PMP Inter-laboratory Correlation Exercise Report on...

PMP Inter-laboratory Correlation Exercise Report on PART 2: JRC Tests in May’05

R. Muñoz-Bueno, P. Dilara, U. Manfredi and R. Colombo

2006

EUR 22202 EN

Transport and Air Quality Unit

PMP Inter-laboratory Correlation Exercise Report on PART 2: JRC Tests in May’05

Transport and Air Quality Unit Institute for Environment and Sustainability

EC Joint Research Centre, Ispra

Prepared by

Rafael Muñoz-Bueno, Panagiota Dilara, Urbano Manfredi and Rinaldo Colombo

2006

EUR 22202 EN

The mission of the Institute for Environment and Sustainability is to provide scientific and technical support to the European Union’s policies for protecting the environment and the EU Strategy for Sustainable Development.

European Commission Directorate-General Joint Research Centre Institute for Environment and Sustainability Contact information Address:I-21020 Ispra (VA), Italy E-mail: [email protected] Tel.: +39-0332-789207 Fax: +39-0332-786328 http://ies.jrc.cec.eu.int http://www.jrc.cec.eu.int Legal Notice Neither the European Commission nor any person acting on behalf of the Commission is responsible for the use which might be made of this publication. A great deal of additional information on the European Union is available on the Internet. It can be accessed through the Europa server http://europa.eu.int EUR 22202 EN Luxembourg: Office for Official Publications of the European Communities © European Communities, 2006 Reproduction is authorised provided the source is acknowledged Printed in Italy


Report on JRC tests for PMP LD Interlab-May ’05

i

Content 1. INTRODUCTION........................................................................................................................... 1

2. EXPERIMENTAL .......................................................................................................................... 1

2.1 Test Vehicles ............................................................................................................................. 1 2.1.1 Golden Vehicle (DPF vehicle) ............................................................................................ 2 2.1.2 GDI Gasoline Vehicle ......................................................................................................... 2 2.1.3 MPI Gasoline Vehicle ......................................................................................................... 2 2.1.4 Vehicle test matrix .............................................................................................................. 3

2.2 Fuels and Lubricants ................................................................................................................. 5

2.3 Primary Dilution System, PDS................................................................................................... 5

2.4 Measurement System for Particulates....................................................................................... 5

2.5 Particle Number Measurement Systems ................................................................................... 6 2.5.1 Golden Particle Measurement System (GPMS) ................................................................. 7 2.5.2 Alternative Particle Measurement System (ALT_System).................................................. 8

2.6 Regulated gaseous emissions................................................................................................. 11

3. GOLDEN VEHICLE RESULTS ................................................................................................... 12

3.1 Particulate and gaseous regulated emissions ......................................................................... 12

3.2 GPMS...................................................................................................................................... 14 3.2.1 Real-time particle number emissions ............................................................................... 14 3.2.2 NEDC particle number emission ...................................................................................... 17 3.2.3 ECE and EUDC particle number emission ....................................................................... 17 3.2.4 Comparison between CPC_GOLDEN and CPC_REF ..................................................... 19

3.3 ALT_system............................................................................................................................. 20 3.3.1 NEDC particle number emission ...................................................................................... 22

3.4 Comparison between measurements systems ........................................................................ 23

3.5 Summary results from mass and particle emissions for the Golden Vehicle ........................... 25


Report on JRC tests for PMP LD Interlab-May ’05 ii

4. GASOLINE MPI VEHICLE RESULTS......................................................................................... 26





4.5 Summary results from mass and particle emissions for the MPI Vehicle................................. 37

5. GASOLINE DIRECT INJECTION VEHICLE RESULTS .............................................................. 38





5.5 Summary results from mass and particle emissions for the GDI Vehicle................................. 50

6. COMPARISON BETWEEN VEHICLES ...................................................................................... 51

6.1 Regulated gaseous emissions................................................................................................. 51

6.2 Particulate mass emissions ..................................................................................................... 52

6.3 Particle number emissions ...................................................................................................... 52


Report on JRC tests for PMP LD Interlab-May ’05 iii

7. CONCLUSIONS.......................................................................................................................... 55

ANNEXES.............................................................................................................................................. 57

Annex A. Test fuel specifications for the Golden Vehicle ................................................................... 57

Annex B. Test fuel specifications for the gasoline vehicles ................................................................ 58

Annex C. Comparison of PM emissions calculated from main filter Vs (main + backup) filters. ......... 60

Annex D. Filter holders temperature and weighing room conditions................................................... 63

Annex E. DPF regeneration events .................................................................................................... 64

Annex F. Calibration of the modified counter particles TSI 3010........................................................ 67

Annex G. Daily pre-test verification results of the GPMS ................................................................... 68


Report on JRC tests for PMP LD Interlab-May ’05 iv

List of Figures

Figure 1. Golden Vehicle: Peugeot 407 2.0 litre common-rail HDi..................................................................................... 2 Figure 2. Gasoline direct injection vehicle, GDI: Volkswagen Golf FSI, 1600 cc.................................................................. 2 Figure 3. Particulate mass system heated externally. ....................................................................................................... 5 Figure 4. Picture of the entire GPMS and ALT_system ..................................................................................................... 6 Figure 5. Scheme of the Golden Particle Measurement System ........................................................................................ 7 Figure 6. Linearity checks performed on PNC_GOLD and PNC_REF................................................................................ 8 Figure 7. Schematic of the porous tube diluter used in the primary dilution stage by the ALT_system. ................................. 9 Figure 8. Schematic of the ejector diluter used in the secondary dilution stage by the ALT_system. .................................... 9 Figure 9. FPS-4000 control unit .................................................................................................................................... 10 Figure 10. Left: Temperature control page of the FPS software. Right: Dilution ratio control page of the FPS software ....... 10 Figure 11. Alternative condensation particle counter: GRIMM CPC #5.404 ...................................................................... 11 Figure 12. Regulated gaseous emissions measurement system (RGEMS) and CVS control unit....................................... 11 Figure 13. Regulated emissions of the seven valid NEDC tests performed with the Golden Vehicle................................... 12 Figure 14. Average NEDC emissions of the seven tests. ................................................................................................ 13 Figure 15. Particulate emissions for the seven NEDC tests performed with the Golden Vehicle......................................... 13 Figure 16. Real-time particle number emission for the seven tests performed using the GPMS ......................................... 14 Figure 17. Real-time particle number emission for NEDC1 using GMPS .......................................................................... 14 Figure 18. Real-time particle number emission for NEDC2 using GMPS .......................................................................... 15 Figure 19. Real-time particle number emission for NEDC3 using GMPS .......................................................................... 15 Figure 20. Real-time particle number emission for NEDC4 using GMPS .......................................................................... 15 Figure 21. Real-time particle number emission for NEDC5 using GMPS .......................................................................... 16 Figure 22. Real-time particle number emission for NEDC6 ............................................................................................. 16 Figure 23. Real-time particle number emission for NEDC7 using GMPS .......................................................................... 16 Figure 24. NEDC particle number emissions for the seven tests...................................................................................... 17 Figure 25. ECE particle number emissions for the seven valid tests. ............................................................................... 18 Figure 26. EUDC particle number emissions for the seven valid tests.............................................................................. 18 Figure 27. Comparison between ECE and EUDC cycles for the Golden Vehicle .............................................................. 19 Figure 28. Comparison between particle number emissions measured with CPC_GOLD and CPC_REF........................... 19 Figure 29. Real-time particle number emission for the seven tests performed using ALT_system ...................................... 20 Figure 30. Real-time particle number emission for NEDC1 using ALT_system ................................................................. 20 Figure 31. Real-time particle number emission for NEDC2 using ALT_system ................................................................. 21 Figure 32. Real-time particle number emission for NEDC3 using ALT_system ................................................................. 21 Figure 33. Real-time particle number emission for NEDC4 using ALT_system ................................................................. 21 Figure 34. Real-time particle number emission for NEDC6 using ALT_system ................................................................. 22


Report on JRC tests for PMP LD Interlab-May ’05 v

Figure 35. Real-time particle number emission for NEDC7 using ALT_system ................................................................. 22 Figure 36. EUDC particle number emissions for the seven valid NEDC tests using ALT_system. ...................................... 23 Figure 37. Comparison of the average EUDC particle number emissions for the GPMS and ALT_system.......................... 23 Figure 38. Comparison of the real-time particle number emission for GPMS and ALT_system in the CVS. ........................ 24 Figure 39. Regulated emissions of the four valid NEDC tests performed with the Multi Point Injection Vehicle.................... 26 Figure 40. Average NEDC emissions of the nine tests. ................................................................................................... 27 Figure 41. Particulate emissions for the seven valid NEDC tests ..................................................................................... 27 Figure 42. Real-time particle number emission for the for tests performed using the GPMS .............................................. 28 Figure 43. Real-time particle number emission for NEDC1 using GMPS .......................................................................... 28 Figure 44. Real-time particle number emission for NEDC2 using GMPS .......................................................................... 29 Figure 45. Real-time particle number emission for NEDC3 using GMPS .......................................................................... 29 Figure 46. Real-time particle number emission for NEDC4 using GMPS .......................................................................... 29 Figure 47. NEDC particle number emissions for the four tests......................................................................................... 30 Figure 48. ECE particle number emissions for the four valid tests.................................................................................... 30 Figure 49. EUDC particle number emissions for the four valid tests. ................................................................................ 31 Figure 50. Comparison between ECE and EUDC cycles for the MPI Vehicle. .................................................................. 31 Figure 51. Comparison between particle number emissions measured with CPC_GOLD and CPC_REF........................... 32 Figure 52. Real-time particle number emission for the four tests performed using ALT_system ......................................... 33 Figure 53. Real-time particle number emission for NEDC1 using ALT_system ................................................................. 33 Figure 54. Real-time particle number emission for NEDC2 using ALT_system ................................................................. 34 Figure 55. Real-time particle number emission for NEDC3 using ALT_system ................................................................. 34 Figure 56. Real-time particle number emission for NEDC4 using ALT_system ................................................................. 34 Figure 57. EUDC particle number emissions for the four valid NEDC tests using ALT_system. ......................................... 35 Figure 58. Comparison of the average EUDC particle number emissions for the GPMS and ALT_system.......................... 36 Figure 59. Comparison of the real-time particle number emission for GPMS and ALT_system in the CVS. ........................ 36 Figure 60. Regulated emissions of the four valid NEDC tests performed with the Multi Point Injection Vehicle.................... 38 Figure 61. Average NEDC emissions of the six tests. ..................................................................................................... 39 Figure 62. Particulate emissions for the six NEDC tests.................................................................................................. 39 Figure 63. Real-time particle number emission for the for tests performed using the GPMS .............................................. 40 Figure 64. Real-time particle number emission for NEDC1 using GMPS .......................................................................... 40 Figure 65. Real-time particle number emission for NEDC2 using GMPS .......................................................................... 41 Figure 66. Real-time particle number emission for NEDC3 using GMPS .......................................................................... 41 Figure 67. Real-time particle number emission for NEDC4 using GMPS .......................................................................... 41 Figure 68. Real-time particle number emission for NEDC5 using GMPS .......................................................................... 42 Figure 69. NEDC particle number emissions for the four tests......................................................................................... 42 Figure 70. ECE particle number emissions for the four valid tests.................................................................................... 43 Figure 71. EUDC particle number emissions for the four valid tests. ................................................................................ 43


