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Emissions of new technology Euro 4 vehicles

Conference Paper · January 2009

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Emissions of New Technology Euro 4 Vehicles
M.V. Prati1, M.A. Costagliola2
1. Istituto Motori - C.N.R., Napoli – ITALY
2. Dipartimento di Ingegneria Chimica - Università Federico II, Napoli – ITALY

1. Introduction
Pollutants emissions by on-road transport is still responsible for air pollution in urban areas
due to the growing number of circulating vehicle. Despite of technological improvements in
terms of engine and after treatment devices performance, exhausts of vehicles decisively
influence the urban air quality. In recent years particular concern is given to organic micro-
pollutants and particulate emissions, for their dangerous effects on humans and environmental
health. It was largely demonstrated the harmful aspect of particulate related to the its
dimensions and to its chemical composition. Smaller particles are able to penetrate more
deeply in human lungs and particles emitted ad the vehicle exhaust are mainly composed by a
carbonaceous fraction with condensed organics included carcinogenic substances such as
aromatics. Moreover, the European Commission wants to promote the purchase of fuel-
efficient vehicles, as a strategy to reduce carbon dioxide emissions in the atmosphere which
represents a strong greenhouse gas. In order to characterize emissions and fuel consumption
of new available technologies, several tests were performed on a gasoline-electric hybrid car,
a bi-fuel vehicle fuelled with natural gas (CNG) and a diesel vehicle equipped with particulate
filter (DPF). All the vehicles, approved according to Euro 4 standards, were tested on chassis-
dynamometer during type-approval and real driving cycles for computing emission factors of
carbon monoxide, hydrocarbons, nitrogen oxides, carbon dioxide and particulate
characterized as total number of particles and dimensional distribution.

2. Experimental set-up
Three in-use vehicles were tested over driving cycles executed on chassis-dynamometer.
During tests gaseous pollutants and particulate were measured. Characteristics of tested
vehicles, driving cycles and measurement devices will be detailed in this section.

2.1. Vehicles
Engine
Power, After treatment
Vehicle Engine type displacement Transmission
kW devices
cm3
Gasoline engine, multiport sequential Exhaust Gas
Honda Civic 85
fuel injection i-VTEC with Electric 1339 Recirculation (EGR) automatic
Hybrid (70+15) plus TWC
Hybrid
Fiat Punto 60 Gasoline engine, electronic and Three Way Catalyst
1242 38 (TWC)
5-speed manual
Natural Power sequential MPI
Mercedes Electronically controlled direct Diesel Oxidation
Catalyst (DOC) plus
Sprinter Van 315 injection with common rail, 2148 110 Diesel Particulate
6-speed manual
CDI turbocharger and intercooler Filter

Tab. 1 Vehicle characteristics

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All the vehicles were approved according to Euro 4 legislative standard. They are equipped
with three different engine: a gasoline-electric hybrid, a bi-fuel gasoline/natural gas (CNG)
and a diesel with particulate filter (DPF). Characteristics of these engines are given in the
Table 1. The Honda Civic is provided of a parallel hybrid configuration, with the electric
motor that assists the gasoline engine during take-off and acceleration, when slowing down or
braking; energy is also recaptured by the same motor serving as a generator. This system
incorporates an idle-stop feature that shuts off the engine at traffic lights. This model of car is
classified as a mild hybrid vehicle.

2.2. Driving cycles

Emissions were tested over the New European Driving Cycle (NEDC). The entire cycle
includes the Urban Driving Cycle (UDC) composed by four repetitions of the same module
repeated without interruption, followed by one EUDC segment (Figure 1 (a)). It was driven in
cold start condition as prescribed by European legislation. In order to have some additional
information regarding the emission behavior a real world driving cycle, called Artemis Urban,
was also performed. Its speed trace is displayed in Figure 1 (b); it consists of a pre-
conditioning phase lasting 72 seconds during which sampling is not active and of a sampling
phase lasting until the end of cycle. This cycle was originally designed by INRETS (Institut
National de Recherche sur les Transports et leur Securité, France) as a Real World Cycle
representing urban congested traffic [1]. This Urban cycle was driven in hot starting
conditions (which means hot conditioned engine fluids) after a NEDC cycle.
NEW EUROPEAN DRIVING CYCLE - NEDC

140

120 EUDC
UDC
100
speed, km/h

80

60

40

20

0
0 200 400 600 800 1000
time, s

(a)

(b)

Fig.1 Speed trace of NEDC and Artemis Urban driving cycles

Additional constant speed tests (30, 70 and 120 km/h) were performed in order to measure
dimensional distribution of particles. Passenger cars were driven by an automatic driving
system (Horiba-ADS 7000), whereas the van by a human.

