Particle Number Emissions of a Euro 6d-Temp Gasoline Vehicle under Extreme Temperatures and Driving Conditions

Giechaskiel, Barouch; Valverde, V.; Kontses, Anastasios; Melas, Anastasios; Martini, Giorgio; Balazs, Andreas; Andersson, Jon; Samaras, Zissis; Dilara, Panagiota

doi:10.3390/catal11050607

Cited by 22 publications

(14 citation statements)

References 72 publications

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“…The test campaign was carried out in the European Commission's Joint Research Centre (JRC) vehicle emissions laboratory (VELA 8). Details can be found at the companion paper on particle number emissions [41]. Here, only the basic information necessary for understanding the result is repeated.…”

Section: Methodsmentioning

confidence: 99%

“…Another study showed that the instantaneous peaks of v × a had a clear one-to-one correspondence with the peaks of instantaneous NO x emissions [53]. For the same route, higher v × a results in higher emissions [23,79] but, when different routes are compared, this is not necessarily true [41] because v × a does not take into account slope or additional weight.…”

Section: Dynamic Drivingmentioning

confidence: 99%

“…In this paper, gaseous pollutants are presented. Particle number emissions are presented in a companion paper [41].…”

Section: Introductionmentioning

confidence: 99%

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Effect of Extreme Temperatures and Driving Conditions on Gaseous Pollutants of a Euro 6d-Temp Gasoline Vehicle

et al. 2021

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Gaseous emissions of modern Euro 6d vehicles, when tested within real driving emissions (RDE) boundaries, are, in most cases, at low levels. There are concerns, though, about their emission performance when tested at or above the boundaries of ambient and driving conditions requirements of RDE regulations. In this study, a Euro 6d-Temp gasoline direct injection (GDI) vehicle with three-way catalyst and gasoline particulate filter was tested on the road and in a laboratory at temperatures ranging between −30 °C and 50 °C, with cycles simulating urban congested traffic, uphill driving while towing a trailer at 85% of the vehicle’s maximum payload, and dynamic driving. The vehicle respected the Euro 6 emission limits, even though they were not applicable to the specific cycles, which were outside of the RDE environmental and trip boundary conditions. Most of the emissions were produced during cold starts and at low ambient temperatures. Heavy traffic, dynamic driving, and high payload were found to increase emissions depending on the pollutant. Even though this car was one of the lowest emitting cars found in the literature, the proposed future Euro 7 limits will require a further decrease in cold start emissions in order to ensure low emission levels under most ambient and driving conditions, particularly in urban environments. Nevertheless, motorway emissions will also have to be controlled well.

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Section: Methodsmentioning

confidence: 99%

Section: Dynamic Drivingmentioning

confidence: 99%

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Effect of Extreme Temperatures and Driving Conditions on Gaseous Pollutants of a Euro 6d-Temp Gasoline Vehicle

et al. 2021

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“…Finally, combining challenging situations in one trip (still within the boundaries of the regulation), e.g., cold start, low ambient temperatures [80], use of auxiliaries [81], dynamic driving [80,82], and regeneration [83], could result in very high emissions (per distance), and future vehicles will have to be appropriately calibrated.…”

Section: Euro 7/viimentioning

confidence: 99%

Overview of Vehicle Exhaust Particle Number Regulations

et al. 2021

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Vehicle emissions are a significant source of air pollution in cities. Particulate matter (PM) is a pollutant with adverse health effects. Regulations worldwide determine the PM exhaust emissions of vehicles by gravimetric quantification of the mass deposited on a filter over a test cycle. The introduction of particulate filters as vehicle exhaust gas aftertreatment devices led to low PM emissions. A particle number methodology (counting solid particles >23 nm), complementary to the PM mass measurement, was developed by the PMP (Particle Measurement Programme) group of the GRPE (Working Party on Pollution and Energy) of the UNECE (United Nations Economic Commission for Europe) during the first decade of the 21st century. The methodology was then introduced in the EU (European Union) regulations for light-duty (2011), heavy-duty (2013), and non-road mobile machinery (2019). In parallel, during the last 15 years, UN (United Nations) regulations and GTRs (Global Technical Regulations) including this methodology were also developed. To address the on-road emissions, the EU introduced RDE (real-driving emissions) testing with PEMS (portable emissions measurement systems) in 2017. Other countries (e.g., China, India) have also started adopting the number methodology. The PMP group recently improved the current laboratory and on-board methodologies and also extended them to a lower particle size (counting solid particles >10 nm). Due to the rapid evolution of the vehicle exhaust particle number regulations and the lack of a summary in the literature, this paper gives an overview of current and near future regulations. Emphasis is given on the technical specifications and the changes that have taken place over the years.

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“…The concentration of particles between 10 and 23 nm is approximately 35% of the concentration of particles >23 nm [6,[45][46][47], but higher percentages have been reported [48], in particular for cold starts and high sulfur fuels [49,50]. There are a few cases, though, that reported a very high concentration of particles below 23 nm at extreme conditions (e.g., −30 • C, or dynamic urban driving at −10 • C [51], and regeneration [21]). The current regulations cover temperatures down to −7 • C, but future regulations might cover temperatures down to −10 • C, and the research in this temperature range is lacking.…”

Section: Introductionmentioning

confidence: 99%

Challenging Conditions for Gasoline Particulate Filters (GPFs)

et al. 2022

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The emission limit of non-volatile particles (i.e., particles that do not evaporate at 350 °C) with size >23 nm, in combination with the real driving emissions (RDE) regulation in 2017, resulted in the introduction of gasoline particulate filters (GPFs) in all light-duty vehicles with gasoline direct injection engines in Europe. Even though there are studies that have examined the particulate emissions at or beyond the current RDE boundary conditions, there is a lack of studies combining most or all worst cases (i.e., conditions that increase the emissions). In this study, we challenged a fresh (i.e., no accumulation of soot or ash) “advanced” prototype GPF at different temperatures (down to −9 °C), aggressive drive cycles and hard accelerations (beyond the RDE limits), high payload (up to 90%), use of all auxiliaries (air conditioning, heating of the seats and the rear window), and cold starts independently or simultaneously. Under hot engine conditions, the increase of the particulate emissions due to higher payload and lower ambient temperature was 30–90%. The cold start at low ambient temperature, however, had an effect on the emissions of up to a factor of 20 for particles >23 nm or 300 when considering particles <23 nm. We proposed that the reason for these high emissions was the incomplete combustion and the low efficiency of the three-way oxidation catalyst. This resulted in a high concentration of species that were in the gaseous phase at the high temperature of the close-coupled GPF and thus could not be filtered by the GPF. As the exhaust gas cooled down, these precursor species formed particles that could not be evaporated at 350 °C (the temperature of the particle number system). These results highlight the importance of the proper calibration of the engine out emissions at all conditions, even when a GPF is installed.

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Particle Number Emissions of a Euro 6d-Temp Gasoline Vehicle under Extreme Temperatures and Driving Conditions

Cited by 22 publications

References 72 publications

Effect of Extreme Temperatures and Driving Conditions on Gaseous Pollutants of a Euro 6d-Temp Gasoline Vehicle

Effect of Extreme Temperatures and Driving Conditions on Gaseous Pollutants of a Euro 6d-Temp Gasoline Vehicle

Overview of Vehicle Exhaust Particle Number Regulations

Challenging Conditions for Gasoline Particulate Filters (GPFs)

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