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Black carbon (BC) is considered the second largest anthropogenic climate forcer, but the radiative effects of BC are highly correlated with its combustion sources. On-road vehicles are an important source of anthropogenic BC. However, there are major uncertainties in the estimates of the BC emissions from on-road light-duty passenger vehicles (LDPVs), and results obtained with the portable emissions measurement system (PEMS) method are particularly lacking. We developed a PEMS platform and evaluated the on-road BC emissions from ten in-use LDPVs. We demonstrated that the BC emission factors (EFs) of gasoline direction injection (GDI) engine vehicles range from 1.10 to 1.56 mg·km−1, which are higher than the EFs of port fuel injection (PFI) engine vehicles (0.10–0.17 mg·km−1) by a factor of 11. The BC emissions during the cold-start phase contributed 2%–33% to the total emissions. A strong correlation (R2 = 0.70) was observed between the relative BC EFs and average vehicle speed, indicating that traffic congestion alleviation could effectively mitigate BC emissions. Moreover, BC and particle number (PN) emissions were linearly correlated (R2 = 0.90), and compared to PFI engine vehicles, the instantaneous PN-to-BC emission rates of GDI engine vehicles were less sensitive to vehicle-specific power-to-velocity (VSPV) increase in all speed ranges.

Tailpipe emissions from three heavy-duty diesel vehicles (HDDVs), complying with varying emission standards and installed with diverse aftertreatment technologies, are collected at a certified chassis dynamometer laboratory. The HDDV-emitted intermediate-volatility and semi-volatile organic compound (I/SVOC) emission and the gas–particle partitioning of the I/SVOCs are investigated. Over 4000 compounds are identified and grouped into 21 categories. The dominant compound groups of particulate I/SVOCs are alkanes and phenolic compounds. For HDDVs without aftertreatment devices, i.e., diesel oxidation catalysts (DOCs) and diesel particulate filters (DPFs), the emitted I/SVOCs partition dramatically into the gas phase (accounting for ∼ 93 % of the total I/SVOC mass), with a few exceptions: hopane, four-ring polycyclic aromatic hydrocarbons (PAH4rings), and five-ring polycyclic aromatic hydrocarbons (PAH5rings). For HDDVs with DPFs and DOCs, the particulate fractions are reduced to a negligible level (i.e., less than 2 %). Nevertheless, 50 % of the total two-ring PAH mass is detected in the particle phase, which is much higher than the high-molecular-weight PAHs, arising from the positive sampling artifact of quartz filter absorbing organic vapors. The positive sampling artifact of quartz filter absorbing organic vapors is clearly observed, and uncertainties are discussed and quantified. Particulate I/SVOCs at low-speed, middle-speed, and high-speed phases are collected and analyzed separately. The emission factor (EF) distribution of the speciated organic aerosol (OA) on a two-dimensional volatility basis set (2D-VBS) space reveals that the fractions of OA with oxygen to carbon (O : C) ratios > 0.3 (0.4, 0.5) are 18.2 % (11.5 %, 9.5 %), 23 % (15.4 %, 13.6 %), and 29.1 % (20.6 %, 19.1 %) at the low-speed, middle-speed, and high-speed stages. These results help to resolve complex organic mixtures and trace the evolution of OA.

Tailpipe emissions from three heavy-duty diesel vehicles (HDDVs), complying with varying emission standards and installed with diverse aftertreatment technologies, are collected at a certified chassis dynamometer laboratory. The HDDV-emitted intermediate-volatility and semi-volatile organic compound (I/SVOC) emission and the gas-particle partitioning of the I/SVOCs are investigated. Over four thousand compounds are identified and grouped into twenty-one categories. The dominant compound groups of particulate I/SVOCs are alkanes and phenolic compounds. For HDDVs without aftertreatment devices, i.e., diesel oxidation catalyst (DOC) and diesel particulate filter (DPF), the emitted I/SVOCs partition dramatically into the gas phase (accounting for ~ 93 % of the total I/SVOC mass), with a few exceptional categories: hopane, 4-ring polycyclic aromatic hydrocarbons (PAH4rings), and PAH5rings. For HDDVs with DPF and DOC, the particulate fractions are reduced to a negligible level, i.e., less than 2 %. Nevertheless, 50 % of the total 2-ring PAH mass is detected in the particle phase, which is much higher than the high-molecular-weight PAHs, arising from the positive sampling artifact of quartz filter absorbing organic vapours. The positive sampling artifact of quartz filter absorbing organic vapors is clearly observed and uncertainties are discussed and quantified. Particulate I/SVOCs at low-speed, middle-speed, and high-speed phases are collected and analysed separately. EF distribution of the speciated OA on a two-dimensional volatility basis set (2D-VBS) space reveals that the fractions of OA with O : C (oxygen to carbon) ratio > 0.3 (0.4, 0.5) are 18.2 % (11.5 %, 9.5 %), 23 % (15.4 %, 13.6 %), and 29.1 % (20.6 %, 19.1 %) at low-speed, middle-speed, and high-speed stages. The results help to resolve the complex organic mixtures and trace the evolution of OA.

