scholarly journals Evaluating the In-Service Emissions of High-Mileage Dedicated Methanol-Fueled Passenger Cars: Regulated and Unregulated Emissions

Energies ◽  
2020 ◽  
Vol 13 (11) ◽  
pp. 2680
Author(s):  
Sheng Su ◽  
Yunshan Ge ◽  
Xin Wang ◽  
Mengzhu Zhang ◽  
Lijun Hao ◽  
...  
Keyword(s):  
Carbon Monoxide ◽  
Nitrogen Oxides ◽  
Particle Number ◽  
Driving Cycle ◽  
Passenger Cars ◽  
Primary Stress ◽  
Gasoline Vehicles ◽  
Catalyst Aging ◽  
Total Hydrocarbons ◽  
Unregulated Emissions

This paper reports the regulated, unregulated, and particle number emissions from six high-mileage, China-4 compliant, dedicated methanol taxis over the new European driving cycle. Compared to new vehicles, carbon monoxide, total hydrocarbons, and nitrogen oxides emissions from in-use methanol taxis increased by 76.1%, 40.2%, and 179.8%, respectively. Still, they managed to meet China-4, indicating good in-service conformity. In the test fleet, the test vehicles with longer mileage inclined to emit higher carbon monoxide and total hydrocarbons emissions. Formaldehyde emissions from these field-aged taxis ranged from 1.06 to 2.33 mg/km, which were similar to or lower than those from previously reported pre-Euro-5 gasoline vehicles. One of the six test vehicles produced extraordinarily high unburned methanol emissions, which was about ten times higher than the rest of the properly operating vehicles due to possible misfire, suggesting that unburned methanol will be the primary stress for future methanol applications. Compared to the regulated emissions, formaldehyde and unburned methanol emissions deteriorated at faster rates along with catalyst aging. Particle number emissions from these methanol taxis remained low even after high-mileage driving, suggesting the compatibility of methanol fueling in future particle number compliance.

Comparative Study of Characterization of the Ultrafine and Nanoparticle Emissions on Modified Indian Driving Cycle for Passenger Cars Operating on Diesel and CNG – Phase Wise Analysis

2015 ◽  
Vol 20 ◽  
pp. 41-50
Author(s):  
Husein Adam Nakhawa ◽  
S.S. Thipse
Keyword(s):  
Size Distribution ◽  
Health Effects ◽  
Ultrafine Particles ◽  
Particle Number ◽  
Research Work ◽  
Premature Death ◽  
Number Concentration ◽  
Driving Cycle ◽  
Passenger Cars

Today, in the automotive emissions ultrafine and nanoparticles emissions are of very high importance because of their vulnerable effects to environment and human health causing respiratory problems like bronchitis, asthma, cardiovascular disease, and various types of cancers spreading in all age groups in the society leading to premature death [1]. Therefore, characterization of ultrafine and nanoparticles in terms of their size distribution and number concentration for the automobiles operating on various fuels and traffic conditions is of great importance in understanding the phenomenon and the adverse effects. Various research studies carried out at international level show the adverse health effects due to ultrafine particles from C.I. and S.I. engines and hence, there is definite need to examine for the particulate mass, size and number concentration considering social needs [2].Even after very stringent emission norms which were tightened over the years and today down to more than 97% from it’s baseline norms couldn’t show proportionate improvement in the ambient air quality. Climate effects inevitably lead to health effects leading to premature death due to ultrafine particles from the automotive exhaust [1]. Recent WHO report confirmed the vulnerable effect of diesel particles in terms of carcinogenicity and severe health effects of diesel fuel used in automotive sector [3]. European regulations has taken the steps to address this concern by introducing new norms for particle number and PM2.5 as 6 x 1011 and 4.5 mg/km respectively [4]. Investigations carried out on GDI vehicles show substantial ultrafine and nanosize particle emissions and by number, nearly all of the particles emitted by a diesel engine are nanoparticles which are also true for gasoline engines [5]. Like gasoline engines other S.I. engines, even though they look very clean as there is no visible smoke and large particles emitted in their exhaust, it is necessary to investigate them. Very limited research work has been carried out particularly, on CNG engines/ vehicles for their PM and PN levels at national and international level. Characterization of ultrafine and nanoparticles in terms of their size distribution and number concentration for the automobiles operating on various fuels and traffic conditions is of great importance in understanding the phenomenon and their significance.In this context and understanding the social need this research work was carried out to investigate experimentally the significance of CNG and diesel passenger car for it’s contribution to particle number (PN) and PM2.5. This work includes comparative investigation of CNG and diesel passenger cars to characterize the ultrafine and nanoparticle emissions on modified Indian driving cycle. CNG passenger car show large peak of PN emissions during cold starting phase at the beginning of the test cycle which is almost twice that of diesel vehicle but it settles down to lower level as the vehicle gets warmed up. During acceleration and cruising operation on extra urban cycle under heavy load the PN emissions from CNG car are higher in magnitude. For diesel car, urban part of cycle contributes approximately 53% compared to 25% for CNG vehicle and rest 47% and 75% is contributed by extra urban part towards PN emissions.This research paper covers experimental Investigation carried out to compare the behavior of diesel and CNG passenger cars to characterize the particle emissions and to identify the significance of different operating phases viz. idling, acceleration, deceleration and cruising for their contributions to Particle number and size distribution pattern on urban and on extra urban part of the driving cycle.

