Emission factors of black carbon and co-pollutants from diesel vehicles in Mexico City

Science.gov (United States)

Zavala, Miguel; Molina, Luisa T.; Yacovitch, Tara I.; Fortner, Edward C.; Roscioli, Joseph R.; Floerchinger, Cody; Herndon, Scott C.; Kolb, Charles E.; Knighton, Walter B.; Paramo, Victor Hugo; Zirath, Sergio; Mejía, José Antonio; Jazcilevich, Aron

2017-12-01

Diesel-powered vehicles are intensively used in urban areas for transporting goods and people but can substantially contribute to high emissions of black carbon (BC), organic carbon (OC), and other gaseous pollutants. Strategies aimed at controlling mobile emissions sources thus have the potential to improve air quality and help mitigate the impacts of air pollutants on climate, ecosystems, and human health. However, in developing countries there are limited data on the BC and OC emission characteristics of diesel-powered vehicles, and thus there are large uncertainties in the estimation of the emission contributions from these sources. We measured BC, OC, and other inorganic components of fine particulate matter (PM), as well as carbon monoxide (CO), nitrogen oxides (NOx), sulfur dioxide (SO2), ethane, acetylene, benzene, toluene, and C2-benzenes under real-world driving conditions for 20 diesel-powered vehicles encompassing multiple emission level technologies in Mexico City with the chasing technique using the Aerodyne mobile laboratory. Average BC emission factors ranged from 0.41-2.48 g kg-1 of fuel depending on vehicle type. The vehicles were also simultaneously measured using the cross-road remote sensing technique to obtain the emission factors of nitrogen oxide (NO), CO, total hydrocarbons, and fine PM, thus allowing for the intercomparison of the results from the two techniques. There is overall good agreement between the two techniques and both can identify high and low emitters, but substantial differences were found in some of the vehicles, probably due to the ability of the chasing technique to capture a larger diversity of driving conditions in comparison to the remote sensing technique. A comparison of the results with the US EPA MOVES2014b model showed that the model underestimates CO, OC, and selected VOC species, whereas there is better agreement for NOx and BC. Larger OC / BC ratios were found in comparison to ratios measured in California using

Emission factors of black carbon and co-pollutants from diesel vehicles in Mexico City

Directory of Open Access Journals (Sweden)

M. Zavala

2017-12-01

Full Text Available Diesel-powered vehicles are intensively used in urban areas for transporting goods and people but can substantially contribute to high emissions of black carbon (BC, organic carbon (OC, and other gaseous pollutants. Strategies aimed at controlling mobile emissions sources thus have the potential to improve air quality and help mitigate the impacts of air pollutants on climate, ecosystems, and human health. However, in developing countries there are limited data on the BC and OC emission characteristics of diesel-powered vehicles, and thus there are large uncertainties in the estimation of the emission contributions from these sources. We measured BC, OC, and other inorganic components of fine particulate matter (PM, as well as carbon monoxide (CO, nitrogen oxides (NOx, sulfur dioxide (SO2, ethane, acetylene, benzene, toluene, and C2-benzenes under real-world driving conditions for 20 diesel-powered vehicles encompassing multiple emission level technologies in Mexico City with the chasing technique using the Aerodyne mobile laboratory. Average BC emission factors ranged from 0.41–2.48 g kg−1 of fuel depending on vehicle type. The vehicles were also simultaneously measured using the cross-road remote sensing technique to obtain the emission factors of nitrogen oxide (NO, CO, total hydrocarbons, and fine PM, thus allowing for the intercomparison of the results from the two techniques. There is overall good agreement between the two techniques and both can identify high and low emitters, but substantial differences were found in some of the vehicles, probably due to the ability of the chasing technique to capture a larger diversity of driving conditions in comparison to the remote sensing technique. A comparison of the results with the US EPA MOVES2014b model showed that the model underestimates CO, OC, and selected VOC species, whereas there is better agreement for NOx and BC. Larger OC / BC ratios were found in comparison to ratios

Final Rule for Control of Air Pollution From New Motor Vehicles and New Motor Vehicle Engines; Non-Conformance Penalties for 2004 and later Model Year Emission Standards for Heavy-Duty Diesel Engines and Heavy-Duty Diesel Vehicles

Science.gov (United States)

Final Rule for Control of Air Pollution From New Motor Vehicles and New Motor Vehicle Engines; Non-Conformance Penalties for 2004 and later Model Year Emission Standards for Heavy-Duty Diesel Engines and Heavy-Duty Diesel Vehicles

Emissions from Medium-Duty Conventional and Diesel-Electric Hybrid Vehicles; NREL (National Renewable Energy Laboratory)

Energy Technology Data Exchange (ETDEWEB)

Ragatz, A.; Duran, A.; Thornton, M.; Walkowicz, K.

2014-04-02

This presentation discusses the results of emissions testing for medium-duty conventional and diesel-electric hybrid vehicles. Testing was based on a field evaluation approach that utilized the Fleet DNA drive cycle database and NREL’s Renewable Fuels and Lubricants (ReFUEL) Laboratory chassis dynamometer. Vehicles tested included parcel delivery (Class 6 step vans), beverage delivery (Class 8 tractors), and parcel delivery (Class 7 box trucks) vehicles, all with intended service class medium/heavy heavy-duty diesel (MHDD).
Results for fuel economy and tailpipe NOx emissions included: diesel hybrid electric vehicles showed an average fuel economy advantage on identified test cycles: Class 6 Step Vans: 26%; Class 7 Box Trucks: 24.7%; Class 8 Tractors: 17.3%. Vehicle miles traveled is an important factor in determining total petroleum and CO2 displacement. Higher NOx emissions were observed over some test cycles: highly drive cycle dependent; engine-out differences may result from different engine operating point; and selective catalyst reduction temperature may play a role, but does not explain the whole story.

Emission rates of regulated pollutants from on-road heavy-duty diesel vehicles

Science.gov (United States)

Shah, Sandip D.; Johnson, Kent C.; Wayne Miller, J.; Cocker, David R.

Emissions from heavy-duty diesel (HDD) vehicles are affected by many factors. Changes in engine technology, operating mode, fuel properties, vehicle speed and ambient conditions can have significant effects on emission rates of regulated species. This paper presents the results of on-road emissions testing of 11 HDD vehicles (model years 1996-2000) over the ARB Four Phase driving schedule and the urban dynamometer driving schedule (UDDS). Emission rates were found to be highly dependent on vehicle operating mode. Per mile NO x emission rates for vehicle operation at low speeds, in simulated congested traffic, were three times higher per mile emissions then while cruising on the freeway. Comparisons of NO x emission factors to EMFAC baseline emission factors were within 5-40% for vehicles of various model years tested over the UDDS. A comparison of NO x emission factors for a weighted average of the ARB four phase driving schedule yielded values within 17-57% of EMFAC values. Generally, particulate matter (PM) emission rates were lower than EMFAC values.

A PEMS study of the emissions of gaseous pollutants and ultrafine particles from gasoline- and diesel-fueled vehicles

Science.gov (United States)

Huang, Cheng; Lou, Diming; Hu, Zhiyuan; Feng, Qian; Chen, Yiran; Chen, Changhong; Tan, Piqiang; Yao, Di

2013-10-01

On-road emission measurements of gasoline- and diesel-fueled vehicles were conducted by a portable emission measurement system (PEMS) in Shanghai, China. Horiba OBS 2200 and TSI EEPS 3090 were employed to detect gaseous and ultrafine particle emissions during the tests. The driving-based emission factors of gaseous pollutants and particle mass and number were obtained on various road types. The average NOx emission factors of the diesel bus, diesel car, and gasoline car were 8.86, 0.68, and 0.17 g km-1, all of which were in excess of their emission limits. The particle number emission factors were 7.06 × 1014, 6.08 × 1014, and 1.57 × 1014 km-1, generally higher than the results for similar vehicle types reported in the previous studies. The size distributions of the particles emitted from the diesel vehicles were mainly concentrated in the accumulation mode, while those emitted from the gasoline car were mainly distributed in the nucleation mode. Both gaseous and particle emission rates exhibit significant correlations with the change in vehicle speed and power demand. The lowest emission rates for each vehicle type were produced during idling. The highest emission rates for each vehicle type were generally found in high-VSP bins. The particle number emission rates of the gasoline car show the strongest growth trend with increasing VSP and speed. The particle number emission for the gasoline car increased by 3 orders of magnitude from idling to the highest VSP and driving speed conditions. High engine power caused by aggressive driving or heavy loads is the main contributor to high emissions for these vehicles in real-world situations.

Black carbon emissions from diesel sources in Russia. Final report

Energy Technology Data Exchange (ETDEWEB)

Kholod, Nazar [Pacific Northwest National Lab. (PNNL), Richland, WA (United States); Evans, Meredydd [Pacific Northwest National Lab. (PNNL), Richland, WA (United States)

2016-08-31

This report presents a detailed inventory of Russian BC emissions from diesel sources. Drawing on a complete Russian vehicle registry with detailed information about vehicle types and emission standards, this report analyzes BC emissions from diesel on-road vehicles. On-road diesel vehicles emitted 21 Gg of BC in 2014: heavy-duty trucks account for 60% of the on-road BC emissions, while cars represent only 5% (light commercial vehicles and buses account for the remainder). Using Russian activity data and fuel-based emission factors, the report also presents BC emissions from diesel locomotives and ships, off-road engines in industry, construction and agriculture, and generators. The total emissions from diesel sources in Russia are estimated to be 49 Gg of BC in 2014.

NOx Emissions from Diesel Passenger Cars Worsen with Age.

Science.gov (United States)

Chen, Yuche; Borken-Kleefeld, Jens

2016-04-05

Commonly, the NOx emissions rates of diesel vehicles have been assumed to remain stable over the vehicle's lifetime. However, there have been hardly any representative long-term emission measurements. Here we present real-driving emissions of diesel cars and light commercial vehicles sampled on-road over 15 years in Zurich/Switzerland. Results suggest deterioration of NOx unit emissions for Euro 2 and Euro 3 diesel technologies, while Euro 1 and Euro 4 technologies seem to be stable. We can exclude a significant influence of high-emitting vehicles. NOx emissions from all cars and light commercial vehicles in European emission inventories increase by 5-10% accounting for the observed deterioration, depending on the country and its share of diesel cars. We suggest monitoring the stability of emission controls particularly for high-mileage light commercial as well as heavy-duty vehicles.

Emissions from US waste collection vehicles

International Nuclear Information System (INIS)

Maimoun, Mousa A.; Reinhart, Debra R.; Gammoh, Fatina T.; McCauley Bush, Pamela

2013-01-01

Highlights: ► Life-cycle emissions for alternative fuel technologies. ► Fuel consumption of alternative fuels for waste collection vehicles. ► Actual driving cycle of waste collection vehicles. ► Diesel-fueled waste collection vehicle emissions. - Abstract: This research is an in-depth environmental analysis of potential alternative fuel technologies for waste collection vehicles. Life-cycle emissions, cost, fuel and energy consumption were evaluated for a wide range of fossil and bio-fuel technologies. Emission factors were calculated for a typical waste collection driving cycle as well as constant speed. In brief, natural gas waste collection vehicles (compressed and liquid) fueled with North-American natural gas had 6–10% higher well-to-wheel (WTW) greenhouse gas (GHG) emissions relative to diesel-fueled vehicles; however the pump-to-wheel (PTW) GHG emissions of natural gas waste collection vehicles averaged 6% less than diesel-fueled vehicles. Landfill gas had about 80% lower WTW GHG emissions relative to diesel. Biodiesel waste collection vehicles had between 12% and 75% lower WTW GHG emissions relative to diesel depending on the fuel source and the blend. In 2011, natural gas waste collection vehicles had the lowest fuel cost per collection vehicle kilometer travel. Finally, the actual driving cycle of waste collection vehicles consists of repetitive stops and starts during waste collection; this generates more emissions than constant speed driving

Application of a Biodegradable Lubricant in a Diesel Vehicle

DEFF Research Database (Denmark)

Schramm, Jesper

2003-01-01

The IEA Advanced Motor Fuels Agreement has initiated this project concerning the application of biodegradable lubricants to diesel and gasoline type vehicles. Emission measurements on a chassis dynamometer were carried out. The purpose of these measurements was to compare the emissions of CO, CO2......, NOx, THC, PM, lubricant-SOF and PAH from one diesel and one gasoline type vehicle using biodegradable lubricants and conventional lubricants. This paper describes the results of the experiments with the diesel type vehicle only. Lubricant consumption and fuel consumption are other important parameters...... that have been evaluated during the experiments. Both vehicle types were operated on conventional crude oil based fuels and alternative fuels. The diesel vehicle was operated on conventional diesel fuel from a Danish fuel station, low sulfur diesel from Sweden and biodiesel, which was bought at a fuel...

Chassis dynamometer study of emissions from 21 in-use heavy-duty diesel vehicles

International Nuclear Information System (INIS)

Yanowitz, J.; Graboski, M.S.; Ryan, L.B.A.; Alleman, T.L.; McCormick, R.L.

1999-01-01

Regulated emissions from 21 in-use heavy-duty diesel vehicles were measured on a heavy-duty chassis dynamometer via three driving cycles using a low-sulfur diesel fuel. Emissions of particulate matter (PM), nitrogen oxides (NO x ), carbon monoxide (CO), total hydrocarbon (THC), and PM sulfate fraction were measured. For hot start tests, emissions ranged from 0.30 to 7.43 g/mi (mean 1.96) for PM; 4.15--54.0 g/mi (mean 23.3) for NO x ; 2.09--86.2 g/mi (mean 19.5) for CO; and 0.25--8.25 g/mi (mean 1.70) for THC. When emissions are converted to a g/gal basis, the effect of driving cycle is eliminated for NO x and largely eliminated for PM. Sulfate comprised less than 1% of the emitted PM for all vehicles and test cycles. A strong correlation is observed between emissions of CO and PM. Cold starting at 77 F produced an 11% increase in PM emissions. Multivariate regression analyses indicate that in-use PM emissions have decreased at a slower rate than anticipated based on the stricter engine certification test standards put into effect since 1985. NO x emissions do not decrease with model year for the vehicles tested here. Smoke opacity measurements are not well correlated with mass emissions of regulated pollutants

Characterization of particle bound organic carbon from diesel vehicles equipped with advanced emission control technologies.

Science.gov (United States)

Pakbin, Payam; Ning, Zhi; Schauer, James J; Sioutas, Constantinos

2009-07-01

A chassis dynamometer study was carried out by the University of Southern California in collaboration with the Air Resources Board (CARB) to investigate the physical, chemical, and toxicological characteristics of diesel emissions of particulate matter (PM) from heavy-duty vehicles. These heavy-duty diesel vehicles (HDDV) were equipped with advanced emission control technologies, designed to meet CARB retrofit regulations. A HDDV without any emission control devices was used as the baseline vehicle. Three advanced emission control technologies; continuously regenerating technology (CRT), zeolite- and vanadium-based selective catalytic reduction technologies (Z-SCRT and V-SCRT), were tested under transient (UDDS) (1) and cruise (80 kmph) driving cycles to simulate real-world driving conditions. This paper focuses on the characterization of the particle bound organic species from the vehicle exhaust. Physical and chemical properties of PM emissions have been reported by Biswas et al. Atmos. Environ. 2008, 42, 5622-5634) and Hu et al. (Atmos. Environ. 2008, submitted) Significant reductions in the emission factors (microg/mile) of particle bound organic compounds were observed in HDDV equipped with advanced emission control technologies. V-SCRT and Z-SCRT effectively reduced PAHs, hopanes and steranes, n-alkanes and acids by more than 99%, and often to levels below detection limits for both cruise and UDDS cycles. The CRT technology also showed similar reductions with SCRT for medium and high molecular weight PAHs, acids, but with slightly lower removal efficiencies for other organic compounds. Ratios of particle bound organics-to-OC mass (microg/g) from the baseline exhaust were compared with their respective ratios in diesel fuel and lubricating oil, which revealed that hopanes and steranes originate from lubricating oil, whereas PAHs can either form during the combustion process or originate from diesel fuel itself. With the introduction of emission control

Emissions from Diesel and Gasoline Vehicles Fuelled by Fischer-Tropsch Fuels and Similar Fuels

DEFF Research Database (Denmark)

Larsen, Ulrik; Lundorff, Peter; Ivarsson, Anders

2007-01-01

The described investigation was carried out under the umbrella of IEA Advanced Motor Fuels Agreement. The purpose was to evaluate the emissions of carbon monoxide (CO), unburned hydrocarbons (HC), nitrogen oxides (NOx), particulate matter (PM) and polycyclic aromatic hydrocarbons (PAH) from...... vehicles fuelled by Fischer Tropsch (FT) based diesel and gasoline fuel, compared to the emissions from ordinary diesel and gasoline. The comparison for diesel fuels was based on a literature review, whereas the gasoline comparison had to be based on our own experiments, since almost no references were...... found in this field. In this context measurement according to the Federal Test Procedure (FTP) and the New European Driving Cycle (NEDC) were carried out on a chassis dynamometer with a directly injected gasoline vehicle. Experiments were carried out with a reference fuel, a fuel based 70% on FT...

Diesel vehicles and sustainable mobility in the U.S

International Nuclear Information System (INIS)

Wallington, T.J.; Lambert, C.K.; Ruona, W.C.

2013-01-01

Concerns regarding global warming and energy security have increased the importance of decreasing emissions of CO 2 from vehicles. Diesel vehicles have higher fuel economy and lower CO 2 emissions than their gasoline counterparts. On a well-to-wheels per vehicle per km basis it has been estimated that diesel light-duty vehicles in 2015 will emit 14–27% less CO 2 than their gasoline counterparts. We estimate here that on a gCO 2 /kWh at peak torque, diesel medium-duty vehicles currently have an approximately 10% CO 2 advantage over their gasoline counterparts. At light and moderate loads the CO 2 advantage for medium-duty diesels with SCR after-treatment will be greater than 10% (reflecting pumping losses when gasoline engines are operated at low and moderate loads). Emission of NO x , HCs, and PM from diesel (and gasoline) vehicles has decreased substantially over the past decade and further reductions are anticipated in the future. In addition to the heavy-duty segment, which diesels currently dominate, modern diesel engines are likely to continue to play an important role in the medium-duty segment, and perhaps also in the light-duty segment in a transition to more sustainable mobility. - Highlights: ► This paper is part of a special issue on diesels organized by Lee Schipper. ► The paper provides an overview of advanced diesel technology from a U.S. perspective. ► Modern diesel engines are likely to contribute to a transition to more sustainable mobility

Cleaning the Diesel Engine Emissions

DEFF Research Database (Denmark)

Christensen, Thomas Budde

This paper examines how technologies for cleaning of diesel emission from road vehicles can be supported by facilitating a technology push in the Danish automotive emission control industry. The European commission is at present preparing legislation for the euro 5 emission standard (to be enforced...... in 2010). The standard is expected to include an 80% reduction of the maximum particulate emissions from diesel cars. The fulfillment of this requirement entails development and production of particulate filters for diesel cars and trucks. Theoretically the paper suggests a rethinking of public industry...

Dazzled by diesel? The impact on carbon dioxide emissions of the shift to diesels in Europe through 2009

International Nuclear Information System (INIS)

Schipper, Lee; Fulton, Lew

2013-01-01

This paper identifies trends in new gasoline and diesel passenger car characteristics in the European Union between 1995 and 2009. By 2009 diesels had captured over 55% of the new vehicle market. While the diesel version of a given car model may have as much as 35% lower fuel use/km and 25% lower CO 2 emissions than its gasoline equivalent, diesel buyers have chosen increasingly large and more powerful cars than the gasoline market. As a result, new diesels bought in 2009 had only 2% lower average CO 2 emissions than new gasoline cars, a smaller advantage than in 1995. A Laspeyres decomposition investigates which factors were important contributors to the observed emission reductions and which factors offset savings in other areas. More than 95% of the reduction in CO 2 emissions per km from new vehicles arose because both diesel and gasoline new vehicle emissions/km fell, and only 5% arose because of the shift from gasoline to diesel technology. Increases in vehicle mass and power for both gasoline and diesel absorbed much of the technological efficiency improvements offered by both technologies. We also observe changes in the gasoline and diesel fleets in eight EU countries and find changes in fuel and emissions intensities consistent with the changes in new vehicles reported. While diesel cars continue to be driven far farther than gasoline cars, we attribute only some of this difference to a “rebound effect”. We conclude that while diesel technology has permitted significant fuel savings, the switch from gasoline to diesel in the new vehicle market contributed little itself to the observed reductions in CO 2 emissions from new vehicles. - Highlights: ► By 2009 diesels had captured over 55% of the new car market in the EU. ► New diesels in 2009 emitted only 2% lower average CO 2 than new gasoline cars. ► Diesel cars continue to be driven farther than gasoline cars. ► Overall there has been little net CO 2 reduction from the switch to diesels in

75 FR 68448 - Revisions to In-Use Testing for Heavy-Duty Diesel Engines and Vehicles; Emissions Measurement and...

Science.gov (United States)

2010-11-08

... later model year vehicles when operated under a wide range of real world driving conditions.\\1\\ The... diesel engines (through the Engine Manufacturers Association (EMA)) to develop ``data driven'' emission... Vehicles; Emissions Measurement and Instrumentation; Not-to-Exceed Emission Standards; and Technical...

Emission reduction in diesel hybrid commercial vehicles; Emissionsreduzierung bei NFZ mit Dieselhybridantrieb

Energy Technology Data Exchange (ETDEWEB)

Kuberczyk, Raffael; Koehler, Jochen; Blattner, Stefan [ZF Friedrichshafen AG, Friedrichshafen (Germany)

2013-03-01

As far as the commercial vehicle driveline is concerned, today's formidable challenges are combined with an equally compelling need for action - all geared to the aim of meeting stringent emissions standards which reduce fuel consumption and emissions. At the same time the costs for sophisticated new exhaust emissions systems should be reduced. In the following, engineers from ZF Friedrichshafen AG illustrate the advantages offered by diesel hybrid trucks - and why a comprehensive analysis of all saving potentials is required to meet the ambitious targets. (orig.)

Will Aerosol Hygroscopicity Change with Biodiesel, Renewable Diesel Fuels and Emission Control Technologies?

Science.gov (United States)

Vu, Diep; Short, Daniel; Karavalakis, Georgios; Durbin, Thomas D; Asa-Awuku, Akua

2017-02-07

The use of biodiesel and renewable diesel fuels in compression ignition engines and aftertreatment technologies may affect vehicle exhaust emissions. In this study two 2012 light-duty vehicles equipped with direct injection diesel engines, diesel oxidation catalyst (DOC), diesel particulate filter (DPF), and selective catalytic reduction (SCR) were tested on a chassis dynamometer. One vehicle was tested over the Federal Test Procedure (FTP) cycle on seven biodiesel and renewable diesel fuel blends. Both vehicles were exercised over double Environmental Protection Agency (EPA) Highway fuel economy test (HWFET) cycles on ultralow sulfur diesel (ULSD) and a soy-based biodiesel blend to investigate the aerosol hygroscopicity during the regeneration of the DPF. Overall, the apparent hygroscopicity of emissions during nonregeneration events is consistently low (κ diesel vehicles. As such, the contribution of regeneration emissions from a growing fleet of diesel vehicles will be important.

Investigating the impact of in-vehicle transients on diesel soot emissions

Directory of Open Access Journals (Sweden)

Filipi Zoran

2008-01-01

Full Text Available This paper describes development of a test cell setup for concurrent running of a real engine and a simulation of the vehicle system, and its use for investigating highly-dynamic engine-in-vehicle operation and its effect on diesel engine emissions. Running an engine in the test cell under conditions experienced in the vehicle enables acquiring detailed insight into dynamic interactions between power train sub-systems, and the impact of it on fuel consumption and transient emissions. This type of data may otherwise be difficult and extremely costly to obtain from a vehicle prototype test. In particular, engine system response during critical transients and the effect of transient excursions on emissions are investigated using advanced, fast-response test instrumentation and emissions analyzers. Main enablers of the work include the highly dynamic AC electric dynamometer with the accompanying computerized control system and the computationally efficient simulation of the driveline/vehicle system. The latter is developed through systematic energy-based proper modeling that tailors the virtual model to capture critical powertrain transients while running in real time. Coupling the real engine with the virtual driveline/vehicle offers a chance to easily modify vehicle parameters, and even study different power train configurations. In particular, the paper describes the engine-in-the-loop study of a V-8, 6l engine coupled to a virtual 4´4 off road vehicle. This engine is considered as a high-performance option for this truck and the real prototype of the complete vehicle does not exist yet. The results shed light on critical transients in a conventional powertrain and their effect on NOx and soot emissions. Measurements demonstrate very large spikes of particulate concentration at the initiation of vehicle acceleration events. Characterization of transients and their effect on particulate emission provides a basis for devising engine-level or

Volatile organic compounds emissions from gasoline and diesel powered vehicle

Energy Technology Data Exchange (ETDEWEB)

Mugica, V [Universidad Autonoma Metropolitana, Mexico, D.F. (Mexico); Vega, E; Sanchez, G; Reyes, E; Arriaga, J. L [Instituto Mexicano del Petroleo, Mexico, D.F. (Mexico); Chow, J; Watson, J; Egami, R [Desert Research Institute, Reno, NV (United States)

2001-01-01

In this research, volatile organic compound emissions were characterized from gasoline and diesel vehicles. Sampling campaigns in the Metropolitan Area of Mexico City were designed and carried out in tunnels, crossroads, and truck and bus terminals. The samples were analyzed with gas chromatography getting more than 250 different compounds, being more or less 60 of them the 80% of all the emissions. The most abundant are the two carbon compounds, as a result of the combustion, and compounds related to fuels compositions, like isopentane, xylenes, toluene among others. The profiles obtained in tunnels and crossroads were very similar with the exception of the 3 and 4 carbon compounds, which were found in bigger proportion in the profiles at crossroads. This may probably be due to the blend with the ambient air. The profiles corresponding to trucks and buses have a smaller content of two carbon compounds and a bigger content of xylenes, toluene and ethylbenzene. The variations in the proportions of the compounds allow differentiating the profiles of vehicles using gasoline and diesel. [Spanish] En este trabajo se caracterizaron las emisiones de compuestos organicos volatiles provenientes de vehiculos a gasolina y a diesel. Para ello, se disenaron diversas campanas de muestreo en la zona Metropolitana de la Ciudad de Mexico, en tuneles, cruceros y estaciones de camiones de carga y autobuses. Las muestras se analizaron con cromatografia, de gases obteniendose mas de 250 compuestos distintos, de los cuales aproximadamente 60 corresponden a mas del 80% de las emisiones. Los compuestos mas abundantes son los de dos carbonos, resultado de la combustion, y 4 carbonos que se encontraron en mayor proporcion en los perfiles de cruceros, lo cual se debe probablemente a la mezcla con el aire ambiente. Los perfiles correspondientes a camiones de carga y autobuses tienen un menor contenido de compuestos de dos carbonos y un mayor contenido de xilenos, tolueno y etilbenceno. Estas

Gaseous nitrous acid (HONO) and nitrogen oxides (NOx) emission from gasoline and diesel vehicles under real-world driving test cycles.

Science.gov (United States)

Trinh, Ha T; Imanishi, Katsuma; Morikawa, Tazuko; Hagino, Hiroyuki; Takenaka, Norimichi

2017-04-01

Reactive nitrogen species emission from the exhausts of gasoline and diesel vehicles, including nitrogen oxides (NO x ) and nitrous acid (HONO), contributes as a significant source of photochemical oxidant precursors in the ambient air. Multiple laboratory and on-road exhaust measurements have been performed to estimate the NO x emission factors from various vehicles and their contribution to atmospheric pollution. Meanwhile, HONO emission from vehicle exhaust has been under-measured despite the fact that HONO can contribute up to 60% of the total hydroxyl budget during daytime and its formation pathway is not fully understood. A profound traffic-induced HONO to NO x ratio of 0.8%, established by Kurtenbach et al. since 2001, has been widely applied in various simulation studies and possibly linked to under-estimation of HONO mixing ratios and OH radical budget in the morning. The HONO/NO x ratios from direct traffic emission have become debatable when it lacks measurements for direct HONO emission from vehicles upon the fast-changing emission reduction technology. Several recent studies have reported updated values for this ratio. This study has reported the measurement of HONO and NO x emission as well as the estimation of exhaust-induced HONO/NO x ratios from gasoline and diesel vehicles using different chassis dynamometer tests under various real-world driving cycles. For the tested gasoline vehicle, which was equipped with three-way catalyst after-treatment device, HONO/NO x ratios ranged from 0 to 0.95 % with very low average HONO concentrations. For the tested diesel vehicle equipped with diesel particulate active reduction device, HONO/NO x ratios varied from 0.16 to 1.00 %. The HONO/NO x ratios in diesel exhaust were inversely proportional to the average speeds of the tested vehicles. Photolysis of HONO is a dominant source of morning OH radicals. Conventional traffic-induced HONO/NO x ratio of 0.8% has possibly linked to underestimation of the total HONO

Characteristics of On-road Diesel Vehicles: Black Carbon Emissions in Chinese Cities Based on Portable Emissions Measurement.

Science.gov (United States)

Zheng, Xuan; Wu, Ye; Jiang, Jingkun; Zhang, Shaojun; Liu, Huan; Song, Shaojie; Li, Zhenhua; Fan, Xiaoxiao; Fu, Lixin; Hao, Jiming

2015-11-17

Black carbon (BC) emissions from heavy-duty diesel vehicles (HDDVs) are rarely continuously measured using portable emission measurement systems (PEMSs). In this study, we utilize a PEMS to obtain real-world BC emission profiles for 25 HDDVs in China. The average fuel-based BC emissions of HDDVs certified according to Euro II, III, IV, and V standards are 2224 ± 251, 612 ± 740, 453 ± 584, and 152 ± 3 mg kg(-1), respectively. Notably, HDDVs adopting mechanical pump engines had significantly higher BC emissions than those equipped with electronic injection engines. Applying the useful features of PEMSs, we can relate instantaneous BC emissions to driving conditions using an operating mode binning methodology, and the average emission rates for Euro II to Euro IV diesel trucks can be constructed. From a macroscopic perspective, we observe that average speed is a significant factor affecting BC emissions and is well correlated with distance-based emissions (R(2) = 0.71). Therefore, the average fuel-based and distance-based BC emissions on congested roads are 40 and 125% higher than those on freeways. These results should be taken into consideration in future emission inventory studies.

Impact of reformulated fuels on motor vehicle emissions

Science.gov (United States)

Kirchstetter, Thomas

Motor vehicles continue to be an important source of air pollution. Increased vehicle travel and degradation of emission control systems have offset some of the effects of increasingly stringent emission standards and use of control technologies. A relatively new air pollution control strategy is the reformulation of motor vehicle fuels, both gasoline and diesel, to make them cleaner- burning. Field experiments in a heavily traveled northern California roadway tunnel revealed that use of oxygenated gasoline reduced on-road emissions of carbon monoxide (CO) and volatile organic compounds (VOC) by 23 +/- 6% and 19 +/- 8%, respectively, while oxides of nitrogen (NOx) emissions were not significantly affected. The introduction of reformulated gasoline (RFG) in California led to large changes in gasoline composition including decreases in alkene, aromatic, benzene, and sulfur contents, and an increase in oxygen content. The combined effects of RFG and fleet turnover between summers 1994 and 1997 were decreases in on-road vehicle exhaust emissions of CO, non-methane VOC, and NOx by 31 +/- 5, 43 +/- 8, and 18 +/- 4%, respectively. Although it was difficult to separate the fleet turnover and RFG contributions to these changes, it was clear that the effect of RFG was greater for VOC than for NOx. The RFG effect on exhaust emissions of benzene was a 30-40% reduction. Use of RFG reduced the reactivity of liquid gasoline and gasoline headspace vapors by 23 and 19%, respectively. Increased use of methyl tert-butyl ether in gasoline led to increased concentrations of highly reactive formaldehyde and isobutene in vehicle exhaust. As a result, RFG reduced the reactivity of exhaust emissions by only about 5%. Per unit mass of fuel burned, heavy-duty diesel trucks emit about 25 times more fine particle mass and 15-20 times the number of fine particles compared to light-duty vehicles. Exhaust fine particle emissions from heavy-duty diesels contain more black carbon than particulate

Fuel Property, Emission Test, and Operability Results from a Fleet of Class 6 Vehicles Operating on Gas-to-Liquid Fuel and Catalyzed Diesel Particle Filters

Energy Technology Data Exchange (ETDEWEB)

Alleman, T. L.; Eudy, L.; Miyasato, M.; Oshinuga, A.; Allison, S.; Corcoran, T.; Chatterjee, S.; Jacobs, T.; Cherrillo, R. A.; Clark, R.; Virrels, I.; Nine, R.; Wayne, S.; Lansing, R.

2005-11-01

A fleet of six 2001 International Class 6 trucks operating in southern California was selected for an operability and emissions study using gas-to-liquid (GTL) fuel and catalyzed diesel particle filters (CDPF). Three vehicles were fueled with CARB specification diesel fuel and no emission control devices (current technology), and three vehicles were fueled with GTL fuel and retrofit with Johnson Matthey's CCRT diesel particulate filter. No engine modifications were made.

Real-world comparison of probe vehicle emissions and fuel consumption using diesel and 5% biodiesel (B5) blend

Energy Technology Data Exchange (ETDEWEB)

Ropkins, Karl; Quinn, Robert; Tate, James; Bell, Margaret [Institute for Transport Studies, University of Leeds, Leeds, LS2 9JT (United Kingdom); Beebe, Joe [National Center for Vehicle Emissions Control and Safety, Colorado State University, Colorado 80523-1584 (United States); Li, Hu; Daham, Basil; Andrews, Gordon [Energy and Resources Research Institute, University of Leeds, Leeds, LS2 9JT (United Kingdom)

2007-04-15

An instrumented EURO I Ford Mondeo was used to perform a real-world comparison of vehicle exhaust (carbon dioxide, carbon monoxide, hydrocarbons and oxides of nitrogen) emissions and fuel consumption for diesel and 5% biodiesel in diesel blend (B5) fuels. Data were collected on multiple replicates of three standardised on-road journeys: (1) a simple urban route; (2) a combined urban/inter-urban route; and, (3) an urban route subject to significant traffic management. At the total journey measurement level, data collected here indicate that replacing diesel with a B5 substitute could result in significant increases in both NO{sub x} emissions (8-13%) and fuel consumption (7-8%). However, statistical analysis of probe vehicle data demonstrated the limitations of comparisons based on such total journey measurements, i.e., methods analogous to those used in conventional dynamometer/drive cycle fuel comparison studies. Here, methods based on the comparison of speed/acceleration emissions and fuel consumption maps are presented. Significant variations across the speed/acceleration surface indicated that direct emission and fuel consumption impacts were highly dependent on the journey/drive cycle employed. The emission and fuel consumption maps were used both as descriptive tools to characterise impacts and predictive tools to estimate journey-specific emission and fuel consumption effects. (author)

Real-world comparison of probe vehicle emissions and fuel consumption using diesel and 5% biodiesel (B5) blend

International Nuclear Information System (INIS)

Ropkins, Karl; Quinn, Robert; Tate, James; Bell, Margaret; Beebe, Joe; Li, Hu; Daham, Basil; Andrews, Gordon

2007-01-01

An instrumented EURO I Ford Mondeo was used to perform a real-world comparison of vehicle exhaust (carbon dioxide, carbon monoxide, hydrocarbons and oxides of nitrogen) emissions and fuel consumption for diesel and 5% biodiesel in diesel blend (B5) fuels. Data were collected on multiple replicates of three standardised on-road journeys: (1) a simple urban route; (2) a combined urban/inter-urban route; and, (3) an urban route subject to significant traffic management. At the total journey measurement level, data collected here indicate that replacing diesel with a B5 substitute could result in significant increases in both NO x emissions (8-13%) and fuel consumption (7-8%). However, statistical analysis of probe vehicle data demonstrated the limitations of comparisons based on such total journey measurements, i.e., methods analogous to those used in conventional dynamometer/drive cycle fuel comparison studies. Here, methods based on the comparison of speed/acceleration emissions and fuel consumption maps are presented. Significant variations across the speed/acceleration surface indicated that direct emission and fuel consumption impacts were highly dependent on the journey/drive cycle employed. The emission and fuel consumption maps were used both as descriptive tools to characterise impacts and predictive tools to estimate journey-specific emission and fuel consumption effects. (author)

Equivalent Consumption Minimization Strategy for the Control of Real Driving NOx Emissions of a Diesel Hybrid Electric Vehicle

Directory of Open Access Journals (Sweden)

Tobias Nüesch

2014-05-01

Full Text Available Motivated by the fact that the real driving NOx emissions (RDE of conventional diesel vehicles can exceed the legislation norms by far, a concept for the control of RDE with a diesel parallel hybrid electric vehicle (HEV is proposed. By extending the well-known equivalent consumption minimization strategy (ECMS, the power split degree of freedom is used to control the NOx emissions and the battery state of charge (SOC simultaneously. Through an appropriate formulation of the problem, the feedback control is shown to be separable into two dependent PI controllers. By hardware-in-the-loop (HIL experiments, as well as by simulations, the proposed method is shown to minimize the fuel consumption while tracking a given reference trajectory for both the NOx emissions and the battery SOC.

Experimental and numerical assessment of on-road diesel and biodiesel emissions

Energy Technology Data Exchange (ETDEWEB)

West, B.H.; Storey, J.M.; Lewis, S.A.; Devault, G.L.; Green, J.B. [Oak Ridge National Lab., TN (United States); Sluder, C.S.; Hodgson, J.W.; Moore, B.L. [Univ. of Tennessee, Knoxville, TN (United States)

1997-12-31

The Federal Highway Administration`s TRAF-series of models use modal data to estimate fuel consumption and emissions for different traffic scenarios. A process for producing data-based modal models from road and dynamometer measurements has been developed and applied to a number of light-duty gasoline vehicles for the FHWA. The resulting models, or lookup tables, provide emissions and fuel consumption as functions of vehicle speed and acceleration. Surface plots of the data provide a valuable visual benchmark of the emissions characteristics of the vehicles. Due to the potential fuel savings in the light-duty sector via introduction of diesels, and the concomitant growing interest in diesel engine emissions, the measurement methodology has been extended under DOE sponsorship to include a diesel pickup truck running a variety of fuels, including number 2 diesel fuel, biodiesel, Fischer-Tropsch, and blends.

Biofuels, vehicle emissions, and urban air quality.

Science.gov (United States)

Wallington, Timothy J; Anderson, James E; Kurtz, Eric M; Tennison, Paul J

2016-07-18

Increased biofuel content in automotive fuels impacts vehicle tailpipe emissions via two mechanisms: fuel chemistry and engine calibration. Fuel chemistry effects are generally well recognized, while engine calibration effects are not. It is important that investigations of the impact of biofuels on vehicle emissions consider the impact of engine calibration effects and are conducted using vehicles designed to operate using such fuels. We report the results of emission measurements from a Ford F-350 fueled with either fossil diesel or a biodiesel surrogate (butyl nonanoate) and demonstrate the critical influence of engine calibration on NOx emissions. Using the production calibration the emissions of NOx were higher with the biodiesel fuel. Using an adjusted calibration (maintaining equivalent exhaust oxygen concentration to that of the fossil diesel at the same conditions by adjusting injected fuel quantities) the emissions of NOx were unchanged, or lower, with biodiesel fuel. For ethanol, a review of the literature data addressing the impact of ethanol blend levels (E0-E85) on emissions from gasoline light-duty vehicles in the U.S. is presented. The available data suggest that emissions of NOx, non-methane hydrocarbons, particulate matter (PM), and mobile source air toxics (compounds known, or suspected, to cause serious health impacts) from modern gasoline and diesel vehicles are not adversely affected by increased biofuel content over the range for which the vehicles are designed to operate. Future increases in biofuel content when accomplished in concert with changes in engine design and calibration for new vehicles should not result in problematic increases in emissions impacting urban air quality and may in fact facilitate future required emissions reductions. A systems perspective (fuel and vehicle) is needed to fully understand, and optimize, the benefits of biofuels when blended into gasoline and diesel.

On-board measurements of gaseous pollutant emission characteristics under real driving conditions from light-duty diesel vehicles in Chinese cities.

Science.gov (United States)

Wang, Gang; Cheng, Shuiyuan; Lang, Jianlei; Li, Song; Tian, Liang

2016-08-01

A total of 15 light-duty diesel vehicles (LDDVs) were tested with the goal of understanding the emission factors of real-world vehicles by conducting on-board emission measurements. The emission characteristics of hydrocarbons (HC) and nitrogen oxides (NOx) at different speeds, chemical species profiles and ozone formation potential (OFP) of volatile organic compounds (VOCs) emitted from diesel vehicles with different emission standards were analyzed. The results demonstrated that emission reductions of HC and NOx had been achieved as the control technology became more rigorous from Stage I to Stage IV. It was also found that the HC and NOx emissions and percentage of O2 dropped with the increase of speed, while the percentage of CO2 increased. The abundance of alkanes was significantly higher in diesel vehicle emissions, approximately accounting for 41.1%-45.2%, followed by aromatics and alkenes. The most abundant species were propene, ethane, n-decane, n-undecane, and n-dodecane. The maximum incremental reactivity (MIR) method was adopted to evaluate the contributions of individual VOCs to OFP. The results indicated that the largest contributors to O3 production were alkenes and aromatics, which accounted for 87.7%-91.5%. Propene, ethene, 1,2,4-trimethylbenzene, 1-butene, and 1,2,3-trimethylbenzene were the top five VOC species based on their OFP, and accounted for 54.0%-64.8% of the total OFP. The threshold dilution factor was applied to analyze the possibility of VOC stench pollution. The majority of stench components emitted from vehicle exhaust were aromatics, especially p-diethylbenzene, propylbenzene, m-ethyltoluene, and p-ethyltoluene. Copyright © 2016. Published by Elsevier B.V.

Characterization of particulate matter emissions from on-road gasoline and diesel vehicles using a soot particle aerosol mass spectrometer

OpenAIRE

Dallmann, T. R.; Onasch, T. B.; Kirchstetter, T. W.; Worton, D. R.; Fortner, E. C.; Herndon, S. C.; Wood, E. C.; Franklin, J. P.; Worsnop, D. R.; Goldstein, A. H.; Harley, R. A.

2014-01-01

Particulate matter (PM) emissions were measured in July 2010 from on-road motor vehicles driving through a highway tunnel in the San Francisco Bay area. A soot particle aerosol mass spectrometer (SP-AMS) was used to measure the chemical composition of PM emitted by gasoline and diesel vehicles at high time resolution. Organic aerosol (OA) and black carbon (BC) concentrations were measured during various time periods that had different levels of diesel influence, as well as d...

Total Particle Number Emissions from Modern Diesel, Natural Gas, and Hybrid Heavy-Duty Vehicles During On-Road Operation.

Science.gov (United States)

Wang, Tianyang; Quiros, David C; Thiruvengadam, Arvind; Pradhan, Saroj; Hu, Shaohua; Huai, Tao; Lee, Eon S; Zhu, Yifang

2017-06-20

Particle emissions from heavy-duty vehicles (HDVs) have significant environmental and public health impacts. This study measured total particle number emission factors (PNEFs) from six newly certified HDVs powered by diesel and compressed natural gas totaling over 6800 miles of on-road operation in California. Distance-, fuel- and work-based PNEFs were calculated for each vehicle. Distance-based PNEFs of vehicles equipped with original equipment manufacturer (OEM) diesel particulate filters (DPFs) in this study have decreased by 355-3200 times compared to a previous retrofit DPF dynamometer study. Fuel-based PNEFs were consistent with previous studies measuring plume exhaust in the ambient air. Meanwhile, on-road PNEF shows route and technology dependence. For vehicles with OEM DPFs and Selective Catalytic Reduction Systems, PNEFs under highway driving (i.e., 3.34 × 10 12 to 2.29 × 10 13 particles/mile) were larger than those measured on urban and drayage routes (i.e., 5.06 × 10 11 to 1.31 × 10 13 particles/mile). This is likely because a significant amount of nucleation mode volatile particles were formed when the DPF outlet temperature reached a critical value, usually over 310 °C, which was commonly achieved when vehicle speed sustained over 45 mph. A model year 2013 diesel HDV produced approximately 10 times higher PNEFs during DPF active regeneration events than nonactive regeneration.

An assessment of the real-world driving gaseous emissions from a Euro 6 light-duty diesel vehicle using a portable emissions measurement system (PEMS)

Science.gov (United States)

Luján, José M.; Bermúdez, Vicente; Dolz, Vicente; Monsalve-Serrano, Javier

2018-02-01

Recent investigations demonstrated that real-world emissions usually exceed the levels achieved in the laboratory based type approval processes. By means of on-board emissions measurements, it has been shown that nitrogen oxides emitted by diesel engines substantially exceed the limit imposed by the Euro 6 regulation. Thus, with the aim of complementing the worldwide harmonized light vehicles test cycle, the real driving emissions cycle will be introduced after 1 September 2017 to regulate the vehicle emissions in real-world driving situations. This paper presents on-board gaseous emissions measurements from a Euro 6 light-duty diesel vehicle in a real-world driving route using a portable emissions measurement system. The test route characteristics follow the requirements imposed by the RDE regulation. The analysis of the raw emissions results suggests that the greatest amount of nitrogen oxides and nitrogen dioxide are emitted during the urban section of the test route, confirming that lower speeds with more accelerations and decelerations lead to higher nitrogen oxides emissions levels than constant high speeds. Moreover, the comparison of the two calculation methods proposed by the real driving emissions regulation has revealed emissions rates differences ranging from 10% to 45% depending on the pollutant emission and the trip section considered (urban or total). Thus, the nitrogen oxides emissions conformity factor slightly varies from one method to the other.

