Catalytic Stripper Research Articles

Generation, characterization, and toxicological assessment of reference ultrafine soot particles with different organic content for inhalation toxicological studies

Ultrafine particles (UFP) are the smallest atmospheric particulate matter linked to air pollution-related diseases. The extent to which UFP's physical and chemical properties contribute to its toxicity remains unclear. It is hypothesized that UFP act as carriers for chemicals that drive biological responses. This study explores robust methods for generating reference UFP to understand these mechanisms and perform toxicological tests.Two types of combustion-related UFP with similar elemental carbon cores and physical properties but different organic loads were generated and characterized. Human alveolar epithelial cells were exposed to these UFP at the air-liquid interface, and several toxicological endpoints were measured. UFP were generated using a miniCAST under fuel-rich conditions and immediately diluted to minimize agglomeration. A catalytic stripper and charcoal denuder removed volatile gases and semi-volatile particles from the surface. By adjusting the temperature of the catalytic stripper, UFP with high and low organic content was produced.These reference particles exhibited fractal structures with high reproducibility and stability over a year, maintaining similar mass and number concentrations (100 μg/m3, 2.0·105 #/cm3) and a mean particle diameter of about 40 nm. High organic content UFP had significant PAH levels, with benzo[a]pyrene at 0.2 % (m/m). Toxicological evaluations revealed that both UFP types similarly affected cytotoxicity and cell viability, regardless of organic load. Higher xenobiotic metabolism was noted for PAH-rich UFP, while reactive oxidation markers increased when semi-volatiles were stripped off. Both UFP types caused DNA strand breaks, but only the high organic content UFP induced DNA oxidation.This methodology allows modification of UFP's chemical properties while maintaining comparable physical properties, linking these variations to biological responses.

Characterization of in-cylinder spatiotemporal flame and solid particle emissions for ethanol-gasoline blended in gasoline direct injection engines

Stricter regulations for internal combustion engines have necessitated the inclusion of eco-friendly fuels with conventional ones to reduce gas and solid emissions. Gasoline direct injection (GDI) engines, however, have been found to produce more particle number and mass emissions than port fuel injection engines. To address this, bioethanol fuel has been selected as an additive eco-friendly fuel for gasoline, with the aim of reducing particle emissions. In this study, we quantitatively characterize in-cylinder spatiotemporal flame to feature combustion performance and particle emissions for ethanol fuel in the GDI combustion chamber. We examined three engine combustion modes differed in equivalence ratio and injection strategy to produce various combustion results to quantify combustion performance and particle emission characteristics. Using an eight-channel non-intrusive flame luminosity sensor in one cylinder, we measured the flame front and its propagation direction. At the tailpipe, we measured particulate emissions using an engine exhaust particle sizer and a micro soot sensor coupled with a catalytic stripper that removed semi-volatile compounds. Our study found that increasing ethanol fuel content for different combustion modes resulted in distinct combustion and flame development. The particle size distribution also showed different patterns at each combustion mode, depending on the ethanol content. Lean combustion modes yielded high diffusion flame intensity compared to stoichiometric combustion mode, which resulted in a larger amount of particle formation. The physical properties of ethanol fuel were found to predominantly determine the fuel-air mixture quality, combustion process, and flame development at each combustion mode. An increase in ethanol fuel content at lean-homogeneous mode resulted in higher diffusion flame intensity and larger particle emissions. Our comparative study of flame and solid particles for ethanol fuel content improves the understanding of in-cylinder combustion processes and their correlations.

