A simulation-based methodology for quantifying European passenger car fleet CO 2 emissions

Tsiakmakis, Stefanos; Fontaras, Georgios; Ciuffo, Biagio; Samaras, Zissis

doi:10.1016/j.apenergy.2017.04.045

Cited by 76 publications

(34 citation statements)

References 27 publications

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“…Inertia and road load coefficients applied for NEDC testing were calculated using algorithms developed at JRC with the aim to correlate road loads and the main physical characteristics of the vehicles such as inertia and vehicle dimensions [30]. Road load coefficients for WLTP tests have been calculated from NEDC road loads taking into consideration all procedural differences between NEDC and WLTP procedures that have an impact on the road load [12,29].…”

Section: Laboratory Testsmentioning

confidence: 99%

Understanding the origins and variability of the fuel consumption gap: lessons learned from laboratory tests and a real-driving campaign

et al. 2020

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Background: Divergence in fuel consumption (FC) between the type-approval tests and real-world driving trips, known also as the FC gap, is a well-known issue and Europe is preparing the field for tackling it. The present study focuses on the monitoring of the FC of a single vehicle throughout 1 year with 20 different drivers and almost 14,000 km driven with the aim to analyze and quantify the true intrinsic variability in the FC gap coming from environmental and traffic conditions and driving factors. In addition, the regression model has been developed to evaluate the importance of these different factors on the FC gap's variability. Results:The 1-year FC gap measured in this study was 29% while driver's averages were in the range from 16 to 106%. The regression model developed had R 2 equal to 90.4 meaning that more than 90% of the FC gap's variance can be explained with this model and factors measured in this study. The results of the model showed that among all factors analyzed the highest contribution in the FC gap's variance is coming from the average vehicle speed (16.6%), followed by the road grade (13.4%), and trip distance (10.1%). Indeed, the highest FC gaps are measured when the average vehicle speeds were below 20 km/h, the average distance-weighted road grades above 1%, and the trip distances below 5 km. In addition, the impact of driver factors is not negligible (25%) and the highest FC gap is measured for the trips where average positive acceleration was higher than 0.7 m/s 2 (indicating aggressive driving) and the electric power demand higher than 800 W. Conclusions:The future lifetime on-board fuel consumption reporting is a crucial instrument that will allow the monitoring of the evolution of the FC gap and ensuring that it does not increase over time. The analysis presented in this study is a basis for setting up a more detailed and refined prediction model, which could assist the European Commission in closely monitoring the gap and the underlying factors generating it.

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Section: Laboratory Testsmentioning

confidence: 99%

Understanding the origins and variability of the fuel consumption gap: lessons learned from laboratory tests and a real-driving campaign

et al. 2020

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“…The chart of the results of the study shows a slight difference between the combustion of diesel and FAME. The results of test emissions in a unit of mass per kilometer are very similar, however it should be remembered that during the WLTP test, the vehicle travels a much longer distance, in a longer run, almost without stops, which contributes to its greater accuracy and higher total values [84][85][86].…”

Section: Comparison Of Resultsmentioning

confidence: 82%

Toxicity of Exhaust Fumes (CO, NOx) of the Compression-Ignition (Diesel) Engine with the Use of Simulation

et al. 2019

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Nowadays more and more emphasis is placed on the protection of the natural environment. Scientists notice that global warming is associated with an increase of carbon dioxide emissions, which results inter alia from the combustion of gasoline, oil, and coal. To reduce the problem of pollution from transport, the EU is introducing increasingly stringent emission standards which should correspond to sustainable conditions of the environment during the operation of motor vehicles. The emissivity value of substances, such as nitrogen oxides (NOx), hydrocarbons (HC), carbon monoxide (CO), as well as solid particles, was determined. The aim of this paper was to examine, by means of simulation in the Scilab program, the exhaust emissions generated by the 1.3 MultiJet Fiat Panda diesel engine, and in particular, carbon monoxide and nitrogen oxides (verified on the basis of laboratory tests). The Fiat Panda passenger car was selected for the test. The fuels supplied to the tested engine were diesel and FAME (fatty acid methyl esters). The Scilab program, which simulated the diesel engine operation, was the tool for analyzing the exhaust toxicity test. The combustion of biodiesel does not necessarily mean a smaller amount of exhaust emissions, as could be concluded on the basis of information contained in the subject literature. The obtained results were compared with the currently valid EURO-6 standard, for which the limit value for CO is 0.5 g/km, and for NOx − 0.08 g/km, and it can be seen that the emission of carbon monoxide did not exceed the standards in any case examined. Unfortunately, when analyzing the total emissions of nitrogen oxides, the situation was completely the opposite and the emissions were exceeded by 20–30%.

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“…where g is the gradient of the road, m is the vehicle's mass and F 0 factor is commonly used to characterize the road load of vehicles and expresses the constant part of a vehicle's resistances (tire rolling resistances). A dedicated module for the calculation of the vehicle's road loads was developed by Tsiakmakis et al [31] and was adopted for the needs of this study for the computation of F 0 and the free-flow acceleration output of the MFC model [18].…”

Section: Network Descriptionmentioning

confidence: 99%

The impact of driving homogeneity due to automation and cooperation of vehicles on uphill freeway sections

Makridis

Leclercq

Mattas

et al. 2020

Eur. Transp. Res. Rev.

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Background: This work presents a microsimulation study on the topic on an uphill network, regarding the potential impact of AVs and Cooperative-AVs (Coop-AVs or CAVs), vehicles able to cooperate with the infrastructure. The novelty of the proposed approach is that the simulation of all vehicles is performed with a common hybrid car-following model that takes explicitly into account the variability in the vehicle dynamics and the driving behaviors. Methods: Simulation of longitudinal movement of the individual vehicles is performed with a common hybrid carfollowing model that takes explicitly into account the variability in the vehicle dynamics and the driving behaviors. Different homogeneity levels in the vehicles and drivers are tested, while the cooperation is explicitly assessed by proposing a realistic Vehicle to Infrastructure (V2I) logic. Possible reduction in the response times of the vehicles is also studied. Results: Results with more homogenous vehicle movements have more consistent performance in terms of traffic flow, that is independent of the order that the vehicles enter the network. Finally, the cooperation with the infrastructure can limit high variations in the vehicles' accelerations and thus potential traffic jams. Conclusions: Homogenized flows can mitigate or even solve traffic-related problems related to the variability in driving behaviors, such as bottlenecks and stop-and-go waves.

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A simulation-based methodology for quantifying European passenger car fleet CO 2 emissions

Cited by 76 publications

References 27 publications

Understanding the origins and variability of the fuel consumption gap: lessons learned from laboratory tests and a real-driving campaign

Understanding the origins and variability of the fuel consumption gap: lessons learned from laboratory tests and a real-driving campaign

Toxicity of Exhaust Fumes (CO, NOx) of the Compression-Ignition (Diesel) Engine with the Use of Simulation

The impact of driving homogeneity due to automation and cooperation of vehicles on uphill freeway sections

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