Journal articles on the topic 'Non-Exhaust Emission'
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Guo, Dongdong, Hongyuan Wei, Yong Guo, Chuanqi Wang, and Zenghui Yin. "Non-exhaust particulate matter emission from vehicles: A review." E3S Web of Conferences 268 (2021): 01015. http://dx.doi.org/10.1051/e3sconf/202126801015.
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According to the source, particulate matter produced during vehicle driving can be divided into exhaust emission and non-exhaust emission. Exhaust emission includes exhaust pipe emission and crankcase emission, while non-exhaust emission includes brake wear, tire wear, road wear and road dust. For a long time, it has been considered that the particulate matter pollution of motor vehicles mainly comes from exhaust emissions, and the control of particulate matter pollution in various countries is mainly concentrated in the tail gas. However, with the continuous tightening of emission standards, the emission of particulate matter has been reduced, but also makes the environmental pollution of non-exhaust particulate matter increasingly prominent. This paper summarizes the research on vehicle non-exhaust particulate matter emissions, aiming to emphasize the importance of non-exhaust particulate matter emissions and the necessity of legislation, so as to reduce their contribution to environmental particulate matter concentration.
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Lijewski, Piotr, Jerzy Merkisz, Pawel Fuc, Miloslaw Kozak, and Lukasz Rymaniak. "Air Pollution by the Exhaust Emissions from Construction Machinery under Actual Operating Conditions." Applied Mechanics and Materials 390 (August 2013): 313–19. http://dx.doi.org/10.4028/www.scientific.net/amm.390.313.
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The paper discusses the problem of exhaust emissions from non-road vehicles. In many cities there are low emission zones for vehicles. Unfortunately non-road engines are excluded from this restriction e.g. construction machinery operates on construction sites, including those located in the said zones. Therefore, the paper presents the results of the exhaust emission tests from an excavator under actual operating conditions. For the tests the authors used a portable exhaust emissions analyzer SEMTECH DS by Sensors for the measurement of gaseous exhaust emissions and SEMTECH LAM for the measurement of the emission of Particulate Matter. The analyzers provide an on-line measurement of the concentrations of the exhaust components under actual operating conditions. The tests performed under actual traffic conditions provide invaluable information regarding the emission during actual operating conditions. In the paper the authors analyzed the relations between the engine operating parameters, vehicle parameters, road conditions (traffic congestion) and the exhaust emissions. The authors, despite differences in the methodology, also presented a comparison of the obtained results with the currently applicable exhaust emission limits in order to draw attention to this issue in urban areas.
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Charron, Aurélie, Lucie Polo-Rehn, Jean-Luc Besombes, Benjamin Golly, Christine Buisson, Hervé Chanut, Nicolas Marchand, Géraldine Guillaud, and Jean-Luc Jaffrezo. "Identification and quantification of particulate tracers of exhaust and non-exhaust vehicle emissions." Atmospheric Chemistry and Physics 19, no. 7 (April 17, 2019): 5187–207. http://dx.doi.org/10.5194/acp-19-5187-2019.
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Abstract. In order to identify and quantify key species associated with non-exhaust emissions and exhaust vehicular emissions, a large comprehensive dataset of particulate species has been obtained thanks to simultaneous near-road and urban background measurements coupled with detailed traffic counts and chassis dynamometer measurements of exhaust emissions of a few in-use vehicles well-represented in the French fleet. Elemental carbon, brake-wear metals (Cu, Fe, Sb, Sn, Mn), n-alkanes (C19-C26), light-molecular-weight polycyclic aromatic hydrocarbons (PAHs; pyrene, fluoranthene, anthracene) and two hopanes (17α21βnorhopane and 17α21βhopane) are strongly associated with the road traffic. Traffic-fleet emission factors have been determined for all of them and are consistent with most recent published equivalent data. When possible, light-duty- and heavy-duty-traffic emission factors are also determined. In the absence of significant non-combustion emissions, light-duty-traffic emissions are in good agreement with emissions from chassis dynamometer measurements. Since recent measurements in Europe including those from this study are consistent, ratios involving copper (Cu∕Fe and Cu∕Sn) could be used as brake-wear emissions tracers as long as brakes with Cu remain in use. Near the Grenoble ring road, where the traffic was largely dominated by diesel vehicles in 2011 (70 %), the OC∕EC ratio estimated for traffic emissions was around 0.4. Although the use of quantitative data for source apportionment studies is not straightforward for the identified organic molecular markers, their presence seems to well-characterize fresh traffic emissions.
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MERKISZ, Jerzy. "On-road exhaust emission testing." Combustion Engines 146, no. 3 (November 1, 2011): 3–15. http://dx.doi.org/10.19206/ce-117086.
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The paper presents the reasons behind on-road vehicle exhaust emission testing. The latest legislation has been presented in the paper applicable in the EU as well as the research potential of the Institute of Combustion Engines and Transport of Poznan University of Technology. The presentation of the results of the on-road tests pertains to passenger vehicles, buses and non-road machinery (construction machinery, tractors) and aircraft. The comparison of the exhaust emissions from different means of transport under real traffic conditions constitutes an important trend included in the normative legislation related to exhaust emissions
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Hicks, William, Sean Beevers, Anja H. Tremper, Gregor Stewart, Max Priestman, Frank J. Kelly, Mathias Lanoisellé, Dave Lowry, and David C. Green. "Quantification of Non-Exhaust Particulate Matter Traffic Emissions and the Impact of COVID-19 Lockdown at London Marylebone Road." Atmosphere 12, no. 2 (January 31, 2021): 190. http://dx.doi.org/10.3390/atmos12020190.
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This research quantifies current sources of non-exhaust particulate matter traffic emissions in London using simultaneous, highly time-resolved, atmospheric particulate matter mass and chemical composition measurements. The measurement campaign ran at Marylebone Road (roadside) and Honor Oak Park (background) urban monitoring sites over a 12-month period between 1 September 2019 and 31 August 2020. The measurement data were used to determine the traffic increment (roadside–background) and covered a range of meteorological conditions, seasons, and driving styles, as well as the influence of the COVID-19 “lockdown” on non-exhaust concentrations. Non-exhaust particulate matter (PM)10 concentrations were calculated using chemical tracer scaling factors for brake wear (barium), tyre wear (zinc), and resuspension (silicon) and as average vehicle fleet non-exhaust emission factors, using a CO2 “dilution approach”. The effect of lockdown, which saw a 32% reduction in traffic volume and a 15% increase in average speed on Marylebone Road, resulted in lower PM10 and PM2.5 traffic increments and brake wear concentrations but similar tyre and resuspension concentrations, confirming that factors that determine non-exhaust emissions are complex. Brake wear was found to be the highest average non-exhaust emission source. In addition, results indicate that non-exhaust emission factors were dependent upon speed and road surface wetness conditions. Further statistical analysis incorporating a wider variability in vehicle mix, speeds, and meteorological conditions, as well as advanced source apportionment of the PM measurement data, were undertaken to enhance our understanding of these important vehicle sources.
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Vogt, M., E. D. Nilsson, L. Ahlm, E. M. Mårtensson, and C. Johansson. "The relationship between 0.25–2.5 μm aerosol and CO<sub>2</sub> emissions over a city." Atmospheric Chemistry and Physics Discussions 10, no. 9 (September 9, 2010): 21521–45. http://dx.doi.org/10.5194/acpd-10-21521-2010.
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Abstract. Unlike exhaust emissions, non-exhaust traffic emissions are completely unregulated and there are large uncertainties in the non-exhaust emission factors required to estimate the emissions of these aerosols. This study provides the first published results of direct measurements of size resolved emission factors for particles in the size range 0.25–2.5 μm using a new approach deriving aerosol emission factors from the CO2 emission fluxes. Because the aerosol and CO2 emissions have a common source and because the CO2 emission per fuel or traffic amount are much less uncertain than the aerosol emissions, this approach has obvious advantages. Therefore aerosol fluxes were measured during one year using the eddy covariance method at the top of a 118 m high communication tower over Stockholm, Sweden. Maximum CO2 and particle fluxes coincides with the wind direction with densest traffic within the footprint area. Negative fluxes (uptake of CO2 and deposition of particles) coincides with an urban forest area. The fluxes of CO2 were used to obtain emission factors for particles by assuming that the CO2 fluxes could converted to amounts of fuel burnt. The estimated emission factors for the fleet mix in the measurement area are, in number 1.4×1011 [particle veh−1 km−1]. Assuming spherical particles of density 1600 kg/m3 this corresponds to 27.5 mg veh−1 km−1. Wind speed influence the emission factor indicating that wind induced turbulence may be important.
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Bondorf, Linda, Lennart Köhler, Tobias Grein, Fabius Epple, Franz Philipps, Manfred Aigner, and Tobias Schripp. "Airborne Brake Wear Emissions from a Battery Electric Vehicle." Atmosphere 14, no. 3 (March 1, 2023): 488. http://dx.doi.org/10.3390/atmos14030488.
