Evaluation of emission factors for light-duty gasoline vehicles based on chassis dynamometer and tunnel studies in Shanghai, China

2017 ◽  
Vol 169 ◽  
pp. 193-203 ◽  
Author(s):  
Cheng Huang ◽  
Shikang Tao ◽  
Shengrong Lou ◽  
Qingyao Hu ◽  
Hongli Wang ◽  
...  
Keyword(s):  
Emission Factors ◽  
Chassis Dynamometer ◽  
Light Duty ◽  
Gasoline Vehicles

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

Atmosphere ◽  
2019 ◽  
Vol 10 (5) ◽  
pp. 243 ◽  
Author(s):  
Victor Valverde ◽  
Bernat Mora ◽  
Michaël Clairotte ◽  
Jelica Pavlovic ◽  
Ricardo Suarez-Bertoa ◽  
...  
Keyword(s):  
Co2 Emissions ◽  
Particle Number ◽  
Cold Start ◽  
Emission Factors ◽  
Testing Procedures ◽  
Diesel Vehicles ◽  
Type Approval ◽  
Light Duty ◽  
Gasoline Vehicles ◽  
Light Duty Vehicles

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 (NOX), particle number (PN), carbon monoxide (CO), total hydrocarbons (HC), and carbon dioxide (CO2) 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 NOX 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 NOX 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 NOX than those with port fuel injection (PFI) on RDE tests. Large NOX 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 (~1010 #/km) over all testing conditions including low temperature and high dynamicity. GDIs (~1012 #/km) and PFIs (~1011 #/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 CO2 emissions were ~33% and 41% higher than the declared CO2 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 CO2 emissions for both diesel and gasoline vehicles. Results for NOX, CO and CO2 were used to derive average on-road emission factors that are in good agreement with the emission factors proposed by the EMEP/EEA guidebook.

scholarly journals Identification and quantification of particulate tracers of exhaust and non-exhaust vehicle emissions

2019 ◽  
Vol 19 (7) ◽  
pp. 5187-5207 ◽  
Author(s):  
Aurélie Charron ◽  
Lucie Polo-Rehn ◽  
Jean-Luc Besombes ◽  
Benjamin Golly ◽  
Christine Buisson ◽  
...  
Keyword(s):  
Road Traffic ◽  
Exhaust Emissions ◽  
Emission Factors ◽  
Traffic Emissions ◽  
Chassis Dynamometer ◽  
Traffic Emission ◽  
The Road ◽  
Light Duty ◽  
Key Species ◽  
Brake Wear

Abstract. In order to identify and quantify key species associated with non-exhaust emissions and exhaust vehicular emissions, a large comprehensive dataset of particulate species has been obtained thanks to simultaneous near-road and urban background measurements coupled with detailed traffic counts and chassis dynamometer measurements of exhaust emissions of a few in-use vehicles well-represented in the French fleet. Elemental carbon, brake-wear metals (Cu, Fe, Sb, Sn, Mn), n-alkanes (C19-C26), light-molecular-weight polycyclic aromatic hydrocarbons (PAHs; pyrene, fluoranthene, anthracene) and two hopanes (17α21βnorhopane and 17α21βhopane) are strongly associated with the road traffic. Traffic-fleet emission factors have been determined for all of them and are consistent with most recent published equivalent data. When possible, light-duty- and heavy-duty-traffic emission factors are also determined. In the absence of significant non-combustion emissions, light-duty-traffic emissions are in good agreement with emissions from chassis dynamometer measurements. Since recent measurements in Europe including those from this study are consistent, ratios involving copper (Cu∕Fe and Cu∕Sn) could be used as brake-wear emissions tracers as long as brakes with Cu remain in use. Near the Grenoble ring road, where the traffic was largely dominated by diesel vehicles in 2011 (70 %), the OC∕EC ratio estimated for traffic emissions was around 0.4. Although the use of quantitative data for source apportionment studies is not straightforward for the identified organic molecular markers, their presence seems to well-characterize fresh traffic emissions.

scholarly journals Characterizing Black Carbon Emissions from Gasoline, LPG, and Diesel Vehicles via Transient Chassis-Dynamometer Tests

