Motor Vehicle Gasoline Research Articles

Pemanfaatan Eceng Gondok dan Crude Palm Oil sebagai Bioaditif Bahan Bakar Kendaraan Bermotor

Eceng gondok contains chlorophyll which is an oxygenate type additive which can increase the combustion reaction in fuel and reduce exhaust emissions. Therefore, eceng gondok has the potential to be used as a bioadditive in fuel by adding carotene from crude palm oil which functions as an antioxidant through electron transfer, thereby protecting chlorophyll from autooxidation. The two chlorophyll and carotene extracts at a ratio of 0:1, 2:3, 3:1, 4:1, 3:2, and 1:0 respectively were mixed with toluene and Fatty Acid Methyl Ester as a bioadditive formula. in gasoline fuel. The research results show that there is an increase in octane value of 0.1-0.5% according to ASTM D 2699 and GC-FID and results in a reduction in CO and CO2 exhaust emissions of 52.38% and 37% respectively. .00% on the use of chlorophyll : carotene (2:3) bioadditives in gasoline. This shows that eceng gondok and crude palm oil can be used as bioadditives in gasoline motor vehicles.

Characteristics and Source Apportionment of Carbonaceous Aerosols in the Typical Urban Areas in Chongqing During Winter

To investigate the characteristics, source apportionment, and potential source areas of carbonaceous aerosols in Chongqing during winter, PM2.5 samples were collected from January 2021 to February 2021 in the urban areas of Wanzhou (WZ), Yubei (YB), and Shuangqiao (SQ). The results showed that the average mass concentrations of PM2.5, OC, and EC in SQ were (72.6 ±33.3), (18.2 ±8.2), and (4.4 ±1.7) μg·m-3, respectively, higher than those in WZ[(67.2 ±30.3), (17.2 ±7.4), and (5.1 ±2.4) μg·m-3] and YB[(63.4 ±25.7), (15.4 ±6.3), and (4.2 ±1.9) μg·m-3]. Compared with that during the clear period, the concentration and fraction of EC in total carbon increased by 103.0% and 8.1%, respectively, in WZ compared to that in other areas during pollution period, whereas the OC/EC ratio was decreased significantly (-10.5%), indicating that the primary emission of carbonaceous aerosols increased significantly during the pollution period. The average mass concentrations of secondary organic carbon (SOC) in SQ and YB were (7.7 ±4.8) μg·m-3 and (6.9 ±2.8) μg·m-3 significantly higher, respectively, than that in WZ[(4.5 ±1.9) μg·m-3] during the campaign. This indicated that the secondary transformation had a greater influence on the carbonaceous aerosols in SQ and YB than that in WZ. Furthermore, in contrast to that in WZ, the ratios of SOC/OC were increased with the increase in PM2.5 concentrations, and significant correlations between SOC concentration and aerosol water content, NO2 concentration, and the value of NOR were observed in SQ and YB (P < 0.01), indicating that the increasing of carbonaceous aerosol concentrations might be mainly driven by the SOC with -NO2 groups produced by aqueous chemical reactions during winter in SQ and YB. The positive definite matrix factor (PMF) results in these urban areas showed that the contribution of biomass/coal combustion source in WZ (47.4%) was significantly higher than that in YB (34.2%) and SQ (38.1%), whereas the gasoline motor vehicle emission and secondary transformation impacts were more significant in YB. The results of the concentration weighted trajectory (CWT) showed that the potential sources of carbonaceous aerosols were mainly the local and northeastern parts of these urban areas (such as Changshou).

Penggunaan Energi Matahari Sebagai Bahan Bakar Terbarukan Guna Menaggulangi Kelangkaan Bahan Bakar Fosil Bensin

Fossil fuel scarcity has become a serious problem that has been recognized by the world. This is due to the massive exploration carried out by every country around the world. This exploration of fossil fuels has been going on for a long time and its utilization is used in the use of gasoline motor vehicle fuel. Human dependence on the use of fossil fuels is very large, this will cause problems in the environment to the instability of energy supply. The use of solar energy as a renewable energy substitute for gasoline is very appropriate. The sun is a renewable energy that will not run out, the use of solar energy as a renewable fuel will have benefits to the environment significantly reducing greenhouse gas emissions and air pollution. The use of solar energy will create new jobs to improve the economy, such as the emergence of car companies using solar energy fuel. This analysis is made to find a solution to the problem of fuel scarcity that still utilizes fossil fuels replacing it with renewable fuels that utilize solar energy.

