scholarly journals Comprehensive Analysis of the Pollutant Characteristics of Gasoline Vehicle Emissions under Different Engine, Fuel, and Test Cycles

Energies ◽  
2022 ◽  
Vol 15 (2) ◽  
pp. 622
Author(s):  
Zongyan Lv ◽  
Lei Yang ◽  
Lin Wu ◽  
Jianfei Peng ◽  
Qijun Zhang ◽  
...  

Vehicle exhaust emissions have seriously affected air quality and human health, and understanding the emission characteristics of vehicle pollutants can promote emission reductions. In this study, a chassis dynamometer was used to study the emission characteristics of the pollutants of two gasoline vehicles (Euro 5 and Euro 6) when using six kinds of fuels. The results show that the two tested vehicles had different engine performance under the same test conditions, which led to a significant difference in their emission characteristics. The fuel consumption and pollutant emission factors of the WLTC cycle were higher than those of the NEDC. The research octane number (RON) and ethanol content of fuels have significant effects on pollutant emissions. For the Euro 5 vehicle, CO and particle number (PN) emissions decreased under the WLTC cycle, and NOx emissions decreased with increasing RONs. For the Euro 6 vehicle, CO and NOx emissions decreased and PN emissions increased with increasing RONs. Compared with traditional gasoline, ethanol gasoline (E10) led to decreases in NOx and PN emissions, and increased CO emissions for the Euro 5 vehicle, while it led to higher PN and NOx emissions and lower CO emissions for the Euro 6 vehicle. In addition, the particulate matter emitted was mainly nucleation-mode particulate matter, accounting for more than 70%. There were two peaks in the particle size distribution, which were about 18 nm and 40 nm, respectively. Finally, compared with ethanol–gasoline, gasoline vehicles with high emission standards (Euro 6) are more suitable for the use of traditional gasoline with a high RON.

2020 ◽  
Author(s):  
Jun Liu ◽  
Dan Tong ◽  
Yixuan Zheng ◽  
Jing Cheng ◽  
Xinying Qin ◽  
...  

Abstract. China is the largest cement producer and consumer in the world. Cement manufacturing is highly energy-intensive, and is one of the major contributors to carbon dioxide (CO2) and air pollutant emissions, which threatens climate mitigation and air quality improvement. In this study, we investigated the decadal changes of carbon dioxide and air pollutant emissions for the period of 1990–2015, based on intensive unit-based information on activity rates, production capacity, operation status, and control technologies, which improved the accuracy of the cement emissions in China. We found that, from 1990 to 2015, accompanied by a 10.9-fold increase in cement production, CO2, SO2, and NOx emissions from China's cement industry increased by 626 %, 59 %, and 658 %, whereas CO, PM2.5 and PM10 emissions decreased by 9 %, 66 %, and 63 %, respectively. In the 1990s, driven by the rapid growth of cement production, CO2 and air pollutant emissions increased constantly. Then, the production technology innovation of replacing traditional shaft kilns with the new precalciner kilns in the 2000s markedly reduced SO2, CO and PM emissions from the cement industry. Since 2010, the growing trend of emissions has been further curbed by a combination of measures, including promoting large-scale precalciner production lines and phasing out small ones, upgrading emission standards, installing low-NOx burners (LNB) and selective noncatalytic reduction (SNCR) to reduce NOx emissions, as well as adopting more advanced particulate matter control technologies. Our study highlighted the effectiveness of advanced technologies on air pollutant emission control, however, CO2 emissions from China's cement industry kept growing throughout the period, posing challenges to future carbon emission mitigation in China.


Author(s):  
Samiddha Palit ◽  
Bijan Kumar Mandal ◽  
Sudip Ghosh ◽  
Arup Jyoti Bhowal

Fast depletion of the conventional petroleum-based fossil fuel reserves and the detrimental effects of the pollutant emissions associated with the combustion of these fuels in internal combustion (IC) engines propelled the exploration and development of alternative fuels for internal combustion engines. Biodiesel has been identified as one of the most promising alternative fuels for IC engines. This paper discusses about the advantages and disadvantages of biodiesel vis-a-vis the conventional petro-diesel and presents the energetic performances and emission characteristics of CI engine using biodiesel and biodiesel-petrodiesel blends as fuels. An overview of the current research works carried out by several researchers has been presented in brief. A review of the performance analysis suggests that biodiesel and its blends with conventional diesel have comparable brake thermal efficiencies. The energy balance studies show that biodiesel returns more than 3 units of energy for each unit used in its production. However, the brake specific fuel consumption increases by about 9–14% compared to diesel fuel. But, considerable improvement in environmental performance is obtained using biodiesel. There is significant reduction in the emissions of unburned hydrocarbons, polyaromatic hydrocarbons (PAHs), soot, particulates, carbon monoxide, carbon dioxide and sulphur dioxide with biodiesel. But the NOx emission is more with biodiesel compared to diesel. A case study with Jatropha biodiesel as fuel and the current development status, both global and Indian, of biodiesel as a CI engine fuel have been included in the paper.


