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Reports on the results of a questionnaire administered to 14- and 15-year-old students (n=1637) in 25 British schools concerning their views on how car exhaust emissions affect global environmental problems. Children's beliefs discussed include the connection of car exhaust to global warming, the greenhouse effect, acid rain, and the ozone layer. (Author/AIM)

In this study, associations between prenatal exposure to fine particulate matter (PM2.5) from 9 sources and development of autism spectrum disorder (ASD) were assessed in a population-based retrospective pregnancy cohort in southern California. The cohort included 318,750 mother-child singleton pairs. ASD cases (N = 4559) were identified by ICD codes. Source-specific PM2.5 concentrations were estimated from a chemical transport model with a 4 × 4 km2 resolution and assigned to maternal pregnancy residential addresses. Cox proportional hazard models were used to estimate the hazard ratios (HR) of ASD development for each individual source. We also adjusted for total PM2.5 mass and in a separate model for all other sources simultaneously. Increased ASD risk was observed with on-road gasoline (HR [CI]: 1.18 [1.13, 1.24]), off-road gasoline (1.15 [1.12, 1.19]), off-road diesel (1.08 [1.05, 1.10]), food cooking (1.05 [1.02, 1.08]), aircraft (1.04 [1.01, 1.06]), and natural gas combustion (1.09 [1.06, 1.11]), each scaled to standard deviation increases in concentration. On-road gasoline and off-road gasoline were robust for other pollutant groups. PM2.5 emitted from different sources may have different impacts on ASD. The results also identify PM source mixtures for toxicological investigations that may provide evidence for future public health policies.

The aim of the research is to determine changes in the composition of selected gasoline compounds in cotton carpet samples due to different weathering times. EVO 95 gasoline was used as a fire accelerant and a cotton carpet was used as a matrix. The samples were exposed to various weathering durations (0–360 min) in laboratory conditions. We investigated samples that were unburnt (only weathered) and samples that were burned and subsequently subjected to further weathering. Residual gasoline compounds in carpet samples were determined by gas phase extraction (headspace – HS) coupled with gas chromatography (GC) and mass spectrometry (MS). We focused on the comparison of selected gasoline compounds; toluene, ethylbenzene, p-xylene, 1,2,3-trimethylbenzene (TMB), 1,3,5-trimethylbenzene and naphthalene. The biggest changes were determined in the reduction of the intensity of most volatile compounds (alkylalkanes), where toluene decreased by 11.92%. A similar but not so pronounced trend, occurred in the burned samples, where toluene decreased by 7.40%. Minor changes occurred in alkyl derivatives of benzene, where some of the total 15 gasoline markers also occur, e.g. (1,2,3-trimethylbenzene, 1,3,5-trimethylbenzene). On the contrary, naphthalene as a heavier compound showed an increase in intensity about 0.42%. For burnt samples, the increase was 1.31%. The results show that largest changes can be observed after four or five hours of weathering, which implies the need for rapid sampling and subsequent timely analysis. [ABSTRACT FROM AUTHOR]

Soil contaminated with petroleum-derived products should be used to cultivate energy crops. One such crop is Zea mays. Therefore, a study was performed to determine the suitability of Zea mays biomass obtained from gasoline-contaminated soil for energy purposes. The analysis included determining the heat of combustion and calorific value of the biomass, as well as the content of nitrogen, carbon, hydrogen, oxygen, sulfur, and ash in the biomass. Additionally, the suitability of vermiculite, dolomite, perlite, and agrobasalt for the phytostabilization of gasoline-contaminated soil was evaluated. It was found that the application of sorbents to gasoline-contaminated soil significantly reduced the severe negative effects of this petroleum product on the growth and development of Zea mays. Gasoline contamination of the soil caused a significant increase in ash, nitrogen, and sulfur, along with a decrease in carbon and oxygen content. However, it had no negative effect on the heat of combustion or calorific value of the biomass, although it did reduce the energy production from Zea mays biomass due to a reduction in yield. An important achievement of the study is the demonstration that all the applied sorbents have a positive effect on soil stabilization, which in turn enhances the amount of Zea mays biomass harvested and the energy produced from it. The best results were observed after the application of agrobasalt, dolomite, and vermiculite on gasoline-contaminated soil. Therefore, these sorbents can be recommended for the phytostabilization of gasoline-contaminated soil intended for the cultivation of energy crops. [ABSTRACT FROM AUTHOR]

The global transition towards environmentally friendly energy sources plays a major role in addressing both energy security and climate change. Brazil is at the forefront of this transition due to its rich natural resources and increasing investments in biofuels. Therefore, this investigation examines the consumption patterns and interactions between ethanol, primarily sourced from sugarcane, and gasoline within Brazil's energy framework. Ethanol's renewability, reduced environmental impact, and superior combustion characteristics position it as a feasible substitute for traditional fossil fuels. Nonetheless, obstacles like competition for land use and inadequate distribution infrastructure impede its widespread acceptance. This study explores the economic interaction between ethanol and gasoline, focusing on pricing dynamics and regional influences. Using consumer preferences and the accessibility of ethanol, this research identifies a range of price ratios within which consumer preferences shift from gasoline to ethanol in various Brazilian regions. The study also classifies Brazilian states into three distinct ranges based on the ethanol-to-gasoline price ratio in 2023 for a granular analysis of the economic dynamics influencing fuel choice. The research identifies states with competitive and dominant ethanol markets by examining the interplay between ethanol market share, fuel prices, and the adoption of flex-fuel vehicles (FFVs) in the country. Lastly, the findings support the importance of regional economic conditions and the influence of price ratios on consumer behavior, highlighting that ethanol's market share does not always correlate with favorable pricing. [ABSTRACT FROM AUTHOR]

