Time-resolved characterization of primary particle emissions and secondary particle formation from a modern gasoline passenger car
Changes in vehicle emission reduction technologies significantly affect traffic-related emissions in urban areas. In many densely populated areas the amount of traffic is increasing, keeping the emission level high or even increasing. To understand the health effects of traffic-related emissions,...
| Main Authors: | , , , , , , , , , , , , , , , |
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| Format: | Article |
| Language: | English |
| Published: |
Copernicus Publications
2016-07-01
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| Series: | Atmospheric Chemistry and Physics |
| Online Access: | https://www.atmos-chem-phys.net/16/8559/2016/acp-16-8559-2016.pdf |
| _version_ | 1818040973879410688 |
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| author | P. Karjalainen H. Timonen E. Saukko H. Kuuluvainen S. Saarikoski P. Aakko-Saksa T. Murtonen M. Bloss M. Dal Maso P. Simonen E. Ahlberg E. Ahlberg B. Svenningsson W. H. Brune R. Hillamo J. Keskinen T. Rönkkö |
| author_facet | P. Karjalainen H. Timonen E. Saukko H. Kuuluvainen S. Saarikoski P. Aakko-Saksa T. Murtonen M. Bloss M. Dal Maso P. Simonen E. Ahlberg E. Ahlberg B. Svenningsson W. H. Brune R. Hillamo J. Keskinen T. Rönkkö |
| author_sort | P. Karjalainen |
| collection | DOAJ |
| description | Changes in vehicle emission reduction technologies significantly affect
traffic-related emissions in urban areas. In many densely populated areas the
amount of traffic is increasing, keeping the emission level high or even
increasing. To understand the health effects of traffic-related emissions,
both primary (direct) particulate emission and secondary particle formation
(from gaseous precursors in the exhaust emissions) need to be characterized.
In this study, we used a comprehensive set of measurements to characterize
both primary and secondary particulate emissions of a Euro 5 level gasoline
passenger car. Our aerosol particle study covers the whole process chain in
emission formation, from the tailpipe to the atmosphere, and also takes into
account differences in driving patterns. We observed that, in mass terms,
the amount of secondary particles was 13 times higher than the amount of
primary particles. The formation, composition, number and mass of secondary
particles was significantly affected by driving patterns and engine
conditions. The highest gaseous and particulate emissions were observed at
the beginning of the test cycle when the performance of the engine and the
catalyst was below optimal. The key parameter for secondary particle
formation was the amount of gaseous hydrocarbons in primary emissions;
however, also the primary particle population had an influence. |
| first_indexed | 2024-12-10T08:23:02Z |
| format | Article |
| id | doaj.art-f0c41a48b2a64b01b000f5b064ab3de0 |
| institution | Directory Open Access Journal |
| issn | 1680-7316 1680-7324 |
| language | English |
| last_indexed | 2024-12-10T08:23:02Z |
| publishDate | 2016-07-01 |
| publisher | Copernicus Publications |
| record_format | Article |
| series | Atmospheric Chemistry and Physics |
| spelling | doaj.art-f0c41a48b2a64b01b000f5b064ab3de02022-12-22T01:56:18ZengCopernicus PublicationsAtmospheric Chemistry and Physics1680-73161680-73242016-07-01168559857010.5194/acp-16-8559-2016Time-resolved characterization of primary particle emissions and secondary particle formation from a modern gasoline passenger carP. Karjalainen0H. Timonen1E. Saukko2H. Kuuluvainen3S. Saarikoski4P. Aakko-Saksa5T. Murtonen6M. Bloss7M. Dal Maso8P. Simonen9E. Ahlberg10E. Ahlberg11B. Svenningsson12W. H. Brune13R. Hillamo14J. Keskinen15T. Rönkkö16Aerosol Physics Laboratory, Department of Physics, Tampere University of Technology, P.O. Box 692, 33101 Tampere, FinlandAtmospheric Composition Research, Finnish Meteorological Institute, P.O. Box 503, 00101, Helsinki, FinlandAerosol Physics Laboratory, Department of Physics, Tampere University of Technology, P.O. Box 692, 33101 Tampere, FinlandAerosol Physics Laboratory, Department of Physics, Tampere University of Technology, P.O. Box 