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Dr. Barouch Giechaskiel
European Commission, Joint Research Centre (JRC)

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Review
Published: 12 August 2021 in Applied Sciences
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Pollution from vehicles is a serious concern for the environment and human health. Vehicle emission regulations worldwide have limits for pollutants such as hydrocarbons, CO, and NOx. The measurements are typically conducted at engine dynamometers (heavy-duty engines) sampling from the tailpipe or at chassis dynamometers (light-duty vehicles) sampling from the dilution tunnel. The latest regulations focused on the actual emissions of the vehicles on the road. Greenhouse gases (GHG) (such as CO2, CH4, N2O), and NH3 have also been the subject of some regulations. One instrument that can measure many gaseous compounds simultaneously is the Fourier transform infrared (FTIR) spectrometer. In this review the studies that assessed FTIRs since the 1980s are summarized. Studies with calibration gases or vehicle exhaust gas in comparison with well-established techniques were included. The main conclusion is that FTIRs, even when used at the tailpipe and not at the dilution tunnel, provide comparable results with other well-established techniques for CO2, CO, NOx, while for hydrocarbons, higher deviations were noticed. The introduction of FTIRs in the regulation needs a careful description of the technical requirements, especially interference tests. Although the limited results of prototype portable FTIRs for on-road measurement are promising, their performance at the wide range of environmental conditions (temperature, pressure, vibrations) needs further studies.

ACS Style

Barouch Giechaskiel; Michaël Clairotte. Fourier Transform Infrared (FTIR) Spectroscopy for Measurements of Vehicle Exhaust Emissions: A Review. Applied Sciences 2021, 11, 7416 .

AMA Style

Barouch Giechaskiel, Michaël Clairotte. Fourier Transform Infrared (FTIR) Spectroscopy for Measurements of Vehicle Exhaust Emissions: A Review. Applied Sciences. 2021; 11 (16):7416.

Chicago/Turabian Style

Barouch Giechaskiel; Michaël Clairotte. 2021. "Fourier Transform Infrared (FTIR) Spectroscopy for Measurements of Vehicle Exhaust Emissions: A Review." Applied Sciences 11, no. 16: 7416.

Journal article
Published: 06 August 2021 in Atmosphere
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Gaseous emissions of modern Euro 6d vehicles, when tested within real driving emissions (RDE) boundaries, are, in most cases, at low levels. There are concerns, though, about their emission performance when tested at or above the boundaries of ambient and driving conditions requirements of RDE regulations. In this study, a Euro 6d-Temp gasoline direct injection (GDI) vehicle with three-way catalyst and gasoline particulate filter was tested on the road and in a laboratory at temperatures ranging between −30 °C and 50 °C, with cycles simulating urban congested traffic, uphill driving while towing a trailer at 85% of the vehicle’s maximum payload, and dynamic driving. The vehicle respected the Euro 6 emission limits, even though they were not applicable to the specific cycles, which were outside of the RDE environmental and trip boundary conditions. Most of the emissions were produced during cold starts and at low ambient temperatures. Heavy traffic, dynamic driving, and high payload were found to increase emissions depending on the pollutant. Even though this car was one of the lowest emitting cars found in the literature, the proposed future Euro 7 limits will require a further decrease in cold start emissions in order to ensure low emission levels under most ambient and driving conditions, particularly in urban environments. Nevertheless, motorway emissions will also have to be controlled well.

ACS Style

Barouch Giechaskiel; Victor Valverde; Anastasios Kontses; Ricardo Suarez-Bertoa; Tommaso Selleri; Anastasios Melas; Marcos Otura; Christian Ferrarese; Giorgio Martini; Andreas Balazs; Jon Andersson; Zisis Samaras; Panagiota Dilara. Effect of Extreme Temperatures and Driving Conditions on Gaseous Pollutants of a Euro 6d-Temp Gasoline Vehicle. Atmosphere 2021, 12, 1011 .

AMA Style

Barouch Giechaskiel, Victor Valverde, Anastasios Kontses, Ricardo Suarez-Bertoa, Tommaso Selleri, Anastasios Melas, Marcos Otura, Christian Ferrarese, Giorgio Martini, Andreas Balazs, Jon Andersson, Zisis Samaras, Panagiota Dilara. Effect of Extreme Temperatures and Driving Conditions on Gaseous Pollutants of a Euro 6d-Temp Gasoline Vehicle. Atmosphere. 2021; 12 (8):1011.

Chicago/Turabian Style

Barouch Giechaskiel; Victor Valverde; Anastasios Kontses; Ricardo Suarez-Bertoa; Tommaso Selleri; Anastasios Melas; Marcos Otura; Christian Ferrarese; Giorgio Martini; Andreas Balazs; Jon Andersson; Zisis Samaras; Panagiota Dilara. 2021. "Effect of Extreme Temperatures and Driving Conditions on Gaseous Pollutants of a Euro 6d-Temp Gasoline Vehicle." Atmosphere 12, no. 8: 1011.

