Tesis sobre el tema "Real Driving Emission"

Det här projektet handlar om att utveckla en metod för real driving emission (RDE). RDE är ett komplement till Worldwide Light Duty Test Procedure (WLTP) som kommer att ersätta New European Driving Cycle (NEDC). Dessa cykler och metoder används för att mäta personbilars avgaser. Huvudanledningen till varför NEDC ska bytas ut är för att körcyklerna inte längre är realistiska och reflekterar inte hur en bil presterar egentligen. Detta har lett till att bilar har högre bränsleförbrukning och högre avgasutsläpp när dom körs i trafiken jämfört med resultaten från NEDC.Metoden utvecklades genom hänvisningar till den officiella WLTP rapporten. Tillsammans med Vehicle Emission gruppen från AVL fastställdes en komplett steg för steg metod.Utrustningen som användes förseddes av AVL och flera tester av varje steg av metoden genomfördes för att förfina metoden så mycket som möjligt. Bilen som användes var en SAAB 9-5 2.0l bensin.Resultaten visade att både bilen och testet inte mötte kriterierna för RDE och godkändes inte av programmet som användes för att utvärdera testet. Detta var delvis för att kriterierna för RDE är strikta och delvis för att ingen pre och post test genomfördes eftersom det tar mycket tid för att dom testerna ska bli godkända.I överlag ger WLTP och RDE potentiella bilköpare en bättre detaljerad sammanfattning av hur bra bilen presterar i trafiken jämfört med NEDC.<br>This project is about developing a method for real driving emission (RDE). RDE is a complement to Worldwide Light Duty Test Procedure (WLTP) which will replace the New European Driving Cycle (NEDC). These cycles and procedures are used for measuring emissions for light duty vehicles. The main reason why NEDC is being replaced is because the driving cycles does not reflect how vehicles are normally driven. This has resulted in vehicles having higher fuel consumption and emitting more poisonous gases when driven on actual roads compared to the results from the NEDC.The method was developed by referring to the laws of the official WLTP report written by EU. Together with the Vehicle Emissions team at AVL a complete step by step method was established.All the equipment and instruments were provided by AVL and several tests of each step of the method was made to perfect the method as much as possible. The vehicle that was used was a 2005 SAAB 9-5 2.0l petrol.The results displayed that the car and the test did not meet the criteria for RDE and was not passed by the evaluating software. This was partly because the driving criteria for RDE are strict and can be difficult to achieve and partly because no pre and post test was made since it can take several tries before those tests are passed.Overall, WLTP and RDE give buyers a more detailed and better conclusion of how a car performs on the road compared to NEDC.

The impact of driving cycle on exhaust emissions of buses in Hanoi was presented in this article. A typical driving cycle of buses in Hanoi was developed based on the real-world driving data, and it also was assessed that has a good conformity with the real-world driving data. The typical driving cycle and European Transient Cycle part 1 (ETC-part1) were used to estimate vehicle emission according to different driving cycles. The obtained results showed that emissions level of CO, VOC, PM, CO2 and NOx of the buses were very different between two driving cycles, especially CO2 and NOx. This paper, therefore, reconfirms the necessity of the development of the typical driving cycle before conducting the emission inventory for mobile sources.<br>Tóm tắt: Tác động của chu trình lái tới sự phát thải của xe buýt tại Hà Nội đã được trình bày trong bài báo này. Một chu trình lái đặc trưng của xe buýt Hà Nội đã được xây dựng dựa trên dữ liệu hoạt động ngoài thực tế của phương tiện, và chu trình lái này cũng đã được đánh giá có sự phù hợp rất cao với dữ liệu lái ngoài thực tế. Chu trình lái đặc trưng và chu trình thử ETC-part1 được sử dụng để đánh giá phát thải của phương tiện theo các chu trình lái khác nhau. Các kết quả đạt được cho thấy mức độ phát thải CO, VOC, PM, CO2 và NOx của xe buýt rất khác nhau giữa hai chu trình lái, đặc biệt là CO2 và NOx. Do đó, bài báo khẳng định sự cần thiết phải xây dựng chu trình lái đặc trưng trước khi thực hiện kiểm kê phát thải đối với nguồn động.

