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The replacement of petroleum gasoline with alternative fuels is a significant concern for all stakeholders in the energy field. This arises due to various factors, including the rise in petroleum fuel prices, the environmental risks associated with engine exhaust emissions, the depletion of fossil fuel resources, the impacts of global warming, and overall energy-related concerns. Fossil fuel has higher order emission formation compared to recently developed smart fuels may be due to carbon removal through blending from newly formed fuel prior to combustion. This innovative research addresses the life cycle environment sustainability assessment and analyses the effect of gasoline methanol blended on various exhaust gas emissions (CO, CO2, NOx and HC) of single cylinder gasoline engine under various operating conditions. The emission level was assessed by mounting the engine on a specialized engine test bed equipped with an eddy current dynamometer capable of precisely controlling the engine's speed and torque. This study also proposes a decision-making multiple response optimization approach to mitigate the automotive exhaust gas emissions, which will be a way forward in blend assessment for fossil fuel replacement. Later, a comprehensive sustainability analysis was performed through three different life cycle assessment (LCA) methods such as ReCiPe 2016 Midpoint (I), Selected LCI results and Selected LCI results additional in order to assess the environmental feasibility of various blended proportion of methanol in gasoline fuel. The impact indicators of sustainability results are extremely less and do not possess any harm to entire ecosystem for the smart fuel exchange. The blend of 15% (B15) methanol with gasoline exhibited a better alternative behaviour in terms of fuel properties, engine emission compared to pure gasoline. Desirability function analysis proposed the best optimum conditions to minimize the exhaust emission of an unmodified gasoline engine at percentage of carbon removal (i.e. volume percentage of methanol in gasoline) of 12%, braking torque of 2 N m, and engine speed of 500 rpm. The optimum value of automotive emissions (CO, CO2, NOx) gases is 1.08328, 4.08668, and 11.2769 gm/kWh, respectively. [ABSTRACT FROM AUTHOR]

In this work, biodiesel was synthesized from castor and black mustard oil seeds, through homogenous alkaline transesterification with methanol. The impact of parameters such as alcohol amount, catalyst quantity, temperature, and reaction time have been optimized. The yield of castor biodiesel (COB) was 93.53% w/w at 20.7 wt.% methanol, and black mustard biodiesel (MOB) was 93.88% w/w at 20 wt.% methanol. The other conditions wt.% KOH, temperature, and reaction time were 0.5, 60 °C, and 60 min respectively. (COB) and (MOB) were mixed with diesel fuel (DI) in various ratios to obtain (B5, B10, B15, B20, B30, and B50), and the physicochemical properties of biodiesel are measured employing ASTM standards. The diesel one-cylinder engine was used as a test engine. CO2, CO, NOx, and SO2 emissions from biodiesel and its blends were measured and compared to DI. COB and MOB blends emitted less CO2, CO, and SO2 emissions than DI, along with a slight increase in NOx emissions. Based on the results, (COB) and (MOB) were reliable substitute fuels for reducing environmental pollution. [ABSTRACT FROM AUTHOR]

Global warming caused by greenhouse gas emissions from the combustion of fossil fuels and the realization of the finite nature of these fuels has led automotive engineers to explore alternative energy sources and vehicle designs. While the adoption of hybrid and electric vehicles (HEVs and EVs) is increasing, internal combustion engine (ICE) vehicles remain prevalent. To address the environmental concerns associated with ICEs, scientists continue research into entirely new vehicle designs such as hydrogen fuel cell electric vehicles (FCEVs) and battery electric vehicles (BEVs) to further reduce dependence on fossil fuels. They are also investigating the use of nanofuels and fuel additives as potential solutions to improve engine efficiency and minimize emissions from the engines used in today's vehicles. An experimental investigation was conducted to evaluate the performance and emissions of gasoline-phthalocyanine blends in an internal combustion gasoline engine. FS7.5 (92.5% gasoline and 7.5% phthalocyanine by volume), FS12.5 (87.5% gasoline and 12.5% phthalocyanine by volume), FS17.5 (82.5% gasoline and 17.5% phthalocyanine by volume) were prepared and then evaluated in the engine. According to the results of the experimental study, engine torque increased by 1.38% and engine power increased by 1.64% when using F17.5 blend fuel compared to gasoline fuel. On the other hand, FS7.5 blend fuel led to a 55.89% reduction in CO emissions. FS17.5 blend fuel resulted in a 2.27% decrease in exhaust gas temperature, while HC, CO2 and NOx emissions of all blend fuels increased. Specific fuel consumption decreased by 5.51%, 4.23% and 2.83% for FS7.5, FS12.5 and FS17.5 blend fuels, respectively. [ABSTRACT FROM AUTHOR]

Fuel consumption, fuel cost savings, environmental pollution, and navigation safety are significant factors for shipping companies. Maritime transport represents 3% of total greenhouse gas emissions globally. Trim optimization is one of the ways to save energy and reduce ship emissions. Thus, this study aimed to evaluate how the optimization of the trim of container ships at different speeds can decrease exhaust gas emissions and fuel consumption while considering the safety of navigation. This research was conducted by calculating the fuel consumption in real conditions and calculating the optimal trim for different speeds and gases of a container ship of 11,400 TEU. All obtained results were statistically processed to analyze fuel consumption at various speeds, considering the ship's trim. It turns out that savings should never be at the expense of navigation safety, especially in limited maneuvering areas, such as canals. When maneuvering in such places it is necessary to adjust the trim to ensure navigation safety, i.e., to improve the rudder and propulsion device response, instead of reducing fuel consumption [ABSTRACT FROM AUTHOR]

Reducing vehicle emissions and minimizing the impact of the transportation industry on the environment are key to achieving global sustainable development goals. China-6 emissions standard requires light-duty gasoline vehicles to meet the emissions limit requirements for particulate number (PN) emissions. Therefore, light-duty gasoline vehicles must also be equipped with a gasoline particulate filter (GPF) in addition to the three-way catalytic converter (TWC) and meet the emissions limit requirements within a durability mileage of 200,000 km. Currently, there is very little research on the impact of GPF degradation on the fuel economy and emissions of gasoline vehicles, especially on the newly restricted N2O emissions. This study adopts the vehicle test method to study the deterioration of emissions of a China-6 light-duty gasoline vehicle with driving mileage. The research results show that the emissions of gasoline vehicles still meet the emissions limit after driving 200,000 km, and the deterioration factors of various emission pollutants are less than the recommended deterioration factors. The gasoline vehicle's carbon dioxide (CO2) emission and fuel consumption increase by less than 3%, indicating that the aging of vehicle components, including TWC and GPF, has no significant impact on vehicle fuel economy. [ABSTRACT FROM AUTHOR]

