Desafios para a implantação do teste Real Drive Emissions na realidade brasileira

Detalhes bibliográficos
Ano de defesa: 2019
Autor(a) principal: Giongo, Airton
Orientador(a): Não Informado pela instituição
Banca de defesa: Não Informado pela instituição
Tipo de documento: Dissertação
Tipo de acesso: Acesso aberto
Idioma: por
Instituição de defesa: Universidade Federal do Rio de Janeiro
Brasil
Instituto Alberto Luiz Coimbra de Pós-Graduação e Pesquisa de Engenharia
Programa de Pós-Graduação em Engenharia de Transportes
UFRJ
Programa de Pós-Graduação: Não Informado pela instituição
Departamento: Não Informado pela instituição
País: Não Informado pela instituição
Palavras-chave em Português:
Link de acesso: http://hdl.handle.net/11422/13753
Resumo: In Europe, it has been observed that many vehicles that were tested in laboratory for type-approval show higher emissions in its actual use on the streets, far exceeding approval limits. That is why the European Union has demanded the development of real drive emission tests (RDE) to better represent the real use of European vehicles and since 2016 has include them as part of the type-approval in Euro 6 / VI standard. In Brazil, PROCONVE will also include the RDE on the vehicles type-approval in next phases of its emissions regulation, P8 and L7, from 2022. However in the beginning will be used European procedures that may badly represent the Brazilian conditions and fail to be effective on pollution control. Due to this, PROCONVE has already defined that these procedures will be later replaced by Brazilian ones. This work is aimed to help to define a RDE route to become the test effective in Brazil, based on a bibliographical research to identify the main challenges to achieve this representativeness and propose solutions. It is organized in the following topics: traffic congestion, characteristic Brazilian emissions, temperature and altitude, fuels for type approval tests and conditions that affect the route severity. Among the proposed solutions are: to increase the urban portion of the test and reduce its average speed, increase the weight of the cold start, to measure the specific pollutants for the gasoline and ethanol fleet, to include corrections in the extended conditions and in conditions with different severities (climb and descent slopes). Many of these solutions still rely on data that need to be determined by other complementary surveys, as is suggested at the end of the conclusion.