Evaporative Emissions Research Articles

Hydrocarbon Traps for the Air Intake System: Component Test Rig and SHED Test Procedure for Determining Their Efficiencies

Hydrocarbon traps in the air intake system (AIS) are a common method for controlling evaporative emissions from the air intake path. Several different systems are available, but there is no standard method for determining their efficiencies. Therefore, a component test rig for hydrocarbon traps was developed. Some optimizations were necessary to achieve emission characteristics observed in engine measurements. Using this setup, several measurements were performed on four different hydrocarbon traps. The results were in reasonable agreement with those from engine measurements. Two different hydrocarbon (HC) traps were selected for further studies. In these studies, the repeatability and the dependency of the emission mass level were investigated. Furthermore, the hydrocarbon concentration in the air filter box was determined using point source flame ionization detector (FID) sampling and a metal oxide semiconductor (MOS) sensor. The data showed a correlation with the emission mass determined in a sealed housing emission determination (SHED) test.

Description and validation of Vehicular Emissions from Road Traffic (VERT) 1.0, an R-based framework for estimating road transport emissions from traffic flows

Abstract. VERT (Vehicular Emissions from Road Traffic) is an R package developed to estimate traffic emissions of a wide range of pollutants and greenhouse gases based on traffic estimates and vehicle fleet composition data, following the EMEP/EEA methodology. Compared to other tools available in the literature, VERT is characterised by its ease of use and rapid configuration, while it maintains great flexibility in user input. It is capable of estimating exhaust, non-exhaust, resuspension, and evaporative emissions and is designed to accommodate future updates of available emission factors. In this paper, case studies conducted at both urban and regional scales demonstrate VERT's ability to accurately assess transport emissions. In an urban setting, VERT is integrated with the Lagrangian dispersion model GRAMM–GRAL and provides NOx concentrations in line with observed trends at monitoring stations, especially near traffic hotspots. On a regional scale, VERT simulations provide emission estimates that are highly consistent with the reference inventories for the Emilia-Romagna region (Italy). These findings make VERT a valuable tool for air quality management and traffic emission scenario assessment.

Utilizing a optimized method for evaluating vapor recovery equipment control efficiency and estimating evaporative VOC emissions from urban oil depots via an extensive survey

As an important intermediary between upstream refineries and downstream urban gas stations, volatile organic compound (VOC) emissions from urban oil depots were often disregarded, underestimating their environmental and health implications. An extensive investigation of urban depots' fuel composition and operational dynamics was conducted nationwide. We developed a novel approach that integrates theoretical models with easily measurable operational data from the depots to evaluate the efficiency of post-treatment devices in actual situations. Even in well-managed oil depots, the actual control efficiency of vapor recovery units fluctuates between 63 % and 85 %, depending on the concentration of hydrocarbon vapors in the intake of the device. The national emission factors for gasoline, diesel, and aviation kerosene at a national level were 6.64 ± 1.16, 2.07 ± 0.42, and 6.17 ± 1.05 tons per 10,000 tons, respectively. In 2019, China's urban oil depots emitted 165 thousand tons of VOC. Enhancing control strategies by optimizing the physical and chemical parameters of refined oil, improving storage capacity and turnover efficiency, and upgrading storage tanks had the potential to reduce emissions by more than 60 %. However, a 30 % failure rate in these systems could negate the benefits of these improved strategies.

