THE ARCHIVES OF TRANSPORT ISSN (print): 0866-9546

Volume 32, Issue 4, 2014 e-ISSN (online): 2300-8830

DOI: 10.5604/08669546.1146998

THE PARAMETERS OF PASSENGER CARS ENGINE

IN TERMS OF REAL DRIVE EMISSION TEST
Jerzy Merkisz , Marianna Jacyna2, Agnieszka Merkisz-Guranowska3, Jacek Pielecha4
1

1,3,4
Poznan University of Technology, Faculty of Machines and Transportation, Poznan, Poland
1
e-mail: jerzy.merkisz@put.poznan.pl
3
e-mail: agnieszka.merkisz-guranowska@put.poznan.pl
4
e-mail: jacek.pielecha@put.poznan.pl
2
Warsaw University of Technology, Facluty of Transport, Warsaw, Poland
e-mail: maja@wt.pw.edu.pl
Abstract: This paper presents the preliminary concept research to develop the test used in the measurement
of emissions in real traffic conditions for passenger vehicles. Work based on the lack of legal solutions for
determining the environmental performance of light vehicles – as opposed to heavy-duty vehicles for which
such regulations have specified. The elaboration is to compare the emission test used in clinical approval of
passenger cars, while the synthesis of the results obtained under different conditions road tests. The
intention is to develop a test for assessing the ecological vehicle in real traffic conditions, where restrictions
will only drive type (gasoline engine, diesel engine, hybrid vehicle), which is consistent with the
requirements of the certification tests. The result should be the foundation for the development of the test in
terms of: the duration, to determine the operating conditions and vehicle and proposals for emission limit
values.
Key words: exhaust emission, road tests, passenger cars

1. Introduction presents the results of the measurements

Manufacturers of combustion engines are obliged concerning determination of working conditions for
to the design drive units with best possible the engines used to drive the cars. The tests of
ecological characteristics and with supreme working conditions were carried out for a group of
performance parameters. In recent years the vehicles driving along the predefined sections of
popularity of measuring parameters of combustion roads in urban traffic and out-of-town traffic. The
engines in real operating conditions has result of the study was the assessment of the
significantly increased. The latest results of tests working conditions of passenger vehicles
carried out in real traffic conditions show that some considering determination of road emissions of
components of exhaust emissions are emitted in pollutants.
greater amounts compared with the tests carried out
on stationary engine test benches. The lack of legal 2. Presentation of the issue
provisions regarding the testing of emissions in real Measurements of emissions in passenger cars are
traffic conditions resulted in the need to determine conducted during the type-approval tests on the
common areas of operating of the engines in order chassis dynamometer, during the road tests in real
to enable the comparison between the engines [1]. traffic conditions and on vehicle inspection stations
The concept of exhaust gas toxicity tests performed (there the concentration of compounds is measured
in real traffic conditions for passenger vehicles and not the emission). The type-approval
should be based on the following premises: measurements are performed on the chassis
determination of a consistent area of operation of dynamometer according to precisely determined
the engine for all passenger vehicles in a way to the procedures and are used only for new passenger
greatest extent corresponding with the most cars. The aim of the NEDC (New European
common traffic conditions, determination of the Driving Cycle) and the FTP (Federal Test
parameters measured during the road tests and the Procedure) type-approval tests for a fixed speed
obtained emission indicators [2, 3]. The article profile is to control whether a vehicle meets

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Jerzy Merkisz, Marianna Jacyna, Agnieszka Merkisz-Guranowska, Jacek Pielecha
The parameters of passenger cars engine in terms of real drive emission test