Author(s):  
Katam Ganesh Babu ◽  
A. Veeresh Babu ◽  
K. Madhu Murthy

Day to day increasing vehicles usage for human activities is caused to accumulate greenhouse emissions into the environment. The biodiesel is a best alternative fuel to run diesel engines. But its lower Calorific value and higher NOx emissions makes the consumer should compromise with engine performance and emission characteristics. As we know, that the use of additives to improve engine Combustion and emissions are caused to increase the fuel cost due to the higher cost of additives. The biodiesel conversion process of third generation biodiesel is costlier and required technological advancements for qualitative fuel. In the present work, the author used mixed culture micro algal particles in Coconut biodiesel (CCNME+AP) to improve engine characteristics. The Brake Thermal Efficiency (BTE) was enhanced, and the NOx emissions were less due to the absorption of heat in the Combustion chamber, it led to cool combustion phenomena with the Algal particles contained Coconut Biodiesel (CCNME+AP).


Author(s):  
K. K. Botros ◽  
L. Siarkowski ◽  
S. Barss ◽  
R. Manabat

The Environmental Protection Agency (EPA) publishes emissions factors for gas turbines in its Compilation of Air Pollutant Emission Factors, “Volume I Stationary Point and Area Sources, Publication No. AP-42”. This document uses an emissions factor (EF) which is a representative value that attempts to relate the quantity of a pollutant released to the atmosphere with an activity associated with the release of that pollutant. For natural gas-fired gas turbines, EPA NOx (nitrogen oxides) emissions factors are usually expressed as the weight of pollutant per unit fuel volume burned or its equivalent heating value (e.g. kg/m3 or kg/GJ). In most cases, these factors are simply averages of available data, and are generally assumed to be representative of long-term averages for all facilities in the source category. Additionally, AP-42 specifies two EFs depending on the engine load being above or below 80% of rated power. In this paper, NOx emissions tests were conducted on four gas turbines. The first two were non dry low emissions (non-DLE) General Electric engines (LM1600), one in Alberta and the other in Ontario, with significant elevation difference. The other two were Rolls-Royce (R-R) engines; one DLE (RB211-24G) while the other is a non-DLE (RB211-24C), both in Alberta at the same elevation. These tests were conducted at different ambient temperatures varying from −7°C to +28°C using Continuous Emissions Monitoring (CEM) emissions samples based on EPA Method 7E standard. Predictive Emission Monitoring (PEM) systems were also developed based on these and previous testing, and predictions are compared to measured data. The difference between NOx emissions from these four engines at different loads (minimum to maximum) and different ambient conditions are presented and compared. A comparison with AP-42 emissions factors is presented and discussed. It was found that the elevation difference between the two LM1600 engines makes a significant difference in NOx emissions. Additionally, the emissions from the DLE engine when it is operating out of the DLE mode (at low loads) emits higher NOx than a non-DLE engine at the same load and ambient conditions.


2010 ◽  
Vol 24 (15n16) ◽  
pp. 2844-2849 ◽  
Author(s):  
SEUNG-HUN CHOI ◽  
YOUNG-TAIG OH

Potential possibility of the butyl ether (BE, oxygenates of di-ether group) was analyzed as an additives for a naturally aspirated direct injection diesel engine fuel. Engine performance and exhaust emission characteristics were analyzed by applying the commercial diesel fuel and oxygenates additives blended diesel fuels. Smoke emission decreased approximately 26% by applying the blended fuel (diesel fuel 80 vol-% + BE 20vol-%) at the engine speed of 25,000 rpm and with full engine load compared to the diesel fuel. There was none significant difference between the blended fuel and the diesel fuel on the power, torque, and brake specific energy consumption rate of the diesel engine. But, NOx emission from the blended fuel was higher than the commercial diesel fuel. As a counter plan, the EGR method was employed to reduce the NOx . Simultaneous reduction of the smoke and the NOx emission from the diesel engine was achieved by applying the BE blended fuel and the cooled EGR method.


Aerospace ◽  
2021 ◽  
Vol 8 (1) ◽  
pp. 11
Author(s):  
André A. V. Perpignan ◽  
Stella Grazia Tomasello ◽  
Arvind Gangoli Rao

