Real-time particulate emissions rates from active and passive heavy-duty diesel particulate filter regeneration.

Periodic regeneration is required to clean the diesel particulate filter (DPF) of heavy-duty diesel vehicle. In this study we analyze real-time particulate matter (PM) mass, particle number, and black carbon emissions during steady state driving active and passive diesel particulate filter (DPF) regenerations on a heavy-duty chassis dynamometer. Regeneration PM emissions were dominated by particles with count median diameter<100nm, with the majority <50nm. Results indicate that vehicle activity during DPF loading significantly affects regeneration particulate emissions. Average PM emission rates (gPM/h) from the 2010 MY vehicle were higher than the 2007 MY vehicle during all regeneration conditions in this study. Sequential forced-active regenerations resulted in reduced particulate mass emissions, but not in reduced particle number emissions, suggesting incomplete stored PM removal or effects of after-treatment fuel injection. Black carbon emission factors (EFBC) were 3.4 and 21 times larger during driving-active regeneration than during a 50 mph steady state cruise with a recently regenerated DPF for the 2007 and 2010 MY vehicle, respectively. Real-time PM emissions rates were lower during passive regeneration of the 2010 MY DPF, suggesting more modern passive regeneration technologies reduce total on-road particulate and ultrafine particulate emissions.

Emissions During and Real-world Frequency of Heavy-duty Diesel Particulate Filter Regeneration.

Recent tightening of particulate matter (PM) emission standards for heavy-duty engines has spurred the widespread adoption of diesel particulate filters (DPFs), which need to be regenerated periodically to remove trapped PM. The total impact of DPFs therefore depends not only on their filtering efficiency during normal operation, but also on the emissions during and the frequency of regeneration events. We performed active (parked and driving) and passive regenerations on two heavy-duty diesel vehicles (HDDVs), and report the chemical composition of emissions during these events, as well as the efficiency with which trapped PM is converted to gas-phase products. We also collected activity data from 85 HDDVs to determine how often regeneration occurs during real-world operation. PM emitted during regeneration ranged from 0.2 to 16.3 g, and the average time and distance between real-world active regenerations was 28.0 h and 599 miles. These results indicate that regeneration of real-world DPFs does not substantially offset the reduction of PM by DPFs during normal operation. The broad ranges of regeneration frequency per truck (3-100 h and 23-4078 miles) underscore the challenges in designing engines and associated aftertreatments that reduce emissions for all real-world duty cycles.

High-global warming potential F-gas emissions in California: comparison of ambient-based versus inventory-based emission estimates, and implications of refined estimates.

To provide information for greenhouse gas reduction policies, the California Air Resources Board (CARB) inventories annual emissions of high-global-warming potential (GWP) fluorinated gases, the fastest growing sector of greenhouse gas (GHG) emissions globally. Baseline 2008 F-gas emissions estimates for selected chlorofluorocarbons (CFC-12), hydrochlorofluorocarbons (HCFC-22), and hydrofluorocarbons (HFC-134a) made with an inventory-based methodology were compared to emissions estimates made by ambient-based measurements. Significant discrepancies were found, with the inventory-based emissions methodology resulting in a systematic 42% under-estimation of CFC-12 emissions from older refrigeration equipment and older vehicles, and a systematic 114% overestimation of emissions for HFC-134a, a refrigerant substitute for phased-out CFCs. Initial, inventory-based estimates for all F-gas emissions had assumed that equipment is no longer in service once it reaches its average lifetime of use. Revised emission estimates using improved models for equipment age at end-of-life, inventories, and leak rates specific to California resulted in F-gas emissions estimates in closer agreement to ambient-based measurements. The discrepancies between inventory-based estimates and ambient-based measurements were reduced from -42% to -6% for CFC-12, and from +114% to +9% for HFC-134a.

Migration forces of transcatheter aortic valves in patients with noncalcific aortic insufficiency.

OBJECTIVE: Transcatheter aortic valves have been successfully implanted into the calcified leaflets of patients with severe aortic stenosis. However, their stability in patients with noncalcified aortic insufficiency is unknown. Similar to thoracic and abdominal aortic stent grafts, transcatheter aortic valves are subjected to antegrade ejection forces during systole. However, retrograde migration forces into the left ventricle are also generated by the diastolic pressure gradient across the closed valve. It has been suggested that leaflet calcification anchors the prosthesis, and measurements of migration forces should be considered before clinical trials in noncalcified aortic insufficiency. The objective of this study was to use computational fluid dynamics simulations to quantify forces that could potentially dislodge the prosthesis. METHODS: A computational fluid dynamics model was developed to simulate systolic flow through a geometric mesh of the aortic root and transcatheter aortic valves. Hemodynamic measurements were made at discrete moments during ejection. Unsteady control volume analysis was used for calculations of force on the mesh. RESULTS: Results of the simulation indicate that a total force of 0.602 N acts on the transcatheter aortic valves during systole, 99% of which is in the direction of axial flow. The largest contributor to force was the dynamic pressure gradient through the transcatheter aortic valves. This antegrade force is approximately 10 times smaller than the retrograde force (6.01 N) on the closed valve during diastole. CONCLUSION: Our model simulated systolic flow through a transcatheter aortic valve and demonstrated migration into the left ventricle to be of greater concern than antegrade ejection.

