Bosmal (Poland)

<div class="section abstract"><div class="htmlview paragraph">The subject of exhaust particulate emissions from road vehicles continues to gain attention and further, more stringent legislative demands are expected in this area. While the European Union has been at the forefront in recent decades, other jurisdictions are making progress towards more comprehensive control and limitation of exhaust particulate. This technical overview examines past, current and likely future (Euro 7) legislative requirements and also presents sample results from a range of vehicle types, in order to make comparisons and discuss the impact of expected regulatory updates. The impacts of powertrain trends, including hybridization, on exhaust particulate emissions and their control are briefly analyzed. Regulatory trends including the intention to move the lower boundary of the size range considered from 23 nm to 10 nm and the elimination of fuel- and technology-specific limits on particulate emissions are discussed and their implications analyzed. The impact of test conditions and the demands placed on aftertreatment systems are identified based on examples from the literature and the authors’ own results presented in this work. Finally, some comments on considerations for the topic of exhaust particulate measurement and control for the coming years are offered.</div></div>

This paper reviews the emissions of reactive nitrogen compounds (RNCs) from modern vehicles fitted with spark ignition en-gines and three-way catalysts. Specific aspects of the pollutants involved – and their formation – are discussed. Cold start driving cycles are scenarios under which emissions of all four RNCs can be significant; the mechanisms behind emissions trends are ex-plored. Experimental data obtained from two vehicles tested over two different cold start driving cycles are presented and analysed. The use of gravimetric and molar metrics are explored. Ammonia, a species which is currently not regulated for passenger cars in any automotive market, is identified as forming the majority of the RNC emissions over the entire driving cycle. While ammonia emissions are strongly linked to aftertreatment system warmup and periods of high load, significant ammonia emissions were also measured under certain hot-running, low load conditions, and even at idle. For the majority of the duration of the test procedures employed, the RNC profile was dominated by ammonia, which accounted for between 69% and 86% of measured RNCs in the ex-haust gas. Emissions are compared to the available legislative precedents (i.e. emissions limits currently in force in various jurisdic-tions). Finally, possibilities for control of exhaust emissions of currently unregulated RNCs are briefly discussed.

<div class="section abstract"><div class="htmlview paragraph">This paper discusses the legislative situation regarding type approval of plug-in hybrid vehicles (also known as off-vehicle charging hybrid-electric vehicles, OVC-HEV) in the range of exhaust emissions and fuel consumption. A range of tests were conducted on two Euro 6d-complaint OVC-HEVs to quantify emissions. Procedures were based on EU legislative requirements. For laboratory (chassis dyno) testing, two different test cycles and three different ambient temperatures were used for testing. Furthermore, in some cases additional measurements were performed, including measurement of emissions of particulate matter and continuous analysis of regulated and unregulated pollutants in undiluted exhaust. Consumption of electrical energy was also monitored. On-road testing was conducted on the test vehicle tested on the chassis dyno in the tests mentioned above, as well as on a second OVC-HEV test vehicle. Both vehicles were tested using portable emissions measurement system (PEMS) in accordance with the EU’s real driving emissions (RDE) requirements. Testing was performed over an RDE-compliant route, from cold start, commencing with a fully charged and fully depleted battery (in turn). The emissions behavior of the powertrain was analyzed based on results of the comprehensive emissions measurements described above. The battery’s state of charge was found to have a noticeable impact on regulated emissions and especially fuel consumption, although the low battery charge start condition was not always associated with higher emissions than the fully charged condition. Overall, it can be stated that both vehicles easily met all EU emissions requirements, regardless of the battery charge condition at test start.</div></div>

This paper describes a holistic development and testing approach for a battery electric vehicle (BEV) prototype based on a self-supporting body platform originating from a vehicle powered by an internal combustion engine. The topic was investigated in relation to the question of whether conversion of existing vehicle platforms is a viable approach in comparison to designing a new vehicle ab initio. The scope of work consisted of the development stage, followed by laboratory and on-road testing to verify the vehicle’s performance and driveability. The vehicle functionality targeted commercial daily use on urban routes. Based on the assumed technical requirements, the vehicle architecture was designed and components specified that included various sub-systems: electric motor powertrain, electronic control unit (ECU), high-voltage battery pack with battery management system (BMS), charging system, high and low voltage wiring harness and electrically driven auxiliary systems. Electric sub-systems were integrated into the existing vehicle on-board controller area network (CAN) bus by means of enhanced algorithms. The test methodology of the prototype electric vehicle included the vehicle range and energy consumption measurement using the EU legislative test cycle. Laboratory testing was performed at different ambient temperatures and for various characteristics of the kinetic energy recovery system. Functional and driveability testing was performed on the road, also including an assessment of overall vehicle durability. Based on the results of testing, it was determined that the final design adopted fulfilled the pre-defined criteria; benchmarking against competing solutions revealed favorable ratings in certain aspects.

