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Office of Scientific and Technical Information
Draft report: application of organic Rankine cycle heat recovery systems to diesel powered marine vessels
DOE Green Energy (OSTI)
The analysis and results of an investigation of the application of organic Rankine cycle heat recovery systems to diesel-powered marine vessels are described. The program under which this study was conducted was sponsored jointly by the US Energy Research and Development Administration, the US Navy, and the US Maritime Administration. The overall objective of this study was to investigate diesel bottoming energy recovery systems, currently under development by three US concerns, to determine the potential for application to marine diesel propulsion and auxiliary systems. The study primarily focused on identifying the most promising vessel applications (considering vessel type, size, population density, operational duty cycle, etc.) so the relative economic and fuel conservation merits of energy recovery systems could be determined and assessed. Vessels in the current fleet and the projected 1985 fleet rated at 1000 BHP class and above were investigated.
Not Available
Transposed critical temperature Rankine thermodynamic cycle
The transposed critical temperature (TPCT) is shown to be an extremely important thermodynamic property in the selection of the working fluid and turbine states for optimized geothermal power plants operating on a closed organic (binary) Rankine cycle. When the optimum working fluid composition and process states are determined for given source and sink conditions (7 parameter optimization), turbine inlet states are found to be consistently adjacent to the low pressure side of the working fluids' TPCT line on pressure-enthalpy coordinates. Although the TPCT concepts herein may find numerous future applications in high temperature, advanced cycles for fossil or nuclear fired steam power plants and in supercritical organic Rankine heat recovery bottoming cycles for Diesel engines, this discussion is limited to moderate temperature (150 to 250/sup 0/C) closed simple organic Rankine cycle geothermal power plants. Conceptual design calculations pertinent to the first geothermal binary cycle Demonstration Plant are included.
Pope, W.L.; Doyle, P.A.
Definition: Rankine cycle | Open Energy Information
Open Energy Info (EERE)
Rankine cycle Rankine cycle Jump to: navigation, search Dictionary.png Rankine cycle Sometimes referred to as the steam cycle. Fuel is used to heat a liquid to produce a high pressure gas that expands and produces work, such as turning a turbine; when the turbine is connected to a generator, it produces electricity. Usually water is the liquid used in the Rankine cycle (to produce steam), but other liquids can also be used. The exhaust vapor expelled from the turbine condenses and the liquid is pumped back to the boiler to repeat the cycle.[1][2] View on Wikipedia Wikipedia Definition The Rankine cycle is a mathematical model that is used to predict the performance of steam engines. The Rankine cycle is an idealised thermodynamic cycle of a heat engine that converts heat into mechanical
Rankine cycle machines for solar cooling
A vigorous effort to develop and demonstrate practical uses of solar energy to heat and cool buildings, to process agricultural products, and to provide thermal and electrical energy for industry has been initiated. One significant part of this effort is the research, development, and demonstration of Rankine cycle machines using fluids heated by solar energy. Recent developments in three such devices are discussed briefly.
Weathers, H.M.
Waste Heat Recovery by Organic Fluid Rankine Cycle
E-Print Network (OSTI)
The use of Organic Rankine Cycle for waste heat recovery presents several characteristics which are analyzed in details. After a short comparison with steam cycles, the Organic Rankine Cycle is described : its simplicity is shown and achievable efficiencies versus heat source temperature are given. Available fluids are presented. The choice of the fluid allows a good adaptation to temperature and power for each application. The most interesting field for Organic Rankine Cycles are low mechanical powers of a few megawatts and medium temperatures, about 500 C/600 C, for flue gas. The very simple technology of turbines is shown. Three examples are presented. The first one is a test loop of 300 thermal kW built in BERTIN & Cie laboratory to experiment a supersonic turbine designed by the same company for organic vapor at 250 C. The second gives the main characteristics of recovery from exhaust gas of Diesel engines. The last deals with possible recovery from air quenching of clinker in cement plants.
Verneau, A.
Cascaded organic rankine cycles for waste heat utilization
Science Conference Proceedings (OSTI)
A pair of organic Rankine cycle systems (20, 25) are combined and their respective organic working fluids are chosen such that the organic working fluid of the first organic Rankine cycle is condensed at a condensation temperature that is well above the boiling point of the organic working fluid of the second organic Rankine style system, and a single common heat exchanger (23) is used for both the condenser of the first organic Rankine cycle system and the evaporator of the second organic Rankine cycle system. A preferred organic working fluid of the first system is toluene and that of the second organic working fluid is R245fa.
Radcliff, Thomas D. (Vernon, CT); Biederman, Bruce P. (West Hartford, CT); Brasz, Joost J. (Fayetteville, NY)
Development of a Direct Evaporator for the Organic Rankine Cycle
Presentation Title, Development of a Direct Evaporator for the Organic Rankine Cycle. Author(s), Donna Post Guillen, Helge Klockow, Matthew Lehar, Sebastian
Rankine bottoming cycle safety analysis. Final report
SciTech Connect
Vector Engineering Inc. conducted a safety and hazards analysis of three Rankine Bottoming Cycle Systems in public utility applications: a Thermo Electron system using Fluorinal-85 (a mixture of 85 mole % trifluoroethanol and 15 mole % water) as the working fluid; a Sundstrand system using toluene as the working fluid; and a Mechanical Technology system using steam and Freon-II as the working fluids. The properties of the working fluids considered are flammability, toxicity, and degradation, and the risks to both plant workers and the community at large are analyzed.
Lewandowski, G.A.
Parabolic Trough Organic Rankine Cycle Power Plant
Arizona Public Service (APS) is required to generate a portion of its electricity from solar resources in order to satisfy its obligation under the Arizona Environmental Portfolio Standard (EPS). In recent years, APS has installed and operates over 4.5 MWe of fixed, tracking, and concentrating photovoltaic systems to help meet the solar portion of this obligation and to develop an understanding of which solar technologies provide the best cost and performance to meet utility needs. During FY04, APS began construction of a 1-MWe parabolic trough concentrating solar power plant. This plant represents the first parabolic trough plant to begin construction since 1991. The plant will also be the first commercial deployment of the Solargenix parabolic trough collector technology developed under contract to the National Renewable Energy Laboratory (NREL). The plant will use an organic Rankine cycle (ORC) power plant, provided by Ormat. The ORC power plant is much simpler than a conventional steam Rankine cycle power plant and allows unattended operation of the facility.
Canada, S.; Cohen, G.; Cable, R.; Brosseau, D.; Price, H.
Design of organic Rankine cycles for conversion of waste heat in a polygeneration plant
Organic Rankine cycles provide an alternative to traditional steam Rankine cycles for the conversion of low grade heat sources, where steam cycles are known to be less efficient and more expensive. This work examines organic ...
DiGenova, Kevin (Kevin J.)
Method of optimizing performance of Rankine cycle power plants
DOE Patents (OSTI)
A method for efficiently operating a Rankine cycle power plant (10) to maximize fuel utilization efficiency or energy conversion efficiency or minimize costs by selecting a turbine (22) fluid inlet state which is substantially in the area adjacent and including the transposed critical temperature line (46).
Pope, William L. (Walnut Creek, CA); Pines, Howard S. (El Cerrito, CA); Doyle, Padraic A. (Oakland, CA); Silvester, Lenard F. (Richmond, CA)
Dynamic modeling and multivariable control of organic Rankine cycles in waste heat utilizing processes
In this paper, the dynamics of organic Rankine cycles (ORCs) in waste heat utilizing processes is investigated, and the physical model of a 100 kW waste heat utilizing process is established. In order to achieve both transient performance and steady-state ... Keywords: Linear quadratic regulator, Organic Rankine cycles, Process control
Jianhua Zhang; Wenfang Zhang; Guolian Hou; Fang Fang
Analysis of Organic Rankine Cycle for Low and Medium Grade Heat Source
Organic Rankine cycle (ORC) is an effective technique to generate power from low and medium temperature heat source, including industrial waste heat, solar heat, geothermal and biomass etc. Advantages of ORC are high efficiency, simple system, environment ... Keywords: organic Rankine cycle, new energy, waste heat recovery
Zhonghe Han, Yida Yu
This paper describes research and development currently underway to place the evaporator of an Organic Rankine Cycle (ORC) system directly in the path of a hot exhaust stream produced by a gas turbine engine. The main goal of this research effort is to improve cycle efficiency and cost by eliminating the usual secondary heat transfer loop. The project's technical objective is to eliminate the pumps, heat exchangers and all other added cost and complexity of the secondary loop by developing an evaporator that resides in the waste heat stream, yet virtually eliminates the risk of a working fluid leakage into the gaseous exhaust stream. The research team comprised of Idaho National Laboratory and General Electric Company engineers leverages previous research in advanced ORC technology to develop a new direct evaporator design that will reduce the ORC system cost by up to 15%, enabling the rapid adoption of ORCs for waste heat recovery.
Donna Post Guillen; Helge Klockow; Matthew Lehar; Sebastian Freund; Jennifer Jackson
Recovered Energy Generation Using an Organic Rankine Cycle System
This paper describes the results of a project demonstrating the technical and economic feasibility of capturing thermal energy from a 35,000 hp (27 MW) gas turbine driving a natural gas pipeline compressor with a Recovered Energy Generation (REG) system to produce 5.5 MW of electricity with no additional fuel and near-zero emissions. The REG is based on a modified Organic Rankine Cycle (ORC). Other major system elements include a waste-heat-to-oil heat exchanger with bypass, oil-to-pentane heat exchanger with preheater, recuperator, condenser, pentane turbine, generator and synchronizing breaker and all power and control systems required for the automatic operation of the REG. When operating at design heat input available from the gas turbine exhaust, the REG system consistently delivered 5.5 MW or more output to the grid at up to 15 percent heat conversion efficiency. The REG system improved the overall energy efficiency by 28%, from 32% simple cycle efficiency to 41% for the combined system. Significant lessons learned from this project are discussed as well as measured performance and economic considerations.
Leslie, Neil [Gas Technology Institute; Sweetser, Richard [Exergy Partners Corp.; Zimron, Ohad [Ormat; Stovall, Therese K [ORNL
Investigations of supercritical CO2 Rankine cycles for geothermal power plants
Supercritical CO2 Rankine cycles are investigated for geothermal power plants. The system of equations that describe the thermodynamic cycle is solved using a Newton-Rhapson method. This approach allows a high computational efficiency of the model when thermophysical properties of the working fluid depend strongly on the temperature and pressure. Numerical simulation results are presented for different cycle configurations in order to assess the influences of heat source temperature, waste heat rejection temperatures and internal heat exchanger design on cycle efficiency. The results show that thermodynamic cycle efficiencies above 10% can be attained with the supercritical brayton cycle while lower efficiencies can be attained with the transcritical CO2 Rankine cycle.
Sabau, Adrian S [ORNL; Yin, Hebi [ORNL; Qualls, A L [ORNL; McFarlane, Joanna [ORNL
The Organic Rankine Cycle System, Its Application to Extract Energy From Low Temperature Waste Heat
The conservation of energy by its recovery from low temperature waste heat is of increasing importance in today's world energy crisis. The Organic Rankine Cycle is a cost efficient and proven method of converting low temperature (200-400o F) waste heat to mechanical and/or electrical energy. Applying the Organic Rankine Cycle technology to typical liquid and mixed component condensing streams is described using actual examples. Selection of the organic working fluid is explored. The Rankine Cycle efficiency is directly dependent upon the temperature difference between its evaporating and condensing phases. The evaporating level is set by the heat source; therefore, to maximize efficiency, it is essential to obtain the lowest condensing temperature practical. Various condensing schemes are discussed emphasizing methods of optimizing the net output of the total system. Several Organic Rankine Cycle commercial applications are summarized with experience and general performance given. The economics and optimization techniques in typical applications including multiple heat sources are discussed.
Sawyer, R. H.; Ichikawa, S.
Altheim geothermal Plant for electricity production by Organic Rankine Cycle turbogenerator
The paper describes the plan of the town Altheim in Upper Austria to produce electricity by an Organic Rankine Cycle-turbogenerator in the field of utilization of low temperatured thermal water. The aim of the project is to improve the technical and economic situation of the geothermal plant.
Pernecker, Gerhard; Ruhland, Johannes
Final Report. Conversion of Low Temperature Waste Heat Utilizing Hermetic Organic Rankine Cycle
The design of waste heat recovery using the organic Rankine cycle (ORC) engine is updated. Advances in power electronics with lower cost enable the use of a single shaft, high-speed generator eliminating wear items and allowing hermetic sealing of the working fluid. This allows maintenance free operation and a compact configuration that lowers cost, enabling new market opportunities.
Fuller, Robert L.
Method of optimizing performance of Rankine cycle power plants. [US DOE Patent
A method is described for efficiently operating a Rankine cycle power plant to maximize fuel utilization efficiency or energy conversion efficiency or minimize costs by selecting a turbine fluid inlet state which is substantially on the area adjacent and including the transposed critical temperature line.
Pope, W.L.; Pines, H.S.; Doyle, P.A.; Silvester, L.F.
Reduced gravity rankine cycle design and optimization with passive vortex phase separation
Liquid-metal Rankine power conversion systems (PCS) coupled with a fission reactor remain an attractive option for space power applications because system specific power and efficiency is very favorable for plant designs of 100 kW(e) or higher. Potential drawbacks to the technology in a reduced gravity environment include two-phase fluid management processes such as liquid-vapor phase separation. The most critical location for phase separation is at the boiler exit where only vapor must be sent to the turbine because blade erosion occurs from high velocity liquid droplets entrained by vapor flow. Previous studies have proposed that rotary separators be used to separate the liquid and vapor from a two phase mixture. However these devices have complex turbo machinery, require kilowatts of power and are untested for high vapor flow conditions. The Interphase Transport Phenomena (ITP) laboratory has developed a low-power, passive microgravity vortex phase separator (MVS) which has already proven to be an essential component of two-phase systems operating in low gravity environments. This thesis presents results from flight experiments where a Rankine cycle was operated in a reduced gravity environment for the first time by utilizing the MVS for liquid and vapor phase separation. The MVS was able to operate under saturated conditions and adjust to system transients as it would in the Rankine cycle by controlling the amount of liquid and vapor within the device. A new model is developed for the MVS to predict separation performance at high vapor flow conditions for sizing the separator at the boiler, condenser, and turbine locations within the cycle by using a volume limiting method. This model factors in the following separator characteristics: mass, pumping power, and available buffer volume for system transients. The study is concluded with overall Rankine efficiency and performance changes due to adding vortex phase separation and a schematic of the Rankine cycle with the integration of the MVS is presented. The results from this thesis indicate the thermal to electric efficiency and specific mass of the cycle can be improved by using the MVS to separate the two phases instead of a rotary separator.
Supak, Kevin Robert
Reduced gravity Rankine cycle system design and optimization study with passive vortex phase separation
Nexant Parabolic Trough Solar Power Plant Systems Analysis; Task 2: Comparison of Wet and Dry Rankine Cycle Heat Rejection, 20 January 2005 - 31 December 2005
Subcontract report by Nexant, Inc., regarding a system analysis comparing solar parabolic trough plants with wet and dry rankine cycle heat rejection.
Kelly, B.
Technical and economic evaluation of a Brayton-Rankine combined-cycle solar-thermal power plant
The objective of this study is to conduct an assessment of gas-liquid direct-contact heat exchange and of a new storage-coupled system (the open-cycle Brayton/steam Rankine combined cycle). Both technical and economic issues are evaluated. Specifically, the storage-coupled combined cycle is compared with a molten salt system. The open Brayton cycle system is used as a topping cycle, and the reject heat powers the molten salt/Rankine system. In this study the molten salt system is left unmodified, the Brayton cycle is integrated on top of a Martin Marietta description of an existing molten salt plant. This compares a nonoptimized combined cycle with an optimized molten salt system.
Wright, J. D.
The Design of an Open Rankine-Cycle Industrial Heat Pump
An open Rankine-cycle heat pump is ideally suited for producing low-pressure industrial process steam. Because steam serves as both the heat pump motive fluid and process fluid, the system achieves a unique simplicity and versatility. No intermediate refrigerant fluid exists for which to construct a process interface or impose a temperature limit. Interface components such as the heat pump condenser are not required. Moreover, the use of water vapor eliminates toxicity and flammability risks inherent with most closed-cycle heat pump fluids. The control strategy is simple. Low-pressure (subatmospheric) water vapor, generated by flashing steam at a temperature below that of the waste stream, is compressed to the process pressure and temperature by an electric-motor-driven, multistage compressor train. This strategy permits the heat pump to accommodate upsets such as sudden changes in the waste stream flow and/or temperature, as well as fluctuation within the process stream.
Leibowitz, H. M.; Chaudoir, D. W.
Investigating potential efficiency improvement for light-duty transportation applications through simulation of an organic Rankine cycle for waste-heat recovery
Modern diesel engines used in light-duty transportation applications have peak brake thermal efficiencies in the range of 40-42% for high-load operation with substantially lower efficiencies at realistic road-load conditions. Thermodynamic energy and exergy analysis reveals that the largest losses from these engines are due to heat loss and combustion irreversibility. Substantial improvement in overall engine efficiency requires reducing or recovering these losses. Unfortunately, much of the heat transfer either occurs at relatively low temperatures resulting in large entropy generation (such as in the air-charge cooler), is transferred to low-exergy flow streams (such as the oil and engine coolant), or is radiated or convected directly to the environment. While there are significant opportunities for recovery from the exhaust and EGR cooler for heavy-duty applications, the potential benefits of such a strategy for light-duty applications are unknown due to transient operation, low-load operation at typical driving conditions, and the added mass of the system. We have developed an organic Rankine cycle model using GT-Suite to investigate the potential for efficiency improvement through waste-heat recovery from the exhaust and EGR cooler of a light-duty diesel engine. Results from steady-state and drive-cycle simulations are presented, and we discuss strategies to address operational difficulties associated with transient drive cycles and competition between waste-heat recovery systems, turbochargers, aftertreatment devices, and other systems for the limited thermal resources.
Edwards, Kevin Dean [ORNL; Wagner, Robert M [ORNL
[en] SIMULATION OF AN ORGANIC RANKINE CYCLE POWERED BY SOLAR ENERGY.
??[pt] Esta simulaçăo considera um ciclo Rankine que utiliza um fluido de trabalho orgânico, com a particularidade que a fonte de energia de entrada ao… (more)
An Overview of Biodiesel and Petroleum Diesel Life Cycles
This report presents the findings from a study of the life cycle inventories for petroleum diesel and biodiesel. It presents information on raw materials extracted from the environment, energy resources consumed, and air, water, and solid waste emissions generated.
Sheehan, J. (NREL); Camobreco, V. (Ecobalance); Duffield, J. (USDA); Shapouri, H. (USDA); Graboski, M. (CIFER); Tyson, K. S. (NREL Project Manager)
ALSTOM Power Inc.'s Power Plant Laboratories (ALSTOM) has teamed with the U.S. Department of Energy National Energy Technology Laboratory (DOE NETL), American Electric Company (AEP) and Parsons Energy and Chemical Group to conduct a comprehensive study evaluating coal fired steam power plants, known as Rankine Cycles, equipped with three different combustion systems: Pulverized Coal (PC), Circulating Fluidized Bed (CFB), and Circulating Moving Bed (CMB{trademark}). Five steam cycles utilizing a wide range of steam conditions were used with these combustion systems. The motivation for this study was to establish through engineering analysis, the most cost-effective performance potential available through improvement in the Rankine Cycle steam conditions and combustion systems while at the same time ensuring that the most stringent emission performance based on CURC (Coal Utilization Research Council) 2010 targets are met: > 98% sulfur removal; < 0.05 lbm/MM-Btu NO{sub x}; < 0.01 lbm/MM-Btu Particulate Matter; and > 90% Hg removal. The final report discusses the results of a coal fired steam power plant project, which is comprised of two parts. The main part of the study is the analysis of ten (10) Greenfield steam power plants employing three different coal combustion technologies: Pulverized Coal (PC), Circulating Fluidized Bed (CFB), and Circulating Moving Bed (CMB{trademark}) integrated with five different steam cycles. The study explores the technical feasibility, thermal performance, environmental performance, and economic viability of ten power plants that could be deployed currently, in the near, intermediate, and long-term time frame. For the five steam cycles, main steam temperatures vary from 1,000 F to 1,292 F and pressures from 2,400 psi to 5,075 psi. Reheat steam temperatures vary from 1,000 F to 1,328 F. The number of feedwater heaters varies from 7 to 9 and the associated feedwater temperature varies from 500 F to 626 F. The main part of the study therefore determines the steam cycle parameters and combustion technology that would yield the lowest cost of electricity (COE) for the next generation of coal-fired steam power plants. The second part of the study (Repowering) explores the means of upgrading the efficiency and output of an older existing coal fired steam power plant. There are currently more than 1,400 coal-fired units in operation in the United States generating about 54 percent of the electricity consumed. Many of these are modern units are clean and efficient. Additionally, there are many older units in excellent condition and still in service that could benefit from this repowering technology. The study evaluates the technical feasibility, thermal performance, and economic viability of this repowering concept.
Richard E. Waryasz; Gregory N. Liljedahl
Thermal Stability of Cyclopentane as an Organic Rankine Cycle Working Fluid
Laboratory experiments were performed to aid in determining the maximum operating temperature for cyclopentane as an Organic Rankine Cycle working fluid. The thermochemical decomposition of cyclopentane was measured in a recirculation loop at 240 C, 300 C and 350 C at 43 bar in a glass-lined heated tube. It was determined that in the absence of air at the lower two temperatures, decomposition was minor after more than twelve days of continuous operation. At 240 C, the total cyclopentane decomposition products were approximately 65 parts per million (ppm) and at 300 C, total decomposition products were on the order of 270 ppm at the end of the experiment. At 350 C, decomposition products were significantly higher and reached 1,500 ppm. When the feed was contacted with air, the decomposition rate increased dramatically. Residues found in the reactor after the decomposition experiments were examined by a number of different techniques. The mass of the residues increased with experimental temperature, but was lower at the same temperature when the feed was contacted with air. Analysis of the residues suggested that the residues were primarily heavy saturated hydrocarbons.
Daniel M. Ginosar; Lucia M. Petkovic; Donna Post Guillen
Organic Rankine Cycle Systems for Waste Heat Recovery in Refineries and Chemical Process Plants
The design of a low temperature Rankine cycle system using R-113 working fluid for recovery and conversion of process waste heat is described for typical applications in oil refineries and chemical plants. The system is designed to produce electric power from waste heat available in a temperature range from 180oF to 400oF. The design of a new ORC turbo generator uniquely adapted to applications of this type is presented. The unit has been designed for power outputs from 3/4 to 2 1/2 MW and turbine inlet temperatures from 170 to 260oF. The machine design has eliminated the need for shaft seals, shaft couplings and the usual lube oil console normally required for turbine-generator units. Results of prototype tests of a 1 MW unit are presented. A product package and recommended division of responsibilities between purchaser, A&E company and supplier is presented for installations in refineries and process plants. The product package covers the electrical power range from 3/4 to 5 MW and waste heat streams from 20 to 130 million BTU/hr.
Meacher, J. S.
Design and development of an automotive propulsion system utilizing a Rankine cycle engine (water based fluid). Final report
Under EPA and ERDA sponsorship, SES successfully designed, fabricated and tested the first federally sponsored steam powered automobile. The automobile - referred to as the simulator - is a 1975 Dodge Monaco standard size passenger car with the SES preprototype Rankine cycle automotive propulsion system mounted in the engine compartment. In the latter half of 1975, the simulator successfully underwent test operations at the facilities of SES in Watertown, Massachusetts and demonstrated emission levels below those of the stringent federally established automotive requirements originally set for implementation by 1976. The demonstration was accomplished during testing over the Federal Driving Cycle on a Clayton chassis dynamometer. The design and performance of the vehicle are described.
Demler, R.L.
Organic Rankine-Cycle Power Systems Working Fluids Study: Topical report No. 3, 2-methylpyridine/water
A mixture of 35 mole percent (mol %) 2-methylpyridine and 65 mol % water was tested at 575, 625, and 675/degree/F in a dynamic loop. Samples of the degraded fluid were chemically analyzed to determine the identities of major degradation products and the quantity of degradation. Computed degradation rates were found to be higher than those for Fluorinol 85 or toluene. For this reason (and other reasons, related to fluid handling), other fluids are recommended as the first choice for service in organic Rankine-cycle systems in preference to 2-methylpyridine/water. 7 refs., 39 figs., 39 tabs.
Cole, R.L.; Demirgian, J.C.; Allen, J.W.
Scaling of Thermal-Hydraulic Experiments for a Space Rankine Cycle and Selection of a Preconceptual Scaled Experiment Design
To assist with the development of a space-based Rankine cycle power system using liquid potassium as the working fluid, a study has been conducted on possible scaled experiments with simulant fluids. This report will consider several possible working fluids and describe a scaling methodology to achieve thermal-hydraulic similarity between an actual potassium system and scaled representations of the Rankine cycle boiler or condenser. The most practical scaling approach examined is based on the selection of perfluorohexane (FC-72) as the simulant. Using the scaling methodology, a series of possible solutions have been calculated for the FC-72 boiler and condenser. The possible scaled systems will then be compared and preconceptual specifications and drawings given for the most promising design. The preconceptual design concept will also include integrating the scaled boiler and scaled condenser into a single experimental loop. All the preconceptual system specifications appear practical from a fabrication and experimental standpoint, but further work will be needed to arrive at a final experiment design.
Sulfredge, CD
Biphase turbine bottoming cycle for a diesel engine
Application of a two-phase turbine system to waste heat recovery was examined. Bottoming cycle efficiencies ranging from 15 to 30% were calculated for a 720/sup 0/F diesel exhaust temperature. A single stage demonstration unit, designed for non-toxic fluids (water and DowTherm A) and for atmospheric seals and bearings, had a cycle efficiency of 23%. The net output power was 276 hp at 8,100 rpm, increasing the total shaft power from 1,800 hp for the diesel alone, to 2,076 hp for the combined system. A four stage organic turbine, for the same application, had a rotational speed of 14,700 rpm while a four stage steam turbine had 26,000 rpm. Fabrication drawings were prepared for the turbine and nozzle. The major improvement leading to higher cycle efficiency and lower turbine rpm was found to be the use of a liquid component with lower sensible heat. A reduction in capital cost was found to result from the use of a contact heat exchanger instead of tube-fin construction. The cost for a contact heat exchanger was only $35-52/kWe compared to $98/kWe for a tube-fin heat exchanger. Design drawings and materials list were prepared. A program resulting in the demonstration of a two-phase bottoming system was planned and the required cost estimated. The program would result in a feasibility test of the nozzle and turbine at the end of the first year, a laboratory performance test of the bottoming system by the end of the second year and a field demonstration test and laboratory endurance test of the bottoming system during the third year. The blowdown test rig for the first year's program and test turbine were designed.
Ahmad, S.; Hays, L.
Final Report: Modifications and Optimization of the Organic Rankine Cycle to Improve the Recovery of Waste Heat
This research and development (R&D) project exemplifies a shared public private commitment to advance the development of energy efficient industrial technologies that will reduce the U.S. dependence upon foreign oil, provide energy savings and reduce greenhouse gas emissions. The purpose of this project was to develop and demonstrate a Direct Evaporator for the Organic Rankine Cycle (ORC) for the conversion of waste heat from gas turbine exhaust to electricity. In conventional ORCs, the heat from the exhaust stream is transferred indirectly to a hydrocarbon based working fluid by means of an intermediate thermal oil loop. The Direct Evaporator accomplishes preheating, evaporation and superheating of the working fluid by a heat exchanger placed within the exhaust gas stream. Direct Evaporation is simpler and up to 15% less expensive than conventional ORCs, since the secondary oil loop and associated equipment can be eliminated. However, in the past, Direct Evaporation has been avoided due to technical challenges imposed by decomposition and flammability of the working fluid. The purpose of this project was to retire key risks and overcome the technical barriers to implementing an ORC with Direct Evaporation. R&D was conducted through a partnership between the Idaho National Laboratory (INL) and General Electric (GE) Global Research Center (GRC). The project consisted of four research tasks: (1) Detailed Design & Modeling of the ORC Direct Evaporator, (2) Design and Construction of Partial Prototype Direct Evaporator Test Facility, (3) Working Fluid Decomposition Chemical Analyses, and (4) Prototype Evaluation. Issues pertinent to the selection of an ORC working fluid, along with thermodynamic and design considerations of the direct evaporator, were identified. The FMEA (Failure modes and effects analysis) and HAZOP (Hazards and operability analysis) safety studies performed to mitigate risks are described, followed by a discussion of the flammability analysis of the direct evaporator. A testbed was constructed and the prototype demonstrated at the GE GRC Niskayuna facility.
Donna Post Guillen; Jalal Zia
Design and development of an automotive organic Rankine-cycle powerplant with a reciprocating expander. Final report. Volume II. Detailed discussion
Work performed for the design and development of an organic Rankine-cycle engine for automobile propulsion is reported. An automotive power plant using an organic Rankine-cycle system with a reciprocating expander has been designed, built, and tested on an engine dynamometer in a preprototype configuration. The system is designed to provide performance approximately equivalent to that of a 351-CID internal combustion engine in the reference car, a 1972 Ford Galaxie 500. A description of the preprototype system, major components, and results from component and system testing are presented. The fuel economy based on steady-state measurements is estimated to be 10.2 mpg over the federal driving cycle with a maximum of 16 mpg at 30 mph. Projections of steady-state emission measurements show compliance with the 1970 Clean Air Act standards for 1978 vehicle emissions. The levels for unburned hydrocarbons, carbon monoxide, and oxides of nitrogen were 41 percent, 6 percent, and 69 percent of the standards, respectively. At the conclusion of the preprototype phase of the program, a prototype design effort was initiated to upgrade and improve the performance of the preprototype system. The reference vehicle for this prototype design is a compact car in the weight class of a 1974 Ford Pinto. The results of this design study, including performance projections, are also presented.
Drive cycle analysis of butanol/diesel blends in a light-duty vehicle.
The potential exists to displace a portion of the petroleum diesel demand with butanol and positively impact engine-out particulate matter. As a preliminary investigation, 20% and 40% by volume blends of butanol with ultra low sulfur diesel fuel were operated in a 1999 Mercedes Benz C220 turbo diesel vehicle (Euro III compliant). Cold and hot start urban as well as highway drive cycle tests were performed for the two blends of butanol and compared to diesel fuel. In addition, 35 MPH and 55 MPH steady-state tests were conducted under varying road loads for the two fuel blends. Exhaust gas emissions, fuel consumption, and intake and exhaust temperatures were acquired for each test condition. Filter smoke numbers were also acquired during the steady-state tests.
Miers, S. A.; Carlson, R. W.; McConnell, S. S.; Ng, H. K.; Wallner, T.; LeFeber, J.; Energy Systems; Esper Images Video & Multimedia
Test Requirements and Conceptual Design for a Potassium Test Loop to Support an Advanced Potassium Rankine Cycle Power Conversion Systems
Parameters for continuing the design and specification of an experimental potassium test loop are identified in this report. Design and construction of a potassium test loop is part of the Phase II effort of the project ''Technology Development Program for an Advanced Potassium Rankine Power Conversion System''. This program is supported by the National Aeronautics and Space Administration. Design features for the potassium test loop and its instrumentation system, specific test articles, and engineered barriers for ensuring worker safety and protection of the environment are described along with safety and environmental protection requirements to be used during the design process. Information presented in the first portion of this report formed the basis to initiate the design phase of the program; however, the report is a living document that can be changed as necessary during the design process, reflecting modifications as additional design details are developed. Some portions of the report have parameters identified as ''to be determined'' (TBD), reflecting the early stage of the overall process. In cases where specific design values are presently unknown, the report attempts to document the quantities that remain to be defined in order to complete the design of the potassium test loop and supporting equipment.
Yoder, JR.G.L.
Modeling, design and analysis of micro-scale Rankine-based systems
This thesis presents the modeling and design of two major types of micro Rankine-cycle-based machines: a single-Rankine-based power system and a waste-heat-driven cooler. As part of the Massachusetts Institute of Technology ...
Cui, Ling, 1978-
Combined cycle and waste heat recovery power systems based on a novel thermodynamic energy cycle utilizing low-temperature heat for power generation
A new thermodynamic energy cycle has been developed, using a multicomponent working agent. Condensation is supplemented with absorption, following expansion in the turbine. Several combined power systems based on this cycle have been designed and cost-estimated. Efficiencies of these new systems are 1.35 to 1.5 times higher than the best Rankine Cycle system, at the same border conditions. Investment cost per unit of power output is about two-thirds of the cost of a comparable Rankine Cycle system. Results make cogeneration economically attractive at current energy prices. The first experimental installation is planned by Fayette Manufacturing Company and Detroit Diesel Allison Division of General Motors.
Kalina, A.I.
Milestone Report #2: Direct Evaporator Leak and Flammability Analysis Modifications and Optimization of the Organic Rankine Cycle to Improve the Recovery of Waste Heat
The direct evaporator is a simplified heat exchange system for an Organic Rankine Cycle (ORC) that generates electricity from a gas turbine exhaust stream. Typically, the heat of the exhaust stream is transferred indirectly to the ORC by means of an intermediate thermal oil loop. In this project, the goal is to design a direct evaporator where the working fluid is evaporated in the exhaust gas heat exchanger. By eliminating one of the heat exchangers and the intermediate oil loop, the overall ORC system cost can be reduced by approximately 15%. However, placing a heat exchanger operating with a flammable hydrocarbon working fluid directly in the hot exhaust gas stream presents potential safety risks. The purpose of the analyses presented in this report is to assess the flammability of the selected working fluid in the hot exhaust gas stream stemming from a potential leak in the evaporator. Ignition delay time for cyclopentane at temperatures and pressure corresponding to direct evaporator operation was obtained for several equivalence ratios. Results of a computational fluid dynamic analysis of a pinhole leak scenario are given.
Donna Post Guillen
Variable pressure supercritical Rankine cycle for integrated natural gas and power production from the geopressured geothermal resource
A small-scale power plant cycle that utilizes both a variable pressure vaporizer (heater) and a floating pressure (and temperature) air-cooled condenser is described. Further, it defends this choice on the basis of classical thermodynamics and minimum capital cost by supporting these conclusions with actual comparative examples. The application suggested is for the geopressured geothermal resource. The arguments cited in this application apply to any process (petrochemical, nuclear, etc.) involving waste heat recovery.
Goldsberry, F.L.
Fuel-Cycle energy and emission impacts of ethanol-diesel blends in urban buses and farming tractors.
About 2.1 billion gallons of fuel ethanol was used in the United States in 2002, mainly in the form of gasoline blends containing up to 10% ethanol (E10). Ethanol use has the potential to increase in the U.S. blended gasoline market because methyl tertiary butyl ether (MTBE), formerly the most popular oxygenate blendstock, may be phased out owing to concerns about MTBE contamination of the water supply. Ethanol would remain the only viable near-term option as an oxygenate in reformulated gasoline production and to meet a potential federal renewable fuels standard (RFS) for transportation fuels. Ethanol may also be blended with additives (co-solvents) into diesel fuels for applications in which oxygenation may improve diesel engine emission performance. Numerous studies have been conducted to evaluate the fuel-cycle energy and greenhouse gas (GHG) emission effects of ethanol-gasoline blends relative to those of gasoline for applications in spark-ignition engine vehicles (see Wang et al. 1997; Wang et al. 1999; Levelton Engineering et al. 1999; Shapouri et al. 2002; Graboski 2002). Those studies did not address the energy and emission effects of ethanol-diesel (E-diesel or ED) blends relative to those of petroleum diesel fuel in diesel engine vehicles. The energy and emission effects of E-diesel could be very different from those of ethanol-gasoline blends because (1) the energy use and emissions generated during diesel production (so-called ''upstream'' effects) are different from those generated during gasoline production; and (2) the energy and emission performance of E-diesel and petroleum diesel fuel in diesel compression-ignition engines differs from that of ethanol-gasoline blends in spark-ignition (Otto-cycle-type) engine vehicles. The Illinois Department of Commerce and Community Affairs (DCCA) commissioned Argonne National Laboratory to conduct a full fuel-cycle analysis of the energy and emission effects of E-diesel blends relative to those of petroleum diesel when used in the types of diesel engines that will likely be targeted first in the marketplace. This report documents the results of our study. The draft report was delivered to DCCA in January 2003. This final report incorporates revisions by the sponsor and by Argonne.
Wang, M.; Saricks, C.; Lee, H.
Comparative urban drive cycle simulations of light-duty hybrid vehicles with gasoline or diesel engines and emissions controls
Electric hybridization is a very effective approach for reducing fuel consumption in light-duty vehicles. Lean combustion engines (including diesels) have also been shown to be significantly more fuel efficient than stoichiometric gasoline engines. Ideally, the combination of these two technologies would result in even more fuel efficient vehicles. However, one major barrier to achieving this goal is the implementation of lean-exhaust aftertreatment that can meet increasingly stringent emissions regulations without heavily penalizing fuel efficiency. We summarize results from comparative simulations of hybrid electric vehicles with either stoichiometric gasoline or diesel engines that include state-of-the-art aftertreatment emissions controls for both stoichiometric and lean exhaust. Fuel consumption and emissions for comparable gasoline and diesel light-duty hybrid electric vehicles were compared over a standard urban drive cycle and potential benefits for utilizing diesel hybrids were identified. Technical barriers and opportunities for improving the efficiency of diesel hybrids were identified.
Gao, Zhiming [ORNL; Daw, C Stuart [ORNL; Smith, David E [ORNL
Conceptual design and cost evaluation of organic Rankine cycle electric generating plant powered by medium temperature geothermal water
The economic production of electrical power from high temperature steam and liquid dominated geothermal resources has been demonstrated. Large quantities of geothermal energy are considered to exist at moderate temperatures, however, the economics of converting this energy into electricity has not been established. This paper presents the design concept of a dual boiler isobutane cycle selected for use with the moderate temperature hydrothermal resource and presents a cost estimate for a 10 and 50 MW power plant. Cost of electrical power from these plants is estimated and compared with that from coal, oil and nuclear plants. The impact of selling a portion of the residual heat in the geothermal effluent is assessed. (auth)
Dart, R.H.; Neill, D.T.; Whitbeck, J.F.
Test and evaluation of a solar-powered laboratory turbocompressor system for building heating and cooling. Final technical report. [Rankine cycle
Extensive testing of an available laboratory Rankine-cycle turbocompressor cooling system was conducted over a range of temperatures consistent with present-day flat-plate and advanced medium-concentration solar collectors and at air- and water-cooled condenser temperature levels. Over 700 hours of testing demonstrated the high performance potential of such systems over a wide range of operational conditions and has provided design guidelines and preliminary specifications for future systems. Minor modifications were made to the laboratory system. These modifications included: (1) demonstration of three tons of cooling at a turbine inlet temperature of about 160 F, (2) efficient operation (i.e., COP of approximately 0.45) at turbine inlet temperatures of 240 F at air-cooled condenser temperatures, and (3) a COP in excess of 0.5 and more than five tons of cooling at system turbine inlet temperature levels of 200 F with water-cooled condenser temperatures. Generally, the test data correlated very well with detailed analytical design and off-design performance projections over the range of operating conditions. These data correlations indicate that the achieved performance levels were limited by mismatching of the existing turbomachinery elements. Data and experience obtained in this program substantiate the judgment that incorporating well-matched turbomachinery, based on existing technology, would result in the achievement of the full potential of a turbocompressor system for both air- and water-cooled operation. Prototype turbocompressor systems can be designed and developed which demonstrate high performance, (i.e., a COP approaching 1.0 and 0.75 for water and air-cooled operation, respectively), versatile operational features, permitting use of different collectors with a range of temperature capability, and potential for significant energy savings when used as solar-powered heating and cooling systems.
Biancardi, F.R.; Meader, M.D. Melikian, G.; Landerman, A.M.; Hall, J.B.
Life Cycle Assessment of Gasoline and Diesel Produced via Fast Pyrolysis and Hydroprocessing
In this work, a life cycle assessment (LCA) estimating greenhouse gas (GHG) emissions and net energy value (NEV) of the production of gasoline and diesel from forest residues via fast pyrolysis and hydroprocessing, from production of the feedstock to end use of the fuel in a vehicle, is performed. The fast pyrolysis and hydrotreating and hydrocracking processes are based on a Pacific Northwest National Laboratory (PNNL) design report. The LCA results show GHG emissions of 0.142 kg CO2-equiv. per km traveled and NEV of 1.00 MJ per km traveled for a process using grid electricity. Monte Carlo uncertainty analysis shows a range of results, with all values better than those of conventional gasoline in 2005. Results for GHG emissions and NEV of gasoline and diesel from pyrolysis are also reported on a per MJ fuel basis for comparison with ethanol produced via gasification. Although pyrolysis-derived gasoline and diesel have lower GHG emissions and higher NEV than conventional gasoline does in 2005, they underperform ethanol produced via gasification from the same feedstock. GHG emissions for pyrolysis could be lowered further if electricity and hydrogen are produced from biomass instead of from fossil sources.
Hsu, D. D.
Life cycle inventory of biodiesel and petroleum diesel for use in an urban bus. Final report
This report presents the findings from a study of the life cycle inventories for petroleum diesel and biodiesel. It presents information on raw materials extracted from the environment, energy resources consumed, and air, water, and solid waste emissions generated. Biodiesel is a renewable diesel fuel substitute. It can be made from a variety of natural oils and fats. Biodiesel is made by chemically combining any natural oil or fat with an alcohol such as methanol or ethanol. Methanol has been the most commonly used alcohol in the commercial production of biodiesel. In Europe, biodiesel is widely available in both its neat form (100% biodiesel, also known as B1OO) and in blends with petroleum diesel. European biodiesel is made predominantly from rapeseed oil (a cousin of canola oil). In the United States, initial interest in producing and using biodiesel has focused on the use of soybean oil as the primary feedstock mainly because the United States is the largest producer of soybean oil in the world. 170 figs., 148 tabs.
