Why is the world not yet ready to use alternative fuel vehicles?

Despite the improvement in technologies for the production of alternative fuels (AFs), and the needs for using more AFs for motor vehicles for the reductions in air pollution and greenhouse gases, the number of alternative fuel vehicles (AFVs) in the global transportation sector has not been increasing significantly (there are even small drops for adapting some AFs through the projections) in recent years and even in the near future with projections to 2050. And gasoline and diesel fuels will remain as the main energy sources for motor vehicles. After reviewing the latest advantages and disadvantages of AFVs, including flexible-fuel, gas, electric, hybrid electric, and fuel cell electric vehicles, it is found that the higher price of AFVs, compared to that of gasoline and diesel vehicles, might be one of the main barriers for their wider adoption. But on the other hand, there is the "chicken and egg" problem. Because people mostly do not select AFVs due to their higher price and sometimes their less infrastructure availability compared to those of gasoline and diesel vehicles, however, governments and AFVs manufacturers claim that the insignificant demand volume and less interest by people to purchase them, is one of the main reasons for a higher price and less infrastructure availability of AFVs. So, what should we do for adopting AFVs? This review shows that there are two very important and fundamental points that might cause a rise in the demand and usage of AFVs, rather than waiting for the reduction in AFVs prices. Those points are car salespeople's and people's knowledge about AFVs and the environmental issues, and their encouragement to accept and use AFVs. Although the AFVs are available on the market for many years, many people around the world have no/less/old/wrong knowledge about the current AFVs. Thus, most of these people reject these vehicles for usage, even when their important parameters such as purchase price, operating cost, driving range, and fuel availability be the same (or close) as those of gasoline or diesel vehicles. Detailed information, examples, and recommendations to the increases in people's knowledge and encouragement are presented in this review.

Non-polar organic compounds, volatility and oxidation reactivity of particulate matter emitted from diesel engine fueled with ternary fuels in blended and fumigation modes.

The present experimental study aims to examine the impacts of various fueling modes of operation on the particle-phase polycyclic aromatic hydrocarbons (PAHs) and n-alkanes (C16-C30), and volatility and oxidation reactivity of particulate matter (PM) emitted from a diesel engine fueled with a ternary fuel (80% diesel, 5% biodiesel and 15% ethanol (D80B5E15, volume %)) under four engine operating conditions. Four fueling modes, including diesel, blended, fumigation and combined fumigation + blended (F + B) modes were tested using pure diesel fuel for diesel mode and a constant fuel content of D80B5E15 for the blended, fumigation and F + B modes to create the same condition for comparing their impacts on the parameters investigated. The average results illustrate that both blended and fumigation modes can reduce the PAHs (-78.4% and -31.3%), benzo[a]pyrene equivalent (-81.7% and -38.9%), n-alkanes (-46.5% and -21.5%) and non-volatile substance fraction (-25.1% and -11.1%), but increase the high-volatile substance fraction (12.8% and 6.9%) and oxidation reactivity rate (34.0% and 4.9%), respectively compared to those of the diesel mode. While the effect of the blended mode on the parameters investigated is stronger than the fumigation mode. And the F + B mode has the effects in between the results of the blended and fumigation modes.

Impact of lower and higher alcohol additions to diesel on the combustion and emissions of a direct-injection diesel engine.

The present investigation evaluated the combustion, performance, and emissions of four alcohol diesel blends with the same oxygen content, i.e., 13% ethanol (E13), 20% n-butanol (NB20), 20% iso-butanol (IB20), and 25% n-pentanol (P25) by volume on a 4-cylinder direct-injection diesel engine under three different engine loads, respectively. Compared with diesel, higher peak heat release rate, longer ignition delay, and shorter combustion duration have been observed for the alcohol blends; the variations are more evident for higher alcohol blends (i.e., NB20, IB20, and P25) compared with lower alcohol blend (E13), and the most evident one is IB20. Higher premixed combustion fraction and higher displacement of the diesel fuel for the higher alcohol blends suppressing the formation of the soot precursors result in a lower peak of particle size distribution, and therefore, a lower total particle number emission than that of lower alcohol blend. For the three higher alcohol blends, IB20 presents the lowest particle number emission corresponding to its longest ignition delay and highest premixed combustion fraction which inhibits soot formation. The sequence of elemental carbon emission for the alcohol blends is (from lowest to highest): IB20 < NB20 < P25 < E13, which is in line with that of peak of particle size distribution and the total particle number emission. The organic carbon emissions with different alcohol additions show similar levels because of the factors' conflict. Compared with diesel, all blends show a slight variation or no significant change in regulated gaseous emissions (CO, HC, NOx) at different loads.

