Analysis of fuel consumption and pollutant emissions of regulated and alternative driving cycles based on real-world measurements

2016 ◽  
Vol 44 ◽  
pp. 43-54 ◽  
Author(s):  
G.O. Duarte ◽  
G.A. Gonçalves ◽  
T.L. Farias
Keyword(s):  
Fuel Consumption ◽  
Real World ◽  
Pollutant Emissions ◽  
Driving Cycles

Effects of biodiesel on passenger car fuel consumption, regulated and non-regulated pollutant emissions over legislated and real-world driving cycles

Fuel ◽  
2009 ◽  
Vol 88 (9) ◽  
pp. 1608-1617 ◽  
Author(s):  
Georgios Fontaras ◽  
Georgios Karavalakis ◽  
Marina Kousoulidou ◽  
Theodoros Tzamkiozis ◽  
Leonidas Ntziachristos ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Real World ◽  
Pollutant Emissions ◽  
Passenger Car ◽  
Driving Cycles

Evaluation of hot water storage strategy in internal combustion engine on different driving cycles using numerical simulations

2017 ◽  
Vol 232 (8) ◽  
pp. 1019-1035 ◽  
Author(s):  
Hanna Sara ◽  
David Chalet ◽  
Mickaël Cormerais ◽  
Jean-François Hetet
Keyword(s):  
Ambient Temperature ◽  
Fuel Consumption ◽  
Thermal Management ◽  
Negative Impact ◽  
Combustion Engine ◽  
Driving Cycle ◽  
Hot Water ◽  
Pollutant Emissions ◽  
Engine Model ◽  
Driving Cycles

Since the main interest worldwide of green environment companies is to reduce pollutant emissions, the automotive industry is aiming to improve engine efficiency in order to reduce fuel consumption. Recently, studies have been shifted from upgrading the engine to the auxiliary systems attached to it. Thermal management is one of the successful fields that has shown promise in minimizing fuel consumption and reducing pollutant emissions. Throughout this work, a four-cylinder turbocharged diesel engine model was developed on GT-Power. Also, a thermal code has been developed in parallel on GT-Suite, in which the different parts of the coolant and lubricant circuits were modeled and calibrated to have the best agreement with the temperature profile of the two fluids in the system. Once the model was verified, hot coolant storage, a thermal management strategy, was applied to the system to assess the fuel consumption gain. The storage tank was located downstream the thermostat and upstream the radiator with three valves to control the coolant flow. The place was chosen to avoid negative impact on the cold start-up of the engine when the tank is at the ambient temperature. This strategy was applied on different driving cycles such as the NEDC, WLTC, CADC (urban and highway), and an in-house developed driving cycle. The ambient temperature was varied between −7°C to represent the coldest winter and 20°C. The results of this study summarize the ability of the hot coolant storage strategy in reducing the fuel consumption, and show the best driving cycle that needs to be applied on along with the influence of the different ambient temperatures.

A fleet-prediction oriented catalyst model for highly transient driving in cold and hot mode conditions

2012 ◽  
Vol 13 (5) ◽  
pp. 497-513 ◽  
Author(s):  
Martin Weilenmann ◽  
Dimitrios N Tsinoglou
Keyword(s):  
Real World ◽  
Catalytic Converter ◽  
Cold Start ◽  
Catalyst Design ◽  
Pollutant Emissions ◽  
Oxygen Storage ◽  
Catalytic Converters ◽  
Driving Cycles ◽  
Wide Range ◽  
Oxidation Catalytic Converter

Various models for simulating catalytic converters are given in the literature. They deal with a wide range of different aspects. In addition to the type of catalytic converter (three-way catalytic converter, diesel oxidation catalytic converter, etc.), the aspect of complexity versus accuracy and speed can be tackled using different approaches. Moreover, the desired use has an influence on the model structure: optimization of catalyst design or prediction of emissions from real-world traffic situations or optimization of air–fuel ratio control? The model described here has been developed to predict emissions in arbitrary real-world driving patterns, both for hot driving as well as for cold-start situations. As these tests mainly last over 30 minutes (real time), the calculation effort should be small. The model should be easy to parameterize, as it should be applicable to vehicles from traffic. A model with a reduced set of chemical reactions has been developed with a particular focus on the thermal balance for cold-start cycles. Its outputs are the pollutant emissions at the tailpipe if the emissions, exhaust mass flow and temperature from the engine are given. It is applied to three-way catalytic converters. It models the chemical phenomena almost entirely based on oxygen storage and release reactions, which dominate highly transient situations. The model has been validated against a large database of measured driving cycles, carried out using different types of cars. It presents an acceptable degree of correlation between simulated and experimental results.