Unregulated greenhouse gas and ammonia emissions from current technology heavy-duty vehicles.

Science.gov (United States)

Thiruvengadam, Arvind; Besch, Marc; Carder, Daniel; Oshinuga, Adewale; Pasek, Randall; Hogo, Henry; Gautam, Mridul

2016-11-01

The study presents the measurement of carbonyl, BTEX (benzene, toluene, ethyl benzene, and xylene), ammonia, elemental/organic carbon (EC/OC), and greenhouse gas emissions from modern heavy-duty diesel and natural gas vehicles. Vehicles from different vocations that included goods movement, refuse trucks, and transit buses were tested on driving cycles representative of their duty cycle. The natural gas vehicle technologies included the stoichiometric engine platform equipped with a three-way catalyst and a diesel-like dual-fuel high-pressure direct-injection technology equipped with a diesel particulate filter (DPF) and a selective catalytic reduction (SCR). The diesel vehicles were equipped with a DPF and SCR. Results of the study show that the BTEX emissions were below detection limits for both diesel and natural gas vehicles, while carbonyl emissions were observed during cold start and low-temperature operations of the natural gas vehicles. Ammonia emissions of about 1 g/mile were observed from the stoichiometric natural gas vehicles equipped with TWC over all the driving cycles. The tailpipe GWP of the stoichiometric natural gas goods movement application was 7% lower than DPF and SCR equipped diesel. In the case of a refuse truck application the stoichiometric natural gas engine exhibited 22% lower GWP than a diesel vehicle. Tailpipe methane emissions contribute to less than 6% of the total GHG emissions. Modern heavy-duty diesel and natural gas engines are equipped with multiple after-treatment systems and complex control strategies aimed at meeting both the performance standards for the end user and meeting stringent U.S. Environmental Protection Agency (EPA) emissions regulation. Compared to older technology diesel and natural gas engines, modern engines and after-treatment technology have reduced unregulated emissions to levels close to detection limits. However, brief periods of inefficiencies related to low exhaust thermal energy have been shown to

The Advanced Petroleum-Based Fuels Program Evaluation of EC-Diesel and Diesel Particulate Filters in Southern California Vehicle Fleets

International Nuclear Information System (INIS)

None

2000-01-01

The EC-Diesel and particulate filter combination greatly reduced the particulate matter, hydrocarbon, and carbon monoxide emissions of all vehicles tested in the program to date. Particulate matter reductions greater than 98% were achieved. For several vehicles tested, the PM and HC emissions were less than background levels. Based on preliminary statistical analysis, there is 95%+ confidence that EC-D and particulate filters reduced emissions from three different types of vehicles. A fuel consumption penalty was not detectable using the current test procedures and chassis dynamometer laboratory. Test vehicles equipped with the CRT and DPX particulate filters and fueled with EC-Diesel fuel have operated reliably during the program start-up period

Membrane-Based Air Composition Control for Light-Duty Diesel Vehicles: A Benefit and Cost Assessment; FINAL

International Nuclear Information System (INIS)

K. Stork; R. Poola

1998-01-01

This report presents the methodologies and results of a study conducted by Argonne National Laboratory (Argonne) to assess the benefits and costs of several membrane-based technologies. The technologies evaluated will be used in automotive emissions-control and performance-enhancement systems incorporated into light-duty diesel vehicle engines. Such engines are among the technologies that are being considered to power vehicles developed under the government-industry Partnership for a New Generation of Vehicles (PNGV). Emissions of nitrogen oxides (NO(sub x)) from diesel engines have long been considered a barrier to use of diesels in urban areas. Recently, particulate matter (PM) emissions have also become an area of increased concern because of new regulations regarding emissions of particulate matter measuring 2.5 micrometers or less (PM(sub 2.5)). Particulates are of special concern for diesel engines in the PNGV program; the program has a research goal of 0.01 gram per mile (g/mi) of particulate matter emissions under the Federal Test Procedure (FTP) cycle. This extremely low level (one-fourth the level of the Tier II standard) could threaten the viability of using diesel engines as stand-alone powerplants or in hybrid-electric vehicles. The techniques analyzed in this study can reduce NO(sub x) and particulate emissions and even increase the power density of the diesel engines used in light-duty diesel vehicles

Implications of diesel emissions control failures to emission factors and road transport NOx evolution

NARCIS (Netherlands)

Ntziachristos, L.; Papadimitriou, G.; Ligterink, N.; Hausberger, S.

2016-01-01

Diesel NOx emissions have been at the forefront of research and regulation scrutiny as a result of failures of late vehicle technologies to deliver on-road emissions reductions. The current study aims at identifying the actual emissions levels of late light duty vehicle technologies, including Euro

On-road emissions of light-duty vehicles in europe.

Science.gov (United States)

Weiss, Martin; Bonnel, Pierre; Hummel, Rudolf; Provenza, Alessio; Manfredi, Urbano

2011-10-01

For obtaining type approval in the European Union, light-duty vehicles have to comply with emission limits during standardized laboratory emissions testing. Although emission limits have become more stringent in past decades, light-duty vehicles remain an important source of nitrogen oxides and carbon monoxide emissions in Europe. Furthermore, persisting air quality problems in many urban areas suggest that laboratory emissions testing may not accurately capture the on-road emissions of light-duty vehicles. To address this issue, we conduct the first comprehensive on-road emissions test of light-duty vehicles with state-of-the-art Portable Emission Measurement Systems. We find that nitrogen oxides emissions of gasoline vehicles as well as carbon monoxide and total hydrocarbon emissions of both diesel and gasoline vehicles generally remain below the respective emission limits. By contrast, nitrogen oxides emissions of diesel vehicles (0.93 ± 0.39 grams per kilometer [g/km]), including modern Euro 5 diesel vehicles (0.62 ± 0.19 g/km), exceed emission limits by 320 ± 90%. On-road carbon dioxide emissions surpass laboratory emission levels by 21 ± 9%, suggesting that the current laboratory emissions testing fails to accurately capture the on-road emissions of light-duty vehicles. Our findings provide the empirical foundation for the European Commission to establish a complementary emissions test procedure for light-duty vehicles. This procedure could be implemented together with more stringent Euro 6 emission limits in 2014. The envisaged measures should improve urban air quality and provide incentive for innovation in the automotive industry.

Greenhouse gas emissions from heavy-duty natural gas, hybrid, and conventional diesel on-road trucks during freight transport

Science.gov (United States)

Quiros, David C.; Smith, Jeremy; Thiruvengadam, Arvind; Huai, Tao; Hu, Shaohua

2017-11-01

Heavy-duty on-road vehicles account for 70% of all freight transport and 20% of transportation-sector greenhouse gas (GHG) emissions in the United States. This study measured three prevalent GHG emissions - carbon dioxide (CO2), methane (CH4) and nitrous oxide (N2O) - from seven heavy-duty vehicles, fueled by diesel and compressed natural gas (CNG), and compliant to the MY 2007 or 2010 U.S. EPA emission standards, while operated over six routes used for freight movement in California. Total combined (tractor, trailer, and payload) weights were 68,000 ± 1000 lbs. for the seven vehicles. Using the International Panel on Climate Change (IPCC) radiative forcing values for a 100-year time horizon, N2O emissions accounted for 2.6-8.3% of total tailpipe CO2 equivalent emissions (CO2-eq) for diesel vehicles equipped with Diesel Oxidation Catalyst, Diesel Particulate Filter, and Selective Catalytic Reduction system (DOC + DPF + SCR), and CH4 emissions accounted for 1.4-5.9% of CO2-eq emissions from the CNG-powered vehicle with a three-way catalyst (TWC). N2O emissions from diesel vehicles equipped with SCR (0.17-0.30 g/mi) were an order of magnitude higher than diesel vehicles without SCR (0.013-0.023 g/mi) during highway operation. For the vehicles selected in this test program, we measured 11-22% lower CO2-eq emissions from a hybrid compared to conventional diesel vehicles during transport over lower-speed routes of the freight transport system, but 20-27% higher CO2-eq emissions during higher-speed routes. Similarly, a CNG vehicle emitted up to 15% lower CO2-eq compared to conventional diesel vehicles over more neutral-grade highway routes, but emitted up to 12% greater CO2-eq emissions over routes with higher engine loads.

Application of positive matrix factorization to on-road measurements for source apportionment of diesel- and gasoline-powered vehicle emissions in Mexico City

Directory of Open Access Journals (Sweden)

D. A. Thornhill

2010-04-01

Full Text Available The goal of this research is to quantify diesel- and gasoline-powered motor vehicle emissions within the Mexico City Metropolitan Area (MCMA using on-road measurements captured by a mobile laboratory combined with positive matrix factorization (PMF receptor modeling. During the MCMA-2006 ground-based component of the MILAGRO field campaign, the Aerodyne Mobile Laboratory (AML measured many gaseous and particulate pollutants, including carbon dioxide, carbon monoxide (CO, nitrogen oxides (NO_x, benzene, toluene, alkylated aromatics, formaldehyde, acetaldehyde, acetone, ammonia, particle number, fine particulate mass (PM_2.5, and black carbon (BC. These serve as inputs to the receptor model, which is able to resolve three factors corresponding to gasoline engine exhaust, diesel engine exhaust, and the urban background. Using the source profiles, we calculate fuel-based emission factors for each type of exhaust. The MCMA's gasoline-powered vehicles are considerably dirtier, on average, than those in the US with respect to CO and aldehydes. Its diesel-powered vehicles have similar emission factors of NO_x and higher emission factors of aldehydes, particle number, and BC. In the fleet sampled during AML driving, gasoline-powered vehicles are found to be responsible for 97% of total vehicular emissions of CO, 22% of NO_x, 95–97% of each aromatic species, 72–85% of each carbonyl species, 74% of ammonia, negligible amounts of particle number, 26% of PM_2.5, and 2% of BC; diesel-powered vehicles account for the balance. Because the mobile lab spent 17% of its time waiting at stoplights, the results may overemphasize idling conditions, possibly resulting in an underestimate of NO_x and overestimate of CO emissions. On the other hand, estimates of the inventory that do not correctly account for emissions during idling are likely to produce bias in the opposite direction.The resulting fuel

Catalyzed Diesel Particulate Filter Performance in a Light-Duty Vehicle

International Nuclear Information System (INIS)

Sluder, C.S.

2001-01-01

Light-duty chassis dynamometer driving cycle tests were conducted on a Mercedes A170 diesel vehicle with various sulfur-level fuels and exhaust emission control systems. Triplicate runs of a modified light-duty federal test procedure (FTP), US06 cycle, and SCO3 cycle were conducted with each exhaust configuration and fuel. Ultra-low sulfur (3-ppm) diesel fuel was doped to 30- and 150-ppm sulfur so that all other fuel properties remained the same. The fuels used in these experiments met the specifications of the fuels from the DECSE (Diesel Emission Control Sulfur Effects) program. Although the Mercedes A170 vehicle is not available in the US, its emissions in the as tested condition fell within the U.S. Tier 1 full useful life standards with the OEM catalysts installed. Tests with the OEM catalysts removed showed that the OEM catalysts reduced PM emissions from the engine-out condition by 30-40% but had negligible effects on NOx emissions. Fuel sulfur level had very little effect on th e OEM catalyst performance. A prototype catalyzed diesel particulate filter (CDPF) mounted in an underfloor configuration reduced particulate matter emissions by more than 90% compared to the factory emissions control system. The results show that the CDPF did not promote any significant amounts of SO(sub 2)-to-sulfate conversion during these light-duty drive cycles

Electric vehicles in China: emissions and health impacts.

Science.gov (United States)

Ji, Shuguang; Cherry, Christopher R; J Bechle, Matthew; Wu, Ye; Marshall, Julian D

2012-02-21

E-bikes in China are the single largest adoption of alternative fuel vehicles in history, with more than 100 million e-bikes purchased in the past decade and vehicle ownership about 2× larger for e-bikes as for conventional cars; e-car sales, too, are rapidly growing. We compare emissions (CO(2), PM(2.5), NO(X), HC) and environmental health impacts (primary PM(2.5)) from the use of conventional vehicles (CVs) and electric vehicles (EVs) in 34 major cities in China. CO(2) emissions (g km(-1)) vary and are an order of magnitude greater for e-cars (135-274) and CVs (150-180) than for e-bikes (14-27). PM(2.5) emission factors generally are lower for CVs (gasoline or diesel) than comparable EVs. However, intake fraction is often greater for CVs than for EVs because combustion emissions are generally closer to population centers for CVs (tailpipe emissions) than for EVs (power plant emissions). For most cities, the net result is that primary PM(2.5) environmental health impacts per passenger-km are greater for e-cars than for gasoline cars (3.6× on average), lower than for diesel cars (2.5× on average), and equal to diesel buses. In contrast, e-bikes yield lower environmental health impacts per passenger-km than the three CVs investigated: gasoline cars (2×), diesel cars (10×), and diesel buses (5×). Our findings highlight the importance of considering exposures, and especially the proximity of emissions to people, when evaluating environmental health impacts for EVs.

The effect on photochemical smog of converting the U.S. fleet of gasoline vehicles to modern diesel vehicles

OpenAIRE

Jacobson, Mark Z.; Seinfeld, John H.; Carmichael, Greg R.; Streets, David G.

2004-01-01

With the increased use of particle traps and nitrogen oxide (NO_x) control devices to reduce air pollution, “modern” diesel vehicles are being encouraged over gasoline vehicles globally as a central method of slowing global warming. Data to date, though, suggest that the NO_2:NO ratio from modern diesel may exceed that of gasoline, and it is difficult to reduce diesel NO_x below gasoline NO_x without increasing particle emissions. Here, it is calculated that, unless the diesel NO_2:NO ratio a...

A methodology for calculating transport emissions in cities with limited traffic data: Case study of diesel particulates and black carbon emissions in Murmansk.

Science.gov (United States)

Kholod, N; Evans, M; Gusev, E; Yu, S; Malyshev, V; Tretyakova, S; Barinov, A

2016-03-15

This paper presents a methodology for calculating exhaust emissions from on-road transport in cities with low-quality traffic data and outdated vehicle registries. The methodology consists of data collection approaches and emission calculation methods. For data collection, the paper suggests using video survey and parking lot survey methods developed for the International Vehicular Emissions model. Additional sources of information include data from the largest transportation companies, vehicle inspection stations, and official vehicle registries. The paper suggests using the European Computer Programme to Calculate Emissions from Road Transport (COPERT) 4 model to calculate emissions, especially in countries that implemented European emissions standards. If available, the local emission factors should be used instead of the default COPERT emission factors. The paper also suggests additional steps in the methodology to calculate emissions only from diesel vehicles. We applied this methodology to calculate black carbon emissions from diesel on-road vehicles in Murmansk, Russia. The results from Murmansk show that diesel vehicles emitted 11.7 tons of black carbon in 2014. The main factors determining the level of emissions are the structure of the vehicle fleet and the level of vehicle emission controls. Vehicles without controls emit about 55% of black carbon emissions. Copyright © 2015 Elsevier B.V. All rights reserved.

Effect of oxygenate additive on diesel engine fuel consumption and emissions operating with biodiesel-diesel blend at idling conditions

Science.gov (United States)

Mahmudul, H. M.; Hagos, F. Y.; Mamat, R.; Noor, M. M.; Yusri, I. M.

2017-10-01

Biodiesel is promising alternative fuel to run the automotive engine but idling is the main problem to run the vehicles in a big city. Vehicles running with idling condition cause higher fuel supply and higher emission level due to being having fuel residues in the exhaust. The purpose of this study is to evaluate the impact of alcohol additive on fuel consumption and emissions parameters under idling conditions when a multicylinder diesel engine operates with the diesel-biodiesel blend. The study found that using 5% butanol as an additive with B5 (5% Palm biodiesel + 95% diesel) blends fuel lowers brake specific fuel consumption and CO emissions by 38% and 20% respectively. But the addition of butanol increases NOx and CO2 emissions. Based on the result it can be said that 5% butanol can be used in a diesel engine with B5 without any engine modifications to tackle the idling problem.

Real world CO2 and NOx emissions from 149 Euro 5 and 6 diesel, gasoline and hybrid passenger cars.

Science.gov (United States)

O'Driscoll, Rosalind; Stettler, Marc E J; Molden, Nick; Oxley, Tim; ApSimon, Helen M

2018-04-15

In this study CO 2 and NO x emissions from 149 Euro 5 and 6 diesel, gasoline and hybrid passenger cars were compared using a Portable Emissions Measurement System (PEMS). The models sampled accounted for 56% of all passenger cars sold in Europe in 2016. We found gasoline vehicles had CO 2 emissions 13-66% higher than diesel. During urban driving, the average CO 2 emission factor was 210.5 (sd. 47) gkm -1 for gasoline and 170.2 (sd. 34) gkm -1 for diesel. Half the gasoline vehicles tested were Gasoline Direct Injection (GDI). Euro 6 GDI engines cars. The average urban NO x emission from Euro 6 diesel vehicles 0.44 (sd. 0.44) gkm -1 was 11 times higher than for gasoline 0.04 (sd. 0.04) gkm -1 . We also analysed two gasoline-electric hybrids which out-performed both gasoline and diesel for NO x and CO 2 . We conclude action is required to mitigate the public health risk created by excessive NO x emissions from modern diesel vehicles. Replacing diesel with gasoline would incur a substantial CO 2 penalty, however greater uptake of hybrid vehicles would likely reduce both CO 2 and NO x emissions. Discrimination of vehicles on the basis of Euro standard is arbitrary and incentives should promote vehicles with the lowest real-world emissions of both NO x and CO 2 . Copyright © 2017 Elsevier B.V. All rights reserved.

Performance and emissions of a heavy duty diesel engine fuelled whit palm oil biodiesel and premium diesel

International Nuclear Information System (INIS)

Acevedo, Helmer; Mantilla, Juan

2011-01-01

Biodiesels are promoted as alternative fuels due their potential to reduce dependency on fossil fuels and carbon emissions. Research has been addressed in order to study the emissions of light duty vehicles. However, the particle matter and gaseous emissions emitted from heavy-duty diesel engines fueled with palm-biodiesel and premium diesel fuel have seldom been addressed. The objective of this study was to explore the performance and emission levels of a Cummins 4-stroke, 9.5 liter, 6-cylinder diesel engine with common rail fuel injection, and a cooled exhaust gas recirculation (EGR). The palm-biodiesel lowered maximum engine output by much as 10 %. The engine emissions data is compared to standards from 2004, and is determined to pass all standards for diesel fuel, but does not meet emissions standards for PM or NOx for palm-biodiesel.

Particulate emissions from diesel engines: correlation between engine technology and emissions.

Science.gov (United States)

Fiebig, Michael; Wiartalla, Andreas; Holderbaum, Bastian; Kiesow, Sebastian

2014-03-07

In the last 30 years, diesel engines have made rapid progress to increased efficiency, environmental protection and comfort for both light- and heavy-duty applications. The technical developments include all issues from fuel to combustion process to exhaust gas aftertreatment. This paper provides a comprehensive summary of the available literature regarding technical developments and their impact on the reduction of pollutant emission. This includes emission legislation, fuel quality, diesel engine- and exhaust gas aftertreatment technologies, as well as particulate composition, with a focus on the mass-related particulate emission of on-road vehicle applications. Diesel engine technologies representative of real-world on-road applications will be highlighted.Internal engine modifications now make it possible to minimize particulate and nitrogen oxide emissions with nearly no reduction in power. Among these modifications are cooled exhaust gas recirculation, optimized injections systems, adapted charging systems and optimized combustion processes with high turbulence. With introduction and optimization of exhaust gas aftertreatment systems, such as the diesel oxidation catalyst and the diesel particulate trap, as well as NOx-reduction systems, pollutant emissions have been significantly decreased. Today, sulfur poisoning of diesel oxidation catalysts is no longer considered a problem due to the low-sulfur fuel used in Europe. In the future, there will be an increased use of bio-fuels, which generally have a positive impact on the particulate emissions and do not increase the particle number emissions.Since the introduction of the EU emissions legislation, all emission limits have been reduced by over 90%. Further steps can be expected in the future. Retrospectively, the particulate emissions of modern diesel engines with respect to quality and quantity cannot be compared with those of older engines. Internal engine modifications lead to a clear reduction of the

In-vehicle measurement of ultrafine particles on compressed natural gas, conventional diesel, and oxidation-catalyst diesel heavy-duty transit buses.

Science.gov (United States)

Hammond, Davyda; Jones, Steven; Lalor, Melinda

2007-02-01

Many metropolitan transit authorities are considering upgrading transit bus fleets to decrease ambient criteria pollutant levels. Advancements in engine and fuel technology have lead to a generation of lower-emission buses in a variety of fuel types. Dynamometer tests show substantial reductions in particulate mass emissions for younger buses (vehicle particle number concentration measurements on conventional diesel, oxidation-catalyst diesel and compressed natural gas transit buses are compared to estimate relative in-vehicle particulate exposures. Two primary consistencies are observed from the data: the CNG buses have average particle count concentrations near the average concentrations for the oxidation-catalyst diesel buses, and the conventional diesel buses have average particle count concentrations approximately three to four times greater than the CNG buses. Particle number concentrations are also noticeably affected by bus idling behavior and ventilation options, such as, window position and air conditioning.

Emission of carbon dioxide from diesel engines with emphasis on emissions in Republic of Macedonia

International Nuclear Information System (INIS)

Dimitrovski, Dame; Kitanovska, Elena

2014-01-01

This paper presents a research work done on the arising of the air pollutants, which are a result of the combustion of fuel in diesel engines. In addition, there is a data given the increase of the consumption of diesel fuel within several consecutive years. Also there is a graphical representation of the increase of the imported used vehicles in the country, after the reduction of the customs price and excise, and then two scenarios for air pollution from these vehicles are given. In the first scenario, CO 2 emissions are calculated under the current allocation of imported new and used vehicles, while in the second scenario the CO 2 emissions from the imported vehicles are calculated, but this time 2009 was taken as the basis of the ratio of imported new and imported used vehicles, when importation of vehicles was done by the old prices of customs and excise. (Author)

40 CFR 79.33 - Motor vehicle diesel fuel.

Science.gov (United States)

2010-07-01

... 40 Protection of Environment 16 2010-07-01 2010-07-01 false Motor vehicle diesel fuel. 79.33... diesel fuel. (a) The following fuels commonly or commercially known or sold as motor vehicle diesel fuel are hereby individually designated: (1) Motor vehicle diesel fuel, grade 1-D; (2) Motor vehicle diesel...

Joint measurements of black carbon and particle mass for heavy-duty diesel vehicles using a portable emission measurement system

Science.gov (United States)

The black carbon (BC) emitted from heavy-duty diesel vehicles(HDDVs) is an important source of urban atmospheric pollution and createsstrong climate-forcing impacts. The emission ratio of BC to totalparticle mass (PM) (i.e., BC/PM ratio) is an essential variable used toestimate t...

The importance of high vehicle power for passenger car emissions

Science.gov (United States)

Carslaw, David C.; Williams, Martin L.; Tate, James E.; Beevers, Sean D.

2013-04-01

In this paper we use a quantile regression technique to explore the emissions characteristics of petrol and diesel passenger cars to reveal the importance of high vehicle power on exhaust emissions. A large database of ≈67,000 passenger cars from vehicle emission remote sensing data was used from surveys from several campaigns around the UK. Most previous remote sensing studies have focused on presenting mean emission estimates by vehicle type over time. However, as shown in the current work, considerably more insight can be gained into vehicle emission characteristics if techniques are used that can describe and model the full distribution of vehicle emissions as a function of important explanatory variables. For post-2000 model year (Euro 3-5) diesel cars it is shown that there is a strong dependence of vehicle specific power for emissions of NOx that was absent in earlier models and is absent for other pollutants such as CO, hydrocarbons and 'smoke'. Furthermore, we also find a stronger dependence on vehicle specific power for older catalyst-equipped petrol vehicles (Euro 1/2) on emissions of NOx that is less important for other emissions such as CO and hydrocarbons. Moreover, it is shown that while the rated maximum power output of petrol cars has remained almost constant over the past 15-20 years, the power output from diesel cars has increased markedly by about 50%. These results suggest that changes to vehicle technology, driving conditions and driver behaviour have become more important determinants of passenger car NOx emissions in recent years and may help explain why urban ambient concentrations of NOx have not decreased as much as anticipated.

Emission of carbon dioxide from diesel engines with emphasis on emissions in Republic of Macedonia

Energy Technology Data Exchange (ETDEWEB)

Dimitrovski, Dame; Kitanovska, Elena [Faculty of Mechanical Engineering, ' Ss. Cyril and Methodius' University, Skopje (Macedonia, The Former Yugoslav Republic of); others, and

2014-07-01

This paper presents a research work done on the arising of the air pollutants, which are a result of the combustion of fuel in diesel engines. In addition, there is a data given the increase of the consumption of diesel fuel within several consecutive years. Also there is a graphical representation of the increase of the imported used vehicles in the country, after the reduction of the customs price and excise, and then two scenarios for air pollution from these vehicles are given. In the first scenario, CO{sub 2} emissions are calculated under the current allocation of imported new and used vehicles, while in the second scenario the CO{sub 2} emissions from the imported vehicles are calculated, but this time 2009 was taken as the basis of the ratio of imported new and imported used vehicles, when importation of vehicles was done by the old prices of customs and excise. (Author)

OVERVIEW OF ADVANCED PETROLEUM-BASED FUELS-DIESEL EMISSIONS CONTROL PROGRAM (APBF-DEC)

Energy Technology Data Exchange (ETDEWEB)

Sverdrup, George M.

2000-08-20

The Advanced Petroleum-Based Fuels-Diesel Emissions Control Program (APBF-DEC) began in February 2000 and is supported by government agencies and industry. The purpose of the APBF-DEC program is to identify and evaluate the optimal combinations of fuels, lubricants, diesel engines, and emission control systems to meet the projected emission standards for the 2000 to 2010 time period. APBF-DEC is an outgrowth of the earlier Diesel Emission Control-Sulfur Effects Program (DECSE), whose objective is to determine the impact of the sulfur levels in fuel on emission control systems that could lower the emissions of NOx and particulate matter (PM) from diesel powered vehicles in the 2002 to 2004 period. Results from the DECSE studies of two emission control technologies-diesel particle filter (DPF) and NOx adsorber-will be used in the APBF-DEC program. These data are expected to provide initial information on emission control technology options and the effects of fuel properties (including additives) on the performance of emission control systems.

4-Nitrophenol, 1-nitropyrene, and 9-nitroanthracene emissions in exhaust particles from diesel vehicles with different exhaust gas treatments

Science.gov (United States)

Inomata, Satoshi; Fushimi, Akihiro; Sato, Kei; Fujitani, Yuji; Yamada, Hiroyuki

2015-06-01

The dependence of nitro-organic compound emissions in automotive exhaust particles on the type of aftertreatment used was investigated. Three diesel vehicles with different aftertreatment systems (an oxidation catalyst, vehicle-DOC; a particulate matter and NOx reduction system, vehicle-DPNR; and a urea-based selective catalytic reduction system, vehicle-SCR) and a gasoline car with a three-way catalyst were tested. Nitro-polycyclic aromatic hydrocarbons (nitro-PAHs) and nitrophenols in the particles emitted were analyzed by thermal desorption gas chromatography/mass spectrometry and liquid chromatography/mass spectrometry. The secondary production of nitro-organic compounds on the filters used to collect particles and the adsorption of gaseous nitro-organic compounds by the filters were evaluated. Emissions of 1-nitropyrene, 9-nitroanthracene, and 4-nitrophenol in the diesel exhaust particles were then quantified. The NOx reduction process in vehicle-DPNR appeared to remove nitro-hydrocarbons efficiently but not to remove nitro-oxygenated hydrocarbons efficiently. The nitro-PAH emission factors were lower for vehicle-DOC when it was not fitted with a catalyst than when it was fitted with a catalyst. The 4-nitrophenol emission factors were also lower for vehicle-DOC with a catalyst than vehicle-DOC without a catalyst, suggesting that the oxidation catalyst was a source of both nitro-PAHs and 4-nitrophenol. The time-resolved aerosol mass spectrometry data suggested that nitro-organic compounds are mainly produced when an engine is working under load. The presence of 4-nitrophenol in the particles was not confirmed statistically because of interference from gaseous 4-nitrophenol. Systematic errors in the estimated amounts of gaseous 1-nitropyrene and 9-nitroanthracene adsorbed onto the filters and the estimated amounts of volatile nitro-organic compounds that evaporated during sampling and during post-sampling conditioning could not be excluded. An analytical method

Gasoline emissions dominate over diesel in formation of secondary organic aerosol mass

Science.gov (United States)

Bahreini, R.; Middlebrook, A. M.; de Gouw, J. A.; Warneke, C.; Trainer, M.; Brock, C. A.; Stark, H.; Brown, S. S.; Dube, W. P.; Gilman, J. B.; Hall, K.; Holloway, J. S.; Kuster, W. C.; Perring, A. E.; Prevot, A. S. H.; Schwarz, J. P.; Spackman, J. R.; Szidat, S.; Wagner, N. L.; Weber, R. J.; Zotter, P.; Parrish, D. D.

2012-03-01

Although laboratory experiments have shown that organic compounds in both gasoline fuel and diesel engine exhaust can form secondary organic aerosol (SOA), the fractional contribution from gasoline and diesel exhaust emissions to ambient SOA in urban environments is poorly known. Here we use airborne and ground-based measurements of organic aerosol (OA) in the Los Angeles (LA) Basin, California made during May and June 2010 to assess the amount of SOA formed from diesel emissions. Diesel emissions in the LA Basin vary between weekdays and weekends, with 54% lower diesel emissions on weekends. Despite this difference in source contributions, in air masses with similar degrees of photochemical processing, formation of OA is the same on weekends and weekdays, within the measurement uncertainties. This result indicates that the contribution from diesel emissions to SOA formation is zero within our uncertainties. Therefore, substantial reductions of SOA mass on local to global scales will be achieved by reducing gasoline vehicle emissions.

Particulate emission rates from light-duty vehicles in the South Coast Air Quality Management District

International Nuclear Information System (INIS)

Durbin, T.D.; Norbeck, J.M.; Smith, M.R.; Truex, T.J.

1999-01-01

This paper presents the results of a particulate emission rate study conducted on 129 light-duty gasoline and 19 light-duty diesel vehicles for the Coordinating Research Council's (CRC's) Project E-24-2. Total particulate emission rates for newer gasoline vehicles were low with modest increases with vehicle age and older technology. Average FTP particulate emission rates as a function of model year for gasoline vehicles were found to be 2.5 mg/mi for 1991 and newer models, 14.4 mg/mi for 1986--1990 models, 49.0 mg/mi for 1981--1985 models, and 33.8 mg/mi for 1980 and older models. High gaseous emitters were found to have approximately 5--10 times the particulate emission rates of normal emitters. The diesel vehicles had an average particulate emission rate of 561 mg/mi. It should be noted that the light-duty diesel vehicles were predominantly older, pre-1985 vehicles; the 1985 and newer diesel vehicles had substantially lower particulate emissions, i.e., less than 100 mg/mi. Emission inventory estimates in the South Coast Air Basin based on the fleet emission rates were higher than those obtained using the default values in EMFAC7G, due primarily to the contribution of high emitters

On-road measurement of NH3 emissions from gasoline and diesel passenger cars during real world driving conditions

Science.gov (United States)

Suarez-Bertoa, Ricardo; Mendoza-Villafuerte, Pablo; Riccobono, Francesco; Vojtisek, Michal; Pechout, Martin; Perujo, Adolfo; Astorga, Covadonga

2017-10-01

NH3 is a precursor of PM2.5 which deteriorates urban air quality, affects human health and impacts the global radiation budget. Since vehicles are important sources of NH3 in urban areas, we have satisfactorily studied the possibility of measuring NH3 emissions from gasoline and SCR-equipped diesel light-duty vehicles during real driving on-road operation using a portable FTIR. The performance of the portable FTIR resulted to be comparable to that of a laboratory-based FTIR during a series of experiments performed in the Vehicle Emission Laboratory (VELA) using the World-harmonized Light-duty Test Cycle (WLTC). Higher on-road NH3 emission factors were obtained for the gasoline vehicle than for the diesel. High NOx emissions were measured from the diesel vehicle, indicating a low efficiency of the DeNOx system, SCR. On-road NH3 emission factors were ∼2 times lower than during the laboratory tests at 23 °C for both vehiclesNH3 emissions were not observed for the diesel vehicle during cold start operation. However, NH3 cold start emissions from the gasoline vehicle were up to 2 orders of magnitude higher than during the entire road trips, ranging from 45 to 134 mg km-1. Cold start emissions are of paramount importance as they commonly take place in urban areas. Hence, future urban reductions in PM2.5 might need to take into consideration the introduction of NH3 emissions limits for passenger cars.

Economical and environmental assessments of compressed natural gas for diesel vehicle in Thailand

Directory of Open Access Journals (Sweden)

Prateep Chouykerd

2008-08-01

Full Text Available The economic assessments for the use of compressed natural gas as fuel for several types of diesel vehicles, rarely pick up, non-fixed route truck and private truck, were studied. It is noted that two main technologies of diesel natural gas vehicle (NGV, i.e. dedicated retrofit and diesel dual fuel (DDF, were considered in this work. It was found that the dedicated retrofit needs higher investment costs than dual fuel, but can achieve higher diesel saving than dual fuel. In detail, the payback period of dual fuel non-fixed route truck was found to be identical to dual fuel private truck both in the cases of6 wheel and 10 wheel, while dedicated retrofit non-fixed route truck and private truck are also identical and have longerpay back period than dual fuel due to its higher conversion costs.This work also presents the emissions released from all types of engines especially green house gas CO2. It was found that, in the case of light duty diesel i.e. pickup truck, dedicated retrofit emitted high level of CO2 than both dual fuel and conventional diesel engines. For heavy duty i.e. non-fixed route truck and private truck vehicles, dedicated retrofit emitted a lower level of CO2 than normal diesel engine. Other pollutants from engine emission, i.e. hydrocarbon (HC,nitric oxide (NOx, carbon monoxide (CO and particulate matter, (PM were also observed. The results indicated that, inthe case of light duty diesel, dedicated retrofit engine emits higher levels of HC and CO than diesel engine; in contrast, it emits lower level of NOx and PM than diesel and dual fuel. Dual fuel emits HC and CO higher than diesel and dedicated retrofit but emits lower level of NOx and PM than diesel. Lastly, for heavy duty diesel, it was demonstrated that non-fixed route truck and private truck heavy duty dedicated retrofit have potential to reduce emissions of HC, NOx, CO and PM when compared to normal heavy duty diesel. Engine efficiencies under dual fuel and dedicated

Performance evaluation of alternative fuel/engine concepts 1990- 1995. Final report including addendum of diesel vehicles

Energy Technology Data Exchange (ETDEWEB)

Nylund, N.O.; Ikonen, M.; Kytoe, M.; Lappi, M.; Westerholm, M.; Laurikko, J. [VTT Energy, Espoo (Finland). Energy Use

1996-12-31

Annex V within the IEA Agreement on Alternative Motor Fuels is the first subtask to generate new experimental data. The objective of the task is to generate information on the emission potential of alternative fuels in severe operating conditions and to evaluate new emission measurement methods. The work was carried out in three phases, Engine Tests, Vehicle Tests and Addendum of Diesel Vehicles. The work was carried out at VTT (Technical Research Centre of Finland) as a cost shared operation. Participants were Belgium (Parts Two and Three), Canada (Parts One and Two), Finland, Italy (Part One), Japan, the Netherlands Sweden and USA. The United Kingdom also joined at the end of the Annex. The work included 143 different vehicle/fuel/temperature combinations. FTP type emission tests were run on 14 vehicles powered with different gasoline compositions, methanol (M50 and M85), ethanol (E85), LPG, CNG and diesel. Both regulated and unregulated emission components were measured using the most up-to-date emissions measurement technology. The results indicated, that today`s advanced gasoline vehicles must be considered rather clean. Diesel is comparable with gasoline in the case of CO and HC. M85 gives low emissions in warm conditions, but unburned methanol must be controlled. Natural gas and LPG are inherently clean fuels which, using up-to-date engine technology, give low emissions in all conditions. (orig.) (29 refs.)

Analysis of unregulated emissions from an off-road diesel engine during realistic work operations

Science.gov (United States)

Lindgren, Magnus; Arrhenius, Karine; Larsson, Gunnar; Bäfver, Linda; Arvidsson, Hans; Wetterberg, Christian; Hansson, Per-Anders; Rosell, Lars

2011-09-01

Emissions from vehicle diesel engines constitute a considerable share of anthropogenic emissions of pollutants, including many non-regulated compounds such as aromatic hydrocarbons and alkenes. One way to reduce these emissions might be to use fuels with low concentrations of aromatic hydrocarbons, such as Fischer-Tropsch (F-T) diesels. Therefore this study compared Swedish Environmental Class 1 diesel (EC1) with the F-T diesel fuel Ecopar™ in terms of emissions under varied conditions (steady state, controlled transients and realistic work operations) in order to identify factors influencing emissions in actual operation. Using F-T diesel reduced emissions of aromatic hydrocarbons, but not alkenes. Emissions were equally dependent on work operation character (load, engine speed, occurrence of transients) for both fuels. There were indications that the emissions originated from unburnt fuel, rather than from combustion products.

CORRELATION ANALYSIS OF DRIVING CONDITIONS AND ON-ROAD EMISSIONS TRENDS FOR VEHICLES

Directory of Open Access Journals (Sweden)

Jawad H. Al-rifai

2017-01-01

Full Text Available This paper presents the impact of road grade, vehicle speed, nu mber of vehicles and vehicle type on vehicle emissions. ANOVA analyses were conducte d among different driving conditions and vehicle emissions to discover the signif icant effects of driving conditions on measured emission rates. This study is intended t o improve the understanding of vehicle emission levels in Jordan. Gas emissio ns in real-world driving conditions were measured by a por table emissions measurement un it over six sections of an urban road. The road grade, speed, type and number of veh icles were found to have a significant influence on the rate of gas emissions. Road grade and diesel-fueled vehicles were positively correlate d with average emission rates . The average emission rates were higher at speeds ranging between 60–69 km/h than at three other speed ranges. The results of ANOVA showed a strong and consistent reg ression between rates of emissions measured and grade, speed and diesel vehicle parameters. The grade parameter contributed the most to the rate of emissions compare d to other parameters. Gasoline vehicles contributed the least.

Particulate emissions from road transportation (gasoline and diesel). Chemical and granulometric characteristics; relative contribution; Emissions particulaires par les transports routiers (essence et diesel) caracteristiques chimiques et granulometriques contribution relative

Energy Technology Data Exchange (ETDEWEB)

Belot, G. [PSA-Peugiot-Citroen, 92 - La Garenne-Colombes (France)

1996-12-31

The formation process and chemical composition of diesel, leaded and lead-free gasoline combustion particulates are presented, and the effects of engine technology, post-treatments (oxidative catalysis), automobile speed and fuel type (more especially diesel type), on the granulometry of gasoline and diesel automotive particulates are studied. The emission contributions from the various diesel vehicle types (automobiles, trucks, buses), gasoline and diesel automobiles and other natural and anthropogenic particulate sources, are presented and compared

Real-world emissions of in-use off-road vehicles in Mexico.

Science.gov (United States)

Zavala, Miguel; Huertas, Jose Ignacio; Prato, Daniel; Jazcilevich, Aron; Aguilar, Andrés; Balam, Marco; Misra, Chandan; Molina, Luisa T

2017-09-01

Off-road vehicles used in construction and agricultural activities can contribute substantially to emissions of gaseous pollutants and can be a major source of submicrometer carbonaceous particles in many parts of the world. However, there have been relatively few efforts in quantifying the emission factors (EFs) and for estimating the potential emission reduction benefits using emission control technologies for these vehicles. This study characterized the black carbon (BC) component of particulate matter and NOx, CO, and CO 2 EFs of selected diesel-powered off-road mobile sources in Mexico under real-world operating conditions using on-board portable emissions measurements systems (PEMS). The vehicles sampled included two backhoes, one tractor, a crane, an excavator, two front loaders, two bulldozers, an air compressor, and a power generator used in the construction and agricultural activities. For a selected number of these vehicles the emissions were further characterized with wall-flow diesel particle filters (DPFs) and partial-flow DPFs (p-DPFs) installed. Fuel-based EFs presented less variability than time-based emission rates, particularly for the BC. Average baseline EFs in working conditions for BC, NOx, and CO ranged from 0.04 to 5.7, from 12.6 to 81.8, and from 7.9 to 285.7 g/kg-fuel, respectively, and a high dependency by operation mode and by vehicle type was observed. Measurement-base frequency distributions of EFs by operation mode are proposed as an alternative method for characterizing the variability of off-road vehicles emissions under real-world conditions. Mass-based reductions for black carbon EFs were substantially large (above 99%) when DPFs were installed and the vehicles were idling, and the reductions were moderate (in the 20-60% range) for p-DPFs in working operating conditions. The observed high variability in measured EFs also indicates the need for detailed vehicle operation data for accurately estimating emissions from off

Variability in operation-based NO(x) emission factors with different test routes, and its effects on the real-driving emissions of light diesel vehicles.

Science.gov (United States)

Lee, Taewoo; Park, Junhong; Kwon, Sangil; Lee, Jongtae; Kim, Jeongsoo

2013-09-01

The objective of this study is to quantify the differences in NO(x) emissions between standard and non-standard driving and vehicle operating conditions, and to estimate by how much NO(x) emissions exceed the legislative emission limits under typical Korean road traffic conditions. Twelve Euro 3-5 light-duty diesel vehicles (LDDVs) manufactured in Korea were driven on a chassis dynamometer over the standard New European Driving Cycle (NEDC) and a representative Korean on-road driving cycle (KDC). NO(x) emissions, average speeds and accelerations were calculated for each 1-km trip segment, so called averaging windows. The results suggest that the NO(x) emissions of the tested vehicles are more susceptible to variations in the driving cycles than to those in the operating conditions. Even under comparable operating conditions, the NO(x) control capabilities of vehicles differ from each other, i.e., NO(x) control is weaker for the KDC than for the NEDC. The NO(x) emissions over the KDC for given vehicle operating conditions exceed those over the NEDC by more than a factor of 8. Consequently, on-road NO(x) emission factors are estimated here to exceed the Euro 5 emission limit by up to a factor of 8, 4 and 3 for typical Korean urban, rural, and motorway road traffic conditions, respectively. Our findings support the development of technical regulations for supplementary real-world emission tests for emission certification and the corresponding research actions taken by automotive industries. Copyright © 2013 Elsevier B.V. All rights reserved.

40 CFR 600.206-86 - Calculation and use of fuel economy values for gasoline-fueled, diesel, and electric vehicle...

Science.gov (United States)

2010-07-01

... values for gasoline-fueled, diesel, and electric vehicle configurations. 600.206-86 Section 600.206-86...-RELATED EXHAUST EMISSIONS OF MOTOR VEHICLES Fuel Economy Regulations for 1977 and Later Model Year... values for gasoline-fueled, diesel, and electric vehicle configurations. (a) Fuel economy values...

Emission measurement of diesel vehicles in Hong Kong through on-road remote sensing: Performance review and identification of high-emitters.

Science.gov (United States)

Huang, Yuhan; Organ, Bruce; Zhou, John L; Surawski, Nic C; Hong, Guang; Chan, Edward F C; Yam, Yat Shing

2018-06-01

A two-year remote sensing measurement program was carried out in Hong Kong to obtain a large dataset of on-road diesel vehicle emissions. Analysis was performed to evaluate the effect of vehicle manufacture year (1949-2015) and engine size (0.4-20 L) on the emission rates and high-emitters. The results showed that CO emission rates of larger engine size vehicles were higher than those of small vehicles during the study period, while HC and NO were higher before manufacture year 2006 and then became similar levels between manufacture years 2006 and 2015. CO, HC and NO of all vehicles showed an unexpectedly increasing trend during 1998-2004, in particular ≥6001 cc vehicles. However, they all decreased steadily in the last decade (2005-2015), except for NO of ≥6001 cc vehicles during 2013-2015. The distributions of CO and HC emission rates were highly skewed as the dirtiest 10% vehicles emitted much higher emissions than all the other vehicles. Moreover, this skewness became more significant for larger engine size or newer vehicles. The results indicated that remote sensing technology would be very effective to screen the CO and HC high-emitters and thus control the on-road vehicle emissions, but less effective for controlling NO emissions. No clear correlation was observed between the manufacture year and percentage of high-emitters for ≤3000 cc vehicles. However, the percentage of high-emitters decreased with newer manufacture year for larger vehicles. In addition, high-emitters of different pollutants were relatively independent, in particular NO emissions, indicating that high-emitter screening criteria should be defined on a CO-or-HC-or-NO basis, rather than a CO-and-HC-and-NO basis. Copyright © 2018 Elsevier Ltd. All rights reserved.

Effect of ethanol fuel additive on diesel emissions.; TOPICAL

International Nuclear Information System (INIS)

Cole, R. L.; Poola, R. B.; Sekar, R.; Schaus, J. E.; McPartlin, P.