Nowadays it has become particularly valuable to control the Particulate Matter (PM) emissions from the road transport sector, especially in vehicle powertrains with an Internal Combustion Engine (ICE). However, almost no publication has focused on a comparison of the microscopic characteristics of gasoline and ethanol spray under injection pressure conditions of more than 30 MPa, except in the impingement process. By using a Phase Doppler Particles Analyser (PDPA) system, the microscopic characteristics of gasoline and ethanol spray from a Gasoline Direct Injection (GDI) injector under injection pressure ( P I ) up to 50 MPa was fully explored in this research. The experimental results demonstrate that under the same P I , the second peak of the probability ( p d ) curves of droplet normal velocity for gasoline is slightly higher than that of ethanol. Moreover, gasoline spray exceeds ethanol by about 5.4% regarding the average droplet tangential velocity at 50 mm of jet downstream. Compared to ethanol, the p d curve's peak of droplet diameter at (0, 50) for gasoline is 1.3 percentage points higher on average, and the overall Sauter mean diameter of gasoline spray is slightly smaller. By increasing P I from 10 MPa to 50 MPa, p d of the regions of "100 ≤ Weber number ( W e ) < 1000" and " W e ≥ 1000" increases by about 23%, and the p d of large droplets over 20 μm shows a significant reduction. This research would provide novel insights into the deeper understanding of the comparison between gasoline and ethanol spray in microscopic characteristics under ultra-high P I . Additionally, this research would help provide a theoretical framework and practical strategies to reduce PM emissions from passenger vehicles, which would significantly contribute to the protection and sustainability of the environment. [ABSTRACT FROM AUTHOR]

Gasoline compression combustion engine has the advantages of low emission and high efficiency, which is very promising for research, but it is difficult to apply under low-load conditions. Gasoline has the characteristics of low reactivity; in the case of low thermodynamic state in the cylinder, the fire delay period of the fuel is longer, and the combustion phase is relatively lagging, which will lead to the increase of combustion cycle fluctuations, and even difficult to ignite and other adverse combustion phenomena. In order to improve the combustion stability of Gasoline Compression Ignition (GCI) engine under low-load condition and expand the limit of low-load combustion boundary, gasoline was reformed without catalyst under the boundary condition of reforming temperature of 488 K and reforming equivalent ratio of 8, and the concentration of reformed product was measured by a gas detection device. Subsequently, the coupling of the reformed product and spark plug with GCI engine under low-load condition was investigated to analyze the effect on engine combustion and emission. The results showed that the initial combustion timing of the low-load GCI engine was late, but the addition of reformed products could advance the combustion phase, shorten the combustion duration, reduce single-cycle NOx emission, and improve the small-load operation characteristics of GCI engine. Coupled spark plug ignition on the basis of adding reformed products could further improve the problem of combustion stability under low-load GCI engine. And the optimization effect became more obvious as the ignition position of the spark plug moves down. However, spark plug ignition would cause local high temperature areas, resulting in an increase in NOx emission. [ABSTRACT FROM AUTHOR]

Gasoline/hydrogenated catalytic biodiesel blending fuel has been proposed to improve gasoline ignitability and combustion stability in gasoline compression ignition (GCI) engines. Comprehensive numerical simulation in GCI engine models provides useful information that can be used for efficient utilization of this promising fuel. However, the use of detailed chemical kinetic mechanisms is unfeasible. In this work, a reduced mechanism was developed for a blended fuel of gasoline/hydrogenated catalytic biodiesel (HCB). Based on the fuel composition and physicochemical properties, n-hexadecane was proposed as a surrogate fuel for HCB. Three reduction methods with error propagation extension to directed relation graph, full species sensitivity analysis and quasi steady state approximation were utilized to reduce the detailed mechanism of n-hexadecane. The reduced mechanism was coupled with a gasoline surrogate mechanism to construct gasoline/HCB surrogate mechanism. Reaction path analysis and sensitivity analyses were performed to optimize the reaction kinetic constants of several reactions. The final reduced mechanism included 82 species and 370 reactions, and was able to accurately predict various combustion characteristics such as ignition delay times, laminar flame speed and species concentrations. The reduced mechanism is also applied to 3D computational fluid dynamics to validate the prediction ability of the direct injection compression ignition engine, and the predicted results show good agreement with experimental data. The overall results suggest that the current reduced mechanism could be applied for predicting gasoline/HCB mixture in practical engine simulations. [ABSTRACT FROM AUTHOR]

Catalytic conversion of CO2 to valuable products is a promising way to reduce anthropogenic CO2 emission. Herein, a strategy for coupling conversion of CO2 and high‐carbon alkane to CO and gasoline is developed, which is a feasible choice for the combination of CO2 recycling and petroleum refining. The CO2 conversion reaches 2.6% under mild condition (270 °C), and the selectivity of gasoline in the cracking products exceeds 70 wt%. Additionally, the introduction of CO2 improves the selectivity of aromatic hydrocarbons and increases the octane number of gasoline. Mechanism studies indicate that synergistic effect between Brønsted acid centers and Ni sites on the Beta zeolite supported Ni (20 wt%) catalyst (20Ni/β) plays the key role in alkane cracking and CO2 reduction. Notably, 13CO2 isotopic experiments show that the hydrogen produced during the aromatization can be captured by CO2, inhibiting undesired hydrogen transfer pathways and enhanced the yield of aromatics, while CO2 is converted into valuable CO. [ABSTRACT FROM AUTHOR]

