Interlaboratory Test of Exhaust PM Using ELPI

Abstract

The Particulate Measurement Programme (PMP) works on the development of an improved method for the exhaust particulate matter (PM) measurement, which can include, if feasible and necessary, the measurement of particle number. The French PMP subgroup, composed of IFP, PSA Peugeot-Citroën, Renault, and UTAC, has defined a measurement protocol based on electrical low-pressure impactor (ELPI) and conducted an interlaboratory test to evaluate its performances. The technical program was based on tests carried out on three Euro3 passenger cars (one gasoline operating under stoichiometric conditions, one Diesel, and one Diesel equipped with a diesel particulate filter (DPF)) that were tested on the New European Driving Cycle (NEDC). The regulated pollutants are also measured, as indicators of test repeatability and good working conditions. The interlaboratory reproducibility value of the tunnel background tests is quite high (337%) due to low particle numbers. The repeatability values increase at low particle numbers independently of the vehicle used. On the NEDC, the reproducibility of total particle number is 59, 47, and 131% for the gasoline, Diesel, and DPF-equipped Diesel vehicles, respectively (compare to 67, 29, and 164% for PM collected on filters). These results show that the protocol used in this study allows a reliable measurement of exhaust particle number in the case of vehicles emitting at least two orders of magnitude more than the tunnel background. In the other cases, the measurement variability is too high, especially for regulatory purposes, without taking into account other metrological aspects, such as calibration.     

Size Distributions of Motor Vehicle Exhaust PM: A Comparison Between ELPI and SMPS Measurements

Particle size measurements using the electrical low pressure impactor (ELPI) and scanning mobility particle sizer (SMPS) are compared from the perspective of characterizing the particulate matter in motor vehicle exhaust. Both steady state vehicle operation and transient drive cycles are considered, and both gasoline and diesel fueled vehicle emissions are compared. Although the ELPI and SMPS measure different physical properties, respectively, the aerodynamic diameter and mobility diameter, the steady state particle size distributions are in close agreement, except for the 37 nm impactor stage of the ELPI which may overestimate particle number by up to a factor of two relative to the SMPS. This has little effect on the volume, or mass, weighted distribution. These, too, are generally in good agreement, though discrepancies appear at large particle size due to multiple charging effects in the SMPS and to electrometer offsets and the small particle loss correction in the ELPI. Selecting particles based on their electrical mobility with the SMPS, and then measuring their aerodynamic diameter with the ELPI, reveals that diesel particulate matter with well-specified mobility diameter exhibits a wide range in aerodynamic diameter and, therefore, also in effective density. Over transient drive cycles, the ELPI provides second by second particle distributions, whereas the SMPS must be run in a fixed particle size mode and size distributions constructed from repeated tests. The ELPI registers higher instantaneous PM emission rates during transients than the SMPS due to the faster time responses of the ELPI. The time integrated ELPI and SMPS size distributions, however, remain in good agreement. The relative merits of the two instruments for steady state and transient tests are discussed.     

Performance evaluation of the HR-ELPI + inversion

Data inversion methods used in aerosol measurement instruments have significant influence on the resolution and quality of the result. A freshly launched new electrical low pressure impactor (ELPI) instrument version, high resolution ELPI+ (HR-ELPI+, Dekati Ltd.), uses an iterative inversion calculation method to improve particle size resolution, concentration, and data analysis quality. In this article, the performance of the HR-ELPI?+?is critically analyzed by simulations and experiments in laboratory and field conditions, and the results are compared with a conventional inversion data analysis method (cut-point diameter concept) and with common reference instruments (e.g., SMPS and EEPS). The results showed that the HR-ELPI?+?inversion has limited performance at the lower and upper limits of the instrument’s size range, and can suffer if the raw currents have signal dependent noise more than 50% or electric noise more than 1%. However, the HR-ELPI?+?clearly provide remarkably better resolution and quality with low oscillation risk compared to the conventional cut-point diameter concept of the ELPI. The HR-ELPI?+?also showed generally very similar size distributions and number concentrations compared to the reference instruments.

