Particle Emissions at Moderate and Cold Temperatures Using Different Fuels

Aakko, Päivi; Nylund, Nils-Olof

doi:10.4271/2003-01-3285

Cited by 47 publications

(43 citation statements)

References 5 publications

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“…The emissions of Vehicle GDI #2 increased by 160% when tested over the WLTC at −7 • C instead of the prescribed 23 • C. The temperature effect was smaller for Vehicle GDI #1 (70%). The findings are in agreement with the literature (Aakko and Nylund, 2003;Giechaskiel et al, 2007b;Mamakos et al, 2012Mamakos et al, , 2013bChan et al, 2013;EPA, 2014) and can be explained by two effects. First, the enrichment of the air-fuel mixture during cold-start engine operation, which compensates for the reduced fuel vaporization and elevated friction of engine components, leads to incomplete fuel combustion.…”

Section: Ambient Temperaturesupporting

confidence: 93%

“…By comparison, the increase in SPN emissions of a hot engine and after-treatment system at low ambient temperature is small (<50%, Figure 5). This observation is expected because solid particles are being formed in the engine and are therefore relatively unaffected by ambient conditions after engine warm-up (Aakko and Nylund, 2003;Ristimäki et al, 2005). Mamakos et al (2013b) have mentioned that the opposite effect of lower SPN emissions with decreasing ambient temperatures is also possible in cases where the Exhaust Gas Recirculation (EGR) in diesel engines is reduced at low temperatures, thus decreasing the soot-out emissions of the engine.…”

Section: Ambient Temperaturementioning

confidence: 99%

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Vehicle Emission Factors of Solid Nanoparticles in the Laboratory and on the Road Using Portable Emission Measurement Systems (PEMS)

Giechaskiel

Riccobono

Vlachos

et al. 2015

Front. Environ. Sci.

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Emission inventories are used to quantify sources and identify trends in the emissions of air pollutants. They use vehicle-specific emission factors that are typically determined in the laboratory, through remote-sensing, vehicle chasing experiments and, more recently, on-board measurements with Portable Emission Measurement Systems (PEMS). Although PEMS is widely applied to measure gaseous pollutants, their application to Solid Particle Number (SPN) emissions is new. In this paper, we discuss the current status of determining SPN emission factors both on the chassis dynamometer in the laboratory and on the road using PEMS-SPN. First, we determine through dedicated tests in the laboratory the influence of the measurement equipment, ambient temperature, driving style, and cycle characteristics, and the extra mass of the PEMS equipment on the SPN emissions of vehicles. Afterward, we present the SPN emissions under type-approval conditions as well as on the road of two heavy-duty diesel vehicles equipped with Diesel Particulate Filter (DPF; one of them Euro VI), two light-duty diesel vehicles equipped with DPF, one light-duty vehicle equipped with a Port Fuel Injection engine (PFI), and seven Gasoline Direct Injection (GDI) passenger cars (two of them Euro 6). We find that cold-start and strong accelerations tend to substantially increase SPN emissions. The two heavy-duty vehicles showed on-road emissions around 2 10 13 × p/km (Euro V truck) and 6 × 10 10 p/km (Euro VI truck), respectively. One of the DPF-equipped light-duty vehicles showed emissions of 8 × 10 11 p/km, while the other one had one order of magnitude lower emissions. The PFI car had SPN emissions slightly higher than 1 × 10 12 p/km. The on-road emissions of GDI passenger cars spanned approximately from 8 1 × 10 1 p/km to 8 × 10 12 p/km. For the cars not equipped with a DPF, the on-road SPN emissions remained within a factor of two of the laboratory results. This factor was on average around 0.8 for the Euro 6 and 1.6 for the Euro 5 GDIs. The DPF equipped vehicles showed a difference of almost one order of magnitude between laboratory and on-road tests due to the different DPF fill state and passive regeneration during the tests. The findings of this study can (i) help improving the inventories on SPN emissions and (ii) assist policy makers in designing effective test procedures for measuring the SPN emissions of vehicles under real-world driving conditions.

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Section: Ambient Temperaturesupporting

confidence: 93%

Section: Ambient Temperaturementioning

confidence: 99%

Vehicle Emission Factors of Solid Nanoparticles in the Laboratory and on the Road Using Portable Emission Measurement Systems (PEMS)

Giechaskiel

Riccobono

Vlachos

et al. 2015

Front. Environ. Sci.

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“…Jung et al (2006) found that particles from biodiesel combustion have greater reactivity for oxidation leading to smaller accumulation mode particles. The finding of near constant nucleation mode particles however is inconsistent with Jung et al (2006) as well as others (Aakko et al 2003;Di et al 2009) where particles with diameters lower than 50 nm have been shown to increase for biodiesel operation. A possible reason for this disparity is that most published experimental studies set constant injection timing when testing fuels of varying cetane number whereas combustion phasing was held constant in the work reported here.…”

Section: Experimental Studycontrasting

confidence: 56%

Condensational Growth of Particulate Matter from Partially Premixed Low Temperature Combustion of Biodiesel in a Compression Ignition Engine

