Influence of particle location on the number of charges per charged nanoparticle at the outlet of a needle charger

This study has investigated numerically the influence of particle location on the number of charges per charged particle in the 10-40 nm size range at the outlet of a needle charger by simulating flow field, electric field, particle charging, and particle trajectory at various conditions. The results show that the total (i.e., diffusion + field charging) number of charges per particle increase with decreasing ratio values of radial location at the outlet of the charger due to the particle position close to the needle tip. It has also been shown that in the outlet region of the charger there is a critical radial location at which the number of charges per particle is a maximum; this critical radial location represents the point at which the charged particle trajectory becomes closest to the needle electrode. The maximum value of number of charges increases with increasing Reynolds number and slightly increases with decreasing applied voltage for particle diameter larger than 20 nm. The maximum number of charges per charged nanoparticle increases with increasing particle diameter. In addition, the minimum ratio value of radial particle location decreases with increasing Reynolds number for various particle diameters.     

Heavy-duty,off-road diesel engine low-load particle number emissions and particle control

Exhaust gas particle and ion size distributions were measured from an off-road diesel engine complying with the European Stage IIIB emission standard. The measurements were performed at idling and low load conditions on an engine dynamometer. Nucleation-mode particles dominated the diesel exhaust particle number emissions at idle load. The nonvolatile nucleation-mode geometric mean diameter was detected at 10 nm or below. The nonvolatile nucleation-mode charge state implied that it has evolved through a highly ionizing environment before emission from the engine. The determined charging probabilities were 10.0 ± 2.2% for negative and 8.0 ± 2.0% for positive polarity particles. The nonvolatile nucleation particle concentration and size was also shown to be dependent on the lubricant oil composition. The particle emissions were efficiently controlled with a partial filter or with partial filter + selective catalytic reduction (SCR) combination. The particle number removal efficiencies of the aftertreatment systems were over 95% for wet total particle number (>3nm) and over 85% for dry particle total number. Nevertheless, the aftertreatment systems’ efficiencies were around 50% for the soot-mode particles. The low-load nonvolatile nucleation particle emissions were also dependent on the engine load, speed, and fuel injection pressure. The low load particle number emissions followed the soot-core trade-off, similar to medium or high operating loads.

Implications:Idling and low-load diesel engine exhaust emissions affect harmfully the ambient air quality. The low-load particle number emissions are here shown to peak in the 10-nm size range for a modern off-road engine. The particles are electrically charged and nonvolatile and they originate from the combustion process. Tailpipe particle control by open channel filter can remove more than 85% of the nonvolatile 10-nm particles and about 50% of the soot-mode particles, while the fuel injection pressure increase can lead to particle number increase. The study provides a new viewpoint for low-load particle emissions and control.     

Roadside particle number distributions and relationships between number concentrations, meteorology, and traffic along a northern California freeway

Particle number distributions were measured simultaneously upwind and downwind of a suburban-agricultural freeway to determine relationships with traffic and meteorological parameters. Average traffic volumes were 6330 vehicles/hr with 10% heavy-duty vehicles, and volumes were higher in July than November. Most downwind particle number distributions were bimodal, with a primary mode at approximately 10-25 nm, indicating that newly formed particles were sampled. Total downwind 6-237 nm particle number concentrations (Ntot) ranged from 9.3 x 10(3) to 2.5 x 10(5) cm(-3), with higher daily average concentrations in November compared with July. Ntot correlated with wind speed, temperature, and relative humidity. Upwind photochemically initiated nucleation likely led to elevated background nanoparticle concentrations in July, as evidenced by increasing upwind distribution modal diameter with increasing temperature and a strong correlation between upwind Ntot and solar radiation. Also in summer, Ntot showed stronger correlation with heavy-duty vehicle volumes than wind speed, temperature, and relative humidity. These results indicate the importance of measuring background particle size distributions simultaneously with roadside distributions. There may be a minimum vehicle volume from which useful real-world vehicle particle number distributions can be measured at roadside, even when collecting samples within 10 m of the traveled lanes.     