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Although traffic exhaust emissions in Europe have been drastically reduced, airborne particle emissions caused by brakes and tires are still increasing with the number of vehicles. The measurement of non-exhaust emissions is an emerging technological challenge. We present a custom measurement setup to investigate the brake- and tire-wear emissions of an in-use battery electric vehicle. A separate brake housing and HEPA ventilation enabled airborne brake wear emissions to be measured under realistic conditions without external influences. The emission tests on a chassis dynamometer included particle number concentrations and particle size distribution for diameters of 4 nm to 10 μm. Emission indices were determined for three driving cycles: WLTC Class 3b, WLTC Brake Part 10, and a real driving cycle. Further investigations focused on emission control through regenerative braking and brake coating. Driving with regenerative braking reduced emissions by up to 89.9%, which related to the concentration of particles in the ultrafine/fine size range. Hard-metal brake coating led to a further significant reduction in emissions of up to 78.9%. The results point the way to future RDE measurement of non-exhaust emissions and show the potential of regenerative braking and brake coating to reduce airborne brake wear emissions.
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Gis, Maciej, Jacek Pielecha, and Wojciech Gis. "Exhaust emissions of buses LNG and Diesel in RDE tests." Open Engineering 11, no. 1 (January 1, 2021): 356–64. http://dx.doi.org/10.1515/eng-2021-0038.
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Abstract The article compares the exhaust emissions in road conditions of city buses: LNG and Diesel. Both buses met the Euro VI exhaust emission norm. The current strong drive to diversify fuels in Poland and the creation of a large gas port in Świnoujście for LNG imports creates an excellent opportunity to use this fuel, also in road transport. Therefore, the attempt to identify the emission in operation, in first place possible applications, i.e. an LNG bus, comparatively with the emission of a Diesel bus. The operational research carried out concerned such a bus and has not yet been carried out in the country, hence their innovation, also methodological. The conducted research, in particular, was aimed at verifying differences in exhaust emissions of carbon dioxide and nitrogen oxides. The study was carried out on one urban bus route performing trips on consecutive days in similar environmental conditions. The performed tests were not strictly type approval tests but only used for comparative purposes. Hence, it was necessary to determine the compliance factor for the relevant exhaust gas substances, with the use of an evaluation algorithm based on measurement windows. Based on these results, the assumption regarding compliance with the emission requirements for the tested buses was verified in real traffic conditions. The exhaust emission values (emission indicators) determined in this way did not exceed the permissible emission limit values for carbon monoxide, while for nitrogen oxides and non-methane hydrocarbons certain exceedances were found.
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RYMANIAK, Łukasz, Paweł DASZKIEWICZ, Jerzy MERKISZ, and Michalina KAMIŃSKA. "Methods of evaluating the exhaust emissions from driving vehicles." Combustion Engines 179, no. 4 (October 1, 2019): 286–91. http://dx.doi.org/10.19206/ce-2019-448.
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The type approval tests of vehicles with internal combustion engines increasingly include issues regarding the assessment of ecological indicators in real traffic conditions. This is done with the help of specialized equipment from the PEMS (Portable Emissions Measurement Systems) group. This requires not only a series of test procedures, but also assembly of technically advanced equipment along with the proper preparation of the vehicles exhaust system. Currently, activities are being carried out to develop solutions for non-invasive assessment of ecological indicators from moving vehicles. The article discusses these types of solutions, at the same time indicating their strengths and weaknesses. Also presented are pollutant emission tests in real operating conditions that will be used to develop a modular exhaust emission gateway. The result of the analysis was to indicate the development directions of methods for exhaust emission assessment from vehicles in motion.
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Vogt, M., E. D. Nilsson, L. Ahlm, E. M. Mårtensson, and C. Johansson. "The relationship between 0.25–2.5 μm aerosol and CO<sub>2</sub> emissions over a city." Atmospheric Chemistry and Physics 11, no. 10 (May 24, 2011): 4851–59. http://dx.doi.org/10.5194/acp-11-4851-2011.
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Abstract. Unlike exhaust emissions, non-exhaust traffic emissions are completely unregulated and in addition, there are large uncertainties in the non-exhaust emission factors required to estimate the emissions of these aerosols. This study provides the first published results of direct measurements of size resolved emission factors for particles in the size range 0.25–2.5 μm using a new approach to derive aerosol emission factors based on carbon dioxide (CO2) emission fluxes. Aerosol fluxes were measured over one year using the eddy covariance method at the top of a 105 m high communication tower in Stockholm, Sweden. Maximum CO2 and particle fluxes were found when the wind direction coincided with the area of densest traffic within the footprint area. Negative fluxes (uptake of CO2 and deposition of particles) coincided with periods of sampling from an urban forest area. The fluxes of CO2 were used to obtain emission factors for particles by assuming that the CO2 fluxes could be directly related to the amount of fuel burnt by vehicles in the footprint area. The estimated emission factor for the fleet mix in the measurement area was, in number 1.8 × 1011 particle veh−1 km−1 (for 0.25–2.5 μm size range). Assuming spherical particles of density 1600 kg m−3 this corresponds to 27.5 mg veh−1 km−1. For particles (0.8–2.5 μm) the emission factors were 5.1 × 109 veh−1 km−1 for number and 11.5 mg veh−1 km−1 for mass. But a wind speed dependence was noted for high wind speeds. Thus, for wind speeds larger than 9 m s−1, as measured in the tower at 105 m (U105), the emission factor for particle number and mass was parameterised as: Ef (Number, 0.8–2.5 μm) = (6.1 ± 1.7)109 U105 −50 ± 188 and Ef (Mass, 0.8–2.5 μm) = (20 ± 12) U105 − 171 ±122.
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Salva, Jozef, Miroslav Vanek, Marián Schwarz, Milada Gajtanska, Peter Tonhauzer, and Anna Ďuricová. "An Assessment of the On-Road Mobile Sources Contribution to Particulate Matter Air Pollution by AERMOD Dispersion Model." Sustainability 13, no. 22 (November 18, 2021): 12748. http://dx.doi.org/10.3390/su132212748.
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On-road mobile sources of emissions make important contributions to particulate matter pollution (PM2.5–PM10) in cities. The quantification of such pollution is, however, highly challenging due to the number of interacting factors that affect emissions such as vehicle category, emission standard, vehicle speed and weather conditions. The proper identification of individual sources of emission is particularly necessary for air quality management areas. In this study, we estimated exhaust and non-exhaust traffic-related PM2.5 and PM10 contributions to total ambient pollution in Banská Bystrica (Slovak republic) by simulation based on the AERMOD dispersion model. Emission rates of particular vehicle categories were obtained through vehicle population statistics, traffic data survey and emission factors from the EMEP/EEA air pollutant emission inventory guidebook. Continuous PM10 and PM2.5 data from air quality monitoring stations were analysed for the years 2019–2020 and compared with modelled concentrations. The annual concentration values of PM2.5 and PM10 in the study area reached 16.71 μg/m3 and 15.57 μg/m3, respectively. We found that modelled PM2.5 peak concentration values exceeded the WHO air quality guideline annual mean limit. Traffic-related PM2.5 and PM10 contributions to ambient pollution at the reference point located nearby to a busy traffic route were approximately 25% and 17%, respectively. The reference point located outside the main transport corridors showed an approximately 11% contribution, both for PM2.5 and PM10 concentrations. The simulations showed that PM pollution is greatly contributed to by on-road mobile sources of emissions in the study area, and especially non-exhaust emissions, which require serious attention in association with their health impacts and the selection of Banská Bystrica as an air quality management area.
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Lugon, Lya, Jérémy Vigneron, Christophe Debert, Olivier Chrétien, and Karine Sartelet. "Black carbon modeling in urban areas: investigating the influence of resuspension and non-exhaust emissions in streets using the Street-in-Grid model for inert particles (SinG-inert)." Geoscientific Model Development 14, no. 11 (November 18, 2021): 7001–19. http://dx.doi.org/10.5194/gmd-14-7001-2021.
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Abstract. Black carbon (BC) is a primary and inert pollutant often used as a traffic tracer. Even though its concentrations are generally low at the regional scale, BC presents very high concentrations in streets (at the local scale), potentially with important effects on human health and the environment. Modeling studies of BC concentrations usually underestimate BC concentrations due to uncertainties in both emissions and modeling. Both exhaust and non-exhaust traffic emissions present uncertainties, but the uncertainties with respect to non-exhaust emissions, such as tire, brake, and road wear as well as particle resuspension, are particularly high. In terms of modeling, street models do not always consider the two-way interactions between the local and regional scales. Using a two-way modeling approach, a street with high BC concentrations may influence urban background concentrations above the street, which can subsequently enhance the BC concentrations in the same street. This study uses the multiscale Street-in-Grid model (SinG) to simulate BC concentrations in a suburban street network in Paris, taking the two-way coupling between local and regional scales into account. The BC concentrations in streets proved to have an important influence on urban background concentrations. The two-way dynamic coupling leads to an increase in BC concentrations in large streets with high traffic emissions (with a maximal increase of about 48 %) as well as a decrease in narrow streets with low traffic emissions and low BC concentrations (with a maximal decrease of about 50 %). A new approach to estimate particle resuspension in streets is implemented, strictly respecting the mass balance on the street surface. The resuspension rate is calculated from the available deposited mass on the street surface, which is estimated based on particle deposition and wash-off parameterizations adapted to street-canyon geometries. The simulations show that particle resuspension presents a low contribution to BC concentrations, as the deposited mass is not significant enough to justify high resuspension rates. Non-exhaust emissions, such as brake, tire, and road wear, may largely contribute to BC emissions, with a contribution that is equivalent to exhaust emissions. Here, a sensitivity analysis of BC concentrations is performed by comparing simulations with different emission factors of tire, brake, and road wear. The different emission factors considered are estimated based on the literature. We found a satisfying model–measurement comparison using high tire wear emission factors, which may indicate that the tire emission factors usually used in Europe are probably underestimated. These results have important policy implications: public policies replacing internal combustion engines with electric vehicles may not eliminate BC air pollution but only reduce it by half.
