Decrease In Nitrogen Oxides Research Articles

Investigation of the performance and emission effects of ammonia-borane as a B–N-based amine-borane adduct in gasoline engines

This study examined the impact of varying concentrations of ammonia-borane (AB) in gasoline on engine performance and emissions across different load conditions. Four fuel formulations were tested: pure gasoline (G100) and gasoline blends containing 10%, 15%, and 20% AB (AB10, AB15, AB20). Increased AB concentration resulted in higher brake-specific fuel consumption (BSFC). While exhaust gas temperatures were highest with G100 (730.9 °C at full load), the AB blends, particularly AB20, exhibited lower temperatures, with a maximum reduction of 13.8%. The AB20 blend demonstrated elevated BSFC and increased oxygen (O₂) emissions but significantly reduced carbon monoxide (CO) emissions, with up to an 88.2% decrease at full load. Nitrogen oxide (NOx) emissions were generally lower for all AB blends. The highest NOx value was measured with G100 fuel at full load, while the lowest NOx value was measured with AB10 fuel. Under these conditions, a 23% decrease in NOx value was observed with AB10 fuel compared to G100. The engine's thermal efficiency decreased with AB blends at all load levels compared to pure gasoline. Thermal efficiency decrease of 13.76%, 22.32%, and 30.88% occurred for AB10, AB15 and AB20, respectively compared to G100.Overall, incorporating AB in gasoline reduced thermal efficiency and led to a notable decrease in NOx, hydrocarbons (HC), and CO emissions.

Hydrogen-natural gas fuel blending in a “rich burn” engine with 3-way catalyst

Interest in hydrogen (H2) fuels is growing, with industry planning to produce it with stranded or excess energy from renewable sources in the future. Natural gas (NG) utility companies are now taking action to blend H2 into their preexisting pipelines to reduce greenhouse gas (GHG) emissions from burning NG. Stoichiometric (“rich burn”) NG engines that operate on pipeline NG and will receive blended fuel as more gas utilities expand H2 production. These engines are typically chosen for their low emissions owing to the 3-way catalyst control, so the focus of this paper is on the change in emissions like carbon monoxide (CO) and nitrogen oxides (NOx) as the fuel is blended with up to 30% H2 by volume. The Caterpillar CG137-8 natural gas engine used for testing was originally designed for industrial gas compression applications and is a good representative for most “rich burn” engines used across industry for applications such as power generation, gas compression, and water pumping. A significant greenhouse gas (GHG) emissions reduction is observed as more H2 is added to the fuel. Increasing H2 in the fuel changes combustion behavior in the cylinder, resulting in faster ignition and higher cylinder pressures, which increase engine-out NOx emissions. Post-catalyst CO and NOx both decrease slightly with increasing H2 while operating at the optimal “air-fuel” equivalence ratio (λ). A “rich burn” engine with 3-way catalyst can tolerate up to 30% H2 (by vol.) while still meeting NOx and CO emissions limits. However, at elevated levels of H2, increased engine-out NOx emissions narrow the λ range of operation. As H2 is added to NG pipelines, some “rich burn” engine systems may require larger catalysts or more precise λ control to accommodate the increased NOx production associated with a H2-NG blend. Sudden step-increases in H2 cause dramatic changes in λ, resulting in large emissions of post-catalyst NOx during the transition. Comparable changes in H2 at elevated concentrations cause larger spikes in NOx than at lower concentrations. Better tuned engine controllers respond more quickly and produce less NOx during H2 step-transitions.

Numerical Study on Optimization of Combustion Cycle Parameters and Exhaust Gas Emissions in Marine Dual-Fuel Engines by Adjusting Ammonia Injection Phases

Decarbonizing maritime transport hinges on transitioning oil-fueled ships (98.4% of the fleet) to renewable and low-carbon fuel types. This shift is crucial for meeting the greenhouse gas (GHG) reduction targets set by the IMO and the EU, with the aim of achieving climate neutrality by 2050. Ammonia, which does not contain carbon atoms that generate CO2, is considered one of the effective solutions for decarbonization in the medium and long term. However, the concurrent increase in nitrogen oxide (NOx) emissions during the ammonia combustion cycle, subject to strict regulation by the MARPOL 73/78 convention, necessitates implementing solutions to reduce them through optimizing the combustion cycle. This publication presents a numerical study on the optimization of diesel and ammonia injection phases in a ship’s medium-speed engine, Wartsila 6L46. The study investigates the exhaust gas emissions and combustion cycle parameters through a high-pressure injection strategy. At an identified 7° CAD injection phase distance between diesel and ammonia, along with an optimal dual-fuel start of injection 10° CAD before TDC, a reduction of 47% in greenhouse gas emissions (GHG = CO2 + CH4 + N2O) was achieved compared to the diesel combustion cycle. This result aligns with the GHG reduction target set by both the IMO and the EU for 2030. Additionally, during the investigation of the thermodynamic combustion characteristics of the cycle, a comparative reduction in NOx of 4.6% was realized. This reduction is linked to the DeNOx process, where the decrease in NOx is offset by an increase in N2O. However, the optimized ammonia combustion cycle results in significant emissions of unburnt NH3, reaching 1.5 g/kWh. In summary, optimizing the combustion cycle of dual ammonia and diesel fuel is essential for achieving efficient and reliable engine performance. Balancing combustion efficiency with emission levels of greenhouse gases, unburned NH3, and NOx is crucial. For the Wartsila 6L46 marine diesel engine, the recommended injection phasing is A710/D717, with a 7° CAD between injection phases.

