Enhancing vehicular emissions monitoring: A GA-GRU-based soft sensors approach for HDDVs.

Vehicle emissions have a serious impact on urban air quality and public health, so environmental authorities around the world have introduced increasingly stringent emission regulations to reduce vehicle exhaust emissions. Nowadays, PEMS (Portable Emission Measurement System) is the most widely used method to measure on-road NOx (Nitrogen Oxides) and PN (Particle Number) emissions from HDDVs (Heavy-Duty Diesel Vehicles). However, the use of PEMS requires a lot of workforce and resources, making it both costly and time-consuming. This study proposes a neural network based on a combination of GA (Genetic Algorithm) and GRU (Gated Recurrent Unit), which uses CC (Pearson Correlation Coefficient) to determine and simplify OBD (On-board Diagnosis) data. The GA-GRU model is trained under three real driving conditions of HDDVs, divided by vehicle driving parameters, and then embedded as a soft sensor in the OBD system to monitor real-time emissions of NOx and PN within the OBD system. This research addresses the existing research gap in the development of soft sensors specifically designed for NOx and PN emission monitoring. In this study, it is demonstrated that the described soft sensor has excellent R2 values and outperforms other conventional models. This research highlights the ability of the proposed soft sensor to eliminate outliers accurately and promptly while consistently tracking predictions throughout the vehicle's lifetime. This method is a groundbreaking update to the vehicle's OBD system, permanently adding monitoring data to the vehicle's OBD, thus fundamentally improving the vehicle's self-monitoring capabilities.

Influence of ambient temperature on the CO2 emitted of light-duty vehicle.

Because of global warming, people have paid more attention to greenhouse gas emitted by vehicles. To quantify the impact of temperature on vehicle CO2 emissions, this study was conducted using the world light vehicle test cycle on two light-duty E10 gasoline vehicles at ambient temperatures of -10, 0, 23, and 40℃, and found that CO2 emission factors of Vehicle 1 in the low-speed phase were 22.07% and 20.22% higher than those of Vehicle 2 at cold start and hot start under -10℃. The reason was vehicle 1 had a larger displacement and more friction pairs than vehicle 2. There was the highest CO2 emission at the low-speed phase due to low average speed, frequent acceleration, and deceleration. The CO2 temperature factor and the ambient temperature had a strong linear correlation (R2 = 0.99). According to CO2 temperature factors and their relationships, CO2 emission factors of other ambient temperatures could be calculated when the CO2 emission factor of 23℃ was obtained, and the method also could be used to obtain the CO2 temperature factors of different vehicles. To separate the effect of load setting and temperature variation on CO2 emission quantitatively, a method was proposed. And results showed that the load setting was dominant for the CO2 emission variation. Compared with 23℃, the CO2 emission for vehicle 1 caused by load setting variation were 62.83 and 47.42 g/km, respectively at -10 and 0℃, while those for vehicle 2 were 45.01 and 35.63 g/km, respectively.

NOx emission deterioration in modern heavy-duty diesel vehicles based on long-term real driving measurements.

NOx emissions from diesel vehicles generally deteriorate with increased durability mileage owing to the wear and deterioration of engines and after-treatment systems. Three China-VI heavy-duty diesel vehicles (HDDVs) were selected for four-phase long-term real driving emission (RDE) tests using the portable emission measurement system (PEMS). After 200,000 km of on-road driving, the maximum NOx emission factor of the test vehicles (387.06 mg/kWh) was found to be significantly lower than the NOx limit of 690 mg/kWh. Under all driving conditions, the NOx conversion efficiency of selected catalytic reduction (SCR) decreased almost linearly as the durability mileage increased. Importantly, the deterioration rate of the NOx conversion efficiency in low-temperature intervals was discernibly higher than that in high-temperature intervals. The NOx conversion efficiency at 200 °C dropped by 16.67-19.82% with higher durability mileage; however, the highest values at 275-400 °C only decreased by 4.11%. Interestingly, the SCR catalyst at 250 °C showed strong NOx conversion efficiency and durability (maximum decline of 2.11%). Overall, the poor de-NOx performance of SCR catalysts at low temperatures significantly challenges the long-term effective control of NOx emissions from HDDVs. Thus, improving the NOx conversion efficiency and durability at low-temperature intervals is the top priority for SCR catalyst optimization; NOx emissions from HDDVs at low velocities and loads should also be monitored by environmental authorities. The linear fitting coefficient for the NOx emission factors of the four-phase RDE tests was 0.90-0.92, indicating that NOx emissions deteriorated linearly with an increase in mileage. Based on the linear fitting results, the NOx emission control of the test vehicles during 700,000 km of on-road driving was highly likely to be qualified. These results can be used by environmental authorities to supervise the NOx emission conformity of in-use HDDVs after validation using other types of vehicles.

