Speciated hydrocarbon and carbon monoxide emissions from an internal combustion engine operating on methyl tertiary butyl ether-containing fuels

In the present work, engine and tailpipe (after a three-way catalytic converter) emissions from an internal combustion engine operating on two oxygenated blend fuels [containing 2 and 11% weight/weight (w/w) methyl tertiary butyl ether (MTBE)] and on a nonoxygenated base fuel were characterized. The engine (OPEL 1.6 L) was operated under various conditions, in the range of 0-20 HP. Total unburned hydrocarbons, carbon monoxide, methane, hexane, ethylene, acetaldehyde, acetone, 2-propanol, benzene, toluene, 1,3-butadiene, acetic acid, and MTBE were measured at each engine operating condition. As concerns the total HC emissions, the use of MTBE was beneficial from 1.90 to 3.81 HP, which were by far the most polluting conditions. Moreover, CO emissions in tailpipe exhaust were decreased in the whole operation range with increasing MTBE in the fuel. The greatest advantage of MTBE addition to gasoline was the decrease in ethylene, acetaldehyde, benzene, toluene, and acetic acid emissions in engine exhaust, especially when MTBE content in the fuel was increased to 11% w/w. In tailpipe exhaust, the catalyst operation diminished the observed differences. Ethylene, methane, and acetaldehyde were the main compounds present in exhaust gases. Ethylene was easily oxidized over the catalyst, while acetaldehyde and methane were quite resistant to oxidation.     

Regulated and unregulated emissions from an internal combustion engine operating on ethanol-containing fuels

In the present work, the effect of ethanol addition to gasoline on regulated and unregulated emissions is studied. A 4-cylinder OPEL 1.6 L internal combustion engine equipped with a hydraulic brake dynamometer was used in all the experiments. For exhaust emissions treatment a typical three-way catalyst was used. Among the various compounds detected in exhaust emissions, the following ones were monitored at engine and catalyst outlet: methane, hexane, ethylene, acetaldehyde, acetone, benzene, 1,3-butadiene, toluene, acetic acid and ethanol. Addition of ethanol in the fuel up to 10% w/w had as a result an increase in the Reid vapour pressure of the fuel, which indicates indirectly increased evaporative emissions, while carbon monoxide tailpipe emissions were decreased. For ethanol-containing fuels, acetaldehyde emissions were appreciably increased (up to 100%), especially for fuel containing 3% w/w ethanol. In contrast, aromatics emissions were decreased by ethanol addition to gasoline. Methane and ethanol were the most resistant compounds to oxidation while ethylene was the most degradable compound over the catalyst. Ethylene, methane and acetaldehyde were the main compounds present at engine exhaust while methane, acetaldehyde and ethanol were the main compounds in tailpipe emissions for ethanol fuels after the catalyst operation.     

Regulated and speciated hydrocarbon emissions from a catalyst equipped internal combustion engine

In the present work, the effect of engine operating conditions on its exhaust emissions and on catalytic converter operation is studied. A 4-cylinder OPEL 1.6 l internal combustion engine equipped with a hydraulic brake dynamometer was used in all the experiments. For exhaust emissions treatment a typical three-way catalyst was used. The highest hydrocarbon and carbon monoxide engine-out emissions were observed at engine power 2–4 HP. These emissions were decreased as the engine power was increased up to 20 HP. Among the various compounds detected in exhaust emissions, the following ones were monitored at engine and catalyst outlet: methane, hexane, ethylene, acetaldehyde, acetone, benzene, toluene and acetic acid. The concentration of each compound in the catalytic converter effluent was in the range 45–132, 5–12, 10–125, 15–22, 3–7, 3–12, 2–9, 0–6 ppm, respectively. After the required temperature for catalyst operation had been achieved, carbon monoxide tailpipe emissions were dramatically decreased and the observed hydrocarbon conversions were also high. Methane was the most resistant compound to oxidation while ethylene was the most degradable compound over the catalyst. The order from the easiest to the most resistant to oxidation compound was: Alkene>Aromatic>Aldehyde>Ketone>Alkane.     

