![]() ![]() However, during the cold start phase (first 5 min), the emission levels of the SCR and HEV vehicles surpassed the Euro 6 limits by 2.7 and 1.1 times, respectively. In contrast, the diesel vehicle with SCR had an RDE emission factor 1.0 times the limit, and the HEV exhibited very low emissions at approximately 2 mg NO x km −1. For the same vehicles, the total RDE emission factors were 9.0, 7.4, and 5.0 times the Euro 6 limits, respectively. The only-EGR- and LNT-equipped diesel vehicles and the G-DI vehicle surpassed the NO x Euro 6 limits in all tested sections. ![]() Five Euro-6b sport utility vehicles (SUV) were tested: two gasoline vehicles with three-way catalyst (TWC), namely, one gasoline direct injection (G-DI) and one hybrid electric vehicle (HEV) three diesel vehicles with different NO x control systems, namely, only exhaust gas recirculation (EGR), lean-burn NO x trap (LNT), and selective catalytic reduction (SCR). This study analysed real-world NO x emissions, tailpipe exhaust gas temperatures, and air-fuel ratios during cold start in a closed-loop urban route, followed by hot-start real driving emissions (RDE) tests. Operating conditions constrain the NO x reduction performance of aftertreatment devices. ![]() Exhaust aftertreatment systems are crucial to ensuring real-world NO x emission limits for motor vehicles. ![]()
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