Effective separation of linear and branched C6 alkanes is of importance in the improvement of the research octane number of gasoline during the isomerization of linear alkanes. However, developing a novel material for this separation remains a challenge. Activated crystals with a collapsed "channel-like sorption site" by assembling p-bromothiacalix[4]arene propyl ether molecules after removing cyclohexane (CyC6) molecules that act as templates are classified as a nonporous adaptive crystal. The activated crystals are capable of storing branched alkanes such as isohexane (2-C6), 3-methylpentane (3-C6), and 2,2- and 2,3-dimethylbutane (2,2- and 2,3-C6) vapors in the single-component system. In contrast, no sorption of n-hexane (n-C6) as one of the linear alkanes was observed. In these branched alkanes, the crystals preferentially adsorbed more branched alkanes, specifically 2,2-C6 and 2,3-C6, compared to mono-branched alkanes like 2-C6 and 3-C6 in two-component systems. Surprisingly, slight adsorption of n-C6 was observed in the system. The retention capacity of mono- and di-branched and linear alkanes in the crystals follows the order: 2,2-C6 ≈ 2,3-C6 > 3-C6 > 2-C6 ≫; n-C6. [ABSTRACT FROM AUTHOR]

In the present work, a lot of efforts have been made to reduce the sulfur particles, as main pollutants, from gasoline with using cerium (Ce) and Al(NO3)3 nano composites measured with Reference method: ASTM D7039‐15. The sulfur crystallite number was around 7235 ppm for DS (Ni (NO3)2 and urea). These unwanted sulfur particles reached to 3028 ppm for y (Al (NO3)3)/x (Ce)=0.25 in weight ratio, without using centrifuge process. This result is a very good due to some points: The present experimental works have been done at the room temperature and atmosphere environment, whilst many other works, as addressed here, have needed higher temperature and pressures. To our knowledge, Ce, Aluminum nitrate and urea as nano composite materials have need been used for desulfurization processes. Moreover, some relevant techniques such as X‐ray powder diffraction (XRD), Energy dispersive X‐ray analysis (EDX), Fourier Transform Infrared (FTIR) spectroscopy, X‐ray photoelectron spectroscopy (XPS), UV‐Vis spectroscopy, transmission electron microscopy (TEM), and Dynamic light scattering (DLS) have also been used. [ABSTRACT FROM AUTHOR]

Blending gasoline with hydrogenated catalytic biodiesel has the potential to improve combustion problems of gasoline direct-injection compression combustion, and the spray characteristics of the blending fuel can directly affect the combustion effect. In order to understand the spray characteristics of a gasoline–hydrocatalyzed catalytic biodiesel mixture, a numerical spray model of constant volume combustion chamber was established, and the accuracy of the model was verified by experimental data in the literature. Based on this model, the spray penetration, sauter mean diameter, spray velocity field and concentration field of gasoline–hydrocatalyzed catalytic biodiesel at different blending ratios were studied. The results show that under the conditions of 850 K ambient temperature, 5 MPa ambient pressure, and 80 MPa injection pressure, as the proportion of hydrogenated catalytic biodiesel in the blending fuel increases, the spray penetration increases, the sauter mean diameter decreases slightly, and the area of high velocity and high concentration at the spray center increases. The results of this study will contribute to the development of blended fuels for superior combustion performance and reduced pollutant emissions at appropriate blending ratios. [ABSTRACT FROM AUTHOR]

Thousands of particle number (PN) counters have been introduced to the European market, following the implementation of PN tests during the periodic technical inspection (PTI) of diesel vehicles equipped with particulate filters. Expanding the PN-PTI test to gasoline vehicles may face several challenges due to the different exhaust aerosol characteristics. In this study, two PN-PTI instruments, type-examined for diesel vehicles, measured fifteen petrol passenger cars with different test protocols: low and high idling, with or without additional load, and sharp accelerations. The instruments, one based on diffusion charging and the other on condensation particle counting, demonstrated good linearity compared to the reference instrumentation with R-squared values of 0.93 and 0.92, respectively. However, in a considerable number of tests, they registered higher particle concentrations due to the presence of high concentrations below their theoretical 23 nm cut-off size. The evaluation of the different test protocols showed that gasoline direct injection engine vehicles without particulate filters (GPFs) generally emitted an order of magnitude or higher PN compared to those with GPFs. However, high variations in concentration levels were observed for each vehicle. Port-fuel injection vehicles without GPFs mostly emitted PN concentrations near the lower detection limit of the PN-PTI instruments. [ABSTRACT FROM AUTHOR]

In the case of CO2 thermal‐catalytic hydrogenation, highly selective olefin generation and subsequent olefin secondary reactions to fuel hydrocarbons in an ultra‐short residence time is a huge challenge, especially under industrially feasible conditions. Here, we report a pioneering synthetic process that achieves selective production of high‐volume commercial gasoline with the assistance of fast response mechanism. In situ experiments and DFT calculations demonstrate that the designed NaFeGaZr presents exceptional carbiding prowess, and swiftly forms carbides even at extremely brief gas residence times, facilitating olefin production. The created successive hollow zeolite HZSM‐5 further reinforces aromatization of olefin diffused from NaFeGaZr via optimized mass transfer in the hollow channel of zeolite. Benefiting from its rapid response mechanism within the multifunctional catalytic system, this catalyst effectively prevents the excessive hydrogenation of intermediates and controls the swift conversion of intermediates into aromatics, even in high‐throughput settings. This enables a rapid one‐step synthesis of high‐quality gasoline‐range hydrocarbons without any post‐treatment, with high commercial product compatibility and space‐time yield up to 0.9 kggasoline ⋅ kgcat−1 ⋅ h−1. These findings from the current work can provide a shed for the preparation of efficient catalysts and in‐depth understanding of C1 catalysis in industrial level. [ABSTRACT FROM AUTHOR]