scholarly journals Preparing emission factors of carbon dioxide, carbon monoxide, hydro-carbons and nitrogen oxides for cigarette

2019 ◽  
Author(s):  
Amirreza Talaiekhozani ◽  
Ali Mohammad Amani
Keyword(s):  
Carbon Dioxide ◽  
Carbon Monoxide ◽  
Nitrogen Oxides ◽  
Cigarette Smoke ◽  
Emission Factor ◽  
Emission Factors ◽  
Vacuum Pump ◽  
Gas Analyzer ◽  
Large Cities ◽  
Total Hydrocarbons

Introduction: Thousandths dangerous chemicals are found in cigarette smoke. Each day millions cigarettes are consumed and its smoke is emitted in the atmosphere. Although several studies have been carried out on ciga-rette smoke, there is no reliable emission factor for pollutants emitted from burning cigarette. The aim of this study is to prepare four emission factors to estimate amount of carbon dioxide, carbon monoxide, total hydrocarbons and nitrogen oxides per each cigarette.   Materials and methods: In this study a set of experiments was designed to achieve this aim. Different brands of cigarettes were prepared and then they was burned by a vacuum pump. Their cigarettes smoke was analyzed by a gas analyzer to find the concentration of carbon dioxide, carbon monoxide, total hydrocarbons and nitrogen oxides in the cigarettes smoke. Next, the average emission factor for complete burning of a cigarette was calculated.   Results: High amount of pollutants could be found in cigarette smoke. The results revealed that 0.01 mg of hydrocarbons, 0.13 mg of carbon monoxide, 0.5 mg of carbon dioxide and 0.01 mg of nitrogen oxides are emitted during complete burning of each cigarette.   Conclusion: If the number of consumed cigarettes was available, these emis-sion factors can be used to understand the share of cigarette smoke in air pol-lution of large cities to understand whether cigarette consumption is effective on air pollution.

scholarly journals Chemical Composition of Exhaust From Aircraft Turbine Engines

1990 ◽  
Author(s):  
Chester W. Spicer ◽  
Michael W. Holdren ◽  
Deborah L. Smith ◽  
David P. Hughes ◽  
Mark D. Smith
Keyword(s):  
Carbon Dioxide ◽  
Carbon Monoxide ◽  
Chemical Composition ◽  
Nitrogen Oxides ◽  
Turbine Engines ◽  
Organic Species ◽  
Total Hydrocarbons ◽  
Composition Measurements

This paper reports measurements of the chemical composition of exhaust from two aircraft turbine engines. The two engines are the F101, used on the B-1B aircraft, and the F110, used on the F-16C and F-16D aircraft. Samples were collected from each engine using a probe positioned just behind the exhaust nozzle. The measurements reported here were made at four power settings from Idle to Intermediate power. Exhaust composition measurements included carbon monoxide, carbon dioxide, nitrogen oxides, total hydrocarbons, and individual organic species. The principle focus of this paper is on the detailed organic species results.

