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CHARACTERIZATION OF EMISSIONS FROM MALFUNCTIONING VEHICLES FUELED WITH OXYGENATED GASOLINE-ETHANOL (E-10) FUEL - PART III
Citation:
Stump, F D., D L. Dropkin, S B. Tejada, C. Loomis, AND C. Park. CHARACTERIZATION OF EMISSIONS FROM MALFUNCTIONING VEHICLES FUELED WITH OXYGENATED GASOLINE-ETHANOL (E-10) FUEL - PART III. U.S. Environmental Protection Agency, Washington, DC, EPA/600/R-01/053 (NTIS PB2004-106735), 2002.
Impact/Purpose:
The main research question guiding this task is "how do mobile source emissions impact public health and the environment." The main objectives of this task include:
(1) Identify spatial and temporal variability in pollutant concentrations near major mobile source emission locations such as urban roadways and non-road activities.
(2) Characterize real-world emissions from on- and non-road mobile sources for use in identifying hazardous components and developing and improving mobile source emissions and human exposure models.
(3) Develop mobile source emission profiles and markers for use in human exposure and air quality receptor models.
(4) Determine the impact of emerging technologies (fuels and engine systems) on emissions and exposures to toxic pollutants.
(5) Develop and improve analytical methods that measure emissions from mobile sources.
Description:
Five vehicles (a 1987 Ford Taurus, a 1996 Chrysler Concord, a 2001 Ford Focus, a 1993 Buick Regal, and a 2001 Dodge Intrepid) were tested using three different fuels: (1) winter grade (E-10) fuel containing 10% (vol.) 200 proof ethanol, (2) winter grade (WG) fuel without any ethanol or oxygen containing compounds, and (3) summer grade (SG) fuel without oxygenates. Vehicle emissions were characterized at test temperatures of 75 ( SG fuel only), 40, 20, 0, and -20o F. The vehicles were tested in the conditions in which they were obtained from either a private individual or a vehicle rental service. They were also tested in a simulated malfunction mode in which the oxygen sensor was disconnected (O2 mode). The vehicles were tested using the Urban Dynamometer Driving Schedule (UDDS) of the Federal Test Procedure (FTP). Four IM240 test cycles were run after each of the UDDS tests and the exhaust particulate matter (PM2.5 and PM10), from the four IM240 driving cycles were collected on single filters. The gaseous emissions were collected and analyzed for total hydrocarbons (THC), carbon monoxide (CO), oxides of nitrogen (NO and NO2 ), speciated hydrocarbons, speciated aldehydes, ethanol, methanol, 2-propanol, methyltertiarybutyl ether (MTBE), and ethyltertiarybutyl ether (ETBE).
Hydrocarbon emissions generally increased as test temperature decreased for all vehicles, fuels, and test modes. The E-10 fuel generally reduced vehicular CO emissions. The trend for carbon monoxide and oxides of nitrogen emissions showed a general increase in emission rates as the testing temperatures decreased. When the O2 sensor was disabled (O2 mode), the trend showed increasing carbon monoxide and oxides of nitrogen emissions.
The emissions of such toxic compounds as benzene and 1,3-butadiene tended to increase as the testing temperatures decreased. Disconnecting the O2 sensor generally increased the emissions of these toxic compounds when compared with the no malfunction (NM) mode emissions. The E-10 fuel generally reduced 1,3-butadiene emissions. The measured emissions of formaldehyde and acetaldehyde from the test vehicles showed a general increase in emissions as test temperature decreased, when operating in the malfunction mode, and when testing with E-10 fuel.
The PM2.5 and PM10 particulate emission rates were comparable at all test conditions. The particulate emissions from both vehicles followed the HC emission trend and increased as the test temperature decreased. The E-10 fuel generally reduced particulate emissions from the test vehicles. Disconnecting the oxygen sensor generally increased particulate emissions.
Generally, of the five vehicles tested, the LEV's had the lowest regulated, toxics, and particulate emissions.
The U.S. Environmental Protection Agency through its Office of Research and Development funded and managed the research described here under Contract 68-D0-0269 to Clean Air Vehicle Technology Center, Inc. It has been subjected to Agency review and approved for publication. Mention of trade names or commercial products does not constitute endorsement or recommendation for use.