Speciated Hydrocarbon Emissions from the Combustion of Single Component Fuels. I. Effect of Fuel Structure

Speciated hydrocarbon emissions data have been collected for six single-component fuels run in a laboratory pulse flame combustor (PFC). The six fuels include n-heptane, isooctane (2, 2, 4-trimethylpentane), cyclohexane, 1-hexene, toluene, and methyl-t-butyl ether (MTBE: an oxygenated fuel extender). Combustion of non-aromatic fuels in the PFC (at a fuel/air equivalence ratio of Φ = 1.02) produced low levels of unburned fuel and high yields of methane and olefins (> 75 percent combined) irrespective of the molecular structure of the fuel. In contrast, hydrocarbon emissions from toluene combustion in the PFC were comprised predominantly of unburned fuel (72 percent). With the PFC, low levels of 1, 3-butadiene (0.3-1.8 percent) were observed from all the fuels except MTBE, for which no measurable level (<0.2 percent) was detected; low levels of benzene were observed from isooctane, heptane, and 1-hexene, but significant levels (9 percent) from cyclohexane and toluene. No measurable amount of benzene (< 0.2 percent) was observed in the MTBE exhaust.

For isooctane and toluene the speciated hydrocarbon emissions from a spark-ignited (SI) single-cylinder engine were also determined. HC emissions from the SI engine contained the same species as observed from the PFC, although the relative composition was different. For the non-aromatic fuel isooctane, unburned fuel represented a larger fraction (50 percent) of the HC emissions when run in the engine. HC emissions from toluene combustion in the engine were similar to those from the PFC.     

Influence of Oxygenated Fuels on the Emissions from Three Pre-1985 Light-Duty Passenger Vehicles

Tailpipe and evaporative emissions from three pre-1985 passenger motor vehicles operating on an oxygenated blend fuel and on a nonoxygenated base fuel were characterized. Emission data were collected for vehicles operating over the Federal Test Procedure at 40,75, and 90°F to simulate ambient driving conditions. The two fuels tested were a commercial summer grade regular gasoline (the nonoxygenated base fuel) and an oxygenated fuel containing 9.5 percent methyl tert-butyl ether (MTBE), more olefins, and fewer aromatics than the base fuel. The emissions measured were total hydrocarbons (THCs), speciated hydrocarbons, speciated aldehydes, carbon monoxide (CO), oxides of nitrogen (NO_x), benzene, and 1,3-butadiene.

This study showed no pattern of tailpipe regulated emission reduction when oxygenated fuel was used. Tailpipe emissions from the 1984 Buick Century without a catalyst and the 1977 Mustang with catalyst decreased with the MTBE fuel. However, emissions from the 1984 Buick Century and the 1980 Chevrolet Citation, both fitted with catalysts increased. The vehicles emitted more 1,3- butadiene and, in general, more NO_x when operated with the base fuel.

THC, CO, benzene, and 1,3-butadiene emissions from both fuels and all vehicles, in general, decreased with increasing test temperature, whereas NO_x emissions, in general, increased with increasing test temperature. Formaldehyde, acetaldehyde, and total aldehydes also showed a decrease in emissions as test temperature increased. More formaldehyde was emitted when the MTBE fuel was used.

Evaporative, diurnal, and hot soak emissions from the base fuel were greater than those from the MTBE fuel. The evaporated emissions from both fuels increased with increasing test temperatures. Diurnal data indicate that canister conditioning (bringing the evaporative charcoal canister to equilibrium) is required before testing.     

Speciated Hydrocarbon Emissions from the Combustion of Single Component Fuels. II. Catalyst Effects

