Exhaust Emissions of Gaseous and Solid Pollutants Measured over the NEDC, FTP-75 and WLTC Chassis Dynamometer Driving Cycles

Bielaczyc, Piotr; Woodburn, Joseph; Szczotka, Andrzej

doi:10.4271/2016-01-1008

Cited by 35 publications

(18 citation statements)

References 6 publications

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“…Tests performed with increased 10% speed trace from standard NEDC cycle had no effect on NO X emissions which suggests that extra NOx emitted over WLTC and RDE occurs as a result of transient situations with increased load and accelerations which is in line with literature [30,35,36]. This is supported by the increase in emissions in the RDE dynamic tests as compared to the standard RDE compliant tests where average speed by bin is similar but acceleration patterns are different.…”

Section: Discussionsupporting

confidence: 66%

“…For both diesel and gasoline fuelled vehicles, most of the tests performed using NEDC as driving cycle yielded emissions below or close to the Euro 6 NO X emission limits, although diesel vehicles averaged a NO X EF five times higher than the gasoline ones. However, diesel and gasoline vehicles emitted on average 3.9 and 4.7 times more NO X respectively, over WLTC than over NEDC supporting the fact that Euro 6b vehicles were optimized in terms of engine calibration and after-treatment operation, to comply with the requirements of the NEDC procedure as evidenced already by other authors [29,30]. In addition, in five out of the eight diesel vehicles, the NOx emission was higher on the NEDC hot-started test performed back-to-back with the cold-started one suggesting a change in the base emission strategy when tested slightly outside the standard TA conditions.…”

Section: Discussionsupporting

confidence: 62%

“…In addition, the total distance of the NEDC is shorter than the one of WLTC and RDE so that the CO emission over the cold start is diluted less over the NEDC than over the other two tests. The results show that on the WLTC and RDE, the cold start effect has much lower weight in the final EFs for CO than over NEDC as pointed out by other authors [29,30,35]. It is noteworthy that the CO cold start distance-specific emissions of diesel vehicles equipped only with an SCR are 72% higher than those of diesel vehicles equipped only with LNT over NEDC whereas, the difference is only 11% under the RDE tests, pointing to a better performance of after-treatment systems under more transient conditions.…”

Section: Discussionsupporting

confidence: 58%

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Emission Factors Derived from 13 Euro 6b Light-Duty Vehicles Based on Laboratory and On-Road Measurements

et al. 2019

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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 (NO X ), particle number (PN), carbon monoxide (CO), total hydrocarbons (HC), and carbon dioxide (CO 2 ) emission factors were developed considering the whole cycles, their sub-cycles, and the first 300 s of each test to assess the cold start effect. Despite complying with the NEDC type approval NO X limit, diesel vehicles emitted, on average, over the WLTC and the RDE 2.1 and 6.7 times more than the standard limit, respectively. Diesel vehicles equipped with only a Lean NO X trap (LNT) averaged six and two times more emissions over the WLTC and the RDE, respectively, than diesel vehicles equipped with a selective catalytic reduction (SCR) catalyst. Gasoline vehicles with direct injection (GDI) emitted eight times more NO X than those with port fuel injection (PFI) on RDE tests. Large NO X emissions on the urban section were also recorded for GDIs (122 mg/km). Diesel particle filters were mounted on all diesel vehicles, resulting in low particle number emission (~10 10 #/km) over all testing conditions including low temperature and high dynamicity. GDIs (~10 12 #/km) and PFIs (~10 11 #/km) had PN emissions that were, on average, two and one order of magnitude higher than for diesel vehicles, respectively, with significant contribution from the cold start. PFIs yielded high CO emission factors under high load operation reaching on average 2.2 g/km and 3.8 g/km on WLTC extra-high and RDE motorway, respectively. The average on-road CO 2 emissions were~33% and 41% higher than the declared CO 2 emissions at type-approval for diesel and gasoline vehicles, respectively. The use of auxiliaries (AC and lights on) over the NEDC led to an increase of~20% of CO 2 emissions for both diesel and gasoline vehicles. Results for NO X , CO and CO 2 were used to derive average on-road emission factors that are in good agreement with the emission factors proposed by the EMEP/EEA guidebook.