ecological requirements [4, 5]. Road tests of there should be introduced a division into
passenger vehicles concerning exhaust emissions different classes of vehicles with different drives
are not legally regulated as opposed to heavy goods based on some common criteria (e.g. spark
vehicles, for which the research test NTE (Not to ignition and diesel engines without division based
Exceed) has been designed – the test checking on the way of powering the engine);
whether the vehicle does not exceed the limit  determination of the parameters measured during
values [6, 7]. The test determines the area of engine the road tests and the derived emission indicators.
operation within which the emission cannot exceed In order to meet the presented general requirements
certain limits. The NTE test is conducted during for the research test, realisation the following
actual operation of engine and is dedicated for the points of the algorithm is proposed:
evaluation of emission of toxic compounds in 1. Determination of the engine operation area
exhaust gases from engines intended for heavy- (engine load in function of engine speed) in
goods vehicles. The characteristic feature of this research tests (e.g. NEDC test) and comparison of
test is the determined operation area of the engine the obtained area with the operation area
for heavy goods vehicle. Emissions from beyond characteristic for the most common operating
the test area are not taken into account [8, 9]. conditions of passenger vehicles; with division into
different measuring sections of roads: urban areas
3. The concept of development of a research and out-of-the town areas, motorways (Fig. 1). The
test for passenger cars operation area of the engine should be
Lack of any defined legal provisions has prompted characterized by at least two parameters (engine
the authors of the article to explore the concept of speed and engine load), available e.g. from the data
creating a test to assess the exhaust emissions from from internal computer network of the vehicles.
passenger cars in real traffic conditions [10–12]. The difficulty here is to develop the indicator of
The concept of developing exhaust gas toxicity test engine load, as in passenger vehicles the on-board
performed in real traffic conditions for passenger diagnostic system provides only a supportive
vehicles should be based on the following parameter, which is the engine load at a given
premises: engine speed expressed as a percentage [13, 14]. As
 determination of one consistent area of operation a result we should obtain a defined engine
of engines for all passenger vehicles in a way to operation area, which should be subject to the test,
the greatest extent corresponding with the most i.e. measurements of toxicity of exhaust fumes in
common traffic conditions; if determination of road conditions only from this area should be taken
one common area of operation is not possible, into account.

Fig. 1. Determination of the operation area of the engine used during the test

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2. Determination of the share of engine (or vehicle) important tasks of the stage of parametrization of
operation time in the type-approval tests (e.g. the engine operation conditions while driving in
NEDC or FTP) in relation to e.g. the engine urban conditions.
operation area (engine load–engine speed The registered temporary changes of engine speed
coordinates) or vehicle operation area (vehicle n = f(t) and of engine load Mo = f(t) allowed
speed–vehicle accelerated coordinates), followed development of two-dimensional characteristics of
by determination of the main engine (or vehicle) engine operation during testing. These
operation areas responsible for the highest values characteristics were developed for all vehicles, and
of road emissions of harmful compounds. Based on then was conducted the analysis of possibilities of
experiments – tests conducted in real traffic generalizing the characteristics for all drive units.
conditions, it is estimated that compliance of the In order to get possibly general characteristics for
harmful emissions determined in NEDC test and in all vehicles, it was assumed that they would be
the real traffic conditions is not satisfactory. The presented as dependence of the share of engine load
result of this stage should be proposal how to for a given engine speed (presented as Mo/Momax|n)
determine the duration of road test. One of the and the relative engine speed (in relation to engine
options is also to determine the duration in relative maximum speed) n/nmax, both expressed as
units (for example, in relation to a specified percentage (Fig. 2).
parameter of the engine (or vehicle) operation).
3. Performance of verification testing (with defined Table 1. Data of the vehicles selected for testing
engine operation range, according to the results of Parameter Value
point 1, and the duration of the test, according to Gasoline
the results of point 2) for different passenger capacity 1.1 – 3.0 dm3
vehicles and their emission classes, confirming the ecology class Euro 3 – Euro 5
correctness of the assumptions about the test. year of poroduction 2005 – 2011
4. Modifying the concepts of the research test in Diesel
case of negative conclusions ensuing from capacity 1.9 – 3.0 dm3
procedure in point 3. ecology class Euro 2 – Euro 5
5. Attempt to determine the values defining the year of poroduction 2003 – 2010
maximum emission in road tests for different
emitting vehicles. These limits can be defined as The engine operation area in n/nmax–Mo/Mo max
indexes of emission of particular harmful system was divided into rectangular elements with
compound or as multiplicity of increase in relation dimensions (Fig. 3):
to the value of the emission standards. ∆(n/nmax) = (n/nmax)/N (1)
∆Mo/Mo max) = (Mo/Mo max)/K (2)
For elements numbered (i, j) the share of operation
4. Research methodology time – that is the time density (TD) – is defined as
Parametrization of operation ranges of combustion follows:
engines was conducted for a representative group TD(i, j) = t(i, j)/t (3)
of vehicles including 11 passenger vehicles with where t(i, j) means the time of the engine operation
gasoline engines and 11 passenger vehicles with
during which the considered parameters (engine
diesel engines. Vehicle characteristics are shown in speed and load) belong to the ΔL area designated as
Table 1. i, j. The following relations must be fulfilled:
In order to determine the most commonly used
N K
 t(i, j )  t
engine operation ranges were conducted test runs in
urban conditions lasting at least 1 hour. During the (4)
run, the parameters associated with the vehicle i 1 j 1
(including vehicle speed, acceleration) were N K
recorded at a frequency of 1 Hz, as well as
operation-related parameters (e.g., engine speed,
 TD(i, j )  1 (5)
i 1 j 1
engine load, temperature of the cooling agent). On
this basis it was possible to perform the most

