The Modell PHEM. Structure and Applicatons. Stefan Hausberger. (Passenger car & Heavy duty emission Model) JRC,

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1 P e/p ra _ /h (g[ _ rate nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz The Modell PHEM (Passenger car & Heavy duty emission Model) Structure and Applicatons Stefan Hausberger JRC, PHEM Passenger car and Heavy duty Emission Model Driving resistances & transmission losses Transient engine engine maps maps ]r e wopd te Wk/) x ON Gearshift model d n _norm Transient correction functions Engine load, Fuel consumption, Emissions Cold start module Thermal behaviour of engine & catalysts SC R - module 1

2 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz CONTENT ntroduction PHEM Application Methodology Data sources Model results versus measured emissions Link with micro traffic simulation models 2

3 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Tasks for Vehicle Emission Models Emissions on road networks from singe junction to country to EU Available data differs from speed pattern to traffic situation to average speed Emissions for defined speed patterns (Efas) From speed pattern + road gradient + vehicle loading For vehicle categories, actual fleet, technology options, Different models for different tasks 3

4 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz km/h Some main Problems Vehicle sample should be large (>1 veh/category) Available meaurements often from different cylces Measured cycles = driving pattern under consideration 14 TA cycles: NEDC, FTP, Japan 12 1 CADC-Motorway 8 14 CADC-Urban Part 116 Part 2 Part 3 Part 4 Real World sets: HBEFA CADC-Road 1.2, ARTEMS, HBEFA HBEFA 3 Motorway 3, HBEFA 38Urban 1 1 Part 1 Part 2 Part 3 Part 4 Part km/h Preconditioning Urban Preconditioning Road Part 1 Part 2 Part 3 Part 4 Part 5 8 Zeit Time [s] Time [s] km/h Zeit [s] km/h Preconditioning Motorway km/h Zeit [s] HBEFA 3 Road etc. 4

5 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Methods Emission models have to be based on measurements to reach good accuracy Emissions measured in various cycles have to be converted into emission levels in new cycles Average speed models nstantaneous models (e.g. PHEM) 5

6 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz The Model Structure of PHEM Driving resistanc es & transmission losses Hybrid Vehicle Module Transient engine engine maps maps P e/p 7 ]r ewopdet ar _ W/k) /h g([ x ON _ rate d m n _nor Gearshift model Data bank: * Single vehicles and engines *average vehicles (otto, diesel, EURO to EURO 5) in normalized format Transient correction functions Engine load, Fuel consumption, Emissions Cold start module 6

7 ]r ar _ x nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz User nput: Driving pattern(s) km/h The application of PHEM V(km/h) Gradient Time [s] Driving resistanc es & transmission losses Transient engine engine maps maps P e/p 7 ewopdet Wk/) 2 /h g([ 1 ON 1..8 _ rate.6 d n _norm Engine load, Fuel consumption, Emissions PHEM Gearshift model Transient correction functions Cold start module Data base or from actual measurements Vehicle data: weight, loading Maps: A * Cd Fr, Fr1, hot Fr4 emission maps transmission cold emission ratios maps etc. warm Driving up polygons data: full load gear curve shift model lossestart in gear temperatures box etc. etc. NOx [g/h] NOx Pe/rated n_norm Emissions Power, rpm, norm al Tme [s] 7

8 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Engine maps can be gained from transient tests V & running resistance -> engine power V & transmission & gearshift -> engine speed Verbrauch NOx g/h km/h fuel consumption [g/h] normalised engine speed [-] normalised engine power [-] g/h Zeit [s] 8

9 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz But only if measurement data is treated correctly HC signal measured by Fast FD at engine-out [ppm] 2 6[s] misalignment [s] misalignment 2 Smoothing HC signal measured by CVS analyzer [ppm] Time [s] Mixing of the exhaust gases in the tailpipe Mixing of the exhaust gases in the CVS Response time of the analyzers Potential errors: Signal misalignment, Signal smoothing. 9

10 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Smoothing and misalignment in the exhaust line.8 HC fraction [-] HC (T2) (T3) (T4) (T1) HC (T3) (T4) (T1) (T2) HC (T4) (T1) (T2) (T3) HC (T1) (T2) (T3) (T4) position (m) Exhaust pipe T1 T2 T3 T4 To be corrected by sophistiated functions 1

