Carbon Monoxide and Small Hydrocarbon Emissions from Sub-ohm Electronic Cigarettes

Nicotine is responsible for the psychoactive and habit-forming effects of tobacco. Approximately 30% of Americans use tobacco products; half of them are nicotine-dependent. Nicotine has mild stimulant effects. Overdose is rare in experienced users. Some may develop nausea, vomiting, weakness, and dizziness. Withdrawal symptoms include craving, irritability, anxiety, restlessness, and increased appetite. Smokers have elevated exhaled carbon monoxide and serum carboxyhemoglobin levels. Cotinine, a metabolite of nicotine, can be detected in blood and urine. Many medical conditions are associated with tobacco use (particularly smoking), including cardiovascular disease, chronic lung disease, and a variety of malignancies. A number of interventions can help increase smoking cessation rates, including physician advice, counseling, nicotine replacement, varenicline, and bupropion. Electronic cigarettes may help smokers quit or reduce their smoking.

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S. I. Engine Pollution Control Using Low-Cost Palletized Catalytic Converter

Volume 2 ◽

10.1115/esda2004-58248 ◽

2004 ◽

Author(s):

Madhuri Jakkaraju ◽

Vasudha Patri

Keyword(s):

Carbon Dioxide ◽

Carbon Monoxide ◽

Pollution Control ◽

Noble Metals ◽

Fossil Fuel ◽

Catalytic Converter ◽

Low Cost ◽

Hydrocarbon Emissions ◽

Oxides Of Nitrogen ◽

Carbon Dioxide Co2

I. C. Engines consume large amounts of fossil fuel emitting harmful pollutants like carbon monoxide (CO), unburnt hydrocarbons (UBHC), and oxides of nitrogen (NOx). By using a catalytic converter (CC), the carbon monoxide, hydrocarbon emissions can be transformed into less harmful carbon dioxide (CO2) & water vapor (H2O). Currently available CC’s are using costly noble metals like platinum (pt), palladium (pd), rhodium (rh) etc., hence making them expensive. This paper deals with the use of low-cost palletized silver coated alumina as the catalyst element in a CC. In this study, alumina and silver were used in the ratio of 10:1. All tests have been conducted on a stationary S.I. Engine at a constant speed of 1500 r.p.m with and without CC. Also, the performance of the palletized CC in combination with promoters like Bismuth, Cerium and Lanthanum was tested which have shown better results than silver alone as the coating element. It has been experimentally determined that the CO emissions have dropped from 7.25 (% vol) to 3.03(% vol) and the HC values have reduced from 350 ppm to 190 ppm.

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Exergy analysis and nanoparticle assessment of cooking oil biodiesel and standard diesel fueled internal combustion engine

Energy & Environment ◽

10.1177/0958305x19860234 ◽

2019 ◽

Vol 31 (8) ◽

pp. 1303-1317 ◽

Cited By ~ 1

Author(s):

Ibrahim Yildiz ◽

Hakan Caliskan ◽

Kazutoshi Mori

Keyword(s):

Carbon Monoxide ◽

Particle Concentration ◽

Exergy Analysis ◽

Combustion Engine ◽

Environmentally Benign ◽

Hydrocarbon Emissions ◽

Exergy Destruction ◽

Environmental Assessments ◽

Cooking Oil ◽

Japanese Industrial Standard

In this paper, the exergy analysis and environmental assessment are performed to the biodiesel and diesel-fueled engine at full 294 Nm and 1800 r/min. The exergy loss rates of fuels are found as 15.523 and 18.884 kW for the 100% biodiesel (BDF100) (obtained from cooking oil) and Japanese Industrial Standard Diesel No. 2 (JIS#2) fuels, respectively. In addition, the exergy destruction rate of the JIS#2 fuel is found as 80.670 kW, while the corresponding rate of the BDF100 is determined as 62.389 kW. According to environmental assessments of emissions and nanoparticles of the fuels, the biodiesel (BDF100) fuel is more environmentally benign than the diesel (JIS#2) fuel in terms of particle concentration and carbon monoxide and hydrocarbon emissions. So, it is better to use this kind of the 100% biodiesels in the diesel engines for better environment and efficiency in terms of the availability and environmental perspectives.

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Prediction of carbon monoxide and hydrocarbon emissions in iso-octane HCCI engine combustion using multizone simulations

Proceedings of the Combustion Institute ◽

10.1016/s1540-7489(02)80088-8 ◽

2002 ◽

Vol 29 (1) ◽

pp. 687-694 ◽

Cited By ~ 44

Author(s):

Daniel L. Flowers ◽

Salvador M. Aceves ◽

Joel Martinez-Frias ◽

Robert W. Dibble

Keyword(s):

Carbon Monoxide ◽

Hydrocarbon Emissions ◽

Hcci Engine ◽

Engine Combustion

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Effects of Switching to Electronic Cigarettes with and without Concurrent Smoking on Exposure to Nicotine, Carbon Monoxide, and Acrolein

Cancer Prevention Research ◽

10.1158/1940-6207.capr-15-0058 ◽

2015 ◽

Vol 8 (9) ◽

pp. 873-878 ◽

Cited By ~ 88

Author(s):

Hayden McRobbie ◽

Anna Phillips ◽

Maciej L. Goniewicz ◽

Katie Myers Smith ◽

Oliver Knight-West ◽

...

