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Alternative Fuels, Vehicles & Technologies Feasibility
ALTERNATIVE FUELS, VEHICLES & TECHNOLOGIES FEASIBILITY REPORT Prepared by Eastern Pennsylvania Alliance for Clean Transportation (EP-ACT)With Technical Support provided by: Clean Fuels Ohio (CFO); & Pittsburgh Region Clean Cities (PRCC) Table of Contents Analysis Background: .................................................................................................................................... 3 1.0: Introduction – Fleet Feasibility Analysis: ............................................................................................... 3 2.0: Fleet Management Goals – Scope of Work & Criteria for Analysis: ...................................................... 4 Priority Review Criteria for Analysis: ........................................................................................................ 4 3.0: Key Performance Indicators – Existing Fleet Analysis ............................................................................ 5 4.0: Alternative Fuel Options – Summary Comparisons & Conclusions: ...................................................... 6 4.1: Detailed Propane Autogas Options Analysis: ......................................................................................... 7 Propane Station Estimate ......................................................................................................................... 8 (Station Capacity: 20,000 GGE/Year) ........................................................................................................ 8 5.0: Key Recommended Actions – Conclusion -
Reducing Air Emissions Through Alternative Transportation Strategies
Reducing Air Emissions Through Alternative Transportation Strategies New Jersey Clean Air Council Public Hearing April 8, 2014 Hearing Chair: Sara Bluhm Clean Air Council Chair: Joseph Constance Editor: Melinda Dower NJ CAC 2014 Hearing Report Page | 1 New Jersey Clean Air Council Members Joseph Constance, Chairman Kenneth Thoman,Vice-Chairman Leonard Bielory, M.D. Sara Bluhm Manuel Fuentes-Cotto, P.E. Michael Egenton Mohammad “Ferdows” Ali, Ph.D. Howard Geduldig, Esq. Toby Hanna, P.E. Robert Laumbach, M.D. Pam Mount Richard E. Opiekun, Ph.D. James Requa, Ed.D. Nicky Sheats, Esq., Ph.D. Joseph Spatola, Ph.D. New Jersey Clean Air Council Website http://www.state.nj.us/dep/cleanair NJ CAC 2014 Hearing Report Page | 2 Table of Contents Page I. INTRODUCTION ……………………………………………………………………… 4 II. OVERVIEW ……………………………………………………………………………. 4 III. RECOMMENDATIONS ……………………………………………………….……… 10 IV. SUMMARY OF TESTIMONY† ………………………………………………….…… 14 A. Jim Appleton ………………………………………………..……….…… 14 B. Daniel Birkett ………………………………………………………….… 14 C. Andy Swords ……………………………………….…………………... 14 D. Matt Solomon ……………………………………………………………. 15 E. Julie Becker …………………………………………………..……..…... 16 F. Robert Gibbs, Esq. ………………………………….………………..….. 16 G. William Wells ………………………………………..………………..…. 17 H. Mark Giuffre …………………………………………………………….. 17 I. Jane Kozinski, Asst. Commissioner, NJDEP ……………………………. 18 J. Chuck Feinberg …………………………………………………………. 19 K. Raymond Albrecht, P.E. …………………………………………………. 19 L. Nicky Sheats, Ph.D., Esq.………………………………………………… 20 M. John Iannarelli ……………………………………………………….…. -
Within the Industry
GROWING GALLONS WITHIN THE INDUSTRY Propane autogas is the leading alternative fuel in world — powering more than 25 million vehicles worldwide. The U.S. propane-autogas-powered vehicle market lags in acceptance with just over 200,000 vehicles. The propane industry fleet accounts for a small, but growing, percentage of the overall population. Thanks to recent improvements in propane autogas fuel system technology, a growing number of propane marketers are choosing propane autogas rather than diesel and gasoline powered engines when they specify and purchase vehicles. The original objective of this paper was to define the status of converting the propane industry’s fleet to our fuel and identify barriers that were obstructing growth in this industry and others. In this edition, we want to share an industry status update as well as recent successes in the expansion of propane autogas. Today, more