Determination of Suspended Exhaust PM Mass for Light-Duty Vehicles

Li, Yang; Xue, Jian; Johnson, Kent C.; Durbin, Thomas D.; Villela, Mark; Pham, Liem; Hosseini, Seyedehsan; Zheng, Zhongqing; Short, Daniel; Karavalakis, George; Asa-Awuku, Akua; Jung, Heejung; Wang, Xiaoliang; Quiros, David; Hu, Shaohua; Huai, Tao; Ayala, Alberto

doi:10.4271/2014-01-1594

Cited by 31 publications

(29 citation statements)

References 16 publications

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“…The IPSD method was initially defined by Liu et al (2009), and more recently evaluated using emissions from LDVs by Li et al (2014) and Quiros et al (2015b), although the concept of using size distribution to estimate PM mass was discussed much earlier by Maricq and Xu (2004). Briefly, the IPSD method estimates total particle mass by integrating the fractional mass obtained by multiplying the particle effective density and volume concentration for each size bin from the measured PSD as follows:…”

Section: Discussionmentioning

confidence: 99%

“…Over both nucleation and accumulation modes, total particle number emissions reported by the EEPS default matrix were 1.09 § 0.25 £ 10 12 #/mile (22% lower than the SMPS), and mass emissions were 0.10 § 0.02 mg/ mile (33% lower than the SMPS). This observation of the historical TSI EEPS default matrix is a likely key contributor to the observed 34% underestimation of M IPSD relative to gravimetric filters when we evaluated the IPSD method using the transient FTP cycle (Li et al 2014).…”

Section: Gdi Vehicle (Balanced Bimodal Distribution With a Lower Massmentioning

confidence: 99%

“…One of the alternative PM measurement methods that CARB (2012) is evaluating to support the LEV III PM standards is integrated particle size distribution (IPSD) (Liu et al 2009), which estimates real-time suspended particle mass from particle size distribution (PSD) and an effective density function. Since the method does not use filter media, IPSD is unaffected by gaseous adsorption artifact or particle evaporation after collection onto filters, and therefore has been explored to evaluate whether the method offers greater sensitivity for measuring PM mass at low emission levels (Liu et al 2009;Li et al 2014;Quiros et al 2015a). Furthermore, measuring PSD provides not only the ability to estimate PM mass but also other important characteristics of vehicle particle emissions such as total particle number and surface area.…”

Section: Introductionmentioning

confidence: 99%

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Comparison of Vehicle Exhaust Particle Size Distributions Measured by SMPS and EEPS During Steady-State Conditions

Xue

Wang

et al. 2015

Aerosol Science and Technology

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Fast-sizing spectrometers, such as the TSI Engine Exhaust Particle Sizer (EEPS), have been widely used to measure transient particle size distributions of vehicle exhaust. Recently, size distributions measured during different test cycles have begun to be used for calculating suspended particulate mass; however, several recent evaluations have shown some deficiencies in this approach and discrepancies relative to the gravimetric reference method. The EEPS converts electrical charge carried by particles into size distributions based on mobility classification and a specific calibration, and TSI recently released a matrix optimized for vehicle emissions as described by Wang et al. (Submitteda). This study evaluates the performance of the new matrix (soot matrix) relative to the original matrix (default matrix) and reference size distributions measured by a scanning mobility particle sizer (SMPS). Steady-state particle size distributions were generated from the following five sources to evaluate exhaust particulates with various morphologies estimated by mass-mobility scaling exponent: (1) A diesel generator operating on ultralow sulfur diesel, (2) a diesel generator operating on biodiesel, (3) a gasoline direct-injection vehicle operating at two speeds, (4) a conventional port-fuel injection gasoline vehicle, and (4) a light-duty diesel (LDD) vehicle equipped with a diesel particulate filter. Generally, the new soot matrix achieved much better agreement with the SMPS reference for particles smaller than 30 nm and larger than 100 nm, and also broadened the accumulation mode distribution that was previously too narrow using the default matrix. However, EEPS distributions still did not agree with SMPS reference measurements when challenged by a strong nucleation mode during high-load operation of the LDD vehicle. This work quantifies the range of accuracy that can be expected when measuring particle size distribution, number concentration, and integrated particle mass of vehicle emissions when using the new static calibration derived based on the properties of classical diesel soot.

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Section: Discussionmentioning

confidence: 99%

Section: Gdi Vehicle (Balanced Bimodal Distribution With a Lower Massmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Comparison of Vehicle Exhaust Particle Size Distributions Measured by SMPS and EEPS During Steady-State Conditions

Xue

Wang

et al. 2015

Aerosol Science and Technology

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“…The dynamometer tests were conducted on relatively old vehicles (newest date of manufacture: 2001) and are unlikely to adequately reflect the ambient vehicle mix in our study, particularly with regard to the implementation of recent emission control programs. New engine technologies for diesel vehicles, such as DPFs, have been shown to greatly reduce both EC and OC emissions (Alves et al, 2015) thus leading to overall small total particle mass emissions (Li et al, 2014;Quiros et al, 2015) partially due to shifts in the particle size distributions towards a greater fraction of particles in the ultrafine mode (Giechaskiel et al, 2012 In this case, it is assumed that emission standards were immediately or had already been adopted in vehicle models in the corresponding year of manufacture. Figure S7 depicts the number and proportion of vehicles of certain years of manufacture and their assumed Euro standard.…”

Section: Analysis Of Engine-type Reconstructed Carbonaceous Componentsmentioning

confidence: 99%

Evaluation of traffic exhaust contributions to ambient carbonaceous submicron particulate matter in an urban roadside environment in Hong Kong

Lee

Louie²,

Luk³

et al. 2017

Atmos. Chem. Phys.

