Browse Topic: Air pollution
Why precision engineering is defining confidence in next-generation internal combustion engines. In 2026, the global transport industry, and particularly the automotive industry, finds itself under competing pressures. Regulators are tightening emissions standards, with new regulations such as the EU's Euro 7 being proposed to reduce air pollution in line with net-zero ambitions. Fleet operators are managing ever-aging vehicle populations in uncertain economic conditions, and policymakers are accelerating mandates for sustainable fuels, with countries like the UK moving forward with a Zero Emission Vehicle mandate by 2035. Across passenger vehicles, commercial transport, and off-highway machinery, engineers are now tasked with delivering measurable carbon reduction using a combination of electrification, advanced internal combustion engines (ICE) and fuel innovation without compromising safety, durability or performance.
Environmental pollution is one of the growing concerns of our society. As vehicle emissions are a major contributor to air pollution, emission control is a primary goal of the Automotive industry. Vehicle emissions are higher due to improper combustion, which leads to toxic gases being generated from the exhaust system. Unburnt fuel is one of the leading causes of toxic pollutants such as Carbon Monoxide, Nitric Oxides (NOx) and Hydrocarbons. The catalytic converter converts these gases into less toxic substances such as Carbon Dioxide, Nitrogen, and water vapor. The catalytic converter performs efficiently after reaching its “Light Off” temperature, after which the catalyst becomes active. Hence, elevated temperature of the exhaust gases aids in efficient conversion. Presently, the gases from the exhaust system are approximately at a temperature of 300°C-600°C. This paper outlines the concept of a Peltier (Thermoelectric) Module - based system, which helps maintain the high temperature of the exhaust gases prior to entering the catalytic converter. Peltier Modules are thermoelectric devices well-known for their usage in heating/cooling applications. The proposed system includes a chamber in which the Peltier Module is embedded. As the gases flow through the chamber, the embedded Peltier Module, which is powered by the battery, increases the temperature inside the chamber. Therefore, with this concept, the components required to heat the catalytic converter could be potentially reduced, since the exhaust gases will be maintained at the targeted temperature required for better emission control. Moreover, the Peltier Module is also known to be used for electricity generation. Consequently, by generating electricity through heat utilization on the surface of the chamber, we provide an added benefit of this proposed concept. This can be achieved by mounting the Peltier Module on the hot surface of the chamber. The other side of the Peltier Module is exposed to ambient air and thereby a potential difference is created through the Seebeck Effect.
This paper is to introduce a new catalyst family in gasoline aftertreatment. The very well-known three-way catalysts effectively reduce the main emission components resulting from the combustion process in the engine, namely THC, CO, and NOx. The reduction of these harmful emissions is the main goal of emission legislation such as Bharat VI to increase air quality significantly, especially in urban areas. Indeed, it has been shown that under certain operating conditions, three-way catalysts may produce toxic NH3 and the greenhouse gas N2O, which are both very unwanted emissions. In a self-committed approach, OEMs could want to minimize these noxious pollutants, especially if this can be done with no architecture change, namely without additional underfloor catalyst. In most Bharat VI gasoline aftertreatment system architectures, significant amounts of NH3 occur in two phases of vehicle driving: situations with the catalyst temperature below light-off, which appear after cold start or at low-speed urban driving and hot, high mass flow phases. In this paper, we will compare several approaches to reduce NH3 starting with an existing gasoline technology, diesel technologies modified to gasoline conditions and the especially developed novel gasoline Secondary Emission Treatment (SET) catalyst, providing both ammonia abatement and underfloor three-way functionality. SET is the combination addressing both the cold start phase and hot driving conditions. In addition, it fulfills the role of an underfloor three-way catalyst, responsible for CO and NOx hot phase treatment.