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Siedlecki, Maciej, Natalia Szymlet, Paweł Fuć, and Beata Kurc. "Analysis of the Possibilities of Reduction of Exhaust Emissions from a Farm Tractor by Retrofitting Exhaust Aftertreatment." Energies 15, no. 21 (October 27, 2022): 7963. http://dx.doi.org/10.3390/en15217963.
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The paper evaluates particulate matter emissions and exhaust gas components from retrofitted engines of non-road vehicles measured under actual operating conditions. The content is divided into three main parts: formation of guidelines, production of the filter and emission tests. The obtained results clearly indicate excess PM and PN emissions from the engine under actual operating conditions when compared to the limits outlined in the type approval standards. Moreover, it was observed that the actual conditions are reflected to a very small extent at the points included in the stationary homologation test cycle. Based on these observations, the authors decided to modify the stationary test cycle. The measured exhaust gas compositions and their mass flow rates were used to create the geometry of the newly developed filter. The paper contains detailed results of the relative specific exhaust emissions of particulate matter and gaseous components at individual engine operating points. The exhaust emissions analysis made it possible to draw conclusions regarding the operation of the newly designed system. One of them is that fitting a metal-support particulate filter in the exhaust system significantly contributes to reducing the exhaust emissions.
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Philippe, Florian, Martin Morgeneyer, Maiqi Xiang, Maheandar Manokaran, Brice Berthelot, Yan-ming Chen, Pierre Charles, Frédéric Guingand, and Christophe Bressot. "Representativeness of airborne brake wear emission for the automotive industry: A review." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 235, no. 10-11 (April 6, 2021): 2651–66. http://dx.doi.org/10.1177/0954407021993011.
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Brake wear gives 16%–55% by mass to total non-exhaust traffic related PM10 emissions in urban environments. While engines have become cleaner in the past decades, few improvements were made to lower non-exhaust emission until recently. Researchers have developed several experimental methods over the past years to assess brake emissions. However, observations tend to differ from a method to another with respect to many disciplines, ranging from particle system characterization to brake cycles, and it remains difficult to compare results of different research groups. It is so crucial to get a consensus on the standard experimental method. The following article lists limits which influence measurements and has to be taken into account when comparing works from different laboratories. This article also discusses how to design tests to get a relevant braking particle system characterization.
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Chan, Edward C., Joana Leitão, Andreas Kerschbaumer, and Timothy M. Butler. "Yeti 1.0: a generalized framework for constructing bottom-up emission inventories from traffic sources at road-link resolutions." Geoscientific Model Development 16, no. 4 (March 2, 2023): 1427–44. http://dx.doi.org/10.5194/gmd-16-1427-2023.
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Abstract. This paper outlines the development and operation of Yeti, a bottom-up traffic emission inventory framework written in the Python 3 scripting language. A generalized representation of traffic activity and emission data affords a high degree of scalability and flexibility in the use and execution of Yeti, while accommodating a wide range of details on topological, traffic, and meteorological data. The resulting traffic emission data are calculated at a road-level resolution on an hourly basis. Yeti is initially applied to traffic activity and fleet composition data provided by the senate administration for the city of Berlin, which serves as the region of interest, where the Yeti-calculated emissions are highly consistent with officially reported annual aggregate levels, broken down according to different exhaust and non-exhaust emission modes. Diurnal emission profiles on select road segments show not only the dependence on traffic activities but also on road type and meteorology. These road-level emissions are further classified on the basis of vehicle categories and Euro emission classes, and the results obtained confirmed the observations of the city of Berlin and subsequent rectifications.
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Murthi, M. K., S. Nithiyanandam, and PSS Srinivasan. "Influence of Ethanol with Karanja Oil on Exhaust Gas Emissions from a Variable Compression Ratio Engine." JOURNAL OF ADVANCES IN CHEMISTRY 12, no. 6 (November 13, 2016): 4139–42. http://dx.doi.org/10.24297/jac.v12i6.4371.
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Biodiesel is an alternative choice for diesel and have benefits over diesel because, it is renewable, biodegradable, sulfur free, and non-poisonous in nature and less exhaust emissions. The transesterification process is used to reduce the viscosity of the karanja oil. The aim of this paper is to examine the emission parameters under variable compression ratios (17 and 18) in a VCR diesel engine which runs using karanja oil 20% (B20) and ethanol as an additive by adding 5% and 10% at constant speed of 1500 rpm with variable loads. The outcomes of these blends have been compared with the normal diesel. The influences of compression ratios on exhaust gas emissions were investigated. The exhaust emissions, namely hydrocarbons, NOx, carbon monoxide and carbon dioxide are found to be reduced when compared with diesel.
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Ziółkowski, Andrzej, Paweł Fuć, Piotr Lijewski, Łukasz Rymaniak, Paweł Daszkiewicz, Michalina Kamińska, Natalia Szymlet, and Aleks Jagielski. "Analysis of exhaust emission measurements in rural conditions from heavy-duty vehicle." Combustion Engines 182, no. 3 (September 30, 2020): 54–58. http://dx.doi.org/10.19206/ce-2020-309.
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Road transport holds for the largest share in the freight transport sector in Europe. This work is carried out by heavy vehicles of various types. It is assumed that, in principle, transport should take place on the main road connections, such as motorways or national roads. Their share in the polish road infrastructure is not dominant. Rural and communal roads roads are the most prevalent. This fact formed the basis of the exhaust emissions and fuel consumption tests of heavy vehicles in real operating conditions. A set of vehicles (truck tractor with a semi-trailer) meeting the Euro V emission norm, transporting a load of 24,800 kg, was selected for the tests. The research was carried out on an non-urban route, the test route length was 22 km. A mobile Semtech DS instrument was used, which was used to measure the exhaust emissions. Based on the obtained results, the emission characteristics were determined in relation to the operating parameters of the vehicles drive system. Road emission, specific emission and fuel consumption values were also calculated.
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Pirjola, L., K. J. Kupiainen, P. Perhoniemi, H. Tervahattu, and H. Vesala. "Non-exhaust emission measurement system of the mobile laboratory SNIFFER." Atmospheric Environment 43, no. 31 (October 2009): 4703–13. http://dx.doi.org/10.1016/j.atmosenv.2008.08.024.
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Halder, Joshua Nizel, Jun Su Park, So Yean Park, Kyeong Seok Kwon, and Ok Hwa Hwang. "An Experimental Method for Evaluating Ammonia Emission Rates of Bio-Curtain." Atmosphere 14, no. 1 (January 6, 2023): 127. http://dx.doi.org/10.3390/atmos14010127.
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Bio-curtain (i.e., curtain) is a permeable cover equipped with a spraying system for ammonia (NH3) control in a swine facility. Previous studies investigated the NH3 reduction effects primarily based on concentration units. It is challenging to determine the actual efficiency because of the large amount of air discharged through the large surface of the curtain, and external wind rapidly dilutes and disperses the exhausted air. Therefore, this study investigates a technique to evaluate the NH3 reduction effect of the curtain in terms of emission rate. We constructed a metallic cover with a single hole around the curtain to gather the air discharged through it. The NH3 reduction effect was calculated by comparing the NH3 emission rate that was monitored in the barn exhaust fan and at the single hole of metallic cover during the non-spray and spray treatments inside the curtain at the maximum and minimum operating rate of the barn’s exhaust fan. NH3 emission rates declined both non-spray and spray at the minimum operation rate of the barn exhaust fan, but the reduction effect was higher in spray conditions than non-spray. Accumulating NH3-absorbed water inside the curtain under the low ventilation of the exhaust fan caused these circumstances.
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Hsueh, Ming-Hsien, Chia-Nan Wang, Meng-Chang Hsieh, Chao-Jung Lai, Shi-Hao Wang, Chia-Hsin Hsieh, Tsung-Liang Wu, and Jo-Hung Yu. "An Analysis of Exhaust Emission of the Internal Combustion Engine Treated by the Non-Thermal Plasma." Molecules 25, no. 24 (December 21, 2020): 6041. http://dx.doi.org/10.3390/molecules25246041.
