Particulate emissions of heavy duty diesel engines measured from the tailpipe and the dilution tunnel

Su, Sheng; Lv, Tao; Lai, Yitu; Mu, Jinsong; Ge, Yunshan; Giechaskiel, Barouch

doi:10.1016/j.jaerosci.2021.105799

Cited by 15 publications

(9 citation statements)

References 44 publications

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“…For example, Su et al demonstrated a difference of on average 20% using a catalytic stripper and a dilution tunnel with an evaporation tube. 83 In the context of future exhaust gas legislation, the impact of cold start operation on pollutant emissions may increase in importance. Therefore, further investigation in this area is essential.…”

Section: Discussionmentioning

confidence: 99%

See 1 more Smart Citation

Particle emissions of a heavy-duty engine fueled with polyoxymethylene dimethyl ethers (OME)

Gelner

Rothe²,

Kykal³

et al. 2022

Environ. Sci.: Atmos.

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Section: Discussionmentioning

confidence: 99%

“…For example, Su et al demonstrated a difference of on average 20% using a catalytic stripper and a dilution tunnel with an evaporation tube. 83…”

Section: Discussionmentioning

confidence: 99%

Particle emissions of a heavy-duty engine fueled with polyoxymethylene dimethyl ethers (OME)

Gelner

Rothe²,

Kykal³

et al. 2022

Environ. Sci.: Atmos.

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“…Another point that needs more research is the pre-diluter. Most studies have been done with direct sampling and a heated line and showed acceptable agreement with the current PFDS or CVS systems [64,65]. The results with the pre-diluter tend to slightly overestimate the emissions.…”

Section: Open Pointsmentioning

confidence: 91%

“…For example, the emissions from the crankcase ventilation (when it's an open system) currently have to be included at the tailpipe emissions. However, the emission levels only from the crankcase ventilation are one-third of the current limit, and addressing them is very important in case of limit reduction [64,65]. One should also consider that urea injection can more than double the concentration of particles >23 nm and increase the sub-23 nm fraction if not properly controlled [78,79].…”

Section: Euro 7/viimentioning

confidence: 99%

Overview of Vehicle Exhaust Particle Number Regulations

et al. 2021

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Vehicle emissions are a significant source of air pollution in cities. Particulate matter (PM) is a pollutant with adverse health effects. Regulations worldwide determine the PM exhaust emissions of vehicles by gravimetric quantification of the mass deposited on a filter over a test cycle. The introduction of particulate filters as vehicle exhaust gas aftertreatment devices led to low PM emissions. A particle number methodology (counting solid particles >23 nm), complementary to the PM mass measurement, was developed by the PMP (Particle Measurement Programme) group of the GRPE (Working Party on Pollution and Energy) of the UNECE (United Nations Economic Commission for Europe) during the first decade of the 21st century. The methodology was then introduced in the EU (European Union) regulations for light-duty (2011), heavy-duty (2013), and non-road mobile machinery (2019). In parallel, during the last 15 years, UN (United Nations) regulations and GTRs (Global Technical Regulations) including this methodology were also developed. To address the on-road emissions, the EU introduced RDE (real-driving emissions) testing with PEMS (portable emissions measurement systems) in 2017. Other countries (e.g., China, India) have also started adopting the number methodology. The PMP group recently improved the current laboratory and on-board methodologies and also extended them to a lower particle size (counting solid particles >10 nm). Due to the rapid evolution of the vehicle exhaust particle number regulations and the lack of a summary in the literature, this paper gives an overview of current and near future regulations. Emphasis is given on the technical specifications and the changes that have taken place over the years.

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“…The CF for PN emissions is 1.5, as defined in Regulation (EU) 2017/1151. In most studies PN emissions refer to solid particles with a minimum size of 23 nm (SPN23), which is also the current cut-off size of the legislation, while the information concerning solid sub-23 nm particles during DPF regeneration are limited [11,[21][22][23]. In addition, the required portable equipment for measuring sub-23 nm particles (both solid and total) on the road is still under development and optimisation [24][25][26].…”

Section: Introductionmentioning

confidence: 99%

Impact of Active Diesel Particulate Filter Regeneration on Carbon Dioxide, Nitrogen Oxides and Particle Number Emissions from Euro 5 and 6 Vehicles under Laboratory Testing and Real-World Driving

et al. 2022

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Particulate mass concentration is a crucial parameter for characterising air quality. The diesel particulate filter (DPF) is the primary technology used to limit vehicle particle emissions, but it needs periodic cleaning, a process called regeneration. This study aims to assess the impact of active DPF regeneration on the performance and emissions of Euro 5 and 6 vehicles. The study examined both carbon dioxide (CO2) and pollutant (nitrogen oxides (NOx) and particle number (PN)) emissions for eight vehicles tested in the laboratory and on the road. Apart from the DPF, a wide range of emission control systems was covered in this experimental campaign, including exhaust gas recirculation (EGR), diesel oxidation catalyst (DOC), lean NOx trap (LNT) and selective catalytic reduction (SCR) catalyst, revealing the different impacts on NOx emissions. The regeneration frequency and duration were also determined and used to calculate the Ki factor, which accounts for the emissions with and without regeneration, weighted over the distance driven between two consecutive regeneration events. Based on these outcomes, representative emission factors (EF) were proposed for the regeneration phase only and the complete regeneration interval. In addition, the effect of regeneration on efficiency was estimated and compared with other energy consumers. The results indicated a significant impact of DPF regeneration on CO2, NOx and PN emissions, higher in the case of driving cycle testing in the laboratory. The relevant mechanisms behind the elevated emission levels were analysed, focusing on the regeneration period and the test phase following immediately after. The calculation of the Ki factor and the comparison with the official values revealed some weaknesses in its application in real-world conditions; to overcome these, new NOx EF values were calculated, depending on the emission control system. It was revealed that Euro 6 vehicles equipped with SCR could comply with the applicable limits when considering the complete regeneration interval. Finally, it was indicated that the DPF regeneration impact on vehicle efficiency is similar to that of driving with the air conditioning (A/C) system and headlights on.

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Particulate emissions of heavy duty diesel engines measured from the tailpipe and the dilution tunnel

Cited by 15 publications

References 44 publications

Particle emissions of a heavy-duty engine fueled with polyoxymethylene dimethyl ethers (OME)

Particle emissions of a heavy-duty engine fueled with polyoxymethylene dimethyl ethers (OME)

Overview of Vehicle Exhaust Particle Number Regulations

Impact of Active Diesel Particulate Filter Regeneration on Carbon Dioxide, Nitrogen Oxides and Particle Number Emissions from Euro 5 and 6 Vehicles under Laboratory Testing and Real-World Driving

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