Using an oxidation flow reactor to understand the effects of gasoline aromatics and ethanol levels on secondary aerosol formation.

Fuel type and composition affect tailpipe emissions and secondary aerosol production from mobile sources. This study assessed the influence of gasoline fuels with varying levels of aromatics and ethanol on the primary emissions and secondary aerosol formation from a flexible fuel vehicle equipped with a port fuel injection engine. The vehicle was exercised over the LA92 and US06 driving cycles using a chassis dynamometer. Secondary aerosol formation potential was measured using a fast oxidation flow reactor. Results showed that the high aromatics fuels led to higher gaseous regulated emissions, as well as particulate matter (PM), black carbon, and total and solid particle number. The high ethanol content fuel (E78) resulted in reductions for the gaseous regulated pollutants and particulate emissions, with some exceptions where elevated emissions were seen for this fuel compared to both E10 fuels, depending on the driving cycle. Secondary aerosol formation potential was dominated by the cold-start phase and increased for the high aromatics fuel. Secondary aerosol formation was seen in lower levels for E78 due to the lower formation of precursor emissions using this fuel. In addition, operating driving conditions and aftertreatment efficiency played a major role on secondary organic and inorganic aerosol formation, indicating that fuel properties, driving conditions, and exhaust aftertreatment should be considered when evaluating the emissions of secondary aerosol precursors from mobile sources.

Hazard identification of exhausts from gasoline-ethanol fuel blends using a multi-cellular human lung model.

Ethanol can be produced from biomass and as such is renewable, unlike petroleum-based fuel. Almost all gasoline cars can drive with fuel containing 10% ethanol (E10), flex-fuel cars can even use 85% ethanol (E85). Brazil and the USA already include 10-27% ethanol in their standard fuel by law. Most health effect studies on car emissions are however performed with diesel exhausts, and only few data exists for other fuels. In this work we investigated possible toxic effects of exhaust aerosols from ethanol-gasoline blends using a multi-cellular model of the human lung. A flex-fuel passenger car was driven on a chassis dynamometer and fueled with E10, E85, or pure gasoline (E0). Exhausts obtained from a steady state cycle were directly applied for 6h at a dilution of 1:10 onto a multi-cellular human lung model mimicking the bronchial compartment composed of human bronchial cells (16HBE14o-), supplemented with human monocyte-derived dendritic cells and monocyte-derived macrophages, cultured at the air-liquid interface. Biological endpoints were assessed after 6h post incubation and included cytotoxicity, pro-inflammation, oxidative stress, and DNA damage. Filtered air was applied to control cells in parallel to the different exhausts; for comparison an exposure to diesel exhaust was also included in the study. No differences were measured for the volatile compounds, i.e. CO, NOx, and T.HC for the different ethanol supplemented exhausts. Average particle number were 6×102 #/cm3 (E0), 1×105 #/cm3 (E10), 3×103 #/cm3 (E85), and 2.8×106 #/cm3 (diesel). In ethanol-gasoline exposure conditions no cytotoxicity and no morphological changes were observed in the lung cell cultures, in addition no oxidative stress - as analyzed with the glutathione assay - was measured. Gene expression analysis also shows no induction in any of the tested genes, including mRNA levels of genes related to oxidative stress and pro-inflammation, as well as indoleamine 2,3-dioxygenase 1 (IDO-1), transcription factor NFE2-related factor 2 (NFE2L2), and NAD(P)H dehydrogenase [quinone] 1 (NQO1). Finally, no DNA damage was observed with the OxyDNA assay. On the other hand, cell death, oxidative stress, as well as an increase in pro-inflammatory cytokines was observed for cells exposed to diesel exhaust, confirming the results of other studies and the applicability of our exposure system. In conclusion, the tested exhausts from a flex-fuel gasoline vehicle using different ethanol-gasoline blends did not induce adverse cell responses in this acute exposure. So far ethanol-gasoline blends can promptly be used, though further studies, e.g. chronic and in vivo studies, are needed.

Performance analysis of biofuel-ethanol blends in diesel engine and its validation with computational fluid dynamics.

