TWINTEC Technologie GmbH Eduard- Rhein-Straße Königswinter BERICHT NR. BELICON/TT

Transcription

1 PEMS MEASUREMENT IN-THE REAL PUBLIC TRANSPORT OPERATING WITH THE TWINTEC B-NOX SYSTEM IN 12 AND 13 EXECUTION ON A EURO-II-SOLO BUS OF THE TYPE MERCEDES BENZ O 45 N ON THE LANDSHUTER CITY LINE 3 (SORT 2 CHARACTERISTICS) AND COMPARE THE RESULTS WITH THOSE OF SOLO BUSES OF THE THRESHOLD LEVELS OF EURO VI AND EEV TWINTEC Technologie GmbH Eduard- Rhein-Straße Königswinter BERICHT NR. BELICON/TT This report may be only fully, without omitting or adding, and published. Should he be reprinted in part or reproduced, the written consent of the author is so before obtaining. Institut for applied research of the commercial vehicle and exhaust gas analysis (BELICON) Managing director: Prof. Dr.-Ing. Ralp P.

2 Freigegeben: Prof. Dr. Ralph Pütz Erstellt: Prof. Dr. Ralph 2 3 Pütz Johann Lehner

3 INDEX 1 Task 6 2 Used testbed 8 3 Selected line: Landshut line Standardization of cycle speeds 12 5 TWINTEC B-NOx-System 15 6 Used PEMS measurement Sampling tube (flow meters) Semtech EcoStar Series Power Distribution Module (PDM) Fuel Economy Meter (FEM) Nitrogen oxide (NOx Analyzer) Flame Ionization Detector (FID) Weather sensor and GPS transmitters External power supply Installation of PEMS measurement in the test vehicle Development of Measurement Technology Application of measuring technology Start-up of metrology 26 7 Test procedure: Measurement on line Meteorological data of test runs with version Measured values for gaseous emissions version Normalized values for gaseous emissions for Variant Variant 3:12 B-NOx system with AdBlue injection Speed profile at version Meteorological data of test runs with version Measurements for gaseous emissions from version Summary tabular comparison of emission of the Variants 1 to 3 with the reference vehicle 44 8 Comparison of emissions 45 Bibliography 47 I. Appendix OEM reference vehicle of EvoBus MB O 45 N (EURO II) Speed profile Meteorological data of test runs with the reference vehicle measurement values for gaseous emissions in the reference vehicle Normalized values for gaseous emissions in the reference vehicle Variant 1: 13 B-NOx without AdBlue injection system Speed profile at version Meteorological data of test runs with version Measurements for gaseous emissions for version normalized values for gaseous emissions for version Variant 2: 13 B-NOx system with AdBlue injection ppeed profile at version INdEX 5 INdEX

4 1 TASK equipped with an innovative low-temperature SCR coating, and a Mobility entitled, environmental conditions, limited fossil resources, surface drive and fuel technologies should be considered in our society. Integrative solutions for propulsion and fuel systems must be developed for a comprehensive sustainability. Not only for new cars, but also for existing commercial vehicles in the field, the demand has increasingly improved the exhaust gas in the focus - in particular the particulate and nitrogen oxide emissions. While existing vehicles of all limit levels once used in city traffic, the aim is on the emission levels from January 1 st, 214 on newly introduced EURO VI. With only EURO VI levels arising, the authors on the basis of extensive measuring campaigns of a near zero emission level determined for commercial vehicles are also in city traffic marked by stop and go. In contrast, they have reached emission reduction V/EEV, finally the level of EURO manufacturer-dependent, so that sometimes even nitrous oxide emissions levels of EURO II vehicles has been found in EURO V vehicles in urban traffic. This is due to the typical diesel trade-off of PM/be/NOX, which run the engines consistently on consumption were designed, then a significant increase in nitric oxide is registered, it has subsequently reduced the conventional SCR exhaust gas after treatment but not sufficiently. Since the respective systems waste gas temperatures are around 25 c with sufficient conversion rates, especially in big engines with 12L displacement. PEMS measurements have shown that in real Linienver, they go through intelligent Upgrades, so that significant emissions improvements can be achieved, but not yet reaching the level of EURO VI vehicles. The subsequent investigations, which are carried out in the period from 11 to 13 May 215, aims at nitrogen oxides by retrofitting the B-NOx system of TWINTEC on a EURO-II-solo bus in real use on the Landshuter quantification of emission improvements, especially with regard Line 3, which passes with an average cycle speed of 18 km/h in approximately a SORT 2-cycle and the average German transport corresponds to. By choosing a EURO II vehicle, the other full application was chosen to investigate the potential of B- NOx system. The B-NOx system consists of a regenerating CRT principle, which is downstream high- temperature SCR. The system is equipped with a thermal insulation for this investigation. When retrofitting the buses with exhaust after-treatment technology, the engine management systems are not accessible. Therefore, actions and strategies as a Stand alone solution are developed and implemented. This premise applies to the B-NOx system. Following, different variants will have different measurements in Landshut Variant 1:13 B-NOx without AdBlue injection system Variant 2:13 B-NOx with AdBlue injection system Variant 3:12 B-NOx system with AdBlue injection As a basis for comparison and reference are the emissions of a EURO II bus in OEM serial execution (EvoBus MB O 45 N), used without exhaust after treatment, which also measured the Landshut line 3 in the real operation at a earlier date.

5 2 USED TESTBED TECHNICAL DATA OF THE EVOBUS MB O45 N 3 SELECTED LINE: LANDSHUT LINE 3 Selected was the Landshut line 3 for the measurements, as this characterizes a real line on SORT-2-level examples with an average speed of cycle of approximately 18 km/h and runs directly at the University of Landshut. It is a measured bus line in Germany. The route is shown below. The line starts in Auloh (A) at the Canal Street station and leads through the old town (B), the main ancestral farm (C) and on finally to the village of Wolfgang (D). The turning point is on the tram station Tulip. Fig 2-1: Test vehicle MB O 45 N Manufacturer Initial registration Type Seat - / standing Length / width / height [mm] Curb weight [kg] Technical Total weight [kg] Motor (charged diesel with LLK) Motor power [kw/hp] at [1/min] at 22 Displacement [cm³] Cylinder Gear (series) / type EvoBus GmbH Mercedes Benz O 45 N 36 / / 25 / OM 447 hla 157/ speed / automatic EURO Figure 3-1: route of line 3 (source: Google) The route is served in both directions. By way of derogation from the regular course of measurements at the University of Landshut, each started at Auloh (a). The Canal Street stop is used as line 3 is shown. This is equivalent to each of the one way, with a total length of approximately 14 km. Once at the tram station Tulip is used, the trip will have a length of 9 km. Table 2-1: Technical data of the test vehicle 8 USEd TESTBEd 9 SElECTEd line: landshut line 3