Comprehensive characterization of particulate matter emissions produced by a liquid-fueled miniCAST burner

Soot particles generated by a liquid-fueled miniCAST burner, supplied with diesel B7, was characterized for the first time over a total of 34 operating points covering an overall equivalence ratio ( ϕ) range of 0.103-1.645. To characterize the gas and particulate phase emissions, electron microscopy images, mobility-equivalent size distributions and mass concentration of the soot aggregates were recorded, and optical extinction/absorption coefficients of the exhaust were measured. The burner produces soot aggregates with geometric mean diameter size in the range 45-105 nm with primary particle size in the range 18-39 nm. The Ångström absorption exponent ( α) was evaluated in the range 400-1000 nm and was found to increase with ϕ and vary in the range 1.05-2.25. The interposition of a catalytic stripper in the sampling line was found to (i) flatten the shape of the size distribution of aggregates, (ii) oxidize most of the gas phase thus impacting optical extinction coefficients particularly below 400 nm and (iii) decrease α. The soot volume fraction ( fv) was determined by three independent methods: optical absorption, mass deposit and mobility size distribution combined with morphology data. fv evaluated from size mobility data accounting for morphological aspects agreed within 13% with fv measured optically and within 25% with fv evaluated from mass concentration measurements. The precise methodology developed to characterize engine-like soot particles produced by a liquid-fueled miniCAST can now be transposed to study other regular, renewable, and surrogate liquid fuels to investigate their physical and optical properties before considering their large-scale use.

Investigating the Effect of Volatiles on Sub-23 nm Particle Number Measurements for a Downsized GDI Engine with a Catalytic Stripper and Digital Filtering

Recent efforts of both researchers and regulators regarding particulate emissions have focused on the contribution and presence of sub-23 nm particulates. Despite being previously excluded from emissions legislation with the particle measurement programme (PMP), the latest regulatory proposals suggest lowering the cut-off sizes for counting efficiencies and the use of catalytic strippers to include solid particles in this size range. This work investigated particulate emissions of a 1.0 L gasoline direct injection (GDI) engine using a differential mobility spectrometer (DMS) in combination with a catalytic stripper. Direct comparison of measurements taken with and without the catalytic stripper reveals that the catalytic stripper noticeably reduced variability in sub-23 nm particle concentration measurements. A significant portion of particles in this size regime remained (58–92%), suggesting a non-volatile nature for these particles. Digital filtering functions for imposing defined counting efficiencies were assessed with datasets acquired with the catalytic stripper; i.e., particle size distributions (PSDs) with removed volatiles. An updated filtering function for counting efficiency thresholds of d65 = 10 nm and d90 = 15 nm showed an increase in particulate numbers between 1.5% and up to 11.2%, compared to the closest previous digital filtering function. However, this increase is highly dependent on the underlying PSD. For a matrix of operating conditions (1250 to 2250 rpm and fast-idle to 40 Nm brake torque), the highest emissions occurred at fast-idle 1250 rpm with 1.93 × 108 #/cm3 using the updated filtering function and catalytic stripper. This setup showed an increase in particulate number of +27% to +390% over the test matrix when compared to DMS measurements without the catalytic stripper and applied counting efficiency thresholds of d50 = 23 nm and d90 = 41.

Evidence for Anthropogenic Organic Aerosols Contributing to Ice Nucleation

AbstractThe role of organic aerosols (OA) as ice nucleating particles (INPs) deserves attention because of their high atmospheric abundance. The low concentration of INPs poses challenges in identifying the ice nucleation (IN) of OA among a mix of aerosol types in ambient environment. This study coupled a catalytic stripper system (350°C heating) with a continuous flow diffusion chamber to online investigate the immersion INPs of ambient particles at −30°C at a suburban site. Significant reduction (71 ± 25%) of INP concentrations after evaporation suggested that INPs can be significantly contributed by volatile OA. In addition, nonvolatile OA were more efficient INPs than black carbon. Oxygenated OA by photooxidation and lower ambient promoted the IN activity at noon, when the OA may be more viscous. These results hereby present the first field evidence that OA in anthropogenically influenced regions can be efficient INPs well above the homogeneous IN temperature.