692, 33101 Tampere, FinlandAtmospheric Composition Research, Finnish Meteorological Institute, P.O. Box 503, 00101, Helsinki, FinlandVTT Technical Research Centre of Finland Ltd., P.O. Box 1000, 02044 VTT, Espoo, FinlandVTT Technical Research Centre of Finland Ltd., P.O. Box 1000, 02044 VTT, Espoo, FinlandAtmospheric Composition Research, Finnish Meteorological Institute, P.O. Box 503, 00101, Helsinki, FinlandAerosol Physics Laboratory, Department of Physics, Tampere University of Technology, P.O. Box 692, 33101 Tampere, FinlandAerosol Physics Laboratory, Department of Physics, Tampere University of Technology, P.O. Box 692, 33101 Tampere, FinlandCentre for Environmental and Climate research, Lund University, Box 118, 22100 Lund, SwedenDivision of Nuclear Physics, Lund University, Box 118, 22100 Lund, SwedenDivision of Nuclear Physics, Lund University, Box 118, 22100 Lund, SwedenDepartment of Meteorology, Pennsylvania State University, University Park, PA, USAAtmospheric Composition Research, Finnish Meteorological Institute, P.O. Box 503, 00101, Helsinki, FinlandAerosol Physics Laboratory, Department of Physics, Tampere University of Technology, P.O. Box 692, 33101 Tampere, FinlandAerosol Physics Laboratory, Department of Physics, Tampere University of Technology, P.O. Box 692, 33101 Tampere, FinlandChanges in vehicle emission reduction technologies significantly affect traffic-related emissions in urban areas. In many densely populated areas the amount of traffic is increasing, keeping the emission level high or even increasing. To understand the health effects of traffic-related emissions, both primary (direct) particulate emission and secondary particle formation (from gaseous precursors in the exhaust emissions) need to be characterized. In this study, we used a comprehensive set of measurements to characterize both primary and secondary particulate emissions of a Euro 5 level gasoline passenger car. Our aerosol particle study covers the whole process chain in emission formation, from the tailpipe to the atmosphere, and also takes into account differences in driving patterns. We observed that, in mass terms, the amount of secondary particles was 13 times higher than the amount of primary particles. The formation, composition, number and mass of secondary particles was significantly affected by driving patterns and engine conditions. The highest gaseous and particulate emissions were observed at the beginning of the test cycle when the performance of the engine and the catalyst was below optimal. The key parameter for secondary particle formation was the amount of gaseous hydrocarbons in primary emissions; however, also the primary particle population had an influence.https://www.atmos-chem-phys.net/16/8559/2016/acp-16-8559-2016.pdf |
| spellingShingle | P. Karjalainen H. Timonen E. Saukko H. Kuuluvainen S. Saarikoski P. Aakko-Saksa T. Murtonen M. Bloss M. Dal Maso P. Simonen E. Ahlberg E. Ahlberg B. Svenningsson W. H. Brune R. Hillamo J. Keskinen T. Rönkkö Time-resolved characterization of primary particle emissions and secondary particle formation from a modern gasoline passenger car Atmospheric Chemistry and Physics |
| title | Time-resolved characterization of primary particle emissions and secondary
particle formation from a modern gasoline passenger car |
| title_full | Time-resolved characterization of primary particle emissions and secondary
particle formation from a modern gasoline passenger car |
| title_fullStr | Time-resolved characterization of primary particle emissions and secondary
particle formation from a modern gasoline passenger car |
| title_full_unstemmed | Time-resolved characterization of primary particle emissions and secondary
particle formation from a modern gasoline passenger car |
| title_short | Time-resolved characterization of primary particle emissions and secondary
particle formation from a modern gasoline passenger car |
| title_sort | time resolved characterization of primary particle emissions and secondary particle formation from a modern gasoline passenger car |
| url | https://www.atmos-chem-phys.net/16/8559/2016/acp-16-8559-2016.pdf |
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