Cold Start with Ethanol-Blend Fuels and Influences on Non-Legislated Emissions of a GDI Flex Fuel Vehicle.

Using bioalcohols as a renewable energy source to substitute a part of fossil energy traffic and increasing the sustainability of individual transportation are important objectives in several countries. The global share of Bioethanol used for transportation is continuously increasing. Ethanol is a biomass-based renewable fuel that can be produced by alcoholic fermentation of sugar beet, sugar can, corn, and wheat (bio-ethanol), although petro-ethanol also exists, i.e., ethanol produced from fossil fuels. In the present tests we performed repeated cold starts performed with all investigated fuels, in two temperature ranges approaching 0ºC and 20ºC and with online measurement of different legislated and non-legislated emission components. The investigated fuel contained ethanol (E), in the portions of 10% and 85% by volume. The investigated vehicle represented a newer state of technology and an emission level of Euro 5. The engine works with homogenous GDI concept and with 3-W-catalyst (3WC). Since there is a special concern about the particle emissions of gasoline cars with direct injection, the nanoparticle counts measurements were systematically performed. The non-legislated gaseous emissions were tested at the tailpipe with FTIR, this with special focus on NH3, HCHO (formaldehyde), and MeCHO (acetaldehyde)

Quality Test Procedures & Emissions with DPF+SCR Systems

The combined exhaust gas aftertreatment systems (DPF+SCR) are the most efficient way and the best available technology (BAT) to radically reduce the critical Diesel emission components particles (PM&NP) and nitric oxides (NOx). SCR (selective catalytic reduction) is regarded as the most efficient deNOx-system, diesel particle filters are most efficient for soot abatement. Today, several suppliers offer combined systems for retrofitting of HD vehicles.Quality standards for those quite complex systems and especially for retrofit systems are needed to enable decisions of several authorities and to estimate the potentials of improvements of the air quality in highly populated agglomerations.The present paper informs about the VERTdePN *) quality test procedures, which were developed in an international network project with the same name (dePN … decontamination, disposal of PM / NP and of NOx) 2007-2011. Some interesting results of research on the engine dynamometer from the last test period 2011-2013 are given as a complement of the already published results.The objective to introduce the SCR-, or combined DPF+SCR-systems in the VERT verification procedure was accomplished.During the tests additionally to the regulated gaseous emissions several unregulated components such as NH3, NO2 and N2O were measured. The analysis of nanoparticle emissions was performed with SMPS and NanoMet.The most important statements are:•the procedures for the quality verification of SCR-, or (DPF+SCR) - systems are developed and confirmed,•these test procedures on HD-chassis dynamometer and on-road are useful for OEM- and for retrofit systems,•engine dynamometer testing enables the deepest insight in the investigated system concerning: secondary- and non-legislated emissions, variations of feed factor, analysis on different sampling positions and at specific engine operating conditions (like legal test procedures),•testing on HD-chassis dynamometer can partially replace the engine dynamometer depending on the possibilities of the installation,•testing of SCR-systems on vehicle is important, because of urea dosing, urea mixing and electronic control, •the filtration efficiency of a DPF is independent of the operating condition (except of regeneration period, or passing over the maximum space velocity),•the NOx reduction efficiency of SCR-systems is dependent on the operating conditions, because of the optimaltemperature window of the SCR-catalysis; at the conditions with exhaust temperature below 200°C the urea dosing is stopped.There is an intense further development of those aftertreatment systems and their electronic control, which opens further potentials of improvements

Nanoparticle Counts Emissions of Trucks: EURO 3 with and without DPF Compared to EURO 4 and EURO 5

Investigations of emissions from three modern HD vehicles (HDV) were carried out on a chassis-dynamometer. One of the vehicles uses PM-Kat and is certified according to EURO4. The second one is EURO5 compliant and uses SCR. The third one is was a EURO3 HDV, which was tested with and without VERT-certified DPF. The investigation focussed on solid particles in the mobility size range of 10-400nm. The instruments were SMPS, NanoMet, PASS and ELPI. Sampling conformed to PMP for SMPS and NanoMet, PASS and ELPI were used with FPS-dilution. Metallic emissions were measured using ICP-MS. Also measured were inherent secondary emissions, especially NO2 and NH3. Compared to EURO3 without DPF a moderate curtailment of nanoparticle emissions was observed for the majority of operating points for EURO4 with PM-Kat and EURO5 with SCR. However, at full load the EURO5 engine emitted higher concentrations than a EURO3 engine without DPF. A stochastic particle release was observed from the PM-Kat of the EURO4 engine. Its penetration scatter was very much dependant on the soot burden and the testing history. Compared to a EURO3 engine with a DPF conforming to VERT criteria, both modern engines EURO4 and EURO5 emitted 100-500 times more nanoparticles. Very good results of the gaseous emissions – a significant reduction of NOx – showed the EURO5 engine. There were no deleterious effects observed due to the SCR. The concentrations of NH3 and N2O remained close to the detection limit. However, the EURO4 engine emitted rather high concentrations of NO2 at about half load range. Emissions of Vanadium with EURO5 and Platinum with EURO4 were low in both cases, even below detection limit