6 metres above sea level [m] Table 3 gives the line stops. Kanalstraße Saaleweg BAHNHOF / HALTESTELLE Donaustraße Pregelweg Auloh/Kreisstraße Am Lurzenhof Fachhochschule Sparkassenarena Messepark Alte Kaserne Konrad-Adenauer-Straße Herzog-Georg-Platz Hauptfriedhof Maximilianstraße Regierungsplatz Altstadt/Sutor Zweibrückenstraße Bismarckplatz Kennedy-Platz Ludmillastraße Hauptbahnhof Altdorf Straße Flurstraße Wolfgangschule Ulmenstraße Weidenweg Eichenstraße Edelweißstraße Erlenstraße Tulpenstraße The corresponding heights history as an example of cycle 1. It is documented in Fig It is evident that there is an almost level line. height profile distance [m] Figure 3-2: elevation profile cycle 1 of line 3 To maintain the influence of riders in the individual cycles, they were measuring trips carried out by the same driver. Furthermore, for the purpose of better comparability (identical load on the line 3, those times measured experimental vehicles) waived on passenger transport. For testing, the defined load consisted of drivers, the measurement technicians and measurement technology (meet about 45 to 5 kg). Table 3-1: line history of the Landshut line 3 from Canal Street Tulip Street 1 SElECTEd line: landshut line 3 11 SElECTEd line: landshut line 3

7 4 STANDARDIZATION OF CYCLE SPEEDS Formula 2: Average value of a diesel solo bus of the border track consumption value level EURO VI [1]: Due to the non-uniform traffic conditions and different line gradients for round-trips, a direct comparison of each of the middle cycle speeds on the individual trips was performed, despite the same driver. Therefore, standardization on same cycle speeds is selected. A secure algorithm of algorithms [1] was developed, it serves as ten approaches for the standardization of local and global emissions and consumption on explicit cycle speed-by R. Pachauri from numerous measurements. Formula 3: Global CO2 emission factor of vehicle consumption [1] The Route consumption ( ),,, ) - with the indexes for a line bus of driving type with threshold level j and the drive technology k with the fuel l - It is an direct relationship to the CO 2 Emission factors 2 ;,,,, which is why the Fuel consumption from the appropriate CO 2 Emissions is directly calculated. For diesel fuel (DIN EN 59) can be a value from f Sp CO 2, DD = 2,63 kg/ldd (1)be adopted. 2 2 The following approach can apply to the dependency of intermediate routes on consumption of diesel solo buses of the EURO threshold levels according to measurements by R. Pachauri: Formula 1: mean value of a diesel solo bus of the border track consumption value level EURO II [1]: The PEMS measurement of emissions are measured directly by CO 2, the consumption can be exactly calculated. Standardization on the basis of the respective algorithm was developed by R. Pachauri. Algorithms are indispensable to perform reliable comparisons of the individual measuring cycles, as mentioned above. With these formulas, the measurements of the individual cycles on standardized average speeds converted into the present case 12 and 18 km/h and are therefore usable with each other comparable bar. The following approaches are applied for the standardization of CO 2 emissions Formula4:NormierungvonCO 2 This formula is valid for a load of 1,5 kg. Generally a consumption of B % per load = 4% [2] can be adopted. The global emission factor can then consume the specific emissions of CO 2 l [kg 2 CO2 /l l ] are calculated to: The emissions behavior of the EURO II bus with B-NOx system via the medium cycle speed has a characteristic of the Euro VI - and EEV buses, a regression such as in vehicles of thisthreshold level is assumed initially. If necessary, the subsequent readings due to the show Combination of low - and high-temperature SCR different characteristics, whereby up to respond will be. 12 STANdARdIzATION OF CYClE SpEEdS 13 STANdARdIzATION OF CYClE SpEEdS

8 Formula 5: conversion factor for CO 2 at EURO II [1]: 12 STANdARdIzATION OF CYClE SpEEdS 13 STANdARdIzATION OF CYClE SpEEdS

9 Formula 6: conversion factor for CO2 Euro VI [1]: 5 TWINTEC B-NOx-SYSTEM The standardization of NOX emissions has taken its own formulas for the emission factor. The conversion is similar to the formulas for CO 2. Formula 7: Mean value of the NOx emission factor a diesel solo bus of the limit level of EURO II [1]: The B-NOx system consists of a regenerating CRT principle, which is equipped with an innovative low-temperature SCR coating, and a downstream high- temperature SCR. The system is equipped with a thermal insulation and a stand-alone solution with dspace. Because it is a project for the manufacturer of TWINTEC, there is no need for a detailed description of the system. Following, different variants that are measured in the measurements on the Landshuter City line 3: Option 1:13 B-NOx without AdBlue injection system Option 2:13 B-NOx system with AdBlue injection Option 3:12 B-NOx system with AdBlue injection Formula 8: Mean value of the NOx emission factor a diesel solo bus of the limit level of EURO VI [1]: Formula 9: Standardization of NOx: Formula 1: conversion factor for NOx for EURO II [1]: Formula 11: conversion factor for NOx for EURO VI [1]: Fig. 5-1: Building the B-NOx system inside the vehicle 14 STANdARdIzATION OF CYClE SpEEdS 15 TWINTEC B-NOX-SYSTEM

10 6 USED PEMS MEASUREMENT The used measurement and their installation in the regulation are described below in a support search. The technical data of the individual components of the measurement are listed in the annex. 6.1 Sampling TUBE (Flow METERS) There the sample gas that pass through two heated filters, as well as a membrane filter (dark blue) and a cyclone separator (violet), before the sample is transported through the heated line (green connector) to the measuring system. The flow meter The flow meter is used to sample the also has a heat exchanger for exhaust gases. Figure 6 shows the temperature dissipation (Orange). The sampling tube. The tube (red) is weather probe and the GPS receiver directly connected to the exhaust are attached to the connectors on the flow and as a result of the exhaust top. Communication with the measuring gas passes through this, note the system is used for the connecting flow direction (black arrow). They harness which is attached to its are different depending on the vehicle and flow Pipe diameter at the disposal, which are defined by the Semtech EcoStar system. Landshut school has the sampling tube for the measurement of buses, with a blade ø 12 mm (4 ). This configuration is for a flow rate of 31 to 214 kg / h (at 1 C) or 46 to 159 kg/h at 4 C sets. Test probes inside the tube through the exhaust sample are to the control module. Fig 6-1: Flow Meter of the Semtech Ecostar Systems (colorized) (5) Fig 6-3: Power distribution module of the EcoStar connector (yellow). 6.2 SEMTECH ECOSTAR SERIES For the measurements, the measuring system is a Semtech EcoStar, from the company using sensor Europe. This system consists of a set of modules, which represents individual start-ups from the user. In doing so, each module is always functional and can be used to measure the specific values. The modules of FID, NOx, FEM, and PDM solutions for the knife can be used (Figure 6-1). The individual modules are described in the following chapter. Fig 6-2: Fuel Economy meter module of EcoStar-series Fig 6-1: Semtech EcoStar modules; Control module from above: FID, FID, NOx, FEM, PDM 16 USEd pems MEASUREMENT 17 USEd pems MEASUREMENT

