45-2009 - Eeesd - Emissions PNR

EEESD09, Athens 28-30/09/2009 E.
Zervas, Democritus University of Thrace

Non-regulated exhaust
pollutants emitted from
European passenger cars of
different technology
E. Zervas
Department of Environmental Engineering
Democritus University of Thrace
Present Address: Greek Open University
EEESD09, Athens 28-30/09/2009 E. Zervas, Democritus University of Thrace
1. Why this presentation-1
Passenger cars (PCs) contribute to air pollution,
especially to atmospheric quality of urban areas
Passenger cars emit several hundreds of different
pollutants
Some pollutants are dangerous for the human
health (four are toxic), others are dangerous for the
environment (ozone formation, acid rain, climate
changes,)
Some pollutants (the major ones) have regulatory
upper emission limits
HC, CO, NOx in the case of petrol PCs (+PM,
NMHC)
HC, CO, NOx, PM in the case of diesel PCs
(+particle number)
These limits are valid on specific conditions (driving
cycles)
A EU directive is published recently to regulate
future CO
2
emissions (which is related to fuel
consumption and is not considered as a pollutant)
However, PCs emit several other pollutants, which
are not regulated. The main are:
Only total HC are regulated. Benzene and 1,3
butadiene are toxic, CH
4
=> to climate changes
Only total NOx are regulated (N
2
O, NO, NO
2
, NH
3
)
Carbonyl compounds (formaldehyde and
acetaldehyde are toxic)
Sulphur compounds (depend on the S content)
Alcohols and ethers (if they are added in the fuel)
Organic acids
PAH and nitro-PAH (some are cancerigenic)
2. Contents of this presentation
Methodology used
New European Driving Cycle
Other driving cycles, Real Driving conditions
Current regulations (of regulated pollutants)
Results and discussion
Non-regulated pollutants studied
For each NRP, the impact of
fuel
emission technology (Euro2, 3, TIEuro4)
mileage
Conclusions
3a. Methodology used
Several NRP are analyzed. They come from
several gasoline and diesel vehicles of different
technology from Euro2 to Euro4.
The emissions obtained on the New European
Driving Cycle
3b. New European Driving Cycle
Tests on chassis dynamometer
3b. New European Driving Cycle
0
20
40
60
80
100
120
140
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
Time (s)
S
p
e
e
d

(
k
m
/
h
)
El ementary urban cycl e
1st part: urban (ECE): 4,052 km 2nd part: extra-urban (EUDC): 6,955 km
Max. speed = 120 km/h
Average speed = 33.6 km/h
Durati on = 1 180 s
Di stance = 11.007 km
NEDC Cycl e
3c. Some other driving cycles,
Japan
0
10
20
30
40
50
60
70
80
0 100 200 300 400 500 600 700
Time (s)
S
p
p
e
d

(
k
m
/
h
)
Max speed = 70 km/h
Average speed = 22,7 km/h
Durati on = 660 s
Di stance = 4,16 km
10_15 Modes Cycl e
Japan
0
10
20
30
40
50
60
70
0 100 200 300 400 500 600
Time (s)
S
p
e
e
d

(
k
m
/
h
)
Durati on = 505 s
Di stance = 4 084 km
11 Modes Cycl e
USA
0
10
20
30
40
50
60
70
80
90
100
0 500 1000 1500 2000 2500
Time (s)
S
p
e
e
d

(
k
m
/
h
)
Phase 1: 505 s (5,8 km)
Cold phase
Phase 2: 866 s (6,3 km)
Steady phase
Engine stop closed hood
10 1 min
Phase 3: 505 s (5.8 km)
Warmphase
FTP 72 or LA4 cycl e
Max. speed = 91.2 km/h
(stop excl uded)
Durati on = 2 479 s
(stop i ncl uded)
Wei ghti ng factors:
Phase 1 : 0,43
Phase 2 : 1,00
Phase 3 : 0,57
Cycl e Ci ty or FTP 75
USA
0
20
40
60
80
100
120
0 100 200 300 400 500 600 700 800 900
Time (s)
S
p
e
e
d

