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.     

A constant-volume rapid exhaust dilution system for motor vehicle particulate matter number and mass measurements

An improved version of the constant volume sampling (CVS) methodology that overcomes a number of obstacles that exist with the current CVS dilution tunnel system used in most diesel and gasoline vehicle emissions test facilities is presented. The key feature of the new sampling system is the introduction of dilution air immediately at the vehicle tailpipe. In the present implementation, this is done concentrically through a cylindrical air filter. Elimination of the transfer hose conventionally used to connect the tailpipe to the dilution tunnel significantly reduces the hydrocarbon and particulate matter (PM) storage release artifacts that can lead to wildly incorrect particle number counts and to erroneous filter-collected PM mass. It provides accurate representations of particle size distributions for diesel vehicles by avoiding the particle coagulation that occurs in the transfer hose. Furthermore, it removes the variable delay time that otherwise exists between the time that emissions exit the tailpipe and when they are detected in the dilution tunnel. The performance of the improved CVS system is examined with respect to diesel, gasoline, and compressed natural gas vehicles.     

A Constant-Volume Rapid Exhaust Dilution System for Motor Vehicle Particulate Matter Number and Mass Measurements

Abstract

An improved version of the constant volume sampling (CVS) methodology that overcomes a number of obstacles that exist with the current CVS dilution tunnel system used in most diesel and gasoline vehicle emissions test facilities is presented. The key feature of the new sampling system is the introduction of dilution air immediately at the vehicle tailpipe. In the present implementation, this is done concentrically through a cylindrical air filter. Elimination of the transfer hose conventionally used to connect the tailpipe to the dilution tunnel significantly reduces the hydrocarbon and particulate matter (PM) storage release artifacts that can lead to wildly incorrect particle number counts and to erroneous filter-collected PM mass. It provides accurate representations of particle size distributions for diesel vehicles by avoiding the particle coagulation that occurs in the transfer hose. Furthermore, it removes the variable delay time that otherwise exists between the time that emissions exit the tailpipe and when they are detected in the dilution tunnel. The performance of the improved CVS system is examined with respect to diesel, gasoline, and compressed natural gas vehicles.     

Size and composition distributions of particulate matter emissions: part 2--heavy-duty diesel vehicles

Particulate matter (PM) emissions from heavy-duty diesel vehicles (HDDVs) were collected using a chassis dynamometer/dilution sampling system that employed filter-based samplers, cascade impactors, and scanning mobility particle size (SMPS) measurements. Four diesel vehicles with different engine and emission control technologies were tested using the California Air Resources Board Heavy Heavy-Duty Diesel Truck (HHDDT) 5 mode driving cycle. Vehicles were tested using a simulated inertial weight of either 56,000 or 66,000 lb. Exhaust particles were then analyzed for total carbon, elemental carbon (EC), organic matter (OM), and water-soluble ions. HDDV fine (< or =1.8 microm aerodynamic diameter; PM1.8) and ultrafine (0.056-0.1 microm aerodynamic diameter; PM0.1) PM emission rates ranged from 181-581 mg/km and 25-72 mg/km, respectively, with the highest emission rates in both size fractions associated with the oldest vehicle tested. Older diesel vehicles produced fine and ultrafine exhaust particles with higher EC/OM ratios than newer vehicles. Transient modes produced very high EC/OM ratios whereas idle and creep modes produced very low EC/OM ratios. Calcium was the most abundant water-soluble ion with smaller amounts of magnesium, sodium, ammonium ion, and sulfate also detected. Particle mass distributions emitted during the full 5-mode HDDV tests peaked between 100-180 nm and their shapes were not a function of vehicle age. In contrast, particle mass distributions emitted during the idle and creep driving modes from the newest diesel vehicle had a peak diameter of approximately 70 nm, whereas mass distributions emitted from older vehicles had a peak diameter larger than 100 nm for both the idle and creep modes. Increasing inertial loads reduced the OM emissions, causing the residual EC emissions to shift to smaller sizes. The same HDDV tested at 56,000 and 66,000 lb had higher PM0.1 EC emissions (+22%) and lower PM0.1 OM emissions (-38%) at the higher load condition.     

