INTERIM REPORT
PARTICULATE EMISSIONS
FROM
LIGHT DUTY VEHICLES
by
C. Don Paulsell
Procedures Development Branch
Environmental Protection Agency
Air Pollution Control Office
Division of Motor Vehicles Pollution Control
Ypsilanti, Michigan
January 4, 1971
EMISSION 5. EXHAUST GAStS
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Introduction
The Division of Motor Vehicle Pollution Control, NAPCA, conducted tests to
collect the "total particulate" emitted from a vehicle being operated according
to the 1972 standard test cycle, LA-4S3, (7.5 miles, 22 minutes).
Eighteen cars, six Fords, six Chevrolets, and six Plymouths were used in the
tests. Vehicles were of comparable weight, size and displacement and were
representative of a standard 1970 production vehicle.
Three cars of each make were run on leaded fuel during mileage accumulation
and dynamometer tests; the other three used non-leaded fuel. Tests were made
at odometer readings of approximately 50, 2,000, 4,000, and 6,000 miles.
All vehicles were fitted with adapters so that the exhaust flow could be collected
ahead of the muffler in order to study the effects of muffler trapping. Mileage
accumulation was accomplished on a speedway using a prescribed driving
1
sequence.
Test Procedure and Apparatus
Vehicles were run on a chassis dynamometer (Clayton) using the 1972
Federal Test Procedure modified to include particulate measurements. The
undiluted exhaust was passed through a condenser and filter box connected to
2
the car's exhaust system as described by Hangelbrauck.
-------
The total weight of particulate collected was the sum of three components:
weight increase of glass fiber filters (0. 3 micron mean pore diameter),
weight of residue extracted by distillation of water condensate (approximately
two quarts of water per test), and weight of residue extracted by distillation
of three gallons of benzene used to wash the collection appartus.
The fiber filters were kept in a humidity and temperature controlled environ-
ment and were weighed before the test. The soiled filter paper was returned
to this environment for at least 24 hours prior to being weighed again. This
procedure was used to eliminate the moisture content error, although no quan-
tititive data was collected to verify the validity of the procedure. The weight
of the filter fiber lost to the gas stream passing through it was assumed to be
negligible because of the large filter area used (10 ft. 2), which kept the pressure
drop and mean velocity low.
The condensate collected from the condenser was transferred to two quart
3
bottles and sent to a laboratory for distillation. The transfer process from
condenser to bottles left a residue on the transfer beaker, and this was also
assumed to be negligible.
The condenser and adapter pipes were cleaned using benzene, a solvent which
dissolved the organic particulates that stuck to the walls of the condenser.
The construction of the condenser made this part of the procedure quite
awkward and the assurance of cleanliness to the same degree for each test
was questionable.
-------
Discussion of Test Results
The data collected from the 126 tests conducted was analyzed and plotted (Figures
1-7). The average emission rate (grams per mile) for each vehicle, each vehicle
make, and/or each type of test show no apparent trends and are quite scattered
when plotted using as collected values (Fig. 1, 3, 5).
Further investigation of other possible influences on emission rates showed
that exhaust system corrosion was the most critical influence on weight
collected. Acids may have formed by combination of lead salts, gases, and
water, corroded the inner surfaces of the vehicle exhaust system and resulted
in the presence of iron oxide deposits. When hot exhaust gases passed through
the system at high velocities, detachment and entrainment of these oxides
occurred. The number'of days the engine and exhaust system were shut down
prior to testing was one factor which was determined from the log books.
This fact was used to arrive at the plot shown in Fig. 7. Since there was
little variation in data among makes of cars run with complete exhaust systems
after 1-3 days of shutdown, all data were lumped in each category according
to shutdown period and plotted in Fig. 7. The following notation applies to all
the plots:
NL = nonleaded fuel
L, = leaded fuel
WM = with muffler (complete system)
W/OM = without muffler (adapter used)
-------
Figure 7 shows that emissions increase linearly as function of shutdown period
for tests made with mufflers. The slope of L-WM is five times that for NL-WM
tests.
The slopes of the tests made without mufflers are similar to those made with
mufflers, but the absolute value of the emission rate is higher. This data
is also slightly more scattered.
A subsequent investigation of the weight of corrosive deposits in the adapters
revealed a possible source for the scatter. In one case, it was determined
that an adapter had sat for 17 days without usage and was thai used in a test
without removing the accumulated deposits (rust). This test, (No. 98-134,
Ford 29, NL-W/OM), had a shutdown period of one day, yet emitted four to
six times its normal amount.
