Investigating the Effect of Traffic Flow on Pollution, Noise for Urban Road Network

Congestion has a significant impact on the environment. It’s the predominant source of pollution, as noise and air pollution. The sound produced by vehicles as well as horns creates the worst possible environment. High motorized traffic flow nowadays is the major contributor to rising externalities, vehicle emissions, and other pollutants that impact the environment and the atmosphere, which result in negative atmospheric phenomena, global warming, and climate change. Vehicle emissions cause numerous vulnerabilities, so a serious consequence may arise in the long term, both regional and global. This study investigated Noise and pollution for different roads in the different cities based on field data at peak periods of traffic flow, shows that the major pollutants that are emitted from engines are: nitrogen oxides (NOX), carbon monoxide (CO), unburned hydrocarbons (CxHy), sulfur oxides (SOX), solid particles, including aerosols, as well as carbon dioxide (CO2).

Effect of the ramp injection rate shape on the performance and emissions of a natural gas/diesel dual fuel engine

Injection rate shape has a great influence on the spray evolution, and consequently on the performance and emission characteristics of compression ignition engines. In this study, effect of different ramp injection rate shapes on the performance and exhaust emissions of a natural gas/diesel reactivity controlled compression ignition (RCCI) engine was investigated. 64 numerical experiments were performed to study effect of two characteristic parameters of the ramp injection rate shape, including ramp duration and ramp injection rate on the engine gross indicated efficiency (GIE) and emissions formation. It was realized that for a constant value of the ramp duration, the engine gross indicated efficiency and [Formula: see text] emissions are lower, and CO and unburned hydrocarbons (UHC) emissions are higher for medium values of the ramp injection rate. Moreover, for a constant value of the ramp injection rate, the engine gross indicated efficiency and [Formula: see text] emissions are higher, and CO and unburned hydrocarbons emissions are lower for medium values of the ramp duration. The optimum values of the ramp duration and ramp injection rate were determined and it was revealed that the optimum ramp injection rate shape can improve the engine gross indicated efficiency by 54.78%.

Analysis of the aftertreatment performance in HD-SI engine fueled with LPG

This research/article aimed to analyze the influence of an after-treatment system (ATS) on emissions of a heavy-duty spark-ignition (HD-SI) engine fueled with liquified petroleum gas (LPG), in the context of current Euro VI emissions requirements. The ATS is composed by a three-way catalyst (TWC) in series with a diesel particle filter (DPF). Emissions testing were carried out on an engine test bench according to homologation procedures, performing both world harmonized stationary cycle (WHSC) and world harmonized transient cycle (WHTC), to study the effects of the engine operating parameters on pollutant emissions behavior and ATS performance during steady and dynamic states, respectively. Instruments used were a gas analyzer Horiba MEXA ONE to measure gaseous emissions, HORIBA OBS ONE PN to measure particle matter (PM) concentration, and spectrometer TSI EEPS 3090 to measure PM concentration and particle size distribution (PSD). The results showed some important aspects such as the effects of engine speed and load on pollutant emissions formation and ATS performance, the influence of the three-way catalyst (TWC) on particulate matter (PM) reduction due to the relationship between volatile unburned hydrocarbons (UHC) and the emergence of nucleation-mode particles, stressing that ATS implementation is mandatory to meet the current emissions requirements.

