Impacts of methanol fuel on vehicular emissions: A review

● Methanol effectively reduces CO, HC, CO₂, PM, and PN emissions of gasoline vehicles. ● Elemental composition of methanol directly affects the reduction of emissions. ● Several physicochemical properties of methanol help reduce vehicle emissions. The transport sector is a significant energy consumer and a major contributor to urban air pollution. At present, the substitution of cleaner fuel is one feasible way to deal with the growing energy demand and environmental pollution. Methanol has been recognized as a good alternative to gasoline due to its good combustion performance. In the past decades, many studies have investigated exhaust emissions using methanol-gasoline blends. However, the conclusions derived from different studies vary significantly, and the explanations for the effects of methanol blending on exhaust emissions are also inconsistent. This review summarizes the characteristics of CO, HC, NO_x, CO₂, and particulate emissions from methanol-gasoline blended fuels and pure methanol fuel. CO, HC, CO₂, particle mass (PM), and particle number (PN) emissions decrease when methanol-blended fuel is used in place of gasoline fuel. NO_x emission either decreases or increases depending on the test conditions, i.e., methanol content. Furthermore, this review synthesizes the mechanisms by which methanol-blended fuel influences pollutant emissions. This review provides insight into the pollutant emissions from methanol-blended fuel, which will aid policymakers in making energy strategy decisions that take urban air pollution, climate change, and energy security into account.     

Fuel Economy and Motor Vehicle Emissions

The conventional wisdom is that there is no relationship between fuel economy and motor vehicle emissions, at least for new cars. The requirement that all vehicles meet a common emission standard in terms of grams per mile effectively breaks whatever link there might have been between fuel economy and emissions in uncontrolled (preregulatory) vehicles. As cars age, however, the emission control equipment tends to break down, providing reason to think that the conventional wisdom might do the same. This paper reports on an empirical examination of this proposition, by linking EPA fuel economy certification data to a large database of motor vehicle emission measurements collected by remote sensing. It is found that better fuel economy is strongly associated with lower emissions of CO and HC and that the effect gets stronger as vehicles age.     

PM2.5: global progress in controlling the motor vehicle contribution

It is well established that ambient particles in the size range of 2.5 microns or less case a wide variety of adverse health effects. According to a recent study from the World Health Organization, in 2010 these effects resulted in approximately 3.2million premature deaths with vehicles being one of the significant contributors. Diesel vehicle particulate emissions which are virtually all smaller than 2.5 microns raise additional special concerns due to their carcinogenicity and high ratio of black carbon （BC） to organic carbon; black carbon has recently been found to be the second most important contributor to climate change after carbon dioxide. Other pollutants emitted by diesels and other vehicles such as the oxides of nitrogen and volatile organic compounds also contribute to ambient particulate matter smaller than 2.5 microns in size （PM2.5） after undergoing secondary transformations in the atrno- sphere. Technologies have dramatically reduce vehicle been developed that can emissions when clean, low sulfur fuels are available and these technologies are being phased in throughout the industrialized world resulting in a global decrease in particulate matter （PM） and BC emissions from vehicles. However the vehicle population is growing rapidly in the developing world, leading to increases in emissions in many countries. Unless these rapidly industrializing countries move to state of the art vehicles and clean fuels, global PM, BC and NOx emissions from road vehicles will start to turn up over the next 10 to 15 years.     

城市在用CNG汽车排放研究

通过车载实验,怠速法检测、简易工况法检测数据评价分析等方法,研究了重庆市在用CNG车辆排放情况,比较了CNG车与同类型汽油、柴油车尾气污染物排放情况。研究发现,目前CNG在用车并非绝对的环保汽车,其中在NOx的排放上,CNG车排放高于同类型汽油、柴油车0．03—14倍;在CO、THC的排放上,不同测试工况下CNG汽车表...     

