Online characterization of regulated and unregulated gaseous and particulate exhaust emissions from two-stroke mopeds: A chemometric approach

Clairotte, Michaël; Adam, Thomas; Chirico, R.; Giechaskiel, Barouch; Manfredi, Urbano; Elsässer, M.; Sklorz, Martin; DeCarlo, P. F.; Heringa, M. F.; Zimmermann, Ralf; Martini, Giorgio; Alois, Krasenbrink; Vicet, A.; Tournié, E.; Prévôt, Andrê S. H.; Astorga, Covadonga

doi:10.1016/j.aca.2011.12.029

Cited by 41 publications

(21 citation statements)

References 29 publications

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“…The method is described in more detail in the literature [26,27], therefore, only a brief description is given here. The device consists of a silicon carbide source (at 1200°C), a multipath cell (optical length: 5.11 m), a Michelson interferometer (spectral resolution: 0.5 cm À1 , spectral range: 600-3500 cm À1 ) and a liquid nitrogen cooled mercury cadmium telluride detector (MCT).…”

Section: Analytical Instrumentationmentioning

confidence: 99%

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Impact of ethanol containing gasoline blends on emissions from a flex-fuel vehicle tested over the Worldwide Harmonized Light duty Test Cycle (WLTC)

Suarez-Bertoa

Zardini

Keuken

et al. 2015

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h i g h l i g h t sHydrous and anhydrous ethanol blends show similar regulated and unregulated emissions. Low temperature leads to higher emissions for all tested blends. E85 and E75 blends resulted in higher emissions of acetaldehyde and ethanol. Higher emissions of acetaldehyde and ethanol yield higher OFP. a b s t r a c t Regulated and unregulated emissions from a Euro 5a flex-fuel vehicle tested with nine different hydrous and anhydrous ethanol containing fuel blends at 23 and À7°C over the World harmonized Light-duty vehicle Test Cycle and the New European Driving Cycle, were investigated at the Vehicle Emission Laboratory at the European Commission Joint Research Centre Ispra, Italy. The experimental results showed no differences on the regulated and unregulated emissions when hydrous ethanol blends were used instead of anhydrous ethanol blends. The use of E85 and E75 blends (gasoline containing 85% and 75% of ethanol, respectively) resulted in a reduction of NO x emissions (30-55%) but increased the emissions of carbon monoxide, methane, carbonyls and ethanol compared to E5, E10 and E15 blends (gasoline containing 5%, 10% and 15% of ethanol, respectively). The increase of the acetaldehyde and ethanol emissions (up to 120% and 350% at 23°C and up to 400% and 390% at À7°C, for acetaldehyde and ethanol, respectively) caused a severe increment of the ozone formation potential. Most of the studied pollutants presented similar emission factors during the tests performed with E10 and E15 blends. The emission factors of most unregulated compounds were lower over the NEDC (with ammonia as an exception) than over the WLTC. However, when taking into consideration only the cold start emissions, emission factors over the WLTC were observed to be higher, or similar, to those obtained over the NEDC. Low ambient temperature caused an increase of the emissions of all studied compounds with all tested blends.

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Section: Analytical Instrumentationmentioning

confidence: 99%

“…CO, CO 2 and NO x measurements from these analyzers were used to synchronize the FTIR time-resolved signal (for more information see Clairotte et al [26]). …”

Section: Analytical Instrumentationmentioning

confidence: 99%

Impact of ethanol containing gasoline blends on emissions from a flex-fuel vehicle tested over the Worldwide Harmonized Light duty Test Cycle (WLTC)

Suarez-Bertoa

Zardini

Keuken

et al. 2015

Fuel

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152

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“…The relative contribution of mopeds and motorcycles to PM emissions started to increase as the levels from other vehicles started to decrease. The particulate emissions of two-stroke PTW have been studied by many researchers (e.g., references [21][22][23][24][25][26][27][28][29][30][31][32][33][34][35][36][37]) exceeding 100 mg/km and 10 13 p/km in most cases. Two-stroke mopeds emit significant amounts of aromatic volatile organic compounds and also produce significant secondary organic aerosol [9,34].…”

Section: Introductionmentioning

confidence: 99%

Particulate Emissions of Euro 4 Motorcycles and Sampling Considerations

et al. 2019

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The scientific literature indicates that solid particle number (SPN) emissions of motorcycles are usually higher than that of passenger cars. The L-category (e.g., mopeds, motorcycles) Euro 4 and 5 environmental steps were designed to reduce the emissions of particulate matter and ozone precursors such as nitrogen oxides and hydrocarbons. In this study the SPN emissions of one moped and eight motorcycles, all fulfilling the Euro 4 standards, were measured with a SPN measurement system employing a catalytic stripper to minimize volatile artefacts. Although the particulate matter mass emissions were <1.5 mg/km for all vehicles tested, two motorcycles and the moped were close to the SPN limit for passenger cars (6 × 1011 particles/km with sizes larger than 23 nm) and four motorcycles exceeded the limit by a factor of up to four. The measurement repeatability was satisfactory (deviation from the mean 10%) and concentration differences between tailpipe and dilution tunnel were small, indicating that performing robust SPN measurements for regulatory control purposes is feasible. However, steady state tests with the moped showed major differences between the tailpipe and the dilution tunnel sampling points for sub-23 nm particles. Thus, the measurement procedures of particles for small displacement engine mopeds and motorcycles need to be better defined for a possible future introduction in regulations.

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“…The Paul Scherrer Institute mobile smog chamber 3 was deployed, and experiments conducted in a certified chassis dynamometer test cell (Vehicle Emissions Laboratories, Joint Research Centre of the European Commission, JRC-Ispra, Italy) 28,29 . Emissions from 2S scooters were sampled at the tailpipe during full ECE47 driving cycles, during Ph1 only of the ECE47 (first four modules of the driving cycle, Ph1), and during Ph2 only of the ECE47 (final four modules of the driving cycle, Ph2).…”

Section: Methodsmentioning

confidence: 99%

Two-stroke scooters are a dominant source of air pollution in many cities

et al. 2014

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Fossil fuel-powered vehicles emit significant particulate matter, for example, black carbon and primary organic aerosol, and produce secondary organic aerosol. Here we quantify secondary organic aerosol production from two-stroke scooters. Cars and trucks, particularly diesel vehicles, are thought to be the main vehicular pollution sources. This needs re-thinking, as we show that elevated particulate matter levels can be a consequence of 'asymmetric pollution' from two-stroke scooters, vehicles that constitute a small fraction of the fleet, but can dominate urban vehicular pollution through organic aerosol and aromatic emission factors up to thousands of times higher than from other vehicle classes. Further, we demonstrate that oxidation processes producing secondary organic aerosol from vehicle exhaust also form potentially toxic 'reactive oxygen species'.

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Online characterization of regulated and unregulated gaseous and particulate exhaust emissions from two-stroke mopeds: A chemometric approach

Cited by 41 publications

References 29 publications

Impact of ethanol containing gasoline blends on emissions from a flex-fuel vehicle tested over the Worldwide Harmonized Light duty Test Cycle (WLTC)

Impact of ethanol containing gasoline blends on emissions from a flex-fuel vehicle tested over the Worldwide Harmonized Light duty Test Cycle (WLTC)

Particulate Emissions of Euro 4 Motorcycles and Sampling Considerations

Two-stroke scooters are a dominant source of air pollution in many cities

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