Linking operating conditions of a GDI engine to the nature and nanostructure of ultrafine soot particles

Sub-23 nm particulate emissions from internal combustion engines have become a topic of interest for research and legislative regulations in recent years. Many studies focused on electrical mobility measurements of soot particles, but few works employed additional techniques that do not rely on equivalent diameters. In this work, exhaust-sampled soot from a 1.0 L gasoline direct injection engine was analysed by transmission electron microscopy (TEM). Three operating conditions were assessed: 1500 rpm fast-idle, 1500 rpm with 40 Nm and 1750 rpm with 20 Nm brake torque. A distinct mode of sub-10 nm particulates was found equally distributed on some sections of the TEM grids for all three conditions. These particulates appeared to be stable under the electron beam, suggesting a non-volatile nature. Differential mobility spectrometer measurements with and without catalytic stripper suggested the presence of volatiles but also indicated high levels of solid sub-23 nm particulates. Furthermore, more fractal soot agglomerates consisting of several primary particles were also observed by TEM. The nanostructure of primary particles exhibited mainly core-shell nanostructures for all operating conditions. An additional amorphous layer was observed surrounding primary particles for 1500 rpm fast-idle. Amorphous particulates and crystalline regions in agglomerates were identified for 1750 rpm with 20 Nm brake torque. Fringe analysis of the nanostructures was conducted for all three samples, with preliminary findings indicating similar fringe lengths of ca. 1.04 nm and tortuosity values of around 1.16.

Sub-23 nm Particle Emissions from China-6 GDI Vehicle: Impacts of Drive Cycle and Ambient Temperature

Both the EU and China are evaluating the feasibility of lowering the detection limit of particle number (PN) measurement to 10 nm in future legislations, making it necessary to better understand the sub-23 nm particle emission characteristics from state-of-the-art vehicles. In this study, solid PN emissions with a diameter larger than 10 nm and 23 nm (known as SPN10 and SPN23) were compared over the WLTC, RTS95, and a so-called “worst-case” real driving emission (RDE) cycle (highly dynamic/0 °C) using two certification-level particle number counters (PNCs) employing evaporation tube (ET) and catalytic stripper (CS) as volatile particle remover (VPR). The results show that SPN10 emissions were 31.7%, 27.8%, and 15.2% higher than SPN23 over the WLTC, RTS95, and laboratory RDE cycles. Sub-23 nm particles were almost not identified within the engine cold-start phase and tended to be a hot-running pollutant favored by aggressive driving styles (frequent accelerations and high engine loads), fuel-cut during decelerations, and long idles. Lower testing temperature delayed the light-off of catalyst and, therefore, significantly reduced the formation of sub-23 nm particles within the engine warm-up stage. Lowering the detection limit to 10 nm is deemed to provide more public health protection since it will guide manufacturers to pay more attention to vehicle hot-running emissions.

Differentiating Semi-Volatile and Solid Particle Events Using Low-Cost Lung-Deposited Surface Area and Black Carbon Sensors

Low-cost particle sensors have proven useful in applications such as source apportionment, health, and reactivity studies. The benefits of these instruments increase when used in parallel, as exemplified with a 3-month long deployment in an urban background site. Using two lung-deposited surface area (LDSA) instruments, a low-cost method was developed to assess the solid component of an aerosol by applying a catalytic stripper to the inlet stream of one LDSA instrument, resulting in only the solid fraction of the sample being measured (LDSAc). To determine the semi-volatile fraction of the sample, the LDSAC was compared to the LDSA without a catalytic stripper, thus measuring all particles (LDSAN). The ratio of LDSA (LDSAC/LDSAN) was used to assess the fraction of solid and semi-volatile particles within a sample. Here, a low ratio represents a high fraction of semi-volatile particles, with a high ratio indicating a high fraction of solid particles. During the 3-month urban background study in Birmingham, UK, it is shown that the LDSA ratios ranged from 0.2–0.95 indicating a wide variation in sources and subsequent semi-volatile fraction of particles. A black carbon (BC) instrument was used to provide a low-cost measure of LDSA to BC ratio. Comparatively, the LDSA to BC ratios obtained using low-cost sensors showed similar results to high-cost analyses for urban environments. During a high LDSAC/LDSAN ratio sampling period, representing high solid particle concentrations, an LDSA to BC probability distribution was shown to be multimodal, reflecting urban LDSA to BC ratio distributions measured with laboratory-grade instrumentation. Here, a low-cost approach for data analyses presents insight on particle characteristics and insight into PM composition and size, useful in source apportionment, health, and atmospheric studies.

