Gas-phase composition and secondary organic aerosol formation from standard and particle filter-retrofitted gasoline direct injection vehicles investigated in a batch and flow reactor

Pieber, Simone M.; Kumar, Nivedita K.; Klein, Felix; Comte, Pierre; Bhattu, Deepika; Dommen, Josef; Bruns, Emily A.; Kılıç, Doğuşhan; Haddad, Imad El; Keller, A.; Czerwiński, Jan; Heeb, Norbert V.; Baltensperger, Urs; Slowik, Jay G.; Prévôt, A. S. H.

doi:10.5194/acp-18-9929-2018

Cited by 58 publications

(51 citation statements)

References 99 publications

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“…This suggests a similar efficiency of the system used by the tested vehicle (TWC + GPF) when reducing NMHC compared to similar vehicles equipped just with a TWC [20]. The NMHC results are in good agreement with others [23] for NMHC and additionally with a study [27] that reported no decrease on the emissions of NMHC or aromatic compounds from a series of retrofitted GDI vehicles.…”

Section: Cycles At 23-25 • Csupporting

confidence: 78%

Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle

et al. 2019

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The introduction of a solid particle number limit for vehicles with gasoline direct injection (GDI) engines resulted in a lot of research and improvements in this field in the last decade. The requirement to also fulfil the limit in the recently introduced real-driving emissions (RDE) regulation led to the introduction of gasoline particulate filters (GPFs) in European vehicle models. As the pre-standardisation research was based on engines, retrofitted vehicles and prototype vehicles, there is a need to better characterise the actual emissions of GPF-equipped GDI vehicles. In the present study we investigate one of the first mass production vehicles with GPF available in the European market. Regulated and non-regulated pollutants were measured over different test cycles and ambient temperatures (23 °C and −7 °C) in the laboratory and different on-road routes driven normally or dynamically and up to 1100 m altitude. The results showed that the vehicle respected all applicable limits. However, under certain conditions high emissions of some pollutants were measured (total hydrocarbons emissions at −7 °C, high CO during dynamic RDE tests and high NOx emissions in one dynamic RDE test). The particle number emissions, even including those below 23 nm, were lower than 6 × 1010 particles/km under all laboratory test cycles and on-road routes, which are <10% of the current laboratory limit (6 × 1011 particles/km).

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Section: Cycles At 23-25 • Csupporting

confidence: 78%

Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle

et al. 2019

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“…Moreover, in this study we were able to assume that most identified vehicle exhaust SOA precursors did not go through substantial fragmentation, so the quantitation of these compounds was possible. This assumption was made based on previous literature that reports that many aromatic VOCs emitted by the gasoline vehicles do have structural forms that do not undergo fragmentation inside the PTR-ToF-MS under the settings we used for the PTR-ToF-MS in this study (Schmitz et al, 2000;Schauer et al, 2002;Nordin et al, 2013;Platt et al, 2013;Gueneron et al, 2015). More details can be found in the Supplement.…”

Section: Ptr-tof-msmentioning

confidence: 99%

Potential dual effect of anthropogenic emissions on the formation of biogenic secondary organic aerosol (BSOA)