Impact of water‐in‐diesel emulsion on compression ignition engine's emissions and its challenges—A detailed review

AbstractCompression ignition engines/diesel engines release greenhouse gases like particulate matter (PM), carbon monoxide (CO), nitrogen oxides (NOx), and, unburnt hydrocarbons which pose environmental and human health risks. Water‐in‐diesel emulsion (WiDE) has emerged as a cost‐effective alternative fuel for reducing the emission of these gases in diesel engines. This paper reviews the effectiveness of using emulsion fuel in engines to reduce harmful emissions as well as the challenges associated with WiDE, which include emulsion stability and corrosion. The review is based on available experimental results from various studies in the literature. While there are a few conflicting outcomes among researchers, the majority of results support the benefits of using WiDE in a compression engine as the PM and NOx emissions, significantly decreased. The decrease in NOx is a result of the flame reaching a lower peak temperature during combustion. The reduction in PM occurs as a result of the micro‐explosion process, which enhances combustion efficiency. Even though WiDE significantly reduces the environmental impact of diesel engines, this study also shows that WiDE faces stability problems and enhances the corrosion of materials. The development of a systematic methodology that can accurately measure emulsion stability, the in‐depth study of the impacts of surfactant dosage, water content and temperature on the corrosion behavior of metals in WiDE and also the development of anti‐corrosion intervention suggestions have been suggested based on the analysis of earlier research.

Study on the Effect of Coupled Internal and External EGR on Homogeneous Charge Compression Ignition under High Pressure Rise Rate

This paper investigated the effects of exhaust gas recirculation (EGR) on homogeneous charge compression ignition (HCCI) combustion in internal combustion engines. The exhaust valve closing (EVC) timings were scanned to obtain a set of baseline operating points for HCCI, and the coupling control of the internal and external EGR was explored. The results indicate that external EGR delays HCCI ignition timing and slows down the combustion speed. As the internal EGR rate increases, the maximum external EGR ratio that can be tolerated decreases. For HCCI detonation operating points with low internal EGR rates, the addition of up to 10% of external EGR can control the pressure rise rate peak to less than 10 bar/°CA, resulting in reduced fuel consumption and increased indicated mean effective pressure (IMEP). However, for HCCI operating points with high internal EGR rates, the effect of external EGR is mainly observed in the control of the pressure rise rate, with limited increase in IMEP. Additionally, an increasing external EGR rate leads to a significant decrease in nitrogen oxide (NOx) emissions, while carbon monoxide (CO) and hydrocarbon (HC) emissions slightly increase before engine misfire occurs. These findings suggest that the coupling control of internal and external EGR should be explored further, particularly in relation to reducing the negative valve overlap (NVO) angle and improving combustion efficiency.

Economic analysis and TOPSIS approach to optimize the CI engine characteristics using span 80 mixed carbon nanotubes emulsified Sapindus trifoliatus (soapnut) biodiesel by artificial neural network prediction model