The engine tests aimed to produce comparable data for fuel consumption, exhaust emissions, and thermal efficiency. The computational fluid dynamics (CFD) program FLUENT was used to simulate the combustion parameters of a direct injection diesel engine. In-cylinder turbulence is controlled using the RNG k-model. The model's conclusions are validated when the projected p-curve is compared to the observed p-curve. The thermal efficiency of the 50E50B blend (50% ethanol, 50% biofuel) is higher than the other blends as well as diesel. Diesel has lower brake thermal efficiency among the other fuel blends used. The 10E90B mix (10% ethanol, 90% biofuel) has a lower brake-specific fuel consumption (BSFC) than other blends but is slightly higher than diesel. The temperature of the exhaust gas rises for all mixtures as the brake power is increased. CO emissions from 50E50B are lower than diesel at low loads but slightly greater at heavy loads. According to the emission graphs, the 50E50B blend produces less HC than diesel. NOx emission rises with increasing load in the exhaust parameter for all mixes. A 50E50B biofuel-ethanol combination achieves the highest brake thermal efficiency, 33.59%. The BSFC for diesel is 0.254 kg/kW-hr at maximum load, while the BSFC for the 10E90B mix is 0.269 kg/kW-hr, higher than diesel. In comparison to diesel, BSFC has increased by 5.90%.

Evaluating the relationships between aromatic and ethanol levels in gasoline on secondary aerosol formation from a gasoline direct injection vehicle.

While the effects of fuel composition on primary vehicle emissions have been well studied, less is known about the effects on secondary aerosol formation and composition. The propensity of light-duty gasoline engines to form secondary aerosol and contribute to regional air quality burdens are of scientific interest. This study assessed secondary aerosol formation and composition due to photochemical aging of exhaust emissions from a light-duty vehicle equipped with gasoline direct injection (GDI) engine. The vehicle was operated on eight fuels with varying ethanol and aromatic levels. Testing was performed over the LA92 cycle using a chassis dynamometer. The aging studies were performed using a mobile environmental chamber. Diluted exhaust emissions were introduced to the mobile chamber over the course of the LA92 cycle and subsequently photochemically reacted. It was found that secondary aerosol mass exceeded the primary particulate matter (PM) emissions. Secondary aerosol was primarily composed of ammonium nitrate due to the elevated tailpipe ammonia emissions. The high aromatic fuels produced greater total carbonaceous aerosol and secondary organic aerosol (SOA) compared to the low aromatic fuels. A clear influence of ethanol for the high aromatic fuels on SOA formation was observed, with greater SOA formation for the fuels with higher ethanol contents. Our results suggest that more SOA formation is expected from current GDI vehicles when operated with gasoline fuels rich with heavier aromatics and blended with higher ethanol levels.

Emissions from a flex fuel GDI vehicle operating on ethanol fuels show marked contrasts in chemical, physical and toxicological characteristics as a function of ethanol content.

This study assessed the gaseous and particulate emissions, as well as the toxicological properties of particulate matter (PM) from a flex fuel vehicle equipped with a wall-guided gasoline direct injection engine over triplicates cold-start and hot-start LA92 cycles. The vehicle was operated on a Tier 3 E10 fuel, an E10 fuel with higher levels of aromatics than the Tier 3 E10, an E30, and an E78 blend. Total hydrocarbon (THC), non-methane hydrocarbon (NMHC), carbon monoxide (CO), particulate emissions, and gaseous toxics (of benzene, toluene, ethylbenzene, xylenes (BTEX), and 1,3-butadiene) reduced for E30 and E78 blends compared to both E10 fuels. Formaldehyde and acetaldehyde emissions substantially increased with the higher ethanol blends. The high aromatic E10 fuel increased the emissions of THC, NMHC, particulates, and BTEX compared to the Tier 3 E10 fuel and the higher ethanol blends, as well as showed higher concentrations of accumulation mode particles. The GDI PM did not exhibit any measurable mutagenicity at the PM concentrations tested. Cytotoxicity varied only within a small range and concentrations of PM, eliciting a cytotoxic response similar to those by ambient aerosol. The outcomes of our two measures of PM oxidative potential (macrophage ROS and DTT) were significantly correlated, with the E78 blend exhibiting the least oxidative potential and the E30 the greatest. Gene expression analysis at both the mRNA and protein level indicates that there is the potential for GDI PM emissions to contribute to inflammation and etiology of disease such as asthma, and in contrast to the ROS and DTT outcomes, the E78 fuel PM exhibited the greatest potential to elicit pro-inflammatory cytokine (TNFα) production. Overall, the trends in toxicity emission rates (activity/mi) across the ethanol blends was driven primarily by PM mass emission rate contrasts and only secondarily by the differences in intrinsic toxicity of the PM.