Six single-component fuels (isooctane, n-heptane, 1-hexene, cyclohexane, methyl-t-butyl ether (MTBE), and toluene) and a multicomponent tracer fuel were burned in a pulse flame combustor (PFC) and reacted over a three-way automotive catalyst. The composition of the raw, uncatalyzed PFC exhaust was characterized in Part I of this study. In Part II, we focus on the conversions of the individual exhaust HC species over the catalyst. In accord with previous studies, the order of reactivity observed for the various classes of HC species was: methane (least reactive) < saturated HC < aromatics < unsaturated HC (most reactive). These differences in catalytic reactivity led to increases in the relative concentrations of methane and some saturated hydrocarbons in the post catalyst exhaust, and corresponding decreases in the relative concentrations of aromatic and unsaturated hydrocarbons. Oxygenated organic compounds showed wide variability in catalytic reactivity depending on the specific compounds involved. Catalytic conversion of the air toxic, 1,3-butadiene, was essentially complete to within detection limits. Benzene and toluene appeared to have similar intrinsic catalytic reactivities. However, net conversion of benzene in most instances was significantly less than that of toluene owing to demethylation of toluene (to form benzene) occurring in parallel with benzene oxidation. Rich combustion of both isooctane and tracer fuel led to the production of methane by the catalyst, primarily from reactions of acetylene and small olefins.     

Effects of Air-Fuel Ratio on Composition of Hydrocarbon Exhaust from Toluene,Toluene-n Heptane Mixture and Isooctane

This study describes the variations in the chemical composition of the exhaust at various air-fuel ratios when toluene, toluene-n-heptane mixture, and isooctane are used as fuels in a Labeco single cylinder engine. The exhaust products from toluene are divided into three groups: those which decrease as the equivalence ratio is increased: toluene, benzene, methane, and dimethylacetylene; those which increase with increasing equivalence ratio: benzaldehyde, and products which exhibit a maximum at an equivalence ratio of 1, then decrease: acetylene, ethyl acetylene, ethyl benzene, and styrene. Combustion of the mixture of 25 volume percent n-heptane in toluene reveals interesting information, compared to emissions from pure toluene: concentrations of ethyl benzene, styrene, and dimethylacetylene surprisingly are increased by factors of 1.9, 1.9, and 2.1 respectively, probably because reactive radicals derived from heptane interact with toluene to form unsaturated molecules. Ethyl acetylene, benzene, and benzaldehyde remained unchanged but the fractional mole concentration of unreacted toluene decreased. These results show that fuels rich in aromatics may produce less unsaturates than when diluted with aliphatic fuels. For isooctane fuel, methane, and isooctane in the exhaust decrease as the equivalence ratio is increased, while isobutylene, propylene, ethylene, and propadiene concentrations exhibit maxima at an equivalence ratio of 1.     

Emission of specific pollutants from a compression ignition engine. Influence of fuel hydrotreatment and fuel/air equivalence ratio

A compression ignition engine is used for the study of the fuel (one reference and one hydrotreated) and the fuel/air equivalence ratio influence on the exhaust emissions of specific pollutants. Under the experimental conditions used, seven hydrocarbons, nine aldehydes and three organic acids are detected in the exhaust gas. No alcohols are detected under these conditions, indicating that these compounds are emitted only if they (or probably other oxygenated compounds) are introduced in the fuel. Fuel hydrotreatment decreases most of the exhaust pollutants, the four toxics and also the quantity of the ozone that could be formed from the exhaust gas. It also changes the composition of exhaust gas: it increases the proportion of methane, benzene, formaldehyde, acetaldehyde, acroleine, and propionic acid, while it decreases the proportion of all other pollutants detected. Fuel/air equivalence ratio also decreases most of the exhaust emissions, the emission of the total toxics and the quantity of the ozone that could be formed. It also changes the proportion of each pollutant in exhaust gas: the percentages of methane, benzene, acetone and acetic acid increase, while those of the other pollutants detected decrease. The majority of the specific pollutants detected corresponds to organic acids, followed by hydrocarbons and aldehydes.     

Seasonal impact of blending oxygenated organics with gasoline on motor vehicle tailpipe and evaporative emissions.

