International conference on future worldwide emission requirements for passenger cars and light duty vehicles and EURO V : proceedings. Session I, New emission measurement and testing systems.
Date: 2004-10-01
Institutions: Directorate-General for Enterprise and Industry, Directorate-General for Environment, Joint Research Centre
Subjects: EU research policy, atmospheric pollutant, environmental research, greenhouse gas, motor vehicle pollution, pollution control measures, reduction of gas emissions

EUROPEAN COMMISSION 
CHREOORATE ­GENERAI 

Joint Research Centre 

With the collaboration of DG­ENV and DG­ENTR 

RegioneLombardia 

International Conference on 
Future Worldwide Emission Requirements 
for Passenger Cars and Light Duty Vehicles 
and EURO V 

Museum of Science and Technology, 
Milan, Italy 
ΙΟ-U December 2003 

PROCEEDINGS 
SESSION I: 
NEW EMISSION MEASUREMENT 
AND TESTING SYSTEMS 

■ — — 

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Edited by: % 
P. Dilara, ^Krasenbrink, G. De Santi 

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Ispra, Italy 

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EUROPEAN COMMISSION 
DIRECTORATE­GENERAI 

Joint Research Centre 

With the collaboration of DG­ENV and DG­ENTR 

RegioneLombardia 

International Conference on 
Future Worldwide Emission Requirements 
for Passenger Cars and Light Duty Vehicles 
and EURO V 

Museum of Science and Technology, 
Milan, Italy 
10-11 December 2003 

PROCEEDINGS 
SESSION I: 
NEW EMISSION MEASUREMENT 
AND TESTING SYSTEMS 

j ■ HI  ■IflMf i^^El 

I 

Z.BdUedby: Y 'ï 
"P. Dilara,ffllKrasenbrink, G. De Santi 
Emissimu unii Health Unit % 

2k' 

Ispra, Italy ' 

UR 21197 EN/1 

LEGAL NOTICE 

Neither the European Commission nor any person 
acting on hehalf of the Commission is responsible for 
the use which might be made of the following  information. 

A great deal of additional information  on the 
European Union is available on the Internet. 
It can be accessed through the Europa server 
(http://europa.eu.int) 

Luxembourg: Office for Official  Publications of the European Communities 
ISBN 92-894-7884-5 
© European Communities, 2004 

EUROPEAN COMMISSION 
DDIRECTORATE -GENERAL 
Joint  Research  Centre 
With  the collaboration  of  DG-ENV and  DG-ENTR 

_f f_. 
EURO-V 
Conference 

JM 

. 

Κ^Λ  Reg  ΙΟΠ  Θ Lo  m  b  Q Γ d  IO 
mtm 

International Conference on 
Future Worldwide Emission Requirements 
for Passenger Cars and Light Duty Vehicles 
and EURO V 

Museum  of Science  and  Technology, 
Milan,  Italy 
10-11 December  2003 

In  order  to  improve  air quality mainly  in the  urban  environment,  emissions  from  passenger  cars  and 
light duty vehicles have in the past been  limited to some extent  (EURO III/IV in Europe). The  always 
pressing  need  to  optimise  health  related  problems  arising  from  the  inhalation  of  toxic  substances 
emitted  from  these  sources,  has  recently  highlighted  the  need  to  further  limit  in  the  future  car 
emissions, taking into account such toxic emissions. 

This conference  will address both the scientific,  industrial  as well as political  aspects of setting  future 
emission  limits  for  passenger  cars  and  light  duty  vehicles  in  Europe  and  worldwide.  It  will  bring 
together regulatory bodies, industrial  stakeholders  and scientists from all over the world to discuss the 
need  and  opportunities  of  harmonised  emission  measurement  systems  and  emission  standards  and 
their effects  on human health. 

Sessions: 
I. New Emission Measurement  and Testing  Systems 
II.  From Emissions to Air Quality 
III.  New Fuels, Engines and Aftertreatment  Technologies 
IV. Health  Effects 

EUROPEAN COMMISSION ΜΙΟΛ 1/ 1*1 η ι U J­
»REaoRATE GENERAI EURO-V p ­J R eg l o n e L om ba rd ia 
Joint Research Centre Conference mãm 

With the collaboration of DG­ENV and DG­ENTR 

Organising Committee: 

Nadia Andreani (Regione Lombardia) 
Annette Borowiak (JRC) 
Panagiota Dilara (JRC) 
Sasha Gligorijevic (JRC) 
Alois Krasenbrink (JRC) 
Vincent Mahieu (JRC) 
Giorgio Martini (JRC) 
Patrizia Waschuth (JRC) 

Scientific Committee: 

Paolo Alii (Regione Lombardia) 
Pierre Bonnel (JRC) 
Annette Borowiak (JRC) 
Giovanni De Santi (JRC) 
Emile De Saeger (JRC) 
Panagiota Dilara (JRC) 
Rudolf Hummel (JRC) 
Per-Ove Engelbrecht (DG-ENTR) 
Peter Gammeltoft (DG-ENV) 
Manfred Grasserbauer (JRC) 
Paul Greening (DG-ENTR) 
Alois Krasenbrink (JRC) 
Vincent Mahieu (JRC) 
Giorgio Martini (JRC) 
Franco Picco (Regione Lombardia) 
Nikolaos Stilianakis (JRC) 

RegioneLombardia 

EUROPEAN COMMISSION 

DIRECTORATE­GENERAL 

Joint Research Centre 

With the collaboration of DG­ENV and DG­ENTR 

I ll 

EURO-V 
Conference 

EURO-V 
FINAL AGENDA 

Day 1 (10 December 2003Ì 

9:15-9:30 

Welcome by R. Formigoni, President Regione 
Lombardia 

9:30 - 11:00 Plenary Session 

R. Schenkel, Deputy Director General DG-JRC 
B. Lange, Member of European Parliament 
C. Clini, Director General of the Italian Ministry of Environment 
D. Haugen, US/EPA 
W. Jian, Deputy Director SEPA, China 
T. Ohashi, President NTSEL, Japan 

11:00 - 11:30 Coffee Break 

11:30-13:00 

Parallel Sessions: 
Session la: New Emission Measurement and Testing 
Systems 
Session Uà: From Emissions to Air Quality 

Session Ula: New Fuels, Engines and Aftertreatment 
Technologies 
Session IVa: Health Effects 

13:00 -14:30 

Lunch 

14:30-16:00 

Session I-IVa (cont.) 

16:00-16:30 

16:30-18:00 

Coffee Break 
Parallel Sessions: 
Session lb: New Emission Measurement and Testing 
Systems 
Session lib: From Emissions to Air Quality 

Session nib: New Fuels, Engines and Aftertreatment 
Technologies 
Session IVb: Health Effects 

Chairpersons: 
P. Engelbrecht (DG-ENTR) 
M. Dunne (UK) 
P. Gammeltoft (DG-ENV) 
M. Lutz (Senat/Berlin) 
P. Greening (DG-ENTR) 
B.J. Challen (UK) 
M. Krzyzanowski (WHO) 
B. Seifert (UBA) 

Chairpersons (tbc): 
Ζ. Samaras (LAT) 
D. Bosteels (AECC) 
M. Aman (HASA) 
E. De Saeger (JRC) 
G. Lepperhof(FEV) 
N. Thompson (CONCAWE) 
P. Schwarze (NTJPH) 
N. Stilianakis (JRC) 

18:00-20:00 Transport to Campione d 'Italia 
20:00 

Conference Dinner (at Campione d'Italia) 
Kindly offered by the City and the Tourist Office of Campione d'Italia 

EUROPEAN  COMMISSION 
WRECTORATE-GENERAl 
Joint Research Centre 

With  the collaboration  of  DG-ENV  and  DG-ENTR 

Day 2 (11 December  2003) 

IV 

EURO-V 
Conference 

RegioneLombardia 

Parallel  Sessions 

Chairpersons: 

P.  Alii  (Regione 
Lombardia) 
G.F. De Santi  (JRC) 

8:30-10:00 

Session I-II b (cont. from  the evening  before) 

10:00-10:30 

Coffee  Break 

10:30-12:30 

Round Table: Evolution of vehicle emission norms, 
regulations and implementation  strategies worldwide. 

With the participation  of: 
P.  Gammeltoft(DG-ENV), 
P.  Engelbrecht  (DG-ENTR), 
F.  Dezeure (Acting Director DG-JRC), 
B.  Lange (EP), 
D.  Yan (Deputy Director  SEP A/China), 
S. Whitacre  (US/DOE) 

12:30-12:45 

Concluding  Remarks 

12:45  -13:45 

Lunch 

13:45  -14:45 

Transport  to JRC  Ispra 

14:45-16:15 

Visit to the Vehicles Emissions  Laboratory  (VELA) 
and European  Reference  Lab for Air Pollution 
(ERLAP)- JRC Ispra 

16:15 

Closing,  Transport  back to hotels  and  airports 

Conference  Web-site: 

http://ies.ire.cec.eu.int/Units/eh/events/EUR05/ 

RegioneLombardia 

EUROPEAN  COMMISSION 
DIRECTORATE-GENERAL 

Joint  Research  Centre 

With the collaboration  of DG-ENV  and  DG-ENTR 

ν 

EURO-V 
Conference 

EURO-V 
FINAL  AGENDA 

Dav  1 (10 December  2003) 

9:15-9:30 

Welcome by R. Formigoni, President  Regione 
Lombardia 

9:30 -11:00 

Plenary  Session 

R. Schenkel, Deputy Director General  DG-JRC 
B.  Lange, Member of European  Parliament 
C. Day, Director General  DG-ENV 
C. Clini, Director General of the Italian Ministry of Environment 
D.  Haugen, US/EPA 
W. Jian, Deputy Director  SEPA,  China 
T. Ohashi, President NTSEL, Japan 

11:00 -  11:30 

Coffee  Break 

11:30-13:00 

Parallel  Sessions: 
Session la: New Emission Measurement  and Testing 
Systems 
Session Ua: From Emissions to Air Quality 

Session Ula: New Fuels, Engines  and  Aftertreatment 
Technologies 
Session IVa: Health  Effects 

13:00-14:30 

Lunch 

14:30-16:00 

Session I-IVa  (cont.) 

Chairpersons: 
P.  Engelbrecht  (DG-ENTR) 
M. Dunne  (UK) 
P.  Gammeltoft  (DG-ENV) 
M. Lutz  (Senat/Berlin) 
P.  Greening  (DG-ENTR) 
B.J. Challen (UK) 
M. Krzyzanowski  (WHO) 
B.  Seifert  (UBA) 

16:00-16:30 

16:30-18:00 

Coffee Break 
Parallel  Sessions: 
Session lb: New Emission Measurement  and Testing 
Systems 
Session lib: From Emissions to Air Quality 

Session Ulb: New Fuels, Engines  and  Aftertreatment 
Technologies 
Session TVb:  Health  Effects 

Chairpersons  (tbc): 
Ζ.  Samaras (LAT) 
D.  Bosteels  (AECC) 
M. Aman (HASA) 
E. De Saeger  (JRC) 
G.  Lepperhof(FEV) 
N.  Thompson  (CONCAWE) 
P.  Schwarze (ΝΓΡΗ) 
N.  Stilianakis (JRC) 

18:00-20:00 
20:00 

Transport to Campione  d'Italia 
Conference Dinner  (at Campione  d'Italia) 
Kindly  offered  by the City and the Tourist  Office of Campione  d'Italia 

EUROPEAN  COMMISSION 
DIRECTORATE-GENERAL 

Joint  Research  Centre 

With the collaboration of DG-ENV and DG-ENTR 

Dav 2 ΠΙ  December  2003) 

VI 

EURO-V 
Conference 

RegioneLombardia 

Parallel  Sessions 

Chairpersons: 

8:30-10:00 

Session Ι-Π b (cont. from  the evening  before) 

10:00-10:30 

Coffee  Break 

10:30-12:30 

Round Table: Evolution of vehicle emission norms, 
regulations and implementation  strategies worldwide. 

With the participation  of: 
J. Delbecke (Director DG-ENV), 
P.  Weissenberg  (Director DG-ENTR), 
F.  Dezeure (Acting Director DG-JRC), 
B.  Lange (EP), 
I. Hodac (Secretary General ACEA), 
D.  Yan (Deputy Director  SEP A/China), 
S. Whitacre  (US/DOE) 

12:30-12:45 

Concluding  Remarks 

12:45  -13:45 

Lunch 

13:45-14:45 

Transport  to JRC  Ispra 

14:45-16:15 

Visit to the Vehicles Emissions Laboratory  (VELA) 
and European  Reference  Lab for Air  Pollution 
(ERLAP)- JRC Ispra 

16:15 

Closing,  Transport  back to hotels  and  airports 

P.  Alii  (Regione 
Lombardia) 
G.F. De Santi  (JRC) 

P.  Weissenberg 
(Director  DG-ENTR) 

Conference  Web-site: http://ies.ire, cec. eu. 

int/Units/eh/events/EUR05/ 

EURO-V 
Conference 

Session I: New Emission Measurement  and  Testing  Systems 

Session  la : 10 Dec. 11:30-13:00  and  14:30-16:00 

Chairs: M. Dunne, P. Engelbrecht 

11:30-11:40 

Introductory short speech by Mike Dunne 

11:40-12:00  Contribution to PMP - Comparison  Study of a Wide Range of Measurement 

Systems of Particles in Vehicle Exhaust, U. Lehmann, EMPA  (CH) 

12:00-12:20 

Recent Research Activities of New Particulate Measuring Methods in Japan, 
M. Odaka, NTSEL (J) 

12:20-12:40 

Technical difficulties  with PM measurements  at EURO V level, R. Vogt,  Ford 
Forschungszentrum  Aachen  GmbH (D) 

12:40-13:00 

ACEA 3rd Particulate Programme (PM-3), C. Hosier, ACEA (B) 

LUNCH  BREAK 

14:30-14:50 

Characterisation  of Exhaust Particulate Emissions  from  Road Vehicles  -
Conclusions of DG TREN Particulates Programme, Z. Samaras, Aristoteles 
University,  (GR) 

14:50-15:10 

Industry Comments on New Particulate Measurement  Techniques, K.P. 
Schindler, VW, (D) 

15.10-15.30  What Does EURO-3 Tell?, L. Olsson, Swedish Environmental  Protection 

Agency (S) 

15.30-15.50 

Validation of Test Methods for Light-Duty Hybrid Electric Vehicles, D. 
Bauner, AVL MTC  (S) 

Contribution to PMP: 

Comparison study of a 
wide range of Measurement 
systems for particles in vehicle exhaust 

Urs LEHMANN & Martin MOHR 
EMPA 

Swiss Federal Laboratories for Materials Testing and Research 
Laboratory for I.C. Engines/Furnaces 
CH-8600 Duebendorf, Ueberlandstr. 129, Switzerland 

urs.lehmann@empa.ch http://www.empa.ch 

Ε Μ Ρ Αφ 

PMP / Motivation 

Particles in the exhaust gas of engines are of major concern: 

• adverse effect of particles from 
combustion on human health 

particles have been 
restricted by mass 

• continuous improvement of engine technology 

• development of after-treatment systems 

-> sharp reduction in particle emission 

Urs Lehmann 

EMPA^á 

PMP  /  Particle Measurement  Programme 

Programme under the auspices of UNECE WP29/GRPE Group 

Focus of PMP in Switzerland: 

•  investigation to obtain a uniform overview of the 

performance and quality of the systems within the PMP 

•  compare all available systems in the same test procedure at 

the same test facility and at the same time. 

CH - PMP measurement programme, June 2002 
in the  laboratories at EMPA in Duebendorf,  Switzerland 

Urs Lehmann 

3 

Ε Μ Ρ Α &* 

PMP  /  Particle Measurement  Programme 

Investigated instruments  (21) /  Experimental set-up 

Focus : 

Linearity 
Repeatability 
Sensitivity 
Detection  Limit 
Response Time 
Size measurement 
Absolute values 
Correlation 

Conclusions 

EMPATI 

PMP / measurement technique 

Matter, TSI 
Cambustion 
Grimm, TSI 
Dekati 
Dekati 
Matter 
Matter 
Rap 
Horiba 

Instrument No Manufacturer Dilution Principle 
Diffusion Charger 
DMS 
SMPS/CPC 
ELPI 
MASMO 
El. Diffusion Battery 
Photoelectric Sensor 
TEOM 
PM gas analysis 
Coulometry 
Grav. Filter Method 
Photoacoustic Sensor 
LII 
Light Scattering 
Light Extinction 

2 
1 
3 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
2 
3 

hot dil 
CVS w> 
hot dil "5, 
hot dil JS 
hot dil «­> l mPa c t or 
hot dil ¡3 
hot dil 
CVS 

■ B HI i Sfflp 

PFD £ 

wmmmwM mm 

MBH^HMHUIraVP 
TU Munich 
Esytec 
Grimm, Sensors hot dil a."g ω 
Hartridge, Wizard, AVL hot dil | ° "° 

CVS 
cvs ' i mw 

Uns Lehmann 

s 

E M P A ^· 

PMP / experimental set­up 

t  CVS tunnel 

PAS DC2 

Sea SMPS2 

DIL ­ DIL 

π — ι —ι 1 —I 
MASMO DC1 SMPS1 ELPI CPC 

Urs Lehmann 

EMPA^j 

PMP  /  emission sources 

HD  Engine 

7 I, 6 Cyl., TC, IC, EURO 3, (provided by Volvo) 
equipped with particle filter (CRT-System) 
Diesel fuel, <10 ppm sulphur 

Emission  levels 
•  post-trap 
•  partial bypass of particle trap => 40% below Euro 4 

Combustion aerosol generator  (CAST) 

ItsCt  Settings (determined by SMPS, TSI) 4 concentrations: 

|3 
IB 

·  5000 -150000 p/cm  (total number concentration) 
·  2 sizes: 40 nm and 140 nm (mode) 

Ure Lehmann 

EMPA  <; 

PMP  /  engine repeatability 

12% 

10% 

8% 

6% 

Έ 
ro 
> 
φ 
■Ό 

« 
c 
ro 
-*-
CO 

10% 

ETC total 
high emission 
all  measurements 

Ρ  ETC HIGH 

0.4% 

0.1% 

5.2% 

10.3% 

1.2% 

0.5% 

1.7% 

J 

L 

T.HC 

NOx 

C02 

Temp after 
CRT 

E M P A t^ 

PMP / repeatability high emission level 
20% 

I 23% I 144% 

18% 

16% 

14% 

12% 

DMS 

10% 

Coulo Light __ 
metry ext 

ETC total 
high emission 
all measurements 

Urs Lehmann 

EMPAIS 

PMP / repeatability low emission level 

80% 

70%--

0s-

6 0 % --

50%--

40% 

30% 

20% 

10% + 

0% 

DMS 

30%  DMM 

Grav 

■ PASS 

LII  Mexa 

MIL 

Urs Lehmann 

783% 

Coulo 
metry 

ETC total 
low emission 
all measurements 

ELPI 

CPC 

oo o\ o —· <N rn *t 

EMPA ,^ 

PMP / trap emission 

Ratio post­trap to background concentration 
2.0 

[ 

RUE R12 R13 R14 R15 R16 R17 RIO R19 RIO R21 j R22 R23 R2* 

Urs Lehmann 

EMPATI 

PMP / sensitivity 
1600 

Ratio high to low emission le 

Filter weighing 
LI2SA 
MEXA PM 13 70 
PASS 

CPC 
ELPI 
EAD 
PAS 

_o 
U 
Ε­
υ 

M 
Ξ 
U 
Η 
tí 

1400 

1200 

1000 

800 

600 

400 

200 

0 

Ure Lehmann 

σ) o 

ψ· oj 
cc cc 

i­ og co τι­
OJ OJ OJ οι 
CC CC CC CC 

ΕΜΡΑφ 

PMP 

/  detection limit 

Number  Instruments 

.... 

LOD = 3 · stdv(ETC low) 

1E+05 

8E+04 

Ξ 

6E+04  - --

J2 

4E+04 

2E+04 

OE+OO 

P L OD 

1.6E+6 

n.a. 

n.a. 

1.7E+4 

9.0E+4 

4.0E+3 

4.0E+3 

5.3E+3 

SMPS 
3936-L10 

EMPA  ^ 

PMP  /  detection limit 

Mass Instruments 

LOD -  3 · stdv(ETC low) 

0.4 

rg 
H 

a 

IDLOD 

0.19 

0.037  0.061 

0.029  0.0036  0.36 

n.a. 

0.0020 

1.22 

n.a. 

Urs Lehmann 

E M P A^ 

10 

PMP / time response 

Ure Lehmann 

Ε Μ Ρ Αφ 

180 200 
Time [s] 

PMP / Number Size Distribution 
1.2 

1 ­­

> 
TD 
J 0.6 
ε 
ο 0.4 
¡ζ 

0.2 

Urs Lehmann 

10 100 

Particle size [nm] 

•6 

1000 

EMPA .-y 

11 

PMP  /  absolute  values 
3.0E+7 

Number 
high emission  level 

o*> 
|  2.5E+7 

2.0E+7 

DMS 

R15,  R20 & R23 - different metrices, transferred to  number 
with the assumptions: spheres, avg. size 60 nm, density  1 g/cm3 

R21 fixed to small  size channel at 80 nm 

ETC total 
high emission 
absolute number values 
all measurements 

Urs  Lehmann 

EMPA, 

PMP  /  absolutevalues 
10 

Mass 
high emission  level 

—  9 
o"> 
I  8 

M  7 

C  6 
_o 
Λ  5 
la 
β 
u 
§ 3 -1 Grav 

S  2-

§ 

14 

C04 
2.16 

Urs  Lehmann 

π 
LII 
J_L C05 
1.68 

ETC total 
high emission 
absolute mass values 
all  measurements 

DMM 

MEXA  1370 

-  PASS 

ih 

C06 

C06E 

1.86 

099 

C07  C08 
Ρ  19 

Coulomet 

i  y 

? Sfi  I  9  ra  I  i  sa 

PAS 

Π 

AVL 

R14 

R17 

8  fia 

R24 

5.43 

EMPATI 

12 

PMP / correlation 

Urs Lehmann 

M uí cone [ng/Ncm3] C04 

Mau cone. (ng/Ncm3] C04 

EMPA t 

PMP / Conclusion 

SENSITIVITY 
• Number­based methods higher sensitivity than mass­based methods 
■» better distinction of post­trap emissions 

DETECTION LIMIT 
• Advanced mass­based methods lower detection limit than regulated filter method 

REPEATABILITY 
• Several instruments similar or better repeatability than regulated filter method 
■*· Key position: volatile material 
­» Data on Reproducibility needed 

CORRELATION 
• Regulated filter method poor correlation to most other instruments 

CALIBRATION 
• In contrast to mass­based methods a traceable standard does not yet 

exist for particle number, length or surface. 

20 

EMPA v 

10 

13 

PMP  /  Acknowledgements 

Thanks to my EMPA colleagues 
•  Martin  Mohr 

·  Daniel  Schreiber 

•  Sepp Rütter 
•  Roland Graf 

•  Rolf  Ziegler 

·  Hans-Christian  Opstad 
·  Uzi Saghi 

www.empa.ch/pmp 

The programme was funded by 

•  Manufacturers  (instruments  operation) 
•  METAS (CAST operation) 
•  R&P (cyclones  a  filter  holders) 
•  SUVA  (coulometry) 

•  VOLVO  (engine) 

·  ASTRA 
.  EMPA 
.  BUWAL 

Urs Lehmann 

'21 

EMPA  ^ 

n 

14 

Recent Research  Activities 
of New Particulate  Measuring 
Methods in Japan 

National Traffic Safety and 
Environment  Laboratory 
(NTSEL) 

MATSUO ODAKA 

Contents 

1.  Japan PMP 

2. Sampling effect (NTSEL) 

3. Investigation for airborne 

particle by the roadside (NIES) 

4. Particle size and concentration 

calibration  (JAMA-JARI) 

5.  Summery 

15 

1.  Japan PMP  (JPMP) 

MLIT/NTSEL 
National Traffic  Safety and  Environment  Laboratory) 
MOE/NIES 
(National  Institute for  Environmental  Studies) 
JAM A-J AR I 
(Japan  Automobile  Manufacturers Association, 
Japan Automobile  Research  Institute) 
Organized by J SÄE 
(Society of Automotive  Engineers of Japan) 

Objective  of  JPMP 

Accumulate knowledge on ultra 
fine particle in various aspects to 
contribute people for reducing 
the risk of health by intense 
study of relating institutes and 
international cooperation, mainly 
through activities of GRPE/PMP. 

16 

Tasks 

For the Objective, JPMP does, 

•Development  of Standard  Measurement  Procedure 

• S t u dy  of Characteristics  of Airborne  PM 

•Research  on Relation  between  PM  Measurement 

and Airborne  PM 

• 

Information  input to  PMP 

Contribution  to  PMP 

Collaborative Working Scheme 
GRPE/PMP 

MLIT 
(Ministry of Land, 
Infrastructure 
& Transportation) 

MOE 
(Ministry of 
Environment) 

JAMA 

JSAE 
PM  Committee 

Health  Effect 

JAMA-JARI 
PM  Measurement 
&  Airborne  PM 

NIES 
Airborne  PM 

17 

Research Plan(Short Term) 

Group 

Research project 

2002, 8 

9 

10 

11 

12 

2003,1 

2 

3 

NTSEL 

NTSEL 
NIES 
JAMA­JARI 
NTSEL 
JAMA­JARI 

NTSEL 
NIES 

NIES 

Inslrumments 
difference 

Sampling effect 

Dilution tunnel 
difference 
Investigation for 
airbone particle 
by the roadside 
Dilution behavior 
from tall 
pipe(Dilutlon 
chamberí 
Wind tunnel 

JAMA­JARI 

NTSEL 
NIES 
JAMA­JARI 

reproduction of 
Real World) 
Particle size and 
concentration 
calibration 

­ Influ 

nee of ther 

nodenuder 

■4 

Dilutor Dev 

ilopment 

—f. 

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. CAST 

rest 

18 

Experimental Apparatus 
r^ 

£ 

¡Γ) 

: o© 

, o ·· 

T* 

* \ —7 

Carbon Particle Generator \ / 

Dilution Chamber "■ 

Sub­charn ber 

Exhaust Pump 

Thermodenuder 

ry 

Φ : 

Thermodenuder 

Internal Construction of TD 

Charcoal Filter 

u¿ 

1_ 

Sample Out 

■ "— Cooling Air In —κ £π 
*" Cooling Air Out 

Sample Gas Flow Path 

Heated Section 

Charcoal Filter 

Sumple In 

19 

Detail of Absorption Unit 

—r=\4-

"9/ 

-~\ 

Core Shaped stainless basket 
filedupbyChafcod Rier 

4 
705  S 

I Made from aluminum block I 

Charcoal Fiter Sheet t = 5.0 mm 
Sample Gas Flow Path Area = 29 cm2 

Charcoal Fyter Sheet t = 12 mm 
Sample Gas Flow Path Area = 12 cm2 

TD­Atype 

TD­B type 

Cone­shape Part of Sample Gas Impactor 
on two type TD 

^ ­^ 

ΒΕΙΡΙΙΙ 

ρ 

*e¿* 

ï 

M 

20 

Influence  of Two  Types  of  TD 

TD E 

0.029 
Saget  S aje E  Sugr3  Slatti  StB«e5  Sufc6  S Uge F  SugtS  Stife9  SueelO  Staceli  Sagel2 

0.059 

0.164 

0.391 

0.635 

0.102 

0.253 

3.96 

2.45 

099 

667 

1.6 

Stage  (μη ] 

Comparison between ELPIs 
with Empty TD and without TD 

Particle  Loss  bv  Empty  TD 

1.00E+ 

9  10  11  12 

21 

Comparison between ELPIs 
with Empty TD and Normal TD 

Loss of Smaller Particles 

1.00E+07 

1.00E+06 

ι—I 
"s 1.00E+05 
u 

Ü 1.00E+04 

1.00E+03 

1.00E+02 

trrffl 

α Empty TD 
■ TD-A type 

ß å 1 1 L· 

Stage 

9 10 11 12 

12 3 4 5 6 7 

Temperature Gradient 

Temp. Grad 

22 

Conclusions of 2, 

temperature  gradient  between 

TD  influences  the  nanoparticles  i.e.  loss  of particles  occurs  even 
no volatile fractions  exist in the sample gas. 
A  sharp 
temperature 
absorption part of TD and  hot sample gas causes particle losses due to 
thermophoresis  effect. 
Especially 
sharp 
temperature  gradient  between  the  law  temperature  surface  and 
hot  gas and  causes  measurement  error. 

smaller  particles  are 

trapped  due 

low 

the 

the 

Dimension  and 
internal  construction  of  the  TD  should  be 
selected  very  carefully  when  using  the  TD,  so  that  no  sharp 
temperature  gradient  will  be promoted  inside  the  TD  and  in  all 
now  lines. 

In Future 

The  influence  of TD on volatile  and  semi-volatile 
particles  will  be  considered.  Especially  TD 
influences  the  nuclei  mode  of  particles  which  is 
thought to contain semi-vol atile fraction. 

The  particle  loss  mentioned  in  this  study  may 
contain  the  formation  of nuclei  mode  of  particles 
along  with  adhering  on  the  TD  wall.  This  will 
be  considered  in the  next  study. 

23 

Size Distribution of Ultra Fine and Nano Particles 

Emitted in ' Kkha! Ifend Atmosphere 

Ultra Fine and Nano PM Research in NIES 

■ To understand influence of exhaust ultra fine and 

nano particles on atmospheric environment 
- Characterization of ultra fine and nano particles in 

vehicle exhaust 

» Emission test on chassis dynamometer 

- Characterization of ultra fine and nano particles in 

atmosphere 

» Measurement in road side atmosphere 

Compares the size distribution of ultra fine and 
nano particles in vehicle exhaust and 
atmosphere 

10 

24 

Measurement of Ultra Fine Particles 
in Vehicle Exhaust 

■ Sampling method that simulate exhaust gas 

dispersion to atmosphere 
- Prevent coagulation in sampling line and dilution tunnel 
- Represent formation of nucleation mode particles 

» Shorter residence time in sampling line 
» High dilution ratio 

I 

- Special dilution tunnel with high dilution ratio 

■ Instrument for size measurement 

- SMPS (Scanning Mobility Particle Sizer) 

Flow Diagram of Dilution Tunnel with High 
Dilution Ratio 
Bypass Air 

Ê \ " => 
-4VJ 

Filter 

I 
SMPS,ELPI 

Dilution Air 
\ 
ΐ> 
Heated line 
Max. 4 0 0^  )(■ Flow meter ι 

<: 

Buffer tank 

Flow meterl 

Blower 

Flow Rate:lm3/min 

Dilution Ratio: 100 to 500 

Exhaust gas sampling probe 

fl 

Exhaust gas 

11 

25 

Effect of Dilution System on Size Distribution 
Commercial Vehicle, Displacement:3L, IDI Diesel 
60km/h constant speed 

l.OE+09 

1.0E+08 

„ 
1 ε 
o 

l.OE+07 

Ί  1-0E+O6 
o 
Jo  1.0E+05 

3  l.OE+04 

l
i

: 

 —HDR ¡|R=  108) 
  1

— FSDT DR=15.4) 

m
u

m

τ

i

ι

|

|
|
|
|
|
|
|

1

1

l
l
l
l
l
l
l
I

1

)
l
l
i

H

1

I

1.0E+03 

10 

100 
Dp nm 

1000 

HDR: Dilution Tunnel with High Dilution Ratio 

FSDT: Full Scale Dilution Tunnel 

8E+12 

6E+12 

ε 
υ 

o 
3 
o 

-M 2E+12 
co 
­Ρ 
o 

co 
o 

i 

Ctí 

ea 
co 
Ci. 

