Tailpipe emissions from gasoline direct injection (GDI) and port fuel injection (PFI) vehicles at both low and high ambient temperatures

Zhu, Rencheng; Hu, Jingnan; Bao, Xiaojun; He, Liqiang; Lai, Yitu; Zu, Lei; Li, Yufei; Su, Sheng

doi:10.1016/j.envpol.2016.05.066

Cited by 123 publications

(39 citation statements)

References 37 publications

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“…The NMHC-NMOC comparison for data for Ph 2-4 is not presented due to interferences on FID measurements of oxygencontaining hydrocarbons.) The high ArHC contribution to the GDI emissions observed here are in line with reports by, for example, Zimmerman et al (2016a) and .…”

Section: Speciation and Carbon Quantificationsupporting

confidence: 92%

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

et al. 2018

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Abstract. Gasoline direct injection (GDI) vehicles have recently been identified as a significant source of carbonaceous aerosol, of both primary and secondary origin. Here we investigated primary emissions and secondary organic aerosol (SOA) from four GDI vehicles, two of which were also retrofitted with a prototype gasoline particulate filter (GPF). We studied two driving test cycles under cold- and hot-engine conditions. Emissions were characterized by proton transfer reaction time-of-flight mass spectrometry (gaseous non-methane organic compounds, NMOCs), aerosol mass spectrometry (sub-micron non-refractory particles) and light attenuation measurements (equivalent black carbon (eBC) determination using Aethalometers) together with supporting instrumentation. Atmospheric processing was simulated using the PSI mobile smog chamber (SC) and the potential aerosol mass oxidation flow reactor (OFR). Overall, primary and secondary particulate matter (PM) and NMOC emissions were dominated by the engine cold start, i.e., before thermal activation of the catalytic after-treatment system. Trends in the SOA oxygen to carbon ratio (O : C) for OFR and SC were related to different OH exposures, but divergences in the H : C remained unexplained. SOA yields agreed within experimental variability between the two systems, with a tendency for higher values in the OFR than in the SC (or, vice versa, lower values in the SC). A few aromatic compounds dominated the NMOC emissions, primarily benzene, toluene, xylene isomers/ethylbenzene and C3-benzene. A significant fraction of the SOA was explained by those compounds, based on comparison of effective SOA yield curves with those of toluene, o-xylene and 1,2,4-trimethylbenzene determined in our OFR, as well as others from literature. Remaining discrepancies, which were smaller in the SC and larger in the OFR, were up to a factor of 2 and may have resulted from diverse reasons including unaccounted precursors and matrix effects. GPF retrofitting significantly reduced primary PM through removal of refractory eBC and partially removed the minor POA fraction. At cold-started conditions it did not affect hydrocarbon emission factors, relative chemical composition of NMOCs or SOA formation, and likewise SOA yields and bulk composition remained unaffected. GPF-induced effects at hot-engine conditions deserve attention in further studies.

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Section: Speciation and Carbon Quantificationsupporting

confidence: 92%

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

et al. 2018

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“…Table 2 presents PM mass, total PN and SPN emission levels for the examined vehicles. In general the PM mass and SPN emission levels are in agreement with the literature and a detailed discussion is out of the scope of this article (Maricq et al 2002;Braiser et al 2010;Mamakos et al 2012;Giechaskiel et al 2012;Kim et al 2013;Zhu et al 2016). The correlation of PM mass and SPN >23 nm (not considering the 2-stroke moped) gives a slope of 0.9£10 12 p/mg which is at the low end of the reported slopes (typically 1-4£10 12 p/mg, see review Giechaskiel et al 2012;Zheng et al 2014) indicating smaller produced mean particle sizes or higher density.…”