China 6 moving average window method for real driving emission evaluation: Challenges, causes, and impacts.

The light-duty moving average window (MAW) method, used for China 6 real driving emission (RDE) calculation, is quite complex with various boundaries. Previous research noticed that the MAW might underestimate the calculation results, while the reasons for this underestimation haven't been studied systematically. With 29 vehicles tested in 10 cities and different boundaries applied for calculation, this study quantitively analyzed the problem, causes, and impacts of the light-duty MAW method. The instantaneous utilization factor (IUF) is proposed for reason analysis. The current MAW method could weaken the supervision of real driving tests as more than 75% of the tests underestimated MAW results, with the largest underestimation being around 100%. The data exclusion could lead to biased MAW results. But without the exclusion, the MAW result couldn't always get an increase due to the IUF and window weighting factor variation. With the extended factors removed, the MAW result bias is significantly reduced. The MAW will lead to a lower IUF of the data at the start/end of the tests, and when the cold-start data is considered, this low utilization must be noticed. The effect from the data exclusion, extended factors, and the window characteristics are closely coupled and they should be taken into consideration simultaneously to consummate the calculation method. The current drift-check progress couldn't effectively monitor the portable emission measurement system (PEMS), especially during the tests. The MAW result might lead to unreasonable emission limits and the emission inventory. Relevant policy based on these results might be implausible.

Research on ammonia emissions characteristics from light-duty gasoline vehicles.

In this study, ammonia emissions characteristics of typical light-duty gasoline vehicles were obtained through laboratory vehicle bench test and combined with New European Driving Cycle (NEDC) condition and Worldwide Harmonized Light Vehicles Test Cycle (WLTC) condition. The influence of ambient temperature on ammonia emissions is mainly concentrated in the cold start stage. The influence of ambient temperature on ammonia emission is shown that the ammonia emissions of light-duty gasoline vehicles under ambient temperature conditions (14 and 23°C) are lower than those under low ambient temperature conditions (-7°C) and high ambient temperature conditions (35 and 40°C). The influence of TWC on ammonia emission is shown that ammonia is a by-product of the catalytic reduction reaction of conventional gas pollutants in the exhaust gas in the TWC. Under NEDC operating conditions and WLTC operating conditions, ammonia emissions after the catalyst are 45 times and 72 times that before the catalyst, respectively. In terms of ammonia emissions control strategy research, Pd/Rh combination can reduce NH3 formation more effectively than catalyst with a single Pd formula. Precise control of the engine's air-fuel ratio and combination with the optimized matched precious metal ratio TWC can effectively reduce ammonia emissions.

An assessment of how distance and diesel oxidation catalyst will impact thermal decomposition behaviors of particles.