Effect of advanced aftertreatment for PM and NO(x) control on heavy-duty diesel truck emissions.

Emissions from four heavy-duty and medium-duty diesel vehicles were tested in six different aftertreatment configurations using a chassis dynamometer. The aftertreatment included four different diesel particle filters (DPF) and two prototype selective catalytic reduction (SCR) devices for NO(x) control. The goal of the project was to fully characterize emissions from various in-use vehicles meeting the 2007 particulate matter (PM) standard for the United States and California and to provide a snapshot of emissions from 2010 compliant vehicles. The aftertreatment devices all worked as designed, realizing significant reductions of PM and NO(x). The DPF realized > 95% PM reductions irrespective of cycle and the SCRs > 75% NO(x) reductions during cruise and transient modes, but no NO(x) reductions during idle. Because of the large test matrix of vehicles and aftertreatment devices, we were able to characterize effects on additional emission species (CO, organics, and nucleation mode particles) from these devices as a function of their individual characteristics. The two predicting parameters were found to be exhaust temperature and available catalytic surface in the aftertreatment, which combine to create varying degrees of oxidizing conditions. The aftertreatments were not found to incur a fuel penalty.

Computational fluid dynamics simulation of transcatheter aortic valve degeneration.

OBJECTIVES: Studied under clinical trials, transcatheter aortic valves (TAV) have demonstrated good short-term feasibility and results in high-risk surgical patients with severe aortic stenosis. However, their long-term safety and durability are unknown. The objective of this study is to evaluate hemodynamic changes within TAV created by bioprosthetic leaflet degeneration. METHODS: Computational fluid dynamics (CFD) simulations were performed to evaluate the hemodynamics through TAV sclerosis (35% orifice reduction) and stenosis (78% orifice reduction). A three-dimensional surface mesh of the TAV within the aortic root was generated for each simulation. Leaflets were contained within an open, cylindrical body without attachment to the sinus commissures representing the stent. A continuous surface between the annulus and TAV excluded the geometry of the native calcified leaflets and prevented paravalvular leak. Unsteady control volume analysis throughout systole was used to calculate leaflet shear stress and total force on the TAV. RESULTS: Sclerosis increased total force on the TAV by 63% (0.602-0.98 N). Advancement of degeneration from sclerosis to stenosis was accompanied by an 86% increase in total force (1.82 N) but only a 32% increase in peak wall shear stress on the leaflets. Of the total force exerted on the TAV, 99% was in the direction of axial flow. Shear stresses on the TAV were greatest during peak systolic flow with stress concentrations on the tips of the leaflets. In the normal TAV, the aortic root geometry and physiologic flow dominate location and magnitude of shear stress. Following leaflet degeneration, the specific geometry of the stenosis dictates the profile of axial velocity leaving the TAV and shear stress on the leaflets. A dramatic increase in peak leaflet shear stress was observed (115 Pa stenosis vs. 87 Pa sclerosis and 29 Pa normal). CONCLUSIONS: CFD simulations in this study provide the first of its kind data quantifying hemodynamics within stenosed TAV. Stenosis leads to significant forces of TAV during systole; however, diastolic forces predominate even with significant stenosis. Substantial changes in peak shear stress occur with TAV degeneration. As the first implanted TAV begin to stenose, the authors recommend watchful examination for device failure.

Asymmetric mechanical properties of porcine aortic sinuses.

BACKGROUND: Aortic sinuses are crucial components of the aortic root and important for aortic valve function. Mathematical modeling of various aortic valve or root replacements requires tissue material properties, and those of the aortic sinuses are unknown. The aim of this study is to compare the biaxial mechanical properties of the individual porcine aortic sinuses. METHODS: Square specimens, oriented in the longitudinal and circumferential directions, were excised from the left coronary, right coronary, and noncoronary porcine sinuses. Tissue thickness was measured, and specimens were subjected to equibiaxial mechanical testing. Stress-strain data corresponding to a 35% stretch were fitted to a Fung strain energy function. Tissue stiffness and anisotropy were compared at 0.3 strain. RESULTS: The circumferential direction was more compliant than the longitudinal one for left coronary (183.03 +/- 40.78 kPa versus 231.17 +/- 45.38 kPa, respectively; p = 0.04) and right coronary sinuses (321.74 +/- 129.68 kPa versus 443.49 +/- 143.59 kPa, respectively; p = 0.02) at 30% strain. No such differences were noted for noncoronary sinuses (331.74 +/- 129.68 kPa versus 415.98 +/- 191.38 kPa; p = 0.19). Left coronary sinus was also significantly more compliant than right and noncoronary sinuses. There were no differences between right coronary and noncoronary sinus tissues. CONCLUSIONS: We demonstrate that the material properties of the porcine aortic sinuses are not symmetric. The left coronary sinus is significantly more compliant than the remaining sinuses. Realistic modeling of the aortic root must take into account the asymmetric differences in tissue material properties of the aortic sinuses.