(
k
m
/
h
)
Max. speed = 96.4 km/h
Durati on = 765 s
Di stance = 16.5 km
Hi ghway Cycl e
USA
0
10
20
30
40
50
60
70
80
90
100
0 100 200 300 400 500 600 700
Time (s)
S
p
e
e
d

(
k
m
/
h
)
Durati on = 594 s
Di stance = 5 760 km
SC03 Cycl e
USA
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
0 50 100 150 200 250 300 350 400 450 500 550 600 650
Ti me (s)
US06 Cycl e
Durati on = 600 s
3d. Real Driving Conditions
Impact of driving cycle
0
0.01
0.02
0.03
0.04
0.05
P
M

e
m
i
s
s
i
o
n
s

(
g
/
k
m
)
PC1
PC2
N
E
D
C
E
C
E
E
U
D
C
F
T
P
7
5
P
h
a
s
e
-
1
P
h
a
s
e
-
2
P
h
a
s
e
-
3
1
1

m
o
d
e
s
1
5

m
o
d
e
s
U
S
0
6
H
i
g
h
w
a
y
0
0.4
0.8
1.2
N
O
x

e
m
i
s
s
i
o
n
s

(
g
/
k
m
)
PC1
PC2
N
E
D
C
E
C
E
E
U
D
C
F
T
P
7
5
P
h
a
s
e
-
1
P
h
a
s
e
-
2
P
h
a
s
e
-
3
1
1

m
o
d
e
s
1
5

m
o
d
e
s
U
S
0
6
H
i
g
h
w
a
y
3d. Real Driving Conditions
Exhaust pollutants are measured on the NEDC.
NEDC is a driving cycle used for approval tests
(certification) of new passenger cars in EU and is
not representative of real driving conditions
It is not possible to have real world emissions,
only some estimations
3e. Euro regulations-Diesel
Four regulated pollutants
(CO, HC, NOx, PM)
HC are indirectly regulated
Particle number will be
introduced from Euro6
Significant decrease in the
case of all pollutants
CO is not considered any
more as a major pollutant
1990 1995 2000 2005 2010 2015
Date (year)
0
1
2
3
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
CO
NOx
HC+NOx
PMx10
DIESEL
3e. Euro regulations-Petrol
Three regulated pollutants
(CO, HC, NOx)
PM and NMHC limits from
Euro5 (PM for DI engines)
Significant decrease in the
case of all pollutants
CO is not considered any
more as a major pollutant
1990 1995 2000 2005 2010 2015
Date (year)
0
1
2
3
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
CO
NOx
HC+NOx
HC
NMHC
PMx10
PETROL
3f. Non regulated pollutants
examined
Nitrogen compounds (N
2
O, NH
3
)
HC families
Some individual HC
Carbonyl compounds (total, some individual ones)
PAH, Nitro-PAH (total)
4. Nitrogen compounds
4a. N
2
O
0 40000 80000 120000 160000 200000
Mileage (km)
0
4
8
12
16
20
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
10
20
30
40
D-E1
D-E2
D-E3
G-E3
G-TIE4
N
2
O
Diesel
Gasoline
Increase with mileage, D>G
D: no impact of technology
