Real Driving Emission (RDE)
The Real Driving Emission (RDE) legislation is essential to decrease the gap between type-approval vehicle emissions results and those in the real-world such that vehicles driving on the roads deliver short emissions as is meant by the EU emissions regulation. RDE provisions have the likelihood of positively impelling air quality for citizens by guaranteeing that vehicle manufacturer fit in emissions control technologies with engine measures to attain optimum emissions reduction under driving conditions that they may come across in use.
The RDE legislation, presented within the Euro 6 regulation, is being urbanized in 4 packages. The first RDE package, adopted in May 2015, describes the RDE test procedure. The second RDE package, adopted in October 2015, describes the NOx Conformity Factors and the introduction dates. The third package, accepted in December 2016, adds a Particle Number (PN) Conformity Factor and an addition of RDE cold-start emissions (i.e. at engine start). All three RDE acts have been available in the Official Journal and requirements move into force from 1 September 2017 for new car types.
The fourth RDE package on In-Service Conformity of RDE testing and market surveillance is projected to be accepted in the first quarter of 2018.
Catalysts, traps and filters are used on new vehicles as part of a unified method for emissions control which comprises of the combustion system, fuel and reductant quality and electronic control systems. Catalysts, traps and filters are exceedingly durable and operational means of governing emissions from engines and vehicles to guarantee that modern vehicles add to improving air quality and are able to meet legislative bounds on emissions.
PEMS trips validity criteria have been industrialized to prevent that tests are conducted in an unrealistic way. For example, PEMS trips have to last between 1h30m and 2h; they have to be comprised of specified shares of urban, rural, and motorway driving.
NTE emissions (or Conformity Factors) are then spread over to a range of ambient and driving conditions. For instance, moderate ambient conditions are temperatures amid 0 and 30°C and altitudes up to 700 m; prolonged ambient conditions are temperatures between -7 and 0°C and between 30 and 35°C, and altitudes between 700 and 1300 m.
Also, for a PEMS trip to be lawful, the driving cannot be either too violent or too soft which in turn is checked with the ‘95th percentile of the vehicle speed x positive acceleration’ and through the Relative Positive Acceleration both in each of the urban, rural, and motorway phases. Another principle is the positive altitude improvement during the PEMS trip which is limited to 1200 m /100 km.
Once all these validity standards have been tested, PEMS data are post-processed with an evaluation means, either a Moving Average Window-based one or a Power-binning technique. The output emission value has to be under the NTE limit.
The Real Driving Emissions (RDE) legislation is adding the road as a fresh environment for emission testing and certification. Compared to present test environments, which are designed and improved for a flawless reproducibility and a removal of external effects, driving a vehicle on the road under ‘real-life’ conditions will never be completely reproducible. The impact of the road profile, the ambient conditions and the traffic situation, as well as the conduct of the driver, will considerably impact the results. One-to-one comparison of test results will not be promising; instead, it is essential to handle and assess the test data using statistical approaches. The RDE legislation will need engines to be clean under all operating circumstances. This will impose substantial challenges on the design and the standardization of engines. Here, RDE can develop as a door opener for substitute technologies as well as for substitute development processes.
RDE enacts new challenges and complexity on today’s tactic for the expansion of vehicles and engines. There is surely no silver bullet to battle the ever-increasing complexity but AVL’s comprehensive solution portfolio makes the modification. AVL can upkeep any development project for RDE at all levels:
- Instruments and Devices
As the market front-runner in numerous fields, AVL is dedicated to providing best in class performance, certified agreement with the legislation and simple integration into test systems.
- Test Systems
AVL covers the full variety of test environments, from primary ideas in the office to the open road. Steady operation across all test environments is guaranteed. AVL M.O.V.E is
a custom-made testing explanation for a RDE on-road use.
- Process Support
AVL software provisions test operation, standardization, model based development & data management through the complete development procedure.
Benefits at a Glance
The AVL M.O.V.E system is a comprehensive and custom-made solution for Real Driving Emissions testing of passenger cars. It has been planned to provision manufacturer’s needs.
All-in-one tool chain – from the installation on the vehicle, test execution and data evaluation up to data exchange amongst different development phases.
Device control, data recording and data visualization via a central control unit. Workflow provisions an efficient implementation and evaluation of the test.
To evade from having toxic exhaust gases in the vehicle, the system has been planned for not only inside installation but predominantly for installation of outside the vehicle, e.g. on the tow bar. No dangerous carry-on gas bottles are required.
- Quick and Easy
The pre-installed system can be speedily and easily mounted on a standard tow bar within less than 5 minutes.
- Application focused design
Effects on the vehicle are removed due to the lightweight, compact & aerodynamic design of the structure, which does not need any alterations on the vehicle. The system supports operation with or even without an exhaust flow meter.
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