Will Aerosol Hygroscopicity Change with Biodiesel, Renewable Diesel Fuels and Emission Control Technologies?

The use of biodiesel and renewable diesel fuels in compression ignition engines and aftertreatment technologies may affect vehicle exhaust emissions. In this study two 2012 light-duty vehicles equipped with direct injection diesel engines, diesel oxidation catalyst (DOC), diesel particulate filter (DPF), and selective catalytic reduction (SCR) were tested on a chassis dynamometer. One vehicle was tested over the Federal Test Procedure (FTP) cycle on seven biodiesel and renewable diesel fuel blends. Both vehicles were exercised over double Environmental Protection Agency (EPA) Highway fuel economy test (HWFET) cycles on ultralow sulfur diesel (ULSD) and a soy-based biodiesel blend to investigate the aerosol hygroscopicity during the regeneration of the DPF. Overall, the apparent hygroscopicity of emissions during nonregeneration events is consistently low (κ < 0.1) for all fuels over the FTP cycle. Aerosol emitted during filter regeneration is significantly more CCN active and hygroscopic; average κ values range from 0.242 to 0.439 and are as high as 0.843. Regardless of fuel, the current classification of “fresh” tailpipe emissions as nonhygroscopic remains true during nonregeneration operation. However, aftertreatment technologies such as DPF, will produce significantly more hygroscopic particles during regeneration. To our knowledge, this is the first study to show a significant enhancement of hygroscopic materials emitted during DPF regeneration of on-road diesel vehicles. As such, the contribution of regeneration emissions from a growing fleet of diesel vehicles will be important

A Unique Online Method to Infer Water-Insoluble Particle Contributions

<div><p>Particle number, size, and composition information is important for constraining aerosol effects on air quality, climate, and health. The composition of particles, especially from vehicular sources, may contain insoluble black carbon (BC) materials that modify particle nucleating properties. In this study, we develop a method to provide quantitative and real-time information on the water-insoluble components found in near-road aerosol sources. A water-based condensation particle counter (W-CPC) and a butanol-based CPC (B-CPC) were used to measure the particle number concentration. Both instruments were coupled with a scanning mobility particle sizer (SMPS) to record the particle number and size data. Real time water-insoluble particle mass was estimated from the difference in particle number concentration between the two CPCs; theoretical water-insoluble mass was calculated from the ideal hygro- scopicity single parameter <b>κ</b>-values. This online method was calibrated with test compounds and then applied to data collected from a field study. Ambient aerosol was sampled from a monitoring station located 15 m from the I-710 freeway in Long Beach, California. The results show that near-roadway emissions contain water-insoluble (BC and non-BC) components. Particle number and BC concentrations increase after changes in wind direction near the freeway on both weekday and weekend measurements. Particles were less hygroscopic (<b>κ</b> ∼ 0.2) before changes in wind direction from downwind to upwind of the freeway (<b>κ</b> > 0.6). Rapid changes in water-solubility can be captured with this technique. By assuming a two-component mixture, the water-insoluble mass fractions were inferred. BC shows a positive correlation with the water-insoluble mass however its presence may not account for the entire water-insoluble mass from the near-roadway source.</p><p>Copyright 2014 American Association for Aerosol Research</p></div

Evaluating the Effects of Aromatics Content in Gasoline on Gaseous and Particulate Matter Emissions from SI-PFI and SIDI Vehicles

We assessed the emissions response of a fleet of seven light-duty gasoline vehicles for gasoline fuel aromatic content while operating over the LA92 driving cycle. The test fleet consisted of model year 2012 vehicles equipped with spark-ignition (SI) and either port fuel injection (PFI) or direct injection (DI) technology. Three gasoline fuels were blended to meet a range of total aromatics targets (15%, 25%, and 35% by volume) while holding other fuel properties relatively constant within specified ranges, and a fourth fuel was formulated to meet a 35% by volume total aromatics target but with a higher octane number. Our results showed statistically significant increases in carbon monoxide, nonmethane hydrocarbon, particulate matter (PM) mass, particle number, and black carbon emissions with increasing aromatics content for all seven vehicles tested. Only one vehicle showed a statistically significant increase in total hydrocarbon emissions. The monoaromatic hydrocarbon species that were evaluated showed increases with increasing aromatic content in the fuel. Changes in fuel composition had no statistically significant effect on the emissions of nitrogen oxides (NO_<i>x</i>), formaldehyde, or acetaldehyde. A good correlation was also found between the PM index and PM mass and number emissions for all vehicle/fuel combinations with the total aromatics group being a significant contributor to the total PM index followed by naphthalenes and indenes

Assessing the Impacts of Ethanol and Isobutanol on Gaseous and Particulate Emissions from Flexible Fuel Vehicles

This study investigated the effects of higher ethanol blends and an isobutanol blend on the criteria emissions, fuel economy, gaseous toxic pollutants, and particulate emissions from two flexible-fuel vehicles equipped with spark ignition engines, with one wall-guided direct injection and one port fuel injection configuration. Both vehicles were tested over triplicate Federal Test Procedure (FTP) and Unified Cycles (UC) using a chassis dynamometer. Emissions of nonmethane hydrocarbons (NMHC) and carbon monoxide (CO) showed some statistically significant reductions with higher alcohol fuels, while total hydrocarbons (THC) and nitrogen oxides (NO_<i>x</i>) did not show strong fuel effects. Acetaldehyde emissions exhibited sharp increases with higher ethanol blends for both vehicles, whereas butyraldehyde emissions showed higher emissions for the butanol blend relative to the ethanol blends at a statistically significant level. Particulate matter (PM) mass, number, and soot mass emissions showed strong reductions with increasing alcohol content in gasoline. Particulate emissions were found to be clearly influenced by certain fuel parameters including oxygen content, hydrogen content, and aromatics content

Understanding particles emitted from spray and wall-guided gasoline direct injection and flex fuel vehicles operating on ethanol and iso-butanol gasoline blends

<p>Traffic-related pollutants are an ever-growing concern. However, the composition of particle emissions from new vehicle technologies using relevant current and prospective fuel blends is not known. This study tested four current and up-and-coming vehicle technologies with nine fuel blends with various concentrations of ethanol and iso-butanol. Vehicles were driven on both the federal test procedure (FTP) and the unified cycle (UC). Additional tests were conducted under steady-state speed conditions. The vehicle technologies include spray-guided gasoline direct injection (SG-GDI), wall-guided gasoline direct injection (WG-GDI), port-fuel injection flex fuel vehicle (PFI-FFV), and a wall-guided GDI-FFV. The fuels consisted of 10–83% ethanol and 16–55% iso-butanol in gasoline. The composition of soot, water-insoluble mass (WIM), water-soluble organic mass, and water-insoluble organic mass (WIOM), and OM was measured. The majority of emissions over FTP and UC were water-insoluble (>70%), and WIOM contributes mostly to OM. PFIs have lower soot and particulate matter (PM) emissions in comparison to the WG-GDI technology even while increasing the renewable fuel content. SG-GDI technology, which has not penetrated the market, show promise as soot and PM emissions are comparable to PFI vehicles while preserving the GDI fuel economy benefits. The WIM fraction in GDI-FFV consistently increased with increasing ethanol concentration. Lastly, the impact of the future vehicle emissions and traffic pollutants is discussed. SG-GDI technology is found to be a promising sustainable technology to enhance fuel economy and also reduce PM, soot, and WIM emissions.</p> <p>Copyright © 2017 American Association for Aerosol Research</p