Influence of driving cycles on unit emissions from passenger cars (original) (raw)
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Emissions of Euro 3-5 Passenger Cars Measured Over Different Driving Cycles
The reduction in vehicle exhaust emissions achieved in the last two decades is offset by the growth in traffic, as well as by changes in the composition of emitted pollutants. The present investigation illustrates the emissions of in-use gasoline and diesel passenger cars using the official European driving cycle and the ARTEMIS real-world driving cycle. It was observed that some of the vehicles do not comply with the corresponding regulations. Significant differences in emissions were observed between driving cycles. Not all pollutants showed a tendency to decrease from Euro 3 to Euro 5.
Driving Cycles for Estimating Vehicle Emission Levels and Energy Consumption
Future Transportation
Standard driving cycles (DCs) and real driving emissions (RDE) legislation developed by the European Commission contains significant gaps with regard to quantifying local area vehicle emission levels and fuel consumption (FC). The aim of this paper was to review local DCs for estimating emission levels and FC under laboratory and real-world conditions. This review article has three sections. First, the detailed steps and methodologies applied during the development of these DCs are examined to highlight weaknesses. Next, a comparison is presented of various recent local DCs using the Worldwide Harmonized Light-Duty Test Cycle (WLTC) and FTP75 (Federal Test Procedure) in terms of the main characteristic parameters. Finally, the gap between RDE with laboratory-based and real-world emissions is discussed. The use of a large sample of real data to develop a typical DC for the local area could better reflect vehicle driving patterns on actual roads and offer a better estimation of emissi...
The influence of driving patterns on petrol passenger car emissions
Science of The Total Environment, 1995
An experimental study was performed in which the emissions of fleets of petrol passenger cars with and without catalysts were determined for on-road driving conditions. Measured driving patterns from a wide variety of driving situations in Denmark were driven on a chassis dynamometer for the testing. An analysis of the driving patterns shows a relation between speed fluctuations and the average trip speed driven on the particular road. Emission trends are presented for small catalyst and non-catalyst fleets, and for an individual non-catalyst car and an individual catalyst car. It was found that the trip speed for the road was the most important factor, with the speed fluctuation, in most cases, being of less importance.
Atmospheric Environment, 2009
The emissions of modern gasoline and diesel passenger cars are reduced by catalysts except in coldstarting. Since catalysts require a certain temperature (typically above 300 C) to work to full efficiency, emissions are significantly higher during the warm-up phase of the car. The duration of this period and the emissions produced depend on the ambient temperature as well as on the initial temperature of the car's propulsion systems. The additional emissions during a warm-up phase, known as ''cold-start extra emissions'' (CSEEs) for emission inventory modelling, are mostly assessed by emission measurements at an ambient temperature of 23 C. However, in many European countries average ambient temperatures are below 23 C. This necessitates emission measurements at lower temperatures in order to model and assess cold-start emissions for real-world temperature conditions. This paper investigates the influence of regulated pollutants and CO 2 emissions of recent gasoline and diesel car models (Euro-4 legislation) at different ambient temperatures, 23, À7 and À20 C. We present a survey and model of the evolution of cold-start emissions as a function of different car generations (pre-Euro-1 to Euro-4 legislations). In addition the contribution of CSEEs to total fleet running emissions is shown to highlight their increasing importance. For gasoline cars, it turns out that in average real-world driving the majority of the CO (carbon monoxide) and HC (hydrocarbon) total emissions are due to cold-start extra emissions. Moreover, the cold-start emissions increase considerably at lower ambient temperatures. In contrast, cold-start emissions of diesel cars are significantly lower than those of gasoline cars. Furthermore, the transition from Euro-3 to Euro-4 gasoline vehicles shows a trend for a smaller decline for cold-start extra emissions than for legislative limits. Particle and NO x emission of cold-starts are less significant.
Influences of special driving situations on emissions of passenger cars
Combustion Engines
Testing of real driving emissions (RDE) offers the opportunity to collect the data about the emissions in special driving, or non-driving situations. These situations are: cold start, warm-up of the engine, stop & go and idling. In the present work, the definitions of the special driving situations were proposed, the emissions of 7 passenger cars (gasoline & Diesel) were extracted from the present RDE data and some special driving situations, particularly the stop & go operation with varying share of idling were reproduced on chassis dynamometer. As expected, the emissions of CO, NOx and PN are in the cold start and in the first part of the warm-up phase (c.a. 25s) considerably higher than in the rest of the investigated urban phase. The singular emitting situations like “stop & go” or idling occur frequently in the warm-up phase, i.e. in the city operation when the engine and the exhaust system are still not warm enough.
Energy and Power Engineering, 2015
How to cite this paper: Costagliola, M.A., Prati, M.V., Mariani, A., Unich, A. and Morrone, B. (2015) Gaseous and Particulate Exhaust Emissions of Hybrid and Conventional Cars over Legislative and Real Driving Cycles. Energy and Power Engineering, 7, 181-192. http://dx.
Science of The Total Environment, 2014
13 Euro 5 passenger cars measured over NEDC, Artemis and WMTC cycles • Derived emission factors for regulated pollutants and compared with COPERT and HBEFA • Pollutant emissions in line with Euro 5 emission standard in most cases • NO x consistently exceeded the emission standard values over more transient cycles. • Current emission factors appear to reflect adequately Euro 5 performance. a b s t r a c t Editor: P. Kassomenos Keywords: Emission factors Regulated pollutants Euro 5 cars Artemis COPERT HBEFA
Characterising emissions from private passenger vehicles using engine operating patterns
International Journal of Environmental Engineering, 2011
A method to simulate emissions factors using frequency distribution plots of engine speed and engine load is proposed. The distribution plots and corresponding emissions factors were developed from speed time series' of real-world driving cycles and physical properties of a range of private passenger vehicles tested at the EMPA. Emissions factors were estimated for a set of simultaneously measured frequency distribution plots and driving cycles using the proposed method and a method developed by De Haan and Keller (2004b) respectively. CO 2 was between 16% and 68% higher for the proposed method however there was no significant difference for other emissions.
International Journal of Vehicle Design, 2001
Knowledge of cold-start emissions is one of the major elements in emissions inventories, particularly for urban conditions. Moreover, from January 2000 the new European driving cycle (tests conditions) for vehicle certification (Euro 2000) is modified to properly address this issue (so called 'deletion of 40 sec'.). In order to characterise both the cold driving distance and the relative emissions levels, measurements on a chassis dynamometer with a dilution tunnel have been carried out on 10 vehicles (five petrol cars, five diesel cars-Euro 92, 96 and 2000). Regulated emissions have been measured second by second over cycles based upon repetition of short elementary units derived from the ECE driving cycle in order to reproduce the same kinematics conditions. The stabilisation of the emissions was used to define the end of the cold period. For petrol powered vehicles, the results show that the length of the cold trip is neither dependant on the type of vehicle nor on the cycle. On average, this distance is less than 1.5 km whatever the pollutant you consider. However, better engine management and improvement of the after treatment system allow a significant decrease of the cold-start emissions between 1992 and 2000 technologies. For diesel powered vehicles, cold-start-emissions (cold engine, water temperature below 70°C) are close to hot emissions. Hence, it is not appropriate to talk about cold-start over-emissions for diesel vehicles. The results have shown a great reduction of all the emissions over the urban driving cycle, from 1992 to 2000 technologies.