Статті в журналах: "Non-exhaust Emissions"

1

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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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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3

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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4

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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5

Timmers, Victor R. J. H., and Peter A. J. Achten. "Non-exhaust PM emissions from electric vehicles." Atmospheric Environment 134 (June 2016): 10–17. http://dx.doi.org/10.1016/j.atmosenv.2016.03.017.

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6

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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7

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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8

Grechkin, A. V., and A. V. Kotlyarenko. "Review and analysis of modern methods to estimate particulate matter emissions from tire and road wear." Trudy NAMI, no. 3 (October 4, 2022): 74–84. http://dx.doi.org/10.51187/0135-3152-2022-3-74-84.

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Introduction (problem statement and relevance). In operating wheeled vehicles, air pollution occurs that affects human health. The emissions of non-exhaust origin particulate matter are particularly harmful. But the problem is that there does not exist a generally accepted methodology for estimating emissions caused by tire and road wear.The purpose of the study was to review modern methods for estimating wheeled vehicles non-exhaust emissions, to analyze the problematic issues of estimating particulate emissions resulting from tire and road wear.Methodology and research methods. The domestic and foreign studies of non-exhaust origin particulate matter emissions of wheeled vehicles were analyzed during the work with the help of systematic analysis method, as well as the analysis of regulatory legal acts in this area was made.Scientific novelty and results. The article summarizes the recent studies results of environmental emissions of non-exhaust origin produced by wheeled vehicles and raises problematic issues to create a methodology for estimating particulate emissions caused by tire and road wear.Practical signifi cance. The article identifies problematic issues in the study of non-exhaust emissions origin, the solution of which will help to determine the main directions for reducing emissions of particulate matter from tire and road wear made in the wheeled vehicles operation.

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9

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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10

Vogt, M., E. D. Nilsson, L. Ahlm, E. M. Mårtensson та C. Johansson. "The relationship between 0.25–2.5 μm aerosol and CO2 emissions over a city". Atmospheric Chemistry and Physics Discussions 10, № 9 (9 вересня 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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11

Grigoratos, Theodoros, Athanasios Mamakos, Michael Arndt, Dmytro Lugovyy, Robert Anderson, Christian Hafenmayer, Mikko Moisio, et al. "Characterization of Particle Number Setups for Measuring Brake Particle Emissions and Comparison with Exhaust Setups." Atmosphere 14, no. 1 (January 3, 2023): 103. http://dx.doi.org/10.3390/atmos14010103.

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The stringency of vehicle exhaust emissions regulations resulted in a significant decrease in exhaust particulate matter (PM) emissions over the years. Non-exhaust particles (i.e., from brakes and tyres) account for almost half or more of road transport-induced ambient PM. Even with the internal combustion engine ban in 2035, electrified vehicles will still emit PM from brake and tyre wear. Consequently, non-exhaust PM emissions cannot decrease significantly without any regulatory measures. Because independent research carried out under different methods is not readily comparable, a Global Technical Regulation (GTR), which sets the procedures and boundaries of testing brake wear particle emissions, is currently under development. This overview describes the particle number (PN) measurement setup based on the well-known exhaust emissions PN methodology. We provide the technical requirements and the expected maximum losses. In addition, we estimate the effect of particle losses on the differences between different setups for typical size distributions observed during brake testing. Finally, we compare brake testing PN specifications to those of exhaust PN.

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12

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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13

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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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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15

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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16

Schäfer, Klaus. "Non-Intrusive measurements of aircraft and rocket exhaust emissions." Air & Space Europe 3, no. 1-2 (January 2001): 104–8. http://dx.doi.org/10.1016/s1290-0958(01)90027-9.

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17

Piscitello, Amelia, Carlo Bianco, Alessandro Casasso, and Rajandrea Sethi. "Non-exhaust traffic emissions: Sources, characterization, and mitigation measures." Science of The Total Environment 766 (April 2021): 144440. http://dx.doi.org/10.1016/j.scitotenv.2020.144440.

