Particle Measurement Programme Research Articles

Characterization of Laboratory Particulate Matter (PM) Mass Setups for Brake Emission Measurements

Vehicles’ exhaust particulate matter (PM) emissions have significantly decreased over the years. On the other hand, non-exhaust emissions, i.e., particle emissions from brakes and tires, have increased due to the increase in the vehicle fleet, traffic congestion, and the distance traveled. As a result, regulatory bodies are investigating the possibility of mitigating non-exhaust emissions. The Euro 7 proposal introduces specific emission limits for both brakes and tires for the first time in a regulation worldwide. The methodology for brake particle emissions sampling and measurement builds on the work of the Particle Measurement Programme (PMP) informal working group of the United Nations Economic Commission for Europe (UNECE). The recently adopted Global Technical Regulation (GTR) on brakes from light-duty vehicles up to 3.5 t prescribes the technical details. In this paper, we present the technical specifications for the measurements of PM. We also evaluate the penetrations for two cases with two setups for minimum and maximum particle losses. This study, using aerosol engineering calculations, estimates the maximum expected differences between the two setups, both of which are compliant with the GTR. This study also discusses the mass ratios of PM2.5 and PM10 as a function of the mass median diameters.

Interlaboratory Study on Brake Particle Emissions—Part I: Particulate Matter Mass Emissions

The Particle Measurement Programme Informal Working Group (PMP-IWG) coordinated a global interlaboratory study (ILS) on brake wear particle emissions with the participation of 16 testing facilities. Two articles present the main outcomes of the ILS: (I) Particulate matter mass (PM), and (II) Particle Number (PN) emissions. The test matrix covered a wide variety of brake systems and configurations. The tested disc brakes were found to emit PM2.5 and PM10 that varied between 0.8–4.0 mg/km and 2.2–9.5 mg/km per brake, respectively, depending on the type of brake and the applied testing load. The drum brake emitted much lower PM due to its enclosed nature. Almost 37–45% of the emitted PM falls in the fine particle size with this fraction being higher for the drum brake. On the other hand, almost 50–65% of the total brake mass loss falls in particle sizes larger than 10 μm or gets lost before being measured. The most important loss mechanisms for PM in the proposed layout are being discussed. Finally, the PM measurement variability and lab-to-lab reproducibility are investigated.

Interlaboratory Study on Brake Particle Emissions Part II: Particle Number Emissions

The Particle Measurement Programme (PMP) informal working group co-ordinated a global interlaboratory study (ILS) on brake wear particle emissions with the participation of 16 laboratories in 2021. Two articles present the results of the ILS: (I) particulate matter mass (PM) and (II) particle number (PN) emissions. The test matrix covered different brake systems, including ECE and NAO pad materials with grey cast iron discs and a drum brake. Regarding PN, the study measured the total particle number from approximately 10 nm to 2.5 µm (TPN). Some testing facilities measured solid particle number emissions (SPN) in parallel. The mean TPN concentrations ranged from 9.1 × 108 #/km/brake to 1.1 × 1010 #/km/brake. TPN and SPN emission levels were comparable, except for one lab that measured very high volatile particle emissions for one brake system. The minimum and maximum SPN emissions for a given brake differed by a factor of 2.5 ± 0.5, comparable to data from exhaust SPN ILS measurements. This article provides an overview of lessons learned and subsequent measures incorporated in an upcoming global technical regulation to reduce measurement variability when sampling and measuring brake particle emissions for light-duty vehicles up to 3.5 t.

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.

Reproducibility of the 10-nm Solid Particle Number Methodology for Light-Duty Vehicles Exhaust Measurements

Many countries worldwide have introduced a limit for solid particles larger than 23 nm for the type approval of vehicles before their circulation in the market. However, for some vehicles, in particular for port fuel injection engines (gasoline and gas engines) a high fraction of particles resides below 23 nm. For this reason, a methodology for counting solid particles larger than 10 nm was developed in the Particle Measurement Programme (PMP) group of the United Nations Economic Commission for Europe (UNECE). There are no studies assessing the reproducibility of the new methodology across different laboratories. In this study we compared the reproducibility of the new 10 nm methodology to the current 23 nm methodology. A light-duty gasoline direct injection vehicle and two reference solid particle number measurement systems were circulated in seven European and two Asian laboratories which were also measuring with their own systems fulfilling the current 23 nm methodology. The hot and cold start emission of the vehicle covered a range of 1 to 15 × 1012 #/km with the ratio of sub-23 nm particles to the >23 nm emissions being 10–50%. In most cases the differences between the three measurement systems were ±10%. In general, the reproducibility of the new methodology was at the same levels (around 14%) as with the current methodology (on average 17%).