Metal Oxides as Soluble Nano Catalyst on Biodiesel: A Review

Nano particles of metal oxide developed as soluble nano additive in liquid fuels to improve fuel quality. One application of nano metal oxide particles is an additive to biodiesel. Biodiesel is an alternative fuel that can reduce dependence on fossil fuels. Pure biodiesel has a relatively lower calorific value compared to fossil fuels. Low calorific value results in increased brake specific fuel consumption. Moreover, biodiesel has a higher density and viscosity compared to fossil fuel. The content of carbon monoxide (CO), unburned hydrocarbons (HC) and nitrogen oxide (NOx) in exhaust gases with biodiesel is higher than fossil fuels. Metal oxide nanoparticles are added to biodiesel between 6 to 80 nm with concentrations about 50 to 500 ppm. Addition of metal oxide nanoparticles to biodiesel can improve brake thermal efficiency, reduce brake specific fuel consumption, carbon monoxide (CO), unburned hydrocarbons (HC), nitrogen oxide (NOx) and improve carbon dioxide (CO2) emission due to the catalytic effect of metal oxide nanoparticles. Metal oxide acts as an oxidation catalyst thereby reduce the carbon combustion activation temperature and thus enhances hydrocarbon oxidation, promoting complete combustion. Nanoparticles that are often used in various studies are nickel (II) oxide (NiO), cerium (IV) oxide (CeO2), titanium oxide (TiO2), zinc oxide (ZnO), aluminum oxide (Al2O3), and silicon dioxide (SiO2). This review paper describes the progress and development of nano metal oxide applications as additives for biodiesel, and the discussion in this paper is divided into 3 main topics, including the effects of nanoparticles on the properties of biodiesel, engine performance, and emission characteristics.

Flamelet Versus Detailed Chemistry LES for a Liquid Fueled Gas-Turbine Combustor: A Comparison of Accuracy and Computational Cost

A Honeywell liquid-fueled gas turbine test combustor, at idle conditions is numerically investigated in Simcenter STAR-CCM+. This work presents Large Eddy Simulation (LES) results using both the Flamelet Generated Manifold (FGM) and Complex Chemistry (CC) combustion models. Both take advantage of a hybrid chemical mechanism (HyChem) which has previously demonstrated very good accuracy for real fuels such as Jet-A with only 47 species. The objective of this work is to investigate the ability of FGM and CC to capture pollutant formation in an aero-engine. Comparisons for NOx, CO, Unburned Hydrocarbons, and Soot are made, along with the radial temperature pro?le. Computational costs are assessed by comparing the performance and scalability of the simulations with each of the combustion models. It is found that the CC case with clustering can reproduce nearly identical results to that without acceleration if CO is added as a clustering variable. With the Lagrangian model settings chosen for this study, the CC results compared more favorably with the experimental data than FGM, however there is uncertainty in the secondary breakup parameters. Sensitivity of the results to a key parameter in the spray breakup model are provided for both FGM and CC. By varying this breakup rate, the FGM case can predict CO, NOx, and Unburned Hydrocarbons equally well. The smoke number, however, is predicted most accurately by CC. The cost for running CC with clustering is found to be about 4 times that of FGM for this combustor and chemical mechanism.

Performance of Anisole and Isobutanol as Gasoline Bio-Blendstocks for Spark Ignition Engines

Several countries have set ambitious targets for the transport sector that mandate a gradual increase in advanced biofuel content in the coming years. The current work addresses this transition and indicates two promising gasoline bio-blendstocks: Anisole and isobutanol. The whole value chains of these bio-components were considered, focusing on end-use performance, but also analyzing feedstock and its conversion, well-to wheel (WTW) greenhouse gas (GHG) emissions and costs. Three alternative fuels, namely a ternary blend (15% anisole, 15% isobutanol, 70% fossil gasoline on an energy basis) and two binary blends (15% anisole with fossil gasoline and 30% isobutanol with fossil gasoline), were tested, focusing on their drop-in applicability in spark ignition (SI) engines. The formulated liquid fuels performed well and showed the potential to increase brake thermal efficiency (BTE) by 1.4% on average. Measured unburned hydrocarbons (HC) and carbon monoxide (CO) emissions were increased on average by 12–29% and 17–51%, respectively. However, HC and CO concentrations and exhaust temperatures were at acceptable levels for proper catalyst operation. The studied blends were estimated to bring 11–22% of WTW GHG emission reductions compared to base gasoline. Additionally, the fleet performance and benefits of flexi-fuel vehicles (FFV) were modeled for ternary blends.