© 2018 American Association for Aerosol Research     

Regulated and non-regulated pollutants emitted from two aliphatic and a commercial diesel fuel

Two synthetic aliphatic fuels and a commercial one were used on a Diesel vehicle to study the impact on exhaust regulated and non-regulated emissions. The two aliphatic fuels decrease hydrocarbons (HC), carbon monoxide (CO) and particulate matter (PM) emissions comparing to the reference fuel (commercial fuel), but they slightly increase nitrogen oxides (NO_x) emissions. Total particle number and particle size distribution are almost the same for the three fuels used on the New European Driving Cycle (NEDC), however some differences are observed on steady speeds. The two aliphatic fuels decrease the emission of particulate sulphates, of nitrous oxide (N₂O), of carbonyl compounds and methane (CH₄) comparing to reference fuel. Carbon dioxide (CO₂) emissions of the three fuels are similar.     

How well can aerosol instruments measure particulate mass and solid particle number in engine exhaust?

Aerosol instruments provide more informative engine exhaust particulate matter (PM) data than the gravimetric filter and solid particle number methods prescribed by regulations. Yet their lack of conformity to the regulatory methods can limit their acceptance for vehicle development. This article examines the ability of the Dekati Mass Monitor (DMM), Engine Exhaust Particle Sizer (EEPS), and Micro Soot Sensor (MSS) to measure PM_2.5 mass and solid particle number relative to current motor vehicle PM emissions standards. Simultaneous PM measurements are made by these three instruments and the two regulatory methods for 50 tests of six gasoline direct injection and two port fuel injection vehicles over the U.S. Federal Test Procedure. DMM and EEPS determinations of PM mass correlate well to gravimetric values (regression slopes of 1.06 ± 0.04 and 0.98 ± 0.08) down to a few mg/mile, below which filter weighing variability becomes problematic. The MSS exhibits a lower slope of 0.79 ± 0.03 consistent with it measuring the soot fraction, rather than total PM. At emissions rates above ～10¹³ particles/mile, solid particle number determined from DMM and EEPS data correlates respectably with, but overestimates the regulatory method (regression slopes are 1.7 ± 0.1 and 1.4 ± 0.15, respectively). Below this emissions rate, the correlation degrades. EEPS estimates of PM mass are significantly improved with the recent soot optimized inversion algorithm (slope improves from 0.45 to 0.98). While they cannot replace filters and solid particle counting, the present study suggests that these instruments can be used as more informative surrogates during motor vehicle development.

© 2016 Ford Motor Company     

Time-resolved particle emission and size distribution characteristics during dynamic engine operation conditions with ethanol-blended fuels

The effect of ethanol-blended gasoline fuels on the characteristics of time-resolved particle concentration and size distribution was investigated in a gasoline engine and in a flexible fuel vehicle. Particle concentration levels from the vehicle running on ethanol-blended gasoline were compared to those of diesel vehicles with and without diesel particulate filter (DPF). In the engine test, particle size distribution and number concentration using E0 and E10 fuels were analyzed with a differential mobility spectrometer (DMS500) at dynamic engine operation conditions. In the vehicle emission test, time-resolved particle concentrations with ethanol blending contents (E0, E10, and E85) during a new European driving cycle (NEDC) were analyzed with a golden particle measurement system (GPMS) as recommended by the particle measurement programme (PMP). As the excess air ratio is shifted to lean conditions and as the spark and intake valve opening timing are retarded, particle number levels were reduced with both E0 and E10. The particle concentration from ethanol-blended gasoline was slightly decreased regardless of engine operating conditions. From the driving test results, the total particle concentration from the spark ignition and the diesel vehicle with a DPF was decreased by two orders of magnitude compared to a non-DPF diesel vehicle. As the oxygenated component is increased, particle emissions decreased. The total particle concentration for E85 was reduced by 37% compared to E0.     

Studies of Diesel Engine Particle Emissions During Transient Operations Using an Engine Exhaust Particle Sizer

Diesel engine particle emissions during transient operations, including emissions during FTP transient cycles and during active regenerations of a NOx adsorber, were studied using a fast Engine Exhaust Particle Sizer (EEPS). For both fuels tested, a No. 2 certification diesel and a low sulfur diesel (BP-15), high particle concentrations and emission rates were mainly associated with heavy engine acceleration, high speed, and high torque during transient cycles. Averaged over the FTP transient cycle, the particle number concentration during tests with the certification fuel was 1.2e8/cm³, about four times the particle number concentration observed during tests using the BP-15 fuel. The effect of each engine parameter on particle emissions was studied. During tests using BP-15, the particle number emission rate was mainly controlled by the engine speed and torque, whereas for Certification fuel, the engine acceleration also had a strong effect on number emission rates. The effects of active regenerations of a diesel NOx adsorber on particle emissions were also characterized for two catalyst regeneration strategies: Delayed Extended Main (DEM) and Post 80 injection (Post80). Particle volume concentrations observed during DEM regenerations were much higher than those during Post80 regenerations, and the minimum air to fuel ratio achieved during the regenerations had little effect on particle emission for both strategies. This study provides valuable information for developing strategies that minimize the particle formation during active regenerations of NOx adsorbers.     

