Effect of Low Ambient Temperature on Emissions and Electric Range of Plug-In Hybrid Electric Vehicles

Suarez-Bertoa, Ricardo; Pavlovic, Jelica; Trentadue, Germana; Otura-Garcia, Marcos; Tansini, Alessandro; Ciuffo, Biagio; Astorga, Covadonga

doi:10.1021/acsomega.8b02459

Cited by 41 publications

(27 citation statements)

References 33 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Distance-based N 2 O emission factors obtained for modern gasoline LDV (Euro 5 and Euro 6) were in good agreement with those obtained from a US type-approved super ultra-low emission vehicle (SULEV) compliant LDV, whose N 2 O emission were found to be lower than 6 mg/km [3]. N 2 O from the gasoline LDV measured were also found in the same order of magnitude compared to another studies, such as one on plug-in hybrid vehicle [53], and one including new and aged gasoline Tier 2 standard vehicles analyzed at the Environmental Canada and California Air Resources Board between 2001 and 2007 [34]. However, the same study reported average values of 4 and 6 mg/km for diesel vehicles complying with Euro 3 and Euro 4 standards, respectively, thus substantially lower than values reported for Euro 5 and Euro 6 diesel LDV included in the present study.…”

Section: Comparison Of Data With the Literature Valuessupporting

confidence: 84%

Exhaust emission factors of greenhouse gases (GHGs) from European road vehicles

et al. 2020

Self Cite

View full text Add to dashboard Cite

Background Road transport is an important contributor to the European Union’s total greenhouse gas emissions. This study aims at summarizing methane (CH4) and nitrous oxide (N2O) exhaust emissions from L-category, light-duty and heavy-duty vehicles in the European Union. The assessment is based on measurements carried out in the Vehicle Emission Laboratory of the Joint Research Centre between 2009 and 2019. The exhaust chemical composition from a fleet of 38 L-category vehicles Euro 1 to Euro 4 (2- and 3-wheelers, small quadricycles such as quads and minicars), 63 light-duty vehicles from Euro 5b to Euro 6d-TEMP (passenger cars, including hybrid vehicles), and 27 light commercial and heavy-duty vehicles from pre-Euro I to Euro VI (including lorries, buses and garbage trucks) was analyzed by Fourier-transform infrared spectroscopy. Results CH4 emission factors monitored were from 1 to 234 mg/km for L-category vehicles (mean: 39 mg/km), from 0.1 to 40 mg/km for light-duty vehicles (mean: 7 mg/km), and from non-detectable to 320 mg/km for heavy-duty vehicles (mean: 19 mg/km). N2O emission factors monitored were from non-detectable to 5 mg/km for L-category vehicles (mean: 1 mg/km), from non-detectable to 40 mg/km for light-duty vehicles (mean: 7 mg/km), and from non-detectable to 118 mg/km for heavy-duty vehicles (mean: 19 mg/km). According to the 100-year Global Warming Potential of these greenhouse gases, these emissions corresponded to a range from negligible up to 9 g/km of CO2-equivalent for CH4 and from negligible up to 32 g/km of CO2-equivalent for N2O. Conclusions The higher contributors of CH4 were the two-stroke mopeds included in the L-category vehicles, while the higher emissions of N2O were found in the modern (Euro 5–6 or Euro V–VI) diesel light- and heavy-duty vehicles. Among them, vehicles complying with Euro 6 and Euro VI standard were associated to higher N2O emissions compared to those associated to Euro 5 and pre-Euro IV standards, which could be attributed to the introduction of the after-treatment systems designed to fulfill more stringent NOx standards. These updated emission factors and unique on its kind database represent a source of information for legislators and modelers to better assess the greenhouse gas emission reduction in the EU transport sector.

show abstract

Section: Comparison Of Data With the Literature Valuessupporting

confidence: 84%

Exhaust emission factors of greenhouse gases (GHGs) from European road vehicles

et al. 2020

Self Cite

View full text Add to dashboard Cite

show abstract

“…Regarding the non-regulated pollutants, NH3 emissions (27 mg/km) were 2.5 times higher at −7 °C than at 23 °C and N2O (2 mg/km) and NO2 (15 mg/km) did not vary. Emissions of NH3 and N2O were comparable to those reported in a series of studies that investigated emissions of non-regulated pollutants from conventional gasoline, hybrid and plug-in hybrid vehicles at cold ambient temperatures [20,31,36]. NO2 was slightly higher than what was reported for Euro 6b gasoline vehicles, which were below the limit of detection.…”

Section: Modified Cyclessupporting

confidence: 77%

“…Ammonia (NH 3 ) emissions (11 mg/km) from the GPF-equipped GDI vehicle studied were 2 times lower than what has been reported for other Euro 6b GDIs tested at 23 • C [20,29,30] and comparable to what has been reported for a Euro 6b plug-in hybrid GDI (7 ± 1 mg/km) [31]. This suggests that this vehicle with this aftertreatment system do not diverge from the levels of NH 3 emissions currently reported for gasoline vehicles.…”

Section: Cycles At 23-25 • Csupporting

confidence: 62%

“…N 2 O emissions (2 mg/km) were 4 times higher than those reported for a Euro 6b GDI (0.5 mg/km) [21]. The emissions were slightly higher than those reported in previous studies for Euro 6b GDIs conventional [20] and plug-in hybrid [31] and also from a Euro 5b flex-fuel tested on the WLTP [33,34]. The N 2 O emissions accounted for~0.35% of the CO 2 equivalent grams (100 years global warming potential 265 CO 2 g eq/g) emitted by the vehicle.…”