et al. 2019

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Abstract. The fraction of gasoline direct-injection (GDI) vehicles comprising the total vehicle pool is projected to increase in the future. However, thorough knowledge about the influence of GDI engines on important atmospheric chemistry processes is missing – namely, their contribution to secondary organic aerosol (SOA) precursor emissions, contribution to SOA formation, and potential role in biogenic–anthropogenic interactions. The objectives of this study were to (1) characterize emissions from modern GDI vehicles and investigate their role in SOA formation chemistry and (2) investigate biogenic–anthropogenic interactions related to SOA formation from a mixture of GDI-vehicle emissions and a model biogenic compound, α-pinene. Specifically, we studied SOA formation from modern GDI-vehicle emissions during the constant-load driving. In this study we show that SOA formation from GDI-vehicle emissions was observed in each experiment. Volatile organic compounds (VOCs) measured with the proton-transfer-reaction time-of-flight mass spectrometer (PTR-ToF-MS) could account for 19 %–42 % of total SOA mass generated in each experiment. This suggests that there were lower-volatility intermediate VOCs (IVOCs) and semi-volatile organic compounds (SVOCs) in the GDI-vehicle exhaust that likely contributed to SOA production but were not detected with the instrumentation used in this study. This study also demonstrates that two distinct mechanisms caused by anthropogenic emissions suppress α-pinene SOA mass yield. The first suppressing effect was the presence of NOx. This mechanism is consistent with previous reports demonstrating suppression of biogenic SOA formation in the presence of anthropogenic emissions. Our results indicate a possible second suppressing effect, and we suggest that the presence of anthropogenic gas-phase species may have suppressed biogenic SOA formation by alterations to the gas-phase chemistry of α-pinene. This hypothesized change in oxidation pathways led to the formation of α-pinene oxidation products that most likely did not have vapor pressures low enough to partition into the particle phase. Overall, the presence of gasoline-vehicle exhaust caused a more than 50 % suppression in α-pinene SOA mass yield compared to the α-pinene SOA mass yield measured in the absence of any anthropogenic influence.

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“…Recent studies have suggested that lubrication oil can dominate the primary organic aerosol mass loading (Dallman et al 2014) and due to its composition of cycloalkanes and aromatic compounds, it can also contribute significantly to SOA formation (Robinson 2007;Lim and Ziemann 2009;Gentner et al 2012). Several studies have pointed out the SOA potential from light duty gasoline vehicles (e.g., Gordon et al 2014;Platt et al 2017;Pieber et al 2018) while the concern regarding heavy duty vehicles (HDVs) has mainly been their primary emissions.…”

Section: Introductionmentioning

confidence: 99%

Application of a FIGAERO ToF CIMS for on-line characterization of real-world fresh and aged particle emissions from buses

Breton

Psichoudaki

Hallquist

et al. 2019

Aerosol Science and Technology

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On-line chemical characterization of real-world particle emissions from 13 transit buses was performed using a chemical ionization mass spectrometer (CIMS) equipped with a filter inlet for gases and aerosols (FIGAERO). In addition to the fresh emissions the emissions were artificially aged using a potential aerosol mass reactor (Go:PAM). The buses studied were running on different fuel types (diesel, compressed natural gas, and rapeseed methyl ester) and exhaust after-treatment systems (selective catalytic reduction (SCR), exhaust gas recirculation (EGR), and a three-way catalyst). When evaluating emissions from passing exhaust plumes using the FIGAERO ToF-CIMS, two technical features were highlighted from this work, the use of high mass calibrants and the factor enhancement method to be able to filter important compounds from mass spectra including hundreds of species. Here, acetate was used as the reagent ion to enable detection of highly oxygenated species in the exhaust particle emissions with potential high toxicity and/or secondary organic aerosol formation (SOA) potential. The acetate ionization scheme accounted for 4% to 46% of the total emitted particulate mass through identification of 61 species in the spectra. For aged emission the various fuel types provided overlapping species that could explain up to 19% of the aged emissions. This is hypothesized to come from the oxidation of engine lubrication oil, thus a common source for various fuels which was further supported by laboratory measurements. Specific markers from the SCR technology, such as urea oxidation products and further byproducts from hydrolysis were identified and attributed to reactions of isocyanic acid.

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Gas-phase composition and secondary organic aerosol formation from standard and particle filter-retrofitted gasoline direct injection vehicles investigated in a batch and flow reactor

Cited by 58 publications

References 99 publications

Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle

Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle

Potential dual effect of anthropogenic emissions on the formation of biogenic secondary organic aerosol (BSOA)

Application of a FIGAERO ToF CIMS for on-line characterization of real-world fresh and aged particle emissions from buses

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