Primary and secondary aerosols in small passenger vehicle emissions: Evaluation of engine technology, driving conditions, and regulatory standards. (1st October 2021)

• Record Type: Journal Article
• Authors: Park, Gyutae; Kim, Kyunghoon; Park, Taehyun; Kang, Seokwon; Ban, Jihee; Choi, Siyoung; Yu, Dong-Gil; Lee, Sanguk; Lim, Yunsung; Kim, Sunmoon; Mun, Sunhee; Woo, Jung-Hun; Jeon, Chan-Soo; Lee, Taehyoung
• Is Part Of: Environmental pollution. Volume 286(2021)
• Publication Date: 2021-10-01
• Subjects: Potential aerosol mass (PAM) -- Secondary organic aerosol (SOA) -- Liquefied petroleum gas (LPG) -- Expected SOA yield -- Korean small passenger vehicles; Pollution -- Periodicals; Pollution -- Environmental aspects -- Periodicals; Environmental Pollution -- Periodicals; Pollution -- Périodiques; Pollution -- Aspect de l'environnement -- Périodiques; Pollution -- Effets physiologiques -- Périodiques; Pollution; Pollution -- Environmental aspects; Periodicals; Electronic journals; 363.73
• DOI: 10.1016/j.envpol.2021.117195
• Languages: English
• ISSNs: 0269-7491

Abstract

Abstract: The characteristics of primary gas/aerosol and secondary aerosol emissions were identified for small passenger vehicles using typical fuel types in South Korea (gasoline, liquefied petroleum gas (LPG), and diesel). The generation of secondary organic aerosol (SOA) was explored using the potential aerosol mass (PAM) oxidation flow reactor. The primary emissions did not vary significantly between fuel types, combustion technologies, or aftertreatment systems, while the amount of NH3 was higher in gasoline and LPG vehicle emissions than that in diesel vehicle emissions. The SOA emission factor was 11.7–66 mg kg-fuel −1 for gasoline vehicles, 2.4–50 mg kg-fuel −1 for non-diesel particulate filter (non-DPF) diesel vehicles (EURO 2–3), 0.4–40 mg kg-fuel −1 for DPF diesel vehicles (EURO 4–6), and 3–11 mg kg-fuel −1 for LPG vehicles (lowest). The carbonaceous aerosols (equivalent black carbon (eBC) + primary organic aerosol + SOA) of diesel vehicles in EURO 4–6 were reduced by up to 95% compared to those in EURO 2–3. The expected SOA yield increased through the hot-condition combustion section of a vehicle, over the SOA range of 0.2–155 μ g m −3 . These results provide the necessary data to analyze all types of SOA generated by the gas-phase oxidation in vehicle emissions in metropolitan areas. Graphical abstract: Image 1 Highlights: The emissions of NH3 ware higher in LPG and gasoline vehicles than diesel vehicles. The order SOA formation was gasoline, diesel, and LPG vehicles. Strengthened regulation of emissions on diesel vehicles lead the reduction of SOA production. The expected SOA yield was higher in hot-condition than cold-condition for all vehicles.