marketers are choosing propane autogas for their fleets. As this report outlines, propane autogas is providing significant overall total cost-of-ownership (TCO) savings that translates into profits for all marketers regardless of fleet size. PROPANE AUTOGAS VEHICLES of the current propane vehicles requires an investment, but that Like other transportation markets, the propane industry follows investment is paying off in many ways. Pickup trucks, manager and standard practices when specifying and purchasing class 1-8 service vehicles, bobtails, and cylinder rack trucks all are available vehicles to safely transport payload, optimize vehicle performance, from multiple brands in both dedicated and bi-fuel models. These and provide the highest possible returns for their stakeholders. options provide comparable performance to conventional fuels with Propane autogas is becoming the choice for many marketer fleets a much lower TCO and much quicker ROI. -
Morgan Ellis Climate Policy Analyst and Clean Cities Coordinator DNREC [email protected] 302.739.9053
CLEAN TRANSPORTATION IN DELAWARE WILMAPCO’S OUR TOWN CONFERENCE THE PRESENTATION 1) What are alterative fuels? 2) The Fuels 3) What’s Delaware Doing? WHAT ARE ALTERNATIVE FUELED VEHICLES? • “Vehicles that run on a fuel other than traditional petroleum fuels (i.e. gas and diesel)” • Propane • Natural Gas • Electricity • Biodiesel • Ethanol • Hydrogen THERE’S A FUEL FOR EVERY FLEET! DELAWARE’S ALTERNATIVE FUELS • “Vehicles that run on a fuel other than traditional petroleum fuels (i.e. gas and diesel)” • Propane • Natural Gas • Electricity • Biodiesel • Ethanol • Hydrogen THE FUELS PROPANE • By-Product of Natural Gas • Compressed at high pressure to liquefy • Domestic Fuel Source • Great for: • School Busses • Step Vans • Larger Vans • Mid-Sized Vehicles COMPRESSED NATURAL GAS (CNG) • Predominately Methane • Uses existing pipeline distribution system to deliver gas • Good for: • Heavy-Duty Trucks • Passenger cars • School Buses • Waste Management Trucks • DNREC trucks PROPANE AND CNG INFRASTRUCTURE • 8 Propane Autogas Stations • 1 CNG Station • Fleet and Public Access with accounts ELECTRIC VEHICLES • Electricity is considered an alternative fuel • Uses electricity from a power source and stores it in batteries • Two types: • Battery Electric • Plug-in Hybrid • Great for: • Passenger Vehicles EV INFRASTRUCTURE • 61 charging stations in Delaware • At 26 locations • 37,000 Charging Stations in the United States • Three types: • Level 1 • Level 2 • D.C. Fast Charging TYPES OF CHARGING STATIONS Charger Current Type Voltage (V) Charging Primary Use Time Level 1 Alternating 120 V 2 to 5 miles Current (AC) per hour of Residential charge Level 2 AC 240 V 10 to 20 miles Residential per hour of and charge Commercial DC Fast Direct Current 480 V 60 to 80 miles (DC) per 20 min. -
Ibron E-Spik Ex
A numerical study of mixing phenomena and reaction front propagation in partially premixed combustion engines Ibron, Christian 2019 Document Version: Publisher's PDF, also known as Version of record Link to publication Citation for published version (APA): Ibron, C. (2019). A numerical study of mixing phenomena and reaction front propagation in partially premixed combustion engines. Department of Energy Sciences, Lund University. Total number of authors: 1 Creative Commons License: Unspecified General rights Unless other specific re-use rights are stated the following general rights apply: Copyright and moral rights for the publications made accessible in the public portal are retained by the authors and/or other copyright owners and it is a condition of accessing publications that users recognise and abide by the legal requirements associated with these rights. • Users may download and print one copy of any publication from the public portal for the purpose of private study or research. • You may not further distribute the material or use it for any profit-making activity or commercial gain • You may freely distribute the URL identifying the publication in the public portal Read more about Creative commons licenses: https://creativecommons.org/licenses/ Take down policy If you believe that this document breaches copyright please contact us providing details, and we will remove access to the work immediately and investigate your claim. LUND UNIVERSITY PO Box 117 221 00 Lund +46 46-222 00 00 CHRISTIAN IBRON CHRISTIAN A numerical study mixing -