Sheehan, J.; Camobreco, V.; Duffield, J.; Graboski, M.; Shapouri, H.
Life Cycle Inventory of Biodiesel and Petroleum Diesel for Use in an Urban Bus
NLE Websites -- All DOE Office Websites (Extended Search)
SR-580-24089 UC Category 1503 SR-580-24089 UC Category 1503 Life Cycle Inventory of Biodiesel and Petroleum Diesel for Use in an Urban Bus A Joint Study Sponsored by: U.S. Department of Agriculture and U.S. Department of Energy Final Report May 1998 NOTICE NOTICE: This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees,
Modeling the effects of late cycle oxygen enrichment on diesel engine combustion and emissions.
A multidimensional simulation of Auxiliary Gas Injection (AGI) for late cycle oxygen enrichment was exercised to assess the merits of AGI for reducing the emissions of soot from heavy duty diesel engines while not adversely affecting the NO{sub x} emissions of the engine. Here, AGI is the controlled enhancement of mixing within the diesel engine combustion chamber by high speed jets of air or another gas. The engine simulated was a Caterpillar 3401 engine. For a particular operating condition of this engine, the simulated soot emissions of the engine were reduced by 80% while not significantly affecting the engine-out NO{sub x} emissions compared to the engine operating without AGI. The effects of AGI duration, timing, and orientation are studied to confirm the window of opportunity for realizing lower engine-out soot while not increasing engine out NO{sub x} through controlled enhancement of in-cylinder mixing. These studies have shown that this window occurs during the late combustion cycle, from 20 to 60 crank angle degrees after top-dead-center. During this time, the combustion chamber temperatures are sufficiently high that soot oxidation increases in response in increased mixing, but the temperature is low enough that NO{sub x} reactions are quenched. The effect of the oxygen composition of the injected air is studied for the range of compositions between 21% and 30% oxygen by volume. This is the range of oxygen enrichment that is practical to produce from an air separation membrane. Simulations showed that this level of oxygen enrichment is insufficient to provide an additional benefit by either increasing the level of soot oxidation or prolonging the window of opportunity for increasing soot oxidation through enhanced mixing.
Mather, D. K.; Foster, D. E.; Poola, R. B.; Longman, D. E.; Chanda, A.; Vachon, T. J.
Solar Trough Organic Rankine Electricity System (STORES) Stage 1: Power Plant Optimization and Economics; November 2000 -- May 2005
Report regarding a Stage 1 Study to further develop the concept of the Solar Trough Organic Rankine Cycle Electricity Systems (STORES).
Prabhu, E.
Expeditious Data Center Sustainability, Flow, and Temperature Modeling: Life-Cycle Exergy Consumption Combined with a Potential Flow Based, Rankine Vortex Superposed, Predictive Method
strategy bypasses the vapor- compression cycle of the CRACis based on the same vapor-compression refrigeration cycle4.1, which shows the vapor-compression refrig- eration cycle
Lettieri, David
Use of organic working fluids in Rankine engines
A compilation is presented of state-of-the-art data on the use of organic working fluids in operational Rankine cycle engines. Particular attention is given to the determination of the maximum temperatures used for various working fluids in operational Rankine cycle engines and identification of thermal instability and chemical reaction problems related to these temperatures. Information is included on the characteristics and selection of working fluids; the behavior of lubricating oils in contact with working fluids; operational experience; and recommended organic fluids R and D. (LCL)
Curran, H M
Light-Duty Drive Cycle Simulations of Diesel Engine-Out Exhaust Properties for an RCCI-Enabled Vehicle
In-cylinder blending of gasoline and diesel fuels to achieve low-temperature reactivity controlled compression ignition (RCCI) can reduce NOx and PM emissions while maintaining or improving brake thermal efficiency compared to conventional diesel combustion (CDC). Moreover, the dual-fueling RCCI is able to achieve these benefits by tailoring combustion reactivity over a wider range of engine operation than is possible with a single fuel. However, the currently demonstrated range of stable RCCI combustion just covers a portion of the engine speed-load range required in several light-duty drive cycles. This means that engines must switch from RCCI to CDC when speed and load fall outside of the stable RCCI range. In this study we investigated the impact of RCCI as it has recently been demonstrated on practical engine-out exhaust temperature and emissions by simulating a multi-mode RCCI-enabled vehicle operating over two urban and two highway driving cycles. To implement our simulations, we employed experimental engine maps for a multi-mode RCCI/CDC engine combined with a standard mid-size, automatic transmission, passenger vehicle in the Autonomie vehicle simulation platform. Our results include both detailed transient and cycle-averaged engine exhaust temperature and emissions for each case, and we note the potential implications of the modified exhaust properties on catalytic emissions control and utilization of waste heat recovery on future RCCI-enabled vehicles.
Gao, Zhiming [ORNL; Curran, Scott [ORNL; Daw, C Stuart [ORNL; Wagner, Robert M [ORNL
Kinetic modeling of the hydrotreatment of light cycle oil/diesel
A rigorous kinetic model of hydrodesulfurization (HDS) of complex mixtures such as light cycle oil (LCO) or diesel has been developed. An experimental setup was constructed to investigate the hydrotreatment of complex mixtures. The hydrodesulfurization of LCO on a commercial CoMo/Al2O3 (IMP) catalyst was investigated in a Robinson Mahoney perfectly mixed flow stationary basket reactor. An experimental investigation of the HDS of the dibenzothiophene (DBT) and substituted dibenzothiophenes in the LCO was carried out at temperatures between 290 and 330°C, space time for dibenzothiophene (W/F0 DBT) between 1000 and 6500 kgcat-h/kmol, and H2/HC molar ratio constant of 2.8. To avoid having to deal with a huge number of parameters in the model, a methodology based on structural contributions was applied. DENs and DENt are the denominators of the Hougen-Watson rate expressions for hydrodesulfurization of dibenzothiophene (DBT) and methyl-substituted dibenzothiophenes contained in the LCO. Both denominators comprise the concentration of all adsorbing species of the LCO multiplied by their adsorption equilibrium constants. The estimation of the denominators DENs and DENt was performed using the Levenberg-Marquardt algorithm and the results in terms of conversion for DBT, biphenyl and cyclohexylbenzene obtained in the hydrodesulfurization of the LCO. The evolution of DENs and DENt values with the composition was calculated for each LCO experiment. Structural contributions were taken from Vanrysselberghe and Froment for hydrogenolysis and hydrogenation of methyl-substituted dibenzothiophenes with a significant reduction in the number of parameters to be estimated in the HDS of the LCO. The multiplication factors, fsDBT, which are products of structural contributions for hydrogenolysis and hydrogenation of the mono- and dimethyl-dibenzothiophenes were also taken from Vanrysselberghe and Froment. These multiplication factors are based on experimental results with model components such as DBT, 4-Methyl dibenzothiophene and 4,6-Dimethyl dibenzothiophene. The results obtained in the modeling are in good agreement with the experimental data because the model reproduces very well the observed total conversions of DBT, conversions of DBT into biphenyl and conversions of DBT into cyclohexylbenzene as a function of temperature.
Castaneda-Lopez, Luis Carlos
Overview of active solar absorption/Rankine cooling program
The individual absorption and Rankine projects are identified, along with the main features and accomplishments/status of each and future plans. Included are four projects funded by SOLERAS, a joint US/Saudi Arabian effort. In the absorption program, there are three active component development projects, four systems field test projects, one advanced fluid study project and one advanced cycle study project currently funded by DOE. In the Rankine program, there are five active component development projects, two system field test projects, and one advanced study project. (LEW)
Wahlig, M.; Heitz, A.; Angerman, H.; Glas, R.; Warren, M.
Second law analysis of premixed compression ignition combustion in a diesel engine using a thermodynamic engine cycle simulation
A second law analysis of compression ignition engine was completed using a thermodynamic engine cycle simulation. The major components of availability destruction and transfer for an entire engine cycle were identified and the influence of mode of combustion, injection timing and EGR on availability balance was evaluated. The simulation pressure data was matched with the available experimental pressure data gathered from the tests on the Isuzu 1.7 L direct injection diesel engine. Various input parameters of the simulation were changed to represent actual engine conditions. Availability destruction due to combustion decreases with advanced injection timing and under premixed compression ignition (PCI) modes; but it is found to be insensitive to the level of EGR. Similarly, trends (or lack of trends) in the other components of availability balance were identified for variation in injection timing, EGR level and mode of combustion. Optimum strategy for efficient combustion processes was proposed based on the observed trends.
Oak, Sushil Shreekant
Rankine cycle energy conversion system design considerations for low and intermediate temperature sensible heat sources. Geothermal, waste heat, and solar thermal conversion
Design considerations are described for energy conversion systems for low and intermediate temperature sensible heat sources such as found in geothermal, waste heat, and solar-thermal applications. It is concluded that the most cost effective designs for the applications studied did not require the most efficient thermodynamic cycle, but that the efficiency of the energy conversion hardware can be a key factor.
Abbin, J.P. Jr.
Alternatives to Diesel Fuel in California - Fuel Cycle Energy and Emission Effects of Possible Replacements Due to the TAC Diesel Particulate Decision
Limitations on petroleum-based diesel fuel in California could occur pursuant to the 1998 declaration by California's Air Resources Board (CARB) that the particulate matter component of diesel exhaust is a carcinogen, therefore a toxic air contaminant (TAC) subject to the state's Proposition 65. It is the declared intention of CARB not to ban or restrict diesel fuel, per se, at this time. Assuming no total ban, Argonne National Laboratory (ANL) explored two feasible ''mid-course'' strategies, each of which results in some degree of (conventional) diesel displacement. In the first case, with substantial displacement of compression ignition by spark ignition engines, diesel fuel is assumed admissible for ignition assistance as a pilot fuel in natural gas (NG)-powered heavy-duty vehicles. Gasoline demand in California increases by 32.2 million liters (8.5 million gallons) per day overall, about 21 percent above projected 2010 baseline demand. Natural gas demand increases by 13.6 million diesel liter (3.6 million gallon) equivalents per day, about 7 percent above projected (total) consumption level. In the second case, ressionignition engines utilize substitutes for petroleum-based diesel having similar ignition and performance properties. For each case we estimated localized air emission plus generalized greenhouse gas and energy changes. Fuel replacement by di-methyl ether yields the greatest overall reduction in NOx emissions, though all scenarios bring about PM10 reductions relative to the 2010 baseline, with greatest reductions from the first case described above and the least from fuel replacement by Fischer-Tropsch synthetic diesel. Economic implications of vehicle and engine replacement were not formally evaluated.
Christopher L. Saraicks; Donald M. Rote; Frank Stodolsky; James J. Eberhardt
Alternatives to diesel fuel in California - fuel cycle energy and emission effects of possible replacements due to the TAC diesel particulate decision.
Limitations on petroleum-based diesel fuel in California could occur pursuant to the 1998 declaration by California's Air Resources Board (CARB) that the particulate matter component of diesel exhaust is a carcinogen, therefore a toxic air contaminant (TAC) subject to the state's Proposition 65. It is the declared intention of CARB not to ban or restrict diesel fuel per se, at this time. Assuming no total ban, Argonne National Laboratory (ANL) explored two feasible mid-course strategies, each of which results in some degree of (conventional) diesel displacement. In the first case, with substantial displacement of compression-ignition by spark-ignition engines, diesel fuel is assumed admissible for ignition assistance as a pilot fuel in natural gas (NG)-powered heavy-duty vehicles. Gasoline demand in California increases by 32.2 million liters (8.5 million gallons) per day overall, about 21% above projected 2010 baseline demand. Natural gas demand increases by 13.6 million diesel liter (3.6 million gallon) equivalents per day, about 7% above projected (total) consumption level. In the second case, compression-ignition engines utilize substitutes for petroleum-based diesel having similar ignition and performance properties. For each case the authors estimated localized air emission plus generalized greenhouse gas and energy changes. Fuel replacement by di-methyl ether yields the greatest overall reduction in NOX emissions, though all scenarios bring about PM{sub 10} reductions relative to the 2010 baseline, with greatest reductions from the first case described above and the least from fuel replacement by Fischer-Tropsch synthetic diesel. Economic implications of vehicle and engine replacement were not formally evaluated.
Saricks, C. L.; Rote, D. M.; Stodolsky, F.; Eberhardt, J. J.
Thermal and hydraulic performance tests of a sieve-tray direct-contact heat exchanger vaporizing pure and mixed-hydrocarbon Rankine-cycle working fluids
Experiments investigating a sieve-tray direct-contact heat exchanger were conducted at the Raft River Geothermal Test Site in southeastern Idaho using the 60-kW Mobile Heat Cycle Research Facility operating in the thermal loop mode (without a turbine). Isobutane, propane, and several hydrocarbon mixtures were heated and boiled in the direct-contact column, which is approx. 12 in. in diameter and 19-1/2 ft. high, using the energy from a 280/sup 0/F geothermal resource. Using pure fluids, isobutane or propane, the column operated much as intended, with 17 trays used for preheating and one or two accomplishing the boiling. For the pure fluids, individual tray efficiencies were found to be 70% or higher for preheating, and close to 100% for boiling; column pinch points were projected to be well under 1/sup 0/F with some runs reaching values as low as approx. 0.02/sup 0/F. Maximum geofluid throughputs for the isobutane tests corresponded roughly to the terminal rise velocity of a 1/32 in. working fluid droplet in geofluid. Boiling was found to occur in as many as 12 trays for the mixtures having the highest concentrations of the minor component, with overall efficiencies in the boiling section estimated on the order of 25 or 30%. Preheating tray efficiencies appeared to be fairly independent of working fluid, with pinch points ranging from as low as approx. 0.03/sup 0/F for a 0.95 isobutane/0.05 hexane mixture to approx. 2.3/sup 0/F for a 0.85 isobutane/0.05 hexane mixture. Column operation was noticeably less stable for the mixtures than for the pure fluids, with maximum throughputs dropping to as low as 40 to 50% of those for the pure fluids.
Mines, G.L.; Demuth, O.J.; Wiggins, D.J.
Effect of B20 and Low Aromatic Diesel on Transit Bus NOx Emissions Over Driving Cycles with a Range of Kinetic Intensity
Oxides of nitrogen (NOx) emissions for transit buses for up to five different fuels and three standard transit duty cycles were compared to establish whether there is a real-world biodiesel NOx increase for transit bus duty cycles and engine calibrations. Six buses representing the majority of the current national transit fleet and including hybrid and selective catalyst reduction systems were tested on a heavy-duty chassis dynamometer with certification diesel, certification B20 blend, low aromatic (California Air Resources Board) diesel, low aromatic B20 blend, and B100 fuels over the Manhattan, Orange County and UDDS test cycles. Engine emissions certification level had the dominant effect on NOx; kinetic intensity was the secondary driving factor. The biodiesel effect on NOx emissions was not statistically significant for most buses and duty cycles for blends with certification diesel, except for a 2008 model year bus. CARB fuel had many more instances of a statistically significant effect of reducing NOx. SCR systems proved effective at reducing NOx to near the detection limit on all duty cycles and fuels, including B100. While offering a fuel economy benefit, a hybrid system significantly increased NOx emissions over a same year bus with a conventional drivetrain and the same engine.
Lammert, M. P.; McCormick, R. L.; Sindler, P.; Williams, A.
Late - Cycle Injection of Air/Oxygen - Enriched Air for Diesel Exhaust Emissions Control
Reduce the ''Engine Out'' particulates using the ''In Cylinder'' technique of late cycle auxiliary gas injection (AGI). Reduce the ''Engine Out'' NOx by combining AGI with optimization of fuel injection parameters. Maintain or Improve the Fuel Efficiency.
Mather, Daniel
upward for nixtures of n-butane and n-pentane, whereasand iie Table 11 I so butane Propane Isopentane @-factor (Fe
Pope, William L.
to a forced draft wet cooling tower. All major parasiticpinch points and cooling tower approach temperatureP @ Pinch point AT Q Cooling tower T Condensing T point AT 0
Pines, "Program GEOTHM, a Thermodynamic Process Program forand R. L. Fulton, "The Thermodynamic and Cost Benefits of aof Elec- tric Power, Thermodynamic and Economic Design
Rankine-Brayton engine powered solar thermal aircraft
A solar thermal powered aircraft powered by heat energy from the sun. A Rankine-Brayton hybrid cycle heat engine is carried by the aircraft body for producing power for a propulsion mechanism, such as a propeller or other mechanism for enabling sustained free flight. The Rankine-Brayton engine has a thermal battery, preferably containing a lithium-hydride and lithium mixture, operably connected to it so that heat is supplied from the thermal battery to a working fluid. A solar concentrator, such as reflective parabolic trough, is movably connected to an optically transparent section of the aircraft body for receiving and concentrating solar energy from within the aircraft. Concentrated solar energy is collected by a heat collection and transport conduit, and heat transported to the thermal battery. A solar tracker includes a heliostat for determining optimal alignment with the sun, and a drive motor actuating the solar concentrator into optimal alignment with the sun based on a determination by the heliostat.
Bennett, Charles L. (Livermore, CA)
Combined cycle phosphoric acid fuel cell electric power system
By arranging two or more electric power generation cycles in series, combined cycle systems are able to produce electric power more efficiently than conventional single cycle plants. The high fuel to electricity conversion efficiency results in lower plant operating costs, better environmental performance, and in some cases even lower capital costs. Despite these advantages, combined cycle systems for the 1 - 10 megawatt (MW) industrial market are rare. This paper presents a low noise, low (oxides of nitrogen) NOx, combined cycle alternative for the small industrial user. By combining a commercially available phosphoric acid fuel cell (PAFC) with a low-temperature Rankine cycle (similar to those used in geothermal applications), electric conversion efficiencies between 45 and 47 percent are predicted. While the simple cycle PAFC is competitive on a cost of energy basis with gas turbines and diesel generators in the 1 to 2 MW market, the combined cycle PAFC is competitive, on a cost of energy basis, with simple cycle diesel generators in the 4 to 25 MW market. In addition, the efficiency and low-temperature operation of the combined cycle PAFC results in a significant reduction in carbon dioxide emissions with NO{sub x} concentration on the order of 1 parts per million (per weight) (ppmw).
Mollot, D.J.; Micheli, P.L.
Beyond Diesel - Renewable Diesel
CTTS fact sheet describing NREL's new Renewable Fuels and Lubricants (ReFUEL) Research Laboratory, which will be used to facilitate increased renewable diesel use in heavy-duty vehicles.
Assessment of fuel-cycle energy use and greenhouse gas emissions for Fischer-Tropsch diesel from coal and cellulosic biomass.
This study expands and uses the GREET (Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation) model to assess the effects of carbon capture and storage (CCS) technology and cellulosic biomass and coal cofeeding in Fischer-Tropsch (FT) plants on energy use and greenhouse gas (GHG) emissions of FT diesel (FTD). To demonstrate the influence of the coproduct credit methods on FTD life-cycle analysis (LCA) results, two allocation methods based on the energy value and the market revenue of different products and a hybrid method are employed. With the energy-based allocation method, fossil energy use of FTD is less than that of petroleum diesel, and GHG emissions of FTD could be close to zero or even less than zero with CCS when forest residue accounts for 55% or more of the total dry mass input to FTD plants. Without CCS, GHG emissions are reduced to a level equivalent to that from petroleum diesel plants when forest residue accounts for 61% of the total dry mass input. Moreover, we show that coproduct method selection is crucial for LCA results of FTD when a large amount of coproducts is produced.
Xie, X.; Wang, M.; Han, J. (Energy Systems)
Fuel-Cycle Energy and Emission Impacts of Ethanol-Diesel Blends in Urban Buses and Farming Tractors
...................................................................................................................................... 14 Nitrous Oxide Emissions from Nitrogen Fertilizer Applications in Corn Fields........................................................ 34 Appendix B: Nitrous Oxide Emissions from Nitrogen Fertilizer Applications in Corn Fields) LHV lower heating value LPG liquefied petroleum gas LS low-sulfur LSD low-sulfur diesel MTBE methyl
Argonne National Laboratory
Design study of a two-phase turbine bottoming cycle. Final report. [Therminol 66 heated in diesel exhaust
The use of a biphase turbine system to recover waste heat from diesel engines was examined and found to have many favorable attributes. Among these were low rpm, high torque, low heat exchanger cost, and simplicity. Several candidate working fluid combinations were tested at temperatures of interest. The contact heat exchanger concept was substantiated by large scale experiment. The program includes subscale tests of key hardware components of a biphase turbine bottoming system. These are the two-phase nozzle, two-phase turbine, and direct contact heat exchanger. A comprehensive cost analysis was completed. A three-year program leading to a full-size system field demonstration has been planned. Progress in the first year of this program and the effort started on the second year program are reported.
Studhalter, W R
Diesel Vehicles
Vehicles Vehicles Audi A3 Diesel vehicles may be making a comeback. Diesel engines are more powerful and fuel-efficient than similar-sized gasoline engines (about 30-35% more fuel efficient). Plus, today's diesel vehicles are much improved over diesels of the past. Better Performance Improved fuel injection and electronic engine control technologies have Increased power Improved acceleration Increased efficiency New engine designs, along with noise- and vibration-damping technologies, have made them quieter and smoother. Cold-weather starting has been improved also. Cleaner Mercedes ML320 BlueTEC Today's diesels must meet the same emissions standards as gasoline vehicles. Advances in engine technologies, ultra-low sulfur diesel fuel, and improved exhaust treatment have made this possible.
Overview-absorption/Rankine solar cooling program
The tasks being performed in the absorption and Rankine program areas run the gamut from basic work on fluids to development of chillers and chiller components, to field and reliability testing of complete cooling systems. In the absorption program, there are six current and five essentially completed projects. In the Rankine program, there are five current projects directly supported by DOE, and three projects funded through and managed by NASA/MSFC (Manned Space Flight Center, Huntsville, Alabama). The basic features of these projects are discussed. The systems under development in five of these current projects have been selected for field testing in the new SOLERAS program, a joint US-Saudi Arabian enterprise. Some technical highlights of the program are presented.
Wahlig, M.; Heitz, A.; Boyce, B.
Diesel Links
Links Links Exit Fueleconomy.gov The links below are to pages that are not part of the fueleconomy.gov Web site. We offer these external links for your convenience in accessing additional information that may be useful or interesting to you. Diesel Vehicles and Manufacturers Audi A3 (TDI models) A6 (TDI models) A7 (TDI models) A8 L (TDI model) Q5 (TDI models) Q7 (TDI models) BMW 328d Sedan 328d xDrive Sedan 328d xDrive Sports Wagon 535d Sedan 535d xDrive Sedan Chevrolet Cruze Turbo Diesel Jeep Grand Cherokee EcoDiesel Mercedes-Benz E250 BlueTEC GL350 BlueTEC GLK250 BlueTEC ML350 BlueTEC Porsche Cayenne Diesel Volkswagen Beetle (TDI models) Beetle Convertible (TDI models) Golf (TDI models) Jetta (TDI models) Jetta Sportwagen (TDI models) Passat (TDI models) Touareg (TDI models) Diesel-Related Information
Advanced Organic Vapor Cycles for Improving Thermal Conversion Efficiency in Renewable Energy Systems
of low-grade heat," Renewable and Sustainable Energyof various applications," Renewable and Sustainable Energyorganic Rankine cycle," Renewable Energy, vol. 4, pp. 1196-
Ho, Tony
Enlaces Diesel
Enlaces Diesel Enlaces Diesel Los siguientes enlaces no son parte del sitio ahorremosgasolina.gov. Le ofrecemos estos enlaces externos para que a su conveniencia tenga acceso a informaciĂłn adicional que puede serle Ăştil o interesante para usted. VehĂculos y Fabricantes Diesel Audi A3 (modelos TDI) Q7 (modelos TDI) Mercedes-Benz Mercedes E350 BlueTEC Mercedes GL350 BlueTEC Mercedes ML350 BlueTEC Mercedes R350 BlueTEC Volkswagen Golf (modelos TDI) Jetta (modelos TDI) Jetta Sportwagen (modelos TDI) Touareg (modelos TDI) InformaciĂłn Sobre el Diesel Biodiesel Abundante informaciĂłn sobre el biodiesel proporcionada por el Centro de Datos de Combustibles Alternativos y VehĂculos Avanzados (AFDC) Mezclas de Biodiesel ĂŤcono de Adobe Acrobat Informe sobre el debate de las mezclas de biodiesel desarrollado por el programa de Ciudades Limpias del EERE.
Rankin, Pennsylvania: Energy Resources | Open Energy Information
form form View source History View New Pages Recent Changes All Special Pages Semantic Search/Querying Get Involved Help Apps Datasets Community Login | Sign Up Search Page Edit with form History Facebook icon Twitter icon » Rankin, Pennsylvania: Energy Resources Jump to: navigation, search Equivalent URI DBpedia Coordinates 40.412569°, -79.879216° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[{"text":"","title":"","link":null,"lat":40.412569,"lon":-79.879216,"alt":0,"address":"","icon":"","group":"","inlineLabel":"","visitedicon":""}]}
Staging Rankine Cycles Using Ammonia for OTEC Power Production
powers with the number of stages ... 9 Figure 7 Variation of heat exchanger (UA) product requirements with the number of stages ..... 10 List of Tables...
RANKINE CYCLE WASTE HEAT RECOVERY SYSTEM - Energy Innovation Portal
This disclosure relates to a waste heat recovery (WHR) system and to a system and method for regulation of a fluid inventory in a condenser and a receiver of a ...
Recent focus on renewable power production has renewed interest in looking into ocean thermal energy conversion (OTEC) systems. Early studies in OTEC applicability indicate that the island of Hawaii offers a potential market for a nominal 40-MWe system. a 40-MWe system represents a large leap in the current state of OTEC technology. Lockheed Martin Inc. is currently pursuing a more realistic goal of developing a 10-MWe system under U.S. Navy funding (Lockheed 2009). It is essential that the potential risks associated with the first-of-its-kind plant should be minimized for the project's success. Every means for reducing costs must also be pursued without increasing risks. With this in mind, the potential for increasing return on the investment is assessed both in terms of effective use of the seawater resource and of reducing equipment costs.
Bharathan, D.
Emissions from Trucks using Fischer-Tropsch Diesel Fuel
The Fischer-Tropsch (F-T) catalytic conversion process can be used to synthesize diesel fuels from a variety of feedstocks, including coal, natural gas and biomass. Synthetic diesel fuels can have very low sulfur and aromatic content, and excellent autoignition characteristics. Moreover, Fischer-Tropsch diesel fuels may also be economically competitive with California B- diesel fuel if produced in large volumes. overview of Fischer-Tropsch diesel fuel production and engine emissions testing is presented. Previous engine laboratory tests indicate that F-T diesel is a promising alternative fuel because it can be used in unmodified diesel engines, and substantial exhaust emissions reductions can be realized. The authors have performed preliminary tests to assess the real-world performance of F-T diesel fuels in heavy-duty trucks. Seven White-GMC Class 8 trucks equipped with Caterpillar 10.3 liter engines were tested using F-T diesel fuel. Vehicle emissions tests were performed using West Virginia University's unique transportable chassis dynamometer. The trucks were found to perform adequately on neat F-T diesel fuel. Compared to a California diesel fuel baseline, neat F-T diesel fuel emitted about 12% lower oxides of nitrogen (NOx) and 24% lower particulate matter over a five-mile driving cycle.
Paul Norton; Keith Vertin; Brent Bailey; Nigel N. Clark; Donald W. Lyons; Stephen Goguen; James Eberhardt
Gasoline and Diesel Fuel Update
Gasoline and Diesel Fuel Update (EIA)
Sampling Methodology Sampling Methodology The sample design for the weekly diesel price survey was a two-phase design. The first phase constituted construction of a frame of 2,207 company-State units (CSUs) from the combination of two sample cycles of the EIA-782A and EIA-782B surveys that collected monthly petroleum products' sales at the State level. For sampling purposes, any combination of State and company where diesel was sold through retail outlets as reported on the EIA-782 surveys defined a CSU, the sampling unit. For the second phase, a sub-sample of the 2,207 CSUs from phase 1 was selected using probability proportional to size (PPS). The measure of size for each of the two sample cycles separately was normalized using the annual State sales' volumes from the monthly survey divided by the unit's
Clean Diesel Component Improvement Program
The research conducted in this program significantly increased the knowledge and understanding in the fields of plasma physics and chemistry in diesel exhaust, the performance and characteristics of multifunctional catalysts in diesel exhaust, and the complexities of controlling a combination of such systems to remove NOx. Initially this program was designed to use an in-line plasma system (know as a plasma assisted catalyst system or PAC) to convert NO {yields} NO{sub 2}, a more catalytically active form of nitrogen oxides, and to crack hydrocarbons (diesel fuel in particular) into active species. The NO{sub 2} and the cracked hydrocarbons were then flowed over an in-line ceramic NOx catalyst that removed NO{sub 2} from the diesel exhaust. Even though the PAC system performed well technically and was able to remove over 95% of NOx from diesel exhaust the plasma component proved not to be practical or commercially feasible. The lack of practical and commercial viability was due to high unit costs and lack of robustness. The plasma system and its function was replaced in the NOx removal process by a cracking reforming catalyst that converted diesel fuel to a highly active reductant for NOx over a downstream ceramic NOx catalyst. This system was designated the ceramic catalyst system (CCS). It was also determined that NO conversion to NO{sub 2} was not required to achieve high levels of NOx reduction over ceramic NOx catalyst if that catalyst was properly formulated and the cracking reforming produced a reductant optimized for that NOx catalyst formulation. This system has demonstrated 92% NOx reduction in a diesel exhaust slipstream and 65% NOx reduction from the full exhaust of a 165 hp diesel engine using the FTP cycle. Although this system needs additional development to be commercial, it is simple, cost effective (does not use precious metals), sulfur tolerant, operates at high space velocities, does not require a second fluid be supplied as a reductant, has low parasitic loss of 2-3% and achieves high levels of NOx reduction. This project benefits the public by providing a simple low-cost technology to remove NOx pollutants from the exhaust of almost any combustion source. The reduction of NOx emissions emitted into the troposphere provides well documented improvement in health for the majority of United States citizens. The emissions reduction produced by this technology helps remove the environmental constraints to economic growth.
Diesel prices decrease
U.S. Energy Information Administration (EIA) Indexed Site
Diesel prices decrease The U.S. average retail price for on-highway diesel fuel fell to 3.87 a gallon on Monday. That's down 1.6 cents from a week ago, based on the weekly price...
Diesel prices increase
Diesel prices increase The U.S. average retail price for on-highway diesel fuel rose to 3.84 a gallon on Monday. That's up 2.2 cents from a week ago, based on the weekly price...
Diesel prices decrease The U.S. average retail price for on-highway diesel fuel fell to 4.05 a gallon on Monday. That's down 4.1 cents from a week ago, based on the weekly price...
Diesel prices decrease slightly
Diesel prices decrease slightly The U.S. average retail price for on-highway diesel fuel fell slightly to 3.84 a gallon on Monday. That's down 3-tenths of a penny from a week ago,...
Diesel prices rise slightly
Diesel prices rise slightly The U.S. average retail price for on-highway diesel fuel rose slightly to 4.16 a gallon on Monday. That's up 2-tenths of a penny from a week ago, based...
Diesel prices flat
Diesel prices flat The U.S. average retail price for on-highway diesel fuel saw no movement from last week. Prices remained flat at 3.89 a gallon on Monday, based on the weekly...
Diesel prices slightly decrease
3, 2013 Diesel prices slightly decrease The U.S. average retail price for on-highway diesel fuel fell to 3.87 a gallon on Monday. That's down 1.1 cents from a week ago, based on...
Diesel prices slightly decrease The U.S. average retail price for on-highway diesel fuel fell slightly to 3.84 a gallon on Monday. That's down 8-tenths of a penny from a week ago,...
Diesel prices decrease The U.S. average retail price for on-highway diesel fuel fell to 3.88 a gallon on Monday. That's down a penny from a week ago, based on the weekly price...
Diesel prices increase nationally
Diesel prices increase nationally The U.S. average retail price for on-highway diesel fuel rose to 3.91 a gallon on Monday. That's up 1.3 cents from a week ago, based on the...
Diesel prices decrease The U.S. average retail price for on-highway diesel fuel fell to 3.85 a gallon on Monday. That's down 2 cents from a week ago, based on the weekly price...
Diesel prices decrease The U.S. average retail price for on-highway diesel fuel fell to 3.82 a gallon on Monday. That's down 2.1 cents from a week ago, based on the weekly price...
Diesel prices flat nationally
Diesel prices flat nationally The U.S. average retail price for on-highway diesel fuel remained the same from a week ago at 3.98 a gallon on Monday, based on the weekly price...
The purpose of this analysis is to design structural foundations for the Diesel Fuel Tank and Fuel Pumps.
M. Gomez
Crude Oil Price Cycles
U.S. Energy Information Administration (EIA)
The heating oil and diesel price runups in late January were made even more problematic by coming on top of the high side of the latest crude market cycle.
The heating oil and diesel fuel price runups in late January were made even more problematic by coming on top of the high side of the latest crude market cycle. Over the past 10...
Rankin County, Mississippi: Energy Resources | Open Energy Information
Rankin County, Mississippi: Energy Resources Rankin County, Mississippi: Energy Resources Jump to: navigation, search Equivalent URI DBpedia Coordinates 32.2653668°, -89.9253233° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[{"text":"","title":"","link":null,"lat":32.2653668,"lon":-89.9253233,"alt":0,"address":"","icon":"","group":"","inlineLabel":"","visitedicon":""}]}
Analysis of a diesel-electric hybrid urban bus system
A hybrid bus powered by a diesel engine and a battery pack has been analyzed over an idealized bus-driving cycle in Chicago. Three hybrid configurations, two parallel and one series, have been evaluated. The results indicate that the fuel economy of a hybrid bus, taking into account the regenerative braking, is comparable with that of a conventional diesel bus. Life-cycle costs are slightly higher because of the added weight and cost of the battery.
Marr, W.W.; Sekar, R.R. [Argonne National Lab., IL (United States); Ahlheim, M.C. [Regional Transportation Authority, Chicago, IL (United States)
Ultra-Low Sulfur Diesel
Ultra-Low Sulfur Diesel ULSD LSD Off-Road Ultra-Low Sulfur Highway Diesel Fuel (15 ppm Sulfur Maximum). Required for use in all model year 2007 and later highway diesel vehicles...
Reducing Diesel Engine Emissions
Reducing Reducing Diesel Engine Emissions 2 0 1 0 Green TransporTaTion TechnoloGies Compared to traditional gasoline engines, diesel engines require less maintenance, generate energy more efficiently, and produce less carbon dioxide emissions. But when uncontrolled, diesel engines churn out harmful emissions like particu- late matter (PM) and nitrogen oxides (NO x ). Researchers at Argonne National Laboratory are currently working to develop
Study of Supercritical Carbon Dioxide Power Cycle for Low Grade Heat Conversion
Research on supercritical carbon dioxide power cycles has been mainly focused on high temperature applications, such as Brayton cycle in a nuclear power plant. This paper conducts a comprehensive study on the feasibility of a CO2-based supercritical power cycle for low-grade heat conversion. Energy and exergy analyses of the cycle were conducted to discuss the obstacles as well as the potentials of using supercritical carbon dioxide as the working fluid for supercritical Rankine cycle, Carbon dioxide has desirable qualities such as low critical temperature, stability, little environmental impact and low cost. However, the low critical temperature might be a disadvantage for the condensation process. Comparison between a carbon dioxide-based supercritical Rankine cycle and an organic fluid-based supercritical Rankine cycle showed that the former needs higher pressure to achieve the same efficiency and a heat recovery system is necessary to desuperheat the turbine exhaust and pre-heat the pressure charged liquid.
Vidhi, Rachana [University of South Florida, Tampa; Goswami, Yogi D. [University of South Florida, Tampa; Chen, Huijuan [University of South Florida, Tampa; Stefanakos, Elias [University of South Florida, Tampa; Kuravi, Sarada [University of South Florida, Tampa; Sabau, Adrian S [ORNL
DOE Hydrogen Analysis Repository: Ethanol-Diesel Blends in Buses and
Ethanol-Diesel Blends in Buses and Tractors Ethanol-Diesel Blends in Buses and Tractors Project Summary Full Title: Fuel-Cycle Energy and Emission Impacts of Ethanol-Diesel Blends in Urban Buses and Farming Tractors Project ID: 86 Principal Investigator: Michael Wang Brief Description: This project studied the full fuel-cycle energy and emissions effects of ethanol-diesel blends relative to those of petroleum diesel when used in urban transit buses and farming tractors. Keywords: Ethanol; diesel; emissions; well-to-wheels (WTW) Purpose Numerous studies have been conducted to evaluate the fuel-cycle energy and greenhouse gas (GHG) emission effects of ethanol-gasoline blends relative to those of gasoline for applications in spark- ignition engine vehicles. Those studies did not address the energy and emission effects of
New Kalina cycle promises more efficient cogeneration
The Kalina cycle improves upon the Rankine cycle by adding a distillation phase. This is necessary because the process employs two fluids to make steam-ammonia and water. Use of two fluids is not a new idea, but the Kalina cycle works both components to their optimal extent because of the innovative distillation step. Prior to boiling, an ammonia/water (30/70) solution is raised to an intermediate pressure before entering the distillation subsystem. Here, two streams are created: one, half ammonia, half water; the other, mainly water. The ammonia/based stream is vaporized in the boiler, further raising the pressure, and is expanded through the turbine. It then rejoins the pressurized water stream, where it is condensed-completing the cycle. The Kalina cycle claims higher efficiencies than the Rankine because: less fuel is required to make steam; more pressure is achieved to turn the turbine; less pressure is needed for condensation.
Argonne Transportation - Diesel Award
Team Receives DOE Award for Groundbreaking Diesel Fuel Spray Research Team Receives DOE Award for Groundbreaking Diesel Fuel Spray Research Jin Wang, Chris Powell, Yong Yue, and Steve Ciatti Recent DOE Award winners, (L-R) Jin Wang, Chris Powell, Yong Yue, and Steve Ciatti, stand in front of their fuel spray injection chamber. Using the synchrotron beam at the APS, the team is able to probe the fuel spray and study the process of combustion. A team of Argonne scientists (Jin Wang, Steve Ciatti, Chris Powell, and Yong Yue) recently won the 2002 National Laboratory Combustion and Emissions Control R&D Award for groundbreaking work in diesel fuel sprays. For the first time ever, the team used x-rays to penetrate through gasoline and diesel sprays and made detailed measurements of fuel injection systems for diesel engines. This technology uncovered a previously unknown
NETL F 451.1/1-1, Categorical Exclusion Designation Form
Energy.gov (U.S. Department of Energy (DOE)) Indexed Site
(HD-REHER) Develop a roots-based expander to be incorporated in a Rankine cycle diesel engine exhaust heat energy recovery system to reduce heavy duty diesel fuel...
Technology Development Program for an Advanced Potassium Rankine Power Conversion System Compatible with Several Space Reactor Designs
This report documents the work performed during the first phase of the National Aeronautics and Space Administration (NASA), National Research Announcement (NRA) Technology Development Program for an Advanced Potassium Rankine Power Conversion System Compatible with Several Space Reactor Designs. The document includes an optimization of both 100-kW{sub e} and 250-kW{sub e} (at the propulsion unit) Rankine cycle power conversion systems. In order to perform the mass optimization of these systems, several parametric evaluations of different design options were investigated. These options included feed and reheat, vapor superheat levels entering the turbine, three different material types, and multiple heat rejection system designs. The overall masses of these Nb-1%Zr systems are approximately 3100 kg and 6300 kg for the 100- kW{sub e} and 250-kW{sub e} systems, respectively, each with two totally redundant power conversion units, including the mass of the single reactor and shield. Initial conceptual designs for each of the components were developed in order to estimate component masses. In addition, an overall system concept was presented that was designed to fit within the launch envelope of a heavy lift vehicle. A technology development plan is presented in the report that describes the major efforts that are required to reach a technology readiness level of 6. A 10-year development plan was proposed.
Yoder, G.L.
Diesel fuel filtration system
The American nuclear utility industry is subject to tight regulations on the quality of diesel fuel that is stored at nuclear generating stations. This fuel is required to supply safety-related emergency diesel generators--the backup power systems associated with the safe shutdown of reactors. One important parameter being regulated is the level of particulate contamination in the diesel fuel. Carbon particulate is a natural byproduct of aging diesel fuel. Carbon particulate precipitates from the fuel`s hydrocarbons, then remains suspended or settles to the bottom of fuel oil storage tanks. If the carbon particulate is not removed, unacceptable levels of particulate contamination will eventually occur. The oil must be discarded or filtered. Having an outside contractor come to the plant to filter the diesel fuel can be costly and time consuming. Time is an even more critical factor if a nuclear plant is in a Limiting Condition of Operation (LCO) situation. A most effective way to reduce both cost and risk is for a utility to build and install its own diesel fuel filtration system. The cost savings associated with designing, fabricating and operating the system inhouse can be significant, and the value of reducing the risk of reactor shutdown because of uncertified diesel fuel may be even higher. This article describes such a fuel filtering system.
Schneider, D. [Wisconsin Fuel and Light, Wausau, WI (United States)
American Agri diesel LLC | Open Energy Information
diesel LLC Jump to: navigation, search Name American Agri-diesel LLC Place Colorado Springs, Colorado Product Biodiesel producer in Colorado. References American Agri-diesel LLC1...
??In this study, the effect of hydrogen assisted diesel combustion on conventional and advanced combustion modes was investigated on a DDC/VM Motori 2.5L, 4-cylinder, turbocharged,… (more)
Lilik, Gregory
to 3.88 a gallon on Monday. That's down 0.4 cents from a week ago, based on the weekly price survey by the U.S. Energy Information Administration. Diesel prices were highest in...
Diesel Engine Analysis Guide
This guide provides a thorough background on diesel engine analysis including combustion, vibration, and ultrasonic analysis theory. Interpretation of results is also provided. This guide is intended to enable nuclear utility personnel to make informed decisions regarding the nature and use of diesel engine analysis, including how to set up an effective program, how to establish analysis guidelines, how to make use of the resulting data to plan maintenance, determine the causes of off-design operating co...
