Trap efficiency of exhaust gas pollutants in microporous sorbents under representative driving conditions

The article discusses the effect of exhaust aftertreatment systems configuration on the resulting exhaust gas temperature at selected points of the exhaust system. Catalytic reactors and particle filters must reach a specific temperature in order to effectively perform their functions. The temperature they obtain decreases with the increasing distance from the exhaust manifold, as the gases cool along the way. The performed research consisted of measuring the exhaust gas temperature in various places of the exhaust system in simulated driving conditions mapped on the dynamic engine brake station in the aspect of using a particulate filter and its resulting operating efficiency due to the temperature. Measuring the temperature using thermo-couples allowed to assess the probability of achieving full operation of the filters during urban and extra-urban exploitation in a simulation of real driving conditions.

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Portable and Compact TDLAS Measurement System for Exhaust Gas Diagnostics at Real Driving Conditions

10.1364/es.2021.eth1a.1 ◽

2021 ◽

Author(s):

Steven Wagner ◽

Luigi Biondo ◽

Henrik Gerken ◽

Tim Steinhaus ◽

Lars Illmann ◽

...

Keyword(s):

Measurement System ◽

Exhaust Gas ◽

Driving Conditions

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The impact of using an in-cylinder catalyst on the exhaust gas emission in real driving conditions tests of a Diesel engine

IOP Conference Series Materials Science and Engineering ◽

10.1088/1757-899x/421/4/042064 ◽

2018 ◽

Vol 421 ◽

pp. 042064 ◽

Cited By ~ 1

Author(s):

J Pielecha ◽

M Andrych-Zalewska ◽

K Skobiej

Keyword(s):

Diesel Engine ◽

Exhaust Gas ◽

Gas Emission ◽

Exhaust Gas Emission ◽

Driving Conditions ◽

The Impact

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The New Forest Suicide Prevention Initiative (NFSPI)

Crisis ◽

10.1027/0227-5910.26.1.25 ◽

2005 ◽

Vol 26 (1) ◽

pp. 25-33 ◽

Cited By ~ 20

Author(s):

Elizabeth King ◽

Neil Frost

Keyword(s):

Environmental Issues ◽

Exhaust Gas ◽

Telephone Number ◽

Forestry Commission ◽

Car Exhaust ◽

Gas Poisoning ◽

Car Park ◽

Annual Total ◽

New Forest ◽

Car Exhaust Gas

Abstract. A retrospective suicide study revealed that the Forestry Commission car parks in the New Forest in southern England were a previously unrecognized magnet for nonlocal suicides, attracting as high a proportion of “visitors” (35/43 in 1993-97) as among suicides who jumped from the cliffs at the infamous Beachy Head (39/48 in 1993-97). Over 95% of the car park suicides died from car exhaust gas poisoning. A multiagency initiative aimed to reduce the number of suicides in the 140 New Forest car parks where restricting access was impossible, and environmental issues paramount. Signs displaying the Samaritans' national telephone number were erected in the 26 car parks in which 50% of the car park suicides had occurred. Numbers, location, and residence of all car park deaths were monitored for 3 years. Corresponding changes in other forest registration districts were also monitored. During the 3-year intervention period the number of car park suicides fell significantly from 10/year, 1988-1997, to 3.3/year. The average annual total number of suicides in the New Forest registration district also decreased. No significant changes were found in comparable forest districts. The number of suicides in the New Forest car parks remained low during the 2 years following the evaluation.

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Recovering waste energy of the combined gas turbine system using paraffin melting

JOURNAL OF MECHANICAL ENGINEERING AND SCIENCES ◽

10.15282/jmes.14.4.2020.15.0589 ◽

2020 ◽

Vol 14 (4) ◽

pp. 7481-7497

Author(s):

Yousef Najjar ◽

Abdelrahman Irbai

Keyword(s):

Melting Process ◽

Payback Period ◽

Energy Utilization ◽

Raw Material ◽

Heat Transfer Fluid ◽

Layered System ◽

Exhaust Gas ◽

Gas Temperature ◽

Power Cycle ◽

Waste Energy

This work covers waste energy utilization of the combined power cycle by using it in the candle raw material (paraffin) melting process and an economic study for this process. After a partial utilization of the burned fuel energy in a real bottoming steam power generation, the exhaust gas contains 0.033 of the initially burned energy. This tail energy with about 128 ºC is partly driven in the heat exchanger of the paraffin melting system. Ansys-Fluent Software was used to study the paraffin wax melting process by using a layered system that utilizes an increased interface area between the heat transfer fluid (HTF) and the phase change material (PCM) to improve the paraffin melting process. The results indicate that using 47.35 kg/s, which is 5% of the entire exhaust gas (881.33 kg/s) from the exit of the combined power cycle, would be enough for producing 1100 tons per month, which corresponds to the production quantity by real candle's factories. Also, 63% of the LPG cost will be saved, and the payback period of the melting system is 2.4 years. Moreover, as the exhaust gas temperature increases, the consumed power and the payback period will decrease.

