English (United Kingdom)

https://curated-unify.zendy.io/wp-json/zendy-region/v1/featured_content/oa?rat=en

https://curated-unify.zendy.io/wp-json/zendy-region/v1/highlighted_journal/

Global: Zendy Plus annual

Presents the access of premium content as premium feature

Premium Content

Presents the keyphrase highlighting as premium feature

Keyphrase Highlighting

Presents the summarisation as premium feature

Summarisation

Insights

Presents the pdf analysis as premium feature

PDF Analysis

Presents the zaia usage as premium feature

ZAIA

Global: Zendy Plus monthly

Global: Zendy Tools annual

Global: Zendy Tools monthly

Global: Zendy Free Plan

Reducing air pollution caused by emissions from road traffic, especially in urban areas, is an important goal of legislators and the automotive industry. The introduction of so-called “Real Driving Emission” (RDE) tests for the homologation of vehicles with internal combustion engines according to the EU6d legislation was a fundamental milestone for vehicle and powertrain development. Due to the introduction of non-reproducible on-road emission tests with “Portable Emission Measurement Systems” (PEMS) in addition to the standardized emission tests on chassis dynamometers, emission aftertreatment development and validation has become significantly more complex. For explicit proof of compliance with the emission and fuel consumption regulations, the legislators continue to require the “Worldwide Harmonized Light Duty Vehicle Test Cycle” (WLTC) on a chassis dynamometer. For calibration purposes, also various RDE profiles are conducted on the chassis dynamometer. However, the combination of precisely defined driving profiles on the chassis dynamometer and the dynamics-limiting boundary conditions in PEMS tests on the road still lead to discrepancies between the certified test results and the real vehicle behavior. The expected future emissions standards to replace EU6d will therefore force even more realistic RDE tests. This is to be achieved by significantly extending the permissible RDE test boundary conditions, such as giving more weight to the urban section of an RDE test. In addition, the introduction of limit values for previously unregulated pollutants such as nitrogen dioxide (NO2), nitrous oxide (N2O), ammonia (NH3) and formaldehyde (CH2O) is being considered. Furthermore, the particle number (for diameters of solid particles &gt; 10 nm: PN10), the methane (CH4) emissions and emissions of non-methane organic gases (NMOG) shall be limited and must be tested. To simplify the test procedure in the long term, the abandonment of predefined chassis dyno emission tests to determine the pollutant emission behavior is under discussion. Against this background, current testing, validation, and development methods are reviewed in this paper. New challenges and necessary adaptations of current approaches are discussed and presented to illustrate the need to consider future regulatory requirements in today’s approaches. Conclusions are drawn and suggestions for a robust RDE validation procedure are formulated.

Real Driving Emission Calibration—Review of Current Validation Methods against the Background of Future Emission Legislation