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

2017 ◽  
Vol 17 (8) ◽  
pp. 5311-5329 ◽  
Author(s):  
Hilkka Timonen ◽  
Panu Karjalainen ◽  
Erkka Saukko ◽  
Sanna Saarikoski ◽  
Päivi Aakko-Saksa ◽  
...  

Abstract. The effect of fuel ethanol content (10, 85 and 100 %) on primary emissions and on subsequent secondary aerosol formation was investigated for a Euro 5 flex-fuel gasoline vehicle. Emissions were characterized during a New European Driving Cycle (NEDC) using a comprehensive set-up of high time-resolution instruments. A detailed chemical composition of the exhaust particulate matter (PM) was studied using a soot particle aerosol mass spectrometer (SP-AMS), and secondary aerosol formation was studied using a potential aerosol mass (PAM) chamber. For the primary gaseous compounds, an increase in total hydrocarbon emissions and a decrease in aromatic BTEX (benzene, toluene, ethylbenzene and xylenes) compounds was observed when the amount of ethanol in the fuel increased. In regard to particles, the largest primary particulate matter concentrations and potential for secondary particle formation was measured for the E10 fuel (10 % ethanol). As the ethanol content of the fuel increased, a significant decrease in the average primary particulate matter concentrations over the NEDC was found. The PM emissions were 0.45, 0.25 and 0.15 mg m−3 for E10, E85 and E100, respectively. Similarly, a clear decrease in secondary aerosol formation potential was observed with a larger contribution of ethanol in the fuel. The secondary-to-primary PM ratios were 13.4 and 1.5 for E10 and E85, respectively. For E100, a slight decrease in PM mass was observed after the PAM chamber, indicating that the PM produced by secondary aerosol formation was less than the PM lost through wall losses or the degradation of the primary organic aerosol (POA) in the chamber. For all fuel blends, the formed secondary aerosol consisted mostly of organic compounds. For E10, the contribution of organic compounds containing oxygen increased from 35 %, measured for primary organics, to 62 % after the PAM chamber. For E85, the contribution of organic compounds containing oxygen increased from 42 % (primary) to 57 % (after the PAM chamber), whereas for E100 the amount of oxidized organics remained the same (approximately 62 %) with the PAM chamber when compared to the primary emissions.

2016 ◽  
Author(s):  
Hilkka Timonen ◽  
Panu Karjalainen ◽  
Erkka Saukko ◽  
Sanna Saarikoski ◽  
Päivi Aakko-Saksa ◽  
...  

Abstract. The effect of fuel ethanol content (10 %, 85 %, 100 %) on primary emissions and on subsequent secondary aerosol formation was investigated for a EURO5 flex-fuel gasoline vehicle. Emissions were characterized during the New European Driving Cycle (NEDC) using a comprehensive setup of high time resolution instruments. Detailed chemical composition of exhaust particulate matter (PM) was studied using a soot particle aerosol mass spectrometer (SP-AMS) and secondary aerosol formation using a potential aerosol mass (PAM) chamber. For the primary gaseous compounds, an increase in total hydrocarbon emissions and a decrease of aromatic BTEX (benzene, toluene, ethylbenzene and xylenes) compounds was observed when the amount of ethanol in fuel increased. In regard to particles, largest primary particulate matter concentrations and potential to form secondary particles were measured for the E10 fuel (10 % ethanol). As the ethanol content of the fuel increased, a significant decrease in average primary particulate matter concentrations over the NEDC cycle was found, PM emissions being 0.45, 0.25 and 0.15 mg m−3 for E10, E85 and E100, respectively. Similarly, a clear decrease in secondary aerosol formation potential was observed with larger contribution of ethanol in fuel. Secondary to primary PM ratios were 13.4, and 1.5 for E10 and E85, respectively. For E100 a slight decrease in PM mass was observed after the PAM chamber, indicating that the PM produced by secondary aerosol formation was less than the PM lost via e.g. wall losses or degradation of POA in the chamber. For all fuel blends, the formed secondary aerosol consisted mostly of organic compounds. For E10 the contribution of organic compounds containing oxygen increased from 35 %, measured for primary organics, to 62 % after the PAM chamber. For E85 the contribution of organic compounds containing oxygen increased from 42 % (primary) to 57 % (after the PAM chamber), whereas for E100 the amount of oxidized organics remained the same (approximately 62 %) with the PAM chamber when compared to the primary emissions.


2015 ◽  
Vol 117 ◽  
pp. 200-211 ◽  
Author(s):  
R. Suarez-Bertoa ◽  
A.A. Zardini ◽  
S.M. Platt ◽  
S. Hellebust ◽  
S.M. Pieber ◽  
...  

2021 ◽  
Vol 150 ◽  
pp. 106426
Author(s):  
Jie Tian ◽  
Qiyuan Wang ◽  
Yong Zhang ◽  
Mengyuan Yan ◽  
Huikun Liu ◽  
...  