Journal article
Published: 05 August 2021 in Sustainability
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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.

ACS Style

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 Style

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 (16):8762.

Chicago/Turabian Style

Barouch 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.

Journal article
Published: 09 July 2021 in Atmosphere
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Compressed natural gas (CNG) and liquefied petroleum gas (LPG) are included in the group of promoted transport fuel alternatives for traditional fossil fuels in Europe. Both CNG and LPG fueled vehicles are believed to have low particle number and mass emissions. Here, we studied the solid particle number (SPN) emissions >4 nm, >10 nm and >23 nm of bi-fuel vehicles applying CNG, LPG and gasoline fuels in laboratory at 23 °C and sub-zero (−7 °C) ambient temperature conditions. The SPN23 emissions in CNG or LPG operation modality at 23 °C were below the regulated SPN23 limit of diesel and gasoline direct injection vehicles 6×1011 1/km. Nevertheless, the limit was exceeded at sub-zero temperatures, when sub-23 nm particles were included, or when gasoline was used as a fuel. The key message of this study is that gas-fueled vehicles produced particles mainly 10 nm emission levels exceeded 6×1011 1/km when >23 nm levels were below 6×1011 1/km. Setting a limit of 1×1011 1/km for >10 nm particles would also limit most of the >4 nm SPN levels below 6×1011 1/km.

ACS Style

Tero Lähde; Barouch Giechaskiel. Particle Number Emissions of Gasoline, Compressed Natural Gas (CNG) and Liquefied Petroleum Gas (LPG) Fueled Vehicles at Different Ambient Temperatures. Atmosphere 2021, 12, 893 .

AMA Style

Tero Lähde, Barouch Giechaskiel. Particle Number Emissions of Gasoline, Compressed Natural Gas (CNG) and Liquefied Petroleum Gas (LPG) Fueled Vehicles at Different Ambient Temperatures. Atmosphere. 2021; 12 (7):893.

Chicago/Turabian Style

Tero Lähde; Barouch Giechaskiel. 2021. "Particle Number Emissions of Gasoline, Compressed Natural Gas (CNG) and Liquefied Petroleum Gas (LPG) Fueled Vehicles at Different Ambient Temperatures." Atmosphere 12, no. 7: 893.

Journal article
Published: 10 May 2021 in Catalysts
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With the introduction of gasoline particulate filters (GPFs), the particle number (PN) emissions of gasoline direct-injection (GDI) vehicles are below the European regulatory limit of 6 × 1011 p/km under certification conditions. Nevertheless, concerns have been raised regarding emission levels at the boundaries of ambient and driving conditions of the real-driving emissions (RDE) regulation. A Euro 6d-Temp GDI vehicle with a GPF was tested on the road and in the laboratory with cycles simulating congested urban traffic, dynamic driving, and towing a trailer uphill at 85% of maximum payload. The ambient temperatures covered a range from −30 to 50 °C. The solid PN emissions were 10 times lower than the PN limit under most conditions and temperatures. Only dynamic driving that regenerated the filter passively, and for the next cycle resulted in relatively high emissions although they were still below the limit. The results of this study confirmed the effectiveness of GPFs in controlling PN emissions under a wide range of conditions.

ACS Style

Barouch Giechaskiel; Victor Valverde; Anastasios Kontses; Anastasios Melas; Giorgio Martini; Andreas Balazs; Jon Andersson; Zisis Samaras; Panagiota Dilara. Particle Number Emissions of a Euro 6d-Temp Gasoline Vehicle under Extreme Temperatures and Driving Conditions. Catalysts 2021, 11, 607 .

AMA Style

Barouch Giechaskiel, Victor Valverde, Anastasios Kontses, Anastasios Melas, Giorgio Martini, Andreas Balazs, Jon Andersson, Zisis Samaras, Panagiota Dilara. Particle Number Emissions of a Euro 6d-Temp Gasoline Vehicle under Extreme Temperatures and Driving Conditions. Catalysts. 2021; 11 (5):607.

Chicago/Turabian Style

Barouch Giechaskiel; Victor Valverde; Anastasios Kontses; Anastasios Melas; Giorgio Martini; Andreas Balazs; Jon Andersson; Zisis Samaras; Panagiota Dilara. 2021. "Particle Number Emissions of a Euro 6d-Temp Gasoline Vehicle under Extreme Temperatures and Driving Conditions." Catalysts 11, no. 5: 607.

