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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.
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.
A Euro 6d-TEMP GDI passenger car was tested with four different fuels both in the laboratory and on the road. Bionaphtha, methanol, bioethanol, and bio-ETBE (ethyl tert-butyl ether) were selected as the most promising products to be blended with petrol, in order to reduce its carbon footprint. The research aimed at measuring the exhaust emissions released when feeding the vehicle with renewable streams for fuels, to verify their conformity to the Euro standards and to compare the emissions with those released using a reference commercial petrol containing a typical level of bio-ETBE (Fuel A). Fuel B was a mixture of renewable oxygenates and hydrocarbons, containing bioethanol and bionaphtha. Fuel C contained a high level of renewable ethers (bio-ETBE) and Fuel D contained a not negligible level of renewable alcohols (methanol and bioethanol). The measurements included not only regulated pollutants, but also non-regulated pollutants and greenhouse gases. All exhaust emissions of the tested fuels were compliant with Euro 6 standard (for WLTP, Worldwide harmonised Light vehicles Test Procedure) and with Not-To-Exceed limits (for RDE, Real Driving Emissions). Compared with the reference fuel A in WLTP tests, Fuel B showed a statistically significant reduction in fuel consumption (−3.4%) and in CO2 emissions (−6.9%). Fuel C caused a decrease of CO and NO2 (−22.3% and −2.9%, respectively) and an increase in NOx emissions (+50.7%) and fuel consumption (+1.6%). Finally, with Fuel D the NOx emissions have increased (+48.1%). The emission of total aldehydes, only measured and detectable during cold conditions of the WLTP cycle, remained in a low range of values (1.5–2.5 mg/km). Based on the performed tests, none of the fuels clearly showed any criticality as a whole for tailpipe emissions. With respect to the laboratory tests, the RDE runs resulted in higher NOx and CO2 emissions and fuel consumption for all fuels compared to reference Fuel A, while CO, THC, CH4, and PN (Particles Number) emissions were lower. The percentage changes observed between laboratory and road tests were different, due to the different methodology and the intrinsic non-repeatability of the latter. Moreover, it was demonstrated how the emission factors resulting from the processing of raw measurements through a regulation-compliant software can significantly differ from those directly based on raw measurements.
Stefano Puricelli; Simone Casadei; Tommaso Bellin; Stefano Cernuschi; Davide Faedo; Giovanni Lonati; Tommaso Rossi; Mario Grosso. The effects of innovative blends of petrol with renewable fuels on the exhaust emissions of a GDI Euro 6d-TEMP car. Fuel 2021, 294, 120483 .
AMA StyleStefano Puricelli, Simone Casadei, Tommaso Bellin, Stefano Cernuschi, Davide Faedo, Giovanni Lonati, Tommaso Rossi, Mario Grosso. The effects of innovative blends of petrol with renewable fuels on the exhaust emissions of a GDI Euro 6d-TEMP car. Fuel. 2021; 294 ():120483.
Chicago/Turabian StyleStefano Puricelli; Simone Casadei; Tommaso Bellin; Stefano Cernuschi; Davide Faedo; Giovanni Lonati; Tommaso Rossi; Mario Grosso. 2021. "The effects of innovative blends of petrol with renewable fuels on the exhaust emissions of a GDI Euro 6d-TEMP car." Fuel 294, no. : 120483.
The European transport sector was responsible for more than 25% of the EU total greenhouse gas (GHG) emissions in 2017. 53% of these emissions came from the passenger cars and light-commercial vehicles segments. Biofuels are seen as one of the options to limit these emissions in Europe. To understand the recent evolution of biofuels and their future, this review gives an overview on the production, use, legislation, and environmental impacts of biofuels in Europe for light-duty vehicles. In 2017, biofuels made up 4.5% of the energy consumption in the road transport and non-road mobile machinery. Biodiesel in 2018 accounted for 62% of the biofuels consumed in the EU, followed by bioethanol (17.5%), HVO (16.6%), upgraded biogas (1.7%) and bio-ETBE (1.1%). A review of 86 LCA studies published between 2013 and 2020 indicated that the climate change impact of biofuels is generally lower than diesel and petrol, with average emission savings depending on the type of biofuel: 70% for biohydrogen, 63% for upgraded biogas, 41% for pure biodiesel, between 54% and 7% for bioethanol (depending on the blend percentage, between 100% and 10%). An important issue identified is the limited consideration of the land use change effects, which are rarely assessed and are of paramount importance, as the values found in this review were as high as 231 g CO2eq/MJ in some cases and thus non-negligible. Biofuels perform generally similarly or worse than fossil fuels for most of the non-GHG-related impact categories, except for ozone, fossil resource and abiotic depletion. Currently, it is highly recommended to move towards non-edible feedstocks, waste and by-products which guarantee a lower risk of land use change. The European legislation, through the Directive 2018/2001 and the regulation 2019/807, is pushing in that direction.
S. Puricelli; G. Cardellini; S. Casadei; D. Faedo; A.E.M. Van Den Oever; M. Grosso. A review on biofuels for light-duty vehicles in Europe. Renewable and Sustainable Energy Reviews 2020, 137, 110398 .
