• Energy Research

NOx emissions from diesel engines are a concern from both environmental and health perspectives. Recently this attention has targeted cold-start emissions highlighting that emission after-treatment systems are not effective in this period. Using a 6-cylinder, turbocharged, common-rail diesel engine, the current research investigates NOx emissions during cold-start using different engine performance parameters. In addition, it studies the influence of waste lubricating oil on NOx emissions introducing it as a fuel additive (1 and 5% by volume). To interpret the NOx formation, this study evaluates different parameters: exhaust gas temperature, engine oil temperature, engine coolant temperature, start of injection/combustion, in-cylinder pressure, heat release rate, maximum in-cylinder pressure and maximum rate of pressure rise. This study clarified how cold-start NOx increases as the engine is warming up while in general cold-start NOx is higher than hot-start. Results showed that in comparison with warmed up condition, during cold-start NOx, maximum in-cylinder pressure and maximum rate of pressure rise were higher; while start of injection, start of combustion and ignition delay were lower. During cold-start increased engine temperature was associated with decreasing maximum rate of pressure rise and peak apparent heat release rate. During cold-start NOx increased with temperature and it dropped sharply due to the delayed start of injection. This study also showed that using waste lubricating oil decreased NOx and maximum rate of pressure rise; and increased maximum in-cylinder pressure. NOx had a direct correlation with the maximum rate of pressure rise; and an inverse correlation with the maximum in-cylinder pressure.

NOx emissions from diesel engines are a concern from both environmental and health perspectives. Recently this attention has targeted cold-start emissions highlighting that emission after-treatment systems are not effective in this period. Using a 6-cylinder, turbocharged, common-rail diesel engine, the current research investigates NOx emissions during cold-start using different engine performance parameters. In addition, it studies the influence of waste lubricating oil on NOx emissions introducing it as a fuel additive (1 and 5% by volume). To interpret the NOx formation, this study evaluates different parameters: exhaust gas temperature, engine oil temperature, engine coolant temperature, start of injection/combustion, in-cylinder pressure, heat release rate, maximum in-cylinder pressure and maximum rate of pressure rise. This study clarified how cold-start NOx increases as the engine is warming up while in general cold-start NOx is higher than hot-start. Results showed that in comparison with warmed up condition, during cold-start NOx, maximum in-cylinder pressure and maximum rate of pressure rise were higher; while start of injection, start of combustion and ignition delay were lower. During cold-start increased engine temperature was associated with decreasing maximum rate of pressure rise and peak apparent heat release rate. During cold-start NOx increased with temperature and it dropped sharply due to the delayed start of injection. This study also showed that using waste lubricating oil decreased NOx and maximum rate of pressure rise; and increased maximum in-cylinder pressure. NOx had a direct correlation with the maximum rate of pressure rise; and an inverse correlation with the maximum in-cylinder pressure.

This study investigates the effect of engine temperature during cold start and hot start engine operation on particulate matter emissions and engine performance parameters. In addition to a fundamental study on cold start operation and the effect of lubricating oil during combustion, this research introduces important knowledge about regulated particulate number emissions and particulate size distribution during cold start, which is an emerging area in the literature. A further aspect of this work is to introduce waste lubricating oil as a fuel. By using diesel and two blends of diesel with 1 and 5% waste lubricating oil in a 6-cylinder turbocharged engine on a cold start custom test, this investigation studied particle number (PN), friction losses and combustion instability with diesel and waste lubricating oil fuel blends. In order to understand and explain the results the following were also studied: particle size distribution and median diameter, engine oil, coolant and exhaust gas temperatures, start of injection, friction mean effective pressure (FMEP), mechanical efficiency, coefficient of variation (CoV) of engine speed, CoV of indicated mean effective pressure (IMEP) and maximum rate of pressure rise were also studied. The results showed that during cold start the increase in engine temperature was associated with an increase in PN and size of particles, and a decrease in FMEP and maximum rate of pressure rise. Compared to a warmed up engine, during cold start, PN, start of injection and mechanical efficiency were lower; while FMEP, CoV of IMEP and maximum rate of pressure rise were higher. Adding 5% waste lubricating oil to the fuel was associated with a decrease in PN (during cold start), decreased particle size, maximum rate of pressure rise and CoV of IMEP and was associated with an increase in PN and nucleation mode particles (during hot start) and FMEP

