Showing papers on "Compressed natural gas published in 1998"

Particulate Measurements and Emissions Characterization of Alternative Fuel Vehicle Exhaust

Abstract: The objective of this project was to measure and characterize particulate emissions from light-duty alternative fuel vehicles (AFVs) and equivalent gasoline-fueled vehicles. The project included emission testing of a fleet of 129 gasoline-fueled vehicles and 19 diesel vehicles. Particulate measurements were obtained over Federal Test Procedure and US06 cycles. Chemical characterization of the exhaust particulate was also performed. Overall, the particulate emissions from modern technology compressed natural gas and methanol vehicles were low, but were still comparable to those of similar technology gasoline vehicles.

Fuel-cycle greenhouse gas emissions impacts of alternative transportation fuels and advanced vehicle technologies.

Abstract: At an international conference on global warming, held in Kyoto, Japan, in December 1997, the United States committed to reduce its greenhouse gas (GHG) emissions by 7% over its 1990 level by the year 2012. To help achieve that goal, transportation GHG emissions need to be reduced. Using Argonne's fuel-cycle model, I estimated GHG emissions reduction potentials of various near- and long-term transportation technologies. The estimated per-mile GHG emissions results show that alternative transportation fuels and advanced vehicle technologies can help significantly reduce transportation GHG emissions. Of the near-term technologies evaluated in this study, electric vehicles; hybrid electric vehicles; compression-ignition, direct-injection vehicles; and E85 flexible fuel vehicles can reduce fuel-cycle GHG emissions by more than 25%, on the fuel-cycle basis. Electric vehicles powered by electricity generated primarily from nuclear and renewable sources can reduce GHG emissions by 80%. Other alternative fuels, such as compressed natural gas and liquefied petroleum gas, offer limited, but positive, GHG emission reduction benefits. Among the long-term technologies evaluated in this study, conventional spark ignition and compression ignition engines powered by alternative fuels and gasoline- and diesel-powered advanced vehicles can reduce GHG emissions by 10% to 30%. Ethanol dedicated vehicles, electric vehicles, hybrid electric vehicles, and fuel-cell vehicles can reduce GHG emissions by over 40%. Spark ignition engines and fuel-cell vehicles powered by cellulosic ethanol and solar hydrogen (for fuel-cell vehicles only) can reduce GHG emissions by over 80%. In conclusion, both near- and long-term alternative fuels and advanced transportation technologies can play a role in reducing the United States GHG emissions.

Natural gas regionally supplying system

Abstract: PROBLEM TO BE SOLVED: To facilitate the supply of natural gas to demand in an area such as a small city and a depopulated area by storing the liquid natural gas and the compressed natural gas in a first and a second storage devices, and distributing the compressed gas, which is converted from the liquid natural gas, to each demand with a distributing device SOLUTION: Liquid natural gas, which is transported from a LNG base to the predetermined area by a tank rotary truck, is supplied to a LNG low temperature storage underground tank 1 through a receiver pipe 26, and fed to a carburetor 3 and a carburetor 4 by a pump 8, and converted to the compressed natural gas (CNG), and fed to a CNG bomb 5 provided on the ground Supply to each demand from the CNG bomb 5 is performed through a pressure control valve 11, and a feeding pipe 20 is provided with an automatic cut valve 14 and a main gas meter 15 Each house as a final demand is provided with a separate gas meter 16, and the natural gas is fed to each demand, and detection value is automatically collected by a controller provided in the separate gas meter 16

Effects of Gas Composition on the Performance and Emissions for CNG Engine

Abstract: Natural gas is considered to be an alternative fuel for passenger cars, truck transportation and stationary engines that can provide both good environmental effect and energy security. However, as the composition of fuel natural gas varies with the location, climate and other factors, such changes in fuel properties affect emission characteristics and performance of CNG(Compressed Natural Gas)engines. The purpose of the present study is to investigate effects of difference in gas composition on engine performance and emission characteristics. The results show that THC decreases with an increasing WI(Wobber Index)and MCP (Maximum Combustion Potential) of natural gas. But, NOx increases with respect to increasing WI and MCP. The power is shown to be proportional to the total heat value of the actual amount of gas entering the cylinder. There is 20% power variation depending on the composition of gas when the A/F ratio and spark timing are adjusted and fixed for a specific gas.