Real-time detection of vehicle-originated condensable particulate matter through thermodenuder integrated aerosol measurement method at tailpipes

Condensable particulate matter (CPM) corresponds to primary particulate matter ≤2.5 μm (PM2.5) obtained through the condensation of gaseous air pollutants caused by temperature drops in the atmosphere. The internal combustion of vehicle engines can produce CPM because of the condensable compounds in the exhaust gas. Conventional CPM measurement methods have been developed for coal-fired power plants with stable emissions through sampling and off-site analyses. They are therefore unsuitable for detecting the rapidly changing vehicle-originated CPM. In addition, the current system for evaluating PM2.5 from vehicles, based on the particle measurement program (PMP) protocol, provides only the emission factors of total PM2.5 (and not CPM separately) at a fixed temperature (∼25 °C) and dilution ratio (∼ × 35). This study reports, for the first time, the development of a real-time detection method for vehicle-originated CPM through a thermodenuder (TD) integrated with real-time aerosol instruments. This method was designed to reduce the loss of CPM due to condensation and diffusion while sampling the exhaust gas. It permits the investigation of the effects of dilution gas temperature (5–45 °C) and dilution ratio (up to × 30) on the formation of CPM. During the feasibility test of this method using a diesel vehicle (Euro-4), the real-time total particle number concentrations (PNs) matched well with those obtained by a PMP protocol-based evaluation system. Moreover, this method detected PNs concentrations ten times higher than the detection limit (4 × 106 particles/cm3) of the PMP-based system. The emission factors of the total PM2.5 with a bulk density (1 g/cm3) measured by this method also showed consistency with the results of the PMP protocol. The mass emission factor of CPM determined by deploying the TD was ∼14.57 mg/km (∼63% contribution to the total PM2.5).

Characterising the silver particle generator; a pathway towards standardising silver aerosol generation

Reference aerosols for the calibration of common aerosol instruments such as condensation particle counters (CPCs) and differential mobility analyzers (DMAs), must fulfill certain criteria. The aerosol must be stable and reproducible in particle size and number density, ideally be monodisperse and nonvolatile and comprise a uniform non-reactive material. To this end, a new Silver Particle Generator (SPG) from Catalytic Instruments (Catalytic Instruments, Rosenheim, Germany) was characterized extensively with regard to aerosol properties within an overall framework of operator convenience. The SPG produced number densities up to around 2 × 1010 cm−3 of thermally stable, solid, unimodal aerosol with geometric standard deviation smaller than 1.45. The aerosol production in the SPG resembles that of a classic tube furnace, however, the device is easier to set up and configure, and offers long-term stability using controlled standardized procedures and operation settings. The SPG has two operational modes (simply, Modes 1 & 2 for the smallest and largest aerosol, respectively). The aerosol exhibited an intraday stability and day-to-day reproducibility in geometric mean mobility diameter (GMDmob) within a standard deviation of 4%. Based on measurements by transmission electron microscopy (TEM), particles from Mode 1 were spherical when default settings (air as carrier/dilution gas) were applied, whereas larger particles from Mode 2 comprised both compact near-spherical particles, and larger aggregates. Switching to nitrogen as a carrier gas and sintering at 800 °C reshaped the aggregate fraction of the aerosol from Mode 2 into uniformly spherical particles. Suitable applications of the SPG include the calibration of CPCs, DMAs, particle measurement program (PMP)-compliant measurement including particle number counters (PNCs) and the characterization of complete particle number - portable emissions measurement systems (PN-PEMS) systems and other particle counters for air quality monitoring.