11 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz -> Feasible Sources for Emission Factors from PHEM Microscale Emission model PHEM Driving resistances & transmission Emission Map losses NOx[(g/h)/kW_ratedpower] Pe/P_rated n_norm Engine load, FC, emissions 1. Subroutines Gear shift model Fuel Quality Transient Correction Cold start tool Engine test beds chassis dyno (2-wheeler, cars, HDV) Manually (e.g. future vehicles) NEMO Network Emission Model Module: Fleet Module: Network section veh-cat Module: Emissions Σ ( Σ E i * f i )* ADT j *L j j i PEMS tests 11

12 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Vehicles (engines) in the PHEM Data Base S cars C cars HDV Pre-Euro EURO EURO EURO EURO EURO Next activities: Emission factors for the HBEFA 3 *HDV ~7 EU5 HDV PEMS data from TÜV to be included *LDV: data collection + measurements (6 veh) for instantaneous data to extend data base for Efas 12

13 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Emission models have to be selected according to the tasks nventories: good picture of average fleet emissions *high number of vehicles in the sample *good picture of average traffic situations Evaluation of measures: good accuracy of relative changes, e.g. due to *change in traffic flow (e.g. traffic light control) *change in driving behaviour (e.g. GS) *change in technologies ( e.g. η-scr=f(t) ) What can actual models provide? 13

14 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Simulation results vs. measured fuel consumption VW Golf GT (Diesel EURO 4) Fuel Consumption PHEM-data from CADC only! Messwert PHEM Polynomisch (Messwert) Fuel Consumption [g/km] R 2 = Averag Cycle Speed [km/h] 14

15 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Measured NOx emissions HBEFA vs. CADC VW Golf GT (Diesel EURO 4) NOx CADC-Motorway 1. CADC-Urban NOx [g/km].8.6 CADC-Road R 2 =.681 HBEFA 3 MW.4.2. HBEFA 1.2 HBEFA 3 urban Averag Cycle Speed [km/h] Messwert Polynomisch (Messwert) 15

16 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz 1.4 Simulation results vs. measured NOx emissions VW Golf GT (Diesel EURO 4) NOx 1.2 PHEM-data from CADC only! 1. NOx [g/km].8.6 R 2 = Averag Cycle Speed [km/h] Messwert PHEM Polynomisch (Messwert) 16

17 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Similar comparison for EURO 4 C car fleet (PHEM data from CADC only) Fuel Consumption (Average for 1 EURO 4 diesel cars) Measured PHEM Polynomisch (Measured) 1. g/km R 2 = Average Cycle Speed [km/h] 17

18 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz.7.6 Similar comparison for EURO 4 C car fleet (PHEM data from CADC only) PM (Average for 1 EURO 4 diesel cars) Measured PHEM Polynomisch (Measured).5 g/km.4.3 R 2 = Average Cycle Speed [km/h] 18

19 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Similar comparison for EURO 4 S car fleet (PHEM data from CADC only) Fuel Consumption (Average of 21 EURO 4 gasoline cars) Measured PHEM Polynomisch (Measured) g/km R 2 = Average Cycle Speed [km/h] 19

20 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz.25.2 Similar comparison for EURO 4 S car fleet (PHEM data from CADC only) HC Emissions (Average of 21 EURO 4 gasoline cars) Relative deviation is high for CO and HC of modern cars (absolute values low) Measured PHEM Polynomisch (Measured).15 g/km.1 R 2 = Average Cycle Speed [km/h] 2

21 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Similar comparison for HDV EURO (PHEM data from JRC-PEMS measurements) 1 cycle to set up PHEM data, 17 others simulated for validation 45 fuel consumption PHEM setup ECU based measurement Polynomisch (measurement) 25 [g/h] R 2 = average cycle speed [km/h] 21

22 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Similar comparison for HDV EURO (PHEM data from JRC-PEMS measurements) 1 cycle to set up PHEM data, 17 others simulated for validation 12 PHEM setup ECU based NOx 1 measurement Polynomisch (measurement) 8 [g/h] R 2 = average cycle speed [km/h] 22

