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2018-01-0339 Published 03 Apr 2018
A Study on Real Driving Emissions
for India - An Experimental Approach
Himanshu Dinodia, Nitin Mahajan, Vipin Dwivedi, and Vikram Khanna Maruti Suzuki, Limited
Citation: Dinodia, H., Mahajan, N., Dwivedi, V., and Khanna, V., “A Study on Real Driving Emissions for India - An Experimental
Approach,” SAE Technical Paper 2018-01-0339, 2018, doi:10.4271/2018-01-0339.
Abstract
I
ndian automobile industry is set to witness the biggest
emission reforms of the last two decades with the imple-
mentation of BS6 emission norms from 1st April 2020
and Real Driving Emissions (RDE) from 1st April 2023.
However, there are still a lot of unanswered questions
regarding the test procedure of RDE for India. For India,
adopting European RDE test procedure as it is may be a
challenge because of the significant differences between India
and Europe in terms of weather, geography, demography,
road infrastructure, driving behavior and fuel quality.
Introduction
I
ndia is getting ready for the implementation of BS6 by 2020.
European emission norms have been a baseline for the
India. BS6 is also being accompanied with the RDE (Real
Driving Emissions) monitoring system from 2020 and its
compliance from 2023. RDE testing is being introduced to fill
in the gap between the emissions level which originates when
a vehicle is tested on road and in lab (on cycle). Therefore, to
evaluate RDE implementation in India, an experimental test
case RDE procedure (hereafter referred to as Experiment) has
been defined for the current study.
For this experiment, the modifications in test proce-
dure with respect to EU RDE legislation are explained in
Figure-1 [1] [2]. The changes that have been proposed are so as
to do minimum alteration in the EU RDE procedure. These
modifications include lower speed limits for urban, rural and
motorway phases and modified temperature ranges while
other parameters such as payload, use of auxiliary devices
during testing, trip validity factors, post processing methods
etc. are kept same. The speeds are being lowered in order to
understand how the other parameters of RDE respond towards
relatively lower speed conditions prevalent in India.
As typical Indian driving conditions involve relatively
low speed driving, the exhaust temperatures are generally
lower as compared to European driving conditions and can
affect the performance of after-treatment systems. Thus,
exhaust gas temperature plays an important role in the selec-
tion of such systems.
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This paper discusses the detailed experimental results of Real
Driving Emission tests analyzing after-treatment system
configurations (LNT, sDPF, ufSCR) considering different
scenarios such as test routes, test days, driving behavior etc.
Variation in trip dynamics (Severity, Softness in driving),
trip validity and normality and post-processed results are
other key points of interests investigated. The overall activity
provided great insights into the possible modifications which
may be required for RDE test suitable to Indian conditions.
The learning such derived will be of immense value for future
design and development.
For PM reduction, use of DPF (Diesel Particulate Filter)
is the unanimous choice. For NOx reduction, the selection of
after-treatment control strategy i.e. LNT (Lean NOx Trap) or
SCR (Selective Catalytic Reduction) is highly dependent on
the exhaust gas temperatures. The operating temperature for
LNT is relatively lower than SCR making LNT more suitable
for lower speed operations. However, NOx conversion effi-
ciency for SCR is much higher than LNT thereby assisting in
significant NOx reduction.
This study is focused on:
1. Identification of key factors affecting the outcome of a
RDE test
2. Evaluation of impact of Indian driving conditions on
the performance of vehicles with different after-
treatment systems, and
3. Identification of possible India specific modifications
in RDE testing methodology.
Test Vehicles
For these tests, three series-production diesel vehicles were
procured from Europe (Euro-6b compliant on NEDC). Table-1
lists the characteristics of these vehicles. For NOx control after
combustion, the after-treatment system in two vehicles is LNT
while the third one has sDPF (DPF with SCR-coating) with
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2 A Study on Real Driving Emissions for India - An Experimental Approach

FIGURE 1 Comparison of EU-RDE Legislation FIGURE 2 RDE test sequence flow

and Experiment.