High-efficiency elastocaloric refrigeration requires high-performance elastocaloric materials with both large surface areas to promote heat exchange rate and large elastocaloric effects to increase the amount of heat transfer. Ni–Ti shape memory alloys (SMAs) are the most promising elastocaloric materials but they are difficult to process by conventional methods due to their poor manufacturability. Here, we successfully developed Ni–Ti SMAs with large elastocaloric effects by additive manufacturing which has the capability to fabricate complex geometries with large surface areas. The phase transformation temperatures of these additively manufactured Ni–Ti SMAs, fabricated by selective laser melting (SLM), can be tuned by varying the SLM processing parameters and/or post heat treatments and thus tunable large elastocaloric effects were achieved at different temperatures, which can be used for different applications. Owing to its large transformation entropy change and high yield strength as a result of precipitation hardening, the aged SLM fabricated alloy exhibits a remarkably large elastocaloric effect with an adiabatic temperature change as high as 23.2 K, which is among the highest values reported for all Ni–Ti SMAs fabricated by both conventional methods and additive manufacturing. Furthermore, by virtue of the high yield strength and low stress hysteresis of the aged alloy, this large elastocaloric effect shows good stability during cycling. The achievement of such large elastocaloric effects in alloys fabricated by near-net-shape additive manufacturing may accelerate the implementation of high-efficiency elastocaloric refrigeration. This study is instructive for the development of advanced high-performance solid-state refrigeration materials by additive manufacturing.

Virtually, glass formation is to avoid crystallization during solidification, i.e., a consequence of the competition between the undercooled liquid and primary crystalline phases. It is found that the crystallization resistance of the binary Ni-P system was drastically enhanced with alloying of Pd and correspondingly, the critical size for glass formation increased significantly from the micrometer to millimeter scale. Thermodynamically, the introduction of Pd could effectively increase the atomic size mismatch and heat of mixing, which are beneficial to stabilize the supercooled liquid. Kinetically, the introduction of Pd not only successfully suppresses the formation of metastable superlattice phase, which is prone to nucleation and growth in the supercooled liquid state, but also changes the crystallization mechanism from the primary to eutectic mode. The current finding sheds light on understanding glass formation of the most studied Pd-Ni-P system and the glass-forming ability in general.

Intermediate-volatility and semi-volatile organic compounds (I/SVOCs) are key precursors of secondary organic aerosol (SOA). However, the comprehensive characterization of I/SVOCs has long been an analytical challenge. Here, we develop a novel method of speciating and quantifying I/SVOCs using two-dimensional gas chromatography time-of-flight mass spectrometry (GC × GC-ToF-MS) by constructing class-screening programs based on their characteristic fragments and mass spectrum patterns. Using this new approach, we then present a comprehensive analysis of gaseous I/SVOC emissions from heavy-duty diesel vehicles (HDDVs). Over three-thousand compounds are identified and classified into twenty-one categories. The dominant compound groups of I/SVCOs emitted by HDDVs are alkanes (including normal and branched alkanes, 37-66%), benzylic alcohols (7-20%), alkenes (3-11%), cycloalkanes (3-9%), and benzylic ketones (1-4%). Oxygenated I/SVOCs (O-I/SVOCs, e.g., benzylic alcohols and ketones) are first quantified and account for20% of the total I/SVOC mass. Advanced aftertreatment devices largely reduce the total I/SVOC emissions but increase the proportion of O-I/SVOCs. With the speciation data, we successfully map the I/SVOCs into the two-dimensional volatility basis set space, which facilitates a better estimation of SOA. As aging time goes by, approximate 45% difference between the two scenarios after seven-day aging is observed, which confirms the significant impact of speciated I/SVOC emission data on SOA prediction.

Comprehensive characterization of diesel vehicle emitted polycyclic aromatic hydrocarbon (PAH) emissions is yet to achieve due to the limitation of analytical methods. Therefore, we herein developed a two-dimensional gas chromatography time-of-flight mass spectrometry (GC × GC-ToF-MS) method and quantified the total PAHs from diesel vehicles based on their characteristic fragments and mass spectral patterns. Overall, the emission factors (EFs) of total PAHs (gas + particle) are observed to range from 4.1 ± 2.5 mg km

Emissions of major reactive nitrogen compounds, including nitric oxide (NO), nitrogen dioxide (NO2) and ammonia (NH3), from heavy-duty diesel vehicles (HDDVs) place substantial pressure on air quality for many large cities in China. To control nitrogen oxide (NOX) emissions from HDDVs, selective catalytic reduction (SCR) systems have been widely used since the China IV standards. To investigate the impacts of aftertreatment technologies and driving conditions on real-world emissions of reactive nitrogen compounds, a portable emissions measurement system was employed to test eighteen heavy-duty diesel trucks in China. The results showed that the China IV and China V HDDVs with appropriate SCR functionality could reduce NOX emissions by 36% and 53%, respectively, compared to the China III results, although their real-world emissions were still higher than the corresponding emission limits for regulatory engine tests. For these HDDVs, five samples were tested with NH3 emissions, ranging from 1.67 ppm to 51.49 ppm. The NH3 emission rates tended to significantly increase under high-speed driving conditions. The results indicate that the current SCR technology may have certain risks in exceeding the future China VI NH3 limit. However, five China IV/V HDDVs were found to have SCR temperature sensors that were intentionally tampered with, resulting in comparable or even higher NOX emissions and zero NH3 emissions. Increased NO2 emissions due to the adoption of diesel oxidation catalysts and diesel particulate filters were also found from our experiments. This study highlights the importance of enhancing in-use compliance requirements and eliminating aftertreatment tampering for China IV and China V HDDVs.