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18

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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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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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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21

Vogt, M., E. D. Nilsson, L. Ahlm, E. M. Mårtensson та C. Johansson. "The relationship between 0.25–2.5 μm aerosol and CO2 emissions over a city". Atmospheric Chemistry and Physics 11, № 10 (24 травня 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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Marjanen, Petteri, Niina Kuittinen, Panu Karjalainen, Sanna Saarikoski, Mårten Westerholm, Rasmus Pettinen, Minna Aurela, et al. "Exhaust emissions from a prototype non-road natural gas engine." Fuel 316 (May 2022): 123387. http://dx.doi.org/10.1016/j.fuel.2022.123387.

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23

Kumar, Prashant, Liisa Pirjola, Matthias Ketzel, and Roy M. Harrison. "Nanoparticle emissions from 11 non-vehicle exhaust sources – A review." Atmospheric Environment 67 (March 2013): 252–77. http://dx.doi.org/10.1016/j.atmosenv.2012.11.011.

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24

Amato, Fulvio, Flemming R. Cassee, Hugo A. C. Denier van der Gon, Robert Gehrig, Mats Gustafsson, Wolfgang Hafner, Roy M. Harrison, et al. "Urban air quality: The challenge of traffic non-exhaust emissions." Journal of Hazardous Materials 275 (June 2014): 31–36. http://dx.doi.org/10.1016/j.jhazmat.2014.04.053.

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25

Catapano, Francesco, Silvana Di Iorio, Agnese Magno, Paolo Sementa, and Bianca Maria Vaglieco. "Comprehensive analysis of particle emissions from both exhaust and non-exhaust sources: a methodological approach." Proceedings of the International symposium on diagnostics and modeling of combustion in internal combustion engines 2022.10 (2022): A4–3. http://dx.doi.org/10.1299/jmsesdm.2022.10.a4-3.

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26

Shancita, I., H. H. Masjuki, M. A. Kalam, S. S. Reham, A. M. Ruhul, and I. M. Monirul. "Evaluation of the characteristics of non-oxidative biodiesels: a FAME composition, thermogravimetric and IR analysis." RSC Advances 6, no. 10 (2016): 8198–210. http://dx.doi.org/10.1039/c5ra23963j.

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27

Gordon, T. D., A. A. Presto, A. A. May, N. T. Nguyen, E. M. Lipsky, N. M. Donahue, A. Gutierrez, et al. "Secondary organic aerosol formation exceeds primary particulate matter emissions for light-duty gasoline vehicles." Atmospheric Chemistry and Physics Discussions 13, no. 9 (September 4, 2013): 23173–216. http://dx.doi.org/10.5194/acpd-13-23173-2013.

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Abstract. The effects of photochemical aging on emissions from 15 light-duty gasoline vehicles were investigated using a smog chamber to probe the critical link between the tailpipe and ambient atmosphere. The vehicles were recruited from the California in-use fleet; they represent a wide range of model years (1987 to 2011), vehicle types and emission control technologies. Each vehicle was tested on a chassis dynamometer using the unified cycle. Dilute emissions were sampled into a portable smog chamber and then photochemically aged under urban-like conditions. For every vehicle, substantial secondary organic aerosol (SOA) formation occurred during cold-start tests, with the emissions from some vehicles generating as much as 6 times the amount of SOA as primary particulate matter after three hours of oxidation inside the chamber at typical atmospheric oxidant levels. Therefore, the contribution of light duty gasoline vehicle exhaust to ambient PM levels is likely dominated by secondary PM production (SOA and nitrate). Emissions from hot-start tests formed about a factor of 3–7 less SOA than cold-start tests. Therefore, catalyst warm-up appears to be an important factor in controlling SOA precursor emissions. The mass of SOA generated by photo-oxidizing exhaust from newer (LEV1 and LEV2) vehicles was only modestly lower (38%) than that formed from exhaust emitted by older (pre-LEV) vehicles, despite much larger reductions in non-methane organic gas emissions. These data suggest that a complex and non-linear relationship exists between organic gas emissions and SOA formation, which is not surprising since SOA precursors are only one component of the exhaust. Except for the oldest (pre-LEV) vehicles, the SOA production could not be fully explained by the measured oxidation of speciated (traditional) SOA precursors. Over the time scale of these experiments, the mixture of organic vapors emitted by newer vehicles appear to be more efficient (higher yielding) in producing SOA than the emissions from older vehicles. About 30% of the non-methane organic gas emissions from the newer (LEV1 and LEV2) vehicles could not be speciated, and the majority of the SOA formed from these vehicles appears to be associated with these unspeciated organics. These results for light-duty gasoline vehicles contrast with the results from a companion study of on-road heavy-duty diesel trucks; in that study late model (2007 and later) diesel trucks equipped with catalyzed diesel particulate filters emitted very little primary PM, and the photo-oxidized emissions produced negligible amounts of SOA.

