Impacts of ethanol fuel level on emissions of regulated and unregulated pollutants from a fleet of gasoline light-duty vehicles

Karavalakis, Georgios; Durbin, Thomas D.; Shrivastava, Manish; Zheng, Zhongqing; Villela, Mark; Jung, Heejung

doi:10.1016/j.fuel.2011.09.021

Cited by 120 publications

(100 citation statements)

References 35 publications

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“…Alcohols, considered a renewable resource, are being extensively investigated in all fields. Unlike traditional fuels, alcohols contain oxygen, which is beneficial for complete combustion and the reduction of toxic emissions [1][2][3][4][5][6][7][8]. Specifically, light alcohols, e.g., methanol and ethanol, have been successfully utilized as octane boosters for traditional fuels.…”

Section: Introductionmentioning

confidence: 99%

Laminar Flame Characteristics of C1–C5 Primary Alcohol-Isooctane Blends at Elevated Temperature

Jin

Huang

2016

Energies

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Abstract:The laminar combustion characteristics of blends of isooctane and C1-C5 primary alcohols (i.e., methanol, ethanol, n-propanol, n-butanol and n-pentanol) were investigated using the spherical expanding flame methodology in a constant volume chamber at various equivalence ratios and volume fractions of alcohol. The stretch effect was removed using the nonlinear methodology. The results indicate that the laminar flame speeds of alcohol-isooctane blends increase monotonously with the increasing volume fraction of alcohol. Among the five alcohols, the addition of methanol is identified to be the most effective in enhancing laminar flame speed. The addition of ethanol results in an approximately equivalent laminar flame speed enhancement rate as those of n-propanol, n-butanol and n-pentanol at ratios of 0.8 and 1.5, and a higher rate at 1.0 and 1.2. An empirical correlation is provided to describe the laminar flame speed variation with the volume fraction of alcohol. Meanwhile, the laminar flame speed increases with the mass content of oxygen in the fuel blends. At the equivalence ratio of 0.8 and fixed oxygen content, similar laminar flame speeds are observed with different alcohols blended into isooctane. Nevertheless, with the increase of equivalence ratio, heavier alcohol-isooctane blends tend to exhibit higher values. Markstein lengths of alcohol-isooctane blends decrease with the addition of alcohol into isooctane at 0.8, 1.0 and 1.2, however they increase at 1.5. This is consistent with the behavior deduced from the Schlieren images.

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Section: Introductionmentioning

confidence: 99%

Laminar Flame Characteristics of C1–C5 Primary Alcohol-Isooctane Blends at Elevated Temperature

Jin

Huang

2016

Energies

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“…The fuel impingement on the piston bowl and the cylinder liner is responsible for particle formation, so comprehensive approaches or optimization of the injector location, the combustion chamber shape, and improved engine control strategies need to be considered to reduce the formation of nanoparticles in GDI engines [16][17][18][19][20]. PM pollutants are currently of considerable interest because medical findings have indicated that exposure to ultrafine aerosol particles (<100 nm diameter) from internal combustion engines cause significant health risks [7,8,[21][22][23][24]. Furthermore, previous studies have indicated that GDI engines produce considerably hazardous nucleation mode particles, which are typically a complex mixture of solid and more volatile particles [8,17,18,[25][26][27][28].…”

Section: Introductionmentioning

confidence: 99%

“…Furthermore, previous studies have indicated that GDI engines produce considerably hazardous nucleation mode particles, which are typically a complex mixture of solid and more volatile particles [8,17,18,[25][26][27][28]. Based on the high market growth of GDI vehicles, the European Union (EU) has regulated the particle number (PN) standard for GDI vehicles, which considers non-volatile particles with a diameter above 23 nm, in the Euro-6 vehicle emissions standards [18,20,21,24]. Additionally, the California Air Resource Board (CARB) is debating future PM emission regulations for the low-emission vehicle (LEV)-III standards.…”

Section: Introductionmentioning

confidence: 99%

“…Additionally, the California Air Resource Board (CARB) is debating future PM emission regulations for the low-emission vehicle (LEV)-III standards. CARB has revealed that sub-23 nm particles comprise a substantial portion of the total PM emissions from GDI vehicles [5,9,21,29,30]. The primary reason for these controversial findings of differences between the particle measurement programme (PMP) methods and CARB relates to the sensitivity of the sampling and dilution approaches for the secondary particles formed from gaseous precursors [29][30][31][32].…”

Section: Introductionmentioning

confidence: 99%

“…The reduction mechanism of particles through the catalytic converter was categorized as partly due to oxidation and partly to coagulation [35]. Engine-out particles consist of combustion-generated solid carbon particles and some organic compounds [7][8][9]18,21]. The solid particles become coated with condensed and adsorbed organic compounds, including unburned hydrocarbons and oxygenated hydrocarbons [8,[25][26][27]29,30].…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Nanoparticle Filtration Characteristics of Advanced Metal Foam Media for a Spark Ignition Direct Injection Engine in Steady Engine Operating Conditions and Vehicle Test Modes

et al. 2015

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Abstract:In this study, the particle formation and reduction characteristics at the engine-out position, after a three-way catalyst (TWC) and a metal foam gasoline particulate filter (GPF), were evaluated for a gasoline direct-injection (GDI) engine under part-load operating conditions. The vehicle tests were performed under the Federal Test Procedure-75 (FTP-75) and the Highway Fuel Economy Test (HWFET) modes. Particle number (PN) concentrations, size distributions, and the filtering efficiency with the GPF were evaluated with a condensation particle counter (CPC) and a differential mobility spectrometer (DMS500). Under steady engine operating conditions, the PN concentrations at the engine-out position were 9.7 × 10 5 -2.5 × 10 6 N/cc. While, the PN concentrations after the GPF were 9.2 × 10 4 -3.5 × 10 5 N/cc, and the PN was reduced by 77%-96%. The PN filtering efficiency with the GPF-GDI vehicle reached approximately 58% in the FTP-75 and 62% in the HWFET mode. The PN concentration of the GPF-GDI vehicle was significantly reduced to 3.95 × 10 11 N/km for the FTP-75 and 8.86 × 10 10 N/km for the HWFET mode.The amount of nucleation mode particles below 23 nm was substantially reduced with the GPF-GDI vehicle. The fuel economy, CO2, and regulated emissions of the GPF-GDI vehicle were equivalent to those of the base GDI vehicle under the vehicle certification modes. OPEN ACCESSEnergies 2015, 8 1866

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Fuel Ethanol Standards, Testing and Blending

Amarasekara¹

2013

Handbook of Cellulosic Ethanol

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Impacts of ethanol fuel level on emissions of regulated and unregulated pollutants from a fleet of gasoline light-duty vehicles

Cited by 120 publications

References 35 publications

Laminar Flame Characteristics of C1–C5 Primary Alcohol-Isooctane Blends at Elevated Temperature

Laminar Flame Characteristics of C1–C5 Primary Alcohol-Isooctane Blends at Elevated Temperature

Nanoparticle Filtration Characteristics of Advanced Metal Foam Media for a Spark Ignition Direct Injection Engine in Steady Engine Operating Conditions and Vehicle Test Modes

Fuel Ethanol Standards, Testing and Blending

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