This paper takes the catalytic cracking unit of a petrochemical industry as an example to explore the effects of blending hydrogenated tail oil on the distribution and quality of catalytic cracking products, and analyzes the reasons. The results showed that blending hydrogenated tail oil can significantly reduce the output of dry gas and oil slurry. Every increase of 1 ton of hydrogenated tail oil refining, the output of oil slurry decreases by 0.14 tons, dry gas decreases by 56 m³, and gasoline output increases by 0.26 tons. The blending of hydrogenated tail oil will reduce the aromatic hydrocarbon content in gasoline components, decrease the density of gasoline components, and lower the distillation temperature. As the blending amount of hydrogenated tail oil increases, the C3 content in the liquefied petroleum gas decreases and the C4 content increases . This is attributed to the fact that the blending of hydrogenated tail oil inhibits the deep reaction of catalytic cracking, reduces the generation of C3 and below components and deep cracking products such as slurry, and increases the yield of liquids above C4. As the blending amount of hydrogenated tail oil increases, C3 and C4 components become the boundary line for the impact of hydrogenated tail oil blending on the depth of catalytic cracking reaction. [ABSTRACT FROM AUTHOR]

According to city road tests conducted during peak vehicle traffic hours, vehicle idle times constitute about 30-38% of the total running time. Therefore, when it comes to urban transportation, the fuel consumption and resulting exhaust emissions from passenger cars powered by internal combustion engines and constitute a large portion of the number of vehicles, become significant while idling. This study investigates the effects of using acetylene as fuel on the idling performance of a gasoline engine. Experiments conducted on a four-stroke, four-cylinder, water-cooled, spark-ignition automobile engine showed that using gasoline-acetylene mixtures and 100% acetylene instead of gasoline alone resulted in a decrease in carbon monoxide and hydrocarbon emissions and an increase in nitrogen oxide emission. Carbon monoxide emissions, which were 2.2% in gasoline operation, decreased to 1.1% and 0.7% with the addition of acetylene to gasoline at 100 and 150 g/h flow rates, respectively, while HC emissions, which were 895 ppm, became 576 ppm and 520 ppm. In experiments using 100% acetylene in the test engine, it was observed that there was a 96% reduction in carbon monoxide and hydrocarbon emissions and a 650% increase in nitrogen oxide emissions compared to running on gasoline. It was found that there was a 20.5% decrease in the energy flow to the engine. [ABSTRACT FROM AUTHOR]

The car market in Mexico has undergone substantial change over the last twenty years, as sales have increased dramatically and as policy measures have been introduced to improve fuel economy so that decarbonization targets can be achieved. The argument presented in this paper is that overall fuel economy is driven by vehicle sales and the fuel economy standards imposed. In addition, this picture is complicated by the purchasing preferences of buyers, and this might reduce the effectiveness of the policy measures introduced. A case study approach allows analysis of the shifts in transport policy (2003–2020) to be undertaken by linking the fuel consumption of cars (L/100 km) to the purchasing patterns of consumers, and from this estimate the levels of CO2 emissions. From the empirical analysis, it is found that, although there have been fuel economy gains every year, this is countered by (a) increasing sales of SUVs, and (b) a car market that is increasingly being dominated by larger cars. The current fuel standards are not sufficient to control the continued growth in fuel consumption, and levels of carbon emissions are continuing to increase. In conclusion, tighter emissions standards are needed, together with stronger governance structures and a range of further policy measures to improve car efficiencies and limit growth of the use of larger vehicles. [ABSTRACT FROM AUTHOR]

The OLS and ridge regression (RR) estimators are adversely affected, when the problem of multicollinearity and y-direction outliers occur together. The robust ridge regression with penalized parameters offers biased estimators with lower variance than OLS and RR. The optimal penalized parameter value is crucial for balancing variance and bias. This study proposes three new weighted robust penalized M-estimators to address both multicollinearity and y-direction outliers. Their performance is evaluated against OLS, RR and existing penalized M-estimators using Monte Carlo simulations based on mean squared error (MSE). The new estimators exhibit lower MSE in the presence of multicollinearity and y-direction outliers. A real data application on gasoline consumption demonstrates the superior performance of the new estimators. [ABSTRACT FROM AUTHOR]