On-road tailpipe characterization of exhaust ammonia emissions from in-use light-duty gasoline motor vehicles

A Portable Emissions Monitoring System (PEMS) has been used to estimate ammonia emission rates from a representative fleet of 47 in-use light-duty gasoline motor vehicles over 145 on-road Real Driving Emissions (RDE) tests. The PEMS modules were carried onboard the tested vehicles and were wired such that their ceramic exhaust emission sensors were mounted directly in the tailpipe. The on-road RDE tests were conducted over an urban testing route that included residential and highway roads, uphill and downhill road segments, stop signs, traffic lights, and a school zone with a reduced speed limit. The entire vehicle test sample had an average ammonia emission rate of 114.7 mg/mile ±135.3 (StD). This would yield an estimated 2909 metric tons per year of NH3 emissions from the Wasatch fleet on-road gasoline motor vehicles. Old vehicles with aged Three-Way Catalyst (TWC) converters had higher NH3 emissions rates than newer vehicles with newer TWC converters. For instance, Tier 0, Tier I, NLEV, Tier II and Tier III vehicles had average emission rates of 563.1, 177.8, 213.6, 94.4 and 18.9 mg/mile, respectively. Carbon monoxide, and nitrogen oxides had a strong correlation with ammonia emission rates, with r ≥ 0.70. A Moderate correlation was found with vehicles’ mileage (r = 0.6), model year (r = −0.5), engine displacement (r = 0.4), and number of cylinders (r = 0.4). The outcomes highlight vehicle contributions to the atmospheric NH3 inventory and the impact of vehicle characteristics and ammonia precursor concentrations on ammonia emission rates from gasoline vehicles.

Car usage, {text {CO}}_{2} emissions and fuel taxes in Europe

The number of diesel cars in Europe has grown significantly over the last three decades, a process usually known as dieselization, and they now account for nearly 40% of the cars on the road. We build on a dynamic general equilibrium model that makes a distinction between diesel motor and gasoline motor vehicles and calibrate it for main European countries. Firstly, we find that the dieselization can be explained by a change in consumer preferences paired with the productivity gains from the specialization of the European automotive industry. Secondly, the lenient tax policies in favor of diesel fuel help to explain the rebound effect in road traffic. Finally, from a normative standpoint, the model suggests that a tax discrimination based on the carbon content of each fuel (higher for diesel relative to gasoline) would actually be more effective in curbing {text {CO}}_{2} emissions rather than a tax based on fuel efficiency. Based on the existing studies, we also document that other external costs of diesel are always higher than those of gasoline, and the Pigouvian tax rates should reflect this aspect. This recommendation is radically different to the existing fuel tax design in most European countries.

A review of phase separation issues in aviation gasoline fuel and motor gasoline fuels in aviation

In an attempt to bring in sustainable energy resources into the current combustibles mix, recent European legislations make obligatory the addition of biogenic fuels into traditional fossil gasoline. The preferred biogenic fuel, for economic reasons, is predominantly ethanol. Even though likened to fossil gasoline constituents, ethanol has a dissimilar chemical formulation that may lead to a potentially hazardous physicochemical phenomenon, particularly in the presence of water. Owing to increased financially driven propensity to utilize motor vehicle gasoline as aviation gasoline fuel, this may result in potentially hazardous situations, specifically in running smaller or compact General Aviation aircraft. The potential risks posed by ethanol admixtures in aircraft are phase separation and carburettor icing. Gasoline mixed with ethanol is also prone to an increased vulnerability to vapor lock that happens when fuel turns into vapor in the fuel pumps due to high temperatures and lessened ambient pressure at high altitudes. This article provides a literature review on phase separation issues in aviation gasoline fuel and motor gasoline fuels in aviation.