The rise in fuel use within the vehicle sector leads to a corresponding escalation in energy demand. To achieve optimal operating conditions, it is necessary to reduce energy usage. For that, the primary objective of this study is to utilize an artificial neural network (ANN) and the optimization approach as a technique for order performance by similarity to the ideal solution (TOPSIS) to forecast the optimal features of a compression ignition (CI) engine. The experiment was performed with a four-stroke mono-cylinder compression ignition (CI) engine under different load situations. The study considers six operational parameters, including brake thermal efficiency (BTE), specific fuel consumption (SFC), as well as emission characteristics including carbon monoxide (CO), hydrocarbon (HC), Nitrogen oxides (NOx), and smoke. From the ANN results, the correlation coefficients for BTE, SFC NOx, smoke, HC, and CO were 0.9712, 0.9862, 0.964, 0.941, 0.998, and 0.978, respectively. The SNBD25 + 30 mg/L SP80 + 30 mg/L CNT blend exhibited the maximum closeness coefficient under various load conditions. The maximum closeness coefficient obtained from the TOPSIS optimisation approach under full load conditions is 0.982386. From the result of the ANN prediction technique, for TOPSIS optimised blend SNBD25 + 30 mg/L SP80 + 30 mg/L CNT a 13.84% increase in BTE, 11.21% decrease in SFC, 16.67% decrease in CO, 13.87% decrease in NOx, 19.23% decrease in HC, and 32.53% decrease in smoke. Based on the outcomes obtained from the ANN and TOPSIS methodologies, it can be concluded that the SNBD25 + 30 mg/L SP80 + 30 mg/L CNT blend exhibits superior performance in terms of reduced NOx emissions and enhanced efficiency, surpassing the other blends under consideration. The incorporation of carbon nanotubes (CNTs) into a system leads to an increase in the carbon-to‑oxygen ratio, resulting in a reduction in the generation of nitrogen oxides (NOx). The cost of a mixture consisting of SNBD25 + 30 mg/L SP80 + 30 mg/L blend is 20% lower than the cost of diesel on a per-litre basis.

Nonlinear effect of NOx concentration decrease on secondary aerosol formation in the Beijing-Tianjin-Hebei region: Evidence from smog chamber experiments and field observations

During the COVID-19 lockdown in the Beijing-Tianjin-Hebei (BTH) region in China, large decrease in nitrogen oxides (NOx) emissions, especially in the transportation sector, could not avoid the occurrence of heavy PM2.5 pollution where nitrate dominated the PM2.5 mass increase. To experimentally reveal the effect of NOx control on the formation of PM2.5 secondary components (nitrate in particular), photochemical simulation experiments of mixed volatile organic compounds (VOCs) under various NOx concentrations with smog chamber were performed. The proportions of gaseous precursors in the control experiment were comparable to ambient conditions typically observed in the BTH region. Under relatively constant VOCs concentrations, when the initial NOx concentration was reduced to 40% of that in the control experiment (labelled as NOx,0), the particle mass concentration was not significantly reduced, but when the initial NOx concentration decreased to 20 % of NOx,0, the mass concentration of particles as well as nitrate and organics showed a sudden decrease. A “critical point” where the mass concentration of secondary aerosol started to decline as the initial NOx concentration decreased, located at 0.2–0.4 NOx,0 (or 0.18–0.44 NO2,0) in smog chamber experiments. The oxidation capacity and solar radiation intensity played key roles in the mass concentration and compositions of the formed particles. In field observations in the BTH region in the autumn and winter seasons, the “critical point” exist at 0.15–0.34 NO2,0, which coincided mostly with the laboratory simulation results. Our results suggest that a reduction of NOx emission by >60% could lead to significant reductions of secondary aerosol formation, which can be an effective way to further alleviate PM2.5 pollution in the BTH region.

Response of the ozone-related health burden in Europe to changes in local anthropogenic emissions of ozone precursors

Exposure to ozone (O3) is associated with many human health problems, resulting in tens of thousands of premature deaths annually in Europe. This study quantifies the impact of changes in anthropogenic emissions of O3 precursors on premature deaths from long-term O3 exposure in Europe and the impact of emissions changes during 2005–2015 using the nested-grid chemical transport model Goddard Earth Observing System (GEOS)-Chem and its adjoint. In 2015, it is estimated that a 20% decrease in total anthropogenic emissions in our modeled European domain could prevent 1576 (467–3252) premature deaths from respiratory disease (30 years of age), 70% of which is owing to the decrease in nitrogen oxides (NO x ) emissions. Underlying this aggregate effect is substantial spatial variation. In most of Europe, O3 formation is NO x -limited so that NO x emission reductions help to decrease premature deaths. Yet where O3 formation is NO x -saturated (as in parts of the United Kingdom, Benelux and Germany) emission reductions cause more premature deaths through increased ozone exposure. Despite the overall decreases in anthropogenic emissions, the marginal benefit, expressed as the avoided premature deaths per 1 kg km−2 yr−1 reduction in NO x emissions, is found to generally increase during 2005–2015, with a mean value more than doubling over Europe. This highlights the general trend that O3 formation becomes less sensitive to volatile organic compound emissions and more limited by NO x emissions. An important policy implication of increasing marginal benefits is that more costly regulations of NO x emissions are economically justified even as total anthropogenic emission are declining. NO x contributions from road transport, industry, energy, and residential sectors are most affected by the change in the O3 production regime. Consequently, European regulations of NO x emissions targeted at those sectors will yield the highest health benefits per unit NO x emission of all sources.