An efficient stable electrochemical method for the determination of thiophene as a sulfur model compound in gasoline has been investigated based on the electrodeposition of graphene oxide and dicyandiamide on graphite electrode by cyclic voltammetry. The electroactive layer performance was considered by linear sweep voltammetry and square wave voltammetry by examining scan rates and their relevant equations to evaluate the electrochemical parameters. This modified electrode has high electrocatalytic characteristics to irreversible electrooxidation of thiophene. The electron transfer coefficient (α) was equal to 0.78, the electron transfer rate constant (log KS) was 3.2 s−1, and the saturated adsorptive capacity of the electroactive substance at the electrode surface (Γmax) was 1.14 × 10−8 mol cm−2 at pH 8 at low working potential of 0.5 V versus Ag/AgCl reference electrode. Scanning electron microscopy of the surface revealed the nanostructure of electrodeposited films and the morphology. This sensor is capable of electrochemical response to thiophene over the concentration range from 25 to 250 nmol L−1 with a detection limit of 8.31 nmol L−1, and a quantification limit of 25.18 nmol L−1. The method's reliability was checked regarding the simulated gasoline samples and the desired response and sensitivity were provided. The wide dynamic range, low detection limit, favorable precision and accuracy, and fast response with no interferences confirm the ability of this sensor for thiophene determination. This nano-sensor can be used for electrochemical in-situ direct monitoring of liquid fuel desulfurization processes. [ABSTRACT FROM AUTHOR]

Oily wastewater is a major environmental issue resulting from different industrial and manufacturing activities. Contaminated water with oil represents a significant environmental hazard that can harm numerous life forms. Several methodologies have been tested for the removal of oily wastewater from aqueous solutions, and adsorption in a flow-through reactor is an effective mechanism to reduce these effluents. This study focuses on evaluating the ability of Fe3O4/Bent material to adsorb gasoline emulsion from a solution using a fixed-bed column, and it involves analyzing the resulting breakthrough curves. The FT-IR, SEM, EDX, and XRD techniques were used to characterize Fe3O4/Bent. Various ranges of variables were examined, including bed height (2–4 cm), flow rate (3–3.8 mL/min), and initial concentration (200–1000 mg/L), to determine their impacts on the mass transfer zone (MTZ) length and the adsorption capacity (qe). It was shown that a higher bed height and a lower flow rate contributed to a longer time of breakthrough and exhaustion. At the same time, it was noted that under high initial gasoline concentrations, the fixed-bed system rapidly reached breakthrough and exhaustion. Models like the Yoon–Nelson and Thomas kinetic column models were employed to predict the breakthrough curves. Thomas and Yoon–Nelson's breakthrough models provided a good fit for the breakthrough curves with a correlation coefficient of R2 > 0.95. Furthermore, with a fixed-bed system, the Thomas and Yoon–Nelson models best describe the breakthrough curves for gasoline removal. [ABSTRACT FROM AUTHOR]

Transitioning from petrol or gas vehicles to electric vehicles (EVs) poses significant challenges in reducing emissions, lowering operational costs, and improving energy storage. Wireless charging EVs offer promising solutions to wired charging limitations such as restricted travel range and lengthy charging times. This paper presents a comprehensive approach to address the challenges of wireless power transfer (WPT) for EVs by optimizing coupling frequency and coil design to enhance efficiency while minimizing electromagnetic interference (EMI) and heat generation. A novel coil design and adaptive hardware are proposed to improve power transfer efficiency (PTE) by defining the optimal magnetic resonant coupling WPT and mitigating coil misalignment, which is considered a significant barrier to the widespread adoption of WPT for EVs. A new methodology for designing and arranging roadside lanes and facilities for dynamic wireless charging (DWC) of EVs is introduced. This includes the optimization of transmitter coils (TCs), receiving coils (RCs), compensation circuits, and high-frequency inverters/converters using the partial differential equation toolbox (pdetool). The integration of wireless charging systems with smart grid technology is explored to enhance energy distribution and reduce peak load issues. The paper proposes a DWC system with multiple segmented transmitters integrated with adaptive renewable photovoltaic (PV) units and a battery system using the utility main grid as a backup. The design process includes the determination of the required PV array capacity, station battery sizing, and inverters/converters to ensure maximum power point tracking (MPPT). To validate the proposed system, it was tested in two scenarios: charging a single EV at different speeds and simultaneously charging two EVs over a 1 km stretch with a 50 kW system, achieving a total range of 500 km. Experimental validation was performed through real-time simulation and hardware tests using an OPAL-RT platform, demonstrating a power transfer efficiency of 90.7%, thus confirming the scalability and feasibility of the system for future EV infrastructure. [ABSTRACT FROM AUTHOR]

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This study experimentally investigated the influence of gasoline injection pressure (GIP) on the performance and hydrogen knock limit of a gasoline direct-injection hydrogen–gasoline dual-fuel engine. The GIP was varied from 50 to 140 bar, and hydrogen was introduced at a step size of 2 LPM until knock onset at spark timings of 4° and 12° CA before top dead center (BTDC). The hydrogen knock limit was extended at a higher GIP, with maximum hydrogen flow rates of 10 and 16 LPM at 12° CA and 4° CA BTDC, respectively. Increasing the GIP and retarding the spark timing negatively affected brake thermal efficiency, brake mean effective pressure, and in-cylinder pressure. The CO 2 and NO x emissions decreased, and the CO emissions increased with an increase in the GIP. The cyclic variation increased considerably with GIP. However, hydrogen blending exhibited a completely opposite trend to that of GIP. • Study of the effect of gasoline injection pressure in a hydrogen-gasoline dual fuel engine. • The hydrogen knock limit was influenced by the variation in gasoline injection pressure. • Increasing the gasoline injection pressure showed a negative effect on the performance and combustion characteristics. • Cyclic variation increased at higher gasoline injection pressure and reduced with hydrogen blending. • Increased hydrogen flow rate was observed at higher gasoline injection pressure and retarded spark timing. [ABSTRACT FROM AUTHOR]