2001-01-01

Engine-out emissions from a Volkswagen model TDI engine were measured for three different fuels: neat diesel fuel, a blend of diesel fuel and additives containing 10% ethanol, and a blend of diesel fuel and additives containing 15% ethanol. The test matrix covered five speeds from 1,320 to 3,000 rpm, five torques from 15 Nm to maximum plus the 900-rpm idle condition, and most of the points in the FTP-75 and US-06 vehicle tests. Emissions of particulate matter (PM), nitrogen oxides (NO(sub x)), unburned hydrocarbons (HCs), and carbon monoxide (CO) were measured at each point, as were fuel consumption, exhaust oxygen, and carbon dioxide output. PM emissions were reduced up to 75% when ethanol-diesel blends were used instead of neat diesel fuel. Significant reductions in PM emissions occurred over one-half to two-thirds of the test matrix. NO(sub x) emissions were reduced by up to 84%. Although the regions of reduced NO(sub x) emissions were much smaller than the regions of reduced PM emissions, there was considerable overlap between the two regions where PM emissions were reduced by up to 75% and NO(sub x) emissions were reduced by up to 84%. Such simultaneous reduction of both PM and NO(sub x) emissions would be difficult to achieve by any other means. HC and CO emissions were also reduced in the regions of reduced PM and NO(sub x) emissions that overlapped. Because the ethanol-diesel blends contain less energy on both a per-unit-mass basis and a per-unit-volume basis, there was a reduction in maximum torque of up to 10% and an increase in brake-specific fuel consumption of up to 7% when these blends were used

Emissions of toxic pollutants from compressed natural gas and low sulfur diesel-fueled heavy-duty transit buses tested over multiple driving cycles.

Science.gov (United States)

Kado, Norman Y; Okamoto, Robert A; Kuzmicky, Paul A; Kobayashi, Reiko; Ayala, Alberto; Gebel, Michael E; Rieger, Paul L; Maddox, Christine; Zafonte, Leo

2005-10-01

The number of heavy-duty vehicles using alternative fuels such as compressed natural gas (CNG) and new low-sulfur diesel fuel formulations and equipped with after-treatment devices are projected to increase. However, few peer-reviewed studies have characterized the emissions of particulate matter (PM) and other toxic compounds from these vehicles. In this study, chemical and biological analyses were used to characterize the identifiable toxic air pollutants emitted from both CNG and low-sulfur-diesel-fueled heavy-duty transit buses tested on a chassis dynamometer over three transient driving cycles and a steady-state cruise condition. The CNG bus had no after-treatment, and the diesel bus was tested first equipped with an oxidation catalyst (OC) and then with a catalyzed diesel particulate filter (DPF). Emissions were analyzed for PM, volatile organic compounds (VOCs; determined on-site), polycyclic aromatic hydrocarbons (PAHs), and mutagenic activity. The 2000 model year CNG-fueled vehicle had the highest emissions of 1,3-butadiene, benzene, and carbonyls (e.g., formaldehyde) of the three vehicle configurations tested in this study. The 1998 model year diesel bus equipped with an OC and fueled with low-sulfur diesel had the highest emission rates of PM and PAHs. The highest specific mutagenic activities (revertants/microg PM, or potency) and the highest mutagen emission rates (revertants/mi) were from the CNG bus in strain TA98 tested over the New York Bus (NYB) driving cycle. The 1998 model year diesel bus with DPF had the lowest VOCs, PAH, and mutagenic activity emission. In general, the NYB driving cycle had the highest emission rates (g/mi), and the Urban Dynamometer Driving Schedule (UDDS) had the lowest emission rates for all toxics tested over the three transient test cycles investigated. Also, transient emissions were, in general, higher than steady-state emissions. The emissions of toxic compounds from an in-use CNG transit bus (without an oxidation

Emissions credits from natural gas vehicles

International Nuclear Information System (INIS)

Anderson, J.F.; Kodjak, D.

1997-01-01

Dedicated natural gas vehicles (NGVs) often are capable of testing to lower than federally required engine certification standards. NGVs often meet inherently low emission vehicle (ILEV) and ultra low emission vehicle (ULEV) standards. Over the useful life of the vehicle, a significant amount of mobile source emission reduction credits (MSERCs) can be generated. This paper will discuss key elements of establishing a workable methodology to quantify the emissions benefits generated through the purchase and use of heavy-duty natural gas vehicles instead of heavy-duty diesel vehicles. The paper will focus on a public fleet of transit buses owned by the Massachusetts Bay Transit Agency, the Massachusetts Port Authority, and a private fleet of waste haulers. Public fleets may generate emission credits as a key compliance option to offset emission shortfalls from changes to the Employee Commute Options (ECO) program, the Inspection and Maintenance program, and facilitate annual surface transportation conformity. Private fleets may generate emission credits for open market trading to area and stationary sources seeking to buy credits from mobile sources, where allowed by EPA and state policy

EFFECT OF OXYGENATED HYDROCARBON ADDITIVES ON EXHAUST EMISSIONS OF A DIESEL ENGINE

OpenAIRE

C. Sundar Raj; S. Sendilvelan

2010-01-01

The use of oxygenated fuels seems to be a promising solution for reducing particulate emissions in existing and future diesel motor vehicles. In this work, the influence of the addition of oxygenated hydrocarbons to diesel fuels on performance and emission parameters of a diesel engine is experimentally studied. 3-Pentanone (C5H10O) and Methyl anon (C7H12O) were used as oxygenated fuel additives. It was found that the addition of oxygenated hydrocarbons reduced the production of soot precurs...

New Approaches for Estimating Motor Vehicle Emissions in Megacities

Science.gov (United States)

Marr, L. C.; Thornhill, D. A.; Herndon, S. C.; Onasch, T. B.; Wood, E. C.; Kolb, C. E.; Knighton, W. B.; Mazzoleni, C.; Zavala, M. A.; Molina, L. T.

2007-12-01

The rapid proliferation of megacities and their air quality problems is producing unprecedented air pollution health risks and management challenges. Quantifying motor vehicle emissions in the developing world's megacities, where vehicle ownership is skyrocketing, is critical for evaluating the cities' impacts on the atmosphere at urban, regional, and global scales. The main goal of this research is to quantify gasoline- and diesel-powered motor vehicle emissions within the Mexico City Metropolitan Area (MCMA). We apply positive matrix factorization to fast measurements of gaseous and particulate pollutants made by the Aerodyne Mobile Laboratory as it drove throughout the MCMA in 2006. We consider carbon dioxide; carbon monoxide; volatile organic compounds including benzene and formaldehyde; nitrogen oxides; ammonia; fine particulate matter; particulate polycyclic aromatic hydrocarbons; and black carbon. Analysis of the video record confirms the apportionment of emissions to different engine types. From the derived source profiles, we calculate fuel-based fleet-average emission factors and then estimate the total motor vehicle emission inventory. The advantages of this method are that it can capture a representative sample of vehicles in a variety of on-road driving conditions and can separate emissions from gasoline versus diesel engines. The results of this research can be used to help assess the accuracy of emission inventories and to guide the development of strategies for reducing vehicle emissions.

Alternative Fuels Data Center: Diesel Vehicles Using Biodiesel

Science.gov (United States)

Biodiesel Printable Version Share this resource Send a link to Alternative Fuels Data Center : Diesel Vehicles Using Biodiesel to someone by E-mail Share Alternative Fuels Data Center: Diesel Vehicles Using Biodiesel on Facebook Tweet about Alternative Fuels Data Center: Diesel Vehicles Using Biodiesel

Experimental Assessment of NOx Emissions from 73 Euro 6 Diesel Passenger Cars.

Science.gov (United States)

Yang, Liuhanzi; Franco, Vicente; Mock, Peter; Kolke, Reinhard; Zhang, Shaojun; Wu, Ye; German, John

2015-12-15

Controlling nitrogen oxides (NOx) emissions from diesel passenger cars during real-world driving is one of the major technical challenges facing diesel auto manufacturers. Three main technologies are available for this purpose: exhaust gas recirculation (EGR), lean-burn NOx traps (LNT), and selective catalytic reduction (SCR). Seventy-three Euro 6 diesel passenger cars (8 EGR only, 40 LNT, and 25 SCR) were tested on a chassis dynamometer over both the European type-approval cycle (NEDC, cold engine start) and the more realistic Worldwide harmonized light-duty test cycle (WLTC version 2.0, hot start) between 2012 and 2015. Most vehicles met the legislative limit of 0.08 g/km of NOx over NEDC (average emission factors by technology: EGR-only 0.07 g/km, LNT 0.04 g/km, and SCR 0.05 g/km), but the average emission factors rose dramatically over WLTC (EGR-only 0.17 g/km, LNT 0.21 g/km, and SCR 0.13 g/km). Five LNT-equipped vehicles exhibited very poor performance over the WLTC, emitting 7-15 times the regulated limit. These results illustrate how diesel NOx emissions are not properly controlled under the current, NEDC-based homologation framework. The upcoming real-driving emissions (RDE) regulation, which mandates an additional on-road emissions test for EU type approvals, could be a step in the right direction to address this problem.

A Study on BC Emission from Vehicles using Different Types of Fuel

Science.gov (United States)

Kim, K.; Son, J.; Kim, J.; Kim, S.; Park, G.; Sung, K.; Kim, I.; Chung, T.; Park, T.; Kang, S.; Ban, J.; Kim, J.; Hong, Y. D.; Woo, J. H.; Lee, T.

2017-12-01

Black carbon (BC) is an anthropogenic aerosol from fossil fuels, and biomass burning. It absorbs solar radiation, and heats the atmosphere leading 0.4W m-2 radiative forcing. BC is a particle that can cause serious effects on human body as well. Toxicological studies of black carbon suggests that BC may be an important carrier of toxic chemicals to human body. The recent researches show that one of the main precursor of BC is vehicle emission, but the inventory of BC emission rate from vehicle is inadequate in South Korea. This study tries to find differences of BC emission from different sizes of vehicles using different types of fuels. Fuels used in vehicles are gasoline, liquefied petroleum gas (LPG), and diesel. BC was directly measured from the tail pipe of vehicles using Aethalometer (AE33, Magee Scientific Corporation). This study was conducted in Transport Pollutant Research Center, National Institute of Environmental Research, South Korea. Measurement was progressed with the five different test modes of speeds. Speed modes includes 4.7, 17.3, 34.1, 65.4, and 97.3 km h-1. Emission rate of BC was high in the slowest speed mode, and showed decrease with increase of the speed of vehicles. Gasoline vehicles had the relatively higher emission rate of BC than the LPG vehicle, while the emission rate of BC for Diesel with DPF (Diesel Particle Filter) was observed to be the lowest.

40 CFR 69.51 - Motor vehicle diesel fuel.

Science.gov (United States)

2010-07-01

... 40 Protection of Environment 15 2010-07-01 2010-07-01 false Motor vehicle diesel fuel. 69.51... (CONTINUED) SPECIAL EXEMPTIONS FROM REQUIREMENTS OF THE CLEAN AIR ACT Alaska § 69.51 Motor vehicle diesel... motor vehicle diesel fuel standards and dye provisions under 40 CFR 80.520 and associated requirements...

Dilution effects on ultrafine particle emissions from Euro 5 and Euro 6 diesel and gasoline vehicles

Science.gov (United States)

Louis, Cédric; Liu, Yao; Martinet, Simon; D'Anna, Barbara; Valiente, Alvaro Martinez; Boreave, Antoinette; R'Mili, Badr; Tassel, Patrick; Perret, Pascal; André, Michel

2017-11-01

Dilution and temperature used during sampling of vehicle exhaust can modify particle number concentration and size distribution. Two experiments were performed on a chassis dynamometer to assess exhaust dilution and temperature on particle number and particle size distribution for Euro 5 and Euro 6 vehicles. In the first experiment, the effects of dilution (ratio from 8 to 4 000) and temperature (ranging from 50 °C to 150 °C) on particle quantification were investigated directly from tailpipe for a diesel and a gasoline Euro 5 vehicles. In the second experiment, particle emissions from Euro 6 diesel and gasoline vehicles directly sampled from the tailpipe were compared to the constant volume sampling (CVS) measurements under similar sampling conditions. Low primary dilutions (3-5) induced an increase in particle number concentration by a factor of 2 compared to high primary dilutions (12-20). Low dilution temperatures (50 °C) induced 1.4-3 times higher particle number concentration than high dilution temperatures (150 °C). For the Euro 6 gasoline vehicle with direct injection, constant volume sampling (CVS) particle number concentrations were higher than after the tailpipe by a factor of 6, 80 and 22 for Artemis urban, road and motorway, respectively. For the same vehicle, particle size distribution measured after the tailpipe was centred on 10 nm, and particles were smaller than the ones measured after CVS that was centred between 50 nm and 70 nm. The high particle concentration (≈106 #/cm3) and the growth of diameter, measured in the CVS, highlighted aerosol transformations, such as nucleation, condensation and coagulation occurring in the sampling system and this might have biased the particle measurements.

Recent evidence concerning higher NO x emissions from passenger cars and light duty vehicles

Science.gov (United States)

Carslaw, David C.; Beevers, Sean D.; Tate, James E.; Westmoreland, Emily J.; Williams, Martin L.

2011-12-01

Ambient trends in nitrogen oxides (NO x) and nitrogen dioxide (NO 2) for many air pollution monitoring sites in European cities have stabilised in recent years. The lack of a decrease in the concentration of NO x and in particular NO 2 is of concern given European air quality standards are set in law. The lack of decrease in the concentration of NO x and NO 2 is also in clear disagreement with emission inventory estimates and projections. This work undertakes a comprehensive analysis of recent vehicle emissions remote sensing data from seven urban locations across the UK. The large sample size of 84,269 vehicles was carefully cross-referenced to a detailed and comprehensive database of vehicle information. We find that there are significant discrepancies between current UK/European estimates of NO x emissions and those derived from the remote sensing data for several important classes of vehicle. In the case of light duty diesel vehicles it is found that NO x emissions have changed little over 20 years or so over a period when the proportion of directly emitted NO 2 has increased substantially. For diesel cars it is found that absolute emissions of NO x are higher across all legislative classes than suggested by UK and other European emission inventories. Moreover, the analysis shows that more recent technology diesel cars (Euro 3-5) have clear increasing NO x emissions as a function of Vehicle Specific Power, which is absent for older technology vehicles. Under higher engine loads, these newer model diesel cars have a NO x/CO 2 ratio twice that of older model cars, which may be related to the increased use of turbo-charging. Current emissions of NO x from early technology catalyst-equipped petrol cars (Euro 1/2) were also found to be higher than emission inventory estimates - and comparable with NO x emissions from diesel cars. For heavy duty vehicles, it is found that NO x emissions were relatively stable until the introduction of Euro IV technology when

[Particle emission characteristics of diesel bus fueled with bio-diesel].

Science.gov (United States)

Lou, Di-Ming; Chen, Feng; Hu, Zhi-Yuan; Tan, Pi-Qiang; Hu, Wei

2013-10-01

With the use of the Engine Exhaust Particle Sizer (EEPS), a study on the characteristics of particle emissions was carried out on a China-IV diesel bus fueled with blends of 5% , 10% , 20% , 50% bio-diesel transformed from restaurant waste oil and China-IV diesel (marked separately by BD5, BD10, BD20, BD50), pure bio-diesel (BD100) and pure diesel (BD0). The results indicated that particulate number (PN) and mass (PM) emissions of bio-diesel blends increased with the increase in bus speed and acceleration; with increasing bio-diesel content, particulate emissions displayed a relevant declining trend. In different speed ranges, the size distribution of particulate number emissions (PNSD) was bimodal; in different acceleration ranges, PNSD showed a gradual transition from bimodal shape to unimodal when bus operation was switched from decelerating to accelerating status. Bio-diesel blends with higher mixture ratios showed significant reduction in PN emissions for accumulated modes, and the particulate number emission peaks moved towards smaller sizes; but little change was obtained in PN emissions for nuclei modes; reduction also occurred in particle geometric diameter (Dg).

On-road and laboratory emissions of NO, NO2, NH3, N2O and CH4 from late-model EU light utility vehicles: Comparison of diesel and CNG.

Science.gov (United States)

Vojtíšek-Lom, Michal; Beránek, Vít; Klír, Vojtěch; Jindra, Petr; Pechout, Martin; Voříšek, Tomáš

2018-03-01

Exhaust emissions of eight Euro 6 light duty vehicles - two station wagons and six vans - half powered by diesel fuel and half by compressed natural gas (CNG) were examined using both chassis dynamometer and on-road testing. A portable on-board FTIR analyzer was used to measure concentrations of reactive nitrogen compounds - NO, NO 2 and ammonia, of CO, formaldehyde, acetaldehyde and greenhouse gases CO 2 , methane and N 2 O. Exhaust flow was inferred from engine control unit data. Total emissions per cycle were compared and found to be in good agreement with laboratory measurements of NO X , CO and CO 2 during dynamometer tests. On diesel engines, mean NO X emissions were 136-1070mg/km in the laboratory and 537-615mg/km on the road, in many cases nearly an order of magnitude higher compared to the numerical value of the Euro 6 limit. Mean N 2 O emissions were 3-19mg/km and were equivalent to several g/km CO 2 . The measurements suggest that NO X and N 2 O emissions from late-model European light utility vehicles with diesel engines are non-negligible and should be continuously assessed and scrutinized. High variances in NO X emissions among the tested diesel vehicles suggest that large number of vehicles should be tested to offer at least some insights about distribution of fleet emissions among vehicles. CNG engines exhibited relatively low emissions of NO X (12-186mg/km) and NH 3 (10-24mg/km), while mean emissions of methane were 18-45mg/km, under 1g/km CO 2 equivalent, and N 2 O, CO, formaldehyde and acetaldehyde were negligible. The combination of a relatively clean-burning fuel, modern engine technology and a three-way catalyst has resulted in relatively low emissions under the wide variety of operating conditions encountered during the tests. The on-board FTIR has proven to be a useful instrument capable of covering, with the exception of total hydrocarbons, essentially all gaseous pollutants of interest. Copyright © 2017 Elsevier B.V. All rights reserved.

PM₂.₅ emissions from light-duty gasoline vehicles in Beijing, China.

Science.gov (United States)

Shen, Xianbao; Yao, Zhiliang; Huo, Hong; He, Kebin; Zhang, Yingzhi; Liu, Huan; Ye, Yu

2014-07-15

As stricter standards for diesel vehicles are implemented in China, and the use of diesel trucks is forbidden in urban areas, determining the contribution of light-duty gasoline vehicles (LDGVs) to on-road PM2.5 emissions in cities is important. Additionally, in terms of particle number and size, particulates emitted from LDGVs have a greater health impact than particulates emitted from diesel vehicles. In this work, we measured PM2.5 emissions from 20 LDGVs in Beijing, using an improved combined on-board emission measurement system. We compared these measurements with those reported in previous studies, and estimated the contribution of LDGVs to on-road PM2.5 emissions in Beijing. The results show that the PM2.5 emission factors for LDGVs, complying with European Emission Standards Euro-0 through Euro-4 were: 117.4 ± 142, 24.1 ± 20.4, 4.85 ± 7.86, 0.99 ± 1.32, 0.17 ± 0.15 mg/km, respectively. Our results show a significant decline in emissions with improving vehicle technology. However, this trend is not reflected in recent emission inventory studies. The daytime contributions of LDGVs to PM2.5 emissions on highways, arterials, residential roads, and within urban areas of Beijing were 44%, 62%, 57%, and 57%, respectively. The contribution of LDGVs to PM2.5 emissions varied both for different road types and for different times. Copyright © 2014 Elsevier B.V. All rights reserved.

40 CFR 69.52 - Non-motor vehicle diesel fuel.

Science.gov (United States)

2010-07-01

... 40 Protection of Environment 15 2010-07-01 2010-07-01 false Non-motor vehicle diesel fuel. 69.52... (CONTINUED) SPECIAL EXEMPTIONS FROM REQUIREMENTS OF THE CLEAN AIR ACT Alaska § 69.52 Non-motor vehicle diesel... NRLM diesel fuel. (5) Exempt NRLM diesel fuel and heating oil must be segregated from motor vehicle...

Performance, combustion timing and emissions from a light duty vehicle at different altitudes fueled with animal fat biodiesel, GTL and diesel fuels

International Nuclear Information System (INIS)

Ramos, Ángel; García-Contreras, Reyes; Armas, Octavio

2016-01-01

Highlights: • Effects of altitude, alternative fuels and driving conditions on emissions have been studied. • Combustion timing was studied by means of on-line thermodynamic diagnosis. • Altitude particularly increases the combustion duration of paraffinic fuels. • Altitude increases NOx emissions more than ten times compared to the sea level. • Effect of fuels on particulate matter is masked when diesel particle filters work efficiently. - Abstract: The altitude effect on performance, emissions and thermodynamic diagnosis under real world driving conditions has been evaluated using two alternative fuels and a diesel fuel. Three places, at different altitudes, were selected for the tests, from 0 to 2500 m above the sea level. Besides, two type of circuits (Urban and Extra-urban) have been selected in order to evaluate these two driving pattern conditions. A light duty diesel vehicle equipped with the same after-treatment system as Euro 5 engines was used as test vehicle. Thermodynamic diagnosis shows that, when the engine works with two pre-injection events (mainly at high altitude and without EGR) the ignition delay agrees of the cetane number of fuels. At urban conditions, altitude increases the combustion duration of all fuels and particularly with paraffinic fuels. The effect of altitude on THC and CO emissions is not noticeable, but at high altitude, NOx emissions during extra-urban tests were around three times higher than those from testing along the urban circuit. Besides, compared to circuits next to the sea level, these emissions at both circuits (urban and extra-urban) were around ten times higher, respectively, than the limits established by the Euro standards. The effect of fuels on pollutant emissions was masked by the variability associated to real driving conditions.

A comparative life cycle assessment of diesel and compressed natural gas powered refuse collection vehicles in a Canadian city

International Nuclear Information System (INIS)

Rose, Lars; Hussain, Mohammed; Ahmed, Syed; Malek, Kourosh; Costanzo, Robert; Kjeang, Erik

2013-01-01

Consumers and organizations worldwide are searching for low-carbon alternatives to conventional gasoline and diesel vehicles to reduce greenhouse gas (GHG) emissions and their impact on the environment. A comprehensive technique used to estimate overall cost and environmental impact of vehicles is known as life cycle assessment (LCA). In this article, a comparative LCA of diesel and compressed natural gas (CNG) powered heavy duty refuse collection vehicles (RCVs) is conducted. The analysis utilizes real-time operational data obtained from the City of Surrey in British Columbia, Canada. The impact of the two alternative vehicles is assessed from various points in their life. No net gain in energy use is found when a diesel powered RCV is replaced by a CNG powered RCV. However, significant reductions (approximately 24% CO 2 -equivalent) in GHG and criteria air contaminant (CAC) emissions are obtained. Moreover, fuel cost estimations based on 2011 price levels and a 5-year lifetime for both RCVs reveal that considerable cost savings may be achieved by switching to CNG vehicles. Thus, CNG RCVs are not only favorable in terms of reduced climate change impact but also cost effective compared to conventional diesel RCVs, and provide a viable and realistic near-term strategy for cities and municipalities to reduce GHG emissions. - Highlights: ► Life cycle analysis is performed on two alternative refuse collection vehicle technologies. ► Real-time operational data obtained by the City of Surrey in British Columbia are utilized. ► The life cycle energy use is similar for diesel and CNG RCVs. ► A 24% reduction of GHG emissions (CO 2 -equivalent) may be realized by switching from diesel to CNG. ► CNG RCVs are estimated to be cost effective and may lead to reduced fuel costs.

Diesel exhaust controls and aftertreatment

Energy Technology Data Exchange (ETDEWEB)

Rubeli, B. [Natural Resources Canada, Sudbury, ON (Canada). CANMET Mining and Mineral Sciences Laboratories

2009-07-01

This presentation discussed the safe use of diesel fuels in underground mines, with particular reference to advanced technology engines and system technology options for mines. The use of diesel fuels underground requires well designed diesel engines with an effective preventive maintenance programs utilizing diesel emissions testing. The mines must have a well-engineered ventilation system and an adequate air quality monitoring system. An outline of diesel pollutant formation was included in the presentation. Diesel emission control technologies can address localized air quality problems and control emissions at the source. This presentation summarized the best available diesel emission control technologies for underground mines, namely diesel oxidation catalysts (DOC); diesel particulate filters (DPF); active diesel particulate filters (A-DPF); selective catalytic reduction (SCR); water scrubbers; and fume diluters. An emissions control plan using aftertreatment technology should target the vehicles that are the biggest contributors to diesel exhaust. Low sulphur fuel is a prerequisite for most emission control technologies. The successful control of emissions requires knowledge of the high emitting vehicle groups; an integrated ventilation and emission control technology application plan; ambient and tailpipe emissions testing; and training of operators and mechanics. tabs., figs.

BLACK Carbon Emissions from Diesel Sources in the Largest Arctic City: Case Study of Murmansk

Science.gov (United States)

Evans, M.; Kholod, N.; Malyshev, V.; Tretyakova, S.; Gusev, E.; Yu, S.; Barinov, A.

2014-12-01

Russia has very little data on its black carbon (BC) emissions. Because Russia makes up such a large share of the Arctic, understanding Russian emissions will improve our understanding of overall BC levels, BC in the Arctic and the link between BC and climate change. This paper provides a detailed, bottom-up inventory of BC emissions from diesel sources in Murmansk, Russia, along with uncertainty estimates associated with these emissions. The research team developed a detailed data collection methodology. The methodology involves assessing the vehicle fleet and activity in Murmansk using traffic, parking lot and driver surveys combined with an existing database from a vehicle inspection station and statistical data. The team also assessed the most appropriate emission factors, drawing from both Russian and international inventory methodologies. The researchers also compared fuel consumption using statistical data and bottom-up fuel calculations. They then calculated emissions for on-road transportation, off-road transportation (including mines), diesel generators, fishing and other sources. The article also provides a preliminary assessment of Russia-wide emissions of black carbon from diesel sources.

Particle and gaseous emissions from individual diesel and CNG buses

Directory of Open Access Journals (Sweden)

Å. M. Hallquist

2013-05-01

Full Text Available In this study size-resolved particle and gaseous emissions from 28 individual diesel-fuelled and 7 compressed natural gas (CNG-fuelled buses, selected from an in-use bus fleet, were characterised for real-world dilution scenarios. The method used was based on using CO2 as a tracer of exhaust gas dilution. The particles were sampled by using an extractive sampling method and analysed with high time resolution instrumentation EEPS (10 Hz and CO2 with a non-dispersive infrared gas analyser (LI-840, LI-COR Inc. 1 Hz. The gaseous constituents (CO, HC and NO were measured by using a remote sensing device (AccuScan RSD 3000, Environmental System Products Inc.. Nitrogen oxides, NOx, were estimated from NO by using default NO2/NOx ratios from the road vehicle emission model HBEFA3.1. The buses studied were diesel-fuelled Euro III–V and CNG-fuelled Enhanced Environmentally Friendly Vehicles (EEVs with different after-treatment, including selective catalytic reduction (SCR, exhaust gas recirculation (EGR and with and without diesel particulate filter (DPF. The primary driving mode applied in this study was accelerating mode. However, regarding the particle emissions also a constant speed mode was analysed. The investigated CNG buses emitted on average a higher number of particles but less mass compared to the diesel-fuelled buses. Emission factors for number of particles (EFPN were EFPN, DPF = 4.4 ± 3.5 × 1014, EFPN, no DPF = 2.1 ± 1.0 × 1015 and EFPN, CNG = 7.8 ± 5.7 ×1015 kg fuel−1. In the accelerating mode, size-resolved emission factors (EFs showed unimodal number size distributions with peak diameters of 70–90 nm and 10 nm for diesel and CNG buses, respectively. For the constant speed mode, bimodal average number size distributions were obtained for the diesel buses with peak modes of ~10 nm and ~60 nm. Emission factors for NOx expressed as NO2 equivalents for the diesel buses were on average 27 ± 7 g (kg fuel−1 and for the CNG buses 41

Future Potential of Hybrid and Diesel Powertrains in the U.S. Light-duty Vehicle Market

Energy Technology Data Exchange (ETDEWEB)

Greene, D.L.

2004-08-23

Diesel and hybrid technologies each have the potential to increase light-duty vehicle fuel economy by a third or more without loss of performance, yet these technologies have typically been excluded from technical assessments of fuel economy potential on the grounds that hybrids are too expensive and diesels cannot meet Tier 2 emissions standards. Recently, hybrid costs have come down and the few hybrid makes available are selling well. Diesels have made great strides in reducing particulate and nitrogen oxide emissions, and are likely though not certain to meet future standards. In light of these developments, this study takes a detailed look at the market potential of these two powertrain technologies and their possible impacts on light-duty vehicle fuel economy. A nested multinomial logit model of vehicle choice was calibrated to 2002 model year sales of 930 makes, models and engine-transmission configurations. Based on an assessment of the status and outlook for the two technologies, market shares were predicted for 2008, 2012 and beyond, assuming no additional increase in fuel economy standards or other new policy initiatives. Current tax incentives for hybrids are assumed to be phased out by 2008. Given announced and likely introductions by 2008, hybrids could capture 4-7% and diesels 2-4% of the light-duty market. Based on our best guesses for further introductions, these shares could increase to 10-15% for hybrids and 4-7% for diesels by 2012. The resulting impacts on fleet average fuel economy would be about +2% in 2008 and +4% in 2012. If diesels and hybrids were widely available across vehicle classes, makes, and models, they could capture 40% or more of the light-duty vehicle market.

Emissions of nitrogen oxides and particulates of diesel vehicles

NARCIS (Netherlands)

Kadijk, G.; Ligterink, N.E.; Mensch, P. van; Spreen, J.S.; Vermeulen, R.J.; Vonk, W.A.

2015-01-01

In real-world conditions, modern Euro VI heavy-duty vehicles produce an average of ten times less nitrogen oxide (NOx)emissions than previous generations of Euro IV and Euro V heavy-duty vehicles. However, Euro 6 passenger cars and light commercial vehicles present an entirely different picture

On-board measurement of emissions from liquefied petroleum gas, gasoline and diesel powered passenger cars in Algeria.

Science.gov (United States)

Chikhi, Saâdane; Boughedaoui, Ménouèr; Kerbachi, Rabah; Joumard, Robert

2014-08-01

On-board measurements of unit emissions of CO, HC, NOx and CO₂ were conducted on 17 private cars powered by different types of fuels including gasoline, dual gasoline-liquefied petroleum gas (LPG), gasoline, and diesel. The tests performed revealed the effect of LPG injection technology on unit emissions and made it possible to compare the measured emissions to the European Artemis emission model. A sequential multipoint injection LPG kit with no catalyst installed was found to be the most efficient pollutant reduction device for all of the pollutants, with the exception of the NOx. Specific test results for a sub-group of LPG vehicles revealed that LPG-fueled engines with no catalyst cannot compete with catalyzed gasoline and diesel engines. Vehicle age does not appear to be a determining parameter with regard to vehicle pollutant emissions. A fuel switch to LPG offers many advantages as far as pollutant emissions are concerned, due to LPG's intrinsic characteristics. However, these advantages are being rapidly offset by the strong development of both gasoline and diesel engine technologies and catalyst converters. The LPG's performance on a chassis dynamometer under real driving conditions was better than expected. The enforcement of pollutant emission standards in developing countries is an important step towards introducing clean technology and reducing vehicle emissions. Copyright © 2014. Published by Elsevier B.V.

Real-time measurements of nitrogen oxide emissions from in-use New York City transit buses using a chase vehicle.

Science.gov (United States)

Shorter, Joanne H; Herndon, Scott; Zahniser, Mark S; Nelson, David D; Wormhoudt, Joda; Demerjian, Kenneth L; Kolb, Charles E

2005-10-15

New diesel engine technologies and alternative fuel engines are being introduced into fleets of mass transit buses to try to meet stricter emission regulations of nitrogen oxides and particulates: Real-time instruments including an Aerodyne Research tunable infrared laser differential absorption spectrometer (TILDAS) were deployed in a mobile laboratory to assess the impact of the implementation of the new technologies on nitrogen oxide emissions in real world driving conditions. Using a "chase" vehicle sampling strategy, the mobile laboratory followed target vehicles, repeatedly sampling their exhaust. Nitrogen oxides from approximately 170 in-use New York City mass transit buses were sampled during the field campaigns. Emissions from conventional diesel buses, diesel buses with continuously regenerating technology (CRT), diesel hybrid electric buses, and compressed natural gas (CNG) buses were compared. The chase vehicle sampling method yields real world emissions that can be included in more realistic emission inventories. The NO, emissions from the diesel and CNG buses were comparable. The hybrid electric buses had approximately one-half the NOx emissions. In CRT diesels, NO2 accounts for about one-third of the NOx emitted in the exhaust, while for non-CRT buses the NO2 fraction is less than 10%.

On-road assessment of light duty vehicles in Delhi city: Emission factors of CO, CO2 and NOX

Science.gov (United States)

Jaiprakash; Habib, Gazala

2018-02-01

This study presents the technology based emission factors of gaseous pollutants (CO, CO2, and NOX) measured during on-road operation of nine passenger cars of diesel, gasoline, and compressed natural gas (CNG). The emissions from two 3-wheelers, and three 2-wheelers were measured by putting the vehicles on jacks and operating them according to Modified Indian Driving Cycle (MIDC) at no load condition. The emission factors observed in the present work were significantly higher than values reported from dynamometer study by Automotive Research Association of India (ARAI). Low CO (0.34 ± 0.08 g km-1) and high NOX (1.0 ± 0.4 g km-1) emission factors were observed for diesel passenger cars, oppositely high CO (2.2 ± 2.6 g km-1) and low NOX (1.0 ± 1.6 g km-1) emission factors were seen for gasoline powered cars. The after-treatment technology in diesel vehicles was effective in CO reduction. While the use of turbocharger in diesel vehicles to generate high combustion temperature and pressure produces more NOx, probably which may not be effectively controlled by after-treatment device. The after-treatment devices in gasoline powered Post-2010, Post-2005 vehicles can be acclaimed for reduced CO emissions compared to Post-2000 vehicles. This work presents a limited data set of emission factors from on-road operations of light duty vehicles, this limitation can be improved by further measurements of emissions from similar vehicles.

Estimation of CO2 reduction by parallel hard-type power hybridization for gasoline and diesel vehicles.

Science.gov (United States)

Oh, Yunjung; Park, Junhong; Lee, Jong Tae; Seo, Jigu; Park, Sungwook

2017-10-01

The purpose of this study is to investigate possible improvements in ICEVs by implementing fuzzy logic-based parallel hard-type power hybrid systems. Two types of conventional ICEVs (gasoline and diesel) and two types of HEVs (gasoline-electric, diesel electric) were generated using vehicle and powertrain simulation tools and a Matlab-Simulink application programming interface. For gasoline and gasoline-electric HEV vehicles, the prediction accuracy for four types of LDV models was validated by conducting comparative analysis with the chassis dynamometer and OBD test data. The predicted results show strong correlation with the test data. The operating points of internal combustion engines and electric motors are well controlled in the high efficiency region and battery SOC was well controlled within ±1.6%. However, for diesel vehicles, we generated virtual diesel-electric HEV vehicle because there is no available vehicles with similar engine and vehicle specifications with ICE vehicle. Using a fuzzy logic-based parallel hybrid system in conventional ICEVs demonstrated that HEVs showed superior performance in terms of fuel consumption and CO 2 emission in most driving modes. Copyright © 2017 Elsevier B.V. All rights reserved.

Development of South African vehicle emission factors

CSIR Research Space (South Africa)

Forbes, P

2009-10-01

Full Text Available for each pollutant, which have been derived from monitoring campaigns in Europe and the USA. In this study, direct exhaust emission monitoring was performed on 58 diesel and 78 petrol passenger vehicles in both idling and accelerated modes. South African...

Remote sensing of on-road vehicle emissions: Mechanism, applications and a case study from Hong Kong

Science.gov (United States)

Huang, Yuhan; Organ, Bruce; Zhou, John L.; Surawski, Nic C.; Hong, Guang; Chan, Edward F. C.; Yam, Yat Shing

2018-06-01

Vehicle emissions are a major contributor to air pollution in cities and have serious health impacts to their inhabitants. On-road remote sensing is an effective and economic tool to monitor and control vehicle emissions. In this review, the mechanism, accuracy, advantages and limitations of remote sensing were introduced. Then the applications and major findings of remote sensing were critically reviewed. It was revealed that the emission distribution of on-road vehicles was highly skewed so that the dirtiest 10% vehicles accounted for over half of the total fleet emissions. Such findings highlighted the importance and effectiveness of using remote sensing for in situ identification of high-emitting vehicles for further inspection and maintenance programs. However, the accuracy and number of vehicles affected by screening programs were greatly dependent on the screening criteria. Remote sensing studies showed that the emissions of gasoline and diesel vehicles were significantly reduced in recent years, with the exception of NOx emissions of diesel vehicles in spite of greatly tightened automotive emission regulations. Thirdly, the experience and issues of using remote sensing for identifying high-emitting vehicles in Hong Kong (where remote sensing is a legislative instrument for enforcement purposes) were reported. That was followed by the first time ever identification and discussion of the issue of frequent false detection of diesel high-emitters using remote sensing. Finally, the challenges and future research directions of on-road remote sensing were elaborated.

Real-world emissions and fuel consumption of diesel buses and trucks in Macao: From on-road measurement to policy implications

Science.gov (United States)

Wu, Xiaomeng; Zhang, Shaojun; Wu, Ye; Li, Zhenhua; Zhou, Yu; Fu, Lixin; Hao, Jiming

2015-11-01

A total of 13 diesel buses and 12 diesel trucks in Macao were tested using portable emission measurement systems (PEMS) including a SEMTECH-DS for gaseous emissions and a SEMTECH-PPMD for PM2.5. The average emission rates of gaseous pollutants and CO2 are developed with the operating mode defined by the instantaneous vehicle specific power (VSP) and vehicle speed. Both distance-based and fuel mass-based emission factors for gaseous pollutants (e.g., CO, THC and NOX) are further estimated under typical driving conditions. The average distance-based NOX emission of heavy-duty buses (HDBs) is higher than 13 g km-1. Considering the unfavorable conditions for selective reductions catalyst (SCR) systems, such as low-speed driving conditions, more effective technology options (e.g., dedicated natural gas buses and electric buses) should be considered by policy makers in Macao. We identified strong effects of the vehicle size, engine displacement and driving conditions on real-world CO2 emission factors and fuel consumption for diesel vehicles. Therefore, detailed profiles regarding vehicle specifications can reduce the uncertainty in their fleet-average on-road fuel consumption. In addition, strong correlations between relative emission factors and driving conditions indicated by the average speed of generated micro-trips are identified based on a micro-trip method. For example, distance-based emission factors of HDBs will increase by 39% for CO, 29% for THC, 43% for NOX and 26% for CO2 when the average speed decreases from 30 km h-1 to 20 km h-1. The mitigation of on-road emissions from diesel buses and trucks by improving traffic conditions through effective traffic and economic management measures is therefore required. This study demonstrates the important role of PEMS in understanding vehicle emissions and mitigation strategies from science to policy perspectives.

Development and application of a mobile laboratory for measuring emissions from diesel engines. 1. Regulated gaseous emissions.

Science.gov (United States)

Cocker, David R; Shah, Sandip D; Johnson, Kent; Miller, J Wayne; Norbeck, Joseph M

2004-04-01

Information about in-use emissions from diesel engines remains a critical issue for inventory development and policy design. Toward that end, we have developed and verified the first mobile laboratory that measures on-road or real-world emissions from engines at the quality level specified in the U.S. Congress Code of Federal Regulations. This unique mobile laboratory provides information on integrated and modal regulated gaseous emission rates and integrated emission rates for speciated volatile and semivolatile organic compounds and particulate matter during real-world operation. Total emissions are captured and collected from the HDD vehicle that is pulling the mobile laboratory. While primarily intended to accumulate data from HDD vehicles, it may also be used to measure emission rates from stationary diesel sources such as back-up generators. This paper describes the development of the mobile laboratory, its measurement capabilities, and the verification process and provides the first data on total capture gaseous on-road emission measurements following the California Air Resources Board (ARB) 4-mode driving cycle, the hot urban dynamometer driving schedule (UDDS), the modified 5-mode cycle, and a 53.2-mi highway chase experiment. NOx mass emission rates (g mi(-1)) for the ARB 4-mode driving cycle, the hot UDDS driving cycle, and the chase experimentwerefoundto exceed current emission factor estimates for the engine type tested by approximately 50%. It was determined that congested traffic flow as well as "off-Federal Test Procedure cycle" emissions can lead to significant increases in per mile NOx emission rates for HDD vehicles.

On-road heavy-duty diesel particulate matter emissions modeled using chassis dynamometer data.

Science.gov (United States)

Kear, Tom; Niemeier, D A

2006-12-15

This study presents a model, derived from chassis dynamometer test data, for factors (operational correction factors, or OCFs) that correct (g/mi) heavy-duty diesel particle emission rates measured on standard test cycles for real-world conditions. Using a random effects mixed regression model with data from 531 tests of 34 heavy-duty vehicles from the Coordinating Research Council's E55/E59 research project, we specify a model with covariates that characterize high power transient driving, time spent idling, and average speed. Gram per mile particle emissions rates were negatively correlated with high power transient driving, average speed, and time idling. The new model is capable of predicting relative changes in g/mi on-road heavy-duty diesel particle emission rates for real-world driving conditions that are not reflected in the driving cycles used to test heavy-duty vehicles.

COMPARATIVE STUDY ON EXHAUST EMISSIONS FROM DIESEL- AND CNG-POWERED URBAN BUSES

Energy Technology Data Exchange (ETDEWEB)

COROLLER, P; PLASSAT, G

2003-08-24

Couple years ago, ADEME engaged programs dedicated to the urban buses exhaust emissions studies. The measures associated with the reduction of atmospheric and noise pollution has particular importance in the sector of urban buses. In many cases, they illustrate the city's environmental image and contribute to reinforcing the attractiveness of public transport. France's fleet in service, presently put at about 14,000 units, consumes about 2 per cent of the total energy of city transport. It causes about 2 per cent of the HC emissions and from 4 to 6 per cent of the NOx emissions and particles. These vehicles typically have a long life span (about 15 years) and are relatively expensive to buy, about 150.000 euros per unit. Several technical solutions were evaluated to quantify, on a real condition cycle for buses, on one hand pollutants emissions, fuel consumption and on the other hand reliability, cost in real existing fleet. This paper presents main preliminary results on urban buses exhaust emission on two different cases: - existing Diesel buses, with fuel modifications (Diesel with low sulphur content), Diesel with water emulsion and bio-Diesel (30% oil ester in standard Diesel fuel); renovating CNG powered Euro II buses fleet, over representative driving cycles, set up by ADEME and partners. On these cycles, pollutants (regulated and unregulated) were measured as well as fuel consumption, at the beginning of a program and one year after to quantify reliability and increase/decrease of pollutants emissions. At the same time, some after-treatment technologies were tested under real conditions and several vehicles. Information such as fuel consumption, lubricant analysis, problem on the technology were following during a one year program. On the overall level, it is the combination of various action, pollution-reduction and renewal that will make it possible to meet the technological challenge of reducing emissions and fuel consumption by urban bus

Estimating national exhaust emissions from railway vehicles in Turkey

International Nuclear Information System (INIS)

Dincer, Faruk; Elbir, Tolga

2007-01-01

The estimated exhaust emissions from railway vehicles in Turkey were presented. The emissions of nitrogen oxides (NO x ), hydrocarbon compounds (HC), carbon monoxide (CO), particulate matter (PM), sulfur dioxide (SO 2 ) and carbon dioxide (CO 2 ) from the diesel locomotives and railcars were calculated using the railway traffic data recorded by Turkish State Railways (TSR) for the period of 2000-2005. EPA emission factors were used for different vehicle types and operation modes such as shunting and line-hauling. Total emissions from railway vehicles in Turkey were estimated as 384 t y - 1 for HC, 1016 t y - 1 for CO, 6799 t y - 1 for NO X , 256 t y - 1 for PM, 357 t y - 1 for SO 2 and 383 537 t y - 1 for CO 2 for the year 2005. The distribution of emissions with respect to type of railway vehicles shows that the mainline locomotives contribute ∝ 91% to the total emissions. The increases of 22%, 39% and 49% in the current numbers of mainline locomotives, shunting locomotives and diesel railcars, respectively corresponding to the full capacity of railway network in Turkey will increase the annual emissions to 431 t y - 1 for HC, 1121 t y - 1 for CO, 7399 t y - 1 for NO X , 342 t y - 1 for PM, 552 t y - 1 for SO 2 and 420 256 t y - 1 for CO 2 . Total railway emissions constitute 0.15%, 0.08% and 4.21% of total Turkish traffic emissions for HC, CO and NO X , respectively. (author)

Experimental investigation on regulated and unregulated emissions of a diesel/methanol compound combustion engine with and without diesel oxidation catalyst.

Science.gov (United States)

Zhang, Z H; Cheung, C S; Chan, T L; Yao, C D

2010-01-15

The use of methanol in combination with diesel fuel is an effective measure to reduce particulate matter (PM) and nitrogen oxides (NOx) emissions from in-use diesel vehicles. In this study, a diesel/methanol compound combustion (DMCC) scheme was proposed and a 4-cylinder naturally-aspirated direct-injection diesel engine modified to operate on the proposed combustion scheme. The effect of DMCC and diesel oxidation catalyst (DOC) on the regulated emissions of total hydrocarbons (THC), carbon monoxide (CO), NOx and PM was investigated based on the Japanese 13 Mode test cycle. Certain unregulated emissions, including methane, ethyne, ethene, 1,3-butadiene, BTX (benzene, toluene, xylene), unburned methanol and formaldehyde were also evaluated based on the same test cycle. In addition, the soluble organic fraction (SOF) in the particulate and the particulate number concentration and size distribution were investigated at certain selected modes of operation. The results show that the DMCC scheme can effectively reduce NOx, particulate mass and number concentrations, ethyne, ethene and 1,3-butadiene emissions but significantly increase the emissions of THC, CO, NO(2), BTX, unburned methanol, formaldehyde, and the proportion of SOF in the particles. After the DOC, the emission of THC, CO, NO(2), as well as the unregulated gaseous emissions, can be significantly reduced when the exhaust gas temperature is sufficiently high while the particulate mass concentration is further reduced due to oxidation of the SOF. Copyright 2009 Elsevier B.V. All rights reserved.