This study investigates the effect of engine temperature during cold start and hot start engine operation on particulate matter emissions and engine performance parameters. In addition to a fundamental study on cold start operation and the effect of lubricating oil during combustion, this research introduces important knowledge about regulated particulate number emissions and particulate size distribution during cold start, which is an emerging area in the literature. A further aspect of this work is to introduce waste lubricating oil as a fuel. By using diesel and two blends of diesel with 1 and 5% waste lubricating oil in a 6-cylinder turbocharged engine on a cold start custom test, this investigation studied particle number (PN), friction losses and combustion instability with diesel and waste lubricating oil fuel blends. In order to understand and explain the results the following were also studied: particle size distribution and median diameter, engine oil, coolant and exhaust gas temperatures, start of injection, friction mean effective pressure (FMEP), mechanical efficiency, coefficient of variation (CoV) of engine speed, CoV of indicated mean effective pressure (IMEP) and maximum rate of pressure rise were also studied. The results showed that during cold start the increase in engine temperature was associated with an increase in PN and size of particles, and a decrease in FMEP and maximum rate of pressure rise. Compared to a warmed up engine, during cold start, PN, start of injection and mechanical efficiency were lower; while FMEP, CoV of IMEP and maximum rate of pressure rise were higher. Adding 5% waste lubricating oil to the fuel was associated with a decrease in PN (during cold start), decreased particle size, maximum rate of pressure rise and CoV of IMEP and was associated with an increase in PN and nucleation mode particles (during hot start) and FMEP

AbstractUnderstanding the actual consumption of alcohol and tobacco in the population is important for forming public health policy. For this purpose, wastewater‐based epidemiology has been applied as a complementary method to estimate the overall alcohol and tobacco consumption in different communities. However, the stability of their consumption biomarkers – ethyl sulfate, ethyl glucuronide, cotinine, and trans‐3′‐hydroxycotinine – in the sewer system has not yet been assessed. This study aimed to conduct such assessment using sewer reactors mimicking conditions of rising main, gravity sewer, and wastewater alone, over a 12‐hour period. The results show that cotinine and trans‐3′‐hydroxycotinine are relatively stable under all sewer conditions while ethyl sulfate was only stable in wastewater alone and gradually degraded in rising main and gravity sewer conditions. Ethyl glucuronide quickly degraded in all reactors. These findings suggest that cotinine and trans‐3′‐hydroxycotinine are good biomarkers to estimate tobacco consumption; ethyl sulfate may be used as a biomarker to estimate alcohol consumption, but its in‐sewer loss should be accounted for in the calculation of consumption estimates. Ethyl glucuronide, and probably most of glucuronide compounds, are not suitable biomarkers to be used in wastewater‐based epidemiology due to their in‐sewer instability.

AbstractUnderstanding the actual consumption of alcohol and tobacco in the population is important for forming public health policy. For this purpose, wastewater‐based epidemiology has been applied as a complementary method to estimate the overall alcohol and tobacco consumption in different communities. However, the stability of their consumption biomarkers – ethyl sulfate, ethyl glucuronide, cotinine, and trans‐3′‐hydroxycotinine – in the sewer system has not yet been assessed. This study aimed to conduct such assessment using sewer reactors mimicking conditions of rising main, gravity sewer, and wastewater alone, over a 12‐hour period. The results show that cotinine and trans‐3′‐hydroxycotinine are relatively stable under all sewer conditions while ethyl sulfate was only stable in wastewater alone and gradually degraded in rising main and gravity sewer conditions. Ethyl glucuronide quickly degraded in all reactors. These findings suggest that cotinine and trans‐3′‐hydroxycotinine are good biomarkers to estimate tobacco consumption; ethyl sulfate may be used as a biomarker to estimate alcohol consumption, but its in‐sewer loss should be accounted for in the calculation of consumption estimates. Ethyl glucuronide, and probably most of glucuronide compounds, are not suitable biomarkers to be used in wastewater‐based epidemiology due to their in‐sewer instability.