NOx, NH3, N2O and PN real driving emissions from a Euro VI heavy-duty vehicle. Impact of regulatory on-road test conditions on emissions

Mendoza-Villafuerte, Pablo; Suarez-Bertoa, Ricardo; Giechaskiel, Barouch; Riccobono, Francesco; Bulgheroni, Claudia; Astorga, Covadonga; Perujo, A.

doi:10.1016/j.scitotenv.2017.07.168

Cited by 133 publications

(61 citation statements)

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“…The NH 3 emissions (around 6 ppm) were even lower than the laboratory Euro VI type-approval limit of 10 ppm [3]. The low NH 3 concentrations are in agreement with others that measured Euro VI vehicles [6,14]. For N 2 O there is no applicable limit, but they were lower than the USA Environmental Protection Agency (EPA) standard of 0.10 g/bhp-h (133 mg/kWh) for the heavy-duty engine Federal Test Procedure (FTP) cycle [34]; however, it needs to be checked whether this would still hold true with the specific test cycle.…”

Section: Vehicle Emissionssupporting

confidence: 85%

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Emission Factors of a Euro VI Heavy-duty Diesel Refuse Collection Vehicle

et al. 2019

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Modern (Euro VI) heavy-duty vehicles have significantly lower pollutant emissions than older vehicles. However, there are still concerns regarding the emissions of refuse collection vehicles in cities, because in some cases they may use engines designed for long haulage trucks. For this reason, we tested a diesel Euro VI (step C) refuse collection heavy-duty vehicle, both in the laboratory on a chassis dynamometer and on the road, similar to the regulated in-service conformity cycle, but also with actual refuse collection cycles. Particle number (PN) and gaseous pollutants (NOx, CO, HC) were measured using a Portable Emissions Measurement System (PEMS). Additionally, in the laboratory we used laboratory grade gaseous, particle number, and FTIR (Fourier-transform infrared spectroscopy) systems to assess the PEMS. For short periods, where the exhaust gas temperature was low for the aftertreatment devices (cold start, some city conditions), the NOx emissions reached 2000 mg/km. Nevertheless, all pollutants were well below the applicable emissions limits expressed in mg/kWh for all cycles examined (in brackets the ratio to the laboratory limit): NOx < 400 mg/kWh (0.87), CO < 850 mg/kWh (0.21), HC < 12 mg/kWh (0.08), PN < 2.4×1010 p/kWh (0.04). To make sure that this will always be the case, future heavy-duty type approval emissions regulations should specifically consider the urban conditions for municipality vehicles, such as refuse trucks.

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Section: Vehicle Emissionssupporting

confidence: 85%

“…Another amendment (step E) in the future is planned to include particle number testing and cold start in the evaluation. Thus, for the same trip and vehicle, the final emissions results can be different depending on the regulatory step and the evaluation method [6].…”

Section: Introductionmentioning

confidence: 99%

Emission Factors of a Euro VI Heavy-duty Diesel Refuse Collection Vehicle

et al. 2019

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“…Overall, previous work has shown that there are substantial differences in emissions measured on-road using PEMS compared to laboratory testing Chossière et al, 2018;Fontaras et al, 2017;Andersson et al, 2014). A number of studies have been conducted on different types of vehicles using PEMS, including heavy-duty trucks (Mendoza-Villafuerte et al, 2017;Johnson et al, 2009) and light-duty diesel and gasoline cars Khan and Frey, 2018), and off-road equipment (Cao et al, 2016;Cao et al, 2018). Gallus et al (2017) found CO 2 and nitrogen oxides (NOx) emissions were strongly correlated with driving parameters, showing increases with road grade.…”

Section: Introductionmentioning

confidence: 99%

On-road gaseous and particulate emissions from GDI vehicles with and without gasoline particulate filters (GPFs) using portable emissions measurement systems (PEMS)

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Zhu

et al. 2020

Science of The Total Environment

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Editor: Karl RopkinsThis study assessed the on-road gaseous and particulate emissions from three current technology gasoline direct injection (GDI) vehicles using portable emissions measurement systems (PEMS). Two vehicles were also retrofitted with catalyzed gasoline particulate filters (GPFs). All vehicles were exercised over four routes with different topological and environmental characteristics, representing urban, rural, highway, and high-altitude driving conditions. The results showed strong reductions in particulate mass (PM), soot mass, and particle number emissions with the use of GPFs. Particle emissions were found to be highest during urban and high-altitude driving compared to highway driving. The reduction efficiency of the GPFs ranged from 44% to 99% for overall soot mass emissions. Similar efficiencies were found for particle number and PM mass emissions. In most cases, nitrogen oxide (NOx) emissions showed improvements with the catalyzed GPFs in the underfloor position with the additional catalytic volume. No significant differences were seen in carbon dioxide (CO 2 ) and carbon monoxide (CO) emissions with the vehicles retrofitted with GPFs.

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“…For that reason, we explored the possibility of their measurement using laboratory grade instrumentation during on-road operation. In previous studies we showed that it is possible to measure NH 3 and N 2 O emissions from heavy-duty and light-commercial vehicles during on-road operation using laboratory grade quantum cascade laser detectors (QCL-IR) and Fourier Transform InfraRed spectroscopy (FTIR) [33][34][35]. We also showed that during on-road operation a gasoline passenger car and a series of CNG light-commercial vehicles present substantial emissions of NH 3 and diesel vehicles equipped with SCR presented low NH 3 emissions [20,24].…”

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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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NOx, NH3, N2O and PN real driving emissions from a Euro VI heavy-duty vehicle. Impact of regulatory on-road test conditions on emissions

Cited by 133 publications

References 14 publications

Emission Factors of a Euro VI Heavy-duty Diesel Refuse Collection Vehicle

Emission Factors of a Euro VI Heavy-duty Diesel Refuse Collection Vehicle

On-road gaseous and particulate emissions from GDI vehicles with and without gasoline particulate filters (GPFs) using portable emissions measurement systems (PEMS)

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

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