Novel insights into the NOx emissions characteristics in PEMS tests of a heavy-duty vehicle under different payloads

Real Drive Emission (RDE) test with Portable Emission Measurement System (PEMS) is a widely adopted way to assess vehicle emission compliance. However, the current NOx emissions calculation method stipulated in the China VI emission standard easily ignores the NOx emissions during cold start and low-power operation. To study the effect of cold start and low-power operation on the calculation of NOx emissions in the PEMS test, in this study, a China VI Heavy-Duty Vehicle (HDV) for urban use was used to conduct PEMS tests under various vehicle payload conditions. The data analysis results show that the increase in vehicle payload is beneficial to reducing the specific NOx emissions and passing the NOx emission compliance test because the increased payload improves the NOx conversion efficiency of the SCR system. Cold start duration has no obvious relationship with vehicle payload, accounting for only about 4∼6% in each test, but contributing more than 30% of NOx emissions. Due to the effect of the power threshold and the 90th cumulative percentile, the cold start data has little influence on the result of the NOx emissions assessment and the maximum variation of the NOx emissions result in this study is an 8% rise. For the HDV for urban use, the variation of the power threshold resulting from vehicle payload is small, no more than 2% in this study. The presence of the power threshold makes almost only the low-power operation in the second half of urban driving have an impact on the NOx emissions calculation, which may make more than 50% of NOx emissions in the PEMS test be neglected. The impact of the low-power operation on NOx emissions calculation result will be significantly enhanced if all windows are considered in the Moving Average Window (MAW) method. In the meantime, the degree of variation is closely related to the NOx emissions level during the first half of urban driving. The maximum deterioration of NOx emission assessment result can be more than 90% in this study.

Real-world emissions and fuel consumption of gasoline and hybrid light duty vehicles under local and regulatory drive cycles

In this study, driving trajectory data from private vehicles were collected in Toronto, Canada to construct representative local drive cycles. In addition, real-driving emission testing for four conventional gasoline vehicles (ICEV) and one hybrid electric vehicle (HEV) was conducted in the same region using a Portable Emissions Measurement System. Instantaneous fuel consumption and emissions of Carbon Monoxide (CO), Nitrogen Oxides (NO_x), and Particle Number (PN) were measured. The results for all vehicles indicate that the acceleration state tends to generate the highest emissions and fuel consumption with the largest variation due to higher power demand. When accelerating, the HEV was observed to generate four times more CO emissions than some ICEVs. Instantaneous fuel consumption and emissions were analyzed as a function of operating modes to estimate the fuel efficiency (FE) and emission factors (EF) associated with six representative local drive cycles and four regulatory drive cycles. With most regulatory drive cycles, vehicles can reach the labeled FE and EPA emission limits, except under the New York City Cycle with frequent stop-and-go conditions. In contrast, except for highway cycles, the FE of Toronto-specific drive cycles can hardly meet the labeled values. CO EFs of the HEV can be higher than ICEVs, while it is lower than the emission limit by 42% on average. ICEVs may exceed the CO limit by 131% under local highway cycles, while they can violate NO_x and PN limits under local arterial cycles. The result of this study emphasizes the importance of local drive cycles and real driving emission tests.

Characteristics of tailpipe volatile halogenated hydrocarbon (VHC) emissions from in-use vehicles during real-world driving

Vehicular emissions have become a primary anthropogenic source of urban atmospheric volatile halogenated hydrocarbons (VHCs) with the rapid increase of vehicle population, while characteristics of the VHC emissions from different vehicles were rarely systematically investigated. In this study, the on-road tailpipe emissions were sampled from seven in-use vehicles, including two light-duty gasoline vehicles (LDGV), three light-duty diesel trucks (LDDT), one heavy-duty diesel truck (HDDT), and a liquefied petroleum gas-electric hybrid bus (LPGB), using a portable emission measurement system (PEMS) combined with summa canisters, and 35 individual VHC species were identified by a gas chromatography mass spectrometry detector (GC-MSD). Results showed that VHC emissions under urban driving conditions were much higher than those on the suburban roads and highways. The VHC emission factors of LDGV were 1.2 ± 0.34 mg/km and 3.6 ± 1.5, 6.8 ± 0.89, and 1.6 ± 0.28 mg/km for LDDT, HDDT, and LPGB, respectively. For the LDGV, chlorobenzene, 1,2-dichloroethane, and hexachlorobutadiene were the top three VHC species. 1,2-Dichloroethane, trichloromethane, and methyl chloride were the main VHC constituents in the LDDT. Chlorobenzene was the most abundant VOC species for the HDDT, followed by 1,2-dichloroethane and 1,4-dichlorobenzene. The major species for LPGB were 1,2,4-trichlorobenzene, carbon tetrachloride, and benzyl chloride. The major tailpipe VHC species obtained in this study were partial consistent with previous studies with different test methods. The results provide an initial evaluation of the tailpipe VHC emissions, which may provide experimental data support for the refined source apportionment of atmospheric VHCs and the control of vehicular VHCs.