Report on JRC tests for PMP LD Interlab-May ’05 vi

Figure 72. Comparison between ECE and EUDC cycles for the GDI Vehicle. .................................................................. 44 Figure 73. Comparison between particle number emissions measured with CPC_GOLD and CPC_REF........................... 45 Figure 74. Real-time particle number emission for the four tests performed using ALT_system ......................................... 45 Figure 75. Real-time particle number emission for NEDC1 using ALT_system ................................................................. 46 Figure 76. Real-time particle number emission for NEDC2 using ALT_system ................................................................. 46 Figure 77. Real-time particle number emission for NEDC3 using ALT_system ................................................................. 46 Figure 78. Real-time particle number emission for NEDC4 using ALT_system ................................................................. 47 Figure 79. Real-time particle number emission for NEDC5 using ALT_system ................................................................. 47 Figure 80. Real-time particle number emission for NEDC6 using ALT_system ................................................................. 47 Figure 81. EUDC particle number emissions for the four valid NEDC tests using ALT_system. ......................................... 48 Figure 82. Comparison of the average EUDC particle number emissions for the GPMS and ALT_system.......................... 49 Figure 83. Comparison of the real-time particle number emission for GPMS and ALT_system in the CVS. ........................ 49 Figure 84. Regulated gaseous emissions from the three vehicles tested.......................................................................... 51 Figure 85. Particulate mass concentration emitted by the three vehicles tested................................................................ 52 Figure 86. Particle number concentration from the three vehicles with the two different measurements systems ................ 53 Figure 87. Real-time comparison between GPMS and ALT_System backgrounds in the CVS........................................... 54 Figure 88. Emissions values Vs background values for the GPMS and ALT_System........................................................ 54


Report on JRC tests for PMP LD Interlab-May ‘05

vii

List of Tables Table 1. Vehicles specifications. ................................................................................................................................................ 1 Table 2. Vehicle emission tests performed at the VELA laboratory. .......................................................................................... 3 Table 3. Mean values and standard deviations of the regulated emissions from all tests with the Golden Vehicle................. 12 Table 4. Mean values and standard deviations of the mass and particle emissions from all NEDC tests. .............................. 25 Table 5. Mean values and standard deviations of the regulated emissions from all tests with the MPI Vehicle...................... 26 Table 6. Mean values and standard deviations of the mass and particle emissions from all NEDC tests. .............................. 37 Table 7. Mean values and standard deviations of the regulated emissions from all tests with the MPI Vehicle...................... 38 Table 8. Mean values and standard deviations of the mass and particle emissions from all NEDC tests. .............................. 50 Table 9. Regulated emissions data from the three vehicles tested.......................................................................................... 51 Table 10. Particulate mass emissions data from the three vehicles tested.............................................................................. 52 Table 11. Particle number emissions data from the three vehicles tested for the two measuring systems used .................... 53

Acknowledgments The authors would like to gratefully acknowledge Jon D. Andersson from RICARDO for his helpful advice throughout the testing and afterwards while acting as the Golden Engineer of the PMP programme. We would also like to thank Giorgio Martini for his experiences and technical advices which were a great support for the investigators. And at last but not the least, we would like to thank Gaston Lanappe, Philippe Le Lijour and Mirco Sculati for their excellent hard work and long hours put in during the tests in the laboratory.


Report on JRC tests for PMP LD Interlab-May ’05 1

1. INTRODUCTION

This document reports on the results of the second part of the testing performed during the PMP inter-laboratory exercise - 11 to 31 May 2005 - conducted at the Vehicles Emissions Laboratory (VELA) in the Emissions and Health Unit of the European Commission’s Joint Research Centre (JRC-Ispra). This report presents results of the work undertaken on three different vehicles complying with the EURO4 limits: 2.0 HDi diesel car equipped with a Diesel Particulate Filter (DPF) - Golden Vehicle -, 1.4 gasoline Multi Point Injection (MPI) and 1.6 FSI Gasoline Direct Injection (GDI). Most of the tests complied with all the requirements of the document UN-GRPE PMP Phase 3. Inter-laboratory Correlation Exercise: Framework and Laboratory Guide (February 2005, Andersson et al.). The measuring included both filter based particulate mass measurements and real-time particle number measurements performed in parallel on light-duty vehicles under transient conditions on a chassis dynamometer. Two different sampling and measurements particle number system were used: Golden Particle Measurements System (GPMS) and Alternative System (ALT_system).The driving cycle used was the European driving cycle (NEDC).

2. EXPERIMENTAL 2.1 Test Vehicles

Three light-duty vehicles were tested. These vehicles and their detailed properties are summarised in Table 1.

Table 1. Vehicles specifications.

Vehicle model Peugeot 407 Saloon 2.0 Hdi 136 SE Volkswagen Golf 1.6 FSI FIAT Idea 1.4 16v

Vehicle manufacturer PSA Peugeot Citroen Volkswagen Fiat

Chasis number VF36DRHRH21028953 WVWZZZ1KZ5B049312 ZFA35000000071984

Transmission type 6 speed manual 5 speed manual 5 speed manual

Engine capacity (cm³) 1997 1598 1368

Engine type Diesel Gasoline Gasoline

Fuel delivery Common rail direct injection Gasoline direct injection Multi point injection Emission control system DPF (PSA FAP) Catalytic Catalytic

Nominal fuel tank (l) 66 55 47

Drive wheel tyre type 215/55 R 17 W 195/65/R15/91H 195/60/R15/88H

Max speed Vmax (km/h) 203 192 175 Odometer at the beginning of the tests 8394 Km 6973 km 5313 km

Meet the Directive 2002/80/CE-B Euro4 2002/80/CE-B Euro4 2002/80/CE-B Euro4



2

2.1.1 Golden Vehicle (DPF vehicle) The Golden Vehicle has been provided by AECC. The car is a Peugeot 407 2.0 litre common-rail

HDi with a Diesel Particulate Filter (DPF) of EURO4 specification, see Figure 1. The PSA FAP system employs an uncoated Silicon Carbide wall flow filter plus cerium based fuel borne catalyst (FCB) and uses post-injection and EGR shut-off to regenerate periodically the DPF.

Figure 1. Golden Vehicle: Peugeot 407 2.0 litre common-rail HDi

2.1.2 GDI Gasoline Vehicle

In order to compare different technologies, a gasoline direct injection EURO4 compliant vehicle

(GDI) was tested as well. The vehicle used was a Volkswagen Golf FSI, 1600 cc (Figure 2).

Figure 2. Gasoline direct injection vehicle, GDI: Volkswagen Golf FSI, 1600 cc

2.1.3 MPI Gasoline Vehicle

Finally, another gasoline vehicle, meeting with the Directive 2002/80/CE-B Euro4, was used

during this Part II. In this case, a multi point technology was employed. The car was a FIAT Idea 1.4, 16v.



3

2.1.4 Vehicle test matrix The vehicles were tested during the investigations performed at VELA laboratory (JRC-Ispra)

from 11/05/05 to 31/05/05. A total of eleven tests, seven valid and four which were discarded, were performed with the Golden Vehicle. With the gasoline multipoint injection vehicle (MPI) six tests were carried out (two of them were discarded). Finally, six valid tests with the gasoline direct injection vehicle were performed. The summary of the dates and times for the tests with the three vehicles as well as the conditioning periods are shown in Table 2. In all cases the test with the Golden Vehicle was preceded by a 20 minute period of operation at 120 Km/h and 3 x EUDC. For gasoline vehicles, the preconditioning cycle consisted of ECE + 2 EUDC. In addition, a minimum soak period of six hours was included between successive tests with the same vehicle, in accordance with Regulation 83.

Table 2. Vehicle emission tests performed at the VELA laboratory.

Date Time Vehicle Test

03/04/2005 - - Pre-tests

10/05/2005 - - Pre-tests

09:00 Golden Vehicle Au-EUDC♣ 11:30 MPI MPI-EUDC♣

MPI precondition: ECE + 2 EUCD

15:30 GDI GDI-EUDC1

GDI precondition: ECE + 2 EUCD

11/05/2005

Golden Vehicle precondition: 20 minutes 120 Km/h + 3 EUDC

08:30 GDI GDI-EUDC2


10:30 MPI MPI-EUDC1 12/05/2005


09:00 Golden Vehicle Au-EUDC1

Golden Vehicle regeneration test: 140 Km/h 30 minutes♥ 15:00 MPI MPI-EUDC2


13/05/2005


09:30 MPI MPI-EUDC♦ MPI precondition: ECE + 2 EUCD

17/05/2005

15:30 GDI GDI-EUDC3

♣ No preconditioning ♥ Evidences of regeneration from regulated gaseous emissions measurements were not observed ♦ Problems in the CPC_GOLD



4



10:00 GDI GDI-EUDC4


15:00 MPI MPI-EUDC3


18/05/2005



15:00 MPI MPI-EUDC4

MPI precondition: ECE + 2 EUCD 19/05/2005




15:00 Golden Vehicle Au-EUDC5 20/05/2005

Golden Vehicle precondition: 20 minutes 120 Km/h + 3 EUDC∗

09:30 Golden Vehicle Post regeneration Au-EUDC


15:30 Golden Vehicle Post regeneration Au-EUDC

17:00 GDI GDI-EUDC5


23/05/2005


09:00 GDI GDI-EUDC6 24/05/2005




15:30 Golden Vehicle Au-EUDC♠ 30/05/2005



Golden Vehicle precondition 20 minutes 120 Km/h + 3 EUDC

∗ DPF regeneration. Two test after regeneration were not considered as a valid test and were used as part of the prescribed

preconditioning (300 km) necessary after a regeneration. ♠ Mass outlier



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2.2 Fuels and Lubricants

The test fuel and lubricant for the Golden Vehicle were supplied by Concawe. Diesel fuel used was a CEC reference fuel, RF 06-03 (details in Annex A). The test lubricant was a fully synthetic, SAE0W 40, low sulphur (<0.2%). The test fuel for the two gasoline vehicles tested (MPI and GDI) was a CEC reference fuel, RF-02-99, with an oxygen content of 0.8 - 1.2 % (details in Annex B)

2.3 Primary Dilution System, PDS As a primary dilution system a full flow CVS exhaust dilution tunnel system (HORIBA CVS 7400

S) meeting the requirements of Regulation 83 was used. The technical characteristics of the filter used for the primary dilution of the exhaust in the CVS tunnel as well as the specifications of PDS, including exhaust tube and analysers details were already reported in Table 2 and Table 3, respectively, of the document PMP Inter-laboratory Correlation Exercise: Report on PART 1. JRC Tests in Nov.’04 (Muñoz-Bueno et al., EUR 21858 EN 2005).