Reducing Particulate Matter and Oxides of Nitrogen Emissions from Heavy-Duty Vehicles: The Urban Bus Case

Abstract: The 1990 Clean Air Act Amendments mandated stricter emissions standards for heavy-duty vehicles. One category of heavy-duty vehicles, urban transit buses, constitutes a highly visible source of pollutant emissions and must meet even more stringent standards. In response, engine manufacturers have produced diesel engines that produce virtually no black smoke and emit several times less particulate matter (PM) than older engines. The tighter PM emissions standards that apply to urban transit buses only were found to be cost-effective ($4,600 to $6,300 per Mg of PM reduced) compared with other control strategies. The Urban Bus Retrofit/Rebuild Program was found to be somewhat less cost-effective ($6,900 to $42,000 per Mg). Both of these programs could be extended to other heavy-duty vehicles. However, the use of compressed natural gas (CNG) in transit buses was found to have a costeffectiveness of $0.9 million to $1.8 million per Mg of PM. Replacing older diesel engines with low-emission diesels is the most ...

Natural gas area utilizing system

Abstract: PROBLEM TO BE SOLVED: To provide a natural gas area utilizing system facilitating utilizing of natural gas for a demander in an area with a local city serving as the center SOLUTION: This system comprises a first storage device 1 set up in an area for storing liquefied natural gas, means 3, 4 for changing liquefied natural gas into compressed natural gas, means for utilizing cold heat generated at change time, and a second storage device 5 for storing changed compressed natural gas By the LNG low temperature storage device 1, all fuel gas required in the area can be supplied, and cold heat generated in the case of changing LNG into CNG is effectively utilized, to be able to also serve as promotion of district industry

Clean air program: design guidelines for bus transit systems using hydrogen as an alternative fuel

Abstract: Alternative fuels such as Compressed Natural Gas (CNG), Liquefied Natural Gas (LNG), Liquefied Petroleum Gas (LPG), and alcohol fuels (methanol, and ethanol) are already being used in commercial vehicles and transit buses in revenue service. Hydrogen, which has better air quality characteristics as a vehicle fuel, is being used in research demonstration projects in fuel cell powered buses, as well as in internal combustion engines in automobiles and small trucks. At present, there are no facility guidelines to assist transit agencies contemplating the use of hydrogen as an alternative fuel. This document addresses the various issues involved. Hydrogen fuel properties, potential hazards, fuel replacements for specified levels of bus service, applicable codes and standards, ventilation, and electrical classification are indicated in this document. These guidelines also present various facility and bus design issues that need to be considered by a transit agency to ensure safe operation when using hydrogen as an alternative fuel. Fueling facility, garaging facility, maintenance facility, requirements and safety practices are discussed. Critical fuel related safety issues in the design of the related systems on the bus are also identified. A system safety assessment and hazard resolution process is also presented. This approach may be used to select design strategies which are economical, yet ensure a specific level of safety.

The Argentinian experience

Abstract: Argentina's compressed natural gas industry is one of the most developed in the world. From this position, it plans to consolidate that development and use its competitive advantage to export know-how and technology. Daniel G. Montamat describes the development of CNG in Argentina.

Clean air program: Design guidelines for bus transit systems using hydrogen as an alternative fuel. Final report, September 1997--May 1998

Abstract: Alternative fuels such as Compressed Natural Gas (CNG), Liquefied Natural Gas (LNG), Liquified Petroleum Gas (LPG), and alcohol fuels (methanol and ethanol) are already being used in commercial vehicles and transit buses in revenue service. Hydrogen, which has better air quality characteristics as a vehicle fuel, is being used in research demonstration projects in fuel cell powered buses, as well as in internal combustion engines in automobiles and small trucks. At present, there are no facility guidelines to assist transit agencies (and others) contemplating the use of hydrogen as an alternative fuel. This document addresses the various issues involved. Hydrogen fuel properties, potential hazards, fuel requirements for specified levels of bus service, applicable codes and standards, ventilation, and electrical classification are indicated in this document. These guidelines also present various facility and bus design issues that need to be considered by a transit agency to ensure safe operations when using hydrogen as an alternative fuel. Fueling facility, garaging facility, maintenance facility requirements and safety practices are discussed. Critical fuel-related safety issues in the design of the related system on the bus are also identified. A system safety assessment and hazard resolution process is also presented. This approach may be usedmore » to select design strategies which are economical, yet ensure a specified level of safety.« less

Lean, mean, gas-burning machine

Abstract: This article describes the ambitious programme of British Oxygen Company Distribution Services (BOCDS) to use liquid natural gas (LNG) engines in its vehicles and install LNG refuelling facilities. BOCDS has specified the LNG-fuelled lean-burn Eagle TXSi engine, made by Varity-Perkins, for its ten 32t plated ERF tractor units. The engine uses Impco's electronic gas-air mixture control system, developed in the USA. At BOCDS's large depot at Hemel Hempstead, England, British Gas has installed the UK's first LNG refuelling facility on a third-party site. This has been added to the existing compressed natural gas (CNG) facility, used for the last two years to refuel BOCDS's two older experimental gas-fuelled vehicles. As its gas project is extended, BOCDS intends to install similar LNG refuelling facilities at its other five UK sites. The project would not have begun without #100,000 funding from the Government-sponsored Energy Saving Trust. The initial cost of converting a vehicle to LNG is about #20,000, to which about #5000 must be added for depreciation. For gas fuel costs to match those of an equivalent diesel engine, it is estimated that the current tax on LNG and CNG must decrease by 52%. The Eagle engine has similar performance to comparable diesel engines, and reduced noise output. The LNG vehicles have 50% more range than CNG vehicles.

