Stabilization of the Mass Absorption Cross Section of Black Carbon for Filter-Based Absorption Photometry by the use of a Heated Inlet

In principle, mass concentrations of black carbon (BC) (M _BC) can be estimated by the measurement of the light absorption coefficient of BC. Filter-based methods, which quantify the absorption coefficient (b _abs) from the change in transmission through a filter loaded with particles, have been widely used to measure M _BC. However, reliable determination of M _BC has been very difficult because of the large variability in the mass absorption cross section (C _abs), which is the conversion factor from b _abs to M _BC. Coating of BC by volatile compounds and the co-existence of light-scattering particles contribute to the variability of C _abs. In order to overcome this difficulty, volatile aerosol components were removed before collection of BC particles on filters by heating a section of the inlet to 400°C. We made simultaneous measurements of b _abs by two types of photometers (Particle Soot Absorption Photometer (PSAP) and Continuous Soot Monitoring System (COSMOS)) together with M _BC by an EC-OC analyzer to determine C _abs at 6 locations in Asia. C _abs was stable at 10.5 ± 0.7 m² g ^?1 at a wavelength of 565 nm for BC strongly impacted by emissions from vehicles and biomass burning. The stable C _abs value provides a firm basis for its use in estimating M _BC by COSMOS and PSAP with an accuracy of about 10%. For the quantitative interpretation of the ratio of the C _abs to the model-calculated C _abs?, we measured C _abs for mono-disperse nigrosin particles in the laboratory. The C _abs/C _abs? ratio was 1.4–1.9 at the 100–200 nm diameters, explaining the ratio of 1.8 for ambient BC.     

Characterization of structure of single particles from various automobile engines under steady-state conditions

The effective density ρ_eff of particles emitted from various types of automobile engines was measured using a differential mobility analyzer (DMA)–aerosol particle mass analyzer method, and their morphology was investigated via transmission electron microscopy analysis. The measured exhaust particles were particles emitted from diesel engines (DEs), gasoline direct injection spark ignition (DISI) engines, gasoline port fuel injection (PFI) engines, and liquefied petroleum gas (LPG) engines. ρ_eff and the morphology of the particles were measured after classification with the DMA, and six electrical mobility diameters D_m ranging from 30 to 300 nm were selected. ρ_eff was found to decrease as D_m increased for all particles. A morphological study showed that DE and DISI particles were mainly agglomerates and PFI and LPG particles were mainly nonagglomerates. Numbers and diameters of the primary particles in the agglomerates showed no systematic differences between DE and DISI particles at a given D_m. Rather, the primary particle diameter d_p increased with increasing D_m of the agglomerates; the empirical relationship between the two diameters was found to be d_p = 8.498ln(D_m) – 12.781 for DE and DISI particles. The core (elemental carbon) diameters in the primary particles of the DE particles increased as D_m increased and were estimated to range from 8.5 nm for D_m = 70 nm to 22.1 nm for D_m = 300 nm. Although the primary particle diameter and core diameter depend on D_m, the organic coating (shell) thickness, which ranged from 5.1 to 7.4 nm, was found to be independent of D_m.

Copyright © 2016 American Association for Aerosol Research     

Mixing State of Black Carbon Aerosol in a Heavily Polluted Urban Area of China: Implications for Light Absorption Enhancement

Black carbon (BC) is important for climate forcing, and its effects on the Earth's radiative balance remain a major uncertainty in climate models. In this study, we investigated the mixing state of refractory black carbon (rBC) and aerosol optical properties in a polluted atmosphere at Xi’an, western China. The average rBC mass concentration was 9.9 μg m^?3 during polluted periods, 7.6 times higher than that in clean periods. About 48.6% of the rBC was internally-mixed or coated with nonrefractory materials during polluted periods; this was 27% higher than in clean periods. Correlation analysis between the number fraction of thickly-coated rBC particles (f_BC) and the major particulate species indicate that organics may be the primary contributor to rBC coatings during polluted periods. The average mass absorption cross section of rBC (MAC_BC) particles at λ = 870 nm was 7.6 ± 0.02 m² g^?1 for the entire campaign. The MAC_BC showed a positive correlation with f_BC, and the enhancement of MAC_BC due to internal mixing was 1.8 times. These observations suggest that an enhancement of BC absorption by a factor of ～2 could be appropriate for climate models associated with high PM_2.5 levels.

