Secondary aerosol formation from a Chinese gasoline vehicle: Impacts of fuel (E10, gasoline) and driving conditions (idling, cruising)
2021
Wang, Hui | Guo, Song | Yu, Ying | Shen, Ruizhe | Zhu, Wenfei | Tang, Rongzhi | Tan, Rui | Liu, Kefan | Song, Kai | Zhang, Wenbin | Zhang, Zhou | Shuai, Shijin | Xu, Hongming | Zheng, Jing | Chen, Shiyi | Li, Shaomeng | Zeng, Limin | Wu, Zhijun
Chassis dynamometer experiments were conducted to investigate the effect of vehicle speed and usage of ethanol-blended gasoline (E10) on formation and evolution of gasoline vehicular secondary organic aerosol (SOA) using a Gothenburg Potential Aerosol Mass (Go: PAM) reactor. The SOA forms rapidly, and its concentration exceeds that of primary organic aerosol (POA) at an equivalent photochemical age (EPA) of ~1 day. The particle effective densities grow from 0.62 ± 0.02 g cm⁻³ to 1.43 ± 0.07 g cm⁻³ with increased hydroxyl radical (OH) exposure. The maximum SOA production under idling conditions (4259–7394 mg kg-fuel⁻¹) is ~20 times greater than under cruising conditions. There was no statistical difference between SOA formation from pure gasoline and its formation from E10. The slopes in Van Krevelen diagram indicate that the formation pathways of bulk SOA includes the addition of both alcohol/peroxide functional groups and carboxylic acid formation from fragmentation. A closure estimation of SOA based on bottom-up and top-down methods shows that only 16%–38% of the measured SOA can be explained by the oxidation of measured volatile organic compounds (VOCs), suggesting the existence of missing precursors, e.g. unmeasured VOCs and probably semivolatile or intermediate volatile organic compounds (S/IVOCs). Our results suggest that applying parameters obtained from unified driving cycles to model SOA concentrations may lead to large discrepancies between modeled and ambient vehicular SOA. No reduction in vehicular `SOA production is realized by replacing normal gasoline with E10.
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