Diesel passenger car PM emissions: From Euro 1 to Euro 4 with particle filter

Abstract

This paper examines the impact of the emission control and fuel technology development on the emissions of gaseous and, in particular, PM pollutants from diesel passenger cars. Three cars in five configurations in total were measured, and covered the range from Euro 1 to Euro 4 standards. The emission control ranged from no aftertreatment in the Euro 1 case, an oxidation catalyst in Euro 2, two oxidation catalysts and exhaust gas recirculation in Euro 3 and Euro 4, while a catalyzed diesel particle filter (DPF) fitted in the Euro 4 car led to a Euro 4 + DPF configuration. Both certification test and real-world driving cycles were employed. The results showed that CO and HC emissions were much lower than the emission standard over the hot-start real-world cycles. However, vehicle technologies from Euro 2 to Euro 4 exceeded the NOx and PM emission levels over at least one real-world cycle. The NOx emission level reached up to 3.6 times the certification level in case of the Euro 4 car. PM were up to 40% and 60% higher than certification level for the Euro 2 and Euro 3 cars, while the Euro 4 car emitted close or slightly below the certification level over the real-world driving cycles. PM mass reductions from Euro 1 to Euro 4 were associated with a relevant decrease in the total particle number, in particular over the certification test. This was not followed by a respective reduction in the solid particle number which remained rather constant between the four technologies at 0.86 × 10 14 km −1 (coefficient of variation 9%). As a result, the ratio of solid vs. total particle number ranged from ∼50% in Euro 1–100% in Euro 4. A significant reduction of more than three orders of magnitude in solid particle number is achieved with the introduction of the DPF. However, the potential for nucleation mode formation at high speed from the DPF car is an issue that needs to be considered in the over all assessment of its environmental benefit. Finally, comparison of the mobility and aerodynamic diameters of airborne particles led to fractal dimensions dropping from 2.60 (Euro 1) to 2.51 (Euro 4), denoting a more loose structure with improving technology.