Copyright 2014 American Association for Aerosol Research     

Raman spectroscopy and TEM characterization of solid particulate matter emitted from soot generators and aircraft turbine engines

To obtain reliable mass concentrations of solid particulate matter (PM) in the exhaust emissions from engines using optical instruments, it is essential that the solid PM used for instrument calibration has similar optical properties to the solid PM emitted from the engines being tested. The solid PM emitted from combustion engines is predominantly soot. The optical properties of soot are dictated by its chemical structure, size, and morphology. In this work, the chemical bond structure, primary-particle diameters, aggregate sizes, and morphological parameters of the soot emitted from two laboratory soot generators, widely used for calibrating instruments, are compared to those of soot emitted from three aircraft turbine engines using Raman spectroscopy and transmission electron microscopy. The Raman spectral properties, size, and morphology of soot emitted from aircraft engines are distinctly different from the properties of soot emitted from the soot generators operating under globally near-stoichiometric and fuel-rich conditions. These differences can be attributed to the variations in the size and orientation of the graphitic crystallites, amorphous-carbon content, amount of polyacetylene compounds, deposition of organic material, and extent of oxidation. Conversely, general agreement is observed between the chemical structure, size, and morphology of soot emitted from aircraft engines and the soot emitted from the soot generators operating at globally fuel-lean conditions. The findings of this investigation can be useful for identifying suitable soot particles for the calibration of instruments to measure the mass concentration of solid PM emissions from engines, and for other types of soot.

Copyright © 2017 Crown Copyright     

Particle Emission Characteristics of a Gas Turbine with a Double Annular Combustor

The total climate, air quality, and health impact of aircraft black carbon (BC) emissions depend on quantity (mass and number concentration) as well as morphology (fractal dimension and surface area) of emitted BC aggregates. This study examines multiple BC emission metrics from a gas turbine with a double annular combustor, CFM56-5B4-2P. As a part of the SAMPLE III.2 campaign, concurrent measurements of particle mobility, particle mass, particle number concentration, and mass concentration, as well as collection of transmission electron microscopy (TEM) samples, allowed for characterization of the BC emissions. Mass- and number-based emission indices were strongly influenced by thrust setting during pilot combustion and ranged from <1 to 208 mg/kg-fuel and 3 ×× 10¹² to 3 ×× 10¹⁶ particles/kg-fuel, respectively. Mobility measurements indicated that mean diameters ranged from 7 to 44 nm with a strong dependence on thrust during pilot-only combustion. Using aggregation and sintering theory with empirical effective density relationships, a power-law relationship between primary particle diameter and mobility diameter is presented. Mean primary particle diameter ranged from 6 to 19 nm; however, laser-induced incandescence (LII) and mass-mobility-calculated primary particle diameters demonstrated opposite trends with thrust setting. Similarly, mass-mobility-calculated aggregate mass specific surface area and LII-measured surface area were not in agreement, indicating both methods need further development and validation before use as quantitative indicators of primary particle diameter and mass-specific surface area.