Journal article
Published: 17 April 2021 in Journal of Aerosol Science
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In China particulate matter (PM) is the leading environmental risk factor to morbidity and mortality, with transport being the main source of PM pollution in cities. China VI emission limit standards, which are one of the most stringent worldwide, have only recently been introduced and there is lack of studies assessing the PM emissions of new engines. In Europe, there are discussions ongoing to permit sampling directly from the tailpipe with fixed dilution for determining the solid particle number (SPN) emissions during type approval of heavy duty engines; something that is practically allowed for on-road testing. In this study the particulate emissions of seven engines were measured. Three of them were fulfilling the China VI limits, two China V, while two of them were China III engines retrofitted with diesel particulate filters (DPFs). One system with evaporation tube was installed at the full dilution tunnel, as prescribed in the regulation, and another one with catalytic stripper was sampling from the tailpipe, both measuring >23 nm and >10 nm particles. The results showed a wide range of particulate emission levels depending on the engine, the existence of a DPF, the connection point of the crankcase ventilation, and the occurrence of active or passive regeneration. The system at the tailpipe measured on average 20% lower than the system at the dilution tunnel. The system at the dilution tunnel measured much higher during one regeneration due to re-nucleation of volatiles downstream of the evaporation tube. For one engine, the emissions of the evaporation tube system were more than double when the crankcase ventilation was connected downstream of the aftertreatment devices. The main message from this study is that a catalytic stripper is necessary for sub-23 nm measurements and tailpipe sampling with fixed dilution is a plausible option.

ACS Style

Sheng Su; Tao Lv; Yitu Lai; Jinsong Mu; Yunshan Ge; Barouch Giechaskiel. Particulate emissions of heavy duty diesel engines measured from the tailpipe and the dilution tunnel. Journal of Aerosol Science 2021, 156, 105799 .

AMA Style

Sheng Su, Tao Lv, Yitu Lai, Jinsong Mu, Yunshan Ge, Barouch Giechaskiel. Particulate emissions of heavy duty diesel engines measured from the tailpipe and the dilution tunnel. Journal of Aerosol Science. 2021; 156 ():105799.

Chicago/Turabian Style

Sheng Su; Tao Lv; Yitu Lai; Jinsong Mu; Yunshan Ge; Barouch Giechaskiel. 2021. "Particulate emissions of heavy duty diesel engines measured from the tailpipe and the dilution tunnel." Journal of Aerosol Science 156, no. : 105799.

Journal article
Published: 27 March 2021 in Environmental Research
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In the European Union’s emissions regulations, limits for solid particles >23 nm are applicable for the type-approval and in use compliance of vehicles. Consequently, particle number (PN) systems are used very often for both research and development of engines and vehicles, both in the laboratory and on the road. The technical specifications of the laboratory and portable on-board systems are not the same resulting in different measurement uncertainties. Furthermore, particles, in contrast to gases, can be lost in the transfer lines making comparisons at different sampling locations difficult. Moreover, the size dependent counting efficiency of the systems can result in high discrepancies when the measured particle sizes are close to the decreasing steep part of the curves. The different sampling locations (tailpipe or dilution tunnel) and thermal pretreatments of the aerosol further enhance the differences. The studies on the measurement uncertainty are scarce, especially for the PN systems measuring from 10 nm that will be introduced in the future regulations. This study quantified the uncertainty sources of the PN systems: (i) due to the technical requirements and the calibrations, (ii) due to the unknown particle sizes during measurement, (iii) due to particle losses from the vehicle to the PN systems at the tailpipe or the dilution tunnel, (iv) other parameters needed for the calculation of the emissions, non-related to the PN systems, e.g. flow and distance. The expanded uncertainty of the 23 nm laboratory systems sampling from the dilution tunnel was estimated to be 32%, with 18% originating from the calibration procedures, while of those sampling from the tailpipe 34%. For the 23 nm portable systems measuring on-road the uncertainty was 39%. The values were 2–8% higher for the 10 nm systems.

ACS Style

Barouch Giechaskiel; Tero Lähde; Anastasios D. Melas; Victor Valverde; Michaël Clairotte. Uncertainty of laboratory and portable solid particle number systems for regulatory measurements of vehicle emissions. Environmental Research 2021, 197, 111068 .

AMA Style

Barouch Giechaskiel, Tero Lähde, Anastasios D. Melas, Victor Valverde, Michaël Clairotte. Uncertainty of laboratory and portable solid particle number systems for regulatory measurements of vehicle emissions. Environmental Research. 2021; 197 ():111068.

Chicago/Turabian Style

Barouch Giechaskiel; Tero Lähde; Anastasios D. Melas; Victor Valverde; Michaël Clairotte. 2021. "Uncertainty of laboratory and portable solid particle number systems for regulatory measurements of vehicle emissions." Environmental Research 197, no. : 111068.