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Industries’ air pollution causes serious challenges to modern society, among them exhaust gases from internal combustion engines, which are currently one of the main sources. This study proposes a non-thermal plasma (NTP) system for placement in the exhaust system of internal combustion engines to reduce the toxic contaminants (HC, CO, and NOx) of exhaust gases. This NTP system generates a high-voltage discharge that not only responds to the ion chemical reaction to eliminate NOx and CO, but that also generates a combustion reaction at the local high temperature of plasma to reduce HC. The NTP system was designed on both the front and rear of the exhaust pipe to analyze the difference of different exhaust flow rates under the specified frequency. The results indicate that the NTP system can greatly reduce toxic contaminants. The NTP reactor placed in the front of exhaust pipe gave HC and CO removal efficiency of about 34.5% and 16.0%, respectively, while the NTP reactor placed in the rear of exhaust pipe gave NOx removal efficiency of about 41.3%. In addition, the voltage and material directly affect the exhaust gases obviously. In conclusion, the proposed NTP system installed in the exhaust system can significantly reduce air pollutants. These results suggest that applying NTP to the combustion engine should be a useful tool to simultaneously reduce both emissions of NOx and CO.
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MERKISZ, Jerzy, Miłosław KOZAK, Piotr MOLIK, Dawid NIJAK, Maciej ANDRZEJEWSKI, Mateusz NOWAK, Łukasz RYMANIAK, and Andrzej ZIÓŁKOWSKI. "The analysis of the emission level from a heavy-duty truck in city traffic." Combustion Engines 150, no. 3 (September 1, 2012): 80–88. http://dx.doi.org/10.19206/ce-117033.
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The paper presents the analysis of the emission level from a heavy-duty truck of the GVW of 12 000 kg. The exhaust emission tests were performed under actual traffic conditions in the area of Poznań. For the tests a portable exhaust emission analyzers SEMTECH DS and AVL Micro Soot Sensor were used. Based on the obtained values of the emission of CO, NOx and PM the emission indexes were determined that provided information on the excess or non-excess of the unit values of the measured components specified in the EEV standard. The vehicle gas mileage was also determined through the carbon balance method.
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Palash, S. M., M. A. Kalam, H. H. Masjuki, and B. M. Masum. "Impacts of N, N'-diphenyl-1, 4-phenylenediamine (DPPD) Antioxidant Additive in Jatropha Biodiesel Blends to Reduce NOx Emission of a Multi Cylinder Vehicle Type Diesel Engine." Advanced Materials Research 774-776 (September 2013): 784–90. http://dx.doi.org/10.4028/www.scientific.net/amr.774-776.784.
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To meet stringent exhaust emission norms worldwide, various exhaust pre-treatment and post-treatment techniques have been employed in modern engines. Using antioxidant additives in biodiesel fuels is a promising and effective NOx reduction technology. Non-edible jatropha oil based methyl ester was produced and blended with conventional diesel. Five fuel samples (Diesel, JB5, JB5DPPD0.15%, JB15 and JB15DPPD0.15%) were tested for their use as substitute fuel for a radiator-cooled four cylinder diesel engine. Experiment results show that DPPD antioxidant additive could be reduced NOx emission significantly with slight penalty on engine performance as well as CO and HC emission. However, when compared to diesel combustion the emissions of HC and CO were found nearly same or below. By addition of 0.15% (m) DPPD additive in JB5 and JB15 reduction of NOx emission were 12.68% and 13.36 % compared to biodiesel blends without additive at full throttle position. As conclusion, JB5 and JB15 with addition of 0.15% (m) can be used in four cylinder diesel engine to reduce NOx and consequently overcome the barrier to market expansion of biodiesel fuels.
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Tan, Piqiang, Junwen Yao, Chaojie Yao, Zhiyuan Hu, Diming Lou, Shuyu Lu, and Dengxin Li. "Study of Real-road Nitrogen Oxide Emissions of Non-road Vehicles." Journal of Physics: Conference Series 2160, no. 1 (January 1, 2022): 012050. http://dx.doi.org/10.1088/1742-6596/2160/1/012050.
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Abstract The exhaust gas pollutants of the non-road vehicles are harmful to the environment. Many non-road vehicles meet the requirements of the regulations in the laboratory. However, the real-road emissions of such vehicles are sometimes higher. Measuring the real-road emissions of non-road vehicles is very important. The real-road emissions are measured by on-Board Diagnostics (OBD), but there are some problems in the data stability of OBD. The NOx emissions of a bulldozer (a type of China IV non-road vehicle) based on both portable emission measurement system (PEMS) and OBD are studied in this article. Experiments contained three working processes: idle, driving, and operating. The nitrogen oxide (NOx) emissions during operating were highest. The NOx emission characteristics of the bulldozer from PEMS and OBD have the similar variation trends. But there are still some differences, including the NOx emission value and response time. The measurement principles and different sampling points between PEMS and OBD are the main factors. An effective data processing method is introduced to reduce the differences of between the data from PEMS and OBD. Briefly, the NOx emissions of the OBD and PEMS were highly consistent. The OBD is reliable and can be widely used in non-road vehicles.
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Jang, C., and J. Lee. "Experimental investigation of the effects of various factors on the emission characteristics of low-emission natural gas vehicles." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 219, no. 6 (June 1, 2005): 825–31. http://dx.doi.org/10.1243/095440705x28286.
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The aim of this study was to investigate the effects of various factors on the emission characteristics of dedicated natural gas vehicles (NGVs). A conventional light-duty gasoline engine was modified to run on natural gas (NG) by a gas injection system. Experiments were mainly conducted on the optimization of an oxygen sensor, a catalytic converter, and an electronic control unit (ECU) control strategy affecting the emission characteristics of NGVs. Also presented are the emission results of the NGV as a low-emission vehicle by evaluating non-methane organic gases (NMOG). The experimental results present the optimization of the fuel control and exhaust system in NGV that is needed to meet the more stringent emission regulations. It is also suggested that non-methane hydrocarbons (NMHC) constitute about 95 per cent of NMOG, and light-end HCs (C2-C5) account for 91 per cent of total NMOG emissions.
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Petkovic, Snezana, Radivoje Pesic, and Jovanka Lukic. "Heat transfer in exhaust system of a cold start engine at low environmental temperature." Thermal Science 14, suppl. (2010): 209–20. http://dx.doi.org/10.2298/tsci100505070p.
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During the engine cold start, there is a significantly increased emission of harmful engine exhaust gases, particularly at very low environmental temperatures. Therefore, reducing of emission during that period is of great importance for the reduction of entire engine emission. This study was conducted to test the activating speed of the catalyst at low environmental temperatures. The research was conducted by use of mathematical model and developed computer programme for calculation of non-stationary heat transfer in engine exhaust system. During the research, some of constructional parameters of exhaust system were adopted and optimized at environmental temperature of 22?C. The combination of design parameters giving best results at low environmental temperatures was observed. The results showed that the temperature in the environment did not have any significant influence on pre-catalyst light-off time.
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Zhang, Lihui, Xuezhong Wang, Hong Li, Nianliang Cheng, Yujie Zhang, Kai Zhang, and Lei Li. "Variations in Levels and Sources of Atmospheric VOCs during the Continuous Haze and Non-Haze Episodes in the Urban Area of Beijing: A Case Study in Spring of 2019." Atmosphere 12, no. 2 (January 28, 2021): 171. http://dx.doi.org/10.3390/atmos12020171.
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To better evaluate the variations in concentration characteristics and source contributions of atmospheric volatile organic compounds (VOCs) during continuous haze days and non-haze days, hourly observations of atmospheric VOCs were conducted using a continuous on-line GC-FID (Airmo VOC GC-866) monitoring system during 1–15 March 2019, in urban areas of Beijing, China. The results showed that the total VOC concentrations during haze days and non-haze days were 59.13 ± 31.08 μg/m3 and 16.91 ± 7.19 μg/m3, respectively. However, the average O3 concentrations during the two haze days were lower than those of non-haze days due to the extremely low concentrations at night instead of the reported lower photochemical reaction in daytime. The ratio of OH radical concentration during haze and non-haze days indicating that the rate of photochemical reaction during haze days was higher than those of non-haze days from 13:00–19:00. The stable air conditions and the local diesel emission at night were the main reasons for the decreased O3 concentrations during haze days. Six major sources were identified by positive matrix factorization (PMF), namely, diesel exhaust, combustion, gasoline evaporation, solvent usage, gasoline exhaust, and the petrochemical industry, contributing 9.93%, 25.29%, 3.90%, 16.88%, 35.59% and 8.41%, respectively, during the whole observation period. The contributions of diesel exhaust and the petrochemical industry emissions decreased from 26.14% and 6.43% during non-haze days to 13.70% and 2.57%, respectively, during haze days. These reductions were mainly ascribed to the emergency measures that the government implemented during haze days. In contrast, the contributions of gasoline exhaust increased from 34.92% during non-haze days to 48.77% during haze days. The ratio of specific VOC species and PMF both showed that the contributions of gasoline exhaust emission increased during haze days. The backward trajectories, potential source contribution function (PSCF) and concentration weighted trajectory (CWT) showed that the air mass of VOCs during haze days was mainly affected by the short-distance transportation from the southwestern of Hebei province. However, the air mass of VOCs during non-haze days was mainly affected by the long-distance transportation from the northwest.
