Ngoc T. Nguyen

Gas-Particle Partitioning of Primary Organic Aerosol Emissions: (2) Diesel Vehicles

Experiments were performed to investigate the gas-particle partitioning of primary organic aerosol (POA) emissions from two medium-duty (MDDV) and three heavy-duty (HDDV) diesel vehicles. Each test was conducted on a chassis dynamometer with the entire exhaust sampled into a constant volume sampler (CVS). The vehicles were operated over a range of driving cycles (transient, high-speed, creep/idle) on different ultralow sulfur diesel fuels with varying aromatic content. Four independent yet complementary approaches were used to investigate POA gas-particle partitioning: artifact correction of quartz filter samples, dilution from the CVS into a portable environmental chamber, heating in a thermodenuder, and thermal desorption/gas chromatography/mass spectrometry (TD-GC-MS) analysis of quartz filter samples. During tests of vehicles not equipped with diesel particulate filters (DPF), POA concentrations inside the CVS were a factor of 10 greater than ambient levels, which created large and systematic partitioning biases in the emissions data. For low-emitting DPF-equipped vehicles, as much as 90% of the POA collected on a quartz filter from the CVS were adsorbed vapors. Although the POA emission factors varied by more than an order of magnitude across the set of test vehicles, the measured gas-particle partitioning of all emissions can be predicted using a single volatility distribution derived from TD-GC-MS analysis of quartz filters. This distribution is designed to be applied directly to quartz filter data that are the basis for existing emissions inventories and chemical transport models that have implemented the volatility basis set approach.

Primary gas- and particle-phase emissions and secondary organic aerosol production from gasoline and diesel off-road engines.

Dilution and smog chamber experiments were performed to characterize the primary emissions and secondary organic aerosol (SOA) formation from gasoline and diesel small off-road engines (SOREs). These engines are high emitters of primary gas- and particle-phase pollutants relative to their fuel consumption. Two- and 4-stroke gasoline SOREs emit much more (up to 3 orders of magnitude more) nonmethane organic gases (NMOGs), primary PM and organic carbon than newer on-road gasoline vehicles (per kg of fuel burned). The primary emissions from a diesel transportation refrigeration unit were similar to those of older, uncontrolled diesel engines used in on-road vehicles (e.g., premodel year 2007 heavy-duty diesel trucks). Two-strokes emitted the largest fractional (and absolute) amount of SOA precursors compared to diesel and 4-stroke gasoline SOREs; however, 35-80% of the NMOG emissions from the engines could not be speciated using traditional gas chromatography or high-performance liquid chromatography. After 3 h of photo-oxidation in a smog chamber, dilute emissions from both 2- and 4-stroke gasoline SOREs produced large amounts of semivolatile SOA. The effective SOA yield (defined as the ratio of SOA mass to estimated mass of reacted precursors) was 2-4% for 2- and 4-stroke SOREs, which is comparable to yields from dilute exhaust from older passenger cars and unburned gasoline. This suggests that much of the SOA production was due to unburned fuel and/or lubrication oil. The total PM contribution of different mobile source categories to the ambient PM burden was calculated by combining primary emission, SOA production and fuel consumption data. Relative to their fuel consumption, SOREs are disproportionately high total PM sources; however, the vastly greater fuel consumption of on-road vehicles renders them (on-road vehicles) the dominant mobile source of ambient PM in the Los Angeles area.

Determination of Volatility Distributions of Primary Organic Aerosol Emissions from Internal Combustion Engines Using Thermal Desorption Gas Chromatography Mass Spectrometry

