This study concerns the polycyclic aromatic hydrocarbons (PAH's) emission from gasoline and diesel automobile engines. The sampling procedure, the extraction and the analytical method are presented. Using the gas chromatography‐mass spectrometry technique it is possible to detect and quantify easily about 15 PAH's. Data obtained on exhaust particles collected from gasoline and diesel automobile engines are presented and discussed. 相似文献
Oxygenated fuels are known to reduce particulate matter (PM) emissions from diesel engines. In this study, 100% soy methyl ester (SME) biodiesel fuel (B100) and a blend of 10% acetal denoted by A-diesel with diesel fuel were tested as oxygenated fuels. Particle size and number distributions from a diesel engine fueled with oxygenated fuels and base diesel fuel were measured using an Electrical Low Pressure Impactor (ELPI). Measurements were made at ten steady-state operational modes of various loads at two engine speeds. It was found that the geometric mean diameters of particles from SME and Adiesel were lower than that from base diesel fuel. Compared to diesel fuel, SME emitted more ultra-fine particles at rated speed while emitting less ultra-fine particles at maximum speed. Ultra-fine particle number concentrations of A-diesel were much higher than those of base diesel fuel at most test modes. 相似文献
In many European states the number of cars equipped with diesel engines has dramatically increased since around ten years. This situation is quantified for Germany. Driven by the political motivation to reduce CO2-emissions, increase of diesel cars has been stimulated by governmental measures of European as well as state bodies in co-operation with the industry.
Results
Reduction of CO2-emissions with the help of diesel cars remained relatively small. On contrast, diesel cars are emitting much more of nitric oxides and fine particles compared with gasoline driven cars. Excess emissions by the ‘diesel boom’ are quantified. Health costs and impact on agricultural crops as well as on forestry are estimated with respect to the order of magnitude. Health costs caused by the inhalation of diesel combustion particles emitted by only the excess diesel cars in Germany are in the order of 200 Mio Euro per year. Knowledge gaps of the impact of ultra fine particles as well as of the action of particle traps are demonstrated.
Conclusion and Recommendation
In the public, particle numbers need to be discussed instead of particle emission loads (g km?1) which have an insufficient correlation to health effects. Much more data are needed as to the toxicologically relevant particle size of <20 nm. Effectiveness and sustainability of a CO2-reduction strategy by diesel cars are generally questioned. 相似文献
Polycyclic aromatic hydrocarbons (PAHs) are ubiquitous in the urban atmosphere and the atmospheric pollutants to be identified
as the most suspected carcinogens. In early measurements of urban PAH concentrations in Tehran area, the correlation between
concentrations of different species indicated that automobiles were the predominant source of emission of PAHs in this city.
From the diagnostic ratios, the results indicated that PAHs in the ambient air in Tehran originate primarily from diesel and
gasoline engines, but contribution of the related diesel emission is apparently higher, or dominant, at the sampling sites
and therefore considered as the major emission of PAHs in the ambient air. 相似文献
In recent years, much attention has been given to the desulphurization of fuels like diesel oil and gasoline, since exhaust gases containing SOx cause air pollution and acid rain. Moreover, a lower sulphur content of fuels would allow the use of new engines and catalytic systems for the reduction of CO, particle and NOx-emissions, and a more efficient fuel consumption. The S-level in fuels is presently limited in Germany for gasoline and diesel oll to 150 ppm and 350 ppm, respectively. In 2005 the level will be decreased Europe-wide for all vehicle-fuels down to 50 ppm; in some countries, fuels are or will be on the market with even less sulphur. The current technology of hydrodesulphurization (heterogeneous, catalyzed hydrorreating of organic sulphur compounds) can desulphurize quite adequately down to today’s S-level. The process, however, is limited for the production of ultra-low sulphur fuels, and the expenses (pressure, reactor size, investment costs, energy consumption, specific active catalysts) are high to meet future requirements. alternative processes, which are not limited to hydrotreating, are therefore desirable. Beside an overview about hydrotreating, this paper presents two quite different alternatives: Extraction of