Pilot analysis of tire tread characteristics and associated tire-wear particles in vehicles produced across distinct time periods.

Owing to stringent vehicle emission regulations and the shifting automotive landscape towards clean-energy vehicles, the emission of non-exhaust tire-wear particles and its implications for microplastic contamination have garnered substantial attention, emerging as a focal point of research interest. Unlike traditional source apportionment methods involving direct environmental sampling, this study focuses on the physical and chemical attributes of tire treads, the tread temperature changes, and the tire-wear particle emissions of three light-duty vehicles manufactured between 2011 and 2021. This study advances the understanding of the effects of tire properties on particle emissions, which provides preliminary information on low-wear tires. The results show that tire-wear particle emissions, mainly composed of ultrafine particles in terms of number, heavily depend on the elevated tread temperatures. The change in tread temperature is influenced not only by the initial tread temperature but also by tread pyrolysis characteristics. Ca, Mg, and Zn are abundantly contained in the tire tread and tire-wear particles.

Influence of ambient temperature on the CO2 emitted of light-duty vehicle.

Because of global warming, people have paid more attention to greenhouse gas emitted by vehicles. To quantify the impact of temperature on vehicle CO2 emissions, this study was conducted using the world light vehicle test cycle on two light-duty E10 gasoline vehicles at ambient temperatures of -10, 0, 23, and 40℃, and found that CO2 emission factors of Vehicle 1 in the low-speed phase were 22.07% and 20.22% higher than those of Vehicle 2 at cold start and hot start under -10℃. The reason was vehicle 1 had a larger displacement and more friction pairs than vehicle 2. There was the highest CO2 emission at the low-speed phase due to low average speed, frequent acceleration, and deceleration. The CO2 temperature factor and the ambient temperature had a strong linear correlation (R2 = 0.99). According to CO2 temperature factors and their relationships, CO2 emission factors of other ambient temperatures could be calculated when the CO2 emission factor of 23℃ was obtained, and the method also could be used to obtain the CO2 temperature factors of different vehicles. To separate the effect of load setting and temperature variation on CO2 emission quantitatively, a method was proposed. And results showed that the load setting was dominant for the CO2 emission variation. Compared with 23℃, the CO2 emission for vehicle 1 caused by load setting variation were 62.83 and 47.42 g/km, respectively at -10 and 0℃, while those for vehicle 2 were 45.01 and 35.63 g/km, respectively.

Enhancing vehicular emissions monitoring: A GA-GRU-based soft sensors approach for HDDVs.

Vehicle emissions have a serious impact on urban air quality and public health, so environmental authorities around the world have introduced increasingly stringent emission regulations to reduce vehicle exhaust emissions. Nowadays, PEMS (Portable Emission Measurement System) is the most widely used method to measure on-road NOx (Nitrogen Oxides) and PN (Particle Number) emissions from HDDVs (Heavy-Duty Diesel Vehicles). However, the use of PEMS requires a lot of workforce and resources, making it both costly and time-consuming. This study proposes a neural network based on a combination of GA (Genetic Algorithm) and GRU (Gated Recurrent Unit), which uses CC (Pearson Correlation Coefficient) to determine and simplify OBD (On-board Diagnosis) data. The GA-GRU model is trained under three real driving conditions of HDDVs, divided by vehicle driving parameters, and then embedded as a soft sensor in the OBD system to monitor real-time emissions of NOx and PN within the OBD system. This research addresses the existing research gap in the development of soft sensors specifically designed for NOx and PN emission monitoring. In this study, it is demonstrated that the described soft sensor has excellent R2 values and outperforms other conventional models. This research highlights the ability of the proposed soft sensor to eliminate outliers accurately and promptly while consistently tracking predictions throughout the vehicle's lifetime. This method is a groundbreaking update to the vehicle's OBD system, permanently adding monitoring data to the vehicle's OBD, thus fundamentally improving the vehicle's self-monitoring capabilities.

Parametric modeling and analysis of intake phases for side-ported Wankel rotary engines.