Journal article
Published: 02 November 2020 in Sustainability
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Air pollution remains a serious concern for European citizens. The relative contribution of mopeds and motorcycles to air pollution started to increase as the levels from other vehicles started to decrease. The information on emission levels of Euro 4 motorcycles is limited because they were only recently introduced into the market (2016). In this study, the emissions of a 1 L Euro 4 motorcycle were determined with two drivers and two different sampling configurations (i.e., open or closed transfer tube to the dilution tunnel; both allowed in the current regulation). The motorcycle respected the current Euro 4 limits and even the future Euro 5 limits for most pollutants (CO 600 mg/km, NOx 48 mg/km, total hydrocarbons 60 mg/km). The particulate emissions, which are not regulated for this category of vehicles, were also very low and fulfilled the current limits of passenger cars (particulate mass 11 p/km). The total particle emissions (i.e., including volatiles) were also low with the open configuration (6 × 1011 p/km). They increased more than one order of magnitude with the closed configuration due to desorption of deposited material from the transfer tube. For the gaseous pollutants, there was no significant difference between open or closed configuration (CO2 within 0.3%, rest pollutants 10%), but they were different between the two drivers (CO2 1.3%, rest pollutants 25%–50%). The main message from this work is that open and closed configurations are equivalent for gaseous pollutants but the open should be used when particles are measured.

ACS Style

Barouch Giechaskiel. Gaseous and Particulate Emissions of a Euro 4 Motorcycle and Effect of Driving Style and Open or Closed Sampling Configuration. Sustainability 2020, 12, 9122 .

AMA Style

Barouch Giechaskiel. Gaseous and Particulate Emissions of a Euro 4 Motorcycle and Effect of Driving Style and Open or Closed Sampling Configuration. Sustainability. 2020; 12 (21):9122.

Chicago/Turabian Style

Barouch Giechaskiel. 2020. "Gaseous and Particulate Emissions of a Euro 4 Motorcycle and Effect of Driving Style and Open or Closed Sampling Configuration." Sustainability 12, no. 21: 9122.

Journal article
Published: 13 October 2020 in Sensors
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For the type approval of compression ignition (diesel) and gasoline direct injection vehicles, a particle number (PN) limit of 6 × 1011 p/km is applicable. Diesel vehicles in circulation need to pass a periodical technical inspection (PTI) test, typically every two years, after the first four years of circulation. However, often the applicable smoke tests or on-board diagnostic (OBD) fault checks cannot identify malfunctions of the diesel particulate filters (DPFs). There are also serious concerns that a few high emitters are responsible for the majority of the emissions. For these reasons, a new PTI procedure at idle run with PN systems is under investigation. The correlations between type approval cycles and idle emissions are limited, especially for positive (spark) ignition vehicles. In this study the type approval PN emissions of 32 compression ignition and 56 spark ignition vehicles were compared to their idle PN concentrations from laboratory and on-road tests. The results confirmed that the idle test is applicable for diesel vehicles. The scatter for the spark ignition vehicles was much larger. Nevertheless, the proposed limit for diesel vehicles was also shown to be applicable for these vehicles. The technical specifications of the PTI sensors based on these findings were also discussed.

ACS Style

Barouch Giechaskiel; Tero Lähde; Ricardo Suarez-Bertoa; Victor Valverde; Michael Clairotte. Comparisons of Laboratory and On-Road Type-Approval Cycles with Idling Emissions. Implications for Periodical Technical Inspection (PTI) Sensors. Sensors 2020, 20, 5790 .

AMA Style

Barouch Giechaskiel, Tero Lähde, Ricardo Suarez-Bertoa, Victor Valverde, Michael Clairotte. Comparisons of Laboratory and On-Road Type-Approval Cycles with Idling Emissions. Implications for Periodical Technical Inspection (PTI) Sensors. Sensors. 2020; 20 (20):5790.

Chicago/Turabian Style

Barouch Giechaskiel; Tero Lähde; Ricardo Suarez-Bertoa; Victor Valverde; Michael Clairotte. 2020. "Comparisons of Laboratory and On-Road Type-Approval Cycles with Idling Emissions. Implications for Periodical Technical Inspection (PTI) Sensors." Sensors 20, no. 20: 5790.

Review
Published: 24 June 2020 in Vehicles
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Vehicle regulations include limits for non-volatile particle number emissions with sizes larger than 23 nm. The measurements are conducted with systems that remove the volatile particles by means of dilution and heating. Recently, the option of measuring from 10 nm was included in the Global Technical Regulation (GTR 15) as an additional option to the current >23 nm methodology. In order to avoid artefacts, i.e., measuring volatile particles that have nucleated downstream of the evaporation tube, a heated oxidation catalyst (i.e., catalytic stripper) is required. This review summarizes the studies with laboratory aerosols that assessed the volatile removal efficiency of evaporation tube and catalytic stripper-based systems using hydrocarbons, sulfuric acid, mixture of them, and ammonium sulfate. Special emphasis was given to distinguish between artefacts that happened in the 10–23 nm range or below. Furthermore, studies with vehicles’ aerosols that reported artefacts were collected to estimate critical concentration levels of volatiles. Maximum expected levels of volatiles for mopeds, motorcycles, light-duty and heavy-duty vehicles were also summarized. Both laboratory and vehicle studies confirmed the superiority of catalytic strippers in avoiding artefacts. Open issues that need attention are the sulfur storage capacity and the standardization of technical requirements for catalytic strippers.