Vehicle type approval CO2 emission figures form the basis for many countries’ national policy to reduce transport's contribution to anthropogenic climate change. However, it has become increasingly apparent that the vehicle type approval testing procedure used in Europe is not fit for purpose. There is, therefore, a need for representative real world emission factors that can be used to inform consumers, aid policy makers and provide an accurate benchmark from which type approval figures can be compared. In this work, two methods are explored to assess their feasibility to provide robust CO2 emission figures. The first is on-road vehicle activity tracking, using data collected from the vehicle controller area network. This method was chosen as it has the potential to provide large quantities of cheap, reliable data and has been demonstrated by recording over 40 parameters during testing of a third-generation Toyota Prius. This data has been used to analyse the vehicle powertrain control and provide a clear understanding of the control mechanisms that balance the engine and electrical power systems, present a comparison of the emissions of conventional and hybrid taxis giving local policy makers the underlying evidence required to introduce strong policies to reduce urban emissions from taxis and build a microscale emission model for accurate and detailed emission forecasts. The second method is microscale vehicle modelling, defined as very short time step models (1 second or less) that capture vehicle and location specific details within the model. The model requires vehicle speed and road gradient data as input and outputs second-by-second cumulative and total fuel consumed and CO2 emissions. The model has been validated against independent data (chassis dynamometer data collected by Argonne National Laboratory) and is now a powerful tool to help assess the effects of local policies (geofences, changes in the speed limit, incentives for hybrid vehicle uptake) or schemes (eco-driving) on the CO2 emissions from hybrid vehicles. This work has further developed these two methods in two ways. Firstly, by demonstrating the accuracy of controller area network data collected in vehicle activity tracking. Secondly, by demonstrating the precision of emission models built using real-world data, despite the data noise caused by real world conditions. In conclusion, these methods are well suited to providing representative real world CO2 emission factors, especially if the methods are combined. This is because vehicle activity tracking can provide the large amount of data needed for vehicle modelling and a vehicle model can provide situation specific emission factors, which, in contrary to many current emissions factors, are not only dependent on vehicle average speeds.

Les travaux de cette thèse de doctorat s’inscrivent dans le contexte d’évolution desnormes de dépollution des moteurs thermiquescouplée aux exigences de baisse de la consommation des véhicules. La méthodologie développée tente de répondre avec un processus industriel efficace aux exigences d’émissions en roulage réel, dites RDE (Real Driving Emissions). La méthode proposée est basée sur la technique des plans d’expériences dynamiques utilisant les suites à faible discrépance : les résultats d’essais sont utilisés afin d’entraîner un modèle de réseau de neurones type LSTM capable de prédire l’historique des sorties (les masses de polluants CO, HC, NOx) pour chaque combinaison donnée en entrée. Le modèle est utilisé ensuite pour nourrir une boucle d’optimisation basée sur un algorithme génétique afin de mettre au point les cartographies moteur optimales.Les travaux se focalisent sur la phase de mise en action du moteur, qui est comprise entre l’instant de démarrage et l’instant où le système de post-traitement est amorcé, c’est-à-dire lorsque le catalyseur a atteint la température lui permettant d’être efficace. Cette phase est capitale car elle concentre l’essentiel des émissions lors d’un cycle d’homologation : la mise en action doit donc sans cesse être optimisée pour répondre aux nouvelles contraintes réglementaires. Elle constitue donc un champ d’application de la méthodologie à la fois cohérent et pertinent. Les résultats montrent des améliorations notables concernant les CO, HC et Nox en comparaison de la méthode classique (essais en régime permanent)<br>The work of this thesis responds to the context of the evolution of engine depollution norms together with the increase of the clientrequirements. It proposes a complete methodology of engine calibration considering dynamic effects with the aim of an efficient control in terms of emissions and performances. The method is divided into four steps: the dynamic design of experiments generating a set of RDE (Real Driving Emissions) cycles and dynamic variations of engine parameters using low discrepancy sequences: test results are used to train a dynamical model using LSTM neural network to predict output dynamic variations(CO, HC, NOx, Exhaust flow and temperature). The trained model is used in an optimization loop to calibrate the engine parameters using a genetic algorithm. The catalyst warm-up phase is the chosen phase for the development of the method. It is the phase occuring from engine start until the catalyst is the most efficient. It is indeed the phase with the most important emissions which is coherent with the aim of the engine calibration. The results showed noticeable improvements of CO, HC and Nox reduction compared to the steady state (baseline) method