Research on Engine Lube Oil Deterioration and Emissions of Diesel Engines with BioFuels (RME)

In the Diesel sector the fatty acid methyl esters (FAME’s) – in Europe mostly RME *) (rapeseed methyl ester) and in US mostly SME (soja oil methyl ester) – are used as a various share, % volume blends with the Diesel fuel (B5, B7, B10, B20, Bxx). The present joint project focuses on RME being the most important representative of the biofuels of 1st generation in Europe. The influences of RME blend fuels on emissions and on lube oil deterioration are emphasised.Emissions were investigated on a modern engine with exhaust gas aftertreatment devices like SCR and (DPF+ SCR) with blend fuels containing different share of RME (B7, B20, B30 & B100).The most important findings are:•the increased share of RME w/o aftertreatment causes an increase of NOx by higher engine load and reduction of CO & HC; at transient operation (ETC) these tendencies are less pronounced and only B100 shows an increase of NOx,•with SCR alone there are no differences of NOx and of NOx reduction rate (KNOX) with increasing RME portion; there is lowering of CO & HC,•with DPF+SCR KNOX-values are slightly higher, than with SCR alone, due to the production of NO2 in the catalytic DPF (upstream of SCR),•there is excellent count filtration efficiency of DPF, up to 99.9%; with SCR alone there is usually a small reduction of nanoparticles concentrations (in the range of 10-20%, similar like an usual oxidation catalyst).The paper describes as well significant problems related to the influences of biofuels on engine lube oils deterioration demonstrated by monitoring the engine lube oil aging during its operation in heavy duty (HD) and modern high speed direct injection (HSDI) light duty (LD) engine through the bench tests. Increasing usage of Diesel biofuels has an impact on accelerated degradation of engine oil performance. On the basis of the obtained results it can be stated that:•the presence of bio-components in the fuel has significant impact on multidirectional hastening of engine lube oil destruction processes,•kind of base lube oil, lube oil additives components and RME-portion, as well as engine design and its operating conditions are very essential factors influencing the engine lube oil performance degradation,•the processes taking place in an engine lubricant, adversely influence the limited possibilities of bio-componentsevaporation from engine lube oil and contribute to initiation of accelerated, deeper engine lube oil oxidation and degradation. Oxidation causes the oil to thicken, to form acids and generally to lose the lubrication qualities which are important for engine performance. The aged lube oil shortens the engine life by creation deposits on engine pistons, in combustion chambers and on valves, stucking rings and provoking the bore polishing

Non-legislated emissions and PN of two passenger cars with gasoline-butanol blends

Increasing the sustainability of individual transportation and replacing a part of fossil energy in traffic by renewable energy carriers are worldwide important objectives. Bioalcohols are generally recognized as one of very useful alternatives. The global share of bioethanol used for transportation is continuously increasing. Butanol, a four-carbon alcohol, is considered in the last years as an interesting alternative fuel, both for diesel and for gasoline application. Its advantages for engine operation are: good miscibility with gasoline and diesel fuels, higher calorific value than ethanol, lower hygroscopicity, lower corrosivity and possibility of replacing aviation fuels. In the present work, the emissions of two gasoline vehicles – with older and with newer technology – were investigated in dynamic-, stationary and cold start operation