Life cycle analysis and choice of natural gas-based automotive alternative fuels in Chongqing Municipality, China

Road transport produces significant amounts of emissions by using crude oil as the primary energy source. A reduction of emissions can be achieved by implementing alternative fuel chains. The objective of this study is to carry out an economic, environmental and energy (EEE) life cycle study on natural gas-based automotive fuels with conventional gasoline in an abundant region of China. A set of indices of four fuels/vehicle systems on the basis of life cycle are assessed in terms of impact of EEE, in which natural gas produces compressed natural gas (CNG), methanol, dimethylether (DME) and Fischer Tropsch diesel (FTD). The study included fuel production, vehicle production, vehicle operation, infrastructure and vehicle end of life as a system for each fuel/vehicle system. A generic gasoline fueled car is used as a baseline. Data have been reviewed and modified based on the best knowledge available to Chongqing local sources. Results indicated that when we could not change electric and hydrogen fuel cell vehicles into commercial vehicles on a large scale, direct use of CNG in a dedicated or bi-fuel vehicle is an economical choice for the region which is most energy efficient and more environmental friendly. The study can be used to support decisions on how natural gas resources can best be utilized as a fuel/energy resource for automobiles, and what issues need to be resolved in Chongqing. The models and approaches for this study can be applied to other regions of China as long as all the assumptions are well defined and modified to find a substitute automotive energy source and establish an energy policy in a specific region.     

The impact on tropospheric ozone formation on the implementation of a program for mobile emissions control: a case study in São Paulo,Brazil

The main sources of reactive hydrocarbons (RHC) and nitrogen oxides (NO_x), ozone precursors, in the Metropolitan Area of São Paulo (MASP) in the southeast of Brazil are emissions from vehicles fleets. Ambient surface ozone and particulate matter concentrations are air quality problem in the MASP. This study examined the impact that implementing a control program for mobile emissions has on ozone concentrations, An episode of high surface ozone concentrations occurring in the MASP during the March 13–15, 2000 period was used as a case study that was modeled for photochemical oxidants using the California Institute of Technology/Carnegie Mellon University three-dimensional photochemical model. Different scenarios were analyzed in relationship to the implementation of the Programa Nacional de Controle de Poluição por Veículos Automotores (PROCONVE, National Program to Control Motor Vehicle Pollution). Scenario 1 assumed that all vehicles were operating within PROCONVE guidelines. Scenarios 2 and 3 considered hypothetical situations in which the PROCONVE was not implemented. Scenario 2 set the premise that vehicles were using pre-1989 technology, whereas scenario 3 allowed for technological advances. A base case scenario, in which the official emission inventory for the year 2000 was employed, was also analyzed. The CIT model results show agreement with most measurements collected during 13–15 March 2000 modeling episode. Mean normalized bias for ozone, CO, RHC and NO _x are approximately 9.0, 6.0, ?8.3, 13.0%, respectively. Tropospheric ozone concentrations predicted for scenario 2 were higher than those predicted for scenarios 1, 3 and base case. This study makes a significant contribution to the evaluation of air quality improvement and provides data for use in evaluating the economic costs of implementing a program of motor vehicle pollution control aimed at protecting human health.     

Effects of ambient temperature on regulated gaseous and particulate emissions from gasoline-, E10- and M15-fueled vehicles

• Emissions from two sedans were tested with gasoline, E10 and M15 at 30°C and -7°C. • As the temperature decreased, the PM, PN and BC emissions increased with all fuels. • Particulate emissions with E10 and M15 were more sensitive to the temperature. • The PN and BC generated during cold start-up dominated those over the WLTC. Ambient temperature has substantial impacts on vehicle emissions, but the impacts may differ between traditional and alcohol gasolines. The objective of this study was to investigate the effects of temperature on gaseous and particulate emissions with both traditional and alcohol gasoline. Regulated gaseous, particle mass (PM), particle number (PN) and black carbon (BC) emissions from typical passenger vehicles were separately quantified with gasoline, E10 (10% ethanol and 90% gasoline by volume) and M15 (15% methanol and 85% gasoline by volume) at both 30°C and -7°C. The particulate emissions with all fuels increased significantly with decreased temperature. The PM emissions with E10 were only 48.0%–50.7% of those with gasoline at 30°C but increased to 59.2%-79.4% at -7°C. The PM emissions with M15 were comparable to those with gasoline at 30°C, but at -7°C, the average PM emissions were higher than those with gasoline. The variation trend of PN emissions was similar to that of PM emissions with changes in the fuel and temperature. At 30°C, the BC emissions were lower with E10 and M15 than with gasoline in most cases, but E10 and M15 might emit more BC than gasoline at -7°C, especially M15. The results of the transient PN and BC emission rates show that particulate emissions were dominated mainly by those emitted during the cold-start moment. Overall, the particulate emissions with E10 and M15 were more easily affected by ambient temperature, and the advantages of E10 and M15 in controlling particulate emissions declined as the ambient temperature decreased.     

