Further testing of this effect on a production engine with integrated SCR system like the ClearFlame work truck will reveal if the anticipated benefit of low engine-out NOx translates to lighter catalyst loading. Under certain conditions, soot emissions for dual fuel combustion are higher than they are for pure Diesel combustion whereas they are lower for other conditions. For this reason, in optimizing the dual fuel system, ClearFlame is paying close attention to soot formation and exhaust temperature to ensure proper particulate filter and SCR cycling is maintained.
An ethanol fuel tank was installed into the truck bed, and fuel lines were routed underneath the vehicle into the engine compartment. The fuel was heated prior to injection via heat exchange with the engine coolant, and fuel flow was regulated with a series of solenoids and check valves in addition to the injectors. This substitution ratio was used to generate an injector firing signal and pump command that were sent to the engine hardware, while also regulating fuel flow with the solenoids.
ClearFlame has also conducted on road testing to measure system performance. Initially, this testing has focused on measuring fuel economy. Real-time fuel flow rate data are available from the OBD system, although the accuracy of those data are not well known. To help validate the data, ClearFlame summed the fuel consumption values over a long period of time, and compared the result to the amount of fuel drained from the fuel tank over the same interval.
This latter quantity could be determined by filling the tank at a retail station, driving for an extended period of time, and then measuring the quantity of fuel delivered from the pump at the same station when refueling the tank. These results indicate the benefits of using ethanol fuel, even at the relatively low substitution fractions allowed by the SCR system. That said, even this level of improvement is likely adequate, giving the long payback periods tolerated by farmers a result of the long equipment lifetimes.
Sponsoring Institution. Project Director Johnson, B. Non Technical Summary Diesel engines are critical to the agriculture sector--and in many other applications--due to their strong performance and vaunted durability.
However, despite their many benefits, these engines are tied to the dirty emissions and price volatility of Diesel fuel. This Diesel dependence puts pressure on manufacturers to meet increasingly stringent emissions standards, and forces users to accept increased aftertreatment costs and rising fuel prices.
Finally, widespread use of this technology including beyond agriculture would lead to higher demand for ethanol fuel, increasing the profits generated from feedstocks crops.
This would serve to bolster revenue for farmers, while also allowing them to take pride in using a fuel they help to produce. During this project, the technology will be explored, studied, and optimized on two different engine platforms. The first a research engine will be used to increase the scientific understanding of the technology, allowing other scientists and engineers to make further improvements in the future. The second a work truck will be used to observe performance in a real-world setting, helping ensure that the results from the lab can be translated to the farmers and other Diesel users that will ultimately use the technology.
These results, if successfully achieved, can be used later to deploy the technology as an aftermarket retrofit, bringing the many benefits of ethanol fuel to the wide range of applications currently dominated by Diesel engines.
Animal Health Component. Research Effort Categories Basic. This will allow farmers to harness the economic and environmental benefits of ethanol fuel, while enabling them to increase demand for a fuel they help to produce. In order to achieve deployment of this product, the following goals and objectives must be accomplished:Goal 1: Optimization of the fuel substitution ratios across the entire load range. The table indicates the agency with jurisdiction, a timeline if provided, and resources for more information.
The CMAQ Program provides funding to state departments of transportation, local governments, and transit agencies for projects and programs that help meet the requirements of the Clean Air Act by reducing mobile source emissions and regional congestion on transportation networks. Eligible activities include transit improvements, travel demand management strategies, congestion relief efforts such as high occupancy vehicle lanes , diesel retrofit projects, AFVs and infrastructure, and medium- or heavy-duty zero emission vehicles and related charging equipment.
Projects supported with CMAQ funds must demonstrate emissions reductions, be located in or benefit a U. Environmental Protection Agency EPA designated nonattainment or maintenance area, and be a transportation project. Reference Public Law , 23 U. Code , and 23 U. Code EVSE funded under provisions outlined in 23 U. Code will be treated as Federal-aid Highway Program projects. EVSE installed using these funds are restricted to those that implement non-proprietary charging connectors that meet applicable industry standards and allow for open access payment methods that are available to all members of the public to ensure secure, convenient, and equal access to the EVSE.
Reference Public Law and 23 U. The U. To designate these AFCs, FHWA solicits nominations from state and local officials and works with other federal officials and industry stakeholders. FHWA must update and redesignate the corridors by May 14, , and periodically thereafter. FHWA must establish a grant program to award grants to eligible entities, by November 15, During the designation and redesignation process, in consultation with the U. Department of Energy DOE , FHWA will issue a report identifying charging and fueling infrastructure, best practices and guidance for predictable infrastructure deployment, analyzing standardization needs for fuel providers and purchasers, and reestablishing the goal of achieving strategic deployment of fueling infrastructure in the designated corridors.
Propane fueling infrastructure is limited to use by medium- and heavy-duty vehicles. Eligible entities include states, metropolitan planning organizations, local governments, political subdivisions, and tribal governments. Additional funding eligibility and considerations will apply. The grant program must be established by November 15, DOT shall establish a competitive grant program to fill gaps in publicly accessible EV charging and hydrogen, propane, and natural gas fueling infrastructure in community locations, such as a parking facilities, public schools, public parks, or along public roads.
Five percent of the grant fund awarded may be used for educational and community engagement activities to develop and implement education programs through partnerships with schools, community organizations, and vehicle dealerships to support the use of zero-emission vehicles and associated infrastructure. DOT must prioritize projects that expand access to charging and alternative fueling infrastructure within rural areas, low- and moderate-income neighborhoods, and communities with limited parking space or a high ratio of multi-unit dwellings to single-family homes.
Under this program, the Secretary must study how ports and intermodal port transfer facilities would benefit from emissions reductions opportunities, including port operations electrification, and also study emerging technologies and strategies to reduce idling truck emissions.
DOT must then coordinate and provide grant funding to test, evaluate, and deploy projects to reduce idling truck emissions, including port electrification and efficiency improvements particularly from heavy-duty vehicles. Awards will be treated as Federal-aid Highway Program projects. DOT must submit a report detailing the status and effectiveness of the program, recommendations for workforce development and training opportunities with respect to port electrification, and policy recommendations, no later than one year after all funded projects are complete.
Efficiency First California Written comments from Decarb workshop 3 page s. Swim Chem, Inc. Comments - Swimming Pool Industry Comments 3 page s. Schedule for Fuel Substitution Scenario Analysis Tool Workshop This document contains the topics that will be covered during the workshop, and the presenters. Hal Nelson Comments - Socio-political modeling for gas distribution decommissioning 2 page s.
Title: Alternative energy: Can renewable energy sources replace fossil fuels. Full Record Other Related Research. Abstract Fossil fuels have been the prime mover of industrial life for some years. Griffin, R D. Alternative energy: Can renewable energy sources replace fossil fuels.
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