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TABLE 1 Test Vehicles

Model-A Model-B Model-C 1. EU RDE - Low, Medium, High and Extra-high

Model Year 2016 2016 2016 2. Experiment - Low, Medium and High, as Indian
Engine Capacity [L] 1.6 1.6 1.6 driving conditions are restricted to 90 km/h.
Max. Power [kW] 88 81 81
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After-treatment DOC, sDPF, ufSCR LNT, DPF LNT, DPF As per EU RDE legislation, the permissible tolerances
System defined for gaseous pollutants for correlation are:
HP EGR, LP EGR
Engine Turbocharged Direct Injection CO: ±150 mg/km or 15%, (whichever is greater).
technology NOx: ±15 mg/km or 15%, (whichever is greater).
CO2: ±10 mg/km or 10%, (whichever is greater).

ufSCR (Under floor Selective Catalytic Reduction). For NOx
control during combustion, all the vehicles have combination
of cooled high-pressure and low-pressure Exhaust Gas
Recirculation (EGR). To reduce PM/PN levels, all the vehicles
are equipped with DPF. The testing was done using Euro-6
reference fuel (B7).
The correlation was established for the above pollutants
as per the defined limits.
Based on the boundary conditions as per EU RDE legisla-
tion, two different test routes were identified for performing
RDE tests - Route-1 and Route-2. The Route-1 consists of
actual Indian traffic conditions whereas Route-2 corresponds
to the testing in controlled traffic conditions, as EU RDE

PEMS Testing of Real FIGURE 3 WLTC cycle used for correlation activity.

Driving Emissions
Figure-2 shows a typical RDE test sequence which was
followed during the tests.
The PEMS instrument used in this work was a Horiba
OBS-One. The modules supplied enabled the measurement
of CO and CO2 by heated Non-Dispersive Infra-Red (NDIR)
and NOx, NO by dual heated Chemi-Luminescence Detector
(CLD), where NO2 is measured indirectly through subtraction.
A Pitot flow meter enables determination of exhaust flow rate.
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Initially, the PEMS system was correlated with CVS

system on WLTC (Figure-3) as per EU RDE legislation.
Following WLTC phase configuration was considered for EU
RDE and Experiment:
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A Study on Real Driving Emissions for India - An Experimental Approach 3

TABLE 2 Test Configurations based on Routes FIGURE 4 NOx results for all vehicles for Route-1 with
different drivers.
EU
Route RDE Experiment Remarks
Route-1 - Different drivers for Model-
A and Model-C.
For all
models - Same driver for Model-B.
- 2 test runs for each model
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with Experiment.
Route-2 - Same driver for all models.
For all For all - 1 test run for each model with
models models EU RDE and Experiment.

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Note: All tests were done in hot start condition.

cannot be performed on Indian roads due to speed limits.

Both the routes incorporated and followed the sequence of
Urban, Rural and Motorway segments.
Different test configurations were prepared in order to FIGURE 5 CO2 results for all vehicles for Route-1 with
understand the impact of various factors on the results such different drivers.
as - Driver behavior, Route selection, After-treatment system,
and Test procedure. Table-2 explains the different test
configurations used.
After the completion of test, the trip dynamics are vali-
dated. This is done to judge the severity and softness in driving
behavior during the test.
Once trip dynamics are validated, then the post processing
is done using MAW (Moving Average Window)/EMROAD
and Power Binning/CLEAR. The requirement of post
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processing methods is to ensure normalization of test results

with respect to the most representative driving behavior.

Raw Test Results (without

Post-Processing) To analyze the variation in emissions for Model-A and
Model-C, one of the test cases was studied for the gear shift
patterns of Driver-1 and Driver-2 (Figures-6 and 7).
RDE test results without post-processing are discussed in Clearly distinctive driving behaviors are observed for
this section. both the drivers based on their gear shift pattern and driving
Case 1 zone in different gears. Table-3 summarizes the observations.
Above observations imply that Driver-2 drives in higher
Route: Route 1 engine rpm zones and executes sharp decelerations even at
RDE procedure: Experiment higher gears. This aggressive driving pattern seems to be one
Model-A: test runs, Different drivers
[Driver1, Driver2]
Model-B: 2 test runs, Same driver [Driver3] FIGURE 6 Gear shifting pattern of Driver-1 for Model-A.
Model-C: 2 test runs, Different drivers
[Driver1, Driver2]