基于MOVES的轻型车颗粒物排放来源和特征分析

利用实测数据对MOVES模型进行本地化修正,测算了轻型车颗粒物的排放来源以及粒径、组分构成特征。分析结果表明,全部颗粒物中,轻型汽油车的非尾气排放PM10所占比例为72.70%,PM2.5为42.64%;轻型柴油车非尾气排放PM10所占比例为40.78%,PM2.5为15.41%。2种燃油车辆的尾气排放颗粒物主要来源于尾气管排放,粒径集中在0~2.5 μm;而非尾气排放颗粒物主要来源于刹车磨损,粒径集中在2.5~10 μm。轻型汽油车的尾气排放颗粒物主要组分为有机碳,轻型柴油车则为元素碳和有机碳。进一步分析不同速度下颗粒物排放变化发现:轻型车非尾气排放颗粒物随行驶速度的增大而降低,而尾气排放颗粒物则随速度的增大先降低后升高;非尾气排放颗粒物占全部颗粒物比例随速度的增大先升高再降低;全部颗粒物中PM2.5的比例则随速度的增大先降低后升高。     

Factor analysis of submicron particle size distributions near a major United States-Canada trade bridge

A factor analytic model has been applied to resolve and apportion particles based on submicron particle size distributions downwind of a United States-Canada bridge in Buffalo, NY. The sites chosen for this study were located at gradually increasing distances downwind of the bridge complex. Seven independent factors were resolved, including four factors that were common to all of the five sites considered. The common factors were generally characterized by the existence of two or more number and surface area modes. The seven factors resolved were identified as follows: fresh tail-pipe diesel exhaust, local/street diesel traffic, aged/evolved diesel particles, spark-ignition gasoline emissions, background urban emissions, heavy-duty diesel agglomerates, and secondary/transported material. Submicron (<0.5 microm) and ultrafine (<0.1 microm) particle emissions downwind of the bridge were dominated by commercial diesel truck emissions. Thus, this study obtained size distinction between fresh versus aged vehicle exhaust and spark-ignition versus diesel emissions based on the measured high time-resolution particle number concentrations. Because this study mainly used particles <300 nm in diameter, some sources that would usually exhibit number modes >100 nm were not resolved. Also, the resolved profiles suggested that the major number mode for fresh tailpipe diesel exhaust might exist below the detection limit of the spectrometer used. The average particle number contributions from the resolved factors were highest closest to the bridge.     

On-road measurement of fine particle and nitrogen oxide emissions from light- and heavy-duty motor vehicles

An updated assessment of fine particle emissions from light- and heavy-duty vehicles is needed due to recent changes to the composition of gasoline and diesel fuel, more stringent emission standards applying to new vehicles sold in the 1990s, and the adoption of a new ambient air quality standard for fine particulate matter (PM_2.5) in the United States. This paper reports the measurement of emissions from vehicles in a northern California roadway tunnel during summer 1997. Separate measurements were made of uphill traffic in two tunnel bores: one bore carried both light-duty vehicles and heavy-duty diesel trucks, and the second bore was reserved for light-duty vehicles. Ninety-eight percent of the light-duty vehicles were gasoline-powered. In the tunnel, heavy-duty diesel trucks emitted 24, 37, and 21 times more fine particle, black carbon, and sulfate mass per unit mass of fuel burned than light-duty vehicles. Heavy-duty diesel trucks also emitted 15–20 times the number of particles per unit mass of fuel burned compared to light-duty vehicles. Fine particle emissions from both vehicle classes were composed mostly of carbon; diesel-derived particulate matter contained more black carbon (51±11% of PM_2.5 mass) than did light-duty fine particle emissions (33±4%). Sulfate comprised only 2% of total fine particle emissions for both vehicle classes. Sulfate emissions measured in this study for heavy-duty diesel trucks are significantly lower than values reported in earlier studies conducted before the introduction of low-sulfur diesel fuel. This study suggests that heavy-duty diesel vehicles in California are responsible for nearly half of oxides of nitrogen emissions and greater than three-quarters of exhaust fine particle emissions from on-road motor vehicles.     

Sensitivity of source apportionment of urban particulate matter to uncertainty in motor vehicle emissions profiles

A sensitivity analysis was conducted to characterize sources of uncertainty in results of a molecular marker source apportionment model of ambient particulate matter using mobile source emissions profiles obtained as part of the Gasoline/Diesel PM Split Study. A chemical mass balance (CMB) model was used to determine source contributions to samples of fine particulate matter (PM2.5) collected over 3 weeks at two sites in the Los Angeles area in July 2001. The ambient samples were composited for organic compound analysis by the day of the week to investigate weekly trends in source contributions. The sensitivity analysis specifically examined the impact of the uncertainty in mobile source emissions profiles on the CMB model results. The key parameter impacting model sensitivity was the source profile for gasoline smoker vehicles. High-emitting gasoline smoker vehicles with visible plumes were seen to be a significant source of PM in the area, but use of different measured profiles for smoker vehicles in the model gave very different results for apportionment of gasoline, diesel, and smoker vehicle tailpipe emissions. In addition, the contributions of gasoline and diesel emissions to total ambient PM varied as a function of the site and the day of the week.     

