Assessment of CO2 and NOx Emissions of One Diesel and One Bi-Fuel Gasoline/CNG Euro 6 Vehicles During Real-World Driving and Laboratory Testing

Dimaratos, Athanasios; Toumasatos, Zisimos; Doulgeris, Stylianos; Triantafyllopoulos, Georgios K.; Kontses, Anastasios

doi:10.3389/fmech.2019.00062

Cited by 33 publications

(17 citation statements)

References 27 publications

(38 reference statements)

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“…Gaseous emissions of CNG cars have been studied in some detail (Chen, He, and Zhong 2019;Jahirul et al 2010;Yusaf et al 2010). The emission levels of gaseous pollutants with CNG are generally lower for CO 2 and CO and higher for NO x when compared to gasoline (Dimaratos et al 2019). With regard to particulate emissions, a Euro 6 CNG vehicle in real drive emissions (RDE) testing exhibited, Solid Particle Number (SPN) emissions greater than 23 nm (SPN >23nm ), that were as low as a diesel particle filter (DPF) equipped vehicle (Kontses et al 2020).…”

Section: Introductionmentioning

confidence: 99%

Particle emissions measurements on CNG vehicles focusing on Sub-23nm

Toumasatos

Kontses

Doulgeris

et al. 2020

Aerosol Science and Technology

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The current study investigates the nonvolatile particle number emissions of three bi-fuel passenger cars (Euro 6 b , 6 d-temp), which operate on compressed natural gas (CNG), as a primary fuel, and gasoline as a secondary one. The CNG fuel was injected into the engine using port fuel injection (PFI) while the gasoline fuel was either by PFI or by direct injection (GDI). A novel exhaust gas sampling and dilution system was employed for the determination of solid particle number (SPN) emissions at 10 nm (SPN >10nm) and 2.5 nm (SPN >2.5 nm). The vehicles were tested in the laboratory over different test cycles where the CNG solid particle number emissions greater than 23 nm (SPN >23nm) were an order of magnitude lower than GDI and PFI gasoline emissions. However, when the size threshold was lowered to 10 nm or 2.5 nm, emissions were similar for both fuels. Particularly, SPN >2.5 nm emissions of the Euro 6 b vehicle exceeded the Euro 6 emission standard for both fuels while the SPN >23nm emissions were between 40 and 2.8 times lower than the limit for CNG and gasoline, respectively. Particle size distributions show a significant number of particles reside below the regulated limit of 23 nm, even lower than 10 nm. The results have significant implications in setting a particle number limit for alternative fuel vehicles while indicating that the current size threshold (23 nm) is insufficient for particle emission testing.

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Section: Introductionmentioning

confidence: 99%

Particle emissions measurements on CNG vehicles focusing on Sub-23nm

Toumasatos

Kontses

Doulgeris

et al. 2020

Aerosol Science and Technology

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“…The authors of the articles [18,26] pointed out the importance of the cold start issue as well as the necessity of further improvement of exhaust after-treatment systems. Whereas, the authors of the publications [8,10,11] suggested that NO x emission should be an issue addressed in subsequent updates of EU regulations. According to the authors of the publication [8], the NO x emissions from vehicles, equipped with a gasoline engine, are increasingly higher and consequently, particularly important in the context of urban air quality.…”

Section: Introductionmentioning

confidence: 99%

“…Whereas, the authors of the publications [8,10,11] suggested that NO x emission should be an issue addressed in subsequent updates of EU regulations. According to the authors of the publication [8], the NO x emissions from vehicles, equipped with a gasoline engine, are increasingly higher and consequently, particularly important in the context of urban air quality. The authors also pay attention to the value of the ambient temperature at which the RDE test is performed.…”

Section: Introductionmentioning

confidence: 99%

“…They determined the impact of different ambient temperatures (-7ºC and 23ºC) on the emission results of vehicles equipped with compression and spark-ignition engines. The aim of the test was to verify the results according to Euro 6 emissions standard and check if the exhaust emissions in the WLTC test increase during the cold season in comparison to higher ambient temperatures [7,8]. The authors of this article noticed the need to develop a new and independent procedure allowing verification of the emissions level at low ambient temperatures.…”

Section: Introductionmentioning

confidence: 99%

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Cold start emissions from a gasoline engine in RDE tests at different ambient temperatures

Kurtyka¹,

Pielecha²

2020

Combustion Engines

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The implementation of the 3rd package of the RDE test procedure has extended the test method by considering emissions from a cold start period into the total exhaust emissions from a vehicle. The article presents the research results of exhaust emissions of a vehicle equipped with a gasoline engine. The tests were carried out at two different ambient temperatures, in line with the requirements of the RDE test procedure for passenger cars, meeting the Euro 6d-Temp emissions standard. The obtained results were analyzed, i.e. there were compared the engine and vehicle operating parameters and the values of road exhaust emissions during the cold start at two different ambient temperatures. The summary presents the shares of the cold start phase for each exhaust emission compound in the urban part of the test and the entire RDE test, depending on the ambient temperature (8ºC and 25ºC).

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“…There can be some issues connected with the emission of ammonia which contributes to particle pollution [60,61]. It has been also been noted that CNG vehicles can emit more NOx emission comparing to petrol vehicles [62]. The cost of installation of the CNG fueling system to the cars that have not been equipped with this system by the vehicle manufacturer is also very high.…”

Section: Introductionmentioning

confidence: 99%

Assessment of Petrol and Natural Gas Vehicle Carbon Oxides Emissions in the Laboratory and On-Road Tests

et al. 2021

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The problem of global warming and the related climate change requires solutions to reduce greenhouse gas emissions, in particular CO2. As a result, newly manufactured cars consume less fuel and emit lower amounts of CO2. In terms of exhaust emissions and fuel consumption, old cars are significantly inferior to the more recent models. In Poland, for instance, the average age of passenger cars is approximately 13 years. Therefore, apart from developing new solutions in the cars produced today, it is important to focus on measures that enable the reduction in CO2 emissions in older vehicles. These methods include the adaptation of used cars to run on gaseous fuels. Natural gas is a hydrocarbon fuel that is particularly preferred in terms of CO2 emissions. The article presents the results of research of carbon oxides emission (CO, CO2) in the exhaust gas of a passenger car fueled by petrol and natural gas. The emissions were measured under the conditions of the New European Driving Cycle (NEDC) test and in real road tests. The test results confirm that compared to petrol, a CNG vehicle allows for a significant reduction in CO2 and CO emissions in a car that is several years old, especially in urban traffic conditions.

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Assessment of CO2 and NOx Emissions of One Diesel and One Bi-Fuel Gasoline/CNG Euro 6 Vehicles During Real-World Driving and Laboratory Testing

Cited by 33 publications

References 27 publications

Particle emissions measurements on CNG vehicles focusing on Sub-23nm

Particle emissions measurements on CNG vehicles focusing on Sub-23nm

Cold start emissions from a gasoline engine in RDE tests at different ambient temperatures

Assessment of Petrol and Natural Gas Vehicle Carbon Oxides Emissions in the Laboratory and On-Road Tests

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