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Road-Traffic Emissions
Published in Brian D. Fath, Sven E. Jørgensen, Megan Cole, Managing Air Quality and Energy Systems, 2020
Fabian Heidegger, Regine Gerike, Wolfram Schmidt, Udo Becker, Jens Borken-Kleefeld
Road vehicles are certified according to exhaust emission standards. In the United States, the Environmental Protection Agency (EPA) manages emission standards nationally. The European Union has its own set of emission standards, which all new vehicles must meet: The latest Euro 6 targets passenger cars, light commercial vehicles, and motorcycles, and the Euro VI is for large goods vehicles and coaches (DIRECTIVE 2007/46/EC 2007), (REGULATION No 715/2007/EC 2007). Many Asian countries adopted these European emission standards; however, since the specified driving cycles, e.g., the WLTC (Worldwide Harmonized Light Vehicles Test Cycle), do not adequately represent real driving performance, the official limit values for air pollutants1 and greenhouse gases (CO2) are below actual driving emissions (although the vehicles fulfill the requirements of the test) (Hooftman et al. 2018). Therefore, the official exhaust thresholds cannot be used for a true and reliable emission calculation. In recent years, the topic of air pollution has received remarkable attention from the public, as well as from environmental and consumer organizations. Legal actions have been enforced upon vehicle manufacturers (e.g., Volkswagen, Daimler, Fiat, and Chrysler) for emission frauds (i.e., not complying with the limit thresholds of their vehicles) and upon cities and governments due to noncompliance with air quality standards.
The Road Haulage Role in Intermodalism
Published in Lowe FCILT David, Intermodal Freight Transport, 2006
Relevant legislation on vehicle exhaust emissions, noise and even vibration is extensive and extremely complex, but the reader may find it helpful to understand the following outlines. Firstly, so far as emissions are concerned, both UK and EU law is relevant; this is to be found in the UK’s Road Vehicles (Construction and Use) Regulations 1986, as amended, and in EU directives 91/542/EEC (of 1991) and 99/66/EEC (of 1999) which respectively specify what are commonly referred to as Euro I and II, and Euro III, IV and V standards. Euro IV is due to come into force in 2005 to be followed by Euro V whichwill apply from 2008. The net effect of these ever tightening standards is to achieve overall reductions in the four main poisonous constituents of diesel vehicle exhausts; namely, nitrogen oxides (NOx), particulates (i.e. particulate matter, PM), hydrocarbons (HC), and carbon monoxide (CO). In the case of nitrogen oxides and particulates, truck manufacturer Volvo reports that emissions of these substances from new trucks over the past 20 years have dropped by 75 per cent and 85 per cent, respectively. For instance, the Euro IV standard which comes into effect in 2005 is intended to reduce NOxemissions from the present level of 5 grams/kilowatt hour to 3.5 grams/kilowatt hour and by 2008 the Euro V standard will have reduced this further to just 2.0 grams/kilowatt hour. Clearly these stringent controls on emission standards are to the public benefit, but while we are actually seeking to reduce road transport use by switching more freight to alternative modes, where road haulage remains the preferred or the essential mode at least we (the public) can rest assured that everything possible is being done, especially by the heavy truck makers, to clean up the air we breathe.
Diesel Automotive Trends
Published in Leslie R. Rudnick, Synthetics, Mineral Oils, and Bio-Based Lubricants, 2020
As EU emissions legislation changes from Euro 4 to Euro 5 it brings further reduction in the levels of carbon monoxide, hydrocarbons, oxide of nitrogen and particulates (PM) depending on the vehicle type. The levels set are intended to force widespread introduction of new aftertreatment systems such as DPF and SCR. The introduction of these new aftertreatment systems is also creating a demand for new engine lubricant technology.