Nowadays, mankind is very particular about the usage of energy in the most effective manner by keeping the view of less adulterating the atmosphere, which are the key aspects of many scientists all around the world. In this particular study, the aloevera diesel has been chosen as the primary fuel, and studies have been conducted on emission pollutant characteristics by choosing an appropriate diesel engine. Furthermore, stable emulsions have been produced by using aloevera, and the same was mixed with diesel at the ratio of 5% and 10% as the compound. Moreover, span 80 and tween 80 are used as the surfactant with an HLB balance of 9.95. Similarly, the emulsions are prepared with the help of a mechanical stirrer for exact duration of 30 min. In order to carry out the experimental investigation process, a single-cylinder diesel engine was used with a data acquisition system. The entire analyses are carried out with two sets of methods such as no load and full load. The performance and combustion characteristics such as heat release, combustion pressure, thermal efficiency (B5 – 6.303%↑, B10 – 3.789%↑), and specific fuel consumption of the brake (B5 – 4.2%↑, B10 – 5%↑) were measured. Likewise, emission parameters such as CO (B5 – 0.02%↓, B10 – 0.04%↓), HC (B5 – 1 PPM↓, B10 – 5 PPM↓), NOx (B5 – 20 PPM↓, B10 – 89 PPM↓), and CO2 (B5 – 0.3%↑, B10 – 0.4%↑) are measured by using AVL Di-gas analyzer. It was noticed that increased peak cylinder pressure and greater heat release rate were on account of a longer ignition delay period. Additionally, an increase in engine performance and the corresponding reduction in exhaust emission have also been observed upon using aloevera-emulsified diesel fuel. [ABSTRACT FROM AUTHOR]

This study investigates the impact of comfort systems in Sport Utility Vehicles (SUVs) on ex-haust emissions and fuel consumption under the Worldwide harmonized Light vehicles Test Cycle (WLTC) conditions. Two modern SUVs equipped with gasoline engines of 3.6 and 2.0 li-ters were tested, both featuring various comfort systems such as automatic climate control, heated seats, and active safety systems. Measurements were conducted using a chassis dyna-mometer under three operating modes: with comfort systems off, with comfort systems on, and with comfort systems on in sport mode. The results indicate that the activation of comfort sys-tems leads to significant increases in fuel consumption and emissions, including hydrocarbons (up to 29%), carbon monoxide (up to 42%), and particulate matter (up to 58%). The study high-lights the necessity for further research on the influence of comfort systems on vehicle emis-sions, particularly as these systems become more prevalent in modern vehicles. Additionally, the research underscores the potential for increased operational costs and environmental impact due to enhanced vehicle comfort features.

This study investigated the impact of comfort systems in sport utility vehicles (SUVs) on exhaust emissions and fuel consumption under the worldwide harmonized light vehicles test cycle (WLTC) conditions. Two modern SUVs equipped with gasoline engines of 3.6 and 2.0 liter displacement were tested, both featuring various comfort systems, such as automatic climate control, heated seats, and active safety systems. Measurements were conducted using a chassis dynamometer under three operating modes: with comfort systems off, with comfort systems on, and with comfort systems on in sport mode. The results indicated that the activation of comfort systems leads to significant increases in fuel consumption and emissions, including hydrocarbons (up to 29%), carbon monoxide (up to 42%), and particulate matter (up to 58%). The study highlighted the necessity of conducting further research on the influence of comfort systems on vehicle emissions, particularly as these systems become more prevalent in modern vehicles. Additionally, the research underscored the potential for increased operational costs and environmental impact due to enhanced vehicle comfort features. [ABSTRACT FROM AUTHOR]

Biodiesel production represents a great opportunity to reduce marine and land pollution while incorporating circular economy principles into modern society. The objective of this research is to use the response surface methodology to evaluate the best engine performance and emission characteristics of safflower-based biodiesel and diesel mix dual-fuel Compression ignition engines. The optimization aims to increase brake power, and brake thermal efficiency, and reduce brake-specific fuel consumption and exhaust emissions. The independent input variables were biodiesel blending ratio, compression ratio, and engine load. The novelty of this study is to optimize the operating parameters of a dual-fuel compression ignition engine fueled with safflower biodiesel and diesel blend fraction. A total of 48 experimental trials were conducted. The oil output from safflower seed in the lab and the biodiesel yield obtained were 26% and 91%, respectively. RSM results predict the optimized magnitude of the biodiesel blending ratio, CR, and EL are B16.66, 16.68, and 12 kg, respectively. The optimal values for dependent parameters, that is, BP, BTE, BSFC, CO, UHC, CO2, and NO were 3.27 kW, 19.60%, 3.30 kg/kWh, 0.0006 (% vol.), 0.8 (ppm), 0.78 (% vol.), and 140.87 ppm, respectively. The cumulative composite desirability was found to be 0.5877. [ABSTRACT FROM AUTHOR]

This article presents issues related to the current approval procedures in the group of off-road vehicles. Our research aimed to demonstrate significant differences between actual railway vehicle operation and stationary homologation tests regarding exhaust emissions. The research cycle consisted of analyzing emissions of toxic compounds from exhaust systems under real operating conditions, supplemented by a temporal share analysis based on the denormalized NRTC test upon which the tested object was homologated. Based on the conducted analyses, a significant difference was found between the actual operation of the tested railway vehicle and the stationary homologation test. By interpreting emission intensities within the parameter ranges of the propulsion unit's operation, key areas with a significant impact on the vehicle's overall emissions were identified. Based on the obtained results, a critical opinion is expressed regarding current homologation standards for the off-road vehicle group and the necessity for further empirical research in the area of actual operation of the tested vehicle group. [ABSTRACT FROM AUTHOR]

As a highly energy-intensive and carbon-emitting industry with significant emissions of volatile organic compounds (VOCs), the petroleum and chemical industry is a major contributor to the global greenhouse effect and ozone layer destruction. Improper treatment of petrochemical waste gas (PWG) seriously harms human health and the natural environment. This study uses CiteSpace and VOSviewer to conduct a scientometric analysis of 1384 scholarly works on PWG and carbon sequestration published between 1981 and 2022, revealing the basic characteristics, knowledge base, research topic evolution, and research hotspots of the field. The results show the following: (1) In the early stages of the petrochemical industry, it was processed tail gas, plant leakage waste gas, and combustion flue gas that were investigated in PWG research. (2) Later, green environmental protection technology was widely studied in the field of PWG treatment, such as biotechnology, catalytic oxidation technology, membrane separation technology, etc., in order to achieve efficient, low energy consumption and low emissions of waste gas treatment, and the number of publications related to this topic has increased rapidly. In addition, researchers studied the internet of things and technology integration, such as the introduction of artificial intelligence, big data analysis, and other technologies, to improve the accuracy and efficiency of exhaust gas monitoring, control, and management. (3) The department has focused on how to reduce emissions by optimizing petrochemical process lines or improving energy efficiency. Emission reduction and low-carbon transition in the petrochemical industry will become the main trend in the future. Switching from renewable carbon to feedstock carbon derived from captured carbon dioxide, biomass, or recycled chemicals has become an attractive strategy to help curb emissions from the chemical industry. The results of our analysis can provide funding agencies and research groups with information to better understand the global trends and directions that have emerged in this field from 1981 to 2022 and serve as a reference for future research. [ABSTRACT FROM AUTHOR]

