Search Results

Exhaust emissions were measured under real world urban driving conditions using a set of in-vehicle FTIR emission measurement system, which is able to measure 65 emission components simultaneously at a rate of 0.5 Hz. The test vehicle was a modern EURO4 emission compliant SI car equipped with temperature measurement along the exhaust pipe across the catalyst so as to match thermal characteristics to emission profiles. A free flow urban driving cycle was used for the test and four repeated journeys were conducted. The results were compared to EU emissions legislation. The results show that the warm up of the lubricating oil needed 15 minutes. The TWC needed about 200 seconds to reach full conversion efficiency. CO, THC and NOx emissions exceeded the EURO4 exhaust emission legislation. CO2 emissions were well above the type approval value of this vehicle.

EURO 1, 2 3 and 4 SI (Spark Ignition) Ford Mondeo passenger cars were compared for their real world cold start emissions using an on-board FTIR (Fourier Transform Infrared) exhaust emission measurement system. The FTIR system can measure up to 65 species including both regulated and non-regulated exhaust pollutants at a rate of 0.5 Hz. The driving parameters such as speed, fuel consumption and air/fuel ratio were logged. The coolant water, lube oil and exhaust temperatures were also recorded. A typical urban driving cycle including a loop and a section of straight road was used for the comparison test as it was similar to the legislative ECE15 urban driving cycle. Exhaust emissions were calculated for the whole journey average and compared to EU legislation. The cold start transient emissions were also investigated as a separate parameter and this was where there was the greatest difference between the four vehicles.

A Euro 2 SI (Spark Ignition) Mondeo was investigated for a fully warmed-up vehicle on a simple urban driving loop. Emissions were monitored using an on-board Horiba OBS (On-Board emission measurement System) 1300. 10 laps of a 0.6 km loop were driven by each driver and this involved 4 junctions per lap. Statistical analysis of 20 drivers was made over 27 repeat junction events for each driver. The statistical analysis of the data showed that for all drivers the CO₂, speed and throttle position were more typical Gaussian in their distribution. NOx and CO on the other hand were lognormal in their distribution. Acceleration, positive and negative throttle jerks (rate of change of throttle angle) were borderline Gaussian. HC (Hydrocarbon) emissions were not Gaussian and there was some evidence for a gamma distribution and for a lognormal distribution. Comparison of mean HC emissions between the drivers was therefore not reliable.