Experimental investigation of emission parameters of diesel engine fueled with various plastic pyrolysis oils

Plastic has various advantages and is becoming more ubiquitous by the year, yet recycling and disposal remain challenges for the world. We conduct tests in this study to evaluate the appropriateness of various Plastic Pyrolysis Oils (PPOs) made from Low Density Polyethylene (LDPE), High Density Polyethylene (HDPE), and Polypropylene (PP) for diesel engine fuel. Determine which type of plastic pyrolysis oil would function best as an alternative fuel in an experimental investigation. The elemental composition of pyrolysis oil generated from LDPE, HDPE, and PP to diesel was assessed, tabulated, and compared in this study. This study examines emission characteristics (Nitrogen Oxide (NOX), Hydro Carbon (HC), and Carbon Monoxide (CO)) for Diesel, LDPE, HDPE and PP in CI engines using different injection pressure, compression ratio, and load in a specific configuration. In the result of experimental work the CO emission range for diesel and LDPE is exceeded only during overload situations or when the engine load is 100%. The average NOX emission is lowest when PP is used in comparison to other fuels, and the highest NOX emission occurs when LDPE is utilised as a fuel. Increased fumigation rates may be to blame for the rising hydrocarbon content of plastic oil. Unburned hydrocarbon levels are lower at lighter loads due to increased oxygen availability. The use of this whole pyrolysis oil results in a significant decrease in Nitrogen Oxide (NOX), Hydro Carbon (HC), and Carbon Monoxide (CO) exhaust emissions. With the help of this current study. one can solve plastic waste disposal problem and also find any unknown fuel (PPOs) that can be used as an alternative fuel for CI engine or not.

COVID-19 Pandemic: Impacts on Air Quality during Partial Lockdown in the Metropolitan Area of São Paulo

Air pollution has become one of the factors that most affect the quality of life, human health, and the environment. Gaseous pollutants from motor vehicles have a significantly harmful effect on air quality in the Metropolitan Area of São Paulo (MASP)—Brazil. Motor vehicles emit large amounts of particulate matter (PM), carbon monoxide (CO), nitrogen oxides (NOx), and volatile organic compounds (VOCs), the last three acting as the main tropospheric ozone (O3) precursors. In this study, we evaluated the effects of these pollutants on air quality in the MASP during the partial lockdown that was imposed to ensure the social distancing necessitated by the COVID-19 pandemic. We compared the monthly data for nitrogen dioxide (NO2) from the Ozone Monitoring Instrument (OMI) and CO, SO2, and BC from MERRA-2 for the period between April and May 2020 (during the pandemic) with the average for the same period for the (pre-pandemic) years 2017 to 2019 in the southeast region of Brazil. The meteorological and pollutant concentration data from the CETESB air quality monitoring stations for the MASP were compared with the diurnal cycle of three previous years, with regard to the monthly averages of April and May (2017, 2018, and 2019) and the same period in 2020, when the partial lockdown was first imposed in southeast Brazil. Our findings showed that there was a decrease in NO2 concentrations ranging from 10% to more than 60% in the MASP and the Metropolitan Area of Rio de Janeiro (MARJ), whereas in the Metropolitan Area of Belo Horizonte and Vitoria (MABH and MAV, respectively), there was a reduction of around 10%. In the case of the concentrations of CO and BC from MERRA-2, there was a considerable decrease (approx. 10%) during the period of partial lockdown caused by COVID-19 throughout almost the entire state of São Paulo, particularly in the region bordering the state of Rio de Janeiro. The concentration of SO2 from MERRA-2 was 5 to 10% lower in the MASP and MARJ and the west of the MABH, and there was a decrease of 30 to 50% on the border between the states of São Paulo and Rio de Janeiro, while in the MAV region, there was an increase in pollutant levels, as this region was not significantly affected by the COVID-19 pandemic. Sharp reductions in the average hourly concentrations of CO (38.8%), NO (44.9%), NO2 (38.7%), and PM2.5 (6%) were noted at the CETESB air quality monitoring stations in the MASP during the partial lockdown in 2020 compared with the hourly average rate in the pre-pandemic period. In contrast, there was an increase of approximately 16.0% in O3 concentrations in urban areas that are seriously affected by vehicular emissions, which is probably related to a decrease in NOx.