Copyright 2015 American Association for Aerosol Research     

Composition and Sources of the Organic Particle Emissions from Aircraft Engines

We report a positive matrix factorization (PMF) analysis of organic particulate material (PM) emissions of aircraft engine exhaust that includes data from five different aircraft engines and two different fuels (petroleum jet fuel and a Fischer-Tropsch fuel) collected over three field missions. PMF of aerosol mass spectrometer (AMS) data was used to identify six distinct factors: two lubrication oil factors, two aliphatic factors, an aromatic factor, and a siloxane factor. Of these, the lubrication oil factors and the siloxane factor were noncombustion sources. The siloxane factor was attributed to silicone tubing used in the sampling system deployed in one of the three missions included in this study, but not the other two. The two lubrication oil factors correlate with the two different lubrication oils used by the aircraft engines evaluated in this study (Mobil II and Air BP) as well as minor differences presumably due to variation in the blend stocks, temperature history, and analytical factors. Overall, the sum of the aliphatic and aromatic factors decreased with increasing power, as expected based on known trends in VOC emissions. The aliphatic #1 factor correlated with soot emissions, especially at power conditions where EI_m-soot was greater than 30 mg kg^?1. The aliphatic factor #2 mass spectrum shared some similarities with ambient aerosol organic PM present during the tests and correlated most strongly with dilution levels, two observations that suggest that aliphatic #2 contains components found in ambient aerosol. The aromatic factor correlated with benzene emissions, especially at low power conditions were EI_m-benzene was greater than 0.03 mg kg^?1. Our results improve the current understanding of aircraft PM composition.

Copyright 2014 American Association for Aerosol Research     

Accuracy of black carbon measurements by a filter-based absorption photometer with a heated inlet

Long-term measurements of black carbon (BC) aerosols by filter-based absorption photometers with a heated inlet (COSMOS) in different regions have been useful in elucidating spatial variations and radiative impacts of BC. Evaluations of mass concentrations of BC (M_BC) measured by the COSMOS have been made by our previous studies through comparisons with other measurement techniques. However, how variations in the microphysical properties of BC and the co-existing light scattering aerosols affect the COSMOS measurements should be evaluated in more detail. In this study, we assessed these potential effects under various field environments in the Arctic and in the East Asia. From the slopes of the correlation plots between the M_BC values measured by the COSMOS and a single-particle soot photometer, the average accuracy of the COSMOS was estimated as ～10% in the M_BC range 1–3000?ng m^?3. On an hourly basis, the estimated sensitivity of the COSMOS M_BC values to the changes in the BC size distributions was less than 10%, within the typical variabilities of BC size at individual observation sites. The COSMOS measurements depended little on the mixing states of BC and the concentrations of co-existing light scattering aerosols, except in the maritime air masses of East Asia, where the relative abundance of sea salt to BC was very high. The M_BC measured by COSMOS also well agreed with elemental carbon measurements. Our results demonstrate the high reliability of COSMOS measurements under various environments.

Copyright © 2019 American Association for Aerosol Research     

More unsaturated,cooking-type hydrocarbon-like organic aerosol particle emissions from renewable diesel compared to ultra low sulfur diesel in at-sea operations of a research vessel

The aerosol particle emissions from R/V Robert Gordon Sproul were measured during two 5-day research cruises (29 September–3 October 2014; 4–7 and 26–28 September 2015) at four engine speeds (1600 rpm, 1300 rpm, 1000 rpm, and 700 rpm) to characterize the emissions under different engine conditions for ultra low sulfur diesel (ULSD) and hydrogenation derived renewable diesel (HDRD) fuels. Organic aerosol composition and mass distribution were measured on the aft deck of the vessel directly behind the exhaust stack to intercept the ship plume. The ship emissions for both fuels were composed of alkane-like compounds (H/C = 1.94 ± 0.003, O/C = 0.04 ± 0.001, C_nH_2n) with mass spectral fragmentation patterns consistent with hydrocarbon-like organic aerosol (HOA). Single-particle mass spectra from emissions for both fuels showed two distinct HOA compositions, with one HOA type containing more saturated alkane fragments (C_nH_2n+1) and the other HOA type containing more monounsaturated fragments (C_nH_2n?1). The particles dominated by the C_nH_2n?1 fragment series are similar to mass spectra previously associated with cooking emissions. More cooking-type organic particles were observed in the ship emissions for HDRD than for ULSD (45% and 38%, respectively). Changes in the plume aerosol composition due to photochemical aging in the atmosphere were also characterized. The higher fraction of alkene or aromatic (C_nH_2n?m, m ≥ 3) fragments in aged compared to fresh plume emissions suggest that some of the semivolatile alkane-like components partition back to the vapor phase as dilution increases, while alkene or aromatic hydrocarbons contribute more mass to the particle phase due to continuing photochemical oxidation and subsequent condensation from the vapor phase.