11 6.2.1 POWER DISTRIBUTION MODULE (pdm) For this purpose were the (Figure 6-2) Hochschule Landshut (BELICON) The power distribution module (PDM, developed several stuff-type-specific see Figure 6) ensures powering the devices to be fitted to the towing modules during use of the entire hitch. Exhaust, which, in addition to building, they must be individually data interfaces, using multiple hoses connected to the power source. The summarized in the connecting harness PDM can be in a range of 11 V up to 249 V alternating voltage (Figure Fig 6-5: Flow Meter (mounted) (Figure 6) from the exhaust pipe of the Board search carrier to the 6-5): the flow meter operation must measuring device in the Interior operate at 12 V to 3 V DC (mounted). runs. A NDIR Analyzer measures with This is not to charge the energy CO, CO 2 and HC values. budget of the test vehicle but to measure the results by an additional consumer, one is voltage and power supply. The m a j o r measurements are guarded by a provided gasolinepowered generator. -Additional weight by the generator will be Figure 6: connecting considered payload and harness with included in the calculation. The generator supplies a voltage of 23 V for the PDM module, through the act of having the measurement modules components with Power supplies. Fig 6-6: Connecting Harness Figure 6-8: Flame Ionization Detector Modular Fig 6-9: FID Control Module with connection for the Heated- Line NDIR - or dispersive INF - root sensor determines the concentrations of carbon monoxide, carbon dioxide and hydrocarbons by spectroscopy NITROGEN OXIDE (NOX ANALYZER) The Semtech NOx (Figure 6-3) uses the so-called NDUV-(non-dispersive ultraviolet-) technology for determining simultaneous, but separate the NO - limit and NO 2 - components of nitrogen oxide (NOx) contained in the exhaust gas. Ecostar Series in this module in conjunction with the Illustration 6-9: FID Control FEM FUEl ECONOMY METER (FEM) module made the calibration of the Semtech fuel economy meters, short FEM in real time performance need measurements using a carbon balance and the emitted CO 2 sharing the waste gas analysis. The corresponding flow meter (Figure 6-5) is at the rear of the vehicle. Fig 6-7: NOx-Analyzer Modul of the Ecostar Series Fig 6-1: Heated Line whole trade fair module with connection for the equipment. This is performed at the beginning of the heated line of each measuring journey with the help of calibration gases, containing specific, known concentrations of CO, CO 2, NO, NO 2 and THC. W as a result and in conjunction with the zero calibration with the implementation environment air 18 USEd pems MEASUREMENT 19 USEd pems MEASUREMENT

12 6.2.4 Flame Ionization detector (FId) The flame ionization detector module (Figure 6-8), short FID, measures the hydrocarbon (HC) shares in the exhaust gas and using a vacuum- flame ionization detector. The flame External Power Supply So that the load requirements of the engine are not additionally affected by energy needs of measurement, does not have access to the vehicle s electrical system. produced in the combustion chamber of the device uses an external fuel supply to minimize. This heats the heated line before individual measurement on 18 C. Fig 6-11: Weather-station with mounting bracket Finally, a current drain on the 24-V vehicle power means an increased burden of the generators on the Test Bench and the measurable increases in the fuel consumption. The WEATHER SENSOR And GPS TRANSMITTERS Evaluate the data later reproducible, a weather sensor which is integrated in the weather station are (Figure 6-11) and a GPS - receiver (Figure 6-12) used. The weather sensor draws the ambient temperature humidity, speed and air pressure on and is attached to the side of the vehicle Fig 6-12: Garmin GPS Receiver Fig 6-14: Semtech Ecostar with cabling (colored) measurement of the power consumption during the heating phase of the measurement resulted in a value of approx. 76 W. Therefore, the instruments were powered during installation to preheat over the house power system (23 V mains) and during test runs then a gasoline generator the brand Honda (see Figure 6-13) fed. by means of suction. The GPS receiver is the exact location (latitude and longitude, and altitude) and the currently driven speed. He is held at the driving Figure 6-5: pinned generator. Both are connected to the flow meter. Fig 6-13: Generator to external power supply of metrology (Hon-da EU 2i) (7) Fig 6-15: Semtech EcoStar rear view 2 USEd pems MEASUREMENT 21 USEd pems MEASUREMENT

13 6.3 Installation OF PEMS MEASUREMENT IN THE TEST Vehicle The following describes the installation of metrology in the test bench Development Of Measurement Technology The development of metrology with the individual modules via a connector binding on the sides of each module, which connects them positively by rotation of Hexagon socket screws. A transport box was made to transport of measurement sensors, all existing Module - already installed - contained and secured it to the transport. Thus the measuring system is already mounted 6-14 and presented 6-15 configuration in the figure. Depending on the vehicle model and the equipment positioning on the bus that is individually adapted to the conditions (see Chapter application of measurement). Then, the modules are wired together. The power cable is used to connect the PDM to the power source. This module provides the NOx, FEM, and FID control module using the 12 VDC connectors and the FID a 24 V connection with power (fig. 6-14, red). The aux 1 ports via the CAN become the communication of the individual modules with one another, (Controller area network) cable is connected (blue). Module with the FID itself the aux is used to connect the FID control 2 port (green). The measurement with the PC are connected via the aux 2 socket on the NOx module (yellow). There are the existing USB as well as a LAN cable. Optionally the Semtech can connect also with the CAN-bus line of the experimental vehicle via OBD via an aux 2 socket. This is not the EURO II bus but, this project due to the non-compatible diagnostic interface. The connection of the system with the flow meter is the same as mentioned via the connecting harness and heated line. The connection is carried out at the front of the Semtech EcoStar. Also on the front of the fuel bottle on a hose that is connected to the FID-chip port. Now, each of the hoses that are for the emitted measurement must be exhaust gas and for the zero calibration with the ambient air are connected to the NOx analyzer Application of Measuring Technology The application of metrology in the test car is especially to make sure that the flow meter at the rear of the vehicle is compliant with being mounted on the road traffic legislation (in Germany E.g. StVO conform). In the adaptation of the measurement in the test vehicle, it is also worth noting: As close to the rear placement, because the lines to the flow are relatively short meter. When the test vehicle is fitted through the engine compartment and the maintenance flap in the Interior; Tie-down options for measuring systems as well as for the H2 fuel gas cylinders are required; To a window it should be in the vicinity of the measuring system, supplying fresh air to the NOx analyzer and the exhaust out of the bus. Fig 6-16 application of measurement outside and the Interior of the test vehicle MB O 45 N In the test bench measurement built two rows in front of the rear seat bench on the Bank Group, as shown in Figure The devices are non-slip lashed by means of a clamping belt. Also, securing the fuel bottle is also made using the strap. The gas cylinder is fixed on the basis of the connection to the FID as close as possible to the measurement. This is to ensure that the gas bottles during braking and lateral forces during curve drives are backed up. 22 USEd pems MEASUREMENT 23 USEd pems MEASUREMENT