AMA StyleS. Puricelli, G. Cardellini, S. Casadei, D. Faedo, A.E.M. Van Den Oever, M. Grosso. A review on biofuels for light-duty vehicles in Europe. Renewable and Sustainable Energy Reviews. 2020; 137 ():110398.
Chicago/Turabian StyleS. Puricelli; G. Cardellini; S. Casadei; D. Faedo; A.E.M. Van Den Oever; M. Grosso. 2020. "A review on biofuels for light-duty vehicles in Europe." Renewable and Sustainable Energy Reviews 137, no. : 110398.
The recently introduced Real Driving Emissions (RDE) light-duty vehicle emissions regulation requires testing with Portable Emissions Measurement Systems (PEMS) during type approval and in-service conformity. The studies on the accuracy of PEMS today are limited. An inter-laboratory correlation exercise with PEMS took place in Italy in 2017. Eight laboratories measured exhaust emissions from a Golden Euro 6 gasoline vehicle with a Golden PEMS installed in it, along with the individual lab’s own PEMS, following the regulated laboratory method (bags from the dilution tunnel). The data of the exercise were used to estimate the repeatability and reproducibility of the methodology with PEMS. The statistical analysis estimated reproducibility of 2.9% (bags) to 5.5% (lab PEMS) for CO2, 20–25% for CO (all methods), 23–31% for NOx (all methods), and 29% (tunnel, Golden PEMS) to 39% (lab PEMS) for particle number. The mean differences of the PEMS to the regulated method were ±1.5 g/km (or ±1%) for CO2,
Barouch Giechaskiel; Simone Casadei; Michele Mazzini; Mario Sammarco; Gisella Montabone; Roberto Tonelli; Mauro Deana; Giovanni Costi; Francesco Di Tanno; Maria Vittoria Prati; Michael Clairotte; Andrea Di Domenico. Inter-Laboratory Correlation Exercise with Portable Emissions Measurement Systems (PEMS) on Chassis Dynamometers. Applied Sciences 2018, 8, 2275 .
AMA StyleBarouch Giechaskiel, Simone Casadei, Michele Mazzini, Mario Sammarco, Gisella Montabone, Roberto Tonelli, Mauro Deana, Giovanni Costi, Francesco Di Tanno, Maria Vittoria Prati, Michael Clairotte, Andrea Di Domenico. Inter-Laboratory Correlation Exercise with Portable Emissions Measurement Systems (PEMS) on Chassis Dynamometers. Applied Sciences. 2018; 8 (11):2275.
Chicago/Turabian StyleBarouch Giechaskiel; Simone Casadei; Michele Mazzini; Mario Sammarco; Gisella Montabone; Roberto Tonelli; Mauro Deana; Giovanni Costi; Francesco Di Tanno; Maria Vittoria Prati; Michael Clairotte; Andrea Di Domenico. 2018. "Inter-Laboratory Correlation Exercise with Portable Emissions Measurement Systems (PEMS) on Chassis Dynamometers." Applied Sciences 8, no. 11: 2275.
The aim of this work is the definition of a pilot test procedure to carry on the system testing and validation tests with a locomotive engine aftertreatment pre-prototype called ENSPIRIT system, developed in the framework of the FP7 European Project Eliminating NOx, SOx& Particulate in Rail Transportation. Here it is described the study, processing and definition of the test procedure. A study has been conducted investigating the legislation (both European and US EPA) dealing with emission standards and tests for locomotives, gathering the fundamental information to create a driving cycle, suitable for tests with passenger cars, taking into account the main features of the locomotive test cycle. The first version of the ENSPIRIT Driving Cycle (EDC) has been tested in laboratory with two 2.0 l diesel experimental vehicles in order to refine it to better reproduce the locomotive test procedure, in particular with respect to notches duration, speed and rpm increase. The refined and definitive version of the EDC has been tested as well and the obtained results are here reported. The developed EDC was then inserted in a pilot testing protocol whose aim is to determine, through the EDC laboratory execution, the ENSPIRIT pre-prototype effectiveness in reducing the emission of NOx > 75% and the emission of PM2.5 > 98%. This can be done comparing the emissions of the two experimental vehicles, deprived of all the emission abatement systems (DPF, EGR, Oxy cat), with and without the use of the ENSPIRIT pre-prototype.
Simone Casadei; Angela Maggioni. Performance Testing of a Locomotive Engine Aftertreatment Pre-prototype in a Passenger Cars Chassis Dynamometer Laboratory. Transportation Research Procedia 2016, 14, 605 -614.
AMA StyleSimone Casadei, Angela Maggioni. Performance Testing of a Locomotive Engine Aftertreatment Pre-prototype in a Passenger Cars Chassis Dynamometer Laboratory. Transportation Research Procedia. 2016; 14 ():605-614.
Chicago/Turabian StyleSimone Casadei; Angela Maggioni. 2016. "Performance Testing of a Locomotive Engine Aftertreatment Pre-prototype in a Passenger Cars Chassis Dynamometer Laboratory." Transportation Research Procedia 14, no. : 605-614.