The diesel approach
Whether for standby or baseload capacity, diesel generator sets are being used in markets worldwide. Companies are taking a variety of approaches to tapping these markets. The markets for diesel generators follow two basic paths. In the US, they are used primarily for standby or peaking applications. Outside the US, the market includes standby applications but is more often for baseload or prime-power applications.
Anderson, J.L.
Projections of Full-Fuel-Cycle Energy and Emissions Metrics
Gas Combined-Cycle Power Generation System. NREL. http://extensively for electric power generation, and for dieselextensively for electric power generation, and for diesel
Coughlin, Katie
100 area diesel performance data
Performance data for diesel engine-generator sets was collected to aid an analysis of the electric power system being conducted by an offsite consultant. Diesels in three different services were studied: emergency power (GM) diesels, 903 fan backup diesels and the Caterpillar diesels that power the dc motors for the D/sub 2/O pumps. It was convenient to collect data for the ECS booster pump diesel at the same time, even though it is not part of the electric power system. The results are published here to make them more widely available.
Smith, J.A.; Tudor, A.A.
Saskatchewan Renewable Diesel Program (Saskatchewan, Canada)...
Renewable Diesel Program (Saskatchewan, Canada) Saskatchewan Renewable Diesel Program (Saskatchewan, Canada) Eligibility Agricultural Maximum Rebate 40 million litres of renewable...
Operational test report for WESF diesel generator diesel tank installation
The WESF Backup Generator Underground Diesel Tank 101 has been replaced with a new above ground 1000 gallon diesel tank. Following the tank installation, inspections and tests specified in the Operational Test Procedure, WHC-SD-WM-OTP-155, were performed. Inspections performed by a Quality Control person indicated the installation was leak free and the diesel generator/engine ran as desired. There were no test and inspection exceptions, therefore, the diesel tank installation is operable.
Schwehr, B.A.
Diesel prices continue to decrease
Diesel prices continue to decrease The U.S. average retail price for on-highway diesel fuel fell to 3.82 a gallon on Monday. That's down a penny from a week ago, based on the...
Diesel prices continue to decrease The U.S. average retail price for on-highway diesel fuel fell to 3.83 a gallon on Monday. That's down 2 cents from a week ago, based on the...
Diesel prices continue to increase
Diesel prices continue to increase The U.S. average retail price for on-highway diesel fuel rose to 3.88 a gallon on Monday. That's up 3.9 cents from a week ago, based on the...
4, 2013 Diesel prices continue to decrease The U.S. average retail price for on-highway diesel fuel fell to 3.86 a gallon on Monday. That's down 1.3 cents from a week ago, based...
Diesel Nuevos y Por Venir
Diesel Nuevos y Por Venir Nuevos Modelos Diesel del 2014 Vehculo Estimados de MPG de la EPA Precios (MSRP) Audi A8 L Automvil Grande Audi A8 L Chart: Ciudad, 24; Carretera, 36;...
Diesel prices slightly decrease nationally
Diesel prices slightly decrease nationally The U.S. average retail price for on-highway diesel fuel fell to 3.97 a gallon on Monday. That's down 7-tenths of a penny from a week...
Diesel prices continue to decrease The U.S. average retail price for on-highway diesel fuel fell to 3.90 a gallon on Monday. That's down 1.3 cents from a week ago, based on the...
Diesel prices see slight drop
Diesel prices see slight drop The U.S. average retail price for on-highway diesel fuel fell slightly to 3.91 a gallon on Monday. That's down 6-tenths of a penny from a week ago,...
Diesel prices continue to increase The U.S. average retail price for on-highway diesel fuel rose to 3.98 a gallon on Labor Day Monday. That's up 6.8 cents from a week ago, based...
Diesel prices continue to decrease The U.S. average retail price for on-highway diesel fuel fell to 3.92 a gallon on Monday. That's down 3 cents from a week ago based on the...
Diesel prices continue to increase The U.S. average retail price for on-highway diesel fuel rose to 3.90 a gallon on Monday. That's up 3.6 cents from a week ago, based on the...
5, 2013 Diesel prices continue to decrease The U.S. average retail price for on-highway diesel fuel fell to 3.94 a gallon on Monday. That's down 3 12 cents from a week ago, based...
Diesel prices continue to decrease The U.S. average retail price for on-highway diesel fuel fell to 3.98 a gallon on Monday. That's down 1.6 cents from a week ago, based on the...
Diesel prices continue to decrease The U.S. average retail price for on-highway diesel fuel fell to 3.89 a gallon on Monday. That's down 1.1 cents from a week ago based on the...
Diesel prices remain fairly stable
Diesel prices remain fairly stable The U.S. average retail price for on-highway diesel fuel slightly fell to 3.85 a gallon on Monday. That's down 6-tenths of a penny from a week...
Diesel prices continue to decrease The U.S. average retail price for on-highway diesel fuel fell to 3.89 a gallon on Monday. That's down 5 12 cents from a week ago, based on the...
Diesel prices continue to decrease The U.S. average retail price for on-highway diesel fuel fell to 4.01 a gallon on Monday. That's down 4.1 cents from a week ago, based on the...
Diesel prices slightly increase nationally
Diesel prices slightly increase nationally The U.S. average retail price for on-highway diesel fuel rose slightly to 3.90 a gallon on Monday. That's up 4-tenths of a penny from a...
Diesel prices continue to increase The U.S. average retail price for on-highway diesel fuel rose to 3.87 a gallon on Monday. That's up 3.9 cents from a week ago, based on the...
Diesel prices continue to increase The U.S. average retail price for on-highway diesel fuel rose to 3.92 a gallon on Monday. That's up 1.2 cents from a week ago, based on the...
Diesel prices continue to increase The U.S. average retail price for on-highway diesel fuel rose to 3.89 a gallon on Monday. That's up 2.4 cents from a week ago, based on the...
Just the Basics: Diesel Engine
Today's direct-injection diesel Today's direct-injection diesel engines are more rugged, powerful, durable, and reliable than gasoline engines, and use fuel much more efficiently, as well. Diesel Engines Yesterday, Today, and Tomorrow Diesels are workhorse engines. That's why you find them powering heavy- duty trucks, buses, tractors, and trains, not to mention large ships, bulldozers, cranes, and other construction equipment. In the past, diesels fit the stereotype of muscle-bound behe- moths. They were dirty and sluggish, smelly and loud. That image doesn't apply to today's diesel engines, however, and tomorrow's diesels will show even greater improvements. They will be even more fuel efficient, more flexible in the fuels they can use, and also much cleaner in emissions. How Diesel Engines Work
Diesel fuel oils, 1982
Properties of diesel fuels produced during 1982 were submitted for study and compilation under a cooperative agreement between the Department of Energy (DOE), Bartlesville Energy Technology Center (BETC), Bartlesville, Oklahoma and the American Petroleum Institute (API). Tests of 184 samples of diesel fuel oils from 83 refineries throughout the country were made by 27 petroleum groups according to type of diesel fuel. Each group of analyses is subdivided into five tabulations according to five general regions of the country where the fuels are marketed. The regions, containing a total of 16 districts, are shown on a map in the report. Data from 13 laboratory tests on each individual diesel fuel sample are listed and arranged by geographic marketing districts in decreasing order of sales volumes. Charts are included showing trends of averages of certain properties for the four types of diesel fuels for the years 1960 to 1982. Summaries of the results of the 1982 survey, compared with similar data for 1981, are shown in Tables 1 through 4 of the report. A summary of 1-D and 2-D fuels are presented in Tables 5 and 6 respectively.
Shelton, E.M.
Diesel fuel oils, 1983
Properties of diesel fuels produced during 1983 were submitted for study and compilation under a cooperative agreement between the National Institute for Petroleum and Energy Research (NIPER), Bartlesville, Oklahoma and the American Petroleum Institute (API). Tests of 192 samples of diesel fuel oils from 87 refineries throughout the country were made by 31 petroleum groups according to type of diesel fuel. Each group of analyses is subdivided into five tabulations according to five general regions of the country where the fuels are marketed. The regions, containing a total of 16 districts, are shown on a map in the report. Data from 13 laboratory tests on each individual diesel fuel sample are listed and arranged by geographic marketing districts in decreasing order of sales volumes. Charts are included showing trends of averages of certain properties for the two grades of diesel fuels. Summaries of the results of the 1983 survey, compared with similar data for 1982, are shown in Tables 1 and 2 of the report. 3 figures, 4 tables.
Diesel hybridization and emissions.
The CTR Vehicle Systems and Fuels team a diesel hybrid powertrain. The goal of this experiment was to investigate and demonstrate the potential of diesel engines for hybrid electric vehicles (HEVs) in a fuel economy and emissions. The test set-up consisted of a diesel engine coupled to an electric motor driving a Continuously Variable Transmission (CVT). This hybrid drive is connected to a dynamometer and a DC electrical power source creating a vehicle context by combining advanced computer models and emulation techniques. The experiment focuses on the impact of the hybrid control strategy on fuel economy and emissions-in particular, nitrogen oxides (NO{sub x}) and particulate matter (PM). The same hardware and test procedure were used throughout the entire experiment to assess the impact of different control approaches.
Pasquier, M.; Monnet, G.
Performance limits of power cycles using low temperature heat sources
A systematic analysis of a Rankine cycle using R134a as the working fluid and a finite (314.5 kg/s) low temperature (100 °C) heat source shows that, for any fixed net power output, the evaporation pressure has upper and lower limits which depend ... Keywords: energy analysis, exergy analysis, finite size thermodynamics, optimisation
Mohammed Khennich; Nicolas Galanis
Price Data Collection Procedures Price Data Collection Procedures Every Monday, retail on-highway diesel prices are collected by telephone and fax from a sample of approximately 350 retail diesel outlets, including truck stops and service stations. The data represent the price of ultra low sulfur diesel (ULSD) which contains less than 15 parts-per-million sulfur. The Environmental Protection Agency (EPA) requires that all on-highway diesel sold be ULSD by December 1, 2010 (September 1, 2006 in California). In January 2007, the weekly on-highway diesel price survey began collecting diesel prices for low sulfur diesel (LSD) which contains between 15 and 500 parts-per-million sulfur and ULSD separately. Prior to January 2007, EIA collected the price of on-highway fuel without distinguishing the sulfur
Retail Diesel Fuel Oil Prices
Along with heating oil prices, the distillate supply squeeze has Along with heating oil prices, the distillate supply squeeze has severely impacted diesel fuel prices, especially in the Northeast. Diesel fuel is bascially the same product as home heating oil. The primary difference is that diesel has a lower sulfur content. When heating oil is in short supply, low sulfur diesel fuel can be diverted to heating oil supply. Thus, diesel fuel prices rise with heating heating oil prices. Retail diesel fuel prices nationally, along with those of most other petroleum prices, increased steadily through most of 1999. But prices in the Northeast jumped dramatically in the third week of January. Diesel fuel prices in New England rose nearly 68 cents per gallon, or 47 percent, between January 17 and February 7. While EIA does not have
The diesel fuel injector and pump systems contain many sliding interfaces that rely for lubrication upon the fuels. The combination of the poor fuel lubricity and extremely tight geometric clearance between the plunger and bore makes the diesel fuel injector vulnerable to scuffing damage that severely limits the engine life. In order to meet the upcoming stricter diesel emission regulations and higher engine efficiency requirements, further fuel refinements that will result in even lower fuel lubricity due to the removal of essential lubricating compounds, more stringent operation conditions, and tighter geometric clearances are needed. These are expected to increase the scuffing and wear vulnerability of the diesel fuel injection and pump systems. In this chapter, two approaches are discussed to address this issue: (1) increasing fuel lubricity by introducing effective lubricity additives or alternative fuels, such as biodiesel, and (2) improving the fuel injector scuffing-resistance by using advanced materials and/or surface engineering processes. The developing status of the fuel modification approach is reviewed to cover topics including fuel lubricity origins, lubricity improvers, alternative fuels, and standard fuel lubricity tests. The discussion of the materials approach is focused on the methodology development for detection of the onset of scuffing and evaluation of the material scuffing characteristics.
Qu, Jun [ORNL
Diesel Engine Alternatives
There are basically three different modes of combustion possible for use in reciprocating engines. These include, diffusion burning, as occurs in current diesel engines, flame propagation combustion such as used in conventional SI engines, and homogeneous combustion such as is used in the SwRI HCCI engine. Diesel engines currently offer significant fuel consumption benefits relative to other powerplants for on and off road applications; however, costs and efficiency may become problems as the emissions standards become even more stringent. This presentation presents a discussion of the potentials of HCCI and flame propagation engines as alternatives to the diesel engines. It is suggested that as the emissions standards become more and more stringent, the advantages of the diesel may disappear. The potential for HCCI is limited by the availability of the appropriate fuel. The potential of flame propagation engines is limited by several factors including knock, EGR tolerance, high BMEP operation, and throttling. These limitations are discussed in the context of potential for improvement of the efficiency of the flame propagation engine.
Ryan, T
Definition: Diesel fuel | Open Energy Information
Diesel fuel Diesel fuel Jump to: navigation, search Dictionary.png Diesel fuel A liquid fuel produced from petroleum; used in diesel engines.[1] View on Wikipedia Wikipedia Definition Diesel oil and Gazole (fuel) redirect here. Sometimes "diesel oil" is used to mean lubricating oil for diesel engines. Diesel fuel in general is any liquid fuel used in diesel engines. The most common is a specific fractional distillate of petroleum fuel oil, but alternatives that are not derived from petroleum, such as biodiesel, biomass to liquid (BTL) or gas to liquid (GTL) diesel, are increasingly being developed and adopted. To distinguish these types, petroleum-derived diesel is increasingly called petrodiesel. Ultra-low-sulfur diesel (ULSD) is a standard for defining diesel fuel with substantially lowered sulfur contents. As of 2007, almost
Emissions from Buses with DDC 6V92 Engines Using Synthetic Diesel Fuel
Synthetic diesel fuel can be made from a variety of feedstocks, including coal, natural gas and biomass. Synthetic diesel fuels can have very low sulfur and aromatic content, and excellent autoignition characteristics. Moreover, synthetic diesel fuels may also economically competitive with California diesel fuel if .roduced in large volumes. Previous engine laboratory and field tests using a heavy-duty chassis dynamometer indicate that synthetic diesel fuel made using the Fischer-Tropsch (F-T) catalytic conversion process is a promising alternative fuel, because it can be used in unmodified diesel engines, and can reduce exhaust emissions substantially. The objective of this study was a preliminary assessment of the emissions from older model transit operated on Mossgas synthetic diesel fuel. The study compared emissions from transit buses operating on Federal no. 2 Diesel fuel, Mossgas synthetic diesel (MGSD), and a 50/50 blend of the two fuels. The buses were equipped with unmodified Detroit Diesel 6V92 2-stroke diesel engines. Six 40-foot buses were tested. Three of the buses had recently rebuilt engines and were equipped with an oxidation catalytic converter. Vehicle emissions measurements were performed using West Virginia University's unique transportable chassis dynamometer. The emissions were measured over the Central Business District (CBD) driving cycle. The buses performed well on both neat and blended MGSD fuel. Three buses without catalytic converters were tested. Compared to their emissions when operating on Federal no. 2 diesel fuel, these buses emitted an average of 5% lower oxides of nitrogen (NOx) and 20% lower particulate matter (PM) when operating on neat MGSD fuel. Catalyst equipped buses emitted an average of 8% lower NOx and 31% lower PM when operating on MGSD than when operating on Federal no. 2 diesel fuel.
Paul Norton; Keith Vertin; Nigel N. Clark; Donald W. Lyons; Mridul Gautam; Stephen Goguen; James Eberhardt
Methodology For Gasoline and Diesel Fuel Pump Components Methodology For Gasoline and Diesel Fuel Pump Components The components for the gasoline and diesel fuel pumps are calculated in the following manner in cents per gallon and then converted into a percentage: Crude Oil - the monthly average of the composite refiner acquisition cost, which is the average price of crude oil purchased by refiners. Refining Costs & Profits - the difference between the monthly average of the spot price of gasoline or diesel fuel (used as a proxy for the value of gasoline or diesel fuel as it exits the refinery) and the average price of crude oil purchased by refiners (the crude oil component). Distribution & Marketing Costs & Profits - the difference between the average retail price of gasoline or diesel fuel as computed from EIA's
Demonstrating Ultra-Low Diesel Vehicle Emissions
Evaluate performance of near-term exhaust emissions control technologies on a modern diesel vehicle over transient drive cycles; Phase 1: Independent (separate) evaluations of engine-out, OEM catalysts, CDPF, and NOx adsorber (Completed March 2000); Phase 2: Combine NOx adsorber and CDPF to evaluate/demonstrate simultaneous reduction of NOx and PM (Underway--interim results available); Establish potential for these technologies to help CIDI engines meet emission reduction targets; and Investigate short-term effects of fuel sulfur on emissions performance
McGill, R.N.
Southeast BioDiesel | Open Energy Information
BioDiesel Jump to: navigation, search Name Southeast BioDiesel Place Charleston, South Carolina Product Biodiesel producer based in South Carolina References Southeast BioDiesel1...
Ultra-Low Sulfur Diesel Fuel
Energy.gov (U.S. Department of Energy (DOE))
Ultra-low sulfur diesel (ULSD) is diesel fuel with 15 parts per million or lower sulfur content. The U.S. Environmental Protection Agency requires 80% of the highway diesel fuel refined in or...
diesel | OpenEI
diesel diesel Dataset Summary Description The JodiOil World Database is freely available from the Joint Organisations Data Initiative (JODI) and is updated on or around the 20th of each month. Source JODI Date Released October 01st, 2004 (10 years ago) Date Updated March 21st, 2011 (3 years ago) Keywords crude oil diesel fuel oil gasoline kerosene LPG Data application/zip icon Text file, all JODI Database data: Jan 2002 - Jan 2011 (zip, 14.5 MiB) application/pdf icon Definitions of Abbreviations and Codes (pdf, 698.3 KiB) application/pdf icon Column Headings for Dataset (pdf, 13.4 KiB) Quality Metrics Level of Review Some Review Comment Some of the data has "some review" and some of the data has "no review"; the supplemental documentation provides definitions for the assessment codes for each piece of data in the datasets (essentially, 1 = some review, 2 = use with caution, 3 = not reviewed)
Diesel de Azufre Ultra Bajo
Diesel de Azufre Ultra Bajo Diesel de Azufre Ultra Bajo ULSD LSD Off-Road Diesel para Carretera de Azufre Ultra Bajo (máximo de 15 ppm de azufre). Se requiere su uso en todos los motores y vehĂculos diesel de carretera modelos 2007 y posteriores. TambiĂ©n se recomienda su uso en todos los vehĂculos y motores diesel. Diesel para Carretera Bajo en Azufre (máximo de 500 ppm de azufre). Aviso: La ley federal prohĂbe su uso en vehĂculos y motores modelos 2007 y posteriores, su uso podrĂa dañarlos. Combustible Diesel que no es para Carretera (puede exceder 500 ppm de azufre). Aviso: La ley federal prohĂbe su uso en vehĂculos y motores que no son de carretera, su uso podrĂa dañarlos. Los consumidores con vehĂculos modelo 2007 Ăł posteriores deben utilizar solo diesel ultra bajo de azufre (ULSD). El ULSD es un diesel de
Annual Energy Outlook 2012 (EIA)
FOR IN A GALLON OF DIESEL FUEL Mon-yr Retail Price (Dollars per gallon) Refining (percentage) Distribution & Marketing (percentage) Taxes (percentage) Crude Oil (percentage)...
Available Technologies: Alternative Diesel Fuel from Biosynthetic ...
Imaging Tools; Lasers; ... Cold weather anticlouding additive for diesel fuels ; Diesel or jet fuel alternative; Platform for advanced biosynthetic fuels development ;
Diesel Idling Reduction | Open Energy Information
Page Edit with form History Facebook icon Twitter icon Diesel Idling Reduction Jump to: navigation, search Tool Summary Name: Diesel Idling Reduction AgencyCompany...
Louisiana Refinery Catalytic Hydrotreating, Diesel Fuel Downstream ...
Cat. Hydro. Diesel Fuel Downstream Charge Capacity (B/SD ; Cat. Hydro. Diesel Fuel Downstream Charge Capacity (B/SD ; Louisiana Downstream Charge Capacity of Operable ...
Gasoline and Diesel Fuel Update - Energy Information ...
Get the RSS feed. Release Schedule. Details... Procedures, Methodology & CV's Gasoline Diesel fuel. ... How do I calculate/find diesel fuel surcharges? ...
Retail Prices for Ultra Low Sulfur Diesel
Beginning July 26, 2010 publication of Ultra Low Sulfur Diesel (ULSD) price became fully represented by the Diesel Average All Types price. As of December 1, ...
Development and evaluation of a biomass-fired micro-scale CHP with organic rankine cycle.
??Combined Heat and Power Generation (CHP) or cogeneration has been considered worldwide as the major alternative to traditional energy systems in terms of signi ticant… (more)
Shao, Yingjuan
An investigation into the performance of a Rankine-heat pump combined cycle / Stephanus Phillipus Oelofse.
??The global growth in electricity consumption and the shortcomings of renewable electricity generation technologies are some of the reasons why it is still relevant to… (more)
Oelofse, Stephanus Phillipus
Diesel prices continue to fall
Diesel prices continue to fall The U.S. average retail price for on-highway diesel fuel fell to 4.09 a gallon on Monday. That's down 4.2 cents from a week ago, based on the weekly...
Diesel prices continue to rise
Diesel prices continue to rise The U.S. average retail price for on-highway diesel fuel rose to 4.16 a gallon on Monday. That's up 5.3 cents from a week ago, based on the weekly...
Diesel prices up this week
Diesel prices up this week The U.S. average retail price for on-highway diesel fuel rose sharply to 4.10 a gallon on Monday. That's up 8.2 cents from a week ago and 17.7 cents...
F. , jr. S. B. , S. M. Steam Turbines. Second Edition, Tenththe solar-assisted cycle. Steam turbines have been used forin Figure 5. Steam entering the turbine expends a portion of
Leech, J.
Federal Tax Credit for Diesels
Diesels Diesels Diesel Vehicle Federal tax credit up to $3,400! Some diesels purchased or placed into service after December 31, 2005 may be eligible for a federal income tax credit of up to $3,400. (No eligible vehicles were manufactured for sale until 2008.) Credit amounts begin to phase out for a given manufacturer once it has sold over 60,000 eligible hybrid and diesel vehicles. Vehicles purchased after December 31, 2010 are not eligible for this credit. The information below is provided for those filing amended tax returns for previous years. Audi BMW Mercedes-Benz Volkswagen All Vehicle Make & Model Full Credit Phase Out No Credit 50% 25% Audi Jan. 1, 2006 July 1 - Dec. 31, 2010 Not Applicable Jan. 1, 2011 Audi A3 TDI 2010-11 Audi A3 2.0L TDI $1,300 $650 -- $0
Procedures, Methodology, and Coefficients of Variation Procedures, Methodology, and Coefficients of Variation Diesel Fuel Price Data Collection Procedures Every Monday, cash self-serve on-highway diesel prices (including taxes) are collected from a sample of approximately 400 retail diesel outlets in the continental U.S. The sample includes a combination of truck stops and service stations that sell on-highway diesel fuel. The data represent the price of ultra low sulfur diesel (ULSD) which contains less than 15 parts-per-million sulfur. The prices are collected via telephone, fax, email, or the internet from participating outlets. All collected prices are subjected to automated edit checks during data collection and data processing. Data flagged by the edits are verified with the respondents. Imputation is used for companies
Along with heating oil prices, the distillate supply squeeze has Along with heating oil prices, the distillate supply squeeze has severely impacted diesel fuel prices, especially in the Northeast. Retail diesel price data are available sooner than residential heating oil data. This graph shows that diesel prices turned the corner sometime after February 7 and are heading down. Retail diesel fuel prices nationally, along with those of most other petroleum prices, increased steadily through most of 1999. Prices jumped dramatically (by over 11 cents per gallon) in the third week of January, and rose 2 or more cents a week through February 7. The increases were much more rapid in the Northeast. From January 17 through February 7, diesel fuel prices in New England rose nearly 68 cents per gallon, or 47 percent. Prices in the Mid-Atlantic region rose about 58
Emissions From Various Biodiesel Sources Compared to a Range of Diesel Fuels in DPF Equipped Diesel Engines
The purpose of this study was to measure the impact of various sources of petroleum-based and bio-based diesel fuels on regulated emissions and fuel economy in diesel particulate filter (DPF) equipped diesel engines. Two model year 2008 diesel engines were tested with nine fuels including a certification ultra-low sulfur diesel (ULSD), local ULSD, high aromatic ULSD, low aromatic ULSD, and twenty percent blends of biodiesel derived from algae, camelina, soy, tallow, and yellow grease. Regulated emissions were measured over the heavy duty diesel transient test cycle. Measurements were also made of DPF-out particle size distribution and total particle count from a 13-mode steady state test using a fast mobility particle sizer. Test engines were a 2008 Cummins ISB and a 2008 International Maxx Force 10, both equipped with actively regenerated DPFs. Fuel consumption was roughly 2% greater over the transient test cycle for the B20 blends versus certification ULSD in both engines, consistent with the slightly lower energy content of biodiesel. Unlike studies conducted on older model engines, these engines equipped with diesel oxidation catalysts and DPFs showed small or no measurable fuel effect on the tailpipe emissions of total hydrocarbons (THC), carbon monoxide (CO) and particulate matter (PM). No differences in particle size distribution or total particle count were seen in a comparison of certification ULSD and B20 soy, with the exception of engine idling conditions where B20 produced a small reduction in the number of nucleation mode particles. In the Cummins engine, B20 prepared from algae, camelina, soy, and tallow resulted in an approximately 2.5% increase in nitrogen oxides (NO{sub x}) compared to the base fuel. The International engine demonstrated a higher degree of variability for NO{sub x} emissions, and fuel effects could not be resolved (p > 0.05). The group of petroleum diesel test fuels produced a range of NO{sub x} emissions very similar to that caused by blending of biodiesel. Test cycles where an active regeneration of the DPF occurred resulted in a nearly threefold increase in NO{sub x} emissions and a 15% increase in fuel consumption. The full quantification of DPF regeneration events further complicates the accurate calculation of fuel impacts on emissions and fuel consumption.
Williams, A.; Burton, J.; Christensen, E.; McCormick, R. L.; Tester, J.
Portec Voltage Regulators: for Emergency Diesel Generators
This report contains information to help utilities address emergency diesel generator voltage regulator issues.
Alternative Fuels Data Center: Diesel Vehicle Availability
Alternative Fuels and Advanced Vehicles Data Center (EERE)
Diesel Vehicle Diesel Vehicle Availability to someone by E-mail Share Alternative Fuels Data Center: Diesel Vehicle Availability on Facebook Tweet about Alternative Fuels Data Center: Diesel Vehicle Availability on Twitter Bookmark Alternative Fuels Data Center: Diesel Vehicle Availability on Google Bookmark Alternative Fuels Data Center: Diesel Vehicle Availability on Delicious Rank Alternative Fuels Data Center: Diesel Vehicle Availability on Digg Find More places to share Alternative Fuels Data Center: Diesel Vehicle Availability on AddThis.com... More in this section... Biodiesel Basics Benefits & Considerations Stations Vehicles Availability Emissions Laws & Incentives Diesel Vehicle Availability According to J.D. Power Automotive Forecasting, demand for light-duty diesel vehicles might double in the next 10 years. More auto manufacturers
Program on Technology Innovation: Modified Brayton Cycle for Use in Coal-Fired Power Plants
A modified closed Brayton cycle using supercritical carbon dioxide (SCO2) as the working fluid is being proposed for a number of power generation applications. The technology offers the prospect of increased plant efficiency and reduced plant cost. This report compares candidate closed Brayton cycle performance with advanced ultra-supercritical steam-Rankine cycle performance.BackgroundIncreasing the efficiency of coal-fired steam-electric power ...
A review of test results on parabolic dish solar thermal power modules with dish-mounted rankine engines and for production of process steam
This paper presents results of development testing of various solar thermal parabolic dish modules and assemblies. Most of the tests were at modules and assemblies that used a dish-mounted, organic Rankine cycle turbine for production of electric power. Some tests were also run on equipment for production of process steam or for production of electricity using dish-mounted reciprocating steam engines. These tests indicate that early modules achieve efficiencies of about 18 percent in converting sunlight to electricity (excluding the inverter but including parasitics). A number of malfunctions occurred. The performance measurements, as well as the malfunctions and other operating experience, provided information that should be of value in developing systems with improved performance and reduced maintenance.
Jaffe, L.D.
Coal-liquid fuel/diesel engine operating compatibility. Final report
This work is intended to assess the possibilities of using coal-derived liquids (CDL) represented by a specific type (SRC II) and shale-derived distillate fuel in blends of petroleum-derived fuels in medium-speed, high-output, heavy-duty diesel engines. Conclusions are as follows: (1) Blends of solvent refined coal and diesel fuel may be handled safely by experienced diesel engine mechanics. (2) A serious corrosion problem was found in the fuel pump parts when operating with solvent refined coal blended with petroleum. It is expected that a metallurgy change can overcome this problem. (3) Proper selection of materials for the fuel system is required to permit handling coal-derived liquid fuels. (4) A medium speed, high horsepower, 4-cycle diesel engine can be operated on blends of solvent refined coal and petroleum without serious consequences save the fuel system corrosion previously mentioned. This is based on a single, short durability test. (5) As represented by the product evaluated, 100% shale-derived distillate fuel may be used in a medium speed, high horsepower, 4-cycle diesel engine without significant consequences. (6) The shale product evaluated may be blended with petroleum distillate or petroleum residual materials and used as a fuel for medium speed, high horsepower, 4-cycle diesel engines. 7 references, 24 figures, 20 tables.
Hoffman, J.G.; Martin, F.W.
Thermodynamic cycle design of a Brayton–Rankine combined cycle for a pebble bed modular reactor / Cornelius Petrus Kloppers.
??The rapid development in nuclear technology worldwide has created the need for an efficient power conversion unit to extract the energy from the new generation… (more)
Kloppers, Cornelius Petrus
A homogenous combustion catalyst for fuel efficiency improvements in diesel engines fuelled with diesel and biodiesel.
??[Truncated abstract] The ferrous picrate based homogeneous combustion catalyst has been claimed to promote diesel combustion and improve fuel efficiency in diesel engines. However, the… (more)
Zhu, Mingming
Price Data Collection Procedures Price Data Collection Procedures Every Monday, cash self-serve on-highway diesel prices (including taxes) are collected from a sample of approximately 400 retail diesel outlets in the continental U.S. The sample includes a combination of truck stops and service stations that sell on-highway diesel fuel. The data represent the price of ultra low sulfur diesel (ULSD) which contains less than 15 parts-per-million sulfur. The prices are collected via telephone, fax, email, or the internet from participating outlets. All collected prices are subjected to automated edit checks during data collection and data processing. Data flagged by the edits are verified with the respondents. Imputation is used for companies that cannot be contacted and for reported prices that are extreme outliers.
New and Upcoming Diesel Vehicles
2014 Model Year Diesels Vehicle EPA MPG Estimates Price (MSRP) Audi A6 quattro Midsize Car Audi A6 quattro Chart: City, 24; Highway, 38; Combined, 29 45,200-57,500 Audi A7...
Materials - Catalysts for Diesel Engines
Argonne's deNOx Catalyst Begins Extensive Diesel Engine Exhaust Testing Argonne's deNOx Catalyst Begins Extensive Diesel Engine Exhaust Testing denox monolith Argonne's deNOx catalyst can be prepared as a powder or a monolith. chris marshall Principal investigator Chris Marshall shows the monolith form of the Argonne deNOx catalyst with a sensor inserted for testing. doug longman Mechanical engineer Doug Longman inserts the instrumented deNOx catalyst monolith into the aftertreatment chamber of Argonne's heavy-duty Caterpillar diesel test engine. Background Diesel engines, while efficient, produce many undesirable combustion byproducts in their exhaust. While we tend to think of the sooty exhaust products we see as the bad stuff, it is the less-visible exhaust products such as nitrogen oxides (NOx) that create bigger problems.
Diesel engine emissions reduction by multiple injections having increasing pressure
Multiple fuel charges are injected into a diesel engine combustion chamber during a combustion cycle, and each charge after the first has successively greater injection pressure (a higher injection rate) than the prior charge. This injection scheme results in reduced emissions, particularly particulate emissions, and can be implemented by modifying existing injection system hardware. Further enhancements in emissions reduction and engine performance can be obtained by using known measures in conjunction with the invention, such as Exhaust Gas Recirculation (EGR).
Reitz, Rolf D. (Madison, WI); Thiel, Matthew P. (Madison, WI)
VehĂculos Diesel
VehĂculos Diesel VehĂculos Diesel Audi A3 Los vehĂculos Diesel podrĂan estar de regreso. Los motores de Diesel son más poderosos y ahorradores de gasolina en comparaciĂłn con los motores de gasolina del mismo tamaño (un 30-35% aprox. más eficientes en su consumo). Además, los vehĂculos diesel son mejores que los que se fabricaban en el pasado. Mejor Desempeño Tienen mejores inyectores de combustible y tecnologĂas electrĂłnicas en sus controles Más poder AceleraciĂłn Mejorada Más Eficiencia Los nuevos diseños en los motores, además de las tecnologĂas de reducciĂłn de ruido y vibraciĂłn, los han hecho silenciosos y suaves en su manejo. El arranque en clima-frĂo tambiĂ©n ha sido mejorado. Más Limpios Mercedes ML320 BlueTEC En la actualidad los diesels deben cumplir con los mismos estándares de
Symmetries of Discontinuous Flows and the Dual Rankine-Hugoniot Conditions in Fluid Dynamics
It has recently been shown that the maximal kinematical invariance group of polytropic fluids, for smooth subsonic flows, is the semidirect product of SL(2,R) and the static Galilei group G. This result purports to offer a theoretical explanation for an intriguing similarity, that was recently observed, between a supernova explosion and a plasma implosion. In this paper we extend this result to discuss the symmetries of discontinuous flows, which further validates the explanation by taking into account shock waves, which are the driving force behind both the explosion and implosion. This is accomplished by constructing a new set of Rankine-Hugoniot conditions, which follow from Noether's conservation laws. The new set is dual to the standard Rankine-Hugoniot conditions and is related to them through the SL(2,R) transformations. The entropy condition, that the shock needs to satisfy for physical reasons, is also seen to remain invariant under the transformations.
Oliver Jahn; V. V. Sreedhar; Amitabh Virmani
Energy Basics: Ultra-Low Sulfur Diesel Fuel
Office of Energy Efficiency and Renewable Energy (EERE) Indexed Site
Hydrogen Natural Gas Propane Ultra-Low Sulfur Diesel Vehicles Ultra-Low Sulfur Diesel Fuel Ultra-low sulfur diesel (ULSD) is diesel fuel with 15 parts per million or lower sulfur...
Ultra-Low Sulfur Diesel Fuel | Department of Energy
Ultra-Low Sulfur Diesel Fuel Ultra-Low Sulfur Diesel Fuel August 20, 2013 - 8:53am Addthis Ultra-low sulfur diesel (ULSD) is diesel fuel with 15 parts per million or lower sulfur...
On-Road Use of Fischer-Tropsch Diesel Blends
Alternative compression ignition engine fuels are of interest both to reduce emissions and to reduce U.S. petroleum fuel demand. A Malaysian Fischer-Tropsch gas-to-liquid fuel was compared with California No.2 diesel by characterizing emissions from over the road Class 8 tractors with Caterpillar 3176 engines, using a chassis dynamometer and full scale dilution tunnel. The 5-Mile route was employed as the test schedule, with a test weight of 42,000 lb. Levels of oxides of nitrogen (NO{sub x}) were reduced by an average of 12% and particulate matter (PM) by 25% for the Fischer-Tropsch fuel over the California diesel fuel. Another distillate fuel produced catalytically from Fischer-Tropsch products originally derived from natural gas by Mossgas was also compared with 49-state No.2 diesel by characterizing emissions from Detroit Diesel 6V-92 powered transit buses, three of them equipped with catalytic converters and rebuilt engines, and three without. The CBD cycle was employed as the test schedule, with a test weight of 33,050 lb. For those buses with catalytic converters and rebuilt engines, NO x was reduced by 8% and PM was reduced by 31% on average, while for those buses without, NO x was reduced by 5% and PM was reduced by 20% on average. It is concluded that advanced compression ignition fuels from non-petroleum sources can offer environmental advantages in typical line haul and city transit applications.
Nigel Clark; Mridul Gautam; Donald Lyons; Chris Atkinson; Wenwei Xie; Paul Norton; Keith Vertin; Stephen Goguen; James Eberhardt
Modular Trough Power Plant Cycle and Systems Analysis
This report summarizes an analysis to reduce the cost of power production from modular concentrating solar power plants through a relatively new and exciting concept that merges two mature technologies to produce distributed modular electric power in the range of 500 to 1,500 kWe. These are the organic Rankine cycle (ORC) power plant and the concentrating solar parabolic (CSP) trough technologies that have been developed independent of each other over many years.
Price, H.; Hassani, V.
Novel and Innovative Power Cycles: A Preliminary Assessment
Thermal-electric power plants employing steam-Rankine and combustion turbine power cycles are the predominant method of supplying electric power worldwide and will continue to be for the foreseeable future. Three factors drive research and development of technologies for use in fossil fueled electric power plants in the 21st century—higher efficiency, near-zero emissions, and decreased CO2 emissions. This report assesses a selection of novel thermal-electric power ...
Safety and Performance Assessment of Ethanol/Diesel Blends (E-Diesel)
Subcontract report discussing safety concerns of ethanol-diesel blends and pathways to reducing risks.
Waterland, L. R.; Venkatesh, S.; Unnasch, S.
Best practices for underground diesel emissions
The US NIOSH and the Coal Diesel Partnership recommend practices for successfully using ceramic filters to control particulate emitted from diesel-powered equipment used in underground coal mines. 3 tabs.
Patts, L.; Brnich, M. Jr. [NIOSH Pittsburgh Research Laboratory, Pittsburgh, PA (United States)
Compare New and Used Diesel Vehicles
City 35 30 25 20 15 10 Combined 45 40 35 30 25 20 15 10 Highway Your Selections Search Diesel Vehicles & Fuels Compare Side by Side About Diesel Vehicles New & Upcoming Ultra-Low...
Diesel prices top $4 per gallon
Diesel prices top 4 per gallon The U.S. average retail price for on-highway diesel fuel surpassed the four dollar mark for the first time this year. Prices rose to 4.02 a gallon...
Diesel prices continue to decrease nationally
Diesel prices continue to decrease nationally The U.S. average retail price for on-highway diesel fuel fell to 3.95 a gallon on Monday. That's down 2 cents from a week ago...
Elastomer Compatibility Testing of Renewable Diesel Fuels
In this study, the integrity and performance of six elastomers were tested with ethanol-diesel and biodiesel fuel blends.
Frame, E.; McCormick, R. L.
Petroleum & Other Liquids. Crude oil, gasoline, heating oil, diesel, propane, and other liquids including biofuels and natural gas liquids. ...
Diesel Power: Clean Vehicles for Tomorrow
Diesel Power: Diesel Power: Clean Vehicles for Tomorrow July 2010 VEHICLE TECHNOLOGIES PROGRAM Prepared for the U.S. Department of Energy Vehicle Technologies Program The diesel engine has changed significantly over the last quarter-century, in terms of technology and performance. For this reason, the U.S. Department of Energy (DOE) has created this series of documents about the history of the diesel engine, its current uses in transportation vehicles,
Learn more... Learn more... Price trends and regional differences What causes fluctuations in motor gasoline prices? Retail gasoline prices are mainly affected by crude oil prices and the level of gasoline supply relative to demand. Strong and increasing demand for gasoline and other petroleum products in the United States and the rest of the world at times places intense pressure on available supplies. Even when crude oil prices are stable... read more in Gasoline Explained What causes fluctuations in diesel fuel oil prices? The retail price of a gallon of diesel fuel reflects the underlying costs and profits (or losses) of producing and delivering the product to customers. The price of diesel at the pump reflects the costs and profits of the entire production and distribution chain, including... read more in
Clean Coal Diesel Demonstration Project
A Clean Coal Diesel project was undertaken to demonstrate a new Clean Coal Technology that offers technical, economic and environmental advantages over conventional power generating methods. This innovative technology (developed to the prototype stage in an earlier DOE project completed in 1992) enables utilization of pre-processed clean coal fuel in large-bore, medium-speed, diesel engines. The diesel engines are conventional modern engines in many respects, except they are specially fitted with hardened parts to be compatible with the traces of abrasive ash in the coal-slurry fuel. Industrial and Municipal power generating applications in the 10 to 100 megawatt size range are the target applications. There are hundreds of such reciprocating engine power-plants operating throughout the world today on natural gas and/or heavy fuel oil.
Robert Wilson
Diesel Brewing | Open Energy Information
Diesel Brewing Diesel Brewing Jump to: navigation, search Name Diesel Brewing Place Salem, Oregon Zip 97302 Sector Biomass Product Oregon-based company that uses gasification to produce liquid fuels and electricity from non-food-based biomass sources, including wood wastes, agricultural residues, and manure. Coordinates 42.554485°, -88.110549° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[{"text":"","title":"","link":null,"lat":42.554485,"lon":-88.110549,"alt":0,"address":"","icon":"","group":"","inlineLabel":"","visitedicon":""}]}
Physical properties of bio-diesel & Implications for use of bio-diesel in diesel engines
In this study we identify components of a typical biodiesel fuel and estimate both their individual and mixed thermo-physical and transport properties. We then use the estimated mixture properties in computational simulations to gauge the extent to which combustion is modified when biodiesel is substituted for conventional diesel fuel. Our simulation studies included both regular diesel combustion (DI) and premixed charge compression ignition (PCCI). Preliminary results indicate that biodiesel ignition is significantly delayed due to slower liquid evaporation, with the effects being more pronounced for DI than PCCI. The lower vapor pressure and higher liquid heat capacity of biodiesel are two key contributors to this slower rate of evaporation. Other physical properties are more similar between the two fuels, and their impacts are not clearly evident in the present study. Future studies of diesel combustion sensitivity to both physical and chemical properties of biodiesel are suggested.