Emissions from a 1988 GM Corsica with adaptive learning closed loop control were measured with 4 fuels at 40, 75, and 90 degrees F. Evaporative and exhaust emissions were examined from each fuel at each test temperature. Test fuels were unleaded summer grade gasoline; a blend of this gasoline containing 8.1 percent ethanol; a refiner's blend stock; and the blend stock containing 16.2 percent methyl tertiary butyl ether. The ethanol and MTBE blends contained 3.0 percent oxygen by weight. Regulated emissions (total hydrocarbons, carbon monoxide, and oxides of nitrogen), detailed aldehydes, detailed hydrocarbons, ethanol, MTBE, benzene, and 1,3-butadiene were determined. The highest levels of regulated emissions were produced at the lower temperature. Blended fuels produced almost twice the evaporative hydrocarbon emissions at high temperatures as did the base fuels. Benzene emissions varied with fuels and operating temperatures, while 1,3-butadiene emissions decreased slightly with increasing temperatures. Formaldehyde emissions were not sensitive to fuel or temperature changes. Ethanol fuel blend total aldehyde emissions increased by 40 percent due to increased acetaldehyde emissions. Fuel blends had approximately a 3 percent economy decrease. The MTBE fuel blend appeared to offer the most reduction in total hydrocarbon, carbon monoxide, and oxides of nitrogen for the fuels and temperatures tested.     

Fast and quantitative measurement of benzene,toluene and C2-benzenes in automotive exhaust during transient engine operation with and without catalytic exhaust gas treatment

Time-Resolved Chemical Ionization Mass Spectrometry (CIMS) has been used to investigate the emission profiles of benzene, toluene and the C₂-benzenes (xylenes and ethyl benzene) in automotive exhaust during transient engine operation. On-line emission measurements with a frequency of 1–5 Hz clearly identified the critical driving conditions that are mainly responsible for the overall aromatic hydrocarbon emissions. The passenger car, equipped with a catalytic converter showed significant BTXE-emissions only in the first part of the New European Driving Cycle (NEDC) due to sub-optimal catalyst temperature. On the same car without a catalytic converter, emissions of aromatic hydrocarbons were detected over the entire test run and the benzene–toluene mixing ratios of the exhaust gas were rather constant. With catalytic exhaust gas treatment the observed benzene–toluene mixing ratios varied to a greater extent reflecting predominantly different catalytic converter conditions. The average molar ratio of benzene over toluene rose from 0.33 to 0.53 upon exhaust gas treatment. With catalytic converter the emissions during extra urban (EUDC) driving repeatedly showed benzene–toluene mixing ratios >1 and an average molar benzene/toluene ratio of 0.74 was detected during the EUDC part of the driving cycle. Whereas the total hydrocarbon (T.HC) emissions were decreased by 83% upon exhaust gas treatment the overall reduction of the benzene emissions was only 70%.     

Regulated and unregulated emissions from a diesel engine fueled with biodiesel and biodiesel blended with methanol

Experiments were carried out on a diesel engine operating on Euro V diesel fuel, pure biodiesel and biodiesel blended with methanol. The blended fuels contain 5%, 10% and 15% by volume of methanol. Experiments were conducted under five engine loads at a steady speed of 1800 rev min⁻¹ to assess the performance and the emissions of the engine associated with the application of the different fuels. The results indicate an increase of brake specific fuel consumption and brake thermal efficiency when the diesel engine was operated with biodiesel and the blended fuels, compared with the diesel fuel. The blended fuels could lead to higher CO and HC emissions than biodiesel, higher CO emission but lower HC emission than the diesel fuel. There are simultaneous reductions of NO_x and PM to a level below those of the diesel fuel. Regarding the unregulated emissions, compared with the diesel fuel, the blended fuels generate higher formaldehyde, acetaldehyde and unburned methanol emissions, lower 1,3-butadiene and benzene emissions, while the toluene and xylene emissions not significantly different.     

U. S. EPA Views as “Unwarranted” Federal Regulatory Involvement in Odor Control

ABSTRACT

Although there have been several studies examining emissions of criteria pollutants from in-use alternative fuel vehicles (AFVs), little is known about emissions of hazardous air pollutants (HAPs) from these vehicles. This paper explores HAP tailpipe emissions from a variety of AFVs operating in the federal government fleet and compares these emissions to emissions from identical vehicles operating on reformulated gasoline. Emissions estimates are presented for a variety of fuel/model combinations and on four HAPs (acetaldehyde, 1,3-butadi-ene, benzene, and formaldehyde). The results indicate that all AFVs tested offer reduced emissions of HAPs, with the following exceptions: ethanol fueled vehicles emit more acetaldehyde than RFG vehicles, and ethanol- and methanol-fueled vehicles emit more formaldehyde than RFG vehicles. The results from this paper can lead to more accurate emissions factors for HAPs, thus improving HAP inventory and associated risk estimates for both AFVs and conventional vehicles.     