The current project represents the first attempt to test the environmental performance of the direct utilisation of purified used cooking oil as a fuel in a heavy goods vehicle under real world driving conditions. The properties of the used cooking oil were different from those of petroleum diesel (PD) standards however, its heat value, carbon footprint reduction potential and low cost were the key incentives driving it’s use as a fuel. The current research was a collaborative project between Convert to Green (C2G), the fuel provider, the United Biscuits Midlands Distribution Centre, the heavy goods vehicle provider and the University of Leeds as the scientific consultant and research executor. The brand of used cooking oil was Convert to Green Ultra-biofuel (C2G UBF) tested on a Mercedes-Benz EURO 5 emissions standard compliant 44 tonne articulate heavy goods vehicle (HGV). The HGV was modified for on-board UBF heating and mixing with PD. UBF was heated by heat recovery from the engine cooling system. The results showed that the UBF/PD blending ratio was 0.845 as a journey average for the entire test series. However, the HGV was recorded to run on 100% UBF at steady high speed on the M1 motorway in the Midlands region of the UK. There were no discernible deficiencies in the HGV’s performance or its traction effort. Nevertheless a slight increase in specific fuel consumption (SFC) was detected for the blended fuel. Engine durability, combustion chamber deposits and maintenance frequency were not affected by the UBF content in the fuel. Although the engine technology was designed to suppress particulate matter (PM) within the combustion process, the use of blended UBF further reduced the tailpipe PM emissions compared to the use of PD. Carbon monoxide emissions decreased when using the blended fuel, while nitrogen oxides, total hydrocarbons and carbon dioxide increased compared to PD emissions. The benefits of UBF utilisation as a fuel lie in the huge carbon savings and reduced PM emissions when compared to the use of PD as well as its use in providing a cost effective fuel supply and waste management technique.

La presente tesi si occupa di identificare la metodologia utilizzata per la definizione di percorsi Real Driving Emissions. Nel particolare sono stati individuati due percorsi, uno in piano, definite RDE Moderate Track ed uno in quota, definito RDE Extended Track. Si è anche eseguita una analisi dei cicli su banco a rulli NEDC e WLTC in ottica Real Driving Emissions.

Air quality issues in urban areas are always a big concern. Air pollution especially NO2 and PM exceedances in cities are common. This is particularly true with congested traffic and the monitoring station is at the roadside. It is well known that road transport in the urban area is a major source of air pollution. Though all the vehicles have to comply the EU emission standards, the emissions were tested using the legislated standard driving cycles, which could not represent real world driving emissions. This is because compared to the legislated driving cycle, the real world driving uses different powers, different average speeds, different traffic congestion, different road gradients, different maximum acceleration rates, different cold start conditions, different numbers of stop/start events and occurs at different ambient temperatures and pressures and will inevitably have different emissions. In recognition of importance of real driving emissions, the EU plans to introduce RDE (Real driving emission) test procedure in 2017. This work investigated real world emissions on a congested road by a roadside air quality monitoring station that exceeds European air quality standards for NOx and PM using a portable emissions measurement system (PEMS) and a Euro 4 SI passenger car. The PEMS used was the Temet FTIR with Horiba OBS pitot tube exhaust mass flow sensor and gas sampler. Twenty nine hot start repeat journeys were conducted at different times of the day (morning and evening rush hours, lunch time, night) so that a range of traffic conditions were included and eight cold start tests for the same journeys were conducted and compared with the hot start results and shown to give significantly higher emissions. The vehicle was equipped with thermocouple, lambda sensor and GPS for travel parameter analysis. The GHG including CO2, CH4 and N2O, nitrogen species in the exhaust gases including NO, NO2, N2O, NH3 and HCN and other emissions were analysed. The results were compared to the NEDC and WLTC. One of the suggestions from this work is that the proposal for the EU RDE test procedure do not include congested traffic driving and cold start which will compromise its expected purpose and effect.