Measurement of PM Size Distribution in 
Road Side Atmosphere 

f. ~m-<!ι :*v\jt Wfcj^O'­ Tfcy.iKCx­'/fj.tj^ 

Location of Measuring Site 

To Tokyo 

;'1S ± Wt «T 3 

ring Site 

Place1: Kawasaki, 

Kanagawa 
■Period : 2002/2/18—2/27 

Instrument: SMPS 

ψζ^ 

W 

12 

 
 
 
 
 
 
 
 
 
 
 
 
26 

Time Series of Traffic Flow 

> 

2000 

1500 

ITraffr Fbw -»-Ratfa of HDV % 

Sunday 

o 1000 
Cr. 

O

c
i
f
f
a
r
T

♦ ­ ·­

¡mil H i

o
O

l ^ l

i O i

l

l

i

l

i

l

i

l J i

l

, « . ! , ! , ! ,! 

H N n ^ i o i D s œ o i o H M n ^ i n o f . c o o i o H N n fl 

li 

40 

30 > 

20 

lu 

I Traffr Fbw 

Rati) ofHDV 

Weekday 

« —ι 

■" 2000 
-C 
ω 
ί> 

1500 

ο  1000 

U. 

■ " 500 

CH 

h 0 
Ε-« 

Typical Size Distribution in Road Side 
Atmosphere 

2002/2/26 

Weekday 

l.OxlO5 'B 
'8.0x10* ä 
6.0x10* § 

13 

 
 
 
 
27 

Comparison of Size Distribution in 
Exhaust Gas and Road Side Atmosphere 

Number Cone. 
1E+10 

TaûPipe <&0km/h) 
TailPpe (60km/h) 
TailPpe (40km /h) 

— R o a d s ñe 

"e  1E+08 

o 
a  1E+06 
bo 
r5  1E+04 
"Ό 
\ 

§  1E+02 

Roadside 

­ Average Concentration 

| from 5 a.m. to 9 a.m. 

1E+00 

10 

100 

Dp nm 

1000 

Effect of Thermo Dénuder on Size 
Distribution in Road Side Atmosphere 

l.E+06 
: 

CO 
I 
§ l.E+05 
Q. 
sc 
O 

■ 

LE+04 

-
: 
. 

LE+03 

10 

•/"^Ss^^ 

*^ ^^v 

JT Tö 

V 

■ J^ 
^ ^ ^F 
Wr^^ 

♦ without TD 
■with TD 

è v» v 
ν· ■_♦ 
v * 

φ 
* 
TL 
■t 
■ 

Place :Kawasaki 

Date: 9/27/2002 

Average Concentration 
from 7:00 to 8:30 

T.D. Temp. : 250 deg.C 

-I 1 1 1 —L ι ι 1 

100 
Dp nm 

1000 

14 

2S 

Exhaust Gas Dispersion Chamber 

Inner volume: 40 m3(min.) 
67 m3(max.) 

Dilution air inlet 

ii 

Exhaust gas ¡n[et 

Air outlet· 

Teller film 
....... ...V. 

r~~i üdj 

Speed Pattern of Transient Operation 
and Timing of SMPS Measurement 

80 

·* 60 
­a 
o 
# 40 

<D 
■—I 
Ü 
!c 20 
CD 

/WWWVWWW/VWWVWVIAA/WWVWV 

SMPS Scanning 
Period 120 sec 

► 

« 

SMPS  Scanning 
Period  120 sec 

60 sec 

50 

100 

150 
Tine 

200 
sec 

250 

300 

350 

15 

29 

Size Distribution in Transient  Operation 

1E+07 

'g 1E+06 

Ί 1E+05 

1E+04 

1E+03 

10 

_ 1 —ι  ι  ι  ι  I 

100 

Dp  nm 

1000 

Conclusion of 3. 

Size Distribution in Diesel Exhaust 
-  Single Mode Size Distribution with a Peak Around 50nm at 

Steady State Operating Conditions 

Size Distribution in Road Side Atmosphere 
-  Bimodal Size Distribution with Peak Around 20nm and 

lOOnm 
Future Work 
-  Analysis of the Factor to Exert on the Size Distribution in 

Road Side Atmosphere 

-  Physical and Chemical Characterization of  Size-fractionated 

Ultra Fine and Nano Particles 

16 

30 

Particle size and 

WÄB^JARiy 
Unregulated Emissions Group 

Emissions & Fuel Efficiency Subcommittee 

t. 

ν;· 

Japan Automobile Manufacturers Association,Inc. 
( JAMA ) 
Japan Automobile Research Institute 

(JARI) 

Repeatability of continuous scans 
with a CAST(IOOnm) 

(-6.8%) 

l.OOE+06 

9.00E+05 

8.0OE+05 

Β 7.0OE+05 

Ì 

6.00E+05 

S.OOE+05 

4.00E+05 

3.0OE+05 

2.006+05 

1.00E+05 

O.OOE+00 

1 =3 Total PM 

■ *­ Median Diameter 

Notes) measurement after warming-up 

17 

31 

Repeatability of continuous scans 
with a CAST ( 30 nm ) 
(-3.9%) 

7.00E+05 

6.00E+05 

5.00E+05 

4.00E+05 

3.OOE+05 

2.00E+0S 

1.00E+05 

0.OOE+00 

i z n T o t a i PM 

— ·—  Median 

Notes) measurement  after warming-up 

1)  Concerning  the  reproducibility,  although  'the' _ 

(Median  Diameter)  of  CAST  is  stable,  the  number  concenti; 
a  tendency  to  decrease  with  time. 

^ 

2)  The  cause  investigation  and  improvement  need  to  be  considered 

3) 

JAMA  conducted  a  Round-Robin  tests  of 
simultaneous  m e a s u r e m e nt  JB 

S DL 

18 

32 

Correlation Test Setup 

Simultaneous sampling with the same kind of instruments 

CAST 

Diesel 
Vehicle 

1 

Sampling 
manifold 

XL 

\ -f 

^> 

DMA+CPC 
ELPI 
DC 

Summary of Correlation Tests 

CV values for DMA+CPC, ELPI, DC 

CAST(1) 

CAST(2) 

Diesel  Exhaust 

MP3(100nm)  MP6(30nm) 

40% 

28% 

23% 

2 8% 

19% 

4 8% 

4 8% 

27% 

54% 

ELPI 
Total Particle Number 

DMA+CPC 
Total Particle Number 

DC 
Total  Surface  Area 

Data from JCAP (Japan Clean Air Program) 

19 

33 

ELPI s Total Particle Number with a CAST 
( 30 nm ) 
■ Simultaneous measurements of total number of particles from CAST using 

different ELPIs 

ELPI : 5min averaged value, Α-G: with filter stage, H: without filter stage 
CAST: MP3 (Dp = ca. lOOnm) 

Data from JCAP (Japan Clean Air Program) 

DMA+CPC Total Particle Number ­ CAST 
( 100nm) 

■ Simultaneous measurements of total number of particles from CAST 

using different DMA+CPCs 

DMA+CPC : 5scan averaged value, 
CAST: MP3 (Dp = ca. lOOnm) 

ï 

3 
r2 

A B C D E F G H I

J K L MN 

Data from JCAP (Japan Clean Air Program) 

20 

34 

article 

Simultaneous measurements of total particle 
using different DCs 

DC : 5scan averaged value, 
CAST: MP3 (Dp = ca. lOOnm) 

(100nm) 

from CAST 

1500 

5 1000 

500 

u 
Q 

+2σ 

CV=48% 

Average 

=LJ I ι — I L  aK 

D

EF 

B C 

Data from1 

>nr3»^P (Japan Clean Air Program) 

We carried out Correlation t e ^ Äf simultaneous m e a s u r á j ^ A L w i th 

the various kinds of equipments using a CAST and a diesel exhaust. 

As a result, the m e a s u r ed values of DMA+CPC, ELPI a n d ' DC have 
insufficient accuracy for the regulation in t h at the s t a n d a rd deviation 
is large yet. ^H ãL 

'Sii '"Sb. 

From now on the accuracy improvement and the development of 

33t andarle 

calibration methods of the equipments need to be conducted. 

21 

35 

1) In the research conducted by JAMA, the tools 
(DMA+CPC, ^B 
ELPI, DC, etc) are not accurate sufficiently. 

2) CAST (combustion device to generate particles) sh( 
the stable average diameter (median diameter), but 
shows the trends toward the decreasing number 
concentration with time. 

"<:. 

\: 

w 

▼ 

ma 

l)Dimension and internal construction of the TD should 
be selected very carefully when using the TD, so that no 
sharp temperature gradient will be promoted inside the 
TD and in all flow lines. iL > 

2) Size Distribution in Diesel Exhaust 

Single Mode Size Distribution with a Peak Around , 

 x%ff^\ 
Operating Conditions 3^>N
Size Distribution in Road Side Atmosphere 

Bimodal Size Distribution with Peak Around 2Ç}nrn and lOOnm 

3)It is important to improve the precisie 
measurement and to establish the calibration method. 

4) It is necessary to solve these problems from this time. 

22 

36 

Future Activities 

information  Exchange with Health Effect  Activities 

►Particle Components Analysis on each size 

►New Particle Instruments  Evaluation 

►Contribution to International  Activities 

23 

37 

Technical  difficulties  with Ρ M 
measurements  at EURO  V level 

Rainer Vogt, Richard E. Chase and Matti Maricq 
Research and Advanced Engineering 
Ford Motor Company 

Research and 
Advanced  Engineering 

Introduction 

GRPE-PMP program proposed (July 2003) 
κ  Modified 2007PM (a gravimetric filter based mass 

measurement system) 

a CVS + thermodiluter + CPC (a number based 

measurement system) 

» Currently suggested for LD vehicles are: 

κ  BUWAL  PM mass 

5 mg km"1 
- 
PM number-  1011 part km-1 
-  2.5 mg km-1 
κ  UBA 
PM mass 
-12.5 mg km-1 
Β  France  PM mass 
-  8.5 mg km-1 
Β  Germany PM mass 

Research and 
Advanced Engineering 

>1 

38 

Outline 

«  Difficulties  in the enhanced gravimetric 

method for PM  mass 

«  Difficulties in the number measurement 
© The way forward towards useful 

solutions 

Research and 
Advanced Engineering 

Problems  with filter measurement  ofPM 

«  Particle  Matter  (PM)  is a complex  mixture  that 

depends on fuel, vehicle,  aftertreatment 
»  Filters work  well when  PM dominates  NMHC 
«  But filters  collect  NMHC and sulfate as well as 

PM 

«  PM from vehicle with  DPF (Diesel  Particulate 

Filter)  can  be overwhelmed  by  NMHC &  sulfate 

«  Ultramicrobalances  are  pressed to  their  limit 

a The 10 - 50 pg PM collected is much less than 1/1000 

of the filter mass 

a The balance is affected by temperature, drafts, static 

electricity, RH, barometric pressure, EMI 

Research and 
Advanced  Engineering 

>2 

39 

Experiment 1: 
Test vapor artifact using multiple ûlkmo 

Dilution Tunnel 

T H C ­J 

PM + THC ­i 

« Use TX40 filters ­ teflon 
coated borosilicate. 

β First filter removes PM with 

high efficiency. 

« 2'd and 3' filters exposed to 
only gaseous compounds. 

Research and 
Advanced Engineering 

I | ITX40 ­ Primary Filter 

I |TX40 ­ Secondary 

Ε ζ Ξ 3 τ Χ 4 0­ Tertiary ^0­

Experiment 1: Three TX40 Filters in Series 

Before 2007 After 2007 

/ 

—­­ ______ 

■ — _ _ _ _ _^ 

Î53 

25­, ¿<áá / 

Vehicle 1 
Bag1 

Organic vapor artifact 
Is ­2 ­6% of PM mass 
at high PM 

High PM and THC 
Artifact relatively small 

Research and 
Advanced Engineering 

ιαγ 

I,5T J 
i «fe 
5 I 

0. I S 

Vet 
Β 

¡cle 2 ' 
¡ g' 

^­^p­^­­—^ 

'WÍ 

^C^ 

rrfjdy Tertiary 

thy Secondary 

Primary 

Organic vap 
is 15­50% ( 
at low PM 

or artifact 
>f PM mass 

Veh!Cle2 "" 
Bag 2 

Q Primary 

α Secondary 

α Tertian/ 

Lower PM and THC 
Artifact relatively large 

' 

>S 

40 

Experiment  2: 
Filters  & aerosol  instruments  in  parallel 

SMPS 

ELPI 

DMM 

J 

J 

Dilution Tunnel 

HFID 

ï  THC  -1 

PM  + THC 

-.  PM  + THC  -i 

PM  +  THC 

| TX40 Filter  f===\  Teflo Filter  F =q  Quartz Filter 
Analyzed  by 
1370PM  (thermal 
evolution) 

Pre-  and 
post-weighed 

Pre-and 
post-weighed 

Ώ-Ώ-  Ό-

Research and 
Advanced Engineering 

Expt. 2: Filter  vs aerosol  instrument  PM  mass 
Simultaneous collection 
of data from 2 DPF 
systems (7 repeat FTP 
tests) 
Dekati Mass Monitor 
indicates <0.05 mg/mi 
for bag 3 of FTP 
Electrical low pressure 
impactor and scanning 
mobility particle sizer 
corroborate very low PM 
Teflo filter mass varies 
from 0 . 1 -5  mg/mi 
TX40 filter  mass varies 
from 4 -7  mg/mi 
Analogous results for 
bags 1 & 2 
Research and 
Advanced  Engineering 

""¡Sty  ELPI/SMPS 

>4 

41 

Expt. 2: Thermal analysis of SOF versus soot 

« PM collected on quartz 

filters 

s SOF and soot fractions 

determined by conversion 
t o C 02 

o For DPF diesel, SOF 
dominates soot 
« SOF nearly equal on 

primary & secondary filter 
« Soot mass consistent with 
Dekati Mass Monitor data 

Research and 
Advanced Engineering 

SOF + Soot for Primary and Secondary Filters 

ι ι ι ι ι ι ι —ï 
ι SOF ι ι ι ι ι ι 

I " 'ft · 

0.5­

I I 1 I I 1 
ι 1 1 1 1 1 

0.4­

go.3­

0.2­

0.1 ­

bri 

>l L _! i. _i " ι 
f ι ι ι ι ι ι ­­
I 1 1 1 1 1 1 
l

i

l

(

l

i

l

i

i

lí 

lí 

­ l l ­LT e t a I S O F + 6 o ot J­ L L 
1 VjfrornRrimaryiFilter \ ^^ 

/; ν ι Total SOF¡+sooí v jy 

J' ^­«.frornSecdndarvFilter ' 

( 

40 80 120 160 200 240 280 320 360 

Time (seconds) 

Organic Vapor Artifact: Current Estimates (FTP) 

By thermal evolution (1370PM)7 

12 

10 

8 

1 
E, 
+■· 

i 
Έ 
< 

Teflo 

Quartz 

Zefluor 

TX40 

T60A20 

Teflo  artifact  is nor zero,  but  it is the  lowest  thus  far. 

Research  and 
Advanced  Engineering 

>s 

42 

One reason why artifact is smallerfor Teflo than 
TX40 & Zefluor 

« TX40 & Zefluor 
have 2 layers 
β 2nd layer adds no 
PM efficiency ­
it is for structural 
support 

• T60A20 has high 
artifact from 
addition of 
backup filter 

Research and 
Advanced Engineering 

TX40 (90 mg) 

Woven fiberglass 
bonded by Teflon 

Zefluor 
(250 mg) 

Teflon layer 
for strength 
(­240 mg) 

Teflo (150 mg) 

Plastic ring 
(­140 mg) 

Teflon­coated 
fiberglass mat 

Expanded 
Teflon 
(­10 mg) 

Expanded 
Teflon 
(­10 mg) 

Summary 1 

PM measurement by filters is not so simple 
anymore 
a PM collected is a tiny fraction of filter mass 
■ Mass collected can be overwhelmed by adsorption 

of gaseous hydrocarbons 

In the past, PM collected on the filter was the 
standard 
a With "clean" diesels, filter collected "PM" may vary 

strongly with the type of filter material used 

Research and 
Advanced Engineering 

>6 

43 

Difficulties  in exhaust particle  number 
measurement 

«  Lack of  a method for  CPC calibration 
<> PM number  has higher variability than  mass 

dueto 
a  Diffusion and coagulation losses of small particles 
a  Imprecise lower size cutoffs of CPCs 
a  Losses through thermo diluter 

*> Potential  inconsistency  between  number  and 

mass standards 

Research and 
Advanced  Engineering 

Relationship  between PMmass  and  number 

•  Diesel  PM has two 
types of particles: 
•  Soot-solid  particles 

formed  in engine 
•  Nuclei particles  -

condensed  particles 
from cooling  of 
exhaust 

•  Thermo  diluter 

removes  nuclei  mode 
•  GRPE-PMP  proposal 

measures  solid 
particles 

nuclei particles 

solid  particles 
(possibly wilh semivolatile coaling) 

1e+9 

1e+8 

1e+7 

Φ 
Q. 
'Q. 

E 

Q. 

Q 
σ> 
o 
Τ3 

1e+6 

350 ppm sulfur/ aclive catalyst 

10 

Research and 
Advanced Engineering 

>7 

44 

Calculation of mass 

/number of particles 

• Solid diesel PM very well fit 
by lognormal distribution 
(J. Aerosol Sci. 32, 749, 2001) 

• Based on lognormal 
M = Np-D'e9^2'2 

6 p 
where M=mass, N=number, 
p=density,Z) =average diameter, 
and σ is the geometric standard 
deviation (related to width) 

_^1e+8 
"ÕT 
a. 
'a. 
'rö 
Φ^ 
to 

es 
_§1e+7 
α. 

Q 
σ> 
o 
ρ 

ν/ 
Λ 

.· lognormal fit 

1e+6 

average diameter 
of particles .. 

\ 

width of \ 
distribution \ 

io 

100 

Research and 
Advanced Engineering 

Summary 2 

« PM mass depends predominantly on particle number 
a σ = 1.7 - constant over a wide range of engines, fuels, and operation 
a ρ = ~1 g/cm3 at Dp=~80 nm -it decreases as diameter increases 
a For most diesel PM, 40 nm <-£>_,< 80 nm 

<> BUWAL suggestion of lxlO11 part/km implies 

a PM_mass = 0.1 mg/krru assuming Dp = 80 nm 
a At D= 40 nm the PM mass equivalent is 0.01 mg/km 

<·> Number standard regulates the same emission, namely 
solid particles, but BUWAL number IO11 is much stricter 
than the suggested 5 mg/km mass standard 

« Interference with dilution air particle concentration will 

cause problems if dilution air >5000 part, cm-3 

« Calibration methods for thermodiluter and PM number 

not available 

Research and 
Advanced Engineering 

>8 

45 

The way forward  — 

»  Define a PM reference standard 

E-66  Project  (sponsored  by CRC, EPA, CARB, EMA) 

a  Employ sampling train  consisting  of dénuder, filter,  backup 

carbon filter  to: 

•  Remove volatile species upstream of filter 
•  Trap PM on filter 
•  Record desorbed semivolatlle material on backup filter 

a  Ensure that  PM measured  is consistent  with  particle 

B 

number and size distribution  measurements 
Reference  standard will serve to  ascertain  acceptability  of 
PM measurement  methods, including  gravimetric  filter 

Research and 
Advanced  Engineering 

The way forward  — 

Examine aerosol instrumentation approaches to 
measure PM mass (directly or indirectly) on line 
a  Dekati Mass Monitor -  uses combination  of  mobility  and 

aerodynamic  measurement  to determine  particle size and 
density and there from  PM mass 

a  Photo Acoustic  Soot Sensor -  converts  light absorption  to 
sound waves to detect  black carbon component of  soot 
a  Quartz Crystal  Microbalance -  converts  crystal  oscillation 

frequency  into  mass  determination 

a  Thermal  methods (not online) -  separately  oxidize  organic 
and soot material to  C02 to  determine  SOF and solid mass 

Research and 
Advanced Engineering 

>9 

46 

ACEA PM-3 programme 

Preliminary results 

Milano : 10 Dec 2003 

Caroline Hosier, 
Pilot, ACEA Task-Force Particulates (TF-PM) 
Ford Motor Company 

Background 

The ACEA 1st and 2nd Particulate programmes 
concentrated on particulate measurement of mass, 
size, number and characterised particulate 
emissions from diesel, gasoline, diesel with trap 
and direct injection petrol engines. 

The ACEA 3rd particulate programme, known as 
PM-3 was designed to contribute to the UK 
Government led Particulate Measurement 
Programme (PMP) being run under the auspices of 
the UN-ECE. 

47 

Background 

PM-3 focuses on the gravimetric measurement 
method. 

PM-3 was initiated and funded by ACEA, using 
vehicles loaned from Fiat, PSA and VW. The 4th 
vehicle was loaned to the programme by Toyota. 

All testing is being conducted at an independent 
laboratory, AVL-MTC in Sweden. 

Objectives 

Examine potential enhancements to the 
existing particulate gravimetric 
measurement method. 

1.  Increase measurement filter loading. 
2.  Reduce Variability. 

Investigate the potential of alternative 
dynamic mass-based particulate 
measurement methods. 

48 

Test outline 

•  5 test sets using 4 particulate probes in 

parallel 

•  Filters weighed on both  1.0 ug and 0. lug 

balances. 

•  4 vehicles - 3 * diesel, 1 * gasoline 
•  Gasoline fuel EN228 S<10 ppm 
•  Diesel Fuel - Swedish class 1,  S<10 ppm 

Probe/filter  set-up 

Probe 1 

Probe 2 

Probe 3 

Probe 4 

Seti: 
Low 
dilution 

TX^t0 + 
new filter holder + 
thermostatic  control 
901 / min  flow 

T-60 + 
old filter holder 
30-40 1 / min  flow 

Set 2: 

TX-40 + 

new filter holder + 
thermostatic  control 
901 / min  flow 

TX-40 + 
new  filter  holder + 
thermostatic  control 
90 1 / min  flow 

(high) 
dilution 

Set 3: 
Testing 

then 
lowest 
emitter 
diesel 

T-60  + 
old  filter  holder 
30-401 / min  flow 

T-60 + 

old filter holder 
30-40 1 / min  flow 

TX-40 + 
new  filter  holder 
without  thermostatic 
control 
901 / min  flow 

TX-40 + 
new  filter  holder 
without  thermostatic 
control 
901 / min  flow 

TX-10 + 
new  filter  holder 
without  thermostatic 
control 
901 / min flow 

TX-40 + old  filter  holder 
w/o thermostatic  control 
30-10  litres/min 

TX^IO + old filter holder 
w/o thermostatic control 
30-40  litres/min 

TX-40 + old  filter  holder 
w/o thermostatic  control 
30-40  litres/min 

49 

Probe/filter  set-up 2 

Probe 1 

Probe 2 

TX^10 + 
new filter holder + 
thermostatic  control 
901 / min  flow 

T-60 + 
old filter holder 
30-401 / min  flow 

Teflo  2 micron + 
new filter holder + 
thermostatic  control 
901 / min  flow 

T-60 + 

old filter holder 
30-40 1 / min  flow 

Set 4: 
Mixing 
Tee close 
to tailpipe 

Set 5: 
normal 
(high) 
dilution 

Probe 3 

Probe 4 

TX-40 + 
new  filter  holder 
without thermostatic 
control 
901 / min  flow 

Teflo  2 micron + 
new  filter  holder 
without  thermostatic 
control 
901 / min  flow 

TX-40 + old filter holder 
w/o thermostatic  control 
30-40 litres/min 

Teflo  2 micron + old 
filter holder w/o 
thermostatic control 
30-40  litres/min 

Tunnel End-plate with 
mounted Probes 

Probes (Gasoline) 
mounted in tunnel. 

4 

50 

New filter holder (as 
specified  in US HD2007) 

New filter holder with 
thermostatically controlled 
heating jacket 

Draft Results 1  - filter media 

Repeatability improves using TX-40 filter 
media 47mm 0  (probe 4) compared to the 
existing T60-A20 also 47mm 0  (probe 2). 

diesel  Fiat 
S E T1 

a  primary + back-up filers α  primary fiter 
' 
' 

diesel  Toyota  D-cat \m primary + back-up filters Q primary filter 

S E T1 

' 

10 

51 

Draft Results 2 - primary filter 

• Repeatability improves by using only the 
primary filter when using TX40 or Teflo. 

diesel P e u g e o t+D PF [■ primary + back-up f B e re π prirrwy f tterl 

SET 2 ' _ 

gasoline VW [■ primary + back-up filters α primary filter 

i n s i ti 

Draft Results 3 - teflo filters 

• Results require further analysis. 
• Teflo filters 

- Require improved handling practices as they 

are very susceptible to damage. 
- Do not easily fit the filter cassettes. 

• Further investigation into the use of teflo 

filters is required. 

12 

52 

Draft  Results 4 - microbalance 

ι 

The results from the  1.0 ug and the O.lug 
balance have not yet been completely 
analysed. 
At very low PM yield, the O.lug balance 
took over 20 minutes to stabilise in some 
cases, particularly with the teflo filter. 

13 

Draft Results 5 - filter  cassette 

When heavily loaded, cassette accumulates 
PM on the walls of the cassette itself. 
Difficult  to retain all the PM from such a 
sample for weighing. 
The cassette has to be cleaned before being 
reused to relieve it from residual PM. 
Cassette itself causes some handling 
difficulties. 
Redesign of cassette may be required. 

53 

Draft  Results  6 - thermo  control 

Thermostatic control 
-  of the sampling line and filter holder to 

47°C± 5°C for US HD-2007 filter holder. 
Thermostatic control of the sampling line 
and the filter holder does not appear to 
improve repeatibility. 
Further analysis required. 

s 

15 

Conclusions  1  - draft 
The PM mass measurement method can be 
adapted to be suitable for measurement of 
very low PM emissions. 
Use of a high efficiency filter (TX40 or 
teflo) is recommended. However,  further 
work on the teflo filter is required. 
Thermostatic control of the filter 
holder/sample probe is not necessary. 
The filter cassette causes some handling 
difficulties  and may introduce errors. 

lb 

54 

Conclusions - draft 

^ 

The secondary (or backup) filter is not 
required with a high efficiency  filter. 
The 1.0 ug balance performs better in a 
working environment than the O.lug 
balance. 

17 

Work in progress 

Experimentation on effect  of weighing room 
environmental conditions  (temperature/humidity) 
on blank and loaded filter papers. 

Detailed analysis of results from LII and PASS. 

Chemical analysis of material collected on the 
various filter media. 

Investigation into difference  between results at 
low / high flow rates - may be flow control 
calculation error 

u 

55 

Next Steps 

•  ACEA will present further results and 

conclusions at the Jan 2004 PMP meeting in 
Geneva and to GRPE. 

•  The full report will be available early 2004. 

19 

10 

56 

Characterisation of Exhaust 
Particulate Emissions from Road 
Vehicles ­ Conclusions of the EU 
Particulates Project 

Zissis Samaras, Leonidas Ntziachristos 
(AUTh/LAT), Martin Mohr (EMPA), Neville 
Thompson (CONCAWE), Urban Wass 
(VOLVO), Jorma Keskinen (TUT) 

Milano 10­12­2003 

Particulates Project 

«£» 

Typical Diesel Particle Size Distributions 
Number, Surface Area, and Mass Weightings 

0.25 

Nuclei Mode­ Usually consists of 
particles formed from volatile 
precursors as exhaust r 

J 0.2 + with air during diluji 

Particulates dealt 
with both 
separately 
^=T 

me Hartides 
ρ < 2.5 μηι 

PM10 
Dp < 10 Mm 

imulation Mode Usually consists 
y of carbonaceous agglomerates 
ave survived the combustion procesjs 

Coarse Mode­ Usually 
consists of re­entrained 
particles, crankcase fumes 
\ 

o.ooi 

Source: D.Kittelson 

0.100 

Diameter ( μτη) 

Mass Weighting ■ 

Number Weignüno Surface Weighting I 

Milano 10­12­2003 

Particulates Project 

57 

Sampling system used 

C02 analysis 

Raw Diluted 

i^^j*^ Æ 

Mass Flow ^K 
Controller! 

Ageing 
Chamber 

vy 

Filter Charcoal Silica Gel 

J— 

Im pacto r Valve , 

2­stage ejector 
i­stage ejectoi 
Dilutor 

CPC 

Diffusion 
Charger 

Milano 10­12­2003 

Particulates Project 

— Dilution Air Une 

Sample Line 

Cooling Agent Line  β 

Information collected over a test 

Instrument 

Property 

Size resolution 

Temporal resolution 

Condensation Particle 
Counter (CPC) 

Particle 
number concentration 

One channel 
>7nm 

Scanning Mobility 
Particle Sizer (SMPS) 

Particle 
sizing and concentration 

64 channels per decade 7-
300 nm or 10-450 nm 

Electrical Low Pressure 
Impactor (ELPI) + 
thermodenuder (TD ) 

Solid particle sizing and 
concentration 

Diffusion Charger (DC) 

Active surface 

First 8 channels 
considered with filter 
stage 
7nm -1 μτη 

One channel 
7nm - 1 μπι 

1 s (transients) 

90s 
(steady states) 

1 s (transients) 

1 s (transients) 

Milano 10­12­2003 

Particulates Project 

fâ'sa 

5S 

Daily test 
sequence 

Milano 10-12-2003 

Particulates Project 

CONDITIONING  CYCLES 
Gasoline -  1 ECE + 2 EUDC 
Diesel - 3 EUDC 

« ï» •J 

Real World Driving Cycles Used 
Artemis  Motorway 

speed 
(kmm) 

ARTEMIS  motorway  driving  cycle  (passenger  cars) 

motorway,  stable 

unstable 

stable  phase 

unstable 

mad 

' * ' ", 5e 

.  Pnase 

road 

urban 

2D0 

400 

CD0 

800 

1000  0'rtl4(s) 

Milano  10-12-2003 

Particulates 

Project 

«m 

59 

Vehicle sample 
24 passenger cars 

Conventional Diesels 
- 
- 
-  one "simulated" Euro 1 

five Euro 3 
two  Euro 2 

DPF equipped 
- 
-  one  retrofitted 

four OEM  equipped 

Port  injection  SI 

- 
four  Euro 3 
-  one Euro 1 
-  one Californian  ULEV 

Direct injection SI Euro 3 
-  Two stoichiometric with 

- 

TWCs 
three lean mode with  NOx 
adsorber and  TWC 

Milano  10-12-2003 

Particulates  Project 

Fuels used 

Diesel fuels 

Gasolines 

Sulfur 

mg/kg 

mg/kg 

|  Sulfur 

mg/kg 

mg/kg 

D-2 

D-3 

D-4 

C  D"5  ) 

280 

38 

8 

3 

143 

G-l 

G-2 

G-3 

45 

6 

Swedish Env. Class 1 

Milano  10-12-2003 

Particulates  Project 

έΐΛ-ΛΆ. 