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Ketzel, Matthias, Gunnar Omstedt, Christer Johansson, Ingo Düring, Mia Pohjola, Dietmar Oettl, Lars Gidhagen, et al. "Estimation and validation of PM2.5/PM10 exhaust and non-exhaust emission factors for practical street pollution modelling." Atmospheric Environment 41, no. 40 (December 2007): 9370–85. http://dx.doi.org/10.1016/j.atmosenv.2007.09.005.
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Petzold, A., J. Hasselbach, P. Lauer, R. Baumann, K. Franke, C. Gurk, H. Schlager, and E. Weingartner. "Experimental studies on particle emissions from cruising ship, their characteristic properties, transformation and atmospheric lifetime in the marine boundary layer." Atmospheric Chemistry and Physics Discussions 7, no. 5 (October 19, 2007): 15105–54. http://dx.doi.org/10.5194/acpd-7-15105-2007.
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Abstract. Particle emissions from ship engines and their atmospheric transformation in the marine boundary layer (MBL) were investigated in engine test bed studies and in airborne measurements of expanding ship plumes. During the test rig studies, detailed aerosol microphysical and chemical properties were measured in the exhaust gas of a serial MAN B{&}W seven-cylinder four-stroke marine diesel engine under various load conditions. The emission studies were complemented by airborne aerosol transformation studies in the plume of a large container ship in the English Channel using the DLR aircraft Falcon 20 E-5. Observations from emission studies and plume studies combined with a Gaussian plume dispersion model yield a consistent picture of particle transformation processes from emission to atmospheric processing during plume expansion. Particulate matter emission indices obtained from plume measurements are 8.8±1.0×1015(kg fuel)−1 by number for non-volatile particles and 174±43 mg (kg fuel)−1 by mass for Black Carbon (BC). Values determined for test rig conditions between 85 and 110% engine load are of similar magnitude. For the total particle number including volatile compounds no emission index can be derived since the volatile aerosol fraction is subject to rapid transformation processes in the plume. Ship exhaust particles occur in the size range Dp<0.3 μm, showing a bi-modal structure. The combustion particle mode is centred at modal diameters of 0.05 μm for raw emissions to 0.10 μm at a plume age of 1 h. The smaller-sized volatile particle mode is centred at Dp≤0.02 μm. From the decay of ship exhaust particle number concentrations in an expanding plume, a maximum plume life time of approx. 24 h is estimated for a well-mixed marine boundary layer.
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Petzold, A., J. Hasselbach, P. Lauer, R. Baumann, K. Franke, C. Gurk, H. Schlager, and E. Weingartner. "Experimental studies on particle emissions from cruising ship, their characteristic properties, transformation and atmospheric lifetime in the marine boundary layer." Atmospheric Chemistry and Physics 8, no. 9 (May 6, 2008): 2387–403. http://dx.doi.org/10.5194/acp-8-2387-2008.
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Abstract. Particle emissions from ship engines and their atmospheric transformation in the marine boundary layer (MBL) were investigated in engine test bed studies and in airborne measurements of expanding ship plumes. During the test rig studies, detailed aerosol microphysical and chemical properties were measured in the exhaust gas of a serial MAN B&W seven-cylinder four-stroke marine diesel engine under various load conditions. The emission studies were complemented by airborne aerosol transformation studies in the plume of a large container ship in the English Channel using the DLR aircraft Falcon 20 E-5. Observations from emission studies and plume studies combined with a Gaussian plume dispersion model yield a consistent picture of particle transformation processes from emission to atmospheric processing during plume expansion. Particulate matter emission indices obtained from plume measurements are 8.8±1.0×1015(kg fuel)−1 by number for non-volatile particles and 174±43 mg (kg fuel)−1 by mass for Black Carbon (BC). Values determined for test rig conditions between 85 and 110% engine load are of similar magnitude. For the total particle number including volatile compounds no emission index can be derived since the volatile aerosol fraction is subject to rapid transformation processes in the plume. Ship exhaust particles occur in the size range Dp<0.3 μm, showing a bi-modal structure. The combustion particle mode is centred at modal diameters of 0.05 μm for raw emissions to 0.10 μm at a plume age of 1 h. The smaller-sized volatile particle mode is centred at Dp≤0.02 μm. From the decay of ship exhaust particle number concentrations in an expanding plume, a maximum plume life time of approx. 24 h is estimated for a well-mixed marine boundary layer.
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Stojiljkovic, Ana, Mari Kauhaniemi, Jaakko Kukkonen, Kaarle Kupiainen, Ari Karppinen, Bruce Rolstad Denby, Anu Kousa, Jarkko V. Niemi, and Matthias Ketzel. "The impact of measures to reduce ambient air PM<sub>10</sub> concentrations originating from road dust, evaluated for a street canyon in Helsinki." Atmospheric Chemistry and Physics 19, no. 17 (September 4, 2019): 11199–212. http://dx.doi.org/10.5194/acp-19-11199-2019.
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Abstract. We have numerically evaluated how effective selected potential measures would be for reducing the impact of road dust on ambient air particulate matter (PM10). The selected measures included a reduction of the use of studded tyres on light-duty vehicles and a reduction of the use of salt or sand for traction control. We have evaluated these measures for a street canyon located in central Helsinki for four years (2007–2009 and 2014). Air quality measurements were conducted in the street canyon for two years, 2009 and 2014. Two road dust emission models, NORTRIP (NOn-exhaust Road TRaffic Induced Particle emissions) and FORE (Forecasting Of Road dust Emissions), were applied in combination with the Operational Street Pollution Model (OSPM), a street canyon dispersion model, to compute the street increments of PM10 (i.e. the fraction of PM10 concentration originating from traffic emissions at the street level) within the street canyon. The predicted concentrations were compared with the air quality measurements. Both road dust emission models reproduced the seasonal variability of the PM10 concentrations fairly well but under-predicted the annual mean values. It was found that the largest reductions of concentrations could potentially be achieved by reducing the fraction of vehicles that use studded tyres. For instance, a 30 % decrease in the number of vehicles using studded tyres would result in an average decrease in the non-exhaust street increment of PM10 from 10 % to 22 %, depending on the model used and the year considered. Modelled contributions of traction sand and salt to the annual mean non-exhaust street increment of PM10 ranged from 4 % to 20 % for the traction sand and from 0.1 % to 4 % for the traction salt. The results presented here can be used to support the development of optimal strategies for reducing high springtime particulate matter concentrations originating from road dust.
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Krawczyk, Piotr. "Experimental investigation of N2O formation in selective non-catalytic NOx reduction processes performed in stoker boiler." Polish Journal of Chemical Technology 18, no. 4 (December 1, 2016): 104–9. http://dx.doi.org/10.1515/pjct-2016-0078.
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Abstract Stoker fired boiler plants are common throughout Eastern Europe. Increasingly strict emission standards will require application of secondary NOx abatement systems on such boilers. Yet operation of such systems, in addition to reducing NOx emissions, may also lead to emission of undesirable substances, for example N2O. This paper presents results of experimental tests concerning N2O formation in the selective non-catalytic NOx emission reduction process (SNCR) in a stoker boiler (WR 25 type). Obtained results lead to an unambiguous conclusion that there is a dependency between the NOx and N2O concentrations in the exhaust gas when SNCR process is carried out in a coal-fired stoker boiler. Fulfilling new emission standards in the analysed equipment will require 40–50% reduction of NOx concentration. It should be expected that in such a case the N2O emission will be approximately 55–60 mg/m3, with the NOx to N2O conversion factor of about 40%.
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Merkisz, Jerzy, Piotr Lijewski, and Jacek Pielecha. "PEMS-based investigations into exhaust emissions from non-road and rail vehicles." Combustion Engines 166, no. 3 (August 1, 2016): 46–53. http://dx.doi.org/10.19206/ce-2016-339.
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At the beginning of the twenty-first century, one of the major challenges of humanity was to reduce the negative effects of civilization development. Besides the engines used in road vehicles there is a large group of engines for non-road applications. This group includes motor propelled vehicles not used on the road NRMM (Non-Road Mobile Machinery). Engines of these vehicles, among all of the non-road applications, are characterized by very specific working conditions that do not allow for them to be qualified for propulsion engines. The main problem with these vehicles is the particulate matter and nitrogen oxides emission. Rail vehicles operating conditions these requirements take by the similar way, as having a wide range of rolling stock markedly alters the environmental impact of these vehicles. Thus it becomes necessary to consider the issue of the method of evaluation of engine emissions in rail vehicles in terms of their actual operating conditions. Thus, efforts to assess the actual level of emissivity for rail vehicles and attempts to improve it are necessary and justified.