碩士<br>國立臺北科技大學<br>車輛工程系<br>106<br>Normally, the vehicle emissions tests were conducted in laboratory equipped with chassis dynamometer, constant volume sampler system and emission analyzers in order to measure pollutants (weighted in gram) per kilometer under specific driving conditions. However, this testing method is unable to simulate all on-road parameters such as traffic, climate change, etc. With development of technology, overall performance of emission analyzers have greatly improved. For example, it not only takes short time to measure concentration of vehicle emissions, but they are also small enough to be placed in a car, which makes it easy to measure real-time vehicle emissions. This kind of device is called Portable Emission Measurement systems (PEMS). The objective of this research is not only to introduce the method of on-road Real Driving Emissions (RDE) for light-duty vehicle, initial conditions, execution procedures, analysis method, etc. by using PEMS equipment, but is also to undertake quantitative measurement and analysis with three Diesel passenger vehicles . Hopefully, this introduction could help more people understand the new testing method.

It is well-known the inconstancy that is verified on the obtained laboratorytest values, which present emission rates that are below the ones that are verified on the field. In order to achieve more reliable values the use of the Portable Measurement Emissions System (PEMS) is becoming more popular among researchers who work on this area. The main objective of this masters dissertation was to conduct an experimental monitoring of tailpipe pollutant emissions from different vehicles, with different types of fuels and routes. It was accomplished by the development of an empirical method which embraced vehicle data collection regarding its operating conditions and its consequent emissions. The two main purposes of the development of this method were to be able to, firstly, observe what were the impacts that different driving style parameters, such as the acceleration, vehicular jerk or RPM, along with the Vehicle Specific Power (VSP) and the characteristics of the route, had on the emission rates of the CO2, NOx and PM; and, secondly, to be able to analyze the relationship between the VSP and the obtained onroad emission rates by developing predictive based-modal approach. Two vehicles were submitted to the tests, being one of them ran by gasoline and the other by diesel, along four different routes, being two of them performed on highways, one on a partly urban/rural road and one along urban roads. Testing vehicles were equipped with a PEMS, a Global Positioning System (GPS) and an On-Board Diagnostic (OBD) scan device that were used to collect data about exhaust emissions, location and engine parameters, respectively. For both vehicles and in the intercity routes, the variance of the acceleration and the vehicular jerk was significantly high at low and moderate speeds, namely from 0-20 km/h and from 60-90 km/h, compared to the remaining ones. It was concluded that the NOx Euro 6 limit was surpassed in about 44 times and in 66% by the diesel and the gasoline vehicle, respectively. Results showed that both cars were below the PM limits defined for their corresponding emission standards. Regarding the VSP-based prediction model approach and in the case of the diesel vehicle, high determination coefficients were obtained for the CO2 and for the NOx (R2 > 0.9) and a moderate coefficient was obtained for the PM (R2 > 0.6). VSP model showed as effective in predicting emissions in the gasoline vehicle, regardless of the pollutant (R2 > 0.83). Regarding the validation of the VSP-based prediction model and for the diesel vehicle, the average VSP predicted values for the CO2, NOx and PM were 8 and 28% higher and 46% lower than the ones measured on the field, respectively. In the case of the gasoline vehicle and for the same pollutants, these values were 7, 20 and 33% superior to the field ones, respectively. The implementation of an effective method such as the VSP-based one is useful to estimate emissions in diesel or gasoline vehicles for all types of driving cycles and it could be incorporated on national inventories in order to calculate traffic emissions, for instance.