A study on emission performance of a diesel engine fueled with five typical methyl ester biodiesels

As an alternative and renewable fuel, biodiesel can effectively reduce diesel engine emissions, especially particulate matter and dry soot. However, the biodiesel effects on emissions may vary as the source fuel changes. In this paper, the performance of five methyl esters with different sources was studied: cottonseed methyl ester (CME), soybean methyl ester (SME), rapeseed methyl ester (RME), palm oil methyl ester (PME) and waste cooking oil methyl ester (WME). Total particulate matter (PM), dry soot (DS), non-soot fraction (NSF), nitrogen oxide (NO_x), unburned hydrocarbon (HC), and carbon monoxide (CO) were investigated on a Cummins ISBe6 Euro III diesel engine and compared with a baseline diesel fuel. Results show that using different methyl esters results in large PM reductions ranging from 53% to 69%, which include the DS reduction ranging from 79% to 83%. Both oxygen content and viscosity could influence the DS emission. Higher oxygen content leads to less DS at high load while lower viscosity results in less DS at low load. NSF decreases consistently as cetane number increases except for PME. The cetane number could be responsible for the large NSF difference between different methyl esters.     

An experimental study of the influence of biofuel origin on particle-associated PAH emissions

The chemical speciation of the 16 polycyclic aromatic hydrocarbons associated to the particulate matter of conventional diesel fuel, rapeseed methyl esters, waste cooking oil methyl esters, waste cooking oil ethyl esters and their conventional fuel blends has been carried out. The speciation of these individual compounds was made by a combination of thermal extraction, solid phase micro-extraction and GC/MS analysis. This PAH speciation method was applied to a real samples obtained from a diesel engine under two different operating modes, urban and extraurban modes. The purpose of this work was to study the relationship between the amount, type and carcinogenic potency of polycyclic aromatic hydrocarbons in engine emissions and the multi-component biodiesel fuel composition.     

Effect of start of main injection timing on performance,emission, and combustion characteristics of a VGT CI engine fueled with neem biodiesel

The performance of engine parameters is more influenced with fuel injection strategies namely start of main injection timing (SoMI). An experimental analysis was performed to find the optimum SoMI timing based on performance, emission, and combustion characteristics. Base fuel of diesel and neem biodiesel was used as test fuels. The neem biodiesel was prepared by esterification and transesterification process. It is found from literature that neem biodiesel blend NB20 with diesel gives optimum performance and emission characteristics; therefore, NB20 blend was used for experiments. A variable geometry turbocharger (VGT) compression ignition (CI) engine was used to conduct the experiments. Engine performance parameters were estimated and compared with a base fuel of diesel and with NB20 blends. In this experimentation, fuel injection pressure (FIP) of 800 bar and engine speed of 1700 rpm were considered. SoMI timing was varied from 2° to 10° bTDC with an increment of 2° bTDC timing. Cylinder pressure (CP) and heat release rate (HRR) were estimated and found that are higher for diesel fuel compared to NB20 blend at different SoMI timings. The addition of neem biodiesel NB20 blend to diesel fuel decreases the exhaust emissions except NOx emissions. The BSFC was considerably reduced and BTE was improved almost equivalent to the diesel fuel for NB20. From the results, it is concluded that 10° bTDC SoMI timing provides 13% improvement in BTE, 21% decrement in BSFC, and 7.5% reduction in CO₂ emissions.

     

Experimental investigation of performance and emissions of a VCR diesel engine fuelled with <Emphasis Type="Italic">n</Emphasis>-butanol diesel blends under varying engine parameters

The continuous rise in the cost of fossil fuels as well as in environmental pollution has attracted research in the area of clean alternative fuels for improving the performance and emissions of internal combustion (IC) engines. In the present work, n-butanol is treated as a bio-fuel and investigations have been made to evaluate the feasibility of replacing diesel with a suitable n-butanol-diesel blend. In the current research, an experimental investigation was carried out on a variable compression ratio CI engine with n-butanol-diesel blends (10–25% by volume) to determine the optimum blending ratio and optimum operating parameters of the engine for reduced emissions. The best results of performance and emissions were observed for 20% n-butanol-diesel blend (B20) at a higher compression ratio as compared to diesel while keeping the other parameters unchanged. The observed deterioration in engine performance was within tolerable limits. The reductions in smoke, nitrogen oxides (NO _x ), and carbon monoxide (CO) were observed up to 56.52, 17.19, and 30.43%, respectively, for B20 in comparison to diesel at rated power. However, carbon dioxide (CO₂) and hydrocarbons (HC) were found to be higher by 17.58 and 15.78%, respectively, for B20. It is concluded that n-butanol-diesel blend would be a potential fuel to control emissions from diesel engines.

