusting conditions. A limited test matrix was completed in which the following observations were made. Grid-generated air turbulence decreased particulates, CO, and unburned hydrocarbons, while CO2 and NOx levels were increased. The turbulence accelerated combustion, resulting in more complete combustion and higher temperatures at the measurement location.

Vegetable oils are candidates for alternative fuels in diesel engines. These oils, such as soybean, sunflower, rapeseed, cottonseed, and peanut, consist of various triglycerides. The chemistry of the degradation of vegetable oils when used as alternate diesel fuels thus corresponds to that of triglycerides. To study the chemistry occurring during the precombustion phase of a vegetable oil injected into a diesel engine, a reactor simulating a diesel engine was constructed. Pure triglycerides were injected into the reactor in order to determine differences in the precombustion behavior of the various triglycerides. The reactor allowed motion pictures to be prepared of the injection event as the important reaction parameters, such as pressure, temperature, and atmosphere were varied. Furthermore, samples of the degradation products of precombusted triglycerides were collected and analyzed (gas chromatography / mass spectrometry).

This paper discusses a method developed to counter the variability of media interferences for the measurement of aldehydes and ketones in automotive exhaust. Dinitrophenylhydrazine (DNPH) Derivatization Methodology for the collection of aldehyde and ketone compounds in vehicle exhaust has been in use for over thirty years. These carbonyl compounds are captured by passing diluted exhaust gas through a sample medium containing DNPH. The sampling medium can take the form of DNPH dispersed on a solid sorbent or as a DNPH solution in a solvent such as acetonitrile. Carbonyl compounds react readily to form DNPH derivatives which are stable and which absorb ultra-violet (UV) light, facilitating quantitative measurement. However, when the procedure was developed, emissions rates from vehicles were much higher than the current (2010) emissions levels.

This paper explores the possibility of on-board fuel classification for fuel property adaptive compression-ignition engine control system. The fuel classifier is designed to on-board classify the fuel that a diesel engine is running, including alternative and renewable fuels such as bio-diesel. Based on this classification, the key fuel properties are provided to the engine control system for optimal control of in-cylinder combustion and exhaust treatment system management with respect to the fuel. The fuel classifier employs engine input-output response characteristics measured from standard engine sensors to classify the fuel. For proof-of-concept purposes, engine input-output responses were measured for three different fuels at three different engine operating conditions. Two neural-network-based fuel classifiers were developed for different classification scenarios. Of the three engine operating conditions tested, two conditions were selected for the fuel classifier to be active.

Four broad boiling range materials, representative of current and future feedstocks for diesel fuel, were processed to two levels of sulfur and aromatic content. These materials were then distilled into six to eight fractions each. The resulting 63 fuels were then characterized physically and chemically, and tested in both a constant volume combustion apparatus and a single cylinder diesel engine. The data obtained from these analyses and tests have been analyzed graphically and statistically. The results of the initial statistical analysis, reported here, indicate that the ignition quality of a fuel is dependent not only on the overall aromatic content, but also on the composition of the material formed during hydroprocessing of the aromatics. The NOx emissions, however, are related mainly to the aromatic content of the fuel, and the structure of the aromatic material.

The use of compressed natural gas as an alternative to conventional fuels has received a great deal of attention as a strategy for reducing air pollution from motor vehicles. In many cases, regulatory action has been taken to displace diesel fuel with natural gas in truck and bus applications. Emissions results of heavy-duty transient FTP testing of two Cummins L10-240G natural gas engines are presented. Regulated emissions of non-methane hydrocarbons, total hydrocarbons, CO, NOx, and particulate were characterized, along with emissions of formaldehyde. The effects of air/fuel ratio adjustments on these emissions were explored, as well as the effectiveness of catalytic aftertreatment in reducing exhaust emissions. Compared to typical heavy-duty diesel engine emissions, CNG-fueled engines using exhaust aftertreatment have great potential for meeting future exhaust emission standards, although in-use durability is unproven.