New motorcycle driving cycles CHARALAMPOS ARAPATSAKOS, GAVRIIL CHAITIDIS, ORESTIS ZAFEIRIS Department of Production and Management Engineering Democritus University of Thrace V. Sofias Street, 671, Xanthi GREECE xarapat@agro.duth.gr Abstract: This paper deals with the creation of new driving cycles on motorcycles of all categories. Its purpose is to highlight the need of creation driving cycles for all types of motorcycles, as well as the creation of these new test cycles that have to do with the approval of motorcycle type. Key-words: Motorcycle, driving cycles, ECE 1. Introduction Air pollution is called the presence of pollutants in the atmosphere. Moreover, the concentration of substances in quantity or duration that can cause negative effects on living organisms and generally upset the ecological balance in large or small geographic scale. Under certain conditions, air pollution is likely to reach levels that cause adverse living conditions. For the description of this situation has predominated the term cloud. The cloud is presented in two forms: a) The cloud of smog (smog, abbreviation of smoke and fog) is formed when the air contains high concentrations of pollutants such as sulfur dioxide (SO 2 ) and particles suspended in the air, in combination of relatively low temperature and high humidity[1]. The phenomenon is stronger during the winter months and especially during the morning hours that prevailing the above weather conditions. It is also called London type, as it first appeared in the capital of England with the most serious incident in 1952, when hundreds of people died due to the creation of extreme atmospheric conditions. b) The photochemical smog occurs when there is high temperature, sunshine, relatively low humidity and high concentration of certain compounds such as nitrogen oxides, carbon monoxide (CO), hydrocarbons and products of their reactions. It is also called Los Angeles type as it first appeared there in 1943. The occurrence of photochemical smog in our country and mainly in urban centers is associated with the rising of living standards and the widespread use of vehicles. Since the century of 8 s, when it became widespread known the significant contribution of wheeled to the cloud, there have been many efforts to reduce pollution from road traffic[2]. The work construction for the facility of traffic and the implementation of traffic measures in big cities have as a result only small scale and temporal improvements, thus could not solve the problem. However, lately it has been made a big progress in the technology of engine vehicles in order to reduce emission of pollutants. Therefore, as it is also envisaged by the relevant European Directives, the effort of solution has been concentrated in the development and progress of not polluted engine technology, differentiation of fuel composition as well as the use of alternative types of fuels (e.g. natural gas). High levels of air pollution are in nowadays one of the major problems that characterized the major cities of both developed and developing countries. The need to adopt policies that will improve the current situation is imperative as the concentration of particles that are harmful for human health, like ozone and oxides of nitrogen exceeding in many cases the established by the European Union for the protection of public health. The transport sector is the main source of emissions in the atmosphere of urban centers. The continued growth of vehicles fleet was the main cause of the development of photochemical smog in big cities. The investigations that have been made for the progress of gas emissions in the transport sector from the century of 198 till today, have shown that it is necessary to be made a comprehensive non polluted strategy measurements not only against private vehicles but in two-wheeled engines of small and large cubism too. If vehicles were the only problem, it would be enough to recall those that do not meet emissions requirements that are determined from the EU emission limits Euro 4 and 5[3]. But, it has been ISBN: 978-1-6184-114-2 27
find out that two-wheeled engines, of which their number is higher compared to the fleet of cars, emit significant amounts of carbon monoxide, hydrocarbons and oxides of nitrogen and consequently they overload the urban and suburban environment as well[4,5]. 2. Current situation In nowadays for the approval type of, are used the following cycles: The ECE+EUDC test cycle is performed on dynamometer. The entire cycle includes four ECE segments(figure 1), repeated without interruption, followed by one EUDC segment (figure 2). Before the test, the vehicle is allowed to soak for at least 6 hours at a test temperature of 2-3 C. It is then started and allowed to idle for s. Effective year 2, that idling period has been eliminated. The engine starts at s and the emission sampling begins at the same time. This modified cold-start procedure is also referred to as the New European Driving Cycle (NEDC)[6]. Figure 1. ECE 15 Cycle The ECE cycle is an urban driving cycle (UDC). It was devised to represent city driving conditions. It is characterized by low vehicle speed, low engine load(figure 2). Figure 2. EUDC Cycle ISBN: 978-1-6184-114-2 271