Reducing emissions from diesel combustion

International Nuclear Information System (INIS)

Anon.

1992-01-01

This paper contains information dealing with engine design to reduce emissions and improve or maintain fuel economy. Topics include: Observation of High Pressure Fuel Spray with Laser Light Sheet Method; Determination of Engine Cylinder Pressures from Crankshaft Speed Fluctuations; Combustion Similarity for Different Size Diesel Engines: Theoretical Prediction and Experimental Results; Prediction of Diesel Engine Particulate Emission During Transient Cycles; Characteristics and Combustibility of Particulate Matter; Dual-Fuel Diesel Engine Using Butane; Measurement of Flame Temperature Distribution in D.I. Diesel Engine with High Pressure Fuel Injection: and Combustion in a Small DI Diesel Engine at Starting

Vehicle emission factors of solid nanoparticles in the laboratory and on the road using Portable Emission Measurement Systems (PEMS

Directory of Open Access Journals (Sweden)

Barouch eGiechaskiel

2015-12-01

Full Text Available Emission inventories are used to quantify sources and identify trends in the emissions of air pollutants. They use vehicle-specific emission factors that are typically determined in the laboratory, through remote-sensing, vehicle chasing experiments and, more recently, on-board Portable Emission Measurement Systems (PEMS. Although PEMS is widely applied to measure gaseous pollutants, their application to Solid Particle Number (SPN emissions is new. In this paper, we discuss the current status of determining SPN emission factors both on the chassis dynamometer and on-road using PEMS-SPN. First, we determine the influence of the measurement equipment, ambient temperature, driving style and cycle characteristics, and the extra mass of the PEMS equipment on the SPN emissions. Afterward, we present the SPN emissions under type-approval conditions as well as on the road of two heavy-duty diesel vehicles equipped with Diesel Particulate Filter (DPF (one Euro VI, two light-duty diesel vehicles equipped with DPF, one light-duty vehicle equipped with a Port Fuel Injection engine (PFI, and seven Gasoline Direct Injection (GDI passenger cars (two Euro 6. We find that cold-start and strong accelerations tend to substantially increase SPN emissions. The two heavy-duty vehicles showed emissions around 2×10^13 p/km (Euro V truck and 6×10^10 p/km (Euro VI truck, respectively. One of the DPF-equipped light-duty vehicles showed emissions of 8×10^11 p/km, while the other one had one order of magnitude lower emissions. The PFI car had SPN emissions slightly higher than 1×10^12 p/km. The emissions of GDI cars spanned approximately from 8×10^11 p/km to 8×10^12 p/km. For the cars without DPF, the SPN emissions remained within a factor of two of the laboratory results. This factor was on average around 0.8 for the Euro 6 and 1.6 for the Euro 5 GDIs. The DPF equipped vehicles showed a difference of almost one order of magnitude between laboratory and on-road tests

Fast-regenerable sulfur dioxide adsorbents for diesel engine emission control

Science.gov (United States)

Li, Liyu [Richland, WA; King, David L [Richland, WA

2011-03-15

Disclosed herein are sorbents and devices for controlling sulfur oxides emissions as well as systems including such sorbents and devices. Also disclosed are methods for making and using the disclosed sorbents, devices and systems. In one embodiment the disclosed sorbents can be conveniently regenerated, such as under normal exhaust stream from a combustion engine, particularly a diesel engine. Accordingly, also disclosed are combustion vehicles equipped with sulfur dioxide emission control devices.

40 CFR 80.522 - May used motor oil be dispensed into diesel motor vehicles or nonroad diesel engines?

Science.gov (United States)

2010-07-01

... diesel motor vehicles or nonroad diesel engines? 80.522 Section 80.522 Protection of Environment... vehicles or nonroad diesel engines? No person may introduce used motor oil, or used motor oil blended with... later nonroad diesel engines (not including locomotive or marine diesel engines), unless both of the...

Impact of biodiesel and renewable diesel on emissions of regulated pollutants and greenhouse gases on a 2000 heavy duty diesel truck

Science.gov (United States)

Na, Kwangsam; Biswas, Subhasis; Robertson, William; Sahay, Keshav; Okamoto, Robert; Mitchell, Alexander; Lemieux, Sharon

2015-04-01

As part of a broad evaluation of the environmental impacts of biodiesel and renewable diesel as alternative motor fuels and fuel blends in California, the California Air Resources Board's (CARB) Heavy-duty Diesel Emission Testing Laboratory conducted chassis dynamometer exhaust emission measurements on in-use heavy-heavy-duty diesel trucks (HHDDT). The results presented here detail the impact of biodiesel and renewable diesel fuels and fuel blends as compared to CARB ULSD on particulate matter (PM), regulated gases, and two greenhouse gases emissions from a HHDDT with a 2000 C15 Caterpillar engine with no exhaust after treatment devices. This vehicle was tested over the Urban Dynamometer Driving Schedule (UDDS) and the cruise portion of the California HHDDT driving schedule. Three neat blend stocks (soy-based and animal-based fatty acid methyl ester (FAME) biodiesels, and a renewable diesel) and CARB-certified ultra-low sulfur diesel (CARB ULSD) along with their 20% and 50% blends (blended with CARB ULSD) were tested. The effects of blend level on emission characteristics were discussed on g·km-1 basis. The results showed that PM, total hydrocarbon (THC), and carbon monoxide (CO) emissions were dependent on driving cycles, showing higher emissions for the UDDS cycles with medium load than the highway cruise cycle with high load on per km basis. When comparing CARB ULSD to biodiesels and renewable diesel blends, it was observed that the PM, THC, and CO emissions decreased with increasing blend levels regardless of the driving cycles. Note that biodiesel blends showed higher degree of emission reductions for PM, THC, and CO than renewable diesel blends. Both biodiesels and renewable diesel blends effectively reduced PM emissions, mainly due to reduction in elemental carbon emissions (EC), however no readily apparent reductions in organic carbon (OC) emissions were observed. When compared to CARB ULSD, soy- and animal-based biodiesel blends showed statistically

Final report for measurement of primary particulate matter emissions from light-duty motor vehicles

Energy Technology Data Exchange (ETDEWEB)

Norbeck, J. M.; Durbin, T. D.; Truex, T. J.

1998-12-31

This report describes the results of a particulate emissions study conducted at the University of California, Riverside, College of Engineering-Center for Environmental Research and Technology (CE-CERT) from September of 1996 to August of 1997. The goal of this program was to expand the database of particulate emissions measurements from motor vehicles to include larger numbers of representative in-use vehicles. This work was co-sponsored by the Coordinating Research Council (CRC), the South Coast Air Quality Management District (SCAQMD), and the National Renewable Energy Laboratory (NREL) and was part of a larger study of particulate emissions being conducted in several states under sponsorship by CRC. For this work, FTP particulate mass emission rates were determined for gasoline and diesel vehicles, along with the fractions of particulates below 2.5 and 10 microns aerodynamic diameter. A total of 129 gasoline-fueled vehicles and 19 diesel-fueled vehicles were tested as part of the program.

40 CFR 80.592 - What records must be kept by entities in the motor vehicle diesel fuel and diesel fuel additive...

Science.gov (United States)

2010-07-01

... in the motor vehicle diesel fuel and diesel fuel additive distribution systems? 80.592 Section 80.592... FUELS AND FUEL ADDITIVES Motor Vehicle Diesel Fuel; Nonroad, Locomotive, and Marine Diesel Fuel; and ECA... the motor vehicle diesel fuel and diesel fuel additive distribution systems? (a) Records that must be...

Study on Emission Measurement of Vehicle on Road Based on Binomial Logit Model

OpenAIRE

Aly, Sumarni Hamid; Selintung, Mary; Ramli, Muhammad Isran; Sumi, Tomonori

2011-01-01

This research attempts to evaluate emission measurement of on road vehicle. In this regard, the research develops failure probability model of vehicle emission test for passenger car which utilize binomial logit model. The model focuses on failure of CO and HC emission test for gasoline cars category and Opacity emission test for diesel-fuel cars category as dependent variables, while vehicle age, engine size, brand and type of the cars as independent variables. In order to imp...

Type approval and real-world CO_2 and NO_x emissions from EU light commercial vehicles

International Nuclear Information System (INIS)

Zacharof, Nikiforos; Tietge, Uwe; Franco, Vicente; Mock, Peter

2016-01-01

In the European Union, light duty vehicles (LDVs) are subject to emission targets for carbon dioxide (CO_2) and limits for pollutants such as nitrogen oxides (NO_x). CO_2 emissions are regulated for both passenger vehicles (PV) and light commercial vehicles (LCV), as individual manufacturers are required to reach fleet averages of 130 g/km by 2015 and 175 g/km by 2017, respectively. In the case of PVs, it has been found that there is a significant divergence between real-world and type-approval CO_2 emissions, which has been increasing annually, reaching 40% in 2014. On-road exceedances of regulated NO_x emission limits for diesel passenger cars have also been documented. The current study investigated the LCV characteristics and CO_2 and NO_x emissions in the European Union. A vehicle market analysis found that LCVs comprise 17% of the diesel LDV market and while there were some data for CO_2 emissions, there were hardly any data publicly available for NO_x emissions. Monitoring the divergence in CO_2 emissions revealed that it increased from 14% in 2006 to 33% in 2014, posing an additional annual fuel cost from 120€ in 2006 to 305€ in 2014, while a significant percentage of Euro 5 vehicles exceeded NO_x emission standards. - Highlights: • Light commercial vehicles comprise 17% of diesel light duty vehicle market. • On-road CO_2 emissions were found to be on average 33% higher than compared to type approval measurements. • The annual additional fuel cost due to the on-road and type approval divergence is estimated at 400€. • Data indicates exceedances in on-road NO_x emissions. • Little attention has been given to light commercial vehicles compared to passenger vehicles.

Reduction of CO/sub 2/ emissions through fuel economy standards for diesel cars in pakistan

International Nuclear Information System (INIS)

Memon, L.A.; Mehlia, T.M.I.; Hassan, M.H.

2007-01-01

In Pakistan, like many developing countries, the increasing prosperity and population growth are resulting in accelerated growth in vehicle population and vehicle kilometers traveled. This causes air pollution due to huge CO/sub 2/ emissions. Automobile fuel economy standards have proven to be one of the most effective tools to control oil demand thereby reducing the GHG (Green House Gas) emissions like CO/sub 2/, This study presents the investigation to apply fuel economy standards in Pakistan, in order to predict the potential reduction in CO/sub 2/ emissions and saving in fuel demand. The study is focused on only diesel cars and the data of diesel car owners for previous fifteen years is obtained from the related sources in Pakistan. A growth trend of diesel car owners was analyzed and the number of diesel car owners in future was predicted by applying database computer software. Calculations were made to study the effect of fuel economy standards in terms of saving in fuel demand and the reduction in CO/sub 2/ emissions. The results reveal the potential application of fuel economy standards and it was found that a cumulative amount of fuel 39266775 liters can be saved and CO/sub 2/ emissions can be reduced by 106021 tons at the end of 2011-2012, if fuel economy standards are implemented in 2008-2009. (author)

Impact of excess NOx emissions from diesel cars on air quality, public health and eutrophication in Europe

Science.gov (United States)

Jonson, J. E.; Borken-Kleefeld, J.; Simpson, D.; Nyíri, A.; Posch, M.; Heyes, C.

2017-09-01

Diesel cars have been emitting four to seven times more NOx in on-road driving than in type approval tests. These ‘excess emissions’ are a consequence of deliberate design of the vehicle’s after-treatment system, as investigations during the ‘Dieselgate’ scandal have revealed. Here we calculate health and environmental impacts of these excess NOx emissions in all European countries for the year 2013. We use national emissions reported officially under the UNECE Convention for Long-range Transport of Atmospheric Pollutants and employ the EMEP MSC-W Chemistry Transport Model and the GAINS Integrated Assessment Model to determine atmospheric concentrations and resulting impacts. We compare with impacts from hypothetical emissions where light duty diesel vehicles are assumed to emit only as much as their respective type approval limit value or as little as petrol cars of the same age. Excess NO2 concentrations can also have direct health impacts, but these overlap with the impacts from particulate matter (PM) and are not included here. We estimate that almost 10 000 premature deaths from PM2.5 and ozone in the adult population (age >30 years) can be attributed to the NOx emissions from diesel cars and light commercial vehicles in EU28 plus Norway and Switzerland in 2013. About 50% of these could have been avoided if diesel limits had been achieved also in on-road driving; and had diesel cars emitted as little NOx as petrol cars, 80% of these premature deaths could have been avoided. Ecosystem eutrophication impacts (critical load exceedances) from the same diesel vehicles would also have been reduced at similar rates as for the health effects.

Alternative Fuels Data Center: How Do Diesel Vehicles Work Using Biodiesel?

Science.gov (United States)

Diesel Vehicles Work Using Biodiesel? to someone by E-mail Share Alternative Fuels Data Center: How Do Diesel Vehicles Work Using Biodiesel? on Facebook Tweet about Alternative Fuels Data Center: How Do Diesel Vehicles Work Using Biodiesel? on Twitter Bookmark Alternative Fuels Data Center: How Do

Primary gas- and particle-phase emissions and secondary organic aerosol production from gasoline and diesel off-road engines.

Science.gov (United States)

Gordon, Timothy D; Tkacik, Daniel S; Presto, Albert A; Zhang, Mang; Jathar, Shantanu H; Nguyen, Ngoc T; Massetti, John; Truong, Tin; Cicero-Fernandez, Pablo; Maddox, Christine; Rieger, Paul; Chattopadhyay, Sulekha; Maldonado, Hector; Maricq, M Matti; Robinson, Allen L

2013-12-17

Dilution and smog chamber experiments were performed to characterize the primary emissions and secondary organic aerosol (SOA) formation from gasoline and diesel small off-road engines (SOREs). These engines are high emitters of primary gas- and particle-phase pollutants relative to their fuel consumption. Two- and 4-stroke gasoline SOREs emit much more (up to 3 orders of magnitude more) nonmethane organic gases (NMOGs), primary PM and organic carbon than newer on-road gasoline vehicles (per kg of fuel burned). The primary emissions from a diesel transportation refrigeration unit were similar to those of older, uncontrolled diesel engines used in on-road vehicles (e.g., premodel year 2007 heavy-duty diesel trucks). Two-strokes emitted the largest fractional (and absolute) amount of SOA precursors compared to diesel and 4-stroke gasoline SOREs; however, 35-80% of the NMOG emissions from the engines could not be speciated using traditional gas chromatography or high-performance liquid chromatography. After 3 h of photo-oxidation in a smog chamber, dilute emissions from both 2- and 4-stroke gasoline SOREs produced large amounts of semivolatile SOA. The effective SOA yield (defined as the ratio of SOA mass to estimated mass of reacted precursors) was 2-4% for 2- and 4-stroke SOREs, which is comparable to yields from dilute exhaust from older passenger cars and unburned gasoline. This suggests that much of the SOA production was due to unburned fuel and/or lubrication oil. The total PM contribution of different mobile source categories to the ambient PM burden was calculated by combining primary emission, SOA production and fuel consumption data. Relative to their fuel consumption, SOREs are disproportionately high total PM sources; however, the vastly greater fuel consumption of on-road vehicles renders them (on-road vehicles) the dominant mobile source of ambient PM in the Los Angeles area.

Experimental investigation of the performance and emissions of diesel engines by a novel emulsified diesel fuel

International Nuclear Information System (INIS)

Chen, Zhenbin; Wang, Xiaochen; Pei, Yiqiang; Zhang, Chengliang; Xiao, Mingwei; He, Jinge

2015-01-01

Highlights: • A novel bio-fuel, glucose solution emulsified diesel fuel, is evaluated. • Emulsified diesel has comparable brake thermal efficiency. • NO X emissions decrease with emulsified fuel at all loads. • Soot emissions decrease with emulsified fuel except at a few operating points. - Abstract: The subject of this paper was to study the performance and emissions of two typical diesel engines using glucose solution emulsified diesel fuel. Emulsified diesel with a 15% glucose solution by mass fraction was used in diesel engines and compared with pure diesel. For the agricultural diesel engine, performance and emission characteristics were measured under various engine loads. The results showed that the brake thermal efficiencies were improved using emulsified diesel fuel. Emulsified fuel decreased NO x and soot emissions except at a few specific operating conditions. HydroCarbon (HC) and CO emissions were increased. For the automotive diesel engine, performance and emissions were measured using the 13-mode European Stationary Cycle (ESC). It was found that brake thermal efficiencies of emulsified diesel and pure diesel were comparable at 75% and 100% load. Soot emissions decreased significantly while NO x emissions decreased slightly. HC emissions increased while CO emissions decreased at some operating conditions

Characteristics of black carbon emissions from in-use light-duty passenger vehicles.

Science.gov (United States)

Zheng, Xuan; Zhang, Shaojun; Wu, Ye; Zhang, K Max; Wu, Xian; Li, Zhenhua; Hao, Jiming

2017-12-01

Mitigating black carbon (BC) emissions from various combustion sources has been considered an urgent policy issue to address the challenges of climate change, air pollution and health risks. Vehicles contribute considerably to total anthropogenic BC emissions and urban BC concentrations. Compared with heavy-duty diesel vehicles, there is much larger uncertainty in BC emission factors for light-duty passenger vehicles (LDPVs), in particular for gasoline LDPVs, which warrants further studies. In this study, we employed the dynamometer and the Aethalometer (AE-51) to measure second-by-second BC emissions from eight LDPVs by engine technology and driving cycle. The average BC emission factors under transient cycles (e.g., ECE-15, New European Driving Cycle, NEDC, Worldwide Harmonized Light Vehicles Test Cycle, WLTC) are 3.6-91.5 mg/km, 7.6 mg/km and 0.13-0.58 mg/km, respectively, for diesel (N = 3), gasoline direct injection (GDI) (N = 1) and gasoline port-fuel injection (PFI) engine categories (N = 4). For gasoline PFI LDPVs, the instantaneous emission profiles show a strong association of peak BC emissions with cold-start and high-speed aggressive driving. Such impacts lead to considerable BC emission contributions in cold-start periods (e.g., the first 47 s-94 s) over the entire cycle (e.g., 18-76% of the NEDC and 13-36% of the WLTC) and increased BC emission factors by 80-440% under the WLTC compared to the NEDC. For diesel BC emissions, the size distribution exhibits a typical unimodal pattern with one single peak appearing approximately from 120 to 150 nm, which is largely consistent with previous studies. Nevertheless, the average mass ratios of BC to particle mass (PM) range from 0.38 to 0.54 for three diesel samples, representing substantial impacts from both driving and engine conditions. The significant discrepancy between gasoline BC emission factors obtained from tailpipe exhaust versus ambient conditions suggest that more comparative

Alternatives to Diesel Fuel in California - Fuel Cycle Energy and Emission Effects of Possible Replacements Due to the TAC Diesel Particulate Decision; FINAL

International Nuclear Information System (INIS)

Christopher L. Saraicks; Donald M. Rote; Frank Stodolsky; James J. Eberhardt

2000-01-01

Limitations on petroleum-based diesel fuel in California could occur pursuant to the 1998 declaration by California's Air Resources Board (CARB) that the particulate matter component of diesel exhaust is a carcinogen, therefore a toxic air contaminant (TAC) subject to the state's Proposition 65. It is the declared intention of CARB not to ban or restrict diesel fuel, per se, at this time. Assuming no total ban, Argonne National Laboratory (ANL) explored two feasible ''mid-course'' strategies, each of which results in some degree of (conventional) diesel displacement. In the first case, with substantial displacement of compression ignition by spark ignition engines, diesel fuel is assumed admissible for ignition assistance as a pilot fuel in natural gas (NG)-powered heavy-duty vehicles. Gasoline demand in California increases by 32.2 million liters (8.5 million gallons) per day overall, about 21 percent above projected 2010 baseline demand. Natural gas demand increases by 13.6 million diesel liter (3.6 million gallon) equivalents per day, about 7 percent above projected (total) consumption level. In the second case, ressionignition engines utilize substitutes for petroleum-based diesel having similar ignition and performance properties. For each case we estimated localized air emission plus generalized greenhouse gas and energy changes. Fuel replacement by di-methyl ether yields the greatest overall reduction in NOx emissions, though all scenarios bring about PM10 reductions relative to the 2010 baseline, with greatest reductions from the first case described above and the least from fuel replacement by Fischer-Tropsch synthetic diesel. Economic implications of vehicle and engine replacement were not formally evaluated

Gas Phase Emission Ratios From In-Use Diesel and CNG Curbside Passenger Buses in New York City

Science.gov (United States)

Herndon, S. C.; Shorter, J.; Canagaratna, M.; Jayne, J.; Nelson, D. D.; Wormhoudt, J. C.; Williams, P.; Silva, P. J.; Shi, Q.; Ghertner, A.; Zahniser, M.; Worsnop, D.; Kolb, C.; Lanni, T.; Drewnick, F.; Demerjian, K. L.

2002-12-01

The Aerodyne Mobile Laboratory simultaneously measured gas phase and particulate emissions from in use vehicles during two campaigns in New York City. The campaigns took place during two weeks in October, 2000 and four weeks in July-August, 2001. Passenger curbside buses were the primary focus of the study, but school buses and several other heavy duty diesel vehicles were also characterized. This paper describes the methodologies used to measure individual in use vehicles and presents the results of the gas phase measurements. Emission ratios for NO, NO2, SO2, N2O, CO, CH4 and H2CO relative to CO2 have been determined across several classes of buses. The gas phase concentrations were measured each second, using Tunable Infrared Laser Direct Absorption Spectroscopy (TILDAS). Some of the categories of buses into which the data has been sorted are; diesel (both 6V92 and Series 50) with and without the Continuous Regenerative Technology (CRT) retrofit, compressed natural gas powered(CNG) and hybrid diesel-electric buses. The New York Metropolitan Transit Authority (MTA) cooperated with this work, providing details about each of their buses followed. In addition to MTA buses, other New York City passenger bus operators were also measured. In September 2000, MTA began to switch to 30 ppm sulfur diesel fuel while it is believed the non MTA operators did not. The measured emission ratios show that low sulfur fuel greatly reduces the amount of SO2 per CO2. Roughly one third of the MTA fleet of diesel buses have been equipped with the CRT retrofit. The gas phase results of interest in this category show increased direct emission of NO2 and companion work (also submitted to the 12th CRC) show the impact the CRT refit has on particulate emissions. CNG buses show increased H2CO and CH4 emission ratios relative to diesel powered motors.

Panorama 2016 - Diesel

International Nuclear Information System (INIS)

Monnier, Gaetan; Ivanic, Tanja; Alazard-Toux, Nathalie

2016-01-01

Diesel vehicles have been the focus of recent national and world news coverage. This solution, with greater overall efficiency than spark emission engines (gasoline, LPG and natural gas), remains an essential aspect of road freight transport. Diesel has even gained a significant share of the light vehicle market in certain regions of the world. However, diesel is currently the focus of numerous controversies and has been condemned for its negative impact on air quality. (authors)

EFFECTS OF ETHANOL BLENDED DIESEL FUEL ON EXHAUST EMISSIONS FROM A DIESEL ENGINE

Directory of Open Access Journals (Sweden)

Özer CAN

2005-02-01

Full Text Available Diesel engine emissions can be improved by adding organic oxygenated compounds to the No. 2 diesel fuel. In this study, effects of 10 % and 15 % (in volume ethanol addition to Diesel No. 2 on exhaust emissions from an indirect injection turbocharged diesel engine running at different engine speeds and loads were investigated. Experimental results showed that the ethanol addition reduced CO, soot and SO2 emissions, although it caused some increase in NOx emission and some power reductions due to lower heating value of ethanol. Improvements on emissions were more significant at full load rather than at partial loads.

Gaseous and Particulate Emissions from Diesel Engines at Idle and under Load: Comparison of Biodiesel Blend and Ultralow Sulfur Diesel Fuels.

Science.gov (United States)

Chin, Jo-Yu; Batterman, Stuart A; Northrop, William F; Bohac, Stanislav V; Assanis, Dennis N

2012-11-15

Diesel exhaust emissions have been reported for a number of engine operating strategies, after-treatment technologies, and fuels. However, information is limited regarding emissions of many pollutants during idling and when biodiesel fuels are used. This study investigates regulated and unregulated emissions from both light-duty passenger car (1.7 L) and medium-duty (6.4 L) diesel engines at idle and load and compares a biodiesel blend (B20) to conventional ultralow sulfur diesel (ULSD) fuel. Exhaust aftertreatment devices included a diesel oxidation catalyst (DOC) and a diesel particle filter (DPF). For the 1.7 L engine under load without a DOC, B20 reduced brake-specific emissions of particulate matter (PM), elemental carbon (EC), nonmethane hydrocarbons (NMHCs), and most volatile organic compounds (VOCs) compared to ULSD; however, formaldehyde brake-specific emissions increased. With a DOC and high load, B20 increased brake-specific emissions of NMHC, nitrogen oxides (NO x ), formaldehyde, naphthalene, and several other VOCs. For the 6.4 L engine under load, B20 reduced brake-specific emissions of PM 2.5 , EC, formaldehyde, and most VOCs; however, NO x brake-specific emissions increased. When idling, the effects of fuel type were different: B20 increased NMHC, PM 2.5 , EC, formaldehyde, benzene, and other VOC emission rates from both engines, and changes were sometimes large, e.g., PM 2.5 increased by 60% for the 6.4 L/2004 calibration engine, and benzene by 40% for the 1.7 L engine with the DOC, possibly reflecting incomplete combustion and unburned fuel. Diesel exhaust emissions depended on the fuel type and engine load (idle versus loaded). The higher emissions found when using B20 are especially important given the recent attention to exposures from idling vehicles and the health significance of PM 2.5 . The emission profiles demonstrate the effects of fuel type, engine calibration, and emission control system, and they can be used as source profiles for

Gaseous and Particulate Emissions from Diesel Engines at Idle and under Load: Comparison of Biodiesel Blend and Ultralow Sulfur Diesel Fuels

Science.gov (United States)

Chin, Jo-Yu; Batterman, Stuart A.; Northrop, William F.; Bohac, Stanislav V.; Assanis, Dennis N.

2015-01-01

Diesel exhaust emissions have been reported for a number of engine operating strategies, after-treatment technologies, and fuels. However, information is limited regarding emissions of many pollutants during idling and when biodiesel fuels are used. This study investigates regulated and unregulated emissions from both light-duty passenger car (1.7 L) and medium-duty (6.4 L) diesel engines at idle and load and compares a biodiesel blend (B20) to conventional ultralow sulfur diesel (ULSD) fuel. Exhaust aftertreatment devices included a diesel oxidation catalyst (DOC) and a diesel particle filter (DPF). For the 1.7 L engine under load without a DOC, B20 reduced brake-specific emissions of particulate matter (PM), elemental carbon (EC), nonmethane hydrocarbons (NMHCs), and most volatile organic compounds (VOCs) compared to ULSD; however, formaldehyde brake-specific emissions increased. With a DOC and high load, B20 increased brake-specific emissions of NMHC, nitrogen oxides (NOx), formaldehyde, naphthalene, and several other VOCs. For the 6.4 L engine under load, B20 reduced brake-specific emissions of PM2.5, EC, formaldehyde, and most VOCs; however, NOx brake-specific emissions increased. When idling, the effects of fuel type were different: B20 increased NMHC, PM2.5, EC, formaldehyde, benzene, and other VOC emission rates from both engines, and changes were sometimes large, e.g., PM2.5 increased by 60% for the 6.4 L/2004 calibration engine, and benzene by 40% for the 1.7 L engine with the DOC, possibly reflecting incomplete combustion and unburned fuel. Diesel exhaust emissions depended on the fuel type and engine load (idle versus loaded). The higher emissions found when using B20 are especially important given the recent attention to exposures from idling vehicles and the health significance of PM2.5. The emission profiles demonstrate the effects of fuel type, engine calibration, and emission control system, and they can be used as source profiles for apportionment

The Influence of Various Operation Modes on Diesel Passenger Cars CO2 Emissions

Directory of Open Access Journals (Sweden)

Arina Negoițescu

2015-07-01

Full Text Available The amount of emissions released into the atmosphere by polluting sources was significantly reduced due to the limitations introduced by the EU. Since one of the main sources affecting air quality is the car, researches regarding the influence of various factors on exhaust emissions are carried out. As CO2 is the main pollutant responsible for the greenhouse effect, the article treats the influence of vehicle load and traffic levels, running modes, the electric consumer’s utilization, and driving style on CO2 emissions for cars equipped with diesel engine. The results from the conducted study can contribute to adopt solutions in order to decrease the concentration of CO2 emissions from cars equipped with diesel engines.

Method for modeling driving cycles, fuel use, and emissions for over snow vehicles.

Science.gov (United States)

Hu, Jiangchuan; Frey, H Christopher; Sandhu, Gurdas S; Graver, Brandon M; Bishop, Gary A; Schuchmann, Brent G; Ray, John D

2014-07-15

As input to a winter use plan, activity, fuel use, and tailpipe exhaust emissions of over snow vehicles (OSV), including five snow coaches and one snowmobile, were measured on a designated route in Yellowstone National Park (YNP). Engine load was quantified in terms of vehicle specific power (VSP), which is a function of speed, acceleration, and road grade. Compared to highway vehicles, VSP for OSVs is more sensitive to rolling resistance and less sensitive to aerodynamic drag. Fuel use rates increased linearly (R2>0.96) with VSP. For gasoline-fueled OSVs, fuel-based emission rates of carbon monoxide (CO) and nitrogen oxides (NOx) typically increased with increasing fuel use rate, with some cases of very high CO emissions. For the diesel OSVs, which had selective catalytic reduction and diesel particulate filters, fuel-based NOx and particulate matter (PM) emission rates were not sensitive to fuel flow rate, and the emission controls were effective. Inter vehicle variability in cycle average fuel use and emissions rates for CO and NOx was substantial. However, there was relatively little inter-cycle variation in cycle average fuel use and emission rates when comparing driving cycles. Recommendations are made regarding how real-world OSV activity, fuel use, and emissions data can be improved.

EFFECT OF OXYGENATED HYDROCARBON ADDITIVES ON EXHAUST EMISSIONS OF A DIESEL ENGINE

Directory of Open Access Journals (Sweden)

C. Sundar Raj

2010-12-01

Full Text Available The use of oxygenated fuels seems to be a promising solution for reducing particulate emissions in existing and future diesel motor vehicles. In this work, the influence of the addition of oxygenated hydrocarbons to diesel fuels on performance and emission parameters of a diesel engine is experimentally studied. 3-Pentanone (C5H10O and Methyl anon (C7H12O were used as oxygenated fuel additives. It was found that the addition of oxygenated hydrocarbons reduced the production of soot precursors with respect to the availability of oxygen content in the fuel. On the other hand, a serious increase of NOx emissions is observed. For this reason the use of exhaust gas recirculation (EGR to control NOx emissions is examined. From the analysis of it is examined experimental findings, it is seen that the use of EGR causes a sharp reduction in NOx and smoke simultaneously. On the other hand, EGR results in a slight reduction of engine efficiency and maximum combustion pressure which in any case does not alter the benefits obtained from the oxygenated fuel.

Emission testing of jatropha and pongamia mixed bio diesel fuel in a diesel engine

International Nuclear Information System (INIS)

Ali, M.; Shaikh, A.A.

2012-01-01

The present investigation is based on the emission characteristics of mixed bio diesel fuel in a four stroke single cylinder compression ignition engine at constant speed. Refined oils of jatropha and pongamia are converted into bio diesel by acid catalyzed esterification and base catalyzed transesterification reactions. The jatropha and pongamia bio diesel were mixed in equal proportions with conventional mineral diesel fuel. Four samples of fuel were tested namely, diesel fuel, B10, B20 and B40. The emission analysis showed B20 mixed bio diesel fuel blend having better results as compared to other samples. There is 60% and 35% lower emission of carbon monoxide and in sulphur dioxide observed while consuming B20 blended fuel respectively. The test result showed NOx emissions were 10% higher from bio diesel fuel, as compared to conventional diesel fuel. However, these emissions may be reduced by EGR (Exhaust Gas Recirculation) technology. Present research also revealed that that B20 mixed bio diesel fuel can be used, without any modification in a CI engine. (author)

40 CFR 86.004-11 - Emission standards for 2004 and later model year diesel heavy-duty engines and vehicles.

Science.gov (United States)

2010-07-01

.... This section applies to 2004 and later model year diesel HDEs. (a)(1) Exhaust emissions from new 2004 and later model year diesel HDEs shall not exceed the following: (i)(A) Oxides of Nitrogen plus Non... diesel HDE families in any or all of the emissions ABT programs for HDEs, within the restrictions...

Effects of the biodiesel blend fuel on aldehyde emissions from diesel engine exhaust

Science.gov (United States)

Peng, Chiung-Yu; Yang, Hsi-Hsien; Lan, Cheng-Hang; Chien, Shu-Mei

Interest in use of biodiesel fuels derived from vegetable oils or animal fats as alternative fuels for petroleum-based diesels has increased due to biodiesels having similar properties of those of diesels, and characteristics of renewability, biodegradability and potential beneficial effects on exhaust emissions. Generally, exhaust emissions of regulated pollutants are widely studied and the results favor biodiesels on CO, HC and particulate emissions; however, limited and inconsistent data are showed for unregulated pollutants, such as carbonyl compounds, which are also important indicators for evaluating available vehicle fuels. For better understanding biodiesel, this study examines the effects of the biodiesel blend fuel on aldehyde chemical emissions from diesel engine exhausts in comparison with those from the diesel fuel. Test engines (Mitsubishi 4M40-2AT1) with four cylinders, a total displacement of 2.84 L, maximum horsepower of 80.9 kW at 3700 rpm, and maximum torque of 217.6 N m at 2000 rpm, were mounted and operated on a Schenck DyNAS 335 dynamometer. Exhaust emission tests were performed several times for each fuel under the US transient cycle protocol from mileages of 0-80,000 km with an interval of 20,000 km, and two additional measurements were carried out at 40,000 and 80,000 km after maintenance, respectively. Aldehyde samples were collected from diluted exhaust by using a constant volume sampling system. Samples were extracted and analyzed by the HPLC/UV system. Dominant aldehydes of both fuels' exhausts are formaldehyde and acetaldehyde. These compounds together account for over 75% of total aldehyde emissions. Total aldehyde emissions for B20 (20% waste cooking oil biodiesel and 80% diesel) and diesel fuels are in the ranges of 15.4-26.9 mg bhp-h -1 and 21.3-28.6 mg bhp-h -1, respectively. The effects of increasing mileages and maintenance practice on aldehyde emissions are insignificant for both fuels. B20 generates slightly less emission than

Application of a Biodegradable Lubricant in a Diesel Vehicle

DEFF Research Database (Denmark)

Schramm, Jesper

2003-01-01

, NOx, THC, PM, lubricant-SOF and PAH from one diesel and one gasoline type vehicle using biodegradable lubricants and conventional lubricants. This paper describes the results of the experiments with the diesel type vehicle only. Lubricant consumption and fuel consumption are other important parameters...

Real-time black carbon emission factor measurements from light duty vehicles.

Science.gov (United States)

Forestieri, Sara D; Collier, Sonya; Kuwayama, Toshihiro; Zhang, Qi; Kleeman, Michael J; Cappa, Christopher D

2013-11-19

Eight light-duty gasoline low emission vehicles (LEV I) were tested on a Chassis dynamometer using the California Unified Cycle (UC) at the Haagen-Smit vehicle test facility at the California Air Resources Board in El Monte, CA during September 2011. The UC includes a cold start phase followed by a hot stabilized running phase. In addition, a light-duty gasoline LEV vehicle and ultralow emission vehicle (ULEV), and a light-duty diesel passenger vehicle and gasoline direct injection (GDI) vehicle were tested on a constant velocity driving cycle. A variety of instruments with response times ≥0.1 Hz were used to characterize how the emissions of the major particulate matter components varied for the LEVs during a typical driving cycle. This study focuses primarily on emissions of black carbon (BC). These measurements allowed for the determination of BC emission factors throughout the driving cycle, providing insights into the temporal variability of BC emission factors during different phases of a typical driving cycle.

40 CFR 80.550 - What is the definition of a motor vehicle diesel fuel small refiner or a NRLM diesel fuel small...

Science.gov (United States)

2010-07-01

...) REGULATION OF FUELS AND FUEL ADDITIVES Motor Vehicle Diesel Fuel; Nonroad, Locomotive, and Marine Diesel Fuel... vehicle diesel fuel small refiner or a NRLM diesel fuel small refiner under this subpart? (a) A motor...-operational between January 1, 1999, and January 1, 2000, may apply for motor vehicle diesel fuel small...

The Diesel as a Vehicle Engine

Science.gov (United States)

Neumann, Kurt

1928-01-01

The thorough investigation of a Dorner four-cylinder, four-stroke-cycle Diesel engine with mechanical injection led me to investigate more thoroughly the operation of the Diesel as a vehicle engine. Aside from the obvious need of reliability of functioning, a high rotative speed, light weight and economy in heat consumption per horsepower are also indispensable requirements.

Chemical composition of gas-phase organic carbon emissions from motor vehicles and implications for ozone production.

Science.gov (United States)

Gentner, Drew R; Worton, David R; Isaacman, Gabriel; Davis, Laura C; Dallmann, Timothy R; Wood, Ezra C; Herndon, Scott C; Goldstein, Allen H; Harley, Robert A

2013-10-15

Motor vehicles are major sources of gas-phase organic carbon, which includes volatile organic compounds (VOCs) and other compounds with lower vapor pressures. These emissions react in the atmosphere, leading to the formation of ozone and secondary organic aerosol (SOA). With more chemical detail than previous studies, we report emission factors for over 230 compounds from gasoline and diesel vehicles via two methods. First we use speciated measurements of exhaust emissions from on-road vehicles in summer 2010. Second, we use a fuel composition-based approach to quantify uncombusted fuel components in exhaust using the emission factor for total uncombusted fuel in exhaust together with detailed chemical characterization of liquid fuel samples. There is good agreement between the two methods except for products of incomplete combustion, which are not present in uncombusted fuels and comprise 32 ± 2% of gasoline exhaust and 26 ± 1% of diesel exhaust by mass. We calculate and compare ozone production potentials of diesel exhaust, gasoline exhaust, and nontailpipe gasoline emissions. Per mass emitted, the gas-phase organic compounds in gasoline exhaust have the largest potential impact on ozone production with over half of the ozone formation due to products of incomplete combustion (e.g., alkenes and oxygenated VOCs). When combined with data on gasoline and diesel fuel sales in the U.S., these results indicate that gasoline sources are responsible for 69-96% of emissions and 79-97% of the ozone formation potential from gas-phase organic carbon emitted by motor vehicles.

Diesel bus emissions measured in a tunnel study.

Science.gov (United States)

Jamriska, Milan; Morawska, Lidia; Thomas, Steven; He, Congrong

2004-12-15

The emission factors of a bus fleet consisting of approximately 300 diesel-powered buses were measured in a tunnel study under well-controlled conditions during a 2-d monitoring campaign in Brisbane. Particle number and mass concentration levels of submicrometer particles and PM2.5 were monitored by SMPS and DustTrak instruments at the tunnel's entrance and exit, respectively. Correlation between DustTrak and TEOM response to diesel emissions was assessed, and the DustTrak results were recalculated into TEOM equivalent data. The mean value of the number and mass emission factors was (3.11+/-2.41) x 10(14) particles km(-1) for submicrometer particles and 583+/-451 mg km(-1) for PM2.5 (DustTrak), respectively. TEOM PM2.5 equivalent emission factor was 267+/-207 mg km(-1). The results are in good agreement with the emission factors determined from steady-state dynamometer testing of 12 buses from the same Brisbane City bus fleet. The results indicate that when carefully designed, both approaches, the dynamometer and on-road studies, can provide comparable results, applicable for the assessment of the effect of traffic emissions on airborne particle pollution. A brief overview of emission factors determined from other on-road and dynamometer studies reported in the literature as well as with the regulatory values used for the vehicle emission inventory assessment is presented and compared with the results obtained in this study.

40 CFR 80.531 - How are motor vehicle diesel fuel credits generated?

Science.gov (United States)

2010-07-01

... 40 Protection of Environment 16 2010-07-01 2010-07-01 false How are motor vehicle diesel fuel... (CONTINUED) AIR PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Motor Vehicle Diesel Fuel... are motor vehicle diesel fuel credits generated? (a) Generation of credits from June 1, 2006 through...

On-board emission measurement of high-loaded light-duty vehicles in Algeria.

Science.gov (United States)

Boughedaoui, Ménouèr; Kerbachi, Rabah; Joumard, Robert

2008-01-01

A sample of eight private gasoline and diesel conventional light-duty vehicles (LDVs) in use with various ages, carrying a load of 460 kg, were tested on a representative trip in the traffic flow of the city of Blida to obtain emission factors representing the actual use conditions of Algerian LDVs. The gas sampling system (mini-constant volume sampling) as well as the analyzers are carried on-board the vehicle. Around 55 tests were conducted during 3 months covering more than 480 km under various real driving conditions. The mean speed downtown is about 16.1 km/hr with a rather low acceleration, an average of 0.60 m/sec2. For each test, kinematics are recorded as well as the analysis of the four emitted pollutants carbon dioxide, carbon monoxide, oxides of nitrogen, and total hydrocarbons. Emission factors were evaluated according to speed for each category of gasoline and diesel engines. The influence of some parameters such as cold/hot start, age of vehicle and its state of maintenance are discussed. Results are compared with the European database ARTEMIS for comparable vehicles. These measurements contribute to the development of unit emission of the vehicles used in Algeria, which are necessary for the calculation of emission inventory of pollutants and greenhouse gases from the road transportation sector. The unit emissions constitute a tool of decisionmaking aid regarding the conception of new regulations of vehicle control and inspection in Algeria and even in similar developing countries.

VOC species and emission inventory from vehicles and their SOA formation potentials estimation in Shanghai, China

Science.gov (United States)

Huang, C.; Wang, H. L.; Li, L.; Wang, Q.; Lu, Q.; de Gouw, J. A.; Zhou, M.; Jing, S. A.; Lu, J.; Chen, C. H.

2015-10-01

Volatile organic compound (VOC) species from vehicle exhausts and gas evaporation were investigated by chassis dynamometer and on-road measurements of nine gasoline vehicles, seven diesel vehicles, five motorcycles, and four gas evaporation samples. The secondary organic aerosol (SOA) mass yields of gasoline, diesel, motorcycle exhausts, and gas evaporation were estimated based on the mixing ratio of measured C2-C12 VOC species and inferred carbon number distributions. High aromatic contents were measured in gasoline exhausts and contributed comparatively more SOA yield. A vehicular emission inventory was compiled based on a local survey of on-road traffic in Shanghai and real-world measurements of vehicle emission factors from previous studies in the cities of China. The inventory-based vehicular organic aerosol (OA) productions to total CO emissions were compared with the observed OA to CO concentrations (ΔOA / ΔCO) in the urban atmosphere. The results indicate that vehicles dominate the primary organic aerosol (POA) emissions and OA production, which contributed about 40 and 60 % of OA mass in the urban atmosphere of Shanghai. Diesel vehicles, which accounted for less than 20 % of vehicle kilometers of travel (VKT), contribute more than 90 % of vehicular POA emissions and 80-90 % of OA mass derived by vehicles in urban Shanghai. Gasoline exhaust could be an important source of SOA formation. Tightening the limit of aromatic content in gasoline fuel will be helpful to reduce its SOA contribution. Intermediate-volatile organic compounds (IVOCs) in vehicle exhausts greatly contribute to SOA formation in the urban atmosphere of China. However, more experiments need to be conducted to determine the contributions of IVOCs to OA pollution in China.

Regional on-road vehicle running emissions modeling and evaluation for conventional and alternative vehicle technologies.

Science.gov (United States)

Frey, H Christopher; Zhai, Haibo; Rouphail, Nagui M

2009-11-01

This study presents a methodology for estimating high-resolution, regional on-road vehicle emissions and the associated reductions in air pollutant emissions from vehicles that utilize alternative fuels or propulsion technologies. The fuels considered are gasoline, diesel, ethanol, biodiesel, compressed natural gas, hydrogen, and electricity. The technologies considered are internal combustion or compression engines, hybrids, fuel cell, and electric. Road link-based emission models are developed using modal fuel use and emission rates applied to facility- and speed-specific driving cycles. For an urban case study, passenger cars were found to be the largest sources of HC, CO, and CO(2) emissions, whereas trucks contributed the largest share of NO(x) emissions. When alternative fuel and propulsion technologies were introduced in the fleet at a modest market penetration level of 27%, their emission reductions were found to be 3-14%. Emissions for all pollutants generally decreased with an increase in the market share of alternative vehicle technologies. Turnover of the light duty fleet to newer Tier 2 vehicles reduced emissions of HC, CO, and NO(x) substantially. However, modest improvements in fuel economy may be offset by VMT growth and reductions in overall average speed.

Consideration of black carbon and primary organic carbon emissions in life-cycle analysis of Greenhouse gas emissions of vehicle systems and fuels.