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Graphical abstract ?

     

Particulate Emissions from a Stationary Engine Fueled with Ultra-Low-Sulfur Diesel and Waste-Cooking-Oil-Derived Biodiesel

ABSTRACT

Stationary diesel engines, especially diesel generators, are increasingly being used in both developing countries and developed countries because of increased power demand. Emissions from such engines can have adverse effects on the environment and public health. In this study, particulate emissions from a domestic stationary diesel generator running on ultra-low-sulfur diesel (ULSD) and biodiesel derived from waste cooking oil were characterized for different load conditions. Results indicated a reduction in particulate matter (PM) mass and number emissions while switching diesel to biodiesel. With increase in engine load, it was observed that particle mass increased, although total particle counts decreased for all the fuels. The reduction in total number concentration at higher loads was, however, dependent on percentage of biodiesel in the diesel-biodiesel blend. For pure biodiesel (B100), the reduction in PM emissions for full load compared to idle mode was around 9%, whereas for ULSD the reduction was 26%. A large fraction of ultrafine particles (UFPs) was found in the emissions from biodiesel compared to ULSD. Nearly 90% of total particle concentration in biodiesel emissions comprised ultrafine particles. Particle peak diameter shifted from a smaller to a lower diameter with increase in biodiesel percentage in the fuel mixture.

IMPLICATIONS There has been an increased usage of stationary diesel engines, especially backup power generators to meet the growing energy demand. Biodiesel derived from waste cooking oil has received increasing attention as an alternative fuel. However, data are only sparsely available in the literature on particulate emissions from stationary engines, fueled with blends of diesel and biodiesel. This study provides insights into the influence of waste-cooking-oil-derived biodiesel on engine performance and the particulate emissions from a stationary engine. The results of the study form a scientific basis to evaluate the impact of biodiesel emissions on the environment and human health.     

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.     

Emission profile of 18 carbonyl compounds,CO, CO2, and NOx emitted by a diesel engine fuelled with diesel and ternary blends containing diesel,ethanol and biodiesel or vegetable oils

The impact of vehicular emissions on air depends, among other factors, on the composition of fuel and the technology used to build the engines. The reduction of vehicular emissions requires changes in the fuel composition, and improving the technologies used in the manufacturing of engines and for the after-treatment of gases. In general, improvements to diesel engines have targeted not only emission reductions, but also reductions in fuel consumption. However, changes in the fuel composition have been shown to be a more rapid and effective alternative to reduce pollution. Some factors should been taken into consideration when searching for an alternative fuel to be used in diesel engines, such as emissions, fuel stability, availability and its distribution, as well as its effects on the engine durability. In this work, 45 fuel blends were prepared and their stability was evaluated. The following mixtures (v/v/v) were stable for the 90-day period and were used in the emission study: diesel/ethanol – 90/10%, diesel/ethanol/soybean biodiesel – 80/15/5%, diesel/ethanol/castor biodiesel – 80/15/5%, diesel/ethanol/residual biodiesel – 80/15/5%, diesel/ethanol/soybean oil – 90/7/3%, and diesel/ethanol/castor oil – 90/7/3%. The diesel/ethanol fuel showed higher reduction of NO_x emission at a lower load (2 kW) when compared with pure diesel. The other fuels showed a decrease of NO_x emissions in the ranges of 6.9–75% and 4–85% at 1800 rpm and 2000 rpm, respectively. The combustion efficiencies of the diesel can be enhanced by the addition of the oxygenate fuels, like ethanol and biodiesel/vegetable oil, resulting in a more complete combustion in terms of NO_x emission. In the case of CO₂ the decreases were in the ranges of 5–24% and 4–6% at 1800 rpm and 2000 rpm, respectively. Meanwhile, no differences were observed in CO emission. The carbonyl compounds (CC) studied were formaldehyde, acetaldehyde, propionaldehyde, acrolein, acetone, crotonaldehyde, butyraldehyde, butanone, benzaldehyde, isovaleraldehyde, valeraldehyde, o-toluenaldehyde, m-toluenaldehyde, p-toluenaldehyde, hexaldehyde, octaldehyde, 2,5-dimethylbenzaldehyde, and decaldehyde. Among them, formaldehyde, acetaldehyde, acetone, and propionaldehyde showed the highest emission concentrations. When ternary blend contains vegetable oil, there is a strong tendency to increase the emissions of the high weight CC and decrease the emissions of the low weight CC. The highest concentration of acrolein was observed when the fuel contains diesel, ethanol and biodiesel. With the exception of NO_x, the use of ternary blended fuels resulted on the increase in the emission rates of the studied compounds.     