Characterization of brake particles emitted from non-asbestos organic and low-metallic brake pads under normal and harsh braking conditions

The physicochemical characteristics of micro- and nano-sized brake particles emitted from non-asbestos organic (NAO) and low-metallic (LM) brake pads were investigated under normal and harsh braking conditions using a brake dynamometer. Under normal braking conditions, 28% and 12% of the total wear mass of brake pad and disc was emitted as PM10 and PM2.5, respectively. Overall, the LM pad emitted 4 times higher brake wear PM than the NAO pad. There was no difference in the morphology of brake wear particles (BWPs) according to pad type from the two pad types. BWPs emitted from the NAO pad were mainly composed of Fe oxide and potassium hexatitanate particles, whereas BWPs from the LM pad were almost entirely of Fe oxide particles. Even when the critical pad temperature was not reached, nanoparticles 80–200 nm in size were emitted from both pad types, and the emission concentration of the LM pad was 3–4 times higher than that of the NAO pad. When the pad temperature exceeded the critical temperature by repeated harsh braking, high particle number (PN) concentrations of volatile nanoparticles were measured. Brake nanoparticles 10–50 nm in size formed out of 10 nm sized particles through volatilization and nucleation. Notably, the PN concentration of volatile NAO pad nanoparticles was 3–4 times higher than that of LM pad nanoparticles due to a higher organic fraction in NAO pads. Volatile nanoparticles smaller than 50 nm could be efficiently removed using volatile particle removers such as an evaporation tube and a catalytic stripper, and the evaporation tube had a higher removal efficiency of volatile nanoparticle than the catalytic stripper. Scanning transmission electron microscopy and energy dispersive spectroscopy analysis showed that nanoparticles of size around 50 nm were round and adhered to larger particles.

Detailed Characterization of Solid and Volatile Particle Emissions of Two Euro 6 Diesel Vehicles

The solid particle number emissions of Diesel vehicles are very low due to the particulate filters as exhaust aftertreatment devices. However, periodically, the trapped particles are oxidized (i.e., active regeneration) in order to keep the backpressure at low levels. The solid particle number emissions during regenerations are only partly covered by the regulations. Many studies have examined the emissions during regenerations, but their contribution to the overall emissions has not been addressed adequately. Furthermore, the number concentration of volatile particles, which is not included in the regulations, can be many of orders of magnitude higher. In this study, the particulate emissions of two light-duty Euro 6 vehicles were measured simultaneously at the tailpipe and the dilution tunnel. The results showed that the weighted (i.e., considering the emissions during regeneration) solid particle number emissions remained well below the applicable limit of 6 × 1011 #/km (solid particles > 23 nm). This was true even when considering solid sub-23 nm particles. However, the weighted volatile particle number emissions were many orders of magnitude higher, reaching up to 3 × 1013 #/km. The results also confirmed the equivalency of the solid particle number results between tailpipe and dilution tunnel locations. This was not the case for the volatile particles which were strongly affected by desorption phenomena. The high number of volatiles during regenerations even interfered with the 10 nm solid particle number measurements at the dilution tunnel, even though a catalytic stripper equipped instrument was also used in the dilution tunnel.

