Heavy-duty Engine Particulate Emissions: Application of PMP Methodology to Measure Particle Number and Particulate Mass

Abstract

During a test programme on a modern heavy-duty engine, measurements were made at engine-out and tailpipe of particle number and particulate mass using the draft heavy-duty inter-laboratory correlation exercise guide prepared by the UN-ECE Particle Measurement Programme (PMP) 1. In addition to the PMP measurements, the elemental carbon content of the particulate matter from this programme was analysed using thermogravimetric analysis of separate filters. The particle number measurement system proved to provide a reliable and repeatable measurement procedure. Test results over a variety of operational cycles showed a reduction in particle numbers of some 3 orders of magnitude. Particle number emissions were of similar magnitude regardless of the test cycle. Background-corrected particulate mass emissions results using the partial flow dilution method showed emissions levels below 5mg/kWh over all the transient cycles tested.

Measurement of Automotive Nonvolatile Particle Number Emissions within the European Legislative Framework: A Review

“…There are also some studies that measured lower nonvolatile PN emissions after SCR (Vaaraslahti et al 2004b;Hosoya et al 2007;May et al 2008). However, the reduction probably originated from the oxidation catalyst or DPF installed simultaneously with the SCR system.…”

“…For this analysis, extreme values were not taken into account. The values are based on more than 45 LD diesel vehicles without DPF, 35 with DPF, 40 G-DI vehicles, and 25 G-PFI vehicles (Mohr et al 2003;Ntziachristos et al 2004b;Karlsson 2005;Bosteels et al 2006;Mohr et al 2006;Vogt et al 2006Vogt et al , 2010Andersson et al 2007;Giechaskiel et al 2008a;Giechaskiel et al 2008c;May et al 2008;Braisher et al 2010;Giechaskiel et al 2010b;Zhang et al HD D 5 × 10 13 -2 × 10 14 50-100 1.7-2.1 20-80 5-10 40-75 20-50 0-15 HD D + DPF 5 × 10 10 -2 × 10 12 60-75 1.6-2.0 1-4 0-5 5-20 20-50 5-60 LD D 2 × 10 13 -2 × 10 14 40-80 1.7-1.9 10-40 0-5 55-90 10-40 5-15 LD D + DPF 5 × 10 10 -6 × 10 11 45-75 1.7-2.1 0-2 0-5 0-15 40-75 5-35 LD G-DI lean 2 × 10 12 -2 × 10 13 50-85 1.7-2.1 1-20 0-5 55-80 20-40 0-5 LD G-DI stoich. 1 × 10 12 -8 × 10 12 40-75 1.7-2.0 1-10 0-5 75-90 10-25 0-5 LD G-PFI 2 × 10 10 -6 × 10 11 45-75 1.6-2.2 0-2 0-5 10-25 45-80 10-40…”

Exhaust nanoparticle emissions from internal combustion engines: A review

“…The PM from the secondary tunnel of the full flow dilution system and the PN emissions from the SPCS connected at the dilution tunnel can be seen in Figure 22 (Giechaskiel et al, 2008b;May et al, 2007May et al, , 2008. The major findings are that the efficiency of the EMITEC was approximately 65% for PM and 58% for PN (non-volatiles >23 nm), and that the efficiency of the CRT was approximately 95% for PM and 100% for PN (non-volatiles >23 nm).…”

“…In the case of heavy-duty diesel engines, Euro 6 will specify the PN concentrations for the worldwide heavy-duty transient cycle (WHTC) and the worldwide heavy-duty steady-state cycle (WHSC) as 6.0 × 10 11 (#/kWh) and 8.0 × 10 11 (#/kWh), respectively (Andersson et al, , 2010Johnson, 2011;May et al,. 2008;Myung et al, 2011).…”

Transient particle number emissions from diesel engines with biodiesel fuel

“…It specifies a limit on particle number emissions over the New European Drive Cycle (NEDC) test, to compliment a revised particulate mass limit. Particle number emissions have become a hot topic [9][10][11][12][13]. Meanwhile, many literatures have presented that particle emissions are harmful to human health and environment.…”