Flamelet Versus Detailed Chemistry LES for a Liquid Fueled Gas-Turbine Combustor: A Comparison of Accuracy and Computational Cost

A Honeywell liquid-fueled gas turbine test combustor, at idle conditions is numerically investigated in Simcenter STAR-CCM+ version 2020.3. This work presents Large Eddy Simulation (LES) results using both the Flamelet Generated Manifold (FGM) and detailed chemistry combustion models. Both take advantage of a hybrid chemical mechanism (HyChem) which has previously demonstrated very good accuracy for real fuels such as Jet-A with only 47 species. The objective of this work is to investigate the ability of FGM and detailed chemistry modeling to capture pollutant formation in an aero-engine combustor. Comparisons for NOx, CO, Unburned Hydrocarbons, and Soot are made, along with the radial temperature profile. To fully capture potential emissions, a soot moment model, and Zeldovich NOx model are employed along with radiation. A comparison of results with and without chemistry acceleration techniques for detailed chemistry is included. Then, computational costs are assessed by comparing the performance and scalability of the simulations with each of the combustion models. It is found that the detailed chemistry case with clustering can reproduce nearly identical results to detailed chemistry without any acceleration if CO is added as a clustering variable. With the Lagrangian model settings chosen for this study, the detailed chemistry results compared more favorably with the experimental data than FGM, however there is uncertainty in the secondary breakup parameters. Sensitivity of the results to a key parameter in the spray breakup model are provided for both FGM and Complex Chemistry (CC). By varying this breakup rate, the FGM case can predict CO, NOx, and Unburned Hydrocarbons equally well. The smoke number, however, is predicted most accurately by CC. The cost for running detailed chemistry with clustering is found to be about 4 times that of FGM for this combustor and chemical mechanism.

Statistical analysis on the effect of premixed ratio, EGR, and diesel fuel injection parameters on the performance and emissions of a NG/Diesel RCCI engine using a DOE method

In reactivity-controlled compression ignition (RCCI) engines, the ignition and combustion of premixed low reactive fuel (LRF) such as natural gas (NG) is controlled by the injection of high reactive fuel (HRF) such as diesel fuel during the compression stroke. In this study, the effects of six different input parameters on the performance and emissions of the natural gas/diesel fueled RCCI engine are studied using fractional factorial design (FFD) method, which is one of the design of experiment (DOE) methods. In this method, the effects of the interactions of input parameters, referred to as “factors,” on the outputs, referred to as “responses,” are investigated. The factors include premixed ratio (PR), start of first injection (SOI1), spray angle (SA), exhaust gas recirculation (EGR), start of second injection (SOI2), and mass fraction of first injection. Sixteen runs were conducted to evaluate the effects of the interaction between input factors on performance and emissions of a RCCI engine using a validated computational fluid dynamics (CFD) model. DOE results indicate that in order to increase gross indicated efficiency (GIE), higher premixed ratio, 85%, with wider spray angle, 150°, is an effective way. Meanwhile, carbon monoxide (CO) and unburned hydrocarbons (UHC) emissions as well as ringing intensity (RI) are decreased at this condition. To reduce NOx emissions, it is beneficial to raise premixed ratio from 55% to 85% or to use 40% EGR, independently.

Optimum Energy Control of a Robotic Electric Vehicle at Time with Improved Control Assignment Approaches

Vehicles have made extraordinary commitment to the development of current culture by fulfilling the requirements for more prominent portability in everyday life. The development of Internal Combustion Engine has contributed a ton to the car area. In any case, a lot of harmful discharges as carbon dioxide (CO2), carbon monoxide (CO), nitrogen oxides (NOx), unburned hydrocarbons (HCs, etc have been messing contamination up, a dangerous atmospheric devation, and annihilation of the ozone layer. As the current pattern proposes, this method of transport is probably going to supplant inside burning motor (ICE) vehicles soon. Every one of the primary EV segments has various innovations that are at present being used or can get conspicuous later on. Improved control assignment approach strategies are fit for securing ideal force taking care of, obliging framework errors, and fitting ongoing applications can fundamentally improve the powertrain productivity at various working conditions. Rule-based techniques are just organized and effectively implementable continuously; however, a restricted optimality in force dealing with choices can be achieved. Enhancement based strategies are more fit for achieving this optimality at the cost of expanded computational burden. Over the most recent couple of years, these improvement based strategies have been being worked on to suit continuous application utilizing more prescient, recognitive and man-made reasoning apparatuses. This paper presents a conversation about these new patterns continuously improved control assignment approach. Consequently HEVs give better fuel economy contrasted with ICE based vehicles/regular vehicle. Energy management techniques are the calculations that choose the force split among motor constantly to improve the fuel economy and advance the presentation of HEVs.