60 

Results 

Milano 10­12­2003 

Particulates Project 

iruìjk 

1 .OE+00 

Γ* 1.0E­01 
E 

1 
■g 1 .OE­02 
S 

1 .OE­03 : 

1.0E­04 

NEDC 

Euro 3 limit 

DISI 

Χ 

o 

f S 5 9i 

D ♦ ■ 

Δ 
A 
A 

:*Ί nr 
r*-
Δ 
Δ 

Δ 
_- 
DPF 

4-__A 

Milano 10-

D2 

D3 

D4 

D5 

G1 G2 G3 

♦ Diesel Euro 3 
O Diesel Euro 2 
+ Diesel Euro 1 
A Diesel +DPF 

Π DISI lean 
■ DISI stoich. 
O Gas. Euro 3 
+ Gas. Euro 1 

X Gas. ULEV  m 

61 

1.OE+00 

1.0E­04 

D2 D3 

D4 D5 G1 G2 

Milano 10­12­2003 

φ Diesel Euro 3 
ø Diesel Euro 2 
φ Diesel Euro 1 
A. Diesel +DFF 

□ DISI lean 
■ DEI stoich. 
O Gas. Euro 3 
+ Gas. Euro 1 
X Gas. ULEV 

\W?J 

1 .OE+06 T 
: 

! If ï · 

j* DPF 

■ Δ 
■ Δ 

* 

; « ì 
li ! í 

+£ 1.0E+05 

1.0E+04 

g 1.0E+03, 

1.0E+02 

42 

1.0E+01 

1.OE+00 

NE 

:DC 

DISI 

e 

I 
ï 
κ 

o 
o 

B 

=l= 
* _ ­_ ­■­.. 
V 

o 
0 

G 

η O 

D 

ft 

Δ 
å 

Δ· 

i 

D2 D3 D4 

D5 

G1 G2 

G3 

φ Diesel Euro 3 
O Diesel Euro 2 
φ D'esel Euro 1 
Δ Diesel +DFF 

□ DISI lean 
■ DISI stoich. 
O Gas. Euro 3 
4­ Gas. Euro 1 
X  Gas. ULEV 

Milano 10­12­2003 

6 2 

Τ 

D USI 

/ 

■ DISI 

3 S 

B a t 
α 

π....°. 

S o 

* fl 

Δ 

— »Π 

Δ 
1 Α| 

Δ 
Α 

Δ! 

_â_il 

> 

Δ 
Δ 

Δ 
Δ 

Δ 

Mot 

o r w ay 

D2 

D3 

D4 

D5 G1 G2 G3 

φ Diesel Euro 3 
<> Diesel Euro 2 
φ Diesel Euro 1 
A Diesel +DPF 

Q DISI lean 
■ DISIstoích. 
O Gas. Euro 3 
+ Gas. Euro 1 
X Gas. ULEV 

¿ΐ£*Ά 
«USE? 

1.0E+06 

1.0E+05 

: 

■ 

il 

i ' 
1 ■ 
1 ^' 

TE , 
.o 1  OE+04 ­

] C 

g 1.0E+03 

DPF 

o 1.0E+02 

Î 

1.0E+01 

] 

1.0E+00 

Milano 10­12­2003 

1.E+15 

:  U l ti 

1.Ε+14 

Έ 

¡υ 
ro 

DISI 

D NEDC 

"■ 

S s Β 
■ ι 

.2 1.Ε+13, 
<α 
Sä 
E 
o 
.a 
r 
& 

1.E+12 

« 1.E+11 

' 
• C 

1.E+10 

τ ­ Tf 
.Í.A.......Â 

PF G 

Ο Ο 

η « ° 

D2 D3 D4 D5 G1 G2 G3 

Milano 10­12­2003 

φ Diesel Euro 3 
O Diesel Euro 2 
φ Diesel Euro 1 
A Diesel +DFF 

Π DISI lean 
■ DISIstoích. 
O Gas. Euro 3 
­f­ Gas. Euro 1 
X Gas. ULEV 

¿S 

63 

1.0E+15 

Ç 1.0E+14 _ 

1.0E+09 

D2 D3 D4 D5 G1 G2 G3 

Milano 10­12­2003 

φ Diesel Euro 3 
O Diesel Euro 2 
φ Diesel Euro 1 
A Diesel +DPF 

□ DISI lean 
■ DISIstoích. 
Ο Gas. Euro 3 
+ Gas. Euro 1 
X Gas. ULEV 

• 

1.0E+15 

: 

E 
a, 
3 1.0E+14 

CD 

1 1.0E+13 
β 
ω 
­O 
E 

1.0E+12, 

■ 

rö 1.0E+11 

1.0E+10 

U i l »! 

A DPF ¡ 
Δ 

D NI 

:UC 

DISI 

! ' i 

G 

* ° * 

: M il 

A Δ Δ , 
Δ Δ ¡ 

D2 D3 D4 D5 G1 G2 G3 

φ Diesel Euro 3 
O Diesel Euro 2 
φ Diesel Euro 1 
A Diesel +DPF 

DISI lean 
DISIstoích. 
Gas. Euro 3 
Gas. Euro 1 
Gas. ULEV 

isa» 

Milano 10­12­2003 

8 

64 

! Γ * 2 _, __ 

o f, i 

Ί^  A 

i? 
¡ Δ 
! Λ 

il 

„A.· 

Motorway 

mçi 

\ 

ff Β 
LJLÍ 

0 

Δ_ 

Δι 

\ 

G 

IA Δ 

A¡ 

E 

ra 
c 
O 
CO 
t /l 
E 
Φ 
.S? 
.g 

ro 
α. 

o 
1-

1.0E+16 

1.0E+15 

1.0E+14 

1.0E+13 ■ 

1.0E+12, 

1.0E+11 ·: 

1.0E+10 ! 

1.0E+09 '-. 

1.0E+08 -

Milano 10-12-2003 

D2 D3 D4 

D5 

G1 G2 G3 

φ Diesel Euro 3 
Ο Diesel Euro 2 
φ Diesel Euro 1 
A Desel +DPF 

D 
■ 
0 
+ 
Χ 

DISI lean 
DISI stoich. 
Gas. Euro 3 
Gas. Euro 1 
Gas. ULEV 

Φ 

1.0E+16 ­

50krrVh 

^ 1.0E+15 ­
"È 
j¿ 
□. 1.0E+14 ­
■o 

i 1.0E+13 , 
ζ 
■o 
q> 1.0E+12 , 

q
u

i

3 
c 1.0E+11 ; 
ω i O 
^ 1.0E+10 '-. 
CL 
S 
o 1.0E+09 , 
Ι— 

1.0Ε+08 ­

1 

Conv. 

^M»T**»fcl Πιρ«;ρ| 

AR?/*"1 "v ^k 

D2 j ä RM fe. 

. f!« ­J 1 fi ­Tifi 

iL  DPF ym 
s3SB PS^tS! B^J· r*"­" 

D3 ^Sif ^ * ^ í f f iH Miri 

' ■ " ■ ** 

D4 ­ "· Ç ^" 

D5 

» ■ 

• * 

10 100 10 
Mobility Diameter [nm] 

DO 

Milano 10­12­2003 

Particulates Project 

 
65 

120knVh 

Conv. 
Diesel 

10 100 

Mobility Diameter [nm] 

1000 

1.0E+16 

— 1.0E+15 
E 

Q. 1.0E+14 ; 

■o s 

5 1.0E+13 ! 

ω 1.0E+12 

= 1.0E+11 : 
õ 
i 1.0E+10 
Q. 

β 1.0E+09 ; 

1.0E+08 

1 

Milano 10­12­2003 

Particulates Project 

1 

50knVh 

Conv. 
gasoline 

1.0E+16 

E 1.0E+15 
______ 

"t 1.0E+14 , 
­Ω 

Ζ 1.0E+13 J 

I 1.0E+12 

ω 1.0E+11 
o 
t 
2­ 1.0Ε+10 

o 
·­ 1.0E+09 

1 .OE+08 

10 100 

Mobility Diameter [nm] 

Milano 10­12­2003 

Particulates Project 

1000 

fö» 

10 

66 

1.0B­17, 

e 1.0EM6 
______ 
a 1.0&15 ι 
TD 

5 1.0E+14 i 
Ζ 
fe 1.0E+13 
η 
I 1.0Ε+12 ; 
c 
en 
õ 1.0Β­11 
S3 
03 
3 1.0Ε+10 
fl 

H 1.0E+09J 

1.0E+08 

10 100 

Mobility Diameter [nm] 

1000 

Milano 10­12­2003 

Particulates Project 

m 

Regulated cycle Conclusions ­1 

• Conventional Euro 2 & 3 diesels were found 

­ in a narrow range with respect to PM mass emissions, active 

surface area, solid particle number 

­ not affected by fuel sulfur content 

• Total particle number emissions were also found within a 

narrow range not particularly prone to artifacts 
• Trap equipped diesels are associated with massive 

reductions of particle emissions 
­ one order of magnitude in terms of mass 
­ 2 to 4 orders of magnitude in terms of surface area, solid particles, 

total particles. 

­ Some evidence of influence of higher fuel sulfur content (300 

mg/kg) on nucleation mode particles 

Milano 10­12­2003 

Particulates Project 

Ù 

11 

67 

Regulated cycle Conclusions  -2 

1  DISIs had measurable  mass emissions, though well 

below diesel  Euro 4  limit 

1  Active  surface area, solid particle numbers  and total 
particle  numbers  reveal a similar to mass behavior of 
DISI vehicles. 
No consistent fuel effects were  revealed 
Port injected gasoline vehicles were found to be emitting 
at or below the levels of  DPF equipped diesels and this 
for all particle parameters tested. 
Their emissions  performance was found to be variable, 
strongly depending  on the characteristics  of the  engine 
management very little affected  by fuel  sulfur 

Milano  10-12-2003 

Particulates  Project 

High power cycle Conclusions -3 

High  power driving may lead to an up to one order of 
magnitude  increase  in particle  emissions, and generally 
more variable  behavior,  irrespective  of the property  used 
to characterize them. 
The emission  increase  more  pronounced  in the case 
DPF equipped vehicles operated on the higher sulfur fuel 
(300 mg/kg). This is related with the  regeneration 
attempts, initiated during the  high temperature  operation 
over this cycle. 
Exception to this  behavior was the concentration of solid 
particles which, despite their  increase, were found  below 
conventional  diesel  levels 

Milano  10-12-2003 

Particulates  Project 

föïifc 

12 

6S 

In-use  tested  vehicles 

: models  tested 
one diesel model 
47 cars 
driven 11000-72 000 km 
all EURO 3 spec. 
2001/02 m.y. 
dir. 98/69/EC test protocol 
ïncl. for in-use test 

12/10/2003 

Olsson,  SEPA 

69 

Summary Results 

Cars 
40 petrol 

Distance, km 
37.547 

CO, g/km 
0,83 

HC g/km 
0,09 

NOX, g/km 
0,04 

Evap, g/test 
2,79 

Cars 
7 diesel 

Distance, km 
48.641 

CO, g/km 
0,28 

HC+NOX, g/km 
0,61 

/VOX, g/frm 
0,58 

PM, g/Ατη 
0,04 

Limit 
CO 

i/alues 
HC 

, g/km 
HC+NOx 

NOx 

PM 

g/test 
Eva ρ 

EUR03 
EUR03 

EUR04 
EUR04 

12/10/2003 

petrol 
diesel 

petrol 
diesel 

0,20 

2,3 
0,64 

0,10 

1 
0f5 

Olsson, SEPA 

0,15 
0,50 

0,08 
0,25 

0,56 

0,30 

0,05 

0,025 

2,0 

2,0 

2,5 

2,0 

ε 
s 
» 1,5 
(A 
C 
O 
« in 
I 

ÌLI 

0,5 

0,0 

All petrol cars 

■ 
1 

■ CO 
­ HC 
• NOx 

v V1 "'■" 

20000 40000 60000 

Distance, km 

80000 

12/10/2003 

Olsson, SEPA 

70 

Tested diesel cars 

■ CO 

HC+NOx 

• NOx 
A Particulates 

▲ Á 

Á ▲ 

20000 40000 

60000 

80000 

D i s t a n c e, km 

1,0 

0,8 

E 
χ 
σι 0,6 

UI 
c 
o 
M 0 4­
Ι 

111 

0,2 

0,0 

12/10/2003 

Olsson, SEPA 

All petrol cars 

♦ HC/NOX 
^ E U R 03 
­— EUR04 

0,3 

0,2 

ε 
.χ 
■ -* 

en 
υ 

0,1  > ♦ 

ο,ο 4­

ο,ι 

0,2 0,3 

NOx, g / km 

0,4 

0,5 

12/10/2003 

Olsson, SEPA 

71 

υ 

π 

α Evap/tailpipeHC 
^ — L i m i t s / E U R 03 

.­ ... __ _­□­

ΓΗ Γ ­1 
— Ι 1 

ΗΤν^­Π,Ρ. 
T­J­t­LJ 

0,05 0,1 0,15 

HC t a i l p i p e, g / km 

0,2 

0,25 

11,0 

10,0 

J-> 
<Λ 

*N 
σι 
g' 
E o 

4-> 

α 
> 
ω 
υ ζ 

9,0 

8,0 
/,ο 
6,0 

5,0 

4,0 

3,0 

2,0 

1,0 

0,0 

12/10/2003 

Olsson, SEPA 

Tested diesel cars 

♦ Particulates/NOx 
— E U R 03 
EUR04 

0,1 

ε 

σι 

9>. 

3 
U 

re 
α 

0,0 4 

0,2 

0,4 0,6 

0,8 

NOx, g / km 

12/10/2003 

Olsson, SEPA 

72 

Suggestions 

In-use petrol EURO 3 vehicles 
show potentials to meet EURO 4 
and beyond 
Evaporative emissions  are 
challenging 
In-use diesel vehicles have trouble 
meeting EURO 3 
Petrol may have lamer potential  for 
EURO 5 

12/10/2003 

All in-use test reports soon on: 
www.naturvards verket s e 

Thank You! 

12/10/2003 

Olsson,  SEPA 

io 

73 

AVL MTC Motortestcenter AB 

JRC EURO-V  Conference 
Dec. 10-11,  2003, Milano 

ÆVL· 

Validation of Test Methods 
for Light-Duty  Hybrid 
Electric Vehicles 

David Bauner,  Johan Teden 
AVL MTC, Sweden 

ÆVL· 

Agenda 

•  What  is a  hybrid  vehicle 

•  Test  methodologies 

•  Verification  of test  method 

•  Results of measurements for other 
temperaturs, drive cycles, unregu­
lated substances and magnetic fields 

74 

A Worldwide Ρ 

United Kingdom 

Belgium 

χ. France 

- Spain 

Germany 

Austria 

Czech Republic 

Hungary 

Slovenia Switzerland | n d ja 

Project Centres: 
UK, USA, India, China, Sweden, 
Hungary, Germany, France 

Classification 

¿¥L· 

Hybrid type | (Full) || 

III (Mild) 

Grid Grid Non­grid connected 
capabilities connected 

Electric >11 km autonomy in <11 km 
drive electric drive gut 
autonomy 

75 

Classification 

ÆWL· 

BH^H^I 

1 Β^____ 

____R__| 

BfA 

Measurement method for emissions and fuel 
consumption for hybrid vehicles 

ÆVL· 
IMMM 

Operational for all hybrid types 

Cmpatible with different energy 
storage such as hydrogen and 
compressed air 

Flexible to relate to new models and 
strategies 

76 

Challenges 

•  Not hampering 
development 

ÆVL 
BB 

• 

ICEV-EV-HEV-BHEV-
REEV 

•  Tool for incentives 

•  Components perf. 

•  Fair and equal 

•  Understandable at all 
European Technical 
Services 

•  Method coherence 

serial-parallel 

•  Calculation of FC 

over time 

•  SOC measurement for 
different battery types 
(ex: hysteres NiMH) 

•  Effects of 2W-dyno 
(regenerative br.) 

•  Effects on BMS 

•  Effects from BMS 

Reasons for a (homologation)  test  procedure  g f f l ^ fc 

Does the vehicle operate in accordance with 
prevailing emissions requirements? 
What is the emission levels and fuel 
consumption for this vehicle? 
How much will a population of these vehicles 
emit during normal operation? 

What performance should the owner expect 
from her or his vehicle? 

How does ambient temperature changes affect 
vehicle performance, emissions and energy 
consumption? 

77 

8 S*D MACjASJNrl/llÄNSTEBIl. 

­ , .ili ­ , l *> 

Miljöbil klipp i tjänsten 

f­iV *.Ι1.·Ί·ΤΙ  h ir !>· · lul JI «Hu­

rting «nr f jtB.Jtn.víferfW. ΓΛ» 
Ul tji»·lïdI'T­l Innü\:r dt( 
ι'.πι S DOO ­ 10 OÜO krjitji 
r»U ■"■<■ I i p l l t i t i r k i i ^ l i, 
► i j . ·/ VvMlge*  i j j r i v d i U *-
çvru Hotitrr Sv*-i*son. 

Ι, ν .. ■ > , _ . ., ,_._,. _p J )t .,,_. 
: ­ ■ ' ni it .f ' ι. .ι ι.ιι,. ,. ­t.­
·. ■ . !■­ : u "t. .v · . li d f i i .i 
li · ■ . ' ■ ■ ­: >r 'i i'—■■! 

. [ . l l . ­ . . ! . ^ j l t ., 

I . ι. ík HIMI­I. ·<; !rl "·*·■ ■· "i r li t '■·!.(!' >»· !· ·ι ι rv·* II .ι . . · ­ ·. ,­tuprt«, ••VM'iiV ■· .>.'*'tir , ' J" li.» Itiy­it · "1 
r : J ­. n r · · .; :« ­ Λ ■ ' ' · ' '­ "» ■ "* "■ Ι . * . Ι * » Η . Β Ι ­ «· M Î ­ υ ­. i ^ ­ . i '—j ■· 

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. « * · « ■­ :. ­.■.­.··.!.  ι.»..ι·...4ί,  .  M . .- 

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.  ι . . · - . . , -y  . . „ .. 

ie«.,j,f.  ).»,..,.<..  - >■ Åk hybridbil 

ι , · * ι· I.­.­.11 H J. f .t · 1 ■ . . ' • . i l — Λ > ­ . · » > .Π " '— ■ « l . r : ­ , i i _ i ' . , » .. i­ . L 

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.. ­ I . IM l'o­vl· muJ.·. •^..iiù.'n­·"''r 

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Λ U l l' ■ ­ι ­ . L · ! . .· '­c*­J­1 '4'Rill·­, ι*.*·· liti · · lilt "|ι· ι!·.­>|­ ­ì .t..i. m îi f . t u .' f' ■ 

;  V-JVu«*rf**l 

Q FahlA 

i månaden 

.. .-·..!■·.· ..r. li-i ·;.ι.ι t ι  .ί  : · ( . . .<  [—γ· t  i 

t Un ι- 

·ι 

Jrn  .'.-Ltni.  'itf 

­­ · Ι Γ · Μ Γ ­ Μ >Ι 

Project description 

ÆVL· 
MH 

1. 

2. 

3. 

4. 

Development of test methods for different hybrid types 
(related to proposed method), especially assessment of 
different ways to compensate FC and emissions for ASoC 
Benchmarking and adaptation to on­going test method 
development work in different markets. 
Development and assessment of different methods and 
instruments to measure (calculate) SoC and ASoC 
Calculations, analysis and recommendations 

The project was funded by the Swedish National Road 
Administration (Vägverket), the Swedish Energy Agency 
(STEM) and the Swedish Agency for Innovation Systems 
(VINNOVA) 

7S 

Verification of test method 

ÆVL· 

Compensating delta SoC 

•  Repeated  tests 

•  Linear  approximation 

•  SAE J1711  (and ECE)  exception 

Verification of test method 

ÆVL· 

Measuring delta SoC 

•  Discharge/charge  before and after 

each test 

•  Current flow measurement 

•  Shunt 

•  Current  clamp 

•  Current sensor  (ring) 

•  OEM equipment 

79 

Tested vehicles 

ÆVL· 

Battery  type 

Motor 

Engine 

Toyota 
Prius 

274 volts NiMH, 
40 units seríes 
conn, modules. 
6.5 Ah? 

trefas  AC 
Permanent 
magnet. 

Honda 
Civic 
Hybrid 

144 volt, 6.5 Ah 
NiMH,  120 cells 
of  1.2 V each 

10 kW  DC 
permanent 
magnet 
brushless 

4 c y l , W T -i 
motor  med 
OHC,  16v, 
1.5  liter 

4  cylinder, 
1.34  liter 
VTEC,  lean-
bum 

Trans- 
miss- 
ion 

CVT 
(planet 
) 

5 man/ 
CVT 

Effekt 
hela 
drivlinan 
(el) kW 

GVW 

Number of 
seats 

86(33) 

1675 

73(10) 

ca1200 

Renault 
Kangoo 
Elec'Ro 
ad 

286 kg  Ni Cd 

30  kW 
peak,  15 
kW  cont 

15 kW  (0.51, 
2-cyt, not 
tractionary 

45 (30) 

1645 
(bensinver 
slon en) 

80 

Honda Civic Hybrid, 80% SoC at start 

ÆVL· 
iwkmm 

NH)C ­ Honda Civic Hybride 80%SOC at start 
Test no. H020904 2 

­Current — S p e ed ^—Voltage 

Integrated Current 

Jr^^VirSAhr^ 

S2 
1 = s 

ÆVL· 

I 

­ 1 

0,5 

­o I 

C 
Ë 
­0,5 δ 
■8 
S 

­1 g> 

. 

7ι 

10 Ξ 

- ­1,5 

­ ­2 

time |s] 

Toyota Prius, part of drive cycle 

NEDC 3:rd urban cycle ­Toyota Prius normal SoC 
Test no. T020822_1 

?nn 

Current Speed Integrated current I 

]

A

[

t
n
e
r
r
u
C

/

,
]
h
m
k
[
d
e
e
p
S

8

I

8
o
8

8

i ___, '"' 

-^^Ç f~l j V / N ~ \ v. 

L·^ i ^^— 

10 62o" ~Τβ40 ' Y 660 Ν Χ β βΟ 

2

ι

time [s] 

 
 
 
 
 
 
 
 
 
 
 
 
81 

Fuel Consumption, Renault Kangoo 

ÆVL· 

12,00 

11,50 

11,00 

10,50 

10,00 

9,50 

9,00 

8,50 

8,00 

7,50 

7,00 

6,50 

6,00 

5,50 

5,00 

4,50 

4,00 

3,50 

3,00 

2,50 

2,00 

1,50 

1,00 

0,50 

0,00 

■ "100%SOC° ­ Current Clamp 

■ "100%SOC" ­ Panel 

A "20%SOC" ­ Current Clamp 

A "20%SOC" ­ Panel 

+t+ 

3.0 

3,5 

4,0 

4,5 5,0 5,5 
Fuel consumption p/100km] 

6,0 

Linear approximation, Honda Civic Hybrid  ÆVL· 
■ ■ ■n 

• Current Clamp ■ OEM­tester 

~~3X~ 

TS~ 

~6^~ 

JFuel consumption n/100km)h 

~ ­0,6 
i ­0,8 
| ­1.0 
Õ ­1.2 

s -1·4 
S ­1.6 
1­1.8 
S ­2.0 
ï -2,2 

-2,4 
-2.6 
-2,8 
-3.0 

S2 

Linear approximation, Toyota Prius 

ÆVL· 

♦ Current Clamp 

■ OEM­tester 

• Current Clamp 

Fuel consumption [1/10Ο4[ηι]Γ 

" B ^-

This test 
warmstaned which 
gives lower FC 

3,0 
2.8 
2.6 
2,4 
2,2 
2,0 
1.8 
1,6 
1,4 
1,2 
1.0 
0,8 
0,6 
0,4 
0,2 
0,0 
-0,2 
-0,4' 
-0,6 
­0,8 
­1,0 
­1,2 
-1,4 
­1.6 
­1.8 
■2.0 
­2,2 
­2.4 
­2,6 
­2,8 
­3,0 

Results 

ÆVL· 

• Difficult to measure with high 

accuracy 

• Four­wheel dynamometer 

preferable 

• Definition of Utility Factor for 

Type 1 hybrids (RE) will 
greatly affect emission 
ratings for vehicle 

• Standardized Battery current 

& voltage access points 

• USA method uses several 

drive cycles 

83 

Phase 2: Emissions  measurement  ÆVL· 

Emissions and FC for different drive 
cycles 

Unregulated emissions 

Magnetic fields 

EU2000 Driving Cycle (NEDC) 

ÆVL· 
im 

Drive cycles 

e ; s $ ; ;i 

Transient, high acceleration rate driving cycle (US06) 

'*»<>««>· g S S i g g l g g l l l l l l l l t J g l X li  i ll < M!  51ISBI133 

84 

Difference in acceleration between cycles 

ÆVL· 

first acceleration 
on high speed part 
in NEDC 

50 

60 

70 

80 

time [s] 

90 

100 

Hybrid  vehicles 

ÆVL· 

Renault Kangoo Elec'Road 

Honda Civic Hybrid 

Toyota Pri us 

Reference vehicles 

•  Peugeot 307 

•  VW Golf Variant 

85 

Fuel consumption, different temperatures 

ÆVL· 

α Renaiil Kangoo REB/, Fromhgh SoC 
0 Honda Cfvc Hybrid, normal SoC 
■ Toyota Frus, normal SoC 
D Peguot 307 1,6 ­2001 (reference) 
Π VW Gof 1.6 ­2001 (reference) 

SÍ70 

B.ÍOO 

1260 7.00 

ι 1 ■ ■ >" 

3J93 

^B­ ,., _L_— M ■ ■ 

FC +22°C 

ÜH 11 nf ι «JM 

tFl 
-Μ 1 
ll 1 1 
i
ι ι 

­

I 1 

FC ­7°C 

9,00 

8,00 

*£ 7,00 

S 6,00 

Ü 5,00 

g 4.00 

2,00 

1,00 

0,00 

10,00 

9,00 

8.00 

7,00 

6,00 

5,00 

4,00 

3,00 

2.00 

1,00 

0,00 

Fuel consumption NEDC vs US06 

Hybrid vehicles + reference vehicles 

ÆVL· 
IMMI 

a Renault Kangoo REEV. From high SoC 
D Honda O ve Hybrid, normal SoC 
■ Toyota Prius, normal SoC 
D Peguot 307 1.6 ­2001 (reference) 
□ VW Golf 1.6­2001 (reference) 

FC NEDC 

FC US06 

86 

Regulated emissions, 22° C 

ÆVL· 

■ Renault Kangoo REEV, From high SoC 

Π Honda Civic Hybrid, normal SoC 

■ Toyota Prius. normal SoC 

O Peguot 307 1,6 ­2001 (reference) 

C VW Golf 1,6 ­2001 (reference) 

­r 0,12 

NOx 

ÆVL· 
■D 

ì 

ι 

0.10 

1.0 

0.08 

■ 

— ­; 

EU reqi 

lirements (EDC 

­ NEDC) 

Lätta fordon 

­ bensin 

­· ­

— 

I fa/km] 

! HC 

CO 

NO, 

PM 

(a) HC+NO. 

0.97 (a) 

2.72 

­
­

0.5 (a) 

2.2 

­
­

0.20 

2.3 

0.15 

­

EURO I (1992) 

EURO 11 (1996) 

EURO III (2000) 

EURO IV(2005) 

i Lätta fordon ­

­ direktinsprutning diesel 

! [g/km] 

EURO I (1992) 

EURO II (1996) 

EURO III (2000) 

EURO IV(2005) 

\ HC 

■ CO 

NO, 

PM 

0.97 

2.72 

■ 

0.14 

0.9 

1.0 

■ 

0.10 

0.56 

0.64 

0.50 

0.05 

0.30 

0.50 

0.25 

0.025 

87 

Regulated  emissions  at different  temperatures 

i r f l Km 

Toyota Prius 

CToyota  Prius,  normal  SoC+22*C 
O Toyota  Prius,  normal SoC +7*C 
O Toyota  Prius,  normal SoC 0°C 
D Toyota  Prius,  normal  SoC-8°C 

CO 

HC 

NOx 

Temperature  effects  on driving  range  ÆVL· 

Electric-Only  Range, Renault  Kangoo 

•  Range at 22 deg C: 82.2 km 

•  Range at -8 deg C: 55 km 

8S 

Renault Kangoo, emissions at 22 C 

ÆVL· 
EBD 

Β Renault Kangoo RESV1. From high SoC 

α Renaul Kangoo REEV. From tow SoC 

E 
« 0,40 
S 
M 
C 
O 0,30 

0,20 

0.08 w 

c 
o 

ο,οβ — 

0,04 

O 

O.02 X 

CO 

NOx 

Emissions at 22 deg C and ­8 deg C 

ÆVL· 

Renault Kangoo 

β HBti«;lt Kangoe RŒV1. From h«3h SoC +22"C 

O FfcnauK Kangoo RŒV, From to* SoC ­8"C 

1JB0 
ijn 
1.70 
1.60 

_ i .a 
E 1.40 

fi« 

• = 1 . 20 

C 1.10 
JS LOO 
8 o.» 
{=0.80 

« 0,70 

O 0.60 

0.30 

0,40 

OJO 

030 

0.10 

=■ 

CO HC NOx 

ο.οββ I 

0.90 

o.eo *£ 

.., . 