Decomposition mass loss and pyrolysis products analyses of particles sampled at various locations along the tailpipe of a Euro-IV diesel engine were performed using a thermogravimetry in conjunction with Fourier transformation infrared spectrometry-mass spectrum. Diesel particles were collected at the same location with and without diesel oxidation catalyst (DOC) mounted on the test engine separately. The three poles in thermal gravity-differential thermal gravity images suggested that the decomposition process of diesel particles could be divided into three stages which correspond to the decompositions of lower boiling substances, higher boiling substances and soot respectively. It is noticed that no matter whether DOC was mounted or not, the further the particles were sampled away from the engine block, the lower the peak temperatures and the heavier the mass losses within the first two stages, which indicated that the soluble organic fraction in the particle samples increased and therefore lowering the activation energy of thermal decomposition. Hydroxyl, ammonia, CxHy fragments, benzene, toluene, and phenol were found to be the primary products of particle decomposition, which didn't change with the location of particle sample point. The employment of DOC increased the activation energy for particle oxidation and resulted in a higher peak temperature and lower mass loss within the first-stage. Moreover, the CO stretching bands of aldehyde and ketone at 1771 cm-1 was only detected without a DOC, while the NO2 peak at 1634 cm-1 was solely noticed with the presence of DOC. Compared to the first-stage pyrolysis products, more polycyclic aromatic hydrocarbons and less CxHy fragments were seen in the second-stage.

Regulated emission characteristics of in-use LNG and diesel semi-trailer towing vehicles under real driving conditions using PEMS.

On-road driving emissions of six liquefied natural gas (LNG) and diesel semi-trailer towing vehicles (STTVs) which met China Emission Standard IV and V were tested using Portable Emission Measurement System (PEMS) in northern China. Emission characteristics of these vehicles under real driving conditions were analyzed and proved that on-road emissions of heavy-duty vehicles (HDVs) were underestimated in the past. There were large differences among LNG and diesel vehicles, which also existed between China V vehicles and China IV vehicles. Emission factors showed the highest level under real driving conditions, which probably be caused by frequent acceleration, deceleration, and start-stop. NOx emission factors ranged from 2.855 to 20.939 g/km based on distance-traveled and 6.719-90.557 g/kg based on fuel consumption during whole tests, which were much higher than previous researches on chassis dynamometer. It was inferred from tests that the fuel consumption rate of the test vehicles had a strong correlation with NOx emission, and the exhaust temperature also affected the efficiency of Selected Catalytic Reduction (SCR) after-treatment system, thus changing the NOx emission greatly. THC emission factors of LNG vehicles were 2.012-10.636 g/km, which were much higher than that of diesel vehicles (0.029-0.185 g/km). Unburned CH4 may be an important reason for this phenomenon. Further on-road emission tests, especially CH4 emission test should be carried out in subsequent research. In addition, the Particulate Number (PN) emission factors of diesel vehicles were at a very high level during whole tests, and Diesel Particulate Filter (DPF) should be installed to reduce PN emission.

Ammonia Formation over Pd/Rh Three-Way Catalysts during Lean-to-Rich Fluctuations: The Effect of the Catalyst Aging, Exhaust Temperature, Lambda, and Duration in Rich Conditions.

The formation of ammonia (NH3) as a byproduct during the operation of a three-way catalyst (TWC) in a simulated exhaust stream was investigated using a commercially available Pd/Rh TWC under steady-state and lean/rich cycling conditions. Ion molecular reaction-mass spectrometry was applied to determine NO, NO2, and NH3 concentrations at a time resolution of 0.6 s. Catalyst aging was shown to result in a significant increase in the amount of NH3 formed, which has received limited attention in the literature to date. The selectivity toward NH3 formation has been shown to increase with the decrease in the oxygen storage capacity (OSC) of a TWC induced by thermal aging. NH3 has been shown to mainly form within the exhaust temperature range of 250-550 °C. Typical lambda and rich operational condition duration periods found in vehicle test procedures were also employed to investigate their effects on NH3 formation. The results suggest that a decrease in the lambda and/or an increase in the duration of rich operating conditions will lead to an increase in the selectivity toward NH3 formation. Improving the OSC of TWCs and effectively controlling the lambda near to 1.0 with limited duration in rich operating conditions are therefore significant factors in the reduction of NH3 emissions.