Speciation and quantification of vapor phases in soy biodiesel and waste cooking oil biodiesel

This study characterizes the compositions of two biodiesel vapors, soy biodiesel and waste cooking oil biodiesel, to provide a comprehensive understanding of biodiesels. Vapor phases were sampled by purging oil vapors through thermal desorption tubes which were then analyzed by the thermal desorption/GC/MS system. The results show that the compounds of biodiesel vapors can be divided into four groups. They include methyl esters (the main biodiesel components), oxygenated chemicals, alkanes and alkenes, and aromatics. The first two chemical groups are only found in biodiesel vapors, not in the diesel vapor emissions. The percentages of mean concentrations for methyl esters, oxygenated chemicals, alkanes and alkenes, and aromatics are 66.1%, 22.8%, 4.8% and 6.4%, respectively for soy biodiesel, and 35.8%, 35.9%, 27.9% and 0.3%, respectively for waste cooking oil biodiesel at a temperature of 25 ± 2 °C. These results show that biodiesels have fewer chemicals and lower concentrations in vapor phase than petroleum diesel, and the total emission rates are between one-sixteenth and one-sixth of that of diesel emission, corresponding to fuel evaporative emissions of loading losses of between 106 μg l⁻¹ and 283 μg l⁻¹. Although diesels generate more vapor phase emissions, biodiesels still generate considerable amount of vapor emissions, particularly the emissions from methyl esters and oxygenated chemicals. These two chemical groups are more reactive than alkanes and aromatics. Therefore, speciation and quantification of biodiesel vapor phases are important.     

Evapotranspiration versus oxygen intrusion: which is the main force in alleviating bioclogging of vertical-flow constructed wetlands during a resting operation?

Clogging is the most significant challenge limiting the application of constructed wetlands. Application of a forced resting period is a practical way to relieve clogging, particularly bioclogging. To reveal the alleviation mechanisms behind such a resting operation, evapotranspiration and oxygen flux were studied during a resting period in a laboratory vertical-flow constructed wetland model through physical simulation and numerical model analysis. In addition, the optimum theoretical resting duration was determined based on the time required for oxygen to completely fill the pores, i.e., formation of a sufficiently thick and completely dry layer. The results indicated that (1) evapotranspiration was not the key factor, but was a driving force in the alleviation of bioclogging; (2) the rate of oxygen diffusion into the pores was sufficient to oxidize and disperse the flocculant biofilm, which was essential to alleviate bioclogging. This study provides important insights into understanding how clogging/bioclogging can be alleviated in vertical-flow constructed wetlands.

Evapotranspiration versus oxygen intrusion in alleviating bioclogging in vertical flow constructed wetlands

     

Effects of biodiesel on emissions of regulated air pollutants and polycyclic aromatic hydrocarbons under engine durability testing

An 80,000-km durability test was performed on two engines using diesel and biodiesel (methyl ester of waste cooking oil) as fuel in order to examine emissions resulting from the use of biodiesel. The test biodiesel (B20) was blended with 80% diesel and 20% methyl ester derived from waste cooking oil. Emissions of regulated air pollutants, including CO, HC, NO_x, particulate matter (PM) and polycyclic aromatic hydrocarbons (PAHs) were measured at 20,000-km intervals. The identical-model engines were installed on a standard dynamometer equipped with a dilution tunnel used to measure the pollutants. To simulate real-world driving conditions, emission measurements were made in accordance with the United States Environmental Protection Agency (USEPA) FTP transient cycle guidelines. At 0 km of the durability test, HC, CO and PM emission levels were lower for the B20 engine than those for diesel. After running for 20,000 km and longer, they were higher. However, the deterioration coefficients for these regulated air pollutants were not statistically higher than 1.0, implying that the emission factors do not increase significantly after 80,000 km of driving. Total (gaseous+particulate phase) PAH emission levels for both B20 and diesel decreased as the driving mileage accumulated. However, for the engine using B20 fuel, particulate PAH emissions increased as engine mileage increased. The average total PAH emission factors were 1097 and 1437 μg bhp h⁻¹ for B20 and diesel, respectively. For B20, the benzo[a]pyrene equivalence emission factors were 0.77, 0.24, 0.20, 7.48, 5.43 and 14.1 μg bhp h⁻¹ for 2-, 3-, 4-, 5-, 6-ringed and total PAHs. Results show that B20 use can reduce both PAH emission and its corresponding carcinogenic potency.     

