Particle and gaseous emissions from individual diesel and CNG buses

Hallquist, Åsa M.; Jerksjö, Martin; Fallgren, Henrik; Westerlund, Jonathan; Sjödin, Åke

doi:10.5194/acp-13-5337-2013

Cited by 73 publications

(49 citation statements)

References 43 publications

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“…Total PN emissions of 1.4 × 10 14 p/km have been measured for DPF equipped buses and 6.5 × 10 14 p/km for non-DPF buses (see reviews of Morawska et al, 2008;Hallquist et al, 2013). The Euro V DPF equipped truck had emissions of 2 × 10 13 p/km which is lower but close to the reported value.…”

Section: Literature Overview On Spn Emission Levelssupporting

confidence: 55%

Vehicle Emission Factors of Solid Nanoparticles in the Laboratory and on the Road Using Portable Emission Measurement Systems (PEMS)

Giechaskiel

Riccobono

Vlachos

et al. 2015

Front. Environ. Sci.

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Emission inventories are used to quantify sources and identify trends in the emissions of air pollutants. They use vehicle-specific emission factors that are typically determined in the laboratory, through remote-sensing, vehicle chasing experiments and, more recently, on-board measurements with Portable Emission Measurement Systems (PEMS). Although PEMS is widely applied to measure gaseous pollutants, their application to Solid Particle Number (SPN) emissions is new. In this paper, we discuss the current status of determining SPN emission factors both on the chassis dynamometer in the laboratory and on the road using PEMS-SPN. First, we determine through dedicated tests in the laboratory the influence of the measurement equipment, ambient temperature, driving style, and cycle characteristics, and the extra mass of the PEMS equipment on the SPN emissions of vehicles. Afterward, we present the SPN emissions under type-approval conditions as well as on the road of two heavy-duty diesel vehicles equipped with Diesel Particulate Filter (DPF; one of them Euro VI), two light-duty diesel vehicles equipped with DPF, one light-duty vehicle equipped with a Port Fuel Injection engine (PFI), and seven Gasoline Direct Injection (GDI) passenger cars (two of them Euro 6). We find that cold-start and strong accelerations tend to substantially increase SPN emissions. The two heavy-duty vehicles showed on-road emissions around 2 10 13 × p/km (Euro V truck) and 6 × 10 10 p/km (Euro VI truck), respectively. One of the DPF-equipped light-duty vehicles showed emissions of 8 × 10 11 p/km, while the other one had one order of magnitude lower emissions. The PFI car had SPN emissions slightly higher than 1 × 10 12 p/km. The on-road emissions of GDI passenger cars spanned approximately from 8 1 × 10 1 p/km to 8 × 10 12 p/km. For the cars not equipped with a DPF, the on-road SPN emissions remained within a factor of two of the laboratory results. This factor was on average around 0.8 for the Euro 6 and 1.6 for the Euro 5 GDIs. The DPF equipped vehicles showed a difference of almost one order of magnitude between laboratory and on-road tests due to the different DPF fill state and passive regeneration during the tests. The findings of this study can (i) help improving the inventories on SPN emissions and (ii) assist policy makers in designing effective test procedures for measuring the SPN emissions of vehicles under real-world driving conditions.

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Section: Literature Overview On Spn Emission Levelssupporting

confidence: 55%

Vehicle Emission Factors of Solid Nanoparticles in the Laboratory and on the Road Using Portable Emission Measurement Systems (PEMS)

Giechaskiel

Riccobono

Vlachos

et al. 2015

Front. Environ. Sci.

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“…Two tests were performed: (1) acceleration from standstill to about 20 km/h, and (2) driving with a constant velocity of about 20 km/h. In the acceleration test CNG bus emitted lower mass rate of PM 10 , but on the other hand particle number was approximately 5 times higher [17]. Average NO x emissions were higher for the CNG buses compared to diesel buses.…”

Section: Literature Reviewmentioning

confidence: 83%

“…Average NO x emissions were higher for the CNG buses compared to diesel buses. It was also reported that scatter of NO x emissions of the CNG buses was high, as it mainly correlates with the variability in vehicle maintenance and variation in the composition of the CNG fuel [17]. THC Energies 2018, 11, 2160 4 of 20 emissions were under detection limit of the applied measurement equipment for all buses and CO emissions were over detection limit only for six buses [17].…”