Future energy and transport scenarios will still rely on gas turbines for energy conversion and propulsion. Gas turbines will play a major role in energy transition and therefore gas turbine performance should be improved, and their pollutant emissions decreased. Consequently, designers must have accurate performance and emission prediction tools. Usually, pollutant emission prediction is limited to the combustion chamber as the composition at its outlet is considered to be “chemically frozen”. However, this assumption is not necessarily valid, especially with the increasing turbine inlet temperatures and operating pressures that benefit engine performance. In this work, Computational Fluid Dynamics (CFD) and Chemical Reactor Network (CRN) simulations were performed to analyse the progress of NOx and CO species through the high-pressure turbine stator. Simulations considering turbulence-chemistry interaction were performed and compared with the finite-rate chemistry approach. The results show that progression of some relevant reactions continues to take place within the turbine stator. For an estimated cruise condition, both NO and CO concentrations are predicted to increase along the stator, while for the take-off condition, NO increases and CO decreases within the stator vanes. Reaction rates and concentrations are correlated with the flow structure for the cruise condition, especially in the near-wall flow field and the blade wakes. However, at the higher operating pressure and temperature encountered during take-off, reactions seem to be dependent on the residence time rather than on the flow structures. The inclusion of turbulence-chemistry interaction significantly changes the results, while heat transfer on the blade walls is shown to have minor effects.


Author(s):  
Jesus Ortiz-Carretero ◽  
Alejandro Castillo Pardo ◽  
Ioannis Goulos ◽  
Vassilios Pachidis

It is anticipated that the contribution of rotorcraft activities to the environmental impact of civil aviation will increase in the future. Due to their versatility and robustness, helicopters are often operated in harsh environments with extreme ambient conditions. These severe conditions not only affect the performance of the engine but also affect the aerodynamics of the rotorcraft. This impact is reflected in the fuel burn and pollutants emitted by the rotorcraft during a mission. The aim of this paper is to introduce an exhaustive methodology to quantify the influence adverse environment conditions have in the mission fuel consumption and the associated emissions of nitrogen oxides (NOx). An emergency medical service (EMS) and a search and rescue (SAR) mission are used as case studies to simulate the effects of extreme temperatures, high altitude, and compressor degradation on a representative twin-engine medium (TEM) weight helicopter, the Sikorsky UH-60A Black Hawk. A simulation tool for helicopter mission performance analysis developed and validated at Cranfield University was employed. This software comprises different modules that enable the analysis of helicopter flight dynamics, powerplant performance, and exhaust emissions over a user-defined flight path profile. For the validation of the models implemented, extensive comparisons with experimental data are presented throughout for rotorcraft and engine performance as well as NOx emissions. Reductions as high as 12% and 40% in mission fuel and NOx emissions, respectively, were observed for the “high and cold” scenario simulated at the SAR role relative to the same mission trajectory under standard conditions.


2021 ◽  
Vol 268 ◽  
pp. 01030
Author(s):  
Zhicheng Ma ◽  
Tieqiang Fu ◽  
Yuwei Wang ◽  
Wei Zhao ◽  
Luowei Zhang

The idling distribution characteristics of NEDC, WLTC and CLTC conditions were analyzed, and the exhaust emissions and fuel consumption of three light gasoline vehicles when the idling start-stop function was turned on and off under different cycle conditions were measured. The effects of idling start-stop function on light vehicle fuel consumption and emissions under different cycle conditions were analyzed. The results show that the vehicle fuel saving rate of the idling start-stop function in three cycle conditions is WLTC, NEDC and CLTC conditions from low to high. The idling start-stop function has little effect on vehicle gaseous pollutant emissions. On the whole, the the activation of idling start-stop function increases the THC and CO emissions and reduces NOx emissions.


Author(s):  
Max K. Edney ◽  
Joseph S. Lamb ◽  
Matteo Spanu ◽  
Emily F. Smith ◽  
Elisabeth Steer ◽  
...  

<p>Clean and efficient internal combustion engine performance will play a significant role in the move to a decarbonized energy system. Currently, fuel deposit formation on engine components negatively impacts CO2 and pollutant emissions, where previous attempts at deposit characterization afforded non-diagnostic chemical assignments. Here, we uncover the identity and 3D spatial distribution of molecular species from gasoline, diesel injector and filter deposits with the 3D OrbiSIMS technique. Alkylbenzyl sulfonates, derived from lubricant oil contamination in the engine fuel cycle, were common to samples, we evidence transformation of the native sulfonate to longer chain species by reaction with fuel fragments in the gasoline deposit. Inorganic salts, identified in both diesel deposits, were prevalent throughout the injector deposits depth. We identified common polycyclic aromatic hydrocarbons up to C66H20, these were prevalent in the gasoline deposits lower depths. This work will enable deposit mitigation by unravelling their chemical composition, spatial distribution, and origins.</p>


2011 ◽  
Vol 80-81 ◽  
pp. 1128-1132
Author(s):  
Zhong Gen Su ◽  
Jiang Qi Long

This paper designs an electronic control EGR system used in diesel engine and researches the influence of different EGR rate on engine economy and the emission characteristics of the 13- modes cycle. The results show that the specific fuel consumption of the test engine rises at different degrees after using electronically controlled EGR technology, especially in high load areas; NOx emissions have a more significant decline and particles increase to a certain extent; Overall, however, emissions of HC do not nearly change; CO emissions are closely related to EGR rate.


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