How low can you go

Abstract: With recent advances in catalyst technology, ultra-low sulphur (ULS) diesel could become an important fuel in the future. On 1 October 1996, as a result of guidance by the European Commission and unprecedented cooperation between the automotive industry and fuel companies, the sulphur level in diesel was reduced from 200ppm to 50ppm. It would have been much harder to reach the Euro-2 particulate level of 0.15g/kWh without introducing low-sulphur fuel. After European consultation, the UK Government finally announced a reduction in fuel tax for ULS diesel in August 1997. Greenergy introduced its ULS City diesel to the UK several years ago, and Shell recently introduced its own ULS brand; both of them have only 5ppm sulphur level. Although ULS does not have quite as low a fuel consumption as ordinary diesel, it should be worth evaluating by fleets whose vehicles spend most of their time in cities. Fuel with zero sulphur content is theoretically possible, and would make the best use of exhaust treatment catalysts. Its technology could eventually make the ULS diesel engine fully competitive with alternative fuel engines in terms of emissions. Its emission levels could equal and even fall below those of alternative fuels like liquid petroleum gas (LPG) and compressed natural gas (CNG).

The powers that will be

Abstract: Daimler-Benz recently held a seminar on new sources of vehicle motive power and allied technology. Natural gas, hybrid drivelines, and advanced batteries and fuel cells were among the alternatives to diesel power that were considered for future lorries, vans, and buses. Uncertainties about the future availability and prices of crude oil and natural gas make it essential to seek alternatives, most of which have cleaner emissions and other environmental benefits. New fuels being considered include hydrogen, ethanol, methanol, vegetable oils, and biodiesel. The range of past and present Mercedes experimental vehicles with alternative fuel or powertrain systems was described; they include cars and have shown varying degrees of promise in reducing environmental impact. For example, the 125hp 2.3l four-cylinder power unit in the latest Sprinter range, fuelled by compressed natural gas, has a notable new sequential multipoint gas injection system. The Mercedes Vito van has been converted to emission-free electric form, using the latest Zebra sodium-nickel-chloride batteries. Work by the Daimler-Ballard-Ford fuel cell development consortium is expected to raise the 'fuel to wheels' efficiency of fuel cell installations from today's best level of 28.8% to somewhere between 40% and 45%.

Urban air quality improvement by using a CNG lean burn engine for city buses

Abstract: The use of compressed natural gas (CNG)-fuelled lean-burn city bus engines has a significant potential for air quality improvement in urban areas. Particularly important is the reduction of NO, as well as particulate and non regulated HC-emissions. For this reason, a CNG-fuelled, lean-burn, turbocharged, intercooled engine equipped with catalytic converter was developed. The basic engine is a 6-cylinder, heavy duty, serial production Hungarian diesel engine which complies with Euro-2 emissions limits. The objective of this development was to meet European emission limits forecast for the year 2005 (NO., < 3.0 g/kWh, CO and HC < 0.6 g/kWh). Furthermore, it was necessary to fulfil the heavy-duty requirements regarding performance behaviour, driveability and reliability. To achieve these requirements, a careful optimisation of the main control parameters was carried out. On the basis of test bench results, low emissions and favourable fuel consumption capability of the engine are reported. Based on the evaluation of economical feasibility, the costs of CNG bus operation is additionally discussed. It can be concluded that CNG city bus operation is - compared to diesel operation - a promising way to improve economically the local air quality.

A Comparative Study of CNG Production Methods for a 1750 DEG / Day Vehicle Fleet

Abstract: Three approaches to the production of compressed natural gas (CNG) for a 3500 Nm3/day [1750 diesel equivalent gallon (DEG/day)] transit bus fleet were compared using a life cycle cost analysis approach. Three currently available methods of CNG production were compared. The analysis considered direct compression of pipeline natural gas and the compression and vaporization of liquefied natural gas (LNG) supplied by either tanker truck or locally produced with a small-scale liquefier. Considered contributions to the cost of CNG production included equipment capital costs, maintenance costs, operating costs, and feedstock price. CNG production with the use of a local liquefier resulted in the lowest total cost of fuel production.