Particle Measurement Programme (PMP) Light-Duty Inter-Laboratory Exercise: Repeatability and Reproducibility of the Particle Number Method

A Euro 4 Light-Duty Diesel vehicle equipped with a diesel particulate filter (DPF) was circulated to 9 labs where repetitions of the current regulatory New European Drive Cycle (NEDC) were conducted. Regulated gaseous and improved (with cyclone, filter temperature 47 ± 5°C, constant filter face velocity, high precision balance at all labs) particulate mass (PM) measurements were also conducted. A reference particle number (PN) measurement system measuring non-volatile particles was circulated along with the test vehicle. Labs also tested their own PN systems built to comply with the reference system's performance specifications. The mean PN emissions level of the vehicle was below 1 × 10¹¹ particles/km. The intra-lab variability (repeatability) was ～ 40% and the inter-lab variation was ～ 25%. The study showed that the new PN method had similar variability to other gaseous pollutants such as carbon monoxide and hydrocarbons and better than the PM (intra-lab variability ～ 55% and inter-lab ～ 35%). Even with the improved PM method the emissions of the vehicle were similar to the background level (～ 0.4 mg/km) and the method was subject to volatile artifact. The PN method showed greater sensitivity than the PM method as it could distinguish the DPF fill state or different preconditioning states of the vehicle. However, the PN emission level of the vehicle estimated by the reference system were on average 15% higher than any given lab's own system, indicating that the procedures and calibration designed for the standardization of performance should be precisely defined and followed.     

Comparison of Vehicle Exhaust Particle Size Distributions Measured by SMPS and EEPS During Steady-State Conditions

Fast-sizing spectrometers, such as the TSI Engine Exhaust Particle Sizer (EEPS), have been widely used to measure transient particle size distributions of vehicle exhaust. Recently, size distributions measured during different test cycles have begun to be used for calculating suspended particulate mass; however, several recent evaluations have shown some deficiencies in this approach and discrepancies relative to the gravimetric reference method. The EEPS converts electrical charge carried by particles into size distributions based on mobility classification and a specific calibration, and TSI recently released a matrix optimized for vehicle emissions as described by Wang et al. (Submitteda). This study evaluates the performance of the new matrix (soot matrix) relative to the original matrix (default matrix) and reference size distributions measured by a scanning mobility particle sizer (SMPS). Steady-state particle size distributions were generated from the following five sources to evaluate exhaust particulates with various morphologies estimated by mass-mobility scaling exponent: (1) A diesel generator operating on ultralow sulfur diesel, (2) a diesel generator operating on biodiesel, (3) a gasoline direct-injection vehicle operating at two speeds, (4) a conventional port-fuel injection gasoline vehicle, and (4) a light-duty diesel (LDD) vehicle equipped with a diesel particulate filter. Generally, the new soot matrix achieved much better agreement with the SMPS reference for particles smaller than 30 nm and larger than 100 nm, and also broadened the accumulation mode distribution that was previously too narrow using the default matrix. However, EEPS distributions still did not agree with SMPS reference measurements when challenged by a strong nucleation mode during high-load operation of the LDD vehicle. This work quantifies the range of accuracy that can be expected when measuring particle size distribution, number concentration, and integrated particle mass of vehicle emissions when using the new static calibration derived based on the properties of classical diesel soot.

