scholarly journals Comparison of Portable Emissions Measurement Systems (PEMS) with Laboratory Grade Equipment

2018 ◽  
Vol 8 (9) ◽  
pp. 1633 ◽  
Author(s):  
Roberto Varella ◽  
Barouch Giechaskiel ◽  
Luís Sousa ◽  
Gonçalo Duarte
Keyword(s):  
The European Union ◽  
Chassis Dynamometer ◽  
Test Cycle ◽  
Measurement Systems ◽  
Type Approval ◽  
Light Duty ◽  
Uncertainty Estimates ◽  
European Union Legislation ◽  
Urban Conditions ◽  
Light Duty Vehicles

Real-driving emissions (RDE) testing with portable emissions measurement systems (PEMS) during the type approval and in-service conformity of light-duty vehicles was recently introduced in the European Union legislation. In this paper, three PEMS were compared with laboratory analyzers connected to the tailpipe and the dilution tunnel. The tests were conducted with two Euro 6 vehicles (one gasoline and one diesel) performing the World harmonized Light vehicles Test Cycle (WLTC) and a pre-recorded RDE cycle on a chassis dynamometer. The results showed that the differences of the PEMS gas analyzers compared to the laboratory references were typically within 2% for CO2 and 5% for NOx. The CO2 and NOx mass emissions were within 10% and 15%, respectively, with only a few exceptions. The exhaust flow rate measurements were within 10% at low speeds (urban conditions), and 5% at higher speeds. These results confirm the legislated permitted tolerances and the 2017 PEMS uncertainty estimates.

scholarly journals Overview of the light-duty vehicles tailpipe emissions regulations in the European Union: status and upcoming type-approval and market surveillance schema

2020 ◽  
Vol 180 (1) ◽  
pp. 3-7 ◽  
Author(s):  
Víctor VALVERDE-MORALES
Keyword(s):  
European Union ◽  
Pollutant Emissions ◽  
The European Union ◽  
Market Surveillance ◽  
Type Approval ◽  
Light Duty ◽  
Union Status ◽  
Emission Limits ◽  
Light Duty Vehicles ◽  
The Eu

In order to curb pollutant emissions from light-duty vehicles in the European Union, a set of complex regulations have been ap-proved in the recent years (2016-2018) including more stringent emissions tests, independent in-service conformity checks, and a novel type-approval framework which includes market surveillance provisions to complement the type-approval requirements. Tailpipe emissions will need to meet stringent emission limits before entering the market at type-approval and at the end of the production line, as well as during their normal life under normal conditions of use. This contribution aims at providing a comprehensive but synthetic analysis of the current regulatory context in the EU.

Analysis of emissions from various driving cycles based on real driving measurements obtained in a high-altitude city

2020 ◽  
Vol 234 (6) ◽  
pp. 1563-1571 ◽  
Author(s):  
Meng Lyu ◽  
Xiaofeng Bao ◽  
Yunjing Wang ◽  
Ronald Matthews
Keyword(s):  
High Altitude ◽  
Real World ◽  
Vehicle Emissions ◽  
Control Strategies ◽  
Driving Cycle ◽  
Specific Power ◽  
Test Cycle ◽  
Light Duty ◽  
And Control ◽  
Light Duty Vehicles

Vehicle emissions standards and regulations remain weak in high-altitude regions. In this study, vehicle emissions from both the New European Driving Cycle and the Worldwide harmonized Light-duty driving Test Cycle were analyzed by employing on-road test data collected from typical roads in a high-altitude city. On-road measurements were conducted on five light-duty vehicles using a portable emissions measurement system. The certification cycle parameters were synthesized from real-world driving data using the vehicle specific power methodology. The analysis revealed that under real-world driving conditions, all emissions were generally higher than the estimated values for both the New European Driving Cycle and Worldwide harmonized Light-duty driving Test Cycle. Concerning emissions standards, more CO, NOx, and hydrocarbons were emitted by China 3 vehicles than by China 4 vehicles, whereas the CO2 emissions exhibited interesting trends with vehicle displacement and emissions standards. These results have potential implications for policymakers in regard to vehicle emissions management and control strategies aimed at emissions reduction, fleet inspection, and maintenance programs.