G: decrease with emission technology?
D-E1 D-E2 D-E3 G-E3 G-TI05
0
5
10
15
20
25
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
N
2
O
4. Nitrogen compounds
4b. NH
3
0
10
20
30
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
AMMONIAC
Increase with mileage, G>>D (practically zero
emissions)
D: increase with technology
0 20000 40000 60000 80000
Mileage (km)
0
0.1
0.2
0.3
0.4
0.5
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
5
10
15
20
25
D-E1
D-E2
D-E3
G-E3
G-TIE4
AMMONIAC
Diesel
Gasoline
5. Hydrocarbons families
5a. Paraffins (C
n
H
2n+2
)
0 20000 40000 60000 80000
Mileage (km)
0
4
8
12
16
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
10
20
30
40
D-E1
D-E2
D-E3
G-E3
G-TIE4
PARAFFINS
Diesel
Gasoline
G: increase with mileage, G>D
D: independent of technology
0
10
20
30
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
PARAFFINS
5b. iso-Paraffins (C
n
H
2n+2
)
0
10
20
30
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
i-PARAFFINS
G: increase with mileage, G>>D
0 20000 40000 60000 80000
Mileage (km)
0
0.2
0.4
0.6
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
10
20
30
D-E1
D-E2
D-E3
G-E3
G-TIE4
i-PARAFFINS
Diesel
Gasoline
5c. Alcenes (C
n
H
2n
, one double bond)
G: increase with mileage, D>G
0 20000 40000 60000 80000
Mileage (km)
0
10
20
30
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
4
8
12
16
20
D-E1
D-E2
D-E3
G-E3
G-TIE4
ALCENES
Diesel
Gasoline
0
10
20
30
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
ALCENES
5d. Naphthenes (C
n
H
2n
, cyclic HC)
G, D: increase with mileage, G>>D
D: decrease with technology
G: decrease with technology?
0 20000 40000 60000 80000
Mileage (km)
0
0.1
0.2
0.3
0.4
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
0.4
0.8
1.2
1.6
2
D-E1
D-E2
D-E3
G-E3
G-TIE4
NAPHTHENES
Diesel
Gasoline
0
0.4
0.8
1.2
1.6
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
NAPHTHENES
5e. Aromatics (aromatic ring)
G, D: increase with mileage, G>>D
G: decrease with technology? (and also fuel)
0 20000 40000 60000 80000
Mileage (km)
0
2
4
6
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
20
40
60
D-E1
D-E2
D-E3
G-E3
G-TIE4
AROMATICS
Diesel
Gasoline
0
10
20
30
40
50
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
AROMATICS
6. Individual Hydrocarbons
6a. Methane (CH
4
)
0
4
8
12
16
20
E
x
h
a
u
s
t