Figures- 4 and 5 show the variation in NOx and CO2

emissions in two test runs for all models.
Model-A exhibits lowest NOx emissions in comparison
to Model-B and Model-C. This indicates that SCR based
system is more effective for NOx reduction in comparison to
LNT based system.
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Model-A and Model-C exhibit a significant variation in

NOx and CO2 emissions due to the change in drivers. Model-B
shows similar NOx and CO2 emission behavior as driver was
kept same for both the test runs.
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4 A Study on Real Driving Emissions for India - An Experimental Approach

FIGURE 7 Gear shifting pattern of Driver-2 for Model-A. FIGURE 8 NOx results for all vehicles for Route-2 for
Experiment and European RDE with same driver.

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TABLE 3 Comparison of driving pattern for Driver-1 and
Driver-2 FIGURE 9 CO2 results for all vehicles for Route-2 for
Observations from driving pattern analysis Experiment and European RDE with same driver.
Driver-1 Driver-2
Economic driving style Aggressive driving style
Gear shifting range between Gear shifting range between
2000-2500 rpm. 2500-3000 rpm.
Driving zone: 1000-2500 rpm. Driving zone: 1000-3750 rpm.
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No engine speed drop or Engine speed drop below

higher speed revs observed in 1000 rpm indicates frequent
the driving data. braking with sudden
acceleration.

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of the possible reasons for relatively higher NOx and CO2
emissions as compared to Driver-1.
Thus, the driving behavior seems to be one of the impor-
tant factors impacting RDE test results.
This observation of economic and aggressive driving
behavior is analyzed further ahead in trip dynamics. Analysis of Trip Dynamics
Case 2 After test completion, every test was validated for the trip
Route: Route 2 dynamics based on two factors as defined in EU RDE
RDE procedure: Experiment and EU RDE. legislation [2]:
Model-A: 2 test runs (Experiment-1, EU 1. 95th percentile of the v*apos
RDE-1), Driver-2 v avg. £ 74.6 km/h and (v.a pos )k - [95] > (0.136 × v avg + 14.44)
Model-B: 2 test runs (Experiment-1, EU or
RDE-1), Driver-2
v avg. > 74.6 km/h and (v.a pos )k[95] > (0.0742 × v avg. + 18.966) (1)
Model-C: 2 test runs (Experiment-1, EU
RDE-1), Driver-2
2. Relative Positive Acceleration (RPA)
Figures-8 and 9 shows the variation in NOx and CO2 v avg. £ 94.05 km/h and PRA k < (-0.0016 × v avg + 0.1755)
emissions in two test runs for all models for two different RDE
procedures i.e. EU RDE and Experiment. or
Test results with EU RDE are higher as compared to v avg. > 94.5 km/h and RPA k < 0.025. (2)
Experiment thereby indicating impact of speeds used during
RDE tests. This implies that the European RDE test procedure The test’s validity was checked on the basis of the equa-
is more severe (max. Speed 145 km/h) as compared to tions defined for the above factors (Equations - 1 and 2) as per
Experiment (max. Speed 90 km/h). the EU RDE legislation. These equations seem to be defined
Also, the SCR system seems to be much more effective on the basis of real road driving data of Europe.
for NOx reduction than the LNT system even with the A high value for (v*apos) is commonly used as an indicator
same driver. for high dynamics of a trip. It is a measure to judge severity
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A Study on Real Driving Emissions for India - An Experimental Approach 5

or aggressiveness during the test. The test value for each phase FIGURE 12 (v*apos) check for Model-A for Experiment RDE
(Urban, Rural and Motorway) should lie below the limit which (Route-1, D-1)
is calculated using the Equation (1).
RPA is used to include sufficient dynamics during the
test. Low value for RPA is an indicator for the lack of dynamics
in a trip. It is a measure to judge softness during the test and
the power demand. The value for each phase (Urban, Rural
and Motorway) should lie above the limit which is calculated
using the Equation (2).
Figures-10, 11 and 12 shows the trip validity check for
(v*apos) on Model-A for EU RDE and Experiment respectively.
All vehicles but one was valid according to both these
factors. Model-A was observed to be failed in rural mode in
Experiment RDE for D-2.
The other important point for consideration in the above

