The effects of deterioration and technological levels on pollutant emission factors for gasoline light-duty trucks

Fan, Juwang; Yang, Weidong; Chen, Bixin; Li-juan, Zhang; Liu, Jiaoyu; Wang, Jingling; Zhou, Chenhe; Chen, Xuan

doi:10.1080/10962247.2017.1301275

Cited by 11 publications

(5 citation statements)

References 41 publications

(97 reference statements)

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“…This is owing to the improvements in both emission control and engine techniques, , as well as the fact that newer vehicles that meet more stringent emission standards typically have driven fewer kilometers. Previous studies have also observed strong correlations between emission and mileage, which is primarily attributed to the deterioration of the three-way catalyst. − However, a clear decrease from China 4 to China 5 was not observed though China 4 and China 5 vehicles were in general of lower emissions than China 3 vehicles (Figure S9). On one hand, the actual measured EFs of regulated pollutants from China 4 vehicles (Figure S9) in our study in fact met the emission limits set in the China 5 standard (Table S3).…”

Section: Resultsmentioning

confidence: 79%

Obscured Contribution of Oxygenated Intermediate-Volatility Organic Compounds to Secondary Organic Aerosol Formation from Gasoline Vehicle Emissions

Huang,

Hu,

et al. 2024

Environ. Sci. Technol.

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Secondary organic aerosol (SOA) formation from gasoline vehicles spanning a wide range of emission types was investigated using an oxidation flow reactor (OFR) by conducting chassis dynamometer tests. Aided by advanced mass spectrometric techniques, SOA precursors, including volatile organic compounds (VOCs) and intermediate/semivolatile organic compounds (I/SVOCs), were comprehensively characterized. The reconstructed SOA produced from the speciated VOCs and I/SVOCs can explain 69% of the SOA measured downstream of an OFR upon 0.5–3 days’ OH exposure. While VOCs can only explain 10% of total SOA production, the contribution from I/SVOCs is 59%, with oxygenated I/SVOCs (O–I/SVOCs) taking up 20% of that contribution. O–I/SVOCs (e.g., benzylic or aliphatic aldehydes and ketones), as an obscured source, account for 16% of total nonmethane organic gas (NMOG) emission. More importantly, with the improvement in emission standards, the NMOG is effectively mitigated by 35% from China 4 to China 6, which is predominantly attributed to the decrease of VOCs. Real-time measurements of different NMOG components as well as SOA production further reveal that the current emission control measures, such as advances in engine and three-way catalytic converter (TWC) techniques, are effective in reducing the “light” SOA precursors (i.e., single-ring aromatics) but not for the I/SVOC emissions. Our results also highlight greater effects of O–I/SVOCs to SOA formation than previously observed and the urgent need for further investigation into their origins, i.e., incomplete combustion, lubricating oil, etc., which requires improvements in real-time molecular-level characterization of I/SVOC molecules and in turn will benefit the future design of control measures.

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Section: Resultsmentioning

confidence: 79%

Obscured Contribution of Oxygenated Intermediate-Volatility Organic Compounds to Secondary Organic Aerosol Formation from Gasoline Vehicle Emissions

Huang,

Hu,

et al. 2024

Environ. Sci. Technol.

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“…This is due to an absence of continuous measurement data that reflect the effects of "wear and tear" during the accumulated engine hours. However, based on various studies (Chen and Borken-Kleefeld 2014;Pang et al 2014;Ercan et al 2015;Zhang et al 2017), it has been proven that the rate of exhaust emission increases with hours of engine use. Thirdly, the assumed energy intensity and emission factors, coupled with the assumed engine deterioration model, might have resulted in higher calculated values for the operation phase.…”

Section: Comparison Of Resultsmentioning

confidence: 99%

“…Such a simplified deterioration model might prove inadequate for representing real-world processes. For example, Pang et al (2014), Borken-Kleefeld and Chen (2014), Ercan et al 2015, and Zhang et al (2017) showed that engine deterioration and pollutant formation does not propagate linearly. Nevertheless, to the best of our knowledge, there are no alternative distribution models recommended for construction machinery that adequately explain the effect of engine deterioration on the rate of pollutant formation over time.…”

Section: Effective Hourmentioning

confidence: 99%

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Regionalized environmental impacts of construction machinery