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Prediction of Tread Pattern Wear by an Explicit Finite Element Model3

Tire Science and Technology ◽

10.2346/1.2804913 ◽

2007 ◽

Vol 35 (4) ◽

pp. 276-299 ◽

Cited By ~ 18

Author(s):

J. C. Cho ◽

B. C. Jung

Keyword(s):

Finite Element ◽

Wear Rate ◽

Tangential Stress ◽

Rate Equation ◽

Constitutive Equations ◽

Slip Velocity ◽

Test Results ◽

Explicit Finite Element ◽

Driving Condition ◽

Driving Conditions

Abstract Tread pattern wear is predicted by using an explicit finite element model (FEM) and compared with the indoor drum test results under a set of actual driving conditions. One pattern is used to determine the wear rate equation, which is composed of slip velocity and tangential stress under a single driving condition. Two other patterns with the same size (225/45ZR17) and profile are used to be simulated and compared with the indoor wear test results under the actual driving conditions. As a study on the rubber wear rate equation, trial wear rates are assumed by several constitutive equations and each trial wear rate is integrated along time to yield the total accumulated wear under a selected single cornering condition. The trial constitutive equations are defined by independently varying each exponent of slip velocity and tangential stress. The integrated results are compared with the indoor test results, and the best matching constitutive equation for wear is selected for the following wear simulation of two other patterns under actual driving conditions. Tens of thousands of driving conditions of a tire are categorized into a small number of simplified conditions by a suggested simplification procedure which considers the driving condition frequency and weighting function. Both of these simplified conditions and the original actual conditions are tested on the indoor drum test machines. The two results can be regarded to be in good agreement if the deviation that exists in the data is mainly due to the difference in the test velocity. Therefore, the simplification procedure is justified. By applying the selected wear rate equation and the simplified driving conditions to the explicit FEM simulation, the simulated wear results for the two patterns show good match with the actual indoor wear results.

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Prediction of Tire Tread Wear with FEM Steady State Rolling Contact Simulation

Tire Science and Technology ◽

10.2346/1.2135268 ◽

2003 ◽

Vol 31 (3) ◽

pp. 189-202 ◽

Cited By ~ 24

Author(s):

D. Zheng

Keyword(s):

Weight Loss ◽

Steady State ◽

Cross Section ◽

Rolling Contact ◽

Dynamic Simulations ◽

Element Analysis ◽

Vehicle Acceleration ◽

Steady State Rolling ◽

Driving Conditions ◽

Rate Profile

Abstract A procedure based on steady state rolling contact Finite Element Analysis (FEM) has been developed to predict tire cross section tread wear profile under specified vehicle driving conditions. This procedure not only considers the tire construction effects, it also includes the effects of materials, vehicle setup, test course, and driver's driving style. In this algorithm, the vehicle driving conditions are represented by the vehicle acceleration histogram. Vehicle dynamic simulations are done to transform the acceleration histogram into tire loading condition distributions for each tire position. Tire weight loss rates for different vehicle accelerations are generated based on a steady state rolling contact simulation algorithm. Combining the weight loss rate and the vehicle acceleration histogram, nine typical tire loading conditions are chosen with different weight factors to represent tire usage conditions. It is discovered that the tire tread wear rate profile is changing continuously as the tire is worn. Simulation of a new tire alone cannot be used to predict the tire cross-section tread wear profile. For this reason, an incremental tread wear simulation procedure is performed to predict the tire cross section tread wear profile. Compared with actual tire cross-section tread wear profiles, good results are obtained from the simulations.

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Effect of Polymer, Road Surface, and Driving Conditions on Wear Surface Characteristics of Tire Treads

Tire Science and Technology ◽

10.2346/1.2167171 ◽

1973 ◽

Vol 1 (4) ◽

pp. 354-362 ◽

Cited By ~ 2

Author(s):

F. R. Martin ◽

P. H. Biddison

Keyword(s):

Wear Surface ◽

Surface Characteristics ◽

Road Surface ◽

The Other ◽

Mechanical Degradation ◽

Textured Surface ◽

Test Track ◽

Driving Conditions ◽

Styrene Butadiene ◽

Cylindrical Particles

Abstract Treads made with emulsion styrene-butadiene copolymer (SBR), solution SBR, polybutadiene (BR), and a 60/40 emulsion SBR/BR mixture were built as four-way tread sections on G78-15 belted bias tires, which were driven over both concrete and gravel-textured highways and on a small, circular, concrete test track. The tires were front mounted. When driven on concrete highway, all except the BR tread had either crumbled- or liquid-appearing surfaces, thought to have been formed by mechanical degradation or fatigue. When cornered on concrete, these materials formed small cylindrical particles or rolls. The BR tread had a smooth, granular-textured surface when driven on concrete highway and a ridge or sawtooth abrasion pattern when cornered on concrete. All the materials appeared rough and torn when run on gravel-textured highway. The differences in wear surface formed on BR tread and the other three are thought to be due primarily to the relatively high resilience of BR.

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