Keyword(s):

Carbon Monoxide ◽

Electronic Cigarettes

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Effect of the addition of ethanol on the combustion and emission characteristics of a common-rail dimethyl ether engine

Proceedings of the Institution of Mechanical Engineers Part D Journal of Automobile Engineering ◽

10.1177/0954407016675745 ◽

2016 ◽

Vol 231 (11) ◽

pp. 1500-1510 ◽

Cited By ~ 1

Author(s):

Chunhai Wang ◽

Pengfei Li ◽

Xinqi Qiao ◽

Zhen Huang

Keyword(s):

Carbon Monoxide ◽

Nitrogen Oxide ◽

Dimethyl Ether ◽

Ignition Delay ◽

Hydrocarbon Emissions ◽

Emission Characteristics ◽

Nitrogen Oxide Emissions ◽

Start Of Injection ◽

Combustion Duration ◽

Crank Angle

The effect of the addition of ethanol on the combustion and emission characteristics of dimethyl ether combustion were investigated in this study using an electronically controlled common-rail dimethyl ether engine. The ignition delay, the crank angle for 50% mass fraction burned, the combustion duration, the nitrogen oxide emissions, the hydrocarbon emissions and the carbon monoxide emissions of the fuel blends with the addition of different percentages of ethanol were analysed for different loads and for different injection timings separately. The results suggest that the effect of ethanol on the dimethyl ether combustion mainly prolongs the ignition delay and inhibits the combustion rate. The ignition delay is prolonged significantly with increasing percentage of ethanol added for low loads or retarded injection timings. A reduction in the combustion rate and an increase in the combustion duration are associated with a higher percentage of ethanol added for high loads or advanced injection timings, leading to lower nitrogen oxide emissions. On the addition of 15% ethanol, the nitrogen oxide emissions are reduced by about 17% for a brake mean effective pressure of 1.2 MPa, and by 32% when the start of injection is at −7° crank angle after top dead centre. Premixed combustion with a sharply prolonged ignition delay and a shortened combustion duration can be achieved by the addition of 15% ethanol when the start of injection is at 5° crank angle after top dead centre. The carbon monoxide emissions show a tendency to increase with increasing amount of ethanol added, whereas the hydrocarbon emissions remain nearly the same until the percentage of ethanol reaches 15%.

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The emissions and the performance of diethyl succinate in a diesel fuel blend

Proceedings of the Institution of Mechanical Engineers Part D Journal of Automobile Engineering ◽

10.1177/0954407016688599 ◽

2017 ◽

Vol 231 (14) ◽

pp. 1889-1899 ◽

Cited By ~ 1

Author(s):

Rhodri W Jenkins ◽

Chris D Bannister ◽

Christopher J Chuck

Keyword(s):

Carbon Monoxide ◽

Physical Properties ◽

Diesel Fuel ◽

Direct Injection ◽

Cetane Number ◽

Hydrocarbon Emissions ◽

Exhaust Gas ◽

Complete Combustion ◽

Total Hydrocarbon ◽

Diethyl Succinate

The finite natures of fossil fuels and their contributions to anthropogenic climate change are driving the development of biofuels. However, because of the inherent issues with current biofuels, such as ethanol and biodiesel, innovative replacements are being increasingly sought. Recently, four esters produced from fermentation, namley diethyl succinate, dibutyl succinate, dibutyl fumarate and dibutyl malonate, were reported to have suitable physical properties as a substitute for conventional diesel fuel. Although the physical properties are indicative of the fuel behaviour, the determination of the combustion emissions and the performance of a fuel using controlled engine testing is vital. In this investigation, the engine performance and emissions produced from the most viable fuel, namely diethyl succinate, were examined. Diethyl succinate was blended with diesel in a 20 vol % blend, owing to the low cetane number of diethyl succinate, and the emissions established in pseudo-steady-state conditions using a 2.0 L turbocharged direct-injection EURO 3-compliant light commercial vehicle equipped with a direct-injection common-rail diesel engine. When using the diesel–20 vol % diethyl succinate blend, the fuel demand and the wheel force were higher for the majority of engine speeds than those of diesel, whereas the exhaust gas temperatures were lower. The difference between the exhaust gas temperature for the diesel–20 vol % diethyl succinate blend and that for diesel increased with increasing pedal demand. In comparison with the carbon monoxide emissions from petroleum-derived diesel, the carbon monoxide emissions obtained when using the diesel–20 vol % diethyl succinate blend were reduced, most probably because of more complete combustion due to the increased oxygen content. However, the total hydrocarbon emissions and the mono-nitrogen oxide emissions were shown to increase on using the diethyl succinate blend. Both of these factors were presumably due to the lower cetane number of the fuel, although the increase in the total hydrocarbon emissions was deemed negligible because of the low amount produced by both fuels.

