Characterization of Particulate Matter Emissions from a Current Technology Natural Gas Engine

Thiruvengadam, Arvind; Besch, Marc; Yoon, Seungju; Collins, John; Kappanna, Hemanth; Carder, Daniel K.; Ayala, Alberto; Herner, Jorn; Gautam, Mridul

doi:10.1021/es5005973

Cited by 55 publications

(44 citation statements)

References 31 publications

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“…In contrast to a previous study that reported that the majority of PM mass was due to fuel and oil additive species such as magnesium (Mg) and calcium (Ca) [36], these accounted for small fractions of total PM (<5 %) in this evaluation. Sodium and sulfate were still the dominant species emitted from the CNG engine, and except for sodium during the Near-Dock Drayage route (1.89 of 12.4 mg/mi), they remained relatively constant among routes.…”

Section: Speciation Of Pm Emissions By Iccontrasting

confidence: 99%

Real-World Emissions from Modern Heavy-Duty Diesel, Natural Gas, and Hybrid Diesel Trucks Operating Along Major California Freight Corridors

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Thiruvengadam

Pradhan

et al. 2016

Emiss. Control Sci. Technol.

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Emissions were measured from seven heavy-duty (HD) on-road vehicles that were operated along six common route types used for freight transport in California. All vehicles had engines that were certified to the 0.01 g/bhp-h particulate matter (PM) and either a 0.2, 0.3, or 2.3 g/bhp-h nitrogen oxide (NOx) standard. Diesel vehicles had low carbon monoxide (CO) and total hydrocarbon (THC) emissions below brake-specific standards, with route averages ranging from 0.24 to 3.35 g CO/ mi and from 0.02 to 0.45 g THC/mi. Diesel vehicles equipped with selective catalytic reduction (SCR) had route average NOx emissions ranging from 0.58 to 3.99 g/mi (0.16 to 0.96 g/bhp-h). NOx emissions were less route-dependent for the one vehicle with a 12-L compressed natural gas (CNG) engine and threeway catalyst (TWC), with route averages ranging from 0.16 to 0.46 g/mi (0.06 to 0.13 g/bhp-h). The ranking of certification NOx emissions for the seven engines reported during enginedynamometer-based certification was not maintained during real-world testing; for example, highway driving NOx emissions were lower than certification values for some engine families and higher than certification values for others. Route-average gravimetric particulate matter (PM) emissions ranged from 4 to 12 mg/ mi, which on a brake-specific basis were at least two times below the 0.01 g/bhp-h standard. Ion speciation of PM emissions indicated that the most prevalent species were sulfate (SO 4 2− ) for the model year (MY) 2007 diesel vehicle equipped with a diesel particulate filter (DPF) and no SCR, nitrate (NO 3 − ) for conventional diesel vehicles with a DPF and SCR, and sodium (Na + ) was the most abundant species for the CNG vehicle. NOx and PM emissions were compared to, and show generally good agreement with, the latest California mobile source model (EMFAC2014).

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Section: Speciation Of Pm Emissions By Iccontrasting

confidence: 99%

Real-World Emissions from Modern Heavy-Duty Diesel, Natural Gas, and Hybrid Diesel Trucks Operating Along Major California Freight Corridors

Quiros

Thiruvengadam

Pradhan

et al. 2016

Emiss. Control Sci. Technol.

Self Cite

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“…575). For example, Thiruvengadam et al (2014) and Eichler et al (2017) have suspected engine lubricating oil to be responsible for a large portion of engine-emitted particles. Therefore, we believe that also lubricating oil is a potential candidate for the source of secondary aerosol.…”