45
Jerzy Merkisz, Marianna Jacyna, Agnieszka Merkisz-Guranowska, Jacek Pielecha
The parameters of passenger cars engine in terms of real drive emission test

Fig. 2. Exemplary registered characteristics of the engine operation

i
Mo/Mo max
1 2 3 . . . N
100%
K

.
Mo/Mo max)

L .
j
3

n/nmax
1
0
0 100%
n/nmax)
Fig. 3. Division of the engine operation area into elements

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The characteristic parameter of a given element of 4). Adoption of such values for division of
the engine operation area is its centre which, for the operation area allowed to fill almost all elements (i,
purposes of the considered issue, was defined as j), which is not fully consistent with real
the arithmetic mean of the beginning and end of conditions. The maximum share of operation time
range for given range of relative speed or relative in the element was 37.7% at a maximum value of
engine load. variability of 19.7%; while the average value of the
The presented way of defining the two-dimensional standard deviation (only for filled areas) amounted
characteristics of engine operation time share, in to 4.06. The same procedure was repeated for
accordance with the equation (4), requires, first and subsequent values of N and K, incrementing them
foremost, determination of the number of ranges of by one unit up to the value of 10. The results of
relative engine speed (N) and the number of ranges these operations are shown in Figs. 5–7.
of relative load (K). Proper definition of those Compiling the obtained mean values of variability
ranges results subsequently in the possibility of for the entire operation area it was possible to
generalizations of the obtained results (for all establish the dependence, from which it ensues that
vehicles from given category – e.g. separately for the most compliant with the requirements is the
gasoline engines and diesel engines) and, at the division of the engine operation area into K × L
same time, is the basis for further research. elements with values of 10 × 10). The figure shows
The authors of the article suggest establishing the that the exemplary operation of combustion engine
number of ranges on the basis of: in urban traffic conditions is contained in the area
 the minimum average value of the adjacent of 0-30% of relative engine speed and area of
elements for separate ranges (i, j), which is the 20-30% of the relative load.
measure of data variability within these ranges – The subsequent stage of the study was comparison
smaller values will be the basis for the adoption of engine operation areas with dimensions 10 × 10,
of the representativeness of the centre of the followed by their generalization for all engines
range as approximate engine operating (with separate division for spark ignition engines
conditions; and diesel engines). Determination of the average
 equality of the number of ranges N and K; values for all the tested vehicles allowed
 limitation of the total number of ranges to 100. determination of generalized and parametrized
areas of combustion engine operation. Comparison
5. Results of these areas suggests that gasoline engines work
Determination of the division of the engine within the range of n/nmax = 25% and Mo/Mo max =
operation areas common for all engines required 15%, and diesel engines within the ranges of n/nmax
the adoption of standard testing time. In = 15% and Mo/Mo max = 40%, that is in ranges of
assumptions it was time not shorter than one hour smaller engine speeds and higher engine loads (Fig.
(3600 measuring points). The determination of area 8).
division started from N and K values of 5 × 5 (Fig.
a) b)
Engine load, Mo/Mo max [%]
Engine load, Mo/Mo max [%]

100 100
3.88% 1.48% 0.56% 0.23% 80 2.04% 1.65% 1.75% 0.44% 0.22%
80
0.05% 4.25% 0.26% 0.08% 0.02% 60 2.97% 2.19% 2.18% 0.31% 0.15%
60
0.73% 8.91% 0.15% 0.02% 40 10.72% 7.21% 2.95% 0.08% 0.03%
40
37.74% 12.64% 0.14% 0.06% 0.02% 20 14.72% 9.89% 4.14% 0.10% 0.03%
20
13.47% 14.81% 0.45% 0.08% 0 19.66% 13.21% 4.70% 0.12% 0.04%
0
0 20 40 60 80 100 0 20 40 60 80 100
Engine speed, n/nmax [%] Engine speed, n/nmax [%]
Fig. 4. The results of the analysis for the division number 5 × 5: a) share of the operation time, b) average
value for adjacent division number