ACS Style

Barouch Giechaskiel; Anastasios D. Melas; Tero Lähde; Giorgio Martini. Non-Volatile Particle Number Emission Measurements with Catalytic Strippers: A Review. Vehicles 2020, 2, 342 -364.

AMA Style

Barouch Giechaskiel, Anastasios D. Melas, Tero Lähde, Giorgio Martini. Non-Volatile Particle Number Emission Measurements with Catalytic Strippers: A Review. Vehicles. 2020; 2 (2):342-364.

Chicago/Turabian Style

Barouch Giechaskiel; Anastasios D. Melas; Tero Lähde; Giorgio Martini. 2020. "Non-Volatile Particle Number Emission Measurements with Catalytic Strippers: A Review." Vehicles 2, no. 2: 342-364.

Journal article
Published: 17 June 2020 in Atmosphere
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Diesel-fueled vehicles have classically had high particulate and NOx emissions. The introduction of Diesel Particulate Filters (DPFs) and Selective Catalytic Reduction for NOx (SCR) systems have decreased the Particle Number (PN) and NOx emissions, respectively, to very low levels. However, there are concerns regarding the emissions released during the periodic DPF regenerations, which are necessary to clean the filters. The absolute emission levels and the frequency of the regenerations determine the contribution of regenerations, but where they happen (city or highway) is also important due to different contributions to human exposure. In this study, we measured regulated and non-regulated emissions of a Euro 6d-temp vehicle both in the laboratory and on the road. PN and NOx emissions were similar in the laboratory and on-the road, ranging around 1010 p/km and 50 mg/km, respectively. Six regeneration events took place during the 1300 km driven, with an average distance between regeneration events of only 200 km. During regeneration events, the laboratory limits for PN and NOx, although not applicable, were exceeded in one of the two measured events. However, the on-road emissions were below the applicable not-to-exceed limits when regenerations occurred. The weighted PN and NOx emissions over the regeneration distance were approximately two times below the applicable limits. The N2O emissions were

ACS Style

Victor Valverde; Barouch Giechaskiel. Assessment of Gaseous and Particulate Emissions of a Euro 6d-Temp Diesel Vehicle Driven >1300 km Including Six Diesel Particulate Filter Regenerations. Atmosphere 2020, 11, 1 .

AMA Style

Victor Valverde, Barouch Giechaskiel. Assessment of Gaseous and Particulate Emissions of a Euro 6d-Temp Diesel Vehicle Driven >1300 km Including Six Diesel Particulate Filter Regenerations. Atmosphere. 2020; 11 (6):1.

Chicago/Turabian Style

Victor Valverde; Barouch Giechaskiel. 2020. "Assessment of Gaseous and Particulate Emissions of a Euro 6d-Temp Diesel Vehicle Driven >1300 km Including Six Diesel Particulate Filter Regenerations." Atmosphere 11, no. 6: 1.

Journal article
Published: 30 May 2020 in International Journal of Environmental Research and Public Health
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The particle number (PN) emissions of vehicles equipped with particulate filters are low. However, there are technologies that can have high PN levels, especially below the currently lower regulated particle size of 23 nm. Sub-23-nm particles are also considered at least as dangerous as the larger ultrafine particles. For this reason, the European Union (EU) is planning to regulate particles down to 10 nm. In this study we compared prototype portable emission measurement systems (PEMS) and reference laboratory systems measuring from 10 nm. The tests included cycles and constant speeds, using vehicles fuelled with diesel, gasoline or liquefied petroleum gas (LPG). The results showed that the PEMS were within ±40% of the reference systems connected to the tailpipe and the dilution tunnel. Based on the positive findings and the detection efficiencies of the prototype instruments, a proposal for the technical specifications for the future regulation was drafted.

ACS Style

Barouch Giechaskiel; Tero Lähde; Sawan Gandi; Stefan Keller; Philipp Kreutziger; Athanasios Mamakos. Assessment of 10-nm Particle Number (PN) Portable Emissions Measurement Systems (PEMS) for Future Regulations. International Journal of Environmental Research and Public Health 2020, 17, 3878 .

AMA Style

Barouch Giechaskiel, Tero Lähde, Sawan Gandi, Stefan Keller, Philipp Kreutziger, Athanasios Mamakos. Assessment of 10-nm Particle Number (PN) Portable Emissions Measurement Systems (PEMS) for Future Regulations. International Journal of Environmental Research and Public Health. 2020; 17 (11):3878.

Chicago/Turabian Style

Barouch Giechaskiel; Tero Lähde; Sawan Gandi; Stefan Keller; Philipp Kreutziger; Athanasios Mamakos. 2020. "Assessment of 10-nm Particle Number (PN) Portable Emissions Measurement Systems (PEMS) for Future Regulations." International Journal of Environmental Research and Public Health 17, no. 11: 3878.