Optimizing the Cylinder Running Surface / Piston System of Internal
THIS DOCUMENT IS PROTECTED BY U.S. AND INTERNATIONAL COPYRIGHT. It may not be reproduced, stored in a retrieval system, distributed or transmitted, in whole or in part, in any form or by any means. Downloaded from SAE International by Peter Ernst, Saturday, September 15, 2012 04:51:57 PM Optimizing the Cylinder Running Surface / Piston 2012-32-0092 System of Internal Combustion Engines Towards 20129092 Published Lower Emissions 10/23/2012 Peter Ernst Sulzer Metco AG (Switzerland) Bernd Distler Sulzer Metco (US) Inc. Copyright © 2012 SAE International doi:10.4271/2012-32-0092 engine and together with the adjustment of the ring package ABSTRACT and the piston a reduction of 35% in LOC was achieved. This Rising fuel prices and more stringent vehicle emissions engine will go into production in September 2012 with requirements are increasing the pressure on engine limited numbers coated in the Sulzer Metco Wohlen facility manufacturers to utilize technologies to increase efficiency in Switzerland, until an engineered coating system is ready on and reduce emissions. As a result, interest in cylinder surface site to start large series production. More details on the coatings has risen considerably in the past few years. Among engine performance and design changes made to the cast these are SUMEBore® coatings from Sulzer Metco. These aluminium block in order to take full advantage of the coating coatings are applied by a powder-based air plasma spray on the cylinder running surfaces is presented in the paper (APS) process. The APS process is very flexible, and can from Zorn et al. [1]. -
Electric Forklift Facts: Savings and Analysis
Electric Forklift Facts: Savings and Analysis Lower cost, cleaner and more reliable electric lift trucks are preferred by the majority of the material handling industry for use in warehouses, manufacturing plants and distribution centers. In fact, over 60 percent of forklifts purchased today are electric. Thanks to technological advancements such as higher- voltage, modern drive systems and fast, high-frequency charging stations, electric forklifts can outperform their internal combustion counterparts in many ways. Consider these benefits: • Significant Cost Savings: Electricity as a power source delivers significant lifecycle savings. Higher initial capital costs for an electric lift truck are quickly offset by lower fuel and maintenance costs (see Forklift Ownership Cost Comparison chart). • Reduced Emissions: Electric forklifts produce zero smog-forming, particle- and greenhouse-gas emissions. • Improved Productivity: Most modern electric forklifts can operate on a single battery charge for two eight-hour shifts, five days a week. Not only are they as fast and efficient as internal combustion forklifts, but in many applications they perform better, improving operational productivity. • Enhanced Employee Safety, Health and Satisfaction: Employees benefit from the quiet, emission- free, vibration-free operation of electric lift trucks. • Increased Efficiency and Fuel Savings: Electricity is more energy efficient than gasoline, diesel fuel and most sources of propane and eliminates on-site fuel storage. Business decisions today are based on cost, customer service, employee productivity, sustainability and several other factors. Few available technologies deliver measurable improvement in nearly every metric the way electric forklifts can. 61% Percentage of forklifts purchased nationally that are electric 75% Cheaper to operate with electricity vs. -
Thule Guide 2017 Roof Racks & Rear Door-Mounted Bike Racks