A comparative study on effective density, shape factor, and volatile mixing of non-spherical particles using tandem aerodynamic diameter, mobility diameter, and mass measurements

Combustion-generated particles are typically non-spherical (soot aggregates) and sometimes mixed with organic compounds (e.g. in vehicle emissions). The effective density, dynamic shape factor, and volatile mixing of particles are widely studied using aerosol instruments that measure the particle mobility diameter, aerodynamic diameter, and mass. In theory, any of these three physical properties can be obtained from a combination of the other two. In the present study, a tandem arrangement of aerodynamic aerosol classifier (AAC; measuring aerodynamic diameter), differential mobility analyzer (DMA; measuring mobility diameter), optional catalytic stripper (CS), and centrifugal particle mass analyzer (CPMA; measuring particle mass) was used to study the effective density, dynamic shape factor, and volatile mixing of non-spherical non-homogenous particles. In terms of mass, the vast majority of the particles were purely semi-volatile mixed with soot with and without semi-volatile coating. The effective density of polydisperse non-stripped particles was relatively constant (indicating nearly spherical particles), while that of polydisperse stripped particles decreased from ∼1200 to ∼800 kg/m3 as the particle size increased (indicating a compact structure). The effective density of monodisperse particles, measured by DMA-CPMA, AAC-DMA, and AAC-CPMA methods, was consistent within the measurement uncertainty; however, the latter method had larger discrepancy with the other two methods, particularly for non-spherical particles. The dynamic shape factor, measured by AAC-CPMA and DMA-CPMA methods, increased with the mobility diameter, a trend also supported by electron micrographs. The volatile mass fraction of particles decreased as their mobility diameter increased, with smaller particles having volatile mass fraction of ∼20%. This result was further confirmed by chemical characterization of size-selected particles, proving the robustness of online aerosol measurements.

IVOC/SVOC and size distribution characteristics of particulate matter emissions from a modern aero-engine combustor in different operational modes

The particulate matter (PM) of Intermediate-Volatile Organic Compounds (IVOC) / Semi-Volatile Organic Compound (SVOC) from aircraft engine emissions, despite being significant precursors of secondary organic aerosols deteriorating air quality in the vicinity of airports, have not been fully investigated at molecular level. In this study, the particulate IVOC/SVOC emissions from a rig test on a Technology of Low Emission Stirred Swirl aero-engine combustor, being operated with dual diffusion and premixed-dominant combustion modes, have been characterized via a two-dimensional gas chromatography-time of flight mass spectrometer (GC × GC-ToFMS). The IVOC/SVOC compounds, including 25n-alkanes, 15 cyclic alkanes and 13 polycyclic aromatic hydrocarbons were analyzed in this study. We found that including the premixed-dominant combustion mode at climb/takeoff conditions reduced the particulate IVOC/SVOC emissions significantly by nearly 80%, compared to using the diffusion combustion mode alone at idle/approach condition. Meanwhile, the measurements on organic PM obtained from a scanning mobility particle sizer spectrometer with a catalytic stripper demonstrated a consistent trend with the the IVOC/SVOC emissions, which were also suppressed by over 85% at climb/takeoff compared to idle/approach. The inter-relationship between the size-resolved organic PM and the speciated IVOC/SVOC emissions has been further explored, showing that the nucleation mode PM is dominated in organic PM by over 50%, in which IVOCs/SVOCs may be a significant contributor. This study expands the understanding of aviation-emitted organic particles, and suggests a path for future aero-engine development to mitigate the IVOC/SVOC emissions particularly at low power conditions. However, compared to the real aero-engine emissions, the results from rig combustor tests should be interpreted with great care, since there are still some work to be done to establish the quantitative relationship between emissions from rig combustors andthose from real engines.

Multiscale numerical modeling of solid particle penetration and hydrocarbons removal in a catalytic stripper

The catalytic stripper has emerged as a technology for removal of semivolatile material from aerosol streams for automotive and aerospace emissions measurements, including portable solid particle e...