On-board portable emissions measurement systems (PEMS) are part of the type approval, in-service conformity, and market surveillance aspects of the European exhaust emissions regulation. Currently, only solid particles >23 nm are counted, but Europe will introduce a lower limit of 10 nm. In this study, we evaluated a 10-nm prototype portable system comparing it with laboratory systems measuring diesel, gasoline, and CNG (compressed natural gas) vehicles with emission levels ranging from approximately 2 × 1010 to 2 × 1012 #/km. The results showed that the on-board system differed from the laboratory 10-nm system on average for the tested driving cycles by less than approximately 10% at levels below 6 × 1011 #/km and by approximately 20% for high-emitting vehicles. The observed differences were similar to those observed in the evaluation of portable >23 nm particle counting systems, despite the relatively small size of the emitted particles (with geometric mean diameters <42 nm) and the additional challenges associated with sub-23 nm measurements. The latter included the presence of semivolatile sub-23 nm particles, the elevated concentration levels during cold start, and also the formation of sub-23 nm artefacts from the elastomers that are used to connect the tailpipe to the measurement devices. The main conclusion of the study is that >10 nm on-board systems can be ready for introduction in future regulations.

Exhaust emission measurements on the chassis dynamometer are one of the most important and most complex tests which are per-formed on vehicles powered by combustion engines. Many factors must be under control during exhaust emission measurements, which have an influence on correctness of the obtained results. In this paper, the impact of the chassis dynamometer regulation on the exhaust emission results is analysed.

This paper summarises the 6th International Exhaust Emissions Symposium (IEES) held in June 2018 and attempts a synthesis of the main arguments of the event in the context of emission control and affiliated considerations relating to the environmental performance of vehicles. Among the drivers influencing vehicular powertrain development, the field of vehicular exhaust emissions is experiencing wide-ranging and rapid changes. New emission regulations such as Euro 6d and new test methods (RDE and WLTP) are the main challenges for the automotive industry caused by political, socioeconomic and technical factors. Air quality is very high on the political agenda, and pressure remains to limit and reduce greenhouse gas emissions from the road transport sector. In addition to limits becoming increasingly stringent, the list of parameters subject to legal limits is slowly expanding—and, most importantly, these limits must be met under a wide range of conditions. A range of strategies are available to overcome these difficulties, which was explored during the 6th International Exhaust Emissions Symposium (IEES) hosted at BOSMAL in June 2018. This paper reports and summarises the topics of the 6th IEES and attempts a synthesis on the current status of the field of IC engines, hybrid powertrains and electric vehicles and what the coming years may hold for the automotive and fuel industries and other allied fields.

EU legislation specifies that the New European Driving Cycle (NEDC) be used for type approval testing of existing (not new) types of passenger cars, a test which generates official values for CO2 emissions and fuel consumption (which is calculated from CO2 emissions based on a carbon balance). A significant body of evidence shows that the type approval values obtained by manufacturers of light duty vehicles are lower than those which occur during real usage on the road. Longstanding objections that the current test cycle is unrepresentative and delivers unrealistic results has led to the development of a worldwide harmonized light-duty test cycle (WLTC), as part of wider changes in the overall test procedure (the worldwide harmonized light-duty test procedure – WLTP). This paper discusses both driving cycles and their characteristics with the aim of making the topic accessible to the non-specialist; later in the paper CO2 and fuel consumption results obtained by testing several European passenger cars over both cycles in an emissions testing laboratory are reported. The test vehicles were a good representation of passengers cars in use in EU countries such as Poland – they featured both spark ignition and compression ignition engines, met the Euro 5 standard and had appreciable accumulated mileages.

Piston combustion engines used for propelling vehicles have a significantly harmful impact upon people’s living environment. As a result, for many years now the development of combustion engines has been to a large extent defined by growing legal ecological requirements. New constructional solutions are being introduced, the conditions of working processes in engine cylinders are being changed, new solutions are being implemented in fuel feeding systems, air intake systems and fumes exhaust. The composition of conventional fuel is being modified, alternative fuels are being sought for and new types of powering systems are being developed. This paper presents the comparison of selected efficiency and ecological indicators of two engines having the same construction, but different in the type of powering and the method of controlling the process of supplying fuel and air into cylinders. One of the engines is Perkins 1104D-44TA, mechanically controlled and equipped with a feeding system with distributor injection pump. The second one is the Perkins 1104D-E44TA, electronically controlled, where fuel is supplied into the cylinders by means of the Common Rail system. During the tests, the engines operated according to two load characteristics. Hourly and specific fuel consumption as well as concentration levels of main components of exhaust fumes and smokiness have been iden-tified and compared.

The article describes the influence of the burnishing process on the disc brake friction characteristics. It shows the importance of brake burnish and how unburnished brake can affect vehicle safety. It shows the brake dynamometer test results obtained on six different brake pads compounds, their detailed analysis and comparison.