2.4 Measurement System for Particulates The measurement and sampling system for particulate used in this second part was exactly the

same than that used in Part 1. The mass of particulate material emitted by the vehicles was measured using a system comprising of a particle mass sampling, a sample pre-classifier and finally a filter holder assembly. The particulate mass system was heated externally to 47°C using a heating mantle and heating tape, Figure 3.

Figure 3. Particulate mass system heated externally.

Cyclone

Filters holders externally heated

Electro valves

Heating line



6

By error, two Pallflex TX40 Fluorocarbon coated glass filters were employed for collecting particulates (main filter + backup filter). Only the main filter was taken into account to calculate the PM emitted by all vehicles. A comparison between the PM results taking into account also the backup filter is shown in Annex C. The mass collected was measured using an analytical balance (Mettler Toledo, model UMX2) with a resolution of 0.1 μg in accordance with the test procedure. The weighing room conditions during testing were very stable. The temperature of the chamber in which the particulate filters were conditioned and weighed was maintained to within 294.9 K ± 0.3 K during the test programme. The humidity was maintained to a dew point of 282.4 K ± 0.5 K and a relative humidity of 46.1 % ± 0.7 % (see Annex D).

2.5 Particle Number Measurement Systems The number of particles emitted by the vehicles was determined using two different systems: the

Golden Particle Measurement System (GPMS) and the Alternative System (ALT_system). Both systems comprise of a particle sampling probe, a cyclone pre-classifier (d50% = 2.5), a primary hot dilution stage (rotating disc for GPMS and porous tube diluter for ALT_system), an evaporation tube (working at 300 °C for GPMS and 380 °C for the Alternative System), a secondary dilution stage (simple mixing for GPMS and an ejector for ALT_system) and finally a particle number counter, PNC (a modified TSI 3010 CPC for GPMS and modified GRIMM 5403 CPC for the Alternative System). The particle sampling systems were required to draw a sample from the CVS, size classify it, transfer it to a diluter, condition the sample so that only solid particles are measured and pass a suitable concentration of those particles to the particle counters. A general view of both systems is shown in Figure 4.

Figure 4. Picture of the entire GPMS and ALT_system



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Dilution Tunnel (CVS) Flow direction

PNC_GOLD TSI 3010 CPC

PND1 PND2

Cyclone Exhaust

Evaporation tube (300 oC)

PNC_REF TSI 3010 CPC

VPR

GPMS

2.5.1 Golden Particle Measurement System (GPMS)

The Golden Particle Measurement System (GPMS) is divided into the following main parts: A) a

particle sampling system consisting of a sampling point and a particle pre-classifier (cyclone with d50% = 2.5 microns) and B) the GPMS particle conditioning and measurement system, comprising of a volatile particle remover (VPR) and a particle number counter unit (PNC_GOLD).

The VPR provides heated dilution, thermal conditioning of the sample aerosol, and secondary

dilution for cooling and freezing of sample evolution prior to entry into the particle number counter (PNC). Figure 5 shows a schematic layout of the GPMS.

Figure 5. Scheme of the Golden Particle Measurement System

The VPR comprises a first Particle Number Diluter (PND1), an Evaporation Tube (ET) and a second Particle Number Diluter (PND2). The PND1 is a rotating disc diluter with the hot dilution set at 150 ºC and HEPA filtered dilution air.

For the three vehicles tested the dilution ratio used was ~ 17:1 as determined by a potentiometer

setting of 75%. After the first diluter the sample was further divided into two flows. The first one was carried to the PNC_REF while the rest of the flow was conducted to the ET held at a constant temperature of 300 ºC. Finally, the sample was diluted again in the PND2 by simple mixing at fixed dilution ratio (~ 9.5 times) and transferred to the PNC_GOLD -TSI 3010 with the lower cut-off modified to 23 nm by the manufacturer- see calibration sheet in Annex D. The PNC_REF, with identical specifications was used as a reference instrument.



8

Linearity checks were performed on PNC_GOLD and PNC_REF. Both showed excellent linearity (R2>0.99). Instruments differed in absolute counts by ~10% with acceptable linearity between one CPC and the other. In general, the CPC_GOLD showed higher values than the CPC_REF.

Five different dilution factors (425.80, 255.48, 127.74, 60.83 and 17.99) which corresponded with

potentiometer settings of 3, 5, 10, 21 and 71%, respectively, were evaluated twice (a ramp up in dilution and a ramp down) along with a HEPA zero. The two 3010Ds were then exchanged and the process repeated. Instantaneous dilution ratios were calculated after PND1 and PND1*PND2, allowing PND2 alone to be calculated and the stability and absolute level determined relative to the ratio in PND1. Plotting instantaneous dilution ratio Vs nominal dilution ratio (PND1 setting) enabled linearity to be determined (Figure 6).

y = 1.3139x - 1.949 R2 = 0.9995

y = 1.1343x + 3.1128 R2 = 0.9996

0

100

200

300

400

500

0 50 100 150 200 250 300 350 400

Nominal Dilution Ratio

Mea

sure

d D

ilutio

n R

atio

CPC_REFCPC_GOLD

Figure 6. Linearity checks performed on PNC_GOLD and PNC_REF.

As it was made in the first part of the PMP Inter-laboratory Correlation Exercise carried out at

JRC-Ispra in November 2004, a series of verification exercises of the GPMS prior each test was performed. The daily validation exercises are summarised in Annex E.

2.5.2 Alternative Particle Measurement System (ALT_System)

The alternative system tested at JRC-Ispra consists of a dilution system (supplied by Dekati) and a CPC modified to meet the PMP requirements, PNC_ALT, supplied by GRIMM. Besides, a dilution air dryer, HC scrubber and particle filter were also supplied by Dekati.



9

Alternative dilution system The dilution system comprises a particle pre-classifier a hot dilution stage, an evaporation tube

and a secondary dilution stage. The principles of operation of the alternative dilution system are as follows: a sample is extracted from the CVS through the particle pre-classifier (cyclone with d50% = 2.5microns). The sample is diluted in two stages. The primary dilution (hot dilution stage) is carried out with a diffusion type perforated tube (porous tube diluter), see Figure 7, where altering the dilution air flow controls the dilution ratio. In this system, dilution air is introduced through small pores along a transport line in order to minimise losses inside the tube. In the second stage, the dilution is carried out with an ejector type diluter (Figure 8), which draws the diluter sample flow from the primary dilution. The secondary dilution stage suction is a function of inlet temperature and pressure.

Figure 7. Schematic of the porous tube diluter used in the primary dilution stage by the ALT_system. Figure 8. Schematic of the ejector diluter used in the secondary dilution stage by the ALT_system.

The dilution system parameters were controlled by a modified version of the FPS-4000 control unit by Dekati, Figure 9. This control unit contains electronics for temperature and pressure measurements, heater and cooler controls, data logging and transfer. A standard RS-232 serial port was used to connect the unit to a laptop.

Sample in Sample out



10

Figure 9. FPS-4000 control unit

LabVIEW based software provided flexible data acquisition and graphical displays on a laptop.

The dilution ratio as well as heater and cooler temperature settings could be controlled with this software which allowed continuous monitoring and stored of dilution parameters and real-time dilution ratio calculation (see Figure 10).

Figure 10. Left: Temperature control page of the FPS software. Right: Dilution ratio control page of the FPS software Operational parameters of the Alternative dilution system are summarised below:

• Cyclone cut-point: 2.5 microns • PND1 temperature: 250 oC • PND1 dilution ratio: ~12:1 for all technologies tested • Evaporation tube (ET) temperature: 380 oC • PND2 dilution ratio: ~10:1 for all technologies tested

Theoretically, with the chosen setting for the tests, a total dilution value (PND1*PND2) of ~120:1 might have been achieved. Nevertheless, due to test-to-test pressure fluctuations the total dilution ratio ranged from ~100:1 to ~200:1, with the precise dilution ratio calculated from data logged during the tests.



11

Alternative Particle Number Counter

The particle number concentration after the two dilution stages was measured with a GRIMM CPC #5.404 which meets the counting efficiency requirements of the DR83 for the PNC.

Figure 11. Alternative condensation particle counter: GRIMM CPC #5.404 2.6 Regulated gaseous emissions

The gaseous emissions were measured during all the tests in accordance with the current R83

regulation. A Horiba MEXA-7400HTR-LE instrument was used for CO, HC, NOx and CO2 measurements. Total hydrocarbons emissions were measured by heated flame ionization detector (FID), CO and CO2 were determined by Non-dispersive Infra-red analyses and Oxides of Nitrogen were measured using a chemiluminescence analyser. Figure 12 shows a picture of the regulated gaseous emissions measurement systems (RGEMS) as well as the CVS control unit.

Figure 12. Regulated gaseous emissions measurement system (RGEMS) and CVS control unit.

RGEMS

CVS control unit



12

3. GOLDEN VEHICLE RESULTS

3.1 Particulate and gaseous regulated emissions

Particulate mass (PM) as well as the gaseous regulated emissions (HC, CO, CO2 and NOx) measured during the seven valid NEDC tests performed with the Golden vehicle are shown in Figure 13. As was mentioned before in 2.1.4, the two tests following regeneration were discarded in order to allow the emissions to come back to the levels before the regeneration event. The test after NEDC6 was considered as a mass outlier and is also not reported in the following. The mean values and standard deviations of the measurements are given in Table 3 and plotted in Figure 14.