The current research focuses on the impacts of pine oil injection and hydrogen induction separately with hemp oil methyl ester (HOME) in the single cylinder diesel engine in dual fuel‐reactivity controlled compression ignition (DF‐RCCI) combustion mode. The engine was tested under a DF‐RCCI mode for the different energy shares of 10% pine oil with HOME (10P‐HOME), 30% pine oil with HOME (30P‐HOME), 3‐lpm hydrogen with HOME (3‐lpmH2‐HOME), and 6‐lpm hydrogen with HOME (6‐lpmH2‐HOME) separately at 345 °CA bTDC of low reactivity fuel (pine oil and hydrogen) and 23°C bTDC injection timing of high reactivity fuel (HOME). The results showed a higher Brake Thermal Efficiency (BTE) of 7.44%, 5.32%, 5.72%, and 2.46% for 6‐lpmH2‐HOME, 3‐lpmH2‐HOME, 30P‐HOME, and 10P‐HOME fuel shares, respectively, over the conventional diesel combustion (CDC) at full load. 30P‐HOME, 3‐lpmH2‐HOME, and 6‐lpmH2‐HOME fuel combinations recorded 4.08% 4.42%, and 5.69% lower brake specific fuel consumption (BSFC), respectively, at full load. When comparing DF‐RCCI combustion to CDC, an increase in the heat release rate (HRR) of 2.89%–26.50% and a rise in peak cylinder pressure of 0.77%–12.99% were observed. The 30P‐HOME, 3‐lpmH2‐HOME, and 6‐lpmH2‐HOME emit less smoke in DF‐RCCI combustion mode by 13.06%, 4.84%, and 7.26%, respectively at full load condition. When using 30P‐HOME the exhaust gas temperature (EGT) decreased by 3.50% at full load condition. At part and full load conditions, the 30P‐HOME fuel share reduced oxides of nitrogen (NOX) emissions by 3.93% and 5.26%, respectively. [ABSTRACT FROM AUTHOR]

Drop-in fuels for aviation gas-turbine engines have been introduced recently to mitigate global warming. Despite their similarity to the fossil fuel Jet A-1, their combustion in traditional combustors should be thoroughly analyzed to maintain engine health and low emissions. The paper introduces criteria for assessing the impact of the chemical composition of fuels on combustion in the DEGN 380 turbofan. Based on previous emission-test results, the power functions of carbon monoxide and its emission index were adopted as the model of combustion. Based on the general notation of chemical reactions leading to the production of CO in combustion, the regression coefficients were given a physical meaning by linking them with the parameters of the kinetic equations, i.e., the reaction rate constant of CO and CO2 formation expressed as exponential functions of combustor outlet temperature and the concentration of O2 in the exhaust gas, as well as stoichiometric combustion reactions. The obtained empirical functions show that, in the entire range of engine operating parameters, synthetic components affect the values of the rate constants of CO and CO2 formation. It can be explained by the change in activation energy determined for all chain-of-combustion reactions. The activation energy for the CO formation chain changes in the range between 8.5 kJ/mol for A0 and 24.7 kJ/mol for A30, while for the CO2 formation chain between 29.8 kJ/mol for A0 and 30.8 kJ/mol for A30. The reactivity coefficient lnαiCOACODCO changes between 2.29 for A0 and 6.44 for A30, while lnαiCO2ACO2DCO2 changes between 7.90 for A0 and 8.08 for A30. [ABSTRACT FROM AUTHOR]

To evaluate carbonaceous components in the ambient air in the eastern region of Indonesia, 35 Total Suspended Particulate Matter (TSP) samples were collected on four characteristic roadsides on Sultan Alauddin Street, in Makassar City, using a high-volume air sampler. The average TSP concentration was 279.7 μg/m3, which exceeded both the National Ambient Air Quality Standard (NAAQS) of Indonesia and the World Health Organization (WHO) standards. The highest concentration reached 838.6 μg/m3 in the GR (gravel) site, which had the highest number of vehicles and was near a U-turn. TSP concentration was higher during peak hours (morning and late afternoon) than off-peak hours (noon). The main component of the total carbon (TC) fraction was organic carbon (OC), which showed a strong correlation with elemental carbon (EC) (r values for the morning, noon, and late afternoon were 0.89, 0.87, and 0.97, respectively), indicating that the carbon components were derived from common sources. TSP had a strong correlation with carbon components, except for char-EC. OC vs. soot-EC and EC vs. soot-EC also correlated well, suggesting the dominant influence of vehicle exhaust emissions. Non-exhaust emissions had a slight influence during peak hours, particularly at the GR site. [ABSTRACT FROM AUTHOR]

The paper presents results of considerations on the repeatability of the passenger car test results obtained in the WLTP procedure on a chassis dynamometer. The research concerned the aspects of exhaust emissions and fuel consumption. Measurements were carried out in the WLTC test with a cold engine start and then in four WLTC (Worldwide harmonized Light vehicles Test Cycle) tests with a hot engine start. The following values were measured: average specific distance emissions of hydrocarbons, non-methane hydrocarbons, carbon monoxide, nitrogen oxides, particulate matter and carbon dioxide, specific distance particulate number, and operational fuel consumption. Thus, it was possible to assess the impact of the engine's thermal state at start-up on the test results and the nature of test results repeatability with the start-up of a hot engine. The repeatability of the test results was assessed based on the coefficient of variation obtained in the individual tests and the relationship of the maximum difference between measurement results values in the individual tests for a hot engine start. The obtained test results turned out to be very diverse for the considered parameters and indicated low repeatability. Values of carbon dioxide emissions and operational fuel consumption were definitely the least varied in individual hot engine start tests. The exhaust emission of particulate matter varied the most in individual test iterations. However, the specific distance particulate number was relatively similar between individual tests, less so than the exhaust emission of other pollutants. In the case of different engine thermal state at start-up, the emitted particulate number varied the most in the test results, while the emission of carbon dioxide and operational fuel consumption varied the least. The repeatability of executing the velocity process in WLTC tests at hot engine and cold engine start-up was also examined as processes determining exhaust emissions and fuel consumption. These tests were much more repeatable than the exhaust emission and fuel consumption.

