On-road measurements of single vehicle pollutant emissions, speed and acceleration for large fleets of vehicles in different traffic environments

Sjödin, Åke; Lenner, Magnus

doi:10.1016/0048-9697(95)04644-g

Cited by 36 publications

(11 citation statements)

References 2 publications

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“…Currently, the procedure for European Union (EU) vehicle approval is based on laboratory driving cycles. These tests do not reflect real behavior of vehicles operating under normal conditions, especially when driving in urban areas (Burgess and Choi 2002;Grugett 1979;NAVC 2000;Sjödin and Lenner 1995;Tzirakis et al 2006;Villiatico and Zuccari 2008). There are several reasons for this.…”

Section: Introductionmentioning

confidence: 89%

“…The testing is based on data from traffic in Paris and Rome but doesn't necessarily apply to all other cities (Tzirakis et al 2006). Sjödin and Lenner (1995) believe the reason is that the data used in the laboratory does not represent all vehicles on the road but only a small sample of them. Other studies have found significant differences between on-road studies and simulated conditions, suggesting the need for more on-road studies and/or more accurate simulated conditions (Burgess and Choi 2002;Grugett 1979;Villiatico and Zuccari 2008).…”

Section: Introductionmentioning

confidence: 95%

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Effect of Driving Behavior and Vehicle Characteristics on Energy Consumption of Road Vehicles Running on Alternative Energy Sources

Lárusdóttir

Úlfarsson

2014

International Journal of Sustainable Transportation

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Road vehicles using gasoline, a gasoline-electric hybrid, diesel, methane, hydrogen, and a hydrogen-electric hybrid were investigated for differences in energy consumption as a function of driving behavior and vehicle characteristics. The results show that driving behavior has a large impact on energy consumption of vehicles in real traffic. Forceful acceleration events were linked with increased energy consumption, while moderate acceleration and steady average speed were linked with energy consumption benefits. In vehicles with regenerative braking, the frequency of forceful braking events is linked with a statistically significant lesser energy consumption as energy is generated for the vehicle during those events. The tested hydrogen-and methane-powered vehicles were found to have the overall best results regarding energy consumption.

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Section: Introductionmentioning

confidence: 89%

Section: Introductionmentioning

confidence: 95%

Effect of Driving Behavior and Vehicle Characteristics on Energy Consumption of Road Vehicles Running on Alternative Energy Sources

Lárusdóttir

Úlfarsson

2014

International Journal of Sustainable Transportation

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“…It is widely accepted that legislated drive cycles such as the FTP75 and ECE15 underestimate emissions from cars under real-world conditions [5][6][7][8][9]. This is especially true for CO and HC but less so for NO x [10,11].…”

Section: Introductionmentioning

confidence: 99%

Application of a Portable FTIR for Measuring On-road Emissions

Daham¹,

Andrews²,

Li³

et al. 2005

SAE Technical Paper Series

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“…Field studies of actual emissions via tunnel studies, roadside point sampling, remote sensing, and instrumented vehicles have noted the inadequacies of using laboratory data to estimate real-world pollutant levels [9][10]. Kelly and Groblicki [11] described the results of tests performed in the same geographical region used to define the driving cycle schedule in the FTP.…”

mentioning

confidence: 99%

A Driving Cycle for Vehicle Emissions Estimation in the Metropolitan Area of Mexico City

Schifter¹,

Díaz²,

Rodríguez³

et al. 2005

Environmental Technology

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A driving cycle derived from driving behavior and real traffic conditions in Mexico City (MC) is proposed. Data acquisition was carried out over diverse MC routes, representing travel under congested and uncongested conditions, using the chase-car approach. Thirteen different on-road patterns, including the four main access roads to MC, trips in both directions and different timetables, a total of 108 trips spanning 1044 km were evaluated in this study. The MC cycle lasts 1360 seconds with a distance of 8.8 km and average speed of 23.4 km h(-1). Both maximum speed (73.6 km h(-1)) and maximum acceleration (2.22 km h(-1)s(-1)) are lower than those of the new vehicles certification employed in Mexico ,FTP-75 cycle., that is, the MC cycle exhibits less cruising time and more transient events than the FTP cycle. A total of 30 light duty gasoline vehicles were classified into different technological groups and tested in an FTP-75 and MC driving cycles in order to compare their emission factors A potential concern is that in Mexico manufacturers design vehicles to meet the emission standards in the FTP, but emission levels increase significantly in a more representative cycle of present driving patterns in the Metropolitan Area of Mexico City (MAMC). The use of a more representative cycle during certification testing, would provide an incentive for vehicle manufacturers to design emissions control systems to remain effective during operation modes that are not currently represented in the official test procedures used in the certification process. Based on the results of the study, the use of MC cycle, which better represents current day driving patterns during testing of vehicle fleets in emissions laboratories, would improve the accuracy of emissions factors used in the MAMC emissions inventories.

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On-road measurements of single vehicle pollutant emissions, speed and acceleration for large fleets of vehicles in different traffic environments

Cited by 36 publications

References 2 publications

Effect of Driving Behavior and Vehicle Characteristics on Energy Consumption of Road Vehicles Running on Alternative Energy Sources

Effect of Driving Behavior and Vehicle Characteristics on Energy Consumption of Road Vehicles Running on Alternative Energy Sources

Application of a Portable FTIR for Measuring On-road Emissions

A Driving Cycle for Vehicle Emissions Estimation in the Metropolitan Area of Mexico City

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