Emission characteristics of offshore fishing ships in the Yellow Bo Sea, China.

Maritime transport has been playing a decisive role in global trade. Its contribution to the air pollution of the sea and coastal areas has been widely recognized. The air pollutant emission inventories of several harbors in China have already been established. However, the emission factors of local ships have not been addressed comprehensively, and thus are lacking from the emission inventories. In this study, on-board emission tests of eight diesel-powered offshore fishing ships were conducted near the coastal region of the northern Yellow Bo Sea fishing ground of Dalian, China. Results show that large amounts of fine particles (<0.5µm, 90%) were found in maneuvering mode, which were about five times higher than those during cruise mode. Emission rates as well as emission factors based on both distance and fuel were determined during the cruise and maneuvering modes (including departure and arrival). Average emission rates and distance-based emission factors of CO, HC and PM were much higher during the maneuvering mode as compared with the cruise mode. However, the average emission rate of Nitrous Oxide (NOx) was higher during the cruise mode as compared with the maneuvering modes. On the contrary, the average distance-based emission factors of NOx were lower during the cruise mode relative to the maneuvering mode due to the low sailing speed of the latter.

Modeling and predicting low-speed vehicle emissions as a function of driving kinematics.

An instantaneous emission model was developed to model and predict the real driving emissions of the low-speed vehicles. The emission database used in the model was measured by using portable emission measurement system (PEMS) under actual traffic conditions in the rural area, and the characteristics of the emission data were determined in relation to the driving kinematics (speed and acceleration) of the low-speed vehicle. The input of the emission model is driving cycle, and the model requires instantaneous vehicle speed and acceleration levels as input variables and uses them to interpolate the pollutant emission rate maps to calculate the transient pollutant emission rates, which will be accumulated to calculate the total emissions released during the whole driving cycle. And the vehicle fuel consumption was determined through the carbon balance method. The model predicted the emissions and fuel consumption of an in-use low-speed vehicle type model, which agreed well with the measured data.

On-board measurement of particle numbers and their size distribution from a light-duty diesel vehicle: Influences of VSP and altitude.

In this study, the particle size-resolved distribution from a China-3 certificated light-duty diesel vehicle was measured by using a portable emission measurement system (PEMS). In order to examine the influences of vehicle specific power (VSP) and high-altitude operation, measurements were conducted at 8 constant speeds, which ranged from 10 to 80km/hr at 10km/hr intervals, and two different high altitudes, namely 2200 and 3200m. The results demonstrated that the numbers of particles in all size ranges decreased significantly as VSP increased when the test vehicle was running at lower speeds (<20km/hr), while at a moderate speed (between 30 and 60km/hr), the particle number was statistically insensitive to increase VSP. Under high-speed cruising conditions, the numbers of ultrafine particles and PM2.5 were insensitive to changes in VSP, but the numbers of nanoparticles and PM10 surged considerably. An increase in the operational altitude of the test vehicle resulted in increased particle number emissions at low and high driving speeds; however, particle numbers obtained at moderate speeds decreased as altitude rose. When the test vehicle was running at moderate speeds, particle numbers measured at the two altitudes were very close, except for comparatively higher number concentrations of nanoparticles measured at 2200m.

Effects of particulate oxidation catalyst on unregulated pollutant emission and toxicity characteristics from heavy-duty diesel engine.

