Evaluation of Road Dust Resuspension from Internal Combustion Engine and Electric Vehicles of the Same Model

Electric vehicles (EVs) are regarded as zero emission vehicles due to the absence of exhaust emissions. However, they still contribute non-exhaust particulate matter (PM) emissions, generated by brake wear, tire wear, road wear, and resuspended road dust. In fact, because EVs are heavier than internal combustion engine vehicles (ICEVs), their non-exhaust emissions are like to be even higher. While total PM emissions, including exhaust and non-exhaust PM emissions, from ICEVs and EVs have been compared based on the emission factors (EFs) listed in national emission inventories, there have been no comparisons based on experimental determinations.In this study, exhaust and non-exhaust emissions generated from a gasoline ICEV, diesel ICEV, and EV were experimentally investigated. The results showed that the EFs for the total PM emissions of ICEVs and EV were dependent on the inclusion of secondary exhaust PM, the brake pad type, and the regenerative braking intensity of the EV. When only primary exhaust PM emissions were considered in vehicles equipped with non-asbestos organic (NAO) brake pads, the total PM10 EF of the EV (47.7–49.3 mg/V·km) was 10–17 % higher than those of the gasoline ICEV (42.3 mg/V·km) and diesel ICEV (43.2 mg/V·km). However, in vehicles equipped with low-metallic (LM) brake pads, the total PM10 EF of the EV (49.2–57.7 mg/V·km) was comparable or lower than those of the gasoline ICEV (56.3 mg/V·km) and diesel ICEV (57.2 mg/V·km). When secondary PM emissions were included, the EF was always significantly lower for the EV than ICEVs. The total PM10 EF of the EV (47.7–57.7 mg/V·km) was lower than those of the gasoline ICEV (56.5–70.5 mg/V·km) and diesel ICEV (58.0–72.0 mg/V·km). Since secondary PM particles are mostly of submicron size, the EFs of the PM2.5 fraction of the ICEVs (28.7–33.0 mg/V·km) were two times higher than those of the EV (13.9–17.4 mg/V·km).

Vehicles equipped with internal combustion engines are known as important sources of particulate matter (PM) emissions. Many countries are aware of this issue. They are keen in converting internal combustion engine vehicles to electric vehicles (EV) to reduce PM problems. However, various past research works claimed that EV also emit PM like conventional vehicles due to their non-exhaust emissions from brake wear, tyre wear, road surface wear, and resuspension of road dust. In addition, strong evidence showed that there was indeed a positive correlation between the weight of vehicle and amounts of non-exhaust PM emissions.The current study is aimed to measure on-road non-exhaust PM emissions from a hybrid electric vehicle during a braking sequence at various payloads. An onboard PM measuring device is attached nearby the center cap bore of the left front wheel on the tested hybrid electric vehicle. PM1, PM2.5, and PM10 measurements are monitored during braking sequences in the electrified vehicle mode. The increase payloads that affect tendency of non-exhaust PM emissions are observed. The PM emission pattern during braking sequence is captured by the current PM measuring setup as seen in the literature. Based on this experiment, the additional payloads of 60–70 kg increase the amount of non-exhaust PM2.5 and PM10 emissions almost 25%. The effects of increasing payloads on PM2.5 and PM10 emissions can be clearly observed as a linear relationship. However, for PM1 emissions, when increasing payloads, a certain cut point is observed at the payload of 130 kg. Adding payloads more than 130 kg do not affect the amount of PM1 emissions.

Vehicles equipped with internal combustion engines are known as one of the most important Particulate Matters (PM) emissions sources. Many countries are aware of this issue and interested in employing more electric vehicles to reduce this emission. However, various past research claims that electric vehicles also emitted PM as conventional vehicles due to their non-exhaust emissions such as brake wear, tyre wear, road surface wear, and road dust resuspension. In addition, substantial evidence showed that there was indeed a positive correlation between the weight of vehicles and amounts of non-exhaust PM emissions. This study aims to measure on-road non-exhaust PM emissions from a hybrid electric vehicle during braking sequences. An onboard PM measuring device is attached to the side of the tested hybrid electric vehicle. PM measurements are monitored during the braking sequence in the electrified vehicle mode. Studies of increasing payloads that might affect the tendency of non-exhaust PM emissions are observed. The PM emission pattern during the braking sequence is captured by the current PM measuring setup as seen in the literature. The braking pattern (hard vs. soft brake) shows distinct amounts in PM emissions by a factor of two. Based on experimental data, it is found out that the additional payload of approximately 70 kg increases the amount of non-exhaust PM emissions by almost 20%.