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28

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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29

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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30

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 PM10 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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31

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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32

Liu, Ye, Haibo Chen, Ying Li, Jianbing Gao, Kaushali Dave, Junyan Chen, Tiezhu Li, and Ran Tu. "Exhaust and non-exhaust emissions from conventional and electric vehicles: A comparison of monetary impact values." Journal of Cleaner Production 331 (January 2022): 129965. http://dx.doi.org/10.1016/j.jclepro.2021.129965.

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33

Singh, Vikas, Akash Biswal, Amit P. Kesarkar, Suman Mor, and Khaiwal Ravindra. "High resolution vehicular PM10 emissions over megacity Delhi: Relative contributions of exhaust and non-exhaust sources." Science of The Total Environment 699 (January 2020): 134273. http://dx.doi.org/10.1016/j.scitotenv.2019.134273.

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34

Jeong, Cheol-Heon, Jon M. Wang, Nathan Hilker, Jerzy Debosz, Uwayemi Sofowote, Yushan Su, Michael Noble, et al. "Temporal and spatial variability of traffic-related PM2.5 sources: Comparison of exhaust and non-exhaust emissions." Atmospheric Environment 198 (February 2019): 55–69. http://dx.doi.org/10.1016/j.atmosenv.2018.10.038.

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35

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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36

Owen, Bethan, Julien G. Anet, Nicolas Bertier, Simon Christie, Michele Cremaschi, Stijn Dellaert, Jacinta Edebeli, et al. "Review: Particulate Matter Emissions from Aircraft." Atmosphere 13, no. 8 (August 3, 2022): 1230. http://dx.doi.org/10.3390/atmos13081230.

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The contribution of aircraft operations to ambient ultrafine particle (UFP) concentration at and around airports can be significant. This review article considers the volatile and non-volatile elements of particulate matter emissions from aircraft engines, their characteristics and quantification and identifies gaps in knowledge. The current state of the art emission inventory methods and dispersion modelling approaches are reviewed and areas for improvement and research needs are identified. Quantification of engine non-volatile particulate matter (nvPM) is improving as measured certification data for the landing and take-off cycle are becoming available. Further work is needed: to better estimate nvPM emissions during the full-flight; to estimate non-regulated (smaller) engines; and to better estimate the emissions and evolution of volatile particles (vPM) in the aircraft exhaust plume. Dispersion modelling improvements are also needed to better address vPM. As the emissions inventory data for both vPM and nvPM from aircraft sources improve, better estimates of the contribution of aircraft engine emissions to ambient particulate concentrations will be possible.

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37

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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38

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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39

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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40

Kaddoura, Ihab, Ricardo Ewert, and Kai Martins-Turner. "Exhaust and non-exhaust emissions from today’s and future road transport: A simulation-based quantification for Berlin." Transportation Research Procedia 62 (2022): 696–702. http://dx.doi.org/10.1016/j.trpro.2022.02.086.

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41

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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42

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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43

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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Анотація:

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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44

Suarez-Bertoa, Ricardo, Tommaso Selleri, Roberto Gioria, Anastasios D. Melas, Christian Ferrarese, Jacopo Franzetti, Bertold Arlitt, Naoki Nagura, Takaaki Hanada, and Barouch Giechaskiel. "Real-Time Measurements of Formaldehyde Emissions from Modern Vehicles." Energies 15, no. 20 (October 18, 2022): 7680. http://dx.doi.org/10.3390/en15207680.