Chakravarthy, Veerathu K [ORNL; McFarlane, Joanna [ORNL; Daw, C Stuart [ORNL; Ra, Youngchul [ORNL; Griffin, Jelani K [ORNL; Reitz, Rolf [University of Wisconsin
Biodiesel and Other Renewable Diesel Fuels
Present federal tax incentives apply to certain types of biomass-derived diesel fuels, which in energy policy and tax laws are described either as renewable diesel or biodiesel. To understand the distinctions between these diesel types it is necessary to understand the technologies used to produce them and the properties of the resulting products. This fact sheet contains definitions of renewable and biodiesel and discusses the processes used to convert biomass to diesel fuel and the properties of biodiesel and renewable diesel fuels.
Characteristics of Emitted Carbonyl Compounds by using Biodiesel fuel with constant H2/O2 in a Heavy-Duty Diesel Engine.
??The emission tests were conducted under steady-state cycle condition in a heavy-duty diesel engine using 0% to 30% ratios of biodiesel fuel with constant H2/O2… (more)
Shih, Jia-Yu
Nuevos Reembolsos de impuestos en Materia de EnergĂa para Nuevos Reembolsos de impuestos en Materia de EnergĂa para Diesels VehĂculo Diesel ¡Reembolso Federal de hasta $3,400! AlgĂşnos diesels comprados o puestos en servicio despuĂ©s del 31 de diciembre del 2005 pueden ser elegibles para un reembolso de impuestos sobre la renta federal de hasta 3,400 dĂłlares. (NingĂşn vehĂculo elegible fue fabricado para la venta hasta el 2008.) Las cantidades del reembolso comienzan a disminuir progresivamente para los fabricantes que hayan vendido más de 60,000 vehĂculos hĂbridos y diesel elegibles. Los vehĂculos adquiridos despuĂ©s de Diciembre 31 no son elegibles para este crĂ©dito. Audi BMW Mercedes-Benz Volkswagen All Marca y Modelo del VehĂculo Reembolso Completo Desfase Sin Reembolso 50% 25% Audi ene. 1, 2006 jul. 1 - dic. 31, 2010 No aplica ene. 1, 2011
Coal-fired diesel generator
The objective of the proposed project is to test the technical, environmental, and economic viability of a coal-fired diesel generator for producing electric power in small power generating markets. Coal for the diesel generator would be provided from existing supplies transported for use in the University`s power plant. A cleanup system would be installed for limiting gaseous and particulate emissions. Electricity and steam produced by the diesel generator would be used to supply the needs of the University. The proposed diesel generator and supporting facilities would occupy approximately 2 acres of land adjacent to existing coal- and oil-fired power plant and research laboratory buildings at the University of Alaska, Fairbanks. The environmental analysis identified that the most notable changes to result from the proposed project would occur in the following areas: power plant configuration at the University of Alaska, Fairbanks; air emissions, water use and discharge, and the quantity of solid waste for disposal; noise levels at the power plant site; and transportation of coal to the power plant. No substantive adverse impacts or environmental concerns were identified in analyzing the effects of these changes.
Hydrogen supplemented diesel electric locomotive
A system is disclosed for using internally generated electricity as the power to operate an electrolysis cell for the production of hydrogen gas. This hydrogen gas would be stored under pressure and used on demand as a fuel supplement as for hill ascension by a diesel locomotive.
Wilson, J.B.
Preliminary design package for residential heating/cooling system--Rankine air conditioner redesign
This report contains a summary of the preliminary redesign and development of a marketable single-family heating and cooling system. The objectives discussed are the interim design and schedule status of the Residential (3-ton) redesign, problem areas and solutions, and the definition of plans for future design and development activities. The proposed system for a single-family residential heating and cooling system is a single-loop, solar-assisted, hydronic-to-warm-air heating subsystem with solar-assisted domestic water heating and a Rankine-driven expansion air-conditioning subsystem.
Low Emissions Aftertreatment and Diesel Emissions Reduction
Detroit Diesel Corporation (DDC) has successfully completed a five-year Low Emissions Aftertreatment and Diesel Emissions Reduction (LEADER) program under a DOE project entitled: ''Research and Development for Compression-Ignition Direct-Injection Engines (CIDI) and Aftertreatment Sub-Systems''. The objectives of the LEADER Program were to: Demonstrate technologies that will achieve future federal Tier 2 emissions targets; and Demonstrate production-viable technical targets for engine out emissions, efficiency, power density, noise, durability, production cost, aftertreatment volume and weight. These objectives were successfully met during the course of the LEADER program The most noteworthy achievements in this program are listed below: (1) Demonstrated Tier 2 Bin 3 emissions target over the FTP75 cycle on a PNGV-mule Neon passenger car, utilizing a CSF + SCR system These aggressive emissions were obtained with no ammonia (NH{sub 3}) slip and a combined fuel economy of 63 miles per gallon, integrating FTP75 and highway fuel economy transient cycle test results. Demonstrated feasibility to achieve Tier 2 Bin 8 emissions levels without active NOx aftertreatment. (2) Demonstrated Tier 2 Bin 3 emissions target over the FTP75 cycle on a light-duty truck utilizing a CSF + SCR system, synergizing efforts with the DOE-DDC DELTA program. This aggressive reduction in tailpipe out emissions was achieved with no ammonia slip and a 41% fuel economy improvement, compared to the equivalent gasoline engine-equipped vehicle. (3) Demonstrated Tier 2 near-Bin 9 emissions compliance on a light-duty truck, without active NOx aftertreatment devices, in synergy with the DOE-DDC DELTA program. (4) Developed and applied advanced combustion technologies such as ''CLEAN Combustion{copyright}'', which yields simultaneous reduction in engine out NOx and PM emissions while also improving engine and aftertreatment integration by providing favorable exhaust species and temperature characteristics. These favorable emissions characteristics were obtained while maintaining performance and fuel economy. These aggressive emissions and performance results were achieved by applying a robust systems technology development methodology. This systems approach benefits substantially from an integrated experimental and analytical approach to technology development, which is one of DDCs core competencies Also, DDC is uniquely positioned to undertake such a systems technology development approach, given its vertically integrated commercial structure within the DaimlerChrysler organization. State-of-the-art analytical tools were developed targeting specific LEADER program objectives and were applied to guide system enhancements and to provide testing directions, resulting in a shortened and efficient development cycle. Application examples include ammonia/NO{sub x} distribution improvement and urea injection controls development, and were key contributors to significantly reduce engine out as well as tailpipe out emissions. Successful cooperation between DDC and Engelhard Corporation, the major subcontractor for the LEADER program and provider of state-of-the-art technologies on various catalysts, was another contributing factor to ensure that both passenger car and LD truck applications achieved Tier 2 Bin 3 emissions levels. Significant technical challenges, which highlight barriers of commercialization of diesel technology for passenger cars and LD truck applications, are presented at the end of this report.
Novel thermodynamic cycles developed by BSST provide improvements by factors of approximately 2 in cooling, heating and power generation efficiency of solid-state thermoelectric systems. The currently available BSST technology is being evaluated in automotive development programs for important new applications. Thermoelectric materials are likely to become available that further increase performance by a comparable factor. These major advancements should allow the use of thermoelectric systems in new applications that have the prospect of contributing to emissions reduction, fuel economy, and improved user comfort. Potential applications of thermoelectrics in diesel vehicles are identified and discussed. As a case in point, the history and status of the Climate Controlled Seat (CCS) system from Amerigon, the parent of BSST, is presented. CCS is the most successful and highest production volume thermoelectric system in vehicles today. As a second example, the results of recent analyses on electric power generation from vehicle waste heat are discussed. Conclusions are drawn as to the practicality of waste power generation systems that incorporate BSST's thermodynamic cycle and advanced thermoelectric materials.
Crane, D
Diesel engines are the most realistic technology to achieve a major improvement in fuel economy in the next decade. In the US light truck market, i.e. Sport Utility Vehicles , pick-up trucks and mini-vans, diesel engines can more than double the fuel economy of similarly rated spark ignition (SI) gasoline engines currently in these vehicles. These new diesel engines are comparable to the SI engines in noise levels and 0 to 60 mph acceleration. They no longer have the traditional ''diesel smell.'' And the new diesel engines will provide roughly twice the service life. This is very significant for resale value which could more than offset the initial premium cost of the diesel engine over that of the SI gasoline engine. So why are we not seeing more diesel engine powered personal vehicles in the U.S.? The European auto fleet is comprised of a little over 30 percent diesel engine powered vehicles while current sales are about 50 percent diesel. In France, over 70 percent of the luxury class cars i.e. Mercedes ''S'' Class, BMW 700 series etc., are sold with the diesel engine option selected. Diesel powered BMW's are winning auto races in Germany. These are a typical of the general North American perspective of diesel powered autos. The big challenge to commercial introduction of diesel engine powered light trucks and autos is compliance with the Environmental Protection Agency (EPA) Tier 2, 2007 emissions standards. Specifically, 0.07gm/mile Oxides of Nitrogen (NOx) and 0.01 gm/mile particulates (PM). Although the EPA has set a series of bins of increasing stringency until the 2007 levels are met, vehicle manufacturers appear to want some assurance that Tier 2, 2007 can be met before they commit an engine to a vehicle.
Fairbanks, John
Conversion of a diesel engine to a spark ignition natural gas engine
Requirements for alternatives to diesel-fueled vehicles are developing, particularly in urban centers not in compliance with mandated air quality standards. An operator of fleets of diesel- powered vehicles may be forced to either purchase new vehicles or equip some of the existing fleets with engines designed or modified to run on alternative fuels. In converting existing vehicles, the operator can either replace the existing engine or modify it to burn an alternative fuel. Work described in this report addresses the problem of modifying an existing diesel engine to operate on natural gas. Tecogen has developed a technique for converting turbocharged automotive diesel engines to operate as dedicated spark-ignition engines with natural gas fuel. The engine cycle is converted to a more-complete-expansion cycle in which the expansion ratio of the original engine is unchanged while the effective compression ratio is lowered, so that engine detonation is avoided. The converted natural gas engine, with an expansion ratio higher than in conventional spark- ignition natural gas engines, offers thermal efficiency at wide-open- throttle conditions comparable to its diesel counterpart. This allows field conversion of existing engines. Low exhaust emissions can be achieved when the engine is operated with precise control of the fuel air mixture at stoichiometry with a 3-way catalyst. A Navistar DTA- 466 diesel engine with an expansion ratio of 16.5 to 1 was converted in this way, modifying the cam profiles, increasing the turbocharger boost pressure, incorporating an aftercooler if not already present, and adding a spark-ignition system, natural gas fuel management system, throttle body for load control, and an electronic engine control system. The proof-of-concept engine achieved a power level comparable to that of the diesel engine without detonation. A conversion system was developed for the Navistar DT 466 engine. NOx emissions of 1.5 g/bhp-h have been obtained.
Utility-scale combined-cycle power systems with Kalina bottoming cycles
A new power-generation technology, often referred to as the Kalina cycle, is being developed as a direct replacement for the Rankine steam cycle. It can be applied to any thermal heat source, low or high temperature. Among several Kalina cycle variations, there is one that is particularly well suited as a bottoming cycle for utility combined-cycle applications. It is the subject of this paper. Using an ammonia/water mixture as the working fluid and a condensing system based on absorption-refrigeration principles, the Kalina bottoming cycle outperforms a triple-pressure steam cycle by 16%. Additionally, this version of the Kalina cycle is characterized by an intercooling feature between turbine stages, diametrically opposite to normal reheating practice in steam plants. Energy and mass balances are presented for a 200-MW(electric) Kalina bottoming cycle. Kalina cycle performance is compared to a triple-pressure steam plant. Energy and mass balances are presented as well for a 200-MW(electric) Kalina direct-fired cycle designed for utility purposes.
Sampling Methodology Sampling Methodology The respondents reporting to the weekly diesel price survey represent a stratified probability proportional to size (PPS) sample selected from a frame list of retail outlets. The outlet sampling frame was constructed using commercially available lists from several sources in order to provide comprehensive coverage of truck stops and service stations that sell on-highway diesel fuel in the United States. The frame includes about 62,000 service stations and 4,000 truck stops. Due to statistical and operational considerations, outlets in the States of Alaska and Hawaii are excluded from the target population. The primary publication cells of the survey include Petroleum Administration for Defense Districts (PADDs) 2-4, three sub-PADDs within
Diesel cars in the United States
The purpose of this study was to develop a better understanding of the causes of the recent increased interest in diesel cars, thereby providing insight into the related behavior of institutions and individuals. This knowledge may improve the formulation of federal policies for diesel, electric, and other more energy-efficient car systems. The study describes developments in the diesel car field over the past few years, and discusses the present status of diesel cars. Historical data were assembled on diesel car sales and on parameters that might have affected the sales. Information is included on the following items related to diesel cars: buyers preferences and why; fuel economy and availability; energy conservation potential; and exhaust emissions, their control and air pollution effects. (LCL)
Black Carbon Concentrations and Diesel Vehicle Emission Factors Derived from Coefficient of Haze Measurements in California: 1967-2003
We have derived ambient black carbon (BC) concentrations and estimated emission factors for on-road diesel vehicles from archived Coefficient of Haze (COH) data that was routinely collected beginning in 1967 at 11 locations in the San Francisco Bay Area. COH values are a measure of the attenuation of light by particles collected on a white filter, and available data indicate they are proportional to BC concentrations measured using the conventional aethalometer. Monthly averaged BC concentrations are up to five times greater in winter than summer, and, consequently, so is the population?s exposure to BC. The seasonal cycle in BC concentrations is similar for all Bay Area sites, most likely due to area-wide decreased pollutant dispersion during wintertime. A strong weekly cycle is also evident, with weekend concentrations significantly lower than weekday concentrations, consistent with decreased diesel traffic volume on weekends. The weekly cycle suggests that, in the Bay Area, diesel vehicle emissions are the dominant source of BC aerosol. Despite the continuous increase in diesel fuel consumption in California, annual Bay Area average BC concentrations decreased by a factor of ~;;3 from the late 1960s to the early 2000s. Based on estimated annual BC concentrations, on-road diesel fuel consumption, and recent measurements of on-road diesel vehicle BC emissions, diesel BC emission factors decreased by an order of magnitude over the study period. Reductions in the BC emission factor reflect improved engine technology, emission controls and changes in diesel fuel composition. A new BC monitoring network is needed to continue tracking ambient BC trends because the network of COH monitors has recently been retired.
Tast, CynthiaL; Kirchstetter, Thomas W.; Aguiar, Jeffery; Tonse, Shaheen; Novakov, T.; Fairley, David
Black Carbon Concentrations and Diesel Vehicle Emission FactorsDerived from Coefficient of Haze Measurements in California:1967-2003
We have derived ambient black carbon (BC) concentrations and estimated emission factors for on-road diesel vehicles from archived Coefficient of Haze (COH) data that was routinely collected beginning in 1967 at 11 locations in the San Francisco Bay Area. COH values are a measure of the attenuation of light by particles collected on a white filter, and available data indicate they are proportional to BC concentrations measured using the conventional aethalometer. Monthly averaged BC concentrations are up to five times greater in winter than summer, and, consequently, so is the population's exposure to BC. The seasonal cycle in BC concentrations is similar for all Bay Area sites, most likely due to area-wide decreased pollutant dispersion during wintertime. A strong weekly cycle is also evident, with weekend concentrations significantly lower than weekday concentrations, consistent with decreased diesel traffic volume on weekends. The weekly cycle suggests that, in the Bay Area, diesel vehicle emissions are the dominant source of BC aerosol. Despite the continuous increase in diesel fuel consumption in California, annual Bay Area average BC concentrations decreased by a factor of {approx}3 from the late 1960s to the early 2000s. Based on estimated annual BC concentrations, on-road diesel fuel consumption, and recent measurements of on-road diesel vehicle BC emissions, diesel BC emission factors decreased by an order of magnitude over the study period. Reductions in the BC emission factor reflect improved engine technology, emission controls and changes in diesel fuel composition. A new BC monitoring network is needed to continue tracking ambient BC trends because the network of COH monitors has recently been retired.
Kirchstetter, Thomas W.; Aguiar, Jeffery; Tonse, Shaheen; Novakov, T.
EERE: Energy Basics Ultra-Low Sulfur Diesel Fuel Ultra-low sulfur diesel (ULSD) is diesel fuel with 15 parts per million or lower sulfur content. The U.S. Environmental Protection...
TransForum v4n2 - Diesel Reformer
1 ARGONNE SCIENTISTS TEAM UP TO DEVELOP NEW DIESEL REFORMER Liu tests diesel reformer Argonne's Di-Jia Liu conducted extensive testing of the diesel reformer; his experiments are...
Staged direct injection diesel engine
A diesel engine having staged injection for using lower cetane number fuels than No. 2 diesel fuel. The engine includes a main fuel injector and a pilot fuel injector. Pilot and main fuel may be the same fuel. The pilot injector injects from five to fifteen percent of the total fuel at timings from 20.degree. to 180.degree. BTDC depending upon the quantity of pilot fuel injected, the fuel cetane number and speed and load. The pilot fuel injector is directed toward the centerline of the diesel cylinder and at an angle toward the top of the piston, avoiding the walls of the cylinder. Stratification of the early injected pilot fuel is needed to reduce the fuel-air mixing rate, prevent loss of pilot fuel to quench zones, and keep the fuel-air mixture from becoming too fuel lean to become effective. In one embodiment, the pilot fuel injector includes a single hole for injection of the fuel and is directed at approximately 48.degree. below the head of the cylinder.
Baker, Quentin A. (San Antonio, TX)
Diesel Engine Light Truck Application
The Diesel Engine Light Truck Application (DELTA) program consists of two major contracts with the Department of Energy (DOE). The first one under DE-FC05-97-OR22606, starting from 1997, was completed in 2001, and consequently, a final report was submitted to DOE in 2003. The second part of the contract was under DE-FC05-02OR22909, covering the program progress from 2002 to 2007. This report is the final report of the second part of the program under contract DE-FC05-02OR22909. During the course of this contract, the program work scope and objectives were significantly changed. From 2002 to 2004, the DELTA program continued working on light-duty engine development with the 4.0L V6 DELTA engine, following the accomplishments made from the first part of the program under DE-FC05-97-OR22606. The program work scope in 2005-2007 was changed to the Diesel Particulate Filter (DPF) soot layer characterization and substrate material assessment. This final report will cover two major technical tasks. (1) Continuation of the DELTA engine development to demonstrate production-viable diesel engine technologies and to demonstrate emissions compliance with significant fuel economy advantages, covering progress made from 2002 to 2004. (2) DPF soot layer characterization and substrate material assessment from 2005-2007.
Emergency Diesel Generator Voltage Regulator Guidelines
This product kit, containing six separate documents, provides information to help utilities address emergency diesel generator voltage regulator issues and maintenance.
Trends and Transitions in the Diesel Market
A presentation at the 2007 NPRA Annual Meeting focusing on trends in the diesel market. The presentation reviews the status of the ULSD program and highlights recent ...
BPM Diesel Engineering | Open Energy Information
Diesel Engineering" Retrieved from "http:en.openei.orgwindex.php?titleBPMDieselEngineering&oldid342997" Categories: Clean Energy Organizations Companies Organizations...
Pyrochem Catalysts for Diesel Fuel Reforming - Energy ...
Summary. Converting heavy hydrocarbons, such as diesel and coal-based fuels, into hydrogen-rich synthesis gas is a necessary step for fuel cells and ...
Houston Gasoline and Diesel Retail Prices
Notes: Conventional area is any area that does not require the sale of reformulated gasoline. ... Publication of Low Sulfur On-Highway Diesel (LSD) ...
Petroleum & Other Liquids. Crude oil, gasoline, heating oil, diesel, propane, and other liquids including biofuels and natural gas liquids. Natural Gas
Performance evaluation of diesel particulate filters on heavy duty vehicles.
??Diesel particulate filters, or DPFs, are exhaust aftertreatment devices used to reduce exhaust emissions from diesel powered vehicles. Typical designs have a wall flow filter… (more)
Rosepiler, Stephen G.
Midwest (PADD 2) Refinery Catalytic Hydrotreating, Diesel Fuel ...
Hydro. Diesel Fuel Downstream Charge Capacity (B/SD ; Cat. Hydro. Diesel Fuel Downstream Charge Capacity (B/SD ; Midwest (PADD 2) Downstream Charge Capacity of ...
Vehicle Technologies Office: 2006 Diesel Engine-Efficiency and...
Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations to someone by E-mail Share Vehicle Technologies Office: 2006 Diesel Engine-Efficiency and Emissions...
TransForum v3n4 - Diesel Particulates
ZEROING IN ON DIESEL PARTICULATE EMISSIONS Thick clouds of soot particles no longer billow from new bus and truck exhaust pipes, thanks to today's advanced diesel engines, which...
Black Carbon Concentrations and Diesel Vehicle Emission Factors...
Black Carbon Concentrations and Diesel Vehicle Emission Factors Derived from Coefficient of Haze Measurements in California: 1967-2003 Title Black Carbon Concentrations and Diesel...
Argonne TTRDC - Engines - Compression-Ignition - diesel, fuel...
Compression Ignition Engines Clean Diesel Technologies for Greener Performance Mechanical engineer Alan Kastengren examines a diesel injection nozzle used in Argonne's X-ray spray...
Cellular Response to Diesel Exhaust Particles Strongly Depends...
Cellular Response to Diesel Exhaust Particles Strongly Depends on the Exposure Method Title Cellular Response to Diesel Exhaust Particles Strongly Depends on the Exposure Method...
Engines - Emissions Control - cerium-oxide catalyst, diesel,...
Emissions Control Heavy duty diesel vehicles product particulate matter emissions. The U.S. Environmental Protection Agency regulations require that heavy-duty diesel vehicles have...
Engines - 3-D Animation Shows Complex Geometry of Diesel Particulates
3-D Animation Shows Complex Geometry of Diesel Particulates Diesel particulate matter has a very complex geometry Most studies have observed these three-dimensional structures in...
Why has diesel fuel been more expensive than gasoline? - FAQ ...
Why has diesel fuel been more expensive than gasoline? On-highway diesel fuel prices have been higher than regular gasoline prices almost continuously ...
U.S. Refinery Catalytic Hydrotreating, Diesel Fuel Downstream ...
Cat. Hydro. Diesel Fuel Downstream Charge Capacity (B/SD ; Cat. Hydro. Diesel Fuel Downstream Charge Capacity (B/SD ; U.S. Downstream Charge Capacity of Operable ...
Biodiesel Effects on Diesel Particle Filter Performance: Milestone Report
Research results on the performance of biodiesel and biodiesel blends with ultra-low sulfur diesel (ULSD) and a diesel particle filter (DPF).
Williams, A.; McCormick, R. L.; Hayes, R.; Ireland, J.
Vehicle Technologies Office: 2002 Diesel Engine Emissions Reduction...
a Medium-Duty Diesel Engine Shawn Whitacre National Renewable Energy Lab (PDF 356 KB) Natural Oils -- The Next Generation of Diesel Engine Lubricants? Joe Perez The...
Effect of Biodiesel Blends on Diesel Particulate Filter Performance
Presents results of tests of ultra-low sulfur diesel blended with soy-biodiesel at 5 percent using a Cummins ISB engine with a diesel particulate filter.
Williams, A.; McCormick, R. L.; Hayes, R. R.; Ireland, J.; Fang, H. L.
Diesel Fuel - Energy Explained, Your Guide To Understanding ...
... and electric utilities have diesel generators for backup and emergency power supply. Most remote villages in Alaska use diesel generators for ...
Vehicle Technologies Office: 2004 Diesel Engine Emissions Reduction (DEER)
Diesel Engine Diesel Engine Emissions Reduction (DEER) Conference Presentations to someone by E-mail Share Vehicle Technologies Office: 2004 Diesel Engine Emissions Reduction (DEER) Conference Presentations on Facebook Tweet about Vehicle Technologies Office: 2004 Diesel Engine Emissions Reduction (DEER) Conference Presentations on Twitter Bookmark Vehicle Technologies Office: 2004 Diesel Engine Emissions Reduction (DEER) Conference Presentations on Google Bookmark Vehicle Technologies Office: 2004 Diesel Engine Emissions Reduction (DEER) Conference Presentations on Delicious Rank Vehicle Technologies Office: 2004 Diesel Engine Emissions Reduction (DEER) Conference Presentations on Digg Find More places to share Vehicle Technologies Office: 2004 Diesel Engine Emissions Reduction (DEER) Conference Presentations on
Membrane-Based Air Composition Control for Light-Duty Diesel Vehicles: A Benefit and Cost Assessment
This report presents the methodologies and results of a study conducted by Argonne National Laboratory (Argonne) to assess the benefits and costs of several membrane-based technologies. The technologies evaluated will be used in automotive emissions-control and performance-enhancement systems incorporated into light-duty diesel vehicle engines. Such engines are among the technologies that are being considered to power vehicles developed under the government-industry Partnership for a New Generation of Vehicles (PNGV). Emissions of nitrogen oxides (NO{sub x}) from diesel engines have long been considered a barrier to use of diesels in urban areas. Recently, particulate matter (PM) emissions have also become an area of increased concern because of new regulations regarding emissions of particulate matter measuring 2.5 micrometers or less (PM{sub 2.5}). Particulates are of special concern for diesel engines in the PNGV program; the program has a research goal of 0.01 gram per mile (g/mi) of particulate matter emissions under the Federal Test Procedure (FTP) cycle. This extremely low level (one-fourth the level of the Tier II standard) could threaten the viability of using diesel engines as stand-alone powerplants or in hybrid-electric vehicles. The techniques analyzed in this study can reduce NO{sub x} and particulate emissions and even increase the power density of the diesel engines used in light-duty diesel vehicles.
K. Stork; R. Poola
Novel Power Cycle for Combined-Cycle Systems and Utility Power Plants
The description of a new power cycle, based on the use of a multicomponent working fluid, was published earlier. A thermodynamic analysis of this cycle has demonstrated its superiority over the currently used Rankine Cycle, and a distribution of losses in the subsystems of this cycle has been established. A new, improved variant of the cycle, which provides 10% efficiency improvement over the initial variant, has been developed. The new variant employs a cooling of the working fluid between turbine stages and a recuperation of the released heat for supplementation of the boiler heat supply. Analysis shows that with this new, improved cycle efficiencies of up to 52% for a combined-cycle system employing standard turbines, and of up to 55% when modern high-temperature gas turbines are employed, can be achieved. The same cycle can be utilized to retrofit existing direct-fired power plants, providing an efficiency of up to 42%. The possible implications off such a cycle implementation are briefly discussed. The Electric Power Research Institute (EPRI) is now conducting a study of this cycle.
Kalina, A. L.
The promise of the Kalina cycle
New technologies come and go, but the Rankine steam cycle goes on forever - or so it seemed until Alexander I. Kalina found a better way. Power engineers have known for years that heat can be generated more efficiently in a boiler if a mixture like ammonia and water is used as the working fluid, but no one had figured out how to condense the working fluid mixture at normal heat rejection temperatures. Kalina solved the problem, at least in theory. Now it must be determined whether his theory holds up in practice. In the Rankine steam cycle, water is used in a boiler to produce high-pressure vapor, which is expanded through a turbine to produce power. The expanded vapor is subsequently condensed and is pumped back to the boiler in liquid form to repeat the cycle. In the Kalina cycle, a mixture of approximately 70 percent ammonia and 30 percent water is used in a boiler to produce superheated vapor. The ammonia begins to boil first, having the lower boiling point. As the ammonia boils off, the concentration of ammonia in the remaining mixture decreases, and the mixture's boiling point increases. The boiling point keeps changing as the ammonia-water ratio changes, and the fluid mixture is gradually depleted. This leads to a better match in temperature profiles and permits more energy to be transferred to the working fluid. Overall, more of the available heat is utilized in vapor production than in the steam cycle, and more vapor means more power output from the turbine-generator.
Jurgen, R.K.
Simulating Study of Premixed Charge Compression Ignition on Light-Duty Diesel Fuel Economy and Emissions Control
We utilize the Powertrain Systems Analysis Toolkit (PSAT) combined with transient engine and aftertreatment component models to simulate the impact of premixed charge compression ignition (PCCI) on the fuel economy and emissions of light-duty (LD) diesel-powered conventional and hybrid electric vehicles (HEVs). Our simulated aftertreatment train consists of a diesel oxidation catalyst (DOC), lean NOx trap (LNT), and catalyzed diesel particulate filter (DPF). The results indicate that utilizing PCCI combustion significantly reduces fuel consumption and tailpipe emissions for the conventional diesel-powered vehicle with NOx and particulate emissions controls. These benefits result from a favorable engine speed-load distribution over the cycle combined with a corresponding reduction in the need to regenerate the LNT and DPF. However, the current PCCI technology appears to offer less potential benefit for diesel HEVs equipped with similar emissions controls. This is because PCCI can only be activated over a relatively small part of the drive cycle. Thus we conclude that future utilization of PCCI in diesel HEVs will require significant extension of the available speed-load range for PCCI and revision of current HEV engine management strategies before significant benefits can be realized.
Gao, Zhiming [ORNL; Daw, C Stuart [ORNL; Wagner, Robert M [ORNL
Modeling of a second-generation solar-driven Rankine air conditioner. Final report
Ten configurations of a second-generation (2G), solar-powered, Rankine-driven air conditioner were simulated and the data presented for use in companion studies. The results of the analysis show that the boiling-in-collector (BIC) configuration generates more power per collector area than the other configurations. The models used to simulate the configuration are presented in this report. The generated data are also presented. Experimental work was done under this study to both improve a novel refrigerant and oil lubrication system for the centrifugal compressor and investigate the aerodynamic unloading characteristics of the centrifugal compressor. The information generated was used to define possible turbo-gearbox configurations for use in the second generation computer simulation.
Denius, M.W.; Batton, W.D.
Educating Consumers: New Content on Diesel Vehicles, Diesel Exhaust Fluid, and Selective Catalytic Reduction Technologies on the AFDC (Presentation)
Presentation covers new content available on the Alternative Fuels and Advanced Vehicle Data Center regarding diesel vehicles, diesel exhaust fluid, and selective catalytic reduction technologies.
Brodt-Giles, D.
Overview of recent supercritical binary geothermal cycle experiments from the Heat Cycle Research Program
The Heat Cycle Research Program, which is being conducted for the Department of Energy, has as its objective the development of the technology for effecting improved utilization of moderate temperature geothermal resources. Testing at the Heat Cycle Research Facility located at the DOE Geothermal Test Facility East Mesa, California involves supercritical vaporization and counterflow in-tube condensing in an organic Rankine cycle. Results of the experiments are given for both pure and mixed-hydrocarbon working fluids. The heater and condenser behavior predicted by the Heat Transfer Research, Inc. computer codes used for correlation of the data was in excellent agreement with experimental results. A special series of tests, conducted with propane and up to approximately 40% isopentane concentration, indicated that a close approach to ''integral'' condensation was occurring in the vertically-oriented condenser. Preliminary results of tests in which the turbine expansion ''passed through the two-phase region'' did not indicate efficiency degradation assignable to these metastable expansion processes.
Demuth, O.J.; Bliem, C.J.; Mines, G.L.; Swank, W.D.
Reports and Publications (EIA)
A presentation at the 2007 NPRA Annual Meeting focusing on trends in the diesel market. The presentation reviews the status of the ULSD program and highlights recent changes and trends in the distillate market that point towards continued strength in diesel prices relative to gasoline for some time.
Information Center
Vegetable oil use in stationary engine of diesel cycle.
??Em termos de biocombustíveis líquidos, as questőes relacionadas ao álcool estăo em um patamar desenvolvido com a criaçăo de uma cadeia produtiva em que todos… (more)
Gerson Haruo Inoue
Clean Diesel Technologies Inc | Open Energy Information
Diesel Technologies Inc Diesel Technologies Inc Jump to: navigation, search Name Clean Diesel Technologies Inc Place Stamford, Connecticut Zip 6901 Product Clean Diesel Technologies Inc is a specialty chemical company with patented products that reduce emissions from diesel engines while simultaneously improving fuel economy and power. Coordinates 42.75294°, -73.068531° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[{"text":"","title":"","link":null,"lat":42.75294,"lon":-73.068531,"alt":0,"address":"","icon":"","group":"","inlineLabel":"","visitedicon":""}]}
Coca-Cola Refreshments Class 8 Diesel Electric Hybrid Tractor Evaluation: 13-Month Final Report
This 13-month evaluation used five Kenworth T370 hybrid tractors and five Freightliner M2106 standard diesel tractors at a Coca Cola Refreshments facility in Miami, Florida. The primary objective was to evaluate the fuel economy, emissions, and operational field performance of hybrid electric vehicles when compared to similar-use conventional diesel vehicles. A random dispatch system ensures the vehicles are used in a similar manner. GPS logging, fueling, and maintenance records and laboratory dynamometer testing are used to evaluate the performance of these hybrid tractors. Both groups drive similar duty cycles with similar kinetic intensity (0.95 vs. 0.69), average speed (20.6 vs. 24.3 mph), and stops per mile (1.9 vs. 1.5). The study demonstrated the hybrid group had a 13.7% fuel economy improvement over the diesel group. Laboratory fuel economy and field fuel economy study showed similar trends along the range of KI and stops per mile. Hybrid maintenance costs were 51% lower per mile; hybrid fuel costs per mile were 12% less than for the diesels; and hybrid vehicle total cost of operation per mile was 24% less than the cost of operation for the diesel group.
Walkowicz, K.; Lammert, M.; Curran, P.
Ralphs Grocery EC-Diesel Truck Fleet: Final Results
DOE's Office of Heavy Vehicle Technologies sponsored a research project with Ralphs Grocery Company to collect and analyze data on the performance and operation of 15 diesel trucks fueled with EC-Diesel in commercial service. These trucks were compared to 5 diesel trucks fueled with CARB diesel and operating on similar routes. This document reports this evaluation.
Laboratory and are actively developing what will be the world's largest wind-diesel hybrid electric plant. The pending installation of four 950-kW wind turbines to supplement the 22.8 MW diesel electricity plant diesel fuel usage in the base, while not adversely affecting the power grid or the diesels. The reduced
Massachusetts at Amherst, University of
Diesel Reforming for Solid Oxide Fuel Cell Application
This presentation discusses the development of a diesel reforming catalyst and catalytic system development.
Liu, D-J.; Sheen, S-H.; Krumpelt, M.
Vehicle Technologies Office: 2008 Diesel Engine-Efficiency and Emissions
8 Diesel 8 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations to someone by E-mail Share Vehicle Technologies Office: 2008 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations on Facebook Tweet about Vehicle Technologies Office: 2008 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations on Twitter Bookmark Vehicle Technologies Office: 2008 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations on Google Bookmark Vehicle Technologies Office: 2008 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations on Delicious Rank Vehicle Technologies Office: 2008 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations on Digg
Vehicle Technologies Office: 2007 Diesel Engine-Efficiency and Emissions
7 Diesel 7 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations to someone by E-mail Share Vehicle Technologies Office: 2007 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations on Facebook Tweet about Vehicle Technologies Office: 2007 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations on Twitter Bookmark Vehicle Technologies Office: 2007 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations on Google Bookmark Vehicle Technologies Office: 2007 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations on Delicious Rank Vehicle Technologies Office: 2007 Diesel Engine-Efficiency and Emissions Research (DEER) Conference Presentations on Digg
Alternative Fuels Data Center: Diesel Vehicles Using Biodiesel
Biodiesel Biodiesel Printable Version Share this resource Send a link to Alternative Fuels Data Center: Diesel Vehicles Using Biodiesel to someone by E-mail Share Alternative Fuels Data Center: Diesel Vehicles Using Biodiesel on Facebook Tweet about Alternative Fuels Data Center: Diesel Vehicles Using Biodiesel on Twitter Bookmark Alternative Fuels Data Center: Diesel Vehicles Using Biodiesel on Google Bookmark Alternative Fuels Data Center: Diesel Vehicles Using Biodiesel on Delicious Rank Alternative Fuels Data Center: Diesel Vehicles Using Biodiesel on Digg Find More places to share Alternative Fuels Data Center: Diesel Vehicles Using Biodiesel on AddThis.com... More in this section... Biodiesel Basics Benefits & Considerations Stations Vehicles Availability Emissions
Couple years ago, ADEME engaged programs dedicated to the urban buses exhaust emissions studies. The measures associated with the reduction of atmospheric and noise pollution has particular importance in the sector of urban buses. In many cases, they illustrate the city's environmental image and contribute to reinforcing the attractiveness of public transport. France's fleet in service, presently put at about 14,000 units, consumes about 2 per cent of the total energy of city transport. It causes about 2 per cent of the HC emissions and from 4 to 6 per cent of the NOx emissions and particles. These vehicles typically have a long life span (about 15 years) and are relatively expensive to buy, about 150.000 euros per unit. Several technical solutions were evaluated to quantify, on a real condition cycle for buses, on one hand pollutants emissions, fuel consumption and on the other hand reliability, cost in real existing fleet. This paper presents main preliminary results on urban buses exhaust emission on two different cases: - existing Diesel buses, with fuel modifications (Diesel with low sulphur content), Diesel with water emulsion and bio-Diesel (30% oil ester in standard Diesel fuel); renovating CNG powered Euro II buses fleet, over representative driving cycles, set up by ADEME and partners. On these cycles, pollutants (regulated and unregulated) were measured as well as fuel consumption, at the beginning of a program and one year after to quantify reliability and increase/decrease of pollutants emissions. At the same time, some after-treatment technologies were tested under real conditions and several vehicles. Information such as fuel consumption, lubricant analysis, problem on the technology were following during a one year program. On the overall level, it is the combination of various action, pollution-reduction and renewal that will make it possible to meet the technological challenge of reducing emissions and fuel consumption by urban bus networks.
HTGR-GT closed-cycle gas turbine: a plant concept with inherent cogeneration (power plus heat production) capability
The high-grade sensible heat rejection characteristic of the high-temperature gas-cooled reactor-gas turbine (HTGR-GT) plant is ideally suited to cogeneration. Cogeneration in this nuclear closed-cycle plant could include (1) bottoming Rankine cycle, (2) hot water or process steam production, (3) desalination, and (4) urban and industrial district heating. This paper discusses the HTGR-GT plant thermodynamic cycles, design features, and potential applications for the cogeneration operation modes. This paper concludes that the HTGR-GT plant, which can potentially approach a 50% overall efficiency in a combined cycle mode, can significantly aid national energy goals, particularly resource conservation.
McDonald, C.F.
Alternative Fuels Data Center: Diesel Fuel Blend Tax Exemption
Diesel Fuel Blend Tax Diesel Fuel Blend Tax Exemption to someone by E-mail Share Alternative Fuels Data Center: Diesel Fuel Blend Tax Exemption on Facebook Tweet about Alternative Fuels Data Center: Diesel Fuel Blend Tax Exemption on Twitter Bookmark Alternative Fuels Data Center: Diesel Fuel Blend Tax Exemption on Google Bookmark Alternative Fuels Data Center: Diesel Fuel Blend Tax Exemption on Delicious Rank Alternative Fuels Data Center: Diesel Fuel Blend Tax Exemption on Digg Find More places to share Alternative Fuels Data Center: Diesel Fuel Blend Tax Exemption on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Diesel Fuel Blend Tax Exemption The biodiesel or ethanol portion of blended fuel containing taxable diesel
Engines - Fuel Injection and Spray Research - Diesel Sprays
Diesel Sprays Diesel Sprays Chris Powell and fuel spray xray beamline Christopher Powell, an engine research scientist, fits a specially designed X-ray pressure window to a high-pressure chamber used in diesel spray research. These windows allow Argonne researchers to use X-rays to probe diesel sprays under the high-density conditions found in diesel engines. Diesel sprays Diesel engines are significantly more fuel-efficient than their gasoline counterparts, so wider adoption of diesels in the U.S. would decrease the nationÂ's petroleum consumption. However, diesels emit much higher levels of pollutants, especially particulate matter and NOx (nitrogen oxides). These emissions have prevented more manufacturers from introducing diesel passenger cars. Researchers are exploring ways to reduce pollution formation in the engine
MIT-CTP-3519 Symmetries of Discontinuous Flows and the Dual Rankine-Hugoniot Conditions in Fluid Dynamics
It has recently been shown that the maximal kinematical invariance group of polytropic fluids, for smooth subsonic flows, is the semidirect product of SL(2, R) and the static Galilei group G. This result purports to offer a theoretical explanation for an intriguing similarity, that was recently observed, between a supernova explosion and a plasma implosion. In this paper we extend this result to discuss the symmetries of discontinuous flows, which further validates the explanation by taking into account shock waves, which are the driving force behind both the explosion and implosion. This is accomplished by constructing a new set of Rankine-Hugoniot conditions, which follow from Noether's conservation laws. The new set is dual to the standard Rankine-Hugoniot conditions and is related to them through the SL(2, R) transformations. The entropy condition, that the shock needs to satisfy for physical reasons, is also seen to remain invariant under the transformations.
Design, construction and commissioning of an Organic Rankine Cycle waste heat recovery system with a Tesla-hybrid turbine expander.
??Issues surrounding energy are some of the most compelling subjects in the world today. With human's ever increasing need for energy, production must increase or… (more)
Cirincione, Nicholas
Thermodynamic properties of ammonia-water mixtures for power cycles
Power cycles with ammonia-water mixtures as working fluids have been shown to reach higher thermal efficiencies than the traditional steam turbine (Rankine) cycle with water as the working fluid. Different correlations for the thermodynamic properties of ammonia-water mixtures have been used in studies of ammonia-water mixture cycles described in the literature. Four of these correlations are compared in this paper. The differences in thermal efficiencies for a bottoming Kalina cycle when these four property correlations are used are in the range 0.5 to 3.3%. The properties for saturated liquid and vapor according to three of the correlations and available experimental data are also compared at high pressures and temperatures [up to 20 MPa and 337 C (610 K)]. The difference in saturation temperature for the different correlations is up to 20%, and the difference in saturation enthalpy is as high as 100% when the pressure is 20 MPa.
