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Cited by 67Vehicle emissions and performanceEngine and Fuel EmissionsAdvanced Combustion Engine Technologies

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Comparison of regulated emission factors of Euro 6 LDV in Nordic temperatures and cold start conditions: Diesel- and gasoline direct-injection

Open access
Weber, Christian, Sundvor, Ingrid, Figenbaum, Erik·2019·Atmospheric Environment
DOI 10.1016/j.atmosenv.2019.02.031
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Abstract

Local air pollution in Norwegian wintertime is characterized by an increase in NO 2 concentrations, due to poor dispersion and increased vehicle emissions. The focus of this study is therefore the characterisation of exhaust vehicle emissions in cold ambient temperatures. Euro 6 Gasoline Direct Injection (GDI) cars and diesel cars were tested in the laboratory in cold temperatures, including with cold start of the engine. Results show high emissions of CO 2 , PM and NO x . For the first time, we report also elevated NO x values for GDI vehicles. Further measurements are required to investigate whether these results are the beginning of a new trend of high NO x emissions from GDIs, or if these results represent singular events, but it may indicate that further NO x traps or catalysts are required for these vehicles. Understanding the relationship of cold ambient temperatures and vehicle emissions is also particularly important for air quality dispersion modelling, which do not currently account for emission temperature dependence.

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Figures

Image 1
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Image 2
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Fig. 1 CO2 emission factors for LDV tested in the Artemis Urban cycle with a cold engine start. A warm engine start was performed in addition for vehicles DC 2013 and DD 2013. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The bar marker shows the value reported in the type-approval cycle.
Fig. 1 CO2 emission factors for LDV tested in the Artemis Urban cycle with a cold engine start. A warm engine start was performed in addition for vehicles DC 2013 and DD 2013. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The bar marker shows the value reported in the type-approval cycle.CC-BY · From the PDF
Fig. 3 NO x emission factors for LDV tested in the Artemis Urban-cycle with a cold engine start. Warm engine start in addition for vehicles DC 2013 and DD 2013. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The full line shows the type-approval limit for Euro 6 (EPRegulation (EC) No 715/2007, 2007).
Fig. 3 NO x emission factors for LDV tested in the Artemis Urban-cycle with a cold engine start. Warm engine start in addition for vehicles DC 2013 and DD 2013. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The full line shows the type-approval limit for Euro 6 (EPRegulation (EC) No 715/2007, 2007).CC-BY · From the PDF
Fig. 4 NO x emission factors for LDV tested in the Helsinki City-cycle with a warm engine start. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The full line shows the typeapproval limit for Euro 6 (EPRegulation (EC) No 715/2007, 2007).
Fig. 4 NO x emission factors for LDV tested in the Helsinki City-cycle with a warm engine start. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The full line shows the typeapproval limit for Euro 6 (EPRegulation (EC) No 715/2007, 2007).CC-BY · From the PDF
Fig. 5 PM emission factors for LDV tested in the Artemis Urban cycle with a cold engine start. Warm engine start in addition for vehicles DC 2013 and DD 2013. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The bar marker shows the value reported in the type-approval cycle.
Fig. 5 PM emission factors for LDV tested in the Artemis Urban cycle with a cold engine start. Warm engine start in addition for vehicles DC 2013 and DD 2013. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The bar marker shows the value reported in the type-approval cycle.CC-BY · From the PDF
Fig. 6 Particulate number emission factors for LDV tested in the Artemis Urban cycle with a cold engine start. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The full line shows the type-approval limit for Euro 6 (EPRegulation (EC) No 715/2007, 2007).
Fig. 6 Particulate number emission factors for LDV tested in the Artemis Urban cycle with a cold engine start. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The full line shows the type-approval limit for Euro 6 (EPRegulation (EC) No 715/2007, 2007).CC-BY · From the PDF
Fig. 7 CO emission factors for LDV tested in the Artemis Urban cycle with a cold engine start. Warm engine start in addition for vehicles DC 2013 and DD 2013. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The bar marker shows the value reported in the type-approval cycle.
Fig. 7 CO emission factors for LDV tested in the Artemis Urban cycle with a cold engine start. Warm engine start in addition for vehicles DC 2013 and DD 2013. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The bar marker shows the value reported in the type-approval cycle.CC-BY · From the PDF
Fig. 8 THC emission factors for LDV tested in the Artemis Urban cycle with a cold engine start. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The full line shows the typeapproval limit for Euro 6 (EPRegulation (EC) No 715/2007, 2007).
Fig. 8 THC emission factors for LDV tested in the Artemis Urban cycle with a cold engine start. The dashed lines show the average values for diesel- and gasoline cars at -7 and +23 °C, respectively. The full line shows the typeapproval limit for Euro 6 (EPRegulation (EC) No 715/2007, 2007).CC-BY · From the PDF
Fig. 9 Continuous data readings for the vehicles DC 2013 and DD 2013, for two runs at -7 and +23 °C in the Artemis Urban cycle with cold and warm starts of the engine. CO2 emission is shown in arbitrary units, with the same scale used for comparability in figure a) and b). The grey line represents the speed profile (right axis). The continuous data are not corrected for variations in the exhaust mass flow. Therefore, the emission data can not be directly related to the speed profile, but should rather give an approximate orientation.
Fig. 9 Continuous data readings for the vehicles DC 2013 and DD 2013, for two runs at -7 and +23 °C in the Artemis Urban cycle with cold and warm starts of the engine. CO2 emission is shown in arbitrary units, with the same scale used for comparability in figure a) and b). The grey line represents the speed profile (right axis). The continuous data are not corrected for variations in the exhaust mass flow. Therefore, the emission data can not be directly related to the speed profile, but should rather give an approximate orientation.CC-BY · From the PDF
Fig. 10 Continuous data readings for the vehicles PE 2016 and PD 2015, for two runs at -7 and +23 °C in Artemis Urban cycle with cold start of the engine. NO x emission is shown in arbitrary units, however same scale in figure a) and b). The continuous data are not corrected for variations in the exhaust mass flow. Therefore, the emission data can not be directly related to the speed profile, but should rather give an approximate orientation.
Fig. 10 Continuous data readings for the vehicles PE 2016 and PD 2015, for two runs at -7 and +23 °C in Artemis Urban cycle with cold start of the engine. NO x emission is shown in arbitrary units, however same scale in figure a) and b). The continuous data are not corrected for variations in the exhaust mass flow. Therefore, the emission data can not be directly related to the speed profile, but should rather give an approximate orientation.CC-BY · From the PDF
Fig. 11 Continuous data readings for the vehicles DG 2015 (SCR) and DH 2015 (LNT), for two runs at -7 and +23 °C in Artemis Urban cycle with cold start of the engine. NO x emission is shown in arbitrary units, however same scale in figure a) and b). The continuous data are not corrected for variations in the exhaust mass flow. Therefore, the emission data can not be directly related to the speed profile, but should rather give an approximate orientation.
Fig. 11 Continuous data readings for the vehicles DG 2015 (SCR) and DH 2015 (LNT), for two runs at -7 and +23 °C in Artemis Urban cycle with cold start of the engine. NO x emission is shown in arbitrary units, however same scale in figure a) and b). The continuous data are not corrected for variations in the exhaust mass flow. Therefore, the emission data can not be directly related to the speed profile, but should rather give an approximate orientation.CC-BY · From the PDF
Fig. 12 Continuous data readings for the vehicles DC 2013 and DD 2013, tested in the Artemis Urban cycle with a cold and warm engine start, at -7 and +23 °C, respectively. NO x emission is shown in arbitrary units, however same scale in figure a) and b). The continuous data are not corrected for variations in the exhaust mass flow. Therefore, the emission data can not be directly related to the speed profile, but shall rather give an approximate orientation.
Fig. 12 Continuous data readings for the vehicles DC 2013 and DD 2013, tested in the Artemis Urban cycle with a cold and warm engine start, at -7 and +23 °C, respectively. NO x emission is shown in arbitrary units, however same scale in figure a) and b). The continuous data are not corrected for variations in the exhaust mass flow. Therefore, the emission data can not be directly related to the speed profile, but shall rather give an approximate orientation.CC-BY · From the PDF