Overview of Vehicle Exhaust Particle Number Regulations

Vehicle emissions are a significant source of air pollution in cities. Particulate matter (PM) is a pollutant with adverse health effects. Regulations worldwide determine the PM exhaust emissions of vehicles by gravimetric quantification of the mass deposited on a filter over a test cycle. The introduction of particulate filters as vehicle exhaust gas aftertreatment devices led to low PM emissions. A particle number methodology (counting solid particles > 23 nm), complementary to the PM mass measurement, was developed by the PMP (Particle Measurement Programme) group of the GRPE (Working Party on Pollution and Energy) of the UNECE (United Nations Economic Commission for Europe) during the first decade of the 21st century. The methodology was then introduced in the EU (European Union) regulations for light-duty (2011), heavy-duty (2013), and non-road mobile machinery (2019). In parallel, during the last 15 years, UN (United Nations) regulations and GTRs (Global Technical Regulations) including this methodology were also developed. To address the on-road emissions, the EU introduced RDE (real-driving emissions) testing with PEMS (portable emissions measurement systems) in 2017. Other countries (e.g., China, India) have also started adopting the number methodology. The PMP group recently improved the current laboratory and on-board methodologies and also extended them to a lower particle size (counting solid particles > 10 nm). Due to the rapid evolution of the vehicle exhaust particle number regulations and the lack of a summary in the literature, this paper gives an overview of current and near future regulations. Emphasis is given on the technical specifications and the changes that have taken place over the years.

Statistical Assessment and Temperature Study from the Interlaboratory Application of the WLTP–Brake Cycle

The relative contribution of brake emissions to traffic-induced ambient Particulate Matter (PM) concentrations has increased over the last decade. Nowadays, vehicles’ brakes are recognised as an important source of non-exhaust emissions. Up to now, no standardised method for measuring brake particle emissions exists. For that reason, the Particle Measurement Programme (PMP) group has been working on the development of a commonly accepted method for sampling and measuring brake particle emissions. The applied braking cycle is an integral part of the overall methodology. In this article, we present the results of an interlaboratory study exploring the capacity of existing dynamometer setups to accurately execute the novel Worldwide Harmonised Light-Duty Vehicles Test Procedure (WLTP)–brake cycle. The measurements took place at eight locations in Europe and the United States. Having several dynamometers available enabled the coordination and execution of the intended exercise, to determine the sources of variability and provide recommendations for the correct application of the WLTP–brake cycle on the dyno. A systematic testing schedule was applied, followed by a thorough statistical analysis of the essential parameters according to the ISO 5725 standards series. The application of different control programmes influenced the correct replication of the cycle. Speed control turned out to be more accurate and precise than deceleration control. A crucial output of this interlaboratory study was the quantification of standard deviations for repeatability (between repeats), sample effect (between tests), laboratory effect (between facilities), and total reproducibility. Three critical aspects of the statistical analysis were: (i) The use of methods for heterogeneous materials; (ii) robust algorithms to reduce the artificial increase in variability from values with significant deviation from the normal distribution; and (iii) the reliance on the graphical representation of results for ease of understanding. Even if the study of brake emissions remained out of the scope of the current exercise, useful conclusions are drawn from the analysis of the temperature profile of the WLTP–brake cycle. Urban braking events are generally correlated to lower disc temperature. Other parameters affecting the brake temperature profile include the correct application of soak times, the temperature measurement method, the proper conditioning of incoming cooling air and the adjustment of the cooling airspeed.

Investigation on sub-23 nm particles and their volatile organic fraction (VOF) in PFI/DI spark ignition engine fueled with gasoline, ethanol and a 30 %v/v ethanol blend