Since no records are available onadapter usage and non-usage periods, correla-
tion of this factor was not attempted. However, an adapter from each car
was cleaned with a bottle brush to remove corrosion deposits. The following
data was collected:
Adapter (2"Dia.) Length (in) Deposits (gms)
Ford
Chevrolet
Plymouth
38
60
42
15. 15
12.92
8. 82
140
36. 89
-------
WT. = 36.89 Grams = . 042 Grams
Area 2 (3.14) (140) TrT2
Wt. _ 3-16 Grams
Lenght Ft. (2 pipe)
An average of three grams/ft. is larger than the observed test values, but
scrubbing with a bottle brush is more severe than fnctional drag due to flow
shear stress. Nevertheless, oxide entrainment is a significant factor to be
considered in collection of particulate.
The data was again analyzed by excluding all test results that were obtained
after four or more days of shutdown. The remaining 70 data points were used
for the analysis. Some scatter remained in the W/OM data, but the explana-
tion cited above is reiterated.
Figures 2, 4, and 6 are plots of data taken with 1-3 days of shutdown. Figure 2
shows that emission rate does not change significantly within the accrued
range of these tests. The following rates and ratios were found:
Category
Rate (Grams/Mile)
L-WM
NL-WM
L-W/OM
NL-W/OM
. 191
. 117
. 313
. 137
(L-WM)=1. 63 (NL-WM)
(L-W/OM)=2.28 (NL-W/OM)
(L-WM)= . 61 (L-W/OM
(NL-WM)=. 85 (NL-W/OM)
L(W/OM-WM)=. 122 (grams/mile)
NL(W/OM-WM)=. 020 (grams/mile)
-------
It is clear that the lead in the fuel had a very strong influence on the weight
of particulate emitted from the vehicle.
Analysis of the data to determine the variation between makes of cars showed
that no appreciable difference existed (Fig. 4). Furthermore, variations
among three cars of the same make were found to be insignificant (Fig. 6).
Plots of this analysis (Fig. 3 and 5) using all data collected shows large variance
between individual cars and makes and have been discussed previously.
An analysis was also made to determine if the weight of particulate collected
on the filter was a function of the total particulate emitted . Using data with
1-3 day shutdown periods, the filter particulate was found to be an average 60%
of the total particulate emitted in tests using leaded fuels and 40% of the total
in tests using non-leaded fuels. This resulted in a weight ratio, L:NL, of
filter particulate equal to 2.4. Since only the smallest particles can remain
suspended in the gas stream and carried through the condenser, this ratio
demonstrates that higher concentrations of small particles were generated by
use of leaded fuels than by non-leaded fuels.
Summary
The total particulate emissions from standard motor vehicles did not differ
significantly between different makes or between two cars of the same make.
The rate of particulate emissions (grams/mile) did not change significantly
over the 6,000-mile range of mileage accumulation.
-------
The lead used in the fuel was the most critical , parameter affecting the rate
of particulate emissions. Tests run with leaded fuel had "total particulate"
emission rates that were nearly double those found in tests using non-leaded
fuel- Results of the "total particulate" residue analyses are not available
at this date, but the fraction of "total particulate" contributed by the exhaust
system corrosion deposits is felt to be significant. Cars using leaded fuels
were found to emit large amounts of particulate after extended periods of
shutdown.
The tests made with leaded fuels also had higher concentrations of small particles
than those made with non-leaded fuels.
-------
References
1. Cipelle, F. , General Manager of American Raceways, Inc. , 2990 W.
Grand Blvd. , Detroit.
2. Hangebrauck, R.P. , Lauch, R. P. , and Meeker, J. E. /'Emissions of
Ploynuclear Hydrocarbons from Automobiles and Trucks", Amer. Ind.
Hyg. Assoc. J., Vol. 27, Jan-Feb 1966, pp. 47-56.
3. Le Clerc, M. P. , Prime Examiner for Allied Testing Laboratories, Inc. ,
12801 W. Chicago, Detroit.
4. Patterson, R.K. , Chemical Analyst, NAPCA, 3914 Virginia Avenue,
Cincinnati.
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50,000 Mile Durability
Durability Driving Schedule
The schedule consists basically of 22 laps of a two mile course. The basic
vehicle speed for each lap is listed below.
Lap
Speed
Lap
Speed
1
40
12
30
2
4Q
13
35
3
30
14
35
4
30
15
45
5
40
16
45
6
40
17
35
7
40
18
35
8
40
19
55
9
35
20
55
10
35
21
70
11
30
22
70
During each of the first 18 laps there are four stops wtth 15 second idle normal
acceleration and decelerations are used.
In addition, there are five light decelerations each lap from the base speed
d 20 mph.followed by light accelerations to the base speed.
The 19th and 20th laps are run at a constant speed of 55 mph.
The 21st and 22nd lap# are begun with a wide open throttle acceleration irom
a stop to 70 mph* A' normal deceleration to idle followed by a second wide
open throttle acceleration occurs at the midpoint of the lap.
Attachment 1
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