Effects of engine load and biodiesel content on performance and regulated and unregulated emissions of a diesel engine using contour-plot map.

This experimental study was conducted to explore the favorable and unfavorable conditions which promote or reduce the performance and emissions in a diesel engine, based on six engine loads (5% to 95% load) and five biodiesel contents including B0 (0% waste cooking oil biodiesel and 100% diesel, by volume %), B20, B50, B75 and B100 (pure biodiesel), at a constant engine speed of 1920 rpm. According to the results, the maximum brake specific fuel consumption was recorded at the lowest engine load (5% load) using B100; while the highest brake thermal efficiency was obtained at 80% load for B100. In regard to regulated emissions, the highest engine load (95% load) with diesel fuel was the condition for the formation of maximum CO, smoke opacity, PM mass, total particle number concentration and geometric mean diameter. The 95% load with B100 was the condition for maximum CO2 and NOX. The 60% load with diesel fuel was the condition for maximum THC. For unregulated emissions, low engine load with B100 was the condition for maximum formaldehyde, acetaldehyde, ethene and propene. The maximum 1,3-butadiene was observed for B100 at 80% load. The highest benzene emission was recorded at 40% load for B100. The maximum toluene and xylene emissions were found at 5% load for diesel fuel. In addition, the conditions which lead to produce the minimum emissions are also extensively discussed in the present study.

Effect of biodiesel on PAH, OPAH, and NPAH emissions from a direct injection diesel engine.

Polycyclic aromatic hydrocarbon (PAH), oxy- and nitro-derivate PAH (OPAH and NPAH) emissions from a direct injection diesel engine fueled with conventional fossil diesel (D), waste cooking oil biodiesel (B100), and their two blends (B20 and B50) were compared. The results show that B100 can reduce low molecular weight PAHs such as naphthalene, acenaphthylene, and fluorene as much as 90% compared with diesel. However, the emissions of high molecular weight PAHs including benzo[b]fluoranthene, benzo[k]fluoranthene, and benzo[a]pyrene decrease slightly when using B100. The emission levels for PAHs and OPAHs present comparable, while NPAH emission levels are five to ten times lower than those of PAHs and OPAHs. Compared with diesel, PAH and NPAH emissions significantly decrease. On the contrary, an increase trend of OPAH emission has been observed with adding biodiesel. For the specific parent PAHs and its oxygenated and nitrated derivatives, the fractions of parent PAHs gradually decrease with increasing biodiesel content in the blends, while the corresponding oxygenated and nitrated derivative fractions observably increase, especially for the high molecular weight compounds. Considering the increase of OPAH and NPAH fractions in total particle-phase PAHs when using biodiesel, in-depth biodiesel cytotoxicity assessment should be conducted.

Characterizing driving patterns for Zhuhai for traffic emissions estimation.

Zhuhai, a relatively less developed city on the western coast of the Pearl River Delta (PRD) of China, is planning to undergo major development in coming years. A Hong Kong-Zhuhai-Macao Bridge project has been approved by the Central Government of China. The project will have great impact on the driving pattern and vehicular emissions to the city. This baseline study collected speed-time data of two instrumented private cars in morning and evening periods, as well as a daytime nonpeak period of >10 consecutive days in the spring and winter of 2003. The authors used the microwave speed sensor and global positioning system installed in the instrumented cars and used car-chasing technique to perform the data collection. They used the statistical package SPSS to assess the consistency, as well as to evaluate the variability of the data. Nine parameters, namely, average speed, average running speed, average acceleration rate, average deceleration rate, mean length of a driving period, time proportions of driving modes, average number of acceleration-deceleration changes, root mean square acceleration, and positive acceleration kinetic energy are calculated to represent the driving characteristics. A driving cycle for private cars was developed. If emission tests were conducted using the Zhuhai driving cycle, the level of vehicle emissions measured is likely to be in between that of the Federal Test Procedure (FTP) cycle and the Melbourne Peak cycle.

A modal approach to vehicular emissions and fuel consumption model development.

This study reports on the analysis of emissions and fuel consumption from motor vehicles using a modal approach. The four standard driving modes are idling, accelerating, cruising, and decelerating. On-road data were collected using instrumented test vehicles traveling many times through the urban areas of Hong Kong. A model was developed for estimating vehicular fuel consumption and emissions as a function of instantaneous speed and driving mode. Piecewise interpolation functions were proposed for each nonidling driving mode. Idling emission and fuel consumption rates were estimated as negative exponential functions of idling time. Preliminary modeling results showed good agreements for the test vehicles and indicated that the on-road measurements are feasible for the development of modal emission and fuel consumption models.