Variations of the Particulate Carbon Distribution from a Nonroad Diesel Generator

Liu, Zifei; Lu, Mingming; Birch, M. Eileen; Keener, Tim C.; Khang, Soon-Jai; Liang, Fuyan

doi:10.1021/es048373d

Cited by 47 publications

(29 citation statements)

References 10 publications

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“…For each excavator, the carbonaceous component (OM + EC) was the dominant species. This is consistent with results of a previous study by Liu et al (2005), who reported that the proportions of OC and EC in PM ranged from 70 to 91 % . Because the OC / EC ratio is also used to identify the source of atmospheric particulate pollution, further assessment was performed on these ratios in different operation modes for each excavator (Fig.…”

Section: Particulate Matter Composition For Individual Excavatorsupporting

confidence: 93%

“…The OC / EC ratio during idling was higher than 1 because soot is rarely generated at low temperatures and fuel-rich zones. These results are also consistent with those of Liu et al (2005). Furthermore, Liu et al (2005) reported that the OC / EC ratios decreased with an increase in load for non-road engines.…”

Section: Particulate Matter Composition For Individual Excavatorsupporting

confidence: 90%

“…Furthermore, Liu et al (2005) reported that the OC / EC ratios decreased with an increase in load for non-road engines. Although the trend of OC / EC ratios from idling (low load) to moving (medium load) are consistent with those reported by Liu et al (2005), the OC / EC ratio under working (high load) was higher than those under idling and moving, which agrees with the results reported by Zhang and Balasubramanian (2014). As shown in Fig.…”

Section: Particulate Matter Composition For Individual Excavatormentioning

confidence: 99%

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Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

et al. 2017

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Abstract. With the rapid growth in the number of both non-road and on-road diesel vehicles, the adverse effects of particulate matter (PM) and its constituents on air quality and human health have attracted increasing attentions. However, studies on the characteristics of PM and its composition emitted from diesel vehicles are still scarce, especially under real-world driving conditions. In this study, six excavators and five trucks that provided a wide range of emission standards and operation modes were tested, and PM emissions and their constituents -including organic carbon (OC), elemental carbon (EC), water-soluble ions (WSIs), elements, and organic species like polycyclic aromatic hydrocarbons (PAHs), n-alkanes, and hopanes -as well as steranes were analyzed and characterized. The average emission factors for PM (EF PM ) from excavator and truck emissions were 829 ± 806 and 498 ± 234 mg kg −1 fuel, respectively. EF PM and PM constituents were significantly affected by fuel quality, operational mode, and emission standards. A significant correlation (R 2 = 0.79, p < 0.01) was found between EF PM for excavators and the sulfur contents in fuel. The highest average EF PM for working excavators was 904 ± 979 mg kg −1 fuel as a higher engine load required in this mode. From pre-stage 1 to stage 2, the average EF PM for excavators decreased by 58 %. For trucks, the average nonhighway EF PM at 548 ± 311 mg kg −1 fuel was higher than the highway EF PM at 497 ± 231 mg kg −1 fuel. Moreover, the reduction rates were 63.5 and 65.6 % when switched from China II and III to China IV standards, respectively. Generally, the PM composition emitted from excavators was dominated by OC (39.2 ± 21.0 %) and EC (33.3 ± 25.9 %); PM from trucks was dominated by EC (26.9 ± 20.8 %), OC (9.89 ± 12 %), and WSIs (4.67 ± 5.74 %). The average OC / EC ratios for idling and working excavators were 3 to 4 times higher than those for moving excavators. Although the EF PM for excavators and trucks was reduced with the constraint of regulations, the element fractions for excavators increased from 0.49 % in pre-stage 1 to 3.03 % in stage 2, and the fraction of WSIs for the China IV truck was 5 times higher than the average value of all other-level trucks. Furthermore, as compared with other diesel vehicles, wide ranges were found for excavators of the ratios of benzo operation modes. A comparison of our results with those in the literature revealed that on-board measurement data more accurately reflect actual conditions. Although the fractions of the 16 priority PAHs in PM from the excavator and truck emissions were similar, the equivalent concentrations of total benzo[a]pyrene of excavators were 31 times than that for trucks, implying that more attention should be paid to non-road vehicle emissions.

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Section: Particulate Matter Composition For Individual Excavatorsupporting

confidence: 93%

Section: Particulate Matter Composition For Individual Excavatorsupporting

confidence: 90%

Section: Particulate Matter Composition For Individual Excavatormentioning

confidence: 99%

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Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

et al. 2017

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“…The LSD particles contain a larger percentage of volatile substances than the ULSD particles. Liu et al (2005) suggested that higher fuel sulfur content results in higher concentration of nucleated sulfuric acid particles, which provides larger amount of sites for the condensation of volatile organic compounds. The size resolved particle volatility is compared among the three fuels in Fig.…”

Section: Mass-based Investigation Of Particle Volatilitymentioning

confidence: 99%

Influence of Waste Cooking Oil Biodiesel on the Particulate Emissions and Particle Volatility of a DI Diesel Engine

Tian

Cheung

Huang

2013

Aerosol Air Qual. Res.

