Diesel exhausts

Olefins, C2-C6 Photochemical degradation emissions refinery emissions Motor vehicle exhaust diesel... 

DOT CLASSIFICATION 3 Label None SAFETY PROFILE Mildly toxic by ingestion. A moderate skin irritant. Questionable carcinogen. Flammable when exposed to heat or flame can react vigorously with oxidizing materials. To fight fire, use CO2, dry chemical. When heated to decomposition it emits acrid smoke and irritating fumes. See also DIESEL EXHAUST, DIESEL EXHAUST EXTRACT, DIESEL EXHAUST PARTICLES, DIESEL FUEL MARINE. 

Car Exhaust, Diesel, Gasoline, ModeUing, Ozone, Particles, Photoreactors... 

Fig. 2 EPR spectra for solid PM samples from air pollution and vehicular exhaust. Diesel exhaust particles (DEP), Total suspended particles (TSP), Gasoline exhaust particles (GEP), PMjo, PM2.5 and PM0.7...

Diesel exhaust — Diesel exhaust is a dangerous airborne contaminant. Currently available technology can greatly limit many diesel exhaust exposures and the adverse health effects ranging from headaches and nausea to cancer and respiratory disease. Additional information and research is needed to monitor diesel particles, and determine the level of risk such particles cause. OSHA is developing an action plan to reduce worker exposures to this hazard. 

In a general manner, diesel engines, jet engines, and domestic or industrial burners operate with lean mixtures and their performance is relatively insensitive to the equivalence ratio. On the other hand, gasoline engines require a fuel-air ratio close to the stoichiometric. Indeed, a too-rich mixture leads to an excessive exhaust pollution from CO emissions and unburned hydrocarbons whereas a too-lean mixture produces unstable combustion (reduced driveability and misfiring). 

Desulfurization will become mandatory when oxidizing catalysts are installed on the exhaust systems of diesel engines. At high temperatures this catalyst accelerates the oxidation of SO2 to SO3 and causes an increase in the weight of particulate emissions if the diesel fuel has not been desulfurized. As an illustrative example, Figure 5.22 shows that starting from a catalyst temperature of 400°C, the quantity of particulates increases very rapidly with the sulfur content. 

Finally, sulfur has a negative effect on the performance of the catalyst itself. One sees for example in Figure 5.23 that the initiation temperature increases with the sulfur level in the diesel fuel, even between 0.01% and 0.05%. Yet, in the diesel engine, characterized by relatively low exhaust temperatures, the operation of the catalyst is a determining factor. One can thus predict an ultimate diesel fuel desulfurization to levels lower than 0.05%. 

Finally it is likely that attention will be focused on emissions of polynuclear aromatics (PNA) in diesel fuels. Currently the analytical techniques for these materials in exhaust systems are not very accurate and will need appreciable improvement. In conventional diesel fuels, emissions of PNA thought to be carcinogenic do not exceed however, a few micrograms per km, that is a car will have to be driven for several years and cover at least 100,000 km to emit one gram of benzopyrene for example These already very low levels can be divided by four if deeply hydrotreated diesel fuels are used. 

Additional research for both ethanol and methanol showed that the amount of ignition improver could be reduced by systems increa sing engine compression (63). Going from 17 1 to 21 1 reduced the amount of TEGDN requited for methanol from 5% by volume to 3%. Ignition-improved methanol exhibited very low exhaust emissions compared to diesels particulate emissions were eliminated except for small amounts associated with engine oil, NO was even lower with increased compression, and CO and hydrocarbons were also below diesel levels. 

Diesel manufacturers have found it difficult to meet the stringent emissions targets. Development of exhaust treatment devices to reduce particulates and meet NO standards has been underway. These devices either trap or catalyticaHy oxidize the particles or both. 

Automotive Emission Control Catalysts. Air pollution (qv) problems caused by automotive exhaust emissions have been met in part by automotive emission control catalysts (autocatalysts) containing PGMs. In the United States, all new cars have been requited to have autocatalyst systems since 1975. In 1995, systems were available for control of emissions from both petrol and diesel vehicles (see Exhaust control, automotive). 

The compressor can be driven by electric motors, gas or steam turbiaes, or internal combustion (usually diesel) engines. The compressor can also be a steam-driven ejector (Fig. 7b), which improves plant reUabiUty because of its simplicity and absence of moving parts, but also reduces its efficiency because an ejector is less efficient than a mechanical compressor. In all of the therm ally driven devices, turbiaes, engines, and the ejector mentioned hereia, the exhaust heat can be used for process efficiency improvement, or for desalination by an additional distillation plant. Figure 8 shows a flow diagram of the vertical-tube vapor compression process. 

B. H. Engler and co-workers. Catalytic Reduction of NO with Hydrocarbons under Eean Diesel Exhaust Gas Conditions, SAE 930735, Society of Automotive Engineers, Warrendale, Pa., 1993. 

Filter P per Processing. In the fabrication of fuel oil and air filters for vehicles such as motorcycles and diesel locomotives, heat processing of the filter paper is required to cure the resin (usually phenoHc) with which the paper (qv) is impregnated (see Phenolic resins). The cure-oven exhaust, which contains water vapor, alcohols, and dimers and trimers of phenol, produces a typical blue haze aerosol having a pungent odor. The concentration of organic substances in the exhaust is usually rather low. 

Effective with the 1982 model year, particulate matter from diesel vehicles was regulated by the U.S. Environmental Protection Agency for the first time, at a level of 0.37 gm km . Diesel vehicles were allowed to meet an NO level of 0.93 gm km under an Environmental Protection Agency waiver. These standards were met by a combination of control systems, primarily exhaust gas recirculation and improvements in the combustion process. For the 1985 model year, the standards decreased to 0.12 gm of particulate matter per kilometer and 0.62 gm of NO per kilometer. This required the use of much more extensive control systems (1). The Clean Air Act Amendments of 1990 (2) have kept the emission standards at the 1985 model level with one exception diesel-fueled heavy trucks shall be required to meet an NO standard of 4.0 gm per brake horsepower hour. 

Why might you expect exhaust gas recirculation on a diesel engine to increase the particulate matter emissions ... 

VFO works well in gas turbines. In a nine-month test program, the combustion properties of VFO were studied in a combustion test module. A gas turbine was also operated on VFO. The tests were conducted to study the combustion characteristics of VFO, the erosive and corrosive effects of VFO, and the operation of a gas turbine on VFO. The combustion tests were conducted on a combustion test module built from a GE Frame 5 combustion can and liner. The gas turbine tests were conducted on a Ford model 707 industrial gas turbine. Both the combustion module and gas turbine were used in the erosion and corrosion evaluation. The combustion tests showed the VFO to match natural gas in flame patterns, temperature profile, and flame color. The operation of the gas turbine revealed that the gas turbine not only operated well on VFO, but its performance was improved. The turbine inlet temperature was lower at a given output with VFO than with either natural gas or diesel fuel. This phenomenon is due to the increase in exhaust mass flow provided by the addition of steam in the diesel for the vaporization process. Following the tests, a thorough inspection was made of materials in the combustion module and on the gas turbine, which came into contact with the vaporized fuel or with the combustion gas. The inspection revealed no harmful effects on any of the components due to the use of VFO. 

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