This research presents a novel port parametric modeling technique using three-dimensional computational fluid dynamics for the design and optimization of intake and exhaust phases in side-ported Wankel rotary engines (WREs). Definitions for the port phases encompass parameters such as port start opening, port full opening, port start closing, and port full closing timings. The four port phase control arcs are obtained by translating and rotating the rotor flank to satisfy the high control accuracy. Further, the shape of the port is further smoothed and varied by four auxiliary circular arcs. Moreover, the influence of port full closing timing and the size of auxiliary circular arcs (R1, and R3) on the intake characteristics is studied. The results show that the novel method can flexibly and effectively control the phases and shapes. The early port full closing timing reduces fluid backflow and improves volumetric efficiency (VE) but increases intake loss (IL). The small size of R1 facilitates to increase the VE and reduce IL. A larger or smaller size of R3 is not conducive to reducing IL, and the smaller size of R3 improves the VE. The novel generation method proposed in this paper provides a theoretical basis to optimize the design of various sizes of side-ported WREs and guidance for practical manufacturing.

China 6 EGR gasoline vehicles without a GPF may struggle to meet the potential SPN10 limit.

Particles larger than 10 nm from engine exhaust are gaining global concerns. In light of this, to investigate how EGR affects gasoline vehicle SPN10 (solid particles larger than 10 nm) emissions, seven gasoline vehicles (hybrid or conventional) were studied experimentally. The results revealed that EGR vehicles risk failing the current limit (6 * 1011 #/km) more than those without EGR if the cut-off size was tightened from 23 nm to 10 nm. More specifically, during the WLTC test, EGR increased the SPN10 emission factors by 2 âˆ¼ 3 times depending on vehicle powertrains (conventional or hybrid). Notably, SPN10 emissions increased significantly when EGR was actively engaged but showed a decrease when the EGR rate remained constant. EGR and the enriched fuel-air mixture are the critical reasons for the increased SPN10.

NOx emission deterioration in modern heavy-duty diesel vehicles based on long-term real driving measurements.

NOx emissions from diesel vehicles generally deteriorate with increased durability mileage owing to the wear and deterioration of engines and after-treatment systems. Three China-VI heavy-duty diesel vehicles (HDDVs) were selected for four-phase long-term real driving emission (RDE) tests using the portable emission measurement system (PEMS). After 200,000 km of on-road driving, the maximum NOx emission factor of the test vehicles (387.06 mg/kWh) was found to be significantly lower than the NOx limit of 690 mg/kWh. Under all driving conditions, the NOx conversion efficiency of selected catalytic reduction (SCR) decreased almost linearly as the durability mileage increased. Importantly, the deterioration rate of the NOx conversion efficiency in low-temperature intervals was discernibly higher than that in high-temperature intervals. The NOx conversion efficiency at 200 °C dropped by 16.67-19.82% with higher durability mileage; however, the highest values at 275-400 °C only decreased by 4.11%. Interestingly, the SCR catalyst at 250 °C showed strong NOx conversion efficiency and durability (maximum decline of 2.11%). Overall, the poor de-NOx performance of SCR catalysts at low temperatures significantly challenges the long-term effective control of NOx emissions from HDDVs. Thus, improving the NOx conversion efficiency and durability at low-temperature intervals is the top priority for SCR catalyst optimization; NOx emissions from HDDVs at low velocities and loads should also be monitored by environmental authorities. The linear fitting coefficient for the NOx emission factors of the four-phase RDE tests was 0.90-0.92, indicating that NOx emissions deteriorated linearly with an increase in mileage. Based on the linear fitting results, the NOx emission control of the test vehicles during 700,000 km of on-road driving was highly likely to be qualified. These results can be used by environmental authorities to supervise the NOx emission conformity of in-use HDDVs after validation using other types of vehicles.

China 6 moving average window method for real driving emission evaluation: Challenges, causes, and impacts.

The light-duty moving average window (MAW) method, used for China 6 real driving emission (RDE) calculation, is quite complex with various boundaries. Previous research noticed that the MAW might underestimate the calculation results, while the reasons for this underestimation haven't been studied systematically. With 29 vehicles tested in 10 cities and different boundaries applied for calculation, this study quantitively analyzed the problem, causes, and impacts of the light-duty MAW method. The instantaneous utilization factor (IUF) is proposed for reason analysis. The current MAW method could weaken the supervision of real driving tests as more than 75% of the tests underestimated MAW results, with the largest underestimation being around 100%. The data exclusion could lead to biased MAW results. But without the exclusion, the MAW result couldn't always get an increase due to the IUF and window weighting factor variation. With the extended factors removed, the MAW result bias is significantly reduced. The MAW will lead to a lower IUF of the data at the start/end of the tests, and when the cold-start data is considered, this low utilization must be noticed. The effect from the data exclusion, extended factors, and the window characteristics are closely coupled and they should be taken into consideration simultaneously to consummate the calculation method. The current drift-check progress couldn't effectively monitor the portable emission measurement system (PEMS), especially during the tests. The MAW result might lead to unreasonable emission limits and the emission inventory. Relevant policy based on these results might be implausible.