Well-to-wheel greenhouse gas emissions of electric versus combustion vehicles from 2018 to 2030 in the US

Non-exhaust PM emissions from electric vehicles

Chapter 12 - Non-Exhaust PM Emissions From Battery Electric Vehicles

Exhaust and non-exhaust airborne particles from diesel and electric buses in Xi'an: A comparative analysis

Challenges of the UK government and industries regarding emission control after ICE vehicle bans

<div class="section abstract"><div class="htmlview paragraph">To pursue the target of the “net-zero” emission by 2050 and to reduce the most harmful pollutant emissions from road traffic, more specifically of particulate matter (PM), the transportation sector is subject to significant changes. A transition from internal combustion engine passenger cars (ICEVs) to hybrid vehicles (HEVs) and battery-electric vehicles (BEVs) is taking place. This transition, however, must be carefully examined from different perspectives, as hybridization/electrification may not reduce the levels of PM and CO<sub>2</sub> as much as expected. In this work, exhaust and non-exhaust PM emissions of a vehicle powered with an internal combustion engine, and of the same vehicle in plug-in hybrid and electric configurations is carried out, by using the emission factors approach. The main objective is the evaluation of the impact of vehicle weight, of percentage of regenerative braking and of energy management strategy (for hybrid configuration), on tire, wear and road surface wear, which are the most important non-exhaust PM sources. In particular, as most of the studies focus on a comparison between ICEs and BEVs, the current analysis aims at evaluating if the plug-in hybrid configuration, which is half-way between ICE and BEV, can overcome the limitations of electrification and of ICEs in terms of PM emissions. Results for gasoline engine show that a weight increase of 31% and 40% for the hybrid and electric configurations, respectively, with respect to the ICE version, contributes to increase the total PM<sub>10</sub> of about 16% and PM<sub>2.5</sub> of 9% for PHEV. For BEV, these values amount to 20% for PM<sub>10</sub> and to 4% for PM<sub>2.5</sub>. Adoption of regenerative braking significantly contributes to counteract the effects of a higher weight, so that overall, for PHEV and BEV, total PM emissions are reduced with respect to the ICE versions. In particular, total PM emissions (both PM<sub>10</sub> and PM<sub>2.5</sub>) are reduced of about 3% for PHEV and of 13% for BEV. For the diesel engine, where the weight difference between the ICE and PHEV and BEV versions are more limited (+8% for PHEV and +36% for BEV), higher beneficial effects related to regenerative braking are achieved, so that total PM emissions are reduced of 13% for PHEV and of 14% for BEV, with respect to ICE.</div></div>

<div class="section abstract"><div class="htmlview paragraph">The need to control global warming by regulating automotive emission levels has led to a lot of changes in the policies of different countries globally, specifically the United States (US) and the European Union (EU). More recently, the governments have been strongly pushing the integration of Electric Vehicles (EVs) in the market to replace the conventional Internal Combustion Engine (ICE) vehicles for CO₂ emissions reduction, with the enforcement of 50% EV sales by 2030 in the US and complete 100% by 2035 in the EU for passenger cars. However, these policies are misleading by considering EVs as zero emission vehicles, as there is no such technology yet available that has zero emissions during its lifecycle. During the manufacturing phase, any vehicle produced gives out emissions, with EVs emitting even higher than the conventional ICE vehicles with their battery manufacturing. Further, during the use phase, there might be no Tank-to-Wheel emissions from the EVs due to zero tailpipe emissions, but they do have very high Well-to-Tank emissions from the electricity generation needed to recharge the batteries. On the other hand, hybridization is also a promising way for CO₂ emissions reduction. Using synthetic e-fuels, hybrids can have emission reductions much higher than using conventional fuels or even when compared to EVs on life cycle basis. Hence, in this study, we have evaluated the life cycle CO₂ emissions reduction potential with electric and e-fueled ICE vehicle as two different cases, varying their sales from 0 to 100%, according to the set EU and US targets, for the total car fleet of both the countries. The evaluation is done with 0D numerical simulations performed on GT suite, for 30 different drive cycles consisting of 10 urban, 10 sub-urban and 10 highway cases with GPS based vehicle speed information, for US as well as EU separately. Results shows that e-fueled ICE and e-fueled hybrid vehicles have greater CO₂ emissions reduction potential than EVs.</div></div>