Quantifying start emissions and impact of reducing cold and warm starts for gasoline and hybrid vehicles

In this study, a portable emissions measurement system (PEMS) was used to measure trip emissions of a gasoline vehicle (2020 Hyundai Tucson Preferred) and a hybrid vehicle (2020 Ford Fusion Hybrid Titanium) under various soak times (12 h–1 min) along two driving routes in Toronto, Canada (highway and city core). A new method was proposed to identify start emissions in a PEMS test, employing confidence intervals (CIs) of hot-running emission rates, and distributions of hot-running coolant and catalyst temperatures. In addition, GPS data reflecting one-week of travel for 82 drivers in Toronto were used to quantify the contributions of start emissions under realistic trip schedules and to estimate the benefits of reducing cold and warm starts. In Toronto, over 95% of the trips have a soak time over 1 h, and over 33% of the trips are within 5 km. Compared to the Tucson, the Fusion Hybrid generates approximately 43.4% less carbon dioxide (CO2) and 77.7% less nitrogen oxides (NOx), but 183.6% more carbon monoxide (CO) and 15.8% more ultrafine particles (measured in particle number, PN), on a representative Toronto drive schedule. For soak times greater than 12 h and trip distance less than 5 km, the contributions of starts to total trip emissions for CO2, CO, NOx, and PN are in the ranges of 13.4%–70.0%, 93.5%–99.9%, 22.3%–73.9%, and 80.3%–99.3%, respectively, for the Tucson. For the Fusion Hybrid, these contributions are in the ranges of 31.4%–95.6%, 25.1%–73.2%, 58.7%–95.9%, and 25.6%–87.7%. With engine and catalyst preheating, total trip emissions for CO2, CO, NOx, and PN decrease on average by 5.1%, 81.3%, 20.2%, and 48.1%, respectively, for the Tucson. For the Fusion Hybrid, these reductions are 10.4%, 16.3%, 40.8%, and 7.9%.

The Response of Nitrogen Deposition in China to Recent and Future Changes in Anthropogenic Emissions

AbstractWe present a model analysis that quantifies the influence of anthropogenic emission variations on the recent (2005–2015) and future (2030) changes in national scale nitrogen deposition in China and the interacting relationships between their emissions and depositions. We find that the 0.39 Tg N yr−1 increase in the dry deposition of reduced nitrogen (NHx) during 2007–2015 is dominated by the decrease in sulfur dioxides (SO2) emissions, which reduces the formation of ammonium (NH4+) aerosols from gas‐phase ammonia (NH3). Although the decrease in SO2 emissions led to conversion from wet to dry deposition of NHx, the NH4+ wet deposition increased by 0.75 Tg N yr−1 with large interannual variations driven by precipitation. Different from NHx, the oxidized nitrogen (NOy) deposition increased by 1.6 Tg N yr−1 from 2005 to 2011 and decreased by 1.1 Tg N yr−1 from 2011 to 2015, following the changes in nitrogen oxides (NOx) emissions. Based on the national scale emission‐deposition relationship estimated from model sensitivity experiments, we find that future emission control would reduce the NOy deposition by 2.4 ± 0.08 to 3.4 ± 0.12 Tg N yr−1 (49%–73%), but only lead to small decreases of 0.93 ± 0.05 to 1.2 ± 0.06 Tg N yr−1 (9%–14%) in NHx deposition in China from 2015 to 2030. The decrease in NOx and SO2 emissions under future scenarios would enhance the NHx dry deposition over domestic China, diminishing the effectiveness of the NH3 emission control. The results emphasize that stricter strategies for controlling agricultural NH3 emissions should be taken to alleviate the adverse environmental impacts from atmospheric nitrogen deposition.

Detailed Analysis of PAH Formation, Toxicity and Regulated Pollutants in a Diesel Engine Running on Diesel Blends with n-Propanol, n-Butanol and n-Pentanol

There are a number of emissions produced by internal combustion engines that are regulated to limit atmospheric pollution. However, it is equally important for both environmental and human health to also monitor and control polycyclic aromatic hydrocarbons (PAHs). Using high-carbon alcohols with straight-chain structures, such as n-propanol (Pro), n-butanol (Bu) and n-pentanol (Pen), together with diesel fuel (D), can be a way to reduce these harmful pollutants. In this study, nine different test fuels were created by mixing each higher alcohol with diesel fuel at 5%, 20% and 30% mixing ratios. In order to compare the effects of these test fuels on regulated pollutants and PAH compounds, fuel blends were evaluated in a diesel engine at partial loads and at a constant speed. Regulated emissions were measured using a standard 5-gas analyzer, and PAHs were detected and quantified using rigorous analytical chemistry methods, such as gas chromatography–mass spectrometry (GC–MS). While higher carbon monoxide (CO) and hydrocarbon (HC) pollutants were emitted by the binary blends due to their high oxygen content and latent heat of evaporation (LHE), a decrease in nitrogen oxides (NOx) emissions between 4.98% and 20.08% was observed depending on the alcohol concentration. With the exception of the 20% n-pentanol mixture, PAH concentrations in the exhaust gas were significantly reduced in other binary blends. The 35% n-butanol mixture stood out in reducing total PAHs by 80.98%. In toxicity reduction, the 20% n-propanol mixture was the most effective with a decrease of 91.23% in toxicity. Overall, higher alcohols have been shown to be effective additives not only in reducing overall PAH emissions and toxicity, but also in reducing high-ring and heavier PAHs, which are more carcinogenic and cause a greater risk to engine lifedue to wet stacking under cold starting or low-load conditions.