Section: Effect Of the Sampling System's Penetration On The Final Ressupporting

confidence: 84%

Investigation of vehicle exhaust sub-23 nm particle emissions

Giechaskiel

Vanhanen²,

Väkevä³

et al. 2017

Aerosol Science and Technology

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A solid particle number limit was applied to the European legislation for diesel vehicles in 2011. Extension to gasoline direct injection vehicles raised concerns because many studies found particles below the lower size limit of the method (23 nm). Here we investigated experimentally the feasibility of lowering this size. A nano condensation nucleus counter system (nCNC) (d 50% D 1.3 nm) was used in parallel with condensation particle counters (CPCs) (d 50% D 3 nm, 10 nm and 23 nm) at various sampling systems based on ejector or rotating disk diluters and having thermal pre-treatment systems consisting of evaporation tubes or catalytic strippers. An engine exhaust particle sizer (EEPS) measured the particle size distributions. Depending on the losses and thermal pre-treatment of the sampling system, differences of up to 150% could be seen on the final detected particle concentrations when including the particles smaller than 23 nm in diameter. A volatile artefact as particles with diameters below 10 nm was at times observed during the cold start measurements of a 2-stroke moped. The diesel vehicles equipped with the Diesel Particulate Filter (DPF) had a low solid sub-23 nm particles fraction (<20%), the gasoline with direct injection vehicles had higher (35-50%), the gasoline vehicles with port fuel injection and the two mopeds (two and four-stroke) had the majority of particles below 23 nm. The size distributions peaked at 60-80 nm for the DPF equipped vehicles, at 40-90 nm for the gasoline vehicles with a separate nucleation mode peak at approximately 10 nm sometimes. Mopeds peaked at sizes below 50 nm when their aerosol was thermally pre-treated.

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“…Also, the use of end-of-pipe emission controls may reduce PM emissions of passenger vehicles, but at the cost of reducing fuel efficiency. For petrol vehicles, replacing port fuel injection with direct injection engine technology generally increases fuel efficiency, thus reduces CO 2 emissions, but increases PM and black carbon emissions (Zhu et al 2016;Zimmerman et al 2016;Saliba et al 2017). v However, in most cases, climate policy reduces air pollution by having an impact on emissions of PM, SO 2 and NO x .…”

Section: Significant Synergies and Trade-offs Between Measures And Tamentioning

confidence: 99%

Future Developments Without Targeted Policies

2019

Global Environment Outlook – GEO-6: Healthy Planet, Healthy People

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Oceans are expected to continue to be polluted and overexploited (established, but incomplete). Nutrient (nitrogen and phosphorus) flows from freshwater into world oceans exceed sustainable levels and as a result the risks of dead zones and toxic algae blooms in coastal areas are projected to increase. This is largely related to increased fertilizer use in agricultural production and developments in wastewater treatment that are lagging behind improvements in access to sanitation. As a result of an increasing concentration of carbon dioxide (CO 2), oceans are expected to further acidify, negatively affecting marine organisms' ability to create shells and skeletons or even resulting in their dissolution. Acidification is expected to increase most rapidly in polar regions. Finally, under current fishing strategies, the projected increase in demand for fish is expected to reduce the proportion of fish stocks that remain at biologically sustainable levels. {21.3.5} Preventable environmental health risks are projected to remain prominent in 2030, with related negative impacts on child mortality (established, but incomplete). Nearly one-quarter of all deaths globally in 2012 can be attributed to environmental factors, with a greater portion occurring in vulnerable populations (children and the elderly) and in developing countries. Prominent environmental risk factorsi.e. exposure to ambient air pollution, and not having access to clean water, adequate sanitation or modern energy servicestogether with global hunger are expected to improve towards 2030, but not fast enough to achieve related targets in all countries. Related global child mortality is projected to decline, but not enough to achieve the SDG targets in many developing countries. Especially in sub-Saharan Africa, child mortality rates remain high, with a continued, although smaller, share related to preventable environmental risk factors. {21.3.6}

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Tailpipe emissions from gasoline direct injection (GDI) and port fuel injection (PFI) vehicles at both low and high ambient temperatures

Cited by 123 publications

References 37 publications

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

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

Investigation of vehicle exhaust sub-23 nm particle emissions

Future Developments Without Targeted Policies

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