Estimation model for evaporative emissions from gasoline vehicles based on thermodynamics

Light-duty vehicle organic gas emissions from tailpipe and evaporation: A review of influencing factors

Vehicle organic gas emissions are becoming an increasingly significant pollution source in many cities, leading to serious negative impacts on human health and the environment. However, interest in vehicular emissions is currently mostly focused on the emission characteristics of regulated gas, while little information is available on the systematic overview of organic gas emissions, particularly under different conditions. This review classifies the current status of research and control measures regarding organic gas emissions from light-duty vehicles. The key factors influencing tailpipe and evaporative emissions, including temperature, fuel composition, vehicle mileage, driving conditions, and road conditions, are identified. Building upon this review, we conducted a case study to comprehensively assess the impact of temperature and fuel on organic gas emissions. Looking ahead, future research on organic gas emissions from motor vehicles could delve deeper into the component characteristics, evaporative emissions, and model applications. Better understanding the effects of crucial factors on organic gas emissions from vehicles would aid in effectively managing and regulating tailpipe and evaporative emissions, thereby improving atmospheric air quality.

Experimental research and estimation model of gasoline evaporative emissions from vehicles in China

Evaporative emission is an important source of vehicle pollutant emission and volatile organic compounds (VOCs), causing serious environmental pollution. Carbon canisters are used to store fuel vapor in evaporative emission control (EVAP) system, but canisters are prone to saturation, leading to the direct release of fuel vapor into the atmosphere. Therefore, accurate estimation of fuel vapor generation is crucial for EVAP system. Gasoline evaporation rate is mainly influenced by vapor-liquid interface area, gasoline saturated vapor pressure, filling level and temperature. The quantitative relation between different parameters and gasoline evaporation rate has rarely been reported, and a gasoline evaporative emission estimation model suitable for China needs to be proposed urgently. In this study, gasoline evaporative emission tests have been carried out in VT-SHED, and the effects of vapor-liquid interface area, filling level and temperature on gasoline evaporative emissions have been analyzed under the premise of consistent gasoline temperature and ambient temperature. Some valuable conclusions are obtained. The results show that different from expectation, gasoline evaporative emissions are not positively correlated with the vapor-liquid interface area. There is an approximately exponential relationship between the headspace volume and gasoline evaporative emissions. The widely used Reddy equation and Hata equation underestimate the gasoline vapor generation in China. Based on China VI test program and gasoline, accurate estimation of mass transfer coefficient has been conducted, and a new semi-empirical estimation model for vapor generation has been proposed. The model can accurately estimate the fuel evaporation of vehicles in China, providing guidance for the matching and optimization of EVAP system.

Bibliometric analysis of research hotspots and trends in the field of volatile organic compound (VOC) emission accounting

Volatile organic compounds (VOCs) have been extensively studied because of their significant roles as precursors of atmospheric ozone and secondary organic aerosol pollution. The research aims to comprehend the current advancements in domestic and international VOC emission accounting. The study utilized the CiteSpace software to represent the pertinent material from Web of Science visually. The hot spots and future development trends of VOC emission calculation are analyzed from the perspectives of thesis subject words, cooperative relationships, co-citation relationships, journals, and core papers. According to the statistics, the approaches most often employed in VOC accounting between 2013 and 2023 are source analysis and emission factor method. Atmospheric environment is the journal with the most publications in the area. The Chinese Academy of Sciences and the University of Colorado System are prominent institutions in VOC emission accounting research, both domestically and internationally. The primary research focuses on the realm of VOC emission accounting clusters, which are "emission factor," "source analysis," "model," "air quality," and "health." A current trend in VOC emission accounting involves the construction of a VOC emission inventory using a novel model that combines emission factors and source analysis. This study reviews the progress made in calculating volatile organic compound (VOC) emissions over the past decade. It aims to provide researchers with a new perspective to promote the development of this field.