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

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.     

Techno-economic assessment of coconut biodiesel as a potential alternative fuel for compression ignition engines

Over the past years, there were dramatic improvements in identifying and assessing various feedstocks for the production of biodiesel fuels. To promote a particular feedstock as a renewable source of energy, it is important to analyze their energy, economic, and engine performance characteristics. The current work attempts to evaluate the net energy and economic indices for both fossil diesel and coconut-blended diesel (B20) considering the diesel consumption by the Indian railways. Further, we present the experimental results of a multi-cylinder diesel engine operated with neat coconut biodiesel (B100) and fossil diesel at various load and speed conditions. The engine experiments reveal that the coconut biodiesel exhibits leaner combustion and shorter ignition delay than fossil diesel. Lower amount of carbon monoxide, hydrocarbon, and smoke emission is observed in the case of coconut biodiesel, with higher levels of nitric oxide (14%) and fuel consumption than diesel. The coefficient of variation in indicated mean effective pressure is within the range of better driveability zone for both the fuels at all test conditions. Overall the engine performance, emission and combustion results with neat coconut biodiesel are favorable with a penalty in NO emission at high load conditions. The techno-economical study highlights higher production cost per liter of B20 than the cost of fossil diesel. However, the net energy ratio (NER) for B20 is 1.021, favoring higher output than diesel and thus lowers the dependency on crude oil.

     

Effect of additives on the stability of ethanol-diesel blends for IC engine application

The present research work was conducted on a compression ignition engine to assess the engine characteristics fueled with the blend of diesel and high-oxygenated additives such as ethanol. Ethanol does not easily blend with diesel. In order to attain a homogeneous mixture, a small amount of additive is added to the blend. Different additives were added to the blend to form a homogeneous mixture. Stability test was conducted on the blend to ensure prolonged homogeneity. The additives used for the test purpose were isopropanol, oleic acid, and ethylene acetate. From the stability results, it was found that oleic acid was the best additive which produces a better homogenous mixture for the blend of ethanol and diesel. One percentage of oleic acid is used as an additive to blend ethanol and diesel. The different combinations of blend ratios used for the test purpose were D90E10, D80E20, and D70E30. All the aforementioned blends have low cetane number because of ethanol, which was compensated by adding 1% DEE (diethyl ether) to all the blends. Experimental results exhibit that there is an improvement in the performance characteristics, such as brake thermal efficiency (BTE) and specific energy consumption (SEC), with the enrichment of DEE in ethanol-diesel blend. It is also noticed that the blend without DEE exhibited lower magnitude. This is mainly due to higher energy content and cetane number of DEE. Emission characteristics, like hydrocarbon (HC) and carbon monoxide (CO), were found to drastically increase with the increase in the ethanol concentration in the diesel blend. This is attributed to higher latent heat of vaporization (LHV) of ethanol present in the blend. Combustion pressure and heat release rate of the DEE-enriched ethanol blends were higher by 2.2 % and 2.4 %, respectively, when compared with their corresponding blends without DEE. This is a result of higher volatility of DEE which leads to better combustion.