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2.3. Description of measurement set-up

Tests were conducted on a Schenck chassis dynamometer connected to a Single-Axle Large
Roll with a 1,59 meter (62,6”) diameter. It is able to simulate the vehicle road load power
demand as a function of speed and the inertia of vehicle. During execution of a driving cycle,
the total exhaust stream is collected and diluted using a positive displacement pump-constant
volume sampler (PDP-CVS) dilution system. The dilution air is taken from the test cell and is
conditioned only by removal of particulate matter using a high-efficiency particulate air
(HEPA) filter. During the exhaust emissions test continuously proportioned samples of the
dilute exhaust mixture and the dilution air are collected and stored in Tedlar sample bags for
analysis. A Horiba Mexa 7200 H gas analyzer is utilized to measure diluted exhaust
concentrations of carbon monoxide (CO), oxygen (O2), total unburnt hydrocarbons (THC),
nitrogen oxides (NOx) and carbon dioxide (CO2). The sampling bags are analyzed at the end
of the driving cycle. Emission of total particulate in weight is measured by an isokinetic
particulate sampling system, inserted into the dilution tunnel, that directs the exhaust through
Pallflex T60A20 47 mm filters which are used to collect particulate mass from the sample
stream. A gravimetric method is used to determine the particulate mass. An Electrical Low
Pressure Impactor (ELPI) was used for measuring particle number distribution, over 12
collecting stages, in the range 7 nm up to 10 micron. The ELPI was positioned downstream of
a further double-stage partial sampling system (Dekati FPS) which worked with a sampling
flow rate of 6 litre/min, a dilution factor of about 17 and 150°C as primary dilution
temperature. The ELPI plus FPS system was positioned at the raw exhaust. The modal
analysis of gases concentrations at the raw exhaust was also performed by using the Portable
Emission Measurement System SEMTECH-D analyzer. This system is equipped with its own
exhaust flow meter (EFM) which uses the Pitot tube principle.

3. Results and discussion

A first analysis was realised to establish if the vehicles complied the European type-approval
standards. In Table 2 emission results of CO, HC, NOx and HC+NOx, measured during the
type-approval NEDC driving cycle, are compared with Euro 4 standard limits. The Table
reports also the future Euro 5 limits. NOx emitted by diesel van exceed the Euro 4 limit.
Moreover, CO emitted by CNG vehicle is very close to the standard limit. The other emission
factors are much lower than Euro 4 limits, complying also with the future Euro 5.
CO, HC, NOx, HC+NOx, PM,
g/km g/km g/km g/km mg/km
DIESEL

diesel vehicle with DPF 0,08 0,02 1,23 1,25 2,09

Euro 4 standard limit 0,5 0,25 0,3 25

Euro 5 standard limit 0,5 0,18 0,23 5

Hybrid vehicle 0,16 0,04 0,01 0,05

CNG vehicle 1,03 0,06 0,03 0,09

S.I.

Euro 4 standard limit 1 0,1 0,08

Euro 5 standard limit 1 0,1 0,06

Underlined values exceed standard limit

Tab.2 Comparison of emission factors with Euro 4 and 5 standard limits

A study of emission factors depending on driving cycle was also realized. The Figures 2 and 3

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show CO, HC, NOx emissions (expressed in g/km) and Particle Number (PN, expressed in
#/km) during UDC cold and hot, EUDC and Artemis Urban driving cycles. UDC cold is
referred to first two repetitions of UDC module, whereas UDC hot to the last two ones.
It is evident that, for all the new tested technologies, cold start gives the major contribution to
total CO and HC emissions. The increase due to the cold start (UDC cold versus UDC hot)
ranges between 93-98% for CO and 66-99% for HC. NOx emissions, instead, show a
maximum value during UDC cold only for the hybrid vehicle. For the other vehicles NOx
emissions are less influenced by driving cycle. Cold start influences also CO2 emissions,
especially for hybrid vehicle, in fact the “idle-stop” doesn’t not operate if the engine has not
yet warmed up [2]. Artemis Urban driving cycle produce CO2 emissions comparable with
those of UDC hot for diesel van, whereas for the hybrid and CNG cars CO2 emissions are
higher than those of the type-approval driving cycles.
Concerning PN, cold start influences also this emission. PN values are higher for the hybrid
car and lower for diesel with DPF during UDC cycle. During the high speed cycle (EUDC)
the three vehicles emit comparable number of particles (1÷2*1011#/km). Artemis Urban is
very critical for PN emissions, especially for DPF equipped van.
CO HC
1,5 0,4
1,05 0,325
HYBRID VEHICLE HYBRID VEHICLE
0,3
1
g/km

g/km

0,2
0,5
0,07 0,1
0,02 0,02 0,003 0,000 0,002
0 0
5 0,5
4 CNG VEHICLE 0,4 CNG VEHICLE
3,12
3 0,286
g/km

0,3
g/km

2
0,2
1 0,66
0,22 0,29 0,1
0 0,003 0,003 0,005
0

0,4 0,06
DIESEL VEHICLE WITH DPF 0,038 DIESEL VEHICLE WITH DPF
0,3 0,223
0,04
g/km
g/km

0,2 0,019
0,02 0,013
0,1
0,004 0,003 0,010 0,003
0 0
UDC cold UDC hot EUDC Artemis UDC cold UDC hot EUDC Artemis
URBAN URBAN