sulphur compounds by ionic liquids and the synthetic production of S-free fuels from natural gas by Fischer-Tropsch-synthesis. Ionic liquids (ILs) are low melting (<100°C) salts which represent a new class of non-molecular, ionic solvents. In the experiments presented, extraction of model diesel oils (dibenzothiophene and dodecanthiol in n-dodecane) as well as of a real predesulphurized diesel oil (with about 400 ppm S) were investigated. The results show the excellent and selective extraction properties of ILs for organic sulphur compounds, especially with regard to those compounds which are very difficult to remove by common hydrodesulphurization. As expected, the desulphurization by extraction is much more complicated in case of real diesel oil (compared to a model oil) due to its complex chemical composition including many different sulphur compounds and other impurities like organic nitrogen and metal-compounds. Nevertheless, the results with pre-desulphurized diesel oil are also very promising. So, extraction of sulphur components by ILs is a new approach for deep desulphurization of diesel oil. The application of very mild process conditions (low pressure and temperature) in comparison to traditional hydrotreating is an additional advantage of this new concept. An alternative to today’s fuels based on crude oil is the production of gasoline and diesel oil from natural gas (or other fossil fuels like coal) by Fischer-Tropsch-synthesis (FTS). The products like diesel oil are completely free of sulphur and other impurities like nitrogen and metal compounds. Although several FTS-processes have been investigated and developed, and some processes are already running on a technical scale, a real breakthrough was not obtained up to now. The production costs of these capital-intensive processes are probably above the breakeven point, at least at today’s oil price. In this paper, a ‘lowcost’ process is discussed, which is based on nitrogen-rich syngas. In contrast to classical FTS-processes with nitrogen-free syngas, the investment costs are probably lower: The syngas is produced by partial oxidation with ait, which eliminates the need of an air separation plant, while a process with nitrogen-rich syngas does not utilize a recycle loop and a recycle compressor. 相似文献
Energy is a vital and growing need for human activities such as transport, agriculture and industry. The transport and agriculture
sectors are major consumers of fossil fuel. However, availability of fossil fuels is limited. The use of fossil fuels is of
increasing environmental concerns because it produces toxic airborne particulates and greenhouse gases such as CO2. The increasing industrialization and motorization of the world led to a steep rise for the demand of petroleum-based fuels.
Hence, it is necessary to seek alternative fuels, which can be produced from resources available locally within the country
such as alcohol, biodiesel and vegetable oils. Biodiesel is defined as the mono alkyl esters of vegetable oils or animal fats.
Biodiesel is the best candidate for diesel fuels in the diesel engines. The advantage of biodiesel over gasoline and petroleum/diesel
is its eco-friendly nature. This article reviews the production, characterization and current status of biofuels mainly biodiesel
along with the environmental impacts of particulate matter, greenhouse gas emissions originated from biodiesel. 相似文献
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.
We estimate a model of vehicle choice and kilometers driven to analyze the long-run impacts of fuel conservation policies in the Indian car market. We simulate the effects of petrol and diesel fuel taxes and a diesel car tax, taking into account their interactions with the pre-existing petrol fuel tax and car sales taxes. At levels sufficient to reduce total fuel consumption by 7%, the increased diesel and petrol fuel taxes both yield deadweight losses (net of externalities) of about 4 (2010) Rs./L. However, at levels sufficient to reduce total fuel consumption by 2%, the increased petrol fuel tax results in a deadweight loss per liter of fuel conserved that is greater than that caused by the diesel fuel tax. This reflects both the high pre-existing tax on petrol fuel and the high own-price elasticities of fuel demand in India. A tax on diesel cars that results in the same diesel market share as the large diesel fuel tax actually has a negative deadweight loss per liter of fuel conserved. The welfare effects of all three policy instruments are positive, once the external benefits of reducing fuel consumption are added to the excess burden of taxation. 相似文献
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. 相似文献