Influence of Fuel Consumption and Instantaneous Exhaust Pollutants on Euro 4 Gasoline Vehicles at Traffic Signalized Intersections: Idling and Start/Restart Manoeuvre

Despite the more contribution of personal vehicles and transportation automobiles to environmental change, diminutive work has been done to overcome the arising issue regarding exhaust pollutants and fuel consumption. This paper includes the gasoline motor vehicle idling at red traffic signalized intersections using actual world operation statistics. The experimental work has been carried on gasoline vehicles under idling and start/restart manoeuvres on urban plain road conditions. The instantaneous exhaust pollutants such as carbon monoxide, hydrocarbon, carbon dioxide, and nitrogen oxides were evaluated using exhaust gas analyzer and fuel consumption was measured by precise instrument named as fuel flow meter in the Maruti-Suzuki authorized workshop. The results reveal that Maruti Alto vehicle and Maruti Swift vehicle engine should be turned off, if idling is to be over 10 and 11 seconds in duration at traffic signalized intersections respectively. Furthermore, during idling condition, the instantaneous pollutants are almost constant and hydrocarbons are decreased as idling time increased. Nitrogen oxides are function of high combustion temperature formed in an engine.

Effect of Ambient Temperature on Total Organic Gas Speciation Profiles from Light-Duty Gasoline Vehicle Exhaust.

Total organic gases (TOG) emissions from motor vehicles include air toxic compounds and contribute to formation of ground-level ozone and secondary organic aerosol (SOA). These emissions are known to be affected by temperature; however previous studies have typically focused only on the temperature dependence of total emission factors and select toxic compounds. This study builds on the previous research by performing an evaluation of a comprehensive set of gas-phase organic compounds present in gasoline motor vehicle exhaust. A fleet of five vehicles using port fuel injection engine technology and running on E10 fuel was tested. Overall, three temperatures (0, 20, and 75 °F; or -18, -7, and 24 °C), two driving conditions (urban-FTP75 and aggressive driving-US06) and 161 compounds were evaluated; the emissions distributions were used to construct speciation profiles for each driving cycle and temperature. Overall, the speciation results indicated a significant increase in alkane and methane content, and decrease in alcohol, aldehyde and ketone content with decreasing temperature. These were verified using a statistical significance test. The fraction and composition of Mobile Source Air Toxics (MSATs) were significantly affected by temperature for both driving cycles. The ozone forming potentials of these profiles were evaluated using the maximum incremental reactivity (MIR) scale. Aromatic content was predicted to be a major driver behind the ozone forming potentials. Additionally, the decreasing ozone potential could be attributed to increased methane fractions with increasing temperature.

Numerical simulation of 2-stroke diesel engine for light aircraft

For the most part, light aircraft such as unmanned aerial vehicles and trainer aircraft use piston aviation engines that run on aviation gasoline. Tetraethyllead is always added in aviation gasoline to increase octane and prevent the knock characteristic of gasoline engines, however, the discharge of leaded fuels pollutes the environment seriously, and aviation gasoline is scarce and expensive [1], [2]. Motor vehicle gasoline has been adopted by aviation gasoline engines with the help of technological improvement, but this has a potential safety hazard in high altitude fight, which can also be posed by the very low flash point of motor vehicle gasoline and an easily frozen inlet pipe at high altitude. Employing kerosene or diesel oil as the fuel for piston aviation engines has great significance for military and general aviation; therefore developing piston aviation diesel engines has aroused discussions between countries in recent years [3].

The estimated atmospheric lead emissions in China, 1990–2009

Estimates of atmospheric emissions of lead from anthropogenic sources in China from 1990 to 2009 are presented with the information on emissions of both total lead and its spatial distribution in regions. The total emissions during the period 1990–2009 are nearly 200 000 tons. Motor vehicle gasoline combustion was the largest source of anthropogenic emissions. The estimated release of 117 800 t of lead represented 60% of the total emissions. Substantial decline occurred in 2001, when the total emissions were about 81% less than the 2000 value. The reduced lead content of motor vehicle gasoline is the primary reason for the decreased in lead emissions in 2001. After leaded gasoline was phased out, coal combustion became the principal source of emissions. Based on data on emissions from 2005 through 2009, the emissions are concentrated in eastern and central China due to the high level of coal consumption and non-ferrous metal smelting. The five provinces with the largest amounts of lead emissions are Shandong, Hebei, Shanxi, Henan and Jiangsu. These five regions produced nearly 40% of the total.