Copyright 2015 American Association for Aerosol Research     

Emissions from a diesel car during regeneration of an active diesel particulate filter

The California Air Resources Board (CARB) and the Joint Research Center of the European Commission (JRC) have collaborated on emissions testing of a light duty diesel vehicle, which is Euro 4 compliant and comes equipped with a diesel particulate filter (DPF). The California testing included an investigation of the regeneration of the DPF over cruise conditions and NEDC test cycles. DPF regeneration is caused by the buildup of soot in the filter, and for the present test vehicle the regeneration process is assisted by a fuel borne catalyst. Regulated exhaust emissions increased substantially during the regeneration events; however, PM emissions levels were below California LEVII emissions standards. There was a very large increase of volatile particles between 5 and 10 nm, and these volatile particles were generated during all of the observed regeneration events. It appears that the particle number instruments that use the PMP methodology do not capture the PM mass increase during DPF regeneration; however, for one regeneration event there was an apparent large increase in solid particles below the PMP size limit. The PM mass increase associated with regeneration appears to be due to semi-volatile particles collected on filters. During the testing, the regeneration events exhibited considerable variations in the time for regeneration as well as the amount of PM emissions. From this investigation, several questions have been posed concerning the emission of very small (<20 nm) volatile and solid particles during DPF regeneration that need further investigation.     

Evaluation of the European PMP Methodologies during On-Road and Chassis Dynamometer Testing for DPF Equipped Heavy-Duty Diesel Vehicles

This study evaluated the UN-ECE Particle Measurement Programme (PMP) protocol for the measurement of solid particle number emissions under laboratory and on-road conditions for two passive diesel particle filters (DPF)–equipped medium and heavy-heavy duty diesel vehicles. The PMP number emissions were lower than the European light-duty certification value (9.6 × 10¹¹ #/mi) for all standardized cycles, but exceeded this value during some higher load on-road driving conditions. Particle number measurements were generally less variable than those of the PM mass for the on-road testing, but had comparable or greater variability than PM mass for the laboratory measurements due to outliers. These outliers appear to be real events that are not apparent with integrated filter methods. The particle number measurements for the low cut point CPCs (3–7 nm) below the PMP system were approximately an order of magnitude higher than those for the PMP-compliant CPC (23 nm), indicating the presence of a large fraction of solid sub-23 nm particles. Although such particles are defined as solid by the PMP method, their actual state is unknown. Nucleation particles with a large sulfate contribution formed under a variety of conditions when the exhaust temperature near the DPF exceeded a “critical” temperature, typically >300°C.     

Evaluation of Aerodynamic Particle Sizer and Electrical Low-Pressure Impactor for Unimodal and Bimodal Mass-Weighted Size Distributions

The objective of this study was to investigate the feasibility of the Aerodynamic Particle Sizer (APS) and the Electrical Low-Pressure Impactor (ELPI) to study mass weighted particle size distributions. Unimodal and bimodal liquid test aerosols were produced to a small chamber. Simultaneous measurements were performed with an APS 3320, an APS 3321, an ELPI and a Dekati Low-Pressure Impactor (DLPI) analyzed gravimetrically. ELPI current and mass responses were simulated for lognormal size distributions using a parameterization of the impactor kernel functions. In experiments with a single coarse mode, the mass ratio to the DLPI was between 0.75 and 1.15 for both APS models up to 5 μ m and for the ELPI up to 3 μ m. For larger sizes the ELPI and APS 3320 overestimated and the APS 3321 underestimated the concentration. In experiments with a single fine mode, submicrometer ELPI and DLPI results were in good agreement. However, in contrast to the DLPI all three spectrometers showed a significant mass fraction above 1 μ m. In experiments with a bimodal size distribution, the mass ratios were altered compared to single coarse mode experiments. Simulations showed that uncertainties in ELPI measurements of larger particles occur when concentrations of small particles are high. Several mechanisms that may bias ELPI and APS measurements are described. With knowledge of these, ELPI and APS 3321 can, under many circumstances give accurate time-resolved mass size distributions for particles smaller than 3 and 5 μm, respectively.     

New Tool for Experimental Analysis of Diesel Particulate Filter Loading

The loading of a diesel particulate filters (DPFs) entails the need of trap regeneration by particulate combustion, whose efficiency and frequency are somehow affected by the way soot is deposited along the channels. Great efforts are thus spent to improve the understanding of the filtration process of DPFs, aimed at obtaining a deeper insight into the relationship between engine performance and filter loading so as to take advantage of this insight for DPF design and optimization purposes. Small lab-scale 300 cpsi DPF samples were loaded downstream the Diesel oxidation catalyst (DOC) in an ad hoc designed reactor capable of hosting five samples with part of the entire flow produced by an automotive diesel engine at the 2500 × 8 BMEP operating condition, selected to be representative as one of the critical engine points of the New European Driving Cycle (NEDC). Soot layer thickness was estimated by means of Field emission scanning electron microscope (FESEM) observations after sample sectioning at progressive locations, obtained through a procedure defined not to affect the distribution of the soot inside the filter and to enable estimation of the actual soot thickness along the channel length. This is a pre-requisite to get suitable data for the validation of the DPF models required for trap design and optimisation.     