As ethanol production increases and the demand for gasoline in spark ignition engines decreases over the next few decades, the use of these fuels in compression ignition systems is expected to increase. This raises the question of how much ethanol-in-gasoline is the right blend for compression ignition. This work experimentally studied E10, E30, E50, E75, and E100 in a split injection partially premixed compression ignition strategy. It was found that, separately, the cool flame reactivity of E10 and the high cooling potential of E75 and E100 enable heat release rate control in partially premixed combustion. E30 and E50 did not show the same control authority. E30 performed the worst due to having a small amount of cool flame reactivity and a low cooling potential. It was found that NOx emissions were not significantly impacted by ethanol content, but the smoke emissions were. E100 produced near zero smoke, but all the ethanol-gasoline blends produced some smoke. When 20% of the fuel was injected during the mid-dle of the compression stroke, E10, E30, E50, and E75 all produced low, but nonzero smoke emissions. When the second injection was moved near top dead center, the smoke emissions of E75 stayed low but the smoke emissions of E10, E30, and E50 all rose to a filter smoke number greater than 0.3. These results indicate that low- and high-ethanol content gasolines are both viable paths forward for partially premixed combustion systems, but medium-ethanol content gasolines should be avoided. [ABSTRACT FROM AUTHOR]

Petroleum-derived products like petrol, containing complex hydrocarbons, have catastrophic environmental effects, posing a universal challenge. Bioremediation is known as eco-friendly and safe technique for removal of hydrocarbon pollutants. In this study, indigenous bacteria were isolated from oil contaminated soils and screened for their biodegradation potential. The bacterial enrichment and isolation were done using selective media Bushnell-Haas supplemented with petrol as a sole carbon source. Out of fifteen isolated strains best two isolates S4P2 and S14P1 were selected on basis of DCPIP screening method. These isolates were identified as Pseudomonas chengduensis & Pseudomonas donghuensis by 16S rRNA gene sequencing. The growth parameters were optimized by one factor at a time. The optimum growth temperature for P. chengduensis & P. donghuensis was found to be 37°C at pH 7 with a substrate concentration of 1%. [ABSTRACT FROM AUTHOR]

Ultra‐high‐speed synchrotron‐based hard X‐ray (i.e. above 10 keV) imaging is gaining a growing interest in a number of scientific domains for tracking non‐repeatable dynamic phenomena at spatio‐temporal microscales. This work describes an optimized indirect X‐ray imaging microscope designed to achieve high performance at micrometre pixel size and megahertz acquisition speed. The entire detector optical arrangement has an improved sensitivity within the near‐ultraviolet (NUV) part of the emitted spectrum (i.e. 310–430 nm wavelength). When combined with a single‐crystal fast‐decay scintillator, such as LYSO:Ce (Lu2−xYxSiO5:Ce), it exploits the potential of the NUV light‐emitting scintillators. The indirect arrangement of the detector makes it suitable for high‐dose applications that require high‐energy illumination. This allows for synchrotron single‐bunch hard X‐ray imaging to be performed with improved true spatial resolution, as herein exemplified through pulsed wire explosion and superheated near‐nozzle gasoline injection experiments at a pixel size of 3.2 µm, acquisition rates up to 1.4 MHz and effective exposure time down to 60 ps. [ABSTRACT FROM AUTHOR]

This study aimed to evaluate all studies which used the micronucleus assay using oral cells in the attempt to understand whether such technique is efficient in evaluating genotoxicity in gas station attendants. Full manuscripts from 16 studies were carefully selected by the authors. Our results demonstrate that continuous exposure to derivatives of petroleum may lead to genotoxic effects since all studies demonstrated positive findings (16 out of 16) and 11 of them had a strong or moderate final rating. In summary, our results reveal that gas station attendants are occupationally exposed to genotoxic agents and that the micronucleus assay in oral mucosa is indeed an effective method to evaluate genotoxicity in this specific case. Such findings are very important for protecting these professionals who are continuously exposed to chemicals for long periods. [ABSTRACT FROM AUTHOR]

Among surface fabrication methods, electrodeposition is considered the most advantageous because it can be performed using a low-cost fabrication process and generate robust chemical and mechanical Nano films within a short time. This study demonstrates the innovative development and exact optimization of an advanced electrochemical sensor platform designed for the highly sensitive detection and quantification of Phenol present in industrial wastewaters. The sensor's construction entails the meticulous electrodeposition of Nanofilms comprising carboxymethylcellulose (CMC) and Bathocuproine disulfonic acid disodium salt onto a pencil graphite electrode, complemented by the integration of highly efficacious surface modifiers such as carboxymethyl cellulose and Bathocuproine. To unravel the morphology of the fabricated sensor film's nanostructures, scanning electron microscopy (SEM) analysis was employed, affirming the successful electrodeposition. The proposed sensor showed exceptional catalytic activity in the electrooxidation of Phenol, characterized by an impressive α value of 0.93, a substantially high logarithm of Ks of 2.93, and a commendable Γ value of 1.16 × 10–8. A wide standard calibration curve covering a concentration range of 25–225 nmol l−1 was implemented, thus enabling precise and accurate quantification of Phenol. Impressively, the sensor exhibited remarkable sensitivity, evident through its remarkably low limits of detection (LOD) and quantification (LOQ), measuring at 8.31 and 24.97 nmol l−1, respectively. With its exceptional performance, minimal environmental impact, and unparalleled accuracy, this electrochemical sensor exhibited immense potential in the meticulous analysis of Phenol encountered in petrol and resin factory wastewaters. By embracing this state-of-the-art technology in analytical applications, researchers can effectively monitor and develop robust mitigation strategies aimed at combating Phenol contamination. [ABSTRACT FROM AUTHOR]