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

HC x 10 CO x 10 CO2 / 1000 NOx HC + NOx PM x 1000

Reg

ulat

ed e

mis

sion

s (g

/Km

)

Au-NEDC1

Au-NEDC2

Au-NEDC3

Au-NEDC4

Au-NEDC5

Au-NEDC6

Au-NEDC7

PM P Golden JRC2

Figure 13. Regulated emissions of the seven valid NEDC tests performed with the Golden Vehicle.

Table 3. Mean values and standard deviations of the regulated emissions from all tests with the Golden Vehicle.

PMP JRC2 HC (g/km) CO (g/km) CO2 (Kg/km) NOx (g/km) PM (mg/km)

Au-NEDC1 0.120 0.680 0.165 0.214 0.584 Au-NEDC2 0.100 0.610 0.165 0.212 0.474 Au-NEDC3 0.080 0.430 0.166 0.209 0.417 Au-NEDC4 0.090 0.560 0.167 0.219 0.377 Au-NEDC5 0.090 0.560 0.167 0.227 0.522 Au-NEDC6 0.090 0.460 0.167 0.214 0.483 Au-NEDC7 0.100 0.590 0.168 0.206 0.449 mean ± σ 0.096 ± 0.013 0.556 ± 0.086 0.166± 0.001 0.214 ± 0.007 0.472 ± 0.063



13

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

HC x 10 CO x 10 CO2 / 1000 NOx HC + NOx PM x 1000

Reg

ulat

ed e

mis

sion

s (g

/Km

)

PMP Golden JRC2

Figure 14. Average NEDC emissions of the seven tests.

During the testing, a result was defined as an outlier, if the specific particulate mass for that test

lies outside ± 2 σ of the mean of the remaining tests. In the case of the mass emissions from the Golden Vehicle presented in this document, the value of the test after NEDC6 was considered as an outlier (Figure 15). The mean value taking into account only the valid tests (once the outlier value was discarded) was 0.472 mg/km ± 0.063 mg/km.

0.0

0.5

1.0

1.5

2.0

NEDC1 NEDC2 NEDC3 NEDC4 NEDC5 NEDC6 Outlier NEDC7

Part

icul

ate

emis

sion

(mg/

km) PMP Golden JRC2

Upper Limit (mean +

Lower Limit (mean - 2σ)

Mean Mean

Figure 15. Particulate emissions for the seven NEDC tests performed with the Golden Vehicle

The average fuel consumption of the seven valid NEDC tests for the Golden Vehicle was 6.28 l/100 km ± 0.05 l/100 km.



14

3.2 GPMS 3.2.1 Real-time particle number emissions Figure 16 shows the seven valid particle number emission tests performed at the VELA laboratory during the second round of experiments. In Figures 17 to 23 are given the real-time number emission measurements in each NEDC test carried out during this testing programme.

Particle emission for the seven valid tests with the Golden Vehicle

1.0E-01

1.0E+00

1.0E+01

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ph

NEDC1

NEDC2

NEDC3

NEDC4

NEDC5

NEDC6

NEDC7

R.SP

PMP Golden JRC2

Figure 16. Real-time particle number emission for the seven tests performed using the GPMS

Particle emission for Au-NEDC1 test (#/cm3)

1.0E-01

1.0E+00

1.0E+01

1.0E+02

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PMP Golden JRC2

Figure 17. Real-time particle number emission for NEDC1 using GMPS



15


1.0E-01

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PMP Golden JRC2




16


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PMP Golden JRC2


Particle emission for NEDC6 test (#/cm3)

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PMP Golden JRC2

Figure 22. Real-time particle number emission for NEDC6

Particle emission for NEDC7 test (#/cm3)

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PMP Golden JRC2




17

3.2.2 NEDC particle number emission

Particle number emissions from the seven valid NEDC tests showed levels between 9.9x1010 and 1.5x1011 particles per kilometre. The average value was 1.2 x1011 particles per kilometre with a standard deviation of 1.8 x1010 particles per kilometre (see Figure 24). It is important to remark that test Au-NEDC5 was an evening test, while all the others were the tests in the morning. After Au-NEDC1 test, the vehicle was forced to regenerate. Due to problems with the documents of the vehicle, the option of driving the car on Italian roads for 300 kilometres was discarded. Besides, for technical reasons, it was not possible to drive the car in the chassis dynamometer for such long distance of 300 kilometres. Finally, the regeneration test was performed using a hot precondition cycle: 140 km/h for 30 minutes. Evidences of regeneration from the regulated gaseous emissions measurements were not observed during this test. For instance, CO emissions showed similar values than those tests performed with a standard preconditioning (120 km/h for 20 minutes). After Au-NEDC5 test, during the precondition cycle (120 km/h 20 minutes) DPF regeneration occurred. This time, regeneration was observed not only from the particle number emissions measured but also from the regulated gaseous emissions (CO emissions showed a value of 0.082 mg/km while the mean value for all tests was 0.055 mg/km). In order to not overestimate the particle counts after the regeneration event, the two following test were not considered as valid tests. More detailed considerations about DPF regeneration during the testing programme are shown in Annex E.

0.0E+00

3.0E+10

6.0E+10

9.0E+10

1.2E+11

1.5E+11

1.8E+11

Au-NEDC1

Au-NEDC2

Au-NEDC3

Au-NEDC4

Au-NEDC5

Au-NEDC6

Au-NEDC7

mean

Part

icle

em

issi

ons

(#/k

m)

PMP Golden JRC2

Figure 24. NEDC particle number emissions for the seven tests. 3.2.3 ECE and EUDC particle number emission

Particle number emissions from ECE and EUDC cycles are shown in Figure 25 and Figure 26,

respectively. It can be seen that the ECE emissions were between 2.6x1011 and 5.1x1011 particles per kilometre with an average value of 3.6 x1011 ± 8 x1011 particles per kilometre and show practically the same behaviour as the NEDC cycles.



18

Nevertheless, a quite different behaviour was observed for EUDC emissions, with particle number concentrations between 4.7x108 and 4.0x109 particles per kilometre and an average value of 1.3 x109. The standard deviation was of 1.2 x109 particles per kilometre which indicates a high variability of the EUDC results, which are however much lower than the ECE emissions, and thus do not influence greatly the total repeatability of the NEDC tests.

0.0E+00

1.0E+11

2.0E+11

3.0E+11

4.0E+11

5.0E+11

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Au-ECE1 Au-ECE2 Au-ECE3 Au-ECE4 Au-ECE5 Au-ECE6 Au-ECE7 m ean

Part

icle

em

issi

ons

(#/K

m)

PM P Golden JRC2

Figure 25. ECE particle number emissions for the seven valid tests.

0.0E+00

1.0E+09

2.0E+09

3.0E+09

4.0E+09

5.0E+09

Au-EUDC1

Au-EUDC2

Au-EUDC3

Au-EUDC4

Au-EUDC5

Au-EUDC6

Au-EUDC7

m ean

Part

icle

em

issi

ons

(#/K

m)

PM P Golden JRC2

Figure 26. EUDC particle number emissions for the seven valid tests.

A comparison of particle emissions measured during the different parts of the NEDC cycle is plotted in Figure 27, which reveals that particles are mostly present in the first part of the cycle (the ECE part). Thus, the particle number emissions from the ECE phase are the major contributors to the overall NEDC cycle.



19

1.00E+08

1.00E+09

1.00E+10

1.00E+11

1.00E+12

Au-ECE Au-EUDC Au-NEDC

Num

ber p

artic

le e

mis

sion

s [#

/cm

3]

Figure 27. Comparison between ECE and EUDC cycles for the Golden Vehicle

3.2.4 Comparison between CPC_GOLDEN and CPC_REF In Figure 28 a comparison between number particle emissions measured with the CPC_GOLDEN

and CPC_REF is plotted. As it can be seen the values obtained from the CPC_GOLDEN were similar to those from PNC_REF, with a difference in the mean values less than 5%, which indicates that either volatile particles are already eliminated by the first hot dilution stage (at 150 oC) or there is a very low volatile concentration in the exhaust of the Golden Vehicle.

Comparison between CPC_GOLD and CPC_REF

1.0E+09

1.0E+10

1.0E+11

1.0E+12

Au-NEDC1

Au-NEDC2

Au-NEDC3

Au-NEDC4

Au-NEDC5

Au-NEDC6

Au-NEDC7

mean

Num

ber p

artic

le e

mis

sion

[#/c

m3]

CPC_GOLDCPC_REF

Figure 28. Comparison between particle number emissions measured with CPC_GOLD and CPC_REF

99.6%

0.4%



20

3.3 ALT_system Figure 29 shows the seven valid particle number emission tests performed with the Alternative

System in the second part of the testing programme. In Figures 30 to 35 are given the real-time number emission measurements in each NEDC test. During the Au-NEDC5 test, it was not possible to obtain the data from the CPC due to communication problems.

Particle emission for the seven Golden tests (#/cm3)

1.0E+00

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Km

ph

PMP_Alternative System Golden JRC2

Figure 29. Real-time particle number emission for the seven tests performed using ALT_system


1.0E+00

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s (#

/cm

3)

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Kmph

PMP_Alternative System GV1 JRC2

Figure 30. Real-time particle number emission for NEDC1 using ALT_system



21


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22


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Figure 35. Real-time particle number emission for NEDC7 using ALT_system 3.3.1 NEDC particle number emission

Particle number emissions from the NEDC tests performed with the ALT_system showed levels

between 1.6x1011 and 4.3x1011 particles per kilometre. The average value was 2.9 x1011 particles per kilometre with a standard deviation of 1.0 x1011 particles per kilometre. See Figure 36.



23

0.0E+00

1.0E+11

2.0E+11

3.0E+11

4.0E+11

5.0E+11

Au-NEDC1 Au-NEDC2 Au-NEDC3 Au-NEDC4 Au-NEDC5 Au-NEDC6 Au-NEDC7 mean

Part

icle

em

issi

ons

(#/K

m)

PMP Golden JRC2

Figure 36. EUDC particle number emissions for the seven valid NEDC tests using ALT_system.

3.4 Comparison between measurements systems For Golden Vehicle, particle number emissions from GPMS are quite different than those

measured by the Alternative_system: 1.2x1011 ± 1.7x1010 Vs. 2.9x1011 ± 1.0x1011 particles/cm3, respectively (Figure 37).