Copyright © 2017 American Association for Aerosol Research     

Investigations of Emission Control Systems for Gasoline Direct Injection Engines with a Focus on Removal of Particulate Emissions

The removal of particulate emissions from gasoline injection engines is a new challenge within the exhaust aftertreatment system that will arise with the introduction of limits for particle number emitted by gasoline engines. Besides a possible adjustment of the engine management to lower the particulate emissions, catalyzed gasoline particulate filters (GPF) are conceivable as efficient pollution control devices. As an advantage, these catalyzed filters in addition could be able to support the conversion of all other regulated pollutants. Therefore, an emission study was carried out with systems consisting of a three-way catalyst and a catalyzed GPF and the impact of a dedicated washcoat on the filtration efficiency of the filter was analyzed. The conversion performance of the gasoline particulate filters was examined with regard to carbon monoxide, hydrocarbons and nitrous oxides emissions. Furthermore, the influence of the additional converter on fuel consumption and CO₂ emissions over different driving cycles will be discussed. In a detailed exhaust system study a correlation between the distance of engine-outlet to GPF-inlet and the filtration efficiency of the system was observed.     

Optical properties of black carbon in cookstove emissions coated with secondary organic aerosols: Measurements and modeling

Cookstoves are a major source of black carbon (BC) particles and associated organic compounds, which influence the atmospheric radiative balance. We present results from experiments that characterize BC emissions from a rocket stove coated with secondary organic aerosol. Optical properties, namely, BC mass absorption cross-section (MAC_BC) and mass scattering cross-section (MSC), as a function of the organic-to-black carbon ratio (OA:BC) of fresh and aged cookstove emissions were compared with Mie and Rayleigh–Debye–Gans (RDG) calculations. Mie theory reproduced the measured MAC_BC across the entire OA:BC range. However, Mie theory failed to capture the MSC at low OA:BC, where the data agreed better with RDG, consistent with a fractal morphology of fresh BC aggregates. As the OA:BC increased, the MSC approached Mie predictions indicating that BC-containing particles approach a core–shell structure as BC cores become heavily coated. To gain insight into the implications of our findings, we calculated the spectral simple forcing efficiency (dSFE) using measured and modeled optical properties as inputs. Good agreement between dSFE estimates calculated from measurements and Mie-modeled dSFE across the entire OA:BC range suggests that Mie theory can be used to simulate the optical properties of aged cookstove emissions.

Copyright © 2016 American Association for Aerosol Research     

Combustion characteristics of fatty acid methyl esters derived from recycled cooking oil

The goal of this study is to find out the exhaust emissions differences produced by different kinds of fatty acid methyl esters (FAME) derived from used cooking oils and animal fats, as well as the importance of the purification step in exhaust emissions production. A total of 120 L of waste vegetable oil and 30 L of waste frying oil were collected and converted into three batches of FAME. There were two batches of FAME produced from waste vegetable oil (B01 and B02), and one batch of FAME produced by mixing 2% of waste frying oil with waste vegetable oil (B03). The FAMEs used in this study had higher density, kinematic viscosity, and flash point, but a lower gross heating value, when compared to the premium diesel. The B01 engine produced higher CO formation and the diesel-fuelled engine produced higher CO than the B02 and B03 did for engine speeds higher than 1400 rpm. Most of the FAME fuels produced higher CO₂ than the diesel fuel did. The FAME fuels emitted higher NO_x and PM, but lower SO₂, than the diesel fuel. C_nH_2n+2, diphenyl sulfone (C₁₂H₁₀O₂S), and diethyl phthalate (C₁₂H₁₄O₄) can be selected as the character index for the combustion of FAME.     