Particle number emissions from fully warmed gasoline vehicles at various ambient temperatures.

Road vehicles have become the primary source of fine particles in many large cities. Vehicle hot-start PN emissions at various ambient temperatures were studied previously. Still, these studies used the same rolling resistance setting at different ambient temperatures and the tests at various ambient temperatures have similar PN emissions. Vehicles get larger resistance at cold ambient temperatures, so this experimental setting (same resistance at various ambient temperatures) is beyond the natural conditions. To evaluate how ambient temperatures affect the PN emissions from fully warmed vehicles, two vehicles were tested at four ambient temperatures: -10 °C, 0 °C, 23 °C, and 40 °C. Vehicle resistance variations under different ambient temperatures were taken into consideration. The observed results proved that PN emission would significantly deteriorate under cold conditions even when the vehicles are thoroughly warmed. The PN emission factor at -10 °C could be six times higher than at 23 °C. The deteriorated PN emission is caused by enhanced fuel enrichment and GPF regeneration, and larger vehicle resistance under cold ambient temperatures is the underlying reason for the increased PN emission. For the first time, this study proved that PN emission from fully warmed vehicles would significantly deteriorate when the ambient temperature decreases. The results could be used for emission models, inventory, and regulations.

Evaluating the filtration efficiency of close-coupled catalyzed gasoline particulate filter (cGPF) over the WLTC and simulated RDE cycles.

Gasoline particulate filter (GPF) is a cost-effective solution to particle number emissions from gasoline direct injection vehicles. Filtration efficiency, as a key parameter of GPF, was usually assessed at chassis level over regulatory drive cycles. However, the promulgation of real driving emission (RDE) requirements in the EU and Chinese regulations necessitates evaluations based on non-legislative cycles to guarantee the on-road emissions are compliant to regulatory requirements. In this research, two aggressive drive cycles, RTS95 at 23degC and modified RDE at 0degC, were complemented to the WLTC to evaluate the filtration efficiency of a catalyzed GPF (cGPF) in fresh conditions to obtain the so-called "worst-case" filtration efficiency. In the WLTC, RTS95, and simulated RDE tests, the filtration efficiency of the test cGPF was 51.1%, 41.3%, and 85.1% respectively. In the simulated RDE test, the test cGPF filtrated solid particles with a diameter above 23 nm and 10 nm at a similar efficiency. Increased filtration efficiency with heavier soot load could offset the relatively low filtration efficiency in cold-start and warm-up durations, hence the filtration efficiency for a clean cGPF showed higher sensitivity to cycle length over driving dynamics and testing temperature. In acceleration events with cGPF mounted, the particle diameter where number concentration peaked decreased as the engine warmed up. In deceleration events, bimodal and trimodal particle number size distributions with much lower concentrations were observed.

Evaporative emission characteristics of high-mileage gasoline vehicles.

Evaporative emissions of vehicles are an essential source of atmospheric volatile organic compounds (VOCs), contributing to ozone contamination, especially in urban areas. Due to the outdated standards under which in-use vehicles were constructed and the ageing of control devices, high-mileage vehicles tend to produce an enormous amount of evaporative emissions. In this study, evaporative emissions from two high-mileage light-duty gasoline vehicles were quantified using VT-SHED, and their ozone-forming potential (OFP) values were calculated based on the identified VOC species. The results show that VOCs with high boiling points are released at low rates when the temperature inside the VT-SHED ranges from 20 to 28 °C. The release rates of all VOC species increase when the VT-SHED temperature is 28-35 °C. Diurnal loss dominates evaporative emissions from high-mileage gasoline vehicles, with the levels of VOCs quantified within this stage being 3-fold higher than those during the hot-soak stage. Only during the hot-soak stage, C11-C16 n-alkanes occupy an overall increased portion in the identified VOC inventory. OFP values of the two high-mileage vehicles exceeded 600.0 mgO3/day during the 48-h diurnal-loss tests. The specific reactivity (SR) values of the diurnal-loss VOCs are deemed more relevant to fuel compositions because the two vehicles have the same fuel yield and close SR values of approximately 4.3 mgO3/mgVOCs, despite different certification standards, potentially allowing for the use of unified SR values to ease the estimation of the ozone contamination of evaporative emissions from in-use fleets.