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Panko, Julie, Kristen Hitchcock, Gary Fuller, and David Green. "Evaluation of Tire Wear Contribution to PM2.5 in Urban Environments." Atmosphere 10, no. 2 (February 23, 2019): 99. http://dx.doi.org/10.3390/atmos10020099.
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Vehicle-related particulate matter (PM) emissions may arise from both exhaust and non-exhaust mechanisms, such as brake wear, tire wear, and road pavement abrasion, each of which may be emitted directly and indirectly through resuspension of settled road dust. Several researchers have indicated that the proportion of PM2.5 attributable to vehicle traffic will increasingly come from non-exhaust sources. Currently, very little empirical data is available to characterize tire and road wear particles (TRWP) in the PM2.5 fraction. As such, this study was undertaken to quantify TRWP in PM2.5 at roadside locations in urban centers including London, Tokyo and Los Angeles, where vehicle traffic is an important contributor to ambient air PM. The samples were analyzed using validated chemical markers for tire tread polymer based on a pyrolysis technique. Results indicated that TRWP concentrations in the PM2.5 fraction were low, with averages ranging from < 0.004 to 0.10 µg/m3, representing an average contribution to total PM2.5 of 0.27%. The TRWP levels in PM2.5 were significantly different between the three cities, with significant differences between London and Los Angeles and Tokyo and Los Angeles. There was no significant correlation between TRWP in PM2.5 and traffic count. This study provides an initial dataset to understand potential human exposure to airborne TRWP and the potential contribution of this non-exhaust emission source to total PM2.5.
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Kim, Seungmin, Jaesam Sim, Youngsoo Cho, Back-Sub Sung, and Jungsoo Park. "Numerical Study on the Performance and NOx Emission Characteristics of an 800cc MPI Turbocharged SI Engine." Energies 14, no. 21 (November 8, 2021): 7419. http://dx.doi.org/10.3390/en14217419.
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The main purpose of this study is to optimize engine performance and emission characteristics of off-road engines with retarded spark timing compared to MBT by repurposing the existing passenger engine. This study uses a one-dimensional (1D)-simulation to develop a non-road gasoline MPI turbo engine. The SI turbulent flame model of the GT-suite, an operational performance predictable program, presents turbocharger matching and optimal operation design points. To optimize the engine performance, the SI turbulent model uses three operation parameters: spark timing, intake valve overlap, and boost pressure. Spark timing determines the initial state of combustion and thermal efficiency, and is the main variable of the engine. The maximum brake torque (MBT) point can be identified for spark timing, and abnormal combustion phenomena, such as knocking, can be identified. Spark timing is related to engine performance, and emissions of exhaust pollutants are predictable. If the spark timing is set to variables, the engine performance and emissions can be confirmed and predicted. The intake valve overlap can predict the performance and exhaust gas by controlling the airflow and combustion chamber flow, and can control the performance of the engine by controlling the flow in the cylinder. In addition, a criterion can be set to consider the optimum operating point of the non-road vehicle while investigating the performance and exhaust gas emissions accompanying changes in boost pressure With these parameters, the design of experiment (DoE) of the 1D-simulation is performed, and the driving performance and knocking phenomenon for each RPM are predicted during the wide open throttle (WOT) of the gasoline MPI Turbo SI engine. The multi-objective Pareto technique is also used to optimize engine performance and exhaust gas emissions, and to present optimized design points for the target engine, the downsized gasoline MPI Turbo SI engine. The results of the Pareto optimal solution showed a maximum torque increase of 12.78% and a NOx decrease of 54.31%.
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Zhang, Jinsheng, Jianfei Peng, Congbo Song, Chao Ma, Zhengyu Men, Jianhui Wu, Lin Wu, et al. "Vehicular non-exhaust particulate emissions in Chinese megacities: Source profiles, real-world emission factors, and inventories." Environmental Pollution 266 (November 2020): 115268. http://dx.doi.org/10.1016/j.envpol.2020.115268.
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Reyes, F., M. Grutter, A. Jazcilevich, and R. González-Oropeza. "Analysis of non-regulated vehicular emissions by extractive FTIR spectrometry: tests on a hybrid car in Mexico City." Atmospheric Chemistry and Physics Discussions 6, no. 4 (July 3, 2006): 5773–96. http://dx.doi.org/10.5194/acpd-6-5773-2006.
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Abstract. A methodology to acquire valuable information on the chemical composition and evolution of vehicular emissions is presented. The analysis of the gases is performed by passing a constant flow of a sample gas from the tail-pipe into a 10 L multi-pass cell. The absorption spectra within the cell are obtained using an FTIR spectrometer at 0.5 cm-1 resolution along a 13.1 m optical path. Additionally, the total flow from the exhaust is continuously measured from a differential pressure sensor on a Pitot tube installed at the exit of the exhaust. This configuration aims to obtain a good speciation capability by coadding spectra during 30 s and reporting the emission (in g/km) of key and non-regulated pollutants, such as CO2, CO, NO, SO2, NH3, HCHO, NMHC, during predetermined driving routines. The advantages and disadvantages of increasing the acquisition frequency, as well as the effect of other parameters such as spectral resolution, cell volume and flow rate, are discussed. With the aim of testing and evaluating the proposed technique, experiments were performed on a dynamometer running FTP-75 and typical driving cycles of the Mexico City Metropolitan Area (MCMA) on a Toyota Prius hybrid vehicle. This car is an example of recent automotive technology to reach the market dedicated to reduce emissions and therefore pressing the need of low detection techniques. This study shows the potential of the proposed technique to measure and report in real time the emissions of a large variety of pollutants, even from a super ultra-low emission vehicle (SULEV). The emissions of HC's, NOx, CO and CO2 obtained here are similar to experiments performed in other locations with the same vehicle model. Some differences suggest that an inefficient combustion process and type of gasoline used in the MCMA may be partly responsible for lower CO2 and higher CO and NO emission factors. Also, a fast reduction of NO emission to very low values is observed after cold ignition, giving rise to moderate N2O and eventually NH3 emissions. The proposed technique provides a tool for future studies comparing in detail the emissions of different technologies using alternative fuels and emission control systems.
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Kowalski, Arkadiusz, and Robert Waszkowski. "Method of Selecting the Means of Transport of the Winning, Taking into Account Environmental Aspects." Applied Sciences 11, no. 12 (June 14, 2021): 5512. http://dx.doi.org/10.3390/app11125512.
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The transport of the winning in deep mines, using the room and pillar mining system, is most often performed with bucket loaders and haul trucks. In the era of attempts to stop rapid climate change, it is crucial to choose the transport means for the winning both in terms of efficiency and cost-effectiveness and to consider its environmental aspect. Permissible levels of pollutant emissions in exhaust gases are defined for this type of means of transport by the EU Stage Standards. There is a discernible need to develop a multi-criteria method supporting the decision-making process, which should reward loaders and haul trucks that meet more stringent emission standards. The article proposes an innovative idea of taking environmental aspects into account when selecting loaders and haul trucks for excavated material transport tasks, so that the amount of pollutants emitted by them in exhaust gases, e.g., the sum of hydrocarbons and nitrogen oxides (HC+NOx), is also taken into consideration when assigning means of transport to particular tasks. Based on simulation studies for a specific case, it was found that a 20% reduction of HC+NOx emission is possible with only a 2% increase in the transport costs of the winning. For this purpose, an objective function was used formulated on the basis of two criteria: minimization of the transport cost of the winning and the level of pollutant emissions in the exhaust gases. Since dozens of mining machines are operated continuously in deep mines of non-ferrous metal ores, the application of the proposed method would significantly reduce the emission of pollutants in the used air coming out of ventilation shafts.
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Reyes, F., M. Grutter, A. Jazcilevich, and R. González-Oropeza. "Tecnical Note: Analysis of non-regulated vehicular emissions by extractive FTIR spectrometry: tests on a hybrid car in Mexico City." Atmospheric Chemistry and Physics 6, no. 12 (November 27, 2006): 5339–46. http://dx.doi.org/10.5194/acp-6-5339-2006.
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Abstract. A methodology to acquire valuable information on the chemical composition and evolution of vehicular emissions is presented. The analysis of the gases is performed by passing a constant flow of a sample gas from the tail-pipe into a 10 L multi-pass cell. The absorption spectra within the cell are obtained using an FTIR spectrometer at 0.5 cm−1 resolution along a 13.1 m optical path. Additionally, the total flow from the exhaust is continuously measured from a differential pressure sensor on a \\textit{Pitot} tube installed at the exit of the exhaust. This configuration aims to obtain a good speciation capability by coadding spectra during 30 s and reporting the emission (in g/km) of both criteria and non-regulated pollutants, such as CO2, CO, NO, SO2, NH3, HCHO and some NMHC, during predetermined driving cycles. The advantages and disadvantages of increasing the measurement frequency, as well as the effect of other parameters such as spectral resolution, cell volume and flow rate, are discussed. To test and evaluate the proposed technique, experiments were performed on a dynamometer running FTP-75 and typical driving cycles for the Mexico City Metropolitan Area (MCMA) on a Toyota Prius hybrid vehicle. This car is an example of recent marketed automotive technology dedicated to reduced emissions, increasing the need for sensitive detection techniques. This study shows the potential of the proposed technique to measure and report in real time the emissions of a large variety of pollutants, even from a super ultra-low emission vehicle (SULEV). The emissions of HC's, NOx, CO and CO2 obtained here were compared to experiments performed in other locations with the same model vehicle. The proposed technique provides a tool for future studies comparing in detail the emissions of vehicles using alternative fuels and emission control systems.