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Abstract. Road traffic has significant impacts on air quality particularly in densely urbanized and populated areas where vehicle emissions are a major local source of ambient particulate matter. Engine type (i.e., fuel use) significantly impacts the chemical characteristics of tailpipe emission, and thus the distribution of engine types in traffic impacts measured ambient concentrations. This study provides an estimation of the contribution of vehicles powered by different fuels (gasoline, diesel, LPG) to carbonaceous submicron aerosol mass (PM 1 ) based on ambient aerosol mass spectrometer (AMS) and elemental carbon (EC) measurements and vehicle count data in an urban inner city environment in Hong Kong with the aim to gauge the importance of different engine types to particulate matter burdens in a typical urban street canyon. On an average per-vehicle basis, gasoline vehicles emitted 75 and 93 % more organics than diesel and LPG vehicles, respectively, while EC emissions from diesel vehicles were 45 % higher than those from gasoline vehicles. LPG vehicles showed no appreciable contributions to EC and thus overall represented a small contributor to traffic-related primary ambient PM 1 despite their high abundance (∼ 30 %) in the traffic mix. Total carbonaceous particle mass contributions to ambient PM 1 from diesel engines were only marginally higher (∼ 4 %) than those from gasoline engines, which is likely an effect of recently introduced control strategies targeted at commercial vehicles and buses. Overall, gasoline vehicles contributed 1.2 µg m −3 of EC and 1.1 µ m −3 of organics, LPG vehicles 0.6 µg m −3 of organics and diesel vehicles 2.0 µg m −3 of EC and 0.7 µg m −3 of organics to ambient carbonaceous PM 1 .

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“…The particle emissions of a 1.9 L diesel vehicle belonging to the Euro 3 class were 60-80 mg/km. Li et al (2014) tested 6 vehicles (model years: 2009 and 2012), including 3 gasoline direct injected (GDI) vehicles, 2 port fuel injected (PFI) vehicles, and one diesel vehicle, over the U.S. Federal Test Procedure (FTP) driving cycle on a light-duty the chassis dynamometer. Particle mass emissions were determined by gravimetry and the IPSD method, which combines particle size distributions with size dependent particle effective density.…”

Section: Fig 6 (Continued)mentioning

confidence: 99%

Emissions from Light-Duty Diesel and Gasoline in-use Vehicles Measured on Chassis Dynamometer Test Cycles

Alves

Lopes

Calvo

et al. 2015

Aerosol Air Qual. Res.

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The reduction in vehicle exhaust emissions achieved in the last two decades is offset by the growth in traffic, as well as by changes in the composition of emitted pollutants. The present investigation illustrates the emissions of eight in-use gasoline and diesel passenger cars using the official European driving cycle and the ARTEMIS real-world driving cycles. Measurements comprised gaseous regulated pollutants (CO, CO 2 , NO x and hydrocarbons), particulate matter and its carbonaceous content (organic and elemental carbon, OC and EC), as well as about 20 different volatile organic compounds (VOCs) in the C 6 -C 11 range. It was observed that some of the vehicles do not comply with the corresponding regulations. Significant differences in emissions were registered between driving cycles. Not all regulated pollutants showed a tendency to decrease from Euro 3 to Euro 5. The particulate carbon emission factors were significantly lower under the ARTEMIS Road compared with the ARTEMIS Urban driving cycle with cold start. In general, cold start-up driving conditions produced the highest emission factors. A tendency to the decline of carbonaceous emissions from Euro 3 to Euro 5 diesel vehicles was observed, whilst this trend was not registered for petrol-powered cars. The fraction of total carbon composed of EC was much lower in particles emitted by petrol vehicles (< 10%) than by diesel engines (50-95%). However, the EC content in emissions from more modern vehicles equipped with diesel particulate filter (DPF) is almost negligible. Among VOCs, benzene, toluene and xylenes were generally the dominant species. A significant decrease in emissions from Euro 4 to Euro 5 petrol-powered vehicles was observed. The trend in VOC emissions is unclear when diesel engines are considered. During DPF regeneration cycles, pollutant emissions are several times larger than those during normal engine operation.

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Determination of Suspended Exhaust PM Mass for Light-Duty Vehicles

Cited by 31 publications

References 16 publications

Comparison of Vehicle Exhaust Particle Size Distributions Measured by SMPS and EEPS During Steady-State Conditions

Comparison of Vehicle Exhaust Particle Size Distributions Measured by SMPS and EEPS During Steady-State Conditions

Evaluation of traffic exhaust contributions to ambient carbonaceous submicron particulate matter in an urban roadside environment in Hong Kong

Emissions from Light-Duty Diesel and Gasoline in-use Vehicles Measured on Chassis Dynamometer Test Cycles

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