The effects of dimethyl ether enriched air (DMEA) on exhaust pollutants and performance characteristics of an old generation diesel engine
Published in International Journal of Sustainable Engineering, 2021
Doan Nguyen Cong, Khanh Nguyen Duc, Vinh Nguyen
In order to improve the air quality, the Ministry of Transport of Vietnam has declared the road map of tightening the emission standards for imported and new manufactured vehicles. The Euro IV emission standards for new vehicles have been applied from 1 July 2017 (Duc, Tien, and Duy 2018). However, according to the statistics report of the Vietnam Register, there are up to 12% of currently used vehicles equipped with diesel engines, which are not passed the national emission standards, especially for the smoke component. Therefore, scientists have to conduct studies to find out suitable solutions, which can be applied to these types of vehicles to solve the actual situation of the country during the development process. Over the last decades, new technologies have been applied in transportation and traffic systems to deal with the problem of high demand for fuel consumption and environmental pollution. The technologies applied to internal combustion engine (ICE) can be stated such as structure revolution (Banapurmath, Basavarajappa and Tewari 2012; Cucchi and Samuel 2015), exhaust gas treatment, and fuel controlling strategies (Schütt, Gallinger, and Moos 2017; Praveena and Martin 2018; Gao et al. 2018; Meng et al. 2020; Resitoglu et al. 2020). Besides the above technologies, the usage of green and sustainable energy resources is an impressive solution. The feasible one is using alternative fuel that can take place of fossil fuel in both new generation and in-used vehicular engines. In Vietnam, scientists had focused on the implementation of alternative fuels on ICE (Duc and Duy 2018; Duc, Tien, and Duy 2018; Hoang et al. 2019; Hoang, Le, and Pham 2019; Duy et al. 2020; Nguyen, Pham, and Anh 2020). These studies obtained worthy results, which are helpful references for the development of renewable and alternative fuels in Vietnam.
Effects of CeO2 nanoparticles on engine features, tribology behaviors, and environment
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2023
Thanh Tuan Le, Inbanaathan Papla Venugopal, Thanh Hai Truong, Dao Nam Cao, Huu Cuong Le, Xuan Phuong Nguyen
It is expected that the internal combustion engine will continue to be the driving force in transportation and industry for the next several decades (Domachowski 2021; Lamas et al. 2015). Inevitably, environmental preservation (Afzal et al. 2023; Yang, Tan, and Geng 2019), using efficient fuels (Sharma et al. 2022), and energy savings are still the tendencies of internal combustion engine development. The existing engine pollution rules are being changed to Euro VI (European emission norms) (Squaiella, Martins, and Lacava 2013; Yalama et al. 2022), as well as ultralow emission policies (Jeon, Lee, and Park 2016; Korczewski 2022). Thus, fuel design, besides sophisticated post-processing techniques (Cherednichenko et al. 2022), optimization design technology (Tarełko 2015), and cylinder combustion control technology (Ghanbari et al. 2017; Stelmasiak et al. 2017), is one approach to controlling emissions to fulfil emission regulations (Das et al. 2018; Singh, Chauhan, and Goel 2018). A lot of scientists and researchers throughout the world are now considering biofuels derived from biomass (Hoang, Pham, and Viet Pham 2021; Srivastava et al. 2023), wood (Onokwai et al. 2022), microalgae (Sathya et al. 2023), and waste (Ebrahimian et al. 2023; Venna et al. 2021) as potential sources to produce alternative fuels to diesel fuel (Abedin et al. 2016; Yin et al. 2020a). In addition, many types of low-viscosity biofuels such as alcohol (De Poures et al. 2023; Labeckas et al. 2018), ether (Doan et al. 2022), acetone-butanol-ethanol (Veza et al. 2023), hydrogen (Fernández et al. 2020; Zhao et al. 2020), or biogas (Bui et al. 2022; Nguyen-Thi and Bui 2023) could also be used for engine applications under single, dual, or tri-mode aiming to attain the goal of reducing pollutant emissions (Serbin et al. 2021). The low-viscosity biofuels mentioned above have substantial advantages in terms of atomization (Inbanaathan, Dhinesh, and Tamilarasan 2020; Vallinayagam et al. 2014), and full mixing of fuel with air (Hoang 2021b). In addition, biodiesel is a popular and preferred biofuel because it has similar physicochemical properties to diesel fuel (Hoang et al. 2021; Vallinayagam et al. 2015). Apart from that, novel techniques to add nano-dimension fuel additives have been a major focus of study to reduce NOx emissions in biofuel-driven diesel engines (Nanthagopal et al. 2017; Yaşar et al. 2018). According to the current study, adding nanoparticles to diesel engine fuels could lower the auto-ignition temperature, evaporation duration, and delay period, improve the dispersion rate (Hoseini et al. 2018), and decrease fuel blockage in the fuel injector (Basha and Anand 2011, 2013). Furthermore, including a tiny quantity of additives derived from nanoparticles into emulsified and biodiesel fuel would work as a catalyst, strengthening the bonding of diesel or biodiesel mixtures and water (Aalam, Saravanan, and Kannan 2015; Sajith, Sobhan, and Peterson 2010).