Thorin, E. [Royal Inst. of Technology, Stockholm (Sweden)]|[Maelardalen Univ., Vaesteraas (Sweden). Dept. of Energy; Dejfors, C.; Svedberg, G. [Royal Inst. of Technology, Stockholm (Sweden)
The final report for the DOE/UNM grant number DE-FG26-98FT40148 discusses the accomplishments of both the theoretical analysis of advanced power cycles and experimental investigation of advanced falling film heat exchangers. This final report also includes the progress report for the third year (period of October 1, 2000 to September 30, 2001). Four new cycles were studied and two cycles were analyzed in detail based on the second law of thermodynamics. The first cycle uses a triple combined cycle, which consists of a topping cycle (Brayton/gas), an intermediate cycle (Rankine/steam), and a bottoming cycle (Rankine/ammonia). This cycle can produce high efficiency and reduces the irreversibility of the Heat Recovery Steam Generator (HRSC) of conventional combined power cycles. The effect of important system parameters on the irreversibility distribution of all components in the cycle under reasonable practical constraints was evaluated. The second cycle is a combined cycle, which consists of a topping cycle (Brayton/gas) and a bottoming cycle (Rankine/ammonia) with integrated compressor inlet air cooling. This innovative cycle can produce high power and efficiency. This cycle is also analyzed and optimized based on the second the second law to obtain the irreversibility distribution of all components in the cycle. The results of the studies have been published in peer reviewed journals and ASME conference proceeding. Experimental investigation of advanced falling film heat exchangers was conducted to find effective additives for steam condensation. Four additives have been selected and tested in a horizontal tube steam condensation facility. It has been observed that heat transfer additives have been shown to be an effective way to increase the efficiency of conventional tube bundle condenser heat exchangers. This increased condensation rate is due to the creation of a disturbance in the liquid condensate surround the film. The heat transfer through such a film has increased due to the onset of Maranogni convection as well as the population of ''dropwise-like'' condensation increased. The results have been published in peer reviewed journals.
Arsalan Razani; Kwang J. Kim
Advanced diesel engine and aftertreatment technologies have been developed for multiple engine and vehicle platforms. Tier 2 (2007 and beyond) emissions levels have been demonstrated for a light truck vehicle over a FTP-75 test cycle on a vehicle chassis dynamometer. These low emissions levels are obtained while retaining the fuel economy advantage characteristic of diesel engines. The performance and emissions results were achieved by integrating advanced combustion strategies (CLEAN Combustion{copyright}) with prototype aftertreatment systems. CLEAN Combustion{copyright} allows partial control of exhaust species for aftertreatment integration in addition to simultaneous NOx and PM reduction. Analytical tools enabled the engine and aftertreatment sub-systems development and system integration. The experimental technology development methodology utilized a range of facilities to streamline development of the eventual solution including utilization of steady state and transient dynamometer test-beds to simulate chassis dynamometer test cycles.
Aneja, R.; Bolton, B; Oladipo, A; Pavlova-MacKinnon, Z; Radwan, A
Jet Fuel from Bio-Diesel
Jet Fuel from Bio-Diesel Background Due to concerns with limited resources of petroleum-based fuels, the demand for using renewable feedstocks, such as vegetable oils and animal...
An improved visualization of diesel particulate filter/
The prevalence of diesel particulate filters (DPF) is increasing as emissions standards worldwide evolve to match current technologies. Since the first application of DPFs in the 1980's, PM trapping effectiveness has ...
Boehm, Kevin (Kevin W.)
Massachusetts Gasoline and Diesel Retail Prices
EIA continued to collect LSD prices from retail outlets and included them in the Diesel Average All Types price until July 26, 2010, when no more outlets reported LSD ...
San Francisco Gasoline and Diesel Retail Prices
Cleveland Gasoline and Diesel Retail Prices
Chicago Gasoline and Diesel Retail Prices
Washington Gasoline and Diesel Retail Prices
Colorado Gasoline and Diesel Retail Prices
New York Gasoline and Diesel Retail Prices
Minnesota Gasoline and Diesel Retail Prices
Florida Gasoline and Diesel Retail Prices
Seattle Gasoline and Diesel Retail Prices
Los Angeles Gasoline and Diesel Retail Prices
Denver Gasoline and Diesel Retail Prices
Compare vehículos diesel nuevos y usados
Por Galn Por lo menos... 35 30 25 20 15 10 Ciudad 35 30 25 20 15 10 Combinado 45 40 35 30 25 20 15 10 Carretera Sus Selecciones Bsque Vehculos y Combustible Diesel Compare de...
JatroDiesel | Open Energy Information
http:www.jatrodiesel.com References JatroDiesel1 LinkedIn Connections CrunchBase Profile No CrunchBase profile. Create one now This article is a stub. You can help OpenEI...
Diesel Fuel Price Pass-through
Over the past several years, the Energy Information Administration (EIA) has extensively studied the relationships between wholesale and retail markets for petroleum products. This article representsthe extension of this type of analysis and modeling into the diesel fuel markets.
Michael Burdette
Modeling deposit formation in diesel injector nozzle
Formation of deposit in the diesel injector nozzle affects the injection behavior and hinders performance. Under running condition, deposit precursors are washed away by the ensuing injection. However, during the cool down ...
Sudhiesh Kumar, Chintoo
Diesel particulate filter with zoned resistive heater
A diesel particulate filter assembly comprises a diesel particulate filter (DPF) and a heater assembly. The DPF filters a particulate from exhaust produced by an engine. The heater assembly has a first metallic layer that is applied to the DPF, a resistive layer that is applied to the first metallic layer, and a second metallic layer that is applied to the resistive layer. The second metallic layer is etched to form a plurality of zones.
Gonze, Eugene V [Pinckney, MI
Alternative Fuels Data Center: Clean Diesel Fleet Vehicle Grants
Clean Diesel Fleet Clean Diesel Fleet Vehicle Grants to someone by E-mail Share Alternative Fuels Data Center: Clean Diesel Fleet Vehicle Grants on Facebook Tweet about Alternative Fuels Data Center: Clean Diesel Fleet Vehicle Grants on Twitter Bookmark Alternative Fuels Data Center: Clean Diesel Fleet Vehicle Grants on Google Bookmark Alternative Fuels Data Center: Clean Diesel Fleet Vehicle Grants on Delicious Rank Alternative Fuels Data Center: Clean Diesel Fleet Vehicle Grants on Digg Find More places to share Alternative Fuels Data Center: Clean Diesel Fleet Vehicle Grants on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Clean Diesel Fleet Vehicle Grants The Oklahoma Department of Environmental Quality (DEQ) Air Quality Division
Alternative Fuels Data Center: National Clean Diesel Campaign (NCDC)
National Clean Diesel National Clean Diesel Campaign (NCDC) to someone by E-mail Share Alternative Fuels Data Center: National Clean Diesel Campaign (NCDC) on Facebook Tweet about Alternative Fuels Data Center: National Clean Diesel Campaign (NCDC) on Twitter Bookmark Alternative Fuels Data Center: National Clean Diesel Campaign (NCDC) on Google Bookmark Alternative Fuels Data Center: National Clean Diesel Campaign (NCDC) on Delicious Rank Alternative Fuels Data Center: National Clean Diesel Campaign (NCDC) on Digg Find More places to share Alternative Fuels Data Center: National Clean Diesel Campaign (NCDC) on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type National Clean Diesel Campaign (NCDC) The NCDC was established by the U.S. Environmental Protection Agency to
Alternative Fuels Data Center: Michigan Fleet Reduces Gasoline and Diesel
Michigan Fleet Reduces Michigan Fleet Reduces Gasoline and Diesel Use to someone by E-mail Share Alternative Fuels Data Center: Michigan Fleet Reduces Gasoline and Diesel Use on Facebook Tweet about Alternative Fuels Data Center: Michigan Fleet Reduces Gasoline and Diesel Use on Twitter Bookmark Alternative Fuels Data Center: Michigan Fleet Reduces Gasoline and Diesel Use on Google Bookmark Alternative Fuels Data Center: Michigan Fleet Reduces Gasoline and Diesel Use on Delicious Rank Alternative Fuels Data Center: Michigan Fleet Reduces Gasoline and Diesel Use on Digg Find More places to share Alternative Fuels Data Center: Michigan Fleet Reduces Gasoline and Diesel Use on AddThis.com... Feb. 11, 2010 Michigan Fleet Reduces Gasoline and Diesel Use D iscover how the City of Ann Arbor reduced municipal fleet gas and diesel
METC research on coal-fired diesels
The METC in-house Coal-Fueled Diesel Research project is part of the overall DOE effort to develop a technology base for diesel engines capable of operating on coal, shale oil or low-cost coal-derived fuels. The in-house effort started in 1985 as a test-bed for coal-derived liquid fuels and will end this fiscal year with the successful completion of METC`s diesel R&D program. Currently METC in-house research and development efforts focus on pilot chamber combustion in METC`s coal-water slurry (CWS) fueled diesel engine. A novel pilot chamber for a direct-injected, coal-fueled diesel engine has been designed and is being tested in METC`s single cylinder research diesel engine. The pilot chamber configuration allows for operation at extended load and speed conditions using 100 percent CWS and no other pilot fuel. The concept involves the use of a small volume chamber exterior to the main cylinder in which approximately 5 percent of the total fuel energy at full load conditions is injected. Lower NO{sub X} levels may be obtained due to leaner burning as well as broader stable performance using only CWS fuel.
McMillian, M.H. [USDOE Morgantown Energy Technology Center, WV (United States); Robey, E.H.; Addis, R.E. [EG and G Washington Analytical Services Center, Inc., Morgantown, WV (United States)
Clean Diesel Engine Component Improvement Program Diesel Truck Thermoelectric Generator
Hi-Z Technology, Inc. (Hi-Z) is currently developing four different auxiliary generator designs that are used to convert a portion (5 to 20%) of the waste heat from vehicle engines exhaust directly to electricity. The four designs range from 200 Watts to 10 kW. The furthest along is the 1 kW Diesel Truck Thermoelectric Generator (DTTEG) for heavy duty Class 8 Diesel trucks, which, under this program, has been subjected to 543,000 equivalent miles of bouncing and jarring on PACCARâ??s test track. Test experience on an earlier version of the DTTEG on the same track showed the need for design modifications incorporated in DTTEG Mod 2, such as a heavy duty shock mounting system and reinforcement of the electrical leads mounting system, the thermocouple mounting system and the thermoelectric module restraints. The conclusion of the 543,000 mile test also pointed the way for an upgrading to heavy duty hose or flex connections for the internal coolant connections for the TEG, and consideration of a separate lower temperature cooling loop with its own radiator. Fuel savings of up to $750 per year and a three to five year payback are believed to be possible with the 5 % efficiency modules. The economics are expected to improve considerably to approach a two year payback when the 5 kW to 10 kW generators make it to the market in a few years with a higher efficiency (20%) thermoelectric module system called Quantum Wells, which are currently under development by Hi-Z. Ultimately, as automation takes over to reduce material and labor costs in the high volume production of QW modules, a one year payback for the 5 kW to10 kW generator appears possible. This was one of the stated goals at the beginning of the project. At some future point in time, with the DTTEG becoming standard equipment on all trucks and automobiles, fuel savings from the 25% conversion of exhaust heat to useable electricity nationwide equates to a 10% reduction in the 12 to 15 million barrels per day of imported oil, that much less air pollution, and an equivalent reduction in the trade deficit, which is expected to lower the inflation rate.
N.B. Elsner; J.C. Bass; S. Ghamaty; D. Krommenhoek; A. Kushch; D. Snowden; S. Marchetti
CNG and Diesel Transit Bus Emissions in Review
Over the past three years, the California Air Resources Board (CARB), in collaboration with the University of California and other entities, has investigated the tailpipe emissions from three different latemodel, in-use heavy-duty transit buses in five different configurations. The study has focused on the measurement of regulated emissions (NOX, HC, CO, total PM), other gaseous emissions (CO2, NO2, CH4, NMHC), a number of pollutants of toxic risk significance (aromatics, carbonyls, PAHs, elements), composition (elemental and organic carbon), and the physical characterization (size-segregated number count and mass) of the particles in the exhaust aerosol. Emission samples are also tested in a modified Ames assay. The impact of oxidation catalyst control for both diesel and compressed natural gas (CNG) buses and a passive diesel particulate filter (DPF) were evaluated over multiple driving cycles (idle, 55 mph cruise, CBD, UDDS, NYBC) using a chassis dynamometer. For brevity, only CBD results are discussed in this paper and particle sizing results are omitted. The database of results is large and some findings have been reported already at various forums including last year's DEER conference. The goal of this paper is to offer an overview of the lessons learned and attempt to draw overall conclusions and interpretations based on key findings to date.
Ayala, A. (a); Kado, N. (a,b); Okamoto, R. (a); Gebel, M. (a) Rieger, P. (a); Kobayashi, R. (b); Kuzmicky, P. (b)
9th Diesel Engine Emissions Reduction (DEER) Workshop 2003
The PowerTrap{trademark} is a non-exhaust temperature dependent system that cannot become blocked and features a controlled regeneration process independent of the vehicle's drive cycle. The system has a low direct-current power source requirement available in both 12-volt and 24-volt configurations. The system is fully programmable, fully automated and includes Euro IV requirements of operation verification. The system has gained European component-type approval and has been tested with both on- road and off-road diesel fuel up to 2000 parts per million. The device is fail-safe: in the event of a device malfunction, it cannot affect the engine's performance. Accumulated mileage testing is in excess of 640,000 miles to date. Vehicles include London-type taxicabs (Euro 1 and 2), emergency service fire engines (Euro 1, 2, and 3), inner city buses, and light-duty locomotives. Independent test results by Shell Global Solutions have consistently demonstrated 85-99 percent reduction of ultrafines across the 7-35 nanometer size range using a scanning mobility particle sizer with both ultra-low sulfur diesel and off-road high-sulfur fuel.
Kukla, P; Wright, J; Harris, G; Ball, A; Gu, F
Recent Developments in BMW's Diesel Technology
The image of BMW is very strongly associated to high power, sports biased, luxury cars in the premium car segment, however, particularly in the United States and some parts of Asia, the combination of a car in this segment with a diesel engine was up until now almost unthinkable. I feel sure that many people in the USA are not even aware that BMW produces diesel-powered cars. In Europe there is a completely contrary situation which, driven by the relative high fuel price, and the noticeable difference between gasoline and diesel prices, there has been a continuous growth in the diesel market since the early eighties. During this time BMW has accumulated more then 20 years experience in developing and producing powerful diesel engines for sports and luxury cars. BMW started the production of its 1st generation diesel engine in 1983 with a 2,4 l, turbocharged IDI engine in the 5 series model range. With a specific power of 35 kW/l, this was the most powerful diesel engine on the market at this time. In 1991 BMW introduced the 2nd generation diesel engine, beginning with a 2,5 l inline six, followed in 1994 by a 1,7 l inline four. All engines of this 2nd BMW diesel engine family were turbocharged and utilized an indirect injection combustion system. With the availability of high-pressure injection systems such as the common rail system, BMW developed its 3rd diesel engine family which consists of four different engines. The first was the 4-cylinder for the 3 series car in the spring of 1998, followed by the 6-cylinder in the fall of 1998 and then in mid 1999 by the worlds first V8 passenger car diesel with direct injection. Beginning in the fall of 2001 with the 4-cylinder, BMW reworked this DI engine family fundamentally. Key elements are an improved core engine design, the use of the common rail system of the 2nd generation and a new engine control unit with even better performance. Step by step, these technological improvements were introduce d to production for all members of this engine family and in all the different vehicle applications. In the next slide you can see the production volume of diesel engines by BMW. From the 1st family we produced {approx} 260,000 units over eight years and from the 2nd family {approx} 630,000 units were produced also during an eight year period. How successful the actual engine family with direct injection is can be seen in the increase of the production volume to 330,000 units for the year 2002 alone. The reason for this is that, in addition to the very low fuel consumption, this new engines provide excellent driving characteristics and a significant improvement in the level of noise and vibration. Page 2 of 5 In 2002, 26% of all BMW cars worldwide, and nearly 40% in Europe, were produced with a diesel engine under the hood. In the X5 we can see the biggest diesel success rate. Of all the X5 vehicles produced, 35% Worldwide and 68% in Europe are powered by a diesel engine.
Steinparzer, F
The Intelligent Study on Diesel-LNG Dual Fuel Marine Diesel Engine
In this article, a diesel engine named "X6170ZC" has been converted into a dual-fuel engine of diesel and liquefied natural gas (LNG). The principle, composition and characteristics of electronic control system for the engine have been introduced. An ... Keywords: engine, dual-fuel, intelligent
Zhang Liang
Diesel engines are the dominant propulsion engine of choice for most of the commercial surface transportation applications in the world. Consider agricultural uses: Diesel engine power is used to prepare the soil, transport the bulk seed or seedlings, pump irrigation water, and spray fertilizers, mechanically harvest some crops and distribute the produce to market. Diesel engines power virtually all of the off-highway construction equipment. Deep water commercial freighters or containerships are almost all diesel engine powered. The passenger ships are primarily either diesel or a combination of diesel and gas turbine, referred to as CODAG or CODOG.
Fairbanks, John W.
Alternative Fuels Data Center: Biodiesel and Renewable Diesel Definitions,
Biodiesel and Biodiesel and Renewable Diesel Definitions, Registration, and Labeling Requirements to someone by E-mail Share Alternative Fuels Data Center: Biodiesel and Renewable Diesel Definitions, Registration, and Labeling Requirements on Facebook Tweet about Alternative Fuels Data Center: Biodiesel and Renewable Diesel Definitions, Registration, and Labeling Requirements on Twitter Bookmark Alternative Fuels Data Center: Biodiesel and Renewable Diesel Definitions, Registration, and Labeling Requirements on Google Bookmark Alternative Fuels Data Center: Biodiesel and Renewable Diesel Definitions, Registration, and Labeling Requirements on Delicious Rank Alternative Fuels Data Center: Biodiesel and Renewable Diesel Definitions, Registration, and Labeling Requirements on Digg
Diesel Exhaust Emissions Control for Light-Duty Vehicles
The objective of this paper is to present the results of diesel exhaust aftertreatment testing and analysis done under the FreedomCAR program. Nitrogen Oxides (NOx) adsorber technology was selected based on a previous investigation of various NOx aftertreatment technologies including non-thermal plasma, NOx adsorber and active lean NOx. Particulate Matter (PM) emissions were addressed by developing a catalyzed particulate filter. After various iterations of the catalyst formulation, the aftertreatment components were integrated and optimized for a light duty vehicle application. This compact exhaust aftertreatment system is dual leg and consists of a sulfur trap, NOx adsorbers, and catalyzed particulate filters (CPF). During regeneration, supplementary ARCO ECD low-sulfur diesel fuel is injected upstream of the adsorber and CPF in the exhaust. Steady state and transient emission test results with and without the exhaust aftertreatment system (EAS) are presented. Results of soot filter regeneration by injecting low-sulfur diesel fuel and slip of unregulated emissions, such as NH3, are discussed. Effects of adsorber size and bypass strategy on NOx conversion efficiency and fuel economy penalty are also presented in this paper. The results indicate that if the supplementary fuel injection is optimized, NH3 slip is negligible. During the FTP cycle, injection of low sulfur diesel fuel can create temperature exotherms high enough to regenerate a loaded CPF. With the optimized NOx adsorber regeneration strategies the fuel injection penalty can be reduced by 40 to 50%. Results for various other issues like low temperature light off, reductant optimization, exhaust sulfur management, system integration and design trade-off, are also presented and discussed in this paper. (SAE Paper SAE-2003-01-0041 © 2003 SAE International. This paper is published on this website with permission from SAE International. As a user of this website, you are permitted to view this paper on-line, download this pdf file and print one copy of this paper at no cost for your use only. The downloaded pdf file and printout of this SAE paper may not be copied, distributed or forwarded to others or for the use of others.)
Mital, R.; Li, J.; Huang, S. C.; Stroia, B. J.; Yu, R. C. (Cummins, Inc.); Anderson, J.A. (Argonne National Laboratory); Howden, Kenneth C. (U.S. Department of Energy)
Development of a Heavy-Duty Diesel Modal Emissions and Fuel Consumption Model
1997), "Emission from CNG and diesel Refuse Haulers Using1997), "Emission from CNG and diesel Refuse Haulers Using
Barth, Matthew; Younglove, Theodore; Scora, George
Assessment of the O2Diesel Operational Safety Program: December 23, 2002 -- June 30, 2007
This report assesses O2Diesel's operational safety program using its ethanol-diesel blended fuel product.
Performance Characterization of a Medium-Duty Diesel Engine with Bio-Diesel and Petroleum Diesel Fuels
In the wake of global warming and fossil fuel depletion, renewed attention has been paid to shifting away from the use of petroleum based fuels. The world?s energy demand is commencing its dependency on alternative fuels. Such alternative fuels in use today consist of bio-alcohols (such as ethanol), hydrogen, biomass, and natural oil/fat derived fuels. However, in this study, the focus will be on the alternative fuel derived from natural oils and fats, namely biodiesel. The following study characterizes the performance of a medium-duty diesel engine fuelled with biodiesel and conventional diesel. The objective is accomplished by taking measurements of manifold pressure and temperature, fuel flow, air flow, and torque. The study first characterizes a John Deere 4.5 liter 4 cylinder direct injection engine with exhaust gas recirculation (EGR), common rail fuel injection, and variable turbo-charging with conventional petroleum diesel to set a reference for comparison. The study then proceeds to characterize the differences in engine performance as a result of using biodiesel relative to conventional diesel. The results show that torque decreases with the use of biodiesel by about 10%. The evaluation of engine performance parameters shows that torque is decreased because of the lower heating value of biodiesel compared to conventional diesel. The insignificant difference between the other performance parameters shows that the ECM demands the same performance of the engine regardless of the fuel being combusted by the engine.
Esquivel, Jason
A combined power and ejector refrigeration cycle for low temperature heat sources
A combined power and ejector refrigeration cycle for low temperature heat sources is under investigation in this paper. The proposed cycle combines the organic Rankine cycle and the ejector refrigeration cycle. The ejector is driven by the exhausts from the turbine to produce power and refrigeration simultaneously. A simulation was carried out to analyze the cycle performance using R245fa as the working fluid. A thermal efficiency of 34.1%, an effective efficiency of 18.7% and an exergy efficiency of 56.8% can be obtained at a generating temperature of 395 K, a condensing temperature of 298 K and an evaporating temperature of 280 K. Simulation results show that the proposed cycle has a big potential to produce refrigeration and most exergy losses take place in the ejector. (author)
Zheng, B.; Weng, Y.W. [School of Mechanical Engineering, Shanghai Jiaotong University, Shanghai 200240 (China)
BioDiesel One Ltd | Open Energy Information
One Ltd Jump to: navigation, search Name BioDiesel One, Ltd. Place Southington, Connecticut Zip 6489 Product BioDiesel One plans to develop a biodiesel plant in Southington,...
Advanced Vehicle Testing Activity - Diesel Engine Idling Test
Diesel Engine Idling Test In support of the Department of Energys FreedomCAR and Vehicle Technologies Program goal to minimize diesel engine idling and reduce the consumption of...
Diesel prices decrease for the ninth consecutive week
Diesel prices decrease for the ninth consecutive week The U.S. average retail price for on-highway diesel fuel fell to 3.85 a gallon on Monday. That's down 3.6 cents from a week...
Diesel prices dip below the 4 dollar mark
Diesel prices dip below the 4 dollar mark The U.S. average retail price for on-highway diesel fuel dipped below the 4-dollar mark for the first time since late January to 3.99 a...
Diesel prices decrease for first time in seven weeks
Diesel prices decrease for first time in seven weeks The U.S. average retail price for on-highway diesel fuel fell for the first time in seven weeks to 4.13 a gallon on Monday....
Vehicle Technologies Office: Fact #496: November 19, 2007 Diesel...
6: November 19, 2007 Diesel Prices in the U.S. and Selected Countries: Cost and Taxes to someone by E-mail Share Vehicle Technologies Office: Fact 496: November 19, 2007 Diesel...
Vehicle Technologies Office: Fact #650: November 22, 2010 Diesel...
0: November 22, 2010 Diesel Fuel Prices hit a Two-Year High to someone by E-mail Share Vehicle Technologies Office: Fact 650: November 22, 2010 Diesel Fuel Prices hit a Two-Year...
Study of deposit formation inside diesel injectors nozzles
Diesel engines are widely used in heavy duty transportation applications such as in trucks, buses and ships because of their reliability and high torque output. A key diesel technology is the injection system which is ...
Wang, YinChun, Ph. D. Massachusetts Institute of Technology
Alternative Fuels Data Center: Clean Diesel Retrofit and Idle Reduction
Clean Diesel Retrofit Clean Diesel Retrofit and Idle Reduction Grants to someone by E-mail Share Alternative Fuels Data Center: Clean Diesel Retrofit and Idle Reduction Grants on Facebook Tweet about Alternative Fuels Data Center: Clean Diesel Retrofit and Idle Reduction Grants on Twitter Bookmark Alternative Fuels Data Center: Clean Diesel Retrofit and Idle Reduction Grants on Google Bookmark Alternative Fuels Data Center: Clean Diesel Retrofit and Idle Reduction Grants on Delicious Rank Alternative Fuels Data Center: Clean Diesel Retrofit and Idle Reduction Grants on Digg Find More places to share Alternative Fuels Data Center: Clean Diesel Retrofit and Idle Reduction Grants on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type
Alternative Fuels Data Center: Biodiesel and Green Diesel Definitions
Biodiesel and Green Biodiesel and Green Diesel Definitions to someone by E-mail Share Alternative Fuels Data Center: Biodiesel and Green Diesel Definitions on Facebook Tweet about Alternative Fuels Data Center: Biodiesel and Green Diesel Definitions on Twitter Bookmark Alternative Fuels Data Center: Biodiesel and Green Diesel Definitions on Google Bookmark Alternative Fuels Data Center: Biodiesel and Green Diesel Definitions on Delicious Rank Alternative Fuels Data Center: Biodiesel and Green Diesel Definitions on Digg Find More places to share Alternative Fuels Data Center: Biodiesel and Green Diesel Definitions on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Biodiesel and Green Diesel Definitions Biodiesel is defined as a fuel that is comprised of mono-alkyl esters of
Alternative Fuels Data Center: Biofuels and Green Diesel Definitions
Biofuels and Green Biofuels and Green Diesel Definitions to someone by E-mail Share Alternative Fuels Data Center: Biofuels and Green Diesel Definitions on Facebook Tweet about Alternative Fuels Data Center: Biofuels and Green Diesel Definitions on Twitter Bookmark Alternative Fuels Data Center: Biofuels and Green Diesel Definitions on Google Bookmark Alternative Fuels Data Center: Biofuels and Green Diesel Definitions on Delicious Rank Alternative Fuels Data Center: Biofuels and Green Diesel Definitions on Digg Find More places to share Alternative Fuels Data Center: Biofuels and Green Diesel Definitions on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type Biofuels and Green Diesel Definitions Advanced biofuels are defined as fuels derived from any cellulose,
Alternative Fuels Data Center: Diesel Vehicle Retrofit and Improvement
Diesel Vehicle Diesel Vehicle Retrofit and Improvement Grants to someone by E-mail Share Alternative Fuels Data Center: Diesel Vehicle Retrofit and Improvement Grants on Facebook Tweet about Alternative Fuels Data Center: Diesel Vehicle Retrofit and Improvement Grants on Twitter Bookmark Alternative Fuels Data Center: Diesel Vehicle Retrofit and Improvement Grants on Google Bookmark Alternative Fuels Data Center: Diesel Vehicle Retrofit and Improvement Grants on Delicious Rank Alternative Fuels Data Center: Diesel Vehicle Retrofit and Improvement Grants on Digg Find More places to share Alternative Fuels Data Center: Diesel Vehicle Retrofit and Improvement Grants on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type
Diesel Fuel Price Pass-through Diesel Fuel Price Pass-through EIA Home > Petroleum > Petroleum Feature Articles Diesel Fuel Price Pass-through Printer-Friendly PDF Diesel Fuel Price Pass-through by Michael Burdette and John Zyren* Over the past several years, the Energy Information Administration (EIA) has extensively studied the relationships between wholesale and retail markets for petroleum products. Beginning with gasoline, we looked at the two ends of the pricing structure in the U.S. market: daily spot prices, which capture sales of large quantities of product between refiners, importers/exporters, and traders; and weekly retail prices, measured at local gasoline outlets nationwide. In the course of this analysis, EIA has found that the relationships between spot and retail prices are consistent and predictable, to the extent that changes in spot prices can be used to forecast subsequent changes in retail prices for the appropriate regions. This article represents the extension of this type of analysis and modeling into the diesel fuel markets.
Gasoline and Diesel Fuel Update Data Revision Notice
Alternatives to conventional diesel fuel-some potential implications of California's TAC decision on diesel particulate.
Limitations on the use of petroleum-based diesel fuel in California could occur pursuant to the 1998 declaration by California's Air Resources Board (CARB) that the particulate matter component of diesel exhaust is a carcinogen, therefore a toxic air contaminant (TAC) subject to provisions of the state's Proposition 65. It is the declared intention of CARB not to ban or restrict diesel fuel, per se, at this time. Assuming no total ban, Argonne National Laboratory (ANL) explored two feasible ''mid-course'' strategies. (1) Increased penetration of natural gas and greater gasoline use in the transportation fuels market, to the extent that some compression-ignition (CI) applications revert to spark-ignition (SI) engines. (2) New specifications requiring diesel fuel reformulation based on exhaust products of individual diesel fuel constituents. Each of these alternatives results in some degree of (conventional) diesel displacement. In the first case, diesel fuel is assumed admissible for ignition assistance as a pilot fuel in natural gas (NG)-powered heavy-duty vehicles, and gasoline demand in California increases by 32.2 million liters per day overall, about 21 percent above projected 2010 baseline demand. Natural gas demand increases by 13.6 million diesel liter equivalents per day, about 7 percent above projected (total) consumption level. In the second case, compression-ignition engines utilize substitutes for petroleum-based diesel having similar ignition and performance properties. For each case we estimated localized air emission plus generalized greenhouse gas and energy changes. Economic implications of vehicle and engine replacement were not evaluated.
Eberhardt, J. J.; Rote, D. M.; Saricks, C. L.; Stodolsky, F.
Earthship BioDiesel | Open Energy Information
Earthship BioDiesel Earthship BioDiesel Jump to: navigation, search Name Earthship BioDiesel Place Taos, New Mexico Zip 87571 Product Supplier and retailer of biodiesel made from Waste Vegetable Oil. Coordinates 36.4116°, -105.574251° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[{"text":"","title":"","link":null,"lat":36.4116,"lon":-105.574251,"alt":0,"address":"","icon":"","group":"","inlineLabel":"","visitedicon":""}]}
Clean Diesel Technologies | Open Energy Information
Clean Diesel Technologies Clean Diesel Technologies Jump to: navigation, search Name Clean Diesel Technologies Address 10 Middle Street Place Bridgeport, Connecticut Zip 06604 Sector Carbon Product Solutions for emissions and carbon reduction Website http://www.cdti.com/ Coordinates 41.178468°, -73.188243° Loading map... {"minzoom":false,"mappingservice":"googlemaps3","type":"ROADMAP","zoom":14,"types":["ROADMAP","SATELLITE","HYBRID","TERRAIN"],"geoservice":"google","maxzoom":false,"width":"600px","height":"350px","centre":false,"title":"","label":"","icon":"","visitedicon":"","lines":[],"polygons":[],"circles":[],"rectangles":[],"copycoords":false,"static":false,"wmsoverlay":"","layers":[],"controls":["pan","zoom","type","scale","streetview"],"zoomstyle":"DEFAULT","typestyle":"DEFAULT","autoinfowindows":false,"kml":[],"gkml":[],"fusiontables":[],"resizable":false,"tilt":0,"kmlrezoom":false,"poi":true,"imageoverlays":[],"markercluster":false,"searchmarkers":"","locations":[{"text":"","title":"","link":null,"lat":41.178468,"lon":-73.188243,"alt":0,"address":"","icon":"","group":"","inlineLabel":"","visitedicon":""}]}
Lean NOx adsorber systems are one of the primary candidate technologies for the control of NOx from diesel engines to meet the 2007-2010 US emissions regulations, which require a 90% reduction of NOx from the 2004 regulations. Several of the technical challenges facing this technology are regeneration at low exhaust temperatures and the efficient use of diesel fuel to minimize fuel penalty. A diesel processor system has been developed and tested in a single leg NOx adsorber configuration on a diesel engine test stand. During NOx adsorber regeneration, this fuel processor system performs reduces the exhaust O2 level to zero and efficiently processes the diesel fuel to H2 and CO. Combined with a Nox adsorber catalyst, this system has demonstrated NOx reduction above 90%, regeneration of the NOx adsorber H2/CO pulses as short as 1 second and fuel penalties in the 3 to 4% range at 50% load. This fuel processor system can also be used to provide the desulfation cycle required with sulfur containing fuels as well as providing thermal management for PM filter regeneration.
Betta, R; Cizeron, J; Sheridan, D; Davis, T
A Municipal Official's Guide to Diesel Idling Reduction | Open Energy
A Municipal Official's Guide to Diesel Idling Reduction A Municipal Official's Guide to Diesel Idling Reduction Jump to: navigation, search Tool Summary LAUNCH TOOL Name: A Municipal Official's Guide to Diesel Idling Reduction Agency/Company /Organization: United States Environmental Protection Agency Partner: New York Planning Federation Sector: Climate, Energy Focus Area: Transportation Resource Type: Lessons learned/best practices Website: www.nyserda.org/publications/09-06GuidetoDieselIdlingReduction.pdf Language: English References: A Municipal Official's Guide to Diesel Idling Reduction[1] References ↑ "A Municipal Official's Guide to Diesel Idling Reduction" Retrieved from "http://en.openei.org/w/index.php?title=A_Municipal_Official%27s_Guide_to_Diesel_Idling_Reduction&oldid=390471"
Alternative Fuels Data Center: Biodiesel and Green Diesel Fuel Use
Biodiesel and Green Biodiesel and Green Diesel Fuel Use Requirement to someone by E-mail Share Alternative Fuels Data Center: Biodiesel and Green Diesel Fuel Use Requirement on Facebook Tweet about Alternative Fuels Data Center: Biodiesel and Green Diesel Fuel Use Requirement on Twitter Bookmark Alternative Fuels Data Center: Biodiesel and Green Diesel Fuel Use Requirement on Google Bookmark Alternative Fuels Data Center: Biodiesel and Green Diesel Fuel Use Requirement on Delicious Rank Alternative Fuels Data Center: Biodiesel and Green Diesel Fuel Use Requirement on Digg Find More places to share Alternative Fuels Data Center: Biodiesel and Green Diesel Fuel Use Requirement on AddThis.com... More in this section... Federal State Advanced Search All Laws & Incentives Sorted by Type
Alternative Fuels Data Center: Hydrogenation-Derived Renewable Diesel
Emerging Fuels Emerging Fuels Printable Version Share this resource Send a link to Alternative Fuels Data Center: Hydrogenation-Derived Renewable Diesel to someone by E-mail Share Alternative Fuels Data Center: Hydrogenation-Derived Renewable Diesel on Facebook Tweet about Alternative Fuels Data Center: Hydrogenation-Derived Renewable Diesel on Twitter Bookmark Alternative Fuels Data Center: Hydrogenation-Derived Renewable Diesel on Google Bookmark Alternative Fuels Data Center: Hydrogenation-Derived Renewable Diesel on Delicious Rank Alternative Fuels Data Center: Hydrogenation-Derived Renewable Diesel on Digg Find More places to share Alternative Fuels Data Center: Hydrogenation-Derived Renewable Diesel on AddThis.com... More in this section... Biobutanol Drop-In Biofuels Methanol
Diamond Green Diesel: Diversifying Our Transportation Fuel Supply |
Diamond Green Diesel: Diversifying Our Transportation Fuel Supply Diamond Green Diesel: Diversifying Our Transportation Fuel Supply Diamond Green Diesel: Diversifying Our Transportation Fuel Supply January 20, 2011 - 3:48pm Addthis Jonathan Silver Jonathan Silver Executive Director of the Loan Programs Office What does this project do? Nearly triples the amount of renewable diesel produced domestically Diversifies the U.S. fuel supply Today, Secretary Chu announced the offer of a conditional commitment for a $241 million loan guarantee to Diamond Green Diesel, LLC., the DOE Loan Program's first conditional commitment for an advanced biofuels plant. The loan guarantee will support the construction of a 137-million gallon per year renewable diesel facility that will produce renewable diesel fuel primarily from animal fats, used cooking oil and other waste grease
Engines - Particulate Studies - Revealing the True Nature of Diesel
Engine Nanoparticle Research: Revealing the True Nature of Diesel Particulates Engine Nanoparticle Research: Revealing the True Nature of Diesel Particulates Thermophoretic sampling device Argonne's test engine with the thermophoretic sampling device attached. Nanostructure of graphitic diesel soot under high engine load A transmission electron microscope reveals the nanostructures of graphitic diesel soot sampled under high engine loads. Morphology of particles collected from diesel combustion with iso-paraffin-enriched fuel. Morphology of particles collected from diesel combution with iso-paraffin-enriched fuel. Amorphous soot particle collected from biodiesel combustion undera low-temperature condition. Amorphous soot particle collected from biodiesel combustion under low temperature conditions. Researchers have many ideas about how to reduce the soot produced by diesel
Diesel and CNG Transit Bus Emissions Characterization By Two Chassis Dynamometer Laboratories: Results and Issues
Emissions of six 32 passenger transit buses were characterized using one of the West Virginia University (WVU) Transportable Heavy Duty Emissions Testing Laboratories, and the fixed base chassis dynamometer at the Colorado Institute for Fuels and High Altitude Engine Research (CIFHAER). Three of the buses were powered with 1997 ISB 5.9 liter Cummins diesel engines, and three were powered with the 1997 5.9 liter Cummins natural gas (NG) counterpart. The NG engines were LEV certified. Objectives were to contrast the emissions performance of the diesel and NG units, and to compare results from the two laboratories. Both laboratories found that oxides of nitrogen and particulate matter (PM) emissions were substantially lower for the natural gas buses than for the diesel buses. It was observed that by varying the rapidity of pedal movement during accelerations in the Central Business District cycle (CBD), CO and PM emissions from the diesel buses could be varied by a factor of three or more. The driving styles may be characterized as aggressive and non-aggressive, but both styles followed the CBD speed command acceptably. PM emissions were far higher for the aggressive driving style. For the NG fueled vehicles driving style had a similar, although smaller, effect on NO{sub x}. It is evident that driver habits may cause substantial deviation in emissions for the CBD cycle. When the CO emissions are used as a surrogate for driver aggression, a regression analysis shows that NO{sub x} and PM emissions from the two laboratories agree closely for equivalent driving style. Implications of driver habit for emissions inventories and regulations are briefly considered.
Nigel N. Clark, Mridul Gautam; Byron L. Rapp; Donald W. Lyons; Michael S. Graboski; Robert L. McCormick; Teresa L. Alleman; Paul Norton
Simulated comparisons of emissions and fuel efficiency of diesel and gasoline hybrid electric vehicles
This paper presents details and results of hybrid and plug-in hybrid electric passenger vehicle (HEV and PHEV) simulations that account for the interaction of thermal transients from drive cycle demands and engine start/stop events with aftertreatment devices and their associated fuel penalties. The simulations were conducted using the Powertrain Systems Analysis Toolkit (PSAT) software developed by Argonne National Laboratory (ANL) combined with aftertreatment component models developed at Oak Ridge National Lab (ORNL). A three-way catalyst model is used in simulations of gasoline powered vehicles while a lean NOx trap model in used to simulated NOx reduction in diesel powered vehicles. Both cases also use a previously reported methodology for simulating the temperature and species transients associated with the intermittent engine operation and typical drive cycle transients which are a significant departure from the usual experimental steady-state engine-map based approach adopted often in vehicle system simulations. Comparative simulations indicate a higher efficiency for diesel powered vehicles but the advantage is lowered by about a third (for both HEVs and PHEVs) when the fuel penalty associated with operating a lean NOx trap is included and may be reduced even more when fuel penalty associated with a particulate filter is included in diesel vehicle simulations. Through these preliminary studies, it is clearly demonstrated how accurate engine and exhaust systems models that can account for highly intermittent and transient engine operation in hybrid vehicles can be used to account for impact of emissions in comparative vehicle systems studies. Future plans with models for other devices such as particulate filters, diesel oxidation and selective reduction catalysts are also discussed.
Gao, Zhiming [ORNL; Chakravarthy, Veerathu K [ORNL; Daw, C Stuart [ORNL
Caterpillar Light Truck Clean Diesel Program
In 1998, light trucks accounted for over 48% of new vehicle sales in the U.S. and well over half the new Light Duty vehicle fuel consumption. The Light Truck Clean Diesel (LTCD) program seeks to introduce large numbers of advanced technology diesel engines in light-duty trucks that would improve their fuel economy (mpg) by at least 50% and reduce our nation's dependence on foreign oil. Incorporating diesel engines in this application represents a high-risk technical and economic challenge. To meet the challenge, a government-industry partnership (Department of Energy, diesel engine manufacturers, and the automotive original equipment manufacturers) is applying joint resources to meet specific goals that will provide benefits to the nation. [1] Caterpillar initially teamed with Ford Motor Company on a 5 year program (1997-2002) to develop prototype vehicles that demonstrate a 50% fuel economy improvement over the current 1997 gasoline powered light truck vehicle in this class while complying with EPA's Tier II emissions regulations. The light truck vehicle selected for the demonstration is a 1999 Ford F150 SuperCab. To meet the goals of the program, the 4.6 L V-8 gasoline engine in this vehicle will be replaced by an advanced compression ignition direct injection (CIDI) engine. Key elements of the Caterpillar LTCD program plan to develop the advanced CIDI engine are presented in this paper.