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Formaldehyde (HCHO), a carcinogenic carbonyl compound and precursor of tropospheric ozone, can be found in vehicle exhaust. Even though the continuous monitoring of HCHO has been recommended, the real-world emissions from the road transport sector are not commonly available. The main reason for this knowledge gap has been the difficulty to measure HCHO in real-time and during real-world testing. This, for instance, increases the uncertainty of the O3 simulated by air quality models. The present study investigates real-time HCHO measurements comparing three Fourier Transform InfraRed spectrometers (FTIRs) and one Quantum Cascade Laser InfraRed spectrometer (QCL-IR) directly sampling from the exhaust of one gasoline passenger car, one Diesel commercial vehicle and one Diesel heavy-duty vehicle, all meeting recent European emission standards (Euro 6/VI). Non-negligible emissions of HCHO were measured from the Diesel light-duty vehicle, with emissions increasing as temperature decreased. Relatively low emissions were measured for the gasoline car and the Diesel heavy-duty vehicle. The results showed a good correlation between the different instruments under all the conditions tested (in most cases R2 > 0.9). Moreover, it was shown that HCHO can be accurately measured during on-road and real-world-like tests using instruments based on FTIR and QCL-IR technologies.

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45

Khalid, Amir, M. Jaat, Norrizal Mustaffa, M. D. Anuar, B. Manshoor, M. F. M. Ali, and Zamani Ngali. "Effects of Biodiesel on Performance and Emissions Characteristics in Diesel Engine." Applied Mechanics and Materials 663 (October 2014): 39–43. http://dx.doi.org/10.4028/www.scientific.net/amm.663.39.

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Biodiesel is the alternate fuel which is derived from renewable sources either is vegetable oils or animal fats. Biodiesel is non-toxic, have higher biodegradability, free of sulphur, no aromatics and its oxygen content of about 10-11% which is usually not contained in diesel fuel. These characteristics thus predominantly influences to the emissions of carbon monoxide (CO) and hydrocarbons (HC) in the exhaust gas. Purpose of this study is to investigate the effects of oil palm blended fuel, engine speed and test load conditions on the fuel properties, combustion process, combustion characteristics, exhaust emissions and engine performance. The engine speed was varied from 1500 to 3000 rpm, load test condition varied by dynapack chassis dynamometer in 0% ,50% and 100% and blends of 5 (B5), 10 (B10) and 15 vol% (B15) palm oil with the diesel fuel. Increased of blends ratio can improve the combustion process and give less HC and CO emission and almost nearly engine performance. However, this condition tends to produce high NOx production due to higher oxygenated fuel in biodiesel content.

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46

Beji, A., K. Deboudt, S. Khardi, B. Muresan, P. Flament, M. Fourmentin, and L. Lumière. "Non-exhaust particle emissions under various driving conditions: Implications for sustainable mobility." Transportation Research Part D: Transport and Environment 81 (April 2020): 102290. http://dx.doi.org/10.1016/j.trd.2020.102290.

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47

Wu, Tiantong, Kelly Lo, and Jason Stafford. "Vehicle non-exhaust emissions – Revealing the pathways from source to environmental exposure." Environmental Pollution 268 (January 2021): 115654. http://dx.doi.org/10.1016/j.envpol.2020.115654.

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48

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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49

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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50

Dyubanov, M. V., O. V. Shapovalova, A. V. Roshchin, Yu A. Treger, and A. A. Solovyanov. "Analysis of the Emissions’ Composition into the Atmosphere at the Enterprises of Leather and Footwear Production and the Development of Technical Solutions for their Decontamination." Ecology and Industry of Russia 23, no. 9 (September 10, 2019): 24–29. http://dx.doi.org/10.18412/1816-0395-2019-9-24-29.

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The results of the quantitative analysis of the air composition of the working area performing some gluing-and-finishing and while finishing technological operations are given on the example of leather and footwear production. A scheme for decontamination emissions while obtaining chloroprene monomer, alkaline maturation of latex and stripping of monomer from latex. The analysis of the decontamination process of exhaust gas emissions in the production of chloroprene rubber was carried out. Data on the exhaust gases composition at receipt of chloroprene monomer, alkaline maturation of latex and stripping of non-polymerized latex chloroprene before and after absorption are presented in tabular and graphical form.

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