Science.gov (United States)

Cai, Hao; Wang, Michael Q

2014-10-21

The climate impact assessment of vehicle/fuel systems may be incomplete without considering short-lived climate forcers of black carbon (BC) and primary organic carbon (POC). We quantified life-cycle BC and POC emissions of a large variety of vehicle/fuel systems with an expanded Greenhouse gases, Regulated Emissions, and Energy use in Transportation model developed at Argonne National Laboratory. Life-cycle BC and POC emissions have small impacts on life-cycle greenhouse gas (GHG) emissions of gasoline, diesel, and other fuel vehicles, but would add 34, 16, and 16 g CO2 equivalent (CO2e)/mile, or 125, 56, and 56 g CO2e/mile with the 100 or 20 year Global Warming Potentials of BC and POC emissions, respectively, for vehicles fueled with corn stover-, willow tree-, and Brazilian sugarcane-derived ethanol, mostly due to BC- and POC-intensive biomass-fired boilers in cellulosic and sugarcane ethanol plants for steam and electricity production, biomass open burning in sugarcane fields, and diesel-powered agricultural equipment for biomass feedstock production/harvest. As a result, life-cycle GHG emission reduction potentials of these ethanol types, though still significant, are reduced from those without considering BC and POC emissions. These findings, together with a newly expanded GREET version, help quantify the previously unknown impacts of BC and POC emissions on life-cycle GHG emissions of U.S. vehicle/fuel systems.

Secondary organic aerosol formation from road vehicle emissions

Science.gov (United States)

Pieber, Simone M.; Platt, Stephen M.; El Haddad, Imad; Zardini, Alessandro A.; Suarez-Bertoa, Ricardo; Slowik, Jay G.; Huang, Ru-Jin; Hellebust, Stig; Temime-Roussel, Brice; Marchand, Nicolas; Drinovec, Luca; Mocnik, Grisa; Baltensperger, Urs; Astorga, Covadogna; Prévôt, André S. H.

2014-05-01

Organic aerosol particles (OA) are a major fraction of the submicron particulate matter. OA consists of directly emitted primary (POA) and secondary OA (SOA). SOA is formed in-situ in the atmosphere via the reaction of volatile organic precursors. The partitioning of SOA species depends not only on the exposure to oxidants, but for instance also on temperature, relative humidity (RH), and the absorptive mass chemical composition (presence of inorganics) and concentration. Vehicle exhaust is a known source of POA and likely contributes to SOA formation in urban areas [1;2]. This has recently been estimated by (i) analyzing ambient data from urban areas combined with fuel consumption data [3], (ii) by examining the chemical composition of raw fuels [4], or (iii) smog chamber studies [5, 6]. Contradictory and thus somewhat controversial results in the relative quantity of SOA from diesel vs. gasoline vehicle exhaust were observed. In order to elucidate the impact of variable ambient conditions on the potential SOA formation of vehicle exhaust, and its relation to the emitted gas phase species, we studied SOA formed from the exhaust of passenger cars and trucks as a function of fuel and engine type (gasoline, diesel) at different temperatures (T 22 vs. -7oC) and RH (40 vs. 90%), as well as with different levels of inorganic salt concentrations. The exhaust was sampled at the tailpipe during regulatory driving cycles on chassis dynamometers, diluted (200 - 400x) and introduced into the PSI mobile smog chamber [6], where the emissions were subjected to simulated atmospheric ageing. Particle phase instruments (HR-ToF-AMS, aethalometers, CPC, SMPS) and gas phase instruments (PTR-TOF-MS, CO, CO2, CH4, THC, NH3 and other gases) were used online during the experiments. We found that gasoline emissions, because of cold starts, were generally larger than diesel, especially during cold temperatures driving cycles. Gasoline vehicles also showed the highest SOA formation

Experimental assessment of the potential to decrease diesel NOx emissions beyond minimum requirements for Euro 6 Real Drive Emissions (RDE) compliance.

Science.gov (United States)

Triantafyllopoulos, Georgios; Katsaounis, Dimitrios; Karamitros, Dimitrios; Ntziachristos, Leonidas; Samaras, Zissis

2018-03-15

The objective of this study was to test the potential for NO x emissions improvements on a typical Euro 6 diesel vehicle, following modifications to its emissions control system, under Real Drive Emissions (RDE) testing conditions. A commercially available car was selected and was first measured in its original configuration according to RDE on the road and an initial conformity factor (CF) of 5.4 was determined. Subsequent engine calibration and installation of a Selective Catalytic Reduction (SCR) device were conducted and tested on a fully transient engine dyno setup, which precisely reproduced the engine operation under the on-road RDE test. The NO x reduction achieved with those upgrades was 90%, leading to a CF of 0.53, with no CO 2 or fuel consumption penalty. These findings demonstrate that diesel vehicles can reach low NO x levels under real world driving conditions, when well-designed modern exhaust aftertreatment components are installed and properly calibrated. Copyright © 2017 Elsevier B.V. All rights reserved.

Characterising vehicle emissions from the burning of biodiesel made from vegetable oil

International Nuclear Information System (INIS)

Zou, L.; Atkinson, S.

2003-01-01

Biodiesel manufactured from canola oil was blended with diesel and used as fuel in two diesel vehicles. This study aimed to test the emissions of diesel engines using blends of 100%, 80%, 60%, 40%, 20% biodiesel and 100% petroleum diesel, and characterise the particulate matter and gaseous emissions, with particular attention to levels of polycyclic aromatic hydrocarbons (PAHs) which are harmful to humans. A real time dust monitor was also used to monitor the continuous dust emissions during the entire testing cycle. The ECE(Euro 2) drive cycle was used for all emission tests. It was found that the particle concentration was up to 33% less when the engine burnt 100% biodiesel, compared to 100% diesel. Particle emission reduced with increased percentages of biodiesel in the fuel blends. Reductions of NOx, HC and CO were limited to about 10% when biodiesel was burned. Levels of CO, emissions from the use of biodiesel and diesel were similar. Eighteen EPA priority PAHs were targeted, with only 6 species detected in the gaseous phase from the samples. 9 PAHs were detected in particulate phases at much lower levels than gaseous PAHs. Some marked reductions were observed for less toxic gaseous PAHs such as naphthalene when burning 100% biodiesel, but the particulate PAH emissions, which have more implications to adverse health effects, were virtually unchanged and did not show a statistically significant reduction. These findings are useful to gain an understanding of the emissions and environmental impacts of biodiesel (Author)

Effects of diesel/ethanol dual fuel on emission characteristics in a heavy-duty diesel engine

Science.gov (United States)

Liu, Junheng; Sun, Ping; Zhang, Buyun

2017-09-01

In order to reduce emissions and diesel consumption, the gas emissions characteris-tics of diesel/aqueous ethanol dual fuel combustion (DFC) were carried out on a heavy-duty turbocharged and intercooled automotive diesel engine. The aqueous ethanol is prepared by a blend of anhydrous ethanol and water in certain volume proportion. In DFC mode, aqueous ethanol is injected into intake port to form homogeneous charge, and then ignited by the diesel fuel. Results show that DFC can reduce NOx emissions but increase HC and CO emissions, and this trend becomes more prominent with the increase of water blending ratio. Increased emissions of HC and CO could be efficiently cleaned by diesel oxidation catalytic converter (DOC), even better than those of diesel fuel. It is also found that DFC mode reduces smoke remarkably, while increases some unconventional emissions such as formaldehyde and acetal-dehyde. However, unconventional emissions could be reduced approximately to the level of baseline engine with a DOC.

Comparison of the effect of biodiesel-diesel and ethanol-diesel on the gaseous emission of a direct-injection diesel engine

Science.gov (United States)

Di, Yage; Cheung, C. S.; Huang, Zuohua

Experiments were conducted on a 4-cylinder direct-injection diesel engine using ultralow sulfur diesel blended with biodiesel and ethanol to investigate the gaseous emissions of the engine under five engine loads at the maximum torque engine speed of 1800 rev min -1. Four biodiesel blended fuels and four ethanol blended fuels with oxygen concentrations of 2%, 4%, 6% and 8% were used. With the increase of oxygen content in the blended fuels, the brake thermal efficiency improves slightly. For the diesel-biodiesel fuels, the brake specific HC and CO emissions decrease while the brake specific NO x and NO 2 emissions increase. The emissions of formaldehyde, 1,3-butadiene, toluene, xylene and overall BTX (benzene, toluene, xylene) in general decrease, however, acetaldehyde and benzene emissions increase. For the diesel-ethanol fuels, the brake specific HC and CO emissions increase significantly at low engine load, NO x emission decreases at low engine load but increases at high engine load. The emissions of benzene and BTX vary with engine load and ethanol content. Similar to the biodiesel-diesel fuels, the formaldehyde, 1,3-butadiene, toluene and xylene emissions decrease while the acetaldehyde and NO 2 emissions increase. Despite having the same oxygen contents in the blended fuels, there are significant differences in the gaseous emissions between the biodiesel-diesel blends and the ethanol-diesel blends.

Evaluation of Emissions Bio diesel

International Nuclear Information System (INIS)

Rodriguez Maroto, J. J.; Dorronsoro Arenal, J. L.; Rojas Garcia, E.; Perez Pastor, R.; Garcia Alonso, S.

2007-01-01

The generation of energy from vegetal products is one of the possibilities to our reach in order to reduce the atmospheric pollution. Particularly, the use of bio diesel in internal combustion engines can be one of the best options. The finest particles emitted by the combustion engines are easily breathable and on them different substances can be absorbed presumably toxic, between which it is possible to emphasize the polycyclic aromatic hydrocarbons (PAHs), by its demonstrated carcinogen character. In this work, it is studied on the one hand, the characteristics that can present the aerosol of emission in a diesel engine with a maximum power of 97 kW, working without load to 600 rpm, using as combustible mixtures of bio diesel and diesel in different proportions. On the other hand, the evolution that takes place in the concentration of PAHs in emission particles, according to the percentage of bio diesel used in the combustible mixture. (Author) 9 refs

Evaluation of Emissions Bio diesel

Energy Technology Data Exchange (ETDEWEB)

Rodriguez Maroto, J J; Dorronsoro Arenal, J L; Rojas Garcia, E; Perez Pastor, R; Garcia Alonso, S

2007-09-27

The generation of energy from vegetal products is one of the possibilities to our reach in order to reduce the atmospheric pollution. Particularly, the use of bio diesel in internal combustion engines can be one of the best options. The finest particles emitted by the combustion engines are easily breathable and on them different substances can be absorbed presumably toxic, between which it is possible to emphasize the polycyclic aromatic hydrocarbons (PAHs), by its demonstrated carcinogen character. In this work, it is studied on the one hand, the characteristics that can present the aerosol of emission in a diesel engine with a maximum power of 97 kW, working without load to 600 rpm, using as combustible mixtures of bio diesel and diesel in different proportions. On the other hand, the evolution that takes place in the concentration of PAHs in emission particles, according to the percentage of bio diesel used in the combustible mixture. (Author) 9 refs.

Common rail technology for future low emission diesel vehicles; Common Rail Technologie fuer zukuenftige Diesel Fahrzeuge mit niedrigen Emissionswerten

Energy Technology Data Exchange (ETDEWEB)

Schoeppe, D.; Bercher, P.; Guerrassi, N.; Spadafora, P.

2004-07-01

The diesel fuel injection equipment will remain a key element for diesel engine technology evolution. Achieving emission targets at competitive prices has been and will continue to be a major technical challenge to the engine manufacturer. Delphi is continuously developing its common rail system and its components to fulfill future stricter emission legislation while simultaneously improving performance on noise, fuel consumption and power output. This paper will describe the latest developments that delphi introduced into the market in their common rail system to comply with future legislative emission targets. Further, a novel common rail injector will be presented, that uses a revolutionary, direct acting operating principle, where the nozzle is directly operated by a piezo actuator, without the use of a servo-hydraulic flow circuit. The superior performance of this injector concept will be shown, especially in minimum quantity capability as well as multiple injection performance. The direct acting operating principle allows rapid opening and closing of the injector, without compromising pilot quantity capability. The emission benefit obtained by such opening and closing behavior will be shown. Finally, based on the findings discussed, the paper will conclude on key features of future common rail systems. (orig.)

Are emissions of black carbon from gasoline vehicles underestimated? Insights from near and on-road measurements.

Science.gov (United States)

Liggio, John; Gordon, Mark; Smallwood, Gregory; Li, Shao-Meng; Stroud, Craig; Staebler, Ralf; Lu, Gang; Lee, Patrick; Taylor, Brett; Brook, Jeffrey R

2012-05-01

Measurements of black carbon (BC) with a high-sensitivity laser-induced incandescence (HS-LII) instrument and a single particle soot photometer (SP2) were conducted upwind, downwind, and while driving on a highway dominated by gasoline vehicles. The results are used with concurrent CO(2) measurements to derive fuel-based BC emission factors for real-world average fleet and heavy-duty diesel vehicles separately. The derived emission factors from both instruments are compared, and a low SP2 bias (relative to the HS-LII) is found to be caused by a BC mass mode diameter less than 75 nm, that is most prominent with the gasoline fleet but is not present in the heavy-duty diesel vehicle exhaust on the highway. Results from both the LII and the SP2 demonstrate that the BC emission factors from gasoline vehicles are at least a factor of 2 higher than previous North American measurements, and a factor of 9 higher than currently used emission inventories in Canada, derived with the MOBILE 6.2C model. Conversely, the measured BC emission factor for heavy-duty diesel vehicles is in reasonable agreement with previous measurements. The results suggest that greater attention must be paid to black carbon from gasoline engines to obtain a full understanding of the impact of black carbon on air quality and climate and to devise appropriate mitigation strategies. © 2012 American Chemical Society

'Diesel regenerativ' as fuel for passenger cars

Energy Technology Data Exchange (ETDEWEB)

Zimon, Anja; Krahl, Juergen [Coburg Univ. of Applied Sciences and Arts (Germany); Schroeder, Olaf; Fey, Barbara; Munack, Axel [Thuenen Institute, Braunschweig (Germany); Bockey, Dieter [Union for the Promotion of Oil and Protein Plants, Berlin

2013-06-01

Among the multitude of possible biofuels, hydrotreated vegetable oil (HVO) presents one possible means of partially replacing diesel fuel. In the project presented here, HVO was used with an admixture of biodiesel in the amount of 2% and 7% in two different vehicle fleets. HVO and biodiesel were made from domestic rapeseed oil. Both fuels trade under the name Diesel regenerative. The test vehicles were cars of the emission standards Euro 3 to Euro 6 that had been previously fueled with fossil diesel fuel, each for different periods. All vehicles were tested for regulated emissions at the beginning and the end of the project. In summary, emission reductions for hydrocarbons, carbon monoxide and particulate matter were identified for Diesel regenerative in comparison to fossil diesel fuel. However, nitrogen oxides were slightly increased for Diesel regenerative. Until now, this increase was only known in the literature to be associated with paraffinic fuel exhaust gases such as GTL. Moreover, decreases in nitrogen oxide when using pure HVO versus DF were published for utility vehicles (Warnecke et al., 2012). (orig.)

Assessment of on-road emissions of four Euro V diesel and CNG waste collection trucks for supporting air-quality improvement initiatives in the city of Milan

Energy Technology Data Exchange (ETDEWEB)

Fontaras, Georgios, E-mail: georgios.fontaras@jrc.ec.europa.eu [Institute for Energy and Transport, Joint Research Centre, Ispra (Italy); Martini, Giorgio; Manfredi, Urbano; Marotta, Alessandro; Krasenbrink, Alois [Institute for Energy and Transport, Joint Research Centre, Ispra (Italy); Maffioletti, Francesco; Terenghi, Roberto; Colombo, Mauro [AMSA, Azienda Milanese Servizi Ambientali, Milano (Italy)

2012-06-01

This paper summarizes the results of an extensive experimental study aiming to evaluate the performance and pollutant emissions of diesel and CNG waste collection trucks under realistic and controlled operating conditions in order to support a fleet renewal initiative in the city of Milan. Four vehicles (1 diesel and 3 CNG) were tested in two phases using a portable emission measurement system. The first phase included real world operation in the city of Milan while the second involved controlled conditions in a closed track. Emissions recorded from the diesel truck were on average 2.4 kg/km for CO{sub 2}, 0.21 g/km for HC, 7.4 g/km for CO, 32.3 g/km for NO{sub x} and 46.4 mg/km for PM. For the CNG the values were 3.6 kg/km for CO{sub 2}, 2.19 g/km for HC, 15.8 g/km for CO, 4.38 g/km for NO{sub x} and 11.4 mg/km for PM. CNG vehicles presented an important advantage with regards to NO{sub x} and PM emissions but lack the efficiency of their diesel counterparts when it comes to CO, HC and particularly greenhouse gas emissions. This tradeoff needs to be carefully analyzed prior to deciding if a fleet should be shifted towards either technology. In addition it was shown that existing emission factors, used in Europe for environmental assessment studies, reflect well the operation for CNG but were not so accurate when it came to the diesel engine truck particularly for CO{sub 2} and NO{sub x}. With regard to NO{sub x}, it was also shown that the limits imposed by current emission standards are not necessarily reflected in real world operation, under which the diesel vehicle presented almost 4 times higher emissions. Regarding CO{sub 2}, appropriate use of PEMS data and vehicle information allows for accurate emission monitoring through computer simulation. - Highlights: Black-Right-Pointing-Pointer Investigated diesel and CNG Euro V waste collection vehicles for municipal use Black-Right-Pointing-Pointer NO{sub x}-GhG emission trade-off should be considered prior to

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

Directory of Open Access Journals (Sweden)

M. Cui

2017-06-01

Full Text Available With the rapid growth in the number of both non-road and on-road diesel vehicles, the adverse effects of particulate matter (PM and its constituents on air quality and human health have attracted increasing attentions. However, studies on the characteristics of PM and its composition emitted from diesel vehicles are still scarce, especially under real-world driving conditions. In this study, six excavators and five trucks that provided a wide range of emission standards and operation modes were tested, and PM emissions and their constituents – including organic carbon (OC, elemental carbon (EC, water-soluble ions (WSIs, elements, and organic species like polycyclic aromatic hydrocarbons (PAHs, n-alkanes, and hopanes – as well as steranes were analyzed and characterized. The average emission factors for PM (EFPM from excavator and truck emissions were 829 ± 806 and 498 ± 234 mg kg−1 fuel, respectively. EFPM and PM constituents were significantly affected by fuel quality, operational mode, and emission standards. A significant correlation (R2 = 0. 79, p < 0. 01 was found between EFPM for excavators and the sulfur contents in fuel. The highest average EFPM for working excavators was 904 ± 979 mg kg−1 fuel as a higher engine load required in this mode. From pre-stage 1 to stage 2, the average EFPM for excavators decreased by 58 %. For trucks, the average non-highway EFPM at 548 ± 311 mg kg−1 fuel was higher than the highway EFPM at 497 ± 231 mg kg−1 fuel. Moreover, the reduction rates were 63.5 and 65.6 % when switched from China II and III to China IV standards, respectively. Generally, the PM composition emitted from excavators was dominated by OC (39. 2 ± 21. 0 % and EC (33. 3 ± 25. 9 %; PM from trucks was dominated by EC (26. 9 ± 20. 8 %, OC (9. 89 ± 12 %, and WSIs (4. 67 ± 5. 74 %. The average OC ∕ EC ratios for

PAH, BTEX, carbonyl compound, black-carbon, NO2 and ultrafine particle dynamometer bench emissions for Euro 4 and Euro 5 diesel and gasoline passenger cars

Science.gov (United States)

Louis, Cédric; Liu, Yao; Tassel, Patrick; Perret, Pascal; Chaumond, Agnès; André, Michel

2016-09-01

Although implementing Diesel particulate filters (DPF) and other novel aftertreatment technologies makes it possible to achieve significant reductions in particle mass emissions, it may induce the release of ultrafine particles and emissions of many other unregulated compounds. This paper focuses on (i) ultrafine particles, black carbon, BTEX, PAH, carbonyl compounds, and NO2 emissions from Euro 4 and Euro 5 Diesel and gasoline passenger cars, (ii) the influence of driving conditions (e.g., cold start, urban, rural and motorway conditions), and (iii) the impact of additive and catalysed DPF devices on vehicle emissions. Chassis dynamometer tests were conducted on four Euro 5 vehicles and two Euro 4 vehicles: gasoline vehicles with and without direct injection system and Diesel vehicles equipped with additive and catalysed particulate filters. The results showed that compared to hot-start cycles, cold-start urban cycles increased all pollutant emissions by a factor of two. The sole exception was NO2, which was reduced by a factor of 1.3-6. Particulate and black carbon emissions from the gasoline engines were significantly higher than those from the Diesel engines equipped with DPF. Moreover, the catalysed DPF emitted about 3-10 times more carbonyl compounds and particles than additive DPF, respectively, during urban driving cycles, while the additive DPF vehicles emitted 2 and 5 times more BTEX and carbonyl compounds during motorway driving cycles. Regarding particle number distribution, the motorway driving cycle induced the emission of particles smaller in diameter (mode at 15 nm) than the urban cold-start cycle (mode at 80-100 nm). The results showed a clear positive correlation between particle, black carbon, and BTEX emissions, and a negative correlation between particles and NO2.

Diesel-powered Passenger Cars and Light Trucks

Science.gov (United States)

2015-10-01

Diesel-powered automobiles are in the news following emission concerns raised by the U.S. Environmental Protection Agency. This fact sheet contains background information on diesel-powered motor vehicles and diesel fuel.

Engine performance and emissions characteristics of a diesel engine fueled with diesel-biodiesel-bioethanol emulsions

International Nuclear Information System (INIS)

Tan, Yie Hua; Abdullah, Mohammad Omar; Nolasco-Hipolito, Cirilo; Zauzi, Nur Syuhada Ahmad; Abdullah, Georgie Wong

2017-01-01

Highlights: • Different composition of diesel fuel, biodiesel and bioethanol emulsions were examined. • The fuels were tested in a direct injection diesel engine and parameters were evaluated. • Engine power, torque, exhaust gas temperature & fuel consumptions were compared. • Emulsions fuels emitted lower CO and CO_2 than fossil diesel. • Lower NOx emission was observed at medium engine speeds and loads for emulsion fuels. - Abstract: In this research work, the experimental investigation of the effect of diesel-biodiesel-bioethanol emulsion fuels on combustion, performance and emission of a direct injection (DI) diesel engine are reported. Four kind of emulsion fuels were employed: B (diesel-80%, biodiesel-20% by volume), C (diesel-80%, biodiesel-15%, bioethanol-5%), D (diesel-80%, biodiesel-10%, bioethanol-10%) and E (diesel-80%, biodiesel-5%, bioethanol-15%) to compare its’ performance with the conventional diesel, A. These emulsion fuels were prepared by mechanical homogenizer machine with the help of Tween 80 (1% v/v) and Span 80 (0.5% v/v) as surfactants. The emulsion characteristics were determined by optical electron microscope, emulsification stability test, FTIR, and the physiochemical properties of the emulsion fuels which were all done by following ASTM test methods. The prepared emulsion fuels were then tested in diesel engine test bed to obtain engine performance and exhaust emissions. All the engine experiments were conducted with engine speeds varying from 1600 to 2400 rpm. The results showed the heating value and density of the emulsion fuels decrease as the bioethanol content in the blend increases. The total heating value of the diesel-biodiesel-bioethanol fuels were averagely 21% higher than the total heating value of the pure biodiesel and slightly lower (2%) than diesel fuel. The engine power, torque and exhaust gas temperature were reduced when using emulsion fuels. The brake specific fuel consumption (BSFC) for the emulsion fuels

A Comparative Study of Engine Performance and Exhaust Emissions Characteristics of Linseed Oil Biodiesel Blends with Diesel Fuel in a Direct Injection Diesel Engine

Science.gov (United States)

Salvi, B. L.; Jindal, S.

2013-01-01

This paper is aimed at study of the performance and emissions characteristics of direct injection diesel engine fueled with linseed oil biodiesel blends and diesel fuel. The comparison was done with base fuel as diesel and linseed oil biodiesel blends. The experiments were conducted with various blends of linseed biodiesel at different engine loads. It was found that comparable mass fraction burnt, better rate of pressure rise and BMEP, improved indicated thermal efficiency (8-11 %) and lower specific fuel consumption (3.5-6 %) were obtained with LB10 blend at full load. The emissions of CO, un-burnt hydrocarbon and smoke were less as compared to base fuel, but with slight increase in the emission of NOx. Since, linseed biodiesel is renewable in nature, so practically negligible CO2 is added to the environment. The linseed biodiesel can be one of the renewable alternative fuels for transportation vehicles and blend LB10 is preferable for better efficiency.

Advanced Petroleum-Based Fuels -- Diesel Emissions Control Project (APBF-DEC): Lubricants Project, Phase 2 Final Report

Energy Technology Data Exchange (ETDEWEB)

2006-06-01

This report summarizes the results of the second phase of a lubricants project, which investigated the impact of engine oil formulation on diesel vehicle emissions and the performance of a nitrogen oxide adsorber catalyst (NAC).

Evolving diesel common rail technology for future low emission standards

Energy Technology Data Exchange (ETDEWEB)

Schoeppe, D.; Bercher, P.; Guerrassi, N.; Spadafora, P. [Delphi Diesel Systems, Paris (France)

2005-07-01

The Diesel fuel injection equipment will remain a key element for Diesel engine technology evolution. Achieving emission targets at competitive prices has been and will continue to be a major technical challenge to the engine manufacturer. Delphi is continously developing its Common Rail System and its components for fulfill future stricter emission legislation while simultaneously improving performance on noise, fuel consumption and power output. The outstanding and unique injector concept combined with innovative control strategies has largely contributed to the improvement of exhaust emission and performance, consumption and NVH over the lifetime of Diesel vehicles. Recently, Euro 4 common rail applications have been introduced on several applications by adding further capability such as multiple injection, small-injected quantity control and improved atomization. This papers will describe the latest Common Rail System developments that Delphi will introduce into the market to comply with future legislative emission targets. Further, a novel common rail injector will be presented, that uses a revolutionary, direct acting operating principle, where the nozzle is directly operated by a piezo actuator, without the use of a servo-hydraulic flow circuit. The superior performance of this injector concept will be shown, especially with regard to it's near square rate injection shape, minimum quantity capability as well as multiple injection performance. The direct acting operating principle allows rapid opening and closing of the injector, without compromising pilot quantity capability. The emission benefit obtained by such opening and closing behavior will be shown. Finally, based on the findings discussed, the papers will conclude on key features of future common rail systems. (orig.)

A review on idling reduction strategies to improve fuel economy and reduce exhaust emissions of transport vehicles

International Nuclear Information System (INIS)

Shancita, I.; Masjuki, H.H.; Kalam, M.A.; Rizwanul Fattah, I.M.; Rashed, M.M.; Rashedul, H.K.

2014-01-01

Highlights: • Introduce various idling reduction technologies for transport vehicles. • Exhibit their energy use, advantages, disadvantages to understand their capability. • Conduct critical review to improve fuel economy and exhaust emissions. • Suggest better technology according to their performance ability. - Abstract: To achieve reductions in vehicle idling, strategies and actions must be taken to minimize the time spent by drivers idling their engines. A number of benefits can be obtained in limiting the idling time. These benefits include savings in fuel use and maintenance costs, vehicle life extension, and reduction in exhaust emissions. The main objective of idling reduction (IR) devices is to reduce the amount of energy wasted by idling trucks, rail locomotives, and automobiles. During idling, gasoline vehicles emit a minimum amount of nitrogen oxides (NO x ) and negligible particulate matter (PM). However, generally a large amount of carbon monoxide (CO) and hydrocarbons (HC) are produced from these vehicles. Gasoline vehicles consume far more fuel at an hourly rate than their diesel counterparts during idling. Higher NOx and comparatively larger PM are produced by diesel vehicles than gasoline vehicles on the average during idling. Auxiliary power unit (APU), direct-fired heaters, fuel cells, thermal storage system, truck stop electrification, battery-based systems, engine idle management (shutdown) systems, electrical (shore power) solutions, cab comfort system, and hybridization are some of the available IR technologies whose performances for reducing fuel consumption and exhaust emissions have been compared. This paper analyzes the availability and capability of most efficient technologies to reduce fuel consumption and exhaust emissions from diesel and gasoline vehicles by comparing the findings of previous studies. The analysis reveals that among all the options direct fired heaters, APUs and electrified parking spaces exhibit better

PM, NOx and butane emissions from on-road vehicle fleets in Hong Kong and their implications on emission control policy

Science.gov (United States)

Ning, Zhi; Wubulihairen, Maimaitireyimu; Yang, Fenhuan

2012-12-01

Vehicular emissions are the major sources of air pollution in urban areas. For metropolitan cities with large population working and living in environments with direct traffic impact, emission control is of great significance to protect public health. Implementation of more stringent emission standards, retrofitting fleet with emission control devices and switching to clearer fuel has been commonly practiced in different cities including Hong Kong. The present study employed a new plume chasing method for effective and quick evaluation of on-road fleet emission factors of particulate matter (PM), nitrogen oxides (NOx), and butane from heavy duty diesel trucks, diesel buses and liquefied petroleum gas (LPG) vehicles. The results showed distinct profiles of the emissions from different fleets with excessive butane emissions from LPG fleet and contrasting PM and NOx emissions from diesel trucks and buses fleets. A cross comparison was also made with emission data from other cities and from historic local studies. The implications of the observed difference on the effectiveness of emission control measures and policy are discussed with recommendations of direction for future research and policy making.

Study of turbocharged diesel engine operation, pollutant emissions and combustion noise radiation during starting with bio-diesel or n-butanol diesel fuel blends

International Nuclear Information System (INIS)

Rakopoulos, C.D.; Dimaratos, A.M.; Giakoumis, E.G.; Rakopoulos, D.C.

2011-01-01

Highlights: → Turbocharged diesel engine emissions during starting with bio-diesel or n-butanol diesel blends. → Peak pollutant emissions due to turbo-lag. → Significant bio-diesel effects on combustion behavior and stability. → Negative effects on NO emissions for both blends. → Positive effects on smoke emissions only for n-butanol blend. -- Abstract: The control of transient emissions from turbocharged diesel engines is an important objective for automotive manufacturers, as stringent criteria for exhaust emissions must be met. Starting, in particular, is a process of significant importance owing to its major contribution to the overall emissions during a transient test cycle. On the other hand, bio-fuels are getting impetus today as renewable substitutes for conventional fuels, especially in the transport sector. In the present work, experimental tests were conducted at the authors' laboratory on a bus/truck, turbocharged diesel engine in order to investigate the formation mechanisms of nitric oxide (NO), smoke, and combustion noise radiation during hot starting for various alternative fuel blends. To this aim, a fully instrumented test bed was set up, using ultra-fast response analyzers capable of capturing the instantaneous development of emissions as well as various other key engine and turbocharger parameters. The experimental test matrix included three different fuels, namely neat diesel fuel and two blends of diesel fuel with either bio-diesel (30% by vol.) or n-butanol (25% by vol.). With reference to the neat diesel fuel case during the starting event, the bio-diesel blend resulted in deterioration of both pollutant emissions as well as increased combustion instability, while the n-butanol (normal butanol) blend decreased significantly exhaust gas opacity but increased notably NO emission.

Exhaust emissions evaluation of Colombian commercial diesel fuels

International Nuclear Information System (INIS)

Torres, Jaime; Bello, Arcesio; Sarmiento, Jose; Rostkowski, Jacek; Brady, Jeremy

2003-01-01

Ecopetrol, based on the results obtained in the study, The effect of diesel properties on the emissions of particulate matter (Bello et al 2000), reformulated the diesel fuel distributed in Bogota, becoming it lighter and with lower sulfur content. In order to evaluate the environmental benefits that the reformulation of diesel fuel generate in Bogota, Instituto Colombiano del Petroleo (ICP), with the assistance of emissions research and measurement division (ERMD) from environment Canada, arranged a research project to determine the changes in CO, THC, NO x , CO 2 and particulate matter emissions. The research program was developed in two steps. First one, developed in Bogota, involved a fleet test with 15 public service buses that normally operate in Bogota's savannah, using a portable emissions sampling technology developed for ERMD (DOES2) and following a representative transient driving cycle. Second step, carried out in ERMD's Heavy-Duty engine emissions laboratory in Ottawa, tested a 1995 caterpillar 3406E 324/5 KW (435 HP) diesel truck engine on the same samples of Colombian diesel fuels used in the fleet tests performed in Bogota, baselining the tests with a Canadian commercial low sulfur diesel fuel. The two commercial Colombian diesel fuels used had the following properties: High Sulfur Diesel (HSD), with 3000 ppm (0,3 wt %) of sulfur and a final boiling point (FBP) of 633 K and the new reformulated diesel fuel, with 1000 ppm (0,1 wt %) of sulfur and FBP of 613 K, which is currently been distributed in Bogota. Fleet test show small reduction on CO, THC and TPM, and small increments on CO 2 and NO x but with not statistically significant results, while engine testing shows a strong reduction of 40/8% in TPM when you use the new reformulated diesel fuel (0,1 wt % of sulfur) instead of high sulfur diesel

High-resolution mapping of motor vehicle carbon dioxide emissions

Science.gov (United States)

McDonald, Brian C.; McBride, Zoe C.; Martin, Elliot W.; Harley, Robert A.

2014-05-01

A fuel-based inventory for vehicle emissions is presented for carbon dioxide (CO2) and mapped at various spatial resolutions (10 km, 4 km, 1 km, and 500 m) using fuel sales and traffic count data. The mapping is done separately for gasoline-powered vehicles and heavy-duty diesel trucks. Emission estimates from this study are compared with the Emissions Database for Global Atmospheric Research (EDGAR) and VULCAN. All three inventories agree at the national level within 5%. EDGAR uses road density as a surrogate to apportion vehicle emissions, which leads to 20-80% overestimates of on-road CO2 emissions in the largest U.S. cities. High-resolution emission maps are presented for Los Angeles, New York City, San Francisco-San Jose, Houston, and Dallas-Fort Worth. Sharp emission gradients that exist near major highways are not apparent when emissions are mapped at 10 km resolution. High CO2 emission fluxes over highways become apparent at grid resolutions of 1 km and finer. Temporal variations in vehicle emissions are characterized using extensive day- and time-specific traffic count data and are described over diurnal, day of week, and seasonal time scales. Clear differences are observed when comparing light- and heavy-duty vehicle traffic patterns and comparing urban and rural areas. Decadal emission trends were analyzed from 2000 to 2007 when traffic volumes were increasing and a more recent period (2007-2010) when traffic volumes declined due to recession. We found large nonuniform changes in on-road CO2 emissions over a period of 5 years, highlighting the importance of timely updates to motor vehicle emission inventories.

40 CFR 80.520 - What are the standards and dye requirements for motor vehicle diesel fuel?

Science.gov (United States)

2010-07-01

... requirements for motor vehicle diesel fuel? 80.520 Section 80.520 Protection of Environment ENVIRONMENTAL... Diesel Fuel; Nonroad, Locomotive, and Marine Diesel Fuel; and ECA Marine Fuel Motor Vehicle Diesel Fuel Standards and Requirements § 80.520 What are the standards and dye requirements for motor vehicle diesel...

City-specific vehicle emission control strategies to achieve stringent emission reduction targets in China's Yangtze River Delta region.

Science.gov (United States)

Zhang, Shaojun; Wu, Ye; Zhao, Bin; Wu, Xiaomeng; Shu, Jiawei; Hao, Jiming

2017-01-01

The Yangtze River Delta (YRD) region is one of the most prosperous and densely populated regions in China and is facing tremendous pressure to mitigate vehicle emissions and improve air quality. Our assessment has revealed that mitigating vehicle emissions of NOx would be more difficult than reducing the emissions of other major vehicular pollutants (e.g., CO, HC and PM 2.5 ) in the YRD region. Even in Shanghai, where the emission control implemented are more stringent than in Jiangsu and Zhejiang, we observed little to no reduction in NOx emissions from 2000 to 2010. Emission-reduction targets for HC, NOx and PM 2.5 are determined using a response surface modeling tool for better air quality. We design city-specific emission control strategies for three vehicle-populated cities in the YRD region: Shanghai and Nanjing and Wuxi in Jiangsu. Our results indicate that even if stringent emission control consisting of the Euro 6/VI standards, the limitation of vehicle population and usage, and the scrappage of older vehicles is applied, Nanjing and Wuxi will not be able to meet the NOx emissions target by 2020. Therefore, additional control measures are proposed for Nanjing and Wuxi to further mitigate NOx emissions from heavy-duty diesel vehicles. Copyright © 2016. Published by Elsevier B.V.

Combustion and emission characteristics of diesel engine fueled with diesel-like fuel from waste lubrication oil

International Nuclear Information System (INIS)

Wang, Xiangli; Ni, Peiyong

2017-01-01

Highlights: • 100% diesel-like fuel from waste lubricating oil was conducted in a diesel engine. • Good combustion and fuel economy are achieved without engine modifications. • Combustion duration of DLF is shorter than diesel. • NOx and smoke emissions with the DLF are slightly higher than pure diesel. - Abstract: Waste lubricant oil (WLO) is one of the most important types of the energy sources. WLO cannot be burned directly in diesel engines, but can be processed to be used as diesel-like fuel (DLF) to minimize its harmful effect and maximize its useful values. Moreover, there are some differences in physicochemical properties between WLO and diesel fuel. In order to identify the differences in combustion and emission performance of diesel engine fueled with the two fuels, a bench test of a single-cylinder direct injection diesel engine without any engine modification was investigated at four engine speeds and five engine loads. The effects of the fuels on fuel economic performance, combustion characteristics, and emissions of hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NOx) and smoke were discussed. The DLF exhibits longer ignition delay period and shorter combustion duration than diesel fuel. The test results indicate that the higher distillation temperatures of the DLF attribute to the increase of combustion pressure, temperature and heat release rate. The brake specific fuel consumption (BSFC) of the DLF compared to diesel is reduced by about 3% at 3000 rpm under light and medium loads. The DLF produces slightly higher NOx emissions at middle and heavy loads, somewhat more smoke emissions at middle loads, and notably higher HC and CO emissions at most measured points than diesel fuel. It is concluded that the DLF can be used as potential available fuel in high-speed diesel engines without any problems.

40 CFR 80.532 - How are motor vehicle diesel fuel credits used and transferred?

Science.gov (United States)

2010-07-01

... 40 Protection of Environment 16 2010-07-01 2010-07-01 false How are motor vehicle diesel fuel... AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Motor Vehicle Diesel....532 How are motor vehicle diesel fuel credits used and transferred? (a) Credit use stipulations. Motor...

Impacts of Aging Emission Control Systems on In-Use Heavy-Duty Diesel Truck Emission Rates

Science.gov (United States)

Preble, C.; Cados, T.; Harley, R.; Kirchstetter, T.

2017-12-01

Heavy-duty diesel trucks are a major source of nitrogen oxides (NOx) and black carbon (BC) in urban environments, contributing to persistent ozone and particulate matter air quality problems. Recently, diesel particle filter (DPF) and selective catalytic reduction (SCR) emission control systems have become standard equipment on new trucks. Particle filters can also be installed as a retrofit on older engines. Prior work has shown that exhaust filters and SCR systems effectively reduce BC and NOx emission rates by up to 90 and 80%, respectively (Preble et al., ES&T 2015). There is concern, however, that DPFs may promote the formation of ultrafine particles (UFP) and increase tailpipe emissions of nitrogen dioxide (NO2). Additionally, urea-based SCR systems for NOx control may form nitrous oxide (N2O), an important contributor to stratospheric ozone depletion. The effectiveness of these emission controls has been thoroughly evaluated in the laboratory, but the long-term durability of in-use systems and their impacts on co-emitted species have not been well characterized. To evaluate the in-use performance of DPF and SCR systems, pollutant emissions from thousands of diesel trucks were measured over several years at the Port of Oakland and the Caldecott Tunnel in the San Francisco Bay Area. Pollutants present in the exhaust plumes of individual trucks were measured at high time resolution (≥1 Hz) as trucks passed under a mobile lab stationed on an overpass. Fuel-based emission factors (g pollutant emitted per kg fuel burned) were calculated for individual trucks and linked via recorded license plates to vehicle attributes, including engine model year and installed emission control systems. Use of DPFs reduced the BC emission rate by up to 95% at both locations. SCR systems were more effective at reducing NOx emissions under the uphill, highway driving conditions at the Caldecott Tunnel. The emission rates of co-emitted species NO2, UFP, and N2O depended on driving

Conversion of Diesel Vehicles to Electric Vehicles and Controlled by PID Controller

OpenAIRE

Mengi, Onur Özdal

2017-01-01

Internal combustion engine vehicles are the most producedand sold vehicles on the market. In recent years, interest in electric vehicleshas begun to increase, especially due to the environmental problems. In thenear future, it is estimated that gasoline and diesel vehicles will becompletely electric vehicles. For this reason, many studies have been conductedon electric vehicles. Particularly the change of the engine parts, the turningof the internal combustion part to the electric motor, and ...

Diesel engine emission deterioration - a preliminary study

CSIR Research Space (South Africa)

Pretorius, Cecilia J

2016-04-01

Full Text Available The objective of this study was to find a parameter in diesel and oil analysis of underground mining vehicles that can be correlated with personal diesel particulate matter (DPM) exposure and used as part of an engine maintenance programme. A number...

Real-world exhaust temperature profiles of on-road heavy-duty diesel vehicles equipped with selective catalytic reduction.

Science.gov (United States)

Boriboonsomsin, Kanok; Durbin, Thomas; Scora, George; Johnson, Kent; Sandez, Daniel; Vu, Alexander; Jiang, Yu; Burnette, Andrew; Yoon, Seungju; Collins, John; Dai, Zhen; Fulper, Carl; Kishan, Sandeep; Sabisch, Michael; Jackson, Doug

2018-09-01

On-road heavy-duty diesel vehicles are a major contributor of oxides of nitrogen (NO x ) emissions. In the US, many heavy-duty diesel vehicles employ selective catalytic reduction (SCR) technology to meet the 2010 emission standard for NO x . Typically, SCR needs to be at least 200°C before a significant level of NO x reduction is achieved. However, this SCR temperature requirement may not be met under some real-world operating conditions, such as during cold starts, long idling, or low speed/low engine load driving activities. The frequency of vehicle operation with low SCR temperature varies partly by the vehicle's vocational use. In this study, detailed vehicle and engine activity data were collected from 90 heavy-duty vehicles involved in a range of vocations, including line haul, drayage, construction, agricultural, food distribution, beverage distribution, refuse, public work, and utility repair. The data were used to create real-world SCR temperature and engine load profiles and identify the fraction of vehicle operating time that SCR may not be as effective for NO x control. It is found that the vehicles participated in this study operate with SCR temperature lower than 200°C for 11-70% of the time depending on their vocation type. This implies that real-world NO x control efficiency could deviate from the control efficiency observed during engine certification. Copyright © 2018 Elsevier B.V. All rights reserved.

Effect of turbulence intensity on PM emission of heavy duty diesel trucks - Wind tunnel studies

Science.gov (United States)

Littera, D.; Cozzolini, A.; Besch, M.; Carder, D.; Gautam, M.