Journal article
Published: 23 May 2020 in Catalysts
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All modern diesel vehicles in Europe are equipped with diesel particulate filters (DPFs) and their particle number (PN) emissions at the tailpipe are close to ambient air levels. After the Dieselgate scandal for high NOx emissions of diesel vehicles on the road, the high PN emissions during regeneration events are on the focus. The PN emissions of a diesel vehicle on the road and in the laboratory with or without regeneration events were measured using systems with evaporation tubes and catalytic strippers and counters with lower sizes of 23, 10 and 4 nm. The tests showed significant PN levels only during engine cold starts with a big fraction of sub-23 nm particles during the first minute. After the first seconds the sub-23 nm fraction was negligible. Urea injection at the selective catalytic reduction (SCR) for NOx system did not affect the PN levels and the sub-23 nm fraction. The emissions during regeneration events were higher than the PN limit, but rapidly decreased 2-3 orders of magnitude below the limit after the regeneration. Artificially high sub-10 nm levels were seen during the regeneration (volatile artifact) at the system with the evaporation tube. The regenerations were forced every 100–350 km and the overall emissions including the regeneration events were two to four times lower than the current laboratory PN limit. The results of this study confirmed the efficiency of DPFs under laboratory and on-road driving conditions.

ACS Style

Barouch Giechaskiel. Particle Number Emissions of a Diesel Vehicle during and between Regeneration Events. Catalysts 2020, 10, 587 .

AMA Style

Barouch Giechaskiel. Particle Number Emissions of a Diesel Vehicle during and between Regeneration Events. Catalysts. 2020; 10 (5):587.

Chicago/Turabian Style

Barouch Giechaskiel. 2020. "Particle Number Emissions of a Diesel Vehicle during and between Regeneration Events." Catalysts 10, no. 5: 587.

Journal article
Published: 24 December 2019 in Environmental Research
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The current experimental study presents particulate emissions from 30 Euro 1-4 L-category vehicles (i.e. 2-, 3- and 4-wheelers such as mopeds, motorcycles, quads and minicars, registered in Europe between 2009 and 2016) tested on a chassis dynamometer. The objectives were to identify those sub-categories with high emissions, to assess whether the measures prescribed in the Euro 5 legislation will effectively control particulate emissions and finally to investigate the need for additional measures. The results showed that 2-stroke (2S) mopeds and diesel minicars comprised the vehicles with the highest particulate mass (PM) and solid particle number above 23 nm (SPN23) emissions (up to 64 mg/km and 4.5 × 1013 km−1, respectively). It is uncertain whether the installation of diesel particulate filters (DPF) is a cost-effective measure for diesel mini-cars in order to comply with Euro 5 standard, while advanced emission controls will be required for 2S mopeds, if such vehicles remain competitive for Euro 5. Regarding 4-stroke mopeds, motorcycles and quads, PM emissions were one order of magnitude lower than 2S ones and already below the Euro 5 limit. Nevertheless, SPN23 emissions from these sub-categories were up to 5 times higher than the Euro 6 passenger cars limit (6 × 1011 km−1). Even recent Euro 4 motorcycles exceeded this limit by up to 3 times. These results indicate that L-category vehicles are a significant contributor to vehicular particulate emissions and should be further monitored during and after the introduction of the Euro 5 step. Moreover, including SPN in the range 10–23 nm increases emission levels by up to 2.4 times compared to SPN23, while volatile and semi-volatile particle numbers were even higher. Finally, cold engine operation was found to be a significant contributor on SPN23 emissions, especially for vehicles with lower overall emission levels. These results indicate that a specific particle number limit may be required for L-category to align emissions with passenger cars.

ACS Style

A. Kontses; L. Ntziachristos; A.A. Zardini; G. Papadopoulos; B. Giechaskiel. Particulate emissions from L-Category vehicles towards Euro 5. Environmental Research 2019, 182, 109071 .

AMA Style

A. Kontses, L. Ntziachristos, A.A. Zardini, G. Papadopoulos, B. Giechaskiel. Particulate emissions from L-Category vehicles towards Euro 5. Environmental Research. 2019; 182 ():109071.

Chicago/Turabian Style

A. Kontses; L. Ntziachristos; A.A. Zardini; G. Papadopoulos; B. Giechaskiel. 2019. "Particulate emissions from L-Category vehicles towards Euro 5." Environmental Research 182, no. : 109071.

Journal article
Published: 14 December 2019 in Sensors
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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 10 nm on-board systems can be ready for introduction in future regulations.

ACS Style

Barouch Giechaskiel; Athanasios Mamakos; Joseph Woodburn; Andrzej Szczotka; Piotr Bielaczyc. Evaluation of a 10 nm Particle Number Portable Emissions Measurement System (PEMS). Sensors 2019, 19, 5531 .

