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The European Commission’s scienceand knowledge service
Joint Research Centre
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Current developments at PMPand future JRC activities
B. Giechaskiel, T. Lahde, R. Suarez-Bertoa, M. Clairotte,
T. Grigoratos, A. Zardini, A. Perujo, G. Martini
Workshop: Measurement and characterisation of nanoparticle emissions from powertrains
9 Oct 2018, Thessaloniki, Greece
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Overview
• Introduction
• Solid Particle Number (SPN) regulation in EU
• Particle Measurement Program (PMP) activities
• SPN Portable Emissions Measurement Systems (PEMS)
• New Periodical Technical Inspection (NPTI)
• Market surveillance
• Non-exhaust particle emissions
For details and relevant citations see paper at Combustion Engines 2018 journal
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Introduction
• Type approval
• In Service Conformity
• Roadworthiness
• OBD
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Introduction of Particle Number limits
• The filter mass method failed to mandate the use of Diesel Particulate Filters (DPF)
• UN-ECE Particle Measurement Programme (PMP) was conceived, chaired by the UK
• Political will and drive came from the EC, but PMP operated under the auspices of UN-ECE to include Switzerland’s expertise, and other parties
Diesel
Particle
Filter (DPF)
PM in
PM out
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Particle Measurement Programme (PMP)
• PMP Phases I (2001) & II (2003)
• Investigation of sampling and conditioning systems
• Investigation of measurement techniques
• Definition of the new (Solid) Particle Number method
• PMP Phase III
• Inter-laboratory exercises
• Light-duty vehicles (mid 2004 – mid 2007)
• Heavy-duty engines (2008-2009)
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SPN regulations in EU
Regulation Cycle PM [mg/km or mg/kWh] SPN23 [p/km or p/kWh]
Light-duty (Euro 6)Type approval 2017/1151
2017/1154
WLTC
On-road (RDE)
4.5 6×1011
CF=1.5
ISC To be adopted end 2018 WLTC
On-road (RDE)
- 6×1011
CF=1.5
Heavy-duty (Euro VI)Type approval 582/2011 WHTC
WHSC
10
10
6×1011
8×1011
ISC On-road - CF under discussion
NRMM (Stage V)Type approval 2017/654
2016/1628
NRTC
NRSC
15 1×1012
ISC (monitoring) - -
L-category (Euro 4)Type approval 2013/168 WMTC 80 (diesel)
4.5 (diesel/GDI) (Euro 5)
-
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PMP new Terms of Reference
• PMP activities closed with the introduction of LDV and HDE PN regulation
• 26th meeting: 11 Dec 2011 discussion on PN experiences
• EU and Switzerland requested further investigation of PN especially from GDIs
• 27th meeting: 16 May 2013 Terms of References were discussed (ToR Rev 2)
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PMP extension of scope
• Calibration procedures update (and <23nm if necessary)
• Regeneration (PMP >23nm).
• Gasoline Direct Injection (GDI) vehicles
• PN equipment <23 nm
• Engine dyno tailpipe PN measurements for HD at Type Approval
• NRMM (only guidance document)
• Low Temperature testing (only feedback)
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Calibration: Volatile Particle Remover
• PCRFs within 5% (with 3 exceptions)
• Concerns were raised for CAST and NaCl thermal stability even after thermal pre-treatment.
• Low cut-off CPC should be employed at the calibrations
• Suggestions for minor improvements in the calibration procedure
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Calibration: Condensation Particle Counters
• Soot is in favor at the moment as calibration material
• Suggestions for improvement of the calibration procedure:
• Inclusion of k-factor
• Reference CPC according to ISO 27891
• Restriction of residuals during linearity
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Regeneration
• Emissions during regeneration events are included in the heavy-duty and NRMM legislation, but not in the light-duty. The main reason was the low contribution (PMP inter-laboratory findings based on NEDC and golden vehicle)
• JRC confirmed that this is not the case for WLTC and all vehicles
• JRC confirmed the robustness of the PMP systems during regeneration events
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Regeneration
• Robustness of PMP: Change of 10xPCRF does not affect the measured emissions, even the sub-23 nm measurements
• System with a catalytic stripper gives similar results
• The sub-23 nm particles were not seen at a subsequent test from the tailpipe. Indications of release of particles at high temperatures (could originate from the DPF, catalyst, even sampling lines)
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Regeneration: Ki factors
Vehicle Msi [p/km] D [km] Mri [p/km] D [km] Mpi [p/km] Ki Ki offset [p/km]
Euro 4* 1.3×1011 1000 1.3×1011 11.0 1.3×1011 1.0 0
Euro 5 2.0×1010 250 2.0×1012 23.2 1.9×1011 9.4 1.7×1011
Euro 5 2.0×1011 250 1.4×1012 11.0 2.5×1011 1.3 5.1×1010
Euro 6 5.5×1009 300 6.9×1012 23.2 5.0×1011 91.0 4.9×1011
Euro 6 2.0×1010 800 2.0×1010 23.2 0.2×1011 1.0 0
Euro 6 1.0×1011 500 4.0×1012 23.2 2.7×1011 2.7 1.7×1011
Euro 6 2.0×1010 450 2.1×1011 11.0 0.3×1011 1.2 4.5×1009
Euro 6 6.7×1010 450 1.9×1012 23.2 1.6×1011 2.3 9.0×1010
Euro 6 2.7×1010 250 7.9×1010 11.0 0.3×1011 1.1 2.2×1009
* Golden vehicle PMP inter-laboratory exercise
Weighted emissionsRegeneration emissionsNon-regeneration emissions
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Is there a need to regulate <23 nm?
