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I'm an electronic engineer and I have been working for 20 years in automotive emission field. I took care of the automation of a lot of laboratories in Italy and I'm working since 2018 at JRC where I followed various projects related to OBD and CAN communication with the vehicle.
In the last years, the in-use emissions of vehicles are measured on the road with portable emissions measurement systems (PEMS). PEMS cannot measure as accurately as the laboratory grade equipment, and studies on their measurement uncertainty have continued since their appearance in the market. In this study we compared PEMS to laboratory grade equipment in Italian laboratories testing a diesel “Golden” (i.e., reference) vehicle for two consecutive years. The results showed equal means of PEMS and laboratory grade equipment for carbon dioxide (CO2), nitrogen oxides (NOx), and particle number (PN), with a variability of ±5 g/km for CO2, ±10 mg/km for NOx, and ±1 × 1011 p/km for PN, which further decreased in the second year. For carbon monoxide (CO), the PEMS were on average 5–20 mg/km higher than the bags (variability ±40 mg/km). The main conclusion of this study is that PEMS are accurate under controlled laboratory ambient conditions, without any indications of significant bias.
Barouch Giechaskiel; Simone Casadei; Tommaso Rossi; Fabrizio Forloni; Andrea Di Domenico. Measurements of the Emissions of a “Golden” Vehicle at Seven Laboratories with Portable Emission Measurement Systems (PEMS). Sustainability 2021, 13, 8762 .
AMA StyleBarouch Giechaskiel, Simone Casadei, Tommaso Rossi, Fabrizio Forloni, Andrea Di Domenico. Measurements of the Emissions of a “Golden” Vehicle at Seven Laboratories with Portable Emission Measurement Systems (PEMS). Sustainability. 2021; 13 (16):8762.
Chicago/Turabian StyleBarouch Giechaskiel; Simone Casadei; Tommaso Rossi; Fabrizio Forloni; Andrea Di Domenico. 2021. "Measurements of the Emissions of a “Golden” Vehicle at Seven Laboratories with Portable Emission Measurement Systems (PEMS)." Sustainability 13, no. 16: 8762.
The recent Euro 4 and 5 environmental steps for L-category vehicles (e.g., mopeds, motorcycles) were mainly designed to reduce the emissions of particulate matter and ozone precursors, such as nitrogen oxides and hydrocarbons. However, the corresponding engine, combustion, and aftertreatment improvements will not necessarily reduce the solid particle number (SPN) emissions, suggesting that a SPN regulation may be necessary in the future. At the same time, there are concerns whether the current SPN regulations of passenger cars can be transferred to L-category vehicles. In this study we quantified the errors and uncertainties in emission measurements, focusing on SPN. We summarized the sources of uncertainty related to emission measurements and experimentally quantified the contribution of each uncertainty component to the final results. For this reason, gas analyzers and SPN instruments with lower cut-off sizes of 4 nm, 10 nm, and 23 nm were sampling both from the tailpipe, and from the dilution tunnel having the transfer tube in closed or open configuration (i.e., open at the tailpipe side). The results showed that extracting from the tailpipe 23–28% of the mean total exhaust flow (bleed off) resulted in a 24–31% (for CO2) and 19–73% (for SPN) underestimation of the emissions measured at the dilution tunnel. Erroneous determination of the exhaust flow rate, especially at cold start, resulted in 2% (for CO2) and 69–149% (for SPN) underestimation of the tailpipe emissions. Additionally, for SPN, particle losses in the transfer tube with the closed configuration decreased the SPN concentrations around 30%, mainly due to agglomeration at cold start. The main conclusion of this study is that the open configuration (or mixing tee) without any instruments measuring from the tailpipe is associated with better accuracy for mopeds, especially related to SPN measurements. In addition, we demonstrated that for this moped the particle emissions below 23 nm, the lower size currently prescribed in the passenger cars regulation, were as high as those above 23 nm; thus, a lower cut-off size is more appropriate.
Barouch Giechaskiel; Alessandro A. Zardini; Tero Lähde; Michael Clairotte; Fabrizio Forloni; Yannis Drossinos. Identification and Quantification of Uncertainty Components in Gaseous and Particle Emission Measurements of a Moped. Energies 2019, 12, 4343 .
AMA StyleBarouch Giechaskiel, Alessandro A. Zardini, Tero Lähde, Michael Clairotte, Fabrizio Forloni, Yannis Drossinos. Identification and Quantification of Uncertainty Components in Gaseous and Particle Emission Measurements of a Moped. Energies. 2019; 12 (22):4343.
Chicago/Turabian StyleBarouch Giechaskiel; Alessandro A. Zardini; Tero Lähde; Michael Clairotte; Fabrizio Forloni; Yannis Drossinos. 2019. "Identification and Quantification of Uncertainty Components in Gaseous and Particle Emission Measurements of a Moped." Energies 12, no. 22: 4343.
Modern (Euro VI) heavy-duty vehicles have significantly lower pollutant emissions than older vehicles. However, there are still concerns regarding the emissions of refuse collection vehicles in cities, because in some cases they may use engines designed for long haulage trucks. For this reason, we tested a diesel Euro VI (step C) refuse collection heavy-duty vehicle, both in the laboratory on a chassis dynamometer and on the road, similar to the regulated in-service conformity cycle, but also with actual refuse collection cycles. Particle number (PN) and gaseous pollutants (NOx, CO, HC) were measured using a Portable Emissions Measurement System (PEMS). Additionally, in the laboratory we used laboratory grade gaseous, particle number, and FTIR (Fourier-transform infrared spectroscopy) systems to assess the PEMS. For short periods, where the exhaust gas temperature was low for the aftertreatment devices (cold start, some city conditions), the NOx emissions reached 2000 mg/km. Nevertheless, all pollutants were well below the applicable emissions limits expressed in mg/kWh for all cycles examined (in brackets the ratio to the laboratory limit): NOx < 400 mg/kWh (0.87), CO < 850 mg/kWh (0.21), HC < 12 mg/kWh (0.08), PN < 2.4×1010 p/kWh (0.04). To make sure that this will always be the case, future heavy-duty type approval emissions regulations should specifically consider the urban conditions for municipality vehicles, such as refuse trucks.
Barouch Giechaskiel; Roberto Gioria; Massimo Carriero; Tero Lähde; Fabrizio Forloni; Adolfo Perujo; Giorgio Martini; Luigi Maurizio Bissi; Roberto Terenghi. Emission Factors of a Euro VI Heavy-duty Diesel Refuse Collection Vehicle. Sustainability 2019, 11, 1067 .
AMA StyleBarouch Giechaskiel, Roberto Gioria, Massimo Carriero, Tero Lähde, Fabrizio Forloni, Adolfo Perujo, Giorgio Martini, Luigi Maurizio Bissi, Roberto Terenghi. Emission Factors of a Euro VI Heavy-duty Diesel Refuse Collection Vehicle. Sustainability. 2019; 11 (4):1067.
Chicago/Turabian StyleBarouch Giechaskiel; Roberto Gioria; Massimo Carriero; Tero Lähde; Fabrizio Forloni; Adolfo Perujo; Giorgio Martini; Luigi Maurizio Bissi; Roberto Terenghi. 2019. "Emission Factors of a Euro VI Heavy-duty Diesel Refuse Collection Vehicle." Sustainability 11, no. 4: 1067.