Abstract Exhaust particle emissions are mostly made of black carbon and/or organic compounds, with some of these organic compounds existing in both the gas and particle phases. Although emissions of volatile organic compounds (VOC) are usually measured at the exhaust, emissions in the gas phase of lower volatility compounds (POAvapor) are not. However, these gas-phase emissions may be oxidised after emission and enhance the formation of secondary organic aerosols (SOA). They are shown here to contribute to most of the SOA formation in Central Paris. POAvapor emissions are usually estimated from primary organic aerosol emissions in the particle phase (POA). However, they could also be estimated from VOC emissions for both gasoline and diesel vehicles using previously published measurements from chamber measurements. Estimating POAvapor from VOC emissions and ageing exhaust emissions with a simple model included in the Polyphemus air-quality platform compare well to measurements of SOA formation performed in chamber experiments. Over Greater Paris, POAvapor emissions estimated using POA and VOC emissions are compared using the HEAVEN bottom-up traffic emissions model. The impact on the simulated atmospheric concentrations is then assessed using the Polyphemus/Polair3D chemistry-transport model. Estimating POAvapor emissions from VOC emissions rather than POA emissions lead to lower emissions along motorway axes (between −50% and −70%) and larger emissions in urban areas (up to between +120% and +140% in Central Paris). The impact on total organic aerosol concentrations (gas plus particle) is lower than the impact on emissions: between −8% and 25% along motorway axes and in urban areas respectively. Particle-phase organic concentrations are lower when POAvapor emissions are estimated from VOC than POA emissions, even in Central Paris where the total organic aerosol concentration is higher, because of different assumptions on the emission volatility distribution, stressing the importance of characterizing not only the emission strength, but also the emission volatility distribution.

中文翻译：

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交通中中、半和低挥发性有机化合物的排放及其对大巴黎​​上空二次有机气溶胶浓度的影响。

摘要 废气颗粒排放物主要由黑碳和/或有机化合物组成，其中一些有机化合物同时存在于气相和颗粒相中。虽然挥发性有机化合物 (VOC) 的排放量通常在排气中测量，但较低挥发性化合物 (POAvapor) 的气相排放量则不然。然而，这些气相排放物在排放后可能会被氧化并促进二次有机气溶胶 (SOA) 的形成。此处显示他们为巴黎市中心的大部分 SOA 形成做出了贡献。POAvapor 排放通常通过颗粒相 (POA) 中的初级有机气溶胶排放进行估算。然而，它们也可以使用先前公布的腔室测量值从汽油和柴油车辆的 VOC 排放量中估算出来。使用包含在 Polyphemus 空气质量平台中的简单模型从 VOC 排放和老化废气排放中估计 POAvapor 与在腔室实验中进行的 SOA 形成测量相比较。在大巴黎地区，使用 HEAVEN 自下而上的交通排放模型比较了使用 POA 和 VOC 排放估算的 POAvapor 排放。然后使用 Polyphemus/Polair3D 化学传输模型评估对模拟大气浓度的影响。估计来自 VOC 排放而不是 POA 排放的 POAvapor 排放会导致高速公路沿线的排放量降低（-50% 和 -70% 之间）和城市地区的更大排放量（巴黎市中心高达 +120% 和 +140% 之间）。对总有机气溶胶浓度（气体加颗粒物）的影响低于对排放的影响：分别在高速公路轴线和城市地区的 -8% 和 25% 之间。当从 VOC 估算 POAvapor 排放量时，颗粒相有机物浓度低于 POA 排放量，即使在总有机气溶胶浓度较高的巴黎市中心，由于对排放挥发性分布的不同假设，强调了不仅要对排放进行表征的重要性强度，但也是排放波动分布。