Robert L. Miller; Kevin P. Duffy; Michael A. Flinn; Steve A. Faulkner; Mike A. Graham
Exploring Low Emission Lubricants for Diesel Engines
A workshop to explore the technological issues involved with the removal of sulfur from lubricants and the development of low emission diesel engine oils was held in Scottsdale, Arizona, January 30 through February 1, 2000. It presented an overview of the current technology by means of panel discussions and technical presentations from industry, government, and academia.
Perez, J. M.
Engineering for sustainable development for bio-diesel production
Engineering for Sustainable Development (ESD) is an integrated systems approach, which aims at developing a balance between the requirements of the current stakeholders without compromising the ability of the future generations to meet their needs. This is a multi-criteria decision-making process that involves the identification of the most optimal sustainable process, which satisfies economic, ecological and social criteria as well as safety and health requirements. Certain difficulties are encountered when ESD is applied, such as ill-defined criteria, scarcity of information, lack of process-specific data, metrics, and the need to satisfy multiple decision makers. To overcome these difficulties, ESD can be broken down into three major steps, starting with the Life Cycle Assessment (LCA) of the process, followed by generation of non-dominating alternatives, and finally selecting the most sustainable process by employing an analytic hierarchical selection process. This methodology starts with the prioritization of the sustainability metrics (health and safety, economic, ecological and social components). The alternatives are then subjected to a pair-wise comparison with respect to each Sustainable Development (SD) indicator and prioritized depending on their performance. The SD indicator priority score and each individual alternative's performance score together are used to determine the most sustainable alternative. The proposed methodology for ESD is applied for bio-diesel production in this thesis. The results obtained for bio-diesel production using the proposed methodology are similar to the alternatives that are considered to be economically and environmentally favorable by both researchers and commercial manufacturers; hence the proposed methodology can be considered to be accurate. The proposed methodology will also find wide range of application as it is flexible and can be used for the sustainable development of a number of systems similar to the bio-diesel production system; it is also user friendly and can be customized with ease. Due to these benefits, the proposed methodology can be considered to be a useful tool for decision making for sustainable development of chemical processes.
Narayanan, Divya
Fuel Sulfur Effects on a Medium-Duty Diesel Pick-Up with a NOx Adsorber, Diesel Particle Filter Emissions Control System: 2000-Hour Aging Results
Discusses the emission results of a nitrogen oxide adsorber catalyst and a diesel particle filter in a medium-duty, diesel pick-up truck.
Thornton, M.; Webb, C. C.; Weber, P. A.; Orban, J.; Slone, E.
Cermet Filters To Reduce Diesel Engine Emissions
Pollution from diesel engines is a significant part of our nation's air-quality problem. Even under the more stringent standards for heavy-duty engines set to take effect in 2004, these engines will continue to emit large amounts of nitrogen oxides and particulate matter, both of which affect public health. To address this problem, the Idaho National Engineering and Environmental Laboratory (INEEL) invented a self-cleaning, high temperature, cermet filter that reduces heavy-duty diesel engine emissions. The main advantage of the INEEL cermet filter, compared to current technology, is its ability to destroy carbon particles and NOx in diesel engine exhaust. As a result, this technology is expected to improve our nation's environmental quality by meeting the need for heavy-duty diesel engine emissions control. This paper describes the cermet filter technology and the initial research and development effort.Diesel engines currently emit soot and NOx that pollute our air. It is expected that the U.S. Environmental Protection Agency (EPA) will begin tightening the regulatory requirements to control these emissions. The INEEL's self-cleaning, high temperature cermet filter provides a technology to clean heavy-duty diesel engine emissions. Under high engine exhaust temperatures, the cermet filter simultaneously removes carbon particles and NOx from the exhaust gas. The cermet filter is made from inexpensive starting materials, via net shape bulk forming and a single-step combustion synthesis process, and can be brazed to existing structures. It is self-cleaning, lightweight, mechanically strong, thermal shock resistant, and has a high melting temperature, high heat capacity, and controllable thermal expansion coefficient. The filter's porosity is controlled to provide high removal efficiency for carbon particulate. It can be made catalytic to oxidize CO, H2, and hydrocarbons, and reduce NOx. When activated by engine exhaust, the filter produces NH3 and light hydrocarbon gases that can effectively destroy the NOx in the exhaust. The following sections describe cermet filter technology and properties of the INEEL filter.
Kong, Peter
Initial operation and performance of a Rankine chiller and an absorption chiller in the National Security and Resources Study Center
A 60,000 ft/sup 2/ building heated and cooled with an 8,000 ft/sup 2/ array of flat plate collectors is described. The single-glazed collectors have a selective surface of black chrome. A paraffinic oil is used as the collector heat transfer fluid. In the cooling mode hot water is stored in a 5,000 gallon pressurized tank and chilled water is stored in a 10,000 gallon tank. Two water chillers are used; a conventional York lithium-bromide absorption unit derated to 85 tons with 185/sup 0/F hot water, and the other a Rankine unit designed and fabricated by Barber-Nichols. The operation of the two chillers is compared. (MHR)
Hedstrom, J.C.; Murray, H.S.; Balcomb, J.D.
Affordable, Low-Carbon Diesel Fuel
Affordable, Low-Carbon Diesel Fuel Affordable, Low-Carbon Diesel Fuel from Domestic Coal and Biomass January 14, 2009 DOE/NETL-2009/1349 Disclaimer This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference therein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement,
Implications to Heavy-Duty Diesel Emissions
ORNL/TM-200015 ORNL/TM-200015 MANAGED BY UT-BATTELLE FOR THE DEPARTMENT OF ENERGY A Vector Approach to Regression Analysis and Its Implications to Heavy-Duty Diesel Emissions November 2000 Prepared by H. 1. McAdams AccaMath Services Carrolton, Illinois R. W. Crawford R.W. Crawford Energy Systems Tucson, Arizona G. R. Hadder Oak Ridge National Laboratory Oak Ridge, Tennessee - UT-BATTELLE -. ORNL-27 (4.00) II ORNL/TM-200015 A VECTOR APPROACH TO REGRESSION ANALYSIS AND ITS APPLICATION TO HEAVY-DUTY DIESEL EMISSIONS H. T. McAdams AccaMath Services Carrollton, Illinois R. W. Crawford RWCrawford Energy Systems Tucson, Arizona G. R. Hadder Oak Ridge National Laboratory Oak Ridge, Tennessee November 2000 Prepared for Office of Energy Effkiency and Renewable Energy
Nonthermal aftertreatment of diesel engine exhaust
The ultimate objective of this work has been to develop a nonthermal plasma process to reduce NO{sub x} in diesel exhaust gas. A secondary objective has been to study the possibility of particulate matter (soot) reduction by the same technique. The early work revealed a fundamental difficulty with this NO{sub x} reduction approach in the gas environment of the diesel engine exhaust. These observations necessitated a thorough study of the unfavorable chemistry in the hope that knowledge of the chemical mechanism would offer an opportunity to make the approach useful for NO{sub x} reduction. Whereas fundamental understanding of the mechanism has been obtained, the authors have not found any measure that would make the approach meet its original objective.
Wallman, P.H.; Hsiao, M.C.; Merritt, B.T.; Penetrante, B.M.; Vogtlin, G.E.
Review of Diesel Exhaust Aftertreatment Programs
The DOE Office of Heavy Vehicle Technologies (OHVT) and its predecessor organizations have maintained aggressive projects in diesel exhaust aftertreatment since 1993. The Energy Policy Act of 1992, Section 2027, specifically authorized DOE to help accelerate the ability of U. S. diesel engine manufacturers to meet emissions regulations while maintaining the compression ignition engines inherently high efficiency. A variety of concepts and devices have been evaluated for NOx and Particulate matter (PM) control. Additionally, supporting technology in diagnostics for catalysis, PM measurement, and catalyst/reductant systems are being developed. This paper provides a summary of technologies that have been investigated and provides recent results from ongoing DOE-sponsored R and D. NOx control has been explored via active NOx catalysis, several plasma-assisted systems, electrochemical cells, and fuel additives. Both catalytic and non-catalytic filter technologies have been investigated for PM control.
Ronald L. Graves
Diesel Aerosol Sampling in the Atmosphere
The University of Minnesota Center for Diesel Research along with a research team including Caterpillar, Cummins, Carnegie Mellon University, West Virginia University (WVU), Paul Scherrer Institute in Switzerland, and Tampere University in Finland have performed measurements of Diesel exhaust particle size distributions under real-world dilution conditions. A mobile aerosol emission laboratory (MEL) equipped to measure particle size distributions, number concentrations, surface area concentrations, particle bound PAHs, as well as CO 2 and NO x concentrations in real time was built and will be described. The MEL was used to follow two different Cummins powered tractors, one with an older engine (L10) and one with a state-of-the-art engine (ISM), on rural highways and measure particles in their exhaust plumes. This paper will describe the goals and objectives of the study and will describe representative particle size distributions observed in roadway experiments with the truck powered by the ISM engine.
David Kittelson; Jason Johnson; Winthrop Watts; Qiang Wei; Marcus Drayton; Dwane Paulsen; Nicolas Bukowiecki
As evidenced by recent lawsuits brought against operators of large diesel truck fleets [1] and by the Consent Decree brought against the heavy-duty diesel manufacturers [2], the environmental and health effects of diesel engine emissions continue to be a significant concern. Reduction of diesel engine emissions has traditionally been achieved through a combination of fuel system, combustion chamber, and engine control modifications [3]. Catalytic aftertreatment has become common on modern diesel vehicles, with the predominant device being the diesel oxidation catalytic converter [3]. To enable advanced after-treatment devices and to directly reduce emissions, significant recent interest has focused on reformulation of diesel fuel, particularly the reduction of sulfur content. The EPA has man-dated that diesel fuel will have only 15 ppm sulfur content by 2007, with current diesel specifications requiring around 300 ppm [4]. Reduction of sulfur will permit sulfur-sensitive aftertreatment devices, continuously regenerating particulate traps, NOx control catalysts, and plasma assisted catalysts to be implemented on diesel vehicles [4]. Another method of reformulating diesel fuel to reduce emissions is to incorporate oxygen in the fuel, as was done in the reformulation of gasoline. The use of methyl tertiary butyl ether (MTBE) in reformulated gasoline has resulted in contamination of water resources across the country [5]. Nonetheless, by relying on the lessons learned from MTBE, oxygenation of diesel fuel may be accomplished without compromising water quality. Oxygenation of diesel fuel offers the possibility of reducing particulate matter emissions significantly, even for the current fleet of diesel vehicles. The mechanism by which oxygen content leads to particulate matter reductions is still under debate, but recent evidence shows clearly that ''smokeless'' engine operation is possible when the oxygen content of diesel fuel reaches roughly 38% by weight [6]. The potential improvements in energy efficiency within the transportation section, particularly in sport utility vehicles and light-duty trucks, that can be provided by deployment of diesel engines in passenger cars and trucks is a strong incentive to develop cleaner burning diesel engines and cleaner burning fuels for diesel engines. Thus, serious consideration of oxygenated diesel fuels is of significant practical interest and value to society. In the present work, a diesel fuel reformulating agent, CETANERTM, has been examined in a popular light-medium duty turbodiesel engine over a range of blending ratios. This additive is a mixture of glycol ethers and can be produced from dimethyl ether, which itself can be manufactured from synthesis gas using Air Products' Liquid Phase Dimethyl Ether (LPDME TM) technology. CETANERTM is a liquid, has an oxygen content of 36 wt.%, has a cetane number over 100 and is highly miscible in diesel fuel. This combination of physical and chemical properties makes CETANERTM an attractive agent for oxygenating diesel fuel. The present study considered CETANERTM ratios from 0 to 40 wt.% in a California Air Resources Board (CARB) specification diesel fuel. Particulate matter emissions, gaseous emissions and in-cylinder pressure traces were monitored over the AVL 8-Mode engine test protocol [7]. This paper presents the results from these measurements and discusses the implications of using high cetane number oxygenates in diesel fuel reformulation.
Boehman, Andre L.
DOE Awarded Patent for Reformulated Diesel Fuel | Department of Energy
Awarded Patent for Reformulated Diesel Fuel Awarded Patent for Reformulated Diesel Fuel DOE Awarded Patent for Reformulated Diesel Fuel May 19, 2006 - 10:46am Addthis Available free of Licensing Fees, Cleaner for the Environment WASHINGTON, DC - The U.S. Department of Energy today announced that it has developed, patented, and made commercially available reformulated diesel fuels which when used can reduce nitrogen oxides up to 10% and particulate matter up to 22% compared to those currently available. The diesel fuel formulations covered under this patent will be commercially available for use without licensing or royalty fees. This reformulated diesel fuel patent resulted from research conducted by the U.S. Department of Energy, Oak Ridge National Laboratory and its subcontractors. "DOE's personnel continue to bring to the forefront technologies and
Argonne TTRDC - Feature - Five Myths About Diesel Engines
Five Myths About Diesel Engines Five Myths About Diesel Engines by Louise Lerner Steve Ciatti Steve Ciatti in the Engine Research Facility Diesel engines, long confined to trucks and ships, are garnering more interest for their fuel efficiency and reduced carbon dioxide emissions relative to gasoline engines. Argonne mechanical engineer Steve Ciatti takes a crack at some of the more persistent myths surrounding the technology. Myth #1: Diesel is dirty. "We all have this image of trucks belching out dirty black smoke," Ciatti said. This smoke is particulate matter from diesel exhaust: soot and small amounts of other chemicals produced by the engine. But EPA emissions requirements have significantly tightened, and diesel engines now have to meet the same criteria as gasoline engines. They do
Fuel Economy of Hybrids, Diesels, and Alternative Fuel Vehicles
You are here: Find a Car - Home > Hybrids, Diesels, and Alternative Fuel You are here: Find a Car - Home > Hybrids, Diesels, and Alternative Fuel Vehicles Hybrids, Diesels, and Alternative Fuel Vehicles Search by Vehicle Type 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 Select Vehicle Type Diesel Electric Ethanol-Gasoline Hybrid Plug-in Hybrid Natural Gas Bifuel Natural Gas Bifuel Propane Go More Search Options Browse New Cars Hybrid Vehicles Plug-in Hybrid Vehicles Battery Electric Vehicles Diesel Vehicles Flex-Fuel Vehicles CNG Vehicles Related Information How Hybrid Vehicles Work How Fuel Cell Vehicles Work MotorWeek Videos Compare Hybrids Compare Diesels Extreme MPG Tax Incentive Information Center Alternative Fuel Station Locator Alternative Fuel and Advanced Vehicle Data Center | Share I want to... Compare Side-by-Side
DOE/VTP Light-Duty Diesel Engine Commercialization
VTP Light-Duty Diesel Engine Commercialization VTP Light-Duty Diesel Engine Commercialization Vehicle Technologies Program (VTP) spearheaded the development of clean diesel engine technologies for passenger vehicles in the 1990s, spurring the current reintroduction of highly efficient diesel vehicles into the passenger market. Cummins partnered with VTP to develop a diesel engine that meets the 50-state 2010 emissions standards while boosting vehicle fuel economy by 30% over comparable gasoline-powered vehicles. The Cummins engine is scheduled to debut in 2010 Chrysler sport utility vehicles and pickup trucks. VTP-sponsored research demonstrated the ability of diesel passenger vehicles with advanced aftertreatment to meet EPA's stringent Tier II Bin 5 standards, representing an 83% reduction in NOx and more than 87% reduction in
Advanced radiation techniques for inspection of diesel engine combustion chamber materials components. Final report
Heavy duty truck engines must meet stringent life cycle cost and regulatory requirements. Meeting these requirements has resulted in convergence on 4-stroke 6-in-line, turbocharged, and after-cooled engines with direct-injection combustion systems. These engines provide much higher efficiencies (42%, fuel consumption 200 g/kW-hr) than automotive engines (31%, fuel consumption 270 g/kW-hr), but at higher initial cost. Significant near-term diesel engine improvements are necessary and are spurred by continuing competitive, Middle - East oil problems and Congressional legislation. As a result of these trends and pressures, Caterpillar has been actively pursuing a low-fuel consumption engine research program with emphasis on product quality through process control and product inspection. The goal of this project is to combine the nondestructive evaluation and computational resources and expertise available at LLNL with the diesel engine and manufacturing expertise of the Caterpillar Corporation to develop in-process monitoring and inspection techniques for diesel engine combustion chamber components and materials. Early development of these techniques will assure the optimization of the manufacturing process by design/inspection interface. The transition from the development stage to the manufacturing stage requires a both a thorough understanding of the processes and a way of verifying conformance to process standards. NDE is one of the essential tools in accomplishing both elements and in this project will be integrated with Caterpillar`s technological and manufacturing expertise to accomplish the project goals.
Measurement of Fuel Dilution of Oil in a Diesel Engine using Laser-Induced Fluorescence Spectroscopy
A technique for measuring the fuel dilution of oil in a diesel engine is presented. Fuel dilution can occur when advanced in-cylinder fuel injection techniques are employed for the purpose of producing rich exhaust for lean NOx trap catalyst regeneration. Laser-induced fluorescence (LIF) spectroscopy is used to monitor the oil in a Mercedes 1.7-liter engine operated on a dynamometer platform. A fluorescent dye suitable for use in diesel fuel and oil systems is added to the engine fuel. The LIF spectra are monitored to detect the growth of the dye signal relative to the background fluorescence of the oil; fuel mass concentration is quantified based on a known sample set. The technique was implemented with fiber optic probes which can be inserted at various points in the oil system of the engine. A low cost 532-nm laser diode was used for excitation of the fluorescence. Measurements of fuel dilution of oil are presented for various in-cylinder injection strategies for rich operation of the diesel engine. Rates of fuel dilution increase for all strategies relative to normal lean operation, and higher fuel dilution rates are observed when extra fuel injection occurs later in the combustion cycle when fuel penetration into the cylinder wall oil film is more likely.
Parks, II, James E [ORNL; Partridge Jr, William P [ORNL
Low-pressure hydrocracking of coal-derived Fischer-Tropsch waxes to diesel
Coal-derived low-temperature Fischer-Tropsch (LTFT) wax was hydrocracked at pressures of 3.5-7.0 MPa using silica-alumina-supported sulfided NiW/NiMo and an unsulfided noble metal catalyst, modified with MoO{sub 3}. A low-pressure operation at 3.5 MPa produced a highly isomerized diesel, having low cloud points (from -12 to -28{sup o}C) combined with high cetane numbers (69-73). These properties together with the extremely low sulfur ({lt}5 ppm) and aromatic ({lt}0.5%) contents place coal/liquid (CTL) derived distillates as highly valuable blending components to achieve Eurograde diesel specifications. The upgrading of coal-based LTFT waxes through hydrocracking to high-quality diesel fuel blend components in combination with commercial-feasible coal-integrated gasification combined cycle (coal-IGCC) CO{sub 2} capture and storage schemes should make CTL technology more attractive. 28 refs., 7 figs., 8 tabs.
Dieter Leckel [Sasol Technology Research and Development, Sasolburg (South Africa). Fischer-Tropsch Refinery Catalysis
Synergies of PCCI-Type Combustion and Lean NOx Trap Catalysis for Diesel Engines
It is widely recognized that future NOx and PM emission targets for diesel engines cannot be met solely via advanced combustion over the full engine drive cycle. Therefore some combination of advanced combustion methodology with an aftertreatment technology will be required. In this study, NOx reduction, fuel efficiency, and regeneration performance of lean NOx trap (LNT) were evaluated for four operating conditions. The combustion approaches included baseline engine operation with and without EGR, two exhaust enrichment methods (post injection and delayed injection), and one advanced combustion mode to enable high efficiency clean combustion (HECC). A 1.7 liter 4-cylinder diesel engine was operated under five conditions, which represent key interest points for light-duty diesel operation. At the low load setting the exhaust temperature was too low to enable LNT regeneration and oxidation; however, HECC (low NOx) was achievable. HECC was also reached under more moderate loads and the exhaust temperatures were high enough to enable even further NOx reductions by the LNT. At high loads HECC becomes difficult but the LNT performance improves and acceptable regeneration can be met with enrichment methodologies.
Parks, II, James E [ORNL; Prikhodko, Vitaly Y [ORNL; Kass, Michael D [ORNL; Huff, Shean P [ORNL
Study of practical cycles for geothermal power plants. Final report
A comparison is made of the performance and cost of geothermal power cycles designed specifically, utilizing existing technology, to exploit the high temperature, high salinity resource at Niland and the moderate temperature, moderately saline resource at East Mesa in California's Imperial Valley. Only two kinds of cycles are considered in the analysis. Both employ a dual flash arrangement and the liberated steam is either utilized directly in a condensing steam turbine or used to heat a secondary working fluid in a closed Rankine (binary) cycle. The performance of several organic fluids was investigated for the closed cycle and the most promising were selected for detailed analysis with the given resource conditions. Results show for the temperature range investigated that if the noncondensible gas content in the brine is low, a dual flash condensing steam turbine cycle is potentially better in terms of resource utilization than a dual flash binary cycle. (The reverse is shown to be true when the brine is utilized directly for heat exchange.) It is also shown that despite the higher resource temperature, the performance of the dual flash binary cycle at Niland is degraded appreciably by the high salinity and its output per unit of brine flow is almost 20 percent lower than that of the steam turbine cycle at East Mesa. Turbine designs were formulated and costs established for power plants having a nominal generating capacity of 50 MW. Three cycles were analyzed in detail. At East Mesa a steam turbine and a binary cycle were compared. At Niland only the binary cycle was analyzed since the high CO/sub 2/ content in the brine precludes the use of a steam turbine there. In each case only the power island equipment was considered and well costs and the cost of flash separators, steam scrubbers and piping to the power plant boundary were excluded from the estimate.
Eskesen, J.H.
Development of Diesel Exhaust Aftertreatment System for Tier II Emissions
Due to their excellent fuel efficiency, reliability, and durability, compression ignition direct injection (CIDI) engines have been used extensively to power almost all highway trucks, urban buses, off-road vehicles, marine carriers, and industrial equipment. CIDI engines burn 35 to 50% less fuel than gasoline engines of comparable size, and they emit far less greenhouse gases (Carbon Dioxides), which have been implicated in global warming. Although the emissions of CIDI engines have been reduced significantly over the last decade, there remains concern with the Nitrogen Oxides (NOX) and Particulate Matter (PM) emission levels. In 2000, the US EPA proposed very stringent emissions standards to be introduced in 2007 along with low sulfur (< 15ppm) diesel fuel. The California Air Resource Board (CARB) has also established the principle that future diesel fueled vehicles should meet the same emissions standards as gasoline fueled vehicles and the EPA followed suit with its Tier II emissions regulations. Meeting the Tier II standards requires NOX and PM emissions to be reduced dramatically. Achieving such low emissions while minimizing fuel economy penalty cannot be done through engine development and fuel reformulation alone, and requires application of NOX and PM aftertreatment control devices. A joint effort was made between Cummins Inc. and the Department of Energy to develop the generic aftertreatment subsystem technologies applicable for Light-Duty Vehicle (LDV) and Light-Duty Truck (LDT) engines. This paper provides an update on the progress of this joint development program. Three NOX reduction technologies including plasmaassisted catalytic NOX reduction (PACR), active lean NOX catalyst (LNC), and adsorber catalyst (AC) technology using intermittent rich conditions for NOX reduction were investigated in parallel in an attempt to select the best NOX control approach for light-duty aftertreatment subsystem integration and development. Investigations included system design and analysis, critical lab/engine experiments, and ranking then selection of NOX control technologies against reliability, up-front cost, fuel economy, service interval/serviceability, and size/weight. The results of the investigations indicate that the best NOX control approach for LDV and LDT applications is a NOX adsorber system. A greater than 83% NOX reduction efficiency is required to achieve 0.07g/mile NOX Tier II vehicle-out emissions. Both active lean NOX and PACR technology are currently not capable of achieving the high conversion efficiency required for Tier II, Bin 5 emissions standards. In this paper, the NOX technology assessment and selection is first reviewed and discussed. Development of the selected NOX technology (NOX adsorber) and PM control are then discussed in more detail. Discussion includes exhaust sulfur management, further adsorber formulation development, reductant screening, diesel particulate filter development & active regeneration, and preliminary test results on the selected integrated SOX trap, NOX adsorber, and diesel particulate filter system over an FTP-75 emissions cycle, and its impact on fuel economy. Finally, the direction of future work for continued advanced aftertreatment technology development is discussed. (SAE Paper SAE-2002-01-1867 © 2002 SAE International. This paper is published on this website with permission from SAE International. As a user of this website, you are permitted to view this paper on-line, download this pdf file and print one copy of this paper at no cost for your use only. The downloaded pdf file and printout of this SAE paper may not be copied, distributed or forwarded to others or for the use of others.)
Yu, R. C.; Cole, A. S., Stroia, B. J.; Huang, S. C. (Cummins, Inc.); Howden, Kenneth C.; Chalk, Steven (U.S. Dept. of Energy)
Microwave-Regenerated Diesel Exhaust Particulate Filter
Development of a microwave-regenerated particulate filter system has evolved from bench scale work to actual diesel engine experimentation. The filter system was initially evaluated on a stationary mounted 1.2-L diesel engine and was able to remove a significant amount of carbon particles from the exhaust. The ability of the microwave energy to regenerate or clean the filter was also demonstrated on this engine under idle conditions. Based on the 1.2-L experiments, improvements to the filter design and materials were implemented and the system was re-evaluated on a vehicle equipped with a 7.3-L diesel engine. The 7.3-L engine was selected to achieve heavy filter loading in a relatively short period of time. The purpose of these experiments was to evaluate filter-loading capacity, power requirements for regeneration, and filter regeneration efficiency. A more detailed evaluation of the filter was performed on a stationary mounted 1.9-L diesel engine. The effect of exhaust flow rate, loading, transients, and regeneration on filter efficiency was evaluated with this setup. In addition, gaseous exhaust emissions were investigated with and without an oxidation catalyst on the filter cartridge during loading and regeneration. (SAE Paper SAE-2001-01-0903 © 2001 SAE International. This paper is published on this website with permission from SAE International. As a user of this website, you are permitted to view this paper on-line, download this pdf file and print one copy of this paper at no cost for your use only. The downloaded pdf file and printout of this SAE paper may not be copied, distributed or forwarded to others or for the use of others.)
Nixdorf, Richard D. (Industrial Ceramic Solution, LLC); Green, Johney Boyd; Story, John M.; Wagner, Robert M. (Oak Ridge National Laboratory)
Electrical diesel particulate filter (DPF) regeneration
An exhaust system that processes exhaust generated by an engine includes a diesel particulate filter (DPF) that is disposed downstream of the engine and that filters particulates from the exhaust. An electrical heater is disposed upstream of the DPF and selectively heats the exhaust to initiate combustion of the particulates within the exhaust as it passes therethrough. Heat generated by combustion of the particulates induces combustion of particulates within the DPF.
Gonze, Eugene V; Ament, Frank
Coal-fueled diesel locomotive test
The biggest challenges to the development of a commercially-acceptable coal-fueled diesel-electric locomotive are integrating all systems into a working unit that can be operated in railroad service. This involves mainly the following three systems: (1) the multi-cylinder coal-fueled diesel engine, (2) the locomotive and engine controls, and (3) the CWS fuel supply system. Consequently, a workable 12-cylinder coal-fueled diesel engine was considered necessary at this stage to evolve the required locomotive support systems, in addition to gaining valuable multi-cylinder engine operating experience. The CWS fuel used during this project was obtained from Otisca, Inc. (Syracuse, NY). It was prepared from micronized and deashed Kentucky Blue Gem coal to 49.0% coal loading by weight, with less than 1% ash and 5 micron mean diameter particle size. Its higher heating value was analyzed at approximately 34630 kJ/k. Anti-agglomerating additive Triton X-114 was added to the CWS at GE Transportation Systems at 2% of coal weight. The nature of the Otisca CWS fuel makes it inherently more difficult to store, pump, and inject than diesel fuel, since concepts which govern Newtonian or normally viscous liquids do not apply entirely to CWS. Otisca CWS tends to be unstable and to settle in tanks and lines after a period of time, making it necessary to provide a means of agitation during storage. To avoid long term settling problems and to minimize losses, piping velocities were designed to be in the 60-90 m/min range.
Hsu, B.D.; McDowell, R.E.; Confer, G.L.; Basic, S.L.
Utiization of alternate fuels in diesel engines
Accomplishments during three years entitled The Utilization of Alternate Fuels in Diesel Engines are summarized. Experiments were designed and test equipment set-up for the purpose of evaluating the use of methanol as a fumigant for light-duty Diesel engine service. The major experimental results were obtained from a multicylinder automotive Diesel engine. However, fundamental studies employing a GC/micro-reactor and a constant volume combustion bomb were also started. The purpose of this work was to measure some of the chemical and physical properties of methanol and methanol-air mixtures. The laminar flame velocity for various mixtures has been measured in the combustion bomb and thermal degradation studies have begun in the GC/micro-reactor. An Oldsmobile 5.7 liter V/8 Diesel engine was fumigated with methanol in amounts up to 40% of the fuel energy. The primary objectives of the study were to determine the effect of methanol fumigation on fuel efficiency, smoke, nitric oxide emission, and the occurrence of severe knock. An assessment of the biological activity for samples of the raw exhaust particulate and its soluble organic extract was also made using boh the Ames Salmonella typhimurium test and the B. subtilis Comptest. Generally, methanol fumigation was found to decrease NO emission for all conditions, to have a slight effect on smoke opacity, and to have a beneficial effect on fuel efficiency at higher loads. Also at higher loads, the methanol was found to induce what was defined as knock limited operation. The biological activity of the raw particulate matter was fond to be less than that of its soluble organic extract. However, for both the fumigation of methanol did enhance the biological activity.
Lestz, S.S.
Diesel exhaust filter uses steel wool
Researchers are experimenting with a diesel exhaust filter which can use either steel wool or wire mesh as the filter medium. By using alumina coated metal wool as the filter matrix, submicron-sized particulate emissions may be recovered. The particulate trapping efficiency of this kind of filter depends on the amount of alumina applied to it, and its physical dimensions. Surface area, which is a function of all of these, correlates well with trapping efficiency.
Effects of 2-Ethylhexyl Nitrate on Diesel-Spray Processes
Diesel fuel ignition-enhancing additives, such as 2-ethylhexyl nitrate, are known to reduce emissions from diesel engines; however, the mechanisms by which the emissions reduction occur are not understood. This report covers the first phase of a research project supported by Ethyl Corporation that is aimed at developing a detailed understanding of how 2-ethylhexyl nitrate alters in-cylinder injection, ignition, and combustion processes to reduce diesel engine emissions.
Higgins, B.; Mueller, C.; Siebers, D.
X-Ray Absorption Characterization of Diesel Exhaust Particulates
We have characterized particulates from a 1993 11.1 Detroit Diesel Series 60 engine with electronic unit injectors operated using fuels with and without methylcyclopentadienyl manganese tricarbonyl (MMT) and overbased calcium sulfonate added. X-ray photoabsorption (XAS) spectroscopy was used to characterize the diesel particulates. Results reveal a mixture of primarily Mn-phosphate with some Mn-oxide, and Ca-sulfate on the surface of the filtered particulates from the diesel engine.
Nelson, A J; Ferreira, J L; Reynolds, J G; Roos, J W
PCR+ In Diesel Fuels and Emissions Research
In past work for the U.S. Department of Energy (DOE) and Oak Ridge National Laboratory (ORNL), PCR+ was developed as an alternative methodology for building statistical models. PCR+ is an extension of Principal Components Regression (PCR), in which the eigenvectors resulting from Principal Components Analysis (PCA) are used as predictor variables in regression analysis. The work was motivated by the observation that most heavy-duty diesel (HDD) engine research was conducted with test fuels that had been ''concocted'' in the laboratory to vary selected fuel properties in isolation from each other. This approach departs markedly from the real world, where the reformulation of diesel fuels for almost any purpose leads to changes in a number of interrelated properties. In this work, we present new information regarding the problems encountered in the conventional approach to model-building and how the PCR+ method can be used to improve research on the relationship between fuel characteristics and engine emissions. We also discuss how PCR+ can be applied to a variety of other research problems related to diesel fuels.
McAdams, H.T.
Utilization of alternative fuels in diesel engines:
The thrust of this resarch program has been to determine the effect of various alternative and synthetic fuels on the performance and emissions from Diesel engines. The purpose of research was to investigate the various fuels for extension of existing supplies or as emergency substitutes for Diesel fuels. Thus, the work did not emphasize optimization of the engines for a given fuel;the engines were generally run at manufacturers specifications for conventional fuels. During the various studies, regulated and unregualted emissions were investigated and the biological activity of the soluble organics on the particulate emissions was determined using the Ames test procedure. During the present contract period, three experimental programs were carried out. The first program investigated the utilization of methane and propane in an indirect injection, multicylinder engine. In the other two studies, a single cylinder direct injection Diesel engine was used to investigate the performance and emission characteristics of synthetic fuels derived from tar sands and oil shale and of three fuels derived from coal by the Exxon Donor Solvent (EDS) process. The body of this report consists of three chapters which summarize the experimental equipment, procedures, and major results from the studies of methane and propane fumigation, of synthetic fuels from oil shale and tar sands and of the coal-derived fuels.
Study of practical cycles for geothermal power plants. Interim report, June 15, 1975-March 31, 1976
The preliminary analysis is described in a study of practical cycles for geothermal power plants. The analysis is based on three different brines whose temperatures and composition span the range that is of practical interest for power generation. Only two kinds of cycles were considered in the analysis - the steam turbine cycle and the binary cycle, in which energy from the geothermal fluid is transferred to a secondary working fluid in a closed Rankine cycle. The performance of several condidate working fluids has been investigated, and the most attracive binary cycles have been selected for the various resource conditions. The results show that if brine is utilized directly in the primary heat exchange process with the secondary working fluid, the binary cycle is potentially better in terms of resource utilization than a dual flash steam turbine cycle. However, if the brine is flashed to steam and the steam is used for the heat exchange process, the steam turbine cycle will produce more power per pound of brine flow. Preliminary turbine designs have been formulated for steam and also for the most promising working fluids in the secondary or binary cycle. For all cycle configurations at least 50 MW of electrical power can be generated by a single unit without exceeding mechanical design or manufacturing limitations even when the resource temperature is as low as 400/sup 0/F. Plant economics were not considered.
Gasoline and Diesel Fuel Update - U.S. Energy Information ...
Diesel Fuel Release Date: November 25, 2013 | Next Release Date: December 2, 2013 Reformulated Gasoline. States in each PADD Region. Procedures & Methodology ...
Heavy-duty diesel engine oil aging effects on emissions.
??Diesel engines are highly reliable, durable and are used for wide range of applications with low fuel usage owing to its higher thermal efficiency compared… (more)
Dam, Mrinmoy.
Stripping Ethanol from Ethanol-Blended Diesel Fuels for Reductant ...
Stripping Ethanol from Ethanol-Blended Diesel Fuels for Reductant Use in N0x Catalytic Reduction Note: The technology described above is an early stage opportunity.
California's efforts to clean up diesel engines have helped reduce...
Contacts California's efforts to clean up diesel engines have helped reduce impact of climate change on state, study finds CARB black carbon study shows decrease in emissions...
Heating Fuels and Diesel Update - U.S. Energy Information ...
EIA: diesel prices - U.S. Energy Information Administration (EIA)
Carbonyl Emissions from Gasoline and Diesel Motor Vehicles
Carbonyl compounds present in motor vehicle exhaust, rangingfrom gasoline and diesel motor vehicles. Environ. Sci. Tech.composition and toxicity of motor vehicle emission samples.
Jakober, Chris A.
Status of Wind-Diesel Applications in Arctic Climates: Preprint
The rising cost of diesel fuel and the environmental regulation for its transportation, use, and storage, combined with the clear impacts of increased arctic temperatures, is driving remote communities to examine alternative methods of providing power. Over the past few years, wind energy has been increasingly used to reduce diesel fuel consumption, providing economic, environmental, and security benefits to the energy supply of communities from Alaska to Antarctica. This summary paper describes the current state of wind-diesel systems, reviews the operation of wind-diesel plants in cold climates, discusses current research activities pertaining to these systems, and addresses their technical and commercial challenges. System architectures, dispatch strategies, and operating experience from a variety of wind-diesel systems in Alaska will be reviewed. Specific focus will also be given to the control of power systems with large amounts of wind generation and the complexities of replacing diesel engine waste heat with excess wind energy, a key factor in assessing power plants for retrofit. A brief overview of steps for assessing the viability of retrofitting diesel power systems with wind technologies will also be provided. Because of the large number of isolated diesel minigrids, the market for adding wind to these systems is substantial, specifically in arctic climates and on islands that rely on diesel-only power generation.
Baring-Gould, I.; Corbus, D.
Diesel DeNOx Catalyst - Energy Innovation Portal
Because diesel engines are more fuel-efficient than gasoline engines, ... Fossil fuel power plants; Chemical plants; Patents and Patent Applications. ID Number.
Price of No. 2 Diesel Fuel Through Retail Outlets
(Dollars per Gallon Excluding Taxes) Data ... total No. 2 diesel fuel has been eliminated to help ensure that sensitive data reported to EIA by ...
Proceedings of the 1998 diesel engine emissions reduction workshop [DEER
This workshop was held July 6--9, 1998 in Castine, Maine. The purpose of this workshop was to provide a multidisciplinary forum for exchange of state-of-the-art information on reduction of diesel engine emissions. Attention was focused on the following: agency/organization concerns on engine emissions; diesel engine issues and challenges; health risks from diesel engines emissions; fuels and lubrication technologies; non-thermal plasma and urea after-treatment technologies; and diesel engine technologies for emission reduction 1 and 2.
Monthly and yearly energy forecasts, analysis of energy topics, ... 2013 | Next Release Date: November 18, 2013 Diesel Fuel Release Date: November 12, ...
Chinese tallow seed oil as a diesel fuel extender
Chinese tallow and stillingia oil are products obtained from the seed of the unmerchantable, but high yielding Chinese tallow tree. Short-term diesel engine performance tests using mixtures 25%:75% and 50%:50% of Chinese tallow tree seed oil and tallow to diesel fuel gave engine power output, brake thermal efficiencies, and fuel consumption rates within 7% of those obtained using pure diesel fuel. Fuel property values of the extended fuels were found to be within limits proposed for diesel engines. 12 references.
Samson, W.D.; Vidrine, C.G.; Robbins, J.W.D.
Twelve-Month Evaluation of UPS Diesel Hybrid Electric Delivery...
truck Cummins Westport ISXG high- pressure, direct- injection, lique- fied natural gas (LNG) and diesel Completed in 2004 2 Project Design and Data Collection This report...
Vehicle Technologies Office: 2003 Diesel Engine Emissions Reduction...
3: Fuels and Lubrication, Part 2 Emissions from Heavy-Duty Diesel Engine with Exhaust Gas Recirculation (EGR) using Oil Sands Derived Fuels Stuart Neill National Research...
Diesel Reforming for Fuel Cell Auxiliary Power Units
This objective of this project was to develop technology suitable for onboard reforming of diesel. The approach was to examine catalytic partial oxidation and steam reforming.
Borup, R.; Parkinson, W. J.; Inbody, M.; Brosha, E.L.; Guidry, D.R.
The objectives of this research program are to develop information on lubricity and viscosity improvers and their impact on the wear mechanisms in fuel injectors operating on blends of dimethyl ether (DME) and diesel fuel. This project complements another ongoing project titled ''Development of a Dimethyl Ether (DME)-Fueled Shuttle Bus Demonstration Project''. The objectives of that research and demonstration program are to convert a campus shuttle bus to operation on dimethyl ether, a potential ultra-clean alternative diesel fuel. To accomplish this objective, this project includes laboratory evaluation of a fuel conversion strategy, as well as, field demonstration of the DME-fueled shuttle bus. Since DME is a fuel with no lubricity (i.e., it does not possess the lubricating quality of diesel fuel), conventional fuel delivery and fuel injection systems are not compatible with dimethyl ether. Therefore, to operate a diesel engine on DME one must develop a fuel-tolerant injection system, or find a way to provide the necessary lubricity to the DME. In the shuttle bus project, they have chosen the latter strategy in order to achieve the objective with minimal need to modify the engine. The strategy is to blend DME with diesel fuel, to obtain the necessary lubricity to protect the fuel injection system and to achieve low emissions. In this project, they have sought to develop methods for extending the permissible DME content in the DME-diesel blends without experiencing rapid injector failure due to wear. To date, the activities have covered two areas: development of a high-pressure lubricity test apparatus for studies of lubricity and viscosity improvers and development of an injector durability stand for evaluation of wear rates in fuel injectors. This report provides summaries of the progress toward completion of both experimental systems and a summary of the plan for completion of the project objectives.