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

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.

Implications: 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 increase both carbonyl and nitrous oxide emissions.     

Effect of Methanol on Exhaust Composition of a Fuel Containing Toluene,n-Heptane,and Isooctane

This study describes the variations in the chemical composition of the exhaust from a single cylinder engine when up to 25% methanol is added to a fuel blend of toluene, isooctane, and n-heptane. Under fuel-rich conditions, and with increasing methanol concentration, it is observed that unburned fuel and benzene emissions increase, exhaust acetylene remains constant, and propylene, isobutylene, methane, ethylbenzene, and styrene concentrations decrease. As oxygen becomes more available, the effects of methanol are reduced, and at an equivalence ratio of 1.25—excess oxygen now is present—methanol no longer affects the concentration of exhaust hydrocarbons. These observations are explained by the reactions of formaldehyde—an incomplete combustion product of methanol— with alkyl radicals derived from the fuel. The photochemical reactivity of the exhaust is unchanged when up to 15% of methanol is present in the fuel at an equivalence ratio of 0.85, but increases at higher methanol contents because of the increase in unburned toluene in the exhaust.     

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

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 NO₂ 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 NO₂ 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.     

Seasonal Impact of Blending Oxygenated Organics with Gasoline on Motor Vehicle Tailpipe and Evaporative Emissions

Emissions from a 1988 GM Corsica with adaptive learning closed loop control were measured with 4 fuels at 40, 75, and 90° F. Evaporative and exhaust emissions were examined from each fuel at each test temperature. Test fuels were unleaded summer grade gasoline; a blend of this gasoline containing 8.1 percent ethanol; a refiner’s blend stock; and the blend stock containing 16.2 percent methyl tertiary butyl ether. The ethanol and MTBE blends contained 3.0 percent oxygen by weight. Regulated emissions (total hydrocarbons, carbon monoxide, and oxides of nitrogen), detailed aldehydes, detailed hydrocarbons, ethanol, MTBE, benzene, and 1, 3-butadiene were determined.

The highest levels of regulated emissions were produced at the lower temperature. Blended fuels produced almost twice the evaporative hydrocarbon emissions at high temperatures as did the base fuels. Benzene emissions varied with fuels and operating temperatures, while 1, 3-butadiene emissions decreased slightly with increasing temperatures. Formaldehyde emissions were not sensitive to fuel or temperature changes. Ethanol fuel blend total aldehyde emissions Increased by 40 percent due to increased acetaldehyde emissions.

Fuel blends had approximately a 3 percent economy decrease. The MTBE fuel blend appeared to offer the most reduction in total hydrocarbon, carbon monoxide, and oxides of nitrogen for the fuels and temperatures tested.     

The hydrocarbon composition of exhaust emitted from gasoline fuelled vehicles

The non-methane hydrocarbon (NMHC) compositions of the exhausts from 67 vehicles in ‘on the road’ condition and driven through an urban driving cycle on a chassis dynamometer, have been determined. The major components were ethylene (11.2% w/w of NMHC), toluene (10.2%), acetylene (8.7%), m,p-Xylenes(6.5%), benzene (5.0%), propylene (5.0%) and i-pentane(4.8%). These compounds have also been reported as significant components in the exhausts from two similar populations of American vehicles.The NMHC compositions were found to be insensitive to the mass emission rates of hydrocarbons from the vehicles, except for the combustion-derived olefins, ethylene and propylene, which were affected by engine modifications introduced to satisfy emission control requirements. A close relationship was found between petrol composition and exhaust composition but this did not correspond simply to emissions of unburnt petrol. The aromatics are enriched relative to the alkanes in exhaust when compared with their proportions in the petrol.     