Influences of special driving situations on emissions of passenger cars

Emission factors and emission inventories are an im-portant source of data for compiling and modelling the emissions of traffic in different situations. There is in EU a continuous work and development of emission data inventories, [1–6]. Since the introduction (in 2017) of the road-testing (RDE – real driving emissions) as an obligatory element of the legal testing procedures, the increased amount of RDE-data can be used for different objectives, such as: further development of emission inventories, compliance with “In-Service Conformity” (ISC, EU regulation 2018/1832) and market surveillance activities (EU regulation 2018/858). Extensive activities of testing RDE by means of PEMS (portable emissions measuring systems) have been per-formed in the last years, aiming not only the emissions but also the improvements of instrumentation, of testing procedures and of evaluation [5–17]. A well-known fact is that the emissions at cold start, during the warm-up and at the low speed phases of urban operation, both in the laboratory and on the road, tend to be higher for all pollutants [13, 18–24]. This fact supports even the idea for future introduction of urban emission limits for the short trips, which are very frequent in Europe [5]. In order to enable an automatic co-evaluation of emissions from the special (non)driving situations, the necessary definitions were proposed in the present work. With these definitions, the RDE data of 7 vehicles were processed and the emissions in special driving situations were obtained (part 1). Additionally, some special situations like cold start, warm-up and stop&go were reproduced on the chassis dynamometer with cars of different ages and different tech-nology (part 2). This paper gives some new insights in the topic of emissions from special driving situations

Performance of in-use buses retrofitted with diesel particle filters

Inhalation of combustion generated nanoparticles leads to major adverse health effects. Public road transportation heavily depends on diesel fueled vehicles, which greatly contribute to air pollution in urban centers. Retrofitting polluting older buses with diesel particulate filter (DPF) is a cost-effective measure to quickly reduce particulate emissions. This study experimentally analyses the impact of DPF retrofitting on particulate emissions and engine performance aspects of in-use diesel buses. DPFs from three different major manufacturers were installed in 18 urban and intercity Euro III buses of a major Israeli bus company. Particulate number (PN) concentration and size distribution were measured both before and after DPF at different engine operating regimes. The average increase in fuel consumption due to DPF retrofitting was measured to be less than 2.5%, and backpressure increase is about one third of the acceptable limit. No deterioration of buses engine, as well as vehicle drivability were detected. The average reduction in total PN emissions was found to be higher than 97%, with no substantial difference between the different DPF manufacturers

Non-Regulated Emissions and PN of Two Passenger Cars with Diesel-Butanol Blends

Biofuels represent one of the alternatives to obtain the CO2-neutral propulsion of IC-engines. Butanol, which can be produced from biomass, is considered and was investigated in the last years due to the very advantageous characteristics of this alternative fuel. Butanol can be easily and irreversibly blended both with light (gasoline) and heavier (Diesel) fuels. Comparing with ethanol it has the advantages of: higher calorific value, lower hygroscopicity and lower corrosivity. It can replace the aviation fuels. This paper presents the emission results obtained on two Diesel passenger cars with different technology (Euro2 and Euro6c) and with addition of Butanol to Diesel fuel, as a part of the research project DiBut (Diesel and Butanol). Interesting results are given about some non-legislated (non-regulated) components, Acetaldehyde (MeCHO) and Formaldehyde (HCHO) and about the PN-emissions with/without DPF

Combinations of Measures for Reduction of NO x & Nanoparticles of a Diesel Engine

ABSTRACT Reduction of NO x -and particle emissions of Diesel engines is worldwide an important challenge for the engineers. Some unregulated components, like NO 2 , NH 3 and naoparticles NP *) came in the focus of attention in the last years

Nanoparticle Research on Four Gasoline Cars

The invisible nanoparticles (NP) from combustion processes penetrate easily into the human body through the respiratory and olfactory ways and carry numerous harmful health effects potentials. NP count concentrations are limited in EU for Diesel passenger cars since 2013 and for gasoline cars with direct injection (GDI) since 2014. The limit for GDI was temporary extended to 6 x 1012 #/km. Nuclei of metals as well as organics are suspected to significantly contribute especially to the ultrafine particle size fractions, and thus to the particle number concentration. In the present paper, some results of investigations of nanoparticles from four gasoline cars – an older one with MPI and three never with DI – are represented. The measurements were performed at vehicle tailpipe and in CVS-tunnel. The results show that the older vehicle with MPI emits high particle count concentrations. The size distributions of this vehicle are decisively bimodal with high numbers in nuclei mode. The emissions of the newer vehicles with DI show sometimes no typical uniform shape of particle size distributions and are at lower level, than for the older vehicle. There is no visible nuclei mode and the ultrafine particle concentrations below 10 nm are insignificant. Some of the newer, low-emitting vehicles show at constant speed operation a periodical fluctuation of the NPemissions. Increased NP-emissions at cold start were confirmed