• Literature review: Emission levels of sub23nm
• There are particles <23nm
• Experimental investigation at JRC
• There are particles <23nm
• Sometimes they are an artefact
• “Real particles” are on average 30-40% on average over a test cycle (GDI)
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Monitoring of sub-23 nm particles
• Diesel: <50%
• GDIs: 20%
• CNG: 100%
• Motorcycles: >60%
• Fractions are important only if emissions are close to the SPN limit
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• Extreme example of PMP systems
• At 10 nm penetration <50%
• The difference between the systems increases at lower particle sizes.
• The final result depends on the CMD (median size) of the size distribution
Can we measure <23 nm (accurately)?
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(Volatile) artefact
• Volatile artefact: • Renucleation of volatiles after the
evaporation tube or the catalytic stripper results in volatile particles being counted as solid
• Typically at cold start (high amount of volatiles)
• Quite often with DPF equipped vehicles (low soot)
• Even with catalytic stripper volatile artifact at the 3 nm range can appear
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(Solid) artefact
• Solid artefact: • Measurement of solid particles that are
formed after the vehicle tailpipe, but before the PN system
• Typically at high exhaust gas temperatures at unconditioned sampling lines
• Typical sizes at 10 nm or lower
• DPF regenerations
• Steady states of gasoline vehicles/motorcycles
motorcycle
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Sub-23 nm activities
• Inter-laboratory exercise with two golden instruments with catalytic stripper measuring both >10 nm and >23 nm
• European phase finished
• Japan and maybe US will participate
• Horizon 2020 projects exploring other sampling methodologies, counting principles and minimum size
• DownToTen
• Sureal
• PEMS4Nano
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Low Temperature (-7°C)
• Low temperature testing (-7°C) was not including SPN
• PMP confirmed the possibility to include it
• JRC has tested many vehicles
N=NEDC
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Raw exhaust sampling via fixed dilution
• Interest in this approach confirmed by some engine manufacturers and some instrument manufacturers
• First analysis of potential benefits/issues presented
• Primary dilution (cold / hot)
• Losses (thermophoresis, agglomeration)
• Volatile removal efficiency (CS or ET)
• Pressure effects
• Time alignment
• Correlation with other methods (CVS and partial flow system) and advantages/disadvantages to be checked – Additional data required
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Raw exhaust sampling via fixed dilution
• Experimental data hint on a 30% uncertainty
• Dedicated experimental campaign will follow (ACEA-JRC)
• Theoretical study will follow
• Technical requirements will be drafted
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SPN Portable Emission Measurement Systems
Light-duty vehicles
• Regulation 715/2007 introduced the possibility to use Portable Emission Measurement Systems (PEMS) for Real Driving Emissions (RDE)
• Regulation 459/2012 focused on the emissions of Gasoline Direct Injection (GDIs) vehicles under real conditions
• Nov. 2012 call of interest for Particle Number SPN-PEMS
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SPN PEMS: Program overview
• Theoretical evaluation of Diffusion Chargers (DC) (2013)
• Phase I (2013): Feasibility study
• Assessment of application and performance of portable PN instruments relative to a reference (Particle Measurement Program)
• Update of specifications (i.e. dilution and sampling system and efficiency of diffusion-chargers)
• Phase II (2014): Extensive experimental campaign
• Calibration procedures and more accurate estimates of uncertainty
• Inter-laboratory correlation exercise (2015)
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SPN PEMS for HDV
Heavy-duty vehicles
• September 2015 HDV PEMS expert group decided to freeze PM method and evaluate SPN method
• October 2015: Kick off meeting SPN PEMS for HDV
• JRC main evaluation (Feb – June 2016)
• JRC second evaluation (Sept. 2016) / pre-validation
• OEMs validation program (Feb 2017 – Dec 2017)
• May 2017 theoretical SPN PEMS uncertainty study
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SPN PEMS: Overview of all results
• Uncertainty of SPN PEMS is 40 – 65%. Today:• At the higher end for HDV
• In the middle for LDV
• At the lower end for CPC based systems