This difference may be due to the test-to-test pressure fluctuations which induced a variability of

the dilution ratios from ~100:1 to ~200:1 observed in the Alternative_system (see error bars in Figure 37).

Comparison of Measurement System Two systems are compared at a 2-sigma scatter (95% confidence interval)

1.0E+09

1.0E+10

1.0E+11

1.0E+12

Golden System ALT_System

Figure 37. Comparison of the average EUDC particle number emissions for the GPMS and ALT_system.



24

A more detailed difference between the two measurements system can be seen from average real-time emissions plotted in Figure 38. This figure shows that the emission peaks measured by both systems are quite similar but much higher background values are observed for the ALT system.

Average real-time particle emission for NEDCs tests (#/cm3)

1.0E+00

1.0E+01

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Part

icle

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(#/c

m3)

0

20

40

60

80

100

120

140GPMSAlternative System

DR Corrected

Figure 38. Comparison of the real-time particle number emission for GPMS and ALT_system in the CVS.



25

3.5 Summary results from mass and particle emissions for the Golden Vehicle

As a summary, in Table 4 data from mass and particle NEDC emissions are presented. All the data are divided into average values taken from all the tests performed (including values after the regeneration event) and values taken from tests performed only prior to the regeneration event. In general, no significant difference between values before and after regeneration was observed for both mass emissions and number emissions measurements.

As it was noted before, an important difference between particle number emissions

measurements performed with GPMS and those performed with the Alternative_System was observed. Table 4. Mean values and standard deviations of the mass and particle emissions from all NEDC tests.

Golden Vehicle

All tests Prior generation tests

Number particle emissions[ #/km] Number particle emissions [#/km] Mass emissions [mg/km] GPMS A_System

Mass emissions [mg/km] GPMS A_System

0.50 ± 0.10 1.3 1011 ± 2.1 1010 3.1 1011 ± 1.0 1011 0.47 ± 0.06 1.2 1011 ± 1.7 1010 2.9 1011 ± 1.0 1011



26

4. GASOLINE MPI VEHICLE RESULTS

4.1 Particulate and gaseous regulated emissions

Particulate mass (PM) as well as the gaseous regulated emissions (HC, CO, CO2 and NOx) measured during the five valid NEDC tests performed with the Gasoline Multi Point Injection (MPI) vehicle are shown in Figure 39. The mean values and standard deviations of the measurements are given in Table 5 and plotted in Figure 40.

0.0

0.2

0.4

0.6

0.8

1.0

HC x 10 CO CO2 / 1000 NOx (HC + Nox)X10

PM x 1000

Reg

ulat

ed e

mis

sion

s (g

/Km

)

MPI-NEDC1MPI-NEDC2MPI-NEDC3MPI-NEDC4MPI-NEDC5

PMP MPI JRC2

Figure 39. Regulated emissions of the four valid NEDC tests performed with the Multi Point Injection Vehicle.

Table 5. Mean values and standard deviations of the regulated emissions from all tests with the MPI Vehicle.

PMP JRC2 HC (g/km) CO (g/km) CO2 (Kg/km) NOx (g/km) PM (mg/km) MPI-NEDC1 0.270 0.262 0.155 0.180 0.251 MPI-NEDC2 0.400 0.276 0.154 0.160 0.418 MPI-NEDC3 0.410 0.375 0.155 0.150 0.705 MPI-NEDC4 0.290 0.298 0.155 0.150 0.703 MPI-NEDC5 0.290 0.272 0.154 0.120 0.431 mean ± σ 0.332 ± 0.067 0.297 ± 0.046 0.155 ± 0.000 0.152 ± 0.022 0.502 ± 0.198



27

0.0

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1.0

HC x 10 CO CO2 / 1000 NOx x10 (HC + NOx) x10 PM x 1000

Reg

ulat

ed e

mis

sion

s (g

/Km

) PMP MPI JRC2

Figure 40. Average NEDC emissions of the nine tests.

The mass emissions from the Multi Point Injection vehicle showed levels between 0.251 and

0.705 milligrams per kilometre with a standard deviation of 0.198 milligrams per kilometre. During the testing, a result was defined as an outlier, if the specific particulate mass for that test lies outside ± 2 σ of the mean of the remaining tests. All the values corresponding to the particulate emissions for this vehicle met with this requirement (Figure 41).

0.00

0.25

0.50

0.75

1.00

1.25

1.50

1.75

2.00

MPI-NEDC1 MPI-NEDC2 MPI-NEDC3 MPI-NEDC4 MPI-NEDC5

Part

icul

ate

emis

sion

(mg/

Km

)

Upper Limit (mean + 2σ)


PMP MPI JRC2

Mean Mean

Figure 41. Particulate emissions for the seven valid NEDC tests

The mean mass emission was 0.500 mg/km ± 0.198 mg/km, i.e. at a similar level to the Golden

vehicle. The average fuel consumption of the five valid NEDC tests for the MPI Vehicle was 6.48 l/100 km ± 0.02 l/100 km.



28

4.2 GPMS 4.2.1 Real-time particle number emissions Figure 42 shows the four valid particle number emission tests performed at the VELA laboratory. In Figures 43 to 46 are given the real-time number emission measurements in each NEDC test carried out during the testing programme. It is important remark that the structure of the peaks in the emissions for this vehicle is completely different than those from the Golden Vehicle (see Figure 16). As it can be seen from the MPI vehicle the particle emissions are more distributed within the NEDC cycle.

Particle emission for the four tests performed with MPI (#/cm3)

1.0E+00

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140

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ph

MPI-NEDC1

MPI-NEDC2

MPI-NEDC3

MPI-NEDC4

R.SP

PMP MPI JRC2

Figure 42. Real-time particle number emission for the for tests performed using the GPMS

Particle emission for the MPI-NEDC1 performed with MPI (#/cm3)

1.0E+00

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29


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30


Particle number emissions from the four valid NEDC tests showed levels between 7.95x1010 and 1.42x1011 particles per kilometre. The average value was 1.08 x1011 particles per kilometre with a standard deviation of 2.64 x1010 particles per kilometre. See Figure 47.

0.0E+00

5.0E+10

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MPI-NEDC1 MPI-NEDC2 MPI-NEDC3 MPI-NEDC4 mean

Part

icle

em

issi

ons

(#/K

m)

PMP MPI JRC2

Figure 47. NEDC particle number emissions for the four tests. 4.2.3 ECE and EUDC particle number emission

Particle number emissions from ECE and EUDC cycles are showed in Figure 48 and Figure 49,

respectively.

0.0E+00

1.0E+11

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3.0E+11

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MPI-ECE1 MPI-ECE2 MPI-ECE3 MPI-ECE4 mean

Part

icle

em

issi

ons

(#/K

m)

PMP MPI JRC2

Figure 48. ECE particle number emissions for the four valid tests.



31

0.0E+00

1.0E+10

2.0E+10

3.0E+10

4.0E+10

5.0E+10

MPI-EUDC1 MPI-EUDC2 MPI-EUDC3 MPI-EUDC4 mean

Part

icle

em

issi

ons

(#/K

m)

PMP MPI JRC2

Figure 49. EUDC particle number emissions for the four valid tests.

It can be seen that the ECE emissions were between 1.68x1011 and 3.41x1011 particles per kilometre with an average value of 2.42 x1011 ± 7.38 x1010 particles per kilometre and show practically the same behaviour than the NEDC cycles. A quite similar behaviour was observed for EUDC emissions, with particle number concentrations between 2.57x108 and 3.33x109 particles per kilometre and an average value of 2.95 x1010 ± 3.42 109. In Figure 50 a comparison between particle emissions of ECE and EUDC cycles is plotted.

1.0E+09

1.0E+10

1.0E+11

1.0E+12

MPI-ECE MPI-EUDC MPI-NEDC

Num

ber p

artic

le e

mis

sion

s [#

/cm

3]

Figure 50. Comparison between ECE and EUDC cycles for the MPI Vehicle.

89.1%

10.9%



32

4.2.4 Comparison between CPC_GOLDEN and CPC_REF

Figure 51 shows the particle number emissions measured with CPC_GOLDEN and CPC_REF during the tests performed with the Multi Point Injection Vehicle (MPI). In this case, it is observed that the emissions measured with the CPC_REF are higher than those measured with the CPC_GOLD, which indicates that volatiles emitted from this vehicle were not completely removed by the first hot dilution stage at 150 oC in the rotating disc diluter of the GPMS, but are removed by the thermodenuder at 300 ºC.

1.0E+09

1.0E+10

1.0E+11

1.0E+12


Num

ber p

artic

les

emis

sion

s [#

/km

] CPC_GOLDENCPC_REF


4.3 ALT_system

Figure 52 shows the four valid particle number emission tests performed with the Alternative

System with the MPI vehicle in the second part of the testing programme. In Figures 53 to 56 are given the real-time number emission measurements in each NEDC test.



33

Particle emission for the five tests performed with MPI (#/cm3)

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Km

ph

PMP_Alternative System MPI JRC2

Figure 52. Real-time particle number emission for the four tests performed using ALT_system


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34


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35

4.3.1 NEDC particle number emission Particle number emissions from the NEDC tests performed with the ALT_system showed levels


0.0E+00

5.0E+10

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2.0E+11

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3.5E+11

4.0E+11

4.5E+11


Part

icle

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(#/K

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PMP _Alternative System MPI JRC2

Figure 57. EUDC particle number emissions for the four valid NEDC tests using ALT_system.

4.4 Comparison between measurements systems As in the case of the Golden Vehicle, for Multi Point Injection Vehicle the particle number

emissions measured by GPMS are quite different than those measured by the Alternative_system: 1.23 x1011 ± 2.06 1010 Vs 3.08x1011 ± 6.47x1010 particles/cm3 respectively (Figure 58). This difference could be explained again due to the test-to-test pressure fluctuations which induced a variability of the dilution ratios from ~120:1 to ~200:1 observed in the Alternative_system. A more detailed difference between the two measurements system can be seen from average real-time emissions plotted in Figure 59. This figure shows the same behaviour than the emissions from the Golden vehicles: emission peaks measured by both systems are quite similar but a considerable difference about values of the emission in the middle of the entire cycle is observed.



36


1.0E+07

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1.0E+09

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1.0E+11

1.0E+12

1.0E+13


Part

icle

num

ber c

once

ntra

tion

[#/c

m3]

Figure 58. Comparison of the average EUDC particle number emissions for the GPMS and ALT_system.

