Influence of fuel ethanol content on primary emissions and secondary aerosol formation potential for a modern flex-fuel gasoline vehicle

Timonen, Hilkka; Karjalainen, Panu; Saukko, Erkka; Saarikoski, Sanna; Aakko-Saksa, Päivi; Simonen, Pauli; Murtonen, Timo; Maso, Miikka Dal; Kuuluvainen, Heino; Bloss, Matthew; Ahlberg, Erik; Svenningsson, Birgitta; Pagels, Joakim; Brune, William H.; Keskinen, Jorma; Worsnop, Douglas R.; Hillamo, Risto; Rönkkö, Topi

doi:10.5194/acp-17-5311-2017

Cited by 62 publications

(46 citation statements)

References 80 publications

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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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“…Field and laboratory experiments have demonstrated that the presence and properties of nucleation mode particles in vehicle emissions depend on multiple factors, including the vehicle engine and emission after-treatment technologies, driving conditions, used fuels and lubricant oils, and ambient meteorological conditions (e.g. Lee et al 2015, Karjalainen et al 2016b, 2016c, Saliba et al 2017, Timonen et al 2017. A further complication arises from the observations that the nucleation mode particles associated with motor vehicle emissions may contain a non-volatile core (Sgro et al 2008, Lähde et al 2009.…”

Section: Npf Associated With Transportationmentioning

confidence: 99%

Atmospheric new particle formation and growth: review of field observations

Kerminen

Chen

Vakkari

et al. 2018

Environ. Res. Lett.

442

405

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This review focuses on the observed characteristics of atmospheric new particle formation (NPF) in different environments of the global troposphere. After a short introduction, we will present a theoretical background that discusses the methods used to analyze measurement data on atmospheric NPF and the associated terminology. We will update on our current understanding of regional NPF, i.e. NPF taking simultaneously place over large spatial scales, and complement that with a full review on reported NPF and growth rates during regional NPF events. We will shortly review atmospheric NPF taking place at sub-regional scales. Since the growth of newly-formed particles into larger sizes is of great current interest, we will briefly discuss our observation-based understanding on which gaseous compounds contribute to the growth of newly-formed particles, and what implications this will have on atmospheric cloud condensation nuclei formation. We will finish the review with a summary of our main findings and future outlook that outlines the remaining research questions and needs for additional measurements.

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“…However, longer times for the stabilization of the SP-AMS concentration would have been advantageous for the reliability of ammonium and, as a consequence, nitrate particle formation. Karjalainen et al (2016) and Timonen et al (2017) estimated the effect of particle losses in a similar PAM chamber to be small. The particle losses measured by Karjalainen et al (2016) depend on particle size and are below 10 % at the particle sizes with most particle mass.…”

Section: Pam Artifacts and Lossesmentioning

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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Influence of fuel ethanol content on primary emissions and secondary aerosol formation potential for a modern flex-fuel gasoline vehicle

Cited by 62 publications

References 80 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

Atmospheric new particle formation and growth: review of field observations

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

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