Growing interest of the European Union to introduce new emission regulations seeking to lower the particle cut-off size down to the current limit set at 23 nm, has made crucial to achieve an extensive comprehension on their nature. In this regard, it is necessary to deepen their knowledge under different engine technologies, operating conditions, fuel properties and after-treatment devices and how their measure is affected by the sampling and dilution procedure. This paper provides a study on the sub-23 nm particles emitted from a small direct/port fuel injection, spark ignition engine fueled with gasoline, ethanol and a 30% v/v ethanol/gasoline blend, at different operating conditions. Particles were measured both upstream and downstream of a three-way catalyst. The conditions of the sampling were changed in order to investigate the volatile organic fraction. For this purpose, the exhaust gas sample was diluted through a Particulate Measurement Programme compliant system. The temperature of the first dilution stage and of evaporation chamber were changed to discriminate the volatile compounds by enhancing the condensation and the nucleation processes. An engine Exhaust Particle Sizer was used for the sizing and the counting of the particles in the range 5.6–560 nm. The results show a strong dependence of the sub-23 nm particle emissions from the engine operating condition and the fuel type. A moderate impact of the three-way catalyst was instead observed. Moreover, a significant effect of the dilution parameters in the sampling system was noted pointing out the importance to define an appropriate protocol for the measurement of the sub-23 nm particles.

Development of Measurement Methodology for Sub 23 nm Particle Number (PN) Measurements

<div class="section abstract"><div class="htmlview paragraph">A proposal for sub-23 nm Solid Particle Number (SPN) measurement method was developed by the Particle Measurement Programme (PMP) group, based on the current SPN measurement method. In the proposal, a Particle Number Counter (PNC) having (65 ± 15)% counting efficiency at 10 nm and >90% at 15 nm (PNC10) replaces the current regulation PNC efficiency of 50±12% at 23 nm and >90% at 41 nm. Additionally, a catalytically active evaporation tube (CS) is required for sub-23 nm measurement method instead of the non-reactive evaporation tube (ET) of the current regulation. Here experimental work carried out at the JRC to address the issues of sub-23 nm SPN-measurement method is presented. The PNC10 was shown to be less dependent on the particle material than the PNC23, thus soot-like particles are still allowed for PNC-calibration. The high charging probability of soot-like particles was shown to have a low effect on PNC calibration uncertainties. The new proposed linearity test which requires that the PNC readings need to be within ±5% of the slope was here shown to be applicable. The proposal requires that Particle Concentration Reduction Factor (PCRF) at 15 nm shall be at most 100% higher than the 100 nm PCRF for the Volatile Particle Remover (VPR). The allowed variability in VPR-losses and PNC10-efficiencies of the new proposal could cause differences up to 36% when a distribution with Geometric Mean Diameter at 15 nm was simulated. Yet, for the commercial CS and ET systems with experimentally determined PCRF 15 nm to 100 nm ratios of 80% and 50% respectively, the maximum difference was 19% using PNC10. The average PCRF in the proposal is calculated as in the current regulation, with an average of PCRFs at 30 nm, 50 nm and 100 nm in order to keep the comparability with the 23 nm regulation and because the addition of the PCRF at 15 nm did not improve the accuracy.</div></div>

A Sampling and Conditioning Particle System for Solid Particle Measurements Down to 10 nm

<div class="section abstract"><div class="htmlview paragraph">The measurement of vehicle particle number emissions and, therefore, regulation, necessitates a rigorous sampling and conditioning technology able to deliver solid emitted particles with minimum particle losses. European legislation follows a solid particle number measurement method with cutoff size at 23 nm proposed by the Particle Measurement Programme (PMP). Accordingly, the raw exhaust is sampled with constant volume, subsequently passes through a volatile particle remover (VPR), and finally is measured with a particle counter. Lowering the 23 nm cutoff size with current VPR technologies introduces measurement uncertainties mainly due to the high particle losses and possible creation of artefacts.</div><div class="htmlview paragraph">This study describes the development and evaluation of a sampling and conditioning particle system, the SCPS, specially designed for sub-23 nm solid particles measurement. The dilution process is achieved in two stages; the primary dilution is done with a porous tube while the secondary with an ejector diluter that also acts as a pump for the sampling flow. The SCPS offers flexibility in terms of dilution ratio (DR) which is real-time calculated with an algorithm based on a differential pressure measurement across an orifice. Between the two dilution stages, a catalytic stripper removes volatile material with high efficiency. The SCPS evaluation includes the DR calculation algorithm testing, the stability of DR during transient engine conditions, the volatile particle removal efficiency with tetracontane particles, the solid particle penetration efficiency with polydisperse CAST-generated soot particles, and the measurement of sub-23 nm particles emitted by a diesel engine. The high stability of the DR in combination with >99% volatile particle removal and a cutoff size (d<sub>50</sub>) at 7.5 nm suggest that the SCPS may deliver solid emitted particles for robust particle number measurements down to at least 10 nm.</div></div>