To evaluate the effects of particulate oxidation catalyst (POC) on unregulated pollutant emission and toxicity characteristics, polycyclic aromatic hydrocarbons (PAHs), volatile organic compounds (VOCs), soot, soluble organic fractions (SOF) and sulphate emissions emitted from a heavy-duty diesel engine retrofitted with a POC were investigated on a diesel bench. The particulate matter (PM) in the exhaust was collected by Teflon membrane, and the PAHs and VOCs were analysed by a gas chromatography/mass spectrometer (GC/MS). The results indicate that the POC exhibits good performance on the emission control of VOCs, PAHs and PM. The POC and the diesel particulate filters (DPF) both show a good performance on reducing the VOCs emission. Though the brake-specific emission (BSE) reductions of the total PAHs by the POC were lower than those by the DPF, the POC still removed almost more than 50% of the total PAHs emission. After the engine was retrofitted with the POC, the reductions of the PM mass, SOF and soot emissions were 45.2-89.0%, 7.8-97.7% and 41.7-93.3%, respectively. The sulphate emissions decreased at low and medium loads, whereas at high load, the results were contrary. The PAHs emissions were decreased by 32.4-69.1%, and the contributions of the PAH compounds were affected by the POC, as well as by load level. The benzo[a]pyrene equivalent (BaPeq) of PAHs emissions were reduced by 35.9-97.6% with the POC. The VOCs emissions were reduced by 21.8-94.1% with the POC, and the reduction was more evident under high load.

Unregulated emissions from diesel engine with particulate filter using Fe-based fuel borne catalyst.

The alteration and formation of toxic compounds and potential changes in the toxicity of emissions when using after-treatment technologies have gained wide attention. Volatile organic compound (VOC), carbonyl compound and particle-phase polycyclic aromatic hydrocarbon (PAH) emissions were tested at European Steady State Cycle (ESC) to study unregulated emissions from a diesel engine with a fuel-borne catalyst and diesel particulate filter (FBC-DPF). An Fe-based fuel-borne catalyst was used for this study. According to the results, brake specific emissions of total VOCs without and with DPF were 4.7 and 4.9mg/kWh, respectively, showing a 4.3% increase. Benzene and n-undecane emissions increased and toluene emission decreased, while other individual VOC emissions basically had no change. When retrofitted with the FBC-DPF, total carbonyl compound emission decreased 15.7%, from 25.8 to 21.8mg/kWh. The two highest carbonyls, formaldehyde and acetaldehyde, were reduced from 20.0 and 3.7 to 16.5 and 3.3mg/kWh respectively. The specific reactivity (SR) with DPF was reduced from 6.68 to 6.64mg/kWh. Total particle-phase PAH emissions decreased 66.4% with DPF compared to that without DPF. However, the Benzo[a]pyrene equivalent (BaPeq) with DPF had increased from 0.016 to 0.030mg/kWh. Fluoranthene and Pyrene had the greatest decrease, 91.1% and 88.4% respectively. The increase of two- and three-ring PAHs with DPF indicates that the fuel-borne catalyst caused some gas-phase PAHs to adsorb on particles. The results of this study expand the knowledge of the effects of using a particulate filter and a Fe-based fuel-borne catalyst on diesel engine unregulated emissions.

Impacts of MTBE in gasoline on the tailpipe ammonia emissions from China-6 certified passenger vehicles.

Postcatalyst ammonia emissions from gasoline vehicles recently received attentions because of their contribution to the formation of urban secondary aerosols. To better understand whether fuel formulation would curb ammonia, the influence of methyl tertiary-butyl ether (MTBE) additive in gasoline on the tailpipe ammonia emissions from six China-6 compliant vehicles was investigated over the World Harmonized Light-duty Test Cycle (WLTC) at -7 °C and 23 °C. Ammonia emissions were measured with MTBE-free and 10 % MTBE-containing China-6 compliant gasoline fuels on the test vehicles. At - 7 °C, the ammonia emissions with and without MTBE addition ranged from 0.15 - 17.07 mg/km and 0.81 - 25.13 mg/km, respectively. At 23 °C, ammonia emissions were 0 - 7.4 mg/km for MTBE-containing fuel and 0 - 8.76 mg/km for MTBE-free fuel. More ammonia emissions were often observed as a result of maneuvering of enriched air-fuel mixtures to improve the combustion stability after cold-start and for de-NOx purpose. Due to the oxygen-containing nature of MTBE, its addition favors ammonia reduction in cold-start tests at - 7 and 23 °C. It is noted that "λ sweep", an engine control strategy injecting extra fuel to deplete stored oxygen in the catalyst and suppress transient NOx formation during reacceleration after prolonged deceleration, may contribute to ammonia emissions due to the use of enriched air-fuel mixtures.