Estimation of VOC Evaporative Emissions from Liquid Cargo Loading and Unloading at Ports

Estimation of VOC Evaporative Emissions from Liquid Cargo Loading and Unloading at Ports

The impact of multi-decadal changes in VOC speciation on urban ozone chemistry: a case study in Birmingham, United Kingdom

Abstract. Anthropogenic non-methane volatile organic compounds (VOCs) in the United Kingdom have been substantially reduced since 1990, which is, in part, attributed to controls on evaporative and vehicle tailpipe emissions. Over time, other sources with a different speciation (for example, alcohols from solvent use and industry processes) have grown in both relative importance and, in some cases, in absolute terms. The impact of this change in speciation and the resulting photochemical reactivities of VOCs are evaluated using a photochemical box model constrained by observational data during a summertime ozone event (Birmingham, UK) and apportionment of sources based on the UK National Atmospheric Emission Inventory (NAEI) data over the period 1990–2019. Despite road transport sources representing only 3.3 % of UK VOC emissions in 2019, road transport continued being the sector with the largest influence on the local O3 production rate (P(O3)). Under case study conditions, the 96 % reduction in road transport VOC emissions that has been achieved between 1990 and 2019 has likely reduced daytime P(O3) by ∼ 1.67 ppbv h−1. Further abatement of fuel fugitive emissions was modeled to have had less impact on P(O3) reduction than abatement of VOCs from industrial processes and solvent use. The long-term trend of increased emissions of ethanol and methanol has somewhat weakened the benefits of reducing road transport emissions, increasing P(O3) by ∼ 0.19 ppbv h−1 in the case study. Abatement of VOC emissions from multiple sources has been a notable technical and policy success in the UK, but some future benefits (from an ozone perspective) of the phase-out of internal combustion engine passenger cars may be offset if domestic and commercial solvent use of VOCs continue to increase.

Exhaust and evaporative volatile organic compounds emissions from vehicles fueled with ethanol-blended-gasoline

By 2020, China has implemented the use of 10% ethanol-blended-gasoline (E10), which is expected to notably impact vehicular volatile organic compounds (VOCs) emissions. The adoption of E10 reduced certain emissions but raised concerns with about more reactive oxygenated volatile organic compounds (OVOCs). This study aimed to evaluate the impact of E10 on the total VOCs emissions from both exhaust and evaporative emissions by conducting tests on the CHINA V (or CHINA VI) light-duty gasoline vehicles (LDGVs) using 0% ethanol blended gasoline (E0) and E10. E10 reduces VOCs emissions in the exhaust, and reduces the ozone and secondary organic aerosol generation potential of VOCs in the exhaust, as evidenced by the lower emission factors (EFs), ozone formation potentials (OFPs) and secondary organic aerosol formation potential (SOAFPs) in the CHINA V LDGVs. Evaporative emissions showed differences in emitted VOCs, with lower EFs, OFPs and SOAFPs for the CHINA V LDGVs fueled with E10. The CHINA VI LDGVs also exhibited reduced EFs, OFPs and SOAFPs. These findings highlight the environmental benefits of E10 in the CHINA VI-compliant LDGVs; however, the effectiveness of the earlier CHINA V standard vehicles requires further evaluation.

Updating vehicle VOCs emissions characteristics under clean air actions in a tropical city of China

In the context of clean air actions in China, vehicle emission limits have been continuously tightened, which has facilitated the reduction of volatile organic compounds (VOCs) emissions. However, the characteristics of VOC emissions from vehicles with strict emission limits are poorly understood. This study investigated the VOC emission characteristics from vehicles under the latest standards based on tunnel measurements, and identified future control strategies for vehicle emissions. The results showed that the highest percentage of VOCs from vehicle consisted of alkanes (80.9 %), followed by aromatics (15.8 %) and alkenes (3.1 %). Alkanes had the most significant ozone formation potential due to their high concentrations, in contrast to the aromatics that have been dominant in previous studies. The measured fleet-average VOC emission factor was 71.3 mg·km−1, including tailpipe emissions of 39.6 mg·km−1 and evaporative emissions of 31.7 mg·km−1. The VOC emission factors of the subgroups were obtained. The emission of evaporated VOCs accounted for 44.5 % of the total vehicle VOC emissions, which have increased substantially from previous studies. In addition, the emission characteristics of vehicles that are under the latest emission threshold values have changed significantly, and the mixing ratio of toluene/benzene (T/B) has been updated to 3:1. This study updates the VOCs emission factors of vehicles under clean air actions and highlights the future mitigation policies should focus on reducing evaporative VOC emissions.