The effects of hydrogen enriched natural gas under different engine loads in a diesel engine

Natural gas, which is among the alternative fuels, has become widespread in the transportation as it is both economical and environmentally friendly. While the use of natural gas is at a significant level in spark ignition engines, it has not yet been implemented in compression ignition engines (CI) as it worsens combustion due to ignition delay. In CI engines, however, the combustion properties of natural gas (NG) can be improved by adding hydrogen (H2) to NG. This is one of the methods applied to use natural gas in CI engines. In this experimental study, two different volumetric rates of NG and NG/H2 mixtures were added to the combustion air in a CI engine, and engine performance and emissions were examined under different engine loads. The experiments were performed at two different engine speeds, four different engine loads and no-load condition. An engine cylinder pressure of 59.16 bar, which is the closest value to the 59.39 bar obtained in the use of diesel fuel, was obtained at 1500 rpm for “Diesel + NG(500 g/h)” and 59.9 bar (highest values) was obtained for “Diesel + (500 g/h) [80%NG+20%H2]" at 1750 rpm. For “Diesel + NG(250 g/h)” (Mix1) and “Diesel + NG(500 g/h)” (Mix2), as the engine speed increases, at the point where the maximum in-cylinder pressure is obtained occurs further to the right from top dead center (TDC). With the addition of 500 g/h NG, an increase of 4.5% was achieved in the cylinder pressure at full load, while an increase of 6.5% was achieved in the case of using “Diesel + (500 g/h) [80%NG+20%H2]". Although the effect of the NG and NG/H2 mixtures on in-cylinder pressure was small, the fuel consumption and thermal efficiency improved. Substantial improvements in hydrocarbon (HC) emissions were observed with the use of “Diesel + (250 g/h)[80%NG+20%H2]”. Carbon dioxide (CO2) emissions decreased with speed increase, but no significant differences in terms of CO2 emissions were observed between the mixtures. There was a maximum difference of 15% between the diesel and the mixtures in CO2 emissions. Although there was a decrease in nitrogen oxide (NOx) levels with the increase in engine speed, the lowest NOx emissions of 447.6 ppmvol was observed in “Diesel + NG(250 g/h)” (Mix1) at 1750 rpm at maximum load.

Optimization of Fuel Injection Parameters of Moringa oleifera Biodiesel-Diesel Blend for Engine-Out-Responses Improvements

Biodiesel has gained popularity in diesel engines as a result of the rapid decline of fossil fuels and population growth. The processing of biodiesel from non-edible Moringa Oleifera was investigated using a single-step transesterification technique. Both fuels had their key physicochemical properties measured and investigated. In a common-rail diesel engine, the effects of MB50 fuel blend on the symmetric characteristics of engine-out responses were evaluated under five load settings and at 1000 rpm. As compared to standard diesel, MB50 increased brake thermal efficiency (BTE), and nitrogen oxides (NOx) emissions while lowering brake specific fuel consumption (BSFC), and smoke emissions for all engine loads. A further study of injection pressure and start of injection (SOI) timing for MB50 fuel was optimized using response surface methodology (RSM). The RSM optimization resulted in improved combustion dynamics due to symmetry operating parameters, resulting in a simultaneous decrease in NOx and smoke emissions without sacrificing BTE. RSM is an efficient optimization method for achieving optimal fuel injection parameter settings, as can be deduced. As a result, a clearer understanding of the use of MB50 fuel in diesel engines can be given, allowing for the best possible engine efficiency.

Health Risk of Increased O3 Concentration Based on Regional Emission Characteristics under the Unusual State of the COVID-19 Pandemic

Photochemical oxidant concentration increases with the decrease in nitrogen oxide (NOx) concentration in volatile organic compound (VOC)-sensitive areas with several automobiles and factories. We aimed to quantify the changes in health risks from ozone (O3) and nitrogen dioxide (NO2) using disability-adjusted life years (DALY) in Osaka City, which is one of the major cities in Japan. ADMER-PRO version 1.0, an atmospheric model for secondary products, was used to estimate the concentration distribution of NO2, VOC, and O3 using the year-on-year change of traffic during the declaration of the state of emergency in response to the coronavirus disease 2019 (7 April to 21 May 2020). NO2 concentration decreased by an average of 0.962 ppb in 88.9% of the grids in Osaka City, whereas O3 concentration increased by an average of 1.00 ppb in all the grids with a 26–28% reduction of traffic volume due to the pandemic. We also found three intensities for the VOC-sensitive condition depending on the different regional emission characteristics, with the DALYs of health risks from the decrease in NO2 exceeding those from the increase in O3, reaching 811.4 and 55.90 total DALYs in the city, respectively.

