Physical, chemical, and toxicological characteristics of particulate emissions from current technology gasoline direct injection vehicles

Yang, Jiacheng; Roth, Patrick; Ruehl, C. R.; Shafer, Martin M.; Antkiewicz, Dagmara S.; Durbin, Thomas D.; Cocker, David R.; Asa-Awuku, Akua; Karavalakis, Georgios

doi:10.1016/j.scitotenv.2018.09.110

Cited by 38 publications

(25 citation statements)

References 66 publications

(81 reference statements)

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“…Most of the PM emitted by GDI vehicles is found to be EC (on average 80%; range: 45-95%). The high EC content is consistent since the introduction of GDIs in the markets: from early 2000s [93,95] to 2010s [94,100,[102][103][104][105][106][107][108][109]. The vehicle to vehicle variability masks any influence of test cycle, position of the injectors (side or top), or fuel injection strategy (stratified or stoichiometric) on the relative contribution of EC to PM.…”

Section: Chemical Compositionmentioning

confidence: 91%

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European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

et al. 2019

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The particulate matter (PM) emissions of gasoline vehicles were much lower than those of diesel vehicles until the introduction of diesel particulate filters (DPFs) in the early 2000s. At the same time, gasoline direct injection (GDI) engines started to become popular in the market due to their improved efficiency over port fuel injection (PFI) ones. However, the PM mass and number emissions of GDI vehicles were higher than their PFI counterparts and diesel ones equipped with DPFs. Stringent PM mass levels and the introduction of particle number limits for GDI vehicles in the European Union (EU) resulted in significant PM reductions. The EU requirement to fulfill the proposed limits on the road resulted to the introduction of gasoline particulate filters (GPFs) in EU GDI models. This review summarizes the evolution of PM mass emissions from gasoline vehicles placed in the market from early 1990s until 2019 in different parts of the world. The analysis then extends to total and nonvolatile particle number emissions. Care is given to reveal the impact of ambient temperature on emission levels. The discussion tries to provide scientific input to the following policy-relevant questions. Whether particle number limits should be extended to gasoline PFI vehicles, whether the lower limit of 23 nm for particle number measurements should be decreased to 10 nm, and whether low ambient temperature tests for PM should be included.

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Section: Chemical Compositionmentioning

confidence: 91%

“…The following studies were considered in the figures of the main text. Figure 1 (upper panel): PM PFI: [42,91,[93][94][95][96]100,101,121, Figure 1 (lower panel): PM GDI: [37,42,51,68,74,[93][94][95]100,[102][103][104][105][106]108,109,120,121,132,[157][158][159][160][161][162][163][165][166][167]169,170,173,[175][176][177][178][179]181,…”

Section: Appendix Bmentioning

confidence: 99%

European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

et al. 2019

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“…GDI1 showed the higher particle number and soot mass emissions during the first 50 s and had the lowest coolant temperature and longer heat-up period, followed by GDI3 and GDI2. PM formation during cold-start operation for GDI engines is particularly sensitive, since the injected fuel lands on the cold piston surfaces resulting in the formation of liquid fuel films that fail to completely evaporate, causing diffusive combustion and the formation of soot particles (Chen et al, 2017;Koczak et al, 2016;Yang et al, 2019). Fig.…”

Section: Cold-start Emissionsmentioning

confidence: 99%

On-road gaseous and particulate emissions from GDI vehicles with and without gasoline particulate filters (GPFs) using portable emissions measurement systems (PEMS)

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Zhu

et al. 2020

Science of The Total Environment

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Editor: Karl RopkinsThis study assessed the on-road gaseous and particulate emissions from three current technology gasoline direct injection (GDI) vehicles using portable emissions measurement systems (PEMS). Two vehicles were also retrofitted with catalyzed gasoline particulate filters (GPFs). All vehicles were exercised over four routes with different topological and environmental characteristics, representing urban, rural, highway, and high-altitude driving conditions. The results showed strong reductions in particulate mass (PM), soot mass, and particle number emissions with the use of GPFs. Particle emissions were found to be highest during urban and high-altitude driving compared to highway driving. The reduction efficiency of the GPFs ranged from 44% to 99% for overall soot mass emissions. Similar efficiencies were found for particle number and PM mass emissions. In most cases, nitrogen oxide (NOx) emissions showed improvements with the catalyzed GPFs in the underfloor position with the additional catalytic volume. No significant differences were seen in carbon dioxide (CO 2 ) and carbon monoxide (CO) emissions with the vehicles retrofitted with GPFs.

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“…To characterize how chemical compositions of PM contribute to DTT consumption, the OP DTT of model organic compounds with specified functional groups as well as transition metals are summarized in Table 1. The catalytic redox-active compounds like quinones and transition metals have been recognized as the main contributors to the OP DTT of PM [48][49][50][51][52].…”

Section: The Oxidative Properties Of Various Chemical Compositionsmentioning

confidence: 99%

Use of Dithiothreitol Assay to Evaluate the Oxidative Potential of Atmospheric Aerosols

et al. 2019

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Oxidative potential (OP) has been proposed as a useful descriptor for the ability of particulate matter (PM) to generate reactive oxygen species (ROS) and consequently induce oxidative stress in biological systems, which has been recognized as one of the most important mechanisms responsible for PM toxicity. The dithiothreitol (DTT) assay is one of the most frequently used techniques to quantify OP because it is low-cost, easy-to-operate, and has high repeatability. With two thiol groups, DTT has been used as a surrogate of biological sulfurs that can be oxidized when exposed to ROS. Within the DTT measurement matrix, OP is defined as the DTT consumption rate. Often, the DTT consumption can be attributed to the presence of transition metals and quinones in PM as they can catalyze the oxidation of DTT through catalytic redox reactions. However, the DTT consumption by non-catalytic PM components has not been fully investigated. In addition, weak correlations between DTT consumption, ROS generation, and cellular responses have been observed in several studies, which also reveal the knowledge gaps between DTT-based OP measurements and their implication on health effects. In this review, we critically assessed the current challenges and limitations of DTT measurement, highlighted the understudied DTT consumption mechanisms, elaborated the necessity to understand both PM-bound and PM-induced ROS, and concluded with research needs to bridge the existing knowledge gaps.

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Physical, chemical, and toxicological characteristics of particulate emissions from current technology gasoline direct injection vehicles

Cited by 38 publications

References 66 publications

European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

On-road gaseous and particulate emissions from GDI vehicles with and without gasoline particulate filters (GPFs) using portable emissions measurement systems (PEMS)

Use of Dithiothreitol Assay to Evaluate the Oxidative Potential of Atmospheric Aerosols

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