In this research, we experimentally examined how incorporating HHO into blends of 20% canola biodiesel with 80% diesel and 40% canola biodiesel with 60% diesel impacts the engine's performance and its emission traits. Canola oil, widely used in Europe, served as the biodiesel base. The addition of HHO, recognized for its potential to improve combustion efficiency and reduce emissions which were deteriorated by biodiesel addition. The findings revealed decrement on fuel consumption as 5.74% and 4.43% and rise in thermal efficiencies as 3.92% and 3.97% with HHO addition compared to B20 and B40, respectively. Besides that, CO emissions were reduced significantly up to 35.43%, while CO2 emissions decreased moderately up to 14.93% compared to diesel fuel. On the other hand, biodiesel and HHO addition increased NOx emissions as 49.80%. Utilization of biodiesel and HHO in diesel engines offers a straightforward way to reduce emissions and enhance fuel efficiency, addressing environmental issues and promoting sustainable transportation. [ABSTRACT FROM AUTHOR]

The article presents the worldwide harmonized light-duty test cycle results of a diesel engine passenger vehicle carried out on a chassis dynamometer. Pollutant emissions from exhaust and fuel consumption were measured. Vehicle velocity was treated as a variable determining pollutant emissions and fuel consumption because the engine operating states depend on engine velocity and load during engine operation, and these states in turn affect pollutant emissions and fuel consumption. Actions taken to reduce pollutant emissions and consumption of fuel are often in opposition to each other. Therefore, there is a need to optimize these activities. There is also a need to know the relationship between the effects of taking specific actions that serve to achieve individual goals in order to rationalize actions aimed at reducing pollutant emissions and fuel use. The originality of the article lies in the use of the correlation theory between pollutant emission and fuel consumption as well as the processes that determine them, primarily vehicle velocity, to rationalize these activities. Pearson's linear correlation theory was used to assess the relationships between individual variables. Significant differences were found in the correlation coefficients between individual variables, which confirmed the need to take integrated actions to reduce pollutant emissions and fuel consumption. [ABSTRACT FROM AUTHOR]

Reducing urban transportation carbon emissions is a fashionable task around the globe. Electric cars, fuel cell cars, hydrogen cars, restriction policies, etc. are all aimed at this goal. But they are all expensive to make them into reality. Transportation management can also provide some contribution to this, like optimizing operation rules such as Left-turn Waiting Area Twice Startup. From the stop line to the Left-turn Waiting Area (LWA), one vehicle will start twice with more emissions due to the engine’s inefficient operating range. We proposed an Accurate Left-turn One-time Startup Model (ALOSM) based on the LWA rule, which includes the intersection geometry parameters, traffic light timing schemes, vehicle start speeds, vehicle operation speeds, and fuel vehicle ratios. Make the Left-turn Vehicle (LV) waiting behind the stop line during the through vehicle light green. Calculate the left-turn green light adjustment duration and make the LV and the last through vehicle across at one moment. With real collected data in a symbolic intersection in Xi’an, China, the simulation result shows vehicle emission would be reduced by 13% and traffic efficiency would increase by 5% in this single intersection. The whole city of 5 million vehicles would reduce 2,087.88 kg CO emission in one day due to estimation.

Fuel consumption, fuel cost savings, environmental pollution, and navigation safety are significant factors for shipping companies. Maritime transport represents 3% of total greenhouse gas emissions globally. Trim optimization is one of the ways to save energy and reduce ship emissions. Thus, this study aimed to evaluate how the optimization of the trim of container ships at different speeds can decrease exhaust gas emissions and fuel consumption while considering the safety of navigation. This research was conducted by calculating the fuel consumption in real conditions and calculating the optimal trim for different speeds and gases of a container ship of 11,400 TEU. All obtained results were statistically processed to analyze fuel consumption at various speeds, considering the ship’s trim. It turns out that savings should never be at the expense of navigation safety, especially in limited maneuvering areas, such as canals. When maneuvering in such places it is necessary to adjust the trim to ensure navigation safety, i.e., to improve the rudder and propulsion device response, instead of reducing fuel consumption

Two-wheeled vehicles, due to their population, constitute a significant share of road vehicles in Europe. Therefore, this article presents an overview and analysis of the applicable legal regulations regarding two-wheeled vehicle engines in terms of toxic exhaust emission tests. For the correct interpretation of emission standards, the authors of this work made the necessary analysis of the categorization of two-wheeled vehicles based on Polish law and the criteria of European regulations. The presented analysis concerns not only the current regulations, but also their development trends over the years. These considerations are supplemented with a literature review, which includes the problems of the ecology, energy consumption and construction of the considered group of vehicles. The work presented in this article also concerns the assessment of the conditions for conducting tests on objects belonging to category L in laboratory conditions on chassis dynamometers. On this basis, considerations were made to evaluate the currently applicable WMTC (World Motorcycle Test Cycle) test by comparing it with the actual operation of two-wheeled vehicles. This resulted in the formulation of conclusions regarding the need to introduce procedures for testing pollutant emissions in road conditions in the approval process. [ABSTRACT FROM AUTHOR]

Regardless of the increasingly intensive application of vehicles with electric drives, internal combustion engines are still dominant as power units of mobile systems in various sectors of the economy. In order to reduce the emission of exhaust gases and satisfy legal regulations, as a temporary solution, hybrid drives with optimized internal combustion engines and their associated systems are increasingly being used. Application of the variable compression ratio and diesel fuel injection timing, as well as the tribological optimization of parts, contribute to the reduction in fuel consumption, partly due to the reduction in mechanical losses, which, according to test results, also results in the reduction in emissions. This manuscript presents the results of diesel engine testing on a test bench in laboratory conditions at different operating modes (compression ratio, fuel injection timing, engine speed, and load), which were processed using a zero-dimensional model of the combustion process. The test results should contribute to the optimization of the combustion process from the aspect of minimal particulate matter emission. As a special contribution, the results of tribological tests of materials for strengthening the sliding surface of the aluminum alloy piston and cylinder of the internal combustion engine and air compressors, which were obtained using a tribometer, are presented. In this way, tribological optimization should also contribute to the reduction in particulate matter emissions due to the reduction in fuel consumption, and thus emissions due to the reduction in friction, as well as the recorded reduction in the wear of materials that are in sliding contact. In this way, it contributes to the reduction in harmful gases in the air. [ABSTRACT FROM AUTHOR]