The EUDC (Extra Urban Driving Cycle) segment has been added after the fourth ECE cycle to account for more aggressive, high speed driving modes. The maximum speed of the EUDC cycle is 12 km/h. An alternative EUDC cycle for low-powered vehicles has been also defined with a maximum speed limited to 9 km/h (Figure 3). Figure 3. EUDC Cycle for Low Power Vehicles The table 1 includes a summary of selected parameters for the ECE, EUDC and NEDC cycles: Characteristics Unit ECE 15 EUDC NEDC Distance km 4 1.13=4.52 6.955 11.7 Duration sec 4 195=78 118 Average Speed km/h 18.7 (with idling) 62.6 33.6 Maximum Speed km/h 5 12 Table 1. The parameters for the ECE, EUDC and NEDC cycles. 3. Proposal for the creation of new motorcycle driving cycles The need to create new cycles is due to the fact that the relative legislation does not cover all the categories of motorcycles. Our proposal is to create driving cycles for all categories of motorcycles by taken into consideration the capacity of the engine and the actual speed of their movement depending on and if it is ISBN: 978-1-6184-114-2 272
scheduled to move only within urban areas or even outside as well. The classification could be: 1) 5cc two-wheeled with an urban driving cycle of low power 2) 5-125cc with an urban driving cycle of average power 3)125-25cc with an urban driving cycle of normal power and an interurban cycle of low power. 4) >25cc with an urban driving cycle of normal power and an interurban cycle of normal power Follow the cycles for all categories as they are proposed: 1) For 5cc two-wheeled engines: 12 ECE 5cc 1 speed (Km/h) 8 6 2 5 1 15 2 Figure 4. Urban driving cycle about motorcycles with engine volume 5cc 2) For 5-125cc two-wheeled engines: 12 ECE 5-125cc 1 speed (Km/h) 8 6 2 5 1 15 2 Figure 5. Urban driving cycle about motorcycles with engine volume 5-125cc ISBN: 978-1-6184-114-2 273
3) For 125-25cc two-wheeled engines 12 ECE 125-25cc 1 speed (K m /h) 8 6 2 5 1 15 2 Figure 6. Urban driving cycle about motorcycles with engine volume 125-25cc 12 EUDC 125-25cc 1 8 speed (km/h) 6 2 1 2 3 Figure 7. Extra Urban Driving Cycle about motorcycles with engine volume 125-25cc ISBN: 978-1-6184-114-2 274
4) For >25cc two-wheeled engines 12 ECE >>25cc 1 s p e e d (K m /h ) 8 6 2 5 1 15 2 Figure 8. Urban driving cycle about motorcycles with engine volume >>25cc 12 EUDC >>25cc 1 8 6 Speed (km/sec) 2 1 2 3 Figure 9. Extra Urban Driving Cycle about motorcycles with engine volume >25cc These driving cycles (figs 4-9) have resulted from real observation of movement of motorcycles, depending on the category in which they belong. Furthermore, the proposed cycles have occurred after been observed a sufficient number of motorcyclists (5cc 25cc and > 25cc) that drive within and outside the city. The above proposed cycles show the movement of two wheels vehicles within and outside the city. The maximum speeds of these cycles are the average values of the maximum speeds that have been observed. ISBN: 978-1-6184-114-2 275
4. Conclusion The above cycles are suggestions that are based on different driving capability of motorcycles according to the capacity of their engine. The legislation of the above cycles is necessary, in order to test the two-wheeled engine before its type approval and also give us a real imagine of their contribution to air pollution. References [1]. www.ec.europa.eu/enviroment/index_en.htm [2]. Guy Garrod, Kenneth George Willis, (1999)Economic valuation of the environment: methods and case studies. Edward Elgar, Massachusetts, USA [3]. Arapatsakos I. C, Sparis D. P. THREE WAY CATALYST LIFE EXTENSION VIA CATALYST MOUNTING INVERSION: DRIVING CYCLES: International Journal of Heat & Technology, vol. 19, 21. [4]. Arapatsakos I. C., Sparis D. P, CATALYST REGENERATION VIA CHEMICAL TREATMENT: DRIVING CYCLES International Journal of Heat & Technology, Vol. 17, pp. 37-, 1999. [5]..Arapatsakos I. C., Sparis D. P. CATALYST LIFE EXTENSION VIA INVERSE MOUNTING -ECE DRIVING TESTS 1th International Conference, Transport and Air Pollution, Colorado USA, 21. [6]. EEC Directive 9/C81/1]. ISBN: 978-1-6184-114-2 276