14 Laying the heated line and the connecting harness out to the flow meters via a service door inside the motor over (see fig. 6-16, left). After all the components are housed and securely fastened, the system can be booted to temperature and the heating of the heated line, which takes an hour, can begin. Furthermore is the sensor for the weather data by means of suction on the vehicle roof mounted and the GPS transmitters with magnets attached to the specimen. The connection of the flow meter at the rear of the vehicle using a vehicle-specific adapter that specifically and individually customized according to the conditions of the test vehicle. (Figure 6-17). meter and the necessary power supply to not charge the on-board power supply of the bus operation of the measurement. The generator is not placed in the Interior, because exhaust gases, which would be directed outwards. In addition, even the installation of signposts are the labeled Measuring vehicle and the affixing of the necessary mark. Then all components on the vehicle adapter is mounted, receiver and the weather station are on the GPS, as well as the connecting harness and the heated Line on the flow meter mounted. In the next step, it is then a gas-tight connection of the lateral exhaust pipe of the test vehicle with the flow meter to produce. This is the exhaust pipe solved by the silencer and a pipe adapter attached in its place. This adapter is necessary, since the end is slightly different diameter, a port has the flexible stainless steel tube, used as a flue to the flow meter. Heat-resistant aluminum tape and pipe clamps are used for the sealing of the transition. Then, the flexible tube to the flow meter is connected. The stainless steel tube is used to stabilize each with steel straps attached to the rear of the respective vehicle and moved back (Figure 6-18). Fig 6-17: adapter for attachment of flow meters, generator and plate holder on the test bench The towing eye (funnel) serves as a recording of this device. A bolt secures adapter into vehicle high and lengthwise, a cross brace serves the lateral support. This is also individually adapted to the structure of the bus. Therefore, a stable and solid connection is guaranteed. The adapter such as higher UNEM serves as a receptecla for the flow Fig 6-18: Connection of the flexible stainless steel tube on the end muffler 24 USEd pems MEASUREMENT 25 USEd pems MEASUREMENT

15 6.3.3 START-Up Of Metrology Before the measurements, the measuring system described must be calibrated to ensure the strength and accuracy of measurement results. This is converted by speler on a gas generator and power supplied from now. The calibration using gas bottles with specific, known gas concentrations, are in a mobile recording transportion and can be while driving with the tension belt to the wheelchair space or attached to the grab bars near the measurement. In the last step, yet a zero calibration must be carried with the ambient air. This must be running prior to each measurement, to prevent uneven environmental influences as possible. One of the zero span connecting the FID according to externally run hose ambient sucked in air completing the zero calibration 7 TEST PROCEDURE: MEASUREMENT ON LINE 3 The project aims at analyzing, in how far through the retrofitting of the B-NOx system of TWINTEC on a EURO-II-solo bus emission improvements - particularly regarding achieved nitrogen oxides - in the real operation on the Landshut line 3. The line 3 is speed of 18 km/h, with an average cycle of a SORT 2-cycle and thus the average German city traffic. By choosing a EURO II vehicle as a starting point, the most demanding application was chosen to investigate the potential of B-NOx system. The constant load consists of the aforementioned reasons, each measuring drive only from the driver, the measurement technicians and the measurement itself. 1 Hz is selected as the recording frequency of measurement which corresponds to a measurement per second for each measure and represents a sufficiently accurate picture of the values to be collected represents. Internally, 5 readings per second are recorded and interpolated. The following measurement plan has been drawn up: Variant 1:13 -B-NOx system without AdBlue injection cycle 1: line 3, one way ( cold ) cycle 2: line 3, return Variant 2:13 B-NOx system with AdBlue injection cycle 3: line 3, one way ( cold ) cycle 4: line 3, return cycle 5: line 3, one way cycle 6: line 3, return: Variant 3:12 B-NOx system with AdBlue injection cycle 7: line 3, one way ( cold ) cycle 8: line 3, return cycle 9: line 3, one way cycle 1: line 3, return 26 USEd pems MEASUREMENT 27 TEST procedure: MEASUREMENT ON line 3

16 Each cycle is either a return or return on line 3. The measurements should occur during the period May 215: at the start of the line 3 it is the mobile emissions measurement for a zero calibration. Then begins the actual measurement. The measuring technicians stay during the entire trip on there PC and check the values that appear in the real sequence on the screen, their plausibility. The terminus is reached, the measurement will be stopped and stored, which means cycle 1 is finished. For each cycle is a new file sets. The measurement for the return trip is then performed in the same pattern. In this way, the line 3 is shut down several times and measured. As referenced emissions of EURO II bus shall be used 45 N in OEM serial execution, i.e. without exhaust after treatment MB O, which had earlier also measured on the Landshut line 3 in real operation. 7.1 OEM REFERENCE Vehicle OF EVOBUS MB O 45 N (EURO II) The gas-shaped emissions collected in a previous campaign for the OEM-EURO II reference vehicle listed below first Speed profile speed (km/h) s 4m17s 8m33s 12m49s 17m5s 21m21s 25m37s 29m53s 34m9s 38m25s 42m41s 46m57s Fig 7-1: speed profile for cycle.1 (18 km), excerpt The speeds are SORT-2-level (medium cycle speed 18 km/h) and can be reached in the majority of public transport typical trapezoidal cycles both on the background(cycle.1) as well as on the way back (cycle.2) approximately 3 to 45 km/h Meteorological data of test runs with the Vehicle Table show the meteorological data of the test runs with the EURO II test bench in OEM version. Cycle of.1 to AMBIENT PRESSURE AIR HUMIDITY Table 7-1: Meteorological data of the test runs (cycle.1 and.2) AMBIENT TEMPERATURE MEASUREMENT VALUES FOR GASEOUS EMISSIONS IN THE REFERENCE VEHICLE Table 7-2 shows the measured values for the rides on SORT-2-level thermal sized cycle speed 18 km/h. CYCLE V MITTEL [km/h] mbar ,62 12,45, ,99 1,22,77 Table 7-2: emission measurements in the real operation at medium cycle speed of around 18 km/h (SORT-2 level) for the reference vehicle NORMAlIzEd VAlUES FOR GASEOUS EMISSIONS IN THE REFERENCE VEHIClE Like in Cape. 4 inbound explained, a standardization of the emission measurements on explicit cycle speeds is required for an absolutely reliable comparison. This was done in table 7-3. The outward and return trips on the line 3 differ in the length. % 78,5 C 21,1 NO NO NOx THC CO 2 CO COSUMPTION 2 [g/km] [g/km] [g/km] [g/km] [g/km] [g/km] [l/1km] 13,39 1,729, ,478 42, 1,99 1,596 1,9 15,478 39,94 28 TEST procedure: MEASUREMENT ON line 3 29 TEST procedure: MEASUREMENT ON line 3

