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Particulate emissions of a modern diesel passenger car under laboratory and real-world transient driving conditions

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Particulate emissions of a modern diesel passenger car under laboratory and real-world transient driving conditions. / Wihersaari, Hugo; Pirjola, Liisa; Karjalainen, Panu; Saukko, Erkka; Kuuluvainen, Heino; Kulmala, Kari; Keskinen, Jorma; Rönkkö, Topi.

julkaisussa: Environmental Pollution, Vuosikerta 265, Nro Part B, 114948, 2020.

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@article{005688b1b70c4e089a99c7cd5a450592,
title = "Particulate emissions of a modern diesel passenger car under laboratory and real-world transient driving conditions",
abstract = "Exhaust emissions from diesel vehicles are significant sources of air pollution. In this study, particle number emissions and size distributions of a modern Euro 5b -compliant diesel passenger car exhaust were measured under the NEDC and US06 standard cycles as well as during different transient driving cycles. The measurements were conducted on a chassis dynamometer; in addition, the transient cycles were repeated on-road by a chase method. Since the diesel particulate filter (DPF) removed practically all particles from the engine exhaust, it was by-passed during most of the measurements in order to determine effects of lubricant on the engine-out exhaust aerosol. Driving conditions and lubricant properties strongly affected exhaust emissions, especially the number emissions and volatility properties of particles. During acceleration and steady speeds particle emissions consisted of non-volatile soot particles mainly larger than ∼50 nm independently of the lubricant used. Instead, during engine motoring particle number size distribution was bimodal with the modes peaking at 10–20 nm and 100 nm. Thermal treatment indicated that the larger mode consisted of non-volatile particles, whereas the nanoparticles had a non-volatile core with volatile material condensed on the surfaces; approximately, 59–64{\%} of the emitted nanoparticles evaporated. Since during engine braking the engine was not fueled, the origin of these particles is lubricant oil. The particle number emission factors over the different cycles varied from 1.0 × 1014 to 1.3 × 1015 #/km, and engine motoring related particle emissions contributed 12–65{\%} of the total particle emissions. The results from the laboratory and on-road transient tests agreed well. According to authors’ knowledge, high particle formation during engine braking under real-world driving conditions has not been reported from diesel passenger cars.",
keywords = "Diesel exhaust, Engine motoring, Lubricant, Nanoparticle emissions, Real-drive emissions",
author = "Hugo Wihersaari and Liisa Pirjola and Panu Karjalainen and Erkka Saukko and Heino Kuuluvainen and Kari Kulmala and Jorma Keskinen and Topi R{\"o}nkk{\"o}",
note = "INT=phys,{"}Wihersaari, Hugo{"}",
year = "2020",
doi = "10.1016/j.envpol.2020.114948",
language = "English",
volume = "265",
journal = "Environmental Pollution",
issn = "0269-7491",
publisher = "Elsevier",
number = "Part B",

}

RIS (suitable for import to EndNote) - Lataa

TY - JOUR

T1 - Particulate emissions of a modern diesel passenger car under laboratory and real-world transient driving conditions

AU - Wihersaari, Hugo

AU - Pirjola, Liisa

AU - Karjalainen, Panu

AU - Saukko, Erkka

AU - Kuuluvainen, Heino

AU - Kulmala, Kari

AU - Keskinen, Jorma

AU - Rönkkö, Topi

N1 - INT=phys,"Wihersaari, Hugo"

PY - 2020

Y1 - 2020

N2 - Exhaust emissions from diesel vehicles are significant sources of air pollution. In this study, particle number emissions and size distributions of a modern Euro 5b -compliant diesel passenger car exhaust were measured under the NEDC and US06 standard cycles as well as during different transient driving cycles. The measurements were conducted on a chassis dynamometer; in addition, the transient cycles were repeated on-road by a chase method. Since the diesel particulate filter (DPF) removed practically all particles from the engine exhaust, it was by-passed during most of the measurements in order to determine effects of lubricant on the engine-out exhaust aerosol. Driving conditions and lubricant properties strongly affected exhaust emissions, especially the number emissions and volatility properties of particles. During acceleration and steady speeds particle emissions consisted of non-volatile soot particles mainly larger than ∼50 nm independently of the lubricant used. Instead, during engine motoring particle number size distribution was bimodal with the modes peaking at 10–20 nm and 100 nm. Thermal treatment indicated that the larger mode consisted of non-volatile particles, whereas the nanoparticles had a non-volatile core with volatile material condensed on the surfaces; approximately, 59–64% of the emitted nanoparticles evaporated. Since during engine braking the engine was not fueled, the origin of these particles is lubricant oil. The particle number emission factors over the different cycles varied from 1.0 × 1014 to 1.3 × 1015 #/km, and engine motoring related particle emissions contributed 12–65% of the total particle emissions. The results from the laboratory and on-road transient tests agreed well. According to authors’ knowledge, high particle formation during engine braking under real-world driving conditions has not been reported from diesel passenger cars.

AB - Exhaust emissions from diesel vehicles are significant sources of air pollution. In this study, particle number emissions and size distributions of a modern Euro 5b -compliant diesel passenger car exhaust were measured under the NEDC and US06 standard cycles as well as during different transient driving cycles. The measurements were conducted on a chassis dynamometer; in addition, the transient cycles were repeated on-road by a chase method. Since the diesel particulate filter (DPF) removed practically all particles from the engine exhaust, it was by-passed during most of the measurements in order to determine effects of lubricant on the engine-out exhaust aerosol. Driving conditions and lubricant properties strongly affected exhaust emissions, especially the number emissions and volatility properties of particles. During acceleration and steady speeds particle emissions consisted of non-volatile soot particles mainly larger than ∼50 nm independently of the lubricant used. Instead, during engine motoring particle number size distribution was bimodal with the modes peaking at 10–20 nm and 100 nm. Thermal treatment indicated that the larger mode consisted of non-volatile particles, whereas the nanoparticles had a non-volatile core with volatile material condensed on the surfaces; approximately, 59–64% of the emitted nanoparticles evaporated. Since during engine braking the engine was not fueled, the origin of these particles is lubricant oil. The particle number emission factors over the different cycles varied from 1.0 × 1014 to 1.3 × 1015 #/km, and engine motoring related particle emissions contributed 12–65% of the total particle emissions. The results from the laboratory and on-road transient tests agreed well. According to authors’ knowledge, high particle formation during engine braking under real-world driving conditions has not been reported from diesel passenger cars.

KW - Diesel exhaust

KW - Engine motoring

KW - Lubricant

KW - Nanoparticle emissions

KW - Real-drive emissions

U2 - 10.1016/j.envpol.2020.114948

DO - 10.1016/j.envpol.2020.114948

M3 - Article

VL - 265

JO - Environmental Pollution

JF - Environmental Pollution

SN - 0269-7491

IS - Part B

M1 - 114948

ER -