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Section: Discussionsupporting

confidence: 66%

Section: Discussionsupporting

confidence: 62%

Section: Discussionsupporting

confidence: 58%

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Emission Factors Derived from 13 Euro 6b Light-Duty Vehicles Based on Laboratory and On-Road Measurements

et al. 2019

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“…The following studies were considered in the figures of the main text. Figure 1 (upper panel): PM PFI: [42,91,[93][94][95][96]100,101,121, Figure 1 (lower panel): PM GDI: [37,42,51,68,74,93-95,100,102-106,108,109,120,121,132,157-163, 165-167,169,170,173,175-179,181,184,186,188-190,194-225] Figure 2 (upper panel): SPN PFI: [42,51,75,93,96,121,127,[158][159][160][161][162][163][164][165][168][169][170][171][172][173][174][175][176][177][178][179][180][181][182][183]194,224,[226][227][228]…”

Section: Appendix Bmentioning

confidence: 99%

European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

et al. 2019

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The particulate matter (PM) emissions of gasoline vehicles were much lower than those of diesel vehicles until the introduction of diesel particulate filters (DPFs) in the early 2000s. At the same time, gasoline direct injection (GDI) engines started to become popular in the market due to their improved efficiency over port fuel injection (PFI) ones. However, the PM mass and number emissions of GDI vehicles were higher than their PFI counterparts and diesel ones equipped with DPFs. Stringent PM mass levels and the introduction of particle number limits for GDI vehicles in the European Union (EU) resulted in significant PM reductions. The EU requirement to fulfill the proposed limits on the road resulted to the introduction of gasoline particulate filters (GPFs) in EU GDI models. This review summarizes the evolution of PM mass emissions from gasoline vehicles placed in the market from early 1990s until 2019 in different parts of the world. The analysis then extends to total and nonvolatile particle number emissions. Care is given to reveal the impact of ambient temperature on emission levels. The discussion tries to provide scientific input to the following policy-relevant questions. Whether particle number limits should be extended to gasoline PFI vehicles, whether the lower limit of 23 nm for particle number measurements should be decreased to 10 nm, and whether low ambient temperature tests for PM should be included.

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“…In contrary to CO and HC emissions, both NOx emission and rise in NOx emission due to biodiesel addition are higher over the WLTC than the NEDC as can be seen in Figure 6. under the NEDC, WLTC, and FTP-75 [27]. In addition, variation of CO, HC, and NOx emissions from B00 to B30 is higher in percentage under the WLTC than the NEDC, which may be attributed to higher in-cylinder temperature during the WLTC due to its higher engine speed and load of profile compared to the NEDC.…”

Section: Comparison Of Co Hc and Nox Emissionsmentioning

confidence: 91%

Evaluation of the Effects of Biodiesel on Emission and Performance by Comparing the Results of the NEDC and WLTC

Kaya¹,

Kutlar²,

Taşkıran³

2018

Preprint

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In this paper, the effects of biodiesel on performance and emission of the current and new-coming regulation cycles, namely the New European Driving Cycle (NEDC) and the Worldwide Harmonized Light Vehicles Test Cycle (WLTC), were investigated by conducting tests on a passenger car, Euro-5 Ford Fiesta, equipped with a 1.5-liter diesel engine. In a two-axle chassis dynamometer test bed, NEDC and WLTC were performed with pure diesel and biodiesel-to-diesel blend (30% biodiesel, 70% diesel in volume). A substantial reduction in CO, HC, and PN emissions was observed for both the NEDC and WLTC when biodiesel was used. Besides, it was found that the WLTC has higher load and velocity profile compared to the NEDC. Moreover, lower CO, HC, and PN emissions were observed with B30 fuel under WLTC compared to the NEDC. Nevertheless, slightly higher CO2 and substantially higher NOx emissions were observed for the WLTC compared to the NEDC.

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Exhaust Emissions of Gaseous and Solid Pollutants Measured over the NEDC, FTP-75 and WLTC Chassis Dynamometer Driving Cycles

Cited by 35 publications

References 6 publications

Emission Factors Derived from 13 Euro 6b Light-Duty Vehicles Based on Laboratory and On-Road Measurements

Emission Factors Derived from 13 Euro 6b Light-Duty Vehicles Based on Laboratory and On-Road Measurements

European Regulatory Framework and Particulate Matter Emissions of Gasoline Light-Duty Vehicles: A Review

Evaluation of the Effects of Biodiesel on Emission and Performance by Comparing the Results of the NEDC and WLTC

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