A new technique for measuring the primary organic aerosol (POA) emissions from internal combustion engines is presented. The method combines thermal-optical OC/EC analysis and thermal desorption gas chromatography mass spectrometry (TD-GC-MS) of quartz filter samples collected using a dilution sampler to quantify the total emissions of low-volatility organics and to distribute them across the volatility basis set. These data can be used in conjunction with partitioning theory to predict the gas-particle partitioning and thus the total amount of POA over the entire range of atmospheric conditions. The approach is evaluated using POA emissions data from two gas-turbine engines and one diesel generator. To evaluate the new method, we directly measured the effects of temperature and concentration on gas-particle partitioning of the emissions from each. Predictions based on the volatility distributions derived from the filter analyses are consistent with the direct partitioning measurements. The new approach represents a major improvement over the traditional assumption of nonvolatile POA emissions, which over predicts actual POA emissions from these sources by a factor of 2–4 at typical ambient concentration and temperature. By using quartz filter samples, this new technique is designed to be applied to routine source test data. Volatility distributions derived using this new approach can also be applied directly to the large catalog of quartz filter data used by existing emission inventories and models. The emissions data derived from this approach are designed for use in the next generation of chemical transport models and emissions inventories that employ the volatility basis set approach to explicitly track the gas-particle partitioning of POA emissions. Copyright 2012 American Association for Aerosol Research

Intermediate Volatility Organic Compound Emissions from On-Road Diesel Vehicles: Chemical Composition, Emission Factors, and Estimated Secondary Organic Aerosol Production.

Emissions of intermediate-volatility organic compounds (IVOCs) from five on-road diesel vehicles and one off-road diesel engine were characterized during dynamometer testing. The testing evaluated the effects of driving cycles, fuel composition and exhaust aftertreatment devices. On average, more than 90% of the IVOC emissions were not identified on a molecular basis, instead appearing as an unresolved complex mixture (UCM) during gas-chromatography mass-spectrometry analysis. Fuel-based emissions factors (EFs) of total IVOCs (speciated + unspeciated) depend strongly on aftertreatment technology and driving cycle. Total-IVOC emissions from vehicles equipped with catalyzed diesel particulate filters (DPF) are substantially lower (factor of 7 to 28, depending on driving cycle) than from vehicles without any exhaust aftertreatment. Total-IVOC emissions from creep and idle operations are substantially higher than emissions from high-speed operations. Although the magnitude of the total-IVOC emissions can vary widely, there is little variation in the IVOC composition across the set of tests. The new emissions data are combined with published yield data to investigate secondary organic aerosol (SOA) formation. SOA production from unspeciated IVOCs is estimated using surrogate compounds, which are assigned based on gas-chromatograph retention time and mass spectral signature of the IVOC UCM. IVOCs contribute the vast majority of the SOA formed from exhaust from on-road diesel vehicles. The estimated SOA production is greater than predictions by previous studies and substantially higher than primary organic aerosol. Catalyzed DPFs substantially reduce SOA formation potential of diesel exhaust, except at low speed operations.

Intermediate Volatility Organic Compound Emissions from On-Road Gasoline Vehicles and Small Off-Road Gasoline Engines.

Dynamometer experiments were conducted to characterize the intermediate volatility organic compound (IVOC) emissions from a fleet of on-road gasoline vehicles and small off-road gasoline engines. IVOCs were quantified through gas chromatography/mass spectrometry analysis of adsorbent samples collected from a constant volume sampler. The dominant fraction (>80%, on average) of IVOCs could not be resolved on a molecular level. These unspeciated IVOCs were quantified as two chemical classes (unspeciated branched alkanes and cyclic compounds) in 11 retention-time-based bins. IVOC emission factors (mg kg-fuel(-1)) from on-road vehicles varied widely from vehicle to vehicle, but showed a general trend of lower emissions for newer vehicles that met more stringent emission standards. IVOC emission factors for 2-stroke off-road engines were substantially higher than 4-stroke off-road engines and on-road vehicles. Despite large variations in the magnitude of emissions, the IVOC volatility distribution and chemical characteristics were consistent across all tests and IVOC emissions were strongly correlated with nonmethane hydrocarbons (NMHCs), primary organic aerosol and speciated IVOCs. Although IVOC emissions only correspond to approximately 4% of NMHC emissions from on-road vehicles over the cold-start unified cycle, they are estimated to produce as much or more SOA than single-ring aromatics. Our results clearly demonstrate that IVOCs from gasoline engines are an important class of SOA precursors and provide observational constraints on IVOC emission factors and chemical composition to facilitate their inclusion into atmospheric chemistry models.