Collection of Aerosol Particles by Electrostatic Droplet Spray Scrubbers

Theoretical calculations and experimental measurements show that the collection of small aerosol particles (0.05 to 5 micron diameter range) by water droplets in spray scrubbers can be substantially increased by electrostatically charging the droplets and particles to opposite polarity. Measurements with a 140 acfm two chamber spray scrubber (7 seconds gas residence time) showed an increase in the overall particle collection efficiency from 68.8% tit uncharged conditions to 93.6% at charged conditions, with a dioctyl phthalate aerosol (1.05 μm particle mass mean diameter and 2.59 geometric standard deviation). The collection efficiency for 0.3 μm particles increased from 35 to 87% when charged. During 1973–1974 a 1000 acfm pilot plant electrostatic scrubber was constructed inside a 40 ft trailer for evaluation on controlling particu-late emissions from pulp mill operations (funded by Northwest Pulp and Paper Association). Field tests performed on the particle emissions exhausting from SO₂ absorption towers treating the gases from a magnesium based sulfite recovery boiler have shown particle collection efficiencies ranging from about 60 to 99% by weight, depending on the electrostatic scrubber operating conditions. Energy requirements for the University of Washington electrostatic scrubber are about 0.5 hp/1000 acfm (350 Watts/1000 acfm) including gas pressure drop, water pressure drop, and electrostatic charging of the water spray droplets and the particles.     

Measurements of the physical properties of particles in the urban atmosphere

Measurements of the physical properties of particles in the atmosphere of a UK urban area have been made, including particle number count by condensation nucleus counters with different lower particle size cut-offs; particle size distributions using a Scanning Mobility Particle Sizer; total particle Fuchs surface area using an epiphaniometer and particle mass using Tapered Element Oscillating Micro-balance (TEOM) instruments with size selective (PM₁₀ and PM_2.5) inlets. Mean particle number counts at three sites range from 2.86×10⁴ to 9.60×10⁴ cm^-3. A traffic-influenced location showed a substantially higher ratio of particle number to PM₁₀ mass than a nearby background location despite being some 70 m from the roadway. Operating two condensation nucleus counters in tandem to determine particles in the 3–7 nm size range by difference showed signficant numbers of particles in this range, apparently related to homogeneous nucleation processes. Measurements with the Scanning Mobility Particle Sizer showed a clear difference between roadside size distributions and those at a nearby background location with an additional mode in the roadside samples below 10 nm diameter. Particle number counts were found to show a significant linear correlation with PM₁₀ mass (r²=0.44; n=44 for 24 h data at an urban background location), although during one period of high pollution a curvilinear relationship was found. Measurements of the diurnal variation in PM₁₀ mass, particle number count and Fuchs surface area show the same general pattern of behaviour of the three variables, explicable in terms of vehicle emission source strength and atmospheric dispersion, although the surface area growth was out of phase with the particle number and mass. It appears that particle number gives the clearest indication of recent road traffic emissions.     

Assessment of transport of two polyelectrolyte-stabilized zero-valent iron nanoparticles in porous media

This study investigated the breakthrough patterns of carboxymethyl cellulose- and polyacrylic acid-stabilized zero-valent iron (Fe(0)) nanoparticles (NZVI) from packed sand columns under a range of pore water velocities of 0.02, 0.2 and 1 cm min(-1) and NZVI influent concentrations of 0.1, 0.5 and 3 g L(-1). The NZVI effluent relative concentrations of both types of particles decreased with slower flow velocities and increasing particle concentrations. PAA-NZVI exhibited slower elution from the columns than CMC-NZVI under identical experimental conditions, and this is attributed to more rapid aggregation kinetics of PAA-NZVI. The elution patterns of PAA-NZVI showed a stronger trend of gradually increasing effluent concentrations with flushing of additional pore volumes, especially at low flushing velocities and higher influent particle concentrations and this phenomenon too can be attributed to increasing aggregate sizes with time which caused decreases in the values of the single collector efficiency and thus the deposition rate constant. A 7 nm increase in CMC-NZVI aggregate size over 60 min was observed using nanoparticle tracking analysis. The reduction in colloidal stability due to aggregation of CMC- and PAA-NZVI was verified using sedimentation tests, and it was found that PAA-NZVI were less stable than CMC-NZVI. There were also notable inherent differences in the two NZVI particles. The CMC-NZVI were monodisperse with a mean diameter of 5.7 ± 0.9 nm, whereas PAA-NZVI had a bimodal particle size distribution with a small sub-population of particles with mean size of 30 ± 21 nm and a more abundant population of 4.6 ± 0.8 nm diameter particles. Furthermore, PAA-NZVI had a lower surface potential. These characteristics are also responsible for the different elution patterns CMC- and PAA-NZVI.     