23 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Link PHEM with Micro Traffic Models For simulation and optimisation of *Traffic control measures *Vehicle to vehicle communication *vehicle technology options (e.g. hybrid operating strategies) Video 23

24 _ /h x nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Traffic model v-trajectories Evaluation: *total sum *acc. to vehicles *acc. to location Method of PHEM Advance PHEM-Advance Sorting vehicles to Veh-d Sequential simulation of each single veh. *Attribution of vehicle layer *Attribution of starting values (T-cat, T-coolant) PHEM_Standard Driving resista nc es & transmission losses Transient engine engine maps maps 7 ]r ewopdet 6 5 ar 4 3 W/k) 2 g([ 1 ON 1. Gearshift model P e/p _ rate.8.6 d n _norm Transient correction functions Eng ine lo a d, Fue l consumption, Emissions Cold start module 24

25 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Summary PHEM has a huge DB for HDE and HDV emissions (HBEFA 1.2, ARTEMS, COST 346, HBEFA 3) PHEM was extended to model also emissions from passenger cars, LDV and 2-wheelers nput data from chassis dyno, engine tests and PEMS can be compiled consistently in a similar quality Good accuracy is reached for most exhaust gas components. Simulation of CO and HC from modern cars should be improved The interface with micro traffic simulation may provide a powerful tool for local traffic optimisations towards low emissions PHEM can not replace inventory models but can provide emission factors to them 25

26 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Thank you for your attention! Rollenprüfstand für Schwere Nutzfahrzeuge der TU-Graz 26

27 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Dynamikkorrektur 27

28 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Quasi Stationary Simulation 4 transient tests ETC UST TUG TNO CO [g/h] t [s] Sec. CO measured CO PHEM

29 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Quality of the Quasi Stationary Simulation Good agreement for fuel consumption (<+/- 5%) Acceptable agreement for NO x (<+/- 2%) nacceptable agreement for CO, HC and PM (>- 5% to +1%) Reasons are seen mainly in influences of transient changes in the engine load Transient correction for quasi stationary emissions is necessary 29

30 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Demands for Transient Correction Explain the differences between quasi stationary result and measurement in transient tests With formulas for quantitative assessment Method for quick elaboration is essential (many engines with total >3 transient tests each) Statistical approach selected 3

31 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Approach for Transient Correction 1) Main differences between steady state and transient operation: * inertia of turbo charging + charge air cooling inlet air (p, t, V, -> Lambda) * Electronic engine control application 2) Statistical analysis which values correlate well with differences simulation - measurement 3) Description of these parameters with transient parameters, which can be calculated from engine load changes directly 31

32 Example Transient Parameter nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Delta CO Deta (stat./measured-1) CO (stat./dyn-1) 4% 2% % -2% -4% -6% 1) Quasi stationary simulation vs. measurement: λ and CO λ increase in transient load CO decrease λ decrease in transient load CO increase -8% -15% -1% -5% % 5% 1% 15% Delta Deta-Lambda λ (stat./measured-1) (stat./dyn-1) 32

33 Example Transient Parameter nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz 18% 2) Explanation of λ differences by transient parameters, e.g.: Transient Parameter "Ampl3p3s"1) 16% 14% 12% 1% 8% 6% 4% 2% % -15% -1% -5% % 5% 1% 15% Deta-Lambda (stat./dyn-1) Delta λ (stat./measured-1) 33

34 Example Transient Parameter nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz 4% 3) Correlation CO-differences and transient parameters Delta CO Deta (stat./measured-1) CO (stat./dyn-1) 2% % -2% -4% -6% -8% -1% R 2 = Ampl3P3s 34

35 Example Transient Parameter nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz 4) mprovement of correlations with multiple regression (up to 3 explaining transient parameters) Factors (gained by multiple regression analysis) F trans = A T 1 + B T2 + C T3 Transient parameters (Ampl3p3s, ΔPe2s,...) Transient corrected emission value: E trans = E QS + PRated F trans 35

36 nstitute for nternal Combustion Engines and Thermodynamics, University of Technology Graz Model accuracy for the average engine PM-meas. PM-dyn. PM, all EURO 2 engines PM [g/h] ETC UST TUG TNO 7 TNO