47
Jerzy Merkisz, Marianna Jacyna, Agnieszka Merkisz-Guranowska, Jacek Pielecha
The parameters of passenger cars engine in terms of real drive emission test

a) b)
100 100

Engine load, Mo/Mo max [%]

0.64% 1.00% 1.14% 0.81% 0.28% 0.17% 0.10%
Engine load, Mo/Mo max [%]

86 1.22% 2.19% 0.77% 0.57% 0.22% 0.14% 86

1.36% 1.24% 0.08% 0.03% 0.03% 0.02% 71 0.77% 1.08% 1.18% 0.74% 0.20% 0.12% 0.07%
71
2.02% 1.67% 0.06% 0.05% 0.02% 57 1.38% 1.48% 1.49% 0.59% 0.04% 0.02% 0.01%
57
0.05% 4.85% 2.10% 0.06% 0.02% 43 3.53% 2.96% 2.42% 0.63% 0.04% 0.01% 0.01%
43
5.00% 9.25% 1.65% 0.08% 0.02% 0.03% 29 10.36% 7.43% 3.36% 0.55% 0.03% 0.01% 0.01%
29
31.71% 11.29% 0.94% 0.03% 0.05% 0.02% 14 12.74% 8.96% 4.72% 0.53% 0.07% 0.02% 0.01%
14
0 1.90% 17.28% 1.59% 0.36% 0.05% 0 15.55% 10.79% 5.25% 0.50% 0.08% 0.02% 0.00%

0 14 29 43 57 71 86 100 0 14 29 43 57 71 86 100
Engine speed, n/nmax [%] Engine speed, n/nmax [%]
Fig. 5. The results of the analysis for the division number 7 × 7: a) share of the operation time, b) average
value for adjacent division number

a) b)
100 100
0.00% 0.33% 0.65% 0.82% 0.56% 0.30% 0.17% 0.12% 0.07% 0.06%
90 0.97% 1.27% 0.85% 0.46% 0.29% 0.19% 0.15% 0.08% 90
Engine load, M o/M o max [%]

1.03% 0.60% 0.17% 0.05% 0.03% 80 0.00% 0.36% 0.63% 0.75% 0.45% 0.22% 0.12% 0.08% 0.05% 0.04%
80
Engine load, Mo/Mo max [%]

0.02% 1.25% 0.53% 0.09% 0.05% 0.03% 0.02% 0.01% 0.43% 0.66% 0.70% 0.28% 0.06% 0.02% 0.02% 0.01% 0.00%
70 70
0.03% 1.54% 0.93% 0.11% 0.02% 0.03% 0.02% 60 0.03% 0.64% 0.90% 0.91% 0.30% 0.05% 0.02% 0.01% 0.00% 0.00%
60
50 0.12% 2.76% 0.88% 0.09% 0.03% 50 0.13% 1.05% 1.35% 1.29% 0.33% 0.03% 0.01% 0.01% 0.00% 0.00%

40 0.60% 4.39% 0.88% 0.02% 0.02% 0.02% 0.74% 1.90% 2.04% 1.68% 0.28% 0.03% 0.01% 0.01% 0.01% 0.00%
40
30 0.99% 2.70% 5.53% 0.53% 0.05% 0.03% 0.02% 0.02% 0.02% 6.39% 6.05% 3.37% 2.00% 0.21% 0.02% 0.02% 0.01% 0.01% 0.00%
30
20 24.92% 9.13% 6.22% 0.36% 0.05% 0.02% 0.03% 7.29% 6.66% 3.87% 1.99% 0.20% 0.06% 0.03% 0.01% 0.01% 0.00%
20
10 0.57% 5.44% 4.45% 0.49% 0.23% 0.09% 0.02% 0.03%
10 7.92% 7.46% 4.82% 2.42% 0.26% 0.07% 0.03% 0.01% 0.00% 0.00%

0 7.46% 8.93% 0.94% 0.08% 0.05% 0.03%

0 3.37% 4.47% 4.62% 2.52% 0.31% 0.08% 0.04% 0.01% 0.01% 0.00%
0 10 20 30 40 50 60 70 80 90 100
0 10 20 30 40 50 60 70 80 90 100
Engine speed, n/nmax [%]
Engine speed, n/nmax [%]
Fig. 6. The results of the analysis for the division number 10 × 10: a) share of the operation time, b) average
value for adjacent division number
5
Average value for all adjacent

4.06
4
division number [%]

