scholarly journals Combined passenger and parcel transportation using a mixed fleet of electric and gasoline vehicles

2022 ◽  
Vol 157 ◽  
pp. 102546
Author(s):  
Chung-Cheng Lu ◽  
Ali Diabat ◽  
Yi-Ting Li ◽  
Yu-Min Yang
Keyword(s):  
Gasoline Vehicles

Air pollution in an urban street canyon: Novel insights from highly resolved traffic information and meteorology

2021 ◽  
Author(s):  
Laura Ehrnsperger ◽  
Otto Klemm
Keyword(s):  
Air Pollution ◽  
Temporal Dynamics ◽  
Road Traffic ◽  
Ambient Air ◽  
Ambient Air Pollution ◽  
Traffic Information ◽  
Pollutant Emission ◽  
Urban Site ◽  
Gasoline Vehicles ◽  
Agricultural Areas

<p>Ambient air pollution caused by fine particulate matter (PM) and trace gases is a pressing topic as it affects the vast majority of the world's population, especially in densely populated urban environments. The main sources of ambient air pollution in cities are road traffic, industries and domestic heating. Alongside nitrogen oxides (NO<sub>x</sub>) and PM, ammonia (NH<sub>3</sub>) is also a relevant air pollutant due to its role as a precursor of particulate ammonium (NH<sub>4</sub><sup>+</sup>). To examine the temporal patterns and sources of air pollutants, this study used fast-response air quality measurements in combination with highly resolved traffic information in Münster, NW Germany. The temporal dynamics of NO<sub>x</sub> and the particle number concentration (PN<sub>10</sub>) were similar to the diurnal and weekly courses of the traffic density. On very short timescales, the real-world peak ratios of NO<sub>x</sub> and PM ≤ 10 µm diameter (PM<sub>10</sub>) exceeded the predicted pollutant emission ratios of the Handbook for Emission Factors for Road Transport (HBEFA) by a factor of 6.4 and 2.0, respectively. A relative importance model revealed that light-duty vehicles (LDVs) are the major relative contributor to PN<sub>10</sub> (38 %) despite their low abundance (4 %) in the local vehicle fleet.  Diesel and gasoline vehicles contributed similarly to the concentrations of PM<sub>10</sub> and PN<sub>10</sub>, while the impact of gasoline vehicles on the PM<sub>1</sub> concentration was greater than that of diesel vehicles by a factor of 4.4. The most recent emission class Euro 6 had the highest influence on PM<sub>10</sub>. Meteorological parameters explained a large portion of the variations in PM<sub>10</sub> and PM<sub>1</sub>, while meteorology had only a minor influence on PN<sub>10</sub>. We also studied the short-term temporal dynamics of urban NH<sub>3 </sub>concentrations, the role of road traffic and agriculture as NH<sub>3</sub> sources and the importance of ammonia for secondary particle formation (SPF). The NH<sub>3</sub> mixing ratio was rather high (mean: 17 ppb) compared to other urban areas and showed distinct diurnal maxima around 10 a.m. and 9 p.m. The main source for ammonia in Münster was agriculture, but road traffic also contributed through local emissions from vehicle catalysts. NH<sub>3</sub> from surrounding agricultural areas accumulated in the nocturnal boundary layer and contributed to SPF in the city center. The size-resolved chemical composition of inorganic ions in PM<sub>10</sub> was dominated by NH<sub>4</sub><sup>+</sup> (8.7 µg m<sup>-3</sup>), followed by NO<sub>3</sub><sup>-</sup> (3.9 µg m<sup>-3</sup>), SO<sub>4</sub><sup>2-</sup> (1.6 µg m<sup>-3</sup>) and Cl<sup>-</sup> (1.3 µg m<sup>-3</sup>). Particles in the accumulation range (diameter: 0.1 – 1 µm) showed the highest inorganic ion concentrations. The ammonium neutralization index J (111 %) indicated an excess of NH<sub>4</sub><sup>+</sup> leading to mostly alkaline PM. High ammonia emissions from surrounding agricultural areas combined with large amounts of NO<sub>x</sub> from road traffic play a crucial role for SPF in Münster. Our results further indicate that replacing fossil-fuelled LDVs with electrical vehicles would greatly reduce the PN<sub>10</sub> concentrations at this urban site.</p>

A Comparative Study of Hydrogen Storage and Hydrocarbon Fuel Processing for Automotive Fuel Cells

2015 ◽  
Author(s):  
Saeed Kazemiabnavi ◽  
Aneet Soundararaj ◽  
Haniyeh Zamani ◽  
Bjoern Scharf ◽  
Priya Thyagarajan ◽  
...  
Keyword(s):  
Fuel Cells ◽  
Fuel Cell ◽  
Hydrogen Storage ◽  
Greenhouse Gas ◽  
Greenhouse Gas Emission ◽  
Hydrogen Fuel ◽  
Fuel Cost ◽  
Gas Emission ◽  
Fuel Processing ◽  
Gasoline Vehicles