EFFECT OF COVID-19 LOCKDOWN ON AIR QUALITY IN URBAN AND SUBURBAN AREAS OF EXTREMADURA, SOUTHWEST SPAIN: A CASE STUDY IN USUALLY LOW POLLUTED AREAS

Lockdown measures were established in Spain from 14th March 2020, to flatten the pandemic curve of coronavirus disease (COVID-19). The increasingly stringent implementation of these measures has made it possible to assess the effect of anthropogenic activities on the most relevant air pollutants present in ambient air. Whereas most published reports focus on highly polluted urban areas, the present work aims to quantify variations in the levels of NO2, O3 and BTX (benzene, toluene and xylene) due to the COVID-19 lockdown in usually low polluted urban and suburban areas within Extremadura (Spain). Compared to the reference period from 2010 to 2019, significant reductions in NO2 levels occurred in the suburban stations of Badajoz, Cáceres, Mérida, Plasencia and Zafra (–50.4 %, –71.6 %, –55.2 %, –64.6 % and –51.8 %, respectively), likely due to the limitation of road traffic as the primary source of nitrogen oxides (NOx). These percentages of reduction are similar to data reported in high polluted areas. Similarly, O3 levels have decreased slightly by –9.9 % in Badajoz, –9.5 % in Mérida and –18.2 % in the Monfragüe National Park. The reduction in O3 levels may be due to a decrease in NOx limiting atmospheric conditions and the influence of weather conditions (high cloudiness and rainy days) during the lockdown period. No defined trend was observed for VOCs (BTX), probably due to the very low levels of these contaminants, close to the detection limit both during the lockdown and the reference periods.

Exploring the drivers of the increased ozone production in Beijing in summertime during 2005–2016

Abstract. In the past decade, average PM2.5 concentrations decreased rapidly under the strong pollution control measures in major cities in China; however, ozone (O3) pollution emerged as a significant problem. Here we examine a unique (for China) 12-year data set of ground-level O3 and precursor concentrations collected at an urban site in Beijing (PKUERS, campus of Peking University), where the maximum daily 8 h average (MDA8) O3 concentration and daytime Ox (O3+NO2) concentration in August increased by 2.3±1.2 ppbv (+3.3±1.8 %) yr−1 and 1.4±0.6 (+1.9±0.8 %) yr−1, respectively, from 2005 to 2016. In contrast, daytime concentrations of nitrogen oxides (NOx) and the OH reactivity of volatile organic compounds (VOCs) both decreased significantly. Over this same time, the decrease of particulate matter (and thus the aerosol optical depth) led to enhanced solar radiation and photolysis frequencies, with near-surface J(NO2) increasing at a rate of 3.6±0.8 % yr−1. We use an observation-based box model to analyze the combined effect of solar radiation and ozone precursor changes on ozone production rate, P(O3). The results indicate that the ratio of the rates of decrease of VOCs and NOx (about 1.1) is inefficient in reducing ozone production in Beijing. P(O3) increased during the decade due to more rapid atmospheric oxidation caused to a large extent by the decrease of particulate matter. This elevated ozone production was driven primarily by increased actinic flux due to PM2.5 decrease and to a lesser extent by reduced heterogeneous uptake of HO2. Therefore, the influence of PM2.5 on actinic flux and thus on the rate of oxidation of VOCs and NOx to ozone and to secondary aerosol (i.e., the major contributor to PM2.5) is important for determining the atmospheric effects of controlling the emissions of the common precursors of PM2.5 and ozone when attempting to control these two important air pollutants.

An inversion of NO<sub><i>x</i></sub> and non-methane volatile organic compound (NMVOC) emissions using satellite observations during the KORUS-AQ campaign and implications for surface ozone over East Asia