Ethanol, acetaldehyde, and methanol in the gas phase and rainwater in different biomes and urban regions of Brazil

In the context of the increasing global use of ethanol biofuel, this work investigates the concentrations of ethanol, methanol, and acetaldehyde, in both the gaseous phase and rainwater, across six diverse urban regions and biomes in Brazil, a country where ethanol accounts for nearly half the light-duty vehicular fuel consumption. Atmospheric ethanol median concentrations in São Paulo (SP) (12.3 ± 12.1 ppbv) and Ribeirão Preto (RP) (12.1 ± 10.9 ppbv) were remarkably close, despite the SP vehicular fleet being ∼13 times larger. Likewise, the rainwater VWM ethanol concentration in SP (4.64 ± 0.38 μmol L−1) was only 26 % higher than in RP (3.42 ± 0.13 μmol L−1). This work demonstrated the importance of evaporative emissions, together with biomass burning, as sources of the compounds studied. The importance of biogenic emissions of methanol during forest flooding was identified in campaigns in the Amazon and Atlantic forests. Marine air masses arriving at a coastal site led to the lowest concentrations of ethanol measured in this work. Besides vehicular and biomass burning emissions, secondary formation of acetaldehyde by photochemical reactions may be relevant in urban and non-urban regions. The combined deposition flux of ethanol and methanol was 6.2 kg ha−1 year−1, avoiding oxidation to the corresponding and more toxic aldehydes. Considering the species determined here, the ozone formation potential (OFP) in RP was around two-fold higher than in SP, further evidencing the importance of emissions from regional distilleries and biomass burning, in addition to vehicles. At the forest and coastal sites, the OFP was approximately 5 times lower than at the urban sites. Our work evidenced that transition from gasoline to ethanol or ethanol blends brings the associated risk of increasing the concentrations of highly toxic aldehydes and ozone, potentially impacting the atmosphere and threatening air quality and human health in urban areas.

Elucidating the unexpected importance of intermediate-volatility organic compounds (IVOCs) from refueling procedure

Evaporative emissions release organic compounds comparable to gasoline exhaust in China. However, the measurement of intermediate volatility organic compounds (IVOCs) is lacking in studies focusing on gasoline evaporation. This study sampled organics from a real-world refueling procedure and analyzed the organic compounds using comprehensive two-dimensional gas chromatography coupled with a mass spectrometer (GC×GC-MS). The non-target analysis detected and quantified 279 organics containing 93 volatile organic compounds (VOCs, 64.9 ± 7.4 % in mass concentration), 182 IVOCs (34.9 ± 7.4 %), and 4 semivolatile organic compounds (SVOCs, 0.2 %). The refueling emission profile was distinct from that of gasoline exhaust. The b-alkanes in the B12 volatility bin are the most abundant IVOC species (1.9 ± 1.4 μg m−3) in refueling. A non-negligible contribution of 17.5 % to the ozone formation potential (OFP) from IVOCs was found. Although IVOCs are less in concentration, secondary organic aerosol potential (SOAP) from IVOCs (58.1 %) even exceeds SOAP from VOCs (41.6 %), mainly from b-alkane in the IVOC range. At the molecular level, the proportion of cyclic compounds in SOAP (12.1 %) indeed goes above its mass concentration (3.1 %), mainly contributed by cyclohexanes and cycloheptanes. As a result, the concentrations and SOAP of cyclic compounds (>50 %) could be overestimated in previous studies. Our study found an unexpected contribution of IVOCs from refueling procedures to both ozone and SOA formation, providing new insights into secondary pollution control policy.