scholarly journals Inter-Laboratory Correlation Exercise with Portable Emissions Measurement Systems (PEMS) on Chassis Dynamometers

2018 ◽  
Vol 8 (11) ◽  
pp. 2275 ◽  
Author(s):  
Barouch Giechaskiel ◽  
Simone Casadei ◽  
Michele Mazzini ◽  
Mario Sammarco ◽  
Gisella Montabone ◽  
...  
Keyword(s):  
Particle Number ◽  
Laboratory Method ◽  
Measurement Systems ◽  
Type Approval ◽  
Light Duty ◽  
Repeatability And Reproducibility ◽  
Light Duty Vehicle ◽  
The Mean ◽  
Mean Differences ◽  
The Individual

The recently introduced Real Driving Emissions (RDE) light-duty vehicle emissions regulation requires testing with Portable Emissions Measurement Systems (PEMS) during type approval and in-service conformity. The studies on the accuracy of PEMS today are limited. An inter-laboratory correlation exercise with PEMS took place in Italy in 2017. Eight laboratories measured exhaust emissions from a Golden Euro 6 gasoline vehicle with a Golden PEMS installed in it, along with the individual lab’s own PEMS, following the regulated laboratory method (bags from the dilution tunnel). The data of the exercise were used to estimate the repeatability and reproducibility of the methodology with PEMS. The statistical analysis estimated reproducibility of 2.9% (bags) to 5.5% (lab PEMS) for CO2, 20–25% for CO (all methods), 23–31% for NOx (all methods), and 29% (tunnel, Golden PEMS) to 39% (lab PEMS) for particle number. The mean differences of the PEMS to the regulated method were ±1.5 g/km (or ±1%) for CO2, <16 mg/km (or <5%) for CO, <4 mg/km (or <11%) for NOx and 1 × 1011 particles/km (40%) for particle number. The results of this study confirm the satisfactory performance of PEMS and the permissible tolerances introduced in RDE regulation.

scholarly journals Estimates of the emission rates of ammonia from light-duty vehicles using standard chassis dynamometer test cycles

2002 ◽  
Vol 36 (9) ◽  
pp. 1475-1482 ◽  
Author(s):  
Thomas D Durbin ◽  
Ryan D Wilson ◽  
Joseph M Norbeck ◽  
J.Wayne Miller ◽  
Tao Huai ◽  
...  
Keyword(s):  
Emission Rates ◽  
Chassis Dynamometer ◽  
Light Duty ◽  
Light Duty Vehicles ◽  
Dynamometer Test

Development of the Worldwide Harmonized Test Procedure for Light-Duty Vehicles

2015 ◽  
Vol 2503 (1) ◽  
pp. 110-118 ◽  
Author(s):  
Biagio Ciuffo ◽  
Alessandro Maratta ◽  
Monica Tutuianu ◽  
Konstantinos Anagnostopoulos ◽  
Georgios Fontaras ◽  
...  
Keyword(s):  
Carbon Dioxide Emissions ◽  
Test Procedure ◽  
Test Results ◽  
Test Cycle ◽  
Test Procedures ◽  
United Nations Economic Commission ◽  
Vehicle Performance ◽  
Light Duty ◽  
Economic Commission ◽  
Light Duty Vehicles