Response of real-time black carbon mass instruments to mini-CAST soot

Soot is a climate forcer and a dangerous air pollutant that has been increasingly regulated. In aviation, regulatory measurements of soot mass concentration in the exhaust of aircraft turbine engines are to be based on measurements of black carbon (BC) calibrated to elemental carbon (EC) content of diffusion flame soot. The calibration soot must currently meet only one criterion: minimum EC to total carbon (TC) ratio of 0.8. However, not including soot properties other than the EC/TC ratio may potentially lead to discrepancies between different BC measurements. We studied the response of two instruments, the AVL Micro-Soot Sensor (MSS) and the Artium Laser-Induced Incandescence 300 (LII), to soot from two miniature combustion aerosol standard (mini-CAST) burners. By changing the air-fuel ratio, premixing nitrogen into the fuel, and using a catalytic stripper to remove volatile compounds, we produced a wide range of particle morphologies and EC contents. As the EC content decreased, both the instruments underreported the EC mass, but the LII diverged more severely. Upon closer investigation of eight conditions with EC/TC > 0.8, the LII underreporting was found independent of primary particle size, but increased with decreasing geometric mean diameter of the soot agglomerates. As the geometric mean diameter decreased from 160 nm to 50 nm, the differences between the LII and MSS increased from 15% to 50%. The results suggest that in addition to EC content, calibration procedures for the regulatory BC measurements may need to take particle size distributions into account.

© 2016 American Association for Aerosol Research     

Characterization of Combustion Aerosol Produced by a Mini-CAST and Treated in a Catalytic Stripper

We characterized the properties of combustion aerosol produced at different operating conditions of a mini-CAST burner that was treated in a Catalytic Stripper (CS) operating at 300°C. The goal was to establish a methodology for the production of soot particles resembling those emitted from internal combustion engines. Thermo-optical analysis of samples collected on Quartz filters revealed that the particles contained semi-volatile material that survived the CS. The amount of semi-volatile species strongly depended on the operating conditions ranging from less than 10% to as high as 30% of the particle mass. The mini-CAST operating conditions were also found to have a strong effect on the effective particle density (ρ_e ). The ρ_e , for example, ranged from as low as 0.3 to 1.05 g/cm³ for mondisperse 80 nm particles, although the mass-mobility exponent remained relatively constant (2.1–2.25). These differences are indicative of differences in the primary particle diameter, which was estimated to range between 8.5 and 34 nm depending on the operating conditions. The different types of particles produced were also found to exhibit different affinities for butanol but also different light absorption per mass of elemental carbon which can, therefore, lead to inconsistencies in aerosol instrumentation calibrations (e.g., condensation and optical particle counters, photoacoustic sensors). The work highlights the importance of establishing a detailed and well-defined method in using the mini-CAST-CS approach for instrument calibration in ways mimicking various engine combustion sources.

Copyright 2013 American Association for Aerosol Research     

Nitrous oxide fluxes in a Brazilian clayey oxisol after 24 years of integrated crop-livestock management

Integrated crop-livestock systems have been recently adopted in several agricultural regions of Brazil. Studies involving the effect of adopting integrated systems on greenhouse gas mitigation are essential for choosing sustainable agricultural systems. In this study, the emissions of nitrous oxide in a crop-livestock system (4-year crop/pasture rotation) compared with two continuous crop (CC) areas under conventional and no-tillage management were investigated. The treatments consisted of continuous cropping under no-tillage (CC-NT), continuous cropping with annual heavy disc harrow (CC-CT), an integrated crop-livestock system under no-tillage (CLS-NT) and native Cerrado as a reference. Considering the cumulative N₂O emissions in a year, the CC-CT emitted 2.55 kg N-N₂O ha^?1, higher than the Cerrado, which emitted 0.55 kg N-N₂O ha^?1. All the agricultural systems emitted more N₂O than the Cerrado, however, the two conservation systems CC-NT and CLS-NT had lower emissions than the CC-CT, and were responsible for 1.90 and 1.52 kg N-N₂O ha^?1, respectively. In the agroecosystems, the highest N₂O fluxes were observed after fertilization and rainfall events. In the CC systems, N₂O emissions were greater than in the integrated system during the sorghum/off-season period, but in the CC-CT emissions were greater than in CC-NT. During the soybean cycle no differences in emissions were observed between both CC systems, which surpassed that in CLS-NT that was occupied by Brachiaria pasture. The annual cumulative N₂O emissions in CLS-NT were close to that observed in the Cerrado indicating this system to be an agricultural practice with potential to mitigate N₂O emissions.     