Fig. 2 CO and HC emissions during different driving cycles

Constant speed tests were performed in order to compare dimensional distribution of particle
emissions in the steady state conditions. Results are reported in Fig. 4 which shows
distribution at 30, 70 and 120 km/h for hybrid, CNG and diesel with DPF vehicles. The
hybrid car and the diesel van emit comparable concentrations of particles, ten times lower
than those of CNG car. Nucleation mode is visible during tests with CNG car.
S.I. and diesel vehicles show opposite speed dependent emission behavior: CNG and hybrid
cars emit more particles at low load (30 km/h) and less at high load (120 km/h), while the
diesel van exhibits an opposite trend.

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NOx PN HYBRID VEHICLE

0,12
1E+13 5,19E+12
0,1 0,087 2,94E+12
HYBRID VEHICLE
0,08 1,59E+12
g/km

#/km
0,06 1E+12
0,04
0,014 0,010 1,19E+11
0,02 0,008
1E+11
0

0,12 CNG VEHICLE

0,096 1E+13
0,1 CNG VEHICLE
0,08 1,94E+12
g/km

#/km
0,06 0,047 1E+12
0,033 4,41E+11
0,04 0,025 2,29E+11
0,02
0 1E+11

DIESEL VEHICLE WITH DPF

3 1E+18
DIESEL VEHICLE WITH DPF
2 1,77 1,65 1,79
1,05E+14
#/km
g/km

1E+14
0,92 5,18E+11
1 1,01E+11 1,46E+11
1E+10
0
UDC cold UDC hot EUDC Artemis UDC cold UDC hot EUDC Artemis
URBAN URBAN

Fig. 3 NOx and PN emissions during different driving cycles

The results obtained from this study can be used as a first estimation toward emission
inventories for vehicle groups included in the investigations. For example Copert 4, the most
used EU software program for the calculation of air pollutant emissions from road transport
[3], doesn’t give emission factors for CNG fuelled cars and very few data are available for
hybrid cars [4, 5, 6].
The tested sample size is certainly insufficient to draw general conclusions about the
different technologies but the results give the indication that their emissive behavior must be
considered, especially during real driving conditions.

4. Acknowledgments
This experimental work was partially carried out in the framework of Mobilab INTERREG
III B ARCHIMED Project. We wish also thank Honda Automobili Italia spa for providing the
hybrid car.

5. References
1. Andrè M., Joumard R., Vidona R., Tassela P., Perret P.: Atmospheric Environment, 40
(31), pp. 5944-5953 (2006).
2. Thornton M., Jorgensen S., Evans B., Wright K.: Proceedings of The SAE Powertrain &
Fluid Systems Conference & Exhibition, Pittsburgh, SAE Paper 2003-01-3196 (2003).
3. Copert 4. [Software Program for Calculation of Air Pollutant Emissions from Road
Transport]. Thessaloniki (Greece): Aristotle University of Thessaloniki; [version 6.1 -
updated February 2009]. Available from: http://lat.eng.auth.gr/copert/.

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4. Morawska L., Ristovskia Z., Jayaratnea E.R, Keogha D.U., Linga X.: Atmospheric
Environment, 42 (35), pp. 8113-8138 (2008).
5. Holmen B.A., Ayala A.: Environ. Sci. Technol., 36, pp.5041-5050 (2002).
6. Nemry F., Leduc G., Mongelli I., Uihlein A.: JRC Scientific and Technical Report on
Environmental Improvement of Passenger Cars (IMPRO-car). EU Report 23038 EN
(2008). Available from: http://ec.europa.eu/environment/ipp/pdf/jrc_report.pdf.

7,0E+04

30 km/h
6,0E+04 HYBRID VEHICLE
70 km/h

5,0E+04
120 km/h
3
dN/dlogDp, 1/cm

4,0E+04

3,0E+04

2,0E+04

1,0E+04

0,0E+00
0,01 0,1 1
Aerodynamic diameter, μm

6,0E+05
CNG vehicle
30 km/h
5,0E+05
70 km/h

120 km/h
4,0E+05
3
dN/dlogDp, 1/cm

3,0E+05

2,0E+05

1,0E+05

0,0E+00
0,01 0,1 1
Aerodynamic diameter, μm

4,5E+04

4,0E+04 30 km/h

70 km/h
3,5E+04

120 km/h
3,0E+04
3
dN/dlogDp, 1/cm

2,5E+04
DIESEL VEHICLE WITH DPF
2,0E+04

1,5E+04

1,0E+04

5,0E+03

0,0E+00
0,01 0,1 1
Aerodynamic diameter, μm

Fig. 4 Particle dimensional distributions in steady-state conditions

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