17 V MITTEL NO NO 2 NOx THC CO CO 2 COSUMPTION 7.2 VARIANT 1: 13 B-NOX WITHOUT AdBlUE CYCLE [km/h] [g/km] [g/km] [g/km] [g/km] [g/km] [g/km] [l/1km] INJECTION SYSTEM ,63,95 13,58 1,75, , ,68,8 11,48 1,66 1,14 196, 41,7 Medium 18 11,65,88 12,53 1,71,89 117,9 42,1 Table 7-3: Standardized emission measurements in real conditions for explicit medium cycle s bus speed of 18 km/h for the reference vehicle Tourists, the appropriate local emissions and consumption can be confirmed by the authors from comparisons of earlier measurements by other EURO-II solo buses as character-. It is evident that about 93 percent of the oxidized emission will be issued, what * usual raw emissions from diesel engines. It obtained the temperature levels documented in table 7-4. The time units > 25 C T2 (in front of muffler) 14.25% (cycle.1) and 21.97% (cycle.2) for proper regeneration of a downstream particulate filters, as well as for an adequate reduction rate of a conventional SCR does not suffice. In order to assess the effect of the oxidation catalyst used in controlled gaseous emission values at waiver will be examined below. on AdBlue injection Speed profile AT VERSION 1 Generally not modified, overall results for version 1 compared with fig. 7-1 velocity profile. Reach the speeds as in the majority of public transport typical trapezoidal cycles on the return (cycle 1) as well as on the return trip (cycle 2) approximately 3 to 45 km/h, but the average Cycle-speed is marginally below the level of SORT 2. This is due to traffic- related holding in prolonged hold times Meteorological data OF TEST RUNS WITH VERSION 1 Table 7-5 shows the meteorological data of the test runs with the EURO - II test bench and B-NOx system without AdBlue injection. The environmental conditions are very well comparable with those of the reference measurements (OEM version). CYCLE.1 -> Ø 18KM/H; LINE 3 THERE TIME: 1:11: 1:58: DATE: AMBIENT PRESSURE T2 medium 211,6 C 315, C 14,25% T3 medium T2 max T2 >25 21,97% Cycle 1 to mbar 972 AIR HUMIDITY % 34, AMBIENT TEMPERATURE C 23,6 CYCLE.2 -> Ø 18KM/H; LINE 3 BACK TIME: 11:2: 11:3: DATE: Table 7-5: Meteorological data of the test rides (cycle 1 and 2) T2 medium 232,7 C 339, C 27,49% T3 medium T2 max T2 >25 35,37% Table 7-4: mean and maximum temperatures 2 (in front of muffler) and 3 (to manifold), as well as shares > 25 C in.1 cycle and cycle.2 (18 km) MEASUREMENTS FOR GASEOUS EMISSIONS FOR VERSION 1 Table 7-6 shows the measured values for the drives, SORT-2 level with a tendency towards the more demanding SORT 1 level with middle Cycle-speeds to 15 km/h. CYCLE V MITTEL [km/h] NO NO NOx THC CO 2 CO COSUMPTION 2 [g/km] [g/km] [g/km] [g/km] [g/km] [g/km] [l/1km] 1 15,6 9,26 3,19 12,45 <,1,17 111,1 41,8 2 14,7 9,54 3,75 13,29 <,1, ,1 44,6 Table 7-6: emission measurements in real operation at medium cycle speed between SORT 1 and SORT 2-level variation 1 3 TEST procedure: MEASUREMENT ON line 3 31 TEST procedure: MEASUREMENT ON line 3

18 NOx (ppm), Temp ( C) NOx (ppm), Temp ( C) CO2 (%) NO induv_no ppm 4 3 CO2 iambii_co2 % Time (s) NO2 induv_no2 ppm Exhaust Temperature iflow_ex_temp degc Fig 7-2: emissions of nitrogen oxides (NO, NO2) and exhaust gas temperature at the flow meter over time for the outward journey (cycle 1, Cold ) Variant Time (s) 15 2 Fig 7-4: carbon dioxide (CO2) emissions over time for the return trip (cycles 2) For Variant 1 Carbon dioxide emissions, here follow an example of cycle 2 (return), because it is the line 3 to a nearly level topography, approximate the acceleration gradient and characterize also the speed profile. Detection-bar are traffic-related stop, holding, and coasting NORMOLIZED VALUES FOR GASEOUS EMISSIONS FOR VERSION 1 V MITTEL NO NO 2 NOx THC CO CO 2 COSUMPTION CYCLE [km/h] [g/km] [g/km] [g/km] [g/km] [g/km] [g/km] [l/1km] ,65 2,98 11,63 <,1,16 134, ,47 3,33 11,8 <,1,45 154,9 4, NO induv_no ppm Medium 18 8,56 3,16 11,72 <,1,31 144,9 39,73 Table 7-7: Standardized emission measurements in real conditions for explicit medium cycles speed 18 km/h for version Time (s) 15 2 NO2 induv_no2 ppm Exhaust Temperature iflow_ex_temp degc Fig 7-3: emissions of nitrogen oxides (NO, NO2) and exhaust gas temperature at the flow meter on the time for the return trip (cycle 2)for version 1 The readings show due to the use of the oxidation catalyst compared equal to the OEM vehicle, a significant shift of the nitrogen oxide emissions to NO2 and - apparently due to the low temperature of the SCR coating Particulate filter - also a reduction of the overall NOx by about 6%. The NO-are reduced emissions by 93% to 73% of total NOx with equivalent increases in NO2 emissions. The already very low, due to the typical diesel air excess emissions of THC caused the oxidation catalytic converter on the experimental technical Limit of detection, reduces the CO emissions to decrease compared to the reference 65% on lie after the experiences of the authors drop below half those of average EURO VI buses. The reasons for the drop in measured consumption by almost 5% compared to the reference that can only be a driver influence and differences of flow in OEM exhaust tract and B-NOx system be returned. 32 TEST procedure: MEASUREMENT ON line 3 33 TEST procedure: MEASUREMENT ON line 3

