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Testing and evaluating real driving emissions with PEMS

Czerwinski J., Zimmerli Y., Hüssy A., Engelmann D., Bonsack P., Remmele E., Huber G.

Combustion Engines

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2018

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R. 57, nr 3

17--25

EN

Testing of real driving emissions (RDE) with portable emission measuring system (PEMS) in an appropriate road circuit became an obligatory element of new type approval of passenger cars since September 2017. In several projects the Laboratory for Exhaust Emissions Control (AFHB) of the Berne University of Applied Sciences (BFH) performed comparisons on passenger cars with different PEMS’s on chassis dynamometer and on road, considering the quality and the correlations of results. Particle number measuring systems (PN PEMS) were also included in the tests. The present paper informs about influences of E85 on RDE on two flex-fuel-vehicles, discusses some aspects of different ways of evaluation with different programs, shows comparison of different types of PN PEMS and represents the effects of simulation of slope on the chassis dynamometer.

2

Testing emissions of passenger cars in laboratory and on-road (PEMS, RDE)

Czerwinski J., Comte P., Zimmerli Y., Reutimann F.

Combustion Engines

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2016

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R. 55, nr 3

17--23

EN

In the present paper, the results and experiences of testing different PEMS on the chassis dynamometer and on-road are presented. In the first part of work the measuring systems were installed on the same vehicle (Seat Leon 1.4 TSI ST) and the results were compared on the chassis dynamometer in the standard test cycles: NEDC, WLTC and CADC. in the second part of work the nanoparticle emissions of three Diesel cars were measured with PN-PEMS. PN-PEMS showed an excellent correlations with CPC in the tests on chassis dynamometer and it indicated very well the efficiency of DPF in eliminating the nanoparticles in real world driving.

3

NOX-reduction on HD-vehicles-low cost quality check

Czerwinski J., Zimmerli Y., Mayer A., Heeb N., Berger H., D‘Urbano G.

Journal of KONES

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2013

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Vol. 20, No. 2

61--68

EN

The NOx reduction of recent HD-vehicle is performed mostly by means of the selective catalytic reduction SCR. There are some manufactures and some applications of SCR as retrofit systems (mostly for the low emission zones LEZ and in combination with a DPF). In charge of Swiss authorities AFHB investigated several SCR-systems, or (DPF+SCR)-systems on HD-vehicles and proposed a simplified quality test procedure of those systems. This procedure can especially be useful for the admission of retrofit systems but it can also be helpful for the quality check of OEM-systems. In the present paper the test procedures will be described and some examples of specific results will be presented. As general conclusions it can be stated: – the foundations for the quality verification procedures of SCR-systems are established, – the SCR-systems are not active at lower temperatures < 200°C, – SCR-testing on vehicle is a simple & low-cost tool for quality check, – the overall average NOx reduction rate depends on the operating profile of the vehicle – for low-load, for cold operation and for interrupted operation (HEV) there are lower NOx reduction efficiencies.

4

Influences on NO2-emissions from DPF’s with passive regeneration

Czerwinski J., Zimmerli Y., Chiesura C., Mayer A., D'Urbano G.

Czasopismo Techniczne. Mechanika

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2012

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R. 109, z. 4-M

3--21

EN

NO2 is much more toxic than NO. Due to the use of oxidation catalysts and catalytic coatings in the exhaust gas systems in the last decades and due to the use of low sulphur fuels the average NO2 – portion in exhaust gases of vehicles increases. Diesel oxidation catalysts (DOC) and Pt – containing DPF-coatings are generally used to support the regeneration of particle filters, which can be a source of strongly increased NO2 – production. The present paper shows some examples and summarizes the experiences in this matter elaborated at the Laboratories for IC-Engines & Exhaust Emissions Control (AFHB) of the University of Applied Sciences Biel-Bienne, Switzerland, during some research activities on engine dynamometers in the years 2010–2012. In general it can be stated: with a Pt – coated catalyst (DOC), or with catalytic surface filter (CSF) there is a maximum of NO2/NOx – ratio typically in the exhaust gas temperature range around 350°C, with higher Pt – content in the coating there is a higher potential for NO2 – formation, lower NO2 – production appears with: higher spatial velocity, higher S-content in fuel and with DOC/DPF used and/or soot loaded.

