Driving Cycles for Estimating Vehicle Emission Levels and Energy Consumption (original) (raw)
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The study investigated the emission of Hydrocarbons (HC), Oxides of Nitrogen (NOx), Carbon monoxide (CO) and Carbon dioxide (CO 2) in vehicles. The study adopted a multiple research design approach to select five cities, garages and vehicles for the study. Whilst the cities were purposefully selected, the garages or fitting shops were selected by first identifying a garage owner who then introduces the researcher to another garage. This approach continued until the 200 targeted vehicles were reached. Two hundred vehicles used for the study were randomly selected as owners of vehicles visited the fitting shops for regular maintenance of their vehicles. The data was analyzed using analysis of variance (ANOVA) to compare the emission of various gasses. The study revealed that diesel vehicles emissions at 34.1 km/hr were considerably reduced when compared with EURO-6. At this speed CO emission was 0.01 g/km and lower than the standard level of 0.50 g/km. Oxides of Nitrogen (NOx) emissions of 2.3g/km was higher than the EURO-6 standard of 0.08g/km. Hydrogen Carbons (HC) emission of 0.65g/km was higher than EURO-6 standard of 0.17g/km. It is recommended that advanced technologies with no or little gaseous emissions must be adopted by vehicular manufacturing nations to curb or reduce the emission of harmful gases that leads to global warming.
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Tailpipe emissions of a pool of 13 Euro 6b light-duty vehicles (eight diesel and five gasoline-powered) were measured over an extensive experimental campaign that included laboratory (chassis dynamometer), and on-road tests (using a portable emissions measurement system). The New European Driving Cycle (NEDC) and the Worldwide harmonised Light-duty vehicles Test Cycle (WLTC) were driven in the laboratory following standard and extended testing procedures (such as low temperatures, use of auxiliaries, modified speed trace). On-road tests were conducted in real traffic conditions, within and outside the boundary conditions of the regulated European Real-Driving Emissions (RDE) test. Nitrogen oxides (NOX), particle number (PN), carbon monoxide (CO), total hydrocarbons (HC), and carbon dioxide (CO2) emission factors were developed considering the whole cycles, their sub-cycles, and the first 300 seconds of each test to assess the cold start effect. Despite complying with the NEDC type a...
Driving Cycles Based on Fuel Consumption
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Type-approval driving cycles currently available, such as the Federal Test Procedure (FTP) and the Worldwide harmonized Light vehicles Test Cycle (WLTC), cannot be used to estimate real fuel consumption nor emissions from vehicles in a region of interest because they do not describe its local driving pattern. We defined a driving cycle (DC) as the time series of speeds that when reproduced by a vehicle, the resulting fuel consumption and emissions are similar to the average fuel consumption and emissions of all vehicles of the same technology driven in that region. We also declared that the driving pattern can be described by a set of characteristic parameters (CPs) such as mean speed, positive kinetic energy and percentage of idling time. Then, we proposed a method to construct those local DC that use fuel consumption as criterion. We hypothesized that by using this criterion, the resulting DC describes, implicitly, the driving pattern in that region. Aiming to demonstrate this hyp...
2011
CO2 emissions of new passenger cars (PCs) registered in Europe are monitored in order to meet the objectives of Regulation EC 443/2009. This calls for an average CO2 emission of 130 g/km for new PCs registered in Europe to be met by vehicle measures in 2015. This decreases to 95 g/km in 2020. Similar regulations are gradually promoted for other vehicle categories as well, more prominently for light commercial vehicles (LCVs). CO2 emissions of new vehicle types are determined during the vehicle type-approval by testing over the New European Driving Cycle (NEDC). Worries have been expressed that this driving cycle is not representative of real-world driving conditions. It is considered that fuel consumption, and hence CO2 emissions (and air pollutant emissions), measured over this cycle under-represent reality. This report uses real-world information to compare in-use fuel consumption of PCs with type-approval CO2. The main objective was to develop functions that may enable prediction...