VOC species emissions from gasoline direct injection (GDI) and port fuel injection (PFI) vehicles combusting different gasoline.

Reducing VOCs can effectively reduce the concentration of PM2.5 and O3. Different gasoline compositions can impact the VOC species emitted by GDI and PFI vehicles. In this study, VOC species emitted from GDI and PFI vehicles combusting gasoline with different compositions (i.e., G1-market #92 gasoline, G2-high alkane gasoline, and G3-high heavy aromatic gasoline) were tested, and the influence of VOC species on O3 formation were investigated. The results indicated that the GDI vehicle consistently exhibited higher VOC emissions than the PFI vehicle in combusting three types of gasolines. The presence of short-chain alkanes and alkenes in the exhaust of combusting G2 and ethyne among the aromatics of combusting G3 resulted in higher VOC emissions from combusting G2 and G3 than from combusting G1 in the GDI vehicle. High alkane gasoline exhibited larger reductions of VOC emissions in the PFI vehicle but increased the proportions of propene, 1-butene, and ethyne emissions. High heavy aromatic gasoline increased the proportion of ethyne emissions in the GDI vehicle and increased the proportion of toluene, formaldehyde, and propane emissions in the PFI vehicle. The overall emission variation of ozone formation potential (OFP) was similar to those of VOC emissions. Alkene (C2-C6), monocyclic aromatic hydrocarbons (MAHs) and aldehydes had high contribution to O3 formation. Further research is needed to optimize fuel upgrading for GDI vehicles to ensure effective emission reduction. The results would help reduce vehicle emissions and provide support for achieving synergistic prevention and control of PM2.5 and O3 pollution.

Decelerating catalyst aging of natural gas engines using organic Rankine cycle under road conditions.

High exhaust temperature is an intrinsic nature of natural gas engines which underlies power de-rating and thermal aging of after-treatment system; therefore, this study integrates an organic Rankine cycle (ORC) system between engine and it's three-way catalyst (TWC) to address these challenges. ORC facilitates power output enhancement through exhaust energy recovery and alleviates thermal aging by reducing exhaust temperature. To estimate the effectiveness of this hypothesized system, a simulation-based investigation is performed. First, simulation models, including engine, TWC, and vehicle dynamic models, are built and validated by experimental data. According to the temperature characteristics of different TWCs, three scenarios, representing old, current, and prospective TWC technology, are formulated to estimate the ORC performance under Worldwide Harmonized Light Vehicles Test Cycle. Results show that ORC system can substantially alleviate the thermal damage caused by high exhaust temperature and extend TWC lifespan. It is estimated that over 98.5 % of thermal damage can be decreased by proper ORC setting, and the average TWC lifespan extension can be at least 55.4, making a reduced noble metal usage and cost of TWC. Meanwhile, with the decrease of the working temperature of TWC, ORC can recover exhaust energy under more road conditions, further improving the net power and shortening the payback period of extra ORC hardware costs. A reduction in the working temperature of TWC from 770.5 K to 618 K yields a 109 % enhancement in maximum power, coupled with a 62.30 % reduction in the payback period. These findings fully reflect the advantage of ORC-TWC coupling and indicate that ORC is supposed to be used more for the TWC with a low working temperature to maximize economic effectiveness. This study provides a novel pathway for thermal aging alleviation of TWC and a valuable reference for prospective studies on matching ORC with TWC under road conditions.

Pilot analysis of tire tread characteristics and associated tire-wear particles in vehicles produced across distinct time periods.