Today, research for alternative fuels continues due to the increasing energy demand, exhaust emission restrictions, and depletion of fossil fuels. It is important to use diesel engines for the opening of new oil fields in Turkey and for the utilization of fuel oil to be produced in these oil fields. In this study, pure diesel (D) diesel 60% and fuel oil 40% (DF40) were supplied by volume with an ultrasonic mixer. 50 (DF4050 N) and 100 ppm (DF40100 N) graphene have been added to eliminate fuel oil's adverse combustion effects by keeping the fuel oil constant. In addition, HHO gas was added to improve the combustion even more with a flow rate of 5 (DF4050N5H and DF40100N5H) and 10 (DF4050N10H and DF40100N10H) lt/min into the intake manifold by using the HHO generator. Experiments were carried out at 3000 RPM constant speed at 3.2, 6.4, 7.9, and 12.8 Nm engine torque without any modification on the diesel engine. The effects of these mixtures on combustion performance and exhaust emissions were investigated. Exhaust gas temperature and emissions were measured in the experiments. According to the measurements, thermal efficiency, brake specific energy consumption (BSEC), HC, CO, CO 2 , particle emission, and NO x emission values are given. Brake specific energy consumption (BSEC), CO, HC, and particle emissions decreased, and thermal efficiency, NO x , CO 2, and exhaust gas temperature increased with the engine torque value increased as a result of the experiments. Thermal efficiency and CO 2 emission decreased, and BSEC, exhaust gas temperature, HC, CO, NO x, and particulate emissions increased by adding fuel oil to diesel fuel. The thermal efficiency was increased by adding graphene and HHO gas from the intake manifold to DF40 fuel. The thermal efficiency improved, and emissions decreased with the more addition of graphene and HHO gas. Adding HHO gas improved thermal efficiency significantly at the 12.8 Nm engine load. With the addition of graphene and HHO gas to DF40 fuel, the BSEC value was improved at high torque values. The effect of improving thermal efficiency is also understood from the decrease in CO emissions and the increase in CO 2 emissions. HC and PM emissions decreased with the addition of graphene and HHO gas. It was observed that NO x and exhaust gas temperature increased with increasing thermal efficiency. • An improvement in emissions and performance was expected by adding graphene and HHO gas to the DF40 fuel mixture. • Adding fuel oil to diesel fuel generally deteriorates engine performance and emissions. • HC and CO emissions decreased, and CO 2 and NO x emissions increased with graphene and HHO gas. [ABSTRACT FROM AUTHOR]

Most countries in the world are facing two major challenges, one is the increase in the demand for energy consumption difficult to fulfill because of limited fossil fuel, and the second is the emission norms specified by many countries. Various methods are adopted to reduce emissions from engines but that leads to sacrificing the performance of CI engines. To eradicate this problem in the present study, the nanoparticles like (TiO2) are used with different particle sizes 10-30 nm, 30-50 nm and 50-70 nm induced in B20 (20% biodiesel and 80% diesel) with the constant volume fraction of 100 ppm, and utilized in the diesel engine without any modifications. The results showed that the incorporation of TiO2 nanoparticles improves the combustion of hydrocarbons and reduces the emissions of CO, unburned hydrocarbon concentration, NOx and soot. Moreover, among three sizes of the nanoparticles, those with size 30-50 nm showed interesting results with the reduction in brake-specific energy consumption, NOx, smoke and HC by 2.9%, 16.2%, 35% and 10%, respectively, compared to other blends used in the study, and hence the blend with the nanoparticle of size 30-50 nm is expected to be a more promising fuel for commercial application in CI engines. [ABSTRACT FROM AUTHOR]

Emission standards are becoming increasingly stringent. When it comes to diesel engine exhaust emissions, nitrogen oxides (NOx) and soot emissions need effective control as these emissions have a trade-off connection, making it difficult to achieve the emission regulation. To effectively manage NOx emissions from diesel engines, external exhaust gas recirculation has been implemented. The effects of EGR on the engine characteristics of a single-cylinder diesel engine running on pongamia methyl ester mixed with aluminum oxide nanoparticles are detailed in this work. The pongamia methyl ester was mixed with mineral diesel (25 vol. %). The nanofuel blend was made by mixing aluminum oxide nanoparticles with B25 fuel at a dosage of 100 ppm (B25A100). Experiments with diesel, B25, and B25A100 with various EGR rates were conducted in a compression ignition engine (10–30%). The combined impact of nanoparticles blended B25 with 20% EGR yielded a substantial reduction in NOx by 4.95% compared to B25. In addition, the unburnt hydrocarbon, carbon monoxide, and smoke emissions were found to increase as compared with B25. Arise in brake thermal efficiency of 4.6% was noticed for B25A100 + 20% EGR than that of B25. The brake specific fuel consumption was reduced by 4.23% for B25 blend. With 20% EGR, the in-cylinder pressure and instantaneous heat release rate were reduced. As a result, combining pongamia methyl ester with aluminum oxide nanoparticles and 20% EGR enhances engine performance while reducing emissi [ABSTRACT FROM AUTHOR]

Biodiesel has been defined as an alternative fuel that has the potential to be used instead of diesel fuel for years. In case of complete combustion reaction in engines, the products released do not directly threaten human health. Compared to diesel fuel, biodiesel has worse combustion performance due to some fuel properties. Therefore, incomplete combustion products such as hydrocarbon (HC), carbon monoxide (CO), nitrogen oxide (NOx), smoke emission and complete combustion products such as CO2 are thrown into the atmosphere. In this study, the changes in exhaust emissions of 50 ppm and 75 ppm Ag2O NPs were experimentally examined to improve the adverse combustion performance and emission characteristics of cottonseed oil methyl ester. In experiments, nano additive improved the thermal conductivity, mass dissipation and heat transfer of the test fuels, and resulted in reducing of CO emissions as it provided a higher oxidation rate of hydrocarbon molecules. Due to the improvement in the combustion reaction, CO2 emission increased with product of complete combustion. The increase in CO2 emissions was 3.17% and 3.97% for CAg-50 and CAg-75 fuels, respectively, when compared to C0 fuel at 40 Nm load. The NPs additive increased the lower calorific value of the fuel and cylinder temperature. This situation caused increase of NOx emissions by 3.69% and 7.47% CAg-50 and CAg-75 fuels 40 Nm load. Adding of NPs in base fuel reduced to viscosity and density provided better atomization. So a reduction in smoke emission was obtained with NPs addition by 35.09% and 47.32% in CAg-50 and CAg-75 fuels, respectively, compared to C0 fuel at 10 Nm load, while 7.45% and 19.43% at 40 Nm load. [ABSTRACT FROM AUTHOR]

In this research, we experimentally examined how incorporating HHO into blends of 20% canola biodiesel with 80% diesel and 40% canola biodiesel with 60% diesel impacts the engine’s performance and its emission traits. Canola oil, widely used in Europe, served as the biodiesel base. The addition of HHO, recognized for its potential to improve combustion efficiency and reduce emissions which were deteriorated by biodiesel addition. The findings revealed decrement on fuel consumption as 5.74% and 4.43% and rise in thermal efficiencies as 3.92% and 3.97% with HHO addition compared to B20 and B40, respectively. Besides that, CO emissions were reduced significantly up to 35.43%, while CO2 emissions decreased moderately up to 14.93% compared to diesel fuel. On the other hand, biodiesel and HHO addition increased NOx emissions as 49.80%. Utilization of biodiesel and HHO in diesel engines offers a straightforward way to reduce emissions and enhance fuel efficiency, addressing environmental issues and promoting sustainable transportation.