Thule Guide 2017 Roof Racks & Rear Door-mounted Bike Racks Onlinekaufhilfe mit aktuellen Empfehlungen Dachträger Inhalt Kauf eines Dachträgersystems Dachträger 3 • Wählen Sie Modell und Baujahr Ihres Fahrzeugs Kauf eines Dachträgersystems 3 Dachträger 4 • Wählen Sie Ihren Dachtyp aus Dachträgerfüße 6 Dachträger 1 Dachreling 2 Normales Dach Wie viel können Sie mitnehmen? 7 Dachträger-Kaufhilfe 8 Dachträger für den gewerblichen Einsatz 62 Kaufhilfe zu Dachträgern für den gewerblichen Einsatz 64 Heckklappenfahrradträger 74 Kaufhilfe zu Heckklappenfahrradträgern 76 3 Fixpunkte 4 Integrierte Dachreling Sicherheit und Garantie 86 5 Regenrinne 6 T-Profil • Informationen zur individuellen Anpassung finden Sie in dieser Kaufhilfe oder unter www.thule.com Wir entwickeln ständig weitere Modelle für neue Fahrzeuge. Sollte Ihr Fahrzeug in dieser Kaufhilfe nicht aufgeführt sein, finden Sie in der Onlinekaufhilfe unterwww.thule.com aktuelle Informationen. Thule One-Key System Machen Sie sich das Leben einfacher. Sie benötigen nicht länger verschiedene Schlüssel für unterschiedliche Träger. Tauschen Sie die Schließzylinder aus, und verwenden Sie einen einzigen Schlüssel für sämtliche Thule Produkte. Fragen Sie einfach nach dem Thule One-Key System. TECHNISCHE DATEN Erhältlich in vier Varianten: 4 Schlösser (544), 6 Schlösser (596), 8 Schlösser (588) und 12 Schlösser (452). 2 3 Thule Rapid System Dachträger Unser sicheres und universelles Dachträgersystem ist mit zahlreichen Traversenoptionen erhältlich. Das Thule Rapid System passt auf die meisten Fahrzeuge und auf unterschiedliche Dachtypen. Thule WingBar Edge Das niedrige Profil des Thule WingBar Edge passt perfekt zur Dachlinie Ihres Fahrzeugs. Die moderne aerodynamische Form mit TrailEdge und WindDiffuser reduziert die Geräuschentwicklung und den Kraftstoffverbrauch. Mit ihrem schlanken, windschnittigen Design kann die Thule WingBar Edge selbst Thule SlideBar EIGENSCHAFTEN dann auf dem Dach bleiben, wenn sie nicht verwendet wird. -
A Review of Performance-Enhancing Innovative Modifications in Biodiesel Engines
energies Review A Review of Performance-Enhancing Innovative Modifications in Biodiesel Engines T. M. Yunus Khan 1,2 1 Research Center for Advanced Materials Science (RCAMS), King Khalid University, PO Box 9004, Abha 61413, Saudi Arabia; [email protected] 2 Department of Mechanical Engineering, College of Engineering, King Khalid University, Abha 61421, Saudi Arabia Received: 1 August 2020; Accepted: 24 August 2020; Published: 26 August 2020 Abstract: The ever-increasing demand for transport is sustained by internal combustion (IC) engines. The demand for transport energy is large and continuously increasing across the globe. Though there are few alternative options emerging that may eliminate the IC engine, they are in a developing stage, meaning the burden of transportation has to be borne by IC engines until at least the near future. Hence, IC engines continue to be the prime mechanism to sustain transportation in general. However, the scarcity of fossil fuels and its rising prices have forced nations to look for alternate fuels. Biodiesel has been emerged as the replacement of diesel as fuel for diesel engines. The use of biodiesel in the existing diesel engine is not that efficient when it is compared with diesel run engine. Therefore, the biodiesel engine must be suitably improved in its design and developments pertaining to the intake manifold, fuel injection system, combustion chamber and exhaust manifold to get the maximum power output, improved brake thermal efficiency with reduced fuel consumption and exhaust emissions that are compatible with international standards. This paper reviews the efforts put by different researchers in modifying the engine components and systems to develop a diesel engine run on biodiesel for better performance, progressive combustion and improved emissions. -
And Heavy-Duty Truck Fuel Efficiency Technology Study – Report #2
DOT HS 812 194 February 2016 Commercial Medium- and Heavy-Duty Truck Fuel Efficiency Technology Study – Report #2 This publication is distributed by the U.S. Department of Transportation, National Highway Traffic Safety Administration, in the interest of information exchange. The opinions, findings and conclusions expressed in this publication are those of the author and not necessarily those of the Department of Transportation or the National Highway Traffic Safety Administration. The United States Government assumes no liability for its content or use thereof. If trade or manufacturers’ names or products are mentioned, it is because