19 NOx (ppm), Temp ( C) 7.3 VARIANT 2: 13 B-NOX SYSTEM WITH AdBlUE INJECTION 9 8 As a result, the full efficiency of the B-NOx system in 13 7 should now be executed with AdBlue injection for investigation SPEED PROFILE AT VERSION 2 5 NO induv_no ppm Basically, not a modified velocity profile arises also for version 4 NO2 induv_no2 ppm 2. Reach the speeds in the majority of public transport typical trapezoidal cycles on the return (cycles 3 and 5) as well as on the return trips (cycles 4 and 6) around 3 to 45 km/h, with the middle 3 2 Exhaust Temperature iflow_ex_temp degc cycle speeds just below the level of SORT 2 are METEOROLOGICAL DATA OF TEST RUNS WITH VERSION Table 7-8 shows the meteorological data of the test runs with the EURO II-test bench and 13 B-NOx system with AdBlue injection. The environmental conditions are with the referenced measurements (OEM version) and on the previous day on the version 1, very well comparable to held measurements. Cycle 3 to AMBIENT PRESSURE mbar 958 AIR HUMIDITY Table 7-8: Meteorological data of the test runs (cycles 3 to 6) AMBIENT TEMPERATURE MEASURED VAlUES FOR GASEOUS EMISSIONS VERSION 2 Table 7-9 shows the measured values for the drives close the SORT-2 level. V MITTEL NO NO 2 NOx THC CO CO 2 COSUMPTION CYCLE [km/h] [g/km] [g/km] [g/km] [g/km] [g/km] [g/km] [l/1km] % 42,9 C 24,9 3 17,44 2,13,76 2,89 <,1, ,1 45, 4 14,15 <,1,24,24 <,1, ,9 48, ,33,15,26,41 <,1, ,2 47,72 Time (s) Figure 7-5: emissions of nitrogen oxides (NO, NO2) and exhaust gas temperature at the flow meter on the time for the outward journey (cycle 3, Cold ) for version 2 It is to recognized that initially - probably due to a lack of ammonia due to empty disk as well as an insufficient exhaust gas temperature due to cold - hinder the conversion of NOx. This will change rapidly, so that after about 1 minutes, a near complete reduction of NOx. Through the Cold-start effect is the total efficiency of the cycle 3. However, something is compromised. Because the temperature of the exhaust gas at the flow meter hardly exceeds 2 C - as also in the cycles of 4 to 6 - the innovative low-temperature SCR coating seems to be mainly responsible for the conversion of NOx. Would a conventional SCR system at the prevailing, low exhaust gas temperatures produce no sufficient appropriate NOx conversion? Has begun the conversion of NOx at the B-NOx system, the NOx are eliminated emissions almost completely by about 97% compared to the reference -. The remaining NOx emission consists almost exclusively of NO2, are vehicles ever but in accordance with the experiences of authors on one the best EURO-VI - equivalent level (see fig. 7-5 and 7-8). 6 15,61,14,32,46 <,1, ,8 45,43 Table 7-9: emission measurements in the real operation with medium cycle speed between SORT 1 and SORT 2-level Variant 2 34 TEST procedure: MEASUREMENT ON line 3 35 TEST procedure: MEASUREMENT ON line 3

20 NOx (ppm), Temp ( C) NOx (ppm), Temp ( C) Time (s) NO induv_no ppm NO2 induv_no2 ppm Exhaust Temperature iflow_ex_temp degc Fig 7-6: emissions of nitrogen oxides (NO, NO2) and exhaust gas temperature at the flow meter on the time for the return trip (cycle 4) for version NO induv_no ppm CO2 (%) NOx (ppm), Temp ( C) Time (s) 15 2 NO induv_no ppm NO2 induv_no2 ppm Exhaust Temperature iflow_ex_temp degc Fig 7-8: Nitrogen oxides (NO, NO2) and exhaust gas temperature at the flow meter over time for the return journey (cycle 6) for Variant CO2 iambii_co2 % 1 8 NO2 induv_no2 ppm 2 Exhaust Temperature 6 iflow_ex_temp degc Time (s) 2 Fig 7-9: carbon dioxide (CO2) emissions over time for a return trip (here cycle 6) Variant Time (s) Fig 7-7: Nitrogen oxides (NO, NO2) and exhaust gas temperature at the flow meter over time for the outward journey (cycle 5) for Variant 2 Carbon dioxide emissions, here on the example of the cycle 6 for a return trip, the following conditions, because it is the line 3 to a nearly level topography, approimately the course of acceleration and thus characterize the speed profile. * Offers are traffic-related stop, holding and coasting. 36 TEST procedure: MEASUREMENT ON line 3 37 TEST procedure: MEASUREMENT ON line 3

21 7.3.4 NORMALLTED VALUES FOR GASEOUS EMISSIONS FOR VARIANT 2 The measured values for the nitrogen oxides NOx-B system in 13 version showing that the usual characteristic of increasing NOx emission factors in low cycle speeds here apparently not resilient is true, at 14.1 km/h cycle speed was measured even slightly lower NOx emissions than at 16.3 km/h. This seems to be the coordinated interaction of low temperature-scr coating in the particulate filter and conventional high temperature SCR. Because of the EURO VI levels one alternative proven with the B-NOX system for nitrogen oxides - it is below blossom approximation of NOx normalization algorithms found for EURO VI vehicles applied, because the B-NOx system has lowest emissions of nitrogen oxides. The auto-run however recommend to examine the area between 14 and 18 km/h if necessary, deciding to be a disabled project. 7.4 VARIANT 3:12 B-NOX SYSTEM WITH AdBLUE INJECTION As a result, the efficiency of the smaller B-NOx system in 12 execution with AdBlue injection should now be examined SPEED PROFILE AT VERSION 3 Basically, not modified overall results compared to the variants 1 and 2 speed profile. Reaching the speeds in the majority of the mounting of the typical trapezoidal cycles both on the back (Cycles 7 and 9) than on the back rides (8 and 1 cycles) around 3 to 45 km/h, and the average Zyklusgeschwin-speeds again just below the level of SORT METEOROLOGICAL DATA OF TEST RUNS WITH VERSION 3. CYCLE Medium 3-6 Medium 4-6 V MITTEL [km/h ] NO [g/km ] 2,7 <,1,13,12 NO 2 [g/km ],74,19,25,28 NOx [g/km ] 2,81,19,38,4 THC [g/km ] <, 1 <, 1 <, CO [g/km ],4,41.91,66 CO 2 [g/km ] 1166,1 1142,1 122,7 1123,3 COSUMPTION [l/1km] 44,3 43,4 45,7 42,7 18,58,37,95 <,,6 1158,6 44,1 18,1,23,33 <,, , 43,9 Table 7-11 shows the meteorological data of the test runs with the EURO II-test bench and 12 -B-NOx system with AdBlue injection. 1 and 2 are the environmental conditions Cycle 7 to AMBIENT PRESSURE mbar 958 AIR HUMIDITY % 5,6 AMBIENT TEMPERATURE C 21,5 Table 7-1: standardized emission measurements in real conditions for explicit medium cycle speed 18 km/h for version 2 The readings show cycle speed of 18 km/h (according to SORT 2) and despite taking into account the cold start behavior a highly significant reduction in NOx around 92% of 12,53 g / km to.95 g / km with 13 -B-NOx system, with standardization on a medium-sized cycle, when compared to the OEM-EURO II reference vehicle. In the steady state (4-6 cycles), NOx reduction is more than 97%. The nitrogen values are, as well as the THC and CO values after the experiences of the authors level EURO-VI-in the area of benchmarks. Contrary to expectations, a consumption increase of around 1% was compared to the referenced measure, after the same system without AdBlue injection measured reduction in consumption by almost 5% compared to the reference only FAH and not exactly the same distances and may also effect flow in the system that can be explained by. Table 7-11: Meteorological data of the test runs (7 to 1 cycles) MEASUREMENTS FOR GASEOUS EMISSIONS FROM VERSION 3 Table 7-12 shows the measured values for the drives close the SORT-2 level. CYCLE [km/h] [g/km] [g/km] [g/km] [g/km] [g/km] [g/km] [l/1km] V MITTEL NO NO 2 NOx THC CO CO 2 COSUMPTION 7 17,83,29,13,42 <,1 <,1 131,5 39,2 8 16,59 <,1,24,24 <,1 <,1 118,9 38, ,2 <,1,31,31 <,1 <,1 1162,6 44, ,15 <,1,33,33 <,1 <,1 1143,1 43,46 Table 7-12: emission measurements in the real operation at medium cyclespeed close to SORT 2 level for version TEST procedure: MEASUREMENT ON line 3 39 TEST procedure: MEASUREMENT ON line 3

