Karolina Kurtyka

Despite the introduction of increasingly restrictive regulations, the air quality in Poland is still considered one of the worst in Europe. Two cities (Wroclaw and Cracow) were selected for this study, so they represent a pair of Polish cities with poor air quality, and at the same time are academic cities, popular with tourists. The article focuses on the emission of particulate matter, which is one of the most dangerous components of air pollution. The focus was on particles less than 10 µm in diameter which are most often neglected at measuring stations. We have identified the sources of particulate emissions in selected locations in Wroclaw and Cracow, and then measured particles in terms of their mass and number distribution. It was noted that the PM₁₀ emission values obtained as a result of the measurements were different from the value specified by the Inspectorate of the Environmental Protection in Poland.

It is estimated that the excessive emission of airborne particulate matter shortens the life expectancy of a European city inhabitant by up to eight months. The conducted comparison shows the emission and concentration of PM10 in Poznan against the supra-regional background. The purpose of the comparison with similar area and population cities is to identify the position of the Poznan agglomeration in terms of particulate matter emissions. The main sources are: original research, PM official measuring stations’ data, and the relevant organizations’ reports. On the basis of the conducted comparison, it can be concluded that Wroclaw and Poznan achieve very similar results in terms of emissions. Cracow, on the other hand, as a city where for several years there have been significant problems with the phenomenon of smog and excessive emission of particulate matter, reaches extremely different values compared to Poznan. The article presents also the air quality in Poznan and other Polish and European cities. There were also measurements of PM mass and number conducted in Poznan. The results show that there is a significant difference between the air quality measured at official measuring stations (only some of them are measuring PMs at all) and that measured with portable equipment in different parts of the city.

Nowadays, one of the most critical roles of both legislators and society itself is to look after the future of our environment. There are many reasons for the deterioration of air quality. Unfortunately, pollution from the automotive sector is still widely regarded as one of them. For this reason, the European Commission has been improving testing procedures for years, including more and more advanced measurement capabilities and extending testing to include further exhaust gas compounds. The object of the article is to assess the actual emission of nitrogen oxides (NO_x) from two passenger cars equipped with gasoline engines. The authors carried out the tests according to the guidelines of the Real Driving Emissions (RDE) test procedure with the use of PEMS (Portable Emissions Measurements System) mobile measuring equipment. The influence of dynamic conditions (such as vehicle speed, acceleration and product of vehicle speed and acceleration) during the tests on NO_x emissions was determined and the areas in which this relation was the most visible were estimated.

In order to better reflect the actual ecological performance of vehicles in traffic conditions, both the emission standards and the applied emission tests are being developed, for example by considering exhaust emissions for a cold engine start. This article presents the research results on the impact of ambient temperature during the cold start of a gasoline engine in road emission tests. The Real Driving Emissions (RDE) tests apply to passenger cars that meet the Euro 6 emissions norm and they are complementary to their type approval tests. A portable emissions measurement system was used to record the engine and vehicle operating parameters, as well as to measure the exhaust emissions during tests. This allowed for parameters such as engine load, engine speed and vehicle speed to be monitored. The cold start conditions for two different temperatures (8°C and 25°C) were compared in detail. Moreover, the engine operating parameters, exhaust concentration values and road emissions for the 300 s time interval, were compared. The summary of the article presents the share of a passenger car’s cold start phase for each exhaust compound in the urban part of the test and in the entire Real Driving Emissions test depending on the ambient temperature.

One of the environmental aims of the European Union is to achieve climate neutrality by 2050. According to European Parliament data, transport emissions accounted for about 25% of global carbon dioxide emissions in 2016, in which road transport had the largest share (approximately 72%). This phenomenon is particularly visible in urban agglomerations. The solution examples are the popularization of hybrid vehicles and the development of electromobility. The aim of this paper is an assessment of the energy consumption and exhaust emissions from passenger cars fitted with different powertrains in actual operation. For the tests, passenger cars with conventional engines of various emission classes were used as well as the latest hybrid vehicles and an electric car. It enabled a comparative assessment of the energy consumption under different traffic conditions, with particular emphasis on the urban phase and the entire RDE (Real Driving Emissions) test. The results were analyzed to identify changes in these environmental factors that have occurred with the technical advancement of vehicles. The lowest total energy consumption in real traffic conditions is characteristic of an electric vehicle; the plug-in hybrid vehicle with a gasoline engine is about 10% bigger, and the largest one is a combustion vehicle (30% bigger than an electric vehicle). These data may contribute to the classification of vehicles and identification of advantages of the latest developments in conventional, hybrid, and electric vehicles.

The implementation of the 3rd package of the RDE test procedure has extended the test method by considering emissions from a cold start period into the total exhaust emissions from a vehicle. The article presents the research results of exhaust emissions of a vehicle equipped with a gasoline engine. The tests were carried out at two different ambient temperatures, in line with the requirements of the RDE test procedure for passenger cars, meeting the Euro 6d-Temp emissions standard. The obtained results were analyzed, i.e. there were compared the engine and vehicle operating parameters and the values of road exhaust emissions during the cold start at two different ambient temperatures. The summary presents the shares of the cold start phase for each exhaust emission compound in the urban part of the test and the entire RDE test, depending on the ambient temperature (8ºC and 25ºC).

Modernization of passenger cars and constant development of existing legislation lead to a reduction of exhaust emissions from these vehicles. In accordance with package 3 of the RDE test procedure, the European Commission has extended testing methods by including exhaust emissions during a cold start. The article compares the research results on the impact of ambient temperature during the cold start of spark-ignition and compression-ignition engines in road emission tests. The tests were carried out in line with the requirements of the RDE test procedure for passenger cars meeting the Euro 6d-Temp emissions standard. The obtained results were analyzed, i.e. there were compared the engine and vehicle operation parameters and the values of road exhaust emissions, during the cold start of gasoline and diesel engines at the ambient temperature of approximately 25oC.The summary presents the share of cold start phase of a passenger car (at the ambient temperature of around 25oC) for each exhaust emission compound in the urban part of the test, and in the entire RDE test, depending on the engine type used.

The article compares driving test data using the latest legislative proposals applicable to passenger cars with different drives. For this purpose, cars of one type were selected, meeting the same exhaust toxicity standard (Euro 6c) and differing in used internal combustion engines (with spark-ignition, compression-ignition and hybrid drive). Several measurements were performed on the same test route in accordance with the RDE test guidelines, which requires a several of criteria to be met. These criteria include the length of the measuring sections, their overall timeshare and the dynamic characteristics of the drive. A portable emissions measurement system (PEMS) was used to record the engine and vehicle operating parameters and to measure the exhaust emissions during tests. This allowed for the monitoring of parameters such as: load value, engine speed and vehicle velocity. Then the obtained results were analyzed for their compatibility with the RDE procedure requirements. By determining the road emission of individual harmful compounds for all vehicles and the dynamic parameters of drive (relative positive acceleration and product of speed and positive acceleration) in various phases of the road test it was possible to compare them. On this basis, the impact of dynamic conditions of road tests on the obtained results of the road exhaust emission of harmful compounds for passenger cars with various drives was defined.