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首页> 外文期刊>Journal of Geophysical Research. Biogeosciences >In situ studies on volatile jet exhaust particle emissions: Impact of fuel sulfur content and environmental conditions on nuclei mode aerosols
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In situ studies on volatile jet exhaust particle emissions: Impact of fuel sulfur content and environmental conditions on nuclei mode aerosols

机译：挥发性喷气发动机尾气排放的原位研究：燃料硫含量和环境条件对核模式气溶胶的影响

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In situ measurements of ultrafine aerosol particle emissions were performed at cruise altitudes behind the Deutsches Zentrum fur Luft- und Raumfahrt ATTAS research jet (Rolls-Royce/Snecma M45H M501 engines) and a B737-300 aircraft (CFM International 56-3B1 engines). Measurements were made 0.15-20 s after emission as the source aircraft burned fuel with sulfur contents (FSC) of 2.6, 56, or 118 mg kg(-1), Particle size distributions of from 3- to 60-nm diameter were determined by using condensation-nuclei-counters with varying lower size detection limits. Volatile particle concentrations in the aircraft plumes strongly increased as diameter decreased toward the sizes of large molecular clusters, illustrating that apparent particle emissions are extremely sensitive to the smallest particle size detectable by the instrument used. Environmental conditions and plume age alone could influence the number of detected ultrafine (volatile) aerosols within an order of magnitude, as well, The observed volatile particle emissions decreased nonlinearly as FSC decreased to 60 mg kg(-1), reaching minimum values of about 2 x 10(17) kg(-1) and 2 x 10(16) kg(-1) for particles >3 nm and >5 nm, respectively. Volatile particle emissions did not change significantly as FSCs were further reduced below 60 mg kg Volatile particle emissions did not differ significantly between the two studied engine types. In contrast, soot particle emissions from the modern CFM56-3B1 engines were 4-5 times less (4 x 10(14) kg(-1)) than from the older RR M45H M501 engines (1.8 x 10(15) kg(-1)) Contrail processing has been identified as an efficient sink/quenching parameter for ultrafine particles and reduces the remaining interstitial aerosol by factors of 2-10 depending on particle size. These and previously published data are consistent with volatile particle emissions of 2.4 x 10(17) kg(-1) independent of environmental conditions, engine type and FSCs ranging between 2.6 and 2700 mg kg(-1). There are clear experimental indications that nonsulfate compounds (probably nonmethane hydrocarbons) begin to dominate the volatile particle composition as FSC decreases below similar to 100 mp kg(-1). [References: 39]
机译：在Deutsches Zentrum fur Luft-and Raumfahrt ATTAS研究飞机（Rolls-Royce / Snecma M45H M501发动机）和B737-300飞机（CFM International 56-3B1发动机）之后的巡航高度进行了超细气溶胶颗粒排放的现场测量。发射后0.15-20 s进行测量，因为源飞机燃烧的硫含量（FSC）为2.6、56或118 mg kg（-1）的燃料，通过以下方法确定了3至60 nm直径的粒径分布使用具有较低检测限下限的缩合核计数器。随着直径朝着大分子簇的大小减小，飞机羽流中的挥发性颗粒浓度急剧增加，这表明表观颗粒排放对所用仪器可检测到的最小颗粒尺寸极为敏感。仅环境条件和羽龄也会影响一个数量级内检测到的超细（挥发性）气溶胶的数量。当FSC降至60 mg kg（-1）时，观察到的挥发性颗粒排放呈非线性下降，达到约对于> 3 nm和> 5 nm的粒子，分别为2 x 10（17）kg（-1）和2 x 10（16）kg（-1）。随着FSCs进一步降低至60 mg kg以下，挥发性颗粒物排放量没有显着变化，这两种研究的发动机类型之间的挥发性颗粒物排放量没有显着差异。相比之下，现代CFM56-3B1发动机的烟尘颗粒排放量（4 x 10（14）kg（-1））比旧的RR M45H M501发动机（1.8 x 10（15）kg（-）低4-5倍1））转换处理已被认为是超细颗粒的有效下沉/淬火参数，并根据颗粒大小将剩余的间隙气溶胶减少2-10倍。这些和以前发布的数据与2.4 x 10（17）kg（-1）的挥发性颗粒排放量一致，与环境条件，发动机类型和FSC无关，范围介于2.6和2700 mg kg（-1）之间。有明确的实验迹象表明，当FSC降低到低于100 mp kg（-1）时，非硫酸盐化合物（可能是非甲烷烃）开始占主导地位。 [参考：39]

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