Section: Instrumentation and Data Analysismentioning

confidence: 99%

Comparison of primary and secondary particle formation from natural gas engine exhaust and of their volatility characteristics

et al. 2017

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Abstract. Natural gas usage in the traffic and energy production sectors is a growing trend worldwide; thus, an assessment of its effects on air quality, human health and climate is required. Engine exhaust is a source of primary particulate emissions and secondary aerosol precursors, which both contribute to air quality and can cause adverse health effects. Technologies, such as cleaner engines or fuels, that produce less primary and secondary aerosols could potentially significantly decrease atmospheric particle concentrations and their adverse effects. In this study, we used a potential aerosol mass (PAM) chamber to investigate the secondary aerosol formation potential of natural gas engine exhaust. The PAM chamber was used with a constant UV-light voltage, which resulted in relatively long equivalent atmospheric ages of 11 days at most. The studied retro-fitted natural gas engine exhaust was observed to form secondary aerosol. The mass of the total aged particles, i.e., particle mass measured downstream of the PAM chamber, was 6-268 times as high as the mass of the emitted primary exhaust particles. The secondary organic aerosol (SOA) formation potential was measured to be 9-20 mg kg −1 fuel . The total aged particles mainly consisted of organic matter, nitrate, sulfate and ammonium, with the fractions depending on exhaust after-treatment and the engine parameters used. Also, the volatility, composition and concentration of the total aged particles were found to depend on the engine operating mode, catalyst temperature and catalyst type. For example, a high catalyst temperature promoted the formation of sulfate particles, whereas a low catalyst temperature promoted nitrate formation. However, in particular, the concentration of nitrate needed a long time to stabilize -more than half an hour -which complicated the conclusions but also indicates the sensitivity of nitrate measurements on experimental parameters such as emission source and system temperatures. Sulfate was measured to have the highest evaporation temperature, and nitrate had the lowest. The evaporation temperature of ammonium depended on the fractions of nitrate and sulfate in the particles. The average volatility of the total aged particles was measured to be lower than that of primary particles, indicating better stability of the aged natural gas engine-emitted aerosol in the atmosphere. According to the results of this study, the exhaust of a natural gas engine equipped with a catalyst forms secondary aerosol when the atmospheric ages in a PAM chamber are several days long. The secondary aerosol matter has different physical characteristics from those of primary particulate emissions.

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“…Typically, volatile species contain sulphates, nitrates, and organic elements and non-volatile species contain a carbonaceous fraction and ash. The organic fraction contains thousands of compounds including esters, alkenes, ketones, aromatics, and alcohols [41]. The sulphate fraction includes sulphate ions (SO 4 2− ), sulphuric acid (H 2 SO 4 ), and water-soluble sulphates; however, H 2 SO 4 covers the major proportion of this fraction.…”

Section: Particle Compositionmentioning

confidence: 99%

A Review of Particulate Number (PN) Emissions from Gasoline Direct Injection (GDI) Engines and Their Control Techniques

et al. 2018

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Particulate Matter (PM) emissions from gasoline direct injection (GDI) engines, particularly Particle Number (PN) emissions, have been studied intensively in both academia and industry because of the adverse effects of ultrafine PM emissions on human health and other environmental concerns. GDI engines are known to emit a higher number of PN emissions (on an engine-out basis) than Port Fuel Injection (PFI) engines, due to the reduced mixture homogeneity in GDI engines. Euro 6 emission standards have been introduced in Europe (and similarly in China) to limit PN emissions from GDI engines. This article summarises the current state of research in GDI PN emissions (engine-out) including a discussion of PN formation, and the characteristics of PN emissions from GDI engines. The effect of key GDI engine operating parameters is analysed, including air-fuel ratio, ignition and injection timing, injection pressure, and EGR; in addition the effect of fuel composition on particulate emissions is explored, including the effect of oxygenate components such as ethanol.

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Characterization of Particulate Matter Emissions from a Current Technology Natural Gas Engine

Cited by 55 publications

References 31 publications

Real-World Emissions from Modern Heavy-Duty Diesel, Natural Gas, and Hybrid Diesel Trucks Operating Along Major California Freight Corridors

Real-World Emissions from Modern Heavy-Duty Diesel, Natural Gas, and Hybrid Diesel Trucks Operating Along Major California Freight Corridors

Comparison of primary and secondary particle formation from natural gas engine exhaust and of their volatility characteristics

A Review of Particulate Number (PN) Emissions from Gasoline Direct Injection (GDI) Engines and Their Control Techniques

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