Northrop

Madathil

Bohac

et al. 2011

Aerosol Science and Technology

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Condensational growth is not typically assumed to be significant compared with adsorption for conversion of unburned hydrocarbons in the exhaust of diesel engines to the particulate phase. However, when partially premixed low temperature combustion (LTC) modes designed to simultaneously reduce soot and NO X emissions are implemented, unburned hydrocarbon (UHC) concentrations in the exhaust are an order of magnitude higher than for conventional combustion modes, increasing the likelihood of gas to particle conversion by condensation. In this work, two LTC operating conditions are compared with conventional diesel combustion using a multi-cylinder direct-injection diesel engine using low-sulfur fuel, a soy-based biodiesel and a 50% by volume biodiesel blend. Gaseous emissions of unburned hydrocarbons were measured and particulate samples were taken using a partial-flow dilution tunnel. Gravimetric analysis of the collected filters, Soxhlet extraction of particulate and speciation using GC-FID was performed for all operating conditions. Elemental carbon (EC) emissions were measured using a thermal optical analyzer and particle size distribution was analyzed using a differential mobility spectrometer. For increasing biodiesel concentration in the fuel, mass emissions of both EC and UHC decreased for all combustion modes compared with petroleum diesel. However, for biodiesel use in LTC modes of operation, particulate mass significantly increased following exhaust dilution. Low vapor pressure methyl esters found in the exhaust of biodiesel LTC increases heterogeneous condensation onto soot particles in the exhaust compared with unburned species from petroleum diesel fuel operation. A model estimating this condensation mechanism accurately predicts the exper-

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“…Krahl et al [13] states that particle numbers below 30nm decrease with fossil fuels but exhibit a 10-fold increase with methylester fuels derived from various sources, and Trapel et al [14] found that with increasing FAME content, the particle size distribution moves towards smaller particles, although the total particle number decreases drastically. There is other evidence of increases in the smaller particles [10], Bertola et al [11] found a large amount of ultra-fine particles (<20nm) in the exhaust during operation with RME, and Krahl et al [15] showed that RME leads to more particles in the range of 10nm to 40nm compared to mineral diesel and less particles for the larger diameters.…”

Section: Introductionmentioning

confidence: 99%

“…Li et al [9] showed lower PN levels with biodiesel in the nano-metre range at two different loads, and that specific reductions compared to mineral diesel are dependant on whether the sample is taken before or after the oxidation catalyst. Some researchers have found that biodiesel increases the number of smaller particles when compared to mineral diesel [10,11,12,13,14,15,17]. Schönborn et al conducted tests on a single-cylinder engine operating in the steady-state, and found that biodiesel molecules with longer fatty acid chain lengths tend to produce larger numbers of small particles (5-30nm diameter) than biodiesel molecules with shorter fatty acid chains [17].…”

Section: Introductionmentioning

confidence: 99%

The Impact of Biodiesel on Particle Number, Size and Mass Emissions from a Euro4 Diesel Vehicle

Tinsdale¹,

Price²,

Chen³

2010

SAE Int. J. Engines

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This item was submitted to Loughborough's Institutional Repository (https://dspace.lboro.ac.uk/) by the author and is made available under the following Creative Commons Licence conditions.For the full text of this licence, please go to: http://creativecommons.org/licenses/by-nc-nd/2.5/ ABSTRACTNew European emissions legislation (Euro5) specifies a limit for Particle Number (PN) emissions and therefore drives measurement of PN during vehicle development and homologation. Concurrently, the use of biofuel is increasing in the marketplace, and Euro5 specifies that reference fuel must contain a bio-derived portion.Work was carried out to test the effect of fuels containing different levels of Fatty Acid Methyl Ester (FAME) on particle number, size, mass and composition. Measurements were conducted with a Cambustion Differential Mobility Spectrometer (DMS) to time-resolve sub-micron particles (5-1000nm), and a Horiba Solid Particle Counting System (SPCS) providing PN data from a Euro5-compliant measurement system. To ensure the findings are relevant to the modern automotive business, testing was carried out on a Euro4 compliant passenger car fitted with a high-pressure common-rail diesel engine and using standard homologation procedures.It was found that using FAME decreased total PN emissions, by 16% over the Type I drive cycle (NEDC) for a 30% biodiesel (B30) compared to mineral fuel (B0). FAME also decreased accumulation mode PN and carbonaceous mass, by 20-30% for B30 versus B0, with a consequent reduction in Diesel Particulate Filter loading rate. A 25% increase in the nucleation mode PN was found when using B30 versus B0, and the higher molecular-weight organic mass fraction also increased. Increases in nitrogen oxides when using FAMEcontaining fuels were also confirmed.

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Particle Emissions at Moderate and Cold Temperatures Using Different Fuels

Cited by 47 publications

References 5 publications

Vehicle Emission Factors of Solid Nanoparticles in the Laboratory and on the Road Using Portable Emission Measurement Systems (PEMS)

Vehicle Emission Factors of Solid Nanoparticles in the Laboratory and on the Road Using Portable Emission Measurement Systems (PEMS)

Condensational Growth of Particulate Matter from Partially Premixed Low Temperature Combustion of Biodiesel in a Compression Ignition Engine

The Impact of Biodiesel on Particle Number, Size and Mass Emissions from a Euro4 Diesel Vehicle

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