Ebrahimi

Wallbaum

Jakobsen

et al. 2020

Int J Life Cycle Assess

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Purpose This study aims to establish a regionalized environmental impact assessment of construction machinery equipped with diesel engines certified by the European emission standard Stage V, and operated in cold climatic zones in Europe. Method The study quantifies potential environmental impacts associated with construction machinery over the entire lifecycle, from extraction of materials to the end-of-life. For the operation phase, a meso-level emission accounting method is applied to quantify tailpipe emissions for certain subcategories of construction machinery. This is achieved by determining the operational efficiency of each machine in terms of effective hours. The quantified emission data are then adjusted based on engine deterioration models to estimate the rate of increase in emissions throughout the lifetime of each machine. Finally, the CML impact assessment method is applied to inventory data to quantify potential environmental impacts. Results The study shows that tailpipe emissions, which largely depend on an engine's fuel consumption, had the largest contribution to environmental impacts in most impact categories. At the same time, there was a positive correlation between the operation weight and the impacts of the machinery. Also, machinery with similar operation weight had relatively similar impact patterns due to similar driving factors and dependencies. In addition, network, sensitivity, and uncertainty analyses were performed to quantify the source of impacts and validate the robustness of the study. Results of the sensitivity analysis showed that the responsiveness of the studied systems is very sensitive to changes in the amount of fuel consumption. In addition, the uncertainty results showed that the domain of uncertainty increased as the operation weight subcategory of machinery increased. Conclusion This study extends previous work on the life cycle assessment (LCA) of construction machinery, and the methodology developed provides a basis for future extension and improvement in this field. The use of effective hours as the unit of operational efficiency helps to resolve uncertainties linked to lifetime and annual operation hours. Also, the obtained results can be of use for decision support and for assessing the impacts of transition from fossil fuels to alternative fuel types.

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“…Numerous previous studies have shown that many factors, such as vehicle age and mileage [20], engine technology [21], ambient temperature [22] and inspection and maintenance (I/M) could have a great influence on vehicle exhaust emissions [23]. Heavy duty operation, high mileage and the lack of proper maintenance lead to higher vehicle emissions, resulting in deterioration of the engine and catalyst, and ultimately increased emissions from vehicles in use [24]. To control vehicle exhausts pollution and improve urban air quality, the national government has implemented many control measures, including promoting clean transportation fuel, improving exhaust gas post-treatment technology and formulating strict emission standards.…”

Section: Introductionmentioning

confidence: 99%

Characterization of Exhaust CO, HC and NOx Emissions from Light-Duty Vehicles under Real Driving Conditions

Hui

Wang

et al. 2021

Atmosphere

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On-road exhaust emissions from light-duty vehicles are greatly influenced by driving conditions. In this study, two light-duty passenger cars (LDPCs) and three light-duty diesel trucks (LDDTs) were tested to investigate the on-road emission factors (EFs) with a portable emission measurement system. Emission characteristics of carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxides (NOx) emitted from vehicles at different speeds, accelerations and vehicle specific power (VSP) were analyzed. The results demonstrated that road conditions have significant impacts on regulated gaseous emissions. CO, NOx, and HC emissions from light-duty vehicles on urban roads increased by 1.1–1.5, 1.2–1.4, and 1.9–2.6 times compared with those on suburban and highway roads, respectively. There was a rough positive relationship between transient CO, NOx, and HC emission rates and vehicle speeds, while the EFs decreased significantly with the speed decrease when speed ≤ 20 km/h. The emissions rates of NOx and HC tended to increase and then decrease as the acceleration increased and the peak occurred at 0 m/s2 without considering idling conditions. For HC and CO, the emission rates were low and changed gently with VSP when VSP < 0, while emission rates increased gradually with the VSP increase when VSP > 0. For NOx NOx emission rates were lower and had no obvious change when VSP < 0. However, NOx emissions were positively correlated with VSP, when VSP > 0.

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The effects of deterioration and technological levels on pollutant emission factors for gasoline light-duty trucks

Cited by 11 publications

References 41 publications

Obscured Contribution of Oxygenated Intermediate-Volatility Organic Compounds to Secondary Organic Aerosol Formation from Gasoline Vehicle Emissions

Obscured Contribution of Oxygenated Intermediate-Volatility Organic Compounds to Secondary Organic Aerosol Formation from Gasoline Vehicle Emissions

Regionalized environmental impacts of construction machinery

Characterization of Exhaust CO, HC and NOx Emissions from Light-Duty Vehicles under Real Driving Conditions

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