![Correlation of hydrogen, ammonia and nitrogen monoxide (nitric oxide) emissions of gasoline-fueled Euro-3 passenger cars at transient driving [An article from: Atmospheric Environment]](https://www.ebooknetworking.net/books/B00/0RR/bigB000RR93CM.jpg)
Correlation of hydrogen, ammonia and nitrogen monoxide (nitric oxide) emissions of gasoline-fueled Euro-3 passenger cars at transient driving [An article from: Atmospheric Environment]
Book Details
PublisherElsevier
ISBN / ASINB000RR93CM
ISBN-13978B000RR93C2
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Description
This digital document is a journal article from Atmospheric Environment, published by Elsevier in 2006. The article is delivered in HTML format and is available in your Amazon.com Media Library immediately after purchase. You can view it with any web browser.
Description:
Ammonia (NH"3) emissions from gasoline-fueled vehicles have become an important source of pollution affecting urban air chemistry. NH"3 influences the acidity of atmospheric depositions and it is involved in secondary aerosol formation. NH"3 has to be considered as a secondary pollutant of the three-way-catalyst (TWC), since it is formed de novo during the DeNOx process. The extent of traffic-related hydrogen (H"2) emissions and its impact on atmospheric redox chemistry is not well understood but is of increasing importance when we develop towards a hydrogen-based society. Herein we report on tail-pipe H"2, NH"3, and NO emissions of gasoline-fueled Euro-3 passenger cars at transient driving from 0 to 150kmh^-^1. The effects of velocity, acceleration, deceleration, and cold start were deduced from time-resolved EI- and CI-MS data. On a molar basis, H"2 emissions were always higher than those of NH"3 and NO by about an order of magnitude. H"2 and NH"3 emissions are correlated to some degree, as soon as catalyst light-off occurred. NH"3 emissions exceeded those of NO for most vehicle conditions. Mean NH"3/NO mixing ratios around two were observed with the exception of the cold start, where NO was present in large excess. Catalyst light-off is indicated by a fast transition from a NO- to a NH"3-rich exhaust gas. All emissions clearly depend on speed and acceleration. Mean velocity-dependent emission factors varied by about one order of magnitude from 17 to 720, 8 to 170, and 7 to 80mgkm^-^1 for H"2, NH"3, and NO, respectively, with emission minima for all three pollutants when driving 70-90kmh^-^1. We conclude that the investigated Euro-3 vehicles are mainly operated under slightly reducing conditions, where NH"3 and H"2 emissions dominate over those of NO. Under these conditions, all vehicles fulfill the valid emission limit for NO"x.
Description:
Ammonia (NH"3) emissions from gasoline-fueled vehicles have become an important source of pollution affecting urban air chemistry. NH"3 influences the acidity of atmospheric depositions and it is involved in secondary aerosol formation. NH"3 has to be considered as a secondary pollutant of the three-way-catalyst (TWC), since it is formed de novo during the DeNOx process. The extent of traffic-related hydrogen (H"2) emissions and its impact on atmospheric redox chemistry is not well understood but is of increasing importance when we develop towards a hydrogen-based society. Herein we report on tail-pipe H"2, NH"3, and NO emissions of gasoline-fueled Euro-3 passenger cars at transient driving from 0 to 150kmh^-^1. The effects of velocity, acceleration, deceleration, and cold start were deduced from time-resolved EI- and CI-MS data. On a molar basis, H"2 emissions were always higher than those of NH"3 and NO by about an order of magnitude. H"2 and NH"3 emissions are correlated to some degree, as soon as catalyst light-off occurred. NH"3 emissions exceeded those of NO for most vehicle conditions. Mean NH"3/NO mixing ratios around two were observed with the exception of the cold start, where NO was present in large excess. Catalyst light-off is indicated by a fast transition from a NO- to a NH"3-rich exhaust gas. All emissions clearly depend on speed and acceleration. Mean velocity-dependent emission factors varied by about one order of magnitude from 17 to 720, 8 to 170, and 7 to 80mgkm^-^1 for H"2, NH"3, and NO, respectively, with emission minima for all three pollutants when driving 70-90kmh^-^1. We conclude that the investigated Euro-3 vehicles are mainly operated under slightly reducing conditions, where NH"3 and H"2 emissions dominate over those of NO. Under these conditions, all vehicles fulfill the valid emission limit for NO"x.