• Robust for most conditions (regeneration, ambient temperatures, volatiles, fuels) however until recently still some issues observed
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Preliminary PN margin evaluation (HDV)
No CVS uncertainty was subtracted because the evaluation was done compared to PMP systems
Size dependency is higher than 15% when GMD is lower <30 nm or >75 nm
Particle losses are typically lower than 25%
final used values
Work 10.0% 10.0% 34.7% PN emissions uncertainty
EFM accuracy 2.0% 3.5% 3.5% 0% CVS
EFM drift 2.0% 3% Time alignment/dynamics
Linearity 2.0% 0% Boundary conditions
25% Particle losses
Analyser acc. 18.0% (+)
Size depend. 15.0% 33.0% 33.0%
62.7%
input
calculated 𝑈𝑛𝑐𝑒𝑟𝑡𝑎𝑖𝑛𝑡𝑦 = 𝑎𝑛𝑎𝑙𝑦𝑧𝑒𝑟2 + 𝑓𝑙𝑜𝑤2 + 𝑤𝑜𝑟𝑘2 + 𝑜𝑡ℎ𝑒𝑟 − 𝐶𝑉𝑆X
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Comparison lab and on-road measurements
• Relative good agreement between lab and on-road
• No particular issue for GDIs fulfilling the 6x1012
p/km
• Differences could be explained in most cases (e.g. mass, ambient temperature, DPF fill state etc)
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New Periodical Technical Inspection (NPTI)
• Initiative of VERT supported by Switzerland, the Netherlands, Belgium, Germany and EU
• Objective: Tamper-proof methods for exhaust assessment
• Proposal: Particle number for DPF (TNO)
• Technical specifications
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Market surveillance
New type-approval framework Reg. 2018/858 (replaces Dir. 2007/46/EC) applicable from 2020 and introduces market surveillance
1) Raise the quality level and independence of type-approval and testing before a car is placed on the market
• Member states will be able to take measures in their national markets, instead of having to wait for the type-approval authority of the country that issued the vehicles’ type-approval certificate.
• National type-approval authorities will be subject to a peer review
2) Increase checks of cars that are already on the EU market by Member States
3) European oversight: Forum for exchange of information on enforcement
Although focus is on CO2 and NOx, SPN will also be monitored.
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Non-exhaust particle emissions
• PMP on brakes focuses on
• a standardized test procedure for sampling and measurement (June 2019)
• a real-world braking test cycle (July 2018)
• Existing braking cycles are not representative of typical real world conditions
• Tyre wear particles were left outside the evaluation due to their dependency on the road and the limited resources available
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Particles from brakes
• Results form WLTC (WMTC motos)
• Brake SPN emissions low, effect of measuring technique
• Brake PM mass relatively high
• Around 10% light absorbing carbon
NAO = Non-Asbestos Organic
ECE = European market pads
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Conclusions 1/2
• For some technologies there is a significant fraction of particles below 23 nm. In absolute levels it seems not to be critical, i.e. high emitters can be identified with the PMP procedure
• Extreme differences between lab and on-road were not identified (non-GPF GDIs)
• Decreasing the lower size to 10 nm seems possible with minimum risks: definition of PCRF (losses), volatile artifacts, equipment investment (PMP and PEMS)
• Decreasing the lower size below 10 nm has high risk (today’s instruments)
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Conclusions 2/2
• PN-PEMS and PMP systems can have differences up to 50%. Although up to 35% can come from the particle detector another 20% can come from the different location
• Particle “losses” (e.g. agglomeration, thermophoresis), but also solid particle formation (solid artefact) have been seen
• Tailpipe sampling is investigated for type approval and seems a step forward (less prone to artifacts and particle transformations). However improper setup has shown artefacts from condensation.
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Further questions
• Ultrafine particles might be more dangerous than PM2.5. Are sub-23nm particles more dangerous than >23 nm?
• The 6x10^11 p/km(kWh) limit was based on best available technologies. What is the health relevance?
• There are health concerns for the (semi)volatile part of particles. Should it be included in the regulations?
• Sampling from the tailpipe opens the door for “total” particles measurements. Does it have an added value for regulations (i.e. does it address vehicle technologies?)
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Thank you for your attention! Any questions?You can find me at [email protected]