Fine particle counting with aerodynamic particle focusing and corona charging

The conceptual design and evaluation of a fine particle sizing and counting instrument are introduced in this paper. A corresponding laboratory prototype was developed by coupling aerodynamic particle focusing with corona charging techniques that could detect particle sizes down to 25 nm in diameter. Comparison between the prototype and a condensation particle counter (CPC) using identical monodisperse particles showed that the measurements agreed well for the particle sizes in the range of 60–300 nm.     

Concentration and Size Distribution of Ultrafine Particles Near a Major Highway

Abstract

Motor vehicle emissions usually constitute the most significant source of ultrafine particles (diameter <0.1 μm) in an urban environment, yet little is known about the concentration and size distribution of ultrafine particles in the vicinity of major highways. In the present study, particle number concentration and size distribution in the size range from 6 to 220 nm were measured by a condensation particle counter (CPC) and a scanning mobility particle sizer (SMPS), respectively. Measurements were taken 30, 60, 90, 150, and 300 m downwind, and 300 m upwind, from Interstate 405 at the Los Angeles National Cemetery. At each sampling location, concentrations of CO, black carbon (BC), and particle mass were also measured by a Dasibi CO monitor, an aethalometer, and a DataRam, respectively. The range of average concentration of CO, BC, total particle number, and mass concentration at 30 m was 1.7?2.2 ppm, 3.4?10.0 μg/m³, 1.3?2.0 × 10⁵/cm³, and 30.2?64.6 μ/m³, respectively.

For the conditions of these measurements, relative concentrations of CO, BC, and particle number tracked each other well as distance from the freeway increased. Particle number concentration (6–220 nm) decreased exponentially with downwind distance from the freeway. Data showed that both atmospheric dispersion and coagulation contributed to the rapid decrease in particle number concentration and change in particle size distribution with increasing distance from the freeway. Average traffic flow during the sampling periods was 13,900 vehicles/hr. Ninety-three percent of vehicles were gasoline-powered cars or light trucks. The measured number concentration tracked traffic flow well. Thirty meters downwind from the freeway, three distinct ultrafine modes were observed with geometric mean diameters of 13, 27, and 65 nm. The smallest mode, with a peak concentration of 1.6 × 10⁵/cm³, disappeared at distances greater than 90 m from the freeway. Ultrafine particle number concentration measured 300 m downwind from the freeway was indistinguishable from upwind background concentration. These data may be used to estimate exposure to ultrafine particles in the vicinity of major highways.     

Concentration and size distribution of ultrafine particles near a major highway

Motor vehicle emissions usually constitute the most significant source of ultrafine particles (diameter <0.1 microm) in an urban environment, yet little is known about the concentration and size distribution of ultrafine particles in the vicinity of major highways. In the present study, particle number concentration and size distribution in the size range from 6 to 220 nm were measured by a condensation particle counter (CPC) and a scanning mobility particle sizer (SMPS), respectively. Measurements were taken 30, 60, 90, 150, and 300 m downwind, and 300 m upwind, from Interstate 405 at the Los Angeles National Cemetery. At each sampling location, concentrations of CO, black carbon (BC), and particle mass were also measured by a Dasibi CO monitor, an aethalometer, and a DataRam, respectively. The range of average concentration of CO, BC, total particle number, and mass concentration at 30 m was 1.7-2.2 ppm, 3.4-10.0 microg/m3, 1.3-2.0 x 10(5)/cm3, and 30.2-64.6 microg/m3, respectively. For the conditions of these measurements, relative concentrations of CO, BC, and particle number tracked each other well as distance from the freeway increased. Particle number concentration (6-220 nm) decreased exponentially with downwind distance from the freeway. Data showed that both atmospheric dispersion and coagulation contributed to the rapid decrease in particle number concentration and change in particle size distribution with increasing distance from the freeway. Average traffic flow during the sampling periods was 13,900 vehicles/hr. Ninety-three percent of vehicles were gasoline-powered cars or light trucks. The measured number concentration tracked traffic flow well. Thirty meters downwind from the freeway, three distinct ultrafine modes were observed with geometric mean diameters of 13, 27, and 65 nm. The smallest mode, with a peak concentration of 1.6 x 10(5)/cm3, disappeared at distances greater than 90 m from the freeway. Ultrafine particle number concentration measured 300 m downwind from the freeway was indistinguishable from upwind background concentration. These data may be used to estimate exposure to ultrafine particles in the vicinity of major highways.     

