Influence of driving cycles on unit emissions from passenger cars

Joumard, Robert; Meynier, André; Vidon, Robert; Tassel, Patrick; Pruvost, Christophe

doi:10.1016/s1352-2310(00)00118-7

Cited by 129 publications

(50 citation statements)

References 3 publications

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“…As these results demonstrate, 9 out of 14 ICE vehicles which claimed to emit less than 110 gCO 2 /km exceeded this threshold, some by as much as 50%. This confirms concerns about the appropriateness of the NEDC in assessing real-world emission levels (Joumard, 2000).…”

Section: Discussionsupporting

confidence: 61%

Comparative measurements of the energy consumption of 51 electric, hybrid and internal combustion engine vehicles

Howey

Martinez-Botas

Cussons

et al. 2011

Transportation Research Part D: Transport and Environment

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This paper presents the measured energy consumption results of a range of efficient vehicles over a 57 mile urban / extra-urban route. The results show that on average the electric vehicles used the least amount of energy (average 0.62 MJ/km), followed by the hybrid vehicles (average 1.14 MJ/km), and the internal combustion engine vehicles (average 1.68 MJ/km). The hydrogen fuel cell vehicle used 1.2 MJ/km. An estimate of CO 2 emissions was also made and it was found that hybrids gave the lowest CO 2 emissions, with around half of the vehicles emitting less than 70 gCO 2 /km. The most efficient diesel combustion engine vehicles emitted about 80 gCO 2 /km but the majority exceeded 110 gCO 2 /km. The majority of electric vehicles emitted 70-110 gCO 2 /km assuming a United Kingdom grid average emissions factor of 542 gCO 2 /kWh.

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Section: Discussionsupporting

confidence: 61%

Comparative measurements of the energy consumption of 51 electric, hybrid and internal combustion engine vehicles

Howey

Martinez-Botas

Cussons

et al. 2011

Transportation Research Part D: Transport and Environment

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“…It consists of four repeated urban sections followed by an extra-urban part. Though there are concerns about the appropriateness of the NEDC in assessing real-world emission levels of ICEVs [19], we assume that it captures the basic kinematic properties of BEV driving and that a scaling factor can be introduced if necessary or the results adjusted to another driving cycle. The model structure is illustrated in Figure 2, including the three main powertrain components of a BEV generating losses, i.e.…”

Section: Energy Consumption and Influence Of Vehicle Massmentioning

confidence: 99%

“…This recursive sequence is described by Eq. (18,19), where ∆m gl is the glider mass reduction due to the application of lightweight materials…”

Section: Powertrain Resizingmentioning

confidence: 99%

Optimal Lightweighting in Battery Electric Vehicles

Hofer

Wilhelm

Schenler

2012

WEVJ

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This paper presents an analytic solution to find the optimal amount of lightweighting in a battery electric vehicle (BEV). The additional cost of lightweighting is traded off against the cost savings due to the smaller battery and motor required at constant performance and range. Current technology cost estimates indicate that for a medium sized BEV, optimal glider mass reduction is on the order of 450 kg in 2012 leading to estimated manufacturing cost reductions of 4.9%. Declining powertrain costs are expected to reduce the importance of lightweighting in minimizing BEV cost in the future, and rising electricity costs to increase the gap between the optimal solutions based on minimizing manufacturing versus total costs. The results are strongly dependent on the future development of lightweighting, battery, and electricity costs. The sensitivity of the optimal mass reduction to these critical parameters has been evaluated, and is shown to increase over time.

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“…Oxides of Nitrogen (NOx) emissions of modern light-duty diesel vehicles can be up to 4 times higher than type approval data (Joumard et al, 2000;Weiss et al, 2011) and fuel consumption can be underestimated up to 20% (Pelkmans and Debal, 2006). Consequently, prediction models like the Handbook of Emission Factors (INFRAS, 2010) or COPERT (European Environment Agency, 2011) do not use type-approval data anymore to calculate emissions of road transport.…”

Section: Introductionmentioning

confidence: 99%