2017-08-01

Stringent emission regulations have forced drastic technological improvements in diesel aftertreatment systems, particularly in reducing Particulate Matter (PM) emissions. The formation and evolution of PM from modern engines are more sensitive to overall changes in the dilution process, such as rapidity of mixing, background PM present in the air. These technological advancements were made in controlled laboratory environments compliant with measurement standards (i.e. Code of Federal Regulation CFR in the USA) and are not fully representative of real-world emissions from these engines or vehicles. In light of this, a specifically designed and built wind tunnel by West Virginia University (WVU) is used for the study of the exhaust plume of a heavy-duty diesel vehicle, providing a better insight in the dilution process and the representative nanoparticles emissions in a real-world scenario. The subsonic environmental wind tunnel is capable of accommodating a full-sized heavy-duty truck and generating wind speeds in excess of 50mph. A three-dimensional gantry system allows spanning the test section and sample regions in the plume with accuracy of less than 5 mm. The gantry system is equipped with engine exhaust gas analyzers and PM sizing instruments. The investigation involves three different heavy-duty Class-8 diesel vehicles representative of three emission regulation standards, namely a US-EPA 2007 compliant, a US-EPA 2010 compliant, and a baseline vehicle without any aftertreatment technologies as a pre US-EPA 2007, respectively. The testing procedure includes three different vehicle speeds: idling, 20mph, and 35mph. The vehicles were tested on WVU's medium-duty chassis dynamometer, with the load applied to the truck reflecting the road load equation at the corresponding vehicle test speeds. Wind tunnel wind speed and vehicle speed were maintained in close proximity to one another during the entire test. Results show that the cross-sectional plume area

Effects of ethylene glycol ethers on diesel fuel properties and emissions in a diesel engine

Energy Technology Data Exchange (ETDEWEB)

Gomez-Cuenca, F.; Gomez-Marin, M. [Compania Logistica de Hidrocarburos (CLH), Central Laboratory, Mendez Alvaro 44, 28045 Madrid (Spain); Folgueras-Diaz, M.B., E-mail: belenfd@uniovi.es [Department of Energy, University of Oviedo, Independencia 13, 33004 Oviedo (Spain)

2011-08-15

Highlights: {yields} Effect of ethylene glycol ethers on diesel fuel properties. {yields} Effect of ethylene glycol ethers on diesel engine specific consumption and emissions. {yields} Blends with {<=}4 wt.% of oxygen do not change substantially diesel fuel quality. {yields} Blends with 1 and 2.5 wt.% of oxygen reduce CO and HC emissions, but not smoke. - Abstract: The effect of ethylene glycol ethers on both the diesel fuel characteristics and the exhaust emissions (CO, NO{sub x}, smoke and hydrocarbons) from a diesel engine was studied. The ethers used were monoethylene glycol ethyl ether (EGEE), monoethylene glycol butyl ether (EGBE), diethylene glycol ethyl ether (DEGEE). The above effect was studied in two forms: first by determining the modification of base diesel fuel properties by using blends with oxygen concentration around 4 wt.%, and second by determining the emission reductions for blends with low oxygen content (1 wt.%) and with 2.5 wt.% of oxygen content. The addition of DEGEE enhances base diesel fuel cetane number, but EGEE and EGBE decrease it. For concentrations of {>=}4 wt.% of oxygen, EGEE and diesel fuel can show immiscibility problems at low temperatures ({<=}0 {sup o}C). Also, every oxygenated compound, according to its boiling point, modifies the distillation curve at low temperatures and the distillate percentage increases. These compounds have a positive effect on diesel fuel lubricity, and slightly decrease its viscosity. Blends with 1 and 2.5 wt.% oxygen concentrations were used in order to determine their influence on emissions at both full and medium loads and different engine speeds. Generally, all compounds help to reduce CO, and hydrocarbon emissions, but not smoke. The best results were obtained for blends with 2.5 wt.% of oxygen. At this concentration, the additive efficiency in decreasing order was EGEE > DEGEE > EGBE for CO emissions and DGEE > EGEE > EGBE for hydrocarbon emissions. For NO{sub x}, both its behaviour and the

Comparison of carbonyl compounds emissions from diesel engine fueled with biodiesel and diesel

Science.gov (United States)

He, Chao; Ge, Yunshan; Tan, Jianwei; You, Kewei; Han, Xunkun; Wang, Junfang; You, Qiuwen; Shah, Asad Naeem

The characteristics of carbonyl compounds emissions were investigated on a direct injection, turbocharged diesel engine fueled with pure biodiesel derived from soybean oil. The gas-phase carbonyls were collected by 2,4-dinitrophenylhydrazine (DNPH)-coated silica cartridges from diluted exhaust and analyzed by HPLC with UV detector. A commercial standard mixture including 14 carbonyl compounds was used for quantitative analysis. The experimental results indicate that biodiesel-fueled engine almost has triple carbonyls emissions of diesel-fueled engine. The weighted carbonyls emission of 8-mode test cycle of biodiesel is 90.8 mg (kW h) -1 and that of diesel is 30.7 mg (kW h) -1. The formaldehyde is the most abundant compound of carbonyls for both biodiesel and diesel, taking part for 46.2% and 62.7% respectively. The next most significant compounds are acetaldehyde, acrolein and acetone for both fuels. The engine fueled with biodiesel emits a comparatively high content of propionaldehyde and methacrolein. Biodiesel, as an alternative fuel, has lower specific reactivity (SR) caused by carbonyls compared with diesel. When fueled with biodiesel, carbonyl compounds make more contribution to total hydrocarbon emission.

Impact of low temperature combustion attaining strategies on diesel engine emissions for diesel and biodiesels: A review

International Nuclear Information System (INIS)

Imtenan, S.; Varman, M.; Masjuki, H.H.; Kalam, M.A.; Sajjad, H.; Arbab, M.I.; Rizwanul Fattah, I.M.

2014-01-01

Highlights: • Various low-temperature combustion strategies have been discussed briefly. • Effect on emissions has been discussed under low temperature combustion strategies. • Low-temperature combustion reduces NO x and PM simultaneously. • Higher CO, HC emissions with lower performance are the demerits of these strategies. • Biodiesels are also potential to attain low temperature combustion conditions. - Abstract: Simultaneous reduction of particulate matter (PM) and nitrogen oxides (NO x ) emissions from diesel exhaust is the key to current research activities. Although various technologies have been introduced to reduce emissions from diesel engines, the in-cylinder reduction techniques of PM and NO x like low temperature combustion (LTC) will continue to be an important field in research and development of modern diesel engines. Furthermore, increasing prices and question over the availability of diesel fuel derived from crude oil have introduced a growing interest. Hence it is most likely that future diesel engines will be operated on pure biodiesel and/or blends of biodiesel and crude oil-based diesel. Being a significant technology to reduce emissions, LTC deserves a critical analysis of emission characteristics for both diesel and biodiesel. This paper critically investigates both petroleum diesel and biodiesel emissions from the view point of LTC attaining strategies. Due to a number of differences of physical and chemical properties, petroleum diesel and biodiesel emission characteristics differ a bit under LTC strategies. LTC strategies decrease NO x and PM simultaneously but increase HC and CO emissions. Recent attempts to attain LTC by biodiesel have created a hope for reduced HC and CO emissions. Decreased performance issue during LTC is also being taken care of by latest ideas. However, this paper highlights the emissions separately and analyzes the effects of significant factors thoroughly under LTC regime

Hydrocarbon emission fingerprints from contemporary vehicle/engine technologies with conventional and new fuels

Science.gov (United States)

Montero, Larisse; Duane, Matthew; Manfredi, Urbano; Astorga, Covadonga; Martini, Giorgio; Carriero, Massimo; Krasenbrink, Alois; Larsen, B. R.

2010-06-01

The present paper presents results from the analysis of 29 individual C 2-C 9 hydrocarbons (HCs) specified in the European Commission Ozone Directive. The 29 HCs are measured in exhaust from common, contemporary vehicle/engine/fuel technologies for which very little or no data is available in the literature. The obtained HC emission fingerprints are compared with fingerprints deriving from technologies that are being phased out in Europe. Based on the total of 138 emission tests, thirteen type-specific fingerprints are extracted (Mean ± SD percentage contributions from individual HCs to the total mass of the 29 HCs), essential for receptor modelling source apportionment. The different types represent exhaust from Euro3 and Euro4 light-duty (LD) diesel and petrol-vehicles, Euro3 heavy-duty (HD) diesel exhaust, and exhaust from 2-stroke preEuro, Euro1 and Euro2 mopeds. The fuels comprise liquefied petroleum gas, petrol/ethanol blends (0-85% ethanol), and mineral diesel in various blends (0-100%) with fatty acid methyl esters, rapeseed methyl esters palm oil methyl esters, soybean oil methyl or sunflower oil methyl esters. Type-specific tracer compounds (markers) are identified for the various vehicle/engine/fuel technologies. An important finding is an insignificant effect on the HC fingerprints of varying the test driving cycle, indicating that combining HC fingerprints from different emission studies for receptor modelling purposes would be a robust approach. The obtained results are discussed in the context of atmospheric ozone formation and health implications from emissions (mg km -1 for LD and mopeds and mg kW h -1 for HD, all normalised to fuel consumption: mg dm -3 fuel) of the harmful HCs, benzene and 1,3-butadiene. Another important finding is a strong linear correlation of the regulated "total" hydrocarbon emissions (tot-HC) with the ozone formation potential of the 29 HCs (ΣPO 3 = (1.66 ± 0.04) × tot-RH; r2 = 0.93). Tot-HC is routinely monitored in

40 CFR 80.552 - What compliance options are available to motor vehicle diesel fuel small refiners?

Science.gov (United States)

2010-07-01

... to motor vehicle diesel fuel small refiners? 80.552 Section 80.552 Protection of Environment... Motor Vehicle Diesel Fuel; Nonroad, Locomotive, and Marine Diesel Fuel; and ECA Marine Fuel Small Refiner Hardship Provisions § 80.552 What compliance options are available to motor vehicle diesel fuel...

Black carbon concentrations in California vehicles and estimation of in-vehicle diesel exhaust particulate matter exposures

Science.gov (United States)

Fruin, Scott A.; Winer, Arthur M.; Rodes, Charles E.

This research assessed in-vehicle exposures to black carbon (BC) as an indicator of diesel particulate matter (DPM) exposures. Approximately 50 h of real-time Aethalometer BC measurements were made inside vehicles driven on freeway and arterial loops in Los Angeles and Sacramento. Video tapes of the driver's view were transcribed to record the traffic conditions, vehicles followed, and vehicle occupant observations, and these results were tested for their associations with BC concentration. In-vehicle BC concentrations were highest when directly following diesel-powered vehicles, particularly those with low exhaust pipe locations. The lowest BC concentrations were observed while following gasoline-powered passenger cars, on average no different than not following any vehicle. Because diesel vehicles were over-sampled in the field study, results were not representative of real-world driving. To calculate representative exposures, in-vehicle BC concentrations were grouped by the type of vehicle followed, for each road type and congestion level. These groupings were then re-sampled stochastically, in proportion to the fraction of statewide vehicle miles traveled (VMT) under each of those conditions. The approximately 6% of time spent following diesel vehicles led to 23% of the in-vehicle BC exposure, while the remaining exposure was due to elevated roadway BC concentrations. In-vehicle BC exposures averaged 6 μg m -3 in Los Angeles and the Bay Area, the regions with the highest congestion and the majority of the state's VMT. The statewide average in-vehicle BC exposure was 4 μg m -3, corresponding to DPM concentrations of 7-23 μg m -3, depending on the Aethalometer response to elemental carbon (EC) and the EC fraction of the DPM. In-vehicle contributions to overall DPM exposures ranged from approximately 30% to 55% of total DPM exposure on a statewide population basis. Thus, although time spent in vehicles was only 1.5 h day -1 on average, vehicles may be the most

Performance and emission characteristics of diesel engine fueled with ethanol-diesel blends in different altitude regions.

Science.gov (United States)

Lei, Jilin; Bi, Yuhua; Shen, Lizhong

2011-01-01

In order to investigate the effects ethanol-diesel blends and altitude on the performance and emissions of diesel engine, the comparative experiments were carried out on the bench of turbo-charged diesel engine fueled with pure diesel (as prototype) and ethanol-diesel blends (E10, E15, E20 and E30) under different atmospheric pressures (81 kPa, 90 kPa and 100 kPa). The experimental results indicate that the equivalent brake-specific fuel consumption (BSFC) of ethanol-diesel blends are better than that of diesel under different atmospheric pressures and that the equivalent BSFC gets great improvement with the rise of atmospheric pressure when the atmospheric pressure is lower than 90 kPa. At 81 kPa, both HC and CO emissions rise greatly with the increasing engine speeds and loads and addition of ethanol, while at 90 kPa and 100 kPa their effects on HC and CO emissions are slightest. The changes of atmospheric pressure and mix proportion of ethanol have no obvious effect on NO(x) emissions. Smoke emissions decrease obviously with the increasing percentage of ethanol in blends, especially atmospheric pressure below 90 kPa.

Performance and Emission Characteristics of Diesel Engine Fueled with Ethanol-Diesel Blends in Different Altitude Regions

Directory of Open Access Journals (Sweden)

Jilin Lei

2011-01-01

Full Text Available In order to investigate the effects ethanol-diesel blends and altitude on the performance and emissions of diesel engine, the comparative experiments were carried out on the bench of turbo-charged diesel engine fueled with pure diesel (as prototype and ethanol-diesel blends (E10, E15, E20 and E30 under different atmospheric pressures (81 kPa, 90 kPa and 100 kPa. The experimental results indicate that the equivalent brake-specific fuel consumption (BSFC of ethanol-diesel blends are better than that of diesel under different atmospheric pressures and that the equivalent BSFC gets great improvement with the rise of atmospheric pressure when the atmospheric pressure is lower than 90 kPa. At 81 kPa, both HC and CO emissions rise greatly with the increasing engine speeds and loads and addition of ethanol, while at 90 kPa and 100 kPa their effects on HC and CO emissions are slightest. The changes of atmospheric pressure and mix proportion of ethanol have no obvious effect on NOx emissions. Smoke emissions decrease obviously with the increasing percentage of ethanol in blends, especially atmospheric pressure below 90 kPa.

Proceedings of the 1998 diesel engine emissions reduction workshop [DEER

Energy Technology Data Exchange (ETDEWEB)

NONE

1998-12-31

This workshop was held July 6--9, 1998 in Castine, Maine. The purpose of this workshop was to provide a multidisciplinary forum for exchange of state-of-the-art information on reduction of diesel engine emissions. Attention was focused on the following: agency/organization concerns on engine emissions; diesel engine issues and challenges; health risks from diesel engines emissions; fuels and lubrication technologies; non-thermal plasma and urea after-treatment technologies; and diesel engine technologies for emission reduction 1 and 2.

Experimental study on combustion and emission characteristics of a diesel engine fueled with 2,5-dimethylfuran–diesel, n-butanol–diesel and gasoline–diesel blends

International Nuclear Information System (INIS)

Chen, Guisheng; Shen, Yinggang; Zhang, Quanchang; Yao, Mingfa; Zheng, Zunqing; Liu, Haifeng

2013-01-01

In the paper, combustion and emissions of a multi-cylinder CI (compression-ignition) engine fueled with DMF–diesel, n-butanol–diesel and gasoline–diesel blends were experimentally investigated, and fuel characteristics of DMF, n-butanol and gasoline were compared. Diesel was used as the base fuel. And 30% of DMF, n-butanol and gasoline were blended with the base fuel by volume respectively, referred to as D30, B30 and G30. Results show that compared to B30 and G30, D30 has longer ignition delay because of lower cetane number, which leads to faster burning rate and higher pressure rise rate. With increasing EGR (exhaust gas recirculation) rate, D30 gets the lowest soot emissions, and extended ignition delay and fuel oxygen are two key factors reducing soot emissions, and ignition delay has greater effects than fuel oxygen on soot reduction. In addition, D30 and B30 improve the trade-off of NO x -soot remarkably and extend low-emission region without deteriorating fuel efficiency by utilizing medium EGR rates ( x , THC and CO emissions and BSFC, but reduce soot greatly. • Fuel oxygen is more efficient than air oxygen while ignition delay has greater effects than fuel oxygen to reduce soot. • As diesel additive, DMF is superior to n-butanol and gasoline for reducing soot emissions. • Using DMF–diesel blends combined with medium EGR may be a better way to meet future emission standards

Evaluation of On-Road Vehicle Emission Trends in the United States

Science.gov (United States)

Harley, R. A.; Dallmann, T. R.; Kirchstetter, T.

2010-12-01

Mobile sources contribute significantly to emissions of nitrogen oxides (NOx), carbon monoxide (CO), fine particulate matter (PM2.5), and black carbon (BC). These emissions lead to a variety of environmental problems including air pollution and climate change. At present, national and state-level mobile source emission inventories are developed using statistical models to predict emissions from large and diverse populations of vehicles. Activity is measured by total vehicle-km traveled, and pollutant emission factors are predicted based on laboratory testing of individual vehicles. Despite efforts to improve mobile source emission inventories, they continue to have large associated uncertainties. Alternate methods, such as the fuel-based approach used here, are needed to evaluate estimates of mobile source emissions and to help reduce uncertainties. In this study we quantify U.S. national emissions of NOx, CO, PM2.5, and BC from on-road diesel and gasoline vehicles for the years 1990-2010, including effects of a weakened national economy on fuel sales and vehicle travel from 2008-10. Pollutant emissions are estimated by multiplying total amounts of fuel consumed with emission factors expressed per unit of fuel burned. Fuel consumption is used as a measure of vehicle activity, and is based on records of taxable fuel sales. Pollutant emission factors are derived from roadside and tunnel studies, remote sensing measurements, and individual vehicle exhaust plume capture experiments. Emission factors are updated with new results from a summer 2010 field study conducted at the Caldecott tunnel in the San Francisco Bay Area.

An experimental study of the combusition and emission performances of 2,5-dimethylfuran diesel blends on a diesel engine

Directory of Open Access Journals (Sweden)

Xiao Helin

2017-01-01

Full Text Available Experiments were carried out in a direct injection compression ignition engine fueled with diesel-dimethylfuran blends. The combustion and emission performances of diesel-dimethylfuran blends were investigated under various loads ranging from 0.13 to 1.13 MPa brake mean effective pressure, and a constant speed of 1800 rpm. Results indicate that diesel-dimethylfuran blends have different combustion performance and produce longer ignition delay and shorter combustion duration compared with pure diesel. Moreover, a slight increase of brake specific fuel consumption and brake thermal efficiency occurs when a Diesel engine operates with blended fuels, rather than diesel fuel. Diesel-dimethylfuran blends could lead to higher NOx emissions at medium and high engine loads. However, there is a significant reduction in soot emission when engines are fueled with diesel-dimethylfuran blends. Soot emissions under each operating conditions are similar and close to zero except for D40 at 0.13 MPa brake mean effective pressure. The total number and mean geometric diameter of emitted particles from diesel-dimethylfuran blends are lower than pure diesel. The tested fuels exhibit no significant difference in either CO or HC emissions at medium and high engine loads. Nevertheless, diesel fuel produces the lowest CO emission and higher HC emission at low loads of 0.13 to 0.38 MPa brake mean effective pressure.

Validated analytical modeling of diesel engine regulated exhaust CO emission rate

Directory of Open Access Journals (Sweden)

Waleed F Faris

2016-06-01

Full Text Available Albeit vehicle analytical models are often favorable for explainable mathematical trends, no analytical model has been developed of the regulated diesel exhaust CO emission rate for trucks yet. This research unprecedentedly develops and validates for trucks a model of the steady speed regulated diesel exhaust CO emission rate analytically. It has been found that the steady speed–based CO exhaust emission rate is based on (1 CO2 dissociation, (2 the water–gas shift reaction, and (3 the incomplete combustion of hydrocarbon. It has been found as well that the steady speed–based CO exhaust emission rate based on CO2 dissociation is considerably less than the rate that is based on the water–gas shift reaction. It has also been found that the steady speed–based CO exhaust emission rate based on the water–gas shift reaction is the dominant source of CO exhaust emission. The study shows that the average percentage of deviation of the steady speed–based simulated results from the corresponding field data is 1.7% for all freeway cycles with 99% coefficient of determination at the confidence level of 95%. This deviation of the simulated results from field data outperforms its counterpart of widely recognized models such as the comprehensive modal emissions model and VT-Micro for all freeway cycles.

Effect of Exhaust Gas Recirculation on Performance of a Diesel Engine Fueled with Waste Plastic Oil / Diesel Blends

Directory of Open Access Journals (Sweden)

Punitharani K.

2017-11-01

Full Text Available NOx emission is one of the major sources for health issues, acid rain and global warming. Diesel engine vehicles are the major sources for NOx emissions. Hence there is a need to reduce the emissions from the engines by identifying suitable techniques or by means of alternate fuels. The present investigation deals with the effect of Exhaust Gas Recirculation (EGR on 4S, single cylinder, DI diesel engine using plastic oil/Diesel blends P10 (10% plastic oil & 90% diesel in volume, P20 and P30 at various EGR rates. Plastic oil blends were able to operate in diesel engines without any modifications and the results showed that P20 blend had the least NOx emission quantity.

Support vector machine to predict diesel engine performance and emission parameters fueled with nano-particles additive to diesel fuel

Science.gov (United States)

Ghanbari, M.; Najafi, G.; Ghobadian, B.; Mamat, R.; Noor, M. M.; Moosavian, A.

2015-12-01

This paper studies the use of adaptive Support Vector Machine (SVM) to predict the performance parameters and exhaust emissions of a diesel engine operating on nanodiesel blended fuels. In order to predict the engine parameters, the whole experimental data were randomly divided into training and testing data. For SVM modelling, different values for radial basis function (RBF) kernel width and penalty parameters (C) were considered and the optimum values were then found. The results demonstrate that SVM is capable of predicting the diesel engine performance and emissions. In the experimental step, Carbon nano tubes (CNT) (40, 80 and 120 ppm) and nano silver particles (40, 80 and 120 ppm) with nanostructure were prepared and added as additive to the diesel fuel. Six cylinders, four-stroke diesel engine was fuelled with these new blended fuels and operated at different engine speeds. Experimental test results indicated the fact that adding nano particles to diesel fuel, increased diesel engine power and torque output. For nano-diesel it was found that the brake specific fuel consumption (bsfc) was decreased compared to the net diesel fuel. The results proved that with increase of nano particles concentrations (from 40 ppm to 120 ppm) in diesel fuel, CO2 emission increased. CO emission in diesel fuel with nano-particles was lower significantly compared to pure diesel fuel. UHC emission with silver nano-diesel blended fuel decreased while with fuels that contains CNT nano particles increased. The trend of NOx emission was inverse compared to the UHC emission. With adding nano particles to the blended fuels, NOx increased compared to the net diesel fuel. The tests revealed that silver & CNT nano particles can be used as additive in diesel fuel to improve complete combustion of the fuel and reduce the exhaust emissions significantly.

The influence of propylene glycol ethers on base diesel properties and emissions from a diesel engine

International Nuclear Information System (INIS)

Gómez-Cuenca, F.; Gómez-Marín, M.; Folgueras-Díaz, M.B.

2013-01-01

Highlights: • Effect of propylene glycol ethers on diesel fuel properties. • Effect of these compounds on diesel engine performance and emissions. • Blends with ⩽4 wt.% of oxygen do not change substantially diesel fuel quality. • Blends with ⩽2.5 wt.% of oxygen reduce CO, HC and NOx emissions, but not smoke. • These compounds are helpful to reach a cleaner combustion in a diesel engine. - Abstract: The oxygenated additives propylene glycol methyl ether (PGME), propylene glycol ethyl ether (PGEE), dipropylene glycol methyl ether (DPGME) were studied to determine their influence on both the base diesel fuel properties and the exhaust emissions from a diesel engine (CO, NOx, unburnt hydrocarbons and smoke). For diesel blends with low oxygen content (⩽4.0 wt.%), the addition of these compounds to base diesel fuel decreases aromatic content, kinematic viscosity, cold filter plugging point and Conradson carbon residue. Also, each compound modifies the distillation curve at temperatures below the corresponding oxygenated compound boiling point, the distillate percentage being increased. The blend cetane number depends on the type of propylene glycol ether added, its molecular weight, and the oxygen content of the fuel. The addition of PGME decreased slightly diesel fuel cetane number, while PGEE and DPGME increased it. Base diesel fuel-propylene glycol ether blends with 1.0 and 2.5 wt.% oxygen contents were used in order to determine the performance of the diesel engine and its emissions at both full and medium loads and different engine speeds (1000, 2500 and 4000 rpm). In general, at full load and in comparison with base diesel fuel, the blends show a slight reduction of oxygen-free specific fuel consumption. CO emissions are reduced appreciably for 2.5 wt.% of oxygen blends, mainly for PGEE and DPGME. NOx emissions are reduced slightly, but not the smoke. Unburnt hydrocarbon emissions decrease at 1000 and 2500 rpm, but not at 4000 rpm. At medium load

Evolution of on-road vehicle exhaust emissions in Delhi

Science.gov (United States)

Goel, Rahul; Guttikunda, Sarath K.

2015-03-01

For a 40-year horizon (1990-2030), on-road vehicle exhaust emissions were evaluated, retrospectively and prospectively, for the largest urban agglomeration in India - the Greater Delhi region with a combined population of 22 million in 2011 (Delhi along with Ghaziabad, Noida, Greater Noida, Faridabad and Gurgaon). Emissions of particulate matter, sulfur dioxide, carbon monoxide and volatile organic compounds (VOCs) reached their peak during late 1990s through early 2000s after which they reduced significantly through year 2012. On the other hand, nitrogen oxides (NOx) and carbon dioxide show an increasing trend. The most reduction in emissions between 1998 and 2012 occurred as a result of implementation of four sets of vehicular emission standards, removal of lead, reduction of sulfur content, mandatory retirement of older commercial vehicles, and conversion of diesel and petrol run public transport vehicles to compressed natural gas. In addition, changes in the vehicular technology have also contributed to controlling emissions especially in case of auto-rickshaws and motorized two-wheelers, which changed from two-stroke to four-stroke. The rising trend of NOx along with the presence of VOCs indicates increasing tendency to form ground-level ozone and as a result, smog in the region. We predict that the current regime of vehicle technology, fuel standards, and high growth rate of private vehicles, is likely to nullify all the past emission reductions by the end of 2020s.

Variations in speciated emissions from spark-ignition and compression-ignition motor vehicles in California's south coast air basin.

Science.gov (United States)

Fujita, Eric M; Zielinska, Barbara; Campbell, David E; Arnott, W Patrick; Sagebiel, John C; Mazzoleni, Lynn; Chow, Judith C; Gabele, Peter A; Crews, William; Snow, Richard; Clark, Nigel N; Wayne, W Scott; Lawson, Douglas R

2007-06-01

The U.S. Department of Energy Gasoline/Diesel PM Split Study examined the sources of uncertainties in using an organic compound-based chemical mass balance receptor model to quantify the contributions of spark-ignition (SI) and compression-ignition (CI) engine exhaust to ambient fine particulate matter (PM2.5). This paper presents the chemical composition profiles of SI and CI engine exhaust from the vehicle-testing portion of the study. Chemical analysis of source samples consisted of gravimetric mass, elements, ions, organic carbon (OC), and elemental carbon (EC) by the Interagency Monitoring of Protected Visual Environments (IMPROVE) and Speciation Trends Network (STN) thermal/optical methods, polycyclic aromatic hydrocarbons (PAHs), hopanes, steranes, alkanes, and polar organic compounds. More than half of the mass of carbonaceous particles emitted by heavy-duty diesel trucks was EC (IMPROVE) and emissions from SI vehicles contained predominantly OC. Although total carbon (TC) by the IMPROVE and STN protocols agreed well for all of the samples, the STN/IMPROVE ratios for EC from SI exhaust decreased with decreasing sample loading. SI vehicles, whether low or high emitters, emitted greater amounts of high-molecular-weight particulate PAHs (benzo[ghi]perylene, indeno[1,2,3-cd]pyrene, and coronene) than did CI vehicles. Diesel emissions contained higher abundances of two- to four-ring semivolatile PAHs. Diacids were emitted by CI vehicles but are also prevalent in secondary organic aerosols, so they cannot be considered unique tracers. Hopanes and steranes were present in lubricating oil with similar composition for both gasoline and diesel vehicles and were negligible in gasoline or diesel fuels. CI vehicles emitted greater total amounts of hopanes and steranes on a mass per mile basis, but abundances were comparable to SI exhaust normalized to TC emissions within measurement uncertainty. The combustion-produced high-molecular-weight PAHs were found in used

Ultrafine particle emissions from modern Gasoline and Diesel vehicles: An electron microscopic perspective.

Science.gov (United States)

Liati, Anthi; Schreiber, Daniel; Arroyo Rojas Dasilva, Yadira; Dimopoulos Eggenschwiler, Panayotis

2018-08-01

Ultrafine (electron microscopy (TEM) is applied to obtain a concrete picture on the nature, morphology and chemical composition of non-volatile ultrafine particles in the exhaust of state-of-the-art, Euro 6b, Gasoline and Diesel vehicles. The particles were collected directly on TEM grids, at the tailpipe, downstream of the after-treatment system, during the entire duration of typical driving cycles on the chassis dynamometer. Based on TEM imaging coupled with Energy Dispersive X-ray (EDX) analysis, numerous ultrafine particles could be identified, imaged and analyzed chemically. Particles vehicles and driving cycles. The present TEM study gives information also on the imaging and chemical composition of the solid fraction of the unregulated sub-23 nm size category particles. Copyright © 2018 Elsevier Ltd. All rights reserved.

Diesel engine development in view of reduced emission standards

International Nuclear Information System (INIS)

Knecht, Walter

2008-01-01

Diesel engine development for use in light-, medium- and heavy-duty road vehicles is mainly driven by more and more stringent emission standards. Apart from air quality related emissions such as nitrogen oxides and particulates, also greenhouse gas (GHG) emissions are likely to become of more and more importance. Furthermore, oil-based fuel availability might become a problem due to limited reserves or due to political influences which leads to significantly increased fuel costs. Based on the above aspects, advanced engine technologies become essential and are discussed. Fuel injection with rate shaping capability and elevated injection pressures, air handling systems to increase the brake mean effective pressures (BMEPs) and specific power with a downsizing approach, while retaining a good dynamic response using possibly two-stage turbocharging. Heterogeneous and near-homogeneous combustion processes where the latter could possibly reduce the requirements on the exhaust gas aftertreatment system. Improvement and further development of engine management and control systems, exhaust gas aftertreatment for a reduction of nitrogen oxides and especially particulates and last but not least, energy recovery from the exhaust gas. Furthermore, alternative fuel usage in road vehicles is becoming important and their application in internal combustion engines is discussed

Emission Control Research to Enable Fuel Efficiency: Department of Energy Heavy Vehicle Technologies

International Nuclear Information System (INIS)

Gurpreet Singh; Ronald L. Graves; John M. Storey; William P. Partridge; John F. Thomas; Bernie M. Penetrante; Raymond M. Brusasco; Bernard T. Merritt; George E. Vogtlin; Christopher L. Aardahl; Craig F. Habeger; M.L. Balmer

2000-01-01

The Office of Heavy Vehicle Technologies supports research to enable high-efficiency diesel engines to meet future emissions regulations, thus clearing the way for their use in light trucks as well as continuing as the most efficient powerplant for freight-haulers. Compliance with Tier 2 rules and expected heavy duty engine standards will require effective exhaust emission controls (after-treatment) for diesels in these applications. DOE laboratories are working with industry to improve emission control technologies in projects ranging from application of new diagnostics for elucidating key mechanisms, to development and tests of prototype devices. This paper provides an overview of these R and D efforts, with examples of key findings and developments

Modelling the impacts of a carbon emission-differentiated vehicle tax system on CO2 emissions intensity from new vehicle purchases in Ireland

International Nuclear Information System (INIS)

Giblin, S.; McNabola, A.

2009-01-01

The increasing awareness of the effects of climate change on the environment and the economic pressure on oil supply has focused international attention on reducing CO 2 emissions and energy usage across all sectors. In order to meet their Kyoto protocol commitments and in line with European Union policy, the Irish government has introduced a carbon-based tax system for new vehicles purchased from the 1st of July 2008. This new legislation aims to reduce carbon emissions in the transport sector, a sector which is responsible for a significant proportion of both. This paper presents the results of the development, calibration, and application of a car choice model which predicts the changes in CO 2 emissions intensity from new vehicle purchases as a result of the changes in vehicle tax policy and fuel price in Ireland. The model also predicts the impact of such changes on tax revenue for the Irish government and the changes in the split between the number of diesel and petrol vehicles purchased. The investigation found that the introduction of these new carbon-based taxes in Ireland will result in a reduction of 3.6-3.8% in CO 2 emissions intensity and a reduction in annual tax revenue of EUR191 M. (author)

An Experimental Investigation of Ethanol-Diesel Blends on Performance and Exhaust Emissions of Diesel Engines

Directory of Open Access Journals (Sweden)

Tarkan Sandalcı

2014-08-01

Full Text Available Ethanol is a promising alternative fuel, due to its renewable biobased origin. Also, it has lower carbon content than diesel fuel and it is oxygenated. For this reason, ethanol is providing remarkable potential to reduce particulate emulsions in compression-ignition engines. In this study, performance of ethanol-diesel blends has been investigated experimentally. Tested fuels were mineral diesel fuel (E0D100, 15% (v/v ethanol/diesel fuel blend (E15D85, and 30% (v/v ethanol/diesel fuel blend (E30D70. Firstly, the solubility of ethanol and diesel was experienced. Engine tests were carried out to reveal the performance and emissions of the engine fuelled with the blends. Full load operating conditions at various engine speeds were investigated. Engine brake torque, brake power, brake specific fuel consumption, brake thermal efficiency, exhaust gas temperature, and finally exhaust emissions were measured. Performance of the tested engine decreased substantially while improvement on smoke and gaseous emissions makes ethanol blend favorable.

40 CFR 80.596 - How is a refinery motor vehicle diesel fuel volume baseline calculated?

Science.gov (United States)

2010-07-01

... 40 Protection of Environment 16 2010-07-01 2010-07-01 false How is a refinery motor vehicle diesel... Requirements § 80.596 How is a refinery motor vehicle diesel fuel volume baseline calculated? (a) For purposes of this subpart, a refinery's motor vehicle diesel fuel volume baseline is calculated using the...

Diesel reformulation using bio-derived propanol to control toxic emissions from a light-duty agricultural diesel engine.

Science.gov (United States)

Thillainayagam, Muthukkumar; Venkatesan, Krishnamoorthy; Dipak, Rana; Subramani, Saravanan; Sethuramasamyraja, Balaji; Babu, Rajesh Kumar

2017-07-01

In the Indian agricultural sector, millions of diesel-driven pump-sets were used for irrigation purposes. These engines produce carcinogenic diesel particulates, toxic nitrogen oxides (NOx), and carbon monoxide (CO) emissions which threaten the livelihood of large population of farmers in India. The present study investigates the use of n-propanol, a less-explored high carbon bio-alcohol that can be produced by sustainable pathways from industrial and crop wastes that has an attractive opportunity for powering stationary diesel engines meant for irrigation and rural electrification. This study evaluates the use of n-propanol addition in fossil diesel by up to 30% by vol. and concurrently reports the effects of exhaust gas recirculation (EGR) on emissions of an agricultural DI diesel engine. Three blends PR10, PR20, and PR30 were prepared by mixing 10, 20, and 30% by vol. of n-propanol with fossil diesel. Results when compared to baseline diesel case indicated that smoke density reduced with increasing n-propanol fraction in the blends. PR10, PR20, and PR30 reduced smoke density by 13.33, 33.33, and 60%, respectively. NOx emissions increased with increasing n-propanol fraction in the blends. Later, three EGR rates (10, 20, and 30%) were employed. At any particular EGR rate, smoke density remained lower with increasing n-propanol content in the blends under increasing EGR rates. NOx reduced gradually with EGR. At 30% EGR, the blends PR10, PR20, and PR30 reduced NOx emissions by 43.04, 37.98, and 34.86%, respectively when compared to baseline diesel. CO emissions remained low but hydrocarbon (HC) emissions were high for n-propanol/diesel blends under EGR. Study confirmed that n-propanol could be used by up to 30% by vol. with diesel and the blends delivered lower soot density, NOx, and CO emissions under EGR.

Effects of fuels, engine load and exhaust after-treatment on diesel engine SVOC emissions and development of SVOC profiles for receptor modeling

Science.gov (United States)

Huang, Lei; Bohac, Stanislav V.; Chernyak, Sergei M.; Batterman, Stuart A.

2015-01-01

Diesel exhaust emissions contain numerous semivolatile organic compounds (SVOCs) for which emission information is limited, especially for idling conditions, new fuels and the new after-treatment systems. This study investigates exhaust emissions of particulate matter (PM), polycyclic aromatic hydrocarbons (PAHs), nitro-PAHs (NPAHs), and sterane and hopane petroleum biomarkers from a heavy-duty (6.4 L) diesel engine at various loads (idle, 600 and 900 kPa BMEP), with three types of fuel (ultra-low sulfur diesel or ULSD, Swedish low aromatic diesel, and neat soybean biodiesel), and with and without a diesel oxidation catalyst (DOC) and diesel particulate filter (DPF). Swedish diesel and biodiesel reduced emissions of PM2.5, Σ15PAHs, Σ11NPAHs, Σ5Hopanes and Σ6Steranes, and biodiesel resulted in the larger reductions. However, idling emissions increased for benzo[k]fluoranthene (Swedish diesel), 5-nitroacenaphthene (biodiesel) and PM2.5 (biodiesel), a significant result given the attention to exposures from idling vehicles and the toxicity of high-molecular-weight PAHs and NPAHs. The DOC + DPF combination reduced PM2.5 and SVOC emissions during DPF loading (>99% reduction) and DPF regeneration (83–99%). The toxicity of diesel exhaust, in terms of the estimated carcinogenic risk, was greatly reduced using Swedish diesel, biodiesel fuels and the DOC + DPF. PAH profiles showed high abundances of three and four ring compounds as well as naphthalene; NPAH profiles were dominated by nitro-naphthalenes, 1-nitropyrene and 9-nitroanthracene. Both the emission rate and the composition of diesel exhaust depended strongly on fuel type, engine load and after-treatment system. The emissions data and chemical profiles presented are relevant to the development of emission inventories and exposure and risk assessments. PMID:25709535

Effects of fuels, engine load and exhaust after-treatment on diesel engine SVOC emissions and development of SVOC profiles for receptor modeling.

Science.gov (United States)

Huang, Lei; Bohac, Stanislav V; Chernyak, Sergei M; Batterman, Stuart A

2015-02-01

Diesel exhaust emissions contain numerous semivolatile organic compounds (SVOCs) for which emission information is limited, especially for idling conditions, new fuels and the new after-treatment systems. This study investigates exhaust emissions of particulate matter (PM), polycyclic aromatic hydrocarbons (PAHs), nitro-PAHs (NPAHs), and sterane and hopane petroleum biomarkers from a heavy-duty (6.4 L) diesel engine at various loads (idle, 600 and 900 kPa BMEP), with three types of fuel (ultra-low sulfur diesel or ULSD, Swedish low aromatic diesel, and neat soybean biodiesel), and with and without a diesel oxidation catalyst (DOC) and diesel particulate filter (DPF). Swedish diesel and biodiesel reduced emissions of PM 2.5 , Σ 15 PAHs, Σ 11 NPAHs, Σ 5 Hopanes and Σ 6 Steranes, and biodiesel resulted in the larger reductions. However, idling emissions increased for benzo[k]fluoranthene (Swedish diesel), 5-nitroacenaphthene (biodiesel) and PM 2.5 (biodiesel), a significant result given the attention to exposures from idling vehicles and the toxicity of high-molecular-weight PAHs and NPAHs. The DOC + DPF combination reduced PM 2.5 and SVOC emissions during DPF loading (>99% reduction) and DPF regeneration (83-99%). The toxicity of diesel exhaust, in terms of the estimated carcinogenic risk, was greatly reduced using Swedish diesel, biodiesel fuels and the DOC + DPF. PAH profiles showed high abundances of three and four ring compounds as well as naphthalene; NPAH profiles were dominated by nitro-naphthalenes, 1-nitropyrene and 9-nitroanthracene. Both the emission rate and the composition of diesel exhaust depended strongly on fuel type, engine load and after-treatment system. The emissions data and chemical profiles presented are relevant to the development of emission inventories and exposure and risk assessments.

Deriving fuel-based emission factor thresholds to interpret heavy-duty vehicle roadside plume measurements.

Science.gov (United States)

Quiros, David C; Smith, Jeremy D; Ham, Walter A; Robertson, William H; Huai, Tao; Ayala, Alberto; Hu, Shaohua

2018-04-13

Remote sensing devices have been used for decades to measure gaseous emissions from individual vehicles at the roadside. Systems have also been developed that entrain diluted exhaust and can also measure particulate matter (PM) emissions. In 2015, the California Air Resources Board (CARB) reported that 8% of in-field diesel particulate filters (DPF) on heavy-duty (HD) vehicles were malfunctioning and emitted about 70% of total diesel PM emissions from the DPF-equipped fleet. A new high-emitter problem in the heavy-duty vehicle fleet had emerged. Roadside exhaust plume measurements reflect a snapshot of real-world operation, typically lasting several seconds. In order to relate roadside plume measurements to laboratory emission tests, we analyzed carbon dioxide (CO 2 ), oxides of nitrogen (NO X ), and PM emissions collected from four HD vehicles during several driving cycles on a chassis dynamometer. We examined the fuel-based emission factors corresponding to possible exceedances of emission standards as a function of vehicle power. Our analysis suggests that a typical HD vehicle will exceed the model year (MY) 2010 emission standards (of 0.2 g NO X /bhp-hr and 0.01 g PM/bhp-hr) by three times when fuel-based emission factors are 9.3 g NO X /kg fuel and 0.11 g PM/kg using the roadside plume measurement approach. Reported limits correspond to 99% confidence levels, which were calculated using the detection uncertainty of emissions analyzers, accuracy of vehicle power calculations, and actual emissions variability of fixed operational parameters. The PM threshold was determined for acceleration events between 0.47 and 1.4 mph/sec only, and the NO X threshold was derived from measurements where aftertreatment temperature was above 200°C. Anticipating a growing interest in real-world driving emissions, widespread implementation of roadside exhaust plume measurements as a compliment to in-use vehicle programs may benefit from expanding this analysis to a larger

Characterisation of diesel particulate emission from engines using commercial diesel and biofuels

Science.gov (United States)

Ajtai, T.; Pintér, M.; Utry, N.; Kiss-Albert, G.; Gulyás, G.; Pusztai, P.; Puskás, R.; Bereczky, Á.; Szabados, Gy.; Szabó, G.; Kónya, Z.; Bozóki, Z.

2016-06-01

In this paper, the number concentration and the size distribution of diluted diesel exhaust particulate matter were measured at three different engine operating points in the speed-load range of the engine as follows: 1600 rpm; 50% load, 1900 rpm; 25% load, 1900 rpm; 75% load, adopted from the UN ECE Vehicle Regulation no. 49 (Revision 2) test protocol using pure diesel and biodiesel fuels, as well as their controlled blends. The emitted particulate assembly had lognormal size distribution in the accumulation mode regardless of the engine operational condition and the type of fuel. The total number and volume concentration emitted by the diesel engine decreased with increasing revolution per minute and rated torque in case of all the fuel types. The mixing ratio of the fuels did not linearly affect the total emission but had a minimum at 75% biodiesel content. We also studied the thermal evolution of the emitted particulates using a specially designed thermodenuder (TD) heated at specific temperatures (50 °C, 120 °C, and 250 °C). The first transition, when the temperature was increased from 50 °C to 120 °C resulted in lower number concentrations with small relative shifts of the peak position. However, in case of the second transition, when the temperature reached 250 °C the individual volatile particulates adsorbed onto the surface of soot particles were completely or partly vaporised resulting in lower total number concentrations with a substantial shift in peak position.

Observation of increases in emission from modern vehicles over time in Hong Kong using remote sensing

International Nuclear Information System (INIS)

Lau, Jason; Hung, W.T.; Cheung, C.S.

2012-01-01

In this study on-road gaseous emissions of vehicles are investigated using remote sensing measurements collected over three different periods. The results show that a high percentage of gaseous pollutants were emitted from a small percentage of vehicles. Liquified Petroleum Gas (LPG) vehicles generally have higher gaseous emissions compared to other vehicles, particularly among higher-emitting vehicles. Vehicles with high vehicle specific power (VSP) tend to have lower CO and HC emissions while petrol and LPG vehicles tend to have higher NO emissions when engine load is high. It can be observed that gaseous emission factors of petrol and LPG vehicles increase greatly within 2 years of being introduced to the vehicle fleet, suggesting that engine and catalyst performance deteriorate rapidly. It can be observed that LPG vehicles have higher levels of gaseous emissions than petrol vehicles, suggesting that proper maintenance of LPG vehicles is essential in reducing gaseous emissions from vehicles. - Highlights: ► Emissions collected in 3 different periods to examine changes in emission over time. ► LPG vehicles generally emit more gaseous pollutants compared to other vehicles. ► Large increase in emissions from modern petrol/LPG vehicles after 2 years' operation. ► CO and NO emissions of modern diesel vehicles are similar to those of older vehicles. - Remote sensing measurements show large increases in gaseous emissions from vehicles in Hong Kong after 2 years of operation, indicating that engine and catalyst performance deteriorate rapidly.

Emission Reduction Potential with the Renewal of the Vehicle Fleet in Croatia

International Nuclear Information System (INIS)

Zidov, B.; Brlek, G.; Brajkovic, J.; Karan, M.

2015-01-01

The European Union has identified the typical areas of application of measures to tackle the problem of pollutants emissions into the air. Road transport is recognized as the largest polluter of the environment and an increase in CO2 emissions is most difficult to suppress in this type of transport. Looking at the projected trend of emission reductions in Croatia, it is clear that for achieving the minimum targets by 2050, as proposed by the European Union, implementation of the very strong measures in the coming period will be inevitable. The main aim of the paper refers to the analysis of potential emission reduction of pollutants generated by passenger vehicles registered in Croatia, assuming the implementation of measures that will result in technological renewal of the fleet at the national level. Generally considering, passenger cars before the Euro 1 standard, Euro 1 and Euro 2 standards together emit nearly 40 percent of all CO2 emissions generated by passenger cars registered in Croatia. Assuming replacement of all cars up to and including Euro 2, with Euro 6 vehicles, and taking into account certain assumptions, the potential reductions in emissions of NOx, CO, CH4 and particles were quantified. The potential reduction in NOx emissions is approximately 3,061 tons, in CO emissions approximately 14482 tons, in CH4 approximately 114 tons and in particulate matter approximately 257 tons. Depending on the engine size, with the replacement of the typical gasoline 20 years old passenger vehicle with the new one, without changing the driving mode, annual savings of up to 209 liters of gasoline fuel and reduction of CO2 emissions by 475 kg could be achieved (according to the assumptions described in the paper). With the replacement of diesel vehicles under the same conditions, the savings of up to 311 liters of diesel fuel annually and reduction of CO2 emissions by 815 kg could be achieved. (author).

The economic impact of strengthening fuel quality regulation-reducing sulfur content in diesel fuel

International Nuclear Information System (INIS)

Chang, H.J.; Cho, G.L.; Kim, Y.D.

2006-01-01

This paper investigates the impact of strengthening vehicle emission regulation on economic activities. The government attempts to use three regulation measures to protect air quality from transportation emission. The measures include the aggregate limit (bubbles), the vehicle emission standard, and the fuel quality standard. Especially, we focus on the economic impact of reducing sulfur content in diesel fuel quality standard. Sulfur content in diesel fuel is one of the main factors in worsening local air quality. The emission from diesel vehicle accounts for 51.8% of total vehicle emission in Korea. If sulfur content reduction regulation is implemented, then the petroleum industry should build more facility to produce low sulfur content diesel, leading to additional production costs and increasing prices and decreasing outputs. We use computable general equilibrium model to analyze how the sulfur reduction regulation affects economic activities and trace out local emission reduction cost and GDP loss. And we suggest the tax-recycling mechanism to mitigate the negative economic costs due to the sulfur reduction regulation

Potential ozone impacts of excess NO2 emissions from diesel particulate filters for on- and off-road diesel engines.