2013 ◽  
Vol 21 (3) ◽  
pp. 590-603 ◽  
Author(s):  
Kyung-ho Ahn ◽  
Anna G. Stefanopoulou ◽  
Mrdjan Jankovic

2019 ◽  
Author(s):  
Jing Duan ◽  
Ru-Jin Huang ◽  
Yongjie Li ◽  
Qi Chen ◽  
Yan Zheng ◽  
...  

Abstract. Secondary aerosol constitutes a large fraction of fine particles in urban air of China. However, its formation mechanisms and atmospheric processes remain largely uncertain despite considerable studies in recent years. To elucidate the seasonal variations of fine particles composition and secondary aerosol formation, an Aerodyne quadrupole aerosol chemical speciation monitor (Q-ACSM) combined with other online instruments were used to characterize the submicron particulate matter (diameter 


2008 ◽  
Vol 80 (1) ◽  
pp. 21-82 ◽  
Author(s):  
Célia A. Alves

In spite of accounting for 10-70% of the atmospheric aerosol mass, particulate-phase organic compounds are not well characterised, and many aspects of aerosol formation and evolution are still unknown. The growing awareness of the impact of particulate aerosols on climate, and the incompletely recognised but serious effects of anthropogenic constituents on air quality and human health, have conducted to several scientific studies. These investigations have provided information about the behaviour of atmospheric particulate matter and the description of the character of its carbonaceous content. The compilation of such results is important as they append to the emergent global-wide dataset of the organic composition of atmospheric aerosols. The contribution of the major emission sources to regional particulate pollution can be diagnosed by using specific molecular markers. This overview is mainly focused on results obtained with gas chromatography coupled with mass spectrometry, since it is the analytical method of choice in elucidating the solvent-extractable organic compounds in atmospheric particulate matter. A synopsis of the selection of organic tracers and the application of geochemical parameters to the analysis of organic constituents as a tool for source apportionment is shown here. Besides the assessment of current knowledge, this paper also presents the identification of further areas of concern.


2021 ◽  
Vol 21 (4) ◽  
pp. 2569-2583
Author(s):  
Rongzhi Tang ◽  
Quanyang Lu ◽  
Song Guo ◽  
Hui Wang ◽  
Kai Song ◽  
...  

Abstract. In the present work, we performed chassis dynamometer experiments to investigate the emissions and secondary organic aerosol (SOA) formation potential of intermediate-volatility organic compounds (IVOCs) from an on-road Chinese gasoline vehicle. High IVOC emission factors (EFs) and distinct volatility distribution were recognized. The IVOC EFs for the China V vehicle ranged from 12.1 to 226.3 mg per kilogram fuel, with a median value of 83.7 mg per kilogram fuel, which was higher than that from US vehicles. Besides, a large discrepancy in volatility distribution and chemical composition of IVOCs from Chinese gasoline vehicle exhaust was discovered, with larger contributions of B14–B16 compounds (retention time bins corresponding to C14-C16 n-alkanes) and a higher percentage of n-alkanes. Further we investigated the possible reasons that influence the IVOC EFs and volatility distribution and found that fuel type, starting mode, operating cycles and acceleration rates did have an impact on the IVOC EF. When using E10 (ethanol volume ratio of 10 %, v/v) as fuel, the IVOC EF of the tested vehicle was lower than that using commercial China standard V fuel. The average IVOC-to-THC (total hydrocarbon) ratios for gasoline-fueled and E10-fueled gasoline vehicles were 0.07±0.01 and 0.11±0.02, respectively. Cold-start operation had higher IVOC EFs than hot-start operation. The China Light-Duty Vehicle Test Cycle (CLTC) produced 70 % higher IVOCs than those from the Worldwide Harmonized Light Vehicles Test Cycle (WLTC). We found that the tested vehicle emitted more IVOCs at lower acceleration rates, which leads to high EFs under CLTC. The only factor that may influence the volatility distribution and compound composition is the engine aftertreatment system, which has compound and volatility selectivity in exhaust purification. These distinct characteristics in EFs and volatility may result in higher SOA formation potential in China. Using published yield data and a surrogate equivalent method, we estimated SOA formation under different OA (organic aerosol) loading and NOx conditions. Results showed that under low- and high-NOx conditions at different OA loadings, IVOCs contributed more than 80 % of the predicted SOA. Furthermore, we built up a parameterization method to simply estimate the vehicular SOA based on our bottom-up measurement of VOCs (volatile organic compounds) and IVOCs, which would provide another dimension of information when considering the vehicular contribution to the ambient OA. Our results indicate that vehicular IVOCs contribute significantly to SOA, implying the importance of reducing IVOCs when making air pollution controlling policies in urban areas of China.


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