How much difference in type-approval CO2 emissions from passenger cars in Europe can be expected from changing to the new test procedure (NEDC vs. WLTP)?

Pavlovic, Jelica; Ciuffo, Biagio; Fontaras, Georgios; Valverde, V.; Marotta, Alessandro

doi:10.1016/j.tra.2018.02.002

Cited by 92 publications

(81 citation statements)

References 16 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%

“…The 8% higher NEDC FC measured in the JRC laboratory can be explained by one or more uncertainties in the test conditions (NEDC road loads used for the testing, 4% tolerance in declared value, conformity of production margins, etc.). A complete overview of the margins in the NEDC procedure is provided elsewhere [12]. In addition, tests at JRC were performed on 2-axle chassis dynamometer while, even for 4WD vehicles such as the one in the present study, the official NEDC procedure allowed OEMs to use 1-axle chassis dynamometer configuration (~ 2% impact on FC) by applying the special testing mode (dyno-mode) not available for drivers in real-life conditions.…”

Section: Fuel Consumption From Laboratory and Pems Testsmentioning

confidence: 99%

“…The WLTP is significantly more robust, the driving cycle more transient, and it takes into account a series of conditions that were neglected or not standardized over the NEDC. It has been estimated that, compared to NEDC, WLTP would lead to 15-20% higher CO 2 emissions and fuel consumption [12][13][14][15]. However, as any other testing procedure, WLTP cannot fully address all possible operating situations, and for practical reasons it includes some margins that over time might become subject to exploitation [6,12].…”

Section: Introductionmentioning

confidence: 99%

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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%

Section: Fuel Consumption From Laboratory and Pems Testsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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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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“…From September 2018, car manufacturers may sell new cars on the condition that they meet the new standard of fuel consumption and emissions in accordance with the WLTP (Worldwide Harmonized Light Vehicle Test Procedure) test standard (there has been a departure from the NEDC test when certifying vehicles for WLTP and RDE-Real Driving Emissions) [87,88]. The new regulations also includes models of cars that have been approved earlier using the NEDC test, and are still not sold (they must be certified according to WLTP).…”

Section: Methodsmentioning

confidence: 99%

Modeling of Biofuel’s Emissivity for Fuel Choice Management

et al. 2019

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The depletion of conventional energy sources, including crude oil, is one of the cause of the search for alternative carriers and fuels in order to prevent an energy crisis. Due to the progressing climate change, each new solution must comply with the principles of sustainable development. Dynamic development in the transport sector and, as a consequence, the increase in the number of vehicles on the roads negatively affect the atmosphere and the environment, which is why the share of biofuels, which are used to minimize this negative impact, is steadily increasing. This paper analyzes the emissivity (emission capability) of biofuels such as fatty acid methyl esters (FAME), ethanol, dimethyl ether and butanol and compares them with conventional fuels. A computer simulation was used, based on the real parameters of vehicles and fuels. The test procedure was carried out in accordance with the appropriate New European Driving Cycle (NEDC) approval test for such cars. In addition, a life cycle assessment (LCA) for the fuels and vehicles in question was carried out using the SimaPro package. Based on the results obtained from the z computer simulation, it was found that diesel fuel showed lower emissivity than petrol and its alternatives. However, FAME fuel provided more carbon dioxide than conventional diesel. As far as petrol is concerned, it was less emissive than dimethyl ether. Ethanol and butanol reduced emissions by 7% and 15%, respectively. After taking into account CO 2 emissions generated in the production process, both FAME and butanol were not very favorable in the context of other fuels. The results might be used for appropriate fuel use management.

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“…In order to analyze, monitor, and reduce pollutant emissions from transport, the New European Driving Cycle (NEDC) test was introduced [39,40], followed by the WLTP (Worldwide Harmonized Light Vehicle Test Procedure) [41,42].…”

Section: Introductionmentioning

confidence: 99%

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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How much difference in type-approval CO2 emissions from passenger cars in Europe can be expected from changing to the new test procedure (NEDC vs. WLTP)?

Cited by 92 publications

References 16 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

Modeling of Biofuel’s Emissivity for Fuel Choice Management

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

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