Abstract. The absence of up-to-date emissions has been a major impediment to accurately simulating aspects of atmospheric chemistry and to precisely quantifying the impact of changes in emissions on air pollution. Hence, a nonlinear joint analytical inversion (Gauss–Newton method) of both volatile organic compounds (VOCs) and nitrogen oxide (NOx) emissions is made by exploiting the Smithsonian Astrophysical Observatory (SAO) Ozone Mapping and Profiler Suite Nadir Mapper (OMPS-NM) formaldehyde (HCHO) and the National Aeronautics and Space Administration (NASA) Ozone Monitoring Instrument (OMI) tropospheric nitrogen dioxide (NO2) columns during the Korea–United States Air Quality (KORUS-AQ) campaign over East Asia in May–June 2016. Effects of the chemical feedback of NOx and VOCs on both NO2 and HCHO are implicitly included by iteratively optimizing the inversion. Emission uncertainties are greatly narrowed (averaging kernels > 0.8, which is the mathematical presentation of the partition of information gained from the satellite observations with respect to the prior knowledge) over medium- to high-emitting areas such as cities and dense vegetation. The prior amount of total NOx emissions is mainly dictated by values reported in the MIX-Asia 2010 inventory. After the inversion we conclude that there is a decline in emissions (before, after, change) for China (87.94±44.09 Gg d−1, 68.00±15.94 Gg d−1, −23 %), North China Plain (NCP) (27.96±13.49 Gg d−1, 19.05±2.50 Gg d−1, −32 %), Pearl River Delta (PRD) (4.23±1.78 Gg d−1, 2.70±0.32 Gg d−1, −36 %), Yangtze River Delta (YRD) (9.84±4.68 Gg d−1, 5.77±0.51 Gg d−1, −41 %), Taiwan (1.26±0.57 Gg d−1, 0.97±0.33 Gg d−1, −23 %), and Malaysia (2.89±2.77 Gg d−1, 2.25±1.34 Gg d−1, −22 %), all of which have effectively implemented various stringent regulations. In contrast, South Korea (2.71±1.34 Gg d−1, 2.95±0.58 Gg d−1, +9 %) and Japan (3.53±1.71 Gg d−1, 3.96±1.04 Gg d−1, +12 %) are experiencing an increase in NOx emissions, potentially due to an increased number of diesel vehicles and new thermal power plants. We revisit the well-documented positive bias (by a factor of 2 to 3) of MEGAN v2.1 (Model of Emissions of Gases and Aerosols from Nature) in terms of biogenic VOC emissions in the tropics. The inversion, however, suggests a larger growth of VOCs (mainly anthropogenic) over NCP (25 %) than previously reported (6 %) relative to 2010. The spatial variation in both the magnitude and sign of NOx and VOC emissions results in nonlinear responses of ozone production and loss. Due to a simultaneous decrease and increase in NOx∕VOC over NCP and YRD, we observe a ∼53 % reduction in the ratio of the chemical loss of NOx (LNOx) to the chemical loss of ROx (RO2+HO2) over the surface transitioning toward NOx-sensitive regimes, which in turn reduces and increases the afternoon chemical loss and production of ozone through NO2+OH (−0.42 ppbv h−1)∕HO2 (and RO2)+NO (+0.31 ppbv h−1). Conversely, a combined decrease in NOx and VOC emissions in Taiwan, Malaysia, and southern China suppresses the formation of ozone. Simulations using the updated emissions indicate increases in maximum daily 8 h average (MDA8) surface ozone over China (0.62 ppbv), NCP (4.56 ppbv), and YRD (5.25 ppbv), suggesting that emission control strategies on VOCs should be prioritized to curb ozone production rates in these regions. Taiwan, Malaysia, and PRD stand out as regions undergoing lower MDA8 ozone levels resulting from the NOx reductions occurring predominantly in NOx-sensitive regimes.

Particle Size Distribution Measurements of Neat and Water-Emulsified Oxymethylene Ethers in a Heavy-Duty Diesel Engine

Diesel-fueled compression ignition engines display a distinct trade-off in particulate matter (PM) and nitrogen oxide (NOX) emissions due to the nature of diffusive combustion. The modification of fuel properties has drawn much attention since these methods offer additional potential to reduce emissions. Oxygenated fuels are reported to greatly diminish particle emissions while water emulsification of regular diesel causes a significant decrease in NOX. However, recent studies indicate that these fuel-based approaches may lead to an increase in nanoparticle emissions, which are known to be more dangerous to human health than large particles. This has raised the question about whether current engine technology is prone to nanoparticle formation.In this work, the authors present a detailed study on combustion and emission performance of the oxygenate fuel Oxymethylene Ether (OMEn, the mixture contains neat OME with chain length n = 2 − 6). In a novel approach, a single-cylinder heavy-duty diesel engine was fueled with both neat and water-emulsified OME to combine the two fuel-based methods in order to simultaneously reduce both NOX and particle emissions to a great extent. Particular emphasis was put on the particle size distribution (PSD) of emitted PM to elaborate a potentially severe drawback of these fuel-based approaches. In the process, hydrogenated vegetable oil (HVO) was used as the diesel reference fuel. The findings are summarized as such: PSD measurements of OME2-6 reveal similar particle diameters in mid-load operation and a shift to smaller particles at unfavorable engine operations compared to HVO. Water-emulsified OME2-6 reduces NOX by roughly 2-3% with a one percent increase in water concentration while maintaining a nearly constant combustion efficiency. Adverse effects on nanoparticle formation by water emulsification were not observed.