The study presents a gasoline engine's performance and emissions results using ethanol and a hydrogen-oxygen mixture as supplementary fuels. The experiment was carried out utilizing a SI engine (single-cylinder), encompassing six different speeds (1500–4000 rpm). G100 (pure gasoline), G5E (volume 95% gasoline and 5% ethanol), and fuel blends obtained by adding H2/O2 to these fuels were used in the experiment engine. A prototype hydrogen generator was used as the hydrogen and oxygen gas source in the experiments. As a result of the experiment, adding H2/O2 to the G5E fuel blend improved engine torque, engine power, and SFC by an average of 5.8%, 5.66%, and 2.82%, respectively, compared to the G5E fuel mixture. Blending H2/O2 with gasoline led to a 3.06% average increase in engine torque and a 3% increase in engine power compared to adding ethanol. Additions of H2/O2 and ethanol to gasoline reduced CO and HC emissions. Adding H2/O2 to the G5E fuel blend decreased CO and HC emissions by an average of 24.47% and 16.75% respectively compared to G100. However, adding H2/O2 to gasoline and gasoline-ethanol fuel blend increased NOx emissions. Findings indicated that blending H2/O2 with G5E fuel enhances engine performance and decreases exhaust emissions.

This article presents issues related to the current approval procedures in the group of off-road vehicles. Our research aimed to demonstrate significant differences between actual railway vehicle operation and stationary homologation tests regarding exhaust emissions. The research cycle consisted of analyzing emissions of toxic compounds from exhaust systems under real operating conditions, supplemented by a temporal share analysis based on the denormalized NRTC test upon which the tested object was homologated. Based on the conducted analyses, a significant difference was found between the actual operation of the tested railway vehicle and the stationary homologation test. By interpreting emission intensities within the parameter ranges of the propulsion unit’s operation, key areas with a significant impact on the vehicle’s overall emissions were identified. Based on the obtained results, a critical opinion is expressed regarding current homologation standards for the off-road vehicle group and the necessity for further empirical research in the area of actual operation of the tested vehicle group.

The article deals with the study of exhaust emissions from a combustion engine in the Real Driving Emission (RDE) test. These tests are a simulation of real conditions of use of motor vehicles. Nowadays, RDE tests are mandatory for Light Duty Vehicle (LDV) and Heavy Duty Vehicle (HDV) vehicles and in the future, restrictive standard. Euro 7, which combines stricter limits with a comprehensive RDE test cycle, is becoming a challenge for current vehicle engineering. The paper presents the results of pollutant emission tests from a passenger car (PC). In the tests of LDV in the RDE test, the results of which are analyzed in the article, the Portable Emissions Measurement System (PEMS) mobile exhaust emission testing system was used. The processes describing the operating states of the vehicle and the combustion engine, as well as the processes of exhaust emission intensity and the intensity of the number of particulate (PN), were examined. The correlation between the considered processes was investigated. The emission of carbon monoxide, hydrocarbons, nitrogen oxides, particulate and carbon dioxide as well as the road PN were examined. The zero-dimensional statistical characteristics of the examined processes were also determined. The probability density and power spectral density of the processes were established. A great diversity was found in the properties of the process distributions, as well as in the dynamic properties of the processes. In the summary of the analysis of the results of the car speed process, the operating states of the combustion engine and the processes of exhaust emission intensity and the process of the intensity of PN in the RDE test, conclusions were formulated regarding, among others, course of the intensity of these compounds, correlation of the processes of pollution emission intensity and the intensity of the PN with the process of car speed, distribution of processes.

Copyright of Petroleum Refinery Engineering is the property of Petroleum Refinery Engineering Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Yachts emit harmful gases to human health and the environment into the atmosphere and marinas and surrounding vicinity are the most affected regions by these pollutants. This study applied a bottom‐up approach involving emission factors to make an anthropogenic emissions inventory of yachts and to offer solutions for reducing emissions by investigating the NMVOC, NOx, NH3, CO, and PM emissions from 2002 yacht movements between June 1 and August 31, 2019 at Turgutreis D‐Marin in Bodrum Turkey. These emissions are categorized based on yacht operation modes and types. Quarterly yachting emissions are estimated as 3099 tons for NMVOC, 0.003 tons for NH3, 14,526 tons for NOx, 1896 tons for PM, and 15,576 tons for CO. [ABSTRACT FROM AUTHOR]

Palm biodiesel is one of the most suitable alternative fuels due to its capability to replace traditional fossil fuel usage in IC engines. Even as palm biodiesel (POBD) reduces harmful pollutant gases, the engine performance is not on an equal scale with neat diesel. To address this shortcoming, an investigation was carried out to examine the application of palm biodiesel (PBD) and hydrogen induction through the intake air at the flow rates of 6 and 8LPM (Litre Per Minute) in the compression ignition (CI) engine. The experimental study shows that POBD has poor engine performance and moderate pollution reduction compared with neat diesel. When compared to POBD and neat diesel, the higher calorific value and other H 2 characteristics improve combustion properties, resulting in higher engine performance and lower pollutant gases (except NOx). When compared to the palm biodiesel blend (BD 30), the results of BD30+8LPM reduced the Specific fuel consumption (SFC) by 0.0885kg/kWh and improved the brake thermal efficiency (BTE) by 6.67%. The Carbon monoxide (CO), hydro carbon (HC), and smoke opacity were reduced by 0.047% volume, 29.2 ppm, and 6.52% respectively. A marginal increase in NOx was seen as 297.6 ppm. [Display omitted] • The CO, HC and HC emissions were considerably reduced. • Utilization of 30% neat palm biodiesel in the engine was achieved. • Hydrogen enriched palm biodiesel for CI engines can be used as alternative fuels. • The proposed systemcan be used as a scientific foundation for emission control measures. [ABSTRACT FROM AUTHOR]

This article presents the properties of EtG synthetic fuel (Ethanol to Gasoline) as a substitute for fuels in an installation using ethanol from food waste as a raw material. The results of this research on the process of supplying the engine with EtG fuel are presented, in which the operational suitability of this fuel was verified, including environmental requirements. The results of pollutant emission tests from vehicles with spark-ignition engines in dynamic driving conditions in the New European Driving Cycle (NEDC) type approval tests and the World Harmonized Test Cycle (WLTC) test, both on a "cold" and "hot engine", are presented. It was found that EtG fuel is characterized by lower emissions of carbon monoxide, nitrogen oxides, and methane, and higher emissions of non-methane hydrocarbons compared to E10 commercial gasoline, while the specific distance emission of carbon dioxide for both fuels was very similar. [ABSTRACT FROM AUTHOR]

