Abstract
Abstract. Changes in engine technologies and after-treatment devices can profoundly alter the chemical composition of the emitted pollutants. To investigate these effects, we characterized the emitted particles' chemical composition of three diesel and four gasoline Euro 5 light-duty vehicles tested at a chassis dynamometer facility. The dominant emitted species was black carbon (BC) with emission factors (EFs) varying from 0.2 to 7.1 mg km−1 for direct-injection gasoline (GDI) vehicles, from 0.02 to 0.14 mg km−1 for port fuel injection (PFI) vehicles, and 0.003 to 0.9 mg km−1 for diesel vehicles. The organic matter (OM) EFs varied from 5 to 103 µg km−1 for GDI gasoline vehicles, from 1 to 8 µg km−1 for PFI vehicles, and between 0.15 and 65 µg km−1 for the diesel vehicles. The first minutes of cold-start cycles contributed the largest PM fraction including BC, OM, and polycyclic aromatic hydrocarbons (PAHs). Using a high-resolution time-of-flight mass spectrometer (HR-ToF-AMS), we identified more than 40 PAHs in both diesel and gasoline exhaust particles including methylated, nitro, oxygenated, and amino PAHs. Particle-bound PAHs were 4 times higher for GDI than for PFI vehicles. For two of the three diesel vehicles the PAH emissions were below the detection limit, but for one, which presented an after-treatment device failure, the average PAHs EF was 2.04 µg km−1, similar to the GDI vehicle's values. During the passive regeneration of the catalysed diesel particulate filter (CDPF) vehicle, we measured particles of diameter around 15 nm mainly composed of ammonium bisulfate. Transmission electron microscopy (TEM) images revealed the presence of ubiquitous metal inclusions in soot particles emitted by the diesel vehicle equipped with a fuel-borne-catalyst diesel particulate filter (FBC-DPF). X-ray photoelectron spectroscopy (XPS) analysis of the particles emitted by the PFI vehicle showed the presence of metallic elements and a disordered soot surface with defects that could have consequences on both chemical reactivity and particle toxicity. Our findings show that different after-treatment technologies have an important effect on the emitted particles' levels and their chemical composition. In addition, this work highlights the importance of particle filter devices' condition and performance.
Highlights
On-road diesel and gasoline vehicles are an important source of urban air pollution, releasing fine particulate matter (PM1) and gaseous pollutants into the atmosphere
GDI2 particulate mass concentrations in the exhaust flow were measured during Worldwide Harmonized Light Vehicles Cycle (WLTC) (Fig. S2): black carbon (BC) contributed 83 %–98 % to the total PM mass, while the organic fraction ranged from 1.8 % to 14 % of the PM
The analysis revealed a soot sample dominated by sp2 hybridized carbon, the absence of the usual shakeup line associated with graphitic structures, and a significant “defect” contribution associated with carbon vacancies (Barinov et al, 2009), which indicates a significant concentration of carbon radical defects (Levi et al, 2015)
Summary
On-road diesel and gasoline vehicles are an important source of urban air pollution, releasing fine particulate matter (PM1) and gaseous pollutants into the atmosphere E. Kostenidou et al.: Emissions from Euro 5 diesel and gasoline vehicles. Light-duty vehicle pollutants have been associated with adverse effects on human health, inducing cardiovascular, respiratory, and cognitive diseases (Hime et al, 2018, and references therein). Modern vehicles produce CO2 and BC, which impact the climate (Lelieveld et al, 2019). In recent years vehicle emissions have received a great deal of attention. Different approaches have been used for their quantification, including tunnel studies (Grieshop et al, 2006; Lawrence et al, 2013; Dallmann et al, 2014; Smit et al, 2017), remote sensing or roadside measurements (Jimenez et al, 2000; Peitzmeier et al, 2017; Ropkins et al, 2017), on-road (chase) measurements (Canagaratna et al, 2004; Morawska et al, 2007; Hudda et al, 2013; Karjalainen et al, 2014), on-board measurements (Huo et al, 2012; Chikhi et al, 2014), and chassis dynamometer facilities (e.g., Andersson et al, 2014; Collier et al, 2015; Karjalainen et al, 2014; Saliba et al, 2017; Jaworski et al, 2018; R’Mili et al, 2018)
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