Quantification of personal exposure concentrations to gasoline vehicle emissions in high-end exposure microenvironments: Effects of fuel and season

Mobile-source air toxic (MSAT) levels increase in confining microenvironments (MEs) with numerous emission sources of vehicle exhaust or evaporative emissions or during high-load and cold-start conditions. Reformulated fuels are expected to reduce MSAT and ozone precursor emissions. This study, required under the Clean Air Act Section 211b, evaluated high-end exposures in cities using reformulated (methyl tertiary-butyl ether [MTBE] or ethanol [EtOH]) fuels and conventional gasoline blends. The study investigates 13 high-end MEs, sampling under enhanced exposure conditions expected to result in maximal fuel and exhaust component exposures to carbon monoxide (CO), carbon dioxide (CO₂), BTEX (benzene, toluene, ethylbenzene, xylenes), MTBE, 1,3-butadiene (1,3-BD), EtOH, formaldehyde (HCHO), and acetaldehyde (CH₃CHO). The authors found that day-to-day ME variations in high-end benzene, 1,3-BD, HCHO, and CO concentrations are substantial, but independent of gasoline composition and season, and related to the activity and emission rates of ME sources, which differ from day to day.

Implications: Mobile-source air toxic (MSAT) levels increase in confining microenvironments (MEs) in the presence of vehicular exhaust or evaporative emissions. This study, required under the Clean Air Act Section 211b, evaluated high-end exposures in cities using oxygenated (methyl tertiary-butyl ether or ethanol) and conventional gasoline blends. Personal exposure concentrations were quantified in selected MEs representing the upper end of the frequency distribution of potential population exposures. This work presents the first systematic look at high-end/maximal exposures to multiple contaminants, in multiple microenvironments, in multiple cities, over two seasons, for multiple fuels, making it a very complete evaluation of reformulated fuel impacts on MSAT concentrations in confined microenvironments. The study found that day-to-day ME variations of high-end pollutant concentrations are substantial, but independent of gasoline composition and season, and related to the variable daily activity and emission rates of ME sources. The data collected in this study may be used in bounding exposure modeling estimates that account for time spent in similar confining MEs.     

Experimental investigation of regulated and unregulated emissions from a diesel engine fueled with Euro V diesel fuel and fumigation methanol

Experiments were conducted on a four-cylinder direct-injection diesel engine with part of the engine load taken up by fumigation methanol injected into the air intake of each cylinder to investigate the regulated and unregulated gaseous emissions and particulate emission of the engine under five engine loads at an engine speed of 1920 rev min^?1. The fumigation methanol was injected to top up 10%, 20% and 30% of the engine load under different engine operating conditions.The experimental results show that at low engine loads, the brake thermal efficiency (BTE) decreases with increase in fumigation methanol; but at high engine loads, the BTE is not significantly affected by fumigation methanol. The fumigation methanol results in significant increase in hydrocarbon (HC), carbon monoxide (CO) and nitrogen dioxide (NO₂) emissions, but decrease in nitrogen oxides (NO_x). For the unregulated gaseous emissions, unburned methanol, formaldehyde and BTX (benzene, toluene and xylene) emissions increase but ethyne, ethene and 1,3-butadiene emissions decrease. Particulate mass and number concentrations also decrease with increase in fumigation methanol. A diesel oxidation catalyst (DOC) is found to reduce significantly most of the pollutants, including the air toxics, when the exhaust gas temperature is sufficiently high.     

Composition of Automobile Evaporative and Tailpipe Hydrocarbon Emissions

Mathematical modeling of ambient air photochemistry requires comprehensive mobile source hydrocarbon emission speciation. Passenger car tailpipe and evaporative hydrocarbon emissions have been examined using procedures described in the Federal Register for emissions certification. Hydrocarbon emission rates and compositions were determined for four passenger cars: a 1963 Chevrolet, a 1977 Ford Mustang II, a 1978 Mercury Monarch, and a 1979 Ford LTD-II. These vehicles are representative of a wide range of exhaust and evaporative emissions control configurations. Both emission rates and compositions were dependent on the emissions control devices used with the vehicles, and the fuel composition and vapor pressure. In agreement with the literature, tailpipe catalyst control systems removed unsaturated olefinic, aromatic, and acetylenic hydrocarbons to a greater extent than saturated paraffinic hydrocarbons. The impact of evaporative control devices on composition was not well defined, however the limited data suggested a sensitivity to fuel aromatic content. The emission rate of benzene, emphasized because of its potential carcinogenicity, was sensitive to both fuel benzene and total aromatic content.