Fuel consumption and CO2 emissions of passenger cars over the New Worldwide Harmonized Test Protocol

Tsokolis, Dimitrios; Tsiakmakis, Stefanos; Dimaratos, Athanasios; Fontaras, Georgios; Pistikopoulos, P.; Ciuffo, Biagio; Samaras, Zissis

doi:10.1016/j.apenergy.2016.07.091

Cited by 102 publications

(51 citation statements)

References 19 publications

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…In [22], the comparison regarding CO 2 and fuel consumption was expanded to also include the U.S. FTP-75 certification cycle, again suggesting rather small differences between the compared cycles. Tsokolis et al [23], recently measured 20 vehicles on both the WLTP and the NEDC test procedure, again with the aim of identifying differences in the reported CO 2 emissions.…”

Section: Introductionmentioning

confidence: 99%

Investigation of a Diesel-Engined Vehicle’s Performance and Emissions during the WLTC Driving Cycle—Comparison with the NEDC

Giakoumis

Zachiotis

2017

Energies

View full text Add to dashboard Cite

Abstract:The present work presents results from an experimentally validated simulation code, regarding a turbocharged diesel-powered vehicle running on the recently developed worldwide light-duty vehicles WLTC driving cycle. The simulation is based on an engine mapping approach, with correction coefficients applied vis-Ò-vis the transient discrepancies encountered. Both performance and engine-out emission results are presented and discussed. As regards the latter, the concerned pollutants are soot and nitrogen monoxide. Since the WLTC driving cycle is scheduled to replace the NEDC in Europe from September 2017 with regard to the certification of passenger cars and light-duty trucks, a comparative analysis between the two test schedules is also performed for the engine/vehicle under study.

show abstract

Section: Introductionmentioning

confidence: 99%

Investigation of a Diesel-Engined Vehicle’s Performance and Emissions during the WLTC Driving Cycle—Comparison with the NEDC

Giakoumis

Zachiotis

2017

Energies

View full text Add to dashboard Cite

show abstract

“…Particularly high values are also observed during the high-speed segment, as the increased aerodynamic resistance from Equation (1) requires high engine loading/fueling in order to be overcome [34].…”

Section: Continuous Acceleration Schedulementioning

confidence: 97%

Analysis of the Effect of Vehicle, Driving and Road Parameters on the Transient Performance and Emissions of a Turbocharged Truck

Giakoumis

Triantafillou

2018

Energies

View full text Add to dashboard Cite

Abstract:In this paper, a fundamental analysis of the effects of various influential parameters on the performance and emissions of a turbocharged truck operating under transient conditions is presented. The results derive from a detailed vehicle model that comprises two parts. The first is an engine performance and emissions module that follows a mapping approach, with experimentally derived correction coefficients employed to account for transient discrepancies; this is then coupled to a comprehensive vehicle model that takes into account various vehicle operation attributes such as gearbox, tires, tire slip, etc. Soot, as well as nitrogen monoxide, are the examined engine-out pollutants, together with fuel consumption and carbon dioxide. The parameters examined are vehicular (mass and gearbox), driving (driver 'aggressiveness' and gear-shift profile) and road (type and grade). From the range of values investigated, the most critical parameters for the emission of NO and soot are vehicle mass, driving 'aggressiveness' and the exact gear-change profile. Vehicle mass, driving 'aggressiveness' and road-grade were identified as the most influential parameters for the emission of CO 2 . A notable statistical correlation was established between pollutant emissions (NO, soot) and vehicle mass or road-tire friction, as well as between fueling/CO 2 and vehicle mass, road-tire friction and road grade. It is believed that the results obtained shed light into the effect of critical operating parameters on the engine-out emissions of a truck/bus, underlining at the same time the peculiarities of transient operating conditions.

show abstract

“…In reference, the measured fuel consumption in the NEDC was from 12% to 30% lower than in real driving conditions. The worldwide harmonized light vehicle test cycle (WLTC) was developed to overcome the NEDC issues . Tsokolis et al compared the carbon dioxide (CO 2 ) emissions during the NEDC and WLTC by testing 20 vehicles; the CO 2 emission difference ranged from 4.7 g/km to 29.2 g/km, corresponding to 2.2% and 27.8% of the total emission.…”

Section: Introductionmentioning

confidence: 99%

“…The worldwide harmonized light vehicle test cycle (WLTC) was developed to overcome the NEDC issues . Tsokolis et al compared the carbon dioxide (CO 2 ) emissions during the NEDC and WLTC by testing 20 vehicles; the CO 2 emission difference ranged from 4.7 g/km to 29.2 g/km, corresponding to 2.2% and 27.8% of the total emission. In the worst case, the CO 2 emission increase caused by cold start was 14% in the WLTC .…”

Section: Introductionmentioning

confidence: 99%

On the emission reduction through the application of an electrically heated catalyst to a diesel vehicle

Gao

Tian

Sorniotti

2019

Energy Science & Engineering

View full text Add to dashboard Cite

Exhaust emissions from diesel engine powered vehicles are considerably high during cold start and warm‐up, because of the poor catalyst performance due to the insufficient catalyst temperature. The controlled heat injection allowed by electrically heated catalysts can effectively reduce the catalyst light‐off time with relatively moderate fuel penalty. This paper compares the exhaust temperature and emissions of a case study diesel vehicle in cold and warm start conditions, and proposes two electrically heated catalyst control strategies, which are evaluated in terms of emission reduction and energy consumption with different target temperature settings. In addition, a new performance indicator, that is, the specific emission reduction, is used to evaluate the after‐treatment system and associated thermal management. For the worldwide harmonized light vehicle test cycle, the results without electrically heated catalyst show that from both cold and warm start conditions a large amount of operating points of the engine is located in the region of partial catalyst light off. Moreover, emissions, especially in terms of carbon monoxide and hydrocarbon, significantly decrease with the electrically heated catalyst implementation, for example, by at least 50% from cold start; however, they still tend to be rather substantial when the fuel is re‐injected after the engine cutoff phases. The exhaust temperature is lower than the target values in the sections of the driving cycle in which the electrically heated catalyst power is saturated according to the maximum level allowed by the device. The carbon dioxide penalty brought by the electrically heated catalyst ranges from 3.93% to 6.65% and from 6.49% to 9.35% for warm and cold start conditions, respectively.

show abstract

Fuel consumption and CO2 emissions of passenger cars over the New Worldwide Harmonized Test Protocol

Cited by 102 publications

References 19 publications

Investigation of a Diesel-Engined Vehicle’s Performance and Emissions during the WLTC Driving Cycle—Comparison with the NEDC

Investigation of a Diesel-Engined Vehicle’s Performance and Emissions during the WLTC Driving Cycle—Comparison with the NEDC

Analysis of the Effect of Vehicle, Driving and Road Parameters on the Transient Performance and Emissions of a Turbocharged Truck

On the emission reduction through the application of an electrically heated catalyst to a diesel vehicle

Contact Info

Product

Resources

About