AMA Style

Barouch Giechaskiel, Athanasios Mamakos, Joseph Woodburn, Andrzej Szczotka, Piotr Bielaczyc. Evaluation of a 10 nm Particle Number Portable Emissions Measurement System (PEMS). Sensors. 2019; 19 (24):5531.

Chicago/Turabian Style

Barouch Giechaskiel; Athanasios Mamakos; Joseph Woodburn; Andrzej Szczotka; Piotr Bielaczyc. 2019. "Evaluation of a 10 nm Particle Number Portable Emissions Measurement System (PEMS)." Sensors 19, no. 24: 5531.

Review
Published: 30 November 2019 in International Journal of Environmental Research and Public Health
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Portable emissions measurement systems (PEMS) for gaseous pollutants were firstly introduced in the United States regulation to check the in-use compliance of heavy-duty engines, avoiding the high costs of removing the engine and testing it on a dynamometer in the laboratory. In Europe, the in-service conformity of heavy-duty engines has been checked with PEMS for gaseous pollutants since 2014. To strengthen emissions regulations with a view to minimise the differences between on-road and laboratory emission levels in some cases, PEMS testing, including solid particle number (SPN), was introduced for the type-approval of light-duty vehicles in Europe in 2017 and for in-service conformity in 2019. SPN-PEMS for heavy-duty engines will be introduced in 2021. This paper gives an overview of the studies for SPN-PEMS from early 2013 with the first prototypes until the latest testing and improvements in 2019. The first prototype diffusion charger (DC) based systems had high differences from the reference laboratory systems at the first light-duty vehicles campaign. Tightening of the technical requirements and improvements from the instrument manufacturers resulted in differences of around 50%. Similar differences were found in an inter-laboratory comparison exercise with the best performing DC- and CPC- (condensation particle counter) based system. The heavy-duty evaluation phase at a single lab and later at various European laboratories revealed higher differences due to the small size of the urea generated particles and their high charge at elevated temperatures. This issue, along with robustness at low ambient temperatures, was addressed by the instrument manufacturers bringing the measurement uncertainty to the 50% levels. This measurement uncertainty needs to be considered at the on-road emission results measured with PEMS.

ACS Style

Barouch Giechaskiel; Pierre Bonnel; Adolfo Perujo; Panagiota Dilara. Solid Particle Number (SPN) Portable Emissions Measurement Systems (PEMS) in the European Legislation: A Review. International Journal of Environmental Research and Public Health 2019, 16, 4819 .

AMA Style

Barouch Giechaskiel, Pierre Bonnel, Adolfo Perujo, Panagiota Dilara. Solid Particle Number (SPN) Portable Emissions Measurement Systems (PEMS) in the European Legislation: A Review. International Journal of Environmental Research and Public Health. 2019; 16 (23):4819.

Chicago/Turabian Style

Barouch Giechaskiel; Pierre Bonnel; Adolfo Perujo; Panagiota Dilara. 2019. "Solid Particle Number (SPN) Portable Emissions Measurement Systems (PEMS) in the European Legislation: A Review." International Journal of Environmental Research and Public Health 16, no. 23: 4819.

Journal article
Published: 14 November 2019 in Energies
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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.

ACS Style

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 Style

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 (22):4343.

Chicago/Turabian Style

Barouch 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.

Journal article
Published: 18 October 2019 in Applied Sciences
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The type approval of heavy-duty engines requires measurement of particulates downstream of a proportional to the exhaust flow partial flow dilution system. However, for particle number systems, which measure in real time, this is not necessary and a fixed dilution could be used. In order to assess this dilution possibility, an inter-laboratory exercise was conducted, where a “Golden” system measuring directly from the tailpipe with “hot” (150 °C) fixed dilution was compared with the laboratory regulated systems. Additional “Golden” counters were measuring from 10 nm, below the current cut-off size of 23 nm defined in the regulation, in order to collect data below 23 nm and to confirm that the direct sampling is also possible for smaller sizes. Seven diesel engines and two CNG (compressed naturals gas) engines were used in six laboratories. The results of the “Golden” instruments were within 25% in most cases, reaching 40% in two laboratories for both >23 nm and >10 nm. The repeatability of the measurements (10% to 40%) remained the same for both systems with both cut-off sizes. One test with regeneration showed clear difference between the 10 nm systems, indicating that the thermal pre-treatment only with evaporation tube might not be adequate. Another system measuring from the tailpipe with a fixed “cold” (at ambient temperature) dilution gave differences of up to 50% in most cases (on average +26%). Dedicated tests with this system showed that the differences were the same with fixed or proportional dilution, indicating that it is not the concept that resulted in the overestimation, but the calibration of the system. The main conclusion of this study is that direct sampling with fixed dilution from the tailpipe can be introduced in the future regulation.