c
o
n
c
e
n
t
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a
t
i
o
n

(
m
g
/
k
m
)
METHANE
G: increase with mileage, G>D
0 40000 80000 120000 160000 200000
Mileage (km)
0
4
8
12
16
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
4
8
12
16
20
D-E1
D-E2
D-E3
G-E3
G-TIE4
METHANE
Diesel
Gasoline
6b. Ethylene (C
2
H
4
)
G: increase with mileage, D>G
0 40000 80000 120000 160000 200000
Mileage (km)
0
5
10
15
20
25
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
2
4
6
8
D-E1
D-E2
D-E3
G-E3
G-TIE4
ETHYLENE
Diesel
Gasoline
0
5
10
15
20
25
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
ETHYLENE
6c. Acetylene (C
2
H
2
)
0 40000 80000 120000 160000 200000
Mileage (km)
0
2
4
6
8
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
1
2
3
D-E1
D-E2
D-E3
G-E3
G-TIE4
ACETYLENE
Diesel
Gasoline
No impact of mileage, D>G
G: decrease with technology
0
2
4
6
8
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
ACETYLENE
6d. 1,3 Butadiene (C
2
H
6
)
0
1
2
3
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
1,3-BUTADIENE
Decrease with mileage, D>G
G: decrease with technology
0 20000 40000 60000 80000 100000
Mileage (km)
0
1
2
3
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
0.4
0.8
1.2
1.6
2
D-E1
D-E2
D-E3
G-E3
G-TIE4
1,3 BUTADIENE
Diesel
Gasoline
6e. Benzene (C
6
H
6
)
0 20000 40000 60000 80000 100000
Mileage (km)
0
1
2
3
4
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
2
4
6
8
D-E1
D-E2
D-E3
G-E3
G-TIE4
BENZENE
Diesel
Gasoline
Increase with mileage
G>D
D, ,G : decrease with technology
0
2
4
6
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
BENZENE
6f. Toluene (C
7
H
8
)
0
5
10
15
20
25
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
TOLUENE
Increase with mileage, G>>D
D, G: decrease with technology (in the case of
SI engines, also from the decrease of
aromatics in the fuel)
0 20000 40000 60000 80000 100000
Mileage (km)
0
0.4
0.8
1.2
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
10
20
30
D-E1
D-E2
D-E3
G-E3
G-TIE4
TOLUENE
Diesel
Gasoline
7. Carbonyl compounds
7a. Total
0 40000 80000 120000 160000
Mileage (km)
0
20
40
60
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
1
2
3
4
5
D-E1
D-E2
D-E3
G-E3
G-TIE4
CARBONYL COMPOUNDS
Diesel
Gasoline
Independent of mileage
D>>G
D, G: significant decrease with technology
0
20
40
60
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
CARBONYL COMPOUNDS
7b. Formaldehyde (HCHO)
Earlier technologies: increase with mileage
Newer technologies: decrease with mileage
D>>G
0 40000 80000 120000 160000
Mileage (km)
0
10
20
30
40
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
0.2
0.4
0.6
0.8
1
D-E1
D-E2
D-E3
G-E3
G-TIE4
FORMALDEHYDE
Diesel
Gasoline
0
10
20
30
40
E
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a
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t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
FORMALDEHYDE
7c. Acetaldehyde (CH
3
CHO)
0
4
8
12
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
ACETALDEHYDE
Earlier technologies: independent of mileage
Newer technologies: increase with mileage
D>>G
0 40000 80000 120000 160000
Mileage (km)
0
4
8
12
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
0.4
0.8
1.2
1.6
2
D-E1
D-E2
D-E3
G-E3
G-TIE4
ACETALDEHYDE
Diesel
Gasoline
7d. Acroleine (CH
2
CHCHO)
0 40000 80000 120000 160000
Mileage (km)
0
1
2
3
4
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
0
0.04
0.08
0.12
0.16
D-E1
D-E2
D-E3
G-E3
G-TIE4
ACROLEINE
Diesel
Gasoline
Earlier technologies: independent of mileage
Newer technologies: increase with mileage
D>>G
0
1
2
3
4
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
m
g
/
k
m
)
ACROLEINE
8. Polycyclic Aromatic compounds
8a. Total
0
5
10
15
20
25
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
g
/
k
m
)
PAH (PM)
Decrease with mileage
D>>G
D: significant decrease with technology
0 20000 40000 60000 80000
Mileage (km)
0
5
10
15
20
25
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
g
/
k
m
)
0
0.2
0.4
0.6
0.8
1
D-E1
D-E2
D-E3
G-E3
G-TIE4
PAH (PM)
Diesel
Gasoline
9. Nitro-Polycyclic Aromatic
compounds
9a. Total
0
0.4
0.8
1.2
1.6
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
g
/
k
m
)
Nitro-PAH (PM)
D: Decrease with mileage
D>>G
5000 10000 15000 20000 25000 30000
Mileage (km)
0
1
2
3
E
x
h
a
u
s
t

c
o
n
c
e
n
t
r
a
t
i
o
n

(
g
/
k
m
)
0
0.04
0.08
0.12
0.16
0.2
D-E1
D-E2
D-E3
G-E3
G-TIE4
Nitro-PAH (PM)
Diesel
Gasoline
Conclusions
Exhaust emissions of Non-Regulated Pollutants is
a quite complex phenomenon
Analysis is quite complicated (very low
concentrations, repeatability problems)
The impact of mileage is not always evident
In many cases there is a clear and significant
decrease of exhaust emissions with technology
In many other there is no clear tendency
A high number of tests is necessary to clarify the
above tendencies (high cost)
Non-regulated exhaust pollutants
emitted from European passenger
cars of different technology
I thank you for your attention

45-2009 - Eeesd - Emissions PNR

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EEESD09, Athens 28-30/09/2009 E.

Zervas, Democritus University of Thrace

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