Country- and manufacturer-level attribution of air quality impacts due to excess NOx emissions from diesel passenger vehicles in Europe

Chossière, Guillaume P.; Malina, Robert; Allroggen, Florian; Eastham, Sebastian D.; Speth, Raymond L.; Barrett, Steven R. H.

doi:10.1016/j.atmosenv.2018.06.047

Cited by 31 publications

(21 citation statements)

References 34 publications

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“…In the US, PEMS measurements are required for in-use compliance testing of heavy-duty diesel vehicles, while the EU has implemented PEMS-based type-approval testing for light-duty vehicles starting from the Euro 6 standards. Overall, previous work has shown that there are substantial differences in emissions measured on-road using PEMS compared to laboratory testing Chossière et al, 2018;Fontaras et al, 2017;Andersson et al, 2014). A number of studies have been conducted on different types of vehicles using PEMS, including heavy-duty trucks (Mendoza-Villafuerte et al, 2017;Johnson et al, 2009) and light-duty diesel and gasoline cars Khan and Frey, 2018), and off-road equipment (Cao et al, 2016;Cao et al, 2018).…”

Section: Introductionmentioning

confidence: 99%

On-road gaseous and particulate emissions from GDI vehicles with and without gasoline particulate filters (GPFs) using portable emissions measurement systems (PEMS)

McCaffery

Zhu

et al. 2020

Science of The Total Environment

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Editor: Karl RopkinsThis study assessed the on-road gaseous and particulate emissions from three current technology gasoline direct injection (GDI) vehicles using portable emissions measurement systems (PEMS). Two vehicles were also retrofitted with catalyzed gasoline particulate filters (GPFs). All vehicles were exercised over four routes with different topological and environmental characteristics, representing urban, rural, highway, and high-altitude driving conditions. The results showed strong reductions in particulate mass (PM), soot mass, and particle number emissions with the use of GPFs. Particle emissions were found to be highest during urban and high-altitude driving compared to highway driving. The reduction efficiency of the GPFs ranged from 44% to 99% for overall soot mass emissions. Similar efficiencies were found for particle number and PM mass emissions. In most cases, nitrogen oxide (NOx) emissions showed improvements with the catalyzed GPFs in the underfloor position with the additional catalytic volume. No significant differences were seen in carbon dioxide (CO 2 ) and carbon monoxide (CO) emissions with the vehicles retrofitted with GPFs.

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Section: Introductionmentioning

confidence: 99%

On-road gaseous and particulate emissions from GDI vehicles with and without gasoline particulate filters (GPFs) using portable emissions measurement systems (PEMS)

McCaffery

Zhu

et al. 2020

Science of The Total Environment

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“…The alleged excess emission of NOx by vehicles equipped with CIDI diesel ICEs that started with "diesel gate," is still popular, despite untrue (Chossière et al, 2018) claims that diesel vehicles caused 2,700 premature mortalities in 2015 only across Europe, because of their "excess" NOx emissions. This work is not objective in analyzing the emissions of the diesel engine.…”

Section: The Genesis Of the Bad Reputation Of The Dieselmentioning

confidence: 99%

“…Furthermore, the emission performances usually deteriorate with age, and lack of maintenance can make things even worse. This makes the claim of Chossière et al (2018) inconsistent.…”

Section: The Genesis Of the Bad Reputation Of The Dieselmentioning

confidence: 99%

“…Inaccuracies (and discretion) in the way the tests were handled produced many inconsistencies, starting from large spreading of carbon dioxide (CO 2 ) emissions for the consumption of theoretically the same liter of fuel (Boretti and Lappas, 2019). The new Worldwide harmonized Light Vehicles' Test Cycle (WLTC), that has recently replaced the NEDC, because of "diesel gate" (Chossière et al, 2018), is better, being a little bit longer. However, it still involves driving conditions different from those experienced during peak hours in congested areas (Boretti and Lappas, 2019).…”

Section: Laboratory Test Emissionsmentioning

confidence: 99%

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Advantages and Disadvantages of Diesel Single and Dual-Fuel Engines

Boretti

2019

Front. Mech. Eng.