In recent years, there has been increased interest in fuel cells as a promising energy storage technology. The environmental impacts due to the extensive fossil fuel consumption is becoming increasingly important as greenhouse gas (GHG) levels in the atmosphere continue to rise rapidly. Furthermore, fuel cell efficiencies are not limited by the Carnot limit, a major thermodynamic limit for power plants and internal combustion engines. Therefore, hydrogen fuel cells could provide a long-term solution to the automotive industry, in its search for alternate propulsion systems. Two most important methods for hydrogen delivery to fuel cells used for vehicle propulsion were evaluated in this study, which are fuel processing and hydrogen storage. Moreover, the average fuel cost and the greenhouse gas emission for hydrogen fuel cell (H2 FCV) and gasoline fuel cell (GFCV) vehicles are compared to that of a regular gasoline vehicle based on the Argonne National Lab’s GREET model. The results show that the average fuel cost per 100 miles for a H2 FCV can be up to 57% lower than that of regular gasoline vehicles. Moreover, the obtained results confirm that the well to wheel greenhouse gas emission of both H2 FCV and GFCV is significantly less than that of regular gasoline vehicles. Furthermore, the investment return period for hydrogen storage techniques are compared to fuel processing methods. A qualitative safety and infrastructure dependency comparison of hydrogen storage and fuel processing methods is also presented.

scholarly journals Impact of the Mobility Restrictions in the Palestinian Territory on the Population and the Environment

2021 ◽  
Vol 13 (23) ◽  
pp. 13457
Author(s):  
Hala Aburas ◽  
Isam Shahrour
Keyword(s):  
Energy Consumption ◽  
Quantitative Analysis ◽  
Literature Review ◽  
Co2 Emissions ◽  
Average Value ◽  
Diesel Vehicles ◽  
Mobility Barriers ◽  
Gasoline Vehicles ◽  
Palestinian Territory ◽  
The Impact

This paper analyzes the mobility restrictions in the Palestinian territory on the population and the environment. The literature review shows a scientific concern for this issue, with an emphasis on describing mobility barriers and the severe conditions experienced by the population due to these barriers as well as the impact of mobility restrictions on employment opportunities. On the other hand, the literature review also shows a deficit in quantitative analysis of the effects of mobility restrictions on the environment, particularly on energy consumption and greenhouse gas emissions. This paper aims to fill this gap through a quantitative analysis by including data collection about mobility restrictions, using network analysis to determine the impact of these restrictions on inter-urban mobility, and analysis of the resulting energy consumption and CO2 emissions. The results show that mobility restrictions induce a general increase in energy consumption and CO2 emissions. The average value of this increase is about 358% for diesel vehicles and 275% for gasoline vehicles.

scholarly journals Sources of organic aerosols in Europe: a modeling study using CAMx with modified volatility basis set scheme

2019 ◽  
Vol 19 (24) ◽  
pp. 15247-15270 ◽  
Author(s):  
Jianhui Jiang ◽  
Sebnem Aksoyoglu ◽  
Imad El-Haddad ◽  
Giancarlo Ciarelli ◽  
Hugo A. C. Denier van der Gon ◽  
...  
Keyword(s):  
Air Quality ◽  
Source Apportionment ◽  
Biomass Burning ◽  
Agricultural Waste ◽  
Organic Aerosols ◽  
Basis Set ◽  
Anthropogenic Sources ◽  
Wood Burning ◽  
Gasoline Vehicles

Abstract. Source apportionment of organic aerosols (OAs) is of great importance to better understand the health impact and climate effects of particulate matter air pollution. Air quality models are used as potential tools to identify OA components and sources at high spatial and temporal resolution; however, they generally underestimate OA concentrations, and comparisons of their outputs with an extended set of measurements are still rare due to the lack of long-term experimental data. In this study, we addressed such challenges at the European level. Using the regional Comprehensive Air Quality Model with Extensions (CAMx) and a volatility basis set (VBS) scheme which was optimized based on recent chamber experiments with wood burning and diesel vehicle emissions, and which contains more source-specific sets compared to previous studies, we calculated the contribution of OA components and defined their sources over a whole-year period (2011). We modeled separately the primary and secondary OA contributions from old and new diesel and gasoline vehicles, biomass burning (mostly residential wood burning and agricultural waste burning excluding wildfires), other anthropogenic sources (mainly shipping, industry and energy production) and biogenic sources. An important feature of this study is that we evaluated the model results with measurements over a longer period than in previous studies, which strengthens our confidence in our modeled source apportionment results. Comparison against positive matrix factorization (PMF) analyses of aerosol mass spectrometric measurements at nine European sites suggested that the modified VBS scheme improved the model performance for total OA as well as the OA components, including hydrocarbon-like (HOA), biomass burning (BBOA) and oxygenated components (OOA). By using the modified VBS scheme, the mean bias of OOA was reduced from −1.3 to −0.4 µg m−3 corresponding to a reduction of mean fractional bias from −45 % to −20 %. The winter OOA simulation, which was largely underestimated in previous studies, was improved by 29 % to 42 % among the evaluated sites compared to the default parameterization. Wood burning was the dominant OA source in winter (61 %), while biogenic emissions contributed ∼ 55 % to OA during summer in Europe on average. In both seasons, other anthropogenic sources comprised the second largest component (9 % in winter and 19 % in summer as domain average), while the average contributions of diesel and gasoline vehicles were rather small (∼ 5 %) except for the metropolitan areas where the highest contribution reached 31 %. The results indicate the need to improve the emission inventory to include currently missing and highly uncertain local emissions, as well as further improvement of VBS parameterization for winter biomass burning. Although this study focused on Europe, it can be applied in any other part of the globe. This study highlights the ability of long-term measurements and source apportionment modeling to validate and improve emission inventories, and identify sources not yet properly included in existing inventories.