Science.gov (United States)

Bar-llan, Amnon; Johnson, Jeremiah R; Denbleyker, Allison; Chan, Lit-Mian; Yarwood, Gregory; Hitchcock, David; Pinto, Joseph P

2010-08-01

This study considers potential impacts of increased use of diesel oxidation catalysts (DOCs) and catalyzed diesel particulate filters (DPFs) on ozone formation in the Dallas/ Fort Worth (DFW) area. There is concern that excess nitrogen dioxide (NO2) emissions from vehicles equipped with these devices could increase ambient ozone levels. The approach involved developing two scenarios for use of these devices, quantifying excess NO2 emissions in each scenario, and using a photochemical model to estimate the resulting ozone changes. In the "maximum penetration" scenario, DOC/DPF devices in a 2009 fleet of heavy-duty on-road trucks, school buses, and construction equipment were significantly increased by accelerating turnover of these vehicles and equipment to models that would require DOCs/DPFs. In the "realistic" scenario, current fractional usage of these devices was assessed for 2009. For both scenarios, excess NO2 emissions from DOCs/DPFs were estimated using U.S. Environmental Protection Agency's MOBILE6 and NONROAD emissions inventory modeling tools. The emissions analyses were used to adjust the DFW photochemical modeling emissions inventories and the Comprehensive Air Quality Model with extensions air quality model was rerun for the DFW area to determine the impact of these two scenarios on ozone formation. The maximum penetration scenario, which showed an overall reduction in oxides of nitrogen (NO(x)) because of the accelerated turnover of equipment to cleaner models, resulted in a net decrease in daily maximum 8-hr ozone of 4-5 parts per billion (ppb) despite the increase in NO2 emissions. The realistic scenario resulted in a small increase in daily maximum 8-hr ozone of less than 1 ppb for the DFW area. It was concluded that the excess NO2 emissions from DOC/DPF devices result in very small ozone impacts, particularly for the realistic scenario, in the DFW area. There are noticeable decreases in ozone for the maximum penetration scenario because NO

40 CFR 80.527 - Under what conditions may motor vehicle diesel fuel subject to the 15 ppm sulfur standard be...

Science.gov (United States)

2010-07-01

... vehicle diesel fuel subject to the 15 ppm sulfur standard be downgraded to motor vehicle diesel fuel... Diesel Fuel; Nonroad, Locomotive, and Marine Diesel Fuel; and ECA Marine Fuel Motor Vehicle Diesel Fuel Standards and Requirements § 80.527 Under what conditions may motor vehicle diesel fuel subject to the 15...

40 CFR 80.594 - What are the pre-compliance reporting requirements for motor vehicle diesel fuel?

Science.gov (United States)

2010-07-01

... requirements for motor vehicle diesel fuel? 80.594 Section 80.594 Protection of Environment ENVIRONMENTAL... Requirements § 80.594 What are the pre-compliance reporting requirements for motor vehicle diesel fuel? (a... June 1, 2005, all refiners and importers planning to produce or import motor vehicle diesel fuel...

Diesel Emission Control -- Sulfur Effects (DECSE) Program; Phase I Interim Date Report No. 3: Diesel Fuel Sulfur Effects on Particulate Matter Emissions

Energy Technology Data Exchange (ETDEWEB)

DOE; ORNL; NREL; EMA; MECA

1999-11-15

The Diesel Emission Control-Sulfur Effects (DECSE) is a joint government/industry program to determine the impact of diesel fuel sulfur levels on emission control systems whose use could lower emissions of nitrogen oxides (NO{sub x}) and particulate matter (PM) from on-highway trucks in the 2002--2004 model years. Phase 1 of the program was developed with the following objectives in mind: (1) evaluate the effects of varying the level of sulfur content in the fuel on the emission reduction performance of four emission control technologies; and (2) measure and compare the effects of up to 250 hours of aging on selected devices for multiple levels of fuel sulfur content. This interim report covers the effects of diesel fuel sulfur level on particulate matter emissions for four technologies.

Diesel emission control: Catalytic filters for particulate removal

Directory of Open Access Journals (Sweden)

Debora Fino

2007-01-01

Full Text Available The European diesel engine industry represents a vital sector across the Continent, with more than 2 million direct work positions and a turnover of over 400 billion Euro. Diesel engines provide large paybacks to society since they are extensively used to transport goods, services and people. In recent years increasing attention has been paid to the emissions from diesel engines which, like gasoline engine emissions, include carbon monoxide (CO, hydrocarbons (HC and oxides of nitrogen (NOx. Diesel engines also produce significant levels of particulate matter (PM, which consists mostly of carbonaceous soot and a soluble organic fraction (SOF of hydrocarbons that have condensed on the soot.

40 CFR 80.581 - What are the batch testing and sample retention requirements for motor vehicle diesel fuel, NRLM...

Science.gov (United States)

2010-07-01

... retention requirements for motor vehicle diesel fuel, NRLM diesel fuel, and ECA marine fuel? 80.581 Section...) REGULATION OF FUELS AND FUEL ADDITIVES Motor Vehicle Diesel Fuel; Nonroad, Locomotive, and Marine Diesel Fuel... requirements for motor vehicle diesel fuel, NRLM diesel fuel, and ECA marine fuel? (a) Beginning on June 1...

Investigation of the effects of steam injection on performance and NO emissions of a diesel engine running with ethanol–diesel blend

International Nuclear Information System (INIS)

Gonca, Guven

2014-01-01

Highlights: • A combustion simulation is conducted by using two-zone combustion model. • Effect of steam injection into engine fueled ethanol–diesel blend are investigated. • It is shown that this method improves performance and diminish NO emissions. - Abstract: The use of ethanol–diesel blends in diesel engines without any modifications negatively affects the engine performance and NOx emissions. However, steam injection method decreases NOx emissions and improves the engine performance. In this study, steam injection method is applied into a single cylinder, four-stroke, direct injection, naturally aspirated diesel engine fueled with ethanol–diesel blend in order improve the performance and NOx emissions by using two-zone combustion model for 15% ethanol addition and 20% steam ratios at full load condition. The results obtained are compared with conventional diesel engine (D), steam injected diesel engine (D + S20), diesel engine fueled with ethanol–diesel blend (E15) and steam injected diesel engine fueled with ethanol–diesel blend (E15 + S20) in terms of performance and NO emissions. The results showed that as NO emissions considerably decrease the performance significantly increases with steam injection method

Effect of two-stage injection on combustion and emissions under high EGR rate on a diesel engine by fueling blends of diesel/gasoline, diesel/n-butanol, diesel/gasoline/n-butanol and pure diesel

International Nuclear Information System (INIS)

Zheng, Zunqing; Yue, Lang; Liu, Haifeng; Zhu, Yuxuan; Zhong, Xiaofan; Yao, Mingfa

2015-01-01

Highlights: • Two-stage injection using diesel blended fuel at high EGR (46%) was studied. • Blending fuels induce retarded pilot heat release and have less effect on MPRR. • Effects of injection parameters of blended fuels on emissions are similar to diesel. • Different fuels have little influence on post combustion heat release. • Small quantity post injection close to main results in better efficiency and emissions. - Abstract: The effect of two-stage injection on combustion and emission characteristics under high EGR (46%) condition were experimentally investigated. Four different fuels including pure diesel and blended fuels of diesel/gasoline, diesel/n-butanol, diesel/gasoline/n-butanol were tested. Results show that blending gasoline or/and n-butanol in diesel improves smoke emissions while induces increase in maximum pressure rise rate (MPRR). Adopting pilot injection close to main injection can effectively reduce the peak of premixed heat release rate and MPRR. However, for fuels blends with high percentage of low cetane number fuel, the effect of pilot fuel on ignition can be neglected and the improvement of MPRR is not that obvious. Pilot-main interval presents more obvious effect on smoke than pilot injection rate does, and the smoke emissions decrease with increasing pilot-main interval. A longer main-post interval results in a lower post heat release rate and prolonged combustion duration. While post injection rate has little effect on the start of ignition for post injection. The variation in fuel properties caused by blending gasoline or/and n-butanol into diesel does not impose obvious influence on post combustion. The smoke emission increases first and then declines with retard of post injection timing. Compared to diesel, the smoke emissions of blended fuels are more sensitive to the variation of post injection strategy

Impact of fuels on diesel exhaust emissions

International Nuclear Information System (INIS)

Westerholm, R.

1991-09-01

This report presents an investigation of the emissions from eight diesel fuels with different sulphur and aromatic content. A bus and a truck were used in the investigation. Chemical analysis and biological testing have been performed. The aim of this project was to find a 'good' diesel fuel which can be used in urban areas. Seven of the fuels were meant to be such fuels. It has been confirmed in this study that there exists a quantifiable relationship between the variables of the diesel fuel blends and the variables of the chemical emissions and their biological effects. 119 figs., 12 tabs., approx. 100 refs

Performance and exhaust emission characteristics of a CI engine fueled with Pongamia pinnata methyl ester (PPME) and its blends with diesel

International Nuclear Information System (INIS)

Sureshkumar, K.; Ganesan, R.; Velraj, R.

2008-01-01

Transport vehicles greatly pollute the environment through emissions such as CO, CO 2 , NO x , SO x , unburnt or partially burnt HC and particulate emissions. Fossil fuels are the chief contributors to urban air pollution and major source of green house gases (GHGs) and considered to be the prime cause behind the global climate change. Biofuels are renewable, can supplement fossil fuels, reduce GHGs and mitigate their adverse effects on the climate resulting from global warming. This paper presents the results of performance and emission analyses carried out in an unmodified diesel engine fueled with Pongamia pinnata methyl ester (PPME) and its blends with diesel. Engine tests have been conducted to get the comparative measures of brake specific fuel consumption (BSFC), brake specific energy consumption (BSEC) and emissions such as CO, CO 2 , HC, NO x to evaluate the behaviour of PPME and diesel in varying proportions. The results reveal that blends of PPME with diesel up to 40% by volume (B40) provide better engine performance (BSFC and BSEC) and improved emission characteristics. (author)

Diesel engine emissions and performance from blends of karanja methyl ester and diesel

International Nuclear Information System (INIS)

Raheman, H.; Phadatare, A.G.

2004-01-01

This paper presents the results of investigations carried out in studying the fuel properties of karanja methyl ester (KME) and its blend with diesel from 20% to 80% by volume and in running a diesel engine with these fuels. Engine tests have been carried out with the aim of obtaining comparative measures of torque, power, specific fuel consumption and emissions such as CO, smoke density and NO x to evaluate and compute the behaviour of the diesel engine running on the above-mentioned fuels. The reduction in exhaust emissions together with increase in torque, brake power, brake thermal efficiency and reduction in brake-specific fuel consumption made the blends of karanja esterified oil (B20 and B40) a suitable alternative fuel for diesel and could help in controlling air pollution. (author)

Gaseous and particulate emissions from rural vehicles in China

Science.gov (United States)

Yao, Zhiliang; Huo, Hong; Zhang, Qiang; Streets, David G.; He, Kebin

2011-06-01

Rural vehicles (RVs) could contribute significantly to air pollutant emissions throughout Asia due to their considerable population, extensive usage, and high emission rates, but their emissions have not been measured before and have become a major concern for the accuracy of regional and global emission inventories. In this study, we measured CO, HC, NO x and PM emissions of RVs using a combined on-board emission measurement system on real roads in China. We also compared the emission levels of the twenty RVs to those of nineteen Euro II light-duty diesel trucks (LDDTs) that we measured for previous studies. The results show that one-cylinder RVs have lower distance-based emission factors compared to LDDTs because of their smaller weight and engine power, but they have significantly higher fuel-based PM emission factors than LDDTs. Four-cylinder RVs have equivalent emission levels to LDDTs. Based on the emission factors and the activity data obtained, we estimate that the total emissions of RVs in China in 2006 were 1049 Gg of CO, 332 Gg of HC, 933 Gg of NO x, and 54 Gg of PM, contributing over 40% to national on-road diesel CO, NO x, and PM emissions. As RVs are a significant contributor to national emissions, further research work is needed to improve the accuracy of inventories at all levels, and the government should strengthen the management of RVs to facilitate both policy making and research work.

Proceedings of the 1997 diesel engine emissions reduction workshop

Energy Technology Data Exchange (ETDEWEB)

NONE

1997-12-31

This conference was held July 28--31, 1997 in La Jolla, California. The purpose of this conference was to provide a multidisciplinary forum for exchange of state-of-the-art information on diesel engine emissions issues. Diesel engine manufacturers have significantly reduced emission of nitrogen oxides and particulates over the last 12 years. Currently there is concern about the 4% contribution of carbon dioxide from the combustion of fossil fuels to the atmosphere and its role in the greenhouse effect. The 56 papers in this report are arranged under the following topical headings: Agency diesel engine emissions and concerns; Human health effects -- Diesel exhaust; Aftertreatment -- Non-thermal plasma; Aftertreatment and in-cylinder emissions reduction; Combustion, fuel, and air management; Fuels and associated technology; and Advanced technology. Selected papers have been indexed separately for inclusion in the Energy Science and Technology Database.

Diesel upgrading into a low emissions fuel

Energy Technology Data Exchange (ETDEWEB)

Tailleur, Roberto Galiasso [Department of Thermodynamics, Simon Bolivar University, Sartenejas, Baruta, Caracas (Venezuela)

2006-09-15

The revamp of existing diesel hydrotreating units using SHP technology was studied to improve the emission of the diesel engine. Gas and liquid-phase reactors were sequentially added to the actual trickle bed reactor. A special catalyst was employed. Micro-plant kinetic studies were performed and the results compared with those obtained with conventional trickle bed reactor operation. It was shown that using the gas and liquid-phase reactor, the hydrogenation, hydrogenolysis, and ring-opening reactions can be enhanced, so can be the sulfur and cetane number properties. The new scheme decreased the mono-aromatic content in the lighter part of the diesel that improve the NO{sub x} and particulate emissions in exhaust gases of a diesel engine. A simplified kinetic model for gas and liquid-phase reactors was developed to optimize SHP reactors and to minimize investment. (author)

Fuel-cycle greenhouse gas emissions impacts of alternative transportation fuels and advanced vehicle technologies

International Nuclear Information System (INIS)

Wang, M. Q.

1998-01-01

At an international conference on global warming, held in Kyoto, Japan, in December 1997, the United States committed to reduce its greenhouse gas (GHG) emissions by 7% over its 1990 level by the year 2012. To help achieve that goal, transportation GHG emissions need to be reduced. Using Argonne's fuel-cycle model, I estimated GHG emissions reduction potentials of various near- and long-term transportation technologies. The estimated per-mile GHG emissions results show that alternative transportation fuels and advanced vehicle technologies can help significantly reduce transportation GHG emissions. Of the near-term technologies evaluated in this study, electric vehicles; hybrid electric vehicles; compression-ignition, direct-injection vehicles; and E85 flexible fuel vehicles can reduce fuel-cycle GHG emissions by more than 25%, on the fuel-cycle basis. Electric vehicles powered by electricity generated primarily from nuclear and renewable sources can reduce GHG emissions by 80%. Other alternative fuels, such as compressed natural gas and liquefied petroleum gas, offer limited, but positive, GHG emission reduction benefits. Among the long-term technologies evaluated in this study, conventional spark ignition and compression ignition engines powered by alternative fuels and gasoline- and diesel-powered advanced vehicles can reduce GHG emissions by 10% to 30%. Ethanol dedicated vehicles, electric vehicles, hybrid electric vehicles, and fuel-cell vehicles can reduce GHG emissions by over 40%. Spark ignition engines and fuel-cell vehicles powered by cellulosic ethanol and solar hydrogen (for fuel-cell vehicles only) can reduce GHG emissions by over 80%. In conclusion, both near- and long-term alternative fuels and advanced transportation technologies can play a role in reducing the United States GHG emissions

Fuel-cycle greenhouse gas emissions impacts of alternative transportation fuels and advanced vehicle technologies.

Energy Technology Data Exchange (ETDEWEB)

Wang, M. Q.

1998-12-16

At an international conference on global warming, held in Kyoto, Japan, in December 1997, the United States committed to reduce its greenhouse gas (GHG) emissions by 7% over its 1990 level by the year 2012. To help achieve that goal, transportation GHG emissions need to be reduced. Using Argonne's fuel-cycle model, I estimated GHG emissions reduction potentials of various near- and long-term transportation technologies. The estimated per-mile GHG emissions results show that alternative transportation fuels and advanced vehicle technologies can help significantly reduce transportation GHG emissions. Of the near-term technologies evaluated in this study, electric vehicles; hybrid electric vehicles; compression-ignition, direct-injection vehicles; and E85 flexible fuel vehicles can reduce fuel-cycle GHG emissions by more than 25%, on the fuel-cycle basis. Electric vehicles powered by electricity generated primarily from nuclear and renewable sources can reduce GHG emissions by 80%. Other alternative fuels, such as compressed natural gas and liquefied petroleum gas, offer limited, but positive, GHG emission reduction benefits. Among the long-term technologies evaluated in this study, conventional spark ignition and compression ignition engines powered by alternative fuels and gasoline- and diesel-powered advanced vehicles can reduce GHG emissions by 10% to 30%. Ethanol dedicated vehicles, electric vehicles, hybrid electric vehicles, and fuel-cell vehicles can reduce GHG emissions by over 40%. Spark ignition engines and fuel-cell vehicles powered by cellulosic ethanol and solar hydrogen (for fuel-cell vehicles only) can reduce GHG emissions by over 80%. In conclusion, both near- and long-term alternative fuels and advanced transportation technologies can play a role in reducing the United States GHG emissions.

Estimating Impacts of Diesel Fuel Reformulation with Vector-based Blending

Energy Technology Data Exchange (ETDEWEB)

Hadder, G.R.

2003-01-23

The Oak Ridge National Laboratory Refinery Yield Model has been used to study the refining cost, investment, and operating impacts of specifications for reformulated diesel fuel (RFD) produced in refineries of the U.S. Midwest in summer of year 2010. The study evaluates different diesel fuel reformulation investment pathways. The study also determines whether there are refinery economic benefits for producing an emissions reduction RFD (with flexibility for individual property values) compared to a vehicle performance RFD (with inflexible recipe values for individual properties). Results show that refining costs are lower with early notice of requirements for RFD. While advanced desulfurization technologies (with low hydrogen consumption and little effect on cetane quality and aromatics content) reduce the cost of ultra low sulfur diesel fuel, these technologies contribute to the increased costs of a delayed notice investment pathway compared to an early notice investment pathway for diesel fuel reformulation. With challenging RFD specifications, there is little refining benefit from producing emissions reduction RFD compared to vehicle performance RFD. As specifications become tighter, processing becomes more difficult, blendstock choices become more limited, and refinery benefits vanish for emissions reduction relative to vehicle performance specifications. Conversely, the emissions reduction specifications show increasing refinery benefits over vehicle performance specifications as specifications are relaxed, and alternative processing routes and blendstocks become available. In sensitivity cases, the refinery model is also used to examine the impact of RFD specifications on the economics of using Canadian synthetic crude oil. There is a sizeable increase in synthetic crude demand as ultra low sulfur diesel fuel displaces low sulfur diesel fuel, but this demand increase would be reversed by requirements for diesel fuel reformulation.

Improving the performance and emission characteristics of a single cylinder diesel engine having reentrant combustion chamber using diesel and Jatropha methyl esters.

Science.gov (United States)

Premnath, S; Devaradjane, G

2015-11-01

The emissions from the Compression ignition (CI) engines introduce toxicity to the atmosphere. The undesirable carbon deposits from these engines are realized in the nearby static or dynamic systems such as vehicles, inhabitants, etc. The objective of this research work is to improve the performance and emission characteristics of a diesel engine in the modified re-entrant combustion chamber using a diesel and Jatropha methyl ester blend (J20) at three different injection pressures. From the literature, it is revealed that the shape of the combustion chamber and the fuel injection pressure have an impact on the performance and emission parameters of the CI engine. In this work, a re-entrant combustion chamber with three different fuel injection pressures (200, 220 and 240bars) has been used in the place of the conventional hemispherical combustion chamber for diesel and J20. From the experimental results, it is found that the re-entrant chamber improves the brake thermal efficiency of diesel and J20 in all the tested conditions. It is also found that the 20% blend of Jatropha methyl ester showed 4% improvement in the brake thermal efficiency in the re-entrant chamber at the maximum injection pressure. Environmental safety directly relates to the reduction in the undesirable effects on both living and non-living things. Currently environmental pollution is of major concern. Even with the stringent emission norms new methods are required to reduce the harmful effects from automobiles. The toxicity of carbon monoxide (CO) is well known. In the re-entrant combustion chamber, the amount of CO emission is reduced by 26% when compared with the conventional fuel operation of the engine. Moreover, the amount of smoke is reduced by 24% and hydrocarbons (HC) emission by 24%. Thus, the modified re-entrant combustion chamber reduces harmful pollutants such as unburned HC and CO as well as toxic smoke emissions. Copyright © 2015 Elsevier Inc. All rights reserved.

A method for measuring particle number emissions from vehicles driving on the road.

Science.gov (United States)

Shi, J P; Harrison, R M; Evans, D E; Alam, A; Barnes, C; Carter, G

2002-01-01

Earlier research has demonstrated that the conditions of dilution of engine exhaust gases profoundly influence the size distribution and total number of particles emitted. Since real world dilution conditions are variable and therefore difficult to simulate, this research has sought to develop and validate a method for measuring particle number emissions from vehicles driving past on a road. This has been achieved successfully using carbon dioxide as a tracer of exhaust gas dilution. By subsequent adjustment of data to a constant dilution factor, it is possible to compare emissions from different vehicles using different technologies and fuels based upon real world emission data. Whilst further optimisation of the technique, especially in terms of matching the instrument response times is desirable, the measurements offer useful insights into emissions from gasoline and diesel vehicles, and the substantial proportion of particles emitted in the 3-7 nanometre size range.

40 CFR 86.336-79 - Diesel engine test cycle.

Science.gov (United States)

2010-07-01

... 40 Protection of Environment 18 2010-07-01 2010-07-01 false Diesel engine test cycle. 86.336-79... Diesel engine test cycle. (a) The following 13-mode cycle shall be followed in dynamometer operation... (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for...

Idle emissions from medium heavy-duty diesel and gasoline trucks.

Science.gov (United States)

Khan, A B M S; Clark, Nigel N; Gautam, Mridul; Wayne, W Scott; Thompson, Gregory J; Lyons, Donald W

2009-03-01

Idle emissions data from 19 medium heavy-duty diesel and gasoline trucks are presented in this paper. Emissions from these trucks were characterized using full-flow exhaust dilution as part of the Coordinating Research Council (CRC) Project E-55/59. Idle emissions data were not available from dedicated measurements, but were extracted from the continuous emissions data on the low-speed transient mode of the medium heavy-duty truck (MHDTLO) cycle. The four gasoline trucks produced very low oxides of nitrogen (NOx) and negligible particulate matter (PM) during idle. However, carbon monoxide (CO) and hydrocarbons (HCs) from these four trucks were approximately 285 and 153 g/hr on average, respectively. The gasoline trucks consumed substantially more fuel at an hourly rate (0.84 gal/hr) than their diesel counterparts (0.44 gal/hr) during idling. The diesel trucks, on the other hand, emitted higher NOx (79 g/hr) and comparatively higher PM (4.1 g/hr), on average, than the gasoline trucks (3.8 g/hr of NOx and 0.9 g/hr of PM, on average). Idle NOx emissions from diesel trucks were high for post-1992 model year engines, but no trends were observed for fuel consumption. Idle emissions and fuel consumption from the medium heavy-duty diesel trucks (MHDDTs) were marginally lower than those from the heavy heavy-duty diesel trucks (HHDDTs), previously reported in the literature.

Effects of improved spatial and temporal modeling of on-road vehicle emissions.

Science.gov (United States)

Lindhjem, Christian E; Pollack, Alison K; DenBleyker, Allison; Shaw, Stephanie L

2012-04-01

Numerous emission and air quality modeling studies have suggested the need to accurately characterize the spatial and temporal variations in on-road vehicle emissions. The purpose of this study was to quantify the impact that using detailed traffic activity data has on emission estimates used to model air quality impacts. The on-road vehicle emissions are estimated by multiplying the vehicle miles traveled (VMT) by the fleet-average emission factors determined by road link and hour of day. Changes in the fraction of VMT from heavy-duty diesel vehicles (HDDVs) can have a significant impact on estimated fleet-average emissions because the emission factors for HDDV nitrogen oxides (NOx) and particulate matter (PM) are much higher than those for light-duty gas vehicles (LDGVs). Through detailed road link-level on-road vehicle emission modeling, this work investigated two scenarios for better characterizing mobile source emissions: (1) improved spatial and temporal variation of vehicle type fractions, and (2) use of Motor Vehicle Emission Simulator (MOVES2010) instead of MOBILE6 exhaust emission factors. Emissions were estimated for the Detroit and Atlanta metropolitan areas for summer and winter episodes. The VMT mix scenario demonstrated the importance of better characterizing HDDV activity by time of day, day of week, and road type. More HDDV activity occurs on restricted access road types on weekdays and at nonpeak times, compared to light-duty vehicles, resulting in 5-15% higher NOx and PM emission rates during the weekdays and 15-40% lower rates on weekend days. Use of MOVES2010 exhaust emission factors resulted in increases of more than 50% in NOx and PM for both HDDVs and LDGVs, relative to MOBILE6. Because LDGV PM emissions have been shown to increase with lower temperatures, the most dramatic increase from MOBILE6 to MOVES2010 emission rates occurred for PM2.5 from LDGVs that increased 500% during colder wintertime conditions found in Detroit, the northernmost

Plasma Catalysis for NOx Reduction from Light-Duty Diesel Vehicles

Energy Technology Data Exchange (ETDEWEB)

None

2005-12-15

emissions, R&D activities are closely coordinated with the relevant activities of the Fuel Technologies Sub-Program, also within the Office of FreedomCAR and Vehicle Technologies. Research is also being undertaken on hydrogen-fueled internal combustion engines to provide an interim hydrogen-based powertrain technology that promotes the longer-range FreedomCAR Partnership goal of transitioning to a hydrogen-fueled transportation system. Hydrogen engine technologies being developed have the potential to provide diesel-like engine efficiencies with near-zero emissions.

Carbonyl compound emissions from a heavy-duty diesel engine fueled with diesel fuel and ethanol-diesel blend.

Science.gov (United States)

Song, Chonglin; Zhao, Zhuang; Lv, Gang; Song, Jinou; Liu, Lidong; Zhao, Ruifen

2010-05-01

This paper presents an investigation of the carbonyl emissions from a direct injection heavy-duty diesel engine fueled with pure diesel fuel (DF) and blended fuel containing 15% by volume of ethanol (E/DF). The tests have been conducted under steady-state operating conditions at 1200, 1800, 2600 rpm and idle speed. The experimental results show that acetaldehyde is the most predominant carbonyl, followed by formaldehyde, acrolein, acetone, propionaldehyde and crotonaldehyde, produced from both fuels. The emission factors of total carbonyls vary in the range 13.8-295.9 mg(kWh)(-1) for DF and 17.8-380.2mg(kWh)(-1) for E/DF, respectively. The introduction of ethanol into diesel fuel results in a decrease in acrolein emissions, while the other carbonyls show general increases: at low engine speed (1200 rpm), 0-55% for formaldehyde, 4-44% for acetaldehyde, 38-224% for acetone, and 5-52% for crotonaldehyde; at medium engine speed (1800 rpm), 106-413% for formaldehyde, 4-143% for acetaldehyde, 74-113% for acetone, 114-1216% for propionaldehyde, and 15-163% for crotonaldehyde; at high engine speed (2600 rpm), 36-431% for formaldehyde, 18-61% for acetaldehyde, 22-241% for acetone, and 6-61% for propionaldehyde. A gradual reduction in the brake specific emissions of each carbonyl compound from both fuels is observed with increase in engine load. Among three levels of engine speed employed, both DF and E/DF emit most CBC emissions at high engine speed. On the whole, the presence of ethanol in diesel fuel leads to an increase in aldehyde emissions. Copyright (c) 2010 Elsevier Ltd. All rights reserved.

Combustion performance and pollutant emissions analysis using diesel/gasoline/iso-butanol blends in a diesel engine

International Nuclear Information System (INIS)

Wei, Mingrui; Li, Song; Xiao, Helin; Guo, Guanlun

2017-01-01

Highlights: • The diesel/gasoline/iso-butanol blends were investigated in a CI engine. • Blend with gasoline or iso-butanol produce higher HC emission. • CO increase at low loads and decrease at medium and high loads with blend fuels. • Gasoline or iso-butanol decrease large particles but increase small particles. • Blend fuels reduce total PM number and mass concentrations. - Abstract: In this study, the effects of diesel/gasoline/iso-butanol blends, including pure diesel (D100), diesel (70%)/gasoline (30%) (D70G30, by mass), diesel (70%)/iso-butanol (30%) (D70B30) and diesel (70%)/gasoline (15%)/iso-butanol (15%) (D70G15B15), on combustion and exhaust pollutant emissions characteristics in a four-cylinder diesel engine were experimentally investigated under various engine load conditions with a constant speed of 1800 rpm. The results indicated that D70G30, D70G15B15 and D70B30 delayed the ignition timing and shortened the combustion duration compared to D100. Additionally, CA50 was retarded when engine fuelled with D70G30, D70G15B15 and D70B30 at low engine load conditions, but it was advanced at medium and high engine loads. The maximum pressure rise rates (MPRRs) of D70G30, D70G15B15 and D70B30 were increased compared with D100 except for at engine load of 0.13 MPa BMEP (brake mean effective pressure). Meanwhile, D70G15B15 and D70B30 produced higher brake specific fuel consumption (BSFC) than that of D100. The effects of diesel blend with gasoline or iso-butanol on exhaust pollutant emissions were varied with loads. CO emissions were increased obviously and NOx emissions were decreased under low engine loads. However, CO emissions were decreased and NOx emissions were slightly increased under the medium and high engine load conditions. However, D70G30, D70G15B15 and D70B30 leaded to higher HC emissions than D100 regardless the variation of engine load. Moreover, the particulate matter (PM) (diameter, number and mass concentrations) emissions by using

Measurement of black carbon emissions from in-use diesel-electric passenger locomotives in California

Science.gov (United States)

Tang, N. W.; Kirchstetter, T.; Martien, P. T.; Apte, J.

2015-12-01

Black carbon (BC) emission factors were measured for a California commuter rail line fleet of diesel-electric passenger locomotives (Caltrain). The emission factors are based on BC and carbon dioxide (CO2) concentrations in the exhaust plumes of passing locomotives, which were measured from pedestrian overpasses using portable analyzers. Each of the 29 locomotives in the fleet was sampled on 4-20 separate occasions at different locations to characterize different driving modes. The average emission factor expressed as g BC emitted per kg diesel consumed was 0.87 ± 0.66 g kg-1 (±1 standard deviation, n = 362 samples). BC emission factors tended to be higher for accelerating locomotives traveling at higher speeds with engines in higher notch settings. Higher fuel-based BC emission factors (g kg-1) were measured for locomotives equipped with separate "head-end" power generators (SEP-HEPs), which power the passenger cars, while higher time-based emission factors (g h-1) were measured for locomotives without SEP-HEPs, whose engines are continuously operated at high speeds to provide both head-end and propulsion power. PM10 emission factors, estimated assuming a BC/PM10 emission ratio of 0.6 and a typical power output-to-fuel consumption ratio, were generally in line with the Environmental Protection Agency's locomotive exhaust emission standards. Per passenger mile, diesel-electric locomotives in this study emit only 20% of the CO2 emitted by typical gasoline-powered light-duty vehicles (i.e., cars). However, the reduction in carbon footprint (expressed in terms of CO2 equivalents) due to CO2 emissions avoidance from a passenger commuting by train rather than car is appreciably offset by the locomotive's higher BC emissions.

A comprehensive study on the emission characteristics of E-diesel dual-fuel engine

Directory of Open Access Journals (Sweden)

A. Avinash

2016-03-01

Full Text Available Each year, the ultimate goal of emission legislation is to force technology to the point where a practically viable zero emission vehicle becomes a reality. Albeit the direction to reach this target is a formidable challenge, homogeneous charge compression ignition (HCCI is a new combustion concept to produce ultra low nitrogen oxides (NOx and smoke emissions. By the way, an endeavor has been made in this work to achieve a simultaneous reduction in both NOx and smoke levels in a direct injection compression ignition engine converted to operate on premixed charge compression ignition mode. Indeed, these promises were made possible in this work by preparing premixed fuel–air mixture outside the engine cylinder. For this purpose, ethanol was injected in the intake port at various premixed ratios (5%, 10%, 15%, 20%, 25% and 30% and conventional diesel was injected as usual. It was extrapolated from the experimental results that e-diesel operation can significantly reduce NOx and smoke levels. In addition, NOx and smoke levels reduced in this experimental study with increase in premixed fraction. Nevertheless, unburned hydrocarbons (UBHC and carbon monoxide (CO emissions exhibited reverse trend with increase in premixed fraction and the maximum value of HC and CO emission levels was noted with 30% premixed fraction.

40 CFR 80.593 - What are the reporting requirements for refiners and importers of motor vehicle diesel fuel...

Science.gov (United States)

2010-07-01

... for refiners and importers of motor vehicle diesel fuel subject to temporary refiner relief standards... PROGRAMS (CONTINUED) REGULATION OF FUELS AND FUEL ADDITIVES Motor Vehicle Diesel Fuel; Nonroad, Locomotive... the reporting requirements for refiners and importers of motor vehicle diesel fuel subject to...

40 CFR 80.524 - What sulfur content standard applies to motor vehicle diesel fuel downstream of the refinery or...

Science.gov (United States)

2010-07-01

... to motor vehicle diesel fuel downstream of the refinery or importer? 80.524 Section 80.524 Protection... FUELS AND FUEL ADDITIVES Motor Vehicle Diesel Fuel; Nonroad, Locomotive, and Marine Diesel Fuel; and ECA Marine Fuel Motor Vehicle Diesel Fuel Standards and Requirements § 80.524 What sulfur content standard...

Lifecycle-analysis for heavy vehicles

International Nuclear Information System (INIS)

Gaines, L.

1998-01-01

Various alternative fuels and improved engine and vehicle systems have been proposed in order to reduce emissions and energy use associated with heavy vehicles (predominantly trucks). For example, oil companies have proposed improved methods for converting natural gas to zero-aromatics, zero-sulfur diesel fuel via the Fischer-Tropsch process. Major heavy-duty diesel engine companies are working on ways to simultaneously reduce particulate-matter and NOX emissions. The trend in heavy vehicles is toward use of lightweight materials, tires with lower rolling resistance, and treatments to reduce aerodynamic drag. In this paper, we compare the Mecycle energy use and emissions from trucks using selected alternatives, such as Fisher-Tropsch diesel fuel and advanced fuel-efficient engines. We consider heavy-duty, Class 8 tractor-semitrailer combinations for this analysis. The total life cycle includes production and recycling of the vehicle itself, extraction, processing, and transportation of the fuel itself, and vehicle operation and maintenance. Energy use is considered in toto, as well as those portions that are imported, domestic, and renewable. Emissions of interest include greenhouse gases and criteria pollutants. Angonne's Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model is used to generate per-vehicle fuel cycle impacts. Energy use and emissions for materials manufacturing and vehicle disposal are estimated by means of materials information from Argonne studies. We conclude that there are trade-offs among impacts. For example, the lowest fossil energy use does not necessarily result in lowest total energy use, and lower tailpipe emissions may not necessarily result in lower lifecycle emissions of all criteria pollutants

Exhaust emissions of DI diesel engine using unconventional fuels

Science.gov (United States)

Sudrajad, Agung; Ali, Ismail; Hamdan, Hazmie; Hamzah, Mohd. Herzwan

2012-06-01

Optimization of using waste plastic and tire disposal fuel on diesel engine were observed. The experimental project was comparison between using both of unconventional fuel and base diesel fuel. The engine experiment was conducted with YANMAR TF120 single cylinder four stroke diesel engine set-up at variable engine speed at 2100, 1900, 1700, 1500 and 1300 rpm. The data have been taken at each point of engine speed during the stabilized engine-operating regime. Measurement of emissions parameters at different engine speed conditions have generally indicated lower in emission COfor waste plastic fuel, lower NOx for tire disposal fuel and lower SOx for diesel fuel.

Impact of aftertreatment devices and driving conditions on unregulated emissions for Euro 5 vehicles

OpenAIRE

LIU, Yao; LOUIS, Cédric; GORIAUX, Mathieu; CHAUMOND, Agnès; TASSEL, Patrick; PERRET, Pascal; ANDRE, Michel

2016-01-01

Road traffic is a major contributor of air pollution in urban areas and particularly passenger cars. To reduce regulated emissions, new aftertreatment devices and new technologies were developed (catalysed or additived Diesel particle filter, direct injected gasoline vehicle...). These new technologies induce modifications of unregulated emissions (VOC, BTEX, PAH, NO2, black carbon, metals, ultrafine particles). Unregulated pollutants might induce many health effects regarding their toxicity ...

Gasoline cars produce more carbonaceous particulate matter than modern filter-equipped diesel cars.

Science.gov (United States)

Platt, S M; El Haddad, I; Pieber, S M; Zardini, A A; Suarez-Bertoa, R; Clairotte, M; Daellenbach, K R; Huang, R-J; Slowik, J G; Hellebust, S; Temime-Roussel, B; Marchand, N; de Gouw, J; Jimenez, J L; Hayes, P L; Robinson, A L; Baltensperger, U; Astorga, C; Prévôt, A S H

2017-07-13

Carbonaceous particulate matter (PM), comprising black carbon (BC), primary organic aerosol (POA) and secondary organic aerosol (SOA, from atmospheric aging of precursors), is a highly toxic vehicle exhaust component. Therefore, understanding vehicle pollution requires knowledge of both primary emissions, and how these emissions age in the atmosphere. We provide a systematic examination of carbonaceous PM emissions and parameterisation of SOA formation from modern diesel and gasoline cars at different temperatures (22, -7 °C) during controlled laboratory experiments. Carbonaceous PM emission and SOA formation is markedly higher from gasoline than diesel particle filter (DPF) and catalyst-equipped diesel cars, more so at -7 °C, contrasting with nitrogen oxides (NO X ). Higher SOA formation from gasoline cars and primary emission reductions for diesels implies gasoline cars will increasingly dominate vehicular total carbonaceous PM, though older non-DPF-equipped diesels will continue to dominate the primary fraction for some time. Supported by state-of-the-art source apportionment of ambient fossil fuel derived PM, our results show that whether gasoline or diesel cars are more polluting depends on the pollutant in question, i.e. that diesel cars are not necessarily worse polluters than gasoline cars.

Evaluation of light LPG-fueled vehicles and comparison with their diesel-fueled and gasoline-fueled versions. Measurements of regulated and non-regulated pollutant emissions. Measurement of CO{sub 2} emissions and fuel consumption; Evaluation de vehicules legers fonctionnant au GPL et comparatif avec leurs versions essence et diesel. Mesures des emissions polluantes reglementees et non reglementees. Mesure des emissions de CO{sub 2} et de la consommation de carburant

Energy Technology Data Exchange (ETDEWEB)

Gagnepain, L.

2004-04-01

During the end of the 1990's the number of light LPG-fueled vehicles has increased thanks to the environmental advantages of this automotive fuel and to its tax depreciation advantage. A European emission test program (EETP) has been initiated by LPG companies (BP LPG, French committee of butane propane, liquefied petroleum gas association, Shell global autogas, SHV gas, Totalgas, Vereniging Vloeibaar Gas) and by environment agencies (Ademe, energy saving trust) in order to compare the environmental performances of LPG-fueled vehicles with their equivalent diesel-fueled and gasoline-fueled models. Four laboratories have participated to this evaluation: TUV (Germany), IFP (France), TNO (Netherlands) and Millbrook (UK). The comparative results are presented in tables and graphs (CO, HC, NO{sub x} and CO{sub 2} emissions, fuel consumption, CH{sub 4}, N{sub 2}O, benzene, 1,3-butadiene, formaldehyde, acetaldehyde, polycyclic aromatic hydrocarbons (PAH) emissions, 'well to wheel' greenhouse impact, ozone formation potential, carcinogen risk). The results show important differences among the different models and differences in the environmental performances depending on the vehicle utilization (highway, urban area use). In general the new generation (Euro 3) of LPG-fueled vehicles is significantly better in terms of environmental impact than the previous generation (Euro 2) of vehicles. (J.S.)

Emission Characterization of Diesel Engine Run on Coconut Oil ...

African Journals Online (AJOL)

PROF HORSFALL

KEYWORDS: Diesel engine, diesel, coconut oil biodiesel, blends, emissions. Introduction ... Automobile exhaust ... power loss, the increase in fuel consumption and the increase in ... diesel fuel in terms of power and torque and none or ... gas analyzer (Motorscan 8050) made in Italy which .... different injection pressures.

Effects of butanol-diesel fuel blends on the performance and emissions of a high-speed DI diesel engine

International Nuclear Information System (INIS)

Rakopoulos, D.C.; Rakopoulos, C.D.; Giakoumis, E.G.; Dimaratos, A.M.; Kyritsis, D.C.

2010-01-01

An experimental investigation is conducted to evaluate the effects of using blends of n-butanol (normal butanol) with conventional diesel fuel, with 8%, 16% and 24% (by volume) n-butanol, on the performance and exhaust emissions of a standard, fully instrumented, four-stroke, high-speed, direct injection (DI), Ricardo/Cussons 'Hydra' diesel engine located at the authors' laboratory. The tests are conducted using each of the above fuel blends or neat diesel fuel, with the engine working at a speed of 2000 rpm and at three different loads. In each test, fuel consumption, exhaust smokiness and exhaust regulated gas emissions such as nitrogen oxides, carbon monoxide and total unburned hydrocarbons are measured. The differences in the measured performance and exhaust emission parameters of the three butanol-diesel fuel blends from the baseline operation of the diesel engine, i.e., when working with neat diesel fuel, are determined and compared. It is revealed that this fuel, which can be produced from biomass (bio-butanol), forms a challenging and promising bio-fuel for diesel engines. The differing physical and chemical properties of butanol against those for the diesel fuel are used to aid the correct interpretation of the observed engine behavior.

[FTIR detection of unregulated emissions from a diesel engine with biodiesel fuel].

Science.gov (United States)

Tan, Pi-qiang; Hu, Zhi-yuan; Lou, Di-ming

2012-02-01

Biodiesel, as one of the most promising alternative fuels, has received more attention because of limited fossil fuels. A comparison of biodiesel and petroleum diesel fuel is discussed as regards engine unregulated exhaust emissions. A diesel fuel, a pure biodiesel fuel, and fuel with 20% V/V biodiesel blend ratio were tested without engine modification The present study examines six typical unregulated emissions by Fourier transform infrared spectroscopy (FTIR) method: formaldehyde (HCHO), acetaldehyde (C2 H4 O), acetone (C3 H6 O), toluene (C7 H8), sulfur dioxide (SO2), and carbon dioxide (CO2). The results show addition of biodiesel fuel increases the formaldehyde emission, and B20 fuel has little change, but the formaldehyde emission of pure biodiesel shows a clear trend of addition. Compared with the pure diesel fuel, the acetaldehyde of B20 fuel has a distinct decrease, and the acetaldehyde emission of pure biodiesel is lower than that of the pure diesel fuel at low and middle engine loads, but higher at high engine load. The acetone emission is very low, and increases for B20 and pure biodiesel fuels as compared to diesel fuel. Compared with the diesel fuel, the toluene and sulfur dioxide values of the engine show a distinct decrease with biodiesel blend ratio increasing. It is clear that the biodiesel could reduce aromatic compounds and emissions of diesel engines. The carbon dioxide emission of pure biodiesel has a little lower value than diesel, showing that the biodiesel benefits control of greenhouse gas.

Climate effects of non-compliant Volkswagen diesel cars

Science.gov (United States)

Tanaka, Katsumasa; Lund, Marianne T.; Aamaas, Borgar; Berntsen, Terje

2018-04-01

On-road operations of Volkswagen light-duty diesel vehicles equipped with defeat devices cause emissions of NOx up to 40 times above emission standards. Higher on-road NOx emissions are a widespread problem not limited to Volkswagen vehicles, but the Volkswagen violations brought this issue under the spotlight. While several studies investigated the health impacts of high NOx emissions, the climatic impacts have not been quantified. Here we show that such diesel cars generate a larger warming on the time scale of several years but a smaller warming on the decadal time scale during actual on-road operations than in vehicle certification tests. The difference in longer-term warming levels, however, depends on underlying driving conditions. Furthermore, in the presence of defeat devices, the climatic advantage of ‘clean diesel’ cars over gasoline cars, in terms of global-mean temperature change, is in our view not necessarily the case.

Diesel Engine Emission Reduction Using Catalytic Nanoparticles: An Experimental Investigation

Directory of Open Access Journals (Sweden)

Ajin C. Sajeevan

2013-01-01

Full Text Available Cerium oxide being a rare earth metal with dual valance state existence has exceptional catalytic activity due to its oxygen buffering capability, especially in the nanosized form. Hence when used as an additive in the diesel fuel it leads to simultaneous reduction and oxidation of nitrogen dioxide and hydrocarbon emissions, respectively, from diesel engine. The present work investigates the effect of cerium oxide nanoparticles on performance and emissions of diesel engine. Cerium oxide nanoparticles were synthesized by chemical method and techniques such as TEM, EDS, and XRD have been used for the characterization. Cerium oxide was mixed in diesel by means of standard ultrasonic shaker to obtain stable suspension, in a two-step process. The influence of nanoparticles on various physicochemical properties of diesel fuel has also been investigated through extensive experimentation by means of ASTM standard testing methods. Load test was done in the diesel engine to investigate the effect of nanoparticles on the efficiency and the emissions from the engine. Comparisons of fuel properties with and without additives are also presented.