<br>É bem conhecida a inconstância verificada nos valores obtidos em testes de laboratório, que apresentam taxas de emissão que estão abaixo daquelas que são verificadas na recolha de valores de emissões no terreno. De forma a obter valores mais confiáveis a utilização de Sistemas Portáteis de Medição de Emissões (PEMS) está-se a tornar mais popular entre os investigadores que operam nesta área. O principal objetivo desta dissertação de mestrado foi efetuar uma monitorização experimental das emissões de poluentes provenientes de veículos com diferentes combustíveis ao longo de diferentes tipos de vias. Este objetivo foi cumprido através do desenvolvimento de um método empírico que consistiu na recolha de dados no que diz respeito _as condições de operação e _as emissões dos gases de escape dos veículos. Os dois principais objetivos do desenvolvimento deste método foram, em primeiro lugar, observar os impactos que diferentes parâmetros ao nível da condução tais como a aceleração, a primeira derivada da aceleração (jerk), RPM, Potência Específica do Veículo (VSP) e o tipo de via tinham no nível das taxas de emissões de CO2, NOx e PM; e, em segundo lugar, ter a capacidade de analisar a relação entre o VSP e as taxas de emissão obtidas através do desenvolvimento de modelos preditivos. Dois veículos foram submetidos aos testes, operando um deles a gasolina e o outro a gasóleo, ao longo de quatro rotas distintas, sendo duas delas em auto-estrada, uma em zonas parcialmente urbanas/rurais e uma ao longo de vias urbanas. Os veículos de teste foram equipados com um PEMS, um Sistema Global de Posicionamento (GPS) e um Sistema de Diagnóstico a Bordo (OBD) que foram usados para recolher dados acerca das emissões libertadas através do tubo de escape dos veículos, da localização e dos parâmetros relativos ao motor do veículo, respectivamente. Para ambos os veículos e nas rotas inter rurais, a variância da aceleração e do jerk do veículo foi significativamente alta em velocidades baixas e moderadas, nomeadamente dos 0-20 km/h e dos 60-90 km/h, comparativamente _as velocidades restantes. Foi concluído que o limite Euro 6 de NOx foi ultrapassado em cerca de 44 vezes e em 66% para o veículo a diesel e a gasolina, respetivamente. Os resultados indicaram que ambos os veículos se mantiveram abaixo dos limites de emissão de PM definidos. No que diz respeito á aproximação utilizando o modelo de previsão baseado no VSP e para o caso do veículo a gasóleo, foram obtidos coeficientes de determinação elevados para o CO2 e NOx (R2 > 0.9) e um coeficiente moderado para as PM (R2 > 0.6). O modelo VSP provou ser igualmente eficaz na previsão das emissões do veículo a gasolina, independentemente do poluente (R2 > 0.83). No que diz respeito á validação do modelo VSP e no caso do veículo a diesel, os valores de previsão para o CO2, NOx e PM foram 8 e 28% superiores e 46% inferiores aos valores medidos no terreno. No caso do veículo a gasolina e para os mesmos poluentes, os valores foram 7, 20 e 33% superiores aos medidos, respectivamente. A implementação de um método VSP efetivo poderá ser útil no que ao cálculo de emissões para todos os tipos de ciclos de condução diz respeito, podendo ser, por exemplo, incorporado em inventários nacionais.<br>Mestrado em Engenharia Mecânica