Low temperature exhaust gas fuel reforming of diesel fuel

The application of exhaust gas assisted fuel reforming in diesel engines has been investigated. The process involves hydrogen generation by direct catalytic interaction of diesel fuel with engine exhaust gas. Using a laboratory reforming mini reactor incorporated in the exhaust system of a diesel engine, up to 16% hydrogen in the reactor product gas was achieved at a reactor inlet temperature of 290 °C. The results showed that such levels of hydrogen can be produced with appropriate control of the reaction parameters at temperatures typical of exhaust gas temperatures of diesel engines operating at part load without any requirement for external heat source or air and steam supply. The use of simulated reformed fuel was shown to be beneficial in terms of engine exhaust emissions and resulted in reduction of NO_X and smoke emissions.     

Experimental study on diesel engine nitrogen oxide reduction running with jojoba methyl ester by exhaust gas recirculation

Jojoba methyl ester (JME) has been used as a renewable fuel in numerous studies evaluating its potential use in diesel engines. These studies showed that this fuel is a very good gas oil substitute but an increase in the nitrogenous oxides emissions was observed at all operating conditions. The aim of this study mainly was to quantify the efficiency of exhaust gas recirculation (EGR) when using JME fuel in a fully instrumented, two-cylinder, naturally aspirated, four-stroke direct injection diesel engine. The tests were made in two sections. Firstly, the measured performance and exhaust emissions of the diesel engine operating with diesel fuel and JME are determined and compared. Secondly, tests were performed at two speeds and loads to investigate the EGR effect on engine performance and exhaust emissions including nitrogenous oxides (NO_x), carbon monoxide (CO), unburned hydrocarbons (HC) and exhaust gas temperatures. Also, effect of cooled EGR with high ratio at full load on engine performance and emissions was examined. The results showed that EGR is an effective technique for reducing NO_x emissions with JME fuel especially in light duty diesel engines. A better trade-off between HC, CO and NO_x emissions can be attained within a limited EGR rate of 5-15% with very little economy penalty.     

Simultaneous abatement of diesel soot and NOX emissions by effective catalysts at low temperature: An overview

The diesel engine generally achieves the highest fuel, energy, and thermal efficiency due to its very high compression/expansion ratio (14:1 to 25:1). Diesel engines can have a thermal efficiency that exceeds 50%. The main problem is that they emit more pollution like fine black soot particulates (C₈H to C₁₀H) and nitrogen oxides (NO_X). These pollutants have been causing serious problems for human health and the global environment and also impacts on the engine. There are many types of catalysts investigated for simultaneous control of these two pollutants, i.e., platinum group metals (PGM; Pt, Pd, Rh, and Ir) based, spinel-type oxides, hydrotalcite, rare earth metal oxides, mixed transient metal oxides, etc. The high raw material cost of PGM catalysts has become a significant issue, so developing non-PGM catalysts are one of the promising challenges. There are no extra reductants required because soot catalytically oxidizes itself in the presence of NO_X at a faster rate than molecular oxygen and simultaneously NO_X is reduced to nitrogen. The order of oxidation potential of NO_X to oxidized soot in comparison to molecular oxygen is as follows: NO₂ > NO > O₂. To meet the very strict EPA US 2010 and Euro VI regulations of particulate matter (PM) and NO_X for heavy-duty and light-duty vehicular stringent emission, it is very important to apply the integrated catalytic systems to significantly remove PM and NO_X simultaneously. Many papers related to simultaneous control of soot and NO_X over different catalysts have been published but till now some of effective catalysts showing high conversion at low temperatures (possibly within the range typical of diesel exhaust: 150–450°C) have not been reviewed. Thus, this article provides a summary of published information regarding the effective catalysts, their preparation methods, properties, and application for simultaneous control of diesel soot and NO_X.     