PL

NO2 jest znacznie bardziej toksyczne niż NO. Na skutek stosowania w ostatnim czasie katalizatorów utleniających i powłok katalitycznych w układach wydechowych, a także na skutek stosowania paliw o niskiej zawartości siarki, średnia ilość NO2 w spalinach pojazdów wzrasta. Katalizatory utleniające dieslowskie (DOC) i powłoki DPF zawierające Pt są zwykle stosowane wspomagająco w regeneracji filtrów cząstek, co może być źródłem silnego wzrostu NO2. W niniejszej pracy przedstawiono kilka przykładów i podsumowano badania doświadczalne przeprowadzone przy zastosowaniu dynamometrów silnikowych, w Laboratoriach dla IC-Engines & Exhaust Emissions Control (AFHB) Uniwersytetu Nauk Stosowanych Biel-Bienne, w Szwajcarii, w latach 2010–2012. Ogólnie można stwierdzić: – Przy katalizatorze (DOC) powlekanym platyną, lub przy filtrze (CSF) o powierzchni katalitycznej, maksymalny współczynnik NO2/NOx występuje zazwyczaj przy temperaturze spalin ok. 350°, – Przy wyższej zawartości Pt w powłoce, możliwość powstawania NO2 jest większa, – Mniejsze wytwarzanie NO2 występuje przy: wyższej prędkości przestrzennej, wyższej zawartości S w paliwie i przy zastosowaniu DOC/DPF i/lub obciążeniu sadzą.

5

Combined DPF+SCR systems for retrofitting in the VERT quality verification tests

Czerwinski J., Zimmerli Y., Mayer A., Bunge R., Heeb N., Lemaire J., Jauss F.

Journal of KONES

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2008

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Vol. 15, No. 3

89-101

EN

New Diesel exhaust gas aftertreatment systems, with DPF*) and deNOx (mostly SCR) inline application are very important step towards zero emission Diesel fleet. Solid quality standards of those quite complex systems are urgently necessary to enable decisions by several authorities. The Swiss Federal Office of the Environment BAFU and the Swiss Federal Roads Office ASTRA decided to support further activities of VERT to develop appropriate testing procedures and to define the quality criteria. The present report informs about the international network project VERT *) dePN (de-activation, de-contamination, disposal of particles & NOx), which was started in Nov. 2006 with the objective to introduce the SCR-, or (DPF+SCR)-systems in the VERT verification procedure. Examples of results with some investigated systems are given. The most important statements are: - the investigated combined aftertreatment systems (DPF+SCR) for dynamic engine application efficiently reduce the target emissions with deNOx-efficiency up to 92% (if operated in the right temperature window) and filtration efficiency based on particle count up to 100%, - the average NOx conversion rate at transient operation (ETC) depends strongly on the exhaust gas temperature profile and the resulting urea dosing control, - the NP filtration efficiency, which is verified at stationary engine operation is perfectly valid also at the transient operation. The present results will be confirmed in the further project activities with other systems and with different testing cycles. A special attention will be paid to the operational profiles, which are representative for low emissions zones LEZ.

6

Influences of Alternative Fuels GTL, RME and ROR on Combustion and Emissions of a Modern HD-Diesel Engine

Czerwinski J., Zimmerli Y., Neubert T., Heitzer A., Kasper M.