Computational fluid dynamics within bifurcated abdominal aortic stent-grafts.

PURPOSE: To assess the hemodynamic forces on a bifurcated abdominal aortic stent-graft under realistic conditions of flow, blood pressure, and sac pressure. METHODS: Computational fluid dynamics was used to study the temporal and spatial variations in surface pressure and shear through the cardiac cycle on models of bifurcated stent-grafts derived from computed tomography in 4 patients who had previously undergone endovascular repair of abdominal aortic aneurysm (AAA). The trunk, bifurcation, and limbs of the graft were analyzed separately and as parts of a unified whole. Analyses were repeated under varying conditions of sac pressure, reflecting different conditions of perigraft flow and sac diameter change. RESULTS: Pressure-related forces were far larger than flow-related forces in all 3 segments of all 4 cases. The largest forces acted at the bifurcation of the stent-graft. High sac pressures, seen in patients with endoleak or aneurysm dilatation, were associated with reduced transmural pressure and low-pressure-derived forces. CONCLUSION: Several parameters of stent-graft design affect the magnitude and distribution of forces on a bifurcated stent-graft. The forces on a stent-graft are also affected by the pressure within the aneurysm sac, which depends on stent-graft performance.

Effects of engine speed and accessory load on idling emissions from heavy-duty diesel truck engines.

A nontrivial portion of heavy-duty vehicle emissions of NOx and particulate matter (PM) occurs during idling. Regulators and the environmental community are interested in curtailing truck idling emissions, but current emissions models do not characterize them accurately, and little quantitative data exist to evaluate the relative effectiveness of various policies. The objectives of this study were to quantify the effect of accessory loading and engine speed on idling emissions from a properly functioning, modern, heavy-duty diesel truck and to compare these results with data from earlier model year vehicles. It was found that emissions during idling varied greatly as a function of engine model year, engine speed, and accessory load conditions. For the 1999 model year Class 8 truck tested, raising the engine speed from 600 to 1050 rpm and turning on the air conditioning resulted in a 2.5-fold increase in NOx emissions in grams per hour, a 2-fold increase in CO2 emissions, and a 5-fold increase in CO emissions while idling. On a grams per gallon fuel basis, NOx emissions while idling were approximately twice as high as those at 55 mph. The CO2 emissions at the two conditions were closer. The NOx emissions from the 1999 truck while idling with air conditioning running were slightly more than those of two 1990 model year trucks under equivalent conditions, and the hydrocarbon (HC) and CO emissions were significantly lower. It was found that the NOx emissions used in the California Air Resources Board's (CARB) EMFAC2000 and the U.S. Environmental Protection Agency's (EPA) MOBILE5b emissions inventory models were lower than those measured in all of the idling conditions tested on the 1999 truck.

Modeling of polychlorinated biphenyl removal from contaminated soil using steam.

Microwave-generated steam technology shows promise as an effective remediation alternative for removal of polychlorinated biphenyls (PCBs) from contaminated soils, based on our laboratory-scale experiments. The overall process can be described by a nonisothermal, unsteady, coupled heat and multicomponent PCB mass-transport model in a multiphase, variably saturated, porous soil medium. In this paper, a multicomponent PCB mass-transport model is presented that assumes evaporation is an important removal mechanism and that is based on first-order mass transfer between the interface of PCB films and the bulk steam. The model was calibrated using the experimental data, and the calibrated model was verified by computational mass-balance checks and comparisons with laboratory-scale column experimental results. From a qualitative point of view, the calibrated model successfully simulated the transport of PCBs in variably saturated soil media. The calculated increase/decrease factors of physicochemical properties of PCBs as a function of temperature in the soil, water, and free phases were consistent with the model hypothesis of an evaporation process. The effects of mass-transfer coefficients and initial PCB concentrations in the soils on PCB removal rates were investigated using the numerical code. It was determined that the PCB removal rates were sensitive to mass-transfer coefficients and initial PCB concentrations. Although the steam:soil mass ratios required to achieve a given percentage removal were lower for lower initial PCB soil concentrations, steam: soil mass ratios required to achieve a given unit mass removal were higherfor lower initial PCB soil concentrations.