Development and analysis of a variable position thermostat for smart cooling system of a light duty diesel vehicles and engine emissions assessment during NEDC

International Nuclear Information System (INIS)

Mohamed, Eid S.

2016-01-01

Highlights: • A new concept of the variable position electromagnetic thermostat in MCS is proposed. • A series of experiments were conducted on a light duty diesel vehicle operated over the NEDC test. • A comparative study was done on emission characteristics of the MCS and the conventional cooling system. • Engine cold start and steady-state coolant flow rate and emissions are presented. • The effect of MCS on engine accumulation FC and emissions over NEDC are evaluated. - Graphical Abstract: Display Omitted - Abstract: Smart cooling control systems for IC engines can better regulate the combustion process and heat, a variable position thermostat and electric coolant pumps (EWP) for IC engines are under development by a number of researchers. However, the aim of this study is to assess the performance of a variable position electromagnetic thermostat (VPEMT) to provide more flexible control of the engine temperature and coolant mass flow rate of modification cooling system (MCS). The measurement procedure was applied to two phases under new European drive cycle (NEDC) on a chassis dynamometer, with conventional cooling system (baseline engine) and MCS of a light duty diesel engine. The experimental results revealed that MCS using a VPEMT and EWP contributed to a reduction of engine warm-up period. As a consequence, important reduces in coolant flow rate and most exhaust emission compounds (THC, CO_2, CO and smoke opacity) were obtained. In contrast, NOx emission was observed to increase in these conditions. Comparative results are given for various engine speeds during a cold start and engine fully warm-up tests when the engine was equipped by conventional cooling system and MCS operation under NEDC, revealing the effect of MCS on engine fuel consumption and exhaust emissions.

Compressed Biogas-Diesel Dual-Fuel Engine Optimization Study for Ultralow Emission

Directory of Open Access Journals (Sweden)

Hasan Koten

2014-06-01

Full Text Available The aim of this study is to find out the optimum operating conditions in a diesel engine fueled with compressed biogas (CBG and pilot diesel dual-fuel. One-dimensional (1D and three-dimensional (3D computational fluid dynamics (CFD code and multiobjective optimization code were employed to investigate the influence of CBG-diesel dual-fuel combustion performance and exhaust emissions on a diesel engine. In this paper, 1D engine code and multiobjective optimization code were coupled and evaluated about 15000 cases to define the proper boundary conditions. In addition, selected single diesel fuel (dodecane and dual-fuel (CBG-diesel combustion modes were modeled to compare the engine performances and exhaust emission characteristics by using CFD code under various operating conditions. In optimization study, start of pilot diesel fuel injection, CBG-diesel flow rate, and engine speed were optimized and selected cases were compared using CFD code. CBG and diesel fuels were defined as leading reactants using user defined code. The results showed that significantly lower NOx emissions were emitted under dual-fuel operation for all cases compared to single-fuel mode at all engine load conditions.

Comparative study of regulated and unregulated gaseous emissions during NEDC in a light-duty diesel engine fuelled with Fischer Tropsch and biodiesel fuels

Energy Technology Data Exchange (ETDEWEB)

Bermudez, Vicente; Lujan, Jose M.; Pla, Benjamin; Linares, Waldemar G. [CMT-Motores Termicos, Universidad Politecnica de Valencia, Camino de Vera s/n, 46022 Valencia (Spain)

2011-02-15

In this study, regulated and unregulated gaseous emissions and fuel consumption with five different fuels were tested in a 4-cylinder, light-duty diesel EURO IV typically used for the automotive vehicles in Europe. Three different biodiesel fuels obtained from soybean oil, rapeseed oil and palm oil, a Fischer Tropsch fuel and an ultra low sulphur diesel were studied. The test used was the New European Driving Cycle (NEDC), this allowed tests to be carried out on an engine warmed up beforehand to avoid the effect of cold starts and several tests a day. Regulated emissions of NO{sub X}, CO, HC and CO{sub 2} were measured for each fuel. Unburned Hydrocarbon Speciation and formaldehyde were also measured in order to determine the maximum incremental reactivity (MIR) of the gaseous emissions. Pollutants were measured without the diesel oxidation catalyst (DOC) to gather data about raw emissions. When biodiesel was used, increases in regulated and unregulated emissions were observed and also significant increases in engine fuel consumption. The use of Fischer Tropsch fuel, however, caused lower regulated and unregulated emissions and fuel consumption than diesel. (author)

Reducing Diesel Engine Emission Using Reactivity Controlled Approach

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Osama Hasib Ghazal

2018-01-01

Full Text Available Several automobile manufacturers are interested in investigating of dual fuel internal combustion engines, due to high efficiencand low emissions. Many alternative fuels have been used in dual fuel mode for IC engine, such as methane, hydrogen, and natural gas. In the present study, a reactivity controlled compression ignition (RCCI engine using gasoline/diesel (G/D dual fuel has been investigated. The effectof mixing gasoline with diesel fuel on combustion characteristic, engine performance and emissions has been studied. The gasoline was injected in the engine intake port, to produce a homogeneous mixture with air. The diesel fuel was injected directly to the combustion chamber during compression stroke to initiate the combustion process. A direct injection compression ignition engine has been built and simulated using ANSYS Forte professional code. The gasoline amount in the simulation varied from (50%-80% by volume. The diesel fuel was injected to the cylinder in two stages. The model has been validated and calibrated for neat diesel fuel using available data from the literature. The results show that the heat release rate and the cylinder pressure increased when the amount of added gasoline is between 50%-60% volume of the total injected fuels, compared to the neat diesel fuel. Further addition of gasoline will have a contrary effect. In addition, the combustion duration is extended drastically when the gasoline ratio is higher than 60% which results in an incomplete combustion. The NO emission decreased drastically as the gasoline ratio increased. Moreover, addition of gasoline to the mixture increased the engine power, thermal efficienc and combustion efficienc compared to neat diesel fuel.

Performance, emission, and combustion characteristics of twin-cylinder common rail diesel engine fuelled with butanol-diesel blends.

Science.gov (United States)

Lamani, Venkatesh Tavareppa; Yadav, Ajay Kumar; Gottekere, Kumar Narayanappa

2017-10-01

Nitrogen oxides and smoke are the substantial emissions for the diesel engines. Fuels comprising high-level oxygen content can have low smoke emission due to better oxidation of soot. The objective of the paper is to assess the potential to employ oxygenated fuel, i.e., n-butanol and its blends with the neat diesel from 0 to 30% by volume. The experimental and computational fluid dynamic (CFD) simulation is carried out to estimate the performance, combustion, and exhaust emission characteristics of n-butanol-diesel blends for various injection timings (9°, 12°, 15°, and 18°) using modern twin-cylinder, four-stroke, common rail direct injection (CRDI) engine. Experimental results reveal the increase in brake thermal efficiency (BTE) by ~ 4.5, 6, and 8% for butanol-diesel blends of 10% (Bu10), 20% (Bu20), and 30% (Bu30), respectively, compared to neat diesel (Bu0). Maximum BTE for Bu0 is 38.4%, which is obtained at 12° BTDC; however, for Bu10, Bu20 and Bu30 are 40.19, 40.9, and 41.7%, which are obtained at 15° BTDC, respectively. Higher flame speed of n-butanol-diesel blends burn a large amount of fuel in the premixed phase, which improves the combustion as well as emission characteristics. CFD and experimental results are compared and validated for all fuel blends for in-cylinder pressure and nitrogen oxides (NO x ), and found to be in good agreement. Both experimental and simulation results witnessed in reduction of smoke opacity, NO x , and carbon monoxide emissions with the increasing n-butanol percentage in diesel fuel.

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

Science.gov (United States)

Ruehl, Chris; Smith, Jeremy D; Ma, Yilin; Shields, Jennifer Erin; Burnitzki, Mark; Sobieralski, Wayne; Ianni, Robert; Chernich, Donald J; Chang, M-C Oliver; Collins, John Francis; Yoon, Seungju; Quiros, David; Hu, Shaohua; Dwyer, Harry

2018-05-15

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.

Regulated and unregulated emissions from modern 2010 emissions-compliant heavy-duty on-highway diesel engines

Science.gov (United States)

Khalek, Imad A.; Blanks, Matthew G.; Merritt, Patrick M.; Zielinska, Barbara

2015-01-01

The U.S. Environmental Protection Agency (EPA) established strict regulations for highway diesel engine exhaust emissions of particulate matter (PM) and nitrogen oxides (NOx) to aid in meeting the National Ambient Air Quality Standards. The emission standards were phased in with stringent standards for 2007 model year (MY) heavy-duty engines (HDEs), and even more stringent NOX standards for 2010 and later model years. The Health Effects Institute, in cooperation with the Coordinating Research Council, funded by government and the private sector, designed and conducted a research program, the Advanced Collaborative Emission Study (ACES), with multiple objectives, including detailed characterization of the emissions from both 2007- and 2010-compliant engines. The results from emission testing of 2007-compliant engines have already been reported in a previous publication. This paper reports the emissions testing results for three heavy-duty 2010-compliant engines intended for on-highway use. These engines were equipped with an exhaust diesel oxidation catalyst (DOC), high-efficiency catalyzed diesel particle filter (DPF), urea-based selective catalytic reduction catalyst (SCR), and ammonia slip catalyst (AMOX), and were fueled with ultra-low-sulfur diesel fuel (~6.5 ppm sulfur). Average regulated and unregulated emissions of more than 780 chemical species were characterized in engine exhaust under transient engine operation using the Federal Test Procedure cycle and a 16-hr duty cycle representing a wide dynamic range of real-world engine operation. The 2010 engines’ regulated emissions of PM, NOX, nonmethane hydrocarbons, and carbon monoxide were all well below the EPA 2010 emission standards. Moreover, the unregulated emissions of polycyclic aromatic hydrocarbons (PAHs), nitroPAHs, hopanes and steranes, alcohols and organic acids, alkanes, carbonyls, dioxins and furans, inorganic ions, metals and elements, elemental carbon, and particle number were substantially

Semi-volatile and particulate emissions from the combustion of alternative diesel fuels.

Science.gov (United States)

Sidhu, S; Graham, J; Striebich, R

2001-01-01

Motor vehicle emissions are a major anthropogenic source of air pollution and contribute to the deterioration of urban air quality. In this paper, we report results of a laboratory investigation of particle formation from four different alternative diesel fuels, namely, compressed natural gas (CNG), dimethyl ether (DME), biodiesel, and diesel, under fuel-rich conditions in the temperature range of 800-1200 degrees C at pressures of approximately 24 atm. A single pulse shock tube was used to simulate compression ignition (CI) combustion conditions. Gaseous fuels (CNG and DME) were exposed premixed in air while liquid fuels (diesel and biodiesel) were injected using a high-pressure liquid injector. The results of surface analysis using a scanning electron microscope showed that the particles formed from combustion of all four of the above-mentioned fuels had a mean diameter less than 0.1 microm. From results of gravimetric analysis and fuel injection size it was found that under the test conditions described above the relative particulate yields from CNG, DME, biodiesel, and diesel were 0.30%. 0.026%, 0.52%, and 0.51%, respectively. Chemical analysis of particles showed that DME combustion particles had the highest soluble organic fraction (SOF) at 71%, followed by biodiesel (66%), CNG (38%) and diesel (20%). This illustrates that in case of both gaseous and liquid fuels, oxygenated fuels have a higher SOF than non-oxygenated fuels.

Emission characterization of diesel engine run on coconut oil ...

African Journals Online (AJOL)

The use of biodiesel in running diesel has been called for, with a view to mitigating the environmental pollution, depletion, cost and scarcity associated with the use diesel in running diesel engine. So the need to characterize the emissions from these biodiesel, cannot be overemphasized, hence this paper presents the ...

Diesel engines vs. spark ignition gasoline engines -- Which is ``greener``?

Energy Technology Data Exchange (ETDEWEB)

Fairbanks, J.W. [Dept. of Energy, Washington, DC (United States)

1997-12-31

Criteria emissions, i.e., NO{sub x}, PM, CO, CO{sub 2}, and H{sub 2}, from recently manufactured automobiles, compared on the basis of what actually comes out of the engines, the diesel engine is greener than spark ignition gasoline engines and this advantage for the diesel engine increases with time. SI gasoline engines tend to get out of tune more than diesel engines and 3-way catalytic converters and oxygen sensors degrade with use. Highway measurements of NO{sub 2}, H{sub 2}, and CO revealed that for each model year, 10% of the vehicles produce 50% of the emissions and older model years emit more than recent model year vehicles. Since 1974, cars with SI gasoline engines have uncontrolled emission until the 3-way catalytic converter reaches operating temperature, which occurs after roughly 7 miles of driving. Honda reports a system to be introduced in 1998 that will alleviate this cold start problem by storing the emissions then sending them through the catalytic converter after it reaches operating temperature. Acceleration enrichment, wherein considerable excess fuel is introduced to keep temperatures down of SI gasoline engine in-cylinder components and catalytic converters so these parts meet warranty, results in 2,500 times more CO and 40 times more H{sub 2} being emitted. One cannot kill oneself, accidentally or otherwise, with CO from a diesel engine vehicle in a confined space. There are 2,850 deaths per year attributable to CO from SI gasoline engine cars. Diesel fuel has advantages compared with gasoline. Refinery emissions are lower as catalytic cracking isn`t necessary. The low volatility of diesel fuel results in a much lower probability of fires. Emissions could be improved by further reducing sulfur and aromatics and/or fuel additives. Reformulated fuel has become the term covering reducing the fuels contribution to emissions. Further PM reduction should be anticipated with reformulated diesel and gasoline fuels.

Diesel Engine Valve Clearance Detection Using Acoustic Emission

Directory of Open Access Journals (Sweden)

Fathi Elamin

2010-01-01

Full Text Available This paper investigated, using experimental method, the suitability of acoustic emission (AE technique for the condition monitoring of diesel engine valve faults. The clearance fault was adjusted experimentally in an exhaust valve and successfully detected and diagnosed in a Ford FSD 425 four-cylinder, four-stroke, in-line OHV, direct injection diesel engine. The effect of faulty exhaust valve clearance on engine performance was monitored and the difference between the healthy and faulty engine was observed from the recorded AE signals. The measured results from this technique show that using only time domain and frequency domain analysis of acoustic emission signals can give a superior measure of engine condition. This concludes that acoustic emission is a powerful and reliable method of detection and diagnosis of the faults in diesel engines and this is considered to be a unique approach to condition monitoring of valve performance.

Effects of ethanol added fuel on exhaust emissions and combustion in a premixed charge compression ignition diesel engine

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Kim Yungjin

2015-01-01

Full Text Available The use of diesel engines for vehicle has been increasing recently due to its higher thermal efficiency and lower CO2 emission level. However, in the case of diesel engine, NOx increases in a high temperature combustion region and particulate matter is generated in a fuel rich region. Therefore, the technique of PCCI (premixed charge compression ignition is often studied to get the peak combustion temperature down and to make a better air-fuel mixing. However it also has got a limited operating range and lower engine power produced by the wall wetting and the difficulty of the ignition timing control. In this research, the effect of injection strategies on the injected fuel behavior, combustion and emission characteristics in a PCCI engine were investigated to find out the optimal conditions for fuel injection, and then ethanol blended diesel fuel was used to control the ignition timing. As a result, the combustion pressures and ROHR (rate of heat release of the blended fuel became lower, however, IMEP showed fewer differences. Especially in the case of triple injection, smoke could be reduced a little and NOx emission decreased a lot by using the ethanol blended fuel simultaneously without much decreasing of IMEP compared to the result of 100% diesel fuel.

The effects of fuel characteristics and engine operating conditions on the elemental composition of emissions from heavy duty diesel buses

Energy Technology Data Exchange (ETDEWEB)

M.C.H. Lim; G.A. Ayoko; L. Morawska; Z.D. Ristovski; E.R. Jayaratne [Queensland University of Technology, Brisbane, Qld. (Australia). International Laboratory for Air Quality and Health, School of Physical and Chemical Sciences

2007-08-15

The effects of fuel characteristics and engine operating conditions on elemental composition of emissions from twelve heavy duty diesel buses have been investigated. Two types of diesel fuels - low sulfur diesel (LSD) and ultra low sulfur diesel (ULSD) fuels with 500 ppm and 50 ppm sulfur contents respectively and 3 driving modes corresponding to 25%, 50% and 100% power were used. Elements present in the tailpipe emissions were quantified by inductively coupled plasma mass spectrometry (ICPMS) and those found in measurable quantities included Mg, Ca, Cr, Fe, Cu, Zn, Ti, Ni, Pb, Be, P, Se, Ti and Ge. Multivariate analyses using multi-criteria decision making methods (MCDM), principal component analysis (PCA) and partial least squares (PLS) facilitated the extraction of information about the structure of the data. MCDM showed that the emissions of the elements were strongly influenced by the engine driving conditions while the PCA loadings plots showed that the emission factors of the elements were correlated with those of other pollutants such as particle number, total suspended particles, CO, CO{sub 2} and NOx. Partial least square analysis revealed that the emission factors of the elements were strongly dependent on the fuel parameters such as the fuel sulfur content, fuel density, distillation point and cetane index. Strong correlations were also observed between these pollutants and the engine power or exhaust temperature. The study provides insights into the possible role of fuel sulfur content in the emission of inorganic elements from heavy duty diesel vehicles. 39 refs., 1 fig., 4 tabs.

Heavy Duty Diesel Truck and Bus Hybrid Powertrain Study

Science.gov (United States)

2012-03-01

Electric Vehicles to supply battery modules for Smith’s lineup of zero-emission, all-electric commercial vehicles (CVs). A123 expects to begin...hybrids may have generally improved reliability compared to conventional diesel vehicles, their maintenance procedures are specialized. Hybrid

Experimental investigations of combustion and emission characteristics of rapeseed oil–diesel blends in a two cylinder agricultural diesel engine

International Nuclear Information System (INIS)

Qi, D.H.; Lee, C.F.; Jia, C.C.; Wang, P.P.; Wu, S.T.

2014-01-01

Highlights: • The main properties of rapeseed oil and diesel fuel were measure and analyzed. • The cylinder pressure of the rapeseed oil–diesel blends was measured and compared. • The heat release rate of the test fuels was calculated and the combustion process was analyzed. • The fuel consumption and emissions characteristics were measured and compared. - Abstract: The main objective of this paper was to study the performance, emissions and combustion characteristics of a diesel engine using rapeseed oil–diesel blends. The main fuel properties of rapeseed oil (RSO) were investigated and compared with that of diesel fuel. The experimental results showed that the viscosity and density of the blends were decreased and approached to that of diesel fuel when RSO volume fraction was less than 20%. At low engine loads, the start of combustion for the blends was almost similar to that for diesel fuel, but the peak cylinder pressure and heat release rate were higher. At high engine loads, the start of combustion for the blends was slightly earlier than that for diesel fuel, but the peak cylinder pressure and heat release rate were identical. For the blends, there was slightly higher brake specific fuel consumptions (BSFC) and brake specific energy consumptions (BSEC) at low engine loads. Smoke emission was higher at low engine loads, but lower at high engine loads. Nitrogen oxide (NO x ) emission was observed slightly lower at low engine loads and almost identical at high engine loads. Carbon monoxide (CO) and hydrocarbon (HC) emission were higher under all range of engine loads for the blends

Performance and emission parameters of single cylinder diesel engine using castor oil bio-diesel blended fuels

Science.gov (United States)

Rahimi, A.; Ghobadian, B.; Najafi, G.; Jaliliantabar, F.; Mamat, R.

2015-12-01

The purpose of this study is to investigate the performance and emission parameters of a CI single cylinder diesel engine operating on biodiesel-diesel blends (B0, B5, B10, B15 and E20: 20% biodiesel and 80% diesel by volume). A reactor was designed, fabricated and evaluated for biodiesel production. The results showed that increasing the biodiesel content in the blend fuel will increase the performance parameters and decrease the emission parameters. Maximum power was detected for B0 at 2650 rpm and maximum torque was belonged to B20 at 1600 rpm. The experimental results revealed that using biodiesel-diesel blended fuels increased the power and torque output of the engine. For biodiesel blends it was found that the specific fuel consumption (sfc) was decreased. B10 had the minimum amount for sfc. The concentration of CO2 and HC emissions in the exhaust pipe were measured and found to be decreased when biodiesel blends were introduced. This was due to the high oxygen percentage in the biodiesel compared to the net diesel fuel. In contrast, the concentration of CO and NOx was found to be increased when biodiesel is introduced.

Vehicle Emissions Risk Management

International Nuclear Information System (INIS)

Ibrahem, L.G.

2004-01-01

Vehicle emissions are considered as a main source for air pollution. Emissions regulation is now well developed in most countries to meet cleaner air quality. Reducing emissions by using cleaner fuels, which meet certain specification, is not enough to get cleaner air, yet the vehicle technology is not improved. Here we will outline the following: - development in fuel specification and emissions regulation. main facts linking vehicle emissions, fuel properties and air quality. catalytic converter technology. Emissions sources: In modem cities, vehicle traffic is potentially a major source of emissions. However sometimes other sources of emissions from industry and other stationary sources can be equally important and include emissions that are of greater toxicity than those from vehicles

Solid Particle Number Emission Factors of Euro VI Heavy-Duty Vehicles on the Road and in the Laboratory

Science.gov (United States)

Giechaskiel, Barouch

2018-01-01

Particulate matter (PM), and in particular ultrafine particles, have a negative impact on human health. The contribution of vehicle PM emissions to air pollution is typically quantified with emission inventories, which need vehicle emission factors as input. Heavy-duty vehicles, although they represent a small percentage of the vehicle population in nearly every major country, contribute the majority of the on-road PM emissions. However, the published data of modern heavy-duty vehicle emissions are scarce, and for the newest Euro VI technologies, almost non-existent. The main objective of this paper is to present Solid Particle Number (SPN) emission factors from Euro VI heavy-duty vehicles using diesel, Compressed Natural Gas (CNG), or Liquefied Natural Gas (LNG). Urban, rural and motorway (highway) emissions were determined on the road at various European cities using SPN Portable Emission Measurement Systems (PEMS). Additional tests on a heavy-duty chassis dynamometer showed that the solid sub-23 nm fraction, which is not covered at the moment in the European regulation, is high, especially for CNG engines. The significant contribution of regeneration events and the effect of ambient temperature and engine cold-start on particle emissions were also discussed. PMID:29425174

Solid Particle Number Emission Factors of Euro VI Heavy-Duty Vehicles on the Road and in the Laboratory

Directory of Open Access Journals (Sweden)

Barouch Giechaskiel

2018-02-01

Full Text Available Particulate matter (PM, and in particular ultrafine particles, have a negative impact on human health. The contribution of vehicle PM emissions to air pollution is typically quantified with emission inventories, which need vehicle emission factors as input. Heavy-duty vehicles, although they represent a small percentage of the vehicle population in nearly every major country, contribute the majority of the on-road PM emissions. However, the published data of modern heavy-duty vehicle emissions are scarce, and for the newest Euro VI technologies, almost non-existent. The main objective of this paper is to present Solid Particle Number (SPN emission factors from Euro VI heavy-duty vehicles using diesel, Compressed Natural Gas (CNG, or Liquefied Natural Gas (LNG. Urban, rural and motorway (highway emissions were determined on the road at various European cities using SPN Portable Emission Measurement Systems (PEMS. Additional tests on a heavy-duty chassis dynamometer showed that the solid sub-23 nm fraction, which is not covered at the moment in the European regulation, is high, especially for CNG engines. The significant contribution of regeneration events and the effect of ambient temperature and engine cold-start on particle emissions were also discussed.

Solid Particle Number Emission Factors of Euro VI Heavy-Duty Vehicles on the Road and in the Laboratory.

Science.gov (United States)

Giechaskiel, Barouch

2018-02-09

Particulate matter (PM), and in particular ultrafine particles, have a negative impact on human health. The contribution of vehicle PM emissions to air pollution is typically quantified with emission inventories, which need vehicle emission factors as input. Heavy-duty vehicles, although they represent a small percentage of the vehicle population in nearly every major country, contribute the majority of the on-road PM emissions. However, the published data of modern heavy-duty vehicle emissions are scarce, and for the newest Euro VI technologies, almost non-existent. The main objective of this paper is to present Solid Particle Number (SPN) emission factors from Euro VI heavy-duty vehicles using diesel, Compressed Natural Gas (CNG), or Liquefied Natural Gas (LNG). Urban, rural and motorway (highway) emissions were determined on the road at various European cities using SPN Portable Emission Measurement Systems (PEMS). Additional tests on a heavy-duty chassis dynamometer showed that the solid sub-23 nm fraction, which is not covered at the moment in the European regulation, is high, especially for CNG engines. The significant contribution of regeneration events and the effect of ambient temperature and engine cold-start on particle emissions were also discussed.

Light vehicle regulated and unregulated emissions from different biodiesels

International Nuclear Information System (INIS)

Karavalakis, George; Stournas, Stamoulis; Bakeas, Evangelos

2009-01-01

In this study, the regulated and unregulated emissions profile and fuel consumption of an automotive diesel and biodiesel blends, prepared from two different biodiesels, were investigated. The biodiesels were a rapeseed methyl ester (RME) and a palm-based methyl ester (PME). The tests were performed on a chassis dynamometer with constant volume sampling (CVS) over the New European Driving Cycle (NEDC) and the non-legislated Athens Driving Cycle (ADC), using a Euro 2 compliant passenger vehicle. The objectives were to evaluate the impact of biodiesel chemical structure on the emissions, as well as the influence of the applied driving cycle on the formation of exhaust emissions and fuel consumption. The results showed that NOx emissions were influenced by certain biodiesel properties, such as those of cetane number and iodine number. NOx emissions followed a decreasing trend over both cycles, where the most beneficial reduction was obtained with the application of the more saturated biodiesel. PM emissions were decreased with the palm-based biodiesel blends over both cycles, with the exception of the 20% blend which was higher compared to diesel fuel. PME blends led to increases in PM emissions over the ADC. The majority of the biodiesel blends showed a tendency for lower CO and HC emissions. The differences in CO2 emissions were not statistically significant. Fuel consumption presented an increase with both biodiesels. Total PAH and nitro-PAH emission levels were decreased with the use of biodiesel independently of the source material. Lower molecular weight PAHs were predominant in both gaseous and particulate phases. Both biodiesels had a negative impact on certain carbonyl emissions. Formaldehyde and acetaldehyde were the dominant aldehydes emitted from both fuels.

Influence of methane emissions and vehicle efficiency on the climate implications of heavy-duty natural gas trucks.

Science.gov (United States)

Camuzeaux, Jonathan R; Alvarez, Ramón A; Brooks, Susanne A; Browne, Joshua B; Sterner, Thomas

2015-06-02

While natural gas produces lower carbon dioxide emissions than diesel during combustion, if enough methane is emitted across the fuel cycle, then switching a heavy-duty truck fleet from diesel to natural gas can produce net climate damages (more radiative forcing) for decades. Using the Technology Warming Potential methodology, we assess the climate implications of a diesel to natural gas switch in heavy-duty trucks. We consider spark ignition (SI) and high-pressure direct injection (HPDI) natural gas engines and compressed and liquefied natural gas. Given uncertainty surrounding several key assumptions and the potential for technology to evolve, results are evaluated for a range of inputs for well-to-pump natural gas loss rates, vehicle efficiency, and pump-to-wheels (in-use) methane emissions. Using reference case assumptions reflecting currently available data, we find that converting heavy-duty truck fleets leads to damages to the climate for several decades: around 70-90 years for the SI cases, and 50 years for the more efficient HPDI. Our range of results indicates that these fuel switches have the potential to produce climate benefits on all time frames, but combinations of significant well-to-wheels methane emissions reductions and natural gas vehicle efficiency improvements would be required.

Concentration measurement in a road tunnel as a method to assess "real-world" vehicles exhaust emissions

Science.gov (United States)

Zanini, G.; Berico, M.; Monforti, F.; Vitali, L.; Zambonelli, S.; Chiavarini, S.; Georgiadis, T.; Nardino, M.

An experiment aimed at comparing particulate matter (PM) and polycyclic aromatic hydrocarbons (PAHs) concentrations produced in a road tunnel by buses is described. The experiment took place in 2001 in Bologna when a couple of buses belonging to the public transport fleet where driven backwards and forwards in a road tunnel closed to all other vehicles. Buses run in the tunnel for 8 h a day for 4 experiment days, each day using a different fuel: biodiesel, diesel-water emulsion, diesel-water emulsion with low sulphur content and commercial diesel. Average daily concentrations of PM of different sizes and of 12 PHAs were measured and comparison between different fuels was attempted in order to assess "real-world" exhaust emissions of different fuels. Due to heterogeneity of experimental conditions in different days and the relatively large measurement uncertainties, the effort was only partially successful, and it was not possible to state any firm conclusion on fuels reliability even if some indications in agreement with literature were found. Nevertheless, the experiment and the data analysis method developed could be of interest as a methodological approach for future experiments aimed at evaluating "real-world" exhaust emissions of single vehicles.

Investigation of engine performance and emissions of a diesel engine with a blend of marine gas oil and synthetic diesel fuel.

Science.gov (United States)

Nabi, Md Nurun; Hustad, Johan Einar

2012-01-01

This paper investigates diesel engine performance and exhaust emissions with marine gas oil (MGO) and a blend of MGO and synthetic diesel fuel. Ten per cent by volume of Fischer-Tropsch (FT), a synthetic diesel fuel, was added to MGO to investigate its influence on the diesel engine performance and emissions. The blended fuel was termed as FT10 fuel, while the neat (100 vol%) MGO was termed as MGO fuel. The experiments were conducted with a fourstroke, six-cylinder, turbocharged, direct injection, Scania DC 1102 diesel engine. It is interesting to note that all emissions including smoke (filter smoke number), total particulate matter (TPM), carbon monoxide (CO), total unburned hydrocarbon (THC), oxides of nitrogen (NOx) and engine noise were reduced with FT10 fuel compared with the MGO fuel. Diesel fine particle number and mass emissions were measured with an electrical low pressure impactor. Like other exhaust emissions, significant reductions in fine particles and mass emissions were observed with the FT10 fuel. The reduction was due to absence of sulphur and aromatic compounds in the FT fuel. In-cylinder gas pressure and engine thermal efficiency were identical for both FT10 and MGO fuels.

Elements and polycyclic aromatic hydrocarbons in exhaust particles emitted by light-duty vehicles.

Science.gov (United States)

Alves, Célia A; Barbosa, Cátia; Rocha, Sónia; Calvo, Ana; Nunes, Teresa; Cerqueira, Mário; Pio, Casimiro; Karanasiou, Angeliki; Querol, Xavier

2015-08-01

The main purpose of this work was to evaluate the chemical composition of particulate matter (PM) emitted by eight different light-duty vehicles. Exhaust samples from petrol and diesel cars (Euro 3 to Euro 5) were collected in a chassis dynamometer facility. To simulate the real-world driving conditions, three ARTEMIS cycles were followed: road, to simulate a fluid traffic flow and urban with hot and cold starts, to simulate driving conditions in cities. Samples were analysed for the water-soluble ions, for the elemental composition and for polycyclic aromatic hydrocarbons (PAHs), respectively, by ion chromatography, inductively coupled plasma atomic emission spectroscopy (ICP-AES), inductively coupled plasma mass spectrometry (ICP-MS) and gas chromatography-mass spectrometry (GC-MS). Nitrate and phosphate were the major water-soluble ions in the exhaust particles emitted from diesel and petrol vehicles, respectively. The amount of material emitted is affected by the vehicle age. For vehicles ≥Euro 4, most elements were below the detection limits. Sodium, with emission factors in the ranges 23.5-62.4 and 78.2-227μg km(-1), for petrol and diesel Euro 3 vehicles, respectively, was the major element. The emission factors of metallic elements indicated that diesel vehicles release three to five times more than petrol automobiles. Element emissions under urban cycles are higher than those found for on-road driving, being three or four times higher, for petrol vehicles, and two or three times, for diesel vehicles. The difference between cycles is mainly due to the high emissions for the urban cycle with hot start-up. As registered for elements, most of the PAH emissions for vehicles ≥Euro 4 were also below the detection limits. Regardless of the vehicle models or driving cycles, the two- to four-ring PAHs were always dominant. Naphthalene, with emission factors up to 925 μg km(-1), was always the most abundant PAH. The relative cancer risk associated with

Emissions Characteristics of Small Diesel Engine Fuelled by Waste Cooking Oil

Directory of Open Access Journals (Sweden)

Khalid Amir

2014-07-01

Full Text Available Biodiesel is an alternative, decomposable and biological-processed fuel that has similar characteristics with mineral diesel which can be used directly into diesel engines. However, biodiesel has oxygenated, more density and viscosity compared to mineral diesel. Despite years of improvement attempts, the key issue in using waste cooking oil-based fuels is oxidation stability, stoichiometric point, bio-fuel composition, antioxidants on the degradation and much oxygen with comparing to diesel gas oil. Thus, the improvement of emission exhausted from diesel engines fueled by biodiesel derived from waste cooking oil (WCO is urgently required to meet the future stringent emission regulations. The purpose of this research is to investigate the influences of WCO blended fuel and combustion reliability in small engine on the combustion characteristics and exhaust emissions. The engine speed was varied from 1500-2500 rpm and WCO blending ratio from 5-15 vol% (W5-W15. Increased blends of WCO ratio is found to influences to the combustion process, resulting in decreased the HC emissions and also other exhaust emission element. The improvement of combustion process is expected to be strongly influenced by oxygenated fuel in biodiesel content.

Continuous reduction of cyclic adsorbed and desorbed NO{sub x} in diesel emission using nonthermal plasma

Energy Technology Data Exchange (ETDEWEB)

Kuwahara, Takuya [Department of Products Engineering and Environmental Management, Nippon Institute of Technology, 4-1 Gakuendai, Miyashiro-machi, Minamisaitama, Saitama 345-8501 (Japan); Nakaguchi, Harunobu; Kuroki, Tomoyuki [Department of Mechanical Engineering, Osaka Prefecture University, 1-1 Gakuen-cho, Naka-ku, Sakai 599-8531 (Japan); Okubo, Masaaki, E-mail: mokubo@me.osakafu-u.ac.jp [Department of Mechanical Engineering, Osaka Prefecture University, 1-1 Gakuen-cho, Naka-ku, Sakai 599-8531 (Japan)

2016-05-05

Highlights: • High-efficiency continuous diesel NO{sub x} reduction method is proposed. • Characteristics of diesel NO{sub x} adsorption and desorption on adsorbent is provided. • Efficiency of NO{sub x} reduction with nonthermal plasma is evaluated. • Efficiency of NO{sub x} reduction with exhaust gas component recirculation is evaluated. • High NO{sub x} removal efficiency equal to only 1.0% penalty of engine power is achieved. - Abstract: Considering the recent stringent regulations governing diesel NO{sub x} emission, an aftertreatment system for the reduction of NO{sub x} in the exhaust gas has been proposed and studied. The proposed system is a hybrid method combining nonthermal plasma and NO{sub x} adsorbent. The system does not require precious metal catalysts or harmful chemicals such as urea and ammonia. In the present system, NO{sub x} in diesel emission is treated by adsorption and desorption by adsorbent as well as nonthermal plasma reduction. In addition, the remaining NO{sub x} in the adsorbent is desorbed again in the supplied air by residual heat. The desorbed NO{sub x} in air recirculates into the intake of the engine, and this process, i.e., exhaust gas components’ recirculation (EGCR) achieves NO{sub x} reduction. Alternate utilization of two adsorption chambers in the system can achieve high-efficiency NO{sub x} removal continuously. An experiment with a stationary diesel engine for electric power generation demonstrates an energy efficiency of 154 g(NO{sub 2})/kWh for NO{sub x} removal and continuous NO{sub x} reduction of 70.3%. Considering the regulation against diesel emission in Japan, i.e., the new regulation to be imposed on vehicles of 3.5–7.5 ton since 2016, the present aftertreatment system fulfills the requirement with only 1.0% of engine power.

Disappointed by Diesel? The impact of the shift to Diesels in Europe through 2006

Energy Technology Data Exchange (ETDEWEB)

Schipper, Lee (Precourt institute for Energy Efficiency, Stanford Univ., CA (United States)); Fulton, Lew (International Energy Agency, Energy Technology Policy Div., Paris (France))

2009-07-01

A previous review of trends in light-duty diesel vehicle sales and usage in Europe through the mid 1990s questioned whether the shift toward diesels would yield large energy savings (Schipper, Fulton and Marie 2002, SFM). This study expands the sample of countries in the previous work and adds about ten years more data from both new vehicle test fuel economy and on-road performance, including usage. The updated findings renew the concerns first expressed in SFM. Although there is still evidence that diesels of a certain size have a substantial (volumetric) fuel economy advantage over gasoline vehicles of a similar size (perhaps 30% on average), average new diesel cars and the stock of diesels on the road maintain a smaller efficiency advantage over gasoline, on the order of 15% in most countries as of 2005. When the higher energy content of diesel is considered, the new vehicle and on-road figures shrink to less than a 5% and 7% fuel intensity advantage for new diesel vehicles and stock, respectively. The net CO{sub 2}/km emissions advantage for diesels is even less; for new cars, below 5% in all but one country and 0% on average across the 8 sampled countries in 2005. For total stock, diesel has a 2% average CO{sub 2} advantage. Even normalizing for the larger average size of diesels, their CO{sub 2} advantage appears to be no more than 15-18% for vehicles of a similar size class. Diesels are typically larger and are driven 60-100% more per year than gasoline cars. While much of these differences could be ascribed to self selection and related effects, some are likely due to a rebound effect created by diesel's better fuel economy and (in many countries) the lower price of diesel fuel. Using typical elasticity estimates to measure the driving rebound effect, the average result is about a 5% increase in annual driving and up to a 12% increase depending on the country and assumed elasticity. This is small compared to the observed driving difference between

Diesel Catalytic Converters As Emission Control Devices

International Nuclear Information System (INIS)

El Banna, S.; El Deen, O.N.

2004-01-01

Internal combustion engines are devices that generate work from combustion reactions. Combustion products under high pressure produce work by expansion through a turbine or piston. The combustion reactions inside these engines are not necessarily neutralizing or complete and air pollutants are produced. There are three major types of internal combustion engine(l) in use today: I) the spark ignition engine, which is used primarily in automobiles; 2) the diesel engine, which is used in large vehicles and industrial systems where cycle efficiency offers advantages over the more compact and lighter-weight spark ignition engine and; 3) the gas turbine, which is used in aircraft due to its high power/weight ratio and is also used for stationary power generation. Each of these types of engine is an important source of atmospheric pollutants. Automobiles are the one of the major source of carbon monoxide, unburned hydrocarbons, and nitrogen oxides. Probably more than any other combustion system, the design of automobile engines is now being guided by requirements to reduce emissions of these pollutants. While substantial progress has been made in emission reduction, automobiles remain important sources of air pollutants

Effects of MTBE blended diesel fuel on diesel combustion and emissions; MTBE kongo keiyu ga diesel nensho haiki ni oyobosu eikyo

Energy Technology Data Exchange (ETDEWEB)

Shundo, S; Yokota, H; Kakegawa, T [Hino Motors, Ltd., Tokyo (Japan)

1997-10-01

The effects of MTBE (Methyl-t-butyl ether) blended diesel fuel on diesel combustion and emissions were studied. In conventional diesel combustion, the testing mode was carried out in conformity with the Japanese 13 mode. Furthermore, this fuel was applied to a new combustion system (Homogeneous Charge Intelligent Multiple Injection). MTBE blended diesel fuel is more effective in the case of new combustion system and very low NOx, PM capability is suggested. 6 refs., 6 figs., 2 tabs.

75 FR 68575 - Revisions To In-Use Testing for Heavy-Duty Diesel Engines and Vehicles; Emissions Measurement and...

Science.gov (United States)

2010-11-08

... later model year vehicles when operated under a wide range of real world driving conditions.\\1\\ The... ``data driven'' emission measurement allowances through a comprehensive research, development, and... Vehicles; Emissions Measurement and Instrumentation; Not-to-Exceed Emission Standards; and Technical...

Impact of cold temperature on Euro 6 passenger car emissions.

Science.gov (United States)

Suarez-Bertoa, Ricardo; Astorga, Covadonga

2018-03-01

Hydrocarbons, CO, NOx, NH 3 , N 2 O, CO 2 and particulate matter emissions affect air quality, global warming and human health. Transport sector is an important source of these pollutants and high pollution episodes are often experienced during the cold season. However, EU vehicle emissions regulation at cold ambient temperature only addresses hydrocarbons and CO vehicular emissions. For that reason, we have studied the impact that cold ambient temperatures have on Euro 6 diesel and spark ignition (including: gasoline, ethanol flex-fuel and hybrid vehicles) vehicle emissions using the World-harmonized Light-duty Test Cycle (WLTC) at -7 °C and 23 °C. Results indicate that when facing the WLTC at 23 °C the tested vehicles present emissions below the values set for type approval of Euro 6 vehicles (still using NEDC), with the exception of NOx emissions from diesel vehicles that were 2.3-6 times higher than Euro 6 standards. However, emissions disproportionally increased when vehicles were tested at cold ambient temperature (-7 °C). High solid particle number (SPN) emissions (>1 × 10 11 # km -1 ) were measured from gasoline direct injection (GDI) vehicles and gasoline port fuel injection vehicles. However, only diesel and GDI SPN emissions are currently regulated. Results show the need for a new, technology independent, procedure that enables the authorities to assess pollutant emissions from vehicles at cold ambient temperatures. Harmful pollutant emissions from spark ignition and diesel vehicles are strongly and negatively affected by cold ambient temperatures. Only hydrocarbon, CO emissions are currently regulated at cold temperature. Therefore, it is of great importance to revise current EU winter vehicle emissions regulation. Copyright © 2017 The Authors. Published by Elsevier Ltd.. All rights reserved.

Diesel engine performance and emission analysis using soybean ...

African Journals Online (AJOL)

Biodiesel presents a large potential for replacing other fossil-based fuels. Thus, the present work aimed to assess the specific fuel consumption (SFC), thermal efficiency and emissions of nitric oxide (NO) and nitrogen oxides (NOx), in a cycle diesel engine-generator set, using soybean biodiesel and diesel as fuels.

40 CFR 80.530 - Under what conditions can 500 ppm motor vehicle diesel fuel be produced or imported after May 31...

Science.gov (United States)

2010-07-01

... motor vehicle diesel fuel be produced or imported after May 31, 2006? 80.530 Section 80.530 Protection... FUELS AND FUEL ADDITIVES Motor Vehicle Diesel Fuel; Nonroad, Locomotive, and Marine Diesel Fuel; and ECA Marine Fuel Temporary Compliance Option § 80.530 Under what conditions can 500 ppm motor vehicle diesel...

US Department of Energy - Office of FreedomCar and Vehicle Technologies and US Centers for Disease Control and Prevention - National Institute for Occupational Safety and Health Inter-Agency Agreement Research on "The Analysis of Genotoxic Activities of Exhaust Emissions from Mobile Natural Gas, Diesel, and Spark-Ignition Engines"

Energy Technology Data Exchange (ETDEWEB)

William E. Wallace

2006-09-30

The US Department of Energy-Office of Heavy Vehicle Technologies (now the DOE-Office of FreedomCar and Vehicle Technologies) signed an Interagency Agreement (IAA) with National Institute for Occupational Safety and Health (NIOSH), No.01-15 DOE, 9/4/01, for 'The analysis of genotoxic activities of exhaust emissions from mobile natural gas, diesel, and spark-ignition engines'; subsequently modified on 3/27/02 (DOE IAG No.01-15-02M1); subsequently modified 9/02/03 (IAA Mod No. 01-15-03M1), as 'The analysis of genotoxic activities of exhaust emissions from mobile internal combustion engines: identification of engine design and operational parameters controlling exhaust genotoxicity'. The DOE Award/Contract number was DE-AI26-01CH11089. The IAA ended 9/30/06. This is the final summary technical report of National Institute for Occupational Safety and Health research performed with the US Department of Energy-Office of FreedomCar and Vehicle Technologies under that IAA: (A) NIOSH participation was requested by the DOE to provide in vitro genotoxicity assays of the organic solvent extracts of exhaust emissions from a suite of in-use diesel or spark-ignition vehicles; (B) research also was directed to develop and apply genotoxicity assays to the particulate phase of diesel exhaust, exploiting the NIOSH finding of genotoxicity expression by diesel exhaust particulate matter dispersed into the primary components of the surfactant coating the surface of the deep lung; (C) from the surfactant-dispersed DPM genotoxicity findings, the need for direct collection of DPM aerosols into surfactant for bioassay was recognized, and design and developmental testing of such samplers was initiated.

Results and analyses of the smoke from compression ignition CI engines (diesel)

International Nuclear Information System (INIS)

Dimitrovski, Mile; Mitreski, Stevo M.

1998-01-01

The aim of this examination is to improve the knowledge about the actual ecological condition which is a result of the gas and particles emission from the diesel engines. The mechanism of the production of combustion products including the particles in the combustion chamber has been studied, as well as the options for reduction of the emission. Measurements of the smoke emission from the vehicles in Skopje have been made and the results are given, including their analyses. The conclusion from the analyses is that it is necessary to improve the conditions for normal use of the diesel engine vehicles, as well as to engage new vehicles which cause less damage for the environment (Author)