Factors influencing global transportation electrification: Comparative analysis of electric and internal combustion engine vehicles

<div class="section abstract"><div class="htmlview paragraph">The rising demand for electric vehicles (EVs) has pushed automakers to prioritize visual brand consistency across both EVs and internal combustion engine (ICE) vehicles. A main design factor which is influenced by this trend is the front grille. In order to achieve uniform aesthetic looks, passenger car manufacturers often reduce the front grille openings and limit airflow. This closed grille style is common in electric vehicle. However, this creates challenges for internal combustion engine (ICE) vehicles with snorkel-type air intake systems, leading to reduced airflow and higher temperatures in the engine bay and intake air which eventually gets sucked in the engine resulting in low volumetric efficiency.</div><div class="htmlview paragraph">Maintaining a cooler intake air is vital for ICE performance. Adjusting snorkel position and airflow patterns in low temperature zones ensures the engine receives air at low temperatures. This improves the combustion efficiency, throttle response and eventually it reduces the risk of knock. This study emphasizes the need to control intake air temperature in such a way that the air intake system supports to meet performance and emissions targets.</div><div class="htmlview paragraph">In our study, we use simulation tools such as computation fluid dynamics (CFD) and experiments in order to demonstrate that the ICE vehicle grille design having restricted air flow which are similar to the electric vehicles, increases the air temperature that enters into the snorkel of air intake system. This pre-heated air that enters into engine reduces its efficiency, power output and also might eventually affect the emissions. The findings in our study quantifies the thermal penalty that are linked to this design standardization.</div><div class="htmlview paragraph">In order to overcome these issues, the study recommends tailored front-end module thermal management strategies for ICE vehicles particularly for air intake system. The approach optimizes airflow and minimizes heat gain in snorkel of air intakes and hence preserving engine performance without sacrificing the visual consistency between EV and ICE models.</div></div>

PurposeTo model and analyze the dynamic response of an electric vehicle (EV) suspension system and compare it with a conventional internal combustion engine (ICE) vehicle, focusing on passenger comfort and safety.Design/methodology/approachBoth vehicles are modeled as quarter car (two DOF for EV) and half car (four DOF for EV and five DOF for ICE). The analysis includes vehicle–road and vehicle–bridge interaction dynamics using MATLAB Simulink and the Runge–Kutta method, incorporating various road profiles and disturbances.FindingsThe EV’s suspension system outperforms the ICE vehicle in ride comfort and road holding across various conditions, with better responses to road disturbances and reduced peak overshoot. These results highlight the advantages of EV designs in enhancing overall vehicle dynamics.Originality/valueThis study makes several novel contributions, including the mathematical modeling of a half-car model for an ICE vehicle that incorporates secondary unbalanced forces of the engine. It also explores a complex vehicle–bridge interaction system, considering both road roughness and sinusoidal bumps. Furthermore, it compares the dynamic responses of an equivalent EV model traversing this complex bridge, with a conventional ICE vehicle, providing new insights into the distinct characteristics of EV suspensions.

This report presents the results of a study of the future of electric passenger vehicles. The study involved three tasks: developing models of supply and demand for electric vehicles, and projecting vehicle sales and stock of electric vehicles for the period 1985 to 2000, as well as the impact of these vehicles on utility loads. The supply model which includes an Electric Vehicle Design Model, calculates factors such as weight, battery size, and cost of a vehicle from user-supplied design characteristics. A key variable is the price of electric vehicles over the period 1985 to 2000. The price concept employed here is that of ''full'' price for owning and operating a vehicle. In the next stage of the analysis, calculation of electric vehicle sales and stocks, the ''hedonic'' approach is adopted which states that consumers' demand for a good is a derived demand for a bundle of characteristics (comfort, cost, performance, and the like) provided by the vehicle. Using this approach, a demand model was developed that forecasts the future stock and sales of electric vehicles and their competitors--internal combustion engine (ICE) vehicles. The final step in the analysis is the calculation of electricity loads and air quality impacts on a national basis for the period 1985 to 2000, and also for New York, Chicago, Los Angeles, and Washington, D.C. By end of the century, the models predict that approximately 141 million passenger vehicles will be on the road, and that 11 to 13 million of these will be electric vehicles, incorporating an advanced battery. This projection, of course, depends on a variety of factors, particularly on the relative full prices of electric and ICE vehicles. (ERA citation 03:052948)

A comparative study of energy-efficient driving strategy for connected internal combustion engine and electric vehicles at signalized intersections