Dimethyl carbonate (DMC) and Methyl Formate (MeFo): Emission characteristics of novel, clean and potentially [formula omitted]-neutral fuels including PMP and sub-23 nm nanoparticle-emission characteristics on a spark-ignition DI-engine

Dimethyl carbonate (DMC) and methyl formate (MeFo) are oxygenate fuels characterized by a very high octane number and boiling points in the range of commercial gasoline (DMC: 90°C/363,2K, MeFo: 31.5°C/304,7K). Due to their molecular structure without C–C bonds (C1-fuel) and their high oxygen content of 53.3%, DMC and MeFo are expected to avoid the formation of soot precursors in combustion and thus to distinctly reduce particulate number (PN) emissions.Beyond todays solid particle number (PN) limits, which are based on the definition of the particle measurement program (PMP) using a 23 nm cut-off of the counter, sub-23 nm particles are currently discussed to be a health concern. The measurement of smaller solid particles is not standardized yet and is potentially impeded by the presence of volatile nucleation mode particles below 23nm. Moreover, standard techniques for additionally determining particle size distributions usually are below their sensitivity limit due to the low particle concentrations produced by oxygenate fuels.At the Technical University of Munich, DMC and MeFo were tested as pure substances in their emission and performance behavior compared to conventional gasoline fuel, using a single-cylinder, direct injection SI-engine. Primary (limited: CO, HC, NOx) and secondary (non-limited: CH2O,CH3OH,NH3) gaseous emissions pre- and after a TWC as well as particle number (PN) emissions were investigated.Regarding the challenges of particle number measurements, this work presents our method to also assess the properties of such ultra-low concentration aerosols from engine exhaust considering trends in particle size and potential artifacts caused by volatile, sub-23 nm particles. The method described uses two differently constructed PMP PN counting systems, operating in parallel, using largely different dilution schemes and rates. Both systems are equipped with two condensation particle counters (CPC) each, which are set to cut-off ratios of 23nm and 10nm, allowing to gain further insights using the ratios of the different systems (indication of potential artifacts) as well as ratios of the two CPC (indicating size trends) respectively.The test outcomes of steady-state operating points during lambda-sweeps show positive effects of the fuels on raw gaseous emissions while still maintaining high conversion rates over the TWC. PN emissions drop significantly and are even below ambient concentrations both for DMC and MeFo in DI-mode. However, a higher relative share of sub-23 nm particles is observed among the low number of remaining particles, and the data of both particle systems is used for further analysis of size trends and volatility.While displaying ultra-low pollutant emissions, DMC and MeFo are also potentially CO2neutral substances, and their potential sustainable production using green electricity and waste CO2 will be also summarized.

Fully convolutional neural network for removing background in noisy images of uranium bearing particles.

A fully convolutional neural network (FCN) was developed to supersede automatic or manual thresholding algorithms used for tabulating SIMS particle search data. The FCN was designed to perform a binary classification of pixels in each image belonging to a particle or not, thereby effectively removing background signal without manually or automatically determining an intensity threshold. Using 8000 images from 28 different particle screening analyses, the FCN was trained to accurately predict pixels belonging to a particle with near 99% accuracy. Background eliminated images were then segmented using a watershed technique in order to determine isotopic ratios of identified particles. A comparison of the isotopic distributions of an independent data set segmented using the neural network with a commercially available automated particle measurement (APM) program developed by CAMECA was performed. This comparison highlighted the necessity for effective background removal to ensure that resulting particle identification is not only accurate, but preserves valuable signal that could be lost due to improper segmentation. The FCN approach improves the robustness of current state-of-the-art particle searching algorithms by reducing user input biases, resulting in an improved absolute signal per particle and decreased uncertainty of the determined isotope ratios.