Volatile nanoparticle formation and growth within a diluting diesel car exhaust

A major source of particle number emissions is road traffic. However, scientific knowledge concerning secondary particle formation and growth of ultrafine particles within vehicle exhaust plumes is still very limited. Volatile nanoparticle formation and subsequent growth conditions were analyzed here to gain a better understanding of "real-world" dilution conditions. Coupled computational fluid dynamics and aerosol microphysics models together with measured size distributions within the exhaust plume of a diesel car were used. The impact of soot particles on nucleation, acting as a condensational sink, and the possible role of low-volatile organic components in growth were assessed. A prescribed reduction of soot particle emissions by 2 orders of magnitude (to capture the effect of a diesel particle filter) resulted in concentrations of nucleation-mode particles within the exhaust plume that were approximately 1 order of magnitude larger. Simulations for simplified sulfuric acid-water vapor gas-oil containing nucleation-mode particles show that the largest particle growth is located in a recirculation zone in the wake of the car. Growth of particles within the vehicle exhaust plume up to detectable size depends crucially on the relationship between the mass rate of gaseous precursor emissions and rapid dilution. Chassis dynamometer measurements indicate that emissions of possible hydrocarbon precursors are significantly enhanced under high engine load conditions and high engine speed. On the basis of results obtained for a diesel passenger car, the contributions from light diesel vehicles to the observed abundance of measured nucleation-mode particles near busy roads might be attributable to the impact of two different time scales: (1) a short one within the plume, marked by sufficient precursor emissions and rapid dilution; and (2) a second and comparatively long time scale resulting from the mix of different precursor sources and the impact of atmospheric chemistry.     

Characterization of exhaust particles from military vehicles fueled with diesel,gasoline, and JP-8

Diluted exhaust from selected military aircraft ground-support equipment (AGE) was analyzed for particulate mass, elemental carbon (EC) and organic carbon (OC), SO4(2-), and size distributions. The experiments occurred at idle and load conditions and utilized a chassis dynamometer. The selected AGE vehicles operated on gasoline, diesel, and JP-8. These military vehicles exhibited concentrations, size distributions, and emission factors in the same range as those reported for nonmilitary vehicles. The diesel and JP-8 emission rates for PM ranged from 0.092 to 1.1 g/kg fuel. The EC contributed less and the OC contributed more to the particulate mass than reported in recent studies of vehicle emissions. Overall, the particle size distribution varied significantly with engine condition, with the number of accumulation mode particles and the count median diameter (CMD) increasing as engine load increased. The SO4(2-) analyses showed that the distribution of SO4(2-) mass mirrored the distribution of particle mass.     

Sensitivity of Source Apportionment of Urban Particulate Matter to Uncertainty in Motor Vehicle Emissions Profiles

Abstract

A sensitivity analysis was conducted to characterize sources of uncertainty in results of a molecular marker source apportionment model of ambient particulate matter using mobile source emissions profiles obtained as part of the Gasoline/Diesel PM Split Study. A chemical mass balance (CMB) model was used to determine source contributions to samples of fine particulate matter (PM_2.5) collected over 3 weeks at two sites in the Los Angeles area in July 2001. The ambient samples were composited for organic compound analysis by the day of the week to investigate weekly trends in source contributions. The sensitivity analysis specifically examined the impact of the uncertainty in mobile source emissions profiles on the CMB model results. The key parameter impacting model sensitivity was the source profile for gasoline smoker vehicles. High-emitting gasoline smoker vehicles with visible plumes were seen to be a significant source of PM in the area, but use of different measured profiles for smoker vehicles in the model gave very different results for apportionment of gasoline, diesel, and smoker vehicle tailpipe emissions. In addition, the contributions of gasoline and diesel emissions to total ambient PM varied as a function of the site and the day of the week.     

