Deliverable 10 Contents

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Deliverable 10 Contents

• Vehicles/engines
• Diesel passenger cars
• Gasoline (PFI-DISI) passenger cars
• Diesel heavy duty vehicles
• Diesel heavy duty engines
• Fuels
• Diesel D2
• Gasoline G1
• Technologies
• Euro I
• Euro II
• Euro III

2
Diesel Light Duty Vehicles
3
Diesel Light Duty VehiclesRegulated PM for
different cycles

• Euro 1- Euro 3 are below the Euro III limit of
  0.05 g/km. Euro 3 found at 55-75 of the emission
  standard.
• In Artemis Motorway vehicle particularities are
  more important than emission standard. The
  vehicles measured at MTC shows increases beyond
  Euro I.
• DGI results showed in general the same behavior
  with the regulated PM mass, even though DGI
  results do not reveal the actual emission level
  of the vehicles, at least in transient cycle
  tests. Also, the variability of DGI results was
  of the same level with conventional PM mass.

4
Diesel Light Duty VehiclesPM DGI
comparison at 50 km/h

• Steady state tests were mainly performed in order
  to obtain SMPS scans and cross-check DGI results
  with PM ones. All labs have performed tests at 50
  km/h. There is a fair agreement between DGI and
  PM and a similar variability.
• The significantly higher DGI results obtained in
  the 90 km/h tests of the VW Golf measured in MTC,
  was accompanied with a great variability (also
  accompanied by other particle properties so
  requires investigation)

5
Diesel Light Duty VehiclesMass-weighted size
distribution for two different cycles

• Particle mass below 0.2 µm at the NEDC was 65
  for the Euro 1 vehicle, 70-85 for the Euro 2
  ones and 80 90 for the Euro 3 vehicles.
• There has been no particular mass collected in
  the stages above 1 ?m (artefacts, re-entrained
  material, etc.).
• In the aggressive Artemis Motorway, share of
  Stage 2 increases for Euro III vehicles (and MTC
  Euro II)

6
Diesel Light Duty VehiclesInformation from
the wet branch

• Total particle number and active surface decrease
  with technology improvement for the NEDC (4 E14
  to 1 E14 km-1 and from 2 E5 to 0.8 E5 cm2/km)
• Oxidation catalyst decreases particle emissions
  (little but consistently over all cycles except
  Artemis Motorway)
• Vehicle performance over the Artemis motorway is
  opposite to the rest cycles (nucleation effects)

7
Diesel Light Duty VehiclesSMPS Distributions

• Dg for Euro III were 60-70 nm at 50 km/h and 90
  km/h tests and 20 nm at 120 km/h tests
  indicating a significant formation of
  nanoparticles at 120 km/h tests
• Dg for Euro I II vehicles varied in the range
  40-50 nm.
• The effect of the oxidation catalyst is not
  visible over steady states.
• There seems to be a problem with SMPS level at
  Shell

8
Diesel Light Duty VehiclesDry Branch
information

• There is no obvious effect of vehicle technology
  over the cold NEDC (behaviour is vehicle
  specific)
• There is a substantial solid particle number in
  the filter stage only for MTC Euro 2 (Shell
  results calculated differently than the rest)
• If we dont take filter stage into account, dg
  for different technologies are Euro I 63nm, Euro
  II 64-68 nm, Euro III 58-68 nm (results are
  vehicle specific)

9
Gasoline Light Duty Vehicles
10
Gasoline Light Duty Vehicles Regulated PM
for different cycles
ULEV
DISI

• The regulated PM results were lower than 5 mg/km
  for all conventional vehicles, in almost all
  driving cycle tests (2 mg/km over NEDC). An
  increase was observed in Artemis Motorway for the
  ULEV vehicle (17 mg/km).
• The DISI measured at Shell gave 8.5 mg/km. This
  increase was also revealed in other particle
  properties.
• The Euro I vehicle measured at LAT emitted higher
  particulate mass from the Euro III in all driving
  cycles.
• The DGI results showed the same trends with the
  regulated PM ones (but not a substantial ULEV
  increase over Motorway).

11
Gasoline Light Duty VehiclesWet-branch
information

• Active surface over the NEDC ranged from 0.6 E3
  cm2/km (LAT Euro III) to 30 E3 cm2/km (for DISI
  Euro III). (Diesels 85-200 E3)
• Total particle number(1/km) over NEDC 0.005 E14
  (ULEV) to 0.25 E14 (DISI). Diesels 1.5-4.0 E14.
• It seems that, the particle emissions of the ULEV
  vehicle depend strongly on the driving
  conditions. The lowest particle emissions for the
  particular vehicle were observed in Hot UDC tests
  (7 E10 /km 5 cm2/km) and the highest in
  Artemis Motorway tests (5.5 E12 /km 9104
  cm2/km).

12
Gasoline Light Duty VehiclesSMPS distributions

• Euro III at LAT at SMPS noise level.
• There were indications of nucleation mode
  formation for the Euro I (50 km/h) and the DISI
  (120 km/h).
• Mean dg at 50 km/h 35 nm, at 120 km/h 20 -35 nm

13
Gasoline Light Duty VehiclesDry branch
(losses corrected only for LAT)

• Emission levels at cold NEDC (St1-7) are Euro I
  0.023 E14, Euro III 0.0028 E14, ULEV 0.0027 E14
  40, DISI 0.17 E14 40)
• No large effect of the driving cycle except of
  the ULEV (2-3 orders of magnitude!)
• Most of the particle size in the filter stage and
  then stage 1. (DISI calculated with different
  algorithm)

14
Heavy Duties
15
Heavy Duty VehiclesRegulated PM and DGI PM

• Euro 2 from VTT appears as a lower emitter
  compared to the Euro 3 over the ETC, verified by
  both CVS and DGI results
• Over ESC, Euro 2 from VTT is at the same levels
  with Euro 3 from the other labs
• 55-60 of the total mass is collected in Stage 1
  of the DGI (for PCs 65-90 was classified in St.1)

16
Heavy Duty VehiclesInformation from wet
branch

• Active surface from Euro III is found generally
  above Euro II except Motorway
• Number concentration from Euro II is constantly
  higher. Hence, Euro II develops higher nucleation
  mode
• AVL shows the same number concentration in all
  driving cycles (probably CPC saturation)

17
Heavy Duty VehiclesSMPS Distributions
(possible mis-allocation of conditions)
ECE R49/2
ESC Mode 5
ESC Mode 12
Load 25, Speed A-10
18
Heavy Duty VehiclesInformation from the wet
branch