The biofuel produced from cottonseed oil can provide a potential solution to the rapid rate of depletion and hazardous emissions of the fossil fuels for the fast-growing world. The present work investigates the suitability of cotton seed oil as a blending agent for production of biodiesel. The biodiesel blend has been tested as an alternate fuel in a common rail direct injection diesel engine from performance and emission point of view. The performance and emission parameters of biodiesel containing 10, 20 and 30 % of cotton seed oil have been compared with those of pure diesel. The experimental results indicated that the biodiesel containing 20% of cottonseed oil exhibited the most optimal performance and emission characteristics. The brake thermal efficiency of the engine decreased by 2.3% while the brake specific fuel consumption increased by 0.047kg/kWh for optimally concentrated biodiesel. Corresponding to same combustion parameters, the hydrocarbon and carbon monoxide emissions reduced by 16.5 and 58 % respectively while the nitrogen oxide emissions increased by approximately 4.8%. Thus, the cotton seed oil can be considered as a potential alternate to pure diesel considering performance and emission characteristics. [ABSTRACT FROM AUTHOR]

The recent increase in diesel prices is the most crucial factor that maintains alternative fuel research on the agenda in diesel engines. This study aims to analyze the combustion characteristics of ethanol–butanol–diesel triple-fuel mixtures and to investigate the effects of the boost pressure in a single-cylinder diesel engine. In the engine test, while the boost pressure at 1600 rpm was fixed at 240 mbar, the intake air pressure gauge was increased to 264, 228, and 312 mbar. As a result of the study, the most prolonged combustion duration in all test conditions was obtained using pure fossil diesel fuel. More than a 10% increase in ignition delay times has been calculated for blends. In addition, significant increases were observed in the heat release rate as the alcohol content in the blends increased. While considerable reductions in CH4, CO, and CO2 emissions were monitored by using the alcohol–diesel mixtures with the increased boost pressure, the stable formation in NOx emissions was not observed. Moreover, there was a significant increase in combustion noise with alcohol–diesel blends. [ABSTRACT FROM AUTHOR]

The need to transition from a consumption-based waste hierarchy to a resource-conserving zero-waste management system for sustainable resource management has become unavoidable in today's world. In this study, five different methods for waste separation at source were analyzed using an analytical hierarchy process based on five commonly used waste disposal methods. As a result of the analytical hierarchy analysis, ratios of 0.347, 0.286, 0.200, 0.101, and 0.066 were obtained for the five separation methods (0.347 for separation with six-parameter separate collection and 0.101 for mixed waste collection). The ratio of 0.286, achieved for the triple-separation method, was chosen to meet the requirements of the zero-waste regulation in Türkiye, and a district in Istanbul was selected as the study area. A model based on the residence density was developed. Within the scope of the model, the neighborhoods in the study area were statistically divided into three classes. By choosing one neighborhood from each class, route optimizations were made for both the existing routes and triple separations. The Network Analyst function in ArcGIS was used to determine the optimal routes based on the traveling distances and operational times of vehicles associated with each route. The results of the route-based analyses show that carbon dioxide emissions will increase by only 1.15% compared to the current situation, but the total amount will decrease in the long term if all waste management processes are carried out within the scope of zero-waste management. [ABSTRACT FROM AUTHOR]

Research work on the new assessment of environmental indicators using equipment from the PEMS group (Portable Emission Measurement Systems) with motor vehicles is being developed. Due to the miniaturization of equipment, there are new measurement possibilities for more and more numerous groups of vehicles, including two-wheelers. The article presents the research and a summary of the results of a moped equipped with a two-stroke engine, approved in accordance with the Euro 3 standard. The research object is mainly used for driving in urban traffic. Therefore, the research route was created as the first communication frame in the Poznań agglomeration. In the analysis of the results, the author's M toxicity index was proposed, which is based on the assumption that CO2 emission is a measure of the correctness of the combustion process. The equipment from the PEMS-AxionR/S+ group, characterized by small dimensions and low weight, was used to determine the actual motion parameters and the emission of toxic compounds. In the analysis of the measurement results, dimensionless indicators of toxicity M of gaseous compounds were determined and a comparative analysis was made with the values of other objects obtained in the course of previous research (motorcycle, passenger car, off-road vehicle, hybrid bus and agricultural tractor). Due to the engine design (two-stroke type), the worst environmental indicators were obtained for CO and HC compared to other tested vehicles.

Drop-in fuels for aviation gas-turbine engines have been introduced recently to mitigate global warming. Despite their similarity to the fossil fuel Jet A-1, their combustion in traditional combustors should be thoroughly analyzed to maintain engine health and low emissions. The paper introduces criteria for assessing the impact of the chemical composition of fuels on combustion in the DEGN 380 turbofan. Based on previous emission-test results, the power functions of carbon monoxide and its emission index were adopted as the model of combustion. Based on the general notation of chemical reactions leading to the production of CO in combustion, the regression coefficients were given a physical meaning by linking them with the parameters of the kinetic equations, i.e., the reaction rate constant of CO and CO2 formation expressed as exponential functions of combustor outlet temperature and the concentration of O2 in the exhaust gas, as well as stoichiometric combustion reactions. The obtained empirical functions show that, in the entire range of engine operating parameters, synthetic components affect the values of the rate constants of CO and CO2 formation. It can be explained by the change in activation energy determined for all chain-of-combustion reactions. The activation energy for the CO formation chain changes in the range between 8.5 kJ/mol for A0 and 24.7 kJ/mol for A30, while for the CO2 formation chain between 29.8 kJ/mol for A0 and 30.8 kJ/mol for A30. The reactivity coefficient lnαiCOACODCO changes between 2.29 for A0 and 6.44 for A30, while lnαiCO2ACO2DCO2 changes between 7.90 for A0 and 8.08 for A30.

To evaluate carbonaceous components in the ambient air in the eastern region of Indonesia, 35 Total Suspended Particulate Matter (TSP) samples were collected on four characteristic roadsides on Sultan Alauddin Street, in Makassar City, using a high-volume air sampler. The average TSP concentration was 279.7 μg/m3, which exceeded both the National Ambient Air Quality Standard (NAAQS) of Indonesia and the World Health Organization (WHO) standards. The highest concentration reached 838.6 μg/m3 in the GR (gravel) site, which had the highest number of vehicles and was near a U-turn. TSP concentration was higher during peak hours (morning and late afternoon) than off-peak hours (noon). The main component of the total carbon (TC) fraction was organic carbon (OC), which showed a strong correlation with elemental carbon (EC) (r values for the morning, noon, and late afternoon were 0.89, 0.87, and 0.97, respectively), indicating that the carbon components were derived from common sources. TSP had a strong correlation with carbon components, except for char-EC. OC vs. soot-EC and EC vs. soot-EC also correlated well, suggesting the dominant influence of vehicle exhaust emissions. Non-exhaust emissions had a slight influence during peak hours, particularly at the GR site.