3
2.21
2
1.26
1

0
5x5 7x7 10 x 10
Division number

Fig. 7. Average value for all adjacent division number

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a) b)
100 100
90 0.41% 0.14% 0.43% 1.14% 1.67% 0.57% 0.22% 0.35% 0.29% 0.31% 90 0.01% 0.07% 0.78% 0.80% 0.45% 0.15% 0.06% 0.02%
Engine load, M o/M o max [%]

Engine load, Mo/Mo max [%]

0.43% 0.81% 4.99% 3.72% 1.38% 0.44% 0.23% 0.15% 0.05% 0.04% 80 0.01% 0.12% 1.33% 1.68% 0.90% 0.32% 0.08% 0.03%
80
0.27% 0.61% 1.65% 1.63% 0.59% 0.21% 0.10% 0.03% 0.02% 70 0.04% 0.20% 1.60% 2.79% 0.98% 0.26% 0.08% 0.03%
70
0.19% 0.72% 1.69% 1.60% 0.77% 0.24% 0.07% 0.04% 0.03% 60 0.06% 0.31% 2.53% 3.47% 1.29% 0.46% 0.06% 0.01%
60
0.45% 1.98% 2.10% 1.78% 0.73% 0.43% 0.03% 0.04% 50 3.38% 3.29% 3.71% 1.39% 0.32% 0.08%
50
0.43% 4.50% 2.78% 1.83% 1.12% 0.49% 0.07% 0.02% 0.067% 40 0.02% 1.90% 3.30% 4.77% 1.61% 0.39% 0.09% 0.07%
40
0.62% 4.83% 2.85% 2.08% 1.38% 0.56% 0.03% 0.02% 0.02% 30 0.07% 7.20% 2.84% 4.90% 1.56% 0.37% 0.29% 0.07%
30
8.73% 11.79% 5.50% 3.82% 2.62% 0.46% 0.11% 0.34% 0.10% 20 0.06% 12.51% 2.53% 3.14% 1.35% 0.37% 0.24%
20
0.51% 4.85% 2.67% 6.58% 3.42% 0.46% 0.03% 0.03% 10 0.10% 6.80% 2.42% 3.21% 1.31% 0.25% 0.08%
10
0.29% 17.10% 6.13% 11.00% 3.48% 0.28% 0.03% 0 0.06% 0.74% 3.10% 2.58% 0.66% 0.21% 0.05%
0
0 10 20 30 40 50 60 70 80 90 100 0 10 20 30 40 50 60 70 80 90 100

Engine speed, n/nmax [%] Engine speed, n/nmax [%]

Fig. 8. The results of the analysis for the division number 10 × 10: a) gasoline engines, b) diesel engines

The effect of obtained dependencies was compact a)

engine operation area for considered passenger
vehicles. The test should conform to the most
common engine work conditions and create
opportunity to determine emission indexes (road
emissions) measured under road tests (fig. 9).

6. Conclusions
The presented concept of tests of passenger
vehicles for their emissions in real traffic
conditions has no equivalent in legal provisions.
The issue was undertaken as a result of
implementation in European regulations of similar
tests only for heavy goods vehicles and also as a
result of experience acquired in tests in real traffic b)
conditions of different means of transport.
Implementation of the undertaken task might be
used for preparation of guidelines for testing
toxicity of exhaust fumes stated in legal provisions
and, at the same time, can indicate the possibility of
ecological assessment of vehicles during their
operation. This is another way of assessing the
technical condition of the vehicles, with a detailed
assessment of the vehicle's emission, which can be
performed in parallel to emission procedures at
vehicle inspection stations.
Determined and parametrized operating ranges of
combustion engines in urban traffic conditions can
Fig. 9. Engine operation areas designated in terms
be a guide to introduction of toxicity testing system
of road emission tests: a) gasoline engines, b)
in real traffic conditions with the use of mobile gas
diesel engines
analysers.

49
Jerzy Merkisz, Marianna Jacyna, Agnieszka Merkisz-Guranowska, Jacek Pielecha
The parameters of passenger cars engine in terms of real drive emission test

Acknowledgement [8] Jehlik, H., Challenge X 2008 – hybrid

The research was funded by the National Centre powered vehicle on-road emissions findings
for Research and Development (Narodowe and optimization techniques: a 4 year
Centrum Badań i Rozwoju) – research project summary. Sensors 5th Annual SUN
within the Applied Research Programme (contract (SEMTECH User Network) Conference,
No. PBS1/A6/2/2012) September 2008.
[9] Bonnel, P. Weiss, M., Provenza, A., In-use
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