Characterization of the Ultrafine and Nano Particle Emissions on Modified Indian Driving Cycle for Passenger Cars Operating on CNG Phase Wise Analysis

2015 ◽  
Vol 14 ◽  
pp. 86-96
Author(s):  
Husein Adam Nakhawa ◽  
S.S. Thipse
Keyword(s):  
Particle Number ◽  
Premature Death ◽  
Driving Cycle ◽  
Nano Particles ◽  
Nano Particle ◽  
Passenger Cars ◽  
Heavy Load ◽  
Particle Emissions ◽  
Gasoline Engines

The ultrafine and nano particles compared to larger particles are gaining high importance because of their vulnerable effects to environment and human health causing respiratory problems, cardiovascular disease, and various types of cancers leading to premature death [1]. WHO report points out that approximately, two thirds of the global burden of disease due to urban outdoor air pollution is mostly from the developing countries in Asia (Cohen et al. 2004)[2]. By number, nearly all of the particles emitted by a diesel engine are nanoparticles which are also true for gasoline engines [3]. This is addressed by new UN Regulations by introducing the emission norms for diesel and GDI vehicles for particle number and PM2.5 as 6 x 10 11 and 4.5 mg/km respectively [4]. However, other S.I. engines like CNG, even though they look clean as there is no visible smoke but emitting large number of particles is necessary to investigate. This research paper focuses on characterization of ultrafine and nano particle emissions from CNG vehicle on Indian driving cycle and it covers experimental Investigation to identify the significance of different operating phases viz. idling, acceleration, deceleration and cruising for their contributions to particle number and size distribution pattern over urban as well as on extra urban part of the cycle. CNG passenger car shows large peak of PN emissions during cold starting phase at the beginning of the test cycle which is almost twice that of diesel vehicle. However, this concentration peak will decrease near to 25% on light operating loads during urban part of the cycle, but during acceleration and cruising operation on extra urban cycle under heavy load the PN emissions from CNG car are higher in magnitude. The particles emitted from CNG buses are too small to contribute to PM10 as they are of ultrafine and nano size range.

scholarly journals Nanoparticle emissions from gasoline vehicles DI & MPI

2017 ◽  
Vol 170 (3) ◽  
pp. 179-187
Author(s):  
Jan CZERWINSKI ◽  
Pierre COMTE ◽  
Martin GUEDEL ◽  
Peter BONSACK
Keyword(s):  
Diesel Exhaust ◽  
Particle Number ◽  
Direct Injection ◽  
Exhaust Gas ◽  
Passenger Cars ◽  
Emission Level ◽  
Limit Value ◽  
Gasoline Vehicles ◽  
The Future ◽  
Actual Limit

The nanoparticles (NP) count concentrations are limited in EU for all Diesel passenger cars since 2013 and for gasoline cars with direct injection (GDI) since 2014. For the particle number (PN) of MPI gasoline cars there are still no legal limitations. In the present paper some results of investigations of nanoparticles from five DI and four MPI gasoline cars are represented. The measurements were performed at vehicle tailpipe and in CVS-tunnel. Moreover, five variants of “vehicle – GPF” were investigated. The PN-emission level of the investigated GDI cars in WLTC without GPF is in the same range of magnitude very near to the actual limit value of 6.0 × 10^12 1/km. With the GPF’s with better filtration quality, it is possible to lower the emissions below the future limit value of 6.0 × 10^11 1/km. The modern MPI vehicles also emit a considerable amount of PN, which in some cases can attain the level of Diesel exhaust gas without DPF and can pass over the actual limit value for GDI (6.0 × 10^12 1/km). The GPF-technology offers in this respect further potentials to reduce the PN-emissions of traffic.

Chemical Composition of Exhaust From Aircraft Turbine Engines

1992 ◽  
Vol 114 (1) ◽  
pp. 111-117 ◽  
Author(s):  
C. W. Spicer ◽  
M. W. Holdren ◽  
D. L. Smith ◽  
D. P. Hughes ◽  
M. D. Smith
Keyword(s):  
Carbon Dioxide ◽  
Carbon Monoxide ◽  
Chemical Composition ◽  
Nitrogen Oxides ◽  
Turbine Engines ◽  
Organic Species ◽  
Total Hydrocarbons ◽  
Composition Measurements