An investigation on the physical,chemical and ecotoxicological characteristics of particulate matter emitted from light-duty vehicles

Particulate matter (PM) emitted from three light-duty vehicles was studied in terms of its physicochemical and ecotoxicological character using Microtox^® bioassay tests. A diesel vehicle equipped with an oxidation catalyst emitted PM which consisted of carbon species at over 97%. PM from a diesel vehicle with a particle filter (DPF) consisted of almost equal amounts of carbon species and ions, while a gasoline vehicle emitted PM consisting of ～90% carbon and ～10% ions. Both the DPF and the gasoline vehicles produced a distinct nucleation mode at 120 km/h. The PM emitted from the DPF and the gasoline vehicles was less ecotoxic than that of conventional diesel, but not in direct proportion to the emission levels of the different vehicles. These results indicate that PM emission reductions are not equally translated into ecotoxicity reductions, implying some deficiencies on the actual environmental impact of emission control technologies and regulations.     

Idle emissions from heavy-duty diesel and natural gas vehicles at high altitude

Idle emissions of total hydrocarbon (THC), CO, NOx, and particulate matter (PM) were measured from 24 heavy-duty diesel-fueled (12 trucks and 12 buses) and 4 heavy-duty compressed natural gas (CNG)-fueled vehicles. The volatile organic fraction (VOF) of PM and aldehyde emissions were also measured for many of the diesel vehicles. Experiments were conducted at 1609 m above sea level using a full exhaust flow dilution tunnel method identical to that used for heavy-duty engine Federal Test Procedure (FTP) testing. Diesel trucks averaged 0.170 g/min THC, 1.183 g/min CO, 1.416 g/min NOx, and 0.030 g/min PM. Diesel buses averaged 0.137 g/min THC, 1.326 g/min CO, 2.015 g/min NOx, and 0.048 g/min PM. Results are compared to idle emission factors from the MOBILE5 and PART5 inventory models. The models significantly (45-75%) overestimate emissions of THC and CO in comparison with results measured from the fleet of vehicles examined in this study. Measured NOx emissions were significantly higher (30-100%) than model predictions. For the pre-1999 (pre-consent decree) truck engines examined in this study, idle NOx emissions increased with model year with a linear fit (r2 = 0.6). PART5 nationwide fleet average emissions are within 1 order of magnitude of emissions for the group of vehicles tested in this study. Aldehyde emissions for bus idling averaged 6 mg/min. The VOF averaged 19% of total PM for buses and 49% for trucks. CNG vehicle idle emissions averaged 1.435 g/min for THC, 1.119 g/min for CO, 0.267 g/min for NOx, and 0.003 g/min for PM. The g/min PM emissions are only a small fraction of g/min PM emissions during vehicle driving. However, idle emissions of NOx, CO, and THC are significant in comparison with driving emissions.     

Light-Duty Motor Vehicle Exhaust Particulate Matter Measurement in the Denver,Colorado, Area

ABSTRACT

A study of particulate matter (PM) emissions from in-use, light-duty vehicles was conducted during the summer of 1996 and the winter of 1997 in the Denver, CO, region. Vehicles were tested as received on chassis dynamometers on the Federal Test Procedure Urban Dynamometer Driving Schedule (UDDS) and the IM240 driving schedule. Both PM10 and regulated emissions were measured for each phase of the UDDS. For the summer portion of the study, 92 gasoline vehicles, 10 diesel vehicles, and 9 gasoline vehicles with visible smoke emissions were tested once. For the winter, 56 gasoline vehicles, 12 diesel vehicles, and 15 gasoline vehicles with visible smoke were tested twice, once indoors at 60 °F and once outdoors at the prevailing temperature. Vehicle model year ranged from 1966 to 1996. Impactor particle size distributions were obtained on a subset of vehicles. Continuous estimates of the particle number emissions were obtained with an electrical aerosol analyzer. This data set is being provided to the Northern Front Range Air Quality Study program and to the State of Colorado and the U.S. Environmental Protection Agency for use in updating emissions inventories.     

Determination of single particle mass spectral signatures from heavy-duty diesel vehicle emissions for PM2.5 source apportionment

The size and chemical composition of individual diesel exhaust particles were measured in order to determine unique mass spectral signatures that can be used to identify particle sources in future ambient studies. The exhaust emissions from seven in-use heavy-duty diesel vehicles (HDDVs) operating on a chassis dynamometer were passed through a dilution tunnel and residence chamber and analyzed in real time by aerosol time-of-flight mass spectrometry (ATOFMS). Seven distinct particle types describe the majority of particles emitted by HDDVs and were emitted by all seven vehicles. The dominant chemical types originated from unburned lubricant oil, and the contributions of the various types varied with particle size and driving conditions. A comparison of light-duty vehicle (LDV) exhaust particles with the HDDV signatures provide insight into the challenges associated with developing an accurate source apportionment technique and possible ways of how they may be overcome.     