Comprehensive stratified K-fold machine learning for surface roughness prediction with 3D printed electrodes: Analyzing dielectric variability and heat treatment effects

Electrical discharge machining (EDM) is popular for its accuracy in cutting difficult materials. Material removal rate (MRR), electrode wear ratio (EWR) and surface roughness (SR) are deemed as the success indicators in EDM. The positive attributes of sustainable manufacturing make it a suitable choice for diverse applications. EDM electrodes used in this work are prepared by 3D printing and further subjected to deep cryogenic treatment (DCT) to investigate the influence of heat treatment on EDM performance. In the second instance, the experiments are conducted with different dielectric fluids viz. conventional dielectric (CD) and lemon peel biodiesel dielectric (LPD) to analyze the impact of dielectric change. When the dielectric is changed to lemon peel biodiesel, the roughness of the electro-discharged machined surface is reduced to a maximum of about 33%. A further improvement of about 11% is possible in the surface finish of machined surfaces when the EDM electrodes are subjected to DCT under an identical operating condition. LPD as dielectric also helps in attaining the primary objective of green manufacturing by reducing specific evaporative emissions. During the EDM process, LPD adoption causes a reduction of 96% in nitrogen oxide (NO) emissions and 86% in hydrocarbon (HC) emissions. A modified adaptive neuro fuzzy inference system (ANFIS) with a stratified k-fold machine learning approach with a prediction accuracy of about 95% is also developed in this work to envisage the surface roughness of electro-discharge machined surfaces.

Analysis of Non-Fuel Evaporative Pollutants Emitted by Automobile Seats

With the increasing stringency of emission standards, the challenge for conventional passenger vehicles to meet evaporative emission requirements has intensified. Evaporative emissions from vehicles are primarily derived from the fuel system and the non-fuel system, with the latter accounting for 30% to 50% of total vehicle emissions. Thus, the study of non-fuel system evaporative pollutants in passenger vehicles has become especially important. This research conducted tests on automobile seat assemblies and their components to identify the main pollutants. Through the contribution of concentration ratios, a predictive formula was established to validate tests related to seat assemblies and components, aiding enterprises in effectively controlling non-fuel evaporative pollutants from automobile seats.

Experimental research and estimation model of gasoline evaporative emissions from vehicles in China

Evaporative emission is an important source of vehicle pollutant emission and volatile organic compounds (VOCs), causing serious environmental pollution. Carbon canisters are used to store fuel vapor in evaporative emission control (EVAP) system, but canisters are prone to saturation, leading to the direct release of fuel vapor into the atmosphere. Therefore, accurate estimation of fuel vapor generation is crucial for EVAP system. Gasoline evaporation rate is mainly influenced by vapor-liquid interface area, gasoline saturated vapor pressure, filling level and temperature. The quantitative relation between different parameters and gasoline evaporation rate has rarely been reported, and a gasoline evaporative emission estimation model suitable for China needs to be proposed urgently. In this study, gasoline evaporative emission tests have been carried out in VT-SHED, and the effects of vapor-liquid interface area, filling level and temperature on gasoline evaporative emissions have been analyzed under the premise of consistent gasoline temperature and ambient temperature. Some valuable conclusions are obtained. The results show that different from expectation, gasoline evaporative emissions are not positively correlated with the vapor-liquid interface area. There is an approximately exponential relationship between the headspace volume and gasoline evaporative emissions. The widely used Reddy equation and Hata equation underestimate the gasoline vapor generation in China. Based on China VI test program and gasoline, accurate estimation of mass transfer coefficient has been conducted, and a new semi-empirical estimation model for vapor generation has been proposed. The model can accurately estimate the fuel evaporation of vehicles in China, providing guidance for the matching and optimization of EVAP system.

Temperature-Dependent Evaporative Anthropogenic VOC Emissions Significantly Exacerbate Regional Ozone Pollution.

