Real world emissions performance of heavy-duty Euro VI diesel vehicles

Grigoratos, Theodorοs; Fontaras, Georgios; Giechaskiel, Barouch; Zacharof, Nikiforos

doi:10.1016/j.atmosenv.2018.12.042

Cited by 180 publications

(75 citation statements)

References 28 publications

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“…It was shown that compared to older technologies there is a huge improvement; nevertheless, the ultimate goal is to reach almost zero emission levels. The same applies to other diesel heavy-duty trucks which usually have high emissions under city conditions [14,21,35]. One approach is using compressed natural gas (CNG) vehicles that had lower NO x emissions than diesel vehicles [9,10,13,37,38].…”

Section: Discussionmentioning

confidence: 99%

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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: Discussionmentioning

confidence: 99%

“…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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“…Herein, NOx emissions from some models exceeded the standards. Compared with the Euro 5 HDVs, NOx emissions from these vehicles decreased by approximately 89% [28,29].…”

Section: Euro 5 and Euro 6 Vehicle Emissionsmentioning

confidence: 97%

NOx Emissions from Euro 5 and Euro 6 Heavy-Duty Diesel Vehicles under Real Driving Conditions

Park

Kang

et al. 2020

Energies

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Despite the strengthening of vehicle emissions standards and test methods, nitrogen oxide (NOx) emissions from on-road mobile sources are not being notably reduced. The introduction of real driving emission (RDE) regulations is expected to reduce the discrepancy between emission regulations and actual air pollution. To analyze the effects of RDE regulations on heavy-duty diesel vehicles, pollutants emitted while driving were measured using a portable emission measurement system (PEMS) for Euro 5 and Euro 6 vehicles, which were produced before and after RDE regulations, respectively. NOx emissions were compared as a function of emissions allowance standards, gross vehicle weight (GVW), average vehicle speed, and ambient temperature. NOx emissions from Euro 6 vehicles were found to be low, regardless of GVW; emissions from both vehicular categories increased with a decline in the average speed. To reflect real road driving characteristics more broadly in the RDE test method for heavy-duty vehicles, it is necessary to consider engine power, which is a criterion for classifying effective sections, in the moving average window (MAW) analysis method, as well as including cold start conditions.

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“…In recent years, standards for the diesel engine have been severely tightened [34,35]. The basic method for reducing toxins is the use of the common rail fuel injection [36,37].…”

Section: Introductionmentioning

confidence: 99%

Toxicity of Exhaust Fumes (CO, NOx) of the Compression-Ignition (Diesel) Engine with the Use of Simulation

et al. 2019

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Nowadays more and more emphasis is placed on the protection of the natural environment. Scientists notice that global warming is associated with an increase of carbon dioxide emissions, which results inter alia from the combustion of gasoline, oil, and coal. To reduce the problem of pollution from transport, the EU is introducing increasingly stringent emission standards which should correspond to sustainable conditions of the environment during the operation of motor vehicles. The emissivity value of substances, such as nitrogen oxides (NOx), hydrocarbons (HC), carbon monoxide (CO), as well as solid particles, was determined. The aim of this paper was to examine, by means of simulation in the Scilab program, the exhaust emissions generated by the 1.3 MultiJet Fiat Panda diesel engine, and in particular, carbon monoxide and nitrogen oxides (verified on the basis of laboratory tests). The Fiat Panda passenger car was selected for the test. The fuels supplied to the tested engine were diesel and FAME (fatty acid methyl esters). The Scilab program, which simulated the diesel engine operation, was the tool for analyzing the exhaust toxicity test. The combustion of biodiesel does not necessarily mean a smaller amount of exhaust emissions, as could be concluded on the basis of information contained in the subject literature. The obtained results were compared with the currently valid EURO-6 standard, for which the limit value for CO is 0.5 g/km, and for NOx − 0.08 g/km, and it can be seen that the emission of carbon monoxide did not exceed the standards in any case examined. Unfortunately, when analyzing the total emissions of nitrogen oxides, the situation was completely the opposite and the emissions were exceeded by 20–30%.

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Real world emissions performance of heavy-duty Euro VI diesel vehicles

Cited by 180 publications

References 28 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

NOx Emissions from Euro 5 and Euro 6 Heavy-Duty Diesel Vehicles under Real Driving Conditions

Toxicity of Exhaust Fumes (CO, NOx) of the Compression-Ignition (Diesel) Engine with the Use of Simulation

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