grav effect for fuel

7/28/2019 Grav Effect for fuel

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The Gravimetric Effect of a Rentar In-line-Fuel Catalyst onParticulate Matter (PM) after 100 Hours of ChassisDynamometer Operation

Cummins N-14 Diesel EngineOperating on California.Specification No. 2 Diesel Fuel

Prepared forRentar Environmenta l Solutions, Inc.

11586 Pierson RoadWest Palm Beach, FL 33414

December 2003

1370 South Acaclll Avenue, Fullerton, California 92831T"r (714) 7 1 ~ (7141774-40;.1(1www.ecologlclab5.com


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Executive Summary:A Cummins model N-14 diesel engine powered Peterbuilt tractor with more than amillion miles of over-the-road commercial operation was used to test the emissioncontrol and fuel economy ef fects of a commercial Rentar in-line fuel catal yst. Allperformance testing and mileage accumulation was done on a chassis dynamometerinside the environmentally controlled facility of Olson-ECOlogic Engine TestingLaboratories , LLC Three separa te and distinct testing sequences were used inmultiples to measure exhaust emissions and fuel economy. Baseline data were firstaccumulated with California speci ficat ion NO .2 diesel fuel. The Rentar In- l ine FuelCatalyst was then installed and the vehicle was operated for 100 hours using a typicaldriving pattern on the chass is dynamometer . Periodic measurements were made of theemissions and fuel economy over the 100-hour testing period by exacll y the sametesting protocols and with the same test fue l as used for the baseline measurementsDuring all testing cycles continuous and composite bag measurements were made ofexhaust emissions including hydrocarbons (THC ), carbon monoxide (CO) . carbondioxide (C02), oxides of nit rogen (NOx) and particulates (PM) Fuel consumption foreach cycle was calculated by the standard carbon balance method. The samplingprotocols and subsequent data for the particulate measurements is the subject of aseparate report .The three test cycles were selected to be representative of significantly different engineoperating modes to provide a broad base of performance data since different operatingmodes are known to result in different levels and different species of exhaust emissions.The UDDS-HD cyc le was a basis for the development of the FTP Transient enginedynamometer cycle. The NYCB cycle was developed to simulate typical stop and godriving as could be expected from a New York City Bus. Finally, the steady-state50 MPH test cycle simulates steady state driving conditions as might be expected onthe freeway. Significantly different baseline emissions result from these three cycles andit can be expected that different pertormance results may be expected when the Rentarin-l ine fuel catalyst is operating .The emission and fuel consumpt ioo data are summarized in the following SummaryTable NO .1 . The data averages are based on multiple tests by the same test protocol inall cases. Detailed data for all lest cycles and all tests are provided in Tables 2-6inclusive .


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state 50 MPH test cycle simulates steady state driving conditions as might be expectedon the freeway. All test cycles were conducted after the vehicle had been operated 10 awarmed up equilibrium condition. Significantly different baseline emiss ions result fromthese three cycles and it can be expected that different performance results may beexpected when the Rentar in-line fuel catalyst is operating. The UDDS-HD test cycleand NYCB cycles are graphically pictured in the Appendix. The steady-state 50 MPHcycle simply involved operating the vehicle after warming up 10 an equilibrium conditionat a steady 50 miles per hour. Vehicle inertia and rear wheel horsepower settings weredifferent for each of Ihe three test cydes as follows:Test Cvcle Vehicle Inertia SettingPounds

RearWh1HP Settingat 50 MPHUDDS-HDNYCBSteady-State 50 MPH

Test Results :

887550008875

404020

A summary of all the test results IS provided in Table I (located after the ExecunveSummary). The detailed replicated data in each test sequence are provided If Isubsequent Tables 2 ,3,4 ,5 and 6 Table 2 provides the baseline data and Tables 3, 4,5 and 6 provide the data at 33, 67 , 90 and 100 hours respectively.

f/u::tN.'


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(i Olson-ECOlogic~ Engine Testing Laboratories, LLeJanuary 16, 2004Mr. Joel RatnerPresidentICEORentar Environmental Solutions, Inc.11586 Pierson RoadWest Pa lm Beach , FL 33414Re: NOx emissions and Fuel economy data with the Rentar in-line fuel catalystDear Mr. Ratner:This letter is in response to your request for the average NOx and fuel economy data from theemission tests we recently completed on a Cummins N14 diesel engine with over a millionodometer miles after normal operation with the Rentar in-line fuel catalyst for 100 hours.These da ta were obtained on the Olson-ECOlogic chassis dynamometer from triplicated datafor three different test cycles. The averages represent a total of nine baseline tests and ninetests identical 10 the baseline tests after 100 hours of operation with the Rentar device installedThe overall averages were as follows:

Baseline After 100 hours % v e mof Rentar operationNOx,grams per mile 12.67 10.43 17 '7Fuel economy,miles per ga llon 11.19 11.98 7 i