Predicting Cutoff Aerodynamic Diameter and Sharpness of Single Round-Nozzle Impactors with a Finite Impaction Plate Diameter

Abstract

This investigation numerically examined the cutoff aerodynamic diameter (da₅₀) and the sharpness (GSD) of the particle collection efficiency curve of impactors with a finite impaction plate diameter. Results revealed that the inertial impactors have a limited cutoff aerodynamic diameter at different air velocities. The extreme value of the cutoff aerodynamic diameter increases with the nozzle diameter (W)/the plate diameter (D_c). The computed da₅₀/D_c values of the impactors increase with W/D_c at various Reynolds numbers (Re) and with the nozzle-toplate distance (S)/D_c when Re is 100. The value of GSD slightly increases with W/D_c for Re of 10 and 100, although the effect of S/D_c on GSD is not evident at various Res. The particle collection efficiency curve of the impactor with a lower Re is less sharp than that with a high Re at various W/D_c and S/D_c values. Statistical equations closely fitted the obtained numerical results for Res of 10–3000. The equations are useful for directly calculating the cutoff aerodynamic diameter and the sharpness of the particle collection efficiency curve for single round-nozzle impactors with a finite impaction D_c.     

The Efficiency of Electrostatic Precipitators Under Conditions of Corona Quenching

The suppression of corona by particle space-charge is of considerable importance in electrostatic precipitators dealing with medium to high concentrations of particulates. However, the effect of the dust concentration on collection efficiency has found no direct answer in the literature. In addition to the expected reduction in corona current due to low mobility dust particles, the presence of these charged particles has two other main effects: 1. The electric field in the vicinity of the discharge electrode is weakened and hence the concentration of ions originating in the ionization zone and forming the charging current is decreased. 2. The resulting space-charge build-up causes an increase in the field strength adjacent to the collecting surface of the precipitator. The importance of each of these effects on the collection efficiency will be dependent on the relative decrease in particle charge as compared to the increase in the collection field. Experiments were carried out under both positive and negative corona with aerosol concentrations having specific surfaces in the range 0 to 44 m²/m³. These results showed: 1. For low values of corona current densities, as the specific surface area increases, the efficiency decreases. In this cqse, the charge per particle decreases as the particle concentration increases and becomes far below the normal charge attainable. Here the increase in the collection field is more than counteracted by the jarge reduction in particle charge. 2. For higher values of initial corona current densities, as the particle specific surface area increases, the efficiency either increases slightly or stays constant, in spite of major reductions in the measured corona current. In this case there should also be a reduction in the charge per particle with the increase in particle concentration, however, this is apparently offset by the increase in the collection field strength. Analysis of the results, coupled with an interpretation of existing theories, indicates that a major parameter that must be considered is the ratio of the initial corona current density and the specific surface of the particles.     

Nanoparticle emissions on Minnesota highways

The objective of this project was to characterize on-road aerosol on highways surrounding the Minneapolis area. Data were collected under varying on-road traffic conditions and in residential areas to determine the impact of highway traffic on air quality. The study was focused on determining on-road nanoparticle concentrations, and estimating fuel-specific and particle emissions km⁻¹.On-road aerosol number concentrations ranged from 10⁴ to 10⁶ particles cm⁻³. The highest nanoparticle concentrations were associated with high-speed traffic. At high vehicular speeds engine load, exhaust temperature, and exhaust flow all increase resulting in higher emissions. Less variation was observed in particle volume, a surrogate measure of particle mass. Most of the particles added by the on-road fleet were below 50 nm in diameter. Particles in this size range may dominate particle number, but contribute little to particle volume or mass. Furthermore, particle number is strongly influenced by nucleation and coagulation, which have little or no effect on particle volume. Measurements made in heavy traffic, speeds<32 km h⁻¹, produced lower number concentrations and larger particles.Number concentrations measured in residential areas, 10–20 m from the highway, were considerably lower than on-road concentrations, but the size distributions were similar to on-road aerosol with high concentrations of very small (<20 nm) particles. Much lower number concentrations and larger particles were observed in residential areas located 500–700 m from the highway.Estimated emissions of total particle number larger than 3 nm ranged from 1.9 to 9.9×10¹⁴ particles km⁻¹ and 2.2–11×10¹⁵ particles (kg fuel)⁻¹ for a gasoline-dominated vehicle fleet.     