Improvement of the Theoretical Model for Evaluating Evaporative Emissions in Parking and Refueling Events of Gasoline Fleets Based on Thermodynamics

Evaporative emissions from gasoline vehicles are known as an emission source of volatile organic compounds that are the precursors of tropospheric ozone and secondary organic aerosols. We formulated new estimation models based on thermodynamics for two main evaporation processes, namely diurnal breathing loss (DBL) and refueling loss (RFL) from gasoline vehicles. The models enable us to evaluate real-world evaporative emissions using the fuel composition and environmental temperature as input parameters. The proposed models well replicated the experimental results of the canister breakthrough emission from DBL (DBLb) and RFL obtained in previous experimental studies. The evaporative DBLb and RFL emissions in Japan in 2015 were then estimated using the new models. The evaporative emission from DBLb was approximately 8800 t/y, and that from RFL was 73,300 t/y. In addition, we estimated the variation in fuel evaporative emissions due to the market penetration of zero-emission vehicles. Even if the sale of gasoline vehicles is banned from 2035, the evaporative emissions of DBLb and RFL from gasoline vehicles will only be halved after 2040. The two models proposed for estimating the DBLb and RFL in this study are expected to be applied in the evaluation of the emission inventories of volatile organic compounds in future work.

Evaporative emission characteristics of high-mileage gasoline vehicles

Evaporative emissions of vehicles are an essential source of atmospheric volatile organic compounds (VOCs), contributing to ozone contamination, especially in urban areas. Due to the outdated standards under which in-use vehicles were constructed and the ageing of control devices, high-mileage vehicles tend to produce an enormous amount of evaporative emissions. In this study, evaporative emissions from two high-mileage light-duty gasoline vehicles were quantified using VT-SHED, and their ozone-forming potential (OFP) values were calculated based on the identified VOC species. The results show that VOCs with high boiling points are released at low rates when the temperature inside the VT-SHED ranges from 20 to 28 °C. The release rates of all VOC species increase when the VT-SHED temperature is 28-35 °C. Diurnal loss dominates evaporative emissions from high-mileage gasoline vehicles, with the levels of VOCs quantified within this stage being 3-fold higher than those during the hot-soak stage. Only during the hot-soak stage, C11-C16 n-alkanes occupy an overall increased portion in the identified VOC inventory. OFP values of the two high-mileage vehicles exceeded 600.0 mgO₃/day during the 48-h diurnal-loss tests. The specific reactivity (SR) values of the diurnal-loss VOCs are deemed more relevant to fuel compositions because the two vehicles have the same fuel yield and close SR values of approximately 4.3 mgO₃/mgVOCs, despite different certification standards, potentially allowing for the use of unified SR values to ease the estimation of the ozone contamination of evaporative emissions from in-use fleets.

Quantification of temperature dependence of vehicle evaporative volatile organic compound emissions from different fuel types in China

The evaporative emissions of volatile organic compounds (VOCs) from motor vehicles are dependent upon the ambient temperature. However, the quantitative relationship between evaporative VOC emissions and ambient temperature has rarely been reported, and it is not reflected in the Chinese VOCs emission inventory (EI). In this study, a series of evaporative tests were conducted on a parked gasoline-fueled vehicle in a Variable Temperature Sealed Housing Evaporative Determination chamber under seven temperatures from 298 K to 313 K at intervals of 2.5 K. Results showed that total hydrocarbon emissions at 313 K were 25.7, 12.3, and 26.7 times those at 298 K for China V, China VI, and ethanol-blended E10 fuels, respectively. China V consistently exhibited the lowest evaporative VOC emissions at all temperatures, while those of E10 surpassed even those of China VI and became the highest at 308 K and higher. Along with increasing temperature, the proportions of alkanes and alkenes gradually increased whereas those of aromatics and oxygenated VOCs decreased. Alkenes accounted for less than 20% of the evaporative VOC emissions but contributed to approximately 60% of the total OH loss (L_OH) at 298 K and to over 70% at 313 K. cis-2-Butene and trans-2-butene were responsible for the greatest increase in L_OH from China V, due to their higher OH reactivity. Our results clearly demonstrated the exponential increases of evaporative VOC emissions and the associated atmospheric reactivity with temperature, and also highlighted that upgrading the emission standard from China V to China IV and promoting the E10 fuel would not contribute to the reduction of evaporative VOC emissions. The strong temperature dependence of evaporative VOC emissions underscores the importance of developing a temperature-driven dynamic EI in China, and the functional relationships retrieved from this study form an essential step in developing such a dynamic EI.