0,70 S 

Ν 

0,60 o 

Β 

0,50 ­2 

Φ 

0 .« κ 

Mi 5 

0.20 χ 

0.10 

0,00 

' 

' 

" 

' 

*T%1 ι 

89 

Regulated emissions at different temperatures ÆVL· 

EBB 

Q Honda Civic Hybrid, normal SoC +22°C 
α Honda Civic Hybrid, normal SoC +7"C 
D Honda Civic Hybrid, normal SoC 0°C 
G Honda Civic Hybrid, normal SoC ­8°C 
α Honda Civic Hybrid, normal SoC ­13*C 
■ Honda Civic Hybrid, normal SoC ­13"C 

CO 

HC 

NOx 

Regulated emissions at different temperatures 

ÆVL· 

Renault Kangoo Elec'Road 

D Renault Kangoo REEV, normal SoC +22°C 
D Renault Kangoo REEV, normal SoC +7X 
D Renault Kangoo REEV, normal SoC O'C 
α Renault Kangoo REEV, normal SoC ­8*C 
■ Renault Kangoo REEV, normal SoC­13°C 

1,40 

1,20 

1,00 

0,80 

0,65 

0,60 

"IWff 

0,40 

0,20 

0,00 

0,62 

j 0.13 

~ÕM 

0,02 0,02".03 

0,80 

0,70 , 

0,60 ] 

0,50 

0,40 

0,30 

0,20 

0,10 

0,00 

CO 

HC 

NOx 

90 

Unregulated  emissions 

ÆVL· 

ammonia 
nitrogen dioxide 
PAH 
formaldehyde 
acetaldehyde 
acroleine 
crotonaldehyde 
total aldehydes 

Olefins and aromatics 

ethene 

propene 

1,3-butadiene 

benzene 

toluene 
particle size 
distribution 

Unregulated  emissions 

ÆVL· 

Results  (compared to ref.  vehicles) 

•  Low emissions 

• 

IM20 somewhat higher than for 
reference gasoline vehicle, lower 
than corr. Diesel vehicle 

•  Ammonium emissions higher, but 

using different  measurement 
methods for reference vehicles 

91 

Prius  Particle number over 

Toyota 
2*usoe 

ÆVL· 

1.00E+15 

1.00E+14 

1.00E+13 

1.00E+12 

1.00E+11 ­

g 1.00E+10 

i 1.00E+09­
Σ 

c 
'S 1.00E+07 ­
t 
8. 1.00E+06 
_5 

¡§ 1.00E+05 ■ 

1.00E+04 ■ 

1.00E+03­

1,00E+02 · 

1.00Ε+01 ■ 

( 

V ηΠ 

—2:ndUS06 

— 1:stUS06 

100 

200 300 400 500 

Time [s] 

600 

Magnetic fields 

ÆVL· 
U li 

Instrument: Combinova MF10 

92 

Magnetic fields, front seat 

ÆVL· 

Magnetic Fields 
Front Seat 

ÆVL· 
pi 

Head Len Seat Left Foot Left Head Right Seat Right Foot Right 

Ma gnetic fields, rear seat 

10,0 

9,0 

8,0 

7,0 

6,0 

F 
t 5.0" 
ζ 

4 , 0­

3,0 

2 , 0­

1,0­

0,0 

_ «_ rM-1 

Magnetic Fields 
Rear Seat 

D Renault Β Honda 

D Toyota 

1 
II II 1 

Γ#Ί 

,  Η 

, 

J-, Γ 

Head  Left 

Seat  Left 

Foot  Left 

Head  Right 

Seat  Right 

Foot  Right 

93 

Results, magnetic fields 

Æ£h 

•  Difference  between  vehicles 

•  Levels relate to those of  conventional 

vehicles 

Tack  Thank you  Gracias  Danke Merci  ÆC^ 

Report downloadable from Hybrid pages of 
Swedish Energy Agency www.stem.se 
OR ORDER FROM AVL MTC +46 8 500 656 93 

Contact: 

AVL MTC Motortestcenter AB 
David Bauner/  Lennart Erlandsson 

Direct: 
Switchboard: 
Fax: 
E-mail: 
Home page: 

+ 46 8 500 656 93 
+ 46 8 500 656 00 
+ 46 8 500 283 28 
david.bauner@avlnntc.com 
www.mtc.se 

P.O. Box 223 
SE-136 23 Haninge, Sweden 

95 

EURO-V 
Conference 

Session  Ib:  10 Dec.l6:30  -18:00 

Chairs: Ζ. Samaras, D. Bosteels 

16.30-16.50 

16.50-17.10 

17.10-17.20 

17.20-18.00 

Strategy of Gear Shifting  During the New European Driving Cycle and its 
Impact on Fuel Consumption, M. Henke, AVL MTC  (S) 

US-EPA Recent Changes to Engine Dynamometer  Test Procedures, M. Spears, 
US-EPA  (USA) 

Measuring Low Emission Levels, the Bag Mini Diluter (BMD) Alternative  in 
Europe, P. Bonnel, IES  (DG-JRC) 

Trends for Low Emissions Testing, (K.  Ostergaard, H. Kawamura, M. Janda, 
Horiba, (USA, D, JP) 

97 

AVL MTC Motortestcenter AB 

ÆVL· 

JRC EURO-V Conference 
Dec. 10-11,  2003,  Milano 

Strategy of Gear Shifting  During the New 
European Driving Cycle 
and its Impact on Fuel Consumption 

Magnus Henke, David  Bauner 
AVL  MTC, Sweden 

ÆVL· 
ÌMMM 

Presentation 

Background 

Project 

Results (Analysis, Tests) 

Discussion 

9S 

A Worldwide Partner 

Là 

United Kingdotr 

Belgium 

Germany 

Austria 

Czech Republic 

Hungary 

■

** -

Slovenia Switzerland |n d ja 

Project Centres: 
UK, USA, India, China, Sweden, 
Hungary, Germany, France 

Background 

AVL 

UDC & EUDC developed 40 years ago 

Fixed points for shifting gears also 
now for NEDC 

The use of gearshift indicator for 
certification purpose - then and now 

Set point speeds flexible in USA 
regulation 

99 

Changes  I 

Æ£h 

Electronic engine control has given the 
manufacturers an instrument for control 
and adaptation of air-fuel ratios 

Yesteryear meant larger tolerances with 
noise and vibration at low revs 

Bearing oils and other lubricants have 
improved and are today better suited for a 
greater variety of pressures 

Six gear manual gearboxes on the market 

Changes  II 

J|  X 

Traffic has become more dense in heavily 
populated areas 

Gear ratios have changed as vehicles are 
faster and engines more powerful 

Vehicle weight / power index has changed. 
Average weight has gone up only slightly 
as engine output is doubled or tripled. 

loo 

Mission 

ÆVL· 

Investigation of the effects of altering the 
set points for gear change under the NEDC 
cycle, using two relatively new vehicles 

Measurement of regulated emissions and 
fuel consumption with a focus on the latter 

Project funded by the Swedish National Road 
Administration (Vägverket, www.vv.se) 

Tested  vehicles 

ÆVL· 
MD 

1.  Saab 9-5 turbo  2,3 lit  16v YM 2001 Inertia :1700 kg 

Mileage:  37004 km 
Gear ratio: 44km/h at 1000rpm in 5th gear 

2.  VW Golf  1,6 lit  16v  YM 2001 

Inertia: 1360 kg 

Mileage:  1179 km 
Gear ratio: 33 km/h at 1000rpm in 5th gear 

Both vehicles were run on reference test fuel EU 2000 B11 (95 oct) 
The dynamometer setting were in all cases set with multipoint coast down data for 

best possible accuracy and simulation of real time driving. 

101 

Shift  point speed  settings 

ÆVL· 

20% higher speeds 

20% lower speeds 

Vehicle adapted #1* 

Vehicle adapted #2* 

* adapted to each vehicle 

Gear 

1 
2 
3 
4 

Baseline 
(NEDC) 
15 
35 
50 
70 

NEDC High 

NEDCLow 

18 
42 
60 
84 

12 
28 
40 
56 

NEDC adapt 
Saab 
10 
25 
40 
50 

NEDC adapt 
Vol kswaqen 
12 
24 
32 
40 

NEDC "high" (+20%) 

102 

Adapted (Saab) 

103 

Adapted (Vw) 

Results I: Fuel consumption 

ÆVL· 

Fuel consumption during the full NEDC with varying 
speeds for gearshifting on a 
VW GOLF 1,6 

12 

11 

10 

I 9 
o 
O 
S 8 

7 

β 

5 

6,92 

7,31 

6,84 

ΕΠ 

Baseline NEDC high NEDC low NEDC adapt. 

6,48 

104 

I Results 1 

I: Fuel consumption 

à ¡Kb 

Fue 

I consumption during the first two cycles of the NEDC 1+2 with 

varying speeds for gearshifting on a VW GOLF 1,6 

12 

11 ­

10­

E 8­

Q 
O 

S 8­

7 ■ 

6 

5 

9,97 

10,52 

ι—ä—' 

9,04 

χ ­

Baseline NEDC high NEDC low NEDC adapt. 

Results III: Fuel consumption 

ÆVL· 

Fuel consumption during cycle 3+4 of the NEDC with 
varying speeds for gearshifting on a 
VW GOLF 1,6 

8,90 

9,02 

8,79 

7,95 

3L 

NEDC adapt. 

Baseline 

NEDC high 

NEDC low 

12 

11 

10 

S 8 

7 

6 

5 

105 

Results IV: Fuel consumption 

ÆVL· 
mi 

Fuel consumption during the Extra Urban DC of the 
NEDC with varying speeds for gearshifting on a VW 
GOLF  1,6 

10 

9 

E 

7 

5,47 

"5788~ 

5,40 

5,33 

Baseline 

NEDC  hiah 
NEDC  high 

NEDC  law 
NEDC  low 

NF 
NEDC  adapt. 

Results V: Fuel consumption 

ÆVL· 

Fuel consumption during the full NEDC driving cycle 
varying speeds for gearshifting on a 
Saab 9-5  2,3t 

9,85 

Baseline 

NEDC  high 

NEDC  low 

NEDC  adapt 

12 

11 

10 

9 

8 

7 

6 

5 

106 

Results VI: Fuel consumption 

rflliaJfb 

Fuel consumption  during the first two cycles of the NEDC 
(1+2) with varying speeds for gearshifting  on a 
Saab 9-5  2,3t 

16 

15 

E  14 

10  4-

15.85 

15,63 

14,40 

12,94 

Baseline 

NEDC high 

NEDC low 

NEDC adapt 

Results VII: Fuel consumption 

flip 

Fuel consumption during cycle 3+4 of the NEDC with varying 
speeds for gearshifting on a 
Saab 9-5  2,3t 

12,34 

13,27 

12,41 

11,01 

Baseline 

NEDC high 

NEDC low 

NEDC adapt. 

15 

14 

13 

ε  12 
je 
S 

10 

9 

8 

107 

Results VIII: Fuel consumption 

ÆVL· 
O DO 

Fuelconsumption during the Extra Urban DC of the NEDC 
with varying speeds for gearshifting 
on a Saab 9­5 2,3t 

12 

11 

10 

I · 

O 
o 

S 8 

7 

6 

5 

6,58 7,10 

'■ ==■  6,34 

Baseline NEDC high NEDC low NEDC adapt. 

Results IX: Emissions 

ÆVL· 
IMMM 

1θ8 

Results 

ÆVL 

Explorative adaptation of set points 
indicates potential in reduced fuel 
consumption 

Indication that gear shifting at lower engine 
speeds produces larger amounts of HC and 
CO than the normal test 

Effects from altered set points relate to 
vehicle weight, gear ratios and engine size 

Effects from engine control strategies not 
considered in this project 

109 

Further research 

ÆVL· 
BB 
More testing to sharpen presented results 

Survey of Real-Life shift point speeds for 
modern vehicles under different driving 
conditions compared to NEDC 

Impact analysis for individual vehicle and 
national emission statistics of altered shift 
point speeds 

Optimizing set points related to vehicle 
weight, engine size, gear ratio 

Relation emissions -  shift points 

AVL  capabilities 

ÆVL· 

Engine and exhaust 
aftertreatment system 
development 
Measurement 
equipment 
Testing and 
Certification experience 
in LD & HD, fuels lab 
(Sweden) 
Local measurements 
and development 
(China, India, Hungary, 
Sweden, France, UK, 
USA) 

www.avl.com 

110 

Tack  Thank you  Gracias  Danke  Merci 

ÆVL· 
DDES 

Order  report:  Strategy  of  gear shifting  during  the 

New  European  Driving  Cycle 
and the  Impact  on  Fuel  consumption 

C a"+^ s soo 656 oo 

Contact: 

AVL MTC Motortestcenter AB 
David Bauner/  Lennart  Erlandsson 

+ 46 8 500 656 93 
+ 46 8 500 656 00 
+ 46 8 500 283 28 
david.bauner@avlmtc.com 
www.mtc.se 

Direct: 
Switchboard: 
Fax: 
E-mail: 
Home page: 
P.O. Box 223 
SE-136 23 Haninge, Sweden 

I ll 

Part  1065: EPA Test Procedures  for 
Engine Dynamometer and Field 
Testing 

Matt Spears - U.S. EPA 

Future Worldwide Emission Requirements 
for Passenger Cars and Light Duty Vehicles 
and EURO V 

December 10,2003 

JsEPA 

Outline 

EPA Initiative to Update CFR 
Timeline Affecting  Test Procedures 
Highlighted Test Procedure Changes 
Organization of Test Procedures 
Conclusions 

HEPA 
322 

112 

Current CFR Organization 

U.S. Office of Federal Register publishes 
environmental protection rules in "Title 40" of 
the Code of Federal Regulations (CFR) 
- Example 1 : Title 40 Part 86 for on-highway 
- Example 2: Parts 89 - 94 for non-road 

■PA 

Why Update CFR? 

New Parts were needed 
- EPA needed more Parts for new programs 

• Small engines 
• Recreational vehicles 

- EPA needed to comply with 1998 Executive Order 
to write official documents in "plain language" 
• Written directly to "you", like a user's manual 
• Information organized by audience 

PA 

113 

Overall Structure for New 
Mobile Source Programs 

Reserved Title 40 Parts  1000-1099 
"Standard-setting" Parts in  1000-1064 
Test procedures in Part 1065 
Compliance provisions in Part 1068 

:EPA 

Blueprint for Parts  1000-1099 

1000-1029 

• 
•  1030 
•  1033 
•  1036 
•  1039 
1042 
1045 
1048 
1051 
1054 
1065 
1068 
1081-1099 

Highway  vehicles 
Aircraft 
Locomotives 
HD highway CI and  SI 
Nonroad  CI 
Marine CI 
Marine  SI 
Nonroad  SI > 25 HP 
Recreational  vehicles 
Nonroad  SI < 25 HP 
Test  procedures 
Compliance  provisions 
In-use fuel  requirements 

published  {proposal) 

published 
published 

published  (revisions  proposed) 
published 

114 

A Common Set of Test Procedures 

•  New standards will adopt Part 1065 
•  Procedures will always be consistent across 

programs 

•  Standard-setting parts will be smaller 
•  Any improvements will affect  all programs 
•  *Keep abreast of our public processes that  affect 

Part 1065 

Timeline Affecting  Part  1065 

Nonroad SI > 25 HP and recreational vehicles 
-  Already adopted Part  1065 
Non-road CI 
-  Final rule: 2004 

Implementation model year:  2011 

- 
Manufacturer-run  on-vehicle programs 
-  Heavy-duty  on-highway  diesel 

•  Proposed rule: 2004, court-ordered 
•  Implementation model year: 2007 

-  Non-road  diesel 

•  Proposed rule: 2004-2005, court-ordered 
•  Implementation model year: 2011 -2013 

Future locomotive and commercial marine rules? 

"¡FA 

115 

Part  1065 Overview 

Subpart Letter and Title 
A Applicability, General Provisions and Other Procedures 
Β Dynamometer Laboratory Equipment  Specifications 
C Measurement Instruments 
D Calibrations and Performance Checks 
E Engine Selection, Preparation, and Maintenance 
F Dynamometer Laboratory Test Protocols 
G Calculations and Required Data for Certification 
H Engine Fluids, Test Fuels, and Analytical Gases 
I  Testing with Oxygenated Fuels 
J  Field Testing 
Κ Definitions and Other Reference  Information 

Intended Audience 
General Management 
Lab Facilities 
Instrument Procurement 
Instrument Operator 
Engine Mechanic 
Test Operator 
Reporting Engineer 
Supply Procurement 
Specialized Technician 
Field Test Engineer 
All 

!PA 

Organization 

Part 1065: Test  Procedures 

-  Applicability 

Emissions  Tests & 
Protocols 

Measurement 
Instruments 

Brake-specific 
Determination 

Alternate 
Procedures 

Definitions 

In the 
Field 

In the 
Laboratory 

Total 
Emissions 

Total 
Work 

Lab  Equipment 
and  Supplies 

Lab  Engine 
Selection 

Lab Test 
Protocols 

116 

Highlighted  Improvements 

Uses International System of Units (SI) 
Includes latest 2007-rule test procedure revisions 
Includes alternate system approval 
Measurement and control specifications  scaled to 
-  Engine speed and torque 
-  Emissions standards, including PM filter  specifications 
-  Specified  gas standard accuracy scaled as function of 

emissions standards 

Ramped Modal Cycle (RMC) 
New field testing subpart 

Highlighted  Improvements 
Less prescriptive calibration requirements allow for new 
instruments 
-  Specified  additional performance  checks 

-  Limited drift  correction  allowed 
Specifications  for new instruments 
-  FID cutter 
-  NDUV 
-  Zirconia  sensors 

-  Exhaust flow meters... 
PM updates 
-  Recommends PM filter weighing  technique 
-  On-vehicle sampling  will require partial flow proportional  sampling  for 

PM, therefore  Part  1065 addresses PFSS 
-  Describes crankcase ventilation  sampling 

:PA 

117 

Subpart Β: Dynamometer Laboratory 
Equipment Specifications 

510s5.no Opcrnor Damind and Dynimomtltr 

§1065.122 
Lubrication, 
h . i t r . j . c t i o r. 
and angin· 
accaiioríai 

§1063.123 Engin· Inlai Air 

063.130 Enoina Eihat 

51063.140 Exhaust , 

Samplaf 

§1063.175 PM f i n« 
Stabilisation 
and weighing 

¿ΒΒΒΒΒΒΒΙ §1063.170 PM I 

1 Samplsr 

§1063.140 Exhaust 

I {1465.150 Batch I 

Simpler I 

EPA 

Subparts C and D 
C: Instrument 
Specifications 
.210 
.215 

.310 
.315 

D: Performance 
Checks 

.220 
.225 
.230 
.240 
.245 
.249 

.320 
.325 
.330 
.340, .341 
.343, .345, .347 
.349 

Measurement 
Parameter 

Speed and Torque 
Pressure and 
Temperature 
Fuel Flow 
Inlet Air Flow 
Raw Exhaust Flow 
Diluted Exh. Flow 
Sample Flow 
Gas Divider 

mHhrÅ 

118 

Subparts C and D 

Measurement 
Parameter 

C: Instrument 
Specifications 

D: Performance 
Checks 

CO 
co2 
THC, NMHC 
NOx 

.250 
.255 
.260, .265, .267 
.270, .272, .275 

02 
PM 

.280, .282 
.290, .292 

.350 
.350 
.360, .362, .365 
.370, .372, .374, 
.376, .379 
.380 
.390 

Subparts E and F 

.401 Test engine selection 

.501 Engine mapping 

.405 Test engine preparation 
and maintenance 

.410 Maintenance limits for 
stabilized engines 

.515 Test cycle generation 

.516 PM filter preconditioning 

and tare weighing 

.517 Pre-test verification procedures 
and pre-test data collection 

± 

.520 Engine starting, restarting, 
and shutdown 

.525 Emissions test sequence 

.530 Test cycle validation 

.535 Constituent Analyzer drift validation 

.415 Durability demonstration 

.540 Proportional flow validation 

' 

| 

'J 

\ 

.545 PM filter postconditioning 
and total weighing 

119 

Subpart G:  Calculations 

Examples 
-  General  statistics 

-  Alternate procedure  statistics 
-  CVS  calibration 
-  Accuracy, precision,  linearity 
-  Maximum test speed, test cycle  generation 
-  Drift  correction 
-  Buoyancy  correction 
-  Emissions  calculations 

Brake-specific Emissions 
Determination 

Total 
Emissions 

Total 
Work 

Continuous 

Fuel 
&BSFC 

Torque 
&  Speed 

Raw 

Dilute 

Full  Flow 

Partial  Flow 

Constant 
Diluted  Flow 

Constant 
Dilution  Ratio 

w—U 

120 

Subpart G: Molar Calculations 

e-

m 

W 

Ν 

W=YáPiàí 

i=\ 

fl^ 

N 

m = ΜΣ »I [Xi - Xdi 0 - *exki )]Δ/ 

1 = 1 

η. 

VP VP m 
stai* sid _ r acHA adi _ ,ni 
TsídR TactìR Mmix 

ï' uncor. 

Ì+X  H2Ox¡ 
Ì + X, 

Subpart G: Specific Cases 

• Case 1 : Continuous raw 

• Case 2: Batch raw 

• Case 3: Continuous CVS 

1=1 

Ν 

Af 

1=1 

Case 4: Batch CVS 

m=MnN[x-xd(\-xexh)~\Lt 

Case 5: Batch CVS no background 

m = MñNxAt 

©Æ^)A 

121 

Subpart K: Definitions 

a^aP^^m« tv. substance, or description 
subscript denoting actual con 
subscript denoting dilution air 
time interval, period, 1 / frequ 

:i ' 'r' 

M 

V 
' 

'

.

;

.: ■ : . : . .

.. . 

■

:

·

■

■

■

:

■■ 

■i ­ ■' 

; 

WOrk 

flow­v/eig 
substance 

'"V­ : · ": 

SS 

kEPA 

IniiifftTnHB 

Conclusions 

• One set of improved test procedures should improve 

repeatability 

• One set oftest procedures should reduce testing burden if one 

lab can be used to certify at several standards 

• Instrumentation performance-to-cost ratio should increase due to 

fewer analyzer models needed in market 

• One set of EPA test procedures provides pathway for significant 

harmonization 

• EPA would like others to consider Part 1065 provisions when 

drafting future ISO and GTR documents 

&EPA 

122 

EUROPEAN COMMISSION 
OKOOtUl-GeOM 
Joint Research Centre 

03 

OS 

o 

cc 
ω 
co 
aa 

Low­level emissions measurement: 
The bag mini diluter (BMD) 
system in the European context 

P. Bonnel, U. Manfredi, A. Krasenbrink 
Institute of Environment and Sustainability 
European Commission - Joint Research Centre 
ISPRA (Italy) 

Vehicle Emissions Laboratory (VELA) ­ Institute for Environment and Sustainability 

JRC ­ Euro 5 Conference ­ Milano ­10411 December, 2003 

EUROPEAN COMMISSION 
Mrciaujï-G&CUL 
Joint Research Centre 

Presentation Contents: 

• What is the Bag Mini Diluter (BMD)? 

• How is it working? 

• Why using it? 

• What is the status of the BMD development? 

• Is there any future for the BMD in European test labs? 

• Is it relevant for the Euro5 stage? 

• Does it improve the accuracy and the repeatability of 

emissions measurements? 

• What about alternative and diesel fuels? 

■as 

TO 

CO 

JHC ­ Eura 5 Conlerence ­ Milano ­ to&l 1 December, 2003 

123 

EUROPEAN COMMISSION 

Joint Research Centre 

What is the Bag Mini Diluter (BMD)? 

The BMD shall be used to DILUTE vehicle exhaust in synthetic 
air or nitrogen with a constant DF (Dilution Factor). It is an 
alternative to the traditional Constant Volume Sampling (CVS) 
systems. 

Dilution Gas 

Bag Mini 
Diluter (BMD) 

Prop. Flow 
Device 

as 

as 
O 

υ 
i_ 
CO 
as 
os 
CD 

Direct Vehicle 
Exhaust (DVE) 

JRC­Euro5Conferenee­Milano­104l1 December.20O3 

EUROPEAN COMMISSION 
OMC10U.­I G[f«t>¿ 
Joint Research Centre 

How is the BMD working? 

II 

Synthetic Air 
Or Nitrogen 

30 l/min 

Venturi or MFC 
(x2) 

MFC 

5 l/min 

j 

! 

OS 

OS 

O 

CS 
cu 
C/5 
as 
a: 

Chassis dynamometer 

JHC­Eura 5 Conference­Milano­ l o in December.2003 

124 

EUROPEAN COMMISSION 
□KCTOIjUIÏtttUL 
Joint Research Centre 

Functional Characteristics of the BMD 
/ CVS Systems (From US­EPA December 2001 Letter) 

Mass = Dens . Vmix (Conc5amp ­ (1­1/DF) ConcAmb) 

CVS 

Mass = Dens . VE x h. ConcSamp . DF 

BMD 

CU 

■+-< 
sr 
os 

O 
re 
co 
OS 
OC 

JRC ­ Euro 5 Conference ­ Milano ­10411 December, 2003 

EUROPEAN COMMISSION 

Joint Research Centre 

What is the status of the BMD development? 

• Work conducted by US car manufacturers, instrument makers, 

main technical report by the Consortium under the ERC report 

• EPA approval letter dating from December 2001 

• Commercially available turnkey systems (BMD + DVE) from at 

least two instrument makers 

• Appeared on the EU market in 2002 

S3 

a: 
O 

re 
cu 
00 
as 

JRC­Euro 5 Conference­Maano­10411 December,2003 

125 

EUROPEAN  COMMISSION 

Joint  Research  Centre 

Why using the BMD? 

•  Dilution  air  background  concentrations  at  the  level  of  the 
concentrations  in  the  diluted  exhaust  may  lead  no  negative 
results. 

Lower emissions from the vehicles 

Unsuitable  dilution 
concentrations 

Alternative fuels 

ratios 

lowering  diluted  exhaust 

•  DF  equations  are  based  on  a  combustion  model  and  are 
fuel 

therefore  never  exact  nor  applicable  when 
composition  changes 

the 

CU 

5= 
CU 

re 
as 
GO 
as 

o 
—3 

JRC-Euro5Conference-Milano-10411  December,2003 

EUROPEAN  COMMISSION 
C«WCTO*MI<i»«UL 
Joint Research  Centre 

Current and Future EU and US requirements 

CU 
i~ 
e 
CO 

o 
O 
re 
cu 
00 
as 
cc 

Limits  in  g / km 

Gasoline  light  duty  vehicles 

EURO  3 

EURO  4 

EURO  Sf*) 

ULEV 

SU LEV 

HC 

0 , 20 

0 , 10 

0,05 

NMOG 

0,06 

0,02 

CO 

2 , 30 

1,00 

0,40 

CO 

2,74 

1,61 

NOx 

0,15 

0 , 08 

0,02 

NOx 

0 , 08 

0,03 

NEDC  Cycle 

FTP  75  Cycle 

(*)  Different  scenarios, 

the  most  demanding  one  is  shown  here 

JRC -  Euro 5 Conference -  Milano -10411 December. 2003 

126 

EUROPEAN COMMISSION 

Joint Research Centre 

CVS Results ­ Effect of cycle 

Q) 

CD 
O 

re 
cu 
to 
cu cc 

o 
­3 

JRC ­ Euro 5 Conference ­ Milano ­10&11 December, 2003 

Driving Cycle 

60.0 

50.0­

4O.0 

10.0 

20.0 

lo.o 

o.o 

, 

■ n w Mi 
a m « .] 
O W i —1 
OAfflblwt 

ü^ 

EUR04 Vehicle (1.21 Gasoline 
engine) tested on both NEDC 
and FTP75 cycles 

CVS flow rate 6m3/min 

EUROPEAN COMMISSION 
HECtOtUEOOCIAL 
Joint Research Centre 

CVS Results ­ Effect of vehicle 

cu 

cu 
O 

re 
cu 
co 
CD 
OC 

EUR04 gasoline vehicles: 1.21 
engine versus 1.41 engine tested 
on the FTP75 cycle 

CVS flow rate 6m3/min 

JRC­Euro5Con(erence­Milano­i04tt December,2003 

Driving C r d· 

127 

EUROPEAN COMMISSION 
MECrcout«J«Ul 
Joint Research Centre 

First Bag Mini Diluter "European" Tests 

CU 

CU 

ι— 
KS 
CD 
Vi 
CU 
CC 

-^ 

JRC­Eura5Conference­Mäano­104tl December,20O3 

EUROPEAN COMMISSION 

Joint Research Centre 

First Bag Mini Diluter "European" Tests 

CVS M e a s u r e m e nt [ A ir Flow M e t ar * V e n t u r i] 

— DVE M e a s u r e m e nt [ S m o o th Approach Orifica + V a n t u r i] 

— V e h i c le S p a ed 

80 

70 

60 í 
í 
+ so¡ 
C 
U 

40 i 

CD 

CU 

C3 

oo 
eu 
en 

a 

J 

i 1 \ 

JRC ­ Euro 5 Conference ­ Milano ­10411 December. 2003 

128 

EUROPEAN COMMISSION 
C H t C T O U J l ­ C e « t AL 
Joint Research Centre 

First Bag Mini Diluter "European" Tests 

NEDC Phase 1 (6 UOC) 
D NEDC Phase 2 (EUDC) 

03 

CD 
O 

co 
cu 
C/5 
cu 
CC 

CO NOx 

Driving Cycle 

JRC ­ Euro 5 Conference ­ Milano ­10411 December, 2003 

Increasing DF from 6 to 8 

Acceptable range for DF 

EUROPEAN COMMISSION 
IWCTORAÏÏ G Ì K M 4, 
Joint Research Centre 

Bag Mini Diluter versus CVS 

1.6 

■ Bag Mini Diluter (BMD) 

fl Constant Volum« Sampler (CVS) 

Bel 

■ Bag Mini Diluter ( B M D) 

I t o n a t a nt Voluma Sam piar (CVS) 

|eupç| 

I 

a 

b·1" 

c 

3 0.4 
Ê 

_ 

0.0 

r1­* 
F« 

rm 

CD 

CD 
O 
J= 

CD 
exs 
CD 
C/5 
CU 
2£ 

• EUR04 Vehicle (1.21 Gasoline engine) tested on the NEDC cycle 
• CVS flow rate 6m3/min 

• BMD dilution DF=6 

• 3 Tests per instrument 

JRC ­ Euro 5 Conference ­ Milano ­ 10411 December. 2003 

129 

EUROPEAN  COMMISSION 
OUJCTOtAJI-GtrClM 

Joint Research Centre 

Conclusions. 

CD 

CD 

KS 
CD 
(Si 
α,-

Is it relevant for the Euro5 stage? 

•  YES, sample bag concentrations already low for Euro4 

Does it improve the accuracy  and the repeatability of 
emissions  measurements? 

•  To be further  investigated 

What about alternative and diesel fuels? 

•  Diesel to be further  investigated 

•  Correct assessment of the effect of alternative fuels 

through measured DF 

JRC -  Euro 5 Conference -  Milano -10411  December. 20O3 

130 

Trends for low emissions testing 

Miro Janda 
Hiroshi Kawamura 
Karl Oestergaard 

International  Conference on 
Future  Worldwide Emission  Requirements 
for Passenger Cars and Light  Duty  Vehicles and EURO  V 

10-11.  December  2003 
Museum  of Science  and  Technology 
Milan,  Italy 

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Overview 

1.  LD measurements, 

Overview of equipment and methods 
for gasoline and diesel, EPA and 
C ARB projects 

2.  HD measurements 

Diesel, EPA 2007, future HD issues, 
alternative, additional equipment 

3.  Questions/comments 

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131 

General Outline of Emission Standard 

Japan 

Catecorv 

CO 

HC 

NMHC 

NOx 

(g/km) 

25%* 

5 0 % ** 
7 5 % * ** 

N e w * * * *? 

0.67 
0.67 
0.67 
0.1? 

0.06 
0.04 
0.02 
0.008? 

0.05 
0.03 
0.02 
0.0O6? 

0.06 
0.04 
0.02 
0.008? 

Tier2 

Bin catecorv 

SMOG 

CO 

NOx 

Ρ M 

HCHO 

(g/müe) 

5 
4 
3 
2 
1 

0.075/0.090 
na/0.070 
na/0.055 
na/0.010 
na/0.000 

3.4/4.2 
na/2.1 
na/2.1 
na/2.1 
na/0.0 

0.05/0.07 
na/0.04 
na/0.03 
na/0.02 
na/0.00 

0.01/0.01 
na/0.01 
na/0.01 
na/0.01 
na/0.00 

0.015/0.018 
na/0.011 
na/0.011 
na/0.004 
na/0.000 

LEV2 

Catecorv 

NMOG 

CO 

NOx 

PM 

HCHO 

(g/müe) 

LEV 
ULEV 
SULEV 

0.075/0.090 
0.040/0.055 
na/0.010 

3.4/4.2 
1.7/2.1 
na/1.0 

0.05/0.07 
0.05/0.07 
na/0.02 

na/0.01 
na/0.01 
na/0.01 

0.015/0.018 
0.008/0.011 
na/0.004 

EURO 

Catecorv 
EUR04 Gasoline 
EUROS GasoHne 

HC 

CO 

NOx 

HC-NOx 

PM 

fe/km) 

0.1 
0.05? 

1.0 
0.5?? 