To assess vehicle performance on criteria compounds, carbon dioxide emissions, and fuel energy consumption, laboratory tests are generally carried out. During these tests, a vehicle is driven on a chassis dynamometer (which simulates the resistances the vehicle encounters during its motion) to follow a predefined test cycle. In addition, all conditions for running a test must strictly adhere to a predefined test procedure. The procedure is necessary to ensure that all tests are carried out in a comparable way, following the requirements set by the relevant legislation. Test results are used to assess vehicle compliance with emissions limits or to evaluate the fuel consumption that will be communicated to customers. Every region in the world follows its own approach in carrying out these types of tests. The variations in approaches have resulted in a series of drawbacks for vehicle manufacturers and regulating authorities, leading to a plethora of different conditions and results. As a step toward the harmonization of the test procedures, the United Nations Economic Commission for Europe launched a project in 2009 for the development of a worldwide harmonized light-duty test procedure (WLTP), including a new test cycle. The objective of the study reported here was to provide a brief description of WLTP and outline the plausible pathway for its introduction in European legislation.

scholarly journals Emission Factors Derived from 13 Euro 6b Light-Duty Vehicles Based on Laboratory and On-Road Measurements

Atmosphere ◽  
2019 ◽  
Vol 10 (5) ◽  
pp. 243 ◽  
Author(s):  
Victor Valverde ◽  
Bernat Mora ◽  
Michaël Clairotte ◽  
Jelica Pavlovic ◽  
Ricardo Suarez-Bertoa ◽  
...  
Keyword(s):  
Co2 Emissions ◽  
Particle Number ◽  
Cold Start ◽  
Emission Factors ◽  
Testing Procedures ◽  
Diesel Vehicles ◽  
Type Approval ◽  
Light Duty ◽  
Gasoline Vehicles ◽  
Light Duty Vehicles

Tailpipe emissions of a pool of 13 Euro 6b light-duty vehicles (eight diesel and five gasoline-powered) were measured over an extensive experimental campaign that included laboratory (chassis dynamometer), and on-road tests (using a portable emissions measurement system). The New European Driving Cycle (NEDC) and the Worldwide harmonised Light-duty vehicles Test Cycle (WLTC) were driven in the laboratory following standard and extended testing procedures (such as low temperatures, use of auxiliaries, modified speed trace). On-road tests were conducted in real traffic conditions, within and outside the boundary conditions of the regulated European Real-Driving Emissions (RDE) test. Nitrogen oxides (NOX), particle number (PN), carbon monoxide (CO), total hydrocarbons (HC), and carbon dioxide (CO2) emission factors were developed considering the whole cycles, their sub-cycles, and the first 300 s of each test to assess the cold start effect. Despite complying with the NEDC type approval NOX limit, diesel vehicles emitted, on average, over the WLTC and the RDE 2.1 and 6.7 times more than the standard limit, respectively. Diesel vehicles equipped with only a Lean NOX trap (LNT) averaged six and two times more emissions over the WLTC and the RDE, respectively, than diesel vehicles equipped with a selective catalytic reduction (SCR) catalyst. Gasoline vehicles with direct injection (GDI) emitted eight times more NOX than those with port fuel injection (PFI) on RDE tests. Large NOX emissions on the urban section were also recorded for GDIs (122 mg/km). Diesel particle filters were mounted on all diesel vehicles, resulting in low particle number emission (~1010 #/km) over all testing conditions including low temperature and high dynamicity. GDIs (~1012 #/km) and PFIs (~1011 #/km) had PN emissions that were, on average, two and one order of magnitude higher than for diesel vehicles, respectively, with significant contribution from the cold start. PFIs yielded high CO emission factors under high load operation reaching on average 2.2 g/km and 3.8 g/km on WLTC extra-high and RDE motorway, respectively. The average on-road CO2 emissions were ~33% and 41% higher than the declared CO2 emissions at type-approval for diesel and gasoline vehicles, respectively. The use of auxiliaries (AC and lights on) over the NEDC led to an increase of ~20% of CO2 emissions for both diesel and gasoline vehicles. Results for NOX, CO and CO2 were used to derive average on-road emission factors that are in good agreement with the emission factors proposed by the EMEP/EEA guidebook.

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