Real world CO2 and NOx emissions from 149 Euro 5 and 6 diesel, gasoline and hybrid passenger cars

O’Driscoll, Rosalind; Stettler, Marc; Molden, Nick; Oxley, Tim; ApSimon, Helen

doi:10.1016/j.scitotenv.2017.11.271

Cited by 172 publications

(92 citation statements)

References 28 publications

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“…The application of the protocol to detect illegal Auxiliary Emission Strategies (European Commission Notice of 26.1.2017) showed no exceedances of the recommended thresholds for NOx on the NEDC hot test [21], except for vehicle D4 which had already undergone a voluntary recall organized by the manufacturer. On the road, diesel and gasoline vehicles averaged a NO X EF 14 and 7 times higher than under TA conditions, respectively which is in agreement with existing literature [17,[31][32][33]. The diesel vehicles emitted on average 10 times more NO X compared to the gasoline ones over the RDE compliant tests.…”

Section: Discussionsupporting

confidence: 89%

Emission Factors Derived from 13 Euro 6b Light-Duty Vehicles Based on Laboratory and On-Road Measurements

et al. 2019

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Tailpipe emissions of a pool of 13 Euro 6b light-duty vehicles (eight diesel and five gasoline-powered) were measured over an extensive experimental campaign that included laboratory (chassis dynamometer), and on-road tests (using a portable emissions measurement system). The New European Driving Cycle (NEDC) and the Worldwide harmonised Light-duty vehicles Test Cycle (WLTC) were driven in the laboratory following standard and extended testing procedures (such as low temperatures, use of auxiliaries, modified speed trace). On-road tests were conducted in real traffic conditions, within and outside the boundary conditions of the regulated European Real-Driving Emissions (RDE) test. Nitrogen oxides (NO X ), particle number (PN), carbon monoxide (CO), total hydrocarbons (HC), and carbon dioxide (CO 2 ) emission factors were developed considering the whole cycles, their sub-cycles, and the first 300 s of each test to assess the cold start effect. Despite complying with the NEDC type approval NO X limit, diesel vehicles emitted, on average, over the WLTC and the RDE 2.1 and 6.7 times more than the standard limit, respectively. Diesel vehicles equipped with only a Lean NO X trap (LNT) averaged six and two times more emissions over the WLTC and the RDE, respectively, than diesel vehicles equipped with a selective catalytic reduction (SCR) catalyst. Gasoline vehicles with direct injection (GDI) emitted eight times more NO X than those with port fuel injection (PFI) on RDE tests. Large NO X emissions on the urban section were also recorded for GDIs (122 mg/km). Diesel particle filters were mounted on all diesel vehicles, resulting in low particle number emission (~10 10 #/km) over all testing conditions including low temperature and high dynamicity. GDIs (~10 12 #/km) and PFIs (~10 11 #/km) had PN emissions that were, on average, two and one order of magnitude higher than for diesel vehicles, respectively, with significant contribution from the cold start. PFIs yielded high CO emission factors under high load operation reaching on average 2.2 g/km and 3.8 g/km on WLTC extra-high and RDE motorway, respectively. The average on-road CO 2 emissions were~33% and 41% higher than the declared CO 2 emissions at type-approval for diesel and gasoline vehicles, respectively. The use of auxiliaries (AC and lights on) over the NEDC led to an increase of~20% of CO 2 emissions for both diesel and gasoline vehicles. Results for NO X , CO and CO 2 were used to derive average on-road emission factors that are in good agreement with the emission factors proposed by the EMEP/EEA guidebook.

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Section: Discussionsupporting

confidence: 89%

Emission Factors Derived from 13 Euro 6b Light-Duty Vehicles Based on Laboratory and On-Road Measurements

et al. 2019

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“…Before each test the PEMS was zeroed and calibrated with span gases. Note that the Semtech-DS has been replaced in the manufacturer's catalogue by Semtech-DS+ (2014 some parts, 2018 the complete unit), but nevertheless the older model is widely used (e.g., [20,21]). Table 3.…”

Section: Instrumentationmentioning

confidence: 99%

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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“…In comparison, urban activity of gasoline Euro 6 vehicles, considered as the cleanest passenger cars according to Euro standards certification, corresponds to approximately 28.6 mg NO x pkm −1 . This assumes a NO x emission level of 40 mg/km [51] and an occupancy rate of 1.4 [52]. This shows that hybrid diesel Euro VI buses provide almost four times less NO x than private cars per unit of passenger-distance travelling in Hong Kong.…”

Section: Pollutant Emissionsmentioning

confidence: 99%

Real-World Measurement of Hybrid Buses’ Fuel Consumption and Pollutant Emissions in a Metropolitan Urban Road Network

et al. 2018

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This study investigates pollutant emissions and fuel consumption of six Euro VI hybrid-diesel public transport buses operating on different scheduled routes in a metropolitan urban road network. Portable emission measurement systems (PEMS) are used in measurements and results are compared to those obtained from a paired number of Euro V conventional buses of the same body type used as control over the same routes. The selected routes vary from urban to highway driving and the experimentation was conducted over the first half of 2015. The available emissions data correspond to a wide range of driving, operating, and ambient conditions. Fuel consumption, distance- and energy-based emission levels are derived and presented in a comparative manner. The effect of different factors, including speed, ambient temperature, and road grade on fuel consumption and emissions performance is investigated. Mean fuel consumption of hybrid buses was found 6.1% lower than conventional ones, from 20% lower up to 16% higher, over six routes tested in total. The mean route difference between the two technologies was not statistically significant. Air conditioning decreased consumption benefits of the hybrid buses. Decrease of the mean route speed from 15 km h−1 tο 8 km h−1 increased the hybrid buses consumption by 63%. Nitrogen oxides (NOx) emissions of the Euro VI hybrid buses were 93 ± 5% lower than conventional Euro V ones. Nitrous oxide (N2O) emissions from hybrid Euro VI buses made up 5.9% of total greenhouse gas emissions and largely offset carbon dioxide (CO2) benefits. The results suggest that hybrid urban buses need to be assessed under realistic operation and environmental conditions to assess their true environmental and fuel consumption benefits.

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Real world CO2 and NOx emissions from 149 Euro 5 and 6 diesel, gasoline and hybrid passenger cars

Cited by 172 publications

References 28 publications

Emission Factors Derived from 13 Euro 6b Light-Duty Vehicles Based on Laboratory and On-Road Measurements

Emission Factors Derived from 13 Euro 6b Light-Duty Vehicles Based on Laboratory and On-Road Measurements

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

Real-World Measurement of Hybrid Buses’ Fuel Consumption and Pollutant Emissions in a Metropolitan Urban Road Network

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