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The FTP-75 (Federal Test Procedure) has been used for emission certification of light duty vehicles in the U.S. Effective model year 2000, vehicles have to be additionally tested on two Supplemental Federal Test Procedures (SFTP) designed to address shortcomings with the FTP-75 in the representation of (1) aggressive, high speed driving (US06), and (2) the use of air conditioning (SC03). The FTP-75 cycle is derived from the FTP-72 cycle by adding a third phase of 505s, identical to the first phase of FTP-72 but with a hot start. The third phase starts after the engine is stopped for 10 minutes. Thus, the entire FTP-75 cycle consists of the following segments: 1. cold start phase 2. transient phase 3. hot start phase. The following are basic parameters of the cycle:
Distance traveled: 11.04 miles (17.77 km) Duration: 1874s Average speed: 21.2 mph (34.1 km/h).
Figure 1. FTP-75 Cycle The emissions from each phase are collected in a separate teflon bag, analyzed and expressed in g/mile (g/km). The weighting factors are 0.43 for the cold start, 1.0 for the transient phase and 0.57 for the hot start phase. The FTP-75 cycle is known in Australia as the ADR 37 (Australian Design Rules) cycle.
The average load factor of the FTP cycle is roughly 20-25% of the maximum engine horsepower available at a given engine speed. Heavy duty diesel engines tested on the FTP cycle produce medium to high exhaust gas temperatures. Generally, the temperature is at a medium level between 250 and 350C, but there are some hot sections with temperatures reaching as high as 450C.
FTP-72 (UDDS)
The U.S. FTP-72 (Federal Test Procedure) cycle is also called Urban Dynamometer Driving Schedule (UDDS) or LA-4 cycle [CFR 40, 86, App.I] . The same engine driving cycle is known in Sweden as A10 or CVS (Constant Volume Sampler) cycle and in Australia as the ADR 27 (Australian Design Rules) cycle. This cycle should not be confused with the UDDS schedule for heavy-duty vehicles. The cycle simulates a urban route of 12.07 km (7.5 mi) with frequent stops. The maximum speed is 91.2 km/h (56.7 mi/h) and the average speed is 31.5 km/h (19.6 mi/h).
Figure 1. FTP-72 Cycle The cycle consists of two phases: (1) 505s (5.78 km at 41.2 km average speed) and (2) 864s. The first phase begins with cold start. The two phases are separated by stopping the engine for 10 minutes. In the U.S. a weighting factors of 0.43 and 0.57 are applied to the first and second phase, respectively. In Sweden both phases have the same weighting factors. Emissions are expressed in g/mile or g/km.
Figure 1. ECE 15 Cycle The ECE cycle is an urban driving cycle, also known as UDC. It was devised to represent city driving conditions, e.g. in Paris or Rome. It is characterized by low vehicle speed, low engine load, and low exhaust gas temperature. The above urban driving cycle represents Type I test, as defined by the original ECE 15 emissions procedure. Type II test is a warmed-up idle tailpipe CO test conducted immediately after the fourth cycle of the Type I test. Type III test is a two-mode (idle and 50 km/h) chassis dynamometer procedure for crankcase emission determination.
Figure 2. EUDC Cycle 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 120 km/h. An alternative EUDC cycle for low-powered vehicles has been also defined with a maximum speed limited to 90 km/h (Figure 3).
Figure 3. EUDC Cycle for Low Power Vehicles The following table includes a summary of selected parameters for the ECE, EUDC and NEDC cycles. Characteristics Distance Duration Average Speed Maximum Speed Unit km s km/h km/h ECE 15 41.013=4.052 4195=780 18.7 (with idling) 50 EUDC 6.955 400 62.6 120 NEDC 11.007 1180 33.6 120
ECE R49
The R49 is a 13-mode steady-state diesel engine test cycle introduced by ECE Regulation No.49 and then adopted by the EEC [EEC Directive 88/77, EEC Journal Officiel L36, 8 Feb. 1988] . It had been used for type approval emission testing of heavy-duty highway engines through the Euro II emission standard. Effective October 2000 (Euro III), the R49 cycle was replaced by the ESC schedule. The R49 test is performed on an engine dynamometer operated through a sequence of 13 speed and load conditions. Exhaust emissions measured at each mode are expressed in g/kWh. The final test result is a weighted average of the 13 modes. The test conditions and weighting factors of the R49 cycle are shown in Table 1 and in Figure 1. The areas of circles in the graph are proportional to the weighting factors for the respective modes. The running conditions of the R49 test cycle are identical to those of the US 13-mode cycle. The weighting factors, however, are different. Due to high weighting factors for modes 6 and 8 (high engine load), the European cycle is characterized by high average exhaust gas temperatures. Table 1 ECE R49 and US 13-mode Cycles Speed Load, % Weighting Factors R49 US Idle 0.25/3 0.20/3 maximum 10 0.08 0.08 torque 25 0.08 0.08 speed 50 0.08 0.08 75 0.08 0.08 100 0.25 0.08 idle 0.25/3 0.20/3 rated 100 0.10 0.08 power 75 0.02 0.08 speed 50 0.02 0.08 25 0.02 0.08 10 0.02 0.08 idle 0.25/3 0.20/3
Mode No. 1 2 3 4 5 6 7 8 9 10 11 12 13
Japanese 10 Mode
The 10 mode cycle [Japanese Industrial Safety and Health Association, JISHA 899, 1983] was used for emission certification of light duty vehicles in Japan. It has been replaced by the newer 10-15 mode cycle. The 10 mode cycle simulates urban driving conditions. One segment of the cycle covers a distance of 0.664 km at an average speed of 17.7 km/h and lasts 135 s (Figure 1). The maximum speed is 40 km/h.
The entire cycle begins with a 15 minutes warm-up at 40 km/h, followed by six repetitions of the same segment. Emissions are measured over the last five segments (so the emission measurement period represents a route of 3.32 km, completed in 675 s). Emissions are expressed in g/km.
Figure 1. 10-15 Mode Cycle The distance of the cycle is 4.16 km, average speed 22.7 km/h, duration 660 s (or 6.34 km, 25.6 km/h, 892 s, respectively, including the initial 15 mode segment).
Japanese 13 Mode
The 13-mode cycle replaced the older 6-mode cycle for the testing of heavy duty engines in Japan. The test includes a sequence of 13 steady-state modes. The emissions are averaged over the entire cycle using a set of weighting factors and are expressed in g/kWh. The test emphasizes low-speed driving conditions, is characterized by low average engine loads and low exhaust temperatures.
There are differences in some test modes for diesel and gasoline/LPG engines and the weighting factors are different. The test parameters for the diesel cycle are listed in Table 1, and for the gasoline cycle in Table 2. Table 1 Diesel 13 Mode Cycle Mode Speed Load Weighting factor % of nominal % 1 Idle 0.410/2 2 40 20 0.037 3 40 40 0.027 4 Idle 0.410/2 5 60 20 0.029 6 60 40 0.064 7 80 40 0.041 8 80 60 0.032 9 60 60 0.077 10 60 80 0.055 11 60 95 0.049 12 80 80 0.037 13 60 5 0.142 Table 2 Gasoline/LPG 13 Mode Cycle Mode Speed Load Weighting factor % of nominal % 1 Idle 0.314/2 2 40 40 0.036 3 40 60 0.039 4 Idle 0.314/2 5 60 20 0.088 6 60 40 0.117 7 80 40 0.058 8 80 60 0.028 9 60 60 0.066 10 60 80 0.034 11 60 95 0.028 12 40 20 0.096 13 40* 20* 0.096 * - deceleration to idle