This paper focuses on the joint optimization of the charging station location problem (CSLP) and discrete network design problem (DNDP) in a transportation network. We present a variational inequality (VI) formulation to describe the user equilibrium (UE) state of gasoline vehicles (GVs) and electric vehicles (EVs). Based on the mixed-UE model, a mathematical program with equilibrium constraints (MPEC) model is formulated for integrating the decisions of deploying EV charging stations (EVCSs) and adding new links to minimize the total travel cost (TTC) of all vehicles. A modified genetic algorithm is developed to tackle the MPEC model with an adaptive path generation procedure to address the mixed-UE model. Finally, we conduct numerical experiments to identify the efficacy of the proposed models and algorithms. Specifically, we propose a two-step optimization model and explore a performance comparison between the joint and two-step optimization approaches, while the joint optimization exhibits superiority in minimizing the TTC. [ABSTRACT FROM AUTHOR]

Petroleum-based fuels are generally used in internal combustion engines. Petroleum-based fuels now have difficulty meeting Euro standards in terms of emissions. That's why different methods are used. One of these is that adding natural gas to fuels can be beneficial in reducing emissions and increasing engine performance. In the experimental study, the engine performance and emissions of adding natural gas at different rates (50, 100, 150 and 200 g/h) into the intake air of an engine using gasoline fuel at different torque values (5, 10, 15 and 20 Nm) at a constant 3000 rpm were examined. The engine used in the study is a Lombardini LGW 523 MPI gasoline two-cylinder engine. When the experimental results are examined, the addition of natural gas to gasoline fuel reduces fuel consumption. The lowest values in specific fuel consumption were obtained when natural gas was added. Emissions decreased with increasing torque. As the natural gas addition rate increased, the thermal efficiency increased. [ABSTRACT FROM AUTHOR]

This research has provided additional information to conduct performance evaluation of petrol, ethanol and spent engine oil using various mix ratio of sample 0 (98%:00:02%) as control, A (89%:09%02%), B (93%:05%:02%) and C (91%:07%:02%) fueled single-cylinder spark-ignition (SI) engine for power generation and other similar services. Specifically, at load of 0.4kW, 2353Rpm, brake power of 0.65kW, brake mean effective pressure of 254.8kN m²/ was obtained. However, carbon-dioxide emission was quite appreciable at 0.7kW load at 5% ethanol blend which produces 21.5%. Emission characterization shows that emission of CO and HC are eco-friendlier when blended with cassava-ethanol, however, due to higher temperature of combustion as the potency of the spent oil is increased, more NOx are likely to be formed. When the quantity of air supplied and thus, oxygen is completely utilized that is, combustion is stoichiometric, the use of spent oil is advisable for high speed twostroke engines with fines and other heat dissipation systems modified to handle high temperature, otherwise, operation control systems should be incorporated to restrict the limit of loss of viscosity for the oil to be changed. The presence of lower CO with fuel blend spent oil and ethanol as well as increase in the amount of CO2 emitted with increase in engine load shows the presence of high carbons in the mixture. Hence the use of spent oil and ethanol as blends is on average beneficent to human and vegetation as reported in [25, 29]. [ABSTRACT FROM AUTHOR]

To reduce knock and keeping low NOx emissions and high indicated thermal efficiency (ITE) in a hydrogen fuel engine, the comprehensive effects of ammonia substitution rate (ASR), compression ratio (CR), and ignition timing (IT) on its combustion and its NOx emissions were studied numerically. Based on a four‐cylinder gasoline direct injection (GDI) engine, it was modified into an ammonia/hydrogen dual‐fuel (AHDF) spark ignition (SI) engine. The simulation was conducted by GT‐Power software, and simulation data were validated through experiments. 2500 rpm_50% load was selected for the research. ASR, CR and IT vary from 0% to 20%, 10.5 to 8.5, and −24 to 0°CA ATDC, respectively. The findings indicate that increasing ASR decreases the maximum pressure rise rate (MPRR) and the knock index (KI), improving the ITE, but increasing NOx emissions. Based on 20% ASR, CR was optimized. The findings indicate that decreasing CR reduces the MPRR and KI, but increasing NOx emissions and decreasing the ITE. Finally, based on CR of 9, IT was optimized. The findings indicate that delaying IT reduces the MPRR and KI, but also has a certain impact on NOx emissions and ITE. After compromise consideration, the optimal IT in this study was selected as −9°CA ATDC. [ABSTRACT FROM AUTHOR]