Effects of a diesel oxidation catalyst on gaseous pollutants and fine particles from an engine operating on diesel and biodiesel

The effects of a diesel oxidation catalytic (DOC) converter on diesel engine emissions were investigated on a diesel bench at various loads for two steady-state speeds using diesel fuel and B20. The DOC was very effective in hydrocarbon (HC) and CO oxidation. Approximately 90%–95% reduction in CO and 36%–70% reduction in HC were realized using the DOC. Special attention was focused on the effects of the DOC on elemental carbon (EC) and organic carbon (OC) fractions in fine particles (PM_2.5) emitted from the diesel engine. The carbonaceous compositions of PM_2.5 were analyzed by the method of thermal/optical reflectance (TOR). The results showed that total carbon (TC), OC and EC emissions for PM_2.5 from diesel fuel were generally reduced by the DOC. For diesel fuel, TC emissions decreased 22%–32% after the DOC depending on operating modes. The decrease in TC was attributed to 35%–97% decrease in OC and 3%–65% decrease in EC emissions. At low load, a significant increase in the OC/EC ratio of PM_2.5 was observed after the DOC. The effect of the DOC on the carbonaceous compositions in PM_2.5 from B20 showed different trends compared to diesel fuel. At low load, a slight increase in EC emissions and a significant decrease in OC/EC ratio of PM_2.5 after DOC were observed for B20.     

汽油尾气对人肺腺癌A549细胞的氧化损伤效应研究

为研究汽油燃烧汽车尾气(简称汽油尾气)的氧化损伤效应及其可能的毒作用机制,以人肺腺癌A549细胞为研究对象,采用MTT试验测试汽油尾气对细胞的毒性作用;通过测定细胞内超氧化物歧化酶(SOD)及谷胱甘肽过氧化物酶(GSH-Px)活性了解细胞在汽油尾气作用下抗氧化水平的改变;并用彗星试验检测汽油尾气对细胞DNA氧化损伤及修复的影响．结果显示汽油尾气在浓度≥0．0625L·mL-1时即显示出明显的细胞毒性;汽油尾气作用下A549 细胞SOD及GSH-Px活性均下降,在一定的浓度范围内与对照组比较有统计学差异(p<0．05)．汽油尾气可诱导 A549细胞不同程度的DNA氧化损伤,且细胞拖尾率和DNA迁移长度均随着汽油尾气浓度的增加而增加;损伤后 A549细胞修复发生较快,3小时内基本修复完全．提示汽油尾气具有明显的细胞毒性作用,可影响A549细胞抗氧化酶活性,并可导致DNA的氧化损伤．     

Stoffströme von Benzol unter besonderer Berücksichtung der Bundesrepublik Deutschland

In the Federal Republic of Germany, benzene is one of the most important basic materials for the chemical industry. Only a relatively small proportion of the pure benzene processed in the chemical industry is emitted into the environment (ca. 40t in 1991). But the substance is also a natural component of the crude oil in gasoline and is released during incomplete combustion or is formed out of other aromatic substances. The primary source of emissions, with more than 10,000 t/yr (approximately 85% of this from motor vehicles with Otto engines), is commercial motor vehicle transportation. Benzene concentrations in the environment are approximately <1 μg/m³ in rural areas, 20–30 μg/m³ near main roads (peak levels in highly urbanized regions with much traffic as high as approximately 100 μg/m³) and 7–15 μg/m³ in the vicinity of industrial polluters. It has not been possible to detect a specific trend over time during the last ten years. An increased exposure (approx. 350–27,000 μg/m³) is likely while filling the tank and within the motor vehicle (approx. 10–200 μg/m³) due to gasoline volatilization from pipes, etc. Compared to outdoor air, higher concentrations of benzene (approx, 2–11 μg/m³) are measured in the indoor air which contains additionally benzene from tobacco smoke, equipment, renovating work and heating. The primary exposure pathway of benzene in humans is inhalation. Apart from individuals with occupational exposure, smokers have the highest internal benzene burden. Measures undertaken during recent years to reduce the amount of emissions have been counteracted at least in part by the increase in motor vehicle traffic. Further measures to reduce the emissions or to change the transporttation policies must still be or have already been initiated.     

