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Particulate emissions from L-Category vehicles towards Euro 5.

ABSTRACT: 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.

SUBMITTER: Kontses A

PROVIDER: S-EPMC7043005 | biostudies-literature | 2020 Mar

REPOSITORIES: biostudies-literature

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Particulate emissions from L-Category vehicles towards Euro 5.

Kontses A A Ntziachristos L L Zardini A A AA Papadopoulos G G Giechaskiel B B

Environmental research 20191224

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 measure ...[more]

PMID: 31887467

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Project description:The characterization of vehicle exhaust emissions of volatile organic compounds (VOCs) is essential to estimate their impact on the formation of secondary organic aerosol (SOA) and, more generally, air quality. This paper revises and updates non-methane volatile organic compounds (NMVOCs) tailpipe emissions of three Euro 5 vehicles during Artemis cold urban (CU) and motorway (MW) cycles. Positive matrix factorization (PMF) analysis is carried out for the first time on proton transfer reaction time-of-flight mass spectrometer (PTR-ToF-MS) datasets of vehicular emission. Statistical analysis helped to associate the emitted VOCs to specific driving conditions, such as the start of the vehicles, the activation of the catalysts, or to specific engine combustion regimes. Merged PTR-ToF-MS and automated thermal desorption gas chromatography mass spectrometer (ATD-GC-MS) datasets provided an exhaustive description of the NMVOC emission factors (EFs) of the vehicles, thus helping to identify and quantify up to 147 individual compounds. In general, emissions during the CU cycle exceed those during the MW cycle. The gasoline direct injection (GDI) vehicle exhibits the highest EF during both CU and MW cycles (252 and 15 mg/km), followed by the port-fuel injection (PFI) vehicle (24 and 0.4 mg/km), and finally the diesel vehicle (15 and 3 mg/km). For all vehicles, emissions are dominated by unburnt fuel and incomplete combustion products. Diesel emissions are mostly represented by oxygenated compounds (65%) and aliphatic hydrocarbons (23%) up to C22, while GDI and PFI exhaust emissions are composed of monoaromatics (68%) and alkanes (15%). Intermediate volatility organic compounds (IVOCs) range from 2.7 to 13% of the emissions, comprising essentially linear alkanes for the diesel vehicle, while naphthalene accounts up to 42% of the IVOC fraction for the gasoline vehicles. This work demonstrates that PMF analysis of PTR-ToF-MS datasets and GC-MS analysis of vehicular emissions provide a revised and deep characterization of vehicular emissions to enrich current emission inventories.

Dataset Information

Particulate emissions from L-Category vehicles towards Euro 5.

Publications

Particulate emissions from L-Category vehicles towards Euro 5.

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