Despite a push towards a worldwide harmonised light vehicle test cycle (WLTC), some countries are looking to develop their own drive cycle tests. Some have warned that in doing so, the industry could be in danger of repeating itself and cancelling out the efforts towards a WLTC.
Time to move on
In Europe, many industry players have voiced concerns that the New European Drive Cycle (NEDC) tests are outdated. As a result, some of Europe’s leading technology centres for the testing and development of powertrains are expecting a rise in the use of various different testing measurements. For example, Millbrook, a test cycle facility based in the UK, has suggested there will be a surge in the use of portable emissions measurement systems (PEMS) in the near future.
John German, Senior Fellow and US Co-Lead at the International Council for Clean Transportation (ICCT), told Automotive World that drive cycle test centres in the US are also expecting PEMS to grow increasingly popular. “It is great if fleets can go out and endeavour in the use of real-world testing equipment. But I don’t think it’s a solution to all the problems of enforcement. There is still some concern over irregular driving that includes hard braking and rapid acceleration, which is why countries like China are looking to their own measures,” he observes.
The pattern starts again
Due to speak at the Automotive Megatrends USA conference, German has extensive experience in the powertrain area and the enforcement of emissions regulations. Recalling his previous role at the US Environmental Protection Agency (EPA), in which he acted as projector manager for regulation tests, German suggests drive cycle test developments could repeat themselves: “The aspects that we were working on 20 years ago, in the enforcement of regulations and designing new test cycles, are all becoming relevant again today.”
He details the potential for drive cycle tests to be distinctive to each country, as vehicle needs in markets across the world are “all very different.” This measurement was considered some time ago, but was not acted upon, says German. In this sense, repetition is particularly poignant in China, as the country is now “very interested in enforcement, and is considering developing its own test cycles.”
“This is exactly what we were examining a couple of decades ago,” continues German. Considering China boasts the largest market in the automotive industry, and is seen by many experts as advanced, it is “ironic that they are starting to look at these measurements again,” he adds.
Two steps forward, one step back
Although German notes there are certainly some benefits that could be on offer if countries like China were to develop their own test cycles, he suggests that it would be detrimental to the way in which the industry is heading. “There is this big push to try to develop a WLTC. The US is completely committed to do it, and China was a big part of it as well. So it is slightly demeaning that China has gone back to considering the potential of building something different,” he says.
The country is yet to decide what it will do for future drive cycles, but German says the development of its own procedure is undergoing extensive research by officials. Similarly, he suggests it is difficult to predict what will happen in the future of the US and European drive cycle procedures.
However, he thinks it is likely that the majority of countries will have future test cycles that focus around a WLTC. There is “ongoing investigation of how well the WLTC works,” he explains. He is certain that “the WLTC is certainly better than the NEDC, there’s no question about it. It is just a question of whether or not it is enough.”
This is where the induction of PEMS could come in handy. German describes a two-pronged approach, whereby drive cycle tests include a WLTC and the use of PEMS. “Between the two, I think they will do a good job of controlling and enforcing emissions under everyday driving conditions,” he concludes.
Michael Nash