Producergas or syngas generation from biomass gasification reveals one of the pronounced perspectives to substitute conventional fossil fuel. In the present experimental studies, performance, emission, and fuel consumption of VCR engines run with diesel and coconut shell–based producer gas (PG) with varying load, CR, and gasification equivalence ratio (GER) have been performed. Apart from this analysis, the response surface method has been applied to optimize engine operating inputs like CR, load, and gasifier ER to improve the performance by maximizing brake power (BP) and brake thermal efficiency (BTE) and minimizing brake specific fuel consumption (BSFC) and exhaust emission (CO, UHC, CO2, and NOx). In the experiment, total 48 experimental data set was executed for the RSM-based optimization and ANOVA sensitivity test. The formation of regression models using ANOVA showed high accuracy in forecasting output response variables with a confidence interval of 95%. The RSM predicted a good relationship between the range of inputs and output parameters with high accuracy. The coefficient of determination of the RSM value was found to be equal to 0.9520, which shows the high accuracy level in the relationship between statistical-based prediction and experimental values. As per the results obtained by using RSM optimization, the best operating conditions of the engine were obtained to be 0.12 gasification equivalence ratio and 16 compression ratio with 12 kg engine load. The optimum responses predicted under these operating parameters were obtained equal to 3.5 kW, 26.41%, 0.48 kg/kWh, 0.0042% (vol%), 15.15 (ppm), 1.27 (vol%), and 2.94 ppm for BP, BTE, BSFC, CO, UHC, CO2, and NO respectively. Thus, RSM is a useful approach for assessing and improving the performance and exhaust emission of a CI engine powered with diesel and PG corresponding to optimized input variables. [ABSTRACT FROM AUTHOR]

The ultimate goal of this study is to find a better method for minimizing hazardous emissions from a diesel engine. For this reason, emission parameters such as smoke, nitrogen oxides (NOX), unburned hydrocarbons, and carbon monoxide from a single‐cylinder diesel engine were analyzed using various biodiesel blends. The biodiesel was extracted from mango seed oil through trans‐esterification and combined with pure diesel at a 2:8 ratio. The prepared biodiesel (MSME20) was further mixed with 50, 100, and 150 ppm of either cerium oxide (CeO2) or magnesium oxide (MgO) nano‐particles through ultra‐sonication to prepare various fuel blends. The results reported that the addition of nano‐particles significantly lowered CO, HC, and smoke opacity by 25%, 25%, and 28% when compared with diesel. Also, there was a nearly 16% brake thermal efficiency gain from 50 ppm nano‐particle‐added MSME20 than pure MSME20. But for NOX emission, MSME20 fuel produced 106 ppm more NOX than diesel. Later, it was reduced up to 24 ppm while adding 50 ppm nano‐particles into MSME20 fuel. Further, a hybrid deep belief network‐coupled sandpiper optimizer was developed to optimize fuel blends. The proposed algorithm showed 37.5 ppm nano‐particle added 17.5% MSME as an optimal mix for the tested engine while running with 50% load. [ABSTRACT FROM AUTHOR]

The test results and their analysis was discussed in this article. The tests were carried out in accordance with the WLTP (Worldwide Light Duty Test Procedure), on a passenger car with a compression ignition engine. The analysis was conducted doe the following variables: vehicle speed, exhaust emission rate and fuel consumption volumetric rate. The subject of the research are exhaust emission components that are harmful to the health of living organisms: carbon monoxide, hydrocarbons and nitrogen oxides, as well as greenhouse gases. The research results have shown a very large range of values for carbon monoxide, organic compounds and nitrogen oxides emission rate characteristics. The average distance-specific emissions values of carbon monoxide, organic compounds and nitrogen oxides were very small and were in line with the Euro 6 requirements within a large margin. Correlation studies of the measured variables were conducted - between vehicle speed and exhaust emission rate as well as volumetric fuel consumption rates, and between exhaust emission rates and volumetric fuel consumption rates. The correlation studies have shown that the highest coefficient of determination in relation to vehicle speed was found for volumetric fuel consumption and carbon dioxide emission rate, and the weakest correlation for carbon monoxide emission rate and nitrogen oxides emission rate. The correlation between the rate of volumetric fuel consumption and carbon dioxide emission, as well as for hydrocarbon emission and methane emission rates, was found to be the strongest. The carbon monoxide emission rate was the least correlated with all the other measured variables. Dimensionless statistical characteristics of the measured variables were determined, such as: extreme values, range, mean value, median, standard deviation, kurtosis, skewness and coefficient of variation. For all of them, the mean value was much greater than the median, and the standard deviation was greater still, than both of those values. The numerical distributions for the values of exhaust emission rate and volumetric fuel consumption turned out to be leptokurtic and have right-sided asymmetry. The coefficient of variation analysis made it possible to assess that the most dynamic properties could be observed in organic compounds emission rate, followed by carbon monoxide and nitrogen oxides emission rates, and finally - the vehicle speed. Histograms of the examined processes were determined. The vehicle speed histogram was characterized by relative uniformity apart from the dominance of the idle speed. Histograms of exhaust emission rate variables were most frequently dominated by small values. The zero values occurred less frequently for the fuel consumption volumetric rate histogram. Based on the conducted research and the obtained data, a set of conclusions was drawn. [ABSTRACT FROM AUTHOR]

Copyright of Automotive Digest is the property of Automotive Digest Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In this study, an exhaust system compliant with future regulations was developed for a non-road 110PS engine with a Tier-4f aftertreatment system, and the emission characteristics of the engine were investigated in the non-road transient mode (NRTC). For the system to comply with future exhaust regulations, a DPF was installed, and an electrical heated catalyst (EHC) device was installed to manage exhaust gas temperature. The emission characteristics of exhaust gas were examined according to the power and applied duration of EHC, and the effects of catalyst coating and the urea water solution (UWS) injection map on NOx reduction, NH3 slip, and N2O emissions in NRTC mode were investigated. The application of a 4 kW class EHC system enables the lowering of the injection starting temperature of the UWS, as reliable gas heating (heating duration control) is guaranteed. When the injection starting temperature (based on the SCR inlet temperature) was set to 150 °C, NSR map, (III) in conjunction with the operation of the EHC, effectively achieved significant NOx reduction in NRTC mode without deposit and wetting occurring in the mixer and exhaust pipe. Regarding changes in EHC power from 3 kW to 4 kW, it was observed that a NOx reduction of 0.05 g/kWh occurs in the cold NRTC mode, but in the hot NRTC mode, it was found that the relative decrease in the UWS is due to the increased NO2 conversion efficiency as a result of the oxidation catalyst, making 3 kW more advantageous. Furthermore, due to the increase in NO2 concentration caused by the oxidation catalyst and the increase in the low-temperature injected UWS, NH4NO3 was formed, which resulted in an increase in PM emissions and a significant increase in N2O emissions around an exhaust temperature of 250 °C. When the EHC power was set to 3 kW and the volume of oxidation catalyst and the amount of UWS injection were adjusted, applying EHC in the NRTC mode resulted in an additional NOx reduction of 58.6% and 88.4% in cold and hot modes, respectively, compared with not using EHC, with a fuel penalty of approximately 1.67%, while limiting the peak concentrations of N2O and NH3. [ABSTRACT FROM AUTHOR]