Elana M. Chapman; Andre L. Boehman; Kimberly Wain; Wallis Lloyd; Joseph M. Perez; Donald Stiver; Joseph Conway
The objectives of this research program are to develop information on lubricity and viscosity improvers and their impact on the wear mechanisms in fuel injectors operating on blends of dimethyl ether (DME) and diesel fuel. Since DME is a fuel with no lubricity (i.e., it does not possess the lubricating quality of diesel fuel), conventional fuel delivery and fuel injection systems are not compatible with dimethyl ether. Therefore, to operate a diesel engine on DME one must develop a fuel-tolerant injection system, or find a way to provide the necessary lubricity to the DME. In the shuttle bus project, we have chosen the latter strategy in order to achieve the objective with minimal need to modify the engine. Our strategy is to blend DME with diesel fuel, to obtain the necessary lubricity to protect the fuel injection system and to achieve low emissions. In this project, we have sought to develop methods for extending the permissible DME content in the DME-diesel blends without experiencing rapid injector failure due to wear. Our activities have covered three areas: examination of the impact of lubricity additives on the viscosity of DME, development of a high-pressure lubricity test apparatus for studies of lubricity and viscosity improvers and development of an injector durability stand for evaluation of wear rates in fuel injectors. The first two of these areas have resulted in valuable information about the limitations of lubricity and viscosity additives that are presently available in terms of their impact on the viscosity of DME and on wear rates on injector hardware. The third area, that of development of an injector durability test stand, has not resulted in a functioning experiment. Some information is provided in this report to identify the remaining tasks that need to be performed to make the injector stand operational. The key observations from the work are that when blended at 25 wt.% in either diesel fuel or Biodiesel fuel, DME requires more than 5 wt.% additive of all viscosity and lubricity additives tested here to even approach the lower limit of the ASTM diesel fuel viscosity requirement. To treat neat DME sufficiently to make DME comply with the ASTM diesel fuel viscosity requirement would require a viscosity additive with 10{sup 45} cSt viscosity, which is not possible with current additive technologies.
Elana M. Chapman; Andre Boehman; Kimberly Wain; Wallis Lloyd; Joseph M. Perez; Donald Stiver; Joseph Conway
TransForum v3n2 - Ethanol Additive for Diesel
ETHANOL FUEL ADDITIVE MAY HELP SOLVE THE DIESEL EMISSIONS PUZZLE The quest to reduce atmospheric emissions associated with diesel-fueled vehicles has faced a longstanding...
How many gallons of diesel fuel does one barrel of oil ...
... gasoline, heating oil, diesel, propane, and other liquids including biofuels ... How many gallons of diesel fuel does one ... and consumed in the ...
2011 Brief: U.S. average gasoline and diesel prices over $3 per ...
Biofuels: Ethanol & Biodiesel ... record U.S. diesel exports and higher diesel fuel demand from truckers transporting more finished goods and raw materials as the ...
Investigation of diesel soot mediated oils and additive package on wear.
??Contamination of lubricating oil by diesel soot is one of the major causes of increased engine wear. The diesel soot interacts with the engine oil… (more)
Balla, Santhosh Kumar.
How do I calculate diesel fuel surcharges? - FAQ - U.S. Energy ...
How do I calculate diesel fuel surcharges? The U.S. Energy Information Administration does not calculate, assess, or regulate diesel fuel surcharges.
Investigation Of The Ion Current Signal In Gen-Set Turbocharged Diesel Engine.
??Diesel powered generator sets have traditionally been and remain the number-one choice for standby and emergency power systems. As an established engine technology, diesel engines… (more)
Badawy, Tamer Hassan
Retail prices: diesel outpaces gasoline - Today in Energy - U.S ...
Since mid-2009 the price of retail diesel has been consistently higher than the price of retail regular grade gasoline. Strong diesel demand in emerging economies and ...
Can U.S. Supply Accommodate Shifts to Diesel-Fueled Light-Duty ...
Can U.S. Supply Accommodate Shifts to Diesel-Fueled Light-Duty Vehicles? ... the automobile manufacturers probably face the largest diesel-vehicle challenges in the ...
EA-1183: Coal-fired Diesel Generator University of Alaska, Fairbanks...
83: Coal-fired Diesel Generator University of Alaska, Fairbanks, Alaska EA-1183: Coal-fired Diesel Generator University of Alaska, Fairbanks, Alaska SUMMARY This EA evaluates the...
What are projected diesel fuel prices for 2013 and for 2014? - FAQ ...
Crude oil, gasoline, heating oil, diesel, ... Why don't fuel prices change as quickly as crude oil prices? Why has diesel fuel been more expensive than gasoline?
System modeling, analysis, and optimization methodology for diesel exhaust after-treatment technologies; Diesel exhaust after-treatment technologies.
??Developing new aftertreatment technologies to meet emission regulations for diesel engines is a growing problem for many automotive companies and suppliers. Balancing manufacturing cost, meeting… (more)
Graff, Christopher Dominic
Characterization of in-cylinder techniques for thermal management of diesel aftertreatment
One challenge in meeting emission regulations with catalytic aftertreatment systems is maintaining the proper catalyst temperatures that enable the catalytic devices to perform the emissions reduction. In this study, in-cylinder techniques are used to actively control the temperature of a catalyzed diesel particulate filter (DPF) in order to raise the DPF temperature to induce particulate oxidation. The performance of four strategies is compared for two different starting DPF temperatures (150 C and 300 C) on a 4-cylinder, 1.7-liter diesel engine. The four strategies include: (1) addition of extra fuel injection early in the combustion cycle for all four cylinders, (2) addition of extra fuel injection late in the combustion cycle for all four cylinders, (3) operating one-cylinder with extra fuel injection early in the combustion cycle, and (4) operating one-cylinder with extra fuel injection late in the combustion cycle. In cases (3) and (4), the cylinder operating with extra fuel injection is changed frequently to avoid oil dilution complications. In addition to the in-cylinder strategies, an in-pipe fuel addition technique for thermal management was studied for comparison. Results show that at starting temperatures above 300 C, late cycle injection strategies that cause temperature rise from exotherms created by unburned fuel components result in higher temperature rise for a given fuel penalty. At the low temperature of 150 C, early injection strategies that create temperature rise from both combustion and light reductant exotherms are preferred due to the inability of the catalyst to oxidize unburned fuel from late injection strategies.
Parks, II, James E [ORNL; Huff, Shean P [ORNL; Kass, Michael D [ORNL; Storey, John Morse [ORNL
Numerical Simulation on Forced Swirl Combustion Chamber in Diesel Engine
A concept of forced swirl combustion chamber in diesel engine is proposed in this paper. It can be used to enhance the intensity of swirl flow in the cylinder and accelerate the rate of air-fuel mixture process by designing the special structure in the ... Keywords: diesel engine, forced swirl, combustion chamber, simulation
Shang Yong; Liu Fu-shui; Li Xiang-rong
Yong Shang; Fu-shui Liu; Xiang-rong Li
Trimode Power Converter optimizes PV, diesel and battery energy sources
Conservatively, there are 100,000 localities in the world waiting for the benefits that electricity can provide, and many of these are in climates where sunshine is plentiful. With these locations in mind a prototype 30 kW hybrid system has been assembled at Sandia to prove the reliability and economics of photovoltaic, diesel and battery energy sources managed by an autonomous power converter. In the Trimode Power Converter the same power parts, four IGBT`s with an isolation transformer and filter components, serve as rectifier and charger to charge the battery from the diesel; as a stand-alone inverter to convert PV and battery energy to AC; and, as a parallel inverter with the diesel-generator to accommodate loads larger than the rating of the diesel. Whenever the diesel is supplying the load, an algorithm assures that the diesel is running at maximum efficiency by regulating the battery charger operating point. Given the profile of anticipated solar energy, the cost of transporting diesel fuel to a remote location and a five year projection of load demand, a method to size the PV array, battery and diesel for least cost is developed.
O`Sullivan, G. [Abacus Controls, Inc., Somerville, NJ (United States); Bonn, R.; Bower, W. [Sandia National Labs., Albuquerque, NM (United States)
Research Approach for Aging and Evaluating Diesel Exhaust catalysts
To determine the impact of diesel fuel sulfur levels on emissions control devices that could lower emissions of oxides of nitrogen (NOX) and particulate matter (PM) from on-highway trucks and buses in the 2002-2004 model years. West Virginia University is evaluating: - Diesel Oxidation Catalysts - Lean NOX Catalysts
Wayne, Scott
Comparative Analysis on the Effects of Diesel Particulate Filter and
with no aftertreatment devices to establish a baseline measurement and also on the same engine equipped first with a DPF and secondary emissions significantly. Introduction Advances in diesel engine and aftertreatment technologies, samples were first collected from a heavy-duty diesel engine with no aftertreatment system to establish
Wu, Mingshen
Diesel prices increase for first time in six weeks
Diesel prices increase for first time in six weeks The U.S. average retail price for on-highway diesel fuel rose to 3.83 a gallon on Monday. That's up 1.1 cents from a week ago,...
Biodiesel: The clean, green fuel for diesel engines (fact sheet)
Natural, renewable resources such as vegetable oils and recycled restaurant greases can be chemically transformed into clean-burning biodiesel fuels. As its name implies, biodiesel is like diesel fuel except that it's organically produced. It's also safe for the environment, biodegradable, and produces significantly less air pollution than diesel fuel.
Tyson, K.S.
Computer simulation of wind/diesel system operation
This document reports on a computer code, SOLSTOR W/D, that determines --- for a site's wind energy resources, load requirements, and economic constraints --- the components and sizes for a wind/diesel system that result in the lowest cost of energy. Wind diesel systems are defined here as electricity generation stations in the 50-kW to 1-MW range that (1) are not connected to another electricity network, (2) use wind energy as the first source of supply to meet demand, and (3) contain sufficient energy storage and/or backup diesel electric generators to compensate for lapses in wind energy. The computer code also determines, for the same input load, the requirements and economics that are the best number and size for an isolated diesel(s) system so that comparisons for wind/diesel systems and diesel-only systems can be made. SOLSTOR W/D provides a systematic method to show whether wind-diesel systems can be an attractive means of saving fossil fuel without significantly affecting electricity quality or production cost. 12 refs., 66 figs., 5 tabs.
Multi-Megawatt Organic Rankine Engine power plant (MORE). Phase IA final report: system design of MORE power plant for industrial energy conservation emphasizing the cement industry
The Multi-Megawatt Organic Rankine Engine (MORE) program is directed towards the development of a large, organic Rankine power plant for energy conservation from moderate temperature industrial heat streams. Organic Rankine power plants are ideally suited for use with heat sources in the temperature range below 1100/sup 0/F. Cement manufacture was selected as the prototype industry for the MORE system because of the range of parameters which can be tested in a cement application. This includes process exit temperatures of 650/sup 0/F to 1110/sup 0/F for suspension preheater and long dry kilns, severe dust loading, multi-megawatt power generation potential, and boiler exhaust gas acid dew point variations. The work performed during the Phase IA System Design contract period is described. The System Design task defines the complete MORE system and its installation to the level necessary to obtain detailed performance maps, equipment specifications, planning of supporting experiments, and credible construction and hardware cost estimates. The MORE power plant design is based upon installation in the Black Mountain Quarry Cement Plant near Victorville, California.
Bair, E.K.; Breindel, B.; Collamore, F.N.; Hodgson, J.N.; Olson, G.K.
The objectives of this research program are to develop information on lubricity and viscosity improvers and their impact on the wear mechanisms in fuel injectors operating on blends of dimethyl ether (DME) and diesel fuel. Since DME is a fuel with no lubricity (i.e., it does not possess the lubricating quality of diesel fuel), conventional fuel delivery and fuel injection systems are not compatible with dimethyl ether. Therefore, to operate a diesel engine on DME one must develop a fuel-tolerant injection system, or find a way to provide the necessary lubricity to the DME. In the shuttle bus project, we have chosen the latter strategy in order to achieve the objective with minimal need to modify the engine. Our strategy is to blend DME with diesel fuel, to obtain the necessary lubricity to protect the fuel injection system and to achieve low emissions. In this project, we have sought to develop methods for extending the permissible DME content in the DME-diesel blends without experiencing rapid injector failure due to wear. To date, our activities have covered three areas: examination of the impact of lubricity additives on the viscosity of DME, development of a high-pressure lubricity test apparatus for studies of lubricity and viscosity improvers and development of an injector durability stand for evaluation of wear rates in fuel injectors. This report provides summaries of the progress toward evaluation of the viscosity impacts of lubricity additives, completion of both experimental systems and a summary of the plan for completion of the project objectives.
Diesel fuels from shale oil. [Review of selected research
High-boiling shale oil produced from Rocky Mountain oil shale can be reduced in molecular weight by recycle thermal cracking and by coking. Selected research on the production of diesel fuels from shale oil is reviewed. Diesel fuels of good quality have been made from cracked shale oil by acid and caustic treating. Diesel oil made by this process performed acceptably in an in-service test for powering a railroad engine in a 750-hour test. Better quality diesel fuels were made by hydrogenation of a coker distillate. Even better quality diesel fuels, suitable also for use as high-quality distillate burner fuels, have been made by hydrocracking of a crude shale oil from underground in-situ retorting experiments.
Cottingham, P.L.
Argonne TTRDC - Engines - Emissions Control - Advanced Diesel Particulate
Development of Advanced Diesel Particulate Filtration Systems Development of Advanced Diesel Particulate Filtration Systems The U.S. Environmental Protection Agency regulations require that on-highway diesel vehicles have filtration systems to reduce tail-pipe soot emissions, known as particulate matter (PM). Diesel particulate filtration (DPF) systems are currently the most efficient at directly controlling PM. Argonne researchers, working with Corning, Inc., and Caterpillar, Inc., through a cooperative research and development agreement, are exploiting previously unavailable technology and research results on diesel PM filtration and regeneration processes, aiming to the technology transfer of advanced PM emission control to industry. Argonne's Research In operation of DPF systems, the filtration and regeneration of particulate emissions are the key processes to be controlled for high efficiency. Due to difficulties in accessing the micro-scaled structures of DPF membranes and monitoring particulate filtration and high-temperature thermal processes, however, research has been limited to macroscopic observation for the product.
Energy Secretary Bodman Showcases Advanced Clean Diesel and Hybrid Trucks,
Bodman Showcases Advanced Clean Diesel and Hybrid Bodman Showcases Advanced Clean Diesel and Hybrid Trucks, Buses Energy Secretary Bodman Showcases Advanced Clean Diesel and Hybrid Trucks, Buses May 10, 2005 - 12:45pm Addthis Says Energy Bill Essential to Develop Clean Diesel Technology WASHINGTON, D.C. - Highlighting the promise of alternative fuel trucks and buses, Secretary of Energy Samuel W. Bodman today opened an exhibition of energy-efficient, clean diesel and advanced hybrid commercial vehicles at a press conference in Washington, D.C. Secretary Bodman also underscored the need to pass an energy bill that encourages the use of renewable fuels and new technologies to provide the United States with greater energy independence. "Industry and government are working hand-in-hand to develop technologies
Argonne TTRDC - Feature - Combining Gas and Diesel Engines
Combining Gas and Diesel Engines Could Yield the Best of Both Worlds Combining Gas and Diesel Engines Could Yield the Best of Both Worlds by Louise Lerner Steve Ciatti Steve Ciatti in the Engine Research Facility It may be hard to believe, but the beloved gasoline engine that powers more than 200 million cars across America every day didn't get its status because it's the most efficient engine. Diesel engines can be more than twice as efficient, but they spew soot and pollutants into the air. Could researchers at the U.S. Department of Energy's Argonne National Laboratory engineer a union between the two-combining the best of both? Steve Ciatti, a mechanical engineer at Argonne, is heading a team to explore the possibilities of a gasoline-diesel engine. The result, so far, is cleaner than a diesel engine and almost twice as efficient as a typical
Vibrational energy transfer in a diesel engine
The paths of vibrational energy transfer in a diesel engine were investigated in order to obtain insight into ways of reducing this transfer to the exterior surfaces and thereby reduce the radiated noise. The engine was tested in a nonrunning condition with simulated internal forces in order to study the different transfer paths separately. Vibration response measurements were made of individual engine components and lumped?parameter models were developed to simulate this response. These models were then used to determine component design changes that would reduce the energy transfer. Two design changes were implemented in the engine and a reduction of the energy transfer was achieved as predicted.
R. G. DeJong; R. H. Lyon
This project addresses the potential for Selective Catalytic Reduction (SCR) devices (using urea as reductant) together with Diesel Particulate Filters (DPF) and low-pressure loop exhaust gas recirculation (EGR) to achieve future stringent emissions standards for heavy-duty engines powering Class 8 vehicles. Two emission control systems consisting of the three technologies (EGR, SCR, and DPF) were calibrated on a Caterpillar C-12 heavy-duty diesel engine. Results of these calibrations showed good promise in meeting the 2010 heavy-duty emission standards as set forth by the Environmental Protection Agency (EPA). These two emission control systems were developed to evaluate a series of fuels that have similar formulations except for their sulfur content. Additionally, one fuel, code-named BP15, was also evaluated. This fuel was prepared by processing straight-run distillate stocks through a commercial, single stage hydrotreater employing high activity catalyst at maximum severity. An additional goal of this program is to provide data for an on-going EPA technology review that evaluates progress toward meeting 2007/2010 emission standards. These emissions levels were to be achieved not only on the transient test cycles but in other modes of operation such as the steady-state Euro-III style emission test known as the OICA (Organisation Internationale des Compagnies d'Automobiles) or the ESC (European Stationary Cycle). Additionally, hydrocarbon and carbon monoxide emissions standards are to be met.
McGILL,R; KHAIR, M; SHARP, C
Single Wall Diesel Particulate Filter (DPF) Filtration Efficiency Studies Using Laboratory Generated Particles
Diesel offers higher fuel efficiency, but produces higher exhaust particulate matter. Diesel particulate filters are presently the most efficient means to reduce these emissions. These filters typically trap particles in two basic modes: at the beginning of the exposure cycle the particles are captured in the filter holes, and at longer times the particles form a "cake" on which particles are trapped. Eventually the "cake" removed by oxidation and the cycle is repeated. We have investigated the properties and behavior of two commonly used filters: silicon carbide (SiC) and cordierite (DuraTrap® RC) by exposing them to nearly-spherical ammonium sulfate particles. We show that the transition from deep bed filtration to "cake" filtration can easily be identified by recording the change in pressure across the filters as a function of exposure. We investigated performance of these filters as a function of flow rate and particle size. The filters trap small and large particles more efficiently than particles that are ~80 to 200 nm in aerodynamic diameter. A comparison between the experimental data and a simulation using incompressible lattice-Boltzmann model shows very good qualitative agreement, but the model overpredicts the filter's trapping efficiency.
Yang, Juan; Stewart, Marc; Maupin, Gary D.; Herling, Darrell R.; Zelenyuk, Alla
The Biodiesel Handbook, 2nd EditionChapter 3 The Basics of Diesel Engines and Diesel Fuels
The Biodiesel Handbook, 2nd Edition Chapter 3 The Basics of Diesel Engines and Diesel Fuels Biofuels and Bioproducts and Biodiesel Biofuels - Bioproducts eChapters AOCS 14987AFD8C4C7FBFCBA3FD4D98DB9DC5 Press ...
A power cycle generates electricity from the heat of combustion of fossil fuels. Its efficiency is governed by the cycle configuration, the operating parameters, and the working fluid. Typical. designs use pure water as the fluid. in the last two decades, hybrid cycles based on ammonia-water, and carbon-dioxide mixtures as the working fluid have been proposed. These cycles may improve the power generation efficiency of Rankine cycles by 15%. Improved efficiency is important for two reasons: it lowers the cost of electricity being produced, and by reducing the consumption of fossil fuels per unit power, it reduces the generation of environmental pollutants. The goal of this project is to develop a computational optimization-based method for the design and analysis of hybrid bottoming power cycles to minimize the usage of fossil fuels. The development of this methodology has been achieved by formulating this task as that of selecting the least cost power cycle design from all possible configurations. They employ a detailed thermodynamic property prediction package they have developed under a DOE-FETC grant to model working fluid mixtures. Preliminary results from this work suggest that a pure NH{sub 3} cycle outperforms steam or the expensive Kalina cycle.
Ashish Gupta
Diesel Emission Control -- Sulfur Effects (DECSE) Program; Phase I Interim Data Report No. 4: Diesel Particulate Filters -- Final Report
The Diesel Emission Control-Sulfur Effects (DECSE) is a joint government/industry program to determine the impact of diesel fuel sulfur levels on emission control systems whose use could lower emissions of nitrogen oxides (NOx) and particulate matter (PM) from on-highway trucks in the 2002--2004 model years. Phase 1 of the program was developed with the following objectives in mind: (1) evaluate the effects of varying the level of sulfur content in the fuel on the emission reduction performance of four emission control technologies; and (2) measure and compare the effects of up to 250 hours of aging on selected devices for multiple levels of fuel sulfur content. This is the fourth and final report for the DPF test program and covers the effect of diesel sulfur level on: a catalyzed diesel particulate filter (CDPF), and a continuously regenerating diesel particulate filter (CR-DPF).
Emissions of Transport Refrigeration Units with CARB Diesel, Gas-to-Liquid Diesel, and Emissions Control Devices
A novel in situ method was used to measure emissions and fuel consumption of transport refrigeration units (TRUs). The test matrix included two fuels, two exhaust configurations, and two TRU engine operating speeds. Test fuels were California ultra low sulfur diesel and gas-to-liquid (GTL) diesel. Exhaust configurations were a stock muffler and a Thermo King pDPF diesel particulate filter. The TRU engine operating speeds were high and low, controlled by the TRU user interface. Results indicate that GTL diesel fuel reduces all regulated emissions at high and low engine speeds. Application of a Thermo King pDPF reduced regulated emissions, sometimes almost entirely. The application of both GTL diesel and a Thermo King pDPF reduced regulated emissions at high engine speed, but showed an increase in oxides of nitrogen at low engine speed.
Barnitt, R. A.; Chernich, D.; Burnitzki, M.; Oshinuga, A.; Miyasato, M.; Lucht, E.; van der Merwe, D.; Schaberg, P.
Infrared optical properties of diesel smoke plumes
Far IR optical properties have been measured for smoke from diesel fires. Concentrations of both gaseous and particulate combustion products have been measured and chemical species contributing to the optical effects identified. To obtain these results, a variety of sampling instruments were lofted into large plumes on a mobile and open structure. The smoke plumes of diesel fires have been found to consist largely of carbonaceous material (in fibrous form) and heavy liquid hydrocarbons infused with the expected gaseous products of the combustion process. Strong attenuation at a wavelength of 10.6 {mu}m is found to be due largely to the carbonaceous aerosol. The absorption coefficient is typically {similar to}500 km{sup {minus}1} at 10 m from the source with a variable but often comparable total scattering coefficient. The extinction coefficient, normalized to the mass density of the aerosol in a unit volume of space, is found to be 1.2 m{sup 2}-g{sup {minus}1} with an estimated variance of 20%. Fluctuational spectra of the attenuation follow a form similar to turbulence spectra.
Bruce, C.W.; Crow, S.B.; Yee, Y.P.; Hinds, B.D. (U.S. Army Atmospheric Sciences Laboratory, White Sands Missile Range, New Mexico 88002 (US)); Marlin, D. (New Mexico State University, Physical Science Department, University Park, New Mexico 88003); Jelinek, A. (Optimetrics, Inc., 106 E. Idaho, Las Cruces, New Mexico 88001)
Low heat rejection diesel ceramic coupon tests
Results are reported from studies in which several monolithic ceramic materials in the form of modulus-of-rupture bars were exposed for 100 h to the combustion conditions found in either a small single- or two-cylinder diesel engine. Fuels included a standard Phillips D-2 diesel or synthetic mixture of the Phillips D-2 and an aromatic blend. The ceramics included two commercial grades of partially stabilized zirconia: (1) PSZ-TS and (2) PSZ-MS and silicon nitride (GTE WESGO SNW-1000 and Norton NT-154). Significant reductions in postexposure four-point bend fracture strength occurred in the PSZ-TS material irrespective of whether it was exposed in the single- or two-cylinder engine. Only a small decrease in fracture strength occurred in the PSZ-MS material, and essentially no decrease in fracture strength occurred in the silicon nitride (GTE WESGO SNW-1000) when tested at room temperature. The Norton NT-154 silicon nitride was tested at both room temperature and at 700{degree}C over several strain rates ranging from 1 {times} 10{sup {minus}4} to 1 {times} 10{sup {minus}7}S{sup {minus}1}. Room temperature tests showed that the engine exposed bars actually showed a slight increase in average strength, 830 MPa, versus 771 MPa for the unexposed material. 6 figs., 1 tab.
Brinkman, C.R.; Liu, K.C.; Graves, R.L.; West, B.H.
Examinatal Study on Common Rail Diesel Engine for Multi-injection Strategies
Based on diesel engine equipped with common rail, the multi-injection strategies common rail diesel engine test bed is established with NI test system. In this test bed, the influences of optimized multi-injection strategies to diesel engine performances ... Keywords: common rail, diesel engine, multi-injection, emission
An Shijie; Chang Hanbao; Xu Hongjun
Getting the Word Out: Diesel Exhaust Fluid (DEF) Locator, Mapping Tools, and Outreach Activities (Presentation)
Presentation covers diesel exhaust fluid resources on the Alternative Fuels and Advanced Vehicles Data Center.
Brodt-Giles, Debbie
Fast-regenerable sulfur dioxide absorbents for lean-burn diesel engine emission control
It is known that sulfur oxides contribute significantly and deleteriously to the overall performance of lean-burn diesel engine aftertreatment systems, especially in the case of NOx traps. A Ag-based, fast regenerable SO2 absorbent has been developed and will be described. Over a temperature range of 300oC to 550oC, it absorbs almost all of the SO2 in the simulated exhaust gases during the lean cycles and can be fully regenerated by the short rich cycles at the same temperature. Its composition has been optimized as 1 wt% Pt-5wt%Ag-SiO2, and the preferred silica source for the supporting material has been identified as inert Cabosil fumed silica. The thermal instability of Ag2O under fuel-lean conditions at 230oC and above makes it possible to fast regenerate the sulfur-loaded absorbent during the following fuel-rich cycles. Pt catalyst helps reducing Ag2SO4 during rich cycles at low temperatures. And the chemically inert fumed SiO2 support gives the absorbent long term stability. This absorbent shows great potential to work under the same lean-rich cycling conditions as those imposed on the NOx traps, and thus, can protect the downstream particulate filter and the NOx trap from sulfur poisoning.
Li, Liyu; King, David L.
Advanced power systems based on integrated gasification/combined cycles (IGCC) are often presented as a solution to the present shortcomings of biomass as fuel. Although IGCC has been technically demonstrated at full scale, it has not been adopted for commercial power generation. Part of the reason for this situation is the continuing low price for coal. However, another significant barrier to IGCC is the high level of integration of this technology: the gas output from the gasifier must be perfectly matched to the energy demand of the gas turbine cycle. We are developing an alternative to IGCC for biomass power: the integrated (fast) pyrolysis/ combined cycle (IPCC). In this system solid biomass is converted into liquid rather than gaseous fuel. This liquid fuel, called bio-oil, is a mixture of oxygenated organic compounds and water that serves as fuel for a gas turbine topping cycle. Waste heat from the gas turbine provides thermal energy to the steam turbine bottoming cycle. Advantages of the biomass-fueled IPCC system include: combined cycle efficiency exceeding 37 percent efficiency for a system as small as 7.6 MW{sub e}; absence of high pressure thermal reactors; decoupling of fuel processing and power generation; and opportunities for recovering value-added products from the bio-oil. This report provides a technical overview of the system including pyrolyzer design, fuel clean-up strategies, pyrolysate condenser design, opportunities for recovering pyrolysis byproducts, gas turbine cycle design, and Rankine steam cycle. The report also reviews the potential biomass fuel supply in Iowa, provide and economic analysis, and present a summery of benefits from the proposed system.
Eric Sandvig; Gary Walling; Robert C. Brown; Ryan Pletka; Desmond Radlein; Warren Johnson
,"U.S. On-Highway Diesel Fuel Prices"
On-Highway Diesel Fuel Prices" On-Highway Diesel Fuel Prices" ,"Click worksheet name or tab at bottom for data" ,"Worksheet Name","Description","# Of Series","Frequency","Latest Data for" ,"Data 1","W Diesel Prices - All Types",11,"Weekly","12/16/2013","3/21/1994" ,"Data 2","M Diesel Prices - All Types",11,"Monthly","11/2013","3/15/1994" ,"Data 3","W Diesel Prices-Low ",1,"Weekly","12/1/2008","2/5/2007" ,"Data 4","M Diesel Prices-Low ",1,"Monthly","12/2008","2/15/2007" ,"Data 5","W Diesel Prices-Ultra-Low",11,"Weekly","12/16/2013","2/5/2007"
Control system options and strategies for supercritical CO2 cycles.
The Supercritical Carbon Dioxide (S-CO{sub 2}) Brayton Cycle is a promising alternative to Rankine steam cycle and recuperated gas Brayton cycle energy converters for use with Sodium-Cooled Fast Reactors (SFRs), Lead-Cooled Fast Reactors (LFRs), as well as other advanced reactor concepts. The S-CO{sub 2} Brayton Cycle offers higher plant efficiencies than Rankine or recuperated gas Brayton cycles operating at the same liquid metal reactor core outlet temperatures as well as reduced costs or size of key components especially the turbomachinery. A new Plant Dynamics Computer Code has been developed at Argonne National Laboratory for simulation of a S-CO{sub 2} Brayton Cycle energy converter coupled to an autonomous load following liquid metal-cooled fast reactor. The Plant Dynamics code has been applied to investigate the effectiveness of a control strategy for the S-CO{sub 2} Brayton Cycle for the STAR-LM 181 MWe (400 MWt) Lead-Cooled Fast Reactor. The strategy, which involves a combination of control mechanisms, is found to be effective for controlling the S-CO{sub 2} Brayton Cycle over the complete operating range from 0 to 100 % load for a representative set of transient load changes. While the system dynamic analysis of control strategy performance for STARLM is carried out for a S-CO{sub 2} Brayton Cycle energy converter incorporating an axial flow turbine and compressors, investigations of the S-CO{sub 2} Brayton Cycle have identified benefits from the use of centrifugal compressors which offer a wider operating range, greater stability near the critical point, and potentially further cost reductions due to fewer stages than axial flow compressors. Models have been developed at Argonne for the conceptual design and performance analysis of centrifugal compressors for use in the SCO{sub 2} Brayton Cycle. Steady state calculations demonstrate the wider operating range of centrifugal compressors versus axial compressors installed in a S-CO{sub 2} Brayton Cycle as well as the benefits in expanding the range over which individual control mechanisms are effective for cycle control. However, a combination of mechanisms is still required for control of the S-CO{sub 2} Brayton Cycle between 0 and 100 % load. An effort is underway to partially validate the Argonne models and codes by means of comparison with data from tests carried out using the small-scale Sandia Brayton Loop (SBL) recuperated gas closed Brayton cycle facility. The centrifugal compressor model has been compared with data from the SBL operating with nitrogen gas and good agreement is obtained between calculations and the measured data for the compressor outlet pressure versus flow rate, although it is necessary to assume values for certain model parameters which require information about the configuration or dimensions of the compressor components that is unavailable. Unfortunately, the compressor efficiency cannot be compared with experiment data due to the lack of outlet temperature data. A radial inflow turbine model has been developed to enable further comparison of calculations with data from the SBL which incorporates both a radial inflow turbine as well as a radial compressor. Preliminary calculations of pressure ratio and efficiency versus flow rate have been carried out using the radial inflow turbine model.
Moisseytsev, A.; Kulesza, K. P.; Sienicki, J. J.; Nuclear Engineering Division; Oregon State Univ.
Efficiency evaluation of the DISC (direct-injection stratified charge), DHC (dilute homogeneous charge), and DI Diesel engines (direct-injection diesel)
The thermodynamic laws governing the Otto and diesel cycle engines and the possible approaches that might be taken to increase the delivered efficiency of the reciprocating piston engine are discussed. The generic aspects of current research are discussed and typical links between research and the technical barriers to the engines' development are shown. The advanced engines are discussed individually. After a brief description of each engine and its advantages, the major technical barriers to their development are discussed. Also included for each engine is a discussion of examples of the linkages between these barriers and current combustion and thermodynamic research. For each engine a list of questions is presented that have yet to be resolved and could not be resolved within the scope of this study. These questions partially indicate the limit to the state of knowledge regarding efficiency characteristics of the advanced engine concepts. The major technical barriers to each of the engines and their ranges of efficiency improvement are summarized.
Hane, G.J.
West Virginia Diesel Study, CRADA MC96-034, Final Report
The global objective of the recently completed Phase 1 of the West Virginia Diesel Study, at West Virginia University, was to evaluate mass emission rates of exhaust emissions from diesel powered equipment specified by the West Virginia Diesel Equipment Commission. The experimental data generated in this study has been utilized by the West Virginia Diesel Equipment Commission to promulgate initial rules, requirements and standards governing the operation of diesel equipment in underground coal mines.
M. Gautam
Office of Scientific and Technical Information (OSTI)
Annual Technical Progress Report for Project Entitled "Impact Annual Technical Progress Report for Project Entitled "Impact of DME-Diesel Fuel Blend Properties on Diesel Fuel Injection Systems" May 16, 2002 - May 15, 2003 Elana M. Chapman, Andre Boehman, Kimberly Wain, Wallis Lloyd, Joseph M. Perez, Donald Stiver, Joseph Conway Report Issue Date: June 2003 DOE Award Number: DE-FC26-01NT41115 The Pennsylvania State University The Energy Institute University Park, PA 16802 ii DISCLAIMER This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus,
Diesel engines have many advantages, including good fuel economy, power, durability, lower emissions of some pollutants (such as carbon monoxide) and of carbon dioxide (a greenhouse gas). However, there are a number of concerns that need to be addressed: (1) emissions of nitrogen oxides (which contribute to ozone formation) and of particulate matter (PM); (2) questions about cancer and other health effects from exposure to diesel PM; and (3) as efforts to decrease emissions progress, a need to understand whether the nature and toxicity of the PM emitted has changed. This paper focuses on (1) carcinogenicity data, (2) noncancer effects, and (3) diesel as part of the complex ambient mixture of PM.
Warren, Jane
Light-duty diesel engine development status and engine needs
This report reviews, assesses, and summarizes the research and development status of diesel engine technology applicable to light-duty vehicles. In addition, it identifies specific basic and applied research and development needs in light-duty diesel technology and related health areas where initial or increased participation by the US Government would be desirable. The material presented in this report updates information provided in the first diesel engine status report prepared by the Aerospace Corporation for the Department of Energy in September, 1978.
High Performance Diesel Fueled Cabin Heater
Recent DOE-OHVT studies show that diesel emissions and fuel consumption can be greatly reduced at truck stops by switching from engine idle to auxiliary-fired heaters. Brookhaven National Laboratory (BNL) has studied high performance diesel burner designs that address the shortcomings of current low fire-rate burners. Initial test results suggest a real opportunity for the development of a truly advanced truck heating system. The BNL approach is to use a low pressure, air-atomized burner derived form burner designs used commonly in gas turbine combustors. This paper reviews the design and test results of the BNL diesel fueled cabin heater. The burner design is covered by U.S. Patent 6,102,687 and was issued to U.S. DOE on August 15, 2000.The development of several novel oil burner applications based on low-pressure air atomization is described. The atomizer used is a pre-filming, air blast nozzle of the type commonly used in gas turbine combustion. The air pressure used can b e as low as 1300 Pa and such pressure can be easily achieved with a fan. Advantages over conventional, pressure-atomized nozzles include ability to operate at low input rates without very small passages and much lower fuel pressure requirements. At very low firing rates the small passage sizes in pressure swirl nozzles lead to poor reliability and this factor has practically constrained these burners to firing rates over 14 kW. Air atomization can be used very effectively at low firing rates to overcome this concern. However, many air atomizer designs require pressures that can be achieved only with a compressor, greatly complicating the burner package and increasing cost. The work described in this paper has been aimed at the practical adaptation of low-pressure air atomization to low input oil burners. The objective of this work is the development of burners that can achieve the benefits of air atomization with air pressures practically achievable with a simple burner fan.
Butcher, Tom
In-Use and Vehicle Dynamometer Evaluation and Comparison of Class 7 Hybrid Electric and Conventional Diesel Delivery Trucks
This study compared fuel economy and emissions between heavy-duty hybrid electric vehicles (HEVs) and equivalent conventional diesel vehicles. In-use field data were collected from daily fleet operations carried out at a FedEx facility in California on six HEV and six conventional 2010 Freightliner M2-106 straight box trucks. Field data collection primarily focused on route assessment and vehicle fuel consumption over a six-month period. Chassis dynamometer testing was also carried out on one conventional vehicle and one HEV to determine differences in fuel consumption and emissions. Route data from the field study was analyzed to determine the selection of dynamometer test cycles. From this analysis, the New York Composite (NYComp), Hybrid Truck Users Forum Class 6 (HTUF 6), and California Air Resource Board (CARB) Heavy Heavy-Duty Diesel Truck (HHDDT) drive cycles were chosen. The HEV showed 31% better fuel economy on the NYComp cycle, 25% better on the HTUF 6 cycle and 4% worse on the CARB HHDDT cycle when compared to the conventional vehicle. The in-use field data indicates that the HEVs had around 16% better fuel economy than the conventional vehicles. Dynamometer testing also showed that the HEV generally emitted higher levels of nitric oxides than the conventional vehicle over the drive cycles, up to 77% higher on the NYComp cycle (though this may at least in part be attributed to the different engine certification levels in the vehicles tested). The conventional vehicle was found to accelerate up to freeway speeds over ten seconds faster than the HEV.
Burton, J.; Walkowicz, K.; Sindler, P.; Duran, A.
GREET 1.5 - transportation fuel-cycle model - Vol. 1 : methodology, development, use, and results.
This report documents the development and use of the most recent version (Version 1.5) of the Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model. The model, developed in a spreadsheet format, estimates the full fuel-cycle emissions and energy associated with various transportation fuels and advanced vehicle technologies for light-duty vehicles. The model calculates fuel-cycle emissions of five criteria pollutants (volatile organic compounds, carbon monoxide, nitrogen oxides, particulate matter with diameters of 10 micrometers or less, and sulfur oxides) and three greenhouse gases (carbon dioxide, methane, and nitrous oxide). The model also calculates total energy consumption, fossil fuel consumption, and petroleum consumption when various transportation fuels are used. The GREET model includes the following cycles: petroleum to conventional gasoline, reformulated gasoline, conventional diesel, reformulated diesel, liquefied petroleum gas, and electricity via residual oil; natural gas to compressed natural gas, liquefied natural gas, liquefied petroleum gas, methanol, Fischer-Tropsch diesel, dimethyl ether, hydrogen, and electricity; coal to electricity; uranium to electricity; renewable energy (hydropower, solar energy, and wind) to electricity; corn, woody biomass, and herbaceous biomass to ethanol; soybeans to biodiesel; flared gas to methanol, dimethyl ether, and Fischer-Tropsch diesel; and landfill gases to methanol. This report also presents the results of the analysis of fuel-cycle energy use and emissions associated with alternative transportation fuels and advanced vehicle technologies to be applied to passenger cars and light-duty trucks.
Wang, M. Q.
The Carbon Cycle
Carbon Cycle Print E-mail U.S. Carbon Cycle Science Program U.S. Carbon Cycle Science Program The U.S. Carbon Cycle Science Program, in consultation with the Carbon Cycle...
Cummins Light Truck Diesel Engine Progress Report
Cummins has studied requirements of the Light Truck Automotive market in the United States and believes that the proposed V-family of engines meets those needs. Design and development of the V-family engine system continues and has expanded. The engine system is a difficult one, since the combined requirements of a very fuel-efficient commercial diesel, and the performance and sociability requirements of a gasoline engine are needed. Results of testing show that the engine can meet requirements for fuel economy and emissions in the Tier 2 interim period from 2004 to 2008. Advanced results show that the full Tier 2 results for 2008 and beyond can be achieved on a laboratory basis.
John H. Stang; David E. Koeberlein; Michael J. Ruth
Heavy Truck Clean Diesel Cooperative Research Program
This report is the final report for the Department of Energy on the Heavy Truck Engine Program (Contract No. DE-FC05-00OR22806) also known as Heavy Truck Clean Diesel (HTCD) Program. Originally, this was scoped to be a $38M project over 5 years, to be 50/50 co-funded by DOE and Caterpillar. The program started in June 2000. During the program the timeline was extended to a sixth year. The program completed in December 2006. The program goal was to develop and demonstrate the technologies required to enable compliance with the 2007 and 2010 (0.2g/bhph NOx, 0.01g/bhph PM) on-highway emission standards for Heavy Duty Trucks in the US with improvements in fuel efficiency compared to today's engines. Thermal efficiency improvement from a baseline of 43% to 50% was targeted.
Milam, David
PCR+ in Diesel Fuels and Emissions Research
6 6 PCR+ in Diesel Fuels and Emissions Research MARCH 2002 Prepared by H. T. McAdams AccaMath Services Carrollton, Illinois R. W. Crawford RWCrawford Energy Systems Tucson, Arizona G. R. Hadder Oak Ridge National Laboratory Oak Ridge, Tennessee DOCUMENT AVAILABILITY Reports produced after January 1, 1996, are generally available free via the U.S. Department of Energy (DOE) Information Bridge: Web site: http://www.osti.gov/bridge Reports produced before January 1, 1996, may be purchased by members of the public from the following source: National Technical Information Service 5285 Port Royal Road Springfield, VA 22161 Telephone: 703-605-6000 (1-800-553-6847) TDD: 703-487-4639 Fax: 703-605-6900 E-mail: firstname.lastname@example.com Web site: http://www.ntis.gov/support/ordernowabout.htm
Results are reported from studies in which several monolithic ceramic materials in the form of modulus-of-rupture bars were exposed for 100 h to the combustion conditions found in either a small single- or two-cylinder diesel engine. Fuels included a standard Phillips D-2 diesel or synthetic mixture of the Phillips D-2 and an aromatic blend. The ceramics included two commercial grades of partially stabilized zirconia (PSZ-TS and PSZ-MS), silicon nitride (GTE WESGO SNW-1000 and Norton NT-154), and (Hexoloy SA) silicon carbide. Significant reductions in postexposure four-point bend fracture strength occurred in the PSZ-TS material irrespective of whether it was exposed in the single- or two-cylinder engine. Only a small decrease in fracture strength occurred in the PSZ-MS material, and essentially no decrease in fracture strength occurred in the silicon nitride (GTE WESGO SNW-1000) when tested at room temperature. The Norton NT-154 silicon nitride was tested at both room temperature and at 700{degree}C over several strain rates ranging from 1 {times} 10{sup {minus}4} to 1 {times} 10{sup {minus}7}s{sup {minus}1}. Room temperature tests indicated that the engine exposed bars actually showed a slight increase in average strength, 830 MPa, versus 771 MPa for the unexposed material. Elevated temperature strength comparisons showed no reduction in strength due to previous engine exposure. Hexoloy SA silicon carbide showed no reduction in fracture strength when tested at 700{degree}C. 4 refs., 12 figs., 1 tab.