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Cites

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Research works printed but not linked: 3

  1. Air quality in Europe 2017, reportEEA Report 13. doi:10.2800/358908. URL https://www.eea.europa.eu/publications/air-quality-in-europe-2017. · DOI
  2. EC. 692/2008, 2008, Comission Regulation (EC) No 692/2008 of 18 July 2008 implementing and amending Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehi, Official Journal of the European Communities
  3. EP, Regulation (EC) No 715/2007, 2007, 1

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Metadata

Authors
Weber, C., Sundvor, I., & Figenbaum, E.
Affiliations
Institute of Transport Economics (NO)
Corresponding author
Weber, Christian
ORCID
Venue
Atmospheric Environment
Publisher
Elsevier BV
Published
2019-06
Volume
206
Pages
208-217
ISSN
1352-2310 (ISSN-L)
DOI
10.1016/j.atmosenv.2019.02.031
OpenAlex
W2920412987
Cited by
67
References
12
Citations by year
2026: 1 · 2025: 8 · 2024: 9 · 2023: 7 · 2022: 11 · 2021: 14 · 2020: 13 · 2019: 4
FWCI
4.79
Type
journal article
Language
en
Open access
Licence
Locations
  • Atmospheric Environment (publishedVersion, cc-by)
  • NORA - Norwegian Open Research Archives (submittedVersion, cc-by)
Funders
  • EMIROAD-programme
  • Norwegian Public Roads Administration
  • VTT in Helsinki, Finland
Topics
  • Physical Sciences › Engineering › Automotive Engineering › Vehicle emissions and performance
  • Physical Sciences › Engineering › Automotive Engineering › Engine and Fuel Emissions
  • Physical Sciences › Chemical Engineering › Fluid Flow and Transfer Processes › Advanced Combustion Engine Technologies
Keywords
vehicle emissions, cold start, cold ambient temperature, Euro 6, light-duty vehicles, gasoline direct injection, diesel direct injection, NOx emissions, particulate matter, CO2 emissions, NOx trap, winter air pollution, NO2

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