Study of durability of diesel vehicle emissions performance based on real driving emission measurement.

Diesel vehicle emissions generally deteriorate with vehicle mileage due to the wear and deterioration of vehicle parts. Most of the experimental studies on vehicle emission durability were carried out based on the standard operation cycles of engine or vehicle, few research investigated vehicle emission deterioration characteristics under real driving conditions. In this research, the real driving emission (RDE) test method was used to investigate and evaluate the emission deterioration characteristics of two China-V diesel vehicles equipped with DOC and SCR systems. The experimental results show the emissions of CO and NOx from the N2 and N3 diesel vehicles increase with the vehicle mileage, showing the tendency of emission deterioration. The calculated deterioration factors of N2 and N3 diesel vehicle CO and NOx emissions are greater than the recommended values in China standard HJ 438-2008, which means experimental study on the vehicle emissions durability is necessary. The vehicle emissions deterioration depends on real driving conditions and the vehicle usage over vehicle lifetime.

Integrated effects of SCR, velocity, and Air-fuel Ratio on gaseous pollutants and CO2 emissions from China V and VI heavy-duty diesel vehicles.

Vehicle exhaust, an important source of air pollution, is affected by many factors, including driving conditions, combustion efficiencies, and the usage of emission control devices. In this study, the Portable Emission Measurement System (PEMS) was used to test the emissions from China V and China VI heavy-duty diesel vehicles to evaluate the integrated effects of Selective Catalytic Reduction (SCR), velocity, and air-fuel ratio on carbon dioxide (CO2) and nitrogen oxide (NOx) emissions. Our results reveal that the average distance-based CO2 and CO emission factors at high velocities (50-90 km/h) are 25% and 61% lower than those at low velocities (less than 50 km/h). The use of SCR increases CO2 emissions in the range of 70-90 km/h (an average increase of 10.9%). In addition, SCR leads to a 55% NOx emission reduction at low velocities and 89% at high velocities, with an overall average reduction of 84%. We also find that SCR leads to a significant reduction in the correlation between NOx emissions and air-fuel ratio (0.76 vs 0.47 for China V truck; 0.72 vs 0.05 for China VI truck), but it does not cause a drastic reduction in the correlation coefficients between CO2 emissions and air-fuel ratio, which can be used to detect whether SCR is working effectively.

Research on ammonia emissions characteristics from light-duty gasoline vehicles.

In this study, ammonia emissions characteristics of typical light-duty gasoline vehicles were obtained through laboratory vehicle bench test and combined with New European Driving Cycle (NEDC) condition and Worldwide Harmonized Light Vehicles Test Cycle (WLTC) condition. The influence of ambient temperature on ammonia emissions is mainly concentrated in the cold start stage. The influence of ambient temperature on ammonia emission is shown that the ammonia emissions of light-duty gasoline vehicles under ambient temperature conditions (14 and 23°C) are lower than those under low ambient temperature conditions (-7°C) and high ambient temperature conditions (35 and 40°C). The influence of TWC on ammonia emission is shown that ammonia is a by-product of the catalytic reduction reaction of conventional gas pollutants in the exhaust gas in the TWC. Under NEDC operating conditions and WLTC operating conditions, ammonia emissions after the catalyst are 45 times and 72 times that before the catalyst, respectively. In terms of ammonia emissions control strategy research, Pd/Rh combination can reduce NH3 formation more effectively than catalyst with a single Pd formula. Precise control of the engine's air-fuel ratio and combination with the optimized matched precious metal ratio TWC can effectively reduce ammonia emissions.

Potential of big data approach for remote sensing of vehicle exhaust emissions.