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The pros and the cons of lean-burn, compression ignition (CI), direct injection (DI) internal combustion engines (ICE) are reviewed for transport applications. Fueling options considered include diesel only and dual-fuel applications with diesel and a gaseous fuel (CNG, LNG, and LPG). CIDI ICEs have higher fuel conversion efficiencies than stoichiometric, spark ignition (SI) ICEs, whether DI or port fuel injected (PFI). However, diesel-fueled CIDI ICEs have higher particulate matter (PM) and NOx engine-out emissions. The tail-pipe NOx emissions in real-world driving of diesel-powered vehicles have been, in the past, above the limits requested over the simplified cold start driving cycles used for certification. This issue has recently been resolved. The newest diesel-powered vehicles are now compliant with new laboratory test cycles and real-world-driving schedules and have no disadvantages in terms of criteria air pollutants compared to older diesel vehicles, while delivering improvements in fuel economy and CO 2 emissions. Dual-fuel CIDI ICEs offer the opportunity for enhanced environmental friendliness. Dual-fuel CIDI ICEs have lower engine-out NOx and PM emissions compared to diesel-only CIDI ICEs. The latest diesel-only vehicles and vehicles with dual-fuel ICEs deliver dramatic reductions in tail-pipe PM emissions compared to older diesel-only vehicles. Moreover, they deliver tail-pipe PM emissions well below the ambient conditions in most city areas that are highly polluted, thereby helping to clean the air. The diesel-fueled CIDI ICEs may be further improved to deliver better fuel economy and further reduced tail-pipe emissions. The dual-fuel CIDI ICE has more room for improvement to produce similar or better steady state and transient performance in terms of torque, power output and fuel conversion efficiency compared to diesel-fueled CIDI ICEs, while drastically reducing CO 2 and PM tail-pipe emissions, and improving NOx tail-pipe emissions. This is due to the ability to modulate the premixed and diffusion phases of combustion with a second fuel that is much easier to vaporize and is less prone to auto-ignition. Further development of the fuel injection system for the second fuel will lead to novel dual-fuel CIDI ICE designs with better performance.

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“…None of them was above the nitrogen oxides specific emission of 165 mg/km now prescribed. Hence, works such as Reference claiming that the latest diesel vehicles caused 2700 premature mortalities across Europe during the year 2015 because of their “ excess NOx emissions ” should be dismissed as inconsistent. This work continues the disgracing campaign against the diesel engine started by work not peer‐reviewed, a subjective assessment of the diesel vehicles' emissions, proposed in a contract report ordered by an environmental pressure group, the ICCT.…”

Section: Introductionmentioning

confidence: 99%

Electric vehicles with small batteries and high‐efficiency on‐board electricity production

Boretti

2019

Energy Storage

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Data of plug‐in hybrid electric vehicles (PHEV), that includes both traditional hybrids electric vehicles (HEV) with the additional opportunity to recharge the battery by plugging into an electric outlet such as the Toyota Prius Prime, and battery electric vehicles (BEV) with range extender such as the BMW i3 REx, demonstrate the need of a less constrained research and development to optimize the design of electric vehicles with range extender for better energy economy and range. BEV with smaller, rather than larger, batteries, and onboard high‐efficiency electricity production, are superior economically and environmentally, until the times the electricity production will be overwhelming renewable, there will be a widespread recharging infrastructure, materials to produce the batteries will be abundant and ethically sourced, and the disposal of the batteries will be properly addressed. A hypothetical BMW i3 with a 30 Ah battery pack, and a high‐efficiency ICE, may have an MPGe (miles‐per‐gallon equivalent) working electric of 127 miles, a MPGe between 62 and 127 while sharing the energy supply, and a MPGe of 62 only using the gasoline energy supply.

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Country- and manufacturer-level attribution of air quality impacts due to excess NOx emissions from diesel passenger vehicles in Europe

Cited by 31 publications

References 34 publications

On-road gaseous and particulate emissions from GDI vehicles with and without gasoline particulate filters (GPFs) using portable emissions measurement systems (PEMS)

On-road gaseous and particulate emissions from GDI vehicles with and without gasoline particulate filters (GPFs) using portable emissions measurement systems (PEMS)

Advantages and Disadvantages of Diesel Single and Dual-Fuel Engines

Electric vehicles with small batteries and high‐efficiency on‐board electricity production

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