This paper reports measurements of the chemical composition of exhaust from two aircraft turbine engines. The two engines are the F101, used on the B-1B aircraft, and the F110, used on the F-16C and F-16D aircraft. Samples were collected from each engine using a probe positioned just behind the exhaust nozzle. The measurements reported here were made at four power settings from idle to intermediate power. Exhaust composition measurements included carbon monoxide, carbon dioxide, nitrogen oxides, total hydrocarbons, and individual organic species. The principal focus of this paper is on the detailed organic species results.

scholarly journals Alternative Exhaust Emission Factors from Vehicles in On-Road Driving Tests

Energies ◽  
2021 ◽  
Vol 14 (12) ◽  
pp. 3487
Author(s):  
Wojciech Gis ◽  
Maciej Gis ◽  
Jacek Pielecha ◽  
Kinga Skobiej
Keyword(s):  
Carbon Dioxide ◽  
Nitrogen Oxides ◽  
Particle Number ◽  
Exhaust Emission ◽  
The European Union ◽  
Environmental Aspects ◽  
Vehicle Category ◽  
Urban Rural ◽  
European Union Legislation ◽  
Do So

On-road driving tests are performed to determine the emission of harmful exhaust compounds from vehicles. These primarily include carbon dioxide, nitrogen oxides, and particle number. However, there is a lack of indicators that combine the first three substances that are the most important in assessing the environmental aspects of vehicles. The purpose of this article is to indicate the possibility of assessing emissions in real driving conditions from light-duty and heavy-duty vehicles of different categories. In order to do so, a portable emissions measurement system (PEMS) and an instrument for measuring the particle number were used. The tests were carried out on routes designed to comply with the requirements and regulations laid down in the European Union legislation. On-road emissions of carbon dioxide, nitrogen oxides and particle number have been determined. Factors have been determined as the multiplication of these compounds for each vehicle category in three phases of the test: urban, rural, and motorway. A new way of assessing emissions from vehicles using new factors has been proposed.

scholarly journals Plume-based analysis of vehicle fleet air pollutant emissions and the contribution from high emitters

2015 ◽  
Vol 8 (3) ◽  
pp. 2881-2912 ◽  
Author(s):  
J. M. Wang ◽  
C.-H. Jeong ◽  
N. Zimmerman ◽  
R. M. Healy ◽  
D. K. Wang ◽  
...  
Keyword(s):  
Carbon Monoxide ◽  
Black Carbon ◽  
Time Resolution ◽  
Real World ◽  
Vehicle Emissions ◽  
Particle Number ◽  
Emission Factors ◽  
Air Pollutant ◽  
Automated Identification ◽  
Vehicle Fleet

Abstract. An automated identification and integration method has been developed to investigate in-use vehicle emissions under real-world conditions. This technique was applied to high time resolution air pollutant measurements of in-use vehicle emissions performed under real-world conditions at a near-road monitoring station in Toronto, Canada during four seasons, through month-long campaigns in 2013–2014. Based on carbon dioxide measurements, over 100 000 vehicle-related plumes were automatically identified and fuel-based emission factors for nitrogen oxides; carbon monoxide; particle number, black carbon; benzene, toluene, ethylbenzene, and xylenes (BTEX); and methanol were determined for each plume. Thus the automated identification enabled the measurement of an unprecedented number of plumes and pollutants over an extended duration. Emission factors for volatile organic compounds were also measured roadside for the first time using a proton transfer reaction time-of-flight mass spectrometer; this instrument provided the time resolution required for the plume capture technique. Mean emission factors were characteristic of the light-duty gasoline dominated vehicle fleet present at the measurement site, with mean black carbon and particle number emission factors of 35 mg kg−1 and 7.7 × 1014 kg−1, respectively. The use of the plume-by-plume analysis enabled isolation of vehicle emissions, and the elucidation of co-emitted pollutants from similar vehicle types, variability of emissions across the fleet, and the relative contribution from heavy emitters. It was found that a small proportion of the fleet (< 25%) contributed significantly to total fleet emissions; 95, 93, 76, and 75% for black carbon, carbon monoxide, BTEX, and particle number, respectively. Emission factors of a single pollutant may help classify a vehicle as a high emitter. However, regulatory strategies to more efficiently target multi-pollutants mixtures may be better developed by considering the co-emitted pollutants as well.

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