Volatile Organic Compounds (VOCs) generated in the oil transportation process are important precursors for secondary organic aerosols (SOA) and photochemical smog. These emissions have become one of the key environmental constraints in China’s 14th Five-Year Plan. Due to the diversity of oil products, VOC composition varies significantly among different types of oil, such as crude oil and refined oil, making it a critical consideration in the development of pollution control policies and treatment processes for the transportation sector. This study employs gas chromatography with a hydrogen flame ionization detector and mass spectrometry to analyze VOCs emitted from 31 types of crude oil and refined oil samples under simulated transportation and storage conditions. By utilizing multi-source detection and mass spectrometry overlay, along with area normalization spectral analysis, we provide a more accurate breakdown of VOC components from crude oil, asphalt mixtures, gasoline, diesel, aviation kerosene, and naphtha. Special attention is given to the olefin and aromatic hydrocarbon components, which contribute significantly to ozone formation. The research results can provide important basis for the research and design selection of VOCs treatment technology and equipment in the transportation process.
The effective reduction of particulate emissions from modern vehicles has shifted the focus toward emissions from tire wear, brake wear, road surface wear, and re-suspended particulate emissions. To meet future EU air quality standards and even stricter WHO targets for PM2.5, a reduction in non-exhaust particulate (NEP) emissions seems to be essential. For this reason, the EURO 7 emissions regulation contains limits for PM and PN emissions from brakes and tire abrasion. Graz University of Technology develops test methods, simulation tools and evaluates technologies for the reduction of brake wear particles and is involved in and leads several international research projects on this topic. The results are applied in emission models such as HBEFA (Handbook on Emission Factors). In this paper, we present our brake emission simulation approach, which calculates the power at the wheels and mechanical brakes, as well as corresponding rotational speeds for vehicles using longitudinal dynamics equations integrated in the simulation tool PHEM (Passenger Car and Heavy duty Emission Model). This simulation model is applicable for both LDV and HDV in the case of NEP. The brake wear emissions, including PM10, PM2.5, PN23, and PN10, are interpolated from characteristic brake emission curves that depend on braking power and vehicle speed. These characteristic curves are generated from a database containing data from literature, partners, and measurement campaigns conducted by our team. The model also considers brake energy recuperation in hybrid and battery electric vehicles, as well as the use of retarders in heavy-duty vehicles The physical approach enables the simulation of all propulsion systems in various driving cycles for all vehicle categories. Furthermore, we will present the projected development of PM and PN emissions for European PC, LDV and HDV traffic through 2050, considering different propulsion technology scenarios including also exhaust particle emissions for comparison.
The growing demand for improved air quality and reduced impact on human health along with progress in vehicle electrification has led to an increased focus on accurate Emission Factors (EFs) for non-exhaust emission sources, like tyres. Tyre wear arises through mechanical and thermal processes owing to the interaction with the road surface, generating Tyre Road Wear Particles (TRWP) composed of rubber polymers, fillers, and road particles. This research aims to establish precise TRWP airborne EFs for real-world conditions, emphasizing in an efficient collection system to generate accurate PM10 and PM2.5 EFs from passenger car tyres. Particle generation replicates typical driving on asphalt road for a wide selection of tyres (different manufacturers, price ranges, fuel economy rating). Factors such as tyre load, speed and vehicle acceleration are also considered to cover various driving characteristics. The collection phase focuses on separating tyre wear particles from potential contaminants, such as brake particles and other road particles, while maintaining high collection efficiency. To achieve this, the collection system is designed and optimized using Computational Fluid Dynamics (CFD) simulations to define the exact positioning, geometry and flow characteristics of the sampling nozzle, maximize particle capture and limit any loss for particles ranging in diameter from 10 nm to 10 μm. An advanced setup, incorporating a full-enclosure around the brake system and cleaning of a closed, controlled test track, are used to further prevent cross-contamination from other particle sources. Appropriate instrumentation is used to characterize the collected particles, employing Electrical Low-Pressure Impactors (ELPI) for particle number and size distribution, and gravimetric method and subsequent analyses (ICP-MS, GC-MS, and pyrolysis GC/MS) to quantify metal, organic components, distinguish TRWP from other sources and calculate the PM10 and PM2.5 EFs. Despite limitations in fully replicating real-world conditions and eliminating contaminants, this work fills critical data gaps, supporting more accurate emission inventories.
