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At first glance RDE seems to be a road testing topic only, mistakenly. While Type approval test must be performed at the Road and Chassis Dyno, development work beforehand delivers solutions fulfilling the demanded legislation limits. Making the right development steps and decisions will lead to a technical solution within economy of scales. Much of this work done happens on engine testbeds and Real Driving Emissions (RDE) per UN-ECE legislation or the new test cycle for the chassis dyno according WLTP (Worldwide Harmonized Light-Duty Test Procedure) will not change that. The question is, are engine test beds fit for this new challenge or are changes required? One characteristic element of RDE is the randomness of operating conditions generated by a road drive. There must be found a way, to achieve RDE relevant test conditions in a most reproducible manner.

Light duty diesel vehicles continue to win recognition and market shares in Europe due to their convincing economy, reliability and driveability features. The diesel boom finds a fresh rationale in the CO2 emission legislation to come, however, the competitiveness of diesel cars may be impaired in future in consequence of the progression of the exhaust emission legislation and its impact on vehicle cost. This paper reviews the technologies currently pursued on the side of the engine and its subsystems, as well as the exhaust gas aftertreatment concepts required to satisfy the European legislation. An integral system approach is suggested, aiming at an optimum match of vehicle design parameters, transmission gear and the engine including aftertreatment elements and control.

Non-exhaust emissions are clearly one of the focal points for the upcoming Euro 7 legislation. The new United Nations Global Technical Regulation (UN GTR) defining the framework for brake emission measurements is about to be officially published. The first amendment to this text is already on the way through the United Nations Economic Commission for Europe (UNECE) hierarchy for decision making. In real life, the final emission factor as the ultimate result of a test is influenced by inaccuracies of numerous parts of the measurement system as well as additional contributing factors like the performance of the particulate filter handling process, which might not be primarily related to equipment specifications.

Increasing requirements for the result quality of exhaust emission analyzers and state of the art analyzer technology require a new point of view regarding measuring range definitions and linearization procedures. To make best use of the power of this analyzer technology, linearization procedures need reconsideration. In certification laboratories, legislation defines the procedures to linearize an exhaust emission analyzer more or less stringently. On the other hand, on testbeds for development purposes there are many possibilities for making use of today's improved analyzers. However, procedures are often used in development labs that are very similar to those mentioned in the legislation. For some measurement purposes it is necessary to leave these procedures regarding measuring ranges and their specifications behind. The exhaust gas analyzing system has to provide consistent result quality during the whole test procedure.

With the official publication of the “RDE package 1” on 31st March 2016 the long awaited start of RDE testing is now fixed. This event marks a milestone in the emission legislation for passenger cars and is the first of a series of four RDE packages to fade-in real world testing of passenger cars in Europe. During the same time India announced in the Gazette of India on 19th February, 2016 - G.S.R. 187(E). - the draft of introduction of Bharat VI by April 1st 2020 [5] which also should include the Real Driving Emissions (RDE) on-road certification as per procedure laid down in AIS137 and as amended from time to time. As European RDE legislation will be the baseline for Indian RDE legislation rules this paper will highlight the differences and challenges expected between the requirements in Europe compared to India during the first tests done by AVL Technical Center Private Limited located in Gurgaon.

The correct information about legal demands of the On-Board-Diagnostic (OBD) system in a vehicle project is required throughout the entire development process. Usually, the main obstacle in succeeding is to provide the company's expertise of some few experts for all employees who work in OBD related projects. The paper describes the AVL solution for knowledge management and tool supported control system design and calibration: OBD System Development Database. The software enables the user to access the regulatory requirements for a specific application and legislation from past, present and future (proposed rule-making) point of view. Information concerning already available and stored monitoring concepts is linked to the requirements in order to re-use potentially suitable concepts and to enable an efficient knowledge exchange within the company.