Section: Literature Reviewmentioning

confidence: 99%

“…Hallquist et al [17] analyzed emissions of particle mass and particle number as well as gaseous emissions for 35 diesel and CNG (EURO III, IV and V) buses by measuring the concentration change in the diluted exhaust plume compared to the concentrations before the passage and relative to the change in CO 2 concentration. Two tests were performed: (1) acceleration from standstill to about 20 km/h, and (2) driving with a constant velocity of about 20 km/h.…”

Section: Literature Reviewmentioning

confidence: 99%

“…However, it has to be noted that some of the tested CNG-powered buses were equipped with only a two-way catalyst, and emission rates varied widely with CNG buses [15]. Hallquist et al [17] reported even higher NO x emissions with CNG buses, where big scatter of the results was observed. According to References [28,29], THC and NO x conversion efficiency of a TWC converter tends to degrade fast when CNG is used as a fuel.…”

Section: Nitrogen Oxides (Nox)mentioning

confidence: 99%

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Real-World Fuel Consumption, Fuel Cost and Exhaust Emissions of Different Bus Powertrain Technologies

et al. 2018

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Air quality in urban areas is strongly influenced by exhaust emitted by the public transport fleet. The aim of this study was to analyze benefits in the fuel consumption, fuel costs and exhaust emissions when replacing baseline diesel fueled EURO III city buses by the compressed natural gas (CNG)-fueled EURO V buses and by hydraulic series hybrid diesel-fueled EURO V buses. Real-world measurements were performed on the regular bus route to access realistic energy consumption and exhaust emissions. Instantaneous gaseous emission (CO 2 , CO, NO x and THC) were measured together with the instantaneous PM 10 mass emission. Innovativeness of the presented approach thus arises from the systematic comparison of different powertrain technologies under real-world drive cycles and measuring time traces of not only gaseous but also of PM 10 mass emissions. Furthermore, lumped cycle averaged emissions are interpreted and explained by typical powertrain performance parameters and exhaust emission time traces. Cumulative results indicate that application of the CNG fueled buses does not necessary reduce CO 2 emissions compared to diesel-fueled buses whereas reduction in fuel costs is evident. Additionally, it is shown that hybrid operation of the hydraulic series hybrid diesel-fueled bus resulted in higher fuel consumption due to poorly optimized hybrid topology and control strategy. Furthermore, analyses of the time traces point out inadequate lambda control of CNG-fueled buses and nucleation mode-based particle number emissions during deceleration.

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A performance‐emission tradeoff study of a CI engine fueled by compressed natural gas (CNG)/diesel–ethanol‐PPME blend combination

Paul

Panua

Debroy

et al. 2015

Env Prog and Sustain Energy

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In the present study, a blend of 45% diesel, 15% ethanol and 40% Pongamia pinata methyl ester (PPME) has been used as pilot fuel for CNG dual fuel operation in a single cylinder CI engine along with CNG as the primary fuel. The intake manifold of an existing engine is slightly modified for indirect injection of CNG into the engine cylinder. The results are compared with the pilot diesel operation with same CNG injection strategies. It is found that the pilot operation of the blend is instrumental in increasing the brake thermal efficiency of the engine at all the tested load conditions with higher pilot fuel consumption. Pilot operation of the blend also simultaneously reduced NOx, hydrocarbon and CO emissions as compared with pilot diesel operation. Hence, it is found that the pilot blend with 15% ethanol and 40% PPME is useful in improving the performance of the engine with significant reduction in emission with respect to CNG‐diesel duel fuel operation. © 2015 American Institute of Chemical Engineers Environ Prog, 35: 517–530, 2016

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Particle and gaseous emissions from individual diesel and CNG buses

Cited by 73 publications

References 43 publications

Vehicle Emission Factors of Solid Nanoparticles in the Laboratory and on the Road Using Portable Emission Measurement Systems (PEMS)

Vehicle Emission Factors of Solid Nanoparticles in the Laboratory and on the Road Using Portable Emission Measurement Systems (PEMS)

Real-World Fuel Consumption, Fuel Cost and Exhaust Emissions of Different Bus Powertrain Technologies

A performance‐emission tradeoff study of a CI engine fueled by compressed natural gas (CNG)/diesel–ethanol‐PPME blend combination

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