Characterization of Solid-Phase Microextraction and Gas Chromatography for the Analysis of Gasoline Tracers in Different Microenvironments

Gasoline tracers were collected on solid-phase microextraction (SPME) fibers and analyzed by capillary gas chromatography with photoionization detector (GC/PID). This was part of a larger study to quantify personal exposure to motor vehicle gasoline evaporative and combustive emissions in high-end exposure microenvironments (MEs). The SPME fiber selected for this application was a 75-µm carboxen/polydimethylsiloxane. Sequential 10-min samples were collected for measurement of benzene, toluene, ethylbenzene, and ortho-, meta-, and para-xylene in different MEs in Atlanta, GA, in summer 2002 and Reno, NV, in spring 2003. Field calibrations were performed with certified gas standards in 1-L Tedlar bags for varying concentrations and exposure times. SPME detection limits were ∼0.2 ppbv with a precision of 3–17% and accuracy of 30%. A dynamic system was designed for temperature and relative humidity calibrations, with corrections for the effects of these variables performed when necessary. SPME data compared satisfactorily with integrated canister samples, continuous PID, and field portable mass spectrometer data.

Effects of particulate matter from gasoline and diesel vehicle exhaust emissions on silicate stones sulfation

The effects of particulate matter (PM) from diesel and leaded gasoline motor vehicles exhaust emissions on sulfation of granites, syenite and gabbro stones have been experimentally studied. Abundant gypsum crystals and corrosion features developed on stones covered with diesel PM (DPM) following 72 h exposure to 100 ppm SO 2 at a relative humidity of 100%. In contrast, very small amounts of gypsum were observed on stones covered with gasoline PM (GPM), while no effect was observed on naked control stones. Abundant elemental C and Fe-rich particles in DPM play a critical role in the catalytic oxidation of SO 2 and the formation of H 2SO 4, which is responsible for silicate stone sulfation. Conversely, organic C and Pb-rich particles that are main components of GPM, do not play a significant role in sulfation. The response of each stone type towards sulfation is related to the stability of their constituent silicate minerals towards acid attack. Thus, the stones most susceptible to sulfation are those including nepheline (syenite), olivine, and pyroxene (gabbro), while granites in general, are most resistant to sulfation-related chemical weathering. These results help to explain how black (gypsum) crusts develop on silicate stones, and support limitations for (diesel) vehicular traffic and emission loads in urban centers.

05/00435 Trends of exhaust emissions from gasoline motor vehicles in the metropolitan area of Mexico city: Schifter, I. et al. International Journal of Environment and Pollution, 2004, 21, (2), 166–174

05/00435 Trends of exhaust emissions from gasoline motor vehicles in the metropolitan area of Mexico city: Schifter, I. et al. International Journal of Environment and Pollution, 2004, 21, (2), 166–174

Trends of exhaust emissions from gasoline motor vehicles in the metropolitan area of Mexico city

Light duty gasoline vehicles account for most of CO, hydrocarbons and NOx emissions to the urban environment in the metropolitan area of Mexico City. In order to ameliorate air pollution, several control measures have been imposed in the last decade, such as: up-grade of gasoline's quality, stringent environmental standards, and catalytic converters. On the other hand and from the beginning of 2001, Tier I emission standards became mandatory for all new model year sold in the country. Car manufacturers in Mexico do not guarantee the performance of their exhaust emissions systems for a given mileage. In this work, we present results on brand new vehicles that indicate that NOx emission factors, though they are within the Tier I standard, deteriorate rapidly with the travelled distance (mileage).

A statistical model for estimating oxides of nitrogen emissions from light duty motor vehicles