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Sulfur Analysis of Air Pollution Samples Containing Sulfuric Acid with a Vacuum X-Ray Fluorescence Spectrometer

Advances in X-ray Analysis ◽

10.1154/s0376030800007989 ◽

1975 ◽

Vol 19 ◽

pp. 427-434

Author(s):

K. T. Knapp ◽

R. L. Bennett ◽

R. B. Kellogg

Keyword(s):

Air Pollution ◽

Carbon Monoxide ◽

Sulfuric Acid ◽

Hydrocarbon Emissions ◽

Particulate Emissions ◽

Catalytic Converters ◽

X Ray ◽

Unburned Hydrocarbon ◽

Fluorescence Spectrometer ◽

Exhaust Particulate

Vacuum x-ray fluorescence spectrometers are used routinely in our laboratory to analyze automotive exhaust particulate emissions. However, a problem has developed in the analyses of samples collected from cars equipped with catalytic converters. The catalytic converters which were developed to decrease the carbon monoxide and unburned hydrocarbon emissions from auto exhausts, also produce sulfuric acid through the oxidation of part of the SO2 emissions. The sulfuric acid aerosol which is collected with the particulate emissions causes problems in the use of a vacuum spectrometer. If the samples are analyzed as , collected, the sulfuric acid would be pumped off the collection filters resulting in the loss of sulfur from the samples and contamination of the spectrometer. A technique was needed to fix the sulfuric acid so that it would remain on the filters. Exposure of the samples to ammonia gave the needed stability. Details of the technique in cluding standard preparation procedures are described. The results obtained with samples exposed to ammonia at various concentrations and periods of time are presented.

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Paper 13: Exhaust Emissions of Vehicles Tested to the Draft European Procedure

Proceedings of the Institution of Mechanical Engineers Conference Proceedings ◽

10.1243/pime_conf_1968_183_075_02 ◽

1968 ◽

Vol 183 (5) ◽

pp. 95-107 ◽

Cited By ~ 1

Author(s):

C. D. Haynes ◽

M. Southall

Keyword(s):

Carbon Monoxide ◽

Great Britain ◽

Test Procedure ◽

Cold Start ◽

Test Methods ◽

Hydrocarbon Emissions ◽

Hydrocarbon Emission ◽

Subsequent Measurement ◽

Engine Maintenance ◽

Gas Volume

The work in this report was prompted by the probability of legislation in most European countries to limit the emission of carbon monoxide and possibly unburnt hydrocarbons from the exhausts of petrol-engined vehicles. A draft method of testing has already been agreed upon and this work was carried out in accordance with this draft procedure. The object of the work was to establish the baseline emissions of vehicles currently in service in Great Britain and, to achieve this, approximately 100 cars, representative of the age and engine capacity distribution of the population of Great Britain, were tested. The full test procedure consists of four cycles of a specified speed–time relationship driven from cold in which the exhaust gas is collected in bags for subsequent measurement of gas volume and carbon monoxide and hydrocarbon concentrations. For greater convenience, most tests were run from the hot condition and corrections applied to give the equivalent cold start data. These corrections, obtained by comparison of emissions from hot and cold start tests, were factors of 1·05 for mass and 0·95 for concentration. The results of tests indicated that the average emission of carbon monoxide for cars in service in Great Britain is 172 g for the four cycles of the test procedure from a cold start, which is equivalent to a concentration of 3·4 per cent; the range of emissions is from 0·60 to 7·36 per cent. Although considered of less importance in Europe, hydrocarbons were also measured and gave an average emission of 11·0 g from a cold start. Simple engine maintenance, such as corrections of ignition faults and carburettor maladjustments, was carried out on about half of the vehicles tested; these vehicles were representative of the sample as a whole and the maintenance resulted in a 20 per cent reduction in average carbon monoxide mass emissions and 10 per cent reduction in average hydrocarbon emissions. Idle emission measurements were carried out with the vehicles hot. These varied from 0·2 to over 11·6 per cent carbon monoxide, with an average level of 6·1 per cent. The average hydrocarbon emission was 1550 p.p.m. Engine tuning reduced the average idle carbon monoxide and hydrocarbon emissions by 29 and 40 per cent respectively. The idle setting was found to have a marked effect on emissions over the cycle, probably because of the large percentage of time in the cycle which is at very light throttle opening or closed. Some comparisons were also made between the results in relation to the U.S. Federal and proposed European test methods, but results were too scattered to warrant firm conclusions.

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