Efficiency Improvement Opportunities for Light-Duty Natural-Gas-Fueled Vehicles

Abstract: The purpose of this report is to evaluate and make recommendations concerning technologies that promise to improve the efilciency of compressed natural gas (CNG) light-duty vehicles. Technical targets for CNG automotive technology given in the March 1998 OffIce of Advanced Automotive Technologies research and development plan were used as guidance for this effort. The technical target that necessitates this current study is to validate technologies that enable CNG light vehicles to have at least 10% greater - fuel economy (on a miles per gallon equivalent basis) than equivalent gasoline vehicles by 2006. Other tar- gets important to natural gas (NG) automotive technology and this study are to: (1) increase CNG vehicle range to 380 miles, (2) reduce the incremental vehicle cost (CNG vs gasoline) to $1500, and (3) meet the California ultra low-emission vehicle (ULEV) and Federal Tier 2 emission standards expected to be in effect in 2004.

M. V. Frunze Scientific-Production Association Open Joint Stock Company of the petroleum and gas industry

Abstract: The public corporation Sumy M. V. Frunze r Scientific Production Association Open Joint Stock Company (M. V. Frunze NPO OAO) is one of the largest manufactures of equipment for the petroleum and gas industry, the petroleum and gas processing industry of the Commonwealth of Independent States and of distant foreign countries. In production are tens of modifications of gas pumping unit~ for aircraft, ~h'ms, and electric drives (with unit power of 6.3-25 MW and final pressure of 1.25-20 MPa) for line and final compressor stations (LCD and FCS), and also for stations for subterranean gas storage (SGS). The increase of the overall power of the stock of mrbocompressor sets over the years, produced by the M. V. Frunze NPO OAO for the gas ~nd petroleum industry, is presented in Fig. 1. The association can at present supply the foUowing equipment for the petroleum and gas industry: gas pumlps~ sets with a power of 6.3, 8 (9), 16, and 25 MW for LCS, FCS, and also sets for CS (compressor stations) of SCG with a power of 6.3-16 MW; complete block CS for the collection and transport of natural gas based on the turbocompressor sets TKA-Ts-16/476 with a power of 16 MW; complete block CS of natural gas for petroleum gas lift based on sets type TKA-Ts-6, 3A and TKA-Ts-16 with a power of 6.3 and 16 MW, respectively, and a discharge pressure of 5.8-12 MPa (Fig. 2); compressor installations (CI) for reverse pumping of natural gas for intensifying recovery of condensate by the cycling process at a discharge pressure of 35-50 MPa; motor-cor gas flnln~ CS types AGNKS MBKI-250 and AGNKS MBKI-125 with a capacity of 250 and 125 fuelings per day, respectively; motor-car fuolln~ station type AGZS BKI-600 and AGZS BKI-150 for fueling motor cars with fiquefied gas with a capacity of 600 and 150 fuelings per day. respectively; station for joint fu,Oln~ of motor cars with compressed natural gas and liquefied hydrocarbon gas SZS-125/150; r gas fuolln~ stations for cars AGZS M-50 with a capacity of 50 fuelings per day; mobile gas refuelers PAGZ-2800-32 for fueling cars with natural gas up to a pressure of 20 MPa by natural pressure; complete block equipment for the processing of gas condensate and petroleum; water-ring pumps for the collection and transport of methane obtained from coal mines; equipment type KORO-1-80 and AK-60 with a load-tiffing capacity of 60-80 tons for repair and opening up of petroleum and gas boreholes up to 30(D-4500 m deep; weighted pipes for deep drilling; sectional centrifugal pumps TsNS-180M and TsNS-180-1 for the flooding of oil-bearing seams; clay separators based on the centrifuge TsG-1 for the purification of drilling fluid in the sinking of petroleum and gas boreholes;

The origin of organic pollutants from the combustion of alternative fuels: Phase 5/6 report

Abstract: As part of the US Department of Energy National Renewable Energy Laboratory program on alternative automotive fuels, the subcontractor has been conducting studies on the origin and fate of organic pollutants from the combustion of alternative fuels. Laboratory experiments were conducted simulating cold start of four alterative fuels (compressed natural gas, liquefied petroleum gas, methanol-gasoline mix, and ethanol-gasoline mix) using a commercial three-way catalyst under fuel-lean conditions. This report summarizes the results of these experiments. It appears that temperature of the catalyst is a more important parameter for fuel conversion and pollutant formation than oxygen concentration or fuel composition.

The Assessment and Comparison of Alternative and Traditional Fuels from a Study of the Vehicle’s On-Road Performance and Emissions

Abstract: A Vehicle and Engine Performance Monitoring and Analysis System (VEPMAS) has been under development since 1989 as part of the assessment phase of compressed natural gas buses in Australia.