Other significant reduct ions occurred in exhaust particulate mailer too and we are in the processof completing the analyses of those data .Sincerely ,

Donel R. OlsonPresident

137D South Aci1till A F\llIllrllln, Cillifllrn ill 921\31(714) 7741 33ai:> Fax (714) 774-4031>'ttW'tt. eC"o!oglclakls.com


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IntroductionAprojectsponsored by RentarEnvironmental Solutions, Inc. was conducted at theOlson-EcologicEngine TestingLaboratory in Fullerton, California. The project objectivewas tomeasure theeffectof aRentar in-line-fuel catalyst on Particulate Matter (PM) in the exhaustwhen aCummins N-14 Dieselenginewasoperated over typical test cycles.Test VehicleThe testvehicle is a 1994 Peterbuilt Moqel377 Freightliner tractorpowered by a Cummins N-14 Dieselengine (V.LN . # RD355 104). The tractorregistered 1,062,760 rniles on the odometer atthe projectbeginning.Test FuelThe testfuel was a California specification No. 2Diesel fuel (See Appendix).Test ProtocolParticulate Matter(PM) samples were collected while operatingthe tractor on a chassis dynamometerover threetestingcycles. They wereUrban Dynamometer DrivingSequence - HeavyDutycycle (UDDS- HD), NewYorkCity Bus cycle(NYCB ), and 55MPH steadystateoperation at20 roadloadhorsepower. TheUDDS-HD andNYCB testprotocols aredescribed in theCode of Federal Regulation s(CFR 40, 86). Triplicate PM samples werecollected on a singlefilter toassure adequate sample mass forprecision weighing andduplicatefilterexperiments were conducted foreach testing cycle onthe baseline.Aftercompletion of baselinetestingtheRentar in-linefuel catalystwasinstalled exactly as specified bythe Rentar representative. The test vehicle wasoperated over a typical driving pattern onthe chassisdynamometer for 100hours. PM samples when operating on theUDDS cycle werealsocollected at 33,68 and90hours, respectively. The same three testcycleswere performed at 100hours andduplicateexhaust particulate samples were captured. Thetestprotocolsanddatafor thegaseous dataandfueleconomy measurementswhich weremeasured simultaneously with thePMmeasurements are describedin a separatereport.Test ResultsThe PM results for the baselineand 100hoursareprovidedin Table I. NewYork City BuscycleandtheSteadyStatecycleonlyshowone set of baseline results because the sampling flow onthosetestswasthesameas the 100 hourssampling flow. The results are the most representative. Table2 provides thedataat33, 68, and 90 hours for theUDDSHD cycle (only) respectively.

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TABLE 1(Continued)

NYCB Transient Cycle

BaselineTest NumberV5001633VSOOl634V5001635

100 Bours with Rentar DeviceTest NumberV500 1701V5001702V500 1703V5001716VSOO\7 17V5001718Average

l i o n ill PMantr Jf.lO hours

Grams perMilePM0.597

Grams per MilePM0.549

0.6050.577

3.4 "A


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TABLE 1Particulate Matter Data for Baseline an d 100 Hours

Chassis Dynamometer Test ingPeterbuill FreigbtlineFTractor Power by a Cummins N-14 Diesel Engine

Ca lifomia Specification NO.2 Diesel FuelUDDS- lID Transient Cycle

BaselineTat NumbM"\l S001616\lS001617\l SOO 1618\lS001627\15001 628\15001629Average

100 Hours w ith Rentar DeviceTest Number\/ 5001690\/ 5001691\15001692\/ 5OO 17l 2\/ 5001713\/5001714

Reduction in I'Mafter 100 IJOUrt

Grams per MilePM0.S50

0.5320.541

GramsperMilePM0.462

0.5530.5086.1 %


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TABLE I(Continued)Steady-State 55 MPH

BaselineTest NumberVSOOl630VSOOl631VS001632

tOOHours with Rentar DeviceTest NumberVSOOl693VSOOl694VSOOl69SVS001704V5001705V5001706Average

Red uction in I'Mafter I flO hOUN

Grams perMilePM0.277

Grams pet MilePM0.255

0.2470.251

9.4 %


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TABLE 2ParticulateMatter data at 33, 68 and 90 hours with the Rentar device installed

Chassis Dynamometer TestingPeterbuilt Freightliner Tractor Power by a Cummins N-14 Diesel EngineCalifornia Specification NO.2 Diesel Fuel

UDDS - HD Transient CycleGrams perMile

Test Hours Test Number PMV500l659V5001660 0.545

33 V500166lV5001662V5001663 0.552V5001664Average 0.549V5001666V5001667 0.568

68 V5001668V5001669V5001670 0.592V5001671

A v e r ~ g e 0.580v500f67990 V5001680 0.588V5001681

grav effect for fuel

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