Emissions of a Euro 6b Diesel Passenger Car Retrofitted with a Solid Ammonia Reduction System

Giechaskiel, Barouch; Suarez-Bertoa, Ricardo; Lähde, Tero; Clairotte, Michaël; Massimo, Carriero; Bonnel, Pierre; Maggiore, Maurizio

doi:10.3390/atmos10040180

Cited by 20 publications

(16 citation statements)

References 24 publications

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“…To comply with this more stringent limit, existing technology designed to reduce NOx engine out emission, like the exhaust gas recirculation (EGR), has to be complemented with additional one, such as LNT/NSC and SCR. As described in the previous section, these after-treatment technologies were associated to higher N 2 O emission compared to the technology implemented in Euro 5 (only DOC) [32,33]. The same occurred for the HDV, where tailpipe N 2 O emissions were found significantly higher for vehicles complying with Euro VI compared to those complying with Euro V standard (p value: 0.004, see Fig.…”

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

confidence: 59%

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%

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

et al. 2020

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“… Tailpipe studies: Laboratory studies that compared PMP systems at the tailpipe and the dilution tunnel [ 28 , 36 ]. Emissions monitoring: Laboratory and on-road assessment of various vehicles [ 37 , 38 , 39 , 40 , 41 , 42 , 43 , 44 , 45 , 46 ]. Unpublished data: Internal data of older vehicles (non DPF diesel vehicles, or GDIs emitting >6 × 10 12 p/km).…”

Section: Methodsmentioning

confidence: 99%

“…Emissions monitoring: Laboratory and on-road assessment of various vehicles [ 37 , 38 , 39 , 40 , 41 , 42 , 43 , 44 , 45 , 46 ].…”

Section: Methodsmentioning

confidence: 99%

Comparisons of Laboratory and On-Road Type-Approval Cycles with Idling Emissions. Implications for Periodical Technical Inspection (PTI) Sensors

Giechaskiel

Lähde

Suarez-Bertoa

et al. 2020

Sensors

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For the type approval of compression ignition (diesel) and gasoline direct injection vehicles, a particle number (PN) limit of 6 × 1011 p/km is applicable. Diesel vehicles in circulation need to pass a periodical technical inspection (PTI) test, typically every two years, after the first four years of circulation. However, often the applicable smoke tests or on-board diagnostic (OBD) fault checks cannot identify malfunctions of the diesel particulate filters (DPFs). There are also serious concerns that a few high emitters are responsible for the majority of the emissions. For these reasons, a new PTI procedure at idle run with PN systems is under investigation. The correlations between type approval cycles and idle emissions are limited, especially for positive (spark) ignition vehicles. In this study the type approval PN emissions of 32 compression ignition and 56 spark ignition vehicles were compared to their idle PN concentrations from laboratory and on-road tests. The results confirmed that the idle test is applicable for diesel vehicles. The scatter for the spark ignition vehicles was much larger. Nevertheless, the proposed limit for diesel vehicles was also shown to be applicable for these vehicles. The technical specifications of the PTI sensors based on these findings were also discussed.

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“…Laboratory emission tests were performed at JRC's (Joint Research Centre) vehicle emissions laboratory (VELA 2). The characteristics of the climatic test cell are described elsewhere [7,53]. In brief, samples were taken from the tailpipe and the diluted gas in the full dilution tunnel in real time and at the end of the test from bags that were filled during the test, as described in the regulation [54,55].…”

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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Emissions of a Euro 6b Diesel Passenger Car Retrofitted with a Solid Ammonia Reduction System

Cited by 20 publications

References 24 publications

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

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

Comparisons of Laboratory and On-Road Type-Approval Cycles with Idling Emissions. Implications for Periodical Technical Inspection (PTI) Sensors

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

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