0.08 
0.04? 

na 
na 

na 
na 

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LD measurements low emissions, gasoline 

1. LEV Type Analysers 

for new Testcells 

2. Variable or Multiple-Flow CVS 

3. Clean / Dirty Line Separation (with heated purge, new materials...) 

4. Dilution Air Dehumidifier for new and existing Testcells 
5. Dilution Air and CVS / MEXA Heating 

6. Passive Air Conditioning (Clean Air Source, Η-D Charcoal Filter) 

7. Active Air Reduction (DAR) 

8. Proportional Ambient Sampling 

9. Partial Flow Dilution (Bag Mini Dilution) for Gasoline only 

total replacement of CVS 

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132 

MEXA-7000 Systems 

1. MEXA 7000 standard (1995) 

>Lowflow requirements (eliminating need for MMD), lower gas and power 
consumption, improved range capabilities (single range possible) and 
smaller size 

2. MEXA 7000 LE (1997) 

> Industry first 1ppm range capability for automotive use. Analyzers used 
for certification of first ULEV and SULEV vehicles. In use at more than 40 
"true" low emissions sites, including EPA and CARB. 
Note - Using CVS w/DAR or a BMD require 1ppm range capabilities 

3. MEXA 7000 SLE (2001) 

> Improved analyzer performance, designed for low system HC adsorption 
and desorption, optional- Total heated back-flushing design, optional- 02 
compensation for use on low dilution rates. 

: G>  2003 HORIBA. Ltd. All Rights Reserved. 
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HORIBA 

Variable/Multiple Flow CVS 

Variable Flow CVS Systems 

Optimising the CVS How for each vehicle, fuel and test type 
Fast change flow valves allow CVS flow change from Phase to Phase 

e.g. from EUDC Phase 1 to Phase 2, to maintain lowest possible dilution 

Allows further flow optimisation to be made when applying either dilution air drier or 
dilution air/CVS heating 

Required CVS flow vs Dilution Air 
Humidity and Vehicle Fuel 
Consumption by Phase 

Data is based on gasoline fuel 
(HC ratio=1.85) at 20'C on FTP 

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133 

et Clean/Dirty" sample lines and Improvement Of THC Adsorption / 

Desorption 

Heated Purge Concept 
Baked @ lOOdeg.C, purge all lines Same as MEXA heated purge 
Baked @ lOOdeg.C, Evac all lines For entire cleaning (long hrs) 

Zero Gas consumption minimized 
Quick check function available for sure of out gassing cone. 

­Θ­

■â—Θ—J· 

ss Β­:: 

­Α­

S (__^S-B.|T^) 

­S 
Ψ 

Ä 

Χ 

# 

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­ Ä. 

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De­ humidifier 

Requirements 

Volumen = variable 

Temperature t = ­40° C bis +50" C 

Humidity = Dew­Pt. up to ­40" C 

MSR­Technic for Temp, and Humidity 

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134 

Correction Of DF Factor Errors 

The  concentration  of the  gas component  in  the  sample  bag has to  be 
corrected for the background of that component in the dilution  air 

C = Q  -  d  (1  -  1 /  DF) 
and 
DF =  13.4  /  Ceca  +  Coo  + CHC 

Where: 
sample bag 

Cc 

= 

Concentration  of  component 

in 

= 
Q 
DF 
= 
Coo2  = 
Ceo  = 
CHC  = 

Concentration of component  in air bag 
Dilution Factor 
Concentration of C02 in sample bag 
Concentration of CO in sample bag 
Concentration of THC in sample bag 

Assumptions 
>  FuelH/C  Ratio =  1.85 
>AFR  is operating at stoichiometric  (Lambda  =  1.00) 

"-N Solutions 

>  Reduce Camb.bag ~ 0  ppm 
>  Calculate  Real Dilution  Factor 

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Dilution Air Reduction (DAR) 

Uses oxidation catalyst and  NOx 
absorber to reduce CVS  dilution 
air concentrations. 

THC < 0.1  ppm C 
CO < 0.1  ppm 
NOx < 0.1  ppm 
Maximum flow  rate : 22  m3/min 

Stabilises the THC  levels and also 
minimises  DF error by  creating 
zero concentration  in dilution air 
bag 

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135 

Proportional Ambient Sampling 

Airueni Ax Inlet 

STANDARD  CVS  SYSTEM 
Ambient  bag fill is made  under  constant 
flow  conditions. 
Test assumes that the  component 
Jevels  in the dilution  air remain  constant 
for the duration of the test. 
Uses standard  CVS Mass  calculation 

1 /1 

Anticnt Air Inlet 

Dilution air 
flow-rrrtcr 

Plow 
ConputtT 

PAS CVS  SYSTEM 
Ambient  bag fill is proportional  to 
actual dilution air rate. The flow  is 
controlled  by the  MFC. 
The  mass calculation  is  modified 
eliminate the  DF factor 

'K 

;  O 

2003 HORIBA,  Ltd. All  Rights Reserved. 

E x p l o re  t he  f u t u re 

Exhaust 
Gástale* 

S - Û - O ]0 
i—OOO 

Ambient Bags 

Ό 

H O R I BA 

BMD Sampling Concept 

Vehicle 

Exhaust flow from 0.1 to 4  m3/min 

Exhaust  Flow  Rate 
Measurement  (Q) 

Exhaust  Dilution 
(fixed rate, using MFC or CFO) 
Dilution  R a t i o - 6 :1 

BMD Main Elements 
Vehicle exhaust flow measurement is measured in real time during the emissions test 
A sample of the exhaust is extracted using a heated line and diluted in a fixed ratio 
A sample bag is filled at a flow rate which is proportional to the exhaust flow rate 
Use of zero air as diluent removes the requirement for a sample bag for correction 
Bypassed diluted exhaust can be vented or used for modal measurements 
Sample delay time correction between exhaust sample and bag fill is critical 

2003  HORIBA,  Ltd. All  Rights Reserved. 

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136 

The current system solution for Low Emissions 
Measurements  ? 
mmm 
'A. *1 

Global R&D  activities  have 
developed  several  very 
different  solutions  to the 
Low  Emissions 
Challenge 

w  ^^^^^  j\  κ,,  Ί·Η 

ι«  P^c  Jfl 

i. 

_| 

■k_a ' ___________________S U 

Horiba  is aware  of 5 

techniques  evaluated  by 
customers 

Horiba  has participated  in 

the R&D  and 
construction  of all 5 
techniques 

Currently there is no one answer. 

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Europe 

Bench & Conventional "enhanced" 
CVS sometimes using a large charcoal 

filter and Dilution Air Drier. 

Positive: 

Conventional technology, stabilized ambient 
HCs, low incremental cost ? 

Negative: 

Does not solve issues with non-HC low 
emissions measurement. How low will it be 
able to measure HCs ? 

Note: 

many similar "enhanced CVS and Bench" 
systems In use through out the world used for 
Euro 4/5, ULEV and SULEV development, but 
is this the right investment 3-7 years down 
the road ? 

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137 

Complete  Test Cell (CVS with large charcoal filter + dryer) 

Ambient  Air 

Dilution Air  Dehumidifier 

Driver's 
Monitor 

Test Cell 
Computer 
VETS 

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Sample 
Bags 

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Asia 

50+ Conventional CVS and 
bench with DAR system. 
(a few systems  in Europe and US) 

Positive: 

Reduce ambient concentration, 
increase relative  concentration 
and reduce amb. Cone, reduce 
impact of DF error 

Negative: 

Large, energy consumption and 
relatively high initial  acquisition 
cost 

Noie: Used for the certification  of the 
first  vehicles meeting Euro  4/5, 
ULEV and SULEV 

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138 

Complete  Test  Cell  (with  DAR) 

Ambient  Air 

Test Cell 
Computer 
VETS 

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Sample 
Bags 

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North America 

BMD and Bench (35+) 
With/without Conventional CVS 
(a few BMD's outside the  US) 

Positive: 

Zero Air dilution at controlled, constant 
DR.  Ambient Bag and DF errors 
eliminated.  Bag  concentrations greater 
than CVS.  Small wetted surface area. 
Low initial cost ??? 

Negative: 

Requires exhaust flow meter, Relatively 
new technology, on going R&D, new QC 
tools, not verified on Diesel and 
alternative engines, lean burn, GDI etc.. 

Note, BMD's is not for everyone, no SULEV 
requirements, one cell facilities II 

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1 39 

Schematic of the Bag Mini-Diluter 

Humidity  Sensor 

[RH 

CFV2 

MFC 
0 - 30  l/m 

Zero  Air 
at 30  l/m 

Oven  @ 60°C 

2.5m 

CFV1 

Sample 
Pump 

By-Pass  A. 
I 

Valve 

TFM 
Sample  Bags 

Filter  LK 

3m  Heated 
Line at 60°  C 

Sample 
at 7  l/m 

Direct  Exhaust 
Flow Signal 

Θ-— 

Ultrasonic  Flow 
Meter 

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US EPA, general  LD  news 

(1) Tier 2 project awarded to Horiba, new cell 

(gas/diesel) plus upgrading cell 2 and 5. (3 BMD's, 
LDD tunnel and LD gasoline CVS. 

(2) A number of changes being made to several US LDD 
tunnels (AIGER/EPA) to accommodate  DPF...future 
regulation changes ? 

2003  HORIBA,  Ltd. All  Rights Reserved. 

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140 

Cell  D002: Certification. 
Gasoline and Alternative  Fuel 
•Bag Mini  Diluter  (BMD-1000) 
•USFM (Horiba  EXFM) 
Existing  Equipment: 
•  MEXA-7200DLE/CVS7200S 

New cell 

. Ltd. All  Rights  F eserved 

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Ceil D329 (New  Building): Certification and  research 
Gasoline/ Diesel and Alternative  Fuel 
•  Bag  Mini  Diluter (BMD-1000), USFM (Horiba  EXFM) 
•  MEXA-7200SLE (Gasoline/Bag, Alternative) w/  Innova 
•  CVS-7200T  (Gasoline/diesel  combo, 
•  MEXA-7200DLE  (Diesel, Alternative) 
•  HAD made  DLS (PM sampler χ 3 DLS's  III) 
'  MEXA-1110FRF  (Fast  Response  HC Analyzer) 

EPA Cell 329, the "pool room" 

Room  329  EPA  NVFEL 
MDV-4WD  Tier  2  SULEV 
Test  Facility 

75'' 

J____.  _'  *[  Fix«J Rdls  _ 

Fl» 

Possible  Future72"  Roll 
Set  to share 4VVD 
Power  Converters 

55' 

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141 

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' > ™ ^ r ^ y > « « 6 S 5 S r _1_C T >^ ^^ 

ra 

Cell 329 layout, tunnel 

SSfS. 

yamua 

HEW E 

S£lC7røY Β —Β 

"Hanging" tunnel, EPA is very concerned about minimizing the length of the hose from the TP 
to the tunnel. 
Gaseous measurements were deemed less important than PM by EPA, hence the OVN location. 
Utility gas issues were the main factor in not locating the OVN on the tunnel 
All HDD 2007 regulatory changes were incorporated into the design.. .secondary tunnel, heated 
filters etc.. 

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142 

CARB, general LD news 

ARB recently purchased a conventional LD tunnel for cell 7. Is 
now in the process of adding PFSS to the site as well(BG3). 
ARB intends to investigate size and number for LD similar to 
HD in preparation for future regulations !! 
Horiba and ARB is currently negotiating a diesel BMD primarily 
for low NOx. THC will be done continuous. 
ARB has just installed BMD and SLE CVS/Bench in cell 1 

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Sehmtìtìe φΜ CAM ID Cai 1 

HORIBA 
CVS 

7200 SLE  Constant Volume Sampler 

Dilution Air 

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FTI, AIGER "style" ,_. . .. . _ . .. . 

BMD Bag Mini Diluter 

HORIBA 

143 

Latest Test Cell Example (Gasoline/Diesel) 

ι i to ­ο..,'.».· t i r am 

■ASHOON 

H O R I BA E u r o pa G m bH 

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E U RO 9 / S U L EV T e st C e il E x a m p le 
G a s o l i ne / LD D i e s el A p p l i c a t i on 

H O R I BA 

HDD Emission Standards 

HDD regulation limits(2005 to 2007) 

Current Japanese Limit 

0.0 1.0 2.0 3.0 4.0 5.0 

NOx (g/k\Yh) 

6.0 

Japan 2005 

EU 2005 

US 2004 

US 2007 

N Ox 

PM 

2 

0.027 

3.5 

0.03 

2.7 

0.13 

0.27 

0.013 

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144 

EPA, general HD news 

(1) New 1065 off road regulation to possibly allow partial flow PM 

and BMD ! 

(2) New HDD research Cell 2 (no certification) awarded to AVL, 
new dilution... pres.drop, USFM (total/dilute) flow profile, hot 
bag and penalty clauses (60day install and commission). 

(3) New cell at EPA NC awarded to Horiba, first fully 2007 

compliant (SAO bulk stream) based HD tunnel. 

(4) HDD upgrades at EPA awarded to Horiba. Project is to 

replace old benches, new tunnel, and DLS's in HDD cells in 
Ann Arbor... one of them is cell 2 PM sampler 

(5) "New" HDD transient regulations..."2007" 

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Background,  New  2007  HDD  on  road 

regulations 

EPA realized that the old HD regulation (part 86 subpart N) needed 
improvements in order to be able to read the 2007 emissions 
levels more accurately. 

The 2007 regulations improvements have been made together with 
EMA (Engine Manf. Association) and representatives from AIGER, 
all manf. nave expressed that this has been a very good 
"experience", with a "more practically oriented EPA*. 

Although improved, everyone realizes the work is not done.... 
There will be a new project/study launched, called "E-66" 
conducted by CRC (Coordinated Research Council.... 

) to further improve certain areas of the design for 

the HDD tunnel design. 

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145 

2007 Summary 

•Overall Dilution and PM Measurement System requirements 
Horiba solution, the main tunnel is not changed, some people are talking about isolation or 
heating. 

•Dilution Air Handling-
Horiba solution, we typically do not supply the Primary and secondary air filtration, or the 
optional cooling allowed, this is normally furnished by Eng. /Architect companies 

•Diluted Exhaust Flow Measurement / Control 
Horiba solution- HAD offer the  SAO-ESU, or CFV...only vendor so far to offer SAO ? 

•Particulate Sampling And Collection System 
Horiba solution, HDLT-5, HF-47, (Incl. new filter holders, cyclone etc) 

Particulate Filter Weighing Systems 
Horiba solution, we offer the Mettler balance, a glove box or a full "clean room" (using a 
contractor) 

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2007 Summary 

Diluted Exhaust Gas Analysis Systems 
Horiba solution, we typically offer a MEXA7200D with options for Nox LE and COLE (like EPAHDD 
cell), 
The req. about the analyzer must be accurate to half of the expected average concentration is still 
an issue for most NOx analyzers....EPA showed this to EMA...using a Horiba analyzer ! In addition 
the new quench requirement is a challenge, 2% total ? 

Test Procedure 
Horiba solution, keep in mind the system has to be both transient and be able to do the 13-
Mode (SET -Supplemental Emissions Testing ) using one filter and a weighted average, 

EPA has permitted the use of "multiple or redundant systems 
Horiba solution, we will offer the same 3 DLS (HAD made) we are building for EPA LDD cell 
(329) 

Can the updated HDD System be used for EU HDD Certification (1996/96/EC)  ? 
At the moment no, but we are told the 2007 changes are now being considered in the ECE.. 

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146 

CARB, general HD news 

I 

1.  Horiba recently delivered upgrades MTA's HDD chassis 

facility: Unique HD facility with chassis and engine, and now 
full and partial flow. The purpose is for 2007 compliance and 
and focus on regulation development for non-gravimetric PM 
measurements (for post-2007) using PFSS (Horiba MDLT, 
BG3). Particle sizing/number,  ELPI, SMPS, Cambustion, 
DMA. 

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Future  Issues  OfPM  Measurements 

New PM emission control methods may affect DLT/CVS 
design requirements 

Regeneration  of Diesel  Particulate  Filters (DPFs) requires  increased  dilution 

due to high temperatures. 

>  Higher CVS  Flows ? LD/HD 
>  Double  Dilution  (if CVS flow cannot  be increased)  ? LD/HD 
>  Consider  high temperature affects  on the exhaust duct and 

tunnel...LD/HD 

Test procedures  need to be revised to include emissions  during  DPF 

regeneration  sequences ? 
>  Test with clean  DPF 
>  Load DPF with  PM (where and how ?) until fully  loaded 
>  Test with loaded DPF  (manually trigger  regeneration) 
>  Test during complete  regeneration  back to clean  DPF 

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147 

Future Issues Of PNI Measurements 

Ever lower PM emissions  means review of  measurement 
principles 

PM mass emission  limits may be supplemented  by other  particle 
parameters  in the future (under active consideration  by the  EU) 

> Particle number counting ? 
> Particulate total surface area ? 
> Particle size  parameters ? 
> Carbon  particles only in accumulated  mode (using thermal  dénuder  ?) 
> Sample  Handling/Dilution  mods for these new  instruments ? 

PM measurements for all engines/vehicles  ? 

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Alternative  equipment  for HDD  use. 
1 

..: 

* 

1:1 
h 

ms 

88'" ^__. 

The MEXA-1370 PM has shown good 
correlation with the gravimetric method but 
offers the potential for improved accuracy on 
low level PM mass measurement (excluding ash). 
In just 4 minutes, the main PM components of 
soot, VOF and sulfate can be quantified, ideal 
for R&D purposes. 

0 i\^ 

Conventional particulate measurement uses 
the full flow dilution tunnel. 
The PFDS measures particulate by diluting 
part of the exhaust flow. 
The volume of exhaust transferred from the 
exhaust is proportional to the total engine 
exhaust flow rate. 
Not approved in the US for on road, but 
being considered for off road ? Meets ISO 
16183 standards... 

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148 

Additional equipment for both LD and HD use... 

On Board Systems... 

How does the engine behave on the road as opposed to a pre defined simulation 
cycle on a dynamometer, both US and most recent, EU regulatory movement ! 

Confirming simulated models of exhaust emissions 
migration,  and actual on road emissions 

CO, C02 HC >»  Wet type 
NDIR 
HC FID optional 
NOx, AFR >»  Zr02 type sensor 
Exhaust flow rate >»  Pitot flow 
meter 

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149 

EURO-V 
Conference 

Session I (Continues  on 11 December in three separate  rooms) 

Subsession  1:11  Dec. 8.30-10.00 

8.30-8.50 

8.50-9.10 

9.10-9.30 

9.30-9.50 

PAH Emission from Heavy Duty Vehicle Exhaust:  Repeatability and 
Uncertainties  of the Measurements  at Chassis Dynamometer,  R. Mabilia,  CNR, 
(IT) 

In-service Emission Testing for EURO V Diesel, M. Jones, DT Assembly & 
Test -  Europe Ltd (UK) 

An On-board Emission Measuring System for EURO IV and Beyond, G. 
Lenaers, VITO (Β) 

US-EPA On-Vehicle Emission Measurements and Test Procedures, M. Spears, 
US-EPA  (USA) 

1 51 

C.N.R. 
Institut» 

for Atmospheric 
Pollution 

~ ^M Stazione 

1 Sperimentale per i 
Combustibili 

International Conference on 

EURO V 
And Future World­wide Emission Requirements 
for Passenger Cars and Light Duty Vehicles 
DG-JRC 

PAH Emission from Heavy Duty Vehicle Exhaust: 
Repeatability and Uncertainties of the 
Measurements at the Chassis Dynamometer 

R. Mabilia, F. Alberici, F. Avella, G. Zanini 

10- Il December2003 

>Our investigation was aimed at developing a more reliable 

methodology for evaluating the reliability measurement of regulated 

and unregulated emission measurement from heavy duty vehicles 

> This has been obtained through a statistical processing of a large 

number of repeated tests 

> Using this methodology, we tested the vehicle at the chassis 

dynamometer according to an "urban driving cycle" reproducing a 

real trip of a public bus in an Italian city 

!■■ ■ 

152 

'roject  coordinated  by  ENEA  on  behalf  of  the 

Ministry  of  the  Environment 

>  Institute  for  Atmospheric  Pollution  (National Research Council) 

>  Stazione  Sperimentale  per  i  Combustibili  (Experimental  Institute 

of Italian  Ministry of Industrial  Activities) 

>  EniTecnologie  (Eni's Corporate Technology Company) 

>  Institute  for Atmospheric  Pollution 

(R.  Mabilia, A.  Cecinato, M.C. Tornasi Sciano,  M.6.  Meloni) 

Conducted  qualitative  and  qualitative  analysis  of  unregulated 

emissions  (PAH and  N-PAH) 

>  Stazione  Sperimentale  per  i Combustibili 

(F.  Avella) 

Responsible  for  statistical  processing  of  results  and fuel  testing 

>  EniTecnologie 

(F. Alberici, S. Florio,  6.  Ravera,  M. Tincani, U.  Tuissi) 

Conducted  measurements  of  regulated  emissions  and  unregulated 

gaseous  emissions  (carbonyl  compounds,  aromatic  hydrocarbons) 

153 

Test  equipment  for  sampling  emissions 

H E A VY  D U TY  E M I S S I ON  R O OM 

0A5  ANALYZERS 

¿L 

nnnnmnnrmiiiii 

SAMPLING 

SYSTEM 

CHASSIS  [  +" 

COOLING FAN 

Driving cycle ATM (bus line 61) 

Oration 20 rrin 
j Average Speed: 13,9 krrVh 
Distanœ: 4641 m 

8 0i 

70 

•=•50 

Ί 

1200 

154 

-Mô> 

SAMPU 

BAG 

DILUTION AIR 
SAMPUNG PUMP 

BACKGROUND 

BAG 

Mmi­TUNNa Φ 72 mm 

HEATH) UNE 

PMRLTER 

47 mm 

BVPAS5 ROW 
CONTROL 
VALVE 

PARTIAL FLOW 
SAMPLING SYSTEM 

During each test the following parameters 
were measured: 

>Gaseous emissions: C02, CO, NOx, HC 

Particulate fraction (PM10 and PM2 5) 

>Aromatic hydrocarbons emission 

>Carbonyl compounds emission 

>PAH and Nitrated­PAH associated to particulate 

>Fuel consumption 

155 

International  Organization for 
Standardardization 

ISO  5 7 25  1 9 9 4 ( E) 

parts  1, 3,  6 

Data  collecting  and  statistical  analysis 

test on 
vehicle 

emissions 
sampling and 
analysis 

calculating and 
collecting 
emission data 

statistical 
analysis of 
emission data 

Statistical  parameters 

• mean value xm 
• variance s2 
• standard  deviation s 
• coefficient  of variation CV (%) 
• min, max values 
• repeatability (95 % level of confidence)  r = 1.96^2's 

156 

Regulated emissions and fuel 

consumption 

OSS 

090 

091 

092 

093 

094 

097 

099 

100 

101 

102 

101 

104 

105 

106 

TestN. 

Name 

1409 

1469 

1479 

1479 

1464 

caz[xü¡i 

COfetarj 

HC [clini 

Ν0_______η_ 

PMlSfeVrrj 

Οη,ιφΠαη [e] 

Corruption ΓΙ lOûkni 

14·* 

3,02 

L38 

1807 

0554 

2199 

56,4 

I4SS 

2.96 

108 
usa 
0519 

2201 

56.1 

194 

1.45 

18,66 

0503 

2155 

55.4 

3.04 

1J8 

18J6 

0551 

2157 

55,4 

3.19 

1.42 

17.S2 

0517 

2175 

55.8 

3,02 
ΙΛ 
1803 

0518 

2162 

55,8 

P M 15 

1474 

2.S5 

107 

1476 

3,11 

US 

3,00 

1.46 

1705 

17.67 

18.04 

0551 

2149 

553 

0515 

2175 

55,6 

0561 

2137 

55,7 

1473 

195 

1.52 

17.77 

0524 

2164 

55,6 

1474 

3. ÍS 
USI 
1805 

0571 

2147 

55,7 

1451 

197 

1.45 

18.13 

0481 

2129 

54,8 

1477 

195 
151 
17,97 
a.-*) 
2171 

55,7 

1472 

1457 

3,01 

1.45 

l i x. 

0522 

2163 

55,6 

3,05 

1.33 

18.49 

0505 

2144 

55,0 

T at M 

N U IT 

Cœ [f kiri 

OOjyfari 

HC [u M 

NO feljrj 

PM 15 fetor) 

Consunüon fe] 

Consuption fi lOOkni 

107 

109 

110 

111 

112 

113 

114 

116 

117 

119 

120 

121 

122 

123 

124 

1473 

3.07 

U6 

1472 

3.0O 

U4 

19.19 

18.04 

0507 

2171 

55.6 

0550 

2173 

5 5j 

1462 

1S4 

1.43 

ISJ2 

2151 

550 

1466 

1456 

1477 

3.06 

1.40 

304 

1.48 

305 

1.44 

18,83 
osa 
2154 

18,43 

ISÕ5 

0532 

0597 

0574 

21 SO 

2174 

55.8 

55J 

55.0 

PM10 

1446 

193 

1,66 

1456 

189 

1,44 

1805 

19,03 

055S 

0591 

2143 

54.6 

2161 

54.9 

1473 

197 
US 
19.61 

0549 

2167 

55.6 

1454 

3.05 

1.55 

1478 

3.13 

I Jl 

1474 

3,02 

1.42 

1469 

1471 

199 

1.44 

194 

1.47 

1451 

3,07 

1.40 

19.76 

1904 

19.92 

19.97 

18.45 

19.01 

0533 

0542 

2146 

SiS 

2IS2 

55.8 

0529 

2169 

55.6 

0521 

2165 

55.4 

0SS3 

2176 

55.5 

0536 

2157 

54.S 

Repeated measurements of regulated emissions 

C 02 (g/km) 

1480­ % 

. ♦ ' · ♦ ♦ ♦. ♦. .. · . · . .. 

♦ · " V ♦ · 

o io 20 : 

10 

3,3 
3,2­
3,1­
3,0­
2,6­

t 
. · . 

♦♦ 

CO (g/km) 

• 

♦ ♦ ♦ ♦ 

__♦♦_· « __ " 

• 

3 

3C 

20 

19­

1B­

N­ test 

HC (g/km) 

♦ *♦ 

10 20 

N' test 

PM 2.5 (g/km) 

5 10 

N· test 

a 5 

10 15 20 25 3C 

N'test 

NOx (g/km) 

· ** , ·♦ . · ♦ · ". 

• · · 
• 

0 5 10 15 20 

·* I 

♦ 

25 3( 

N'test 

PM 10 (g/km) 

.I 

5 10 

N' test 

157 

Statistical evaluation of the regulated 
emissions and fuel consumption 

Nambí r of tesis 

Mean ( \m ι 

Variase« 

SO 

0% 

M i a i— 

tbmfß 

MeiEaae 
Rtpemrmbilur 

Oullier «¡th lhe Grubhs lesi (5%) 

CO; [»'Imi 

CO Ig/kml 

T H C t e / k ml 

N Ol 11! ■ km | 

P.MSJ fe/km 

P M„ tø/km] 

CoasupDoa 

30 

1469 

123.53 

11.11 

0.757 

1446 

1495 

48 
1472 

31 

NO 

30 

XSB. 
0,0106 

0.103 

3.407 

2.84 
3.25 

0,42 
3.01 

«_2» 

xo 

30 

1.45 
0.0077 

0.088 

6.052 

1.27 

1.66 

0.39 
1.45 

» ■» 

NO 

30 

18, äo 
0.4487 

0.670 

3.609 

17.25 
19.97 

2.72 
18.47 

7.J6 

15 

1X529 

0,0006 

0.025 

4.721 

0.481 
0.571 

0.090 
0.522 

OAÍ9 

NO 

NO 

15 

0 5 =2 
o.ooos 
0.028 

4.996 

0.507 

0.597 

0.090 

0.549 
1,076 

NO 

[El 
30 

1163 
277.36 

16.65 

0.770 

2129 

2201 

72 

2163 

46 

NO 

ConsuptioD 
ItTOOkml 

30 

0,1720 

0,415 

0.748 

54.6 
56.4 

1.8 

55.5 

1J 

NO 

Emission data of aromatic hydrocarbons 

Tea N. 

088 

090 

091 

«92 

093 

0M 

097 

099 

100 

101 

102 

103 

104 

105 

106 

irç/lcm 

mg/km 

ire/Ion 

rr#km 

mg/km 

riglar. 

me/km 

ms/km | mglan 

;H'.kin 

irg/km 

PM2J 

4,3 

16 

70 

A» 

3.5 

19 

9.2 

17 

15 

7.4 

3.1 

18 

80 

5.1 

3.1 

8.4 

15 

19 

8.4 

31.7 

2*4 

3*2 

13.Í 

2M 

4J 

17 

62 

A2 

3.8 

18 

8.0 

A4 

3,4 

15 

61 

3JJ 

4,0 

18 

6.0 

0»O 

4.6 

19 

80 

160 

3,4 
19 

8,4 

164 

64 
3.2 

9.0 

164 

3.1 

15 

5.9 

16.4 

3.1 
15 

64 

1(7 

109 

110 

111 

111 

113 

114 

11« 

117 

119 

I» 

121 

122 

123 

124 

mg/lem 

rrfylcm 

malar. 

trgflan [ ms/km 

mg/km 

irefan 

mgfan 

'T-kni 

: : . ' · ■· 

tre/lan 

ire/km 

rre/lan 

160 

14 

13 

5.8 

ΊΕ3 

161 

3.0 

IS 

40 

le.0 

16.1 

19 

16 

73 

17 

14 

5.4 

2*J 

ZÍS 

Mt 

163 
IS 

16 

70 

Λ» 

IfU 

18 

13 

JO 
.-«.» 

16J 

4.0 

16 

nt 10 

ISO 

3.1 
is 
43 

29.7 

21» 

05jt 

IdO 

163 

14.4 

17 

10 

40 

17 

11 

SO 

26J 

14 

14 

50 

2U 

15J 

16 

14 

&5 
27J 

15.1 

15.8 

15J 

13 

11 

5.1 

MM 

11 

20 

40 
M4 

■ t at 

Ok. b e en 

ÍTEYTOTtf/ 

p r a nX 

Norn 

RÉKK 

effe t i r a ne 

STEXTOTAU 

158 

Repeated measurements of aromatic 
hydrocarbons emissions 

benzene 

IT· 
i 

'* t * ♦ ♦ ♦ , ♦ ♦ ♦ - . - . ♦ ♦♦ ,♦ 

lê 

IS 

M' 

1 3 S 1 · Π 13 15 17 |9 21 23 25 27 29 

1 3 S ' 9 II 13 15 17 19 21 13 15 27 2t 

♦ ♦ /' 

♦ 

* ♦♦ ♦ * * · * . · * * ** » ♦ ♦ * .. 

Ν. lest 

ethy.benzene 

Ν. tett 

xylenes 

♦ - -- , t** 
1 · ♦ ♦ * 

E 

! 
i 
ι 

11 

« 

4' 

- * * . . ♦ ♦ ♦, 

► 

Ξ 
J 
1 ζ 

! 3 

-- ì 
Ξ ι 

1 3 S ? ff li 13 IS 17 19 21 13 25 27 » 

Ν. tett 

3 5 7 » H 13 15 17 19 21 23 25 17 2* 

N. t e it 

-  ;-'C-: ■'■:'"X; 

Statistical evaluation of aromatic 
hydrocarbon emissions 

benzene 

toluene 

ethylbenzene 

xylenes 

Nummer ollesl 

Mean (um) 
Variance 

CV-/. 