Mean Particle emission for NEDCs tests (#/cm3)

1.0E+01

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1.0E+04

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Alternative System

PM P_Alternative System M PI JRC2DR Corrected




37

4.5 Summary results from mass and particle emissions for the MPI Vehicle

As a summary, in Table 6 data from mass and particle NEDC emissions from the Multi Point Injection System are presented.

Table 6. Mean values and standard deviations of the mass and particle emissions from all NEDC tests.

Multi Point Injection Vehicle

Number particle emissions [ #/km] Mass emissions

[mg/km] GPMS A_System

0.502 ± 0.198 1.08 1011 ± 2.64 1010 3.08 1011 ± 6.47 1010



38

5. GASOLINE DIRECT INJECTION VEHICLE RESULTS 5.1 Particulate and gaseous regulated emissions

Particulate mass (PM) as well as the gaseous regulated emissions (HC, CO, CO2 and NOx) measured during the six NEDC tests performed with the Gasoline Direct Injection (GDI) Vehicle are shown in Figure 60. The mean values and standard deviations of the measurements are given in Table 7 and plotted in Figure 61.

0.0

0.5

1.0

1.5

2.0

2.5

3.0

HC x 10 CO CO2 / 1000 NOx X10 HC + NOx PM x 1000

Reg

ulat

ed e

mis

sion

s (g

/Km

)

GDI-NEDC1GDI-NEDC2GDI-NEDC3GDI-NEDC4GDI-NEDC5GDI-NEDC6

PMP GDI JRC2

Figure 60. Regulated emissions of the four valid NEDC tests performed with the Multi Point Injection Vehicle.

Table 7. Mean values and standard deviations of the regulated emissions from all tests with the MPI Vehicle.

PMP JRC2 HC x10 (g/km) CO (g/km) CO2 (Kg/km) NOx (g/km) PM (mg/km)

GDI-NEDC1 0.550 0.241 0.169 0.540 2.370 GDI-NEDC2 0.800 0.356 0.166 0.830 2.589 GDI-NEDC3 0.380 0.212 0.169 0.430 1.652 GDI-NEDC4 0.390 0.201 0.166 0.390 1.713 GDI-NEDC5 0.420 0.241 0.168 0.500 1.623 GDI-NEDC6 0.360 0.308 0.168 0.800 1.696 mean ± σ 0.483 ± 0.169 0.260 ± 0.060 0.168 ± 0.001 0.582 ± 0.188 1.940 ± 0.424



39

0.0

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2.5

3.0

HC x 10 CO CO2 / 1000 NOx x10 HC + NOx PM x 100

Reg

ulat

ed e

mis

sion

s (g

/Km

) PMP GDI JRC2

Figure 61. Average NEDC emissions of the six tests.

The mass emissions from the Gasoline Direct Injection Vehicle showed levels between 1.623 and 2.589 milligrams per kilometre with a standard deviation of 0.424 milligrams per kilometre.

During the testing, a result was defined as an outlier, if the specific particulate mass for that test

lies outside ± 2 σ of the mean of the remaining tests. All the values corresponding to the particulate emissions for this vehicle met with this requirement, with a mean value of 1.940 mg/km ± 0.424 mg/km (Figure 62).

0.0

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GDI-NEDC1 GDI-NEDC2 GDI-NEDC3 GDI-NEDC4 GDI-NEDC5 GDI-NEDC6

Part

icul

ate

emis

sion

(mg/

Km

)

Upper Limit (mean +


PMP GDI JRC2

Mean Mean

Figure 62. Particulate emissions for the six NEDC tests

The average fuel consumption of the five valid NEDC tests for the MPI Vehicle was 7.05 l/100 km

± 0.09 l/100 km.



40

5.2 GPMS 5.2.1 Real-time particle number emissions Figure 63 shows the six particle number emission tests performed at the VELA laboratory with the GDI vehicle. In Figures 64 to 68 are given the real-time number emission measurements in each NEDC test carried out during the testing programme.

Particle emission for the six GDI tests (#/cm3)

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GDI-NEDC1GDI-NEDC2GDI-NEDC3GDI-NEDC4GDI-NEDC5GDI-NEDC6R.SP

PMP GDI JRC2

Figure 63. Real-time particle number emission for the for tests performed using the GPMS

Particle emission for the GDI NEDC1 test (#/cm3)

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41


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42


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Particle number emissions from the four valid NEDC tests showed levels between 2.47x1012 and 4.46x1012 particles per kilometre. The average value was 3.52 x1012 particles per kilometre with a standard deviation of 8.35 x1011 particles per kilometre. See Figure 69.

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GDI-NEDC5

GDI-NEDC6

mean

Part

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em

issi

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(#/K

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PMP GDI JRC2

Figure 69. NEDC particle number emissions for the four tests.



43

5.2.3 ECE and EUDC particle number emission Particle number emissions from ECE and EUDC cycles are showed in Figure 70 and Figure 71,

respectively.

0.0E+00

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GDI-ECE1 GDI-ECE2 GDI-ECE3 GDI-ECE4 GDI-ECE5 GDI-ECE6 mean

Part

icle

em

issi

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(#/K

m)

PMP GDI JRC2

Figure 70. ECE particle number emissions for the four valid tests.

0.0E+00

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GDI-EUDC1

GDI-EUDC2

GDI-EUDC3

GDI-EUDC4

GDI-EUDC5

GDI-EUDC6

mean

Part

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em

issi

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(#/K

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PMP GDI JRC2

Figure 71. EUDC particle number emissions for the four valid tests.

It can be seen that the ECE emissions were between 2.82x1012 and 5.85x1012 particles per kilometre with an average value of 4.37 x1012 ± 1.26 x1012 particles per kilometre and show practically



44

the same behaviour than the NEDC cycles. A quite similar behaviour was observed for EUDC emissions, with particle number concentrations between 2.25x1012 and 3.63x1012 particles per kilometre and an average value of 3.00 x1012 ± 5.99 109. In Figure 72 is showed a comparison between emissions of ECE and EUDC cycles. In this case, the contribution to the overall NEDC emissions from ECE and EUDC cycles are practically the same.

1.0E+10

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1.0E+12

1.0E+13

GDI-ECE GDI-EUDC GDI-NEDC

Num

ber p

artic

le e

mis

sion

s [#

/cm

3]

Figure 72. Comparison between ECE and EUDC cycles for the GDI Vehicle.

5.2.4 Comparison between CPC_GOLDEN and CPC_REF

Figure 73 shows the particle number emissions measured with CPC_GOLDEN and CPC_REF

during the tests performed with the Gasoline Direct Injection Vehicle (MPI). As in this case of the MPI Vehicle, it is observed that the emissions measured with the CPC_REF are higher than those measured with the CPC_GOLD, which indicates that volatiles emitted from this vehicle were not completely removed by the first hot dilution stage at 150 oC in the rotating disc diluter of the GPMS, rather from the thermodenuder at 300 C.

59.3% 40.7%



45

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GDI-NEDC1 GDI-NEDC2 GDI-NEDC3 GDI-NEDC4 GDI-NEDC5 mean

Part

icle

num

ber e

mis

sion

s [#

/cm

3]CPC_GOLDENCPC_REF


5.3 ALT_system Figure 74 shows the six particle number emission tests performed with the Alternative System

with the GDI vehicle in the second part of the testing programme. In Figures 75 to 80 are given the real-time number emission measurements in each NEDC test.

Particle emission for the six GDI tests (#/cm3)

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GDI-NEDC1GDI-NEDC2GDI-NEDC3GDI-NEDC4GDI-NEDC5GDI-NEDC6R.SP

PM P GDI_Alternative System JRC2

Figure 74. Real-time particle number emission for the four tests performed using ALT_system



46


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47


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48


Particle number emissions from the NEDC tests performed with the ALT_system showed levels


0.0E+00

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4.0E+12

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8.0E+12

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GDI-NEDC1

GDI-NEDC2

GDI-NEDC3

GDI-NEDC4

GDI-NEDC5

GDI-NEDC6

mean

Part

icle

em

issi

ons

(#/K

m)

PMP GDI Alternative System JRC2

Figure 81. EUDC particle number emissions for the four valid NEDC tests using ALT_system.

5.4 Comparison between measurements systems

As in the case of the Golden and Multi Point Injection Vehicles the particle number emissions

measured by GPMS from the GDI Vehicle were quite different than those measured by the Alternative_system: 3.52 x1012 ± 8.35 1011 Vs 6.48x1012 ± 1.88x1012 particles/cm3 respectively (Figure 82). This difference could be explained again due to the test-to-test pressure fluctuations, as well as with the higher background of the Alternative system. In the case of these tests, a variability on the dilution ratios from ~100:1 to ~200:1 was observed in the Alternative_system during the testing with the GDI Vehicle.



49


1.0E+11

1.0E+12

1.0E+13

1.0E+14


Parti

cle

num

ber

conc

entr

atio

n [#

/cm

3]

Figure 82. Comparison of the average EUDC particle number emissions for the GPMS and ALT_system. A more detailed difference between the two measurements system can be seen from average

real-time emissions plotted in Figure 83. This figure shows the same behaviour than the emissions from the Golden and MPI Vehicles: emission peaks measured by both systems are quite similar but a considerable different about values of the emission in the rest of the entire cycle is observed.

Mean Particle emission for NEDCs tests (#/cm3)

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PMP_Alternative System GDI JRC2DR Corrected




50

5.5 Summary results from mass and particle emissions for the GDI Vehicle

As a summary, in Table 8 data from mass and particle NEDC emissions from the Gasoline Direct Injection Vehicle are presented.

Table 8. Mean values and standard deviations of the mass and particle emissions from all NEDC tests.