Analysis of Influence of Floating-Deck Height on Oil-Vapor Migration and Emission of Internal Floating-Roof Tank Based on Numerical Simulation and Wind-Tunnel Experiment

Internal floating-roof tanks (IFRTs) are widely used to store light oil and chemical products. However, if the annular-rim gap around the floating deck becomes wider due to abrasion and aging of the sealing arrangement, the static breathing loss from the rim gap will be correspondingly aggravated. To investigate the oil-vapor migration and emissions from an IFRT, the effects of varying both the floating-deck height and wind speed on the oil-vapor diffusion were analyzed by performing numerical simulations and wind-tunnel experiments. The results demonstrate that the gas space volume and the wind speed of an IFRT greatly influence the vapor-loss rate of the IFRT. The larger the gas space volume, the weaker the airflow exchange between the inside and outside of the tank, thereby facilitating oil-vapor accumulation in the gas space of the tank. Furthermore, the loss rate of the IFRT is positively correlated with wind speed. Meanwhile, negative pressures and the vortexes formed on the leeward side of the tank. In addition, the higher concentration areas were mainly on the three vents on the downwind side of the IFRT. The results can provide important theoretical support for the design, management, and improvement of IFRTs.

Detailed Inventory of the Evaporative Emissions from Parked Gasoline Vehicles and an Evaluation of Their Atmospheric Impact in Japan

A detailed inventory was taken of evaporative emissions from parked gasoline vehicles in the Kanto region of Japan, 2015, based on the theoretical model to evaluate the amount of evaporative emissions. The inventory showed that evaporative emissions were high in metropolitan and urban areas because of the large populations in these areas and the high vehicle parking frequency. Using the new inventory, the sensitivity of evaporative emissions to the concentration of tropospheric ozone and secondary organic aerosol was evaluated using the chemical transport modeling solver, the community multiscale air quality modeling system (CMAQ), coupled with the weather research and forecasting (WRF) model. The calculation results showed that the evaporative emissions from permeation through fuel related parts were more significant in the generation of the tropospheric ozone than those from fuel tank venting. This was because the permeation emissions included a high proportion of high maximum incremental reactivity value components, such as aromatics. Neither of the evaporative emission types were significant secondary organic aerosol generators. Whole reduction of the evaporative emissions contributed an approximate 3 ppb decrease in tropospheric ozone in urban areas during the daytime. This information will contribute to the volatile organic compound (VOC) management strategy employed by governments worldwide.

VOCs evaporative emissions from vehicles in China: Species characteristics of different emission processes

Vehicle evaporation is an essential source of VOCs in cities but is not well understood in China. Reported emission factors from previous studies are not enough for understanding the atmospheric chemical process of vehicular evaporative VOCs. In this work, a serious of detailed VOCs speciation profiles are developed based on test processes and emission processes. A mass balance method was used to divide different emission processes during diurnal tests. The results show that headspace vapor of gasoline cannot represent the real-world vehicle evaporation because of the significant differences in VOCs speciation profiles, especially for aromatics. To further distinguish emissions from evaporation and exhaust, only the ratios of MTBE/benzene and MTBE/toluene can serve as indicators when considering species from all evaporative processes. Besides, emissions from different sources change significantly with the seasons. To solve these problems, we developed a monthly comprehensive evaporation speciation profile. The individual profiles at the emission processes are weighted by the emission of the in-use vehicle fleet in Beijing to derive the comprehensive speciation profile of evaporative VOCs. Ozone formation potential (OFP) and secondary organic aerosol potential (SOAP) were used to evaluate the environmental impact. For SOAP, 100 ​g evaporative emissions are equal to 6.05–12.71 ​g toluene in different months, much higher than that given using headspace vapors, especially in winter (7.2 times higher in December). These findings would improve our understanding of the evaporative VOCs emissions in China and their environmental impacts (e.g., O₃ and SOA formation).

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VOCs from refueling, hot soak, diurnal, and permeation tests were analyzed.

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Species profiles of the different emission processes were divided from the test process.

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A monthly comprehensive profile of evaporative emission in Beijing was estimated.