22 NOx (ppm), Temp ( C) NOx (ppm), Temp ( C) NOx (ppm), Temp ( C) NO induv_no ppm 12 NO induv_no ppm 1 2 NO2 induv_no2 ppm NO2 induv_no2 ppm 8 15 Exhaust Temperature iflow_ex_temp degc 6 Exhaust Temperature iflow_ex_temp degc Time (s) Fig 7-1: emissions of nitrogen oxides (NO, NO2) and exhaust gas temperature of the flow meters above the time for one way (cycle 7, Cold ) for option Time (s) 15 2 Fig 7-11: nitrogen oxides (NO, NO2) and exhaust gas temperature at the flow meter over time for the return trip (Cycle 8) for Version 3 It can be seen that version 2 initially, due to a lack of ammonia due to empty disk as well as an insufficient exhaust, NOx conversion hinders temperature due to cold. This changes each rapidly, more rapidly than the larger 13 - system. After about 5 minutes has been already carried out, an almost complete reduction of NOx. The cold start effect but slightly affects the overall efficiency of the cycle 7. Since the exhaust 2 C, does not exceed temperatures on the flow meter - as also in the cycles of 8-1, the innovative low-temperature SCR coating remain neutrally responsible for the conversion of NOx. A conventional SCR system would produce no sufficient appropriate NOx conversion at the prevailing low exhaust gas temperatures NO induv_no ppm NO2 induv_no2 ppm Exhaust Temperature iflow_ex_temp degc If the NOx conversion started when 12 -B-NOx system, the NOx emissions are almost completely - by about 97% compared to the reference. The remaining NOx emission consists almost exclusively of NO2 but is in accordance with the experience of the authors on the best Euro VI vehicles comparable level (see Fig. 7-1 to 7-13). Striking is also a very extensive reduction of THC and CO emissions by at the trial technical detection limit Time (s) Fig 7-12: nitrogen oxides (NO, NO2) and exhaust gas temperature at the flow meter over time for the outward journey (cycle 9) for Version 3 4 TEST procedure: MEASUREMENT ON line 3 41 TEST procedure: MEASUREMENT ON line 3

23 CO2 (%) NOx (ppm), Temp ( C) Time (s) 15 2 NO induv_no ppm NO2 induv_no2 ppm Exhaust Temperature iflow_ex_temp degc Fig 7-13: nitrogen oxides (NO, NO2) and exhaust gas temperature at the flow meter over time for the return trip (Cycle 1) for Version Time (s) 15 2 CO2 iambii_co2 % Fig 7-14: carbon dioxide (CO2) emissions over time for a return trip (here cycle 1) for V3 Carbon dioxide emissions, here on the example of the cycle of 1 for a return trip, the conditions which approximate the course of acceleration and thus characterize the velocity profile. Traffic related and stop holding, as well as thrust operation are visible Normalized values for gaseous emissions for Variant 3 The measured values for the nitrogen oxides NOx-B system in 12 execution show how even for the 13 system, that the usual characteristic increasing NOx emission factors for low cycle speeds here apparently, do not apply, as with 14.2 and 15.2 km/h even slightly lower NOx emissions. When measured at 17.8 km/h cycle speed. This seems to be due to filter and conventional high-temperature SCR the coordinated interaction of low temperature SCR coating on the particle. It is the EURO-VI level with the B-NOX system, is powerful evidence of the nitrogen oxides below yet in good approximation the for EURO VI vehicles found NOx normalization algorithms with the B-NOx applied since this system has lowest emissions of nitrogen oxides. The authors recommend yet, the area between 14 and 18 km/h in a separate project to examine. V MITTEL NO NO 2 NOx THC CO CO 2 COSUMPTION [km/h] [g/km] [g/km] [g/km] [g/km] [g/km] [g/km] [l/1km] Table 7-13: standardized emission measurements in real conditions for explicit medium cycle speed 18 km/h for version 3 The readings show cycle speed of 18 km/h according to SORT 2 and despite taking into account the cold start behavios with 12 B-NOx system, with standardizations on a mediu-sized cycles a highly significant NOx reduction to approximately 97% of 12,53 g/ km to,29 g / km, compared to the OEM-EURO II reference vehicle. Bet in the stable is more than 98% NOx reduction. The nitrogen oxide values are thus also than 12 system, as well as the THC, and CO values after experiences of the authors level EURO-VI- in the area of Bench-marks. Now measured a reduction in consumption by almost 7% compared to the reference. This can initially only due to driver and if necessary flow effects can be explained. 42 TEST procedure: MEASUREMENT ON line 3 43 TEST procedure: MEASUREMENT ON line 3 CYCLE ,29,13,42 <,1 <,1 126,9 39, 8 18 <,1,22,22 <,1 <,1 98,1 37, <,1,25,25 <,1 <,1 137,1 39, <,1,28,28 <,1 <,1 152,5 4, Medium 7-1 Medium 8-1 <,1,22,29 <,1 <,1 124,2 38,9 18 <,1,25,25 <,1 <,1 123,2 38,9