The potential of a partial-flow constant dilution ratio sampling system as a candidate for vehicle exhaust aerosol measurements

This paper presents the measurement of airborne particle properties with use of a dedicated sampling protocol and a measurement setup directly installed in the exhaust line of vehicles and engines. The sampling system dilutes a small part of the exhaust directly at the tailpipe without the need of exhaust gas transfer lines that may lead to sampling artifacts. Dilution takes place in two steps with a primary dilution ratio universally set at a value of 12.5:1 for all vehicles and engines tested, and subsequent dilution steps reducing particle concentration within the measuring range of the instruments used. Dilution air temperature and residence time were set at 32 degrees C and 2.5 sec respectively, to allow repeatable measurement of nucleation-mode particles. The paper summarizes the specifications of the system, evaluates its performance in comparison to real-world dilution (chasing experiments), and presents the repeatability and reproducibility of measurements performed in different laboratories. In general, after taking precautions for the setup and condition of instruments, both measurement quality indices reached levels similar to the measurement of particulate matter (PM) mass. Application of the system, using the same protocol, to measure many light-duty vehicles and engines is finally demonstrated, providing useful conclusions for the emission performance of different sized engines. The study concludes that the use of partial-flow sampling systems may offer advantages for the measurement of particle emissions from low-emission engines compared with constant volume sampling facilities, including lower cost of purchase and operation, versatility, lack of artifacts, and possibilities for standardization in different environments.     

A study of emissions from a Euro 4 light duty diesel vehicle with the European particulate measurement programme

The California Air Resources Board, CARB, has participated in a program to quantify particulate matter (PM) emissions with a European methodology, which is known as the Particulate Measurement Programme (PMP). The essence of the PMP methodology is that the diesel PM from a Euro 4 vehicle equipped with a Diesel Particulate Filter (DPF) consists primarily of solid particles with a size range greater than 23 nm. The PMP testing and the enhanced testing performed by CARB have enabled an increased understanding of both the progress that has been made in PM reduction, and the future remaining challenges for new and improved DPF-equipped diesel vehicles. A comparison of measured regulated emissions and solid particle number emissions with the results obtained by the PMP participating international laboratories was a success, and CARB’s measurements and standard deviations compared well with the other laboratories. Enhanced measurements of the influence of vehicle conditioning prior to testing on PM mass and solid particle number results were performed, and some significant influences were discovered. For example, the influence of vehicle preconditioning on particle number results was significant for both the European and USA test driving cycles. However, the trends for the cycles were opposite with one cycle showing an increase and the other cycle showing a decrease in particle number emissions. If solid particle size distribution and total particle numbers are to be used as proposed in PMP, then a greater understanding of the quality and errors associated with measurement technologies is advisable.In general, particle counting instruments gave results with similar trends, but cycle-to-cycle testing variation was observed. Continuous measurements of particle number concentrations during test cycles have given detailed insight into PM generation. At the present time there is significant variation in the capabilities of the particle counting instruments in terms of particle size and concentration.Current measurements show the existence of a large number of volatile and semi-volatile particles of yet-to-be-resolved chemical composition in diesel exhaust, especially during DPF regeneration, and these particles are not included in the PMP methodology because they are smaller than 20 nm. It will be very challenging to improve our understanding of this class of diesel particulate matter.     

On-road and laboratory investigation of low-level PM emissions of a modern diesel particulate filter equipped diesel passenger car

Modern diesel particulate filter (DPF) systems are very effective in reducing particle emissions from diesel vehicles. In this work low-level particulate matter (PM) emissions from a DPF equipped EURO-4 diesel vehicle were studied in the emission test laboratory as well as during real-world chasing on a high-speed test track. Size and time resolved data obtained from an engine exhaust particle sizer (EEPS) and a condensation particle counter (CPC) are presented for both loaded and unloaded DPF condition. The corresponding time and size resolved emission factors were calculated for acceleration, deceleration, steady state driving and during DPF regeneration, and are compared with each other. In addition, the DPF efficiency of the tested vehicle was evaluated during the New European Driving Cycle (NEDC) by real time pre-/post-DPF measurements and was found to be 99.5% with respect to PM number concentration and 99.3% for PM mass, respectively. PM concentrations, which were measured at a distance of about 10 m behind the test car, ranged from 1 to 1.5 times background level when the vehicle was driven on the test track under normal acceleration conditions or at constant speeds below 100 kmh^?1. Only during higher speeds and full load accelerations concentrations above 3 times background level could be observed. The corresponding tests in the emission laboratory confirmed these results. During DPF regeneration the total PM number emission of nucleation mode particles was 3–4 orders of magnitude higher compared to those emitted at the same speed without regeneration, while the level of the accumulation mode particles remained about the same. The majority of the particles emitted during DPF regeneration was found to be volatile, and is suggested to originate from accumulated sulfur compounds.     