The evaporative emissions of anthropogenic volatile organic compounds (AVOCs) are sensitive to ambient temperature. This sensitivity forms an air pollution-meteorology connection that has not been assessed on a regional scale. We parametrized the temperature dependence of evaporative AVOC fluxes in a regional air quality model and evaluated the impacts on surface ozone in the Beijing-Tianjin-Hebei (BTH) area of China during the summer of 2017. The temperature dependency of AVOC emissions drove an enhanced simulated ozone-temperature sensitivity of 1.0 to 1.8 μg m-3 K-1, comparable to the simulated ozone-temperature sensitivity driven by the temperature dependency of biogenic VOC emissions (1.7 to 2.4 μg m-3 K-1). Ozone enhancements driven by temperature-induced AVOC increases were localized to their point of emission and were relatively more important in urban areas than in rural regions. The inclusion of the temperature-dependent AVOC emissions in our model improved the simulated ozone-temperature sensitivities on days of ozone exceedance. Our results demonstrated the importance of temperature-dependent AVOC emissions on surface ozone pollution and its heretofore unrepresented role in air pollution-meteorology interactions.

Secondary Organic Aerosol Formation Potential from Vehicular Non-tailpipe Emissions under Real-World Driving Conditions.

Traffic emissions are a dominant source of secondary organic aerosol (SOA) in urban environments. Though tailpipe exhaust has drawn extensive attention, the impact of non-tailpipe emissions on atmospheric SOA has not been well studied. Here, a closure study was performed combining urban tunnel experiments and dynamometer tests using an oxidation flow reactor in situ photo-oxidation. Results show a significant gap between field and laboratory research; the average SOA formation potential from real-world fleet is 639 ± 156 mg kg fuel-1, higher than the reconstructed result (188 mg kg fuel-1) based on dynamometer tests coupled with fleet composition inside the tunnel. Considering the minimal variation of SOA/CO in emission standards, we also reconstruct CO and find the critical role of high-emitting events in the real-world SOA burden. Different profiles of organic gases are detected inside the tunnel than tailpipe exhaust, such as more abundant C6-C9 aromatics, C11-C16 species, and benzothiazoles, denoting contributions from non-tailpipe emissions to SOA formation. Using these surrogate chemical compounds, we roughly estimate that high-emitting, evaporative emission, and asphalt-related and tire sublimation share 14, 20, and 10% of the SOA budget, respectively, partially explaining the gap between field and laboratory research. These experimental results highlight the importance of non-tailpipe emissions to atmospheric SOA.

Tracing the regulated emissions of field-aged gasoline/natural gas bi-fuel taxis from new to 160,000 km: Deterioration and environmental implications

Natural gas (NG) is considered an economically viable transport decarbonization option, especially for developing countries. However, as per the ongoing European and Chinese vehicle emission regulations, the durability and in-service compliance tests of the exhaust emissions from gasoline/NG bi-fuel vehicles are only mandated in gasoline mode, leaving the real-world emission performance of NG fueling at risk. To bridge this gap, the exhaust emissions from five gasoline/NG bi-fuel taxis were traced from new (less than 10,000 km) to 160,000 km after every 10,000 km of field driving. Both room-temperature cold-start and warm-start chassis dynamometer tests were performed over the certification drive cycle. This tracing study lasted for 3.5 years and covered the variations of seasons, routine services, and minor repairs. The results manifested that compared to gasoline fueling, NG had statistically lower carbon monoxide before 100,000 km of driving but higher total hydrocarbon and nitrogen oxides emissions throughout the useful life in both cold- and warm-start tests. By applying linear regression to the data points obtained across the 160,000 km tracing, NG fueling showed a noticeably quicker deterioration with mileage than gasoline. However, given that gasoline and NG modes shared the same catalysts, this is attributed to the less careful calibration of NG mode predominantly because of the void of regulatory requirements. On average, NG fueling produced about 20 % less carbon dioxide emissions than gasoline, but the observed fuel leakage in NG mode partially offset the global warming potential advantage. Overall, NG sees benefits and challenges in mitigating vehicle-related environmental issues. To better control this risk, it is strongly recommended that in future regulations, the durability and in-service compliance requirements of NG fueling shall be complemented, and fuel leakage shall be included in the control of evaporative emissions.