Owing to stringent vehicle emission regulations and the shifting automotive landscape towards clean-energy vehicles, the emission of non-exhaust tire-wear particles and its implications for microplastic contamination have garnered substantial attention, emerging as a focal point of research interest. Unlike traditional source apportionment methods involving direct environmental sampling, this study focuses on the physical and chemical attributes of tire treads, the tread temperature changes, and the tire-wear particle emissions of three light-duty vehicles manufactured between 2011 and 2021. This study advances the understanding of the effects of tire properties on particle emissions, which provides preliminary information on low-wear tires. The results show that tire-wear particle emissions, mainly composed of ultrafine particles in terms of number, heavily depend on the elevated tread temperatures. The change in tread temperature is influenced not only by the initial tread temperature but also by tread pyrolysis characteristics. Ca, Mg, and Zn are abundantly contained in the tire tread and tire-wear particles.

Parametric modeling and analysis of intake phases for side-ported Wankel rotary engines.

This research presents a novel port parametric modeling technique using three-dimensional computational fluid dynamics for the design and optimization of intake and exhaust phases in side-ported Wankel rotary engines (WREs). Definitions for the port phases encompass parameters such as port start opening, port full opening, port start closing, and port full closing timings. The four port phase control arcs are obtained by translating and rotating the rotor flank to satisfy the high control accuracy. Further, the shape of the port is further smoothed and varied by four auxiliary circular arcs. Moreover, the influence of port full closing timing and the size of auxiliary circular arcs (R1, and R3) on the intake characteristics is studied. The results show that the novel method can flexibly and effectively control the phases and shapes. The early port full closing timing reduces fluid backflow and improves volumetric efficiency (VE) but increases intake loss (IL). The small size of R1 facilitates to increase the VE and reduce IL. A larger or smaller size of R3 is not conducive to reducing IL, and the smaller size of R3 improves the VE. The novel generation method proposed in this paper provides a theoretical basis to optimize the design of various sizes of side-ported WREs and guidance for practical manufacturing.

China 6 EGR gasoline vehicles without a GPF may struggle to meet the potential SPN10 limit.

Particles larger than 10 nm from engine exhaust are gaining global concerns. In light of this, to investigate how EGR affects gasoline vehicle SPN10 (solid particles larger than 10 nm) emissions, seven gasoline vehicles (hybrid or conventional) were studied experimentally. The results revealed that EGR vehicles risk failing the current limit (6 * 1011 #/km) more than those without EGR if the cut-off size was tightened from 23 nm to 10 nm. More specifically, during the WLTC test, EGR increased the SPN10 emission factors by 2 âˆ¼ 3 times depending on vehicle powertrains (conventional or hybrid). Notably, SPN10 emissions increased significantly when EGR was actively engaged but showed a decrease when the EGR rate remained constant. EGR and the enriched fuel-air mixture are the critical reasons for the increased SPN10.

Characterization of polycyclic aromatic hydrocarbon emissions from diesel engine retrofitted with selective catalytic reduction and continuously regenerating trap.

Two after treatment units, selective catalytic reduction (SCR) and continuously regenerating trap (CRT), were independently retrofitted to a diesel engine, with the objective to investigate their impact on the conversion/reduction (CR) of polycyclic aromatic hydrocarbons (PAHs). The experiments were conducted under the European steady state cycle (ESC) first without any retrofits to get baseline emissions, and then with SCR and CRT respectively, on the same engine. The particulate matter (PM)-phase PAHs were trapped in fiberglass filters, whereas gas-phase PAHs were collected in cartridges, and then analyzed using a gas chromatograph-mass spectrometer (GC-MS). Both PM-phase and gas-phase PAHs were greatly reduced with CRT showing respective CR of 90.7% and above 80%, whereas only gas-phase PAHs were abated in the case of SCR, with CR of above 75%. Lower molecular weight (LMW) PAHs were in abundance, while naphthalene exhibited a maximum relative contribution (RC) to LMW-PAHs for all three cases. Further, the CR of naphthalene and anthracene were increased with increasing catalyst temperature of SCR, most likely due to their conversion to solid particles. Moreover, the Benzo[a]Pyrene equivalent (BaP(eq)) of PAHs was greatly reduced with CRT, owing to substantial reduction of total PAHs.