Effect of particle size of titanium dioxide nanoparticle aggregates on the degradation of one azo dye

Introduction

Titanium dioxide (TiO₂) nanoparticle powders have been extensively studied to quickly photodegrade some organic pollutants; however, the effect of the particle size of TiO₂ nanoparticle aggregates on degradation remains unclear because microscale aggregates form once the nanoparticle powders enter into water.

Methods

The degradation of azo dye by different particle sizes of TiO₂ nanoparticle aggregates controlled by NaCl concentrations was investigated to evaluate the particle size effect. Removal reactions of reactive black 5 (RB5) with TiO₂ nanoparticles followed pseudo-first-order kinetics.

Results

The increase of TiO₂ dosage from 40 to 70?mg/L enhanced the degradation. At doses around 100?mg/L TiO₂, degradation rates decreased which could be the result of poor UV light transmittance at high-particle concentrations. At average particle sizes of TiO₂ nanopowders less than around 500?nm, the degradation rates increased with decreasing particle size. As the average particle size exceeded 500?nm, the degradation rates were not significantly changed.

Conclusions

For the complete degradation experiments, the mineralization rates of total organic carbon disappearance are generally following the RB5 decolorization kinetic trend. These findings can facilitate the application of TiO₂ nanoparticles to the design of photodegradation treatments for wastewater.     

Measurement of Ultrafine Particle Size Distributions from Coal-, Oil-, and Gas-Fired Stationary Combustion Sources

Abstract

Currently, we have limited knowledge of the physical and chemical properties of emitted primary combustion aerosols and the changes in those properties caused by nucleation, condensation growth of volatile species, and particle coagulations under dilution and cooling in the ambient air. A dilution chamber was deployed to sample exhaust from a pilot-scale furnace burning various fuels at a nominal heat input rate of 160 kW/h^?1 and 3% excess oxygen. The formation mechanisms of particles smaller than 420 nm in electrical mobility diameter were experimentally investigated by measurement with a Scanning Mobility Particle Sizer (SMPS) as a function of aging times, dilution air ratios, combustion exhaust temperatures, and fuel types. Particle formation in the dilution process is a complex mixture of nucleation, coagulation, and condensational growth, depending on the concentrations of available condensable species and solid or liquid particles (such as soot, ash) in combustion exhausts. The measured particle size distributions in number concentrations measured show peaks of particle number concentrations for medium sulfur bituminous coal, No. 6 fuel oil, and natural gas at 40-50 nm, 70-100 nm, and 15-25 nm, respectively. For No. 6 fuel oil and coal, the particle number concentration is constant in the range of a dilution air ratio of 50, but the number decreases as the dilution air ratio decreases to 10. However, for natural gas, the particle number concentration is higher at a dilution air ratio of 10 and decreases at dilution air ratios of 20-50. At a dilution air ratio of 10, severe particle coagulation occurs in a relatively short time. Samples taken at different combustion exhaust temperatures for these fuel types show higher particle number concentrations at 645 K than at 450 K. As the aging time of particles increases, the particles increase in size and the number concentrations decrease. The largest gradient of particle number distribution occurs within the first 10 sec after dilution but shows only minor differences between 10 and 80 sec. The lifetimes of the ultrafine particles are relatively short, with a scale on the order of a few seconds. Results from this study suggest that an aging time of 10 sec and a dilution air ratio of 20 are sufficient to obtain representative primary particle emission samples from stationary combustion sources.     