scholarly journals Characterization of Real-World Pollutant Emissions and Fuel Consumption of Heavy-Duty Diesel Trucks with Latest Emissions Control

Atmosphere ◽  
2019 ◽  
Vol 10 (9) ◽  
pp. 535 ◽  
Author(s):  
Christos Keramydas ◽  
Leonidas Ntziachristos ◽  
Christos Tziourtzioumis ◽  
Georgios Papadopoulos ◽  
Ting-Shek Lo ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Real World ◽  
Emission Factors ◽  
Pollutant Emissions ◽  
Particulate Filter ◽  
Emission Measurement ◽  
Heavy Duty ◽  
Heavy Duty Diesel ◽  
Diesel Trucks ◽  
The Impact

Heavy-duty diesel trucks (HDDTs) comprise a key source of road transport emissions and energy consumption worldwide mainly due to the growth of road freight traffic during the last two decades. Addressing their air pollutant and greenhouse gas emissions is therefore required, while accurate emission factors are needed to logistically optimize their operation. This study characterizes real-world emissions and fuel consumption (FC) of HDDTs and investigates the factors that affect their performance. Twenty-two diesel-fueled, Euro IV to Euro VI, HDDTs of six different manufacturers were measured in the road network of the Hong Kong metropolitan area, using portable emission measurement systems (PEMS). The testing routes included urban, highway and mixed urban/highway driving. The data collected corresponds to a wide range of driving, operating, and ambient conditions. Real-world distance- and energy-based emission levels are presented in a comparative manner to capture the effect of after-treatment technologies and the role of the evolution of Euro standards on emissions performance. The emission factors’ uncertainty is analyzed. The impact of speed, road grade and vehicle weight loading on FC and emissions is investigated. An analysis of diesel particulate filter (DPF) regenerations and ammonia (NH3) slip events are presented along with the study of Nitrous oxide (N2O) formation. The results reveal deviations of real-world HDDTs emissions from emission limits, as well as the significant impact of different operating and driving factors on their performance. The occasional high levels of N2O emissions from selective catalytic reduction equipped HDDTs is also revealed, an issue that has not been thoroughly considered so far.

scholarly journals Performance, Emissions, and Efficiency of Biodiesel versus Hydrotreated Vegetable Oils (HVO), Considering Different Driving Cycles Sensitivity Analysis (NEDC and WLTP)

Fuels ◽  
2021 ◽  
Vol 2 (4) ◽  
pp. 448-470
Author(s):  
Luis Serrano ◽  
Barbara Santana ◽  
Nuno Pires ◽  
Cristina Correia
Keyword(s):  
Sensitivity Analysis ◽  
Fuel Consumption ◽  
Vegetable Oils ◽  
Fossil Fuels ◽  
Engine Performance ◽  
Cost Effective ◽  
Pollutant Emissions ◽  
Driving Cycles ◽  
Type Approval ◽  
Cost Effective Approach

The use of biofuels in vehicles becomes more advantageous than the consumption of fossil fuels, mainly because it uses renewable sources of energy. Recently there are some concerns about biodiesel sources, and hydrotreated vegetable oils (HVO) appear as a possible advanced solution. To understand the effect that the implementation of the new and old European type-approval test cycles (NEDC e WLTP) has on the results of these fuels considering pollutant emissions and fuel consumption results, a EURO V vehicle was subject to these cycles and also to engine performance evaluation tests. For this analysis, the fuels considered were: B0 (pure diesel), B7 (7% of biodiesel), B15 (15% of biodiesel), B100 (pure biodiesel), and HVO15 (15% of HVO). The findings lead to the conclusion that completely replacing fossil fuels with biofuels is not the most cost-effective approach. No significant differences were observed considering the two homologation cycles, the oldest (NEDC) and the actual (WLTP) and the use of HVO also does not present any relevant differences concerning the fuel consumption differences to B0 (+0.58% NEDC and +0.05%WLTP), comparing well with biodiesel behavior (−1.74% NEDC and −0.69%WLTP for B7 and +1.48% NEDC and 1.89% WLTP for B15). Considering the power of the engine obtained with the fuels, the differences are almost negligible, revealing variations smaller than 2% for B7, B15, and HVO15.

