CORDIS provides links to public deliverables and publications of HORIZON projects.
Links to deliverables and publications from FP7 projects, as well as links to some specific result types such as dataset and software, are dynamically retrieved from OpenAIRE .
Deliverables
The analysis of the data on HONO obtained for the determination of emission indices showed that various HONO detection techniques give conclusive results. The emission indices of HONO are almost independent of fuel formulation and engine operating conditions. A mean value of: EI(HONO) = (0.104 +/- 0.046) [g/kg] was determined.
HONO formation on soot surfaces is small with 10(15) HONO/cm(2) under the EUPHORE conditions in good agreement with recent laboratory data and was terminated after 2 minutes reaction time.
The addition of diesel exhaust to a well-defined simple VOC/NOx mixture caused a significant increase of the ozone formation after irradiation, compared to smog experiments with the same VOC/NO(x) mixture in the absence of exhaust gas.
The increase of ozone observed in the exhaust runs was mainly caused by the high initial concentrations of nitrous acid and formaldehyde emitted by the diesel engine. Higher aldehydes were of minor importance.
The ozone formation was not dependent on the formulation of the diesel fuel. Differences in peak ozone concentrations for the single experiments were due to deviations in initial start concentrations as well as photolysis conditions. The same was found for the formation of PAN as another important photo-oxidant.
From the good agreement of experimental and calculated data using a gas-phase model it was concluded that the influence of diesel soot on the ozone formation was negligible in the smog chamber experiments performed.
There was no experimental evidence found that the presence of diesel exhaust particles in a photosmog system, conducted in an environmental chamber at 50% relative humidity, influence radical formation or destruction processes and, therefore, ozone formation. These processes are solely controlled by primary radical sources on the chamber walls and the gas phase reactions.
There was evidence found that the presence of diesel exhaust gases in a reactive synthetic VOC mixture activate the photo smog system during the initial phase of the experiment. The different fuel formulations did not show within the experimental scatter, caused by the natural variability of the meteorological conditions, an influence on the ozone production.
Formaldehyde, acetaldehyde, acetone and propanal were identified as major carbonyls emitted by the diesel engine. No other carbonyls, e.g. unsaturated aldehydes were detected.
With increasing load and motor revolution the carbonyl emissions are significantly reduced. Clear trends for the different fuel formulations are not visible.
Standard diesel, i.e. the diesel fuel with the highest sulphur content, showed under most engine operating conditions the highest particle mass emission. As a general trend it could be concluded, that the collected particle mass normalised by the measured CO(2) values showed under all operating conditions lower values for the Diesel fuel with the lowest aromatic content (5%) followed by the Biodiesel. These results may indicate that a reduction in aromatic content within the fuels or a wider use of Biodiesel may reduce both, the total particle mass emitted and the PAHs content in urban air sheds, reducing therefore the environmental risks associated to this class of compounds.
For all diesel fuels investigated, the particle size distribution was mono-modal with a maximum of the mobility particle diameter located around 50nm for constant engine operation condition.
Formation of ultra fine particles was observed from the evaporation of deposits from the transfer hose and subsequent nucleation in the EUPHORE chamber.
The occurrence of ultra fine particles was well correlated with an increased sulphate content of the particles. Sulphate is expected to be a major component of the ultra fine particles formed from nucleation of transfer line deposits.
Under the same injection conditions, the emitted particle number was significantly lower if Biodiesel (RME), or reformulated diesel fuel (lower aromatic content) were used. However, if the emission index is considered there is no significant difference in the particle number emission.
For the DIFUSO project the test rig was installed in the machine room of chamber B at the EUPHORE chambers. The test rig consists of the small size passenger car diesel engine and an air-cooled eddy current brake and the control unit for the brake. The diesel engine is fixed on a mobile operation trolley and is controlled by an operating lever fixed at the operating panel. The engine is connected to the eddy current brake (Retarder type) via a cardan shaft. The controller for the eddy current brake, the measuring devices for speed and torque and the power supply unit are mounted in a 19inch cabinet.
This installation allows the operation of the diesel engine under well-defined and reproducible operation conditions.
The motor test bed, which was installed during the present work, can be used for further experiments in the EUPHORE chamber. Accounting for the knowledge collected within the present project, should be easily possible to use the motor test bed for future investigations, e.g. the emission of ultra fine particles or trace gases such as nitrous oxide or ammonia from gasoline or diesel-fuelled vehicles.
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