Effects of driving conditions on secondary aerosol formation from a GDI vehicle using an oxidation flow reactor

Kuittinen, Niina; McCaffery, Cavan; Peng, Weihan; Zimmerman, Stephen; Roth, Patrick; Simonen, Pauli; Karjalainen, Panu; Keskinen, Jorma; Cocker, David R.; Durbin, Thomas D.; Rönkkö, Topi; Bahreini, R.; Karavalakis, Georgios

doi:10.1016/j.envpol.2021.117069

Cited by 15 publications

(20 citation statements)

References 54 publications

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“…The largest SOA production was observed for NEDC (1.94 mg/mile), followed by LA92 (1.09 mg/mile), FTP (0.96 mg/mile), and Caltrans (0.14 mg/mile). These findings agree well with those of Kuittinen et al [15] when they introduced the exhaust into an oxidation flow reactor as opposed to an environmental chamber. Thus, the different methods to determine the SOA potential of vehicle exhaust, i.e., oxidation flow reactor versus environmental chamber, can be used to detect differences in SOA precursor emissions.…”

Section: Total Secondary Aerosol Composition and Soa Formationsupporting

confidence: 92%

“…For example, Vu et al [13] reported significantly higher ammonium nitrate mass compared to SOA mass formed in a chamber from different GDI vehicles over the LA92 cycle. Kuittinen et al [15] showed elevated formation of nitrate and ammonium aerosols due to the higher NOx and NH 3 emissions, when they tested the same GDI vehicle used in the current study with an oxida-tion flow reactor over similar driving cycles. The largest SOA production was observed for NEDC (1.94 mg/mile), followed by LA92 (1.09 mg/mile), FTP (0.96 mg/mile), and Caltrans (0.14 mg/mile).…”

Section: Total Secondary Aerosol Composition and Soa Formationmentioning

confidence: 75%

“…A recent study found greater emissions of reactive aromatics and alkenes during hot idling conditions of a Euro 4 port-fuel injection (PFI) vehicle representing traffic congestion and higher SOA production when compared to cruising conditions [21]. Other studies utilizing oxidation flow reactors have shown greater SOA formation potential during cold-start cycles compared to hot-start cycles [15,18,22,23].…”

Section: Introductionmentioning

confidence: 99%

“…Primary emissions and secondary aerosol production from gasoline vehicles are greatly affected by driving and engine operating conditions [15][16][17][18]. It has been demonstrated that semivolatile organic compound emissions from gasoline vehicles, such as polycyclic aromatic hydrocarbons, which are known SOA precursors can be influenced by the engine operating conditions, with higher emissions for the cold-start period compared to the hot-stabilized period or highway cruise conditions [14,19].…”

Section: Introductionmentioning

confidence: 99%

“…In rural (or agricultural) areas on the other hand, NH 3 plumes are generated from dairy facilities and fertilizers, which is a particularly severe issue in the San Joaquin Valley of California [25]. The important contribution of gasoline vehicles on the formation of secondary inorganic aerosol (ammonium and nitrate) has been reported by several studies [13,15,24,30]. Vu et al [13] showed greater formation of inorganic aerosol in the form of ammonium nitrate, which dominated the total secondary aerosol mass when they introduced dilute exhaust in a chamber from GDI vehicles operated on the LA92 cycle.…”

Section: Introductionmentioning

confidence: 99%

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Secondary Organic and Inorganic Aerosol Formation from a GDI Vehicle under Different Driving Conditions

et al. 2022

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This study investigated the primary emissions and secondary aerosol formation from a gasoline direct injection (GDI) passenger car when operated over different legislative and real-world driving cycles on a chassis dynamometer. Diluted vehicle exhaust was photooxidized in a 30 m3 environmental chamber. Results showed elevated gaseous and particulate emissions for the cold-start cycles and higher secondary organic aerosol (SOA) formation, suggesting that cold-start condition will generate higher concentrations of SOA precursors. Total secondary aerosol mass exceeded primary PM emissions and was dominated by inorganic aerosol (ammonium and nitrate) for all driving cycles. Further chamber experiments in high temperature conditions verified that more ammonium nitrate nucleates to form new particles, forming a secondary peak in particle size distribution instead of condensing to black carbon particles. The results of this study revealed that the absorption of radiation by black carbon particles can lead to changes in secondary ammonium nitrate formation. Our work indicates the potential formation of new ammonium nitrate particles during low temperature conditions favored by the tailpipe ammonia and nitrogen oxide emissions from gasoline vehicles.

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Section: Total Secondary Aerosol Composition and Soa Formationsupporting

confidence: 92%

Section: Total Secondary Aerosol Composition and Soa Formationmentioning

confidence: 75%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Secondary Organic and Inorganic Aerosol Formation from a GDI Vehicle under Different Driving Conditions

et al. 2022

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Electrohydraulic Power Switching Control for Mechatronics–Electrohydraulic Power Coupling Electric Vehicles Considering Optimal Speed Thresholds

Yang

Zhang²,

Hong

2023

Energy Tech

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Switching between different working modes customarily brings sudden changes in torque and speed, leading to energy wastage for mechatronics‐electro‐hydraulic power coupling electric vehicles. Investigating the effect of vehicle speed thresholds on operating mode switching when working in concert with compound energy sources is timely. Thus, under the constraint of a known reference path, the optimal threshold is determined by weighing the path tracking accuracy and economic performance with the vehicle speed and the accumulator pressure as control variables. Wherein the constraint relationship between the factors is fully elucidated by combining various typical and actual road conditions. The validation results indicate a positive correlation between the starting acceleration capacity and the threshold value for a certain accumulator volume. The optimal speed thresholds under new European driving cycle, China light‐duty vehicle test cycle‐passenger, and actual routes are 4.1, 3.81, and 3.66 m s−1, with state of charge consumption rates of 6.30%, 8.56%, and 4.25%, respectively. More frequent speed switching may lead to excessive hydraulic power wastage, thereby increasing dependence on electrical power. Appropriate threshold setting can effectively enhance path tracking accuracy and hydraulic utilization under unpredictable road conditions. This research may in the future provide theoretical support for the rational control and interconstraint mechanism of energy utilization in hybrid vehicles.

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Insights Into Formation and Aging of Secondary Organic Aerosol From Oxidation Flow Reactors: A Review

Zhang,

Xu,

Lambe

et al. 2024

Curr Pollution Rep

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Effects of driving conditions on secondary aerosol formation from a GDI vehicle using an oxidation flow reactor

Cited by 15 publications

References 54 publications

Secondary Organic and Inorganic Aerosol Formation from a GDI Vehicle under Different Driving Conditions

Secondary Organic and Inorganic Aerosol Formation from a GDI Vehicle under Different Driving Conditions

Electrohydraulic Power Switching Control for Mechatronics–Electrohydraulic Power Coupling Electric Vehicles Considering Optimal Speed Thresholds

Insights Into Formation and Aging of Secondary Organic Aerosol From Oxidation Flow Reactors: A Review

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