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The effect of biodiesel produced from waste cooking oil on the particulate emissions of a direct injection (DI) diesel engine was investigated experimentally and the results were compared with two diesel fuels, namely, an ultra low sulfur diesel fuel with less than 10-ppm-wt of sulfur (ULSD) and a low sulfur diesel fuel with 400-ppm-wt of sulfur (LSD). For each fuel, the number and mass based particle emissions, as well as the particle volatility, were evaluated and compared. The particulate mass emissions were measured with a tapered element oscillating balance (TEOM) and further divided into different size bins using a micro-orifice uniform deposition impactor (MOUDI). The particle number concentration and size distribution were measured with a scanning mobility particle sizer (SMPS). The size-segregated samples collected with the MOUDI were further analyzed with a thermogravimetric analyzer (TGA) to obtain the mass of volatile substances in each size bin. The SMPS was further connected in series with a thermodenuder (TD) to obtain the number concentration and size distribution of non-volatile particles, and hence the number concentration and size distribution of the volatile particles. The results indicate that the biodiesel could effectively reduce the particle mass and number concentrations, including the volatile substances, in all the measured size range, compared with LSD. Compared with ULSD, there is also a reduction in the particle mass and number concentrations, however, a higher concentration of volatile substances was found with the use of biodiesel, which should be a concern in the application of this fuel.

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“…At 100% exhaust flow rate with a gas residence time of approximately 0.1 sec, the removal efficiency of the DPM mass increased from 69 to 83%, and the removal efficiency of the DPM number concentration increased from 67 to 86% when the engine load was reduced from 75 to 0 kW. The effect of decreasing engine power in turn led to a production of lower DPM mass and number concentrations, higher organic carbon (OC) and elemental carbon (EC) fractions, and higher gas-phase HC concentrations [37][38][39] were more pronounced than that of the residence time at a given condition. It is believed that a reduction of DPM mass and number loading to be treated inside the wESP and a change in OC/EC fraction may attenuate the effect of corona current suppression and allow the particles to impart charge more efficiently.…”

Section: Removal Of Dpm Mass and Number Concentrationsmentioning

confidence: 99%

Control of Diesel Gaseous and Particulate Emissions with a Tube-Type Wet Electrostatic Precipitator

2008

JAWMA

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In this study, experiments were performed with a benchscale tube-type wet electrostatic precipitator (wESPs) to investigate its effectiveness for the removal of mass-and number-based diesel particulate matter (DPM), hydrocarbons (HCs), carbon monoxide (CO), and oxides of nitrogen (NO x ) from diesel exhaust emissions. The concentration of ozone (O 3 ) present in the exhaust that underwent a nonthermal plasma treatment process inside the wESP was also measured. A nonroad diesel generator operating at varying load conditions was used as a stationary diesel emission source. The DPM mass analysis was conducted by means of isokinetic sampling and the DPM mass concentration was determined by a gravimetric method. An electrical low-pressure impactor (ELPI) was used to quantify the DPM number concentration. The HC compounds, n-alkanes, and polycyclic aromatic hydrocarbons (PAHs) were collected on a moisture-free quartz filter together with a PUF/XAD/PUF cartridge and extracted in dichloromethane with sonication. Gas chromatography (GC)/ mass spectroscopy (MS) was used to determine HC concentrations in the extracted solution. A calibrated gas combustion analyzer (Testo 350) and an O 3 analyzer were used for quantifying the inlet and outlet concentrations of CO and NO x (nitric oxide [NO] ϩ nitrogen dioxide [NO 2 ]), and O 3 in the diesel exhaust stream. The wESP was capable of removing approximately 67-86% of mass-and number-based DPM at a 100% exhaust volumetric flow rate generated from 0-to 75-kW engine loads. At 75-kW engine load, increasing gas residence time from approximately 0.1 to 0.4 sec led to a significant increase of DPM removal efficiency from approximately 67 to more than 90%. The removal of n-alkanes, 16 PAHs, and CO in the wESP ranged from 31 to 57% and 5 to 38%, respectively. The use of the wESP did not significantly affect NO x concentration in diesel exhaust. The O 3 concentration in diesel exhaust was measured to be less than 1 ppm. The main mechanisms responsible for the removal of these pollutants from diesel exhaust are discussed.

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Variations of the Particulate Carbon Distribution from a Nonroad Diesel Generator

Cited by 47 publications

References 10 publications

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

Measurement of PM and its chemical composition in real-world emissions from non-road and on-road diesel vehicles

Influence of Waste Cooking Oil Biodiesel on the Particulate Emissions and Particle Volatility of a DI Diesel Engine

Control of Diesel Gaseous and Particulate Emissions with a Tube-Type Wet Electrostatic Precipitator

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