Nanoparticle emission characteristics and reduction strategies by boost pressure control and injection strategies in a passenger diesel engine

This research attempted to analyze nanoparticles and other harmful exhaust emissions in accordance with injection strategies and air-fuel ratio (AFR) changes for small diesel engines. The emission characteristics were analyzed in the medium-speed condition, which is the main driving range of a diesel engine. In the case of particulate matter (PM), the number of particles was measured, analyzed, and compared to identify the correlation and emission characteristics of nanoparticles by using a dilution device and condensation particle counter (CPC), which are international standards for particle measurement recommended by the Particulate Measurement Programme (PMP). The engine torque tended to be reduced as pilot injections were added, and the torque was increased by the increased boost pressure, but reduced by the exhaust pressure increase in a part of the low-load range. The number of nanoparticles was not influenced greatly by the change in AFR, but the reduction effect on the PM weight was great depending on the boost pressure increase. In addition, the number of nanoparticles tended to increase as the fuel injection timing became closer to TDC in all conditions, and its difference became larger with an increase in AFR. In addition, in the case of the pilot injection, nanoparticle emission showed similar characteristics depending on the main injection timing, but it was increased by advanced injection timing when performing the main injection only, and the number of the nanoparticles increased as pilot injections were added. Last, the optimal conditions for EMS calibration were analyzed by selecting the conditions of torque reduction and NOx increase within 5 % from all of the engine operating conditions; optimized conditions are presented.

Volatile particles measured by vapor-particle separator

Vapor-Particle Separator (VPS) is a new technology developed for characterization of the volatile fraction of particulate matter in a combustion aerosol population. VPS incorporates a novel metallic membrane and operates in a cross-flow filtration mode for separation of vapor and solid (i.e. non-volatile) particles. Demonstration of the VPS technology on aircraft engine-emitted particles has led to the improvement of the technology and increased confidence on the robustness of its field performance. In this study, the performance of the VPS was evaluated against the Particle Measurement Programme (PMP) volatile particle remover (VPR), a standardized device used in heavy duty diesel engines for separation and characterization of non-volatile particulate matter. Using tetracontane particles in the laboratory reveals that the VPS performed reasonably well in removing the volatile species. In the field conditions, a single-mode particle size distribution was found for emitted particles from a T63 turboshaft engine at both idle and cruise engine power conditions. Removal of the volatile T63 engine particles by the VPS was consistent with that of PMP VPR. In tests on an F117 turbofan engine, the size distribution at the idle (4% rated) engine power condition was found to be bimodal, with the first mode consisting of particles smaller than 10nm, which are believed to be mostly semi-volatile particles, while the second mode of larger size was a mixture of semi-volatile and non-volatile particles. The distribution was single modal at the 33% rated engine power with no secondary mode observed. Overall, for particles emitted by both engines, the removal efficiency of the VPS appears to surpass that of the PMP VPR by 8-10%.This manuscript has been authored by UT-Battelle, LLC under Contract No. DE-AC05-00OR22725 with the US Department of Energy. The United States Government retains and the publisher, by accepting the article for publication, acknowledges that the United States Government retains a non-exclusive, paid-up, irrevocable, world-wide license to publish or reproduce the published form of this manuscript, or allow others to do so, for United States Government purposes. The Department of Energy will provide public access to these results of federally sponsored research in accordance with the DOE Public Access Plan (http://energy.gov/downloads/doe-public-access-plan).

Tailpipe emissions from gasoline direct injection (GDI) and port fuel injection (PFI) vehicles at both low and high ambient temperatures