Gasoline Direct Injection Vehicle

Number particle emissions [ #/km] Mass emissions

[mg/km] GPMS A_System

1.940 ± 0.424 3.52 1012 ± 8.35 1010 6.84 1012 ± 1.88 1012



51

6. COMPARISON BETWEEN VEHICLES 6.1 Regulated gaseous emissions

Figure 84. Regulated gaseous emissions from the three vehicles tested

The regulated gaseous emissions from the three vehicles tested met the required standard for EURO4 (Figure 84). Gaseous emissions data are presented in Table 9. Table 9. Regulated emissions data from the three vehicles tested

Gaseous emissions [g/km] EURO4 limit Golden Vehicle MPI Vehicle GDI Vehicle HC 0.050 0.009 0.033 0.048

NOx 0.250 0.215 0.015 0.058 HC + NOx 0.300 0.224 0.048 0.106

CO2 n/a 166.691 154.638 167.689 CO 0.500 0.056 0.297 0.260

Carbon Dioxide Emissio ns [g/ km]

10

100

1000

Au-DPF Vehicle Gasoline MPI Gasoline GDI

Carbon M onoxide Emissions [g/ km]

0.01

0.10

1.00


Total Hydrocarbons Emissions [g/ km]

0.001

0.01

0.1


Oxides o f N itrogen Emissions [g/ km]

0.0

0.1

1.0


EURO4 limit: 0.25 g/km EURO4 limit: 0.05 g/km

EURO4 limit: 0.5 g/km



52

6.2 Particulate mass emissions

Particulate mass emissions measured from the three vehicles tested are presented in Figure 85. It can be seen that similar values were emitted from the Golden and MPI Vehicles. Mass emissions from the GDI Vehicle showed values about four times higher. All the vehicles met the required standard for EURO4 (25 mg/km) for Diesel vehicles and also the proposed EURO5 (5mg/km). Particle Mass emissions data are presented in Table 10.

Particulate mass concentration

0.0

0.1

1.0

10.0

100.0

Golden Vehicle MPI Vehicle GDI Vehicle

[mg

/ km

]

Figure 85. Particulate mass concentration emitted by the three vehicles tested Table 10. Particulate mass emissions data from the three vehicles tested

Mass emissions [mg/km]

EURO4 limit 25.00 Proposed EURO4 5.00 Golden Vehicle 0.48 ± 0.08

MPI Vehicle 0.50 ± 0.20 GDI Vehicle 1.94 ± 0.42

6.3 Particle number emissions

As it can be observed from Figure 86, the particle emission values from the GPMS showed the same order of magnitude for both the Golden and the MPI Vehicle, this is about 1011 #/km. The particle emissions from GDI Vehicle measured with the same system showed values between 1012 and 1013 #/km. The same behaviour was observed with the data from the ALT_System for the three vehicles tested. Nevertheless, a higher particle number concentration was measured systematically with the ALT_system for all the vehicles.

Proposed EURO5 (5 mg/km)

Euro4 limit (25 mg/km)



53

Particle Number Concentration (GPMS and ALT_System)

1.0E+10

1.0E+11

1.0E+12

1.0E+13

1.0E+14

Golden Vehicle MPI Vehicle GDI Vehicle

#/km

GPMSALT_System

Figure 86. Particle number concentration from the three vehicles with the two different measurements systems

As a summary, the mean values and standard deviations of the particle number emissions measured with the two systems for all vehicles are given in Table 11.

Table 11. Particle number emissions data from the three vehicles tested for the two measuring systems used

Particle number emissions [#/km]

GPMS ALT_System

Golden Vehicle 1.3 x 1011 ± 2.1 x 1010 3.1 x 1011 ± 1.0 x 1011

MPI Vehicle 1.1 x 1011 ± 2.6 x 1010 3.1 x 1011 ± 6.5 x 1010

GDI Vehicle 3.5 x 1012 ± 8.4 x 1011 6.5 x 1012 ± 1.9 x 1012

The high differences in the particle number concentration measured with the two different measurement systems was also noted during the real-time measuring of the particles background in the CVS (Figure 87). In Figure 88 are presented emissions values Vs background values for the GPMS and ALT_System.



54

Comparison Between GPMS and ALT_ System Backgrounds

0

1

10

100

1000

10000

0 50 100 150 200 250Time (s)

#/cm

3

Alternative System Background

Golden System Background

Figure 87. Real-time comparison between GPMS and ALT_System backgrounds in the CVS

1.0E+06

1.0E+07

1.0E+08

1.0E+09

1.0E+10

1.0E+11

1.0E+12

1.0E+13

Golden System Alternative System

#/km

BackgroundEmissions

Figure 88. Emissions values Vs background values for the GPMS and ALT_System



55

7. CONCLUSIONS

This document reports on the results of the second part of the testing performed during the PMP inter-laboratory exercise - 11 to 31 May 2005 - conducted at the VELA lab in the Emissions and Health Unit of the European Commission’s Joint Research Centre (JRC-Ispra). Three different vehicles complying with the EURO4 limits: 2.0 HDi diesel car equipped with a Diesel Particulate Filter (DPF) - Golden Vehicle -, 1.4 gasoline Multi Point Injection (MPI) and 1.6 FSI Gasoline Direct Injection (GDI) were tested. The measuring included both filters based particulate mass measurements and real-time particle number measurements. Two different sampling and measurements particle number system were used: Golden Particle Measurements System (GPMS) and Alternative System (ALT_system).

With respect to regulated gaseous emissions results, all three different technologies tested met

EURO4 standards for HC, NOx and CO. Related to HC and CO, the Golden Vehicle showed values quite less than those emitted by the two gasoline vehicles. Carbon dioxide emissions for the three vehicles were found to be similar.

Concerning particulate matter emissions, similar values were emitted from the Golden and MPI

Vehicles, with values about 0.5 milligrams per kilometre. Mass emissions from the GDI Vehicle showed values about four times higher - 2.0 milligrams per kilometre -. All the vehicles met the required standard for EURO4 (25 mg/km) for Diesel vehicles.

Particle emission values from the Golden and the MPI Vehicle performed with the GPMS showed

the same order of magnitude, this is about 1011 #/km. The particle emissions from GDI Vehicle measured with the same system showed values between 1012 and 1013 #/km. The same behaviour was observed with the data from the ALT_System for the three vehicles tested.

Measuring performed with the Alternative System in the three vehicles showed higher particle

number concentration than those performed with the Golden Particle Measurement System in all the cases. This was also confirmed by measuring of the particle background in the CVS


ANNEXES Annex A. Test fuel specifications for the Golden Vehicle



Annex B. Test fuel specifications for the gasoline vehicles Certificate: 2165393 Haltermann Products Batch: SG20513ADO Product: CEC fuel RF-02-99

Limits Feature Units

Results SG20513A

DO Minimum Maximun Method

RON - 99.8 95.0 - EN 25164

MON - 88.6 85.0 - EN 25163 Density @ 15 oC Kg/m3 750.9 748.0 762.0 ISO 12185

Density @ 4 oC Kg/m3 760.8 - - ISO 12185

Density @ 15 oC Kg/m3 750.9 748.0 762.0 ISO 3675

RVP kPa 59.3 56.0 60.0 EN 12

Distillation IBP oC 36.7 24.0 40.0 EN ISO 3405

Dist.10% v/v oC 54.0 - - EN ISO 3405

Dist.50% v/v oC 99.9 75.0 110.0 EN ISO 3405

Dist.90% v/v oC 164.2 - - EN ISO 3405

Dist. 70 oC % vol 26.5 - - EN ISO 3405

Dist. 100 oC % vol 50.1 49.0 57.0 EN ISO 3405

Dist. 150 oC % vol 85.9 81.0 87.0 EN ISO 3405

Distillation FBP oC 202.8 190.0 215.0 EN ISO 3405 Dist. Residue % vol 1.0 - 2.0 EN ISO 3405

Oxidation Stability min > 1200 480 - EN ISO 7536

Olefins % vol 1.5 - 10.0 ASTM D1319

Aromatics % vol 31.1 28.0 40.0 ASTM D1319

Saturates % vol 62.9 - - ASTM D1319

Benzene % vol 0.10 - 1.00 EN 12177

Oxygenates % vol 4.5 - - EN 1601

Oxygen Content % wt 0.8 0.8 1.2 EN 1601

Hydrogen % wt 13.15 - - ASTM D3343

Carbon % wt 86.03 - - ASTM D3343 C:H Mol-Ratio

(H = 1) - 0.55 - - ASTM D3343

H:C Mol-Ratio (C = 1) - 1.82 - - ASTM D3343

C:H Ratio (H = 1) - 6.54 - - ASTM D3343

H:C Ratio (C = 1) - 0.153 - - ASTM D3343

Net Heating Value MJ/kg 42.440 - - ASTM D3338



Limits Feature Units

Results SG20513A

DO Minimum Maximun Method

Lead mg/L < 5 - 5 EN 237

Sulfur mg/kg 7 - - ASTM D3120

Sulfur mg/kg < 10 - 100 EN ISO 14596

Phosphorous mg/L < 0.2 - 1.3 ASTM D3231 Solvent Washed Gum

(per 100 mL) mg < 1 - 4 EN ISO 6246

Kerosenes % vol < 0.1 - - JIS K2536 Corrosion – Copper

Max. 1 A 1 - - EN ISO 2160



Annex C. Comparison of PM emissions calculated from main filter Vs (main + backup) filters.

In this round of experiments, the mass of particulate material emitted by the vehicles was measured using a filter holder where two Pallflex TX40 fluorocarbon coated glass filters were mounted for collecting particulates (main filter + backup filter) by error. To calculate the PM emitted by the vehicles only the main filter was taken into account.

In the figures below, particle mass emissions from the Golden, MPI and GDI vehicles are shown.

A comparison between PM emissions for each vehicle calculated only from the main filter (beige) and additional backup filter (orange) is plotted in order to determine the importance of the mass contribution of the backup filter to the total particulate mass emission calculation. The figures show that the contribution of the mass collected on the second filter for the Golden and the MPI vehicles were not important. A mean difference of about 4% and 1%, respectively, between both methods of calculation was found.

PM emissions from the Golden Vehicle

0.00.10.20.30.40.50.60.70.8

Au-NEDC1

Au-NEDC2

Au-NEDC3

Au-NEDC4

Au-NEDC5

Au-NEDC6

Au-NEDC7

mean

PM c

once

ntra

tion

[mg/

km] main filter

(main + backup) filter

PM emissions [mg/km] main filter (main + backup) filter difference [%] Au-NEDC1 0.584 0.584 0 Au-NEDC2 0.475 0.537 13 Au-NEDC3 0.417 0.417 0 Au-NEDC4 0.377 0.377 0 Au-NEDC5 0.522 0.606 16 Au-NEDC6 0.482 0.482 0 Au-NEDC7 0.458 0.458 0

mean 0.474 0.494 4



PM emissions from the GDI vehicle

0.0

0.5

1.0

1.5

2.0

2.5

3.0

GDI-NEDC1

GDI-NEDC2

GDI-NEDC3

GDI-NEDC4

GDI-NEDC5

GDI-NEDC6

mean

PM c

once

ntra

tion

[mg/

km]

main filter(main + backup) filter

PM emissions [mg/km] main filter (main + backup) filter difference [%] GDI-NEDC1 1.696 1.696 0 GDI-NEDC2 2.369 2.411 2 GDI-NEDC3 2.590 2.632 2 GDI-NEDC4 1.653 1.653 0 GDI-NEDC5 1.714 1.714 0 GDI-NEDC6 1.623 1.623 0

mean 1.941 1.955 1 Nevertheless, in the cases of the GDI vehicle, the contribution of the mass collected on the

second filter was important, with a mean value of 19%. So, it is expected that the mass measured in this way will deviate to some extent (to be confirmed by experiments) to the mass collected by the correct PMP method, as was seen in another series of experiments during the PMP Phase 2, by J. D. Andersson in a “Report of a brief study to investigate the effects of filter face velocity and the influence of a back-up filter on 2007PM measurements.” (Confidential RICARDO document, September 2003).