Solid particulate mass and number from ducted fuel injection in an optically accessible diesel engine in skip-fired operation

Ducted fuel injection (DFI) is a novel combustion strategy that has been shown to significantly attenuate soot formation in diesel engines. While previous studies have used optical diagnostics and optical filter smoke number methods to show that DFI reduces in-cylinder soot formation and engine-out soot emissions, respectively, this is the first study to measure solid particle number (PN) emissions in addition to particle mass (PM). Furthermore, this study quantitatively evaluates the use of transient particle instruments for measuring particles from skip-fired operation in an optical single cylinder research engine (SCRE). Engine-out PN was measured using an engine exhaust particle sizer following a catalytic stripper, and PM was measured using a photoacoustic analyzer. The study improves on earlier preliminary emissions studies by clearly showing that DFI reduces overall PM by 76%–79% and PN for particles larger than 23 nm by 77% relative to conventional diesel combustion at a 1200-rpm, 13.3-bar gross indicated mean effective pressure operating condition. The degree of engine-out PM reduction with DFI was similar across both particulate measurement instruments used in the work. Through the use of bimodal distribution fitting, DFI was also shown to reduce the geometric mean diameter of accumulation mode particles by 26%, similar to the effects of increased injection pressure in conventional diesel combustion systems. This work clearly shows the significant solid particulate matter reductions enabled by DFI while also demonstrating that engine-out PN can be accurately measured from an optical SCRE operating in a skip-fired mode. Based on these results, it is believed that DFI has the potential to enable fuel savings when implemented in multi-cylinder engines, both by lowering the required frequency of active diesel particulate filter regeneration, and by reducing the backpressure imposed by exhaust filtration systems.

Particulate emissions of heavy duty diesel engines measured from the tailpipe and the dilution tunnel

In China particulate matter (PM) is the leading environmental risk factor to morbidity and mortality, with transport being the main source of PM pollution in cities. China VI emission limit standards, which are one of the most stringent worldwide, have only recently been introduced and there is lack of studies assessing the PM emissions of new engines. In Europe, there are discussions ongoing to permit sampling directly from the tailpipe with fixed dilution for determining the solid particle number (SPN) emissions during type approval of heavy duty engines; something that is practically allowed for on-road testing. In this study the particulate emissions of seven engines were measured. Three of them were fulfilling the China VI limits, two China V, while two of them were China III engines retrofitted with diesel particulate filters (DPFs). One system with evaporation tube was installed at the full dilution tunnel, as prescribed in the regulation, and another one with catalytic stripper was sampling from the tailpipe, both measuring >23 nm and >10 nm particles. The results showed a wide range of particulate emission levels depending on the engine, the existence of a DPF, the connection point of the crankcase ventilation, and the occurrence of active or passive regeneration. The system at the tailpipe measured on average 20% lower than the system at the dilution tunnel. The system at the dilution tunnel measured much higher during one regeneration due to re-nucleation of volatiles downstream of the evaporation tube. For one engine, the emissions of the evaporation tube system were more than double when the crankcase ventilation was connected downstream of the aftertreatment devices. The main message from this study is that a catalytic stripper is necessary for sub-23 nm measurements and tailpipe sampling with fixed dilution is a plausible option.

Chemical characterization of size-selected nanoparticles emitted by a gasoline direct injection engine: Impact of a catalytic stripper

This work combines laser desorption/ionization mass spectrometry (L2MS) and advanced statistical techniques to reveal the impact of a catalytic stripper (CS) on the chemical composition (at the molecular level) of a gasoline direct injection engine exhaust, and follow the evolution of size-dependent chemical characteristics over the whole particles size range (10–560nm). The gas phase and polydisperse particles making up the exhaust are separated and sampled on distinct substrates using an original homebuilt two-filter system, while size-selected particles are collected using a cascade impactor and separated into 13 different size bins (smallest diameters 10–18nm). We demonstrate that a fine molecular-level characterization of the exhaust particulate matter is necessary to assess the effect of the CS, especially for the smallest ultra-fine particles carrying the largest volatile fraction.