Tailpipe VOC Emissions from Late Model Gasoline Passenger Vehicles in the Japanese Market

High concentrations of tropospheric ozone remain a concern, and strategies to reduce the precursors of ozone, volatile organic compounds (VOCs) and nitrogen oxides, have been established in many countries. In this study, chassis dynamometer experiments were conducted for 25 late model gasoline passenger vehicles in the Japanese market to evaluate VOC emission trends. Tailpipe emissions were collected and analyzed using gas chromatography mass spectrometer and flame ionization detector, and liquid chromatography–mass spectrometry (LC-MS). Results showed that tailpipe VOC emissions increased linearly with vehicle mileage due to deterioration of the three-way catalysis converter used to purify the toxic components in vehicle emissions. Distance normalized total VOC emissions showed that port injection mini-sized vehicles were effective in decreasing tailpipe VOC emissions because of their low vehicle weight. The VOC composition of tailpipe emissions was dependent on the fuel type (regular or premium gasoline). VOC emissions from hybrid vehicles were similar to those of other vehicles because cooling of the three-way catalysis converter during battery operations sometimes tended to reduce catalyst effectiveness during engine operations. However, it can also be assumed that each manufacturer is aware of this phenomenon and is taking action. Further monitoring of hybrid vehicles is warranted to ensure that these vehicles remain an effective means of mitigating air pollution.

Modeling evaporative emissions from parked gasoline cars based on vehicle carbon canister experiments

A time-step model was constructed to estimate the amount of evaporative emissions from vehicular diurnal breathing loss (DBL) on the basis of fuel adsorption-desorption experiments for several carbon canisters attached to seven gasoline vehicles using a chassis dynamometer. Experimental results showed that the canister's total volatile organic compound (VOC) storage ability is proportional to the canister volume, and a canister's desorption ability strongly depends on the amount of VOC trapped in the canister and the air purge flow rate of each vehicle. These properties were formulated into equations by regression analysis and used with the material balance inside the canister to propose a model for estimating emissions after carbon canister breakthrough, which are a function of a vehicle's driving and parking frequency. The model was applied to DBL experimental results derived from our previous studies to confirm its validity. Better agreement between the model and the previous experimental results was obtained when appropriate parameters were set. The proposed model is expected to contribute to estimating the VOC emission inventory for gasoline vehicles.

An experimental study to investigate typical temperature conditions in fuel tanks of European vehicles

Vehicular evaporative emissions have been recognized as an important source of volatile organic compounds to the environment and are of high environmental concern since these compounds have been associated to the formation of surface ozone and secondary organic aerosols. Evaporative emissions occur during any vehicle operation. In Europe, a revised legislative test procedure has been recently introduced to better control evaporative emissions during parking. However, emissions related to normal driving conditions-the so-called running losses-have received less attention compared with the other categories. The current study aims at giving some insights to the prevailing temperature conditions in fuel tanks of typical European vehicles during normal driving operation. The effects of ambient air temperature, trip duration, vehicle speed, and fuel tank level on the temperature reached by the fuel inside the tank under different real-world operating conditions were studied. Tank temperature can exceed 40 °C depending on ambient and driving conditions. Ambient temperature was found to be the most important parameter affecting the tank temperature. Trip duration and driving pattern may also have an influence on the tank temperature particularly when long trips combined with high vehicle speed are examined. Additionally, the difference between tank and ambient temperature was examined during the individual trips and was found to vary between 1 and 10 °C depending on the testing conditions. The most important parameters affecting the delta temperature were found to be the trip duration and the maximum vehicle speed. Finally, the purging strategy of two of the test vehicles was monitored, and the parameters affecting the purging flow rate were investigated. No strong correlation between the canister flow rate with ambient temperature, vehicle speed, or fuel level was observed in either of the tested vehicles. Substantially different canister flow rate levels between the two vehicles point to different purging strategies.

Impact of next-generation vehicles on tropospheric ozone estimated by chemical transport model in the Kanto region of Japan

The plans to introduce next-generation hybrid and zero-emission vehicles in the market are now enacted by governments in many countries to manage both global warming and air pollution problems. There are only a few studies evaluating the effects of the next-generation vehicles on the changes in concentrations of ozone generated by the photochemical reactions between volatile organic compounds and nitrogen oxides (NOx). To evaluate these changes, we performed chemical transport modeling in the Kanto region, Japan in the summer of 2013. The results show that if the vehicles are substituted by hybrid vehicles, average ozone concentrations increase in urban areas and decrease in suburban areas due to NOx titration. Substitution with zero-emission passenger vehicles decreases the concentrations in both urban and suburban areas. Substitution with both hybrid and zero-emission passenger and heavy-duty vehicles highly increases the concentrations in urban areas. Using the model results, we also discuss the effect of ozone concentration changes on premature mortality of humans in summer. The results suggest that, in some cases the introduction of next-generation vehicles might exasperate ozone concentrations, even leading to 5 to 10 times higher premature mortality during the summer compared to that of influenza and heat stroke in Japan.