scholarly journals Characterizing Black Carbon Emissions from Gasoline, LPG, and Diesel Vehicles via Transient Chassis-Dynamometer Tests

2020 ◽  
Vol 10 (17) ◽  
pp. 5856
Author(s):  
Gyutae Park ◽  
Kyunghoon Kim ◽  
Taehyun Park ◽  
Seokwon Kang ◽  
Jihee Ban ◽  
...  
Keyword(s):  
Black Carbon ◽  
Coal Combustion ◽  
Gasoline Direct Injection ◽  
Environmental Research ◽  
Particulate Filter ◽  
Biomass Combustion ◽  
Liquefied Petroleum Gas ◽  
Chassis Dynamometer ◽  
Diesel Vehicles ◽  
Gasoline Vehicles

With global anthropogenic black carbon (BC) emissions increasing, automobiles are significantly contributing as the major source of emissions. However, the appropriate regulations of BC emissions from vehicles are not in place. This study examined BC emissions following fuel types (gasoline, liquefied petroleum gas (LPG), and diesel) and engine combustion (gasoline direct injection (GDI) and multi-port injection (MPI) for gasoline vehicles) with emission regulations. To this end, chassis dynamometer and aethalometer (AE33) were used. Driving modes created by the National Institute of Environmental Research (NIER) and emission certification modes (CVS-75 and NEDC) for vehicles in Korea were used to determine BC emissions for various vehicle speeds. In addition, the contributions of biomass and coal combustion to the data of AE33 were analyzed to determine the possibility of tracking the BC sources. MPI, LPG, and EURO 6 with diesel particulate filter (DPF) vehicles emitted the lowest BC emissions in NIER modes. Among gasoline vehicles, MPI vehicles showed the lower BC content in PM emissions. Also, older vehicles in MPI vehicles emitted the high PM and BC emissions. The BC emissions of EURO 3 vehicles without DPF were the highest as the results of previous studies, and it was found that as emissions regulations were tightened, the level of BC results of diesel vehicles became similar with MPI vehicles. The average absorption Ångström exponent (AAE) from difference emissions sources were biomass combustion (oak wood) > coal combustion (the power plant stack) > automobile emissions (gasoline, LPG, diesel).

scholarly journals A Comparative Study of Different Objectives Functions for the Minimal Fuel Drive Cycle Optimization in Autonomous Vehicles

2019 ◽  
Vol 141 (7) ◽  
Author(s):  
Niket Prakash ◽  
Youngki Kim ◽  
Anna G. Stefaopoulou
Keyword(s):  
Energy Minimization ◽  
Autonomous Vehicles ◽  
Energy Demand ◽  
Simulation Software ◽  
Drive Cycle ◽  
Optimal Velocity ◽  
Vehicle Simulation ◽  
Gasoline Vehicles ◽  
Vehicle Controllers ◽  
Resistance Forces

With the advent of self-driving autonomous vehicles, vehicle controllers are free to drive their own velocities. This feature can be exploited to drive an optimal velocity trajectory that minimizes fuel consumption. Two typical approaches to drive cycle optimization are velocity smoothing and tractive energy minimization. The former reduces accelerations and decelerations, and hence, it does not require information of vehicle parameters and resistance forces. On the other hand, the latter reduces tractive energy demand at the wheels of a vehicle. In this work, utilizing an experimentally validated full vehicle simulation software, we show that for conventional gasoline vehicles the lower energy velocity trajectory can consume as much fuel as the velocity smoothing case. This implies that the easily implementable, vehicle agnostic velocity smoothing optimization can be used for velocity optimization rather than the nonlinear tractive energy minimization, which results in a pulse-and-glide trajectory.

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