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Neff, Helmut, Elmar Uwe Kurt Melcher, Joseana Macêdo Fechine Régis de Araújo, Sergio de Brito Espinola, Adalberto Gomes Teixeira Júnior, Samir Trajano Feitosa, Gustavo de Brito Espinola, and Sergio Vinícius da Costa Cândido. "Remote Gas Emission Flux Sensing in a Thermal Power Plant Using Shadow Image Processing." Applied Mechanics and Materials 522-524 (February 2014): 638–42. http://dx.doi.org/10.4028/www.scientific.net/amm.522-524.638.
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Total flue gas emission is a crucial quantity for control of environmental impact in thermal power plants. Direct gas flow measurements by Pitot tubes and other sensors are hampered by the very high temperature at the exhaust, high content of carbon soot and frequently turbulent flow conditions, which cause a non-parabolic flow profile across the exhaust cross section. We are developing an optical imaging method for gas flux measurements, using shadow video imaging of the dynamic hot gas emission profile at the power plant exhaust. All, high exhaust gas temperature, pressure increase and carbon soot content cause small variations of the refractive index. This deflects a considerable amount direct sunlight under inclined solar illumination conditions (at approx 38 deg inclination angle), and results in a rather sharp contrast and clear shadow image of the gas flow above the exhaust. This feature is not observable in direct transmission imaging. The distant flow shadow image pattern, as seen on the plant floor, is video monitored over a short time period and the dynamic image evolution digitally processed and analyzed. The presented method is similar to the well known optical so-called Schlieren imaging technique. Initial video processing algorithms and results are presented that provide the flue gas flow velocity directly at the exhaust exit, being close to the expected values, obtained from power plant process parameters.
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Pacura, Wiktor, Katarzyna Szramowiat-Sala, Mariusz Macherzyński, Janusz Gołaś, and Piotr Bielaczyc. "Analysis of Micro-Contaminants in Solid Particles from Direct Injection Gasoline Vehicles." Energies 15, no. 15 (August 7, 2022): 5732. http://dx.doi.org/10.3390/en15155732.
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Exhaust emissions from vehicles are the subject of numerous studies and legal acts. In the European Union, exhaust emissions are regulated by “Euro” emission standards, which limit emissions of gaseous pollutants such as CO, CO2, HC, and NOx, as well as the particulate matter (PM) and particle number (PN). Solid particles consist of a number of micro-contaminants, inter alia polycyclic aromatic hydrocarbons (PAHs) and their nitrated and oxygenated derivatives. Despite their highly mutagenic and carcinogenic character, these micro-contaminants are not regulated in Euro emissions standards. This paper presents both a general discussion of the phenomenon of particulate formation in and emission from direct injection gasoline engines, as well as a wide range of results on the subject. The subject of the micro-contaminants in solid particles from modern gasoline vehicles is explored. The samples of solid particles were collected from 11 groups of vehicles according to the WLTP test methodology. Solid particles from gasoline vehicles were analyzed via various analytical techniques, including ion chromatography (IC) to measure selected anion concentrations, gas chromatography with mass spectroscopy (GC-MS) to study 16 PAHs and selected PAH derivatives, scanning electron microscopy with energy-dispersive spectroscopy (SEM/EDS) for images and elemental composition, and microwave plasma atomic emission spectroscopy (MP-AES) for qualitative screening analysis of 19 elements. The study of non-regulated compounds is crucial in efforts to establish the influence of solid particles on health and the environment. Furthermore, extended studies can provide a basis for further research on vehicle emissions or other fields, such as medicine or material engineering.
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Tivey, Jon, Huw C. Davies, James G. Levine, Josias Zietsman, Suzanne Bartington, Sergio Ibarra-Espinosa, and Karl Ropkins. "Meta-Analysis as Early Evidence on the Particulate Emissions Impact of EURO VI on Battery Electric Bus Fleet Transitions." Sustainability 15, no. 2 (January 12, 2023): 1522. http://dx.doi.org/10.3390/su15021522.
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The current generation of Zero Emission Vehicle (ZEV) policies are designed to accelerate the transition away from conventional internal combustion engine (ICE) petrol and diesel vehicle fleets. However, the current focus on zero exhaust emissions and the lack of more detailed guidance regarding Non-Exhaust Emissions (NEEs) may mean that some of the trade-offs in transitioning to, e.g., Battery Electric Vehicle (BEV) fleets may be missed by many in the commercial sector. Here, as part of early work on the scoping of the First Bus EURO VI Diesel Vehicle (E6DV) to BEV fleet upgrades, we estimate E6DV total particulate emissions to be ca. 62–85 and 164–213 mg.veh−1.km−1 for PM2.5 and PM10, respectively, and that the majority, typically 93–97%, are NEEs. We also discuss the complex interaction between E6DV/BEV properties and estimate potential changes resulting from the transition to BEVs as ranging from a decrease of ca. 2–12% to an increase of ca. 12–50% depending on a combination of weight difference, regenerative brake performance and journey type. Finally, we propose metrics that would allow fleet operators more insight into a wider range of emission outcomes at the scoping stage of a fleet upgrade.
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Singh, Mandeep, Surjit Kumar Gandhi, Sunil Kumar Mahla, and Sarbjot Singh Sandhu. "Experimental investigations on performance and emission characteristics of variable speed multi-cylinder compression ignition engine using Diesel/Argemone biodiesel blends." Energy Exploration & Exploitation 36, no. 3 (November 7, 2017): 535–55. http://dx.doi.org/10.1177/0144598717738573.
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The present work explores the use of argemone mexicana (non-edible and adulterer to mustard oil) biodiesel in multicylinder compression ignition, indirect injection engine. Argemone Mexicana biodiesel was produced by transesterification process and the important physico-chemical properties of various blends were investigated. Blends of diesel/biodiesel (AB10, AB20, AB30 and AB40) were prepared and used for analysing the engine performance and emission characteristics at varying loads (0, 25, 50 and 75%) and speeds (2500–4000 r/min). The results show improvement in indicated thermal efficiency and indicated specific fuel consumption with increased proportion of biodiesel in diesel, when compared to conventional diesel. In addition, exhaust emissions such as carbon monoxide, unburnt hydrocarbon and smoke opacity were significantly reduced by AOME/diesel blends. The improvement in engine performance and exhaust emissions were observed up to 30% blending of AOME/diesel. Beyond that, higher blend (AB40) showed deterioration in performance characteristics in contrast to AB30 but still better as compared to conventional diesel.
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Marques, Baptiste, Evangelia Kostenidou, Alvaro Martinez Valiente, Boris Vansevenant, Thibaud Sarica, Ludovic Fine, Brice Temime-Roussel, et al. "Detailed Speciation of Non-Methane Volatile Organic Compounds in Exhaust Emissions from Diesel and Gasoline Euro 5 Vehicles Using Online and Offline Measurements." Toxics 10, no. 4 (April 8, 2022): 184. http://dx.doi.org/10.3390/toxics10040184.
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The characterization of vehicle exhaust emissions of volatile organic compounds (VOCs) is essential to estimate their impact on the formation of secondary organic aerosol (SOA) and, more generally, air quality. This paper revises and updates non-methane volatile organic compounds (NMVOCs) tailpipe emissions of three Euro 5 vehicles during Artemis cold urban (CU) and motorway (MW) cycles. Positive matrix factorization (PMF) analysis is carried out for the first time on proton transfer reaction time-of-flight mass spectrometer (PTR-ToF-MS) datasets of vehicular emission. Statistical analysis helped to associate the emitted VOCs to specific driving conditions, such as the start of the vehicles, the activation of the catalysts, or to specific engine combustion regimes. Merged PTR-ToF-MS and automated thermal desorption gas chromatography mass spectrometer (ATD-GC-MS) datasets provided an exhaustive description of the NMVOC emission factors (EFs) of the vehicles, thus helping to identify and quantify up to 147 individual compounds. In general, emissions during the CU cycle exceed those during the MW cycle. The gasoline direct injection (GDI) vehicle exhibits the highest EF during both CU and MW cycles (252 and 15 mg/km), followed by the port-fuel injection (PFI) vehicle (24 and 0.4 mg/km), and finally the diesel vehicle (15 and 3 mg/km). For all vehicles, emissions are dominated by unburnt fuel and incomplete combustion products. Diesel emissions are mostly represented by oxygenated compounds (65%) and aliphatic hydrocarbons (23%) up to C22, while GDI and PFI exhaust emissions are composed of monoaromatics (68%) and alkanes (15%). Intermediate volatility organic compounds (IVOCs) range from 2.7 to 13% of the emissions, comprising essentially linear alkanes for the diesel vehicle, while naphthalene accounts up to 42% of the IVOC fraction for the gasoline vehicles. This work demonstrates that PMF analysis of PTR-ToF-MS datasets and GC-MS analysis of vehicular emissions provide a revised and deep characterization of vehicular emissions to enrich current emission inventories.
