Abstract
Although the chassis dynamometer type approval test considers real-world conditions, there are a few limitations to the experimental test environment that may affect gaseous or particulate emissions such as road conditions, traffic, decreasing tire pressure, or fluctuating ambient temperature. Furthermore, the real driving emission (RDE) test takes a long time, and it is too long to repeat under different experimental conditions. The National Institute of Environmental Research (NIER) test modes that reflect the driving pattern of Korea are not certification test modes, but can be used to evaluate the influence of traffic conditions because these modes consist of a total of 15 test modes that vary according to average speed. The use of the NIER #03, #09, and #13 modes as low-, medium-, and high-speed modes allow for gaseous and particulate emissions to be measured and analyzed. Additionally, the worldwide harmonized light-duty vehicle test procedure (WLTP), the certification mode of Europe, is used to test cycles to investigate the difference under cold- and hot-engine start conditions. The engine operating parameters are also measured to evaluate the relationships between the various test conditions and test cycles. The regulated and greenhouse gas levels decrease under various driving conditions, but the particle number (PN) emission level shows a different trend with gaseous emissions. While the PN and CO2 results dramatically increase when the air conditioner is on, tire pressure conditions show different PN size distributions: a large-sized PN fraction, which contains particles larger than 100 nm, increases and a sub-23 nm-sized PN fraction decreases. Under cold-start conditions in the WLTP modes, there are much higher PN emissions than that of an engine under hot-start conditions, and the sub-23-nm-sized PN fraction also increases.
Highlights
Worldwide regulations that limit vehicle-related hazardous pollutant emissions, such as total hydrocarbon (THC), carbon monoxide (CO), nitrogen oxide (NOx), particulate matter (PM)and particle number (PN) emissions, in the automotive sector have been stricter than those in the past [1,2]
Energies 2020, 13, 2581 technical trends have recently changed from port fuel injection (PFI) to gasoline direct injection (GDI)
The objective of this study is to examine the influence of vehicle speed and various driving conditions on gaseous and particulate emissions from GDI vehicles
Summary
Worldwide regulations that limit vehicle-related hazardous pollutant emissions, such as total hydrocarbon (THC), carbon monoxide (CO), nitrogen oxide (NOx), particulate matter (PM)and particle number (PN) emissions, in the automotive sector have been stricter than those in the past [1,2]. Worldwide regulations that limit vehicle-related hazardous pollutant emissions, such as total hydrocarbon (THC), carbon monoxide (CO), nitrogen oxide (NOx), particulate matter (PM). Greenhouse gases, NOx, and particulate emissions are the main issues for automotive manufacturers and environmental departments of nations worldwide, since they can directly or indirectly affect global warming or health issues [3,4,5]. NOx and particulate emissions have been the main issues of concern for diesel engines and not gasoline engines [5,6,7]. Engines, the share of direct injection engines in whole gasoline engine vehicles has increased, and the PN and PM emissions level of GDI engines without particle filters has become another problem. The GDI engine can improve engine power and fuel economy with an increased compression ratio and volumetric efficiency; if the internal air–fuel mixture is mixed inconsistently, a wall-wetting phenomena during fuel-rich engine operation, such as engine start or aggressive acceleration, may cause an increase in PN emissions compared with those of a PFI engine or a diesel engine with a diesel particulate filter (DPF) [8,9,10,11,12,13].
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