Minimum 
Ma\lnmm 

Ranee 

Mediane 

Ri-pvatabilitv 

29 

16,1 

0.2 

2.8 

15.1 
17.1 

2.0 

16.1 
1.3 

29 

3.2 
0.6 

23.8 

2.03 
5.07 

3.04 

3.09 

2.1 

Oullier with Ihr Grilliin lest (5%) 

1 outlier 

1 outlier 

30 

2.6 
0.1 

12.7 

1.94 

3.18 

1.25 

2.57 

0.9 

NO 

30 

63 
2.4 

23.8 

3.8 

9.2 

5.4 

6.3 

4.3 

NO 

TOTAL 
BTEX 

30 

28.4 
7.9 

<),<> 

23.4 

35.0 

11.5 
2S.4 

7.1 

NO 

159 

Emission data of carbonyl compounds 

TeSN. 

Name 

090 

091 

092 

093 

094 

097 

099 

100 

101 

102 

103 

104 

105 

106 

107 

mg/km 

mg/km 

mg/km 

mg/km | me/km 

mg/km 

me/km | me/km 

mg'km 

mg/bn j mg/laa | me/km 

mg/km 

nig'kni 

mg/km 

acetaldetnde 

■mliln 
acetaat 

a-prrjpaoal 

£______■_____■_______ 
MEK.-e-bataaal 
beeaalrlelr.de 
hosafcraèoVtMle 

.alerakMndr __ c i r l r e n « r e. 
nheflÉLnnti 
*4eaaaal 

166 
10 

01 
4.0 
1.9 
93 
1.0 
1.0 
16 
5.7 
IO 

17.5 
4.1 
04 

50 
16 
110 
10 
1.5 
15 
7.1 
1.3 

14.0 
3.7 
04 
40 
33 
10.5 
1.7 
1.0 
17 
5.4 
1.0 

190 
4,6 

0.1 
4.8 
1.7 
8,7 

u 1.3 

3,0 
65 
1.4 

21.0 
65 

00 
4.7 
1.7 
9.0 

10 
10 
19 
60 
1.5 

207 
69 
03 
4,7 
1.6 
9.7 

13 
1.5 

11 
46 
L6 

PM2J 

21.3 
9.1 
01 
4.7 
3.4 
11.7 
13 
1.0 
3,7 
67 
1.6 

24.6 
5.1 

00 
5.6 
1.0 
9.6 
10 
1.6 
14 
5.6 
1.6 

25.5 
9.1 
03 
5.4 
L3 
69 
1.2 
06 
3.1 
48 
1.7 

203 
7.2 
03 
4.5 
1.6 
7.1 
1.4 
0.9 
18 
48 
1.4 

25.9 
68 
0.3 
5.4 
1.4 
7.4 
1.3 
0.9 
15 
40 
L3 

34.1 
ias 
05 
69 
1.6 
41 
1.0 
08 

19 
3.6 
1.5 

27.5 
8.0 
03 
5.5 
1,3 
5.1 
0.9 
0.6 
13 
19 
13 

15.9 
5.9 
01 
3.8 
14 
7.7 
10 
08 
14 
4.7 
1.2 

27,9 
9.2 
02 
60 
3.0 
11.3 
1.7 
0.9 
3,6 
5.3 
1.5 

199.2 

Repeated measurements of carbonyl 
compounds emissions ( Io group) 

formaldehyde 

■ » e» * 

h 

1 3 3 4 5 é 7 t I 11 U 12 13 14 15 

acrolein 

L 

♦ . ♦ 

·» ♦ 

♦ 

♦ ♦ * . 

> 

2 3 4 5 « 7 J 9 

10 U 12 l¡ U 1 

5 

N. tett 

n-prop anal 

t: 
; , 
a 

·

-

·

· ♦ · ♦ ♦ .· · 

♦ 

1 * 3 4 5 é 7 I 9 1» H 12 13 H 15 

acetaldehyde 

■ «

.

♦

«

«

*

»

*

*· ~ , " 

' 3 3 4 5 4 7 1 9 Ιβ II 12 13 14 15 

N.lMt 

acetone 

.* 

♦ ♦ 

♦ 

♦  ♦ 

β,ο J 

f 
I 1 3 4 S t 7 I 9 H 11 12 13 14 IS 

♦ ♦ 

♦ 

♦ 

♦ 

N. test 

crotonaldehyde 

. 1 

* ♦ » ­ ♦ * * * T^ 

1 3 4 S C 7 I 9 U Π 12 13 14 IS 

Ν. test 

■■■u 

160 

Repeated measurements of carbonyl 
compounds emissions ( 2° group) 

MEK +■ n-butanal 

bcnzaldehydc 

!" 

I ■ 

. '« * __ _ i 

1 2' 

♦ * 
♦

, ♦

•

♦

♦

♦

♦

♦<

i

i» 

» 

1 4 

8 ir 
C 1,7 

J " 

1 1 ^ 4 3 » 7 I t 11 It 11 13 14 is 

N.tnt 

1 I 3 4 5 Í 7 1 9 1· 11 12 13 14 IS 

N.tett 

Is ova  era  deh yde 

valeraldehyde + cycloh e m i o ne 

♦ 

4> 

♦ 

I 

♦ 

♦ 

♦ 

*  1  •  * 

1 1 3 4 3 4 7 ·· 1« n ti π u !3 

Ν. teu 

totualdehydes 

* ♦ . ♦ · 

* 

1 3 3 4 5 < 7 I 9 1· 11 12 13 14 15 

♦ ♦ 

, , 

1 3 4 S é 7 t 9 1· 11 U 13 14 IS 

N . t e tt 

I M w . « « » »♦ _j 

3 3 4 3 « 7 I 9 1· 11 12 13 14 15 

N . t e tt 

Statistical evaluation of carbonyl 
compounds emissions 

rormaldchvd 

.i.',-liil(kii\(l 

acrolein 

acetone 

n-
propana 

crotonald 
hyde 

MEK 4 η 
butanal 

benzaldehyc 

isovalera 
'dehyde 

valeral 4 
cyclones 
none 

loluNldchyde 

n*hexana 

TOTA1 
Carboni 

Number oftest 

Mean (\m) 

\ a ri ance 

SD 
cv% 

Minimum 

.Maximum 

Ranse 
Mediane 

Rr-pralabilitv 

15 

121,9 
456.6 

21.37 

17.5 

82.3 

156.4 

74.1 

120.4 

J9.2 

15 

22,1 
29.1 

5.40 
24.4 

14.0 

34.1 

20.1 

21.0 

15.0 

15 

6.7 

5.3 

2.30 

34.5 

3.0 

10.8 

7.8 

6.8 

6.4 

15 

<v> 

0.0 

0.12 

44.8 

0.1 

0.5 

0.4 

0.3 

0.3 

15 

5,0 
0.7 

0.82 

163 

3.8 

6.9 

3.2 
4.8 

2.3 

15 

11 
0.7 

0.84 

40.5 

1.0 

3.6 

16 

1.7 

2.3 

15 

8,9 
4.8 

2.19 

24.6 

5.1 

13.0 
7.9 

9.0 

6.1 

15 

IJ 
0.1 
0,30 

22.9 

0.9 

2.0 

IO 
1.3 

0.1 

15 

1,0 
0.1 

0.30 

29.4 

0.6 

1.6 

1.0 

1.0 
o.e 

15 

19 
0.2 

0.43 

14.8 

2.3 
3.7 

1.3 
2.9 

1.2 

Outlier with the Grabbs tc 
15%) 

' NO 

NO 

NO 

NO 

NO 

NO 

NO 

NO 

NO 

NO 

15 

SJ 
1.4 

1.20 

22.5 

2.9 

7.1 

4.2 

5.4 

3.3 

NO 

15 

1,4 
0.0 

0.19 

1.0 
1.7 

0.7 

1.4 

0.5 

15 

17116 
737.0 

27.15 

126.9 

ÍS 1.4 

75,2 

NO 

NO 

10 

161 

Analytical procedure adopted for organic aerosols 
In accordance with the "ISTISAN" PAH method and UNI-ISO method 

Particulate matter is collected on an inert membrane filter (47 mm PTFE) f r om a 
dilution m i n i ­ t u n n e l. A two­stage cascade ¡mpactor, positioned after the dilution 
m i n i ­ t u n n e l, w e re used for collecting both P M25 and PM10 particulate fraction 

(1/5 of sample) 

extraction of (both) soluble organic tractions by reflux 
in soxhlet, using DCM & acetone (3:1); [pooling] 

(4/5) of sample 

spiking-with IS solution 

(perdeuterated) 

esterification with 
BF, & methanol (60°C) 

I: n-C. 

J 

coliirnn chromatography 
(basic alumina) 

I:n-C6 
II: DCM 

HRGC-MS 
(EI, SIM) 

n-alkanoic acids 
(as methyl esters) 

column chromatography 
(neutral alumina) 

II: DCM 

MP (silica) HPLC 
(gradient, n-C6 / DCM ) 

III 

HRGC-MS 
(EI-SIM) 

n-alkanes 

PAH 

N-PAH 

Polar PAH 

The 1 

5 repeated measurements of PAH emissions in PM2 5 

TestN. 

Nauw 

oes 

090 

091 

092 

093 

094 

097 

099 

100 

101 

102 

103 

104 

105 

106 

utyio 

« I ni 

ua/lon 

ω: tal 

μβ/Ιαη 

με/km 

ugOni 

u-rtni 

Mglan 

uglnn 

ili iura n lin-m· 

p\rene 
bettsti 9)anthracfflc 

ehnit.ni' 

henaX lonuoranihene 
bciurtelpvrrne 

beiTzrtaìpvrciw 
indenoO 23, cd )p vre ne 

dibciun<a.hlanl tiracene 
beiuofghitøervlene 
TOTAL PAH 

35.3 
138.1 
10.1 

12.4 

6.9 
2.1 
1.0 

0.0 
1.3 
279.5 

37.0 
121.7 
7.0 
8.6 

US 
4.7 
0.9 
04 
04 
1.1 
1S9.Í 

33.6 
104.2 
6.1 
7.6 

3.3 
3.8 
0.7 
0.6 
04 
IJ 
Í6Í.0 

35.3 
131.8 
68 
7.1 

1.0 
4.4 
09 
07 
06 
14 
197.1 

31.3 
106.3 
6.8 
5.9 

1.4 
6.0 
1.8 
0.4 
1.5 
1.4 
170.a 

35.6 
115.6 
8.2 
9.4 

5.9 
66 
4.5 
9.8 
69 
23.6 
237.1 

3SJ 
131.0 
9.1 
8.4 

OS 
4.3 
1.1 
04 
03 
08 
200,6 

P M 15 

35.0 
H IS 
8.2 
9.3 

l.S 
7.3 
U 
06 
1.1 
l.l 
188.0 

41.4 

131.5 
61 
7.2 

1.7 
7.0 
1.9 

1.1 
00 
1.3 
2Ù9.S 

36.4 
122.4 
7.I 
6.2 

l.S 
6.3 
1.7 
1.2 
U 
1.6 

195.» 

413 
137.3 
SJ 
11.4 

1.4 
5.1 
1.0 
03 

01 
1.1 
215J 

33.4 
118.1 
5.1 
7.3 

09 
3J 
06 

03 
0.5 
1.4 
174,7 

35.0 
117.5 
60 
62 

09 
5.6 

1.1 
03 
1.7 
08 
182.9 

305 
103.6 
66 
5.8 

1,4 
5.S 
1.7 
0,4 
1.4 
1.4 
766.5 

39.8 

5.4 
6,5 

4.5 
09 
3,4 

03 
00 

182,7 

The 1 

5 repeated measurements of PAH emissions in 

PMX 
0 

T M N. 

Name 

107 

109 

HO 

111 

112 

113 

114 

116 

117 

119 

120 

121 

122 

123 

124 

ιιρΊαη 

Mg/tal 

ug/lan 

ιιι·|;πι 

up/km 

ligtal 

ufelrm 

..étal 

lia/km 

usrlmi 

Huorani tiene 
pvnrne 

benzol alani h racene 
chnscne 

benzol klfluoranthrne 
beruolelpvrtne 
bciuolalpyrrne 
indenni 12.1.nllp\rrne 
dihenro. .i.hi.inilir.itrn.· 
benzot Ehi 1pm lene 
TIlTtl. PAH 

45.S 
137.6 
7.8 
8.4 

1.0 
3.7 
09 
0.7 
08 
0.9 
2I2.J 

39.S 
130S 
4.4 
6.8 

1.0 
3.8 
1.1 
04 
1.7 
05 
/»SJ 

54.2 
153.3 
118 
SJ 

5.4 
4.4 
4.6 
2.8 
4.9 

3.5 
2*3.8 

46.4 

12S.5 
7.0 
7.9 

09 
16 
09 
Ol 
00 
04 
200.5 

54.4 
I57J 
11 
9.0 

1.0 
10 
07 
03 
Ol 
0.7 
2.2.0 

411 
128.6 
5.7 
5.5 

12 
7. S 
1.4 
1.0 
U 
1.7 
:n "° 

43.6 
13.6 
3.1 
4.9 

1.2 
14 
1.7 

0,8 
05 
09 
70,·.; 

PM  10 

49.9 
151.0 
8.4 
9.4 

15 
42 
08 
04 
02 
08 
232.8 

45.6 
145.7 
5.7 
12 

09 
18 
1.0 
06 
07 
09 
214.8 

43.8 

150.2 
9.8 
7.6 

1.4 
6.0 
09 
05 
07 
07 
23I.IÌ 

405 
I2S.7 
4.5 
67 

5J 
08 
3.7 
03 
OJ 
00 
04 
191.1 

41.2 
119.4 
4.9 
5.7 

4.5 
09 
3.8 
0.9 

03 
06 
05 
182.7 

uirtai 

41.4 
119.9 
4.9 
5.7 

4.6 
09 
19 
09 
03 
06 
05 
183.h 

115.2 
5.5 
61 
5.8 

127.3 
61 
8.5 
5.3 
1.7 

09 
07 
04 

193.9 

186.4 

11 

162 

Repeated measurements of PAH ¡n the 
PM2­5 fraction ( Io group) 

fliioranthene 

s a 
i 

♦ ♦ . 

• 

* ♦ ♦ 

M 

, , , I

II 

S * Τ ■ · Iff 11 11 U 14 

I 

u 
4' 
E 1 I1 

S > 

I 

pyrene 

♦ ♦ ♦ * * 

# «. · ♦ * 

■ > *

4

S

«

l

9 U H U UM 

t
N. test 

bcnzo( a »anthracene 

crysenc 

15 

Ia: 
. 

I f' 

I ·■ 
• 

·

­

·

*

·· t ♦ * , ­

* 

S

*

4

*

«

7

S

t M U

U

U M tl 

N.Wffl 

benzo(b)nuoranthene 

ι: · ff-t-ff 
■ « ■ ■ » * n 

E 9 

I « 
s > 

JS 

· « !' 

1

J

4

Ï

I

1

I

I

I

I

1

I

1

J U M 1S 

!" 
I 1 1 ' 

t ι 
0 

' ♦ ♦ . ' * · 1 · 1 

K t«*t 

benzo(k)fluoraii(hen e 

* 

ft 
♦ .♦ * * ·♦ « 

1!« 
Il 
ι· 

J 3 4 S « 7 ■ « Iff U 11 u 14 | 

If.tkwt 

Repeated measurements of PAH in the 
PM2 5 fraction ( 2° group) 

benzo(c)piyt'nt' 

f: 

j 
2 4 

1 

, ♦ * · « 

• . · - · 
* ♦ 

I 3 3 4 3 4 T I » 1· Il υ u 14 IS 

N. leu 

indeno<123,cd)p)Tene 

S M 
f M 

; r­« 

« * ^ * ' * » « 4 .^ 

I 1 1 4 S t τ ■ t iff u u u Iff 13 

b enzo (b ) Π u ora n th en e 

^ ♦ » 

· » 

­ · 

■ 3 ] 4 S 4 T I e il || u u 14 U 

N.tert 

benzo(a)pyrene 

♦ 

» ♦ * ♦ *— 

» » « * -î * — j -* 1 

I I 1 4 S é t | * ι* u n u |4 _, 

N.tett 

IM 
Í u 

! M 

dibcnzo(ah)anthracene 

Ï ·— 
♦ ♦ ♦_ 

♦ 

» ■ , t . . , 

1 1 J * ï 4 7 I | l| n u u u u 

N . t at 

TOTAL PAH 

i · « ♦ 

- ' ' * * ' I » Iff M 11 11 14 n 

N.tett 

i 

ι 

12 

163 

Γ  Repeated measurements of PAH in the 

PM1 0fraction ( Io group) 

. 51 * Î-
I 44^ » 

I 1 * * * · 1 * » Il 11 U 13 14 15 

N. t t lt 

benzo(a)anth racene 

st . 

φ 

: 4 >_ * 

♦ ♦ __ » —♦ ♦ ♦ « " 

* —* 

I 3 J 4 1 I Τ I I II U 11 U M is 

pyrene 

• 

-

* 

* 

* 

* 

I I * ■* » * 7 I 9 11 11 11 M 14 li 

Ν. l öt 

chrysene 

* 

. ♦ j. 

· 
• · 

I" 

1 ' ' * ' . .« * tTT^­

1 1 4 9 i 7 t t II 11 13 

N . t e tt 

benzo(b)nuoranthene 

benzo(k)fluoranthene 

!" 

S 9­
3 '¡ 
1 3 

w 

' * ♦♦ ♦ ♦* * ♦ ♦ ♦ < 

1

3

4

ΐ

4

7

·

·

ι

·ι 

1  11  M 

14  1 1 

N . t ut 

♦ 

ι: ι 2 

ii ·^ 

1

13 

♦ 

Ψ -

7 ■ » Il Π tl U 14 IS 

N . t e tt 

Repeated measurements of PAH in the 
PM10 fraction ( 2° group) 

benzo(e)pyrene 

* 

• ♦ , τ 

1 1 4 S i 7 I 9 Iff II U U 14 IS 

i: i 
ι ; 

i π de no{ 123, cd,pyre ne 

■ · ♦ ν-
— S "· · * » » ♦ 

3 · ' 1 I II 11 11 IJ 14 IS 

N. lett 

benzo(b)fluoranthene 

♦ 

i M-
31 ! 

: ♦ * * 
-^ ZI * > t ♦ 

benzo(a)pyrene 

♦ 

♦ ♦ 

I ' 

i' 

1 > » 4 1 « 7 · 1 1» 11 12 U 14 1 
N.tett 

■ 

< 

s 

a M 

! " 
1 M 

M­

di benzo(a h)anthracene 

♦ 

­ ♦ * 

♦ ♦ 

, ♦ ♦ 

1 

« S β T ■ » Iff 11 11 U 14 1 

s 

N.tut 

« 

275 

| ». 

E 223 

­S IH 

g 17S 

♦ —~ 

♦ * φ 

♦ » 

-^ * φ · φ— 

* φ φ 

7 I * Il li 11 11 U IS 

Ν. lest 

1 a J 4 3 * τ a » 

ίο 

ii 

12 

ia 

ii 

ι» 

Ν.  test 

13 

164 

Statistical evaluation of PAH emission in the PM 25 fraction 

HuormnihcD« 

pyrene 

bemöta) 
anthracene 

chrysenc 

hni.o.li 
Π llura.Ull nu 

benzoli.) 
Iluoi jiuhrnr 

benzole 
pyrene 

beni ota 
pyrene 

Jib,,,.. {., 
■nihnerm 

benzotghi 
perylene 

TOTAL 
PAH 

Xumber ofte« 

Mean (im) 

Variance 

CVV. 

Minimiin 

Maximum 
Range 

Mediane 

ReøeatahiBty 

Juiiicr niih the (.ruht 
r i U V .) 

' NO 

15 

36.1 

12.2 

9.7 

30.5 

43.3 

12.8 

35.3 

9.7 

15 

120.8 
129.1 

9.4 

103.O 

138.1 

34.5 

120.6 
¿v 
NO 

15 

7.1 
1.9 

19.6 

5.1 

10.1 

5.0 

6.8 

3,9 

NO 

15 

8.0 
4.0 

25.0 

5.8 

12.4 

6.6 

7.3 

5,5 

NO 

15 

7J 
5.8 

32.9 

3J 

10.8 

7.5 

7.9 

6.7 

NO 

13 

1.4 

0.2 

15 

5.4 

1.8 

14 

1_3 
0.2 

14 

0.7 

0.4 

13 

1.2 
0.1 

32.1 

24.7 

38.4 

52.9 

91.5 

26.8 

0,S 

2.2 

1.5 
1.4 

1.2 

3J 

7,3 

4.0 

5.6 

3.7 

0,6 

2,1 

1.5 

1.1 

1.4 

0.3 

1.2 
0.9 

0.4 

0,6 

0.0 

1.7 

1.7 
0.4 

1.7 

0.5 

1.0 

1.1 
1.3 

0.9 

15 

1 7 4J 
3568.4 

50.68 
29.1 

0.0 

215.0 

215.0 

188,1 

NILS 

: outliers 

NO 

1 outlier 

1 outlier 

1 outlier 

2 outlier 

1 outliei 

indeno 
ltÏ44) 

14 

0.6 

0.1 

Statistical evaluation of PAH emission in the PM 10 fraction 

nin.rjiiiliciii' 

pyrene 

benzo(a) 
anthracene 

ehrysene 

benzofb) 
fluoranlhene 

bcnzo(k) 
fluoranlhene 

benzofe) 
pyrene 

benzo(a) 
pyrene 

indeno 

<1JV4I 

ιΜκηη | . ,| 

benzol f>hi) 
perylene 

TOTAL 
PAH 

Vumbcr of test 

Mean (ira) 

Variance 
SD 

CV% 

Mini mun 

Maximum 

Range 

Rfpcaiabiliiv 

)utlier with the Grubb 

15 

44.4 

25.6 
5.06 

11.4 

37.9 

54.4 

16.5 

¡4.0 

NO 

15 

134.9 
180.9 

13.45 
10.0 

115.15 

157.28 

42.12 

37.3 

NO 

15 
« 
7.2 

2,69 

43.4 

2.09 
12.77 

10.68 

7.4 

NO 

15 

7.2 
2.0 

1.40 

19.4 

4.9 
9.4 

4.5 

3.9 

NO 

15 

6,0 

5.S 
2.41 

40.4 

3.7 

11.4 

7.7 

6.7 

NO 

14 

1.4 
0.6 

0.74 

52.5 

0.76 
3.24 

2.49 

2 .; 

13 

3.5 
0.4 

0.64 

18.2 

Z38 

4.45 

2.06 

13 

0.9 
0.1 

0.33 
35.7 

0.3 
1.7 

1.4 

13 

11.5 
0.1 

0.25 

48.5 

0.2 
1.0 

0.8 

13 

Un 

0.2 
0.48 

83.9 

0.00 

1.71 

1.71 

12 

0.7 

0.1 

0.25 

35.6 

0.42 

1.19 
0.77 

15 

7.05.1 
474.1 

21.77 

10.6 

1-0.5 

245.4 

75.0 

1.8 

II.·' 

0.7 

1.3 

0.7 

60,4 

1 m ü l er 

2 outlier 

2 outlier 

2 outlier 

2 outlier 

3 oullier 

NO 

The 15 repeated measurements of N­PAH emissions in PM2 5 

TetN. 

088 

090 

091 

092 

093 

094 

097 

099 

100 

101 

102 

103 

104 

105 

106 

2­nitrofluorrne 

97.7 

86.8 

59.8 

102.6 

5 4J 

I0S.9 

102.7 

86.5 

96.4 

9 01 

72.7 

1 30,(1 

64.1 

83.4 

61.9 

1­nitropvrene 

TOTAL \-PAH 

11.3 

I5I.S 

8.9 

7.8 

9.5 

185.5 

169.0 

289J 

10.4 

89.7 

7.3 

11.9 

108 

193J 

164.8 

129.2 

11J 

161,9 

67 

44U 

9J 

4,8 

111.5 

1662 

11.1 

95.6 

9.1 
1112 

7.2 

9 14 

UP. km 

laziali 

luvirn 

.··' 'Ill 

uavioll 

u a l an 

luzlan 

ua/lcm 

» 1 25 

The 15 repeated measurements of N­PAH emissions in PM10 

Test Κ 

107 

109 

110 

111 

112 

113 

114 

116 

117 

119 

120 

121 

122 

123 

124 

2­nitrofluoiTne 

9­nitrranlli racene 

1­nitropyrcne 

TOTAL S-PAll 

75.4 

38.6 

8.8 

8 8J 

163.9 

12.1 

106.6 

111.4 

1U 

105.2 

3 03 

11.9 

17.6 

Z4 

100 

95.7 

3 65 

9.4 

9 25 

5O0 

63 

122 9 

264J 

229.S 

147J 

30,0 

141.7 

148.7 

ufrTcm 

. . , ·. ;;i 

Lutrlrii 

illt. I UI 

..i' 111. 

wij/km 

lifeloil 

.1· k 11 

I'M 11· 

71.5 

167 

5.9 

94.0 

85.2 

21.6 

9.5 

116.3 

6 33 

DV 

9J 

72.8 

85.9 

nv 

21.3 

107J 

59.0 

3 07 

135 

73.4 

S5.7 

9S.5 

160.1) 

1603 

323.6 

8.4 

164 

8.1 

103.1 

241.9 

262.4 

410.1 

14 

165 

Repeated measurements of N­PAH in the 
P M25 fraction 

2­nitroflu orene 

9­nitroanthracene 

Φ * *

'

.

». 

± 

■ 9 10 U U U 14 IS 

¡,. 

1 «· 

♦ Φ 

1­nltropyrcne 

♦ Φ Φ Φ 

Α. * » 
♦ Φ < 

­^ ♦ 
ι 1 * — 

1

1

14 3 

Φ ♦ Φ Φ φ Φ . 

7 Ι Ι 11 11 U 13 

Ν. Int 

TOTAL Ν.ΡΑΗ 

j 

3 3 

'  Ι Ι 1 Ι 9 10 11 11 11 Μ 1 

Ν. teat 

s 

Τ Τ , t , . ! 

5 6 7 S 9 10 11 12 13 14 15 

Ν. teil 

measurements of N­PAH ¡η the 

PM10 fraction 

2­nltrofluorcne 

9­nitroanthracene 

13· 

1­

E 100 
J 
5 73 
8 

♦ 

♦ 

♦ 

* ♦ . 

50 

I 2 

J 

•4 S * T · Ψ 

Ν. test 

• 

♦ 

♦ 

11 

11  u 

14 1 

♦ 

It 

t 

1 " 

1 1 3 4 5 t 7 I 9 |· Il 11 13 14 15 

N. test 

10 1 

s " 

1 s 

β 

1 

1­nit ropy re ne 

♦ 

♦ 

♦ 

♦ * 

♦ 

♦ 

♦ 

' 

β 
Ê 
J 

Β 

.WO 

M 

IM 

134 

100 

1 

3 

4 5 f τ a 9 

Iff 

II 

12  13  14 

5 

Ν. test 

— TOTa4L N-P/UI 

♦ 

♦ 

♦ 

1 

3  4 

♦ 

* * 7 ■ 9 11 11 12 13 14 15 

N . t et 

15 

156 

Statistical evaluation of 

emission in the  PM2 5 fraction 

2-iii[ioHuurciic 

9-nitroanlhracenc 

1-nilropj  rene 

TOTAL  N'-IPA 

N u m b er  of  test 

M e a n ( x m) 

Variance 

SD 

C VS 

M i n i m um 

M a x i m um 

Ra_nr_e 

Mediane 

Rt'pcalabil'm· 

15 

86,5 
442,6 

21.04 

24.3 

54.5 

130.0 

75.5 

86.8 

58.3 

13 

47.8 
686.3 

26.20 

54.8 

20.4 

101.3 
81.0 

35.6 

72,6 

Outlier  with  the  C rubbs  lest  (SV.) 

NO 

2  outlier 

15 

9.2 
4.3 

2.06 

22.5 

4.8 

11.9 

7.1 

9.3 

5.7 

NO 

13 

1 4U 
1252.5 

35.39 

24.9 

89.7 

193.3 

103.6 

151.5 

SW.Í 

2  outlier 

Statistical evaluation of N-PAH emission in the  PM10 fraction 

Number  öltest 

Mean  (xml 

Variance-

Range 

Rt'pfnlabililY 

Outlier  tilth  the Grubbs  lest  (5%) 

9-nitroanthracene 

1-niiropvrene 

12 

**·7 

264.3 

234.3 

203.4 

information 

The  reliability  test  and  the  statistic  evaluation  of 
unregulated  emissions,  such  as  PAH,  N-PAH  and 
represent  a  contribution  of 
carbonyl  compounds, 
original 
in  which  scientific 
in  an  area 
literature  is  lacking.  The  aim  of  this  contribution  is  to 
elaborate 
achieve 
standardization  methods 
toxic 
compounds  in  exhaust  system  emission  that  today  is 
of the  up-most  importance  for  the  environment. 

for  measuring 

knowledge 

sufficient 

to 

in  the  air 

Knowledge  of  pollutant  concentration,  its  diffusion 
and  evolution 
important  for  the 
evaluation  of  the  mechanism  that  controls  the  human 
exposure  to  these  pollutants. 
From  the  health  point  of view  this  exposure  to  the  real 
impact  has to  be  evaluated. 

is  very 

16 

167 

CONCLUSIONS 

in 

that  PM 

>  Recent  studies  have  shown 
reductions 
brought  by  improved  technology  were  not  consistently 
total  particle  number 
accompanied  by  decreases 
concentration  and  surface  area.  This  means  that 
the 
particle 
fraction  with  a  greater  diameter  has  been 
partially  substituted  by  a  greater  number  of  particles 
with  a  smaller  diameter.  Moreover  it  should  be  noted  that 
the  methodology  currently  used  to  collect  samples  from 
the  engine  exhaust  system  largely  influences  the  physical 
and  chemical  characteristics  of  the  particles  collected 
and  consequently  what  is  measured  is  not  exactly  what 
is  actually  present  in  the  particles  collected  in  the  real 
atmosphere. 

on 
>  Measurements 
internationally 
be 
supported  by  new  techniques  allowing  a  simulation  that 
is closer  to  what  happens  in  reality. 

exhausts 
protocols 

from 
adopted 

based 
should 

are 
that 

17 

ü Hartridge 

In­service 
emission 
testing 
for EURO V 
diesels 

DG­JRC 
conference 
Milan 
10­11th 
Dec 2003 

M Hartridge 

In­service 
emission 

168 

In­service emission testing 
for EURO V diesels 

by Mike Jones, Hartridge Test Products 

1 ) Current requirements 

2) The need for EURO V test 

3) A practical solution 

4) Forget existing meters 

5) The way forward 

Typical EURO 3 diesel 
free acceleration smoke 

0.4 ­

0.3 ­

Τ­
ι 

ε 
0.2 ­

0.1 ­

l\™ 

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Jl \\ filtered 

~ ~ ­

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4 - ,6 
s e c o n ds 

10 

169 

Free acceleration smoke 
and type approval limits 

EURO 
1 

EURO 
3 

EURO 
4 

i 
EURO 

5 

3.0 

2.0 

1.5 

1.0 

E 
o 
je o 
ε 
ta 
c 
o 
CO 
i_ 
_0> 
o 
o 
υ 
re 

s  °-5 

±  0.05 

0.005 

0.14 
t y pe  a p p r o v al  pm  g/km 

0.025 

0.05 

Does On Board Diagnostics 
remove the need for  testing? 
No, because 

1 )  Diesel OBD is immature 

2)  Diesel OBD is by inference 

3)  Step change in technology 

4) 

Inferior replacement traps 

5)  Practical testing is possible 

6)  Need to keep the initiative 

D Hartridge 

In-service 
emission 
testing 
for  EURO V 
diesels 

DG-JRC 
conference 
Milan 
10-11th 
Dec  2003 

H Hartridge 

ln-service 
emission 
testing 
for  EURO V 
diesels 

DG-JRC 
conference 
Milan 
10-11 th 
Dec  2003 

170 

Ü Hartridge 

In-service 
emission 
testing 
for  EURO V 
diesels 

EURO 3 diesel free acceleration 
smoke with & without DPF 

0.3 

without DPF 

0.015 

DG-JRC 
conference 
Milan 
10-11th 
Dec  2003 

M Hartridge 

In-service 
emission 
testing 
for  EURO V 
diesels 

DG-JRC 
conference 
Milan 
10-11th 
Dec  2003 

--  0.005 

4 

6 
seconds 

In-service 
requirement 

Portable 
Rugged 
Easy to use 
Affordable 
Resolution 
N02 free 

171 

Advanced opacimeter schematic 

raw exhaust inlet clean air 

preconditioning unit  λ 

3 

0 TL 

Κ 

zeroing solenoid 

: smoke inlet 

Λ 

handset display 
and control 

Ι ψ signal processing unit 

lamp . * smoke chamber (400 mm) & multiwavelength 

♦ A sensor head 

clean air 

clean air 

RS232 output 

Nitrogen dioxide interference 

1 ) N02 increased 10 times 
by oxidation catalysts 

2) N02 levels now 50­500 ppm 

3) Smokemeters see brown N02 
gas ( 0.015 m­1 /100 ppm) 

4) Advanced opacimeters reduce 

this to < 0.001 m­1/100ppm 

D Hartridge 

In­service 
emission 
testing 
for EURO V 
diesels 

DG­JRC 
conference 
Milan 
10­11th 
Dec 2003 

D Hartridge 

In­service 
emission 
testing 
for EURO V 
diesels 

DG­JRC 
conference 
Milan 
10­11th 
Dec 2003 

H Hartridge 

ln-sèrvice 
emission 
testing 
for  EURO V 
diesels 

DG-JRC 
conference 
Milan 
10-11th 
Dec  2003 

D Hartridge 

In-service 
emission 

172 

Smokemeter  limitations 

0.02 

m-1 

0.01  -I 

4 
seconds 

6 

Key steps to ensure clean 
vehicles stay that way 

1 )  Update smokemeter standards 

2)  Joint european programme 
for technology assessment 

3)  Vehicle specific smoke values 
during the type approval 

4)  Directive to implement 

tighter in-service  standards 

173 

An On-Board Emission Measuring 
System for EURO 4 and Beyond 

Int. Conf. on EURO  V 
10-11  December 2003 
Milan, Italy 

Guido Lenaers 
Vehicle Technologies 
Vito - Belgium 

I  Jouli Rtiiircn Ctfltn 

An  On-Board Emission  Measuring  System for  EURO  4 and  Beyond 

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Outline 

•  Why on-board ? 
•  VOEMLow System 
•  Data Processing 
•  Results: Validation + LD Example 
•  Conclusions 

I  Js.nl i ti e j re h Centri 

An  On-Board  Emission  Measuring  System for  EURO  4 and  Beyond 

yfiruær-

1 74 

Why On-board? 