Physical characterization of the fine particle emissions from commercial aircraft engines during the Aircraft Particle Emissions eXperiment (APEX) 1–3

The fine particulate matter (PM) emissions from nine commercial aircraft engine models were determined by plume sampling during the three field campaigns of the Aircraft Particle Emissions Experiment (APEX). Ground-based measurements were made primarily at 30 m behind the engine for PM mass and number concentration, particle size distribution, and total volatile matter using both time-integrated and continuous sampling techniques. The experimental results showed a PM mass emission index (EI) ranging from 10 to 550 mg kg^?1 fuel depending on engine type and test parameters as well as a characteristic U-shaped curve of the mass EI with increasing fuel flow for the turbofan engines tested. Also, the Teflon filter sampling indicated that ～40–80% of the total PM mass on a test-average basis was comprised of volatile matter (sulfur and organics) for most engines sampled. The number EIs, on the other hand, varied from ～10¹⁵ to 10¹⁷ particles kg^?1 fuel with the turbofan engines exhibiting a logarithmic decay with increasing fuel flow. Finally, the particle size distributions of the emissions exhibited a single primary mode that were lognormally distributed with a minor accumulation mode also observed at higher powers for all engines tested. The geometric (number) mean particle diameter ranged from 9.4 to 37 nm and the geometric standard deviation ranged from 1.3 to 2.3 depending on engine type, fuel flow, and test conditions.     

Nanoparticle and ultrafine particle events at the Fresno supersite

Continuous measurements of particle size distributions of 3-407 nm were collected from August 2002 to July 2004 at the Fresno Supersite to understand their number concentrations, size distributions, and formation processes. Measurements for fine particulate matter (PM2.5) mass, sulfate (SO4(2-)), nitrate (NO3-), black carbon (BC), particle-bound polycyclic aromatic hydrocarbons (PAHs), nitrogen oxides (NOx), carbon monoxide (CO), ozone (O3), and meteorological data (wind speed, wind direction, temperature [T], relative humidity [RH], and solar radiation) were used to determine the causes of nanoparticle (3-10 nm) and ultrafine (10-100 nm) particle events. These events were found to be divided into four types: (1) 3- to 10-nm morning nucleation; (2) 10- to 30-nm morning traffic; (3) 10- to 30-nm afternoon photochemical; and (4) 50- to 84-nm evening home heating, including residential wood combustion. Intense examples of the first type (>10(4) number [#]/cm3) were observed on 29 days, nearly always during the summer. The second type of event was observed on more than 73 days and occurred throughout the year. The third type was observed on 36 days, from spring through summer. The fourth type was found on 109 days, all of them during the winter. Although sulfur dioxide (SO2) emissions in Central California are low, the small residual amounts in gasoline and diesel fuel are apparently sufficient to initiate nucleation events. These were measured in the morning, soon after the shallow surface inversion coupled with layers aloft where nucleation probably was initiated. PM2.5 concentrations were poorly correlated with nanoparticle number.     

Resuspension of coarse particles in the region of Chernobyl

Measurements of resuspension into air in the coarse particle range (>10 μm in aerodynamic diameter) were performed as part of a field measurement experiment at four sites around Chernobyl during wind-driven and anthropogenic enhanced resuspension (agricultural activities). Caesium-137 was used to quantify the magnitude of resuspension. The mean resuspension factor of coarse particles was between 1×10^-10 and 6×10^-10 m^-1 for wind-driven resuspension. During agricultural activities, the resuspension increased by up to three orders of magnitude. Coarse particles comprised about one-third of the total amount of resuspended Caesium-137. The activity size distribution of Caesium-137 was not uniform in the coarse particle range: approximately 44% of the activity was found in the range 10–20 μm aerodynamic diameter. The determination of the number concentration of particles >20 μm aerodynamic diameter showed a linear relation between particle number and activity: the mean activity per particle was 0.75±0.15 μBq at the site Novozybkov, Russia. The resuspension factor was found to decrease exponentially with increasing relative soil moisture content. At higher soil humidity, the portion of coarse particles of the total resuspended activity was larger.     