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analysis is the average cut-off velocity (74.6 km/h) which is
defined according to EU conditions. Figure-10 shows that for
EU RDE, the average velocity for rural and motorway phase

FIGURE 10 (v*apos) check for Model-A for EU RDE

(Route-2)
lie above 74.6 km/h whereas for Experiment RDE (Figure-11)
only motorway phase lies above 74.6 km/h. This difference
highlights the need of redefining the equations according to
Indian conditions where average velocity is relatively lower.
The v*apos for MIDC and WLTC phases is shown in
Table-4. To analyze the effect of v*apos, it was calculated for
all the tests performed as shown in Tables-5 and 6. It can be

TABLE 4 v*apos95 for the MIDC and WLTC cycles.

Cycle Phases v*apos (m2/sec3)

MIDC UDC 6.97
EUDC 7.96
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Total 7.61
WLTC_Class1 Low 3.38
Medium 3.66
WLTC_Class2 Low 6.38
Medium 6.77
High 9.58
FIGURE 11 (v*apos) check for Model-A for Experiment RDE
WLTC_Class3a Low 8.68
(Route-1.D-2)
Medium 10.39
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High 9.94
WLTC_Class3b Low 8.68
Medium 13.36
High 11.04

TABLE 5 v*apos95 for the complete RDE tests done on

Route-1.
Test v*apos95
Vehicle Driver Test Type Route (m2/sec3)
Model-A D-1 Experiment Route-1 17.61
Model-A D-2 Experiment Route-1 20.42
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Model-B D-3 Experiment Route-1 18.77

Model-B D-3 Experiment Route-1 19.15
Model-C D-1 Experiment Route-1 17.60
Model-C D-2 Experiment Route-1 16.21
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6 A Study on Real Driving Emissions for India - An Experimental Approach

TABLE 6 v*apos95 for the complete RDE tests done on The equations (2) defined for RPA have the cut-off average
Route-2. velocity as 94.05 km/h which is defined according to EU
Test v*apos95
conditions. The average velocity of 94.05 km/h is not even
Vehicle Driver Test Type Route (m2/sec3) achievable in Experiment RDE tests due to which the second
Model-A D-2 Experiment Route-2 7.66
equation is never used. This difference highlights the need of
redefining the equations according to Indian conditions where
Model-B D-2 Experiment Route-2 15.97
average velocity is relatively lower.

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Model-C D-2 Experiment Route-2 12.50
Model-A D-2 EU RDE Route-2 9.59
Model-B D-2 EU RDE Route-2 13.89
Model-C D-2 EU RDE Route-2 12.96 Post-Processing of Data
The Post-Processing of data was done using two methods:
FIGURE 13 RPA check for Model-A for EU RDE. a. EMROAD (MAW) and
b. CLEAR (Power Binning)

PEMS data was initially processed using EMROAD,

produced by the European Commission’s Joint Research Centre
(JRC). The basis of EMROAD processing is to use a Moving
Average Window (MAW) technique. RDE data is divided into
Moving Average Window (MAW) with each MAW having the
same emitted CO2 mass (based on WLTC CO2 as reference).
When the vehicle has travelled sufficient distance to produce
reference amount of CO2 , all data within that window is
averaged to produce one MAW value. Several windows can
overlap and data can contribute to more than one ‘window’, as
long as data is valid for the whole window. The approach can
be used to identify ‘normal’, ‘soft, ‘severe’ and ‘extreme’ driving
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conditions. EMROAD also allows for certain conditions (e.g.

cold start) to be excluded from the data set. [2]
As per EU RDE legislation, the test shall be complete when
it comprises at least 15% of urban, rural and motorway windows,
out of the total number of windows. And the test shall be
thus seen that the RDE tests involve more accelerations as normal when at least 50% of the urban, rural and motorway
compared to MIDC and WLTC cycle. windows are within the primary tolerance (±25%) defined for
Figures-13 and 14 shows the trip validity check for RPA the characteristic curve. If the specified minimum requirement
on Model-A for EU RDE and Experiment. of 50% is not met, the upper positive tolerance may be increased
The trip dynamics were next checked on the basis of RPA. by steps of 1% until the 50% of normal windows target is
All tests were valid on the basis of RPA. reached. When using this mechanism, it shall never exceed
30%. The characteristic curve is shown in Figure-15.
For doing this post-processing, the vehicles were first run
FIGURE 14 RPA check for Model-A for Experiment RDE. on WLTC cycle (Figure-3) to get the reference CO2 value. After
this, every test was post-processed using MAW method.

