Evaluation of NOx emissions of a retrofitted Euro 5 passenger car for the Horizon prize “Engine retrofit”

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

doi:10.1016/j.envres.2018.06.006

Cited by 42 publications

(23 citation statements)

References 41 publications

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“…Owing to the low NH 3 emissions measured from DV2 on all tested conditions, it is assumed that, in addition to LNT and SCR, it was also equipped with an ammonia slip catalyst (ASC). Similar efficiency at removing NH 3 using ASC was recently shown for a Euro 5 and a Euro 6 diesel vehicle retrofitted with a solid ammonia reduction system [55,56]. NH 3 emissions from DV1 on the RDE-compliant Route-1 were 2.4-5.7 times higher than those reported from an SCR-equipped Euro 6b diesel vehicle tested on-road on an RDE compliant route [31].…”

Section: On-road Emissions From the Diesel Vehiclessupporting

confidence: 71%

“…In the dynamic tests, NO x emissions were~3.5 times higher than in the RDE compliant tests. Higher emissions during dynamic operation compared to "normal" driving have previously been reported for Euro 6b diesel vehicles equipped with SCR and LNT systems [55]. Although NO x emissions from vehicles type-approved using RDE have been improved overall, the relatively high emissions measured from the two Euro 6d-TEMP diesel vehicles during dynamic driving and on the motorway section illustrate that there are still operating conditions that could be improved.…”

Section: On-road Emissions From the Diesel Vehiclesmentioning

confidence: 84%

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

et al. 2020

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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...

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Section: On-road Emissions From the Diesel Vehiclessupporting

confidence: 71%

Section: On-road Emissions From the Diesel Vehiclesmentioning

confidence: 84%

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

et al. 2020

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“…The differences for the SI vehicle were within 5 mg/km, while for the CI vehicle, the scatter was up to ±40 mg/km, although most of the results were within ±20 mg/km or ±15%. Other PEMS validation studies have found differences of around 15% at the 20 mg/km NO x range (i.e., differences around 3 mg/km) [12,13] and around 10% at the 500 mg/km NO x range [11,16].…”

Section: No X Distance Specific Resultsmentioning

confidence: 99%

“…Most researchers have found differences below 3.6% [11][12][13]15,16] for CO 2 mass emissions, and one study found a difference of 8% for one PEMS [13] compared with the laboratory equipment. The higher differences found in this study have to do with the higher flow rate uncertainties discussed previously (Figure 3).…”

Section: No X Concentrations Comparisonmentioning

confidence: 99%

Comparison of Portable Emissions Measurement Systems (PEMS) with Laboratory Grade Equipment

et al. 2018

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Real-driving emissions (RDE) testing with portable emissions measurement systems (PEMS) during the type approval and in-service conformity of light-duty vehicles was recently introduced in the European Union legislation. In this paper, three PEMS were compared with laboratory analyzers connected to the tailpipe and the dilution tunnel. The tests were conducted with two Euro 6 vehicles (one gasoline and one diesel) performing the World harmonized Light vehicles Test Cycle (WLTC) and a pre-recorded RDE cycle on a chassis dynamometer. The results showed that the differences of the PEMS gas analyzers compared to the laboratory references were typically within 2% for CO2 and 5% for NOx. The CO2 and NOx mass emissions were within 10% and 15%, respectively, with only a few exceptions. The exhaust flow rate measurements were within 10% at low speeds (urban conditions), and 5% at higher speeds. These results confirm the legislated permitted tolerances and the 2017 PEMS uncertainty estimates.

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“…In 2015, nearly 39% of nitrogen dioxides produced in the European Union was from the transportation sector. Significant nitrogen monoxide emissions [2] and 50% of PM are generated by diesel engines [3]. To clarify, diesel engine emissions can be divided into gaseous precursors (NOx, H 2 SO 4 , SO 3 , SO 2 , H 2 O, low-volatile, and semi-volatile organic compounds), and solid carbonaceous material such as PM [2][3][4].…”

Section: Introductionmentioning

confidence: 99%

Underground Diesel Exhaust Wet Scrubbers: Current Status and Future Prospects

2018

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Diesel engines release a range of harmful components into the environment in the form of gases, liquids, and particulate matter (PM). These components have a direct and indirect impact on human health and climate change. Wet scrubbers are used to clean diesel exhaust emissions, by bubbling them through a liquid (usually water) to reduce their temperature and remove some soluble components and particles. Then, these emissions pass through a filter to remove further diesel particulate matter. The PM-capturing mechanism, heat transfer mechanism, and fluid mechanism of a wet scrubber are reviewed. Several parameters have a major influence on wet scrubber performance, such as inlet gas velocity. Modeling of a wet scrubber can be conducted through thermodynamics analysis, heat transfer analysis, and computational simulation. These investigations may lead to optimizing wet scrubber performance, and then to reducing both humidity and temperature at the scrubber exit. This humidity reduction increases filter life and reduces maintenance costs.

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Evaluation of NOx emissions of a retrofitted Euro 5 passenger car for the Horizon prize “Engine retrofit”

Cited by 42 publications

References 41 publications

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

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

Comparison of Portable Emissions Measurement Systems (PEMS) with Laboratory Grade Equipment

Underground Diesel Exhaust Wet Scrubbers: Current Status and Future Prospects

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