Field Comparison of P-Trak and Condensation Particle Counters

The P-trak ultrafine particle counter is a portable version of a condensation particle counter (CPC). Both instruments detect particle number concentrations in real time but have different detection limits. The P-trak has been widely used for indoor air quality evaluation and aerosol research. However, there is very limited information about the reliability and precision of this instrument and its comparability with other similar instruments. The purpose of this study was to compare a P-trak ultrafine particle counter with a standard CPC and evaluate its applicability to ambient air monitoring.

This study was carried out near the Interstate 405 freeway (I-405) in Los Angeles. Measurements were made at increasing distances from the freeway on both sides at night as well as inside and outside of two 2-bedroom apartments located near the freeway. A CPC and a Scanning Mobility Particle Sizer (SMPS) were collocated with two P-traks and measurement results compared.

In general, higher correlations were observed between P-trak and CPC data for indoor measurements than outdoor. The highest P-trak and CPC correlation ( r ² = 0.9385) was detected inside Apartment 2, which is located farther away from the freeway than Apartment 1. The poorest correlation occurred at 30 m downwind from the freeway. In that case, the P-trak reported about 25% of ultrafine particle concentration that CPC did. A sigmoid (S-shape) function was fitted to observed P-trak to CPC ratios and geometric mean diameters of the corresponding ultrafine particle size distributions. Overall, we concluded the P-trak worked reasonably well when sampled indoor air. However, it has significant limitations in detecting freshly emitted ultrafine particles from vehicles. The P-trak underestimated ultrafine particles especially for particles smaller than its activation size which was found to be approximately 25–30 nm. Caution must be given in interpreting data collected by P-trak monitors near combustion sources.     

Measuring aerosol size distributions with the aerodynamic aerosol classifier

The Aerodynamic Aerosol Classifier (AAC) is a novel instrument that selects aerosol particles based on their relaxation time or aerodynamic diameter. Additional theory and characterization is required to allow the AAC to accurately measure an aerosol’s aerodynamic size distribution by stepping while connected to a particle counter (such as a Condensation Particle Counter, CPC). To achieve this goal, this study characterized the AAC transfer function (from 32 nm to 3 μm) using tandem AACs and comparing the experimental results to the theoretical tandem deconvolution. These results show that the AAC transmission efficiency is 2.6–5.1 times higher than a combined Krypton-85 radioactive neutralizer and Differential Mobility Analyzer (DMA), as the AAC classifies particles independent of their charge state. However, the AAC transfer function is 1.3–1.9 times broader than predicted by theory. Using this characterized transfer function, the theory to measure an aerosol’s aerodynamic size distribution using an AAC and particle counter was developed. The transfer function characterization and stepping deconvolution were validated by comparing the size distribution measured with an AAC-CPC system against parallel measurements taken with a Scanning Mobility Particle Sizer (SMPS), CPC, and Electrical Low Pressure Impactor (ELPI). The effects of changing AAC classifier conditions on the particle selected were also investigated and found to be small (<1.5%) within its operating range.