Section: Cycles At 23-25 • Cmentioning

confidence: 59%

See 1 more Smart Citation

Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle

et al. 2019

Self Cite

View full text Add to dashboard Cite

The introduction of a solid particle number limit for vehicles with gasoline direct injection (GDI) engines resulted in a lot of research and improvements in this field in the last decade. The requirement to also fulfil the limit in the recently introduced real-driving emissions (RDE) regulation led to the introduction of gasoline particulate filters (GPFs) in European vehicle models. As the pre-standardisation research was based on engines, retrofitted vehicles and prototype vehicles, there is a need to better characterise the actual emissions of GPF-equipped GDI vehicles. In the present study we investigate one of the first mass production vehicles with GPF available in the European market. Regulated and non-regulated pollutants were measured over different test cycles and ambient temperatures (23 °C and −7 °C) in the laboratory and different on-road routes driven normally or dynamically and up to 1100 m altitude. The results showed that the vehicle respected all applicable limits. However, under certain conditions high emissions of some pollutants were measured (total hydrocarbons emissions at −7 °C, high CO during dynamic RDE tests and high NOx emissions in one dynamic RDE test). The particle number emissions, even including those below 23 nm, were lower than 6 × 1010 particles/km under all laboratory test cycles and on-road routes, which are <10% of the current laboratory limit (6 × 1011 particles/km).

show abstract

“…During this combustion operation NO x and H 2 react and form NH 3 over the TWC increasing the emissions of NH 3 , which is not regulated for light-duty vehicles. As a result, NH 3 is now the dominant reactive nitrogen species emitted by gasoline and LPG vehicles [27,28], including hybrids [29,30]. Moreover, the budget of transport-related NH 3 emissions has been expected to increase as a result of a more intensive use of the SCR systems installed by the most recent diesel vehicles in order to meet the NO x requirements recently introduced with real driving emissions (RDE) procedure [31,32].…”

mentioning

confidence: 99%

Regulated and Non-Regulated Emissions from Euro 6 Diesel, Gasoline and CNG Vehicles under Real-World Driving Conditions

et al. 2020

Self Cite

View full text Add to dashboard Cite

The transport sector is one of the main sources air pollutants. Different exhaust after-treatment systems have been implemented over the years to control the emissions of criteria pollutants. However, while reducing the emissions of the target compounds these systems can lead to the emissions of other pollutants and/or greenhouse gases such as NH 3 or N 2 O. Following the implementation of the Real Driving Emissions (RDE) test procedure in the EU, vehicles have been equipped with more complex after-treatment configurations. The impact that these technologies may have on the emissions of non-regulated pollutants during real-world driving have not been evaluated until now. In the current study we present the on-road emissions of a series of non-regulated pollutants, including NH 3 , N 2 O, CH 4 and HCHO, measured with a portable FTIR from a series of Euro 6d, Euro 6c and Euro 6d-TEMP, gasoline diesel and compressed natural gas (CNG) vehicles during real-world testing. The obtained results show that it is possible to measure N 2 O, NH 3 , CH 4 and HCHO during on-road operation. The results also highlight the importance of the measurement of the emissions of these pollutants during real-world driving, as the emissions of NH 3 (a particulate matter precursor) and those of N 2 O and CH 4 (green-house gases) can be high from some vehicle technologies. NH 3 emissions were up to 49 mg/km for gasoline passenger cars, up to 69 mg/km for the CNG light-commercial vehicle and up to 17 mg/km a diesel passenger car equipped with a selective catalytic reduction system (SCR). On the other hand, N 2 O and CH 4 emissions accounted for up to 9.8 g CO 2 eqv/km for a diesel passenger car equipped with a combination of diesel oxidation catalysts (DOC), lean NO x traps (LNT), SCR and possibly an ammonia slip catalyst ASC.Atmosphere 2020, 11, 204 2 of 18 organic compounds (NMVOCs) and CH 4 are the main precursors of ground-level (tropospheric) O 3 . Aiming at improving Europe's air quality, policy actions have increasingly been taken to address transport-related air pollution. At European Union (EU) level, this has included the regulation of emissions by setting emission standards (Euro 1 to Euro 6) or by setting requirements for fuel quality.To meet these standards, passenger cars have been equipped with different emission control systems. Thus, three-way catalytic converters (TWC) are commonly used to reduce the emissions of CO, hydrocarbons (HC) and NO x from gasoline cars. In the case of diesel cars, CO and HC emissions are reduced using diesel oxidation catalysts (DOC), and NO x emissions using selective catalytic reduction systems (SCR), lean NO x traps (LNT) or a combination of both. While reducing the emissions of the target compounds these systems can lead to the emissions of other pollutants that are not currently regulated for the passenger cars in the EU. The emitted pollutants include NH 3 [2,3] and N 2 O. In fact, several laboratory-based studies have indicated that vehicle emissions of NH 3 and N 2 O are linked to the use o...

show abstract

Effect of Low Ambient Temperature on Emissions and Electric Range of Plug-In Hybrid Electric Vehicles

Cited by 41 publications

References 33 publications

Exhaust emission factors of greenhouse gases (GHGs) from European road vehicles

Exhaust emission factors of greenhouse gases (GHGs) from European road vehicles

Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle

Regulated and Non-Regulated Emissions from Euro 6 Diesel, Gasoline and CNG Vehicles under Real-World Driving Conditions

Contact Info

Product

Resources

About