At present, remote sensing (RS) is applied in detecting vehicle exhaust emissions, and usually the RS emission results in a definite vehicle specific power (VSP) range are used to evaluate vehicle emissions and identify high-emitting vehicles. When the VSP exceeds this range, the corresponding vehicle emission RS data will not be used to assess vehicle emissions. This method is equivalent to setting only one VSP Bin qualified for vehicle emission evaluation, and generally only one threshold limit is given for each emission pollutant without considering the fluctuation characteristics of vehicle emissions with VSP. Therefore, it is easy to cause misjudgment in identifying high-emitting vehicles and is not conducive to scientific management of vehicle emissions. In addition, the vehicle emissions outside the selected VSP Bin are more serious and should be included in the scope of supervision. This research proposed the methods of vehicle classifications and VSP Binning in order to categorize the driving conditions of each kind of vehicles, and a big data approach was proposed to analyze the vehicle emission RS data in each VSP Bin for vehicle emission evaluation.

An assessment of how distance and diesel oxidation catalyst will impact thermal decomposition behaviors of particles.

Decomposition mass loss and pyrolysis products analyses of particles sampled at various locations along the tailpipe of a Euro-IV diesel engine were performed using a thermogravimetry in conjunction with Fourier transformation infrared spectrometry-mass spectrum. Diesel particles were collected at the same location with and without diesel oxidation catalyst (DOC) mounted on the test engine separately. The three poles in thermal gravity-differential thermal gravity images suggested that the decomposition process of diesel particles could be divided into three stages which correspond to the decompositions of lower boiling substances, higher boiling substances and soot respectively. It is noticed that no matter whether DOC was mounted or not, the further the particles were sampled away from the engine block, the lower the peak temperatures and the heavier the mass losses within the first two stages, which indicated that the soluble organic fraction in the particle samples increased and therefore lowering the activation energy of thermal decomposition. Hydroxyl, ammonia, CxHy fragments, benzene, toluene, and phenol were found to be the primary products of particle decomposition, which didn't change with the location of particle sample point. The employment of DOC increased the activation energy for particle oxidation and resulted in a higher peak temperature and lower mass loss within the first-stage. Moreover, the CO stretching bands of aldehyde and ketone at 1771 cm-1 was only detected without a DOC, while the NO2 peak at 1634 cm-1 was solely noticed with the presence of DOC. Compared to the first-stage pyrolysis products, more polycyclic aromatic hydrocarbons and less CxHy fragments were seen in the second-stage.

Pore morphology and fractal dimension of ash deposited in catalyst diesel particulate filter.

Diesel particle filter (DPF) has been widely acknowledged as the most effective way to mitigate particulate matter emitted from diesel engines. Over time, ash mainly derived from lubricating oil will deposit in DPF, showing negative influence to engine performance, fuel economy, service life of DPF, and so on. Recently, the investigation about DPF backpressure characteristics and DPF regeneration process considering ash has gained attention. As a porous material, ash will play a key role in the DPF permeability. Thus, the pore morphology and fractal dimension of ash derived from three kinds of lube are addressed in this work. The results show that the changing tendency of the micropore specific surface and pore volume is consistent with the ash content in lubricant oil, which is owing to the chemical interaction of Ca and S contained in the oil during the complex DPF regeneration. There is no significant changing tendency of the mesopore and macropore properties because of the heterogeneity and complexity of ash. According to the fractal analyses, the Avnir equation shows excellent predictive accuracy for the pore surface fractal dimension of ash, which reflects that the ash pore surfaces are irregular.

Regulated emission characteristics of in-use LNG and diesel semi-trailer towing vehicles under real driving conditions using PEMS.

