On-road exhaust emissions from light-duty vehicles are greatly influenced by driving conditions. In this study, two light-duty passenger cars (LDPCs) and three light-duty diesel trucks (LDDTs) were tested to investigate the on-road emission factors (EFs) with a portable emission measurement system. Emission characteristics of carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxides (NOx) emitted from vehicles at different speeds, accelerations and vehicle specific power (VSP) were analyzed. The results demonstrated that road conditions have significant impacts on regulated gaseous emissions. CO, NOx, and HC emissions from light-duty vehicles on urban roads increased by 1.1–1.5, 1.2–1.4, and 1.9–2.6 times compared with those on suburban and highway roads, respectively. There was a rough positive relationship between transient CO, NOx, and HC emission rates and vehicle speeds, while the EFs decreased significantly with the speed decrease when speed ≤ 20 km/h. The emissions rates of NOx and HC tended to increase and then decrease as the acceleration increased and the peak occurred at 0 m/s² without considering idling conditions. For HC and CO, the emission rates were low and changed gently with VSP when VSP < 0, while emission rates increased gradually with the VSP increase when VSP > 0. For NOx NOx emission rates were lower and had no obvious change when VSP < 0. However, NOx emissions were positively correlated with VSP, when VSP > 0.

On-road carbon dioxide (CO₂) emissions from light-duty diesel trucks (LDDTs) are greatly affected by driving conditions, which may be better predicted with the sequence deep learning model as compared to traditional models. In this study, two typical LDDTs were selected to investigate the on-road CO₂ emission characteristics with a portable emission measurement system (PEMS) and a global position system (GPS). A deep learning-based LDDT CO₂ emission model (DL-DTCEM) was developed based on the long short-term memory network (LSTM) and trained by the measured data with the PEMS. Results show that the vehicle speed, acceleration, VSP, and road slope had obvious impacts on the transient CO₂ emission rates. There was a rough positive correlation between the vehicle speed, road slope, and CO₂ emission rates. The CO₂ emission rate increased significantly when the speed was >5 m/s, especially at high acceleration. The correlation coefficient (R²) and the root mean square error (RMSE) between the monitored CO₂ emissions with PEMS and the predicted values with the DL-DTCEM were 0.986–0.990 and 0.165–0.167, respectively. The results proved that the model proposed in this study can predict very well the on-road CO₂ emissions from LDDTs.

Volatile organic compounds (VOCs) are ubiquitous in the atmosphere, posing significant adverse impacts on air quality and human health. However, current research on atmospheric VOCs mainly focuses on specific regions or industries, without comprehensive national-level analysis. In this study, a total of 99 articles on atmospheric VOCs in China published from 2015 to 2024 were screened, and data on their concentrations, source apportionment, and health risks were extracted and summarized. The results revealed that the annual average concentrations of TVOCs and their groups in China generally increased and then decreased between 2011 and 2022, peaking in 2018–2019. A distinct seasonal pattern was observed, with the highest concentrations occurring in winter, followed by autumn, spring, and summer. TVOC emissions were highly concentrated in northern and eastern China, mainly contributed by alkanes and alkenes. Source apportionment of VOCs indicated that vehicle sources (32.9% ± 14.3%), industrial emissions (18.0% ± 12.8%), and other combustion sources (13.0% ± 13.0%) were the primary sources of VOCs in China. There was a significant positive correlation (p < 0.05) between the annual mean VOC concentration and population size, and a notable negative correlation (p < 0.05) with GDP per capita. Atmospheric VOCs had no non-carcinogenic risk (HI = 0.5) but exhibited a probable carcinogenic risk (7.5 × 10⁻⁵), with relatively high values for 1,2-dibromoethane, 1,2-dichloroethane, and naphthalene. The health risk was predominantly driven by halocarbons. These findings are essential for a better understanding of atmospheric VOCs and for developing more targeted VOC control measures.