Silniki Spalinowe

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2007

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R. 46, nr SC3

180-200

EN

Due to the limited energy resources as well as due to increasing CD2-emissions the importance of alterative- and biogene fuels is continuously increasing. Investigations of the engine operation were performed on a latest technology Liebherr engine for construction machines. It was operated using crude rapseed oil (RDR)'), rapeseed oil methyl ester (RME), synthetic Gas-To-Liquid fuel (GTL) and diesel (as reference fuel). The combustion diagnostics, the performance of the injection system as well as the pollutant emissions, including unlimited nanoparticles were assessed. The most important findings ean be summarized as joilows : Fuel injection - Both, RME and RDR shortened the injection delay which was due to a quicker increase of injection pressure and a faster needle lift, - the highest maximum injection pressure was observed with RDR (1610 bar), followed by RME (1580 bar), Diesel (1450 bar) and GTL (1410 bar), - As compared to diesel, GTL exhibited no significant differences of hydraulic behavior. Combustion - Usually, GTL caused a shorter ignition delay, but it burned slower, so that 50% of heat release took place at the same CA-position, as for Diesel. in addition, GTL provoked a lower rate of pressure raise and reduced the maximum combustion pressure. These effects were particularly pronounces at lower and medium loads. - At higher engine load RDR and RME started to bum earlier and at a higher rate, than Diesel and GTL. Therefore, 50% of the heat release followed with ROR and RME 1-2 CA earlier which had consequences for the NOx emissions. Limited emissions and energy consumption GTL lowered generally ail emission components - as compared to standard Diesel fuel. In addition, the energy consumption with GTL was equal or slightly lower. RME lowered CO and HC emissions and increased NOx emissions at ail operating points. It lowered PM at higher engine loads and increased PM at lower engine loads. RME had no effect on specific energy consumption. ROR lowered CO, HC and PM at ail operating points by at least 50% or more. In the high-load-operation RDR reduced the specific energy consumption (approx. 2%) and increased NOx (up to approx.5%). At low-load-operating points (1500 rpm/10%) ROR did not affect CO and NOx, but increased PM emissions and energy consumption. Nanoparticle emissions - GTL and diesel nanoparticle emissions were identical, - Both RME and RDR moved the PSD spectra to smaller sizes and increased the nuclei mode due to spontaneous condensate formation, - Both RME and RDR caused lower particle emissions at high load and higher emissions at low load, The use of ROR resulted in a particularly high portion of condensates (SDF) at low load and idling.

7

Doświadczenia w zakresie wyposażania eksploatowanych autobusów miejskichw filtry cząstek stałych

Czerwinski J., Zimmerli Y., Mayer A.

Silniki Spalinowe

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2006

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R. 45, nr 1

38-53

PL

W artykule omówione zostały działania zmierzające do obniżenia emisji cząstek stałych przez autobusy komunikacji miejskiej eksploatowane w szwajcarskim mieście Biel-Bienne. W ramach 4-letniego projektu przeprowadzono badania: przydatności emulsji wodnej oleju napędowego (DWE), toksyczności spalin autobusów przed i po wyposażeniu w filtry cząstek stałych, stopnia regeneracji filtra wspomaganej dodatkami katalitycznymi w paliwie, a także badania filtra CRT z warstwą katalityczną oraz wpływu różnych olejów silnikowych. Stwierdzono m.in., że jednoczesne zastosowanie emulsji DWE i filtra CRT powoduje wyraźne zmniejszenie emisji wszystkich toksycznych składników spalin, zastosowanie DWE jako paliwa wpływa korzystnie na regenerację DPF natomiast wpływ jakości oleju silnikowego na emisję cząstek stałych jest niejednoznaczny i wymaga dalszych badań. Stwierdzono także, że filtr zastosowany w autobusach klasy Euro 1 ma ograniczoną żywotność, a w autobusach klasy Euro 2 i 3 żywotność wynosi ok. 150 tys. km.

EN

In the paper the activities on reduction of Particle Mater emission of city busses in public transportation in City of Biel (Switzerland) were discussed. Following objectives were pursued in the 4 years project: clearing up of the usefulness of water-emulsion fuel, of exhaust gas emissions of busses before and after DPF retrofit, of efficiency of filter additivesupported regeneration, testing of coated CRT and preliminary tests with different lube oils. As most important statements it can be pointed out that: water-fuel emulsion combined with CRT reduces significantly all emission components and supports the DPF regeneration but the influences of oil quality on the particle emissions need further investigations. It was also find out, that CRT doesn't work satisfactorily in the Euro 1 busses, while in Euro 2 and Euro 3 busses its cleaning periods were longer than 150 000 km.