Selective catalytic reduction of NO x from exhaust of lean-burn engine over Ag-Al2O3/cordierite catalyst

A highly effective Ag-Al₂O₃ catalyst was prepared using the in-situ sol-gel method, and characterized by surface area using nitrogen adsorption, scanning electron microscopy (SEM), and transmission electron microscopy (TEM) techniques. The catalyst performance was tested on a real lean-burn gasoline engine. Only unburned hydrocarbons and carbon monoxide in the exhaust were directly used as reductant (without any external reductant), the maximum NO _x conversion could only reach 40% at 450°C. When an external reductant, ethanol was added, the average NO _x conversion was greater than 60%. At exhaust gas temperature range of 350–500°C, the maximum NO _x conversion reached about 90%. CO and HC could be efficiently oxidized with Pt-Al₂O₃ oxidation catalyst placed at the end of SCR converter. However, NO _x conversion drastically decreased because of the oxidation of some intermediates to NO _x again. The possible reaction mechanism was proposed as two typical processes, nitration, and reduction in HC-SCR over Ag-Al₂O₃.     

Particulate and semivolatile associated aliphatic hydrocarbon exhaust emission from heavy duty diesel vehicles

The exhaust emissions from two heavy duty diesel vehicles running on eight different fuel compositions were investigated regarding their content of high molecular weight (≥ C₁₂) aliphatic/ olefinic hydrocarbons. It was concluded that the emitted amount of semi‐volatile associated aliphatic hydrocarbons (range C₁₂‐C₂₂) depend on the fuel used in the engines and that these emissions mainly consisted of uncombusted fuel components. It was also found that uncombusted engine lubrication oil was the main constituent of the emitted particulate associated aliphatic hydrocarbons (C₁₇‐C₄₀). These constituted between 58% and 95% of the total emissions of the high molecular weight aliphatic compounds. Emission factors for the total of high molecular aliphatic hydrocarbons (C₁₂‐C₄₀) were demonstrated to be in the range of 15–100 mg/km. Some individual aliphatic hydrocarbons with cocarcinogenic effects were identified and quantified in both particulate and semi‐volatile phases of the exhaust. Multivariate data analysis was used to investigate the relationship between fuel parameters and emission of semi‐volatile aliphatic emission.     

Auf der Suche nach den Treibstoffen der Zukunft

The climatically-relevant emission of CO₂ which results from motor vehicle traffic offers a challenge for the automobile industry to produce highly efficient and economical motor vehicles. Furthermore, the production of fuels from regenerative energies may provide a more significant contribution over the long-term to make our mobility more compatible to the climate and to reduce our dependence on crude oil importation. Substantial reductions in emissions can be achieved through the application of regenerative fuels, especially in combination with more energy-efficient hybrid or fuel-cell vehicles, or through the addition of biogenic components to conventional fuels. Coordinated efforts between the automobile industry, the energy industries and the responsible politicians are mandatory in order to achieve ecologically-tolerable motor vehicle traffic.     

Emissions analysis on second generation biodiesel

This work investigates the effect of adding pentanol with biodiesel derived from cashew nut shell on its emissions characteristics is conducted in stationery diesel engine. The main purpose of this work is intended to reduce the emissions by fuelling biodiesel derived from cashew nut shell and the pentanol blends. Cashew nut shell biodiesel is prepared by transesterification process. Oxygenated additive used in the work is Pentanol. The experiment is conducted using four test fuels such as, biodiesel derived from cashew nut shell (CNSBD), a fuel containing 90% cashew nut shell biodiesel and 10% pentanol (CNSBD90P10), a fuel containing 80% cashew nut shell biodiesel and 20% pentanol (CNSBD80P20) and neat diesel. Experimental work concluded that by adding 10% of pentanol to cashew nut shell biodiesel 10.1%, 2.6%, 5.1%and 2.1%reduction in CO, HC, NO _x and Smoke emissions were observed respectively. Further by fueling with these blends, no modifications in engines were required.

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Emission factors of gaseous carbonaceous species from residential combustion of coal and crop residue briquettes