A Rainfall Simulator for Laboratory Use in Acidic Precipitation Studies

A rainfall simulator, developed on the principle of droplet formation from needle tips, is described. The simulator is designed for laboratory experimentation to examine the effects of acidic precipitation on terrestrial plants. Droplet diameter can be varied from 2.5 to 3.4 mm with different gauge needles, and rainfall intensities from 0.50 to 1.25 cm h^-1 can be attained by a variable speed peristaltic pump. Uniform distribution of rainfall was achieved by rotating the target area and by spacing needles, using an empirical cumulative probability distribution function, along eight radial tubular arms. Variation in rainfall distribution across a 1.2 m diameter circular target area was < 5 % . Integrity of solution chemistry was maintained upon passage through the simulator with variations in cation concentrations <10%, anion concentrations <5 % and pH <0.2. The system offers sufficient flexibility to simulate a range of rainfall characteristics by varying needle diameter, changing pump speed and/or altering the number of radial arms on each unit.     

A Comparison of Tailpipe,Dilution Tunnel,and Wind Tunnel Data in Measuring Motor Vehicle PM

ABSTRACT

Comparison between particle size distributions recorded directly at the tailpipes of both diesel and gasoline vehicles and measurements made using a conventional dilution tunnel reveals two problems incurred when using the latter method for studying particle number emissions. One is the potential for particulate matter (PM) artifacts originating from hydrocarbon material stored in the transfer hose connecting the tailpipe to the dilution tunnel, and the other is the particle coagulation (as well as condensation and chemical changes) that occurs during the transport. Both are potentially generic to current PM emissions measurement practices. The artifacts typically occur as a nanoparticle mode (10–30 nm) that is 2–4 orders of magnitude larger than what is present in the vehicle exhaust and can easily be mistaken for a similar mode that can arise from the nucleation of hydrocarbon or SO₄ ^2-components in the exhaust under appropriate dilution rates. Wind tunnel measurements are in good agreement with those made directly from the tailpipe and substantiate the potential for artifacts. They reveal PM levels for the recent model port fuel injection (PFI) gasoline vehicles tested that are small compared with the ambient background particle level during steady-state driving. The PM emissions recorded for drive cycles such as the Federal Test Procedure (FTP) and US06 occur primarily during acceleration, as has been previously noted. Light-duty diesel vehicle emissions normally exhibit a single lognormal mode centered between 55 and 80 nm, although a nonartifact nanoparticle mode in some cases appears at a 70-mph cruise up a grade.     

Measurement of ultrafine particle size distributions from coal-, oil-, and gas-fired stationary combustion sources

Currently, we have limited knowledge of the physical and chemical properties of emitted primary combustion aerosols and the changes in those properties caused by nucleation, condensation growth of volatile species, and particle coagulations under dilution and cooling in the ambient air. A dilution chamber was deployed to sample exhaust from a pilot-scale furnace burning various fuels at a nominal heat input rate of 160 kW/h(-1) and 3% excess oxygen. The formation mechanisms of particles smaller than 420 nm in electrical mobility diameter were experimentally investigated by measurement with a Scanning Mobility Particle Sizer (SMPS) as a function of aging times, dilution air ratios, combustion exhaust temperatures, and fuel types. Particle formation in the dilution process is a complex mixture of nucleation, coagulation, and condensational growth, depending on the concentrations of available condensable species and solid or liquid particles (such as soot, ash) in combustion exhausts. The measured particle size distributions in number concentrations measured show peaks of particle number concentrations for medium sulfur bituminous coal, No. 6 fuel oil, and natural gas at 40-50 nm, 70-100 nm, and 15-25 nm, respectively. For No. 6 fuel oil and coal, the particle number concentration is constant in the range of a dilution air ratio of 50, but the number decreases as the dilution air ratio decreases to 10. However, for natural gas, the particle number concentration is higher at a dilution air ratio of 10 and decreases at dilution air ratios of 20-50. At a dilution air ratio of 10, severe particle coagulation occurs in a relatively short time. Samples taken at different combustion exhaust temperatures for these fuel types show higher particle number concentrations at 645 K than at 450 K. As the aging time of particles increases, the particles increase in size and the number concentrations decrease. The largest gradient of particle number distribution occurs within the first 10 sec after dilution but shows only minor differences between 10 and 80 sec. The lifetimes of the ultrafine particles are relatively short, with a scale on the order of a few seconds. Results from this study suggest that an aging time of 10 sec and a dilution air ratio of 20 are sufficient to obtain representative primary particle emission samples from stationary combustion sources.