Technical note: Emission factors, chemical composition, and morphology of particles emitted from Euro 5 diesel and gasoline light-duty vehicles during transient cycles

Kostenidou, Evangelia; Martinez-Valiente, Alvaro; R’Mili, Badr; Marques, Baptiste; Temime-Roussel, Brice; Durand, Amandine; Meynier, André; Liu, Yao; Louis, Cédric; Vansevenant, Boris; Ferry, Daniel; Laffon, C.; Parent, Philippe; D’Anna, Barbara

doi:10.5194/acp-21-4779-2021

Cited by 28 publications

(19 citation statements)

References 120 publications

(170 reference statements)

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“…This implies that the pollution in the region is primarily vehicle emission. Similarly, previously studies have shown that the metal and heavy metals Fe, Cr, Cu, and S are the main pollutants in urban street dust [31,33,34]. It can be confirmed that the PM10 in Bangkok, Thailand has a wide range of physical and chemical characteristics including structure, shape, size, and chemical composition.…”

Section: Morphology and Chemical Composition Of Pm10supporting

confidence: 67%

Characteristics of PM10 Levels Monitored in Bangkok and Its Vicinity Areas, Thailand

2022

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The ambient air concentrations of PM10 were observed in Bangkok and its vicinity areas including Nonthaburi and Nakhon Pathom, Thailand. The selected study areas are located near heavy-traffic roads with a high concentration of traffic-related air pollution. The ambient air samples were collected in the winter season (October 2019 to February 2020). The highest average level of PM10 was found in Nonthaburi (66.63 µg/m3), followed by Bangkok (56.79 µg/m3) and Nakhon Pathom (40.18 µg/m3), respectively. The morphology of these particles is typically spherical and irregular shape particles. At the sampling site in Bangkok, these particles are primarily composed of C, O, and Si, and a certain amount of metals such as Fe, Cu, and Cr. Some trace amount of other elements such as Ca, Na, and S are present in minor concentration. The particles collected from Nakhon Pathom and Nonthaburi sampling sites contain the main abundant elements C, O, and Si, followed by Cu, Cr, S, Fe, Ca, and Na, respectively. These particles are an agglomeration of carbon particles resulting from the incomplete combustion of organic matter. Their origin may be associated with road dust, vehicle emission, and the erosion of building products. It can be noted that the levels and characteristics of PM10 are key factors in understanding the behavior of the particles in not only atmospheric visibility but also human health risks.

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Section: Morphology and Chemical Composition Of Pm10supporting

confidence: 67%

Characteristics of PM10 Levels Monitored in Bangkok and Its Vicinity Areas, Thailand

2022

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“…Unburned hydrocarbons that were not oxidized at the TWC during the cold start are a possibility. Many studies have measured PAHs (polycyclic aromatic hydrocarbons) from GDIs [70,71], in particular during cold start [72]. The boiling point of PAHs is <600 • C [73].…”

Section: Discussionmentioning

confidence: 99%

Challenging Conditions for Gasoline Particulate Filters (GPFs)

et al. 2022

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The emission limit of non-volatile particles (i.e., particles that do not evaporate at 350 °C) with size >23 nm, in combination with the real driving emissions (RDE) regulation in 2017, resulted in the introduction of gasoline particulate filters (GPFs) in all light-duty vehicles with gasoline direct injection engines in Europe. Even though there are studies that have examined the particulate emissions at or beyond the current RDE boundary conditions, there is a lack of studies combining most or all worst cases (i.e., conditions that increase the emissions). In this study, we challenged a fresh (i.e., no accumulation of soot or ash) “advanced” prototype GPF at different temperatures (down to −9 °C), aggressive drive cycles and hard accelerations (beyond the RDE limits), high payload (up to 90%), use of all auxiliaries (air conditioning, heating of the seats and the rear window), and cold starts independently or simultaneously. Under hot engine conditions, the increase of the particulate emissions due to higher payload and lower ambient temperature was 30–90%. The cold start at low ambient temperature, however, had an effect on the emissions of up to a factor of 20 for particles >23 nm or 300 when considering particles <23 nm. We proposed that the reason for these high emissions was the incomplete combustion and the low efficiency of the three-way oxidation catalyst. This resulted in a high concentration of species that were in the gaseous phase at the high temperature of the close-coupled GPF and thus could not be filtered by the GPF. As the exhaust gas cooled down, these precursor species formed particles that could not be evaporated at 350 °C (the temperature of the particle number system). These results highlight the importance of the proper calibration of the engine out emissions at all conditions, even when a GPF is installed.

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“…Different after-treatment technologies (e.g., DOC + DPF and SCR) are adopted by different manufacturers to limit pollutant emissions in compliance with the standard. Previous studies have demonstrated that changes in engine technologies and after-treatment devices can profoundly alter the chemical composition of the emitted pollutants, 70 resulting in increased emission of unregulated reactive organics and TOR. Therefore, further studies should investigate the TOR from China VI vehicles with different combinations of after-treatment technologies to evaluate whether the newest emission standard is conducive to reducing OH reactivity and mitigating secondary pollution in the atmosphere.…”

Section: ■ Implicationsmentioning

confidence: 99%

Upgrading Emission Standards Inadvertently Increased OH Reactivity from Light-Duty Diesel Truck Exhaust in China: Evidence from Direct LP-LIF Measurement

Sha

Yuan

et al. 2022

Environ. Sci. Technol.

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Vehicular exhaust is an important source of reactive gases responsible for the formation of ozone and secondary organic aerosols (SOAs) in the atmosphere. Although significant efforts have been made to characterize the chemical compounds associated with vehicular exhaust, there is still a wealth of compounds that are unable to be detected, posing uncertainties in estimating their contribution to atmospheric reactivity. In this study, by improving laser-induced fluorescence techniques, we achieved the first-ever direct measurement of the total OH reactivity (TOR) from light-duty diesel truck (LDDT) exhaust with different emission standards. We found that the TOR from the LDDT exhaust was 80−130 times the TOR from the gasoline exhaust measured in Japan. Unexpectedly, we discovered increased TOR emissions along with upgrading emission standards, possibly as a collective result of high combustion temperature in the engine and the oxidation catalysts in the exhaust after-treatment that favor production of highly oxidized organics in the stricter emission standard. Most of these oxidized organics are unable to be speciated by routine measurements, resulting in the missing OH reactivity increasing rapidly from 1.91% for China III to 42.0% for China V LDDT. Upgrading the emission standard failed to reduce the TOR from LDDT exhaust, which may inadvertently promote the contribution of LDDT to the formation of ozone and SOA pollution in China.

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Technical note: Emission factors, chemical composition, and morphology of particles emitted from Euro 5 diesel and gasoline light-duty vehicles during transient cycles

Cited by 28 publications

References 120 publications

Characteristics of PM10 Levels Monitored in Bangkok and Its Vicinity Areas, Thailand

Characteristics of PM10 Levels Monitored in Bangkok and Its Vicinity Areas, Thailand

Challenging Conditions for Gasoline Particulate Filters (GPFs)

Upgrading Emission Standards Inadvertently Increased OH Reactivity from Light-Duty Diesel Truck Exhaust in China: Evidence from Direct LP-LIF Measurement

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