On-road driving emissions of six liquefied natural gas (LNG) and diesel semi-trailer towing vehicles (STTVs) which met China Emission Standard IV and V were tested using Portable Emission Measurement System (PEMS) in northern China. Emission characteristics of these vehicles under real driving conditions were analyzed and proved that on-road emissions of heavy-duty vehicles (HDVs) were underestimated in the past. There were large differences among LNG and diesel vehicles, which also existed between China V vehicles and China IV vehicles. Emission factors showed the highest level under real driving conditions, which probably be caused by frequent acceleration, deceleration, and start-stop. NOx emission factors ranged from 2.855 to 20.939 g/km based on distance-traveled and 6.719-90.557 g/kg based on fuel consumption during whole tests, which were much higher than previous researches on chassis dynamometer. It was inferred from tests that the fuel consumption rate of the test vehicles had a strong correlation with NOx emission, and the exhaust temperature also affected the efficiency of Selected Catalytic Reduction (SCR) after-treatment system, thus changing the NOx emission greatly. THC emission factors of LNG vehicles were 2.012-10.636 g/km, which were much higher than that of diesel vehicles (0.029-0.185 g/km). Unburned CH4 may be an important reason for this phenomenon. Further on-road emission tests, especially CH4 emission test should be carried out in subsequent research. In addition, the Particulate Number (PN) emission factors of diesel vehicles were at a very high level during whole tests, and Diesel Particulate Filter (DPF) should be installed to reduce PN emission.

Ammonia Formation over Pd/Rh Three-Way Catalysts during Lean-to-Rich Fluctuations: The Effect of the Catalyst Aging, Exhaust Temperature, Lambda, and Duration in Rich Conditions.

The formation of ammonia (NH3) as a byproduct during the operation of a three-way catalyst (TWC) in a simulated exhaust stream was investigated using a commercially available Pd/Rh TWC under steady-state and lean/rich cycling conditions. Ion molecular reaction-mass spectrometry was applied to determine NO, NO2, and NH3 concentrations at a time resolution of 0.6 s. Catalyst aging was shown to result in a significant increase in the amount of NH3 formed, which has received limited attention in the literature to date. The selectivity toward NH3 formation has been shown to increase with the decrease in the oxygen storage capacity (OSC) of a TWC induced by thermal aging. NH3 has been shown to mainly form within the exhaust temperature range of 250-550 °C. Typical lambda and rich operational condition duration periods found in vehicle test procedures were also employed to investigate their effects on NH3 formation. The results suggest that a decrease in the lambda and/or an increase in the duration of rich operating conditions will lead to an increase in the selectivity toward NH3 formation. Improving the OSC of TWCs and effectively controlling the lambda near to 1.0 with limited duration in rich operating conditions are therefore significant factors in the reduction of NH3 emissions.

The effects of ash inside a platinum-based catalyst diesel particulate filter on particle emissions, gaseous emissions, and unregulated emissions.

Ash deposited in the DPF cannot be burnt, which will affect the service life of DPF. However, previous works focused on the effect of ash on the engine exhaust emissions are limited. Therefore, the influence of ash on the emissions was studied in this work. The particle emissions, the gaseous emissions, and the unregulated emissions (carbonyl compounds and volatile organic compounds) were measured by an AMA4000 gaseous analyzer, ELPI, HPLC, and GC-MS, respectively. Research results indicate that the filtration efficiency decreases by 0.57-4.49% for accumulation mode particle of particulate matter, while it has very little effects on the other type and the particle number in the presence of ash. For regular gaseous pollutions, ash has no influence on CO2 and NOx emission, while CO and THC increase by 68.2% and 91.0%, respectively. For unregulated emissions, overall, carbonyl compounds increase by 41-150% and the BTEX decreases by 8.6-23.6% after ash formed. The change is mainly caused by the increase in the exhaust backpressure that plays a key role.

Emission characteristics of offshore fishing ships in the Yellow Bo Sea, China.

Maritime transport has been playing a decisive role in global trade. Its contribution to the air pollution of the sea and coastal areas has been widely recognized. The air pollutant emission inventories of several harbors in China have already been established. However, the emission factors of local ships have not been addressed comprehensively, and thus are lacking from the emission inventories. In this study, on-board emission tests of eight diesel-powered offshore fishing ships were conducted near the coastal region of the northern Yellow Bo Sea fishing ground of Dalian, China. Results show that large amounts of fine particles (<0.5µm, 90%) were found in maneuvering mode, which were about five times higher than those during cruise mode. Emission rates as well as emission factors based on both distance and fuel were determined during the cruise and maneuvering modes (including departure and arrival). Average emission rates and distance-based emission factors of CO, HC and PM were much higher during the maneuvering mode as compared with the cruise mode. However, the average emission rate of Nitrous Oxide (NOx) was higher during the cruise mode as compared with the maneuvering modes. On the contrary, the average distance-based emission factors of NOx were lower during the cruise mode relative to the maneuvering mode due to the low sailing speed of the latter.