Impact of HVO blends on modern diesel passenger cars emissions during real world operation

Suarez-Bertoa, Ricardo; Kousoulidou, Marina; Clairotte, Michaël; Giechaskiel, Barouch; Nuottimäki, Jukka; Sarjovaara, Teemu; Laura, Lonza

doi:10.1016/j.fuel.2018.08.031

Cited by 72 publications

(38 citation statements)

References 43 publications

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“…The N 2 O emissions from DV1 were lower than the China 6 and USA limits. These N 2 O and CH 4 emissions were in line with those from a SCR-equipped Euro 6b diesel vehicle tested over the WLTC at 23 • C (1 mg CH 4 /km and 7 mg N 2 O/km) [58].…”

Section: On-road Emissions From the Diesel Vehiclessupporting

confidence: 78%

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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: 78%

“…These on-road emission factors measured on the RDE-compliant route (Route-1) were higher than those measured from the GV1, GV2 and CNG-LCV. They were also higher than those measured from an LNT-equipped Euro 6b diesel vehicle (12 ± 3 mg N 2 O/km and 14 ± 2 mg CH 4 /km) tested over the WLTC at 23 • C [58].…”

Section: On-road Emissions From the Diesel Vehiclesmentioning

confidence: 56%

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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“…Its use improves the environmental performance of the engine: significant reduction in CO and HC emissions and a slight positive impact on NO x , CO 2 , and smoke/PM emissions and engine power [74]. This tendency is also noticeable when operating vehicles fuelled by HVO mixtures and under adverse environmental conditions (up to −7 • C) [75]. In addition, no significant difference in spray dynamics between HVO and EN590 was observed, which also promotes the use of such fuels [76].…”

Section: Introductionmentioning

confidence: 99%

Comparative Study on the Energetic and Ecologic Parameters of Dual Fuels (Diesel–NG and HVO–Biogas) and Conventional Diesel Fuel in a CI Engine

2020

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The Article presents the results of the experimental research and numerical analysis of a compression ignition (CI) engine adapted for running on dual fuels of different composition (diesel and natural gas, diesel and biogas, biodiesel and natural gas, and biodiesel and biogas). The main goal was to find out the impact of different dual fuels on energy performance and emissions depending on the start of injection (SOI) of diesel and the crank angle degree (CAD). Pure conventional diesel fuel and second generation hydrotreated vegetable oil (HVO) (Neste) was used in the research. Natural gas contained 97 vol. % of methane. Biogas (biomethane) was simulated using a methane and carbon dioxide blend consisting of 60 vol. % of methane and 40 vol. % of carbon dioxide. Dual (liquid and gaseous) fuels were used in the tests, with the energy share of liquid fuels accounting for 40% and gas for 60%. The research results have shown that having replaced conventional diesel fuel with dual fuel, engine’s BTE declined by 11.9–16.5%. The use of methane in the dual fuel blend reduced CO2 volumetric fraction in the exhaust gases by 17–20%, while biomethane increased CO2 volumetric fraction by 10–14%. Dual fuel significantly increased CO and HC emissions, but NOx volumetric fraction decreased by 67–82% and smoke by 23–39%. The numerical analysis of the combustion process revealed changes in the ROHR (Rate of Heat Release) that affected engine efficiency and exhaust emissions was done by AVL (Anstalt für Verbrennungskraftmaschinen List) BOOST program.

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“…Several authors have recently reported emissions, mainly NOx and CO 2 emissions, from RDE-like test (Kwon et al, 2017; Gallus et al, 2017; Costagliola et al, 2018; O'Driscoll et al, 2018; Ramos et al, 2018; Suarez-Bertoa et al, 2019). Only a few similar studies reported emissions from gasoline vehicles (Pathak et al, 2016; Khan and Frey, 2018; Demuynck et al, 2017), sometimes focusing on PN emissions (Giechaskiel et al, 2015; Ko et al, 2018, 2019 Demuynck et al, 2017).…”

Section: Introductionmentioning

confidence: 99%

On-road emissions of passenger cars beyond the boundary conditions of the real-driving emissions test

Suarez-Bertoa

Valverde

Clairotte

et al. 2019

Environmental Research

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104

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Passenger cars are an important source of air pollution, especially in urban areas. Recently, real-driving emissions (RDE) test procedures have been introduced in the EU aiming to evaluate nitrogen oxides (NOx) and particulate number (PN) emissions from passenger cars during on-road operation. Although RDE accounts for a large variety of real-world driving, it excludes certain driving situations by setting boundary conditions (e.g., in relation to altitude, temperature or dynamic driving). The present work investigates the on-road emissions of NOx, NO 2 , CO, particle number (PN) and CO 2 from a fleet of 19 Euro 6b, 6c and 6d-TEMP vehicles, including diesel, gasoline (GDI and PFI) and compressed natural gas (CNG) vehicles. The vehicles were tested under different on-road driving conditions outside boundaries. These included ‘baseline’ tests, but also testing conditions beyond the RDE boundary conditions to investigate the performance of the emissions control devices in demanding situations. Consistently low average emission rates of PN and CO were measured from all diesel vehicles tested under most conditions. Moreover, the tested Euro 6d-TEMP and Euro 6c diesel vehicles met the NOx emission limits applicable to Euro 6d-TEMP diesel vehicles during RDE tests (168 mg/km). The Euro 6b GDI vehicle equipped with a gasoline particulate filter (GPF) presented PN emissions < 6 × 10 11 #/km. These results, in contrast with previous on-road measurements from earlier Euro 6 vehicles, indicate more efficient emission control technologies are currently being used in diesel and gasoline vehicles. At the same time, the results suggest that particular attention should be given to CO and PN emissions of certain types of vehicles when driven under dynamic conditions, and possibly additional work is necessary. In particular, the emissions of CO (measured in this study during the regulated RDE test, but without an emission limit associated to it) or PN from PFI vehicles (presently not covered by the Euro 6 standard) showed elevated results in some occasions. Emissions of CO were up to 7.5 times higher when the more dynamic tests were conducted and the highest PN emissions were measured from a PFI gasoline vehicle during dynamic driving. Although based on a limited sample of cars, our work points to the relevance of a technology- and fuel-neutral approach to vehicle emission standards, whereby all vehicles must comply with the same emission limits for all pollutants.

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Impact of HVO blends on modern diesel passenger cars emissions during real world operation

Cited by 72 publications

References 43 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

Comparative Study on the Energetic and Ecologic Parameters of Dual Fuels (Diesel–NG and HVO–Biogas) and Conventional Diesel Fuel in a CI Engine

On-road emissions of passenger cars beyond the boundary conditions of the real-driving emissions test

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