they are considered essential to the object of the publication and should not be construed as an endorsement. The United States Government does not endorse products or manufacturers. Suggested APA Format Citation: Reinhart, T. E. (2016, February). Commercial medium- and heavy-duty truck fuel efficiency technology study – Report #2. (Report No. DOT HS 812 194). Washington, DC: National Highway Traffic Safety Administration. TECHNICAL REPORT DOCUMENTATION PAGE 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT HS 812 194 4. Title and Subtitle 5. Report Date Commercial Medium- and Heavy-Duty Truck Fuel Efficiency February 2016 Technology Study – Report #2 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Thomas E. Reinhart, Institute Engineer SwRI Project No. 03.17869 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Southwest Research Institute 6220 Culebra Rd. 11. Contract or Grant No. San Antonio, TX 78238 GS-23F-0006M/DTNH22- 12-F-00428 12. Sponsoring Agency Name and Address 13. -
Renault Alpine A110 1300 with the Cleon Alu Ts Engine
RENAULT ALPINE A110 1300 WITH THE CLEON ALU TS ENGINE 1973 Renault Alpine 1100 1300 2 owner with R8 gordini TS cléon Alu engine Launched in 1961 the A110, like previous road-going Alpines, used many Renault parts, including engines. While its predecessor the A108 was designed around Dauphine components, the A110 was updated to use R8 parts. Unlike the A108, which was available first as a cabriolet and only later as a coupé, the A110 was available first as a Berlinette and then as a cabriolet. The most obvious external difference with the A108 coupé was restyled rear bodywork. Done to accommodate the A110's larger engine, this change gave the car a more aggressive look. Like the A108, the A110 featured a steel backbone chassis and a fiberglass body. The A110 achieved most of its fame in the early 1970s as a successful rally car. After winning several rallies in France in the late 1960s with the cast-iron R8 Gordini Cléon-Fonte engines the car was fitted with the aluminium-block Cléon-Alu from the Renault 16 TS. With two twin-venturi Weber 40 carburetors, the TS engine has a power tel roel: +32 498 519603 - tel pieter: +32 493 700409 - [email protected] - senator alfons jeurissenlaan 1229-1231, 3520 zonhoven output of 125 hp (93 kW) DIN at 6,000 rpm. This allowed the production to attain a top speed of 210 km/h (130 mph). The car achieved international fame during the 1970–1972 seasons competing in the newly created International Championship for Manufacturers, winning several events around Europe, earning a reputation as one of the strongest rally cars of its time. -
Liquified Petroleum Gases
Revised on 10/08/15 FIRE DEPARTMENT ● CITY OF NEW YORK STUDY MATERIAL FOR THE CERTIFICATE OF FITNESS EXAMINATION G-22 USE OF LPG OR CNG IN POWERED INDUSTRIAL TRUCK OPERATIONS I FIRE DEPARTMENT ● CITY OF NEW YORK The new LPG and CNG tests are listed below. Applicants who apply any of the following tests need to read the new study material: Use of LPG/CNG in Powered Industrial Truck Operations (G-22) on page 1-28 and 46-49 Use of LPG/CNG at Outdoors Events and Mobile Cooking (G-23) on page 1-28 and 40-43 Use of LPG/CNG in Emergency Indoor Repair (G-24) on page 1-28 and 50 Use of LPG in Hot-Air Balloon (G-34) on page 1-28 and 51 Use of LPG/CNG in Manhole Operations (G-36) on page 1-28 and 44-45 Storage, Use and Handling Use of LPG/CNG for Tar Kettles, Asphalt Melter and Marking Street Line (G-40) on page 1-28 & page 34-39 Storage and Handling of LPG/CNG (G-44) on page 1-33 The relationship between the previous C of Fs and the new C of Fs: Previous C of Fs New C of Fs For curing heating: S-92 For manhole heating: G-36 Use of LPG in Heating Devices (G-96) For mobile cooking: G-23 For heating device in roofing or street repair: G-40 Use of LPG in HI-LO (Forklifts) (G-22) Use of LPG/CNG in Powered Industrial Truck Operations (G-22) Fuel at Outdoors Events (G-23) Use of LPG/CNG at Outdoors Events and Mobile Cooking (G-23) Use of LPG in Emergency Repairs (G-96) Use of LPG/CNG in Emergency Indoor Repairs (G-24) Use of LPG in Mobile Units (G-96) Use of LPG/CNG at Outdoors Events and Mobile Cooking (G-23) Use of LPG for Concrete Drying (G-27) Portable