To know + understand real traffic vehicle emissions 

- Develop accurate and dynamic on-board emission 

measurement system 

- For standard and alternative technologies (fuels and 

powertrains) 

- For research, vehicle assessment services and 

government projects 

■ r i r t o n i ii COMMISSION 
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An On-Board Emission Measuring System for EURO 4 and Beyond  ^Mi/Étss?-

VOEMlow 

Diagram 

An On-Board Emission Measuring System for EURO 4 and Beyond 

175 

VOEMLow 

Better Handling and Protection 
•  Military grade cases: vibration + dust 

free  operation 

•  Improved  handling in & out of vehicle 

Expansion possibilities 
•  Additional analyzers for  gaseous 

compounds 

•  PM: mass based  (TEOM) 

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VOEMLow 
Improved resolution -  <1 ppm zero drift/3h 
On-board results! 

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An On-Board Emission Measuring System for EURO 4 and Beyond 

VOEMLow 

Dynamic Emission Measurements: VOEMLow vs. CVS 

I  Join! A n i i t t.  Ciatn 

An On-Board Emission Measuring System for EURO 4 and Beyond 

177 

VOEMLow 

Integrated Data Processing 

• Data-acquisition program in Lab View® 
• Analog signals + serial communication 
• Vehicle bus interface 
• GPS 
• Integrated and fast post-processing 

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VOEMLow correlation with CVS: CO 

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♦ CO-G-2 

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VOEMLow: Results 
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An On-Board Emission Measuring System for EURO 4 and Beyond 

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182 

VOEMLow: Results 

VOEMLow correlation with CVS: NOx 

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0,40 

0,20-

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0,20 

0,40 

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An On-Board Emission Measuring System for EURO 4 and Beyond  tffrär 

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183 

EC DECADE project 

EURO-IV gasoline vehicle: real traffic  emissions are low but 

substantially higher than type approval  emissions 

VW Polo 1.416V: City cycles 

VW Polo 1.4 16V: Rural cycles 

1 2 1 0% 

1 5 9 0 ·. 

1 7 6 0 1. 

I S S U.  M O I. 

I  loin! Raiaarch Caatra 

An  On-Board  Emission  Measuring  System for  EURO  4 and  Beyond 

Conclusions 

VOEMLow 
•  is appropriate for EURO 4 and 5 + applications 
•  offers added value for research, development 

and advanced assessment 

•  one system for engine tests, chassis dyno tests 

and on-board  measurements 

Contact  Info:  VOEMLow(a)vito.be 

I  Jent  ft«tirtb  Centra 

An  On-Board  Emission  Measuring  System for  EURO  4 and  Beyond 

# »^ 

22 

184 

On-Vehicle Emissions 
Measurements and 
Test Procedures 

Matt Spears - U.S. EPA 

Future Worldwide Emission Requirements 
for Passenger Cars and Light Duty Vehicles 
and EURO V 

December  11,2003 

&EPA 

EPA Approach to On-Vehicle Emissions 
Measurements 
Regulatory Actions and Timeline 
Current and Future Capabilities 
Examples of On-Vehicle Emissions 
Measurements 
Conclusions 

s&EPA 

185 

EPA Approach to On-Vehicle 
Emissions Measurements 

©DU°W©DQB©0® 
(^iTÖEKfaÜß®^ 

■Investigate Feasibility 

■Promulgate Rules 
-ΝΤΕ Certification 
-Manufacturer Compliance 

■Model Inventory 
-Duty Cycles 
-Emissions 
-Activity 
-Population 

Ä E PA 

Regulatory Actions and Timeline 
• Heavy-duty on-highway diesel ΝΤΕ standard 

- Final rule: 2001, Implementation MY: 2007 

• Non-road diesel ΝΤΕ standard 

- Final rule: 2004, Implementation MY : 2011 

• Manufacturer-run on-vehicle emissions compliance rules 

- Heavy-duty on-highway diesel 

• Proposed rule: 2004, Implementation MY : 2007 

- Non-road diesel 

• Proposed rule: 2004-2005, Implementation MY : 2011 -2013 

• No actions currently planned for light-duty 

- EPA monitoring on-vehicle emissions throughout Tier II 

implementation 

EPA 

186 

Current  Capabilities 

•  For spark-ignition and compression-ignition 
•  NOx via NDUV (NO+N02) or Zirconia 
•  THC via heated FID 
•  CO & C02 via NDIR 
•  Exhaust flow via heated "hot-wire" 
•  GPS, CAN, weather station, other  I/O... 
•  Wireless PDA  interface 

á&EPA 

Correlation  Studies 

Correlation  Test 

co2 

NOx 

CO 

THC 

Engine  Manufacturers: 
i  1 HDD  Engine  FTP  tesis  with  SEMTECH-D 
using  test  cell  airflow  and  engine  dyno. 
COV  @ current  stds  (95%  CI) 
CARB  study: 
27  HDD  Truck  tests  with  SEMTECH-D  using 
lest  cell  airflow  and  chassis  dyno. 
COV  @ current  stds  (95%  CI) 
EPA  tests  bracketinq 
4500  km  test: 
%  difference  to CVS:  Before 

After 

3.55% 

4.4% 

0.5% 

1.3% 

2.1% 

4.6% 

0.7% 

2.8% 

1.1% 
4.7% 

3.1% 
3.8% 

1.0% 
7.2% 

N/A 
I 7.8% 

&EPA 

187 

Future  Capabilities 

•  Proportional partial-flow  sampling 
•  PMmass 

•  NMHC via FID & non-methane  cutter 
•  Ammonia 
•  Fuel cell efficiency,  including H2 purge 

&EPA 

Examples of On-Vehicle Emissions 
Measurements 

Heavy-duty, most U.S. work 
-  Non-road 
-  On-highway 
Light-duty 
-  Exhibition event at 2003 Michelin Challenge 

Bibendum 

3&EPA 

188 

Non-road  Summary 

•  Fifty  one-week tests; 6000 hrs of data 

•  Revealed  extreme diversity of non-road  duty-

cycles 

•  Wide variety of exhaust temperature  profiles 
•  EPA non-road model validated using  on-vehicle 

NOx  emissions 

&EPA 

Heavy-Duty On-highway Summary 

EPA tests 
-  Diesel consent decree appears to be effective  in-use 
-  Carbon-balance fuel economy within 5 % of fuel pump and 

odometer readings 

Engine manufacturer tests 
-  NOx correlation tests within 5 % of lab 
-  > 40 % reduction in NOx emissions at altitude (3500 m) and 

high ambient temperatures (> 40 C) using on-vehicle 
emissions as calibration tool 

&EPA 

189 

EPA Light-duty Exhibition Event 

Part of Michelin's 2003 Challenge Bibendum 
-  Competition to promote sustainable mobility 
EPA tested 32 vehicles over two 1.5-hr sessions 
-  Only 10 min allowed for vehicle-to-vehicle installations 
-  Cold-start + 8 miles 45 mph ave. 
-  Duty cycle "similar" to US06 
-  Top 12 performed  additional 6 miles at 55 mph extreme 

driving 

-  Variety of vehicle sizes, fuels, hybrids & prototypes 
-  Numeric emissions data kept proprietary 

^EPA 

Keys to Efficient  Testing 

•  Trained  12 pit crew members 
•  Used Semtech-G and Semtech-D 
•  Anticipated wide variety of exhaust  configurations 
•  Prepared adapters night before testing 
•  Warmed up analyzers on A.C. & used  12V battery 

instead of vehicle power 

•  Used PDA software  that forced test protocol 
-  Zero, Span, auto-checked flow meter and GPS... 

sâzEERA 

190 

Crew, Hardware, and Preparation 

ï il 

aüEPA 

r 

Installations 

■ 

^ _ _ _ _ i _ T » a _ f c ^ _ _ _| 

3

^

fe 

.Infineon Chips for t h. 

¿­ ^ EB 

W^m k t as 
k\m BS 

' - i ii 

H κ. ÍIKÜC 

Fm: 

œEPA 

"4 

Jk ij J ^ ^. 
PU 
¿gpES 

.St-*\ 

y^ 

ICC 

■ E ­ I B ^^ 

191 

Completed Installations 

— 

II 

UI.'..  HI 

Truck Installations 

192 

On-vehicle Emissions Testing 

Generic Results 

•  Top finishers were manufacturers' new vehicles that 

were either hybrid or alternative fuel 

•  Some vehicles maintained low emissions and high fuel 
economy even under extreme driving; others did not 

•  Overall ranges of emissions and fuel  economy 

-  NOx: 700:1 
-  THC: 10:1 
-  CO: 1000:1 
-  Fuel economy: 4:1 

3Ü&EPA 

193 

Conclusions 

Efficient  and accurate on-vehicle emissions 
testing is viable across a wide range of light-
duty and heavy-duty vehicles 
EPA and others have recognized the value of 
on-vehicle testing 
EPA will require manufacturers to perform on-
vehicle testing in the near  future 

&EPA 

195 

EURO-V 
Conference 

Subsession  2:  11 Dec. 8.30-10.00 

8.30-8.50 

8.50-9.10 

9.10-9.30 

On-road Real Life Emission Behaviour of Low Emitting Vehicles, P. Debal, 
VITO  (Β) 

Large Scale Monitoring of Real World Driving Conditions, M. Perotti, 
Politecnico Milano  (IT) 

On-Road and Engine Dynamometer Measurement  of Heavy Duty Engine 
Emissions, P. Soltic, EMPA (CH) 

197 

On-Road Real Life 
Emission Behaviour of 
Low Emitting Vehicles 

Int. Conf. on EURO V 
10-11 December 2003 
Milan, Italy 

Patrick Debal 
Vito Vehicle Technologies 

Jtint Kt ( Dr-et Centri 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles I—J 

Presentation Structure 

1. ECE-cycle emissions vs. 
real traffic (FP5 Decade) 

2. Benefit of retrofitting DPFs 

3. Alternative fuels: 

diesel vs. CNG (IEA-AMF) 

I Je■ MMN·, CMtn 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles 

198 

ECE-Cycle vs. Real Traffic 

Data from DECADE-project (EU-FP5): 
• development of microscopic dynamic vehicle emission 

and fuel consumption simulation tool 
in-depth testing of three vehicles: 
- engines 
- chassis dynos 
- proving ground (on-board) 
- real-traffic (on-board) 

Pre­ and Ρ ost­Catalyst Emiisi ont 

Thronte change 
with dynamic 
umimiorn rypont« 

all with VOEMLow (CVS in // where possible! 

I J SHI I Ktlllltl Cfftlrt 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles 

rfsfa^ 

ECE-Cycle vs. Real Traffic: CO 

■City 
­■Rural 

■Motorway 

1.4 

1 2.0 

1.7 

3.S 

Diesel 

Van 

Diese 

Car 

Gasolir 

ar 

5 

CO 

o 
o 

0 0' 

' 

ECE Mo 
Cycle Cycle Real Real Cycle Cycle Real Real Cycle Cycle Real Real 

rlol Bare 
„ „. „ _■*._ ...~. „,v, u gi ν t b l. tM mUl Odi L 

ECE Mol 1 

loi Bare 

Ι ft 

ECE 1 

l 

i Γ ! 

)l ' Bare 

dol M 

I J::­ ! Muircl Ctr'n 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles I—I 

199 

ECE-Cycle vs. Real Traffic: HC 

50 

45 

40 

'City 
'Rural 
'Motorway 

Diesel Van 

Diesel Car 

Gasoline Car 

m 
S  tl 
11 imi 

ECE Mol ' Mol 
Cycle Cycle Real 

ECE Mol 
Cycle Cycle 

Bare 
Real 

Mol 
Real 

Bare ' ECE ' Mol 
Real Cycle Cycle 

Mol 
Real 

Bare 
Real 

_, 35 

ε s 

% 30 
o 
<=>. 25 

o 
I 

| i . r ; > ai COMMIUKM 

I Juut Kitiireii ClRlrt 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles l—l 

ECE-Cycle vs. Real Traffic: HC (2) 

I 0.7 

■City 
■ Rural 
■Motorway 

Diesel Van 

Diese  Dar 

Gasolir 

¡Car 

450 

400 

350· 

]

m
k
/
g
1
0
0
O
x
[

.

C
H

ω
o
r
M
*
­

*
­

o
n
t
o
n
e
o
n
e

o
o
o
o
o
o
3

' 

-

J 

t ub MOI Mol Bare ECE Mol Mol ' Bare ' ECE ' Mol " IV 
Cycle Cycle Real Real Cycle Cycle Real Real Cycle Cycle R 

ol ' Bare 
sal Real 

■ mi fu*o^u coM-Λ 

■ION 

n 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles 

msx. 
wBr· 

e 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2 00 

ECE-Cycle vs. Real Traffic: NO, 

Diesel Van 

Diesel Car 

Gasoline Car 

'City 
'Rural 
I Motorway 

0.6 

0.4 

II I 

I I 
I 1 
I I 

I I I 

ECE Mol Mol Bare 
Cycle Cycle Real Real Cycle Cycle Real Real Cycle Cycle Real Real 

ECE Mol Mol Bare 

ECE Mol Mol Bare 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles 

^m-

1.8 

1.4 

1.2 

¥ 
« 1. 
χ 
9 0.8 

0. 

0.0 

I Jeint Hellitti C*tttrt 

Benefit of Retrofitting DPFs 

Patton® PM-filter by Multronic 
• filter efficiency >96% ... >99% 

Oxycat PM F i l t er 

Substrate 

♦ Γ 

• reduction of CO and HC 

80 ...98 % 

I Jo:r I fttlfIre* t»«tfl 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles L ' 

Was-

201 

Benefit of Retrofitting DPFs 

Emissions Estimates ace. EURO­IV Standards 

Based on Estimated Levels in g/kWh Derived from Data in g/km 

■ Filter 1­DeLljn 
■ Filter 1­MIVB 
■ Filter 1­Rural 
m Filter 1­MotWay 
■ Filter 2­DeLIJn 
■ Filter 2­MIVB 
■ Filter 2­Rural 
■ Filter 2­MotWay 
■ Stand.­DeLIJn 
■ Stand.­MIVB 
D Stand.­Rural 
DStand.­MotWay 
■ ETC 

900% 

800% 

700% 

600% 

500% 

400% 

Ui 
ro 
"O 
S 
Π» 
= 300% 
ifí 
LIJ  200% 

100% 

0% 

EURO­IV Limits 

m-Æ 

LLU 

Eira "I 

Li I 
' M 

1 

Ι ,ΙΙΙΜ .UtIlllCaJ Cf ntri 

CO 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles  φ& 

Emission 

HC NOx 

PM 

Benefit of Retrofitting DPFs: Aging 

0.32 g/km 

0.02 g/km 

0 100 200 300 400 500 600 700 800 900 1000 

____________ Source: Flemish demonstration project /f~ ~L 

Time (s) 

I Joint Mures dfltn 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles 

\Jl/BäEr 

2 02 

Alternative fuels: diesel vs. CNG 

Ik 

m KSK 

«L 

«.^«„»„^ IEA­AMF Annex XVII: 

'Real Impact of New Technologies 
for Heavy­Duty Vehicles' 

Bus: Van Hooi A600 Diesel 
Engine: DAF GS160M (Euro 2), 160 kW 

Bus: Iveco CityClass CNG 
Engine: Iveco 8469.21 MPI, 161 kW 

!.. 

Bus: Orion V / CNG 
Engine: Cummins C8.3­275G, 206 kW 

I Joint Rutar» Ctotrt 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles L ' 

h/äts 

100% 

80% 

60% 

40% 

20% 

0% 

­20% 

­40% 

­60% 

­80% 

­100% 

H Q ·= 
9 <n 3 
U O Q 

o S s. 
S § · 
υ Q α 

υ Q =. 
g Β j 
S => β 
υ ci Q 

υ α .E. 
9 "Q J 
PJ = » 
o o Q 

υ Q .Ε, 
9 "ο J 
Β 3 ï 
" Q Q 

□ 
π 

St_Eng 
LB_Eng 
St_Veh 
LB Veh 

"\WÍ 

FC 
(d.eseleq.i 

C O, 

CO 

NMHC 

NO, 

ZX 
rp 

o u ü JE υ υ 
o o 
ΐ ημ 
ΐ α .
-
« ι
m i j j K i - i j j m K j - ^ a j j f - K u j u J t H i í JC 

q u 
ι ο μ α .

ι ο κ ^ ι η ι

- α . α .

o  o 

.»  -f 

I Jomt Hnaa:cn Ctmn 

On-Road  Real Life Emission  Behaviour  of Low Emitting  Vehicles 

203 

gg = 
§ S 1 
" Q Q 

« Q J= 
9 to J 
R => s 
o Q α 

° St_Eng 
α L B _ E ng 
— St_Veh 
— LB V eh 

Hfflnltl 

3BH 

9 m 2 

O jQ Q 

Q ­
DO 

LB 

THC 

+200% 
to 
+600% 

u α .Ε. 
9 « J 
{Q = o 
υ Q Q 

NO„ 

ZX 

FC 
(dieselea.i 

co, 

co 

T HC 

υ υ 
< O I ­ _ _ ­ Q . W K & Q . < O I ­ p . u . 0 5 Í ­ ­ Q ­ |

O o υ 

q υ 

Ü υ 

υ 
Ρ­ α. 

υ υ 
. 6 Õ Í ­ l

l

l· 

.e 
a. 

100% 

80% 

60% 

40% 

20% 

0% 

­20% 

­40% 

­60% 

­80% 

­100% 

u MUPUM coMausiiON 
I Jalnl Kiiairci d im 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles 

Conclusions 

On-board emission measurements: 
• show different emissions compared to type 

approval cycles 

• confirm progress made in emission reduction 

- standard vehicles 
- retrofit solutions 
- alternative fuels (but not straightforward) 
• good complement for labotory tests when 

high-grade and compatible equipment is used 

I Jelnl Κ itti: c n CUT π 

On-Road Real Life Emission Behaviour of Low Emitting Vehicles 

^pist 

204 

Large Scale Monitoring of Real 
World Driving Conditions 

Gabriele  Bomba 
Matteo  Perotti 
Politecnico  di Milano  (IT) 

Int  Conference "Future Worldwide Emission Requirements for 
Passenger Cars and Light Duty Vehicles and EURO V" - MILAN 

Aims of the project 
(started beginning  2000) 

•  To define typical  car  usage  patterns 

(fora  better definition of corresponding  emission factors). 

•  To assess for  optimum  IC engine  design 

(for fuel consumption and greenhouse  gases emission 
reduction). 

•  To analyze traffic  patterns and drivers'  behaviour. 

205 

Main  constraints 

Very low cost 
Ease of  installation 
Standardisation 
Data  compactness 

No limit  in monitoring time  duration 
(Remotely  controllable) 

Approach 

Existing  on-board 

Data  storage 
and 
wireless  upload 

On-board 
analysis 

Use of onboard sensors  and connection  to car networks through the standard 
OBD-II  connector 

In-line analysis and data compression through flexible and  inexpensive 
microcontrollers  and statistical  algorithms 

Storage of statistical distributions on a small SRAM  memory and of 
time-domain  data on a large  Flash memory 

Connectivity  to the Internet through a GPRS module with TCP/IP stack 

206 

c 
A 
R 

N 
E 
Τ 
W 
O 
R 
Κ 
S 

— 
fi e 
c 
c 
o 
υ 

Q 
fl) 
O 

Hardware  scheme 

It  implements the  communication 
protocol and the  data  analysis 
algorithm 

(Front  End) 

Power 
management 
and voltage 
level  shifting 

C PU 
(flash  programmable 
microcontroller) 

SRAM for 
storage  of 
statistical 
parameters 

Large  capacity 
FLASH  memory 
for  time-domain 
data 

32  kB 

16-512  MB 

GPRS module 
with TCP/IP 
stack 

GPS and other 
modules 

Dimensions of the whole system 

Microcontroller 
with  front-end, SRAM 
and flash  memory  (not visible) 

GPRS module 

2θ7 

Data exchange scheme 

http/ftp 

#V' GPRS 

Server 

.-.:_'·-■ M ' H ^ H ^ L— 

- <3M m 

Serial or -'' 
MultlmedlaCard 

Direct 

The data uploading philosophy 

To limit costs and complexity only statistical parameters 
are uploaded to a central site. 

Data type 

Data 
size 

Number 
of cars 

Total 

Ratio 

Time domain 

256MB 

10000 

2.5 TB 

10000 

Statistical 

32 kB 

same 

320 MB 

1 

2Ó8 

The "data compression" algorithm 
A short overview 

Double domain storage 

time-domain data. 

...and statistical domain 

Memory organization 

GENE: a statistical 
parameter, like: 

> Scalar variable 

> 1-D distribution 

> 2-D distribution 

> 3-D distribution 

DNA: a set of GENES 

defining a "usage cycle". 

x: 

■o 
V 
a. 
V) 

u 
> 

■Mrlai 

DNAs already in 
memory 

■0 

Λ -0.4 -0 

3 -0.2 -0.1 
Acceleration [g] 

0 1 

0.1 0.1 0.4 

r ^ r y ^ ^j Wyn, 

SRAM memory can be considered a hyper-matrix of DNAs. 

209 

The algorithm scheme 

This part takes 
place during 
the cycle 

(Real Time) 

This part takes 
place between 
cycles 
(i.e.when the 
car is not used) 

(Offline) 

Data from OBD 

Generation of a 

new DNA I 
τ 

Clustering 

Fuzzy Filter 

Configuration parameters 

­« 

• GENES number 

• GENES type 

• Membership 
function 

• Fuzzy rules 

• Distance function 

Record # 8 Record # 14 Record # 19 030 

■3 a 

Vehicle speed 
vs. acceleration 

Acceleration [g] 

Acceleration [g] 

Acceleration [g] 

* Urban cycle 
** (congested traffic conditions) 

ρ Highway around Milan 
D (normal traffic conditions) 

210 

Gene "Gear shifts":  From gear to gear 

οι  H 
UI  H 

»  M 

u  m 

κ»  H 
r-  H 

Ζ  H 

This image is useful to study the way 
drivers use the gearbox. 

Each cell contains a counter whose value 
increases when the gear ratio is changed. 

NI 

2  3  4  5  6 
To Gear 

Step dpwn 

π 
co 
(J 
ε 
ρ 

To Gear 

tep  up 

From 1st 
to 2nd gear 
it's the most 
frequent event 

Current situation 

2003  About 10 cars have been monitored 

(total of 250000 km) 

Next  steps 

2004  1500 cars being monitored 
2005  more than 20000 cars being monitored 

Financial tools 

Agreements with insurances, fleet managers and 
public research institutions 

211 

EURO-V 
Conference 

Subsession  3:  11 Dec. 8.30-10.00 

8.30-8.50 

8.50-9.10 

9.10-9.30 

9.30-9.50 

Comparison of Diesel Soot Particle Size Distributions Measured  at Modern 
Engines with a Cascade Impactor and a Mobility Spectrometer, M.  Claussen, 
CUTEC-Institute  GmbH  (D) 

Spectroscopic  Characterisation  of Nanoparticles  at the Exhaust of a Common 
Rail Diesel Engine for Passenger  Cars, S. Merola, Istituto Motori Napoli  (IT) 

Possibilities and Limits of Nucleous Condensation Particle Counters (CPC), C. 
Gerhart,  GRIMM (D) 

Test Approval Based on Real World Driving, H. Johansson, Swedish National 
Road Administration  (S) 

213 

Spectroscopic Characterisation of 
Nanoparticles at the Exhaust of a 
Common Rail Diesel Engine for 
Passenger Cars 

Bianca M. Vaglieco, Felice E. Corcione 
Simona S. Merola 

Istituto Motori ­ CNR 
Napoli ­ ITALY 

OBJECTIVE 

Use of nanosecond pulsed UV­visible extinction 
and scattering spectroscopy for the characterization 
of undiluted exhaust of CR Diesel engine equipped 
with Diesel Particulate Filter (DPF). 

1 

■Evaluate soot mass concentration and size distribution 
of ultrafine particles (1­100 nm). 

■Evaluate the effect of temperature and fuel sulphur level 
on chemical and physical properties of ultrafine particles 
during DPF regeneration phase. 

^ ¡ ^^ j—^ |—ι a— _— ^ A; | 

rfá 

& 

__________ >_______ 

214 

iesel engine  1910 J T D - 16  V~j 

Engine  Desi 

Bore 

Displace 

C o m p r e s s i on  Ratio 

Max  Torque 

Max  Power 

Max  speed 

Injection  System 

Max  Injection  Press 

Cylinder,  in-line 

2  mm 

90.4  mm 
910  c m3 

18.45:1 

285  Nm  at  2500  rpm 

85  kW  at  4000  rpm 

5000  rpm 

Common  Rail  - U n i j et 

» /// emissions  limi 

rø$ 
fffJFA 

Size measurement techniques 

OPTICAL 
TECHNIQUE 

OPACIMETER 

SMOKE  METER 

CHEMICAL 
ANALYSIS 

SCATTERING 

I  EXTINCTION 

][ 

I 

PARTICLE  SIZE 

NUMBER 

DISTRIBUTION 

ŒEI 

DRY 
SOOT 

SOF 

I L  I 

PARTICULATE 
MASS 
CONCENTRATION 

215 

EXPERIMENTAL APPARATUS 

Spectral range: 190 ­ 600 nm 
Acq. frequency: max 16.66Hz 
Detection time: 20 ns 
Data scans: 100 shots 

The engine was equipped 

with DPF 5.66" χ 6" 

y 

LASER IR 

PRISM 

HC, CO, C02, 02 IR analyser 
N0X UV analyser 

:· * «f; S · 

SCATTERING AND EXTINCTION COEFFICIENTS: 
MIE THEORY FOR SPHERICAL PARTICLES 

°"»π£>2 

ß « W= J -^Q„{jn,a)-n\ppydDp , , Number Size 

Ö,™ (»»><*) Scattering and 

, . öe„ ( » i , a) Extinction Efficiencies 

"" \ pi 

Distribution Function 

*„(λ)= í­T£­ae(w,o>»(Dp)­tiDJ, 

%D 

_nDp 

Refractive Index 
Dimensionless 
Size Parameter 

Diffraction 

DIFFRACTION 
+ DIFFUSION 

Diffusion 
(Reflection and Interference 
effects) 

Diffusion 

ff*r c/\ 
• * wr· 5 ■ 

216 

NUMBER SIZE DISTRIBUTION: retrieving method 

DrnD2 , ν 
M = p]^f-n{Dp\dDp 

II 

(f(érv> 
V¿S4¿ 

DPF without noble metals 

Engine operating conditions 

time 
[min] 

speed 
[rpm] 

Iorque 
[Nm] 

bmep 
[bar] 

time 
[min] 

speed 
[rpm] 

torque 
[Nm] 

bmep 
[bar] 

Control 
idle 

Control 
EUDC 

Control 

0 

5 
10 

15 

20 

2000 

900 
2000 

3000 

2000 

76 

0 
76 

76 

76 

5 
0 

5 
5 

5 

ECE 

Control 

Torque 

Control 

Power 

25 

30 
35 

40 

45 

2000 

2000 
2000 

2000 

3000 

30 

76 

250 

76 
250 

2 

f 
16 

5 

16 

Temperatures and Pressure Drop 

control control control control control 

Idle EUDC ECE Torque 

;ή J  û 

217 

Soot Partiele Size Distribution 

1.0E+10­

_ 1.0E+9^ 
" E 

g 1.0E+8­

c 
.9 

i
r
t
n
e
c
n
o
c

r
e
b

m
m

+
+

b
ö

E 
3 C 1.0E+5­= 

. —^ 2000rpm ­ 5bar f\ 

g
­

)

O

•^—— upstream ^ " V /V 

——— downstream ^ ­ ^^ 

\ 

1 10 100 1000 

diameter fnm] 

Number Size Distribution of soot particles 
evaluated by Mie theory upstream and downstream 
DPF catalysed without noble metals 

.;_>"*»£■■. 
fff S. ñ 
> i. ¡il·' S ' 
■*.». A- ·*%?, 
& 

Soot Mass Concentration 

pme 
Haa 

α upstream 
■ downstream 

M = p"\^-n{Dp).dD1 

60 ■ 

f50 

E 

Έ  40 - To'que 

30 

E 
g  20 

10 

Control idle Control EUDC Control ECE Control Torque Control Power Control 

DPF catalysed without noble metals 

r # Ä* 
'Λ W' t\' 

 
 
 
 
 
 
 
 
 
 
218 

Soot Particles Diameter 

Control 
Idle 
Control 
EUDC 
Control 
ECE 
Control 
Torque 
Control 
Power 
Control 

rpm 

Nm 

pmo 
Iberl 

2000 
900 
2000 
3000 
2000 
2000 
2000 
2000 
2000 
3000 
2000 

76 
0 
76 
76 
76 
30 
76 
250 
76 
250 
76 

5 
0 
S 
5 
5 
2 
S 
16 
S 
16 
5 

G upstream 

100 

10 

Ι­
Ε 

Control Idle Control EUDC Control ECE Control Torque Control Power Control 

DPF catalysed without noble metals 

if/ & <h 
ra fía t* 
·,*■» TV F J 
v^ t) ­A"; 

Number Concentration of Soot Particles 

l""l 

El upstream 
■ downstream 

1.0E+12 

E 

I 

■| 1.0E+09 

1.0E+06 

ntrol 

EUDC 

Torqrjo 

DPF catalysed without noble metals 

'* ft. " ÏG 4Ï ' 

'Ία  νί° 

219 

DPF catalysed with noble metal 

Idle EUDC ECE Timi [min] Torque 

control control control control control 

The catalyst coated directly 
the ceramic walls of the 
filter material. 

