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A Reference Book of Driving Cycles for Use in the Measurement of Road Vehicle Emissions

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A Reference Book of Driving Cycles for Use in the Measurement of Road Vehicle Emissions Published Project Report PPR354 A reference book of driving cycles for use in the measurement of road vehicle emissions T J Barlow, S Latham, I S McCrae and P G Boulter TRL Limited PUBLISHED PROJECT REPORT PPR354 A reference book of driving cycles for use in the measurement of road vehicle e missions Version: 3 by T J Barlow, S Latham, I S McCrae and P G Boulter Prepared for: Department for Transport, Cleaner Fuels & Vehicles 4 Chris Parkin Copyright TRL Limited, June 2009 This report has been prepared for the Department for Transport. The views expressed are those of the authors and not necessarily those of the Department for Transport. If this report has been received in hard copy fro m TRL then, in support of the company’s environmental goals, it will have been printed on paper that is FSC (Forest Stewardship Council) registered and TCF (Totally Chlorine -Free) registered. Approvals Project Manager T Barlow Quality Re viewed I McCrae When purchased in hard copy, this publication is printed on paper that is FSC (Forest Stewardship Council) registered and TCF (Totally Chlorine Free) registered. Contents Page 1 Introduction 1 1.1 Background 1 1.2 The use of driving cycles in the measurement of emissions 1 1.3 The importance of driving cycles in emission model ling 2 1.4 The art.kinema utility 4 2 The driving cycles 6 3 References 14 Appendix A : G lossary 15 Appendix B: D efinitions of art.kinema parameters 17 Appendix C : D riving cycles and kinematic parameters 20 A Reference Book of Driving C ycles Version 3 1 Introduction 1.1 Backgroun d TRL Limited has been commissioned by the Department for Transport (DfT) to review the methodology currently used in the UK NAEI 1 to estimate emissions of air pollutants f rom road vehicles. The project include s an extensive and detailed assessment of the methodology, and will identify alternative approaches which have the potential to improve th e quality of the NAEI estimates . One objective of the project is to review the methods used to derive the emission factors in the NAEI. This necessarily requires that some consideration be given to the emission measurement process, an important aspect of which is the definition and application of driving cycles to represent different types of vehicle operation. The term ‘driving cycle’ is fairly self -explanatory, but the central role of the driving cycle in emission measurement is discussed in more detail in the next Section of this introductory Chapter. Hundreds, if not thousands, of driving cycles have been used in the measurement of emissions, though the vast majority of tests have been conducted over a small number of these - notably the driving cycles defined in legislation. However, it appears that there is no single volume which comprehensively documents all these cycles, although some efforts have been made to bring together the various legislative cycles used in different countries ( e.g. CONCAWE, 2004; DieselNet, 2006). This Reference Book represents an attempt to compile a uni que document which contains detailed descriptions of more than 200 driving cycles in a standardised format. Emphasis has been given to those driving cycles and vehicle operations that are relevant to the UK. The Reference Book is designed for use by TRL pr imarily within the DfT project. However, it is also hoped that it will be a useful source of information for other researchers and practitioners in the fields of vehicle emissions and air pollution. An effort has been made to compile a list of driving cycl es which is as comprehensive as possible, although the authors recognise that there are likely to be many omissions. An effort will be made to revise the Reference Book at a later date in order to increase the number of cycles included and the depth of cov erage for each cycle. 1.2 The use of driving cycles in the measurement of emissions A range of atmospheric pollutants are emitted from road vehicles as a result of combustion and other processes. Exhaust emissions of carbon monoxide (CO), volatile organic comp ounds (VOCs), oxides of nitrogen (NO x) and particulate matter (PM) are regulated by EU Directives, as are evaporati ve emissions of VOCs. Various unregulated gaseous pollutants are also emitted, but these have generally been characterised in less detail. In the European Union, type approval emission tests are required by law for all new light -duty vehicle models, and for the engines used in heavy -duty vehicles 2. Vehicle exhaust emissions are inherently rather variable, and so the best way to ensure that an emission test is reproducible is to perform it under stan dardised laboratory conditions. The procedures for the collection and analysis of the pollutants are specified in detail in the