Carbon Cycle
Carbon Cycle Carbon Cycle Latest Global Carbon Budget Estimates Including CDIAC Estimates Terrestrial Carbon Management Data Sets and Analyses Carbon Dioxide Emissions from Fossil-Fuel Consumption and Cement Manufacture, (2011) Annual Fossil-Fuel CO2 Emissions: Mass of Emissions Gridded by One Degree Latitude by One Degree Longitude (2012) Monthly Fossil-Fuel CO2 Emissions: Mass of Emissions Gridded by One Degree Latitude by One Degree Longitude (2012) Annual Fossil-Fuel CO2 Emissions: Global Stable Carbon Isotopic Signature (2012) Monthly Fossil-Fuel CO2 Emissions: Isomass (δ 13C) of Emissions Gridded by One Degree Latitude by One Degree Longitude (2012) AmeriFlux - Terrestrial Carbon Dioxide, Water Vapor, and Energy Balance Measurements Estimates of Monthly CO2 Emissions and Associated 13C/12C Values
Feature - Air Force Fellows helping work toward smarter diesel engines
Air Force Fellows helping work toward smarter diesel engines Air Force Fellows helping work toward smarter diesel engines Air Force Fellows Clint Abell (left) and Jeff Gillen work on Smarter Diesel Engine (SDE) 21. The project involves using ion sensors to help the engine run at maximum efficiency. Air Force Fellows Clint Abell (left) and Jeff Gillen work on Smarter Diesel Engine (SDE) 21. The project involves using ion sensors to help the engine run at maximum efficiency. (Photo by Wes Agresta) One of the three core values of the Air Force is "excellence in all we do." So it should be no surprise that there are currently two Air Force officers here at Argonne studying ways to improve the efficiency of military vehicles. Lieutenant Colonel Jeff Gillen and Major Clint Abell are the fourth set of Air Force Fellows to spend time at Argonne, but the first to be stationed
US BioDiesel Group | Open Energy Information
Group Jump to: navigation, search Name US BioDiesel Group Place San Francisco, California Zip 94111 Product San Francisco-based developer of biodiesel production plants in Texas...
Retail Prices for Diesel (On-Highway) - All Types
Midwest (PADD 2) 3.911: 3.907: 3.871: 3.850: 3.873: 3 ... EIA continued to collect LSD prices from retail outlets and included them in the Diesel Average All Types ...
New England (PADD 1A) Gasoline and Diesel Retail Prices
Lower Atlantic (PADD 1C) Gasoline and Diesel Retail Prices
Central Atlantic (PADD 1B) Gasoline and Diesel Retail Prices
Gulf Coast (PADD 3) Gasoline and Diesel Retail Prices
U.S. Gasoline and Diesel Retail Prices
NO. DE-FC05-00OR22805; DOE WAIVER DOCKET W(A)-01-012 ORO-764 Petitioner, Detroit Diesel Corporation, has made a timely request for an advance waiver to worldwide rights in...
Analysis of parasitic losses in heavy duty diesel engines
Fuel economy of large, on-road diesel engines has become even more critical in recent years for engine manufactures, vehicle OEMs, and truck operators, in view of pending CO2 emission regulations. Demands for increased ...
James, Christopher Joseph
Midwest (PADD 2) Gasoline and Diesel Retail Prices
Improving supply chain responsiveness for diesel engine remanufacturing
Achieving a significant reduction in order-to-shipment lead-time of remanufactured diesel engines can dramatically decrease the amount of finished goods inventory that Caterpillar needs to carry in order to meet its delivery ...
Méndez de la Luz, Diego A., 1979-
??A systematic nonlinear control methodology for urea-SCR systems applicable for light-to-heavy-duty Diesel engine platforms in a variety of on-road, off-road, and marine applications is developed… (more)
Hsieh, Ming-Feng
Wisconsin No 2 Diesel Off-Highway Construction (Thousand Gallons)
Wisconsin No 2 Diesel Off-Highway Construction (Thousand Gallons) Decade Year-0 Year-1 Year-2 Year-3 Year-4 Year-5 Year-6 Year-7 Year-8 Year-9; 1980's: 16,323: 12,292 ...
Characterizing Diesel Smoke and other Aerosols using Polarized...
Characterizing Diesel Smoke and other Aerosols using Polarized Light Scattering Speaker(s): Arlon Hunt Date: November 17, 1998 - 12:00pm Location: 90-3148 Considerable information...
BY DETROIT DIESEL CORPORATION (DDC) BY DETROIT DIESEL CORPORATION (DDC) FOR ADVANCE WAIVER OF U.S. AND FOREIGN RIGHTS TO INVENTIONS MADE UNDER MODIFICATION 17 TO CONTRACT DEN-3-329 [W(A)93-043] The Petitioner is asking for U.S. and foreign patent rights to all subject inventions made under DOE Contract DEN-3-329, Modification 17, entitled "Adiabetic Diesel Engine Component Development". This entire contract is being funded by DOE, but is being administered by the NASA Lewis Research Center. The entire contract has as its object the successful design, fabrication, and demonstration of five stationary and moving structural monolithic ceramic components in an extremely hostile Low Heat Rejection (LHR) environment. DDC was formed in January 1988 to design, manufacture, and sell diesel engines. It is a joint-venture company 80% owned by
The breakup of injected fuel into spray is of key interest to the design of a fuel efficient, nonpolluting diesel engine. We report preliminary progress on the numerical simulation of diesel fuel injection spray with the front tracking code FronTier. Our simulation design is set to match experiments at ANL, and our present agreement is semi-quantitative. Future efforts will include mesh refinement studies, which will better model the turbulent flow.
High-alcohol microemulsion fuel performance in a diesel engine
Incidence of methanol use in diesel engines is increasing rapidly due to the potential to reduce both diesel particulate emissions and petroleum consumption. Because simple alcohols and conventional diesel fuel are normally immiscible, most tests to date have used neat to near-neat alcohol, or blends incorporating surfactants or other alcohols. Alcohol's poor ignition quality usually necssitates the use of often expensive cetane enhancers, full-time glow plugs, or spark assist. Reported herein are results of screening tests of clear microemulsion and micellar fuels which contain 10 to 65% C{sub 1}--C{sub 4} alcohol. Ignition performance and NO emissions were measured for clear, stable fuel blends containing alcohols, diesel fuel and additives such as alkyl nitrates, acrylic acids, and several vegetable oil derivatives. Using a diesel engine calibrated with reference fuels, cetane numbers for fifty four blends were estimated. The apparent cetane numbers ranged from around 20 to above 50 with the majority between 30 and 45. Emissions of nitric oxide were measured for a few select fuels and were found to be 10 to 20% lower than No. 2 diesel fuel. 36 refs., 87 figs., 8 tabs.
West, B.H.; Compere, A.L.; Griffith, W.L.
The John Deere E diesel Test & Research Project
Three non-road Tier II emissions compliant diesel engines manufactured by John Deere were placed on a durability test plan of 2000 hours each at full load, rated speed (FLRS). The fuel was a blend of 10% fuel ethanol and 90% low sulfur #2 diesel fuel. Seven operational failures involving twenty seven fuel system components occurred prior to completion of the intended test plan. Regulated emissions measured prior to component failure indicated compliance to Tier II certification goals for the observed test experience. The program plan included operating three non-road Tier II diesel engines for 2000 hours each monitoring the regulated emissions at 500 hour intervals for changes/deterioration. The program was stopped prematurely due to number and frequency of injection system failures. The failures and weaknesses observed involved injector seat and valve wear, control solenoid material incompatibility, injector valve deposits and injector high pressure seal cavitation erosion. Future work should target an E diesel fuel standard that emphasizes minimum water content, stability, lubricity, cetane neutrality and oxidation resistance. Standards for fuel ethanol need to require water content no greater than the base diesel fuel standard. Lubricity bench test standards may need new development for E diesel.
Fields, Nathan; Mitchell, William E.
GJ m 2 the building decommissioning exergy consumption, orJ 5.3 m 2 and that the decommissioning exergy consumption isand manufacturing. Decommissioning was counted as end-of-
water chillers, cooling towers and all of the ductwork,step down transforms, cooling towers, air and water sideair or water and a cooling tower. A more recent cooling
Solar Reforming of Carbon Dioxide to Produce Diesel Fuel
This project focused on the demonstration of an innovative technology, referred to as the Sunexus CO2 Solar Reformer, which utilizes waste CO2 as a feedstock for the efficient and economical production of synthetic diesel fuel using solar thermal energy as the primary energy input. The Sunexus technology employs a two stage process for the conversion of CO2 to diesel fuel. A solar reforming system, including a specially designed reactor and proprietary CO2 reforming catalyst, was developed and used to convert captured CO2 rich gas streams into syngas (primarily hydrogen and carbon monoxide) using concentrated solar energy at high conversion efficiencies. The second stage of the system (which has been demonstrated under other funding) involves the direct conversion of the syngas into synthetic diesel fuel using a proprietary catalyst (Terra) previously developed and validated by Pacific Renewable Fuels and Chemicals (PRFC). The overall system energy efficiency for conversion of CO2 to diesel fuel is 74%, due to the use of solar energy. The results herein describe modeling, design, construction, and testing of the Sunexus CO2 Solar Reformer. Extensive parametric testing of the solar reformer and candidate catalysts was conducted and chemical kinetic models were developed. Laboratory testing of the Solar Reformer was successfully completed using various gas mixtures, temperatures, and gas flow rates/space velocities to establish performance metrics which can be employed for the design of commercial plants. A variety of laboratory tests were conducted including dry reforming (CO2 and CH{sub 4}), combination dry/steam reforming (CO2, CH{sub 4} & H{sub 2}O), and tri-reforming (CO2, CH{sub 4}, H{sub 2}O & O{sub 2}). CH{sub 4} and CO2 conversions averaged 95-100% and 50-90% per reformer cycle, respectively, depending upon the temperatures and gas space velocities. No formation of carbon deposits (coking) on the catalyst was observed in any of these tests. A 16 ft. diameter, concentrating solar dish was modified to accommodate the Sunexus CO2 Solar Reformer and the integrated system was installed at the Pacific Renewable Fuels and Chemicals test site at McClellan, CA. Several test runs were conducted without catalyst during which the ceramic heat exchanger in the Sunexus Solar Reformer reached temperatures between 1,050 F (566 C) and 2,200 F (1,204 C) during the test period. A dry reforming mixture of CO2/CH{sub 4} (2.0/1.0 molar ratio) was chosen for all of the tests on the integrated solar dish/catalytic reformer during December 2010. Initial tests were carried out to determine heat transfer from the collimated solar beam to the catalytic reactor. The catalyst was operated successfully at a steady-state temperature of 1,125 F (607 C), which was sufficient to convert 35% of the 2/1 CO2/CH{sub 4} mixture to syngas. This conversion efficiency confirmed the results from laboratory testing of this catalyst which provided comparable syngas production efficiencies (40% at 1,200 F [650 C]) with a resulting syngas composition of 20% CO, 16% H{sub 2}, 39% CO2 and 25% CH{sub 4}. As based upon the laboratory results, it is predicted that 90% of the CO2 will be converted to syngas in the solar reformer at 1,440 F (782 C) resulting in a syngas composition of 50% CO: 43% H{sub 2}: 7% CO2: 0% CH{sub 4}. Laboratory tests show that the higher catalyst operating temperature of 1,440 F (782 C) for efficient conversion of CO2 can certainly be achieved by optimizing solar reactor heat transfer, which would result in the projected 90% CO2-to-syngas conversion efficiencies. Further testing will be carried out during 2011, through other funding support, to further optimize the solar dish CO2 reformer. Additional studies carried out in support of this project and described in this report include: (1) An Assessment of Potential Contaminants in Captured CO2 from Various Industrial Processes and Their Possible Effect on Sunexus CO2 Reforming Catalysts; (2) Recommended Measurement Methods for Assessing Contaminant Levels in Captured CO2 Streams; (3) An Asse
Dennis Schuetzle; Robert Schuetzle
Advanced Multi-Effect Distillation System for Desalination Using Waste Heat fromGas Brayton Cycles
Generation IV high temperature reactor systems use closed gas Brayton Cycles to realize high thermal efficiency in the range of 40% to 60%. The waste heat is removed through coolers by water at substantially greater average temperature than in conventional Rankine steam cycles. This paper introduces an innovative Advanced Multi-Effect Distillation (AMED) design that can enable the production of substantial quantities of low-cost desalinated water using waste heat from closed gas Brayton cycles. A reference AMED design configuration, optimization models, and simplified economics analysis are presented. By using an AMED distillation system the waste heat from closed gas Brayton cycles can be fully utilized to desalinate brackish water and seawater without affecting the cycle thermal efficiency. Analysis shows that cogeneration of electricity and desalinated water can increase net revenues for several Brayton cycles while generating large quantities of potable water. The AMED combining with closed gas Brayton cycles could significantly improve the sustainability and economics of Generation IV high temperature reactors.
Haihua Zhao; Per F. Peterson
Long Term Processing Using Integrated Hydropyrolysis plus Hydroconversion (IH2) for the Production of Gasoline and Diesel from Biomass
Cellulosic and woody biomass can be directly converted to hydrocarbon gasoline and diesel blending components through the use of a new, economical, technology named integrated hydropyrolysis plus hydroconversion (IH2). The IH2 gasoline and diesel blending components are fully compatible with petroleum based gasoline and diesel, contain less than 1% oxygen and have less than 1 total acid number (TAN). The IH2 gasoline is high quality and very close to a drop in fuel. The life cycle analysis (LCA) shows that the use of the IH2 process to convert wood to gasoline and diesel results in a greater than 90% reduction in greenhouse gas emission compared to that found with fossil derived fuels. The technoeconomic analysis showed the conversion of wood using the IH2 process can produce gasoline and diesel at less than $2.00/gallon. In this project, the previously reported semi-continuous small scale IH2 test results were confirmed in a continuous 50 kg/day pilot plant. The continuous IH2 pilot plant used in this project was operated round the clock for over 750 hours and showed good pilot plant operability while consistently producing 26-28 wt % yields of high quality gasoline and diesel product. The IH2 catalyst showed good stability, although more work on catalyst stability is recommended. Additional work is needed to commercialize the IH2 technology including running large particle size biomass, modeling the hydropyrolysis step, studying the effects of process variables and building and operating a 1-50 ton/day demonstration scale plant. The IH2 is a true game changing technology by utilizing U.S. domestic renewable biomass resources to create transportation fuels, sufficient in quantity and quality to substantially reduce our reliance on foreign crude oil. Thus, the IH2 technology offers a path to genuine energy independence for the U. S., along with the creation of a significant number of new U.S. jobs to plant, grow, harvest, and process biomass crops into fungible fuels.
Marker, Terry [Gas Technology Institute; Roberts, Michael [Gas Technology Institute; Linck, Martin [Gas Technology Institute; Felix, Larry [Gas Technology Institute; Ortiz-Toral, Pedro [Gas Technology Institute; Wangerow, Jim [Gas Technology Institute; McLeod, Celeste [CRI Catalyst; Del Paggio, Alan [CRI Catalyst; Gephart, John [Johnson Timber; Starr, Jack [Cargill; Hahn, John [Cargill
Lubricant oil consumption effects on diesel exhaust ash emissions using a sulfur dioxide trace technique and thermogravimetry
A detailed experimental study was conducted targeting lubricant consumption effects on ,diesel exhaust ash levels using a model year 2002 5.9L diesel engine, high and low Sulfur commercial lubricants, and clean diesel ...
Plumley, Michael J
Nano Catalysts for Diesel Engine Emission Remediation
The objective of this project was to develop durable zeolite nanocatalysts with broader operating temperature windows to treat diesel engine emissions to enable diesel engine based equipment and vehicles to meet future regulatory requirements. A second objective was to improve hydrothermal durability of zeolite catalysts to at least 675 C. The results presented in this report show that we have successfully achieved both objectives. Since it is accepted that the first step in NO{sub x} conversion under SCR (selective catalytic reduction) conditions involves NO oxidation to NO{sub 2}, we reasoned that catalyst modification that can enhance NO oxidation at low-temperatures should facilitate NO{sub x} reduction at low temperatures. Considering that Cu-ZSM-5 is a more efficient catalyst than Fe-ZSM-5 at low-temperature, we chose to modify Cu-ZSM-5. It is important to point out that the poor low-temperature efficiency of Fe-ZSM-5 has been shown to be due to selective absorption of NH{sub 3} at low-temperatures rather than poor NO oxidation activity. In view of this, we also reasoned that an increased electron density on copper in Cu-ZSM-5 would inhibit any bonding with NH{sub 3} at low-temperatures. In addition to modified Cu-ZSM-5, we synthesized a series of new heterobimetallic zeolites, by incorporating a secondary metal cation M (Sc{sup 3+}, Fe{sup 3+}, In{sup 3+}, and La{sup 3+}) in Cu exchanged ZSM-5, zeolite-beta, and SSZ-13 zeolites under carefully controlled experimental conditions. Characterization by diffuse-reflectance ultra-violet-visible spectroscopy (UV-Vis), X-ray powder diffraction (XRD), extended X-ray absorption fine structure spectroscopy (EXAFS) and electron paramagnetic resonance spectroscopy (EPR) does not permit conclusive structural determination but supports the proposal that M{sup 3+} has been incorporated in the vicinity of Cu(II). The protocols for degreening catalysts, testing under various operating conditions, and accelerated aging conditions were provided by our collaborators at John Deere Power Systems. Among various zeolites reported here, CuFe-SSZ-13 offers the best NO{sub x} conversion activity in 150-650 C range and is hydrothermally stable when tested under accelerated aging conditions. It is important to note that Cu-SSZ-13 is now a commercial catalyst for NO{sub x} treatment on diesel passenger vehicles. Thus, our catalyst performs better than the commercial catalyst under fast SCR conditions. We initially focused on fast SCR tests to enable us to screen catalysts rapidly. Only the catalysts that exhibit high NO{sub x} conversion at low temperatures are selected for screening under varying NO{sub 2}:NO{sub x} ratio. The detailed tests of CuFe-SSZ-13 show that CuFe-SSZ-13 is more effective than commercial Cu-SSZ-13 even at NO{sub 2}:NO{sub x} ratio of 0.1. The mechanistic studies, employing stop-flow diffuse reflectance FTIR spectroscopy (DRIFTS), suggest that high concentration of NO{sup +}, generated by heterobimetallic zeolites, is probably responsible for their superior low temperature NO{sub x} activity. The results described in this report clearly show that we have successfully completed the first step in a new emission treatment catalyst which is synthesis and laboratory testing employing simulated exhaust. The next step in the catalyst development is engine testing. Efforts are in progress to obtain follow-on funding to carry out scale-up and engine testing to facilitate commercialization of this technology.
Narula, Chaitanya Kumar [ORNL; Yang, Xiaofan [ORNL; Debusk, Melanie Moses [ORNL; Mullins, David R [ORNL; Mahurin, Shannon Mark [ORNL; Wu, Zili [ORNL
Capture of Heat Energy from Diesel Engine Exhaust
Diesel generators produce waste heat as well as electrical power. About one-third of the fuel energy is released from the exhaust manifolds of the diesel engines and normally is not captured for useful applications. This project studied different waste heat applications that may effectively use the heat released from exhaust of Alaskan village diesel generators, selected the most desirable application, designed and fabricated a prototype for performance measurements, and evaluated the feasibility and economic impact of the selected application. Exhaust flow rate, composition, and temperature may affect the heat recovery system design and the amount of heat that is recoverable. In comparison with the other two parameters, the effect of exhaust composition may be less important due to the large air/fuel ratio for diesel engines. This project also compared heat content and qualities (i.e., temperatures) of exhaust for three types of fuel: conventional diesel, a synthetic diesel, and conventional diesel with a small amount of hydrogen. Another task of this project was the development of a computer-aided design tool for the economic analysis of selected exhaust heat recovery applications to any Alaskan village diesel generator set. The exhaust heat recovery application selected from this study was for heating. An exhaust heat recovery system was fabricated, and 350 hours of testing was conducted. Based on testing data, the exhaust heat recovery heating system showed insignificant effects on engine performance and maintenance requirements. From measurements, it was determined that the amount of heat recovered from the system was about 50% of the heat energy contained in the exhaust (heat contained in exhaust was evaluated based on environment temperature). The estimated payback time for 100% use of recovered heat would be less than 3 years at a fuel price of $3.50 per gallon, an interest rate of 10%, and an engine operation of 8 hours per day. Based on experimental data, the synthetic fuel contained slightly less heat energy and fewer emissions. Test results obtained from adding different levels of a small amount of hydrogen into the intake manifold of a diesel-operated engine showed no effect on exhaust heat content. In other words, both synthetic fuel and conventional diesel with a small amount of hydrogen may not have a significant enough effect on the amount of recoverable heat and its feasibility. An economic analysis computer program was developed on Visual Basic for Application in Microsoft Excel. The program was developed to be user friendly, to accept different levels of input data, and to expand for other heat recovery applications (i.e., power, desalination, etc.) by adding into the program the simulation subroutines of the desired applications. The developed program has been validated using experimental data.
Chuen-Sen Lin
Coal-fueled diesel technology development -- Fuel injection equipment for coal-fueled diesel engines
Because of the abrasive and corrosive nature of coal water slurries, the development of coal-fueled diesel engine technology by GE-Transportation Systems (GE-TS) required special fuel injection equipment. GE-Corporate Research and Development (GE-CRD) undertook the design and development of fuel injectors, piston pumps, and check valves for this project. Components were tested at GE-CRD on a simulated engine cylinder, which included a cam-actuated jerk pump, prior to delivery to GE-TS for engine testing.
Johnson, R.N.; Hayden, H.L.
Coal-fueled diesel technology development: Nozzle development for coal-fueled diesel engines
Direct injection of a micronized coal water mixture fuel into the combustion chambers of a diesel engine requires atomizing an abrasive slurry fuel with accurately sized orifices. Five injector orifice materials were evaluated: diamond compacts, chemical vapor deposited diamond tubes, thermally stabilized diamond, tungsten carbide with cobalt binder, and tungsten carbide with nickel binder with brazed and mechanically mounted orifice inserts. Nozzle bodies were fabricated of Armco 17-4 precipitation hardening stainless steel and Stellite 6B in order to withstand cyclic injection pressures and elevated temperatures. Based on a total of approximately 200 cylinder hours of engine operation with coal water mixture fuel diamond compacts were chosen for the orifice material.
Johnson, R.N.; Lee, M.; White, R.A.
Coal-fueled diesel system for stationary power applications -- Technology development. Final report, March 1988--June 1994
Morgantown Energy Technology Center, Cooper-Bessemer and Arthur D. Little have developed the technology to enable coal-water slurry to be utilized in large-bore, medium-speed diesel engines. The target application is modular power generation in the 10 to 100 MW size, with each plant using between two and eight engines. Such systems are expected to be economically attractive in the non-utility generation market after 2000, when oil and natural gas prices are expected to escalate rapidly compared to the price of coal. During this development program, over 1,000 hours of prototype engine operation have been achieved on coal-water slurry (CWS), including over 100 hours operation of a six-cylinder, 1.8 MW engine with an integrated emissions control system. Arthur D. Little, Inc., managed the coal-fueled diesel development, with Cooper-Bessemer as the principal subcontractor responsible for the engine design and testing. Several key technical advances which enable the viability of the coal-fueled diesel engine were made under this program. Principal among them are the development and demonstration of (1) durable injection nozzles; (2) an integrated emissions control system; ad (3) low-cost clean coal slurry formulations optimized for the engine. Significant advances in all subsystem designs were made to develop the full-scale Cooper-Bessemer coal engine components in preparation for a 100-hour proof-of-concept test of an integrated system, including emissions controls. The Clean Coal Diesel power plant of the future will provide a cost-competitive, low-emissions, modular, coal-based power generation option to the non-utility generation, small utility, independent power producer, and cogeneration markets. Combined cycle efficiencies will be approximately 48% (lower heating value basis) and installed cost will be approximately $1,300/kW (1992 dollars).
Effects of diesel particle filter retrofits and accelerated fleet turnover
Effects of diesel particle filter retrofits and accelerated fleet turnover Effects of diesel particle filter retrofits and accelerated fleet turnover on drayage truck emissions at the port of Oakland Title Effects of diesel particle filter retrofits and accelerated fleet turnover on drayage truck emissions at the port of Oakland Publication Type Journal Article Year of Publication 2011 Authors Dallmann, Timothy R., Robert A. Harley, and Thomas W. Kirchstetter Journal Environmental Science & Technology Volume 45 Issue 24 Pagination 10773-10779 Abstract Heavy-duty diesel drayage trucks have a disproportionate impact on the air quality of communities surrounding major freight-handling facilities. In an attempt to mitigate this impact, the state of California has mandated new emission control requirements for drayage trucks accessing ports and rail yards in the state beginning in 2010. This control rule prompted an accelerated diesel particle filter (DPF) retrofit and truck replacement program at the Port of Oakland. The impact of this program was evaluated by measuring emission factor distributions for diesel trucks operating at the Port of Oakland prior to and following the implementation of the emission control rule. Emission factors for black carbon (BC) and oxides of nitrogen (NOx) were quantified in terms of grams of pollutant emitted per kilogram of fuel burned using a carbon balance method. Concentrations of these species along with carbon dioxide were measured in the exhaust plumes of individual diesel trucks as they drove by en route to the Port. A comparison of emissions measured before and after the implementation of the truck retrofit/replacement rule shows a 54 ± 11% reduction in the fleet-average BC emission factor, accompanied by a shift to a more highly skewed emission factor distribution. Although only particulate matter mass reductions were required in the first year of the program, a significant reduction in the fleet-average NOx emission factor (41 ± 5%) was observed, most likely due to the replacement of older trucks with new ones.
Simulating the Impact of Premixed Charge Compression Ignition on Light-Duty Diesel Fuel Economy and Emissions of Particulates and NOx
We utilize the Powertrain Systems Analysis Toolkit (PSAT) combined with transient engine and aftertreatment component models implemented in Matlab/Simulink to simulate the effect of premixed charge compression ignition (PCCI) on the fuel economy and emissions of light-duty diesel-powered conventional and hybrid electric vehicles (HEVs). Our simulated engine is capable of both conventional diesel combustion (CDC) and premixed charge compression ignition (PCCI) over real transient driving cycles. Our simulated aftertreatment train consists of a diesel oxidation catalyst (DOC), lean NOx trap (LNT), and catalyzed diesel particulate filter (DPF). The results demonstrate that, in the simulated conventional vehicle, PCCI can significantly reduce fuel consumption and emissions by reducing the need for LNT and DPF regeneration. However, the opportunity for PCCI operation in the simulated HEV is limited because the engine typically experiences higher loads and multiple stop-start transients that are outside the allowable PCCI operating range. Thus developing ways of extending the PCCI operating range combined with improved control strategies for engine and emissions control management will be especially important for realizing the potential benefits of PCCI in HEVs.
Gao, Zhiming [ORNL; Daw, C Stuart [ORNL; Wagner, Robert M [ORNL; Edwards, Kevin Dean [ORNL; Smith, David E [ORNL
Determination of the 5 MW gross nominal design case binary cycle for power generation at Raft River, Idaho. [Using GEOSYS program
A series of Rankine cycle studies for power generation utilizing geothermal fluid as the heat source and isobutane as the working fluid are reported. To find the plant configuration which would most effectively utilize the available energy, a parametric study was performed. The desirability of supercritical, single boiler or double boiler cycles, and the relative boiler temperatures and percentage isobutane flow split between the boilers in the double cycles for geothermal fluid temperatures of 260/sup 0/F to 360/sup 0/F were considered. This study was designed to discover thermodynamic trends which would point to an optimum isobutane cycle for geothermal fluid temperatures in this temperature range. The results of the parametric study were applied to derive a Nominal Design Case for a demonstration plant at Raft River, with a geothermal fluid resource at 290/sup 0/F. In addition, plant variations due to tolerances applied to thermodynamic properties and other key factors are included.
Ingvarsson, I.J.; Madsen, W.W. (eds.)
Emissions comparison between petroleum diesel and biodiesel in a medium-duty diesel engine
Biofuels have become very important topics over the past decade due to the rise in crude oil prices, fear of running out of crude oil, and environmental impact of emissions. Biodiesel is a biofuel that is made from plant seed oils, waste cooking oils, or animal fats. It has become increasingly popular and is looked at as a diesel replacement. This research characterizes the emissions of the new John Deere PowerTech Plus 4045HF285 in the Advance Engine Research Laboratory at Texas A&M University and compares the emissions of a 100 percent blended feed stock biodiesel to an ultra low sulfur diesel certification fuel. The steady state tests were conducted while holding engine speed constant at three different speeds and three different loads. The gaseous emissions, exhaust gas recirculation, fuel flow rate, and torque were monitored and recorded for 300 points per test. Four tests were performed and the results were averaged per each fuel. Carbon monoxide, carbon dioxide, oxygen, and oxides of nitrogen emissions were analyzed. The biodiesel averaged up to 12% lower torque, 5.4% more fuel, 7.5% less carbon dioxide, 29% more oxygen, and 29% more oxides of nitrogen. Overall the biodiesel produced less torque and carbon dioxide emissions, while emitting more oxygen and oxides of nitrogen.
Tompkins, Brandon T.
Recent Progress in the Development of Diesel Surrogate Fuels
There has been much recent progress in the area of surrogate fuels for diesel. In the last few years, experiments and modeling have been performed on higher molecular weight components of relevance to diesel fuel such as n-hexadecane (n-cetane) and 2,2,4,4,6,8,8-heptamethylnonane (iso-cetane). Chemical kinetic models have been developed for all the n-alkanes up to 16 carbon atoms. Also, there has been much experimental and modeling work on lower molecular weight surrogate components such as n-decane and n-dodecane that are most relevant to jet fuel surrogates, but are also relevant to diesel surrogates where simulation of the full boiling point range is desired. For two-ring compounds, experimental work on decalin and tetralin recently has been published. For multi-component surrogate fuel mixtures, recent work on modeling of these mixtures and comparisons to real diesel fuel is reviewed. Detailed chemical kinetic models for surrogate fuels are very large in size. Significant progress also has been made in improving the mechanism reduction tools that are needed to make these large models practicable in multi-dimensional reacting flow simulations of diesel combustion. Nevertheless, major research gaps remain. In the case of iso-alkanes, there are experiments and modeling work on only one of relevance to diesel: iso-cetane. Also, the iso-alkanes in diesel are lightly branched and no detailed chemical kinetic models or experimental investigations are available for such compounds. More components are needed to fill out the iso-alkane boiling point range. For the aromatic class of compounds, there has been no new work for compounds in the boiling point range of diesel. Most of the new work has been on alkyl aromatics that are of the range C7 to C8, below the C10 to C20 range that is needed. For the chemical class of cycloalkanes, experiments and modeling on higher molecular weight components are warranted. Finally for multi-component surrogates needed to treat real diesel, the inclusion of higher molecular weight components is needed in models and experimental investigations.
Pitz, W J; Mueller, C J
There has been much recent progress in the area of surrogate fuels for diesel. In the last few years, experiments and modeling have been performed on higher molecular weight components of relevance to diesel fuel such as n-hexadecane (n-cetane) and 2,2,4,4,6,8,8-heptamethylnonane (iso-cetane). Chemical kinetic models have been developed for all the n-alkanes up to 16 carbon atoms. Also, there has been much experimental and modeling work on lower molecular weight surrogate components such as n-decane and do-decane which are most relevant to jet fuel surrogates, but are also relevant to diesel surrogates where simulation of the full boiling point range is desired. For the cycloalkanes, experimental work on decalin and tetralin recently has been published. For multi-component surrogate fuel mixtures, recent work on modeling of these mixtures and comparisons to real diesel fuel is reviewed. Detailed chemical kinetic models for surrogate fuels are very large in size. Significant progress also has been made in improving the mechanism reduction tools that are needed to make these large models practicable in multidimensional reacting flow simulations of diesel combustion. Nevertheless, major research gaps remain. In the case of iso-alkanes, there are experiments and modeling work on only one of relevance to diesel: iso-cetane. Also, the iso-alkanes in diesel are lightly branched and no detailed chemical kinetic models or experimental investigations are available for such compounds. More components are needed to fill out the iso-alkane boiling point range. For the aromatic class of compounds, there has been no new work for compounds in the boiling point range of diesel. Most of the new work has been on alkyl aromatics that are of the range C7 to C8, below the C10 to C20 range that is needed. For the chemical class of cycloalkanes, experiments and modeling on higher molecular weight components are warranted. Finally for multi-component surrogates needed to treat real diesel, the inclusion of higher molecular weight components is needed in models and experimental investigations.
Pitz, W J
Eighteen-Month Final Evaluation of UPS Second Generation Diesel Hybrid-Electric Delivery Vans
A parallel hybrid-electric diesel delivery van propulsion system was evaluated at a UPS facility in Minneapolis using on-vehicle data logging, fueling, and maintenance records. Route and drive cycle analysis showed different duty cycles for hybrid vs. conventional delivery vans; routes were switched between the study groups to provide a valid comparison. The hybrids demonstrated greater advantage on the more urban routes; the initial conventional vans' routes had less dense delivery zones. The fuel economy of the hybrids on the original conventional group?s routes was 10.4 mpg vs. 9.2 mpg for the conventional group on those routes a year earlier. The hybrid group's fuel economy on the original hybrid route assignments was 9.4 mpg vs. 7.9 mpg for the conventional group on those routes a year later. There was no statistically significant difference in total maintenance cost per mile or for the vehicle total cost of operation per mile. Propulsion-related maintenance cost per mile was 77% higher for the hybrids, but only 52% more on a cost-per-delivery-day basis. Laboratory dynamometer testing demonstrated 13%-36% hybrid fuel economy improvement, depending on duty cycle, and up to a 45% improvement in ton-mi/gal. NOx emissions increased 21%-49% for the hybrids in laboratory testing.
Lammert, M.; Walkowicz, K.
Prime Movers of Globalization: The History and Impact of Diesel Engines and Gas Turbines
of Diesel Engines and Gas Turbines By Vaclav Smil Reviewedof Diesel Engines and Gas Turbines. Cambridge, MA: The MITin the 1890s and the gas turbine invented by Frank Whittle
Anderson, Byron P.
Twelve-Month Evaluation of UPS Diesel Hybrid Electric Delivery Vans
Results of an NREL study of a parallel hybrid electric-diesel propulsion system in United Parcel Service-operated delivery vans show that the hybrids had higher fuel economy than standard diesel vans.
Lammert, M.
The U.S. average retail price for on-highway diesel fuel rose...
The U.S. average retail price for on-highway diesel fuel rose this week The U.S. average retail price for on-highway diesel fuel rose slightly to 3.90 a gallon on Monday. That's...
Flame Arrester Evaluation for E-Diesel Fuel Tanks: September 3, 2002 - May 28, 2003
An evaluation of various flame arresters for use with E-Diesel fuel was conducted on four diesel fuel tanks selected to represent typical fuel tank and fill neck designs. Multiple flame arresters were tested on each fuel tank.
Weyandt, N.; Janssens, M. L.
Experimental and computational study of soot formation under diesel engine conditions
Past research has shown that during diesel combustion, soot is formed in local premixed fuel-rich regions. This project focuses on the fundamentals soot formation under fuel-rich conditions similar to those in diesel engine ...
Kitsopanidis, Ioannis, 1975-
Impacts of Biodiesel Fuel Blends Oil Dilution on Light-Duty Diesel Engine Operation
Assesses oil dilution impacts on a diesel engine operating with a diesel particle filter, NOx storage, a selective catalytic reduction emission control system, and a soy-based 20% biodiesel fuel blend.
Thornton, M. J.; Alleman, T. L.; Luecke, J.; McCormick, R. L.
Combined Catalyzed Soot Filter and SCR Catalyst System for Diesel Engine Emission Reduction
Substantially reduces particulate emission for diesel vehicles Up to 90% effective against carbonaceous particulate matter Significantly reduces CO and HC Filter regenerates at normal diesel operation temperatures Removable design for easy cleaning and maintenance.
Kakwani, R.M.
Evaluating heavy-duty diesel engine aftertreatment devices with a split exhaust configuration.
??West Virginia University evaluated diesel oxidation catalysts (DOC) and lean-NOx catalysts as part of the Diesel Emissions Control-Sulfur Effects (DECSE) program. In order to perform… (more)
Corrigan, Eric R.
Wind-Diesel Hybrid Options for Remote Villages in Alaska Dr. James Manwell
these systems, the wind-diesel industry in Alaska is still fairly new (Drouilhet 2001). 2. PURPOSE In order Laboratory, Report No. TP- 500-31755. 2002. Drouilhet, S. (2001). "Preparing an Existing Diesel Power Plant
Alternative Fuels Data Center: Heavy-Duty Diesel Vehicle Vouchers - San
Heavy-Duty Diesel Heavy-Duty Diesel Vehicle Vouchers - San Joaquin Valley to someone by E-mail Share Alternative Fuels Data Center: Heavy-Duty Diesel Vehicle Vouchers - San Joaquin Valley on Facebook Tweet about Alternative Fuels Data Center: Heavy-Duty Diesel Vehicle Vouchers - San Joaquin Valley on Twitter Bookmark Alternative Fuels Data Center: Heavy-Duty Diesel Vehicle Vouchers - San Joaquin Valley on Google Bookmark Alternative Fuels Data Center: Heavy-Duty Diesel Vehicle Vouchers - San Joaquin Valley on Delicious Rank Alternative Fuels Data Center: Heavy-Duty Diesel Vehicle Vouchers - San Joaquin Valley on Digg Find More places to share Alternative Fuels Data Center: Heavy-Duty Diesel Vehicle Vouchers - San Joaquin Valley on AddThis.com... More in this section... Federal
Vehicle Technologies Office: 3-D Animation Shows Complex Geometry of Diesel
3-D Animation Shows 3-D Animation Shows Complex Geometry of Diesel Particulates to someone by E-mail Share Vehicle Technologies Office: 3-D Animation Shows Complex Geometry of Diesel Particulates on Facebook Tweet about Vehicle Technologies Office: 3-D Animation Shows Complex Geometry of Diesel Particulates on Twitter Bookmark Vehicle Technologies Office: 3-D Animation Shows Complex Geometry of Diesel Particulates on Google Bookmark Vehicle Technologies Office: 3-D Animation Shows Complex Geometry of Diesel Particulates on Delicious Rank Vehicle Technologies Office: 3-D Animation Shows Complex Geometry of Diesel Particulates on Digg Find More places to share Vehicle Technologies Office: 3-D Animation Shows Complex Geometry of Diesel Particulates on AddThis.com... 3-D Animation Shows Complex Geometry of Diesel Particulates
Liquid fuel reformer development: Autothermal reforming of Diesel fuel
Argonne National Laboratory is developing a process to convert hydrocarbon fuels to clean hydrogen feeds for a polymer electrolyte fuel cell. The process incorporates an autothermal reforming catalyst that can process hydrocarbon feeds at lower temperatures than existing commercial catalysts. The authors have tested the catalyst with three diesel-type fuels: hexadecane, certified low-sulfur grade 1 diesel, and a standard grade 2 diesel. Hexadecane yielded products containing 60% hydrogen on a dry, nitrogen-free basis at 850 C, while maximum hydrogen product yields for the two diesel fuels were near 50%. Residual products in all cases included CO, CO{sub 2}, ethane, and methane. Further studies with grade 1 diesel showed improved conversion as the water:fuel ratio was increased from 1 to 2 at 850 C. Soot formation was reduced when the oxygen:carbon ratio was maintained at 1 at 850 C. There were no significant changes in hydrogen yield as the space velocity and the oxygen:fuel ratio were varied. Tests with a microchannel monolithic catalyst yielded similar or improved hydrogen levels at higher space velocities than with extruded pellets in a packed bed.
Pereira, C.; Bae, J-M.; Ahmed, S.; Krumpelt, M.
A Review on Diesel Soot Emission, its Effect and Control
The diesel engines are energy efficient, but their particulate (soot) emissions are responsible of severe environmental and health problems. This review provides a survey on published information regarding diesel soot emission, its adverse effects on the human health, environment, vegetations, climate, etc. The legislations to limit diesel emissions and ways to minimize soot emission are also summarized. Soot particles are suspected to the development of cancer; cardiovascular and respiratory health effects; pollution of air, water, and soil; impact agriculture productivity, soiling of buildings; reductions in visibility; and global climate change. The review covers important recent developments on technologies for control of particulate matter (PM); diesel particulate filters (DPFs), summarizing new filter and catalyst materials and DPM measurement. DPF technology is in a state of optimization and cost reduction. New DPF regeneration strategies (active, passive and plasma-assisted regenerations) as well as the new learning on the fundamentals of soot/catalyst interaction are described. Recent developments in diesel oxidation catalysts (DOC) are also summarized showing potential issues with advanced combustion strategies, important interactions on NO2 formation, and new formulations for durability. Finally, systematic compilation of the concerned newer literature on catalytic oxidation of soot in a well conceivable tabular form is given. A total of 156 references are cited. © 2010 BCREC UNDIP. All rights reserved.
R. Prasad; Venkateswara Rao Bella
Coal-fueled diesel engines for locomotive applications
GE Transportation Systems (GE/TS) completed a two and one half year study into the economic viability of a coal fueled locomotive. The coal fueled diesel engine was deemed to be one of the most attractive options. Building on the BN-NS study, a proposal was submitted to DOE to continue researching economic and technical feasibility of a coal fueled diesel engine for locomotives. The contract DE-AC21-85MC22181 was awarded to GE Corporate Research and Development (GE/CRD) for a three year program that began in March 1985. This program included an economic assessment and a technical feasibility study. The economic assessment study examined seven areas and their economic impact on the use of coa