Low-Cost Mobile Hydrogen Refuelling Stations: A Cost-Effective Solution for India's Sustainable Transportation” The likely depletion of fossil fuel reserves in the next fifty years and growing environmental concerns caused by petroleum fuel-based vehicles highlight the urgent need for sustainable alternatives. India, a developing country, requires a significant amount of energy to sustain its growth, most of which is imported. Hydrogen is one of the cleanest fuels and offers sustainable pathways to a low-carbon future. The government of India has already launched a Green Hydrogen mission and has set up a very ambitious target for 2030. However, the absence of adequate refueling infrastructure is a significant blockade to India's widespread adoption of hydrogen-powered vehicles. The mobile hydrogen refueling station (MHRS) is a flexible system that enables lower initial capital costs than fixed hydrogen refueling stations and allows for the gradual build-up of hydrogen mobility fleets. Such a system could be very useful in India, and it integrates advanced safety features, including hydrogen leak detectors, pressure and temperature sensors, flame detectors, and gas composition analyzers, to ensure the safe dispensing of hydrogen. Such a system can significantly boost local economies by creating employment opportunities at various hydrogen supply chain stages and reducing air pollution. These can dispense hydrogen at both 350 bar and 700 bar pressures, ensuring compliance with international safety standards such as ISO 14687 and ISO/TR 15916. This paper studies the design and economics of a low-cost, scalable Mobile Hydrogen dispensing system. It evaluates its cost-effectiveness, scalability, safety, socio-economic, and environmental impact (using Life Cycle Analysis) in a developing country like India. The results of the study are very promising and suggest that MHRS has a sustainable future in India.
Decarbonizing regional and long-haul freight is challenging due to the limitations of battery-electric commercial vehicles and infrastructure constraints. Hydrogen fuel cell medium- and heavy-duty vehicles (MHDVs) offer a viable alternative, aligning with the decarbonization goals of the Department of Energy and commercial entities. Historically, alternative fuels like compressed natural gas and liquefied propane gas have faced slow adoption due to barriers like infrastructure availability. To avoid similar issues, effective planning and deploying zero-emission hydrogen fueling infrastructure is crucial. This research develops deployment plans for affordable, accessible, and sustainable hydrogen refueling stations, supporting stakeholders in the decarbonized commercial vehicle freight system. It aims to benefit underserved and rural energy-stressed communities by improving air quality, reducing noise pollution, and enhancing energy resiliency. This research also provides a blueprint for replacing diesel in over-the-road Class 8 freight truck applications with hydrogen fueling solutions. The study focuses on the Texas Triangle Megaregion (I-45, I-35, and I-10), the I-10 corridor between San Antonio, TX, and Los Angeles, CA, and the I-5/CA-99 corridors between Los Angeles, CA, and San Francisco, CA. This area represents a significant portion of U.S. heavy-duty freight movement, carrying ~8.5% of the national freight volume. Using the OR-AGENT (Optimal Regional Architecture Generation for Efficient National Transport) modeling framework, the study conducts an advanced assessment of commercial vehicles, road and freight networks, and energy systems. The framework integrates data on freight mobility, traffic, weather, and energy pathways to deliver a region-specific, optimized vehicles powertrain architectures, infrastructure deployment solutions, operational logistics, and energy pathways. By considering all vehicle origin-destination pairs utilizing these corridors and all feasible fueling station location options, the framework's genetic algorithm identifies the minimum number and optimal locations of hydrogen refueling stations, ensuring no vehicle is stranded. It also determines fuel schedules and quantities at each station. A roadmap for station deployment based on multiple adoption trajectories ensures a strategic rollout of hydrogen refueling infrastructure.
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