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Žvirblis, Tadas, Darius Vainorius, Jonas Matijošius, Kristina Kilikevičienė, Alfredas Rimkus, Ákos Bereczky, Kristóf Lukács, and Artūras Kilikevičius. "Engine Vibration Data Increases Prognosis Accuracy on Emission Loads: A Novel Statistical Regressions Algorithm Approach for Vibration Analysis in Time Domain." Symmetry 13, no. 7 (July 9, 2021): 1234. http://dx.doi.org/10.3390/sym13071234.
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Statistical regression models have rarely been used for engine exhaust emission parameters. This paper presents a three-step statistical analysis algorithm, which shows increased prediction accuracy when using vibration and sound pressure data as a covariate variable in the exhaust emission prediction model. The first step evaluates the best time domain statistic and the point of collection of engine data. The univariate linear regression model revealed that non-negative time domain statistics are the best predictors. Also, only one statistic evaluated in this study was a statistically significant predictor for all 11 exhaust parameters. The ecological and energy parameters of the engine were analyzed by statistical analysis. The symmetry of the methods was applied in the analysis both in terms of fuel type and in terms of adjustable engine parameters. A three-step statistical analysis algorithm with symmetric statistical regression analysis was used. Fixed engine parameters were evaluated in the second algorithm step. ANOVA revealed that engine power was a strong predictor for fuel mass flow, CO, CO2, NOx, THC, COSick, O2, air mass flow, texhaust, whereas type of fuel was only a predictor of tair and tfuel. Injection timing did not allow predicting any exhaust parameters. In the third step, the best fixed engine parameter and the best time domain statistic was used as a model covariate in ANCOVA model. ANCOVA model showed increased prediction accuracy in all 11 exhausted emission parameters. Moreover, vibration covariate was found to increase model accuracy under higher engine power (12 kW and 20 kW) and using several types of fuels (HVO30, HVO50, SME30, and SME50). Vibration characteristics of diesel engines running on alternative fuels show reliable relationships with engine performance characteristics, including amounts and characteristics of exhaust emissions. Thus, the results received can be used to develop a reliable and inexpensive method to evaluate the impact of various alternative fuel blends on important parameters of diesel engines.
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Rahimi, Mostafa, Daniele Bortoluzzi, and Jens Wahlström. "Input Parameters for Airborne Brake Wear Emission Simulations: A Comprehensive Review." Atmosphere 12, no. 7 (July 4, 2021): 871. http://dx.doi.org/10.3390/atmos12070871.
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Non-exhaust emissions, generated by the wear of brake systems, tires, roads, clutches, and road resuspension, are responsible for a large part of airborne pollutants in urban areas. Brake wear accounts for 55% of non-exhaust emissions and significantly contributes to urban health diseases related to air pollution. A major part of the studies reported in the scientific literature are focused on experimental methods to sample and characterize brake wear particles in a reliable, representative, and repeatable way. In this framework, simulation is an important tool, which makes it possible to give interpretations of the experimental results, formulate new testing approaches, and predict the emission produced by brakes. The present comprehensive literature review aims to introduce the state of the art of the research on the different aspects of airborne wear debris resulting from brake systems which can be used as inputs in future simulation models. In this review, previous studies focusing on airborne emissions produced by brake systems are investigated in three main categories: the subsystem level, system level, and environmental level. As well as all the information provided in the literature, the simulation methodologies are also investigated at all levels. It can be concluded from the present review study that various factors, such as the uncertainty and repeatability of the brake wear experiments, distinguish the results of the subsystem and system levels. This gap should be taken into account in the development of future experimental and simulation methods for the investigation of airborne brake wear emissions.
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Yin, Bi Feng, Tao Guan, Jiang Guang He, and Yi Xu. "Design of Mechanical and Combustion System for Small Non-Road Diesel Engine to Meet the EPA IV Emission Regulations." Applied Mechanics and Materials 43 (December 2010): 476–79. http://dx.doi.org/10.4028/www.scientific.net/amm.43.476.
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Based on 1.9L small non-road diesel engine, mechanical and combustion system were redesigned and optimized to improve the emission performance. The engine block structure such as ribs, bolt hole depth and water jacket were optimized to improve the strength and stiffness and reduce the block’s distortion. The type of piston ring, piston skirt profile and their fit clearances were also optimized, and plat-honing cylinder liner was used to reduce the oil consumption. In combustion system, fuel injection pump, injection nozzle, fuel spray distribution and fuel supply advance angle were modified, combustion chamber was changed to small platform dumbbell-shaped chamber, and the closed-loop exhaust gas recirculation (EGR) system controlled by negative pressure was applied to trade-off the emissions of NOX and PM. The test results show that the emission performance of optimum diesel engine could meet EPA IV emission regulations.
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Idzior, Marek, and Edward Czapliński. "The influence of limitations and technical systems on the limitation of emissions of toxic combustion components from combustic engines." AUTOBUSY – Technika, Eksploatacja, Systemy Transportowe 19, no. 6 (June 30, 2018): 473–77. http://dx.doi.org/10.24136/atest.2018.115.
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The article discusses aspects related to legal solutions in the European Union, which have a direct impact on reducing the emission of toxic exhaust components from internal combustion engines, which are used to drive motor vehicles. Problems related to technical solutions that limit the negative impact of exploited cars on pollution of the natural environment have been presented. The development and impact of the OBD diagnostic system and the influence of non-engine equipment on emission reduction have been described. Carried out tests of a selected group of passenger cars during the obligatory check tests identified a group of vehicles that did not meet the legislator's requirements regarding the permissible values of toxic exhaust components.
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Deshmukh, Gopal Kumar, Ammenur Rehman, and Rajesh Gupta. "Experimental Investigations of a Compression-Ignition Engine Fuelled with Transesterified-Jatropha BiodieselDiesel Blend." July 2021 40, no. 3 (July 1, 2021): 474–81. http://dx.doi.org/10.22581/muet1982.2103.02.
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Jatropha-curcas biodiesel has recently been considered as one of the potential renewable energy sources in Asia. This biodiesel is produced through the transesterification process of the non-edible oil obtained from Jatropha-curcas. The properties of this biodiesel are quite similar to those of diesel fuel. However, high viscosity of pure Jatropha-curcas biodiesel adversely affects engine performance. Hence, the percentage of Jatrophacurcas biodiesel that will not cause any adverse effect on the engine must be determined. In this context, this paper experimentally investigates the performance and exhaust emission characteristics of a direct injection compression ignition engine fuelled with 25%, 50% and 100% volume basis Jatropha-curcas biodiesel with diesel. Results showed that the Jatropha-curcas biodiesel and its blends demonstrated lower values for brake thermal efficiency and exhaust emission levels than diesel, but not for nitrogen oxide levels and brake specific fuel consumption. It was observed that the blend containing 25% Jatropha-curcas biodiesel (BD25) was the best alternative for diesel fuel based on engine emissions and overall performance. Therefore, BD25 could be considered a potential alternative fuel for compression ignition engines.
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Kauhaniemi, M., A. Stojiljkovic, L. Pirjola, A. Karppinen, J. Härkönen, K. Kupiainen, L. Kangas, et al. "Comparison of the predictions of two road dust emission models with the measurements of a mobile van." Atmospheric Chemistry and Physics Discussions 14, no. 4 (February 17, 2014): 4263–301. http://dx.doi.org/10.5194/acpd-14-4263-2014.
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Abstract. The predictions of two road dust suspension emission models were compared with the on-site mobile measurements of suspension emission factors. Such a quantitative comparison has not previously been reported in the reviewed literature. The models used were the Nordic collaboration model NORTRIP (NOn-exhaust Road TRaffic Induced Particle emissions) and the Swedish–Finnish FORE model (Forecasting Of Road dust Emissions). These models describe particulate matter generated by the wear of road surface due to traction control methods and processes that control the suspension of road dust particles into the air. An experimental measurement campaign was conducted using a mobile laboratory called SNIFFER, along two selected road segments in central Helsinki in 2007 and 2008. The suspended PM10 concentration was measured behind the left rear tyre and the street background PM10 concentration in front of the van. Both models reproduced the measured seasonal variation of suspension emission factors fairly well during both years at both measurement sites. However, both models substantially under-predicted the measured emission values. The results indicate that road dust emission models can be directly compared with mobile measurements; however, more extensive and versatile measurement campaigns will be needed in the future.
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Lawrence, Samantha, Ranjeet Sokhi, and Khaiwal Ravindra. "Quantification of vehicle fleet PM 10 particulate matter emission factors from exhaust and non-exhaust sources using tunnel measurement techniques." Environmental Pollution 210 (March 2016): 419–28. http://dx.doi.org/10.1016/j.envpol.2016.01.011.
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