Comparative study of different types of PHEV optimal control strategies in real-world conditions

2017 ◽  
Vol 232 (12) ◽  
pp. 1597-1610 ◽  
Author(s):  
Morteza Montazeri-Gh ◽  
Zeinab Pourbafarani ◽  
Mehdi Mahmoodi-k
Keyword(s):  
Optimal Control ◽  
Fuel Consumption ◽  
Energy Management ◽  
Real World ◽  
Hybrid Electric Vehicle ◽  
Control Strategies ◽  
Minimum Principle ◽  
Driving Cycles ◽  
Different Types ◽  
Fuel Consumption And Emissions

With increasingly serious global environmental issues and energy shortages, energy conservation in transportation has become a significant, fundamental objective. The objective of the current research is to investigate the impacts of different types of optimal control strategies on the plug-in hybrid electric vehicle (PHEV) performance in real-world conditions. The optimal control strategies according to Pontryagin’s minimum principle (PMP) and optimized rule-based approaches are developed for the optimal pattern of a PHEV energy management system to reduce fuel consumption and emissions simultaneously, without sacrificing the vehicle performance. For this purpose, first, using test data for engine and battery, an experimental map-based model of the parallel PHEV is developed. Then, the powertrain components are sized by using a genetic algorithm (GA), over the real-world driving cycles. Subsequently, GA-fuzzy and PMP controllers are developed for energy management of the PHEV. Simulation results show the significant effectiveness of the proposed optimal control approaches on the fuel consumption and emissions reduction in various driving cycles. The convergence speed and global searching ability of PMP are significantly better than GA-fuzzy for the design of control strategy parameters. The sensitivity of battery initial state of charge, driving cycle, and road grade are analyzed on vehicle emissions and fuel consumption. The findings reveal that PMP could be adapted to different conditions by tuning co-state in a short time. This advantage makes it more adaptable to variation of real-world conditions. On the other hand, a fuzzy controller needs less computational effort and so is more appropriate for a certain condition.

Influence of ambient temperature on diesel engine raw pollutants and fuel consumption in different driving cycles

2018 ◽  
Vol 20 (8-9) ◽  
pp. 877-888 ◽  
Author(s):  
José Manuel Luján ◽  
Héctor Climent ◽  
Santiago Ruiz ◽  
Ausias Moratal
Keyword(s):  
Carbon Monoxide ◽  
Diesel Engine ◽  
Ambient Temperature ◽  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Point Of View ◽  
Pollutant Emissions ◽  
Ambient Temperatures ◽  
Driving Cycles ◽  
Light Duty

The effect of low ambient temperature on diesel raw pollutant emissions is analysed in two different driving cycles: NEDC and WLTC. The study is focused on hydrocarbons, carbon monoxide, nitrogen oxides and fuel consumption. Tests are conducted at cold start in a HSDI light-duty diesel engine with two levels of ambient temperature: 20 °C and −7 °C. Results showed a general detriment of pollutant emissions and break thermal efficiency at low ambient temperatures. NOx is increased around 250% in both cycles when running at low temperatures. Effect on hydrocarbons is more noticeable in the NEDC, where it rises in 270%, compared with the 150% of increase in the WLTC. In the case of carbon monoxide, uncorrelated tendencies are observed between both driving cycles. Concerning the NEDC, carbon monoxide emissions increase up to 125%, while at the WLTC, they are reduced up to 20%. Finally, from the point of view of the thermal efficiency, a reduction of nearly 10% in the NEDC is observed. However, no fuel penalty is spotted regarding the WLTC.

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