Experimental analysis and research on the effect of long-term vibration on the performance of vehicle carbon canisters

The long-term vibration of the carbon canister during vehicle operation can lead to changes in its performance, thereby affecting its performance on evaporation emissions. A vibration test bench simulating vehicle vibration characteristics is used to simulate the working state of the carbon canister under actual driving conditions, analyze the amount of carbon powder precipitation and flow resistance changes in the canister after long-term operation, and compare the adsorption and desorption performance of the canister before and after aging and their effect on the evaporative emissions. The results showed that the carbon canister will produce carbon powder precipitation after being continuously subjected to the forward and backward vibration of the vehicle. This leads to a decrease in the ultimate adsorption and desorption capacity of the aged carbon canister for fuel vapor, with a more significant decrease in adsorption capacity. However, in the 2-day Diurnal Breathing Loss(DBL) test, due to the increase in flow resistance of the aged carbon canister, it is more difficult for the adsorbed fuel vapor to diffuse outward. For the unsaturated carbon canister, fuel leakage and evaporative emissions can be reduced. In evaporative emission management, it is necessary to adjust the control strategy reasonably based on the working status of the carbon canister.

Non-exhaust gas and particle emissions of light-duty vehicles – Quantification under driving conditions in a sealed cabin

Non-exhaust emissions have emerged as a pivotal contributor to vehicle emissions, as regulatory efforts persist in curtailing exhaust emissions. This research focused on the running-loss evaporative volatile organic carbon (VOC) and non-exhaust particle (NEP) emission factors (EFs) of a light-duty vehicle in the sealed housing. VOC concentrations demonstrated an upward trend with elevated vehicle temperatures and extended driving durations. Normalized over driving distance, the hot-start WLTC test exhibited the highest VOC EFs, about 617 μg/km, and the highest ozone formation potential (OFP) value of 1.75 mgO3/km. Toluene and xylene were the main pollutants contributing to the OFP value across all tests. Evaluating EFs of various evaporative emission forms in mg/h, the BTEXs EF of running-loss tests was recorded at 10.2 mg/h, comparable to diurnal-breathing tests but significantly lower than hot-soak tests. Additionally, particles within the 10–23 nm range consistently dominated total NEP above 10 nm. Particle number (PN) concentrations of 10–23 nm particles exhibited a sharp increase under intense driving conditions and a slow decrease under other driving conditions. The results suggested a continuous consumption of smaller particles, leading to their coalescence into larger particles. The EF of NEP above 23 nm in the US06_4 test was 1.72 × 1012 #/km, surpassing the current exhaust particle emission limit. Consequently, NEP has been a major vehicle particle source of greater concern than exhaust particles.

Modeling and Influence Factors Analysis of Refueling Emissions for Plug-In Hybrid Electric Vehicles

Abstract Vehicle fuel evaporative emissions are an important source of volatile organic compounds (VOCs), causing serious pollution to the environment. Plug-in hybrid electric vehicles (PHEVs) often use high-pressure fuel tank to seal the fuel vapor generated by running loss (RL), hot soak loss (HSL), and diurnal breathing loss (DBL) in the fuel tank, resulting in increased refueling emissions. With the widespread use of PHEVs, the issue of refueling emissions cannot be ignored. In this study, according to the working characteristics of PHEV, the refueling process is divided into depressurization phase and refueling phase, and a mathematical model is established for the fuel vapor emission process. The mathematical model is solved and calculated by using matlab, and compared with the experimental results. The error between experimental and calculated results of refueling emissions is only 2.45%, indicating that the established mathematical model can accurately predict the refueling emissions of PHEVs. The refueling emission experiment activities are carried out, and the influencing factors of PHEV refueling emission are discussed, including initial pressure, ambient temperature, and refueling temperature. The effect of the temperature difference between ambient temperature and refueling temperature on refueling emissions is discussed for the first time, and it is found that refueling temperature has a more significant impact on refueling emissions compared with ambient temperature. When refueling temperature increases to 303 K and 313 K compared to 293 K, refueling emission mass increases by 31.97% and 69.88% respectively.