Motor vehicle emission rate models for predicting oxides of nitrogen (NO x) emissions are insensitive to vehicle modes of operation such as cruise, acceleration, deceleration, and idle, because they are based on average trip speed. Research has shown that NO x emissions are sensitive to engine load; hence, load-based variables need to be included in emissions models. Ongoing studies attempting to incorporate these `modal' variables have experienced difficulties with: (1) incomplete and/or non-representative data sets of emissions test data vis-a-vis the modal operating profiles of the tested vehicles; (2) lack of information for predicting on-road operating parameters of vehicles; and (3) non-representative vehicles recruited for emissions tests. The objective of this research was to develop a statistical model for predicting NO x emissions from light-duty gasoline motor vehicles. The primary end use of this model is forecasting, rather than explanation of the factors that affect NO x emissions, which brings to bear different requirements from the statistical model. The three challenges noted above are addressed by: (1) analyzing a data set of more than 13 000 hot-stabilized laboratory treadmill tests on 19 driving cycles (specific speed versus time testing conditions), and 114 variables describing vehicle, engine and test cycle characteristics; (2) making the models compatible with empirical data on how vehicles are being operated in-use; and (3) developing statistical weights to account for the differences in model year distributions between the emissions testing database and the current national on-road fleets. The NO x emissions model is estimated using ordinary least-squares regression techniques, with transformed response variable and regression weights. Tree regression is employed as a tool for mining relationships among variables in the data, with particular focus on identifying useful interactions among discrete variables. Details of the model development process are presented, as well as results for the final model showing the predicted emissions algorithm for the current motor vehicle fleet in Atlanta, GA metropolitan region.

The influence of ambient temperature on tailpipe emissions from 1985 to 1987 model year light-duty gasoline motor vehicles—II

Tailpipe emissions from gasoline fieled motor vehicles are sensitive to a number of factors including driving schedule (speed vs time), ambient temperature and fuel composition. The sensitivity of hydrocarbon (HC), aldehyde, CO, and oxides of nitrogen (NO x ) emissions to these variables was examined with 11 recent technology (1985–1987 model year) four- six- and eight-cylinder gasoline fueled motor vehicles. In excess of 200 individual HCs and 12 aldehydes were included in the detailed organic emission characterizations. Two fuels and driving schedules were used. Hydrocarbon and CO emissions increased significantly and NO x emissions, in general, increased slightly as ambient temperature decreased. Formaldehyde also increased only slightly at test temperature decreased. Paraffin and aromatic emission fractions were dependent on fuel composition with olefin fraction being less fuel sensitive. When the low temperature cold start was preceded by a 5 min engine idle, CO and HC emissions were lowered, and NO x emissions essentially unchanged.

The influence of ambient temperature on tailpipe emissions from 1984–1987 model year light-duty gasoline motor vehicles

Motor vehicle emissions are sensitive to a number of variables including ambient temperature, driving schedule (speed vs time) and fuel composition. Hydrocarbon (HC), aldehyde, CO and oxides of nitrogen ( NO x ) emissions were examined with nine recent technology 4-cylinder gasoline motor vehicles at 21.1°C (70°F), 4.4°C (40°F), and −6.7°C (20°F). About 200 HC and 12 aldehyde compounds were included in the organic emissions characterization. Two fuels and two driving schedules were used. Typically, HC and CO emissions were significantly increased by reduced ambient temperature. NO x emissions also increased, but to a lesser extent. There were no predictable formaldehyde emissions trend with temperature. Paraffins and aromatic HC emission fractions were sensitive to fuel composition, but the olefinic emission fraction (dominated by ethylene and propylene) was not. With low temperature cold start tests, preceding driving with a 5 min engine idle resulted in reduced CO emission rates and elevated NO x emission rates. HC emission rates were not predictably sensitive to the preliminary idle.

Study of gasoline motor vehicle emissions in Kuwait

Study of gasoline motor vehicle emissions in Kuwait

Cost effectiveness of emission control.

The U. S. Environmental Protection Agency (EPA) has launched a substantial control program aimed at significantly improving the nation’s air quality by 1976. This paper attempts to assess the nationwide cost effectiveness of the program by relating costs of emission control to expected air quality improvements and thus to the economic-damage reductions or benefits. The annual cost of air pollution damage is estimated to be $23.5 billion by 1976 unless improved control measures are implemented. This $23.5 billion is allocated by a pollution index method to 20 major air pollution source categories. These damage allocations are compared to estimates of emission control costs published by the U. S. Environmental Protection Agency, and cost/benefit ratios (control cost/damage reduction) are presented as the measure of cost effectiveness. Steam electric power plants, gasoline motor vehicles, and industrial boilers have been identified as the largest sources of air pollution (50% of the nationwide total). In gen...

Paper 1: Part 1 — Emissions from Gasoline Motor Vehicles

Paper 1: Part 1 — Emissions from Gasoline Motor Vehicles