Copyright © 2018 American Association for Aerosol Research     

Investigation of vehicle exhaust sub-23 nm particle emissions

A solid particle number limit was applied to the European legislation for diesel vehicles in 2011. Extension to gasoline direct injection vehicles raised concerns because many studies found particles below the lower size limit of the method (23 nm). Here we investigated experimentally the feasibility of lowering this size. A nano condensation nucleus counter system (nCNC) (d_50% = 1.3 nm) was used in parallel with condensation particle counters (CPCs) (d_50% = 3 nm, 10 nm and 23 nm) at various sampling systems based on ejector or rotating disk diluters and having thermal pre-treatment systems consisting of evaporation tubes or catalytic strippers. An engine exhaust particle sizer (EEPS) measured the particle size distributions. Depending on the losses and thermal pre-treatment of the sampling system, differences of up to 150% could be seen on the final detected particle concentrations when including the particles smaller than 23 nm in diameter. A volatile artefact as particles with diameters below 10 nm was at times observed during the cold start measurements of a 2-stroke moped. The diesel vehicles equipped with the Diesel Particulate Filter (DPF) had a low solid sub-23 nm particles fraction (<20%), the gasoline with direct injection vehicles had higher (35–50%), the gasoline vehicles with port fuel injection and the two mopeds (two and four-stroke) had the majority of particles below 23 nm. The size distributions peaked at 60–80 nm for the DPF equipped vehicles, at 40–90 nm for the gasoline vehicles with a separate nucleation mode peak at approximately 10 nm sometimes. Mopeds peaked at sizes below 50 nm when their aerosol was thermally pre-treated.

© 2017 American Association for Aerosol Research     

HRTEM Study of diesel soot collected from diesel particulate filters

HRTEM study of several soot samples collected on Diesel Particulate Filters (DPF) under conditions relevant to practical applications of DPF technology, revealed nano-structure, to our knowledge, not reported previously for diesel soot. In particular, some of the primary particles were found to have hollow interior, and the outer shell exhibiting evidence of graphitization, with a higher crystallinity compared to the non-hollowed particles. The percentage of such particles varied between different soot samples and tentatively appeared to be related to the oxidation history of the sample. Remarkably, similar effect was not reproduced for a carbon black sample, Printex-U, suggesting that propensity to such oxidation-induced graphitization is related to the original nano-structure of the particle. These initial observations were independently confirmed for the same set of soot samples by two different HRTEM facilities, at NASA-Glenn and PNNL.     

Emission measurements with gravimetric impactors and electrical devices: An aerosol instrument comparison

Particulate matter in the atmosphere is known to affect Earth’s climate and to be harmful to human health. Accurately measuring particles from emission sources is important, as the results are used to inform policies and climate models. This study compares the results of two ELPI?+?devices, two PM10 cascade impactors and an eFilter, in combustion emission measurements. The comparison of the instruments in a realistic setting shows what types of challenges arise from measuring an emission aerosol with unknown particle morphologies and densities, different particle concentrations and high temperature. Our results show that the PM10 cascade impactors have very good intercorrelation when the collected mass is greater than 150?µg, but below that, the uncertainty of the results increases with decreasing mass. The raw signals of two ELPI?+?devices were nearly identical in most samples, as well as the particle number concentrations and size distributions calculated from raw signals; however, transforming the current distributions into mass distributions showed variation in the mass concentration of particles larger than 1?µm. The real-time time signal measured by eFilter was similar to the total current measured by ELPI+. The eFilter and PM10 cascade impactors showed similar particle mass concentrations, whereas ELPI?+?showed clearly higher ones in most cases. We concluded that the difference is at least partially due to volatile components being measured by ELPI+, but not by the mass collection measurements.

Copyright © 2019 American Association for Aerosol Research     

New Design of a Ceramic Filter for Diesel Emission Control Applications

Diesel particulate filters (DPF) made from an advanced ceramic material (ACM) based on mullite have demonstrated high filtration efficiency, low-pressure drop, high-temperature handling capability, and excellent mechanical integrity at a porosity of 60% or higher. Due to the ability to control microstructure, total porosity, and particle size distribution, Dow's acicular mullite can be tailored to meet requirements for deep bed filtration and fine particles emission control. In addition, the ACM DPF is suitable for catalyzed applications and it can retain its performance with a broad range of catalysts and over a wide range of catalyst loadings. This study describes a material selected for a DPF design that meets current diesel particulate emission control requirements as well as a four-way NO _x control system.     

Mass Measurement of Non-Spherical Particles: TDMA-ELPI Setup and Performance Tests

An ELPI was introduced to the TDMA setup for measurement of effective density and particle mass. This allows measurement of particle mass change also in cases when the particles are non-spherical or have voids. In addition to mass change of a particle, the density of transferred matter can be calculated if either unconditioned or conditioned particles are spherical and the bulk (material) density of the core particle is known. The performance of the system was tested by numerical simulations and laboratory experiments. According to the results, the smallest detectable particle mass change is approximately ± 17%. The measured density for the condensing species was within 15% of the bulk density value. Particle mass change caused by condensation of semi-volatile components of exhaust gas on diesel soot particles was also demonstrated.