FIGURE 15 Moving Average Window characteristic curve

based on WLTC CO2 as reference.
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A Study on Real Driving Emissions for India - An Experimental Approach 7

TABLE 7 MAW Results FIGURE 16 Ambient temperatures during European RDE

and Experiment
Results
Completeness
Normality (%) (%)
(Min. Limit (Min. Limit
S. Test 50%) 15%)
No. Vehicle Test Type U R M U R M
1 Model-A Exp. 84 63 23
0 0 14
RDE (R-2)
2 Model-A Exp. 95 68 100 50 47
3
RDE (R-1)
3 Model-A Exp. 76 65 100 48 45
7
RDE (R-1)
4 Model-B Exp. 100 100 61 22 17
11
RDE (R-2)

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5 Model-B Exp. 67 64 53 49 48
4
RDE (R-1)
6 Model-B Exp. 97 79 52 43
12 5
RDE (R-1)
7 Model-C Exp. 100 62 69 48 48
4
RDE (R-1)
whole test and the urban part are fulfilled as per the table
8 Model-C Exp. 76 58 57 53 40
7 defined in regulation.
RDE (R-1)
All the tests were invalid after the post processing
9 Model-C Exp. 100 62 23 15
22 29 using CLEAR.
RDE (R-2)
Figure-18 compares the post-processed NOx CF for RDE
10 Model-A EU-RDE 100 65 100 68 22
(R-2)
10 tests as per EU RDE and Experiment with EMROAD and
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CLEAR. NOx CF obtained in WLTC cycle is also compared

11 Model-B EU-RDE 94 100 73 69 22
(R-2)
9 for reference purposes. The data after post-processing showed
that the NOx CF is higher for SPF method if compared to the
12 Model-C EU-RDE 100 100 72 19
(R-2)
28 9 MAW method. This is due to the different approach used by
the two methods for the urban, rural and motorway distance
specific emissions: MAW uses raw, unfiltered data, but
The factor of 1.6 was used on extended boundary conditions “averaged” by the windows and SPF uses a moving filtering
of altitude and temperature as per EU legislation. of three seconds plus a correction with data from
The MAW results (Table-7) show that the vehicles are the powertrain.
failing mostly in completeness which is due to the less number This indicates that the two post-processing methods
of motorway windows. behave very differently for same RDE test result thereby high-
The less number of windows formation is some cases is lighting the need of single robust post-processing method.
because of invalid windows data due to the high ambient
temperature during testing, i.e. temperatures crossing FIGURE 17 Ambient temperatures during Route-1testing
extended limit (Figures-16 and 17). using different drivers.
After MAW, CLEAR was used to post-process the results.
The alternative method of PEMS data analysis available is the
CLEAR tool developed by TU Graz called as “evaluation by
normalization to a standardized power frequency (SPF) distri-
bution”. [3] [4]
In this approach a ‘goal pattern’ is marked which describes
a drive cycle in terms of the time spent with the engine oper-
ating in different power-bands. The test data is then analyzed
to determine the time spent operating in each of the power
bands defined by the goal pattern. The output provides various
parameters including mean and weighted emissions (including
both g/km and g/s) and emissions related to CO2 output.
The SPF, according to EU RDE legislation, uses 1 Hz or
higher acquired data and a three seconds moving average filter
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to reduce influence of time alignment between emission mass