ACS Style

Barouch Giechaskiel; Tero Lähde; Matthias Schwelberger; Timo Kleinbach; Helge Roske; Enrico Teti; Tim Van Den Bos; Patrick Neils; Christophe Delacroix; Tobias Jakobsson; Hua Lu Karlsson. Particle Number Measurements Directly from the Tailpipe for Type Approval of Heavy-Duty Engines. Applied Sciences 2019, 9, 4418 .

AMA Style

Barouch Giechaskiel, Tero Lähde, Matthias Schwelberger, Timo Kleinbach, Helge Roske, Enrico Teti, Tim Van Den Bos, Patrick Neils, Christophe Delacroix, Tobias Jakobsson, Hua Lu Karlsson. Particle Number Measurements Directly from the Tailpipe for Type Approval of Heavy-Duty Engines. Applied Sciences. 2019; 9 (20):4418.

Chicago/Turabian Style

Barouch Giechaskiel; Tero Lähde; Matthias Schwelberger; Timo Kleinbach; Helge Roske; Enrico Teti; Tim Van Den Bos; Patrick Neils; Christophe Delacroix; Tobias Jakobsson; Hua Lu Karlsson. 2019. "Particle Number Measurements Directly from the Tailpipe for Type Approval of Heavy-Duty Engines." Applied Sciences 9, no. 20: 4418.

Journal article
Published: 09 August 2019 in Catalysts
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The introduction of a solid particle number limit for vehicles with gasoline direct injection (GDI) engines resulted in a lot of research and improvements in this field in the last decade. The requirement to also fulfil the limit in the recently introduced real-driving emissions (RDE) regulation led to the introduction of gasoline particulate filters (GPFs) in European vehicle models. As the pre-standardisation research was based on engines, retrofitted vehicles and prototype vehicles, there is a need to better characterise the actual emissions of GPF-equipped GDI vehicles. In the present study we investigate one of the first mass production vehicles with GPF available in the European market. Regulated and non-regulated pollutants were measured over different test cycles and ambient temperatures (23 °C and −7 °C) in the laboratory and different on-road routes driven normally or dynamically and up to 1100 m altitude. The results showed that the vehicle respected all applicable limits. However, under certain conditions high emissions of some pollutants were measured (total hydrocarbons emissions at −7 °C, high CO during dynamic RDE tests and high NOx emissions in one dynamic RDE test). The particle number emissions, even including those below 23 nm, were lower than 6 × 1010 particles/km under all laboratory test cycles and on-road routes, which are

ACS Style

Ricardo Suarez-Bertoa; Tero Lähde; Jelica Pavlovic; Victor Valverde; Michael Clairotte; Barouch Giechaskiel. Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle. Catalysts 2019, 9, 678 .

AMA Style

Ricardo Suarez-Bertoa, Tero Lähde, Jelica Pavlovic, Victor Valverde, Michael Clairotte, Barouch Giechaskiel. Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle. Catalysts. 2019; 9 (8):678.

Chicago/Turabian Style

Ricardo Suarez-Bertoa; Tero Lähde; Jelica Pavlovic; Victor Valverde; Michael Clairotte; Barouch Giechaskiel. 2019. "Laboratory and On-Road Evaluation of a GPF-Equipped Gasoline Vehicle." Catalysts 9, no. 8: 678.

Journal article
Published: 01 August 2019 in Applied Sciences
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The solid (or nonvolatile) particle number (SPN) emissions of light-duty and heavy-duty vehicles and engines are regulated in the European Union. The measurements are conducted from the tailpipe during on-road tests, but from the dilution tunnel in the laboratory under controlled conditions. Recently, dedicated laboratory studies for the evaluation of the measurement uncertainty at the two sampling locations found differences due to the formation of nonvolatile particles, i.e., particles that do not evaporate in the thermal pre-treatment part of the particle number systems. In order to investigate the origin of these particles, measurements at the tailpipe, the transfer tube, and the dilution tunnel were conducted with cold and hot dilution and instruments with different lower detection limits (4 nm, 10 nm, and 23 nm). The results showed that sub-23 nm nonvolatile particles could be detected in the dilution tunnel, but not at the tailpipe, due to growth of low volatility compounds in the transfer tube and the finite residence time in the thermal pretreatment part of the particle number systems. When measuring below 23 nm, diluting at the tailpipe or reducing the residence time in the transfer tube to the dilution tunnel is important in order to minimize such differences.

ACS Style

Barouch Giechaskiel. Effect of Sampling Conditions on the Sub-23 nm Nonvolatile Particle Emissions Measurements of a Moped. Applied Sciences 2019, 9, 3112 .

AMA Style

Barouch Giechaskiel. Effect of Sampling Conditions on the Sub-23 nm Nonvolatile Particle Emissions Measurements of a Moped. Applied Sciences. 2019; 9 (15):3112.

Chicago/Turabian Style

Barouch Giechaskiel. 2019. "Effect of Sampling Conditions on the Sub-23 nm Nonvolatile Particle Emissions Measurements of a Moped." Applied Sciences 9, no. 15: 3112.