To improve the accuracy, reliability, and representativeness of emission factors, 10 European laboratories worked together to study the influence of 20 parameters on the measurement of light-vehicle emission factors on chassis dynamometer of 4 main categories: driving patterns, vehicle-related parameters, vehicle sampling, and laboratory-related parameters. The results are based on (1) literature synthesis, (2) approximately 2700 specific tests with 183 vehicles, and (3) the reprocessing of more than 900 tests. These tests concern the regulated atmospheric pollutants and pre-Euro to Euro 4 vehicles. Of the 20 parameters analyzed, 7 seemed to have no effect, 7 were qualitatively influential, and 6 were highly influential (gearshift strategy, vehicle mileage, ambient temperature, humidity, dilution ratio, and driving cycle). The first four of the six were able to have correction factors developed for them. The results allow for the design of recommendations or guidelines for the emission factor measurement method.

Temperature optimisation of a diesel engine using exhaust gas heat recovery and thermal energy storage (Diesel engine with thermal energy storage). Applied Thermal Engineering, Elsevier, 2009, 30 (6-7), pp.631. <10.1016/j.applthermaleng.2009.11.008>. Accepted ManuscriptTemperature optimisation of a diesel engine using exhaust gas heat recovery and thermal energy storage (Diesel engine with thermal energy storage) This is a PDF file of an unedited manuscript that has been accepted for publication. As a service to our customers we are providing this early version of the manuscript. The manuscript will undergo copyediting, typesetting, and review of the resulting proof before it is published in its final form. Please note that during the production process errors may be discovered which could affect the content, and all legal disclaimers that apply to the journal pertain. ACCEPTED MANUSCRIPT ABSTRACTModern automotive diesel engines are so energy efficient that they are heating up slowly and tend to run rather cold at subzero temperatures. The problem is especially severe in mail delivery operations where the average speed is low and the drive cycle includes plenty of idling. The problem is typically solved by adding a diesel fuelled additional engine heater which is used for the preheating of the engine during cold start and additional heating of the engine if the coolant temperature falls below a thermostat set point during the drive cycle. However, this additional heater may drastically increase the total fuel consumption and exhaust gas emissions of the vehicle. In this study the additional heater was replaced by a combination of exhaust gas heat recovery system and latent heat accumulator for thermal energy storage. The system was evaluated on a laboratory dynamometer using a simulated drive cycle and in field testing in the city of Oulu (65 °N), Finland in February 2009.

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Shortage of range is by far the greatest flaw in current electric vehicle technology. Furthermore, energy use is also highly dependent on duty cycles, driving conditions and traffic situation. Additionally, cabin heating in an EV will not be supported by energy losses as in an ICE-car. Therefore, actual range can differ substantially in real-life situations, and can be much shorter than the official figures given by the manufacturers. Project RekkEVidde is aiming at drafting a testing scheme to address EV driving in Nordic conditions, and produce realistic range estimates for the consumers to help them understand this raising technology and make successful purchase decisions. Both in-laboratory and field testing in actual winter weather conditions has been performed with almost all publicly available electric vehicles. The outcome of the project is a confirmation that in Nordic climate the adverse driving conditions and especially thermal management of the cabin for adequate driving comfort will seriously shorten the range. Therefore, additional testing to reflect this is definitely needed to complement the official regulatory test. However, it may not have to be very complex, as the testing workshop held in Northern Sweden proved. Already steady-speed driving with heater on and logging the cabin temperatures and energy consumption from the CAN-bus can provide valuable information on how the vehicle can perform in cold climate.

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