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Removal of the emerging contaminant bisphenol A by an ureasil–PEO hybrid membrane: experimental study and molecular dynamic simulation

This work reports the use of a cross-linked ureasil–PEO hybrid matrix (designated PEO800) as an efficient adsorbent to retain the emerging contaminant bisphenol A (BPA) from an aqueous medium. The in-deep experimental and theoretical results provide information about the interactions between PEO800 and BPA. The in situ UV-vis spectroscopy data and the pseudo-first order, pseudo-second order, Elovich, and Morris–Webber intraparticle diffusion models allowed us to propose a three-step mechanism for the adsorption of BPA onto PEO800. The results indicate that the pseudo-first-order kinetic model effectively describes the adsorption of BPA onto PEO800. Differential scanning calorimetry (DSC) and Fourier transform infrared (FTIR) spectroscopy confirmed the interaction of PEO800 with BPA, showing an alteration in the chemical environment of the polymer ether oxygen atoms present in the hybrid matrix. The molecular dynamic simulation provides further evidence that the BPA molecules interact preferentially with PEO. The amount of desorbed BPA depended on the pH and solvent used in the assays. This work provides new opportunities for using the hydrophilic ureasil–PEO matrix which has demonstrated its abilities in being a fast and easy alternative to successfully removing organic contaminants from aqueous mediums and therefore having potential applications in water remediation.

Graphical abstract

     

Polycyclic aromatic hydrocarbon exhaust emissions from different reformulated diesel fuels and engine operating conditions

The study of light-duty diesel engine exhaust emissions is important due to their impact on atmospheric chemistry and air pollution. In this study, both the gas and the particulate phase of fuel exhaust were analyzed to investigate the effects of diesel reformulation and engine operating parameters. The research was focused on polycyclic aromatic hydrocarbon (PAH) compounds on particulate phase due to their high toxicity. These were analyzed using a gas chromatography–mass spectrometry (GC–MS) methodology.Although PAH profiles changed for diesel fuels with low-sulfur content and different percentages of aromatic hydrocarbons (5–25%), no significant differences for total PAH concentrations were detected. However, rape oil methyl ester biodiesel showed a greater number of PAH compounds, but in lower concentrations (close to 50%) than the reformulated diesel fuels. In addition, four engine operating conditions were evaluated, and the results showed that, during cold start, higher concentrations were observed for high molecular weight PAHs than during idling cycle and that the acceleration cycles provided higher concentrations than the steady-state conditions. Correlations between particulate PAHs and gas phase products were also observed.The emission of PAH compounds from the incomplete combustion of diesel fuel depended greatly on the source of the fuel and the driving patterns.     

An experimental investigation on waste fishing net as an alternate fuel source for diesel engine

In this experimental study, the feasibility of using the oil obtained from waste fishing net as a substitute for diesel fuel was investigated. Waste fishing net oil (WFNO) was obtained through pyrolysis process on a laboratory scale setup and used as a fuel in diesel engine. The properties of oil obtained from waste fishing net were examined and compared with conventional diesel fuel. Results indicated that the WFNO possesses excellent fuel properties. The calorific value of WFNO is 44,450 kJ/kg, which is higher than diesel by 1.48%. In order to study the possibility of using WFNO and its blends (WFNO 25%, WFNO 50%, WFNO 75% and WFNO 100%) with diesel as a fuel, an experimental investigation was carried out on a single-cylinder, four-stroke diesel engine. Experimental results proved that WFNO works satisfactorily on a diesel engine without any engine modifications. Brake thermal efficiency was decreased and brake-specific fuel consumption was increased while using WFNO and its blends. Moreover, there was a slight increase in engine emissions like CO, UHC, NO with WFNO and its blends.

     

Ecotoxicological assessment of oil-based paint using three-dimensional multi-species bio-testing model: pre- and post-bioremediation analysis

The present study validates the oil-based paint bioremediation potential of Bacillus subtilis NAP1 for ecotoxicological assessment using a three-dimensional multi-species bio-testing model. The model included bioassays to determine phytotoxic effect, cytotoxic effect, and antimicrobial effect of oil-based paint. Additionally, the antioxidant activity of pre- and post-bioremediation samples was also detected to confirm its detoxification. Although, the pre-bioremediation samples of oil-based paint displayed significant toxicity against all the life forms. However, post-bioremediation, the cytotoxic effect against Artemia salina revealed substantial detoxification of oil-based paint with LD₅₀ of 121 μl ml^?1 (without glucose) and >?400 μl ml^?1 (with glucose). Similarly, the reduction in toxicity against Raphanus raphanistrum seeds germination (%FG?=?98 to 100%) was also evident of successful detoxification under experimental conditions. Moreover, the toxicity against test bacterial strains and fungal strains was completely removed after bioremediation. In addition, the post-bioremediation samples showed reduced antioxidant activities (% scavenging?=?23.5?±?0.35 and 28.9?±?2.7) without and with glucose, respectively. Convincingly, the present multi-species bio-testing model in addition to antioxidant studies could be suggested as a validation tool for bioremediation experiments, especially for middle and low-income countries.