Particulate matter characteristics,dynamics, and sources in an underground mine

Particulate matter (PM) from mining operations, engines, and ore processing may have adverse effects on health and well-being of workers and population living nearby. In this study, the characteristics of PM in an underground chrome mine were investigated in Kemi, Northern Finland. The concentrations and chemical composition of PM in size ranges from 2.5 nm to 10 µm were explored in order to identify sources, formation mechanisms, and post-emission processes of particles in the mine air. This was done by using several online instruments with high time-resolution and offline particulate sampling followed by elemental and ionic analyses. A majority of sub-micrometer particles (<1 µm in diameter, PM₁) originated from diesel engine emissions that were responsible for a rather stable composition of PM₁ in the mine air. Another sub-micrometer particle type originated from the combustion products of explosives (e.g., nitrate and ammonium). On average, PM₁ in the mine was composed of 62%, 30%, and 8% of organic matter, black carbon, and major inorganic species, respectively. Regarding the analyzed elements (e.g., Al, Si, Fe, Ca), many of them peaked at >1 µm indicating mineral dust origin. The average particle number concentration in the mine was (2.3 ± 1.4)*10⁴ #/cm³. The maximum of particle number size distribution was between 30 and 200 nm for most of the time but there was frequently a distinct mode <30 nm. The potential origin of nano-size particles remained as challenge for future studies.

Copyright © 2018 The Authors. Published with license by Taylor & Francis     

Heat‐Integrated Exhaust Purification for Natural Gas Engines

Vehicles running on compressed natural gas (CNG) are a promising option to significantly decrease automotive CO₂ emissions. However, considerable amounts of methane are emitted by the exhaust of CNG powered engines which are difficult to convert by standard catalytic converters. Yet, by combining the catalyst with an efficient heat exchanger, the temperature level of the catalyst can be raised for enhanced conversion performance. Experimental results of stationary tests performed with a heat‐integrated laboratory‐scale system are shown. A special cold start strategy required for fast system heating is presented based on a detailed transient simulation study and a new system layout is described.     

Diesel particulate emission control

This paper reviews the emission control of particulates from diesel exhaust gases. The efficiency and exhaust emissions of diesel engines will be compared with those of otto engines (petrol engines). The formation of particulates (or “soot”), one of the main nuisances of diesel exhaust gases, will be briefly outlined. The effects of various emission components on human health and the environment will be described, and subsequently the emission standards for particulates and for NO_x, which have been introduced worldwide, will be summarized. Possible measures for reducing exhaust emissions of particulates and NO_x will be discussed, such as the use of alternative fuels, modifications to the engine and the use of aftertreatment devices. It will be made clear that aftertreatment devices may become necessary as diesel emission standards become more stringent, in spite of important progress in the other fields of reducing exhaust emissions. Selective catalytic reduction via hydrocarbons, ammonia or urea, a possible aftertreatment method for NO_x emission control, will be discussed briefly. Filters for collecting particulates from diesel exhaust gases will be examined in more detail and aftertreatment control systems for particulate removal will be reviewed. These can be divided into (i) non-catalytic filter based systems which use burners and electric heaters to burn the soot once it has been collected on the filter; (ii) catalytic filter-based systems which consist of filters with a catalyst coating, or filters used in combination with catalytically active precursor compounds added to the diesel fuel; and (iii) catalytic non-filter-based systems in which gaseous hydrocarbons, carbon monoxide and part of the hydrocarbon fraction of the particulates are oxidized in the exhaust gases. Finally, recent trends in diesel particulate emission control will be discussed, indicating the growing importance of the catalytic solutions: the fast introduction of non-filter-based catalysts for diesel engines and the possible application of filters in combination with catalytically active precursor compounds added to diesel fuel.