2020 ◽  
Vol 10 (17) ◽  
pp. 5856
Author(s):  
Gyutae Park ◽  
Kyunghoon Kim ◽  
Taehyun Park ◽  
Seokwon Kang ◽  
Jihee Ban ◽  
...  
Keyword(s):  
Black Carbon ◽  
Coal Combustion ◽  
Gasoline Direct Injection ◽  
Environmental Research ◽  
Particulate Filter ◽  
Biomass Combustion ◽  
Liquefied Petroleum Gas ◽  
Chassis Dynamometer ◽  
Diesel Vehicles ◽  
Gasoline Vehicles

With global anthropogenic black carbon (BC) emissions increasing, automobiles are significantly contributing as the major source of emissions. However, the appropriate regulations of BC emissions from vehicles are not in place. This study examined BC emissions following fuel types (gasoline, liquefied petroleum gas (LPG), and diesel) and engine combustion (gasoline direct injection (GDI) and multi-port injection (MPI) for gasoline vehicles) with emission regulations. To this end, chassis dynamometer and aethalometer (AE33) were used. Driving modes created by the National Institute of Environmental Research (NIER) and emission certification modes (CVS-75 and NEDC) for vehicles in Korea were used to determine BC emissions for various vehicle speeds. In addition, the contributions of biomass and coal combustion to the data of AE33 were analyzed to determine the possibility of tracking the BC sources. MPI, LPG, and EURO 6 with diesel particulate filter (DPF) vehicles emitted the lowest BC emissions in NIER modes. Among gasoline vehicles, MPI vehicles showed the lower BC content in PM emissions. Also, older vehicles in MPI vehicles emitted the high PM and BC emissions. The BC emissions of EURO 3 vehicles without DPF were the highest as the results of previous studies, and it was found that as emissions regulations were tightened, the level of BC results of diesel vehicles became similar with MPI vehicles. The average absorption Ångström exponent (AAE) from difference emissions sources were biomass combustion (oak wood) > coal combustion (the power plant stack) > automobile emissions (gasoline, LPG, diesel).

Effects of Cold Temperature and Ethanol Content on VOC Emissions from Light-Duty Gasoline Vehicles

2015 ◽  
Vol 49 (21) ◽  
pp. 13067-13074 ◽  
Author(s):  
Ingrid J. George ◽  
Michael D. Hays ◽  
Jason S. Herrington ◽  
William Preston ◽  
Richard Snow ◽  
...  
Keyword(s):  
Cold Temperature ◽  
Voc Emissions ◽  
Light Duty ◽  
Ethanol Content ◽  
Gasoline Vehicles

scholarly journals Aerosol Particle and Black Carbon Emission Factors of Vehicular Fleet in Manila, Philippines

Atmosphere ◽  
2019 ◽  
Vol 10 (10) ◽  
pp. 603 ◽  
Author(s):  
Madueño ◽  
Kecorius ◽  
Birmili ◽  
Müller ◽  
Simpas ◽  
...  
Keyword(s):  
Air Quality ◽  
Black Carbon ◽  
Public Transportation ◽  
Chemical Properties ◽  
Emission Factors ◽  
Public Utility ◽  
Developing Regions ◽  
Physical Measurements ◽  
Light Duty ◽  
Light Duty Vehicles

Poor air quality has been identified as one of the main risks to human health, especially in developing regions, where the information on physical chemical properties of air pollutants is lacking. To bridge this gap, we conducted an intensive measurement campaign in Manila, Philippines to determine the emission factors (EFs) of particle number (PN) and equivalent black carbon (BC). The focus was on public utility jeepneys (PUJ), equipped with old technology diesel engines, widely used for public transportation. The EFs were determined by aerosol physical measurements, fleet information, and modeled dilution using the Operational Street Pollution Model (OSPM). The results show that average vehicle EFs of PN and BC in Manila is up to two orders of magnitude higher than European emission standards. Furthermore, a PUJ emits up to seven times more than a light-duty vehicles (LDVs) and contribute to more than 60% of BC emission in Manila. Unfortunately, traffic restrictions for heavy-duty vehicles do not apply to PUJs. The results presented in this work provide a framework to help support targeted traffic interventions to improve urban air quality not only in Manila, but also in other countries with a similar fleet composed of old-technology vehicles.

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