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Triclocarban: UV photolysis,wastewater disinfection,and ecotoxicity assessment using molecular biomarkers

Triclocarban (TCC) is an antibacterial agent found in pharmaceuticals and personal care products (PPCP). It is potentially bioaccumulative and an endocrine disruptor, being classified as a contaminant of emerging concern (CEC). In normal uses, approximately 96% of the used TCC can be washed down the drain going into the sewer system and eventually enter in the aquatic environment. UV photolysis can be used to photodegrade TCC and ecotoxicity assays could indicate the photodegradation efficiency, since the enormous structural diversity of photoproducts and their low concentrations do not always allow to identify and quantify them. In this work, the TCC was efficiently degraded by UVC direct photolysis and the ecotoxicity of the UV-treated mixtures was investigated. Bioassays indicates that Daphnia similis (48 h EC₅₀ = 0.044 μM) was more sensitive to TCC than Pseudokirchneriella subcapitata (72 h IC₅₀ = 1.01 μM). TCC and its photoproducts caused significant effects on Eisenia andrei biochemical responses (catalase and glutathione-S-transferase); 48 h was a critical exposure time, since GST reached the highest activity values. UVC reduced the TCC toxic effect after 120 min. Furthermore, TCC was photodegraded in domestic wastewater which was simultaneously disinfected for total coliform bacterial (TCB) (360 min) and Escherichia coli (60 min).

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Graphical abstract TCC degradation and ecotoxicological assessment

     

Effects of diesel/biodiesel blends on regulated and unregulated pollutants from a passenger vehicle operated over the European and the Athens driving cycles

This paper presents the regulated and unregulated exhaust emissions of a diesel passenger vehicle, operated with low sulphur automotive diesel and soy methyl ester blends. Emission and fuel consumption measurements were conducted under real driving conditions (Athens Driving Cycle, ADC) and compared with those of a modified New European Driving Cycle (NEDC) using a chassis dynamometer. A Euro II compliant diesel vehicle was used in this study, equipped with an indirect injection diesel engine, fuelled with diesel fuel and biodiesel blends at proportions of 5, 10, and 20% respectively. Unregulated emissions of 11 polycyclic aromatic hydrocarbons (PAHs), 5 nitro-PAHs, 13 carbonyl compounds (CBCs) and the soluble organic fraction (SOF) of the particulate matter were measured. Qualitative hydrocarbon analysis was also performed on the SOF. Regulated emissions of NO_x, CO, HC, CO₂, and PM were also measured over the two test cycles. It was established that some of the emissions measured over the (hot-start) NEDC differed from the real-world cycle. Significant differences were also observed in the vehicle's fuel consumption between the two test cycles. The addition of biodiesel reduced the regulated emissions of CO, HC and PM, while an increase in NO_x was observed over the ADC. Carbonyl emissions, PAHs and nitro-PAHs were reduced with the addition of biodiesel over both driving cycles.     

Toxic effect and mechanism of four ionic liquids on seedling taproots of Arabidopsis thaliana

Arabidopsis thaliana was selected as model organisms to investigate the toxic effect and mechanism of four kinds of imidazolium and pyridinium ionic liquids (ILs) on plant seedling taproots. After exposure to ILs, the growth of seedling taproots was significantly inhibited in a dose-dependent manner. The toxicity of ILs on seedling taproots was [Bmim][BF₄] > [Bmpy][BF₄] > [Bmim][Br] > [Bmpy][Br]. The reduction of seedling root cell vitality, aggravation of seedling root cell death, and repression of gravitropic growth responses were observed. The amounts of H₂O₂ and ROS in seedlings were enhanced with increasing concentrations of ILs. Moreover, the expression levels of cdc2a and pcna1 genes were decreased after exposure to ILs. Our results suggest that ILs can induce the overproduction of ROS in A. thaliana seedling taproots and thus cause oxidative damage to seedling taproots. Meanwhile, ILs alter the expression patterns of two cell cycle-related genes and hence cause the seedling taproot growth inhibition. This work provides an integrated understanding of the toxic effect and mechanism of ILs on A. thaliana seedlings at the molecular and physiological level and also provides theoretical basis and reference for the environmental safety evaluation of ILs, prior to their widespread use and release.

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