flow and wheel power.
As per EU RDE legislation, the test shall be valid if
minimum /maximum shares for each power class for the
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8 A Study on Real Driving Emissions for India - An Experimental Approach
FIGURE 18 Comparison of Conformity Factor for NOx after
post-processing
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Note: CF = 2.1 is displayed for representative purposes as per current
EU RDE legislation requirement.
Summary/Conclusions
The observations of the testing can be summarized as follows:
Identification of Key Factors
Affecting the Outcome of a
RDE Test
NOx emissions are higher in Route-1 as compared to Route-2.
This concludes that NOx emissions are lower when traffic
conditions are controlled and hence route selection will defi-
nitely impact the RDE test results.
The v*apos95 discussed above for RDE tests performed
when compared with the MIDC and WLTC values show that
the RDE tests are more severe. It implies that the CO2 value
used in MAW needs to be modified according to the severity
of the cycle too.
The next factor of much importance is the post processing
method i.e. using EMROAD or CLEAR. The results show that
the CLEAR gives the data using a moving filtering method
whereas MAW uses raw, unfiltered data which is averaged.
The MAW thus gives clearer picture of results.
Evaluation of Impact of Indian
Driving Conditions on the
Performance of Vehicles With
Different after-Treatment
Systems
The Indian conditions differ from EU conditions in terms of
speed ranges, road conditions, temperature, etc. These condi-
tions have shown a significant difference in the emissions of
the vehicles.
The comparison of different after treatment systems show
that SCR equipped vehicle is more effective in NOx reduction
in comparison to LNT equipped system when RDE tests are
done with hot start condition. However, Cold start condition
should also be evaluated.
The significant difference in NOx emissions in Model-B
and Model-C, both equipped with LNT based after-treatment
system, with same driver may be due to different reasons such
as LNT size and loading, different approach in calibration
strategy (for NOx regeneration, Fuel Economy) etc.
Identification of Indian
Specific Modifications in
RDE Testing Methodology
The results indicate that the possible modifications necessary
for RDE testing suitable for Indian conditions are as follows:
1. Number of test phases - As number of phases in EU
are 3, India needs to look upon the option of having 2
or 3 phases depending upon the real driving data in
various Indian cities.
2. Speed ranges - Speeds in India are relatively less as
compared to EU and the same must be defined for
India based on real driving data. Once the speed
ranges are redefined, time and distance distribution
can be adjusted accordingly.
3. The reference cycle for CO2 emissions needs to be
defined based on correlation of real world CO2 data in
Indian conditions.
4. The equations for RPA and v*apos need to be changed
according to Indian speed limits and
driving conditions.
Overall, real world data in Indian conditions should be
collected and analyzed to define the base procedure instead
of adjusting and adopting EU RDE procedure. Once the base
conditions are defined for India, multiple RDE tests should
be done and evaluated. Based on outcomes, the RDE proce-
dure can be further fine-tuned.
References
1. COMMISSION REGULATION (EU) 2016/427 of 10 March
2016 Implementing and Amending Regulation (EC) No.
692/2008 as Regards Emissions from Light Passenger and
Commercial Vehicles (Euro 6).
2. COMMISSION REGULATION (EU) 2016/646 of 20 April
2016 Implementing and Amending Regulation (EC) No.
692/2008 as Regards Emissions from Light Passenger and
Commercial Vehicles (Euro 6).
3. May, J., Favre, C., Bosteels, D., and Andersson, J. et al., “On-
Road Testing and PEMS Data Analysis for Two Euro 6 Diesel
Vehicles,” AECC Paper 2014, International Transport and Air
Pollution Conference, 2014.
4. ANNEX to the COMMISSION REGULATION
Amending Regulation (EC) No. 692/2008 as Regards
Emissions from Light Passenger and Commercial Vehicles
(Euro 6).
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A Study on Real Driving Emissions for India - An Experimental Approach 9

Definitions/Abbreviations WLTC - worldwide harmonized light vehicles test cycles

NDIR - non-dispersive infrared
RDE - real driving emissions
CLD - chemi-luminescence detector
LNT - lean NOx trap
CVS - constant volume sampler
DPF - diesel particulate filter
EU - European
CF - conformity factor
RPA - relative positive acceleration
ufSCR - under floor selective catalytic reduction
MAW - moving average window
EGR - exhaust gas recirculation
SPF - standardized power frequency
PM - particulate matter
EFM - exhaust flow meter
PN - particle number concentration
PEMS - Portable emissions measurement system

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