Experiments were performed to measure the emission factors (EFs) of gaseous carbonaceous species, such as CO₂, CO, CH₄, and non-methane volatile organic compounds (NMVOCs), from the combustion of five types of coal of varying organic maturity and two types of biomass briquettes under residential burning conditions. Samples were collected in stainless steel canisters and 2,4-dinitrophenylhydrazine (DNPH) cartridges and were analyzed by GC-FID/MS and HPLC, respectively. The EFs from crop residue briquette burning were generally higher than those from coals, with the exception of CO₂. The dominant NMVOC species identified in coal smoke were carbonyls (41.7%), followed by C2 unsaturated hydrocarbons (29.1%) and aromatics (12.1%), while C2 unsaturated hydrocarbons were the dominant species (68.9%) emitted from the combustion of crop residue briquettes, followed by aromatics (14.4%). A comparison of burning normal crop residues in stoves and the open field indicated that briquettes emitted a larger proportion of ethene and acetylene. Both combustion efficiency and coal organic maturity had a significant impact on NMVOC EFs from burning coal: NMVOC emissions increased with increasing coal organic maturity but decreased as the combustion efficiency improved. Emissions from the combustion of crop residue briquettes from stoves occurred mainly during the smoldering process, with low combustion efficiency. Therefore, an improved stove design to allow higher combustion efficiency would be beneficial for reducing emissions of carbonaceous air pollutants.     

宜昌市机动车行驶工况研究

利用GPS车载测试系统对宜昌市轻型客车、轻型卡车、重型卡车和公交车等车型机动车行驶工况分别进行测试。基于测试结果,采用特征参数法合成了宜昌市机动车分车型行驶工况,分析了其特征并与欧美标准工况和5个不同规模城市的机动车行驶工况进行了对比。结果表明：宜昌市机动车行驶平均速度高于ECE15工况,低于FTP-75工况;怠速比例...     

Study of engine performance,emission and combustion characteristics fueled with diesel-like fuel produced from waste engine oil and waste plastics

Utilizing oil extracted from waste engine oil and waste plastics, by pyrolysis, as a fuel for internal combustion engines has been demonstrated to be one of the best available waste management methods. Separate blends of fuel from waste engine oil and waste plastic oil was prepared by mixing with diesel and experimental investigation is conducted to study engine performance, combustion and exhaust emissions. It is observed that carbon monoxide (CO) emission increases by 50% for 50% waste plastic oil (50WPO:50D) and by 58% for 50% waste engine oil (50WEO:50D) at full load as compared to diesel. Unburnt hydrocarbon (HC) emission increases by 16% for 50WPO:50D and by 32% for 50WEO:50D as compared to diesel at maximum load. Smoke is found to decrease at all loading conditions for 50WPO:50D operation, but it is comparatively higher for 50WEO:50D operation. 50WPO:50D operation shows higher brake thermal efficiency for all loads as compared to 50WEO:50D and diesel fuel operation. Exhaust gas temperature is higher at all loads for 50WPO:50D and 50WEO:50D as compared to diesel fuel operation.

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Providing the Spark: Impact of financial incentives on battery electric vehicle adoption

To overcome adoption barriers and promote battery electric vehicles (BEVs) as an energy efficient consumer transportation option, a number of states offer subsidies to consumers for BEVs. We use a national data set of vehicle registrations and state-level financial incentives to assess the impact of vehicle purchase subsidies on adoption using both difference-in-differences and synthetic controls methods. We find that incentives offered as direct purchase rebates generate increased levels of new BEV registrations at a rate of approximately 8 percent per thousand dollars of incentive offered. Between 2011 and 2015, vehicle rebate incentives are associated with an increase in overall BEV registrations of approximately 11 percent. Our findings indicate incentives offered as state income tax credits do not have a statistically significant effect on BEV adoptions, though we caution this may be a result of limited temporal variation in BEV incentives across our sample. Responses to rebate incentives do not differ significantly by the make of the vehicle purchased (i.e., Tesla and non-Tesla vehicles). We combine our results with recent assessments of marginal environmental costs of electric vehicle charging and measure net welfare effects of BEV subsidy programs. Our analysis indicates these programs are not welfare-improving if only considering benefits associated with avoided emissions. Additional benefits associated with long-term market growth, production cost savings, network externalities, or accelerated innovation could substantially impact the net welfare outcomes.     

Fuel consumption and gasoline prices: The role of assortative matching between households and automobiles

Analyses of policies to reduce gasoline consumption have focused on two effects, a compositional effect on the fuel economy of the automotive fleet and a utilization effect on how much people drive. However, the literature has missed a third effect: a matching effect, in which policies change how high-utilization households are matched to fuel-efficient vehicles in equilibrium. We show that higher gas prices should lead to stronger assortative matching. Empirical estimates using US micro-level data are consistent with this hypothesis. We find a $0.50 increase in the gas tax would reduce US gas consumption by 0.8% through the matching effect alone, bringing annual environmental benefits of about $1.7 billion.