legislation. Light -duty vehicles are tested using a power -absorbing cha ssis dynamometer, whereas heavy -duty engines are operated on a test bed. However, for research and emission factor development chassis dynamometer measure ments have also been conducted for heavy -duty vehicles. Indeed, the time and cost involved in se tting up an engine on a test bed can be far greater than th e time and cost r equired for the actual test itself, and full -vehicle tests are often therefore more practical. In tests conducted using a chassis dynamometer the vehicle drive wheels are positioned so t hat they are in contact with rollers. The rollers can be adjusted to simulate friction losses and aerodynamic resistance. The sampling of exhaust emissions is then performed as the vehicle progresses through a pre -defined driving cycle 1 NAEI = National Atmospheric Emissions Inventory ( http://www.naei.org.uk/ ) 2 Vehicles weighing more than 3.5 tonnes (gross vehicle weight). TRL Limited 1 1 PPR354 A Reference Book of Driving C ycles Version 3 which is designed to represent a parti cular type of real -world operation . A driving cycle is therefore a fixed schedule of vehicle operation which allows an emission test to be conducted under reproducible conditions. Driving cycles are usually defined in terms of vehicle spe ed and gear selection as a function of time. A trained driver is employed to follow the driving cycle on the chassis dynamometer, and a ‘driver’s aid’ is provided to ensure that the driven cycle is as close as possible ( e.g. within stated tolerances) to th e defined cycle. Emission levels are dependent upon many parameters, including vehicle -related factors such as model, size, fuel type, technology level and mileage, and operational factors such as spee d, acceleration, gear selection and road gradient . Not surprisingly, therefore, different driving cycles have been developed for different types of vehicle such as cars, vans, trucks, buses and motorcycles. It is also useful to note that driving cycles may be used for a variety of purposes other than emissions measurement, such as testing engine or drive train durability, and may be used on a test track rather than in the laboratory. Nevertheless, this Reference Book focuses exclusively on vehicle -based driving cycles used in the laboratory to measure exhaust e missions. Depending on the character of speed and engine load changes, cycles can be broadly divided into ‘steady - state’ cycles and ‘transient’ cycles. A steady -state cycle is a sequence of constant engine speed and load modes. Such cycles are mainly used for the testing of heavy -duty diesel engines, and are therefore not included in this Reference Book. The Reference Book focuses on transient driving cycles, in which the vehicle speed and engine load are more or less changing continuously. Three examples of transient driving cycle are shown in Figures 1, 2 and 3. Figure 1 depicts a driving cycle which has been specifically designed to fit a particular requirement - the ‘New European Driving Cycle’ (NEDC), which is used for type approval of light -duty veh icle models in the European Union. It is clearly a highly stylised cycle, with periods of constant acceleration, deceleration and speed, and which bears little relation to real driving patterns on the road. Figure 2 shows an example of a driving cycle whic h is based directly upon real -world data collected from vehicles while they have been operated on the road. In some cases a real -world cycle might be derived from the actual data from one trip. In other cases, segments of data from a number of trips may be put together to produce a representative cycle. The contrast between the real -world cycle and the legislative cycle is evident; real -world cycles are generally much more transient than stylised cycles such as the NEDC. Figure 3 shows a ‘p seudo -steady -stat e’ driving cycle’ (the ‘EMPA T115’ cycle) , which represents the reality of trying to maintain a steady speed in free -flowing traffic. When trying to maintain a certain speed, a small amount of variation in the speed occurs for a number of reasons, includin g slight variations in the throttle position, changes in gradient, an d the consequences of the movements of other vehicles. 1.3 The importance of driving cycles in emission modelling All emission models must take into account the various factors affecting em issions, although the manner and detail in which they do so can differ substantially. One of the commonest approaches is based upon the principle that the average emission factor for a certain pollutant and a given type of vehicle varies according to the a verage speed during a trip. The emission factor is usually stated in grammes per vehicle -kilometre (g vehicle -1 km -1). A continuous average -speed emission function is fitted to the emission factors measured for several vehicles over a range of driving cycl es, with each cycle representing a specific type of driving.
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