碩士<br>國立中山大學<br>環境工程研究所<br>90<br>Because of the economic development of Taiwan, population gathering and the habit of people using transports, these considerations have made vehicle grow up fast. Vehicles emitted a large amount of pollutant that has caused many air pollution occasions. The motive of this study is to understand the motorcycle driving cycle, amount of pollutant and emission factor in four areas —Taipei, Taichung, Kaoshiung and Pingtung. But it is very poor on concerning study in Taiwan. It is necessary to go on the concerning investigation and to establish the driving cycle and the actual emission factor of mobile source of Taiwan. The experiment includes two parts: one is regional driving pattern that is selected by factor analysis from samples; the other is to get the concentration of the pollutant and to calculate emission factors of the one by using Dynamometer. The pollutants are carbon monoxide (CO), total hydrocarbon (THC) and nitrogen oxides (NOX). In this study, the emission factors of motorcycles of the four areas are “Taipei: CO 8.24 g/km, THC 2.53 g/km, NOX 0.12 g/km, CO2 55.98 g/km, Taichung: CO 7.81 g/km, THC 2.28 g/km, NOX 0.12 g/km, CO2 54.31 g/km, Kaoshiung: CO 6.53 g/km, THC 1.62 g/km, NOX 0.13 g/km, CO2 54.03 g/km, and Pingtung: CO 6.79 g/km, THC 1.63 g/km, NOX 0.13 g/km, CO2 41.42 g/km.

D. Phil. (Energy Studies)<br>Quantifying energy consumed and emissions produced by transport is essential for effective policy formulation and urban environmental management. Current first-world methods for determining vehicle emissions factors are technology and resource intensive, and results cannot be applied directly to cities in other parts of the world. There is a need for alternative cost-effective and accurate methods for determining real-world fuel consumption and emissions from vehicles in cities of the developing world. In this thesis, a new emissions simulation and inventory model is developed and implemented as a software tool. A novel application of low cost on-board diagnostics equipment and Global Positioning System sensors is devised to survey engine-operating parameters, driving conditions and vehicle usage profiles needed by the model. An emissions inventory is produced for the City of Johannesburg using the software tool and surveying method to demonstrate the overall process. The core contribution of this thesis is the logical development of data structures and software tools which link base engine-operating patterns (of engine speed and engine load), derived from the literature, to measured engine-operating patterns and vehicle activity from real-world driving. A range of real-world driving cycles and emission factors published by the Swiss Institute of Materials Science and Technology are transformed to produce the base engine-operating patterns and their corresponding emissions factors. The calculation of emission factors for real-world driving involves matching measured engineoperating patterns to combinations of the base engine-operating patterns using numerical methods. The method is validated using a cross validation technique. The emissions inventory application integrates measured engine-operating patterns, vehicle activity, fleet structure, fuel sales and the emissions simulation procedure to calculate total emissions. Fuel consumption and emissions of interest are CO2, CO, HC, NOx. Measurements of engine operating parameters and vehicle usage patterns were recorded for 30 privately owned passenger vehicles from the Johannesburg fleet. The selection included Euro-0 (a mixture of pre Euro-1 vehicles), Euro-2 and Euro-3 petrol vehicles, and Euro-2 diesel private passenger vehicles. Fifteen billion vehicle kilometres were driven in Johannesburg by private passenger vehicles per year consuming 325 million litres of diesel and 1 524 billion litres of petrol. iv Total emissions were estimated to be 4.13 Mt CO2, 82.77 kt CO, 9.15 kt HC, and 24.49 kt NOx. Between 88 and 93% of the total emissions were from vehicles which fall into the Euro-0 petrol category. Diesel vehicles did not make a significant contribution to CO and HC emissions but contributed 14% of the NOx and 19% of the CO2 emissions. During weekdays, 28 to 31% and 25 to 27% of the total fuel consumption and emissions were due to the morning commute and the evening commute periods respectively. Although minibus taxis, buses, freight and vehicle age significantly impact on total fuel consumption and emissions in cities they were not considered within the scope of this study. Vehicle usage patterns are analysed to produce spatial maps and diurnal charts of congestion on suburban roads, streets and highways within the Johannesburg municipal area. Times and locations of congestion are presented in terms of a standard congestion index, and suggestion given on how and where congestion problems could be addressed. This study shows that vehicle emissions inventories can be cost effectively produced by surveying engine-operating parameters and vehicle usage profiles using on-board diagnostics and Global Positioning System sensors and simulating emissions factors using a new emissions simulation and emissions inventory model.