Vehicle emissions are greatly influenced by various factors that are related to engine technology and driving conditions. Only the fuel injection method and ambient temperature are investigated in this research. Regulated gaseous and particulate matter (PM) emissions from two advanced gasoline-fueled vehicles, one with direct fuel injection (GDI) and the other with port fuel injection (PFI), are tested with conventional gasoline and ethanol-blended gasoline (E10) at both −7 °C and 30 °C. The total particle number (PN) concentrations and size distributions are monitored with an Electrical Low Pressure Impactor (ELPI+). The solid PN concentrations are measured with a condensation particle counter (CPC) after removing volatile matters through the particle measurement program (PMP) system. The results indicate that decreasing the ambient temperature from 30 °C to −7 °C significantly increases the fuel consumption and all measured emissions except for NOx. The GDI vehicle exhibits lower fuel consumption than the PFI vehicle but emits more total hydrocarbons (THC), PM mass and solid PN emissions at 30 °C. The adaptability of GDI technology appears to be better than that of PFI technology at low ambient temperature. For example, the CO, THC and PM mass emission factors of the PFI vehicle are higher than those of the GDI vehicle and the solid PN emission factors are comparable in the cold-start tests at −7 °C. Specifically, during start-up the particulate matter emissions of the PFI are much higher than the GDI. In most cases, the geometric mean diameter (GMD) of the accumulation mode particles is 58–86 nm for both vehicles, and the GMD of the nucleation mode particles is 10–20 nm. The results suggest that the gaseous and particulate emissions from the PFI vehicle should not be neglected compared to those from the GDI vehicle especially in a cold environment.

New particle number measurement method equivalent to particle measurement programme methodology

A nano-aerosol monitor, which is a newly developed particle number (PN) measurement system having no volatile particle remover, was evaluated as an alternative to the particle measurement programme...

Comparison study on characteristics of nano-sized particle number distribution by using condensation particle counter calibrated with spray and soot type particle generation methods

In the year 2011, the Particle Measurement Program (PMP) in Europe started the regulation of the diesel vehicle’s nano-sized particle number density (PN) due to its high degree of harm to the human body. Concretely, the standard level of PN emission was introduced in the Euro 5+ and 6 emissions regulation with a limit (<6.0 × 1011#/km) for diesel light-duty vehicle. Therefore, the determination of suitable and sophisticated instruments for reliable particle sampling and analysis was essential in taking exact experimental data. Now, among the PN emission measuring devices suggested by the PMP, condensation particle counter (CPC) is a key equipment for measuring the particle number density in real time and it has been used extensively. However, CPC can cause different results depending on operating conditions of the saturator and condensation that induce different rates of particle growth. This study was conducted to analyze the effect of CPC calibrated by a two-particle generator with spray and soot type methods applied on the nano-sized particle distribution’s parameters such as number concentration and linearity. Also, in order to ensure the reliability for particle sensor system named as PPS, which had emerged as a useful diagnostic to making spatially and temporally resolved quantitative measurements of diesel PN concentration, it was compared with calibrated CPC system. As a result, nano-sized particle measuring system with CPC calibrated by spray type particle generator had a much higher counting efficiency, indicating a larger nano size available than soot type particle generator. And, comparative experimental results on the correlation between the particle number of CPC to a reflectance PPS system showed that above 5,000 #/cm3 in number concentrations measured by CPC as well as PPS were found to be similar with good linear relationship.

Examination of PN emissions and size distributions of a hybrid city bus under real world urban driving conditions

Engine load-speed frequency map of a hybrid city bus, which operates on the routes of Sakarya Municipality, was compared with that of European Transient Cycle (ETC) and World Harmonized Transient Cycle (WHTC), which are the certification test cycles. It was observed that the hybrid city bus engine operates mostly at three main regions, which are idling (30% load and 750 rpm), motoring (0% load and 1200 rpm) and high load (80% load and 1800 rpm) conditions under real world urban driving conditions. However, engine load-speed frequency maps of the certification test cycles are significantly different and cannot represent the real world urban driving conditions of the hybrid city bus. Therefore, the Particle Number (PN) emissions of the hybrid city bus were investigated under real world urban driving conditions. The aims of work were to examine the effects of city bus hybridization on the particle emissions and develop PN emission factors. The PN concentrations and size distributions together with engine operating conditions were measured with a Particle Measurement Program (PMP) compliant system, which involves a condensation particle counter (CPC) and a particle sizer (EEPS). The measurements under real world urban driving conditions indicated that the emission factors of the hybrid city bus for the PN and Total PN are 8.99E+12 and 2.51E+13 #/kW-h, respectively. The PN size distribution measurements indicated that the particles up to approximately 20 nm are not very sensitive to changes in engine power and they are exist even during motoring conditions. But, the particles in the size range from 20 to 200 nm are very sensitive to sudden changes of the engine power.