PM emissions from the MPI Vehicle

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

MPI-NEDC1

MPI-NEDC2

MPI-NEDC3

MPI-NEDC4

MPI-NEDC5

mean

PM c

once

ntra

tion

[mg/

km]

main filter(main + backup) filter



PM emissions [mg/km] main filter (main + backup) filter difference [%] MPI-NEDC1 0.251 0.251 0 MPI-NEDC2 0.418 0.626 50 MPI-NEDC3 0.705 0.808 15 MPI-NEDC4 0.375 0.393 5 MPI-NEDC5 0.438 0.521 19

mean 0.437 0.520 19 A series of tests are planned during the next measurement campaign in the JRC with the Golden

Vehicle, where the PM emissions will be measured using a filter holder with only one filter inside and another series of tests using a filter holder with two filters (main and backup), in order to study the possible differences in mass collected on the first one due to the pressure difference induced by the backup filter.



Annex D. Filter holders temperature and weighing room conditions

The particulate mass system was heated externally to 47°C using a heating mantle and heating tape. Mean values of the filter holder temperature for each test performed is shown in figure below.

Filter holders temperature

30

35

40

45

50

55

60

11/05

12/05

13/05

17/05

18/05

19/05

20/05

23/05

24/05

25/05

30/05

31/05

Tem

pera

ture

(oC

) upper limit

lower limit

The weighing room conditions during testing were very stable. The temperature of the chamber in which the particulate filters were conditioned and weighed was maintained to within 294.9 K ± 0.3 K during the test programme. The humidity was maintained to a dew point of 282.4 K ± 0.5 K and a relative humidity of 46.1 % ± 0.7 %. These ranges were monitored and recorded every minute during the testing period.

Weighing room conditions

0

10

20

30

40

50

NEDC1 NEDC2 NEDC3 NEDC4 NEDC5 NEDC6 NEDC7

Hum

idity

(%)

0

5

10

15

20

25

30

35

Temperature (oC

)

Dew Point (oC)Room Temperature (oC)Dew Point (oC)



Annex E. DPF regeneration events

In figure below, all number particle emission tests performed with the golden car at VELA lab are presented.

0.0E+00

3.0E+10

6.0E+10

9.0E+10

1.2E+11

1.5E+11

1.8E+11

Au-NEDC1Au-NEDC2

Au-NEDC3Au-NEDC4

Au-NEDC5

post reg. test1

post reg. test2

Au-NEDCC6Au-NEDC7

mean

Part

icle

em

issi

ons

(#/k

m)

PMP Golden JRC2

After Au-NEDC1 test, the vehicle was forced to regenerate. Due to problems with the documents

of the vehicle, the option of driving the car on Italian roads for 300 kilometres was discarded. Besides, for technical reasons, it was not possible to drive the car in the chassis dynamometer for such long distance of 300 kilometres. Finally, the regeneration test was performed using a hot precondition cycle: 140 km/h for 30 minutes.

Next figure shows the particle emission for this hot regeneration test. From the high amount of

volatile particles coming off the tailpipe, it is very probable that the car also regenerated during this run, between NEDC1 and NEDC2. Nevertheless, evidences of regeneration from the regulated gaseous emissions measurements were not observed during this test. For instance, CO emissions showed similar values than those tests performed with a standard preconditioning (120 km/h for 20 minutes). It is possible that this represents a different type of regeneration strategy employed by the manufacturers for avoiding that the trap clogs from the high mass of particles emitted during prolonged operations at very high velocities.



Pnumber Test 13-05 Regeneration Test (140 Kph - 30´)

0

10000

20000

30000

40000

0 300 600 900 1200 1500Time (s)

#/cm

3 (CPC

_REF

)

0

50

100

150

200

250

300

350

400

#/cm

3 (C

PC_G

OLD

)

CPC_REFCPC_GOLD

On the other hand, after Au-NEDC5 test, during the precondition cycle of 120 km/h 20 minutes,

normal DPF regeneration occurred. This time, regeneration was observed not only from the particle number emissions measured (see figure below) but also from the regulated gaseous emissions (CO emissions showed a value of 0.082 mg/km while the mean value for all tests was 0.055 mg/km). In order to not overestimate the particle counts after the regeneration event, the two following test were not considered as valid tests.

In the figure are plotted the real-time particles emissions from GPMS for CPC_GOLD Vs

CPC_REF during this conditioning period.

High temperature conditining (120 Kph - 20´) prior to test Au-NEDC6

0.0E+00

1.0E+04

2.0E+04

3.0E+04

4.0E+04

5.0E+04

6.0E+04

0 200 400 600 800 1000 1200Time (s)

#/cm

3 (C

PC_R

EF)

0.0E+00

1.0E+03

2.0E+03

3.0E+03

4.0E+03

5.0E+03

6.0E+03

#/cm

3 (C

PC_G

OLD

)

CPC_REF

CPC_GOLD

As it can be seen in figure above from the blue curve, which corresponding with the reference particle counter (CPC_REF) measurements, a high concentration of volatiles during the regeneration event was emitted. At the same time, it could be demonstrated from the comparison of the blue curve



with the red one that the volatile particle remover (VPR) of the GPMS worked with a high efficiency of about 98 percent. In order to not overestimate the particle counts after the regeneration event, the two following test were considered as a post-regeneration test and not as a valid one. For the reasons explained before, only seven tests were considered as valid for determine the average particle number emissions (see next figure).

0.0E+00

3.0E+10

6.0E+10

9.0E+10

1.2E+11

1.5E+11

1.8E+11

Au-NEDC1

Au-NEDC2

Au-NEDC3

Au-NEDC4

Au-NEDC5

Au-NEDC6

Au-NEDC7

mean

Part

icle

em

issi

ons

(#/k

m)

PMP Golden JRC2



Annex F. Calibration of the modified counter particles TSI 3010

CPC_REF

CPC_GOLD



Annex G. Daily pre-test verification results of the GPMS

CPCs checks 11/05 12/05 13/05 17/05 18/05 19/05 20/05 23/05 24/05 25/05 30/05

CPC1 (1.015 lpm) 1.035 1.034 1.043 1.037 1.038 1.042 1.038 1.036 1.035 1.032 1.030 Flow rate verification

within ± 5% of nominal CPC2 (1.032 lpm) 1.038 1.035 1.039 1.040 1.040 1.042 1.041 1.035 1.036 1.035 1.029

CPC1 (< 1/cm3) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Verification of counter

zero value CPC2 (< 1/cm3) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

CPC1 (~ 104/cm3) 8500 4100 3700 3000 4500 6800 9600 6500 8400 6000 4700 Verification of counter

high response CPC2 (~ 104/cm3) 8400 4200 3400 2900 4200 7000 8900 6350 8000 6000 4500

VPR checks 11/05 12/05 13/05 17/05 18/05 19/05 20/05 23/05 24/05 25/05 30/05

CPC1 (< 5/cm3) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Verification of counter

deposition in the ET CPC2 (< 5/cm3) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

CPC1 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Verification of counter Leak integrity

CPC2 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

PNC_REF Flow rate verification

0.0

0.2

0.4

0.6

0.8

1.0

1.2

11/05 12/05 13/05 17/05 18/05 19/05 20/05 23/05 24/05 25/05 30/05

Inle

t flo

w ra

te [l

min

-1]



PNC_GOLD Flow rate verification

0.0

0.2

0.4

0.6

0.8

1.0

1.2

11/05 12/05 13/05 17/05 18/05 19/05 20/05 23/05 24/05 25/05 30/05

Inle

t flo

w ra

te [l

min

-1]

PNCs High Response

y = 0.9545x + 94.934 R2 = 0.9882

0.0E+00

2.0E+03

4.0E+03

6.0E+03

8.0E+03

1.0E+04

1.2E+04

0.0E+00 2.0E+03 4.0E+03 6.0E+03 8.0E+03 1.0E+04 1.2E+04PNC_REF [# cm-3]

PNC

_GO

LD [

# cm

-3]

European Commission

EUR 22202 EN – DG Joint Research Centre, Institute for Environment and Sustainability Luxembourg: Office for Official Publications of the European Communities 2006 – 69 pp. – 21 x 29.7 cm Scientific and Technical Research series Abstract This document reports on the results of the second part of the testing performed during the PMP inter-laboratory exercise - 11 to 31 May 2005 - conducted at the Vehicles Emissions Laboratory (VELA) in the Emissions and Health Unit of the European Commission’s Joint Research Centre (JRC-Ispra). This report presents results of the work undertaken on three different vehicles complying with the EURO4 limits: 2.0 HDi diesel car equipped with a Diesel Particulate Filter (DPF) - Golden Vehicle -, 1.4 gasoline Multi Point Injection (MPI) and 1.6 FSI Gasoline Direct Injection (GDI). Most of the tests complied with all the requirements of the document UN-GRPE PMP Phase 3. Inter-laboratory Correlation Exercise: Framework and Laboratory Guide (February 2005, Andersson et al.). The measuring included both filter based particulate mass measurements and real-time particle number measurements performed in parallel on light-duty vehicles under transient conditions on a chassis dynamometer. Two different sampling and measurements particle number system were used: Golden Particle Measurements System (GPMS) and Alternative System (ALT_system).The driving cycle used was the European driving cycle (NEDC).

The mission of the JRC is to provide customer-driven scientific and technical support for the conception, development, implementation and monitoring of EU policies. As a service of the European Commission, the JRC functions as a reference centre of science and technology for the Union. Close to the policy-making process, it serves the common interest of the Member States, while being independent of special interests, whether private or national.

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