Emission Factors of a Euro VI Heavy-duty Diesel Refuse Collection Vehicle

Giechaskiel, Barouch; Gioria, Roberto; Massimo, Carriero; Lähde, Tero; Forloni, Fabrizio; Perujo, A.; Martini, Giorgio; Bissi, Luigi Maurizio; Terenghi, Roberto

doi:10.3390/su11041067

Cited by 36 publications

(18 citation statements)

References 23 publications

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“…In this test campaign, significantly greater N 2 O emissions were associated to a Euro V engine equipped with and SCR after-treatment system, compared to the same engine with SCR disabled (44 mg/ kWh and 13 mg/kWh, respectively). Substantial N 2 O emissions from Euro V and Euro VI engines equipped with SCR were also reported by Tadano et al [59] and Giechaskiel et al [31].…”

Section: Effect Of the Fuel And Engine Technology On Ch 4 And N 2 O Esupporting

confidence: 59%

“…GHGs emission factors from on-road transport are available in the literature, like from two-wheelers [8,9,69,70], from passenger cars [3, 9, 32-34, 39, 40, 42, 44, 53, 66], and trucks and buses [2,4,31,35,36,45,46,52,59,60]. However, most of these studies are based on either few vehicles, or vehicles complying with outdated emission standards.…”

Section: Introductionmentioning

confidence: 99%

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

et al. 2020

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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.

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Section: Effect Of the Fuel And Engine Technology On Ch 4 And N 2 O Esupporting

confidence: 59%

Section: Introductionmentioning

confidence: 99%

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

et al. 2020

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“…The third investigation was the regeneration. In most cases the SPN emissions increased when regeneration took place, in agreement with the literature, for instance References [34,35]. In one case the emissions remained at the same levels.…”

Section: Discussionsupporting

confidence: 89%

Particle Number Measurements Directly from the Tailpipe for Type Approval of Heavy-Duty Engines

et al. 2019

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The type approval of heavy-duty engines requires measurement of particulates downstream of a proportional to the exhaust flow partial flow dilution system. However, for particle number systems, which measure in real time, this is not necessary and a fixed dilution could be used. In order to assess this dilution possibility, an inter-laboratory exercise was conducted, where a “Golden” system measuring directly from the tailpipe with “hot” (150 °C) fixed dilution was compared with the laboratory regulated systems. Additional “Golden” counters were measuring from 10 nm, below the current cut-off size of 23 nm defined in the regulation, in order to collect data below 23 nm and to confirm that the direct sampling is also possible for smaller sizes. Seven diesel engines and two CNG (compressed naturals gas) engines were used in six laboratories. The results of the “Golden” instruments were within 25% in most cases, reaching 40% in two laboratories for both >23 nm and >10 nm. The repeatability of the measurements (10% to 40%) remained the same for both systems with both cut-off sizes. One test with regeneration showed clear difference between the 10 nm systems, indicating that the thermal pre-treatment only with evaporation tube might not be adequate. Another system measuring from the tailpipe with a fixed “cold” (at ambient temperature) dilution gave differences of up to 50% in most cases (on average +26%). Dedicated tests with this system showed that the differences were the same with fixed or proportional dilution, indicating that it is not the concept that resulted in the overestimation, but the calibration of the system. The main conclusion of this study is that direct sampling with fixed dilution from the tailpipe can be introduced in the future regulation.

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“…All relevant emissions data were recorded at a frequency of 10 Hz and reported at a frequency of 1 Hz. The instrument uncertainty is expected in the order of 20% for CO [60], 40% for NO x [61] and 60% for particle number [62].…”

Section: Instrumentationmentioning

confidence: 99%

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

et al. 2019

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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).

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Emission Factors of a Euro VI Heavy-duty Diesel Refuse Collection Vehicle

Cited by 36 publications

References 23 publications

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

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

Particle Number Measurements Directly from the Tailpipe for Type Approval of Heavy-Duty Engines

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

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