Evaluation of the behavior of BTEX at Beijing and Seoul in winter and summer using observations and 3-D modeling

Aromatic volatile organic compounds (VOCs) including benzene, toluene, ethylbenzene, xylene, and trimethylbenzene (BTEX) are known to contribute the most to the formation of ozone and secondary organic aerosols (SOA) in an urban atmosphere and their representation in chemical transport models (CTM) is still uncertain. In this study, we evaluated the model representation of BTEX concentrations and their seasonal difference at Beijing and Seoul using the GEOS-Chem CTM and ground observations from the Fine particle Research Initiative in East Asia considering National Differences (FRIEND) project in winter and summer. The model captured different levels of observed BTEX at Beijing and Seoul, where benzene (BENZ) was comparable and toluene + ethylbenzene (TOLU) and xylenes + trimethylbenzenes (XYLE) were higher at Seoul. The observed seasonal variations of BTEX were similar at both sites, with benzene being higher in winter and TOLU and XYLE being higher in summer. However, the magnitude and seasonal variation of TOLU at Seoul and BENZ at Beijing were not reproduced by the model. TOLU was underestimated in both seasons at Seoul especially in summer due to the underestimation of emission rates and evaporative emission being not included in the current emission inventory. At Beijing, BENZ was underestimated especially in winter and showed no seasonal variation which was different from the observations. Underestimated benzene emission rates or missing sources of it cause discrepancies between observed and modeled benzene concentrations at Beijing.

Evaporative emission characteristics of VOCs from in-use light-duty gasoline vehicles

VOCs are an important precursor pollutant of ozone (O3) and secondary organic aerosols (SOA). Vehicle evaporative emission is an essential source of VOCs in urban area, among which lack of localized tests of running loss process in China. This study tested all the evaporative emission processes of in-use light-duty gasoline vehicles (LDGVs), including refueling, running loss, hot soak, and 48-h diurnal breathing loss (DBL) based on the variable temperature Sealed Housing for Evaporative Determination (VT-SHED) of REU (China 4, China 5) vehicles and REC (China 6, with Onboard Refueling Vapor Recovery system) vehicles. The emission factors (EFs), species profiles, Ozone formation potential (OFP), and SOA formation potential (SOAP) of all evaporative emission processes of REU and REC vehicles were obtained. We found that the running loss emissions was less affected by the Onboard Refueling Vapor Recovery (ORVR) system, the average running loss EFs of REU and REC vehicles was 9.386 mg/km; refueling and DBL EFs of REC vehicles was 1.491 mg/L and 0.179 g/day, respectively, 99.8% and 56.0% lower than those of REU vehicles, the hot soak EFs was 0.087 g/h in average. The refueling emissions process was dominated by alkanes (REU: 77.8%; REC: 75.4%), and C4 and C5 species dominated (REU: 75.6%; REC: 67.6%). Among the running loss, hot soak and DBL emissions, alkanes, oxygenated VOCs (OVOCs) and aromatics were the dominant VOCs groups, OVOCs account for a higher proportion in REC vehicles than in REU vehicles. REC vehicles had higher proportion of C1–C3 than REU vehicles, it may be that ORVR has a better adsorption effect on species with large carbon numbers. Running loss VOCs species had a strong correlation with hot soak VOCs species. The OFP of running loss in REU and REC vehicles were 0.9–1.3 and 0.3–0.7 times higher than those of refueling and 48-h DBL, while the SOAP were 10.7–12.9 and both 1.1 times higher, respectively. These findings can provide valuable basis for emission estimation and characteristic analysis for evaporative process of LDGVs and support the development of appropriate pollution-control policy.