Evaluation of Fast Mobility Particle Sizer (FMPS) for Ambient Aerosol Measurement

ABSTRACT Fast Mobility Particle Sizer (FMPS) size distribution measurements with different inversion matrices were compared with the Scanning Mobility Particle Sizer (SMPS) for ambient aerosols sampled from a background location in Riverside, CA in this study. The FMPS-compact matrix showed the best agreement with SMPS for particle concentration in the size ranges of 9–359 nm and 9–100 nm (for ultrafine particles). The FMPS-compact matrix also showed the best agreement with the SMPS for mode diameter. All FMPS inversion matrices showed size-dependent discrepancies compared with the SMPS. Measurement of the non-volatile fraction of ambient aerosol downstream of a catalytic stripper showed that the FMPS-compact matrix agreed best with the SMPS with the FMPS over SMPS linear regression slope of 0.99–1.00 for particle concentrations. This is likely due to the restructuring of soot during the removal of volatile coating. This study showed that the soot and compact matrices are insufficient for ambient aerosol measurement. Challenges remain for FMPS measurements when particle morphologies are not known a priori or when they are different from near spherical shape or aggregate structure.

Effective density and metals content of particle emissions generated by a diesel engine operating under different marine fuels

A differential mobility analyzer along with a centrifugal particle mass analyzer was employed to study the effect of fuel type on effective density for nascent and non-volatile particles generated by a marine diesel engine. The engine was operated at 1500 rpm at loads between 10% and 100%. Three different fuels were evaluated: diesel fuel, distillate marine oil Grade A, and intermediate fuel oil. A combination of a thermodenuder and a catalytic stripper was used to remove semi-volatile materials in order to measure the denuded particulate effective densities. Particle mass concentrations were quantified using thermal-optical analysis as well as integrated particle size distribution. Relatively good agreement between IPSD and TOA was observed for undenuded particle mass concentrations, however IPSD underestimated the mass concentrations measured for denuded particles by approximately 76%. The results revealed that more than 93% of undenuded particles from diesel and DM-A fuels were composed of semi-volatile materials. The denuded effective density values at some test conditions were significantly higher than the effective density of soot particle from other sources specifically for particles smaller than 100 nm generated from IFO. We hypothesized that the high effective density values are in part due to large proportion of metal-containing tarballs. By comparing the measured effective densities with a literature effective density function for soot, we were able to predict the metal mass concentrations measured by ICP-MS with reasonable accuracy in most cases.

Non-Volatile Particle Number Emission Measurements with Catalytic Strippers: A Review

Vehicle regulations include limits for non-volatile particle number emissions with sizes larger than 23 nm. The measurements are conducted with systems that remove the volatile particles by means of dilution and heating. Recently, the option of measuring from 10 nm was included in the Global Technical Regulation (GTR 15) as an additional option to the current >23 nm methodology. In order to avoid artefacts, i.e., measuring volatile particles that have nucleated downstream of the evaporation tube, a heated oxidation catalyst (i.e., catalytic stripper) is required. This review summarizes the studies with laboratory aerosols that assessed the volatile removal efficiency of evaporation tube and catalytic stripper-based systems using hydrocarbons, sulfuric acid, mixture of them, and ammonium sulfate. Special emphasis was given to distinguish between artefacts that happened in the 10–23 nm range or below. Furthermore, studies with vehicles’ aerosols that reported artefacts were collected to estimate critical concentration levels of volatiles. Maximum expected levels of volatiles for mopeds, motorcycles, light-duty and heavy-duty vehicles were also summarized. Both laboratory and vehicle studies confirmed the superiority of catalytic strippers in avoiding artefacts. Open issues that need attention are the sulfur storage capacity and the standardization of technical requirements for catalytic strippers.

Development and evaluation of a catalytic stripper for the measurement of solid ultrafine particle emissions from internal combustion engines

Solid particle number vehicle exhaust measurements necessitate an aerosol conditioning system that removes efficiently volatile particles, does not create artifacts, and minimizes solid nucleation ...