The spontaneous 
regeneration of collected 
PM was at 300­350 °C. 

time 
[min] 

speed 
[rpm] 

torque 
[Nm] 

bmep 
[bar] 

0 

5 

10 
15 

20 

2000 

900 

2000 
3000 

2000 

7G 

0 

76 
76 

76 

5 

0 

5 

5 

5 

time 
[min] 

speed 
[ m m] 

torque 
[Nm] 

bmep 
[bar] 

25 

30 

35 

40 

45 

2000 

2000 

2000 

2000 

3000 

30 

76 

250 

76 

250 

2 

5 

16 

5 

16 

Control 

Id lo 

Control 
EUDC 

Control 

ECE 

Control 

Torque 

Control 

Power 

ι S c ·'/ . W 
-y Î t e r' Λ." « 
:· 5. l i f, ¡> 
> A 
\ & *. ' « a* 

DPF catalysed with noble metal 

=•100 

­upstream 
­downstream 

8 12 16 20 24 28 32 36 40 44 48 52 56 60 64 

Time [min] 

t i me 
[ m i n] 

s p e ed 

[ r p m] 

t o r q ue 
[ N m] 

b m ep 
[ b a r] 

time 
[min] 

s p e ed 

[rpm] 

torque 
[Nm] 

b m ep 

[bar] 

C o n t r ol 

idle 

C o n t r ol 

E U DC 

C o n t r ol 

0 

5 

10 

15 

20 

2000 

900 

2000 

3000 

2000 

76 

0 

76 

76 

76 

5 

0 

5 

5 

5 

ECE 

Control 

Torque 

Control 

Power 

25 

30 

35 

40 

■­.5 

2000 

2000 

2000 

2000 

3000 

30 

76 

250 

76 

250 

2 

5 

16 

5 

16 

(ff Jm 

'*>» A ?£, 

2 20 

DPF regeneration phase 

120 ■ 

100 ■ 

50 Nm 80 Nm 110 Nm 140 Nm "170 Nm 200 Nm 230 Nm 250 Nm 

40 

-20 

16 24 32 40 48 56 64 72 80 

Time [min] ||*1Γ~ 

DPF catalysed with noble metal 

ΐ> 

/tålt» tí?*\ 

VYÆS 

(S>Q<)ooooooJt&æPÆofet«Jj^trearTi. 

Temperature p&wnstream 200s­

* " » .. Pressure drop 

20 30 

Time [min] 

10 ι 

" 50 sPe ed T o r q ue p me lambda p r a il 
[rpm] [Nm] [bar] [bar] 

5 0° 3000 180 12 1.6 1330 

IH ^ ^ ^ ^ ^^ 

Time [min] 

221 

Influence on efficiency of sulphur level 
during regeneration phase 

« mi 

1C0 · 

Qnigi 

g 4 0­

υ 
§ 2 0­
"θ 
E 
" 0­

­60 ­

3. '2 

! 1 

temperature 

\-o&-'A-■>% 

SPECTRAL COEFFICIENTS 

upstream 

downstream 

extinction 

I ' I ' I ' I ' I ' I ' I ' I 

200 225 250 275 300 325 350 375 400 

wavelenoth Inml 

upstream 

200 225 250 275 300 325 350 375 400 

downstream 

"5 4.0E­7 

240 a» 320 360 

wavelength [nm] 

wavelength [nm] 

.Ss raj 

WM 

222 

I ' I ' I ' I ' 'I ' I 
203 225 250 275 300 325 350 375 400 

wavelength [nm] 

E 1 OE­3 

η— ι — ' —r 

upstream 

«4—or>—oo--eeoe—eo 
i — ' — I — ■— 

10 20 30 40 50 

Time [min] 

It can be due to the soot 
burning and fragmentation 
of the DPF regeneration 
that induced the production 
of three­rings or more 
aromatic hydrocarbons. 

downstream 

EXHAUST PARTICLE: composition 

Ackerman T.P et al 
Applied Opdcs, V.20 n.20, 3661­3668 (1981) 

external mixture 

Diesel exhaust particulate was as complex mixture 
of particles composed of 
•organic and black carbon (soot) 
»sulphates 
•other minor compounds. 

External mixture 
particles are distinct and mixed without interacting. 

Internal mixture 
soot was as a shell on the outside of a solid particle 
constituted of sulphate mixture 
or 
soot was the core of a particle with a sulphate 
solution shell. 

Volume mixture 
soot was uniformly mixed in the particle. 

/jfVsMif%?fA 

' Λ * ' r i' (Pj 

IO 

223 

Model selection 
by optical data measured downstream DPF 
at three typical times of regeneration phase 

Case 

Soot 

Sulphate 

A 

1 

0 

Β 

0.7 

0.3 

c 

0.5 

0.5 

D 

0.3 

0.7 

E 

0 

1 

I  -  l· 

, . . ._ ■δπιίπ  ·  15 min D 25 min i A 
l· i E 
Å Β ï 1 C  1 1 c 

volume mixture compositions. 

L a— _ _ _ .ri 

vaj». A- ««s 

PARTICLE SIZE DISTRIBUTION 

Accumulation mode 

due to the surface growth, 
coagulation and coalescence 
of the nuclei. 

diameter [nm] 

Nucleation mode 
due to the chemical interaction of soot organic precursors formed in 
the combustion chamber. 

(mm 

C 3 '.<;■; ritt 
• * t l' ε · 
' i V *. π · > *, 
Χ7 ' ΓΟ trjdy 

11 

224 

PARTICLE SIZE DISTRIBUTION 

The increased concentration of 
nucleation particles was due to 
the formation of sulphate 
nanoparticles. 

* 

These particles interacted with 
carbonaceous compounds and 
fragments due to the 
regeneration and produced 
mixing composition. 

downstream 

Δ 
u 
o 

5 min 

15 min 

25 min 

sSr 

Q 

1E+10-1 

1E+9-, 

1E+8-. 

S 
________ 
è 
'm 
c 
ω 
Ό 

1E+7­Ü 

1E+6­. 

1E+5­J 

I b 

c 

1E+4­Í 

1E+3­1 

1E+2­1 

1E+1 ­i 

1E+0­

4 
4 
4 
4 
4 

I MI 

—ι 

10 

4 
& i 
£ è 
4 « 
4 fi 
1 — ΓΊ 

I t i li 

^ * a *T 

1 

1 

100 

diameter [nm] 

■· * *y 

ΐ'  · 

Ίΐη 

Increase of mass 

mass concentration 

Global  increase of 
number of particles 

• diameter ■ number density 

, r a r - er ■*-*--* 

ΐ. : ■ _ · .. 

. ■  ϋ ■ ■ ■ ■ ■ ■ % ■■ 

' u e » ­ í e_ ­ » _ e_ _ e_ 

» ­ ·

· ­ · ­­ * «­ ­ ( ¿ e ­ e * · *­ #»,_ „ ,, 

s M 

l20 

10 

\M = p]-^-n{pp\dDl 

10 

1.EH0 

20 30 

Tane [min) 

No change in diameter 

20 30 «0 50 

Time [mln| 

'jÄ. if <%?" 

12 

225 

CONCLUSIONS 

□ Data reported tested the capability of the broadband scattering and 
extinction spectroscopy to characterize particulate emitted by CR diesel 
engine. 

□ Optical data were compared with theoretical results obtained by the Mie 
model for spherical particle: 

most of the particle number emitted by tested engine was in the 

nanoparticle range (D < 50 nm nucleation mode), while most of the mass 
was in the accumulation mode (D >50 nm). 

□ The effect of sulphates on soot particles emitted by one of aftertreatment 
device tested was clarified. 

♦Downstream material resulted to be composed of particles with soot 
and sulphate volume mixture. 

♦Size distributions up­ and down­ stream DPF were characterised by 
nucleation (15 nm) and accumulation (100 nm) modes. 

♦Global increase of mass and number of particles but not of the  Λ ^ Αί 
diameter was observed during regeneration. 

[fi 

\Wr$. 

Spectroscopic  Characterisation  of 
Nanoparticles  at the  Exhaust  of a 
Common  Rail Diesel  Engine for 
Passenger  Cars 

Bianca M. Vaglieco, Felice E. Corcione 
Simona S. Merola 

Istituto Motori -  CNR 
Napoli - ITALY 

13 

226 

•rviv.grimm-oerosol.tom 

Possibilities and Limits of 
Condensation Particle 
Counter Systems 
(CPC) 

* W f ewpe i f M c t o( 

ITfteiAiT? 

Possibilities and Limits of CPC Systems 

recommendation 

PMP (UNECE-GRPE): 

Phase II: 
Evaluation oí particle measurement systems (potential 
candidates for use in a regulatory role). 

i Λ Recommendation: 

^ particle counting with Thermo Diluter + CPC (from CVS) 

For detailed size information: CPC + DMA = SMPS 

Phase III: 
testing programm and validation of candidate systems 

C> Demands on a standard measurement technique / system 

5 Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC-Milano, 2003 
Dr. Christian Gerhart 

227 

Possibilities and Limits of CPC Systems 

Concentration 

limitation 

mass: 
5/yg/ccm 

mp—pp — ap 

π ^ 
6 

5*10­6//g/ccm 

1.000Ä 

1,000 

1μιτι 

i^oo 
10,000 [nm] 
10//m 

ë 

Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC­Milano, 2003 

Dr. Christian Gerhart 

Possibilities and Limits of CPC Systems 

Particle Size Distribution of 
ONE and SAME Aerosol : 

Mass ­ Concentration 

3 Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC ­Milano, 2003 

Dr. Christian Gerhart 

10//m 

228 

Possibilities and Limits of CPC Systems 

definition 

Grimm  CPC/SMPS+C 

ÌActivatei 

arbon Du 

Colour  Pigments 

I iesel Soo 

Human Hair 

[  Molecules  |  Macro Mol.  Micro Particle Viacro Particle 
00 
100 
1 

1,000 

10 

10,000 

Impurities 

Sievable 
[nm] 

100.000 

Media 
Materials 

Fields: 

Ions 

Scale  [nm] 

10Å 

100Â 

1,000A 

£ Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC-Milano, 2003 
Dr. Christian Gerhart 

Possibilities and Limits of CPC Systems 

Definitions: 

- Grimm SMPS+C: Séquentiel Mobili  typâ^le.r£izer 

-CPC:  (Nucleous) Condensation Particle Cou 

- DMA: Differential Mobility Analyzer (Classifier 

- SMPS(+C) : CPC + DMA + Software 

j* 

Grimm Aerosol Technik GmbH &  Co. KG 

229 

Possibilities and Limits of CPC Systems 

Measuring Nano-Particles: 

Problem 1  : to small for light scattering 

Problem II : particle size identification 

jk  Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC-Milano, 2003 

Dr. Christian Gerhart 

7 

Possibilities and Limits of CPC Systems 

Problem I : to small for light scattering 

=> Principle: Nucleous Condensation 

Β Grimm Aerosol Technik GmbH &  Co. KG 

EUROV 
JRC-Milano, 2003 
Dr. Christian  Gerhart 

2 30 

Possibilities and Limits of CPC Systems 

Measuring Nano-Particles: 

butanol droplets 

Problem I : to small for light scattering 

Nucleous condensation -  lO/vm 
sample 

Counting through light scattering 

ζ 

butanol saturated „sponge" 

0 

Grimm Aerosol  Technik GmbH & Co.  KG 

% 

EUROV 
JRC-Milano, 2003 
Dr. Christian Gerhart 

Possibilities and Limits of CPC Systems 

CPC  5.403: Full Automatic Stand alone System 

(with internal CPU & PCMCIA interface) 

Integrated Alcohol Tank 
with automatic supply 

Automatic DMA control 
for up to 255 channels  | 

\

Temperature Automatic 
(forj>_§|yrator / Condenser) 

Automatic system status 
control and recording 

~^ 

Digital Board + 
Slot for Memory Cards 

Automatic Condensate 
Drain Off 

Air-Flow Pumps 
with automatic flow control 

External PC: only for start-parameter 
and receving measured data 
from internal counter memory) 

jfr  Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC-Milano, 2003 
Dr. Christian Gerhart 

10 

231 

Possibilities and Limits of CPC Systems 

T r a n s i e nt  1 

High resolution: 
2. Gear 

3. Gear 

4-Gear-

1.20E + 08 ι 

1.00E + 08 

8.00E + 07 

6.00E + 07 

4.00E + 07 

2.00E + 07 

0,00E + 0O 

Zeit  t  [sec] 

u Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC -  Milano, 2003 

Dr. Christian Gerhart 

Possibilities and Limits of CPC Systems 

Measuring Nano-Particles: 

Problem I : to small for light scattering 

Problem II : particle size identification 

ft  Grimm Aerosol Technik GmbH &  Co. KG 

EUROV 
JRC-Milano, 2003 
Dr. Christian Gerhart 

12 

2 32 

Possibilities and Limits of CPC Systems 

Differential mobility analyzer 

Large: 10-900 nm => EnvirqgnjeQt,^  : 

Medium: 5 - 340 nm => Emission 

SMPS+C/MD19 

izer / rot. Disk Diluter 
BeeK 

Β Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC-Milano, 2003 
Dr. Christian Gerhart 

13 

Possibilities and Limits of CPC Systems 

„calibration" 

epe = (theoretically) ABSOLUT* system 

reference to other systems like SMPS / ELPI / opt.  Counter 

^calibration not possible 

=> (only) validation of the system with a reference 

ft  Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC-Milano, 2003 

Dr. Christian Gerhart 

14 

2 33 

Possibilities and Limits of CPC Systems 

„Calibration" process of a Grimm CPC* - Comparison to Reference 
'for every new instrument, prior  shipmenf" 

1. Counts and Count Efficiency (CPC): 

ΜΖΖ[> compare with electrometer and particle < 50 nm 

the only reference 

2.  CPC „calibration"'with  its physical properties: 

HUZZ^ volume flow; integrated flow controller; 

saturator/condenser geometry; etc. 

Β Grimm Aerosol Technik GmbH &  Co. KG 

EUROV 
JRC -  Milano, 2003 

Dr. Christian Gerhart 

15 

Possibilities and Limits of CPC Systems 

How to proof the qualtity and the proper work of the instrument ? 

U=!> 3. Comparison to a reference methode: 
(Faraday Cup Electrometer) 

Setup: 

Grimm 5.700 Efficiency 
Testsystem 

f 

WOX-Generator 

Particle < 20 nm 

S 

Grimm 
CPC 

\ splitter 
/ 

/ 

FCE 

/ 

El  Grimm Aerosol Technik GmbH &  Co. KG 

EUROV 
JRC -  Milano, 2003 

Dr. Christian Gerhart 

16 

2 34 

Possibilities and Limits of CPC Systems 

System Efficiency: 

Nonhygroscopic Aerosols (Ag, W O x) 

TSI ­ 3025 

__£ 1,0 ■ 

UJ 
S" 0,8 

Ό 
Ό 
¡e ".β 
LU 
O) 
ë 0,4 
O 
O 0.2 

2 3 4 S 6 7 8 910 

Particle Diameter dp, [nm] 

© TSI 3025 (Kesten 1991) 

0.50 = 2.6 nm 

KJ/l larri ­ Jrrisraal Dll uil on Π 

© Grimm 5.403 

d50 = 4.5 nm 

© TSI 3022 (Ankilov 2002) 

d5o = 6.6 nm 

© TSI 3010 (Ankilov 2002) 

d50 = 10.0nm 

Carried out at Univ. Karlsruhe / Germany; Prof. G. Kasper 

El  Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC ­Milano, 2003 
Dr. Christian Gerhart 

17 

Possibilities and Limits of CPC Systems 

reliability. 

Selfcheck: 

• Zero count test (with clean air) 

• Laser test (check of power output) 

. ' . 

1 
V\ o;::^«M 

1 

• Clean optic test (no backscattering of dirt in the optic) 

• Recording of instrument conditions (fora later evaluation of data) 

3 Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC­Milano, 2003 
Dr. Christian Gerhart 

18 

235 

Possibilities and Limits of CPC Systems 

Water Condensation Problem: 

ProblerrTTTT,TïïTd«fteatiuü^f am^jgRt4rtrmlÏÏiTv^' 

­condensated water in the alcohol reduces 
count­efficiency 

Saturator35°C 

"**- ' 

■ J 

­long­term environmental 
monitoring without efficiency loss 

o o 

O 
Ί~" 
τ 

ω 
OT 
C 
ω 
ο 
c 
o 
O 

Grimm Aerosol Technik GmbH & Co. KG 

Automatic  Micropump 

condensate drain off 

EUROV 
JRC-Milano, 2003 

Dr. Christian Gerhart 

19 

Possibilities and Limits of CPC Systems 

ween, 

reproducibility. 

high nucleation cone. 
(VOC's.additives.sulphor.etc.. 

CPC counting efficiency 

! _____________ | 

solid soot fraction 

£ Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC-Milano, 2003 

Dr. Christian Gerhart 

20 

1,000 

10,000  [nm] 

10 

236 

Possibilities and Limits of CPC Systems 

P/ccm 

high nucleation cone. CPC 2 ç p ci 

solid soot fraction 

cC P C 2» cc pc ., 

Β Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC ­ Milano, 2003 

Dr. Christian Gerhart 

21 

1,000 

üoo! 
10,000 [nm] 

Possibilities and Limits of CPC Systems 

Conclusion: 

­ cut­off must be defined 

­ same characteristic of all CPC's for repro, results 

­ cut­off for all particles below 10 nm (e.g. diffusion grid) ? 

Β 

Grimm Aerosol Technik GmbH à Co. KG 

EUROV 
JRC­Milano, 2003 

Dr. Christian Gerhart 

22 

11 

2 37 

Possibilities and Limits of CPC Systems 

summary & outlook... 

, + CPC's are very sensitive counting devices 

I  + Easiest handling and compact I robust system 

\  + With thermo diluter MD19 fast plug and play setup 
j  for reproducible AND repeatable results 

£ Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC-Milano, 2003 

Dr. Christian Gerhart 

23 

Possibilities and Limits of CPC Systems 

summary & outlook... 

no particle size information 

no defined design parameters 

- no standard test rigg application for automotive 

y—y 

A complete „PMP" unit 
(sampling + measurement) is requested 

B Grimm Aerosol Technik GmbH & Co. KG 

EUROV 
JRC-Milano, 2003 

Dr. Christian Gerhart 

24 

12 

2 38 

Possibilities and Limits of CPC Systems 

Complete PMP unit, 
for SPS integration over TCP/IP interface 

alternative in 19" rack version 
ifflf 

U  m 

Grimm Aerosol Technik GmbH & Co. KG 

% 

EUROV 
JRC-Milano, 2003 

Dr. Christian Gerhart 

25 

Possibilities and Limits of CPC Systems 

future trend. 

Particle SIZE measurements during 

TRANSIENT driving cycles ! 

(e.g.  ETC) 

£ Grimm Aerosol Technik GmbH & Co.  KG 

EUROV 
JRC -Milano, 2003 

Dr. Christian Gerhart 

26 

13 

239 

Possibilities and Limits of CPC Systems 

Grimm TR-DMPS ■ System (5.600) 
10 channel ultra fast particle spectrometer for 
number size distributions in the size range of 
3 - 600 nm with 5 Hz 

-ψ— 

Fast Acceleration: 0-120 knVti in 30 s. 
Gasoline fueled engine. 3.5 I 

Β 

Grimm Aerosol Technik GmbH & Co. KG 

14 

240 

Vägverket 

Test approval based on real world driving 

Håkan Johansson, Swedish National Road Administration 
hakan.johansson@vv.se 
Eva Ericsson Department of Technology and Society, 
Traffic Planning, Lund University 

Hikan Johansson 

Vägverket 

Need of further reductions of emissions 
Roads exceeding PM-10 limit in Stockholm 

Γ7 v,v w ­' 

\ 

\ 

•  >ΧμίΙηΛ 

—r 

Håkan  Johansson 

2 41 

d»  Vägverket 

NEDC 

- Speed (tai/li) 
-Distance (km) 

100 

ï so 

60 

y. 

Håkan Johansson 

..­ Vägverket 

Difference in NOx emission between 
NEDC and real world driving (1) 

0.09 η 

0.0 

o.o­

0.06 

0,05 

0.04 

0,03 

0,02 

0.01 

■ Vehicle 1 
■ Vehicle! 

rife 

XEDC Urban hoi Anemis Urban NEDC Extra urban Artemis Μοιοηναν 

AVL-MTC 

Hikan Johansson 

242 

<­> Vägverket 

Difference in emission between 
NEDC and real world driving (2) 

T nl l i u M CO tai.uueiCÍOC eerl­fl 

T.,1 n.Hitt HC M M MM CAOC pe>troi 

ï,., 
| 
t», 
s 

t 

3a 

3 Deal 

" .Ι 

_= □ 

q r w w n· 

T Κ NO ina l­lePT 

-

ι; Ί 

—I 

Η 

r 

BOI 

r ­, r—i 

LJ 1—I Π 

°—»—· 

" · " ■" 

« N MR 

TeMneuHOOlainaiiaria C«OC peeueri 

_u_ 

«"=·«·.­< 

1 1 ™ 

~TT~ 

| | 

L _J 

I 
i 

ί 
ise· 
¡jo. 

­

" " "■ 

4 

tra  M UA 

CA3C υ; ι ■< CKX mm 

inciter.­». 

M MM 

"*"*" ¡5217 c"cl"" 

C*=ciaawa 

van de Burgwal, 2003 

Hakan Johansson 

<it> ι Vägverket 

Difference in NOx emission between 
NEDC and real world driving (3) 

ι 
£ ooi 

0.001 

Petrol vehicle!) 
NO, 

i S ?" ï 

oot οι 

EUDCNO.Cgfam) 

□ F i E 'C ♦ Fß£?r 

X FSE 1<: ιρή-t'ura I 

3M FIE 2C ;ir^e.f­Mi; 1­rr.ar'FEE IC 

—Latj-lr-iFtEaCl 

van de Burgwal, 2003 

Hikan Johansson 

243 

Vägverket 

Studies of driving patterns in real world 
driving, examples 
Germany, France, Great Britain (modem) 
-  58 private cars, 8 200 trips, 73 000 km 
Greece 
-  20 private cars, 2 100 trips, 15 000 km 
Italy (Napoli) 
-  6 routes, 3 drivers, 20 days 
Switzerland (Handbook) 
-  210 hours driving, description of road, traffic  and gradient 

ARTEMIS-driving cycles 

Hakan Johansson 

A  Vägverket 

ARTEMIS  urban driving  cycle  tor  passenger  cars 

urban dense 

congested, 
stops 

congested, 
low  speec 

flowing, 
stable 

speed 
(km/h) 

60 

40--

2 0 -· 

200 

400 

600 

800 

time  (s)  1000 

André, 2001 

Hakan Johansson 

244 

Vägverket 

S . K t .i rVjrieruJ 

ARTEMIS road driving cycle for passenger cars 

Secondary roads 

unsteady 
speeds 

steady 
speeds 

Main roads 

speed 
(km/h) 

120 

urban, 

3 + Pre' 
road 

200 

400 

6 00 

800 time (s) 1000 

André, 2001 

Hakan Johansson 

«. 
­, Vägverket 

speed 
(km/h) 

A R T E M IS M o t o r w ay d r i v i ng c y c le f or p a s s e n g er c a rs 

motorway, stable unstable stable unstable road 

urban road sPeeds sPeed speed 

urban 

200 

400 

600 

—f ' ■—ι 
e co time ( s) 1000 

André, 2001 

Håkan Johansson 

245 

Vägverket 

Speed-Acceleration distribution 

Δ Artemis urban 
o Artemis road 
o Artemis motorway 
e· NEDC 

60 SO ICO 

Speed |km/h) 

Hakan Johansson 

4»  Vägverket 

The Swedish Driving Pattern Study in Västerås 1998 
(SDPS-98) 

• Co-operation Lund University, Swedish National Road 

Administration and Rototest 

• Logging of driving pattern, engine parameters and position 

(GPS) in real traffic 

• 30 families (45 drivers), 5 passenger cars, 2551 trips, 

18945 km 

• Driving pattern, fuel consumption, and emission per street 

and road category 

• Reports and papers from Lund University, Swedish 

National Road Administration, Rototest 

Hikan Johansson 

246 

D isfrit íutioi l of s peed 

,-- Vägverket 

Sv.· editi* Mjlj'or J/ 
fíomd A if miniti/1 tion 

1 -

0,8 -

Ι» 

¿ 

¡J 
'J 

ι 1 r— ι r— ■ ■ ■■■ -ι ι 1 
0 -
( 
) 20 40 60 80 100 120 140 160 

Speed (km'li) 

— SDPS-9S 

— N E DC 

— A r t e m is Urban 

Anemis Road 

— A n e m is Motorway 

Håkan Johansson 

4»  Vägverket 

Distribution of accelerations - 60 km/h 

100% 

SO«? ó 

60? o 

/ 
/ 

| 40ÍO 
3 
< 

20? b 

0°o 

/ 

; / 

\ 

—■ '■ 

— S D P S 9S 

— NEDC 

— A r t e m is Urban 

Anemis Road 

Acceleration (in/s") 

i 

Hakan Johansson 

247 

Vägverket 

SwMÜsA  JVJ rronj 1 
Road 

Admirùtttatìott 

Distribution of  accelerations 60-  km/h 

100" 

80°o  -

60» ó  -

-IO»Ò  -

20? o  -

-£ 
Ci 

1 
*o 
< 

/^ 

' 
//  > 
ƒ ƒ 
ƒ / 
/ 

It 
/ 
! 

— SDPS9S 

—NEDC 

Artemis Road 

—Artemis Motorway 

0 

12 

3 

4 

Acceleration  (m/s") 

Hakan Johansson 

<fe  lÆgverAref 

Compression of driving patterns, the TNO-method 

•  Reference  cycle 

-  Could be all measurements in modem,  SDPS-98 etc. weighted or 

not weighted 

•  Analysis of reference  cycle 

-  Length of driving sequences  and stops, VA-matrix etc. 

•  Creation of sample cycles 

-  Composed of sequences with a representative  distribution of 

lengths 

•  Statistical comparison and selection of a cycle 

-  Sample cycle with best fit to VA-distribution of reference  cycle is 

chosen 

•  Completion  of cycle 

-  Arranging sequences and stops in right order 

van  de Weijer C.J.T. (1997) 

Hikan Johansson 

248 

«fe Vägverket 

Example of parameters that can be significant for 
emissions 

RPA (moderate and strong power demand) 
Stop time (v<2 km/h) 
Speed oscillation 
Time acceleration exceeds 2,5 m/s2 
Speed 50-70 (low fuel consumption) 
Late gear change from gears 2 and 3 
Time engine speed >3500 rpm 
Time engine speed 1500-2500 in gear 2 and 3 

Ericsson (2001) 

Håkan Johansson 

* Vä gverk et 

Swedish National 
Rottt Λ di J ι in 11 1/ J (i C Λ 

Sequence method (1) 

ι I 

<-— Comparison sequence —*■ 

Dn .in 

Q cycle 

\ 

\ 

/ 

-π 

ï 
α. 
(Λ 

son seque 
rance mari 
a! area" 

with tole 
'Approv 

in. 

\ 

\ 

\ 

\ 

Färnlund J., Engström C. 1 

2 0 01 ) Hakan J< 

ihansson 

Time 

249 

Vägverket 

Sequence method (2) 

Kei'  worla dnvrr.g 

I 

I 

Comparison sequence 

Färnlund J., Engström C. (2001) 

Hakan Johansson 

«fe Vägverket 

Can we find sequences in the driving cycles in 
real world driving? 

- Agreement (%) with regard to sequence length -

Sequence  length 
I-second  sequence 
5-second  sequence 
15-second  sequence 
30-seeond  sequence 

E DC 
50 
30 
12 
1 
J 

FTP75 
67 
51 
22 
6 

LS06 
38 
20 
5 
1 

modem 
6 S 
46 
16 

Färnlund J., Engström C. (2001) 

Håkan Johansson 

10 

250 

! Vägverket 

Share of unique sequences in real world 
driving that the driving cycles represent 

2SW 

g­20% 
S 

1015 

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1 2 3 4 5 6 7 8 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 

Färnlund J., Engström C. (2001) 

Hakan Johansson 

Sequence length Is] 

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­ Vägverket 

Minimum length of cycle to include all unique 
sequences (SDPS-98) 

— 

160 

140 

ë. 120 
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Sequence length [s] 

Färnlund J., Engström C. (2001) 

Håkan Johansson 

11 

251 

«fe Vägverket 

Conclusions 

• Type approval should be based on a driving cycle that 

better represents real world driving 

• As a complement to this driving cycle there should be 
some random (hot) test of sequences from real world 
driving 

• The random test can be done within in-use compliance 
programmes with real world driving sequences from a 
common data base 

• Probably there should be different emission limits for the 

driving cycle and the random test 

Håkan Johansson 

Vägverket 

References 

André M., Hickman J.Α., Hassel D., Jourmard R., (1995). Driving cycles for 

emission measurements under European conditions. SAE Technical Papers 
950926. 193-205. 

André M. (2001) Driving cycles derived from real-world in-vehicle measurements 
for passenger cars and light duty vehicles: principles, database and main 
results - Particular case of the AREMIS driving cycles, INRETS 

AVL-MTC (2003) Personal comunication Erick Kutscher 
Ericsson E. (2001) Independent driving pattern factors and their influence on fuel-
use and exhaust emissions, Transportation Research Part D 6 (2001), 325-345 
Färnlund J., Engström C. (2001) The representativeness of driving cycles in real 

world traffic, Swedish National Road Administration Report 2001:35E 

van de Burgwal H.C., Gense N.L.J., Rijkeboer R.C., Binkhorst R.P. (2003) In-use 

compliance programme passenger cars-Annual report 2002, TNO report 
03.OR.VM.022.1/HVDB 

van de Weijer C.J.T. (1997) Heavy-Duty Emissions Factors - Development of 

Representative Driving Cycles and Prediction of Emissions in Real-Life, PhD-
thesis, Technical University of Graz 

Håkan Johansson 

12 

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