Low-temperature gasoline combustion (LTGC) with additive-mixing fuel injection (AMFI) is a new combustion strategy that has been demonstrated to deliver 9%–25% better brake thermal efficiency than similar-sized market-leading diesel engines over the operating map. Moreover, the LTGC-AMFI engine shows near-zero smoke, and NOx emissions are 4–100 times lower than those of a diesel, sufficiently low that no aftertreatment, or only passive NOx aftertreatment, would be sufficient (diesel exhaust fluid is not required). LTGC-AMFI combustion is based on kinetically controlled compression ignition of a dilute charge with a variable amount of low-to-moderate fuel stratification. Fast combustion control is provided by adding minute amounts of an ignition-enhancing additive into the fuel each engine cycle to control its reactivity. This strategy was used to operate a medium-duty (MD) LTGC-AMFI engine at loads from idle to 16.3 bar BMEP and speeds from 600 to 2400 rpm with regular E10 gasoline, which covers nearly the entire operating map of a typical MD engine. Turbine-out temperatures were sufficient for an oxidation catalyst to control hydrocarbon and CO emissions. Autonomie simulations over the GEM ARB Transient and the GEM 55 mph Cruise driving cycles for class-6 trucks using this technology showed fuel economies of 8.1 and 11.4 mpg-gasoline-equivalent, respectively, corresponding to 18.6% and 13.4% improvements over a similar-size diesel engine. Engine-out NOx emissions were 0.024 and 0.01 g/bhp-h, respectively, well below current U.S. emission standards. These results show that switching from diesel to LTGC-AMFI engines would greatly reduce greenhouse gas (GHG) emissions for off-road, MD and HD applications, which will continue to rely on combustion engines because electrification is not practical in the foreseeable future. With their reduced fuel consumption, the lower cost of gasoline compared to diesel fuel, and much lower aftertreatment costs, LTGC-AMFI engines also offer a significantly lower total cost of ownership. [ABSTRACT FROM AUTHOR]

The extent to which emission control technologies and policies have reduced anthropogenic NOx emissions from motor vehicles is large but uncertain. We evaluate a fuel-based emission inventory for southern California during the June 2021 period, coinciding with the Re-Evaluating the Chemistry of Air Pollutants in CAlifornia (RECAP-CA) field campaign. A modified version of the Fuel-based Inventory of Vehicle Emissions (FIVE) is presented, incorporating 1.3 km resolution gridding and a new light-/medium-duty diesel vehicle category. NOx concentrations and weekday-weekend differences were predicted using the WRF-Chem model and evaluated using satellite and aircraft observations. Model performance was similar on weekdays and weekends, indicating appropriate day-of-week scaling of NOx emissions and a reasonable distribution of emissions by sector. Large observed weekend decreases in NOx are mainly due to changes in on-road vehicle emissions. The inventory presented in this study suggests that on-road vehicles were responsible for 55-72% of the NOx emissions in the South Coast Air Basin, compared to the corresponding fraction (43%) in the planning inventory from the South Coast Air Quality Management District. This fuel-based inventory suggests on-road NOx emissions that are 1.5 ± 0.4, 2.8 ± 0.6, and 1.3 ± 0.7 times the reference EMFAC model estimates for on-road gasoline, light- and medium-duty diesel, and heavy-duty diesel, respectively.

Abstract Crude oil is made up of very complex compounds, which are found in polar organic substances especially organic acid compounds in the majority. Although organic acid content in crude oil is low, the presence of organic acids affects the interfacial tension (IFT) in oil reservoirs thereby altering the enhancement of oil recovery using nitrogen gas (N2) injection. Therefore, in this study, the effects of pressure (1 to 35 bar), the percentage of aromatic compounds (0.0 to 100 vol%) in the aliphatic hydrocarbon samples and the organic acid (benzoic acid) content (0.0 to 0.8 g.L− 1) on IFT between a mixture of gasoline/diesel fuel and N2 were investigated at a temperature of 298 K. IFT does not necessarily decrease as pressure increases for the sake of existence of aromatic compounds. IFT alteration for gasoline was more (about 8 dyne.cm− 1) than for diesel fuel (approximately 4 dyne.cm− 1) during pressure increased from 1 to 35 bar due to the replacement of heavy long chain aliphatic compounds instead of light aromatic matters. The effect of IFT alteration between N2 and diesel fuel during increasing the organic acid content was little (approximately 1.5 dyne.cm− 1), in contrast, this effect was more noticeable for N2/gasoline (about 8 dyne.cm− 1). In addition, a reduced cubic model for estimating IFT between N2 and petroleum fractions in terms of pressure, petroleum fraction composition and organic acid content was proposed with an average relative error of less than 2.6%.

This novel research presents an investigation on petroleum products dehydration using the adsorption method by low-cost adsorbents. To investigate the performance of proposed process intended to separate emulsified water, synthetic stabilized water emulsions in different petroleum products (Gasoline, Kerosene, and Gas oil) which equal 300, 600, and 800 ppm were prepared. Afterwards, under batch conditions, natural zeolite and activated carbon as economic adsorbents were utilized for the dehydration process. The characteristics of adsorbent was examined using SEM and XRD analysis. The obtained results from BET analysis also depicted that the specific surface area of activated carbon was considerably more than that of zeolite. Results showed that both zeolites and activated carbon can effectively purify petroleum products from undesirable emulsified water. The comparison of the adsorbents' efficiency indicated that activated carbon has a higher affinity than zeolite for water in gasoline and gas oil, however, they had almost the same adsorption capacity in kerosene dehydration. The maximum water removal percentage of gas oil, kerosene and gasoline using zeolite was 84.84, 92.17, and 88.64, respectively. Dehydration by activated carbon also led to 86.44, 93.43 and 90.2 per cent water removal from gas oil, kerosene and gasoline, respectively. [ABSTRACT FROM AUTHOR]

The global practice of blending bioethanol with petroleum fuels serves the dual purpose of reducing fuel costs and mitigating vehicular emissions. However, variations from the stipulated amount of bioethanol in petroleum fuels can be detrimental to engine longevity and performance. Notably, portable analytical devices capable of swiftly and accurately assessing fuel samples without necessitating prior pretreatment have been developed by researchers. This review aims to elucidate the advances and prevailing trends in analytical tools such as electrochemical, spectroscopic, electrical, optical fiber-based, and physical parameter-based techniques for the determination of blended fuel composition. [ABSTRACT FROM AUTHOR]