Idle Emissions from Medium Heavy-Duty Diesel and Gasoline Trucks

Abstract

Idle emissions data from 19 medium heavy-duty diesel and gasoline trucks are presented in this paper. Emissions from these trucks were characterized using full-flow exhaust dilution as part of the Coordinating Research Council (CRC) Project E-55/59. Idle emissions data were not available from dedicated measurements, but were extracted from the continuous emissions data on the low-speed transient mode of the medium heavy-duty truck (MHDTLO) cycle. The four gasoline trucks produced very low oxides of nitrogen (NO_x) and negligible particulate matter (PM) during idle. However, carbon monoxide (CO) and hydrocarbons (HCs) from these four trucks were approximately 285 and 153 g/hr on average, respectively. The gasoline trucks consumed substantially more fuel at an hourly rate (0.84 gal/hr) than their diesel counterparts (0.44 gal/hr) during idling. The diesel trucks, on the other hand, emitted higher NO_x (79 g/hr) and comparatively higher PM (4.1 g/hr), on average, than the gasoline trucks (3.8 g/hr of NO_x and 0.9 g/hr of PM, on average). Idle NO_x emissions from diesel trucks were high for post-1992 model year engines, but no trends were observed for fuel consumption. Idle emissions and fuel consumption from the medium heavy-duty diesel trucks (MHDDTs) were marginally lower than those from the heavy heavy-duty diesel trucks (HHDDTs), previously reported in the literature.     

Temperature effects on particulate emissions from DPF-equipped diesel trucks operating on conventional and biodiesel fuels

Emissions tests were conducted on two medium heavy-duty diesel trucks equipped with a particulate filter (DPF), with one vehicle using a NOx absorber and the other a selective catalytic reduction (SCR) system for control of nitrogen oxides (NOx). Both vehicles were tested with two different fuels (ultra-low-sulfur diesel [ULSD] and biodiesel [B20]) and ambient temperatures (70ºF and 20ºF), while the truck with the NOx absorber was also operated at two loads (a heavy weight and a light weight). The test procedure included three driving cycles, a cold start with low transients (CSLT), the federal heavy-duty urban dynamometer driving schedule (UDDS), and a warm start with low transients (WSLT). Particulate matter (PM) emissions were measured second-by-second using an Aethalometer for black carbon (BC) concentrations and an engine exhaust particle sizer (EEPS) for particle count measurements between 5.6 and 560 nm. The DPF/NOx absorber vehicle experienced increased BC and particle number concentrations during cold starts under cold ambient conditions, with concentrations two to three times higher than under warm starts at higher ambient temperatures. The average particle count for the UDDS showed an opposite trend, with an approximately 27% decrease when ambient temperatures decreased from 70ºF to 20ºF. This vehicle experienced decreased emissions when going from ULSD to B20. The DPF/SCR vehicle tested had much lower emissions, with many of the BC and particle number measurements below detectable limits. However, both vehicles did experience elevated emissions caused by DPF regeneration. All regeneration events occurred during the UDDS cycle. Slight increases in emissions were measured during the WSLT cycles after the regeneration. However, the day after a regeneration occurred, both vehicles showed significant increases in particle number and BC for the CSLT drive cycle, with increases from 93 to 1380% for PM number emissions compared with tests following a day with no regeneration.

Implications:?The use of diesel particulate filters (DPFs) on trucks is becoming more common throughout the world. Understanding how DPFs affect air pollution emissions under varying operating conditions will be critical in implementing effective air quality standards. This study evaluated particulate matter (PM) and black carbon (BC) emissions with two DPF-equipped heavy-duty diesel trucks operating on conventional fuel and a biodiesel fuel blend at varying ambient temperatures, loads, and drive cycles.