Dataset Information

Impact of cold temperature on Euro 6 passenger car emissions.

ABSTRACT: Hydrocarbons, CO, NOx, NH₃, N₂O, CO₂ and particulate matter emissions affect air quality, global warming and human health. Transport sector is an important source of these pollutants and high pollution episodes are often experienced during the cold season. However, EU vehicle emissions regulation at cold ambient temperature only addresses hydrocarbons and CO vehicular emissions. For that reason, we have studied the impact that cold ambient temperatures have on Euro 6 diesel and spark ignition (including: gasoline, ethanol flex-fuel and hybrid vehicles) vehicle emissions using the World-harmonized Light-duty Test Cycle (WLTC) at -7 °C and 23 °C. Results indicate that when facing the WLTC at 23 °C the tested vehicles present emissions below the values set for type approval of Euro 6 vehicles (still using NEDC), with the exception of NOx emissions from diesel vehicles that were 2.3-6 times higher than Euro 6 standards. However, emissions disproportionally increased when vehicles were tested at cold ambient temperature (-7 °C). High solid particle number (SPN) emissions (>1 × 10¹¹ # km^-1) were measured from gasoline direct injection (GDI) vehicles and gasoline port fuel injection vehicles. However, only diesel and GDI SPN emissions are currently regulated. Results show the need for a new, technology independent, procedure that enables the authorities to assess pollutant emissions from vehicles at cold ambient temperatures. Harmful pollutant emissions from spark ignition and diesel vehicles are strongly and negatively affected by cold ambient temperatures. Only hydrocarbon, CO emissions are currently regulated at cold temperature. Therefore, it is of great importance to revise current EU winter vehicle emissions regulation.

SUBMITTER: Suarez-Bertoa R

PROVIDER: S-EPMC5817001 | biostudies-literature | 2018 Mar

REPOSITORIES: biostudies-literature

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Impact of cold temperature on Euro 6 passenger car emissions.

Suarez-Bertoa Ricardo R Astorga Covadonga C

Environmental pollution (Barking, Essex : 1987) 20171127

Hydrocarbons, CO, NOx, NH3, N2O, CO2 and particulate matter emissions affect air quality, global warming and human health. Transport sector is an important source of these pollutants and high pollution episodes are often experienced during the cold season. However, EU vehicle emissions regulation at cold ambient temperature only addresses hydrocarbons and CO vehicular emissions. For that reason, we have studied the impact that cold ambient temperatures have on Eu ...[more]

PMID: 29190540

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Project description:The current experimental study presents particulate emissions from 30 Euro 1-4 L-category vehicles (i.e. 2-, 3- and 4-wheelers such as mopeds, motorcycles, quads and minicars, registered in Europe between 2009 and 2016) tested on a chassis dynamometer. The objectives were to identify those sub-categories with high emissions, to assess whether the measures prescribed in the Euro 5 legislation will effectively control particulate emissions and finally to investigate the need for additional measures. The results showed that 2-stroke (2S) mopeds and diesel minicars comprised the vehicles with the highest particulate mass (PM) and solid particle number above 23 nm (SPN23) emissions (up to 64 mg/km and 4.5 × 1013 km-1, respectively). It is uncertain whether the installation of diesel particulate filters (DPF) is a cost-effective measure for diesel mini-cars in order to comply with Euro 5 standard, while advanced emission controls will be required for 2S mopeds, if such vehicles remain competitive for Euro 5. Regarding 4-stroke mopeds, motorcycles and quads, PM emissions were one order of magnitude lower than 2S ones and already below the Euro 5 limit. Nevertheless, SPN23 emissions from these sub-categories were up to 5 times higher than the Euro 6 passenger cars limit (6 × 1011 km-1). Even recent Euro 4 motorcycles exceeded this limit by up to 3 times. These results indicate that L-category vehicles are a significant contributor to vehicular particulate emissions and should be further monitored during and after the introduction of the Euro 5 step. Moreover, including SPN in the range 10-23 nm increases emission levels by up to 2.4 times compared to SPN23, while volatile and semi-volatile particle numbers were even higher. Finally, cold engine operation was found to be a significant contributor on SPN23 emissions, especially for vehicles with lower overall emission levels. These results indicate that a specific particle number limit may be required for L-category to align emissions with passenger cars.

Project description:Passenger cars are an important source of air pollution, especially in urban areas. Recently, real-driving emissions (RDE) test procedures have been introduced in the EU aiming to evaluate nitrogen oxides (NOx) and particulate number (PN) emissions from passenger cars during on-road operation. Although RDE accounts for a large variety of real-world driving, it excludes certain driving situations by setting boundary conditions (e.g., in relation to altitude, temperature or dynamic driving). The present work investigates the on-road emissions of NOx, NO2, CO, particle number (PN) and CO2 from a fleet of 19 Euro 6b, 6c and 6d-TEMP vehicles, including diesel, gasoline (GDI and PFI) and compressed natural gas (CNG) vehicles. The vehicles were tested under different on-road driving conditions outside boundaries. These included 'baseline' tests, but also testing conditions beyond the RDE boundary conditions to investigate the performance of the emissions control devices in demanding situations. Consistently low average emission rates of PN and CO were measured from all diesel vehicles tested under most conditions. Moreover, the tested Euro 6d-TEMP and Euro 6c diesel vehicles met the NOx emission limits applicable to Euro 6d-TEMP diesel vehicles during RDE tests (168 mg/km). The Euro 6b GDI vehicle equipped with a gasoline particulate filter (GPF) presented PN emissions < 6 × 1011 #/km. These results, in contrast with previous on-road measurements from earlier Euro 6 vehicles, indicate more efficient emission control technologies are currently being used in diesel and gasoline vehicles. At the same time, the results suggest that particular attention should be given to CO and PN emissions of certain types of vehicles when driven under dynamic conditions, and possibly additional work is necessary. In particular, the emissions of CO (measured in this study during the regulated RDE test, but without an emission limit associated to it) or PN from PFI vehicles (presently not covered by the Euro 6 standard) showed elevated results in some occasions. Emissions of CO were up to 7.5 times higher when the more dynamic tests were conducted and the highest PN emissions were measured from a PFI gasoline vehicle during dynamic driving. Although based on a limited sample of cars, our work points to the relevance of a technology- and fuel-neutral approach to vehicle emission standards, whereby all vehicles must comply with the same emission limits for all pollutants.

Dataset Information

Impact of cold temperature on Euro 6 passenger car emissions.

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Impact of cold temperature on Euro 6 passenger car emissions.

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