Particulate Emissions from European Vehicles Featuring Direct Injection Spark Ignition Engines Tested Under Laboratory Conditions

Bielaczyc, Piotr; Woodburn, Joseph; Szczotka, Andrzej

doi:10.4271/2014-01-1608

Cited by 19 publications

(30 citation statements)

References 16 publications

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“…The emission levels measured in this study are generally in agreement with levels reported in the literature. The diesel vehicles equipped with Diesel Particulate Filters (DPF) had emission levels lower than the current limit, as typically reported, for example, for Euro 5 (Mamakos et al, 2013a, Bielaczyc et al, 2014) and Euro 6 (Mamakos et al, 2013b, Bielaczyc et al, 2017, Suarez-Bertoa and Astorga, 2018, Giechaskiel et al, 2018b) vehicles. PFI vehicle emissions depended on the vehicle tested, being lower than the current limit for one vehicle (PFI#1), and higher for the other (PFI#2).…”

Section: Discussionmentioning

confidence: 84%

“…The CNG vehicle with emissions close to the limit had only 1000 km on the odometer; thus, it is possible that the emissions were high due to the high contribution of the lubricant. Others have also reported emissions from CNG vehicles below the limit for Euro 5 (Bielaczyc et al, 2014, Bielaczyc et al, 2015), and Euro 6 vehicles (Bielaczyc et al, 2017) or around the limit for a Euro 4 vehicle (Schreiber et al, 2007).…”

Section: Discussionmentioning

confidence: 99%

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Regulating particle number measurements from the tailpipe of light-duty vehicles: The next step?

Giechaskiel

Lähde

Drossinos

2019

Environmental Research

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Light-duty vehicle emission regulation in the European Union requires the dilution of the whole exhaust in a dilution tunnel with constant volume sampling prior to emission measurements. This methodology avoids measurement uncertainties associated with direct raw exhaust emission measurements from the tailpipe, such as exhaust flow determination, exhaust flow pressure pulsations, differences in the response time between exhaust flow and instrument signals, or their misalignment. Transfer tubes connecting the tailpipe to the dilution tunnel of different lengths, and mixing of the exhaust gas with the dilution air in the dilution tunnel may increase differences in measurements performed at different facilities. Recently, the light-duty vehicle regulation was complemented by on-road measurements with Portable Emissions Measurement Systems (PEMS). PEMS measurements are conducted from the vehicle tailpipe. Differences between tailpipe and full dilution tunnel measurements have not been adequately addressed so far. In this study we compare particle number emissions measured at the full dilution tunnel or directly at the tailpipe. The measurements covered solid particles with diameter larger than 23 nm, as required by the current regulation, but also solid particles larger than 10 nm, as recommended for future regulations. The studied vehicle technologies were diesel, gasoline, and compressed natural gas. The differences between tailpipe and dilution tunnel particle number emissions were found to be small (<15%) for both size ranges, with the exception of engine cold start (up to 35% in some cases). Theoretical estimates showed that agglomeration in the transfer line from the vehicle to the dilution tunnel might reduce particle concentrations by up to 17%. Exhaust flow rate determination and time misalignment of exhaust flow and particle concentration signals can introduce uncertainties of ±10% and ±5%, respectively, to the tailpipe measurements. The results suggest that tailpipe sampling is not only possible, but it can additionally give more representative (“real”) emissions of the vehicle and should be considered in post Euro 6 regulations.

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Section: Discussionmentioning

confidence: 84%

Section: Discussionmentioning

confidence: 99%

Regulating particle number measurements from the tailpipe of light-duty vehicles: The next step?

Giechaskiel

Lähde

Drossinos

2019

Environmental Research

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“…The following studies were considered in the figures of the main text. Figure 1 (upper panel): PM PFI: [42,91,[93][94][95][96]100,101,121, Figure 1 (lower panel): PM GDI: [37,42,51,68,74,[93][94][95]100,[102][103][104][105][106]108,109,120,121,132,[157][158][159][160][161][162][163][165][166][167]169,170,173,[175][176][177][178][179]181,…”

Section: Appendix Bmentioning

confidence: 99%

“…The following studies were considered in the figures of the main text. Figure 1 (upper panel): PM PFI: [42,91,[93][94][95][96]100,101,121, Figure 1 (lower panel): PM GDI: [37,42,51,68,74,93-95,100,102-106,108,109,120,121,132,157-163, 165-167,169,170,173,175-179,181,184,186,188-190,194-225] Figure 2 (upper panel): SPN PFI: [42,51,75,93,96,121,127,[158][159][160][161][162][163][164][165][168][169][170][171][172][173][174][175][176][177][178][179][180][181][182][183]194,224,[226][227][228]…”

Section: Appendix Bmentioning

confidence: 99%

European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

et al. 2019

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The particulate matter (PM) emissions of gasoline vehicles were much lower than those of diesel vehicles until the introduction of diesel particulate filters (DPFs) in the early 2000s. At the same time, gasoline direct injection (GDI) engines started to become popular in the market due to their improved efficiency over port fuel injection (PFI) ones. However, the PM mass and number emissions of GDI vehicles were higher than their PFI counterparts and diesel ones equipped with DPFs. Stringent PM mass levels and the introduction of particle number limits for GDI vehicles in the European Union (EU) resulted in significant PM reductions. The EU requirement to fulfill the proposed limits on the road resulted to the introduction of gasoline particulate filters (GPFs) in EU GDI models. This review summarizes the evolution of PM mass emissions from gasoline vehicles placed in the market from early 1990s until 2019 in different parts of the world. The analysis then extends to total and nonvolatile particle number emissions. Care is given to reveal the impact of ambient temperature on emission levels. The discussion tries to provide scientific input to the following policy-relevant questions. Whether particle number limits should be extended to gasoline PFI vehicles, whether the lower limit of 23 nm for particle number measurements should be decreased to 10 nm, and whether low ambient temperature tests for PM should be included.

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“…但是Magara-Gomez等人 [32] 发现微粒排放在环境温度18~30 内变化不大. Bielaczyc等人 [33] 在BOSMAL's气候/环境可控实验室对一批满足 (ⅱ) 燃油喷射. 避免喷雾湿壁、减小液滴平均直径、合适的喷雾形态、较高的喷油压力、合适的喷评述射时刻、提高燃油温度、多次喷射、优化空燃比控制技术.…”

Section: 的微粒排放进行了研究测量了微粒直径在22~365unclassified

Recent progress in particle matter emissions and control strategies of gasoline direct injection engines

Xiaohui

Lü

2015

Chin. Sci. Bull.

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Particulate Emissions from European Vehicles Featuring Direct Injection Spark Ignition Engines Tested Under Laboratory Conditions

Cited by 19 publications

References 16 publications

Regulating particle number measurements from the tailpipe of light-duty vehicles: The next step?

Regulating particle number measurements from the tailpipe of light-duty vehicles: The next step?

European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

Recent progress in particle matter emissions and control strategies of gasoline direct injection engines

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