24 7.5 SUMMARY TABULAR COMPARISON OF EMISSION OF THE VARIANTS 1 TO 3 WITH THE REFERENCE VEHICLE As a result, the gaseous emissions normalized on a medium cycle speed of 18 km/h (SORT 2) should now: The B-NOx system in 13 execution without AdBlue injection (option 1), The B-NOx system in 13 execution with AdBlue injection (option 2), The B-NOx system in 12 execution with AdBlue injection (option 3) 8 COMPARISON OF EMISSIONS OF WITH B-NOX SYSTEMS IN 12 AND 13 EXECUTION RETROFIT EURO II - SOLO WITH THOSE OF BUS EEV - AND EURO-VI-OEM-VEHICLES With those of the OEM reference vehicle (EURO II) be explicitly compared. It is differentiated in cases including cold and warm ride (curved a State. 12 EEV diesel Ex. 1 TYPE EURO II (Reference) Variant 1 warm ride only Variant 2 with cold start NO [g/km ] NO 2 [g/km ] NOx [g/km ] THC [g/km ] CO [g/km ] CO 2 [g/km ] 11,65,88 12,53 1,71,89 117,9 42,1 COSUMPTION [l/1km] 8,56 3,16 11,72 <,1,31 144,9 39,7 6,58,37,95 <,1,6 1158,6 44,1,1,23,33 <,1, , 43,9 Variant 2 warm ride <,1,22,29 <,1 <,1 124,2 38,9 2 only Variant 3 <,1,25,25 <,1 <,1 123,2 38,9 with cold Table 7-14: standardized emission measurements in real conditions for explicit medium cycle speed 18 km/h for variants 1-3 as compared to the reference vehicle 44 TEST procedure: MEASUREMENT ON line 3 45 COMpARISON OF EMISSIONS EEV diesel Ex. 2 EEV diesel Ex. 3 EURO VI diesel Ex. 1 EURO VI diesel Ex. 2 B NOx 13 Trend B NOx 12 Trend Fig 8-1: nitric oxide total emissions (NOx) as a function of the medium cycle speed for selected EEV and EURO VI vehicles in comparison with the EURO II vehicle with B-NOx system The readings show cycle speed of 18 km/h according to SORT 2 and despite taking into account the cold start behavior with 12 -B-NOx system, with standardization on a medium-sized cycles a highly significant NOx reduction to approximately 97% of 12,53 g / km to.29 g / km, compared to the OEM-EURO II reference vehicle. Bet in the stable is more than 98% NOx reduction. The nitrogen oxide values are thus also the 12 system, as well as the THC and CO values after the experiences of the authors level EURO-VI-in the area of Bench-marks. Now measured a reduction in consumption by almost 7% compared to the reference. This can initially only due to the driver and if necessary. Flow effects be explained for the 12 system. This enormous potential of

25 B-NOx systems can be used for the sustainable retrofit of existing bus fleet, an existing hence to defuse public transport-induced nitric oxide problem in various cities. The authors note however that investigated in this project 13 - and 12 -B-NOx systems have a sub optimal packaging that is not easily integrated in all standing vehicles. In this respect the project is considered a proof of concept. It is simulated, the packaging next to Optimize, finally across the fleet to offer a universal retrofit or upgrade system. I. BIBLIOGRAPHY [1] Pütz, Ralph. Modell zur ökologischen und ökonomischen Analyse und strategischen Optimierung von Linienbusflotten. Düsseldorf : Alba Fachverlag, 21. [2] Sensors-Inc. Sensors-Inc. [Online] [Zitat vom: 15. Februar 214.] sensors-inc.com. [3] Sensors-inc. Sensors-inc. Messtechnik. [Online] 212. [Cited: 1 26, 212.] [4] VDV. Differenzierte Abfage des Kraftstoffverbrauchs bei Linienbussen in Abhängigkeit von Fahrzeugtyp, Grenzwertstufe, Fahrzeughersteller und Einsatzcharakteristik. 29. [5] Lohmeyer, A, et al., et al. Berechnung der Kfz-bedingten Feinstaubemissionen infolge Aufwirbelung und Abrieb für das Emissionskataster Sachsen. 24. [6] Honda Power Equipment. [Online] [Zitat vom: 15. Febrauar 214.] honda.de/industrie/. 46 COMpARISON OF EMISSIONS 47 BIBlIOGRApHY

26 II. APPPENDIX METROLOGICAL SPECIFICATIONS FEM Gas CO CO2 HC 1. SEMTECH PDM TECHNICAL SPECIFICATION Eingangsspannung VAC, 12-3 VDC Ausgangs-Leistung Reguliert auf 14VDC (6 [W]) FID-Ausgangs-Leistung 24 [V] (4 [W] Wechselrichter) Abmaße 43,6 [cm] x 3,8 [cm] x 13,6 [cm] Gewicht 15 Table 1: Specifications of the PDM (3) Range 8% 2% Accuracy ±5 ppm or ±2% of ±.1% or ±2% reading 2, ppm Hexane 4, ppm ±4 ppm C6 or 3% reading Resolutio 1 ppm.1% ±1 ppm C6 Lineari Repeatabili ±2% reading or ±2 ppm* (limited to >1 Intercept.5% range.99 Slope ±2% reading or ±2% reading or 2 ppm Noise ±2 ppm ±.2% ±1 ppm C6 2. SEMTECH FEM TECHNICAL SPECIFICATION Span Drift (8hrs) ±2% of span or ±2 ppm * ±2% of span or ±.1%* ppm ±2% reading or 2 Power Warm-up time Storage Temperature Working ambient temperature Dimensions Weight Exhaust temperature range Accuracy exhaust temperature Linearity volume flow measurement 12 [V] VDC; 11 [V] VAC oder 22 [V] VAC 6 Minute Trocken, -1 [ C] bis 6 [ C] Umgebung -1 [ C] bis 45 [ C] Umgebung 43,6 [cm] x 3,8 [cm] x 9,1 [cm] (BxTxH] 1 [kg] (nur Modul, ohne Assembly) -5 bis 7 C (in ± 1% (Anzeige) oder ± 2 C < 1,% bei maximaler Zero Drift ±.5% (25 ppm) ±.1% ±4 ppm C6 Analyzer Response System Response Time T1-9 < 2,5 T1-9 < 2,5 T1-9 < 2,5 T1-9 < 3,5 T1-9 < 3,5 T1-9 < 3,5 Data <1 [Hz] programmable <1 [Hz) programmable 1 Table Flow 2: Specifications of 2-3 the FEM (3) Precision flow measurement ± 2% (display) or±,5 % at maximum scaling 48 AppENdIX 49 AppENdIX

27 3. SEMTECH FLOW METER 4. SEMTECH NOx FLOW TUBE OUTER DIAMETER TECHNICAL SPECIFICATION in Power 12 [V] VDC; 11 [V] VAC or 22 [V] VAC mm Warm-up time 6 Minutes in Storage temperature dry, -1 [ C] up to 6 [ C] environment mm Working ambient temperature -1 [ C] up to 45 [ C] environment FLOW TUBE LENGHT (LENGHT INCLUDING EXTENSION) Dimensions Weight 43,6 [cm] x 3,8 [cm] x 13,6 [cm] (BxTxH] 13 [kg] in 2(26) 2(26) 2(26) 2(26) 2(26) 25(32.5) 25(34) 25(37) 3(45) mm 58(66) 58(66) 58(66) 58(66) 58(66) 635(825) 635(864) 635(94) 762(1143) in 2(26) 2(26) 2(26) 2(26) 2(26) 25(32.5) 25(34) 25(37) 3(45) mm 58(66) 58(66) 58(66) 58(66) 58(66) 635(825) 635(864) 635(94) 762(1143) FLOW RATE AT 1 C (KG/HR) METROLOGICAL SPECIFICATIONS FEM Gas NO Range 3, ppm Accuracy ±2% of reading or ±.3% Resolution.3 ppm NO2 5 ppm ±2% of reading or ±.3%.3 ppm Min Flow Max Flow FLOW RATE AT 4 C (KG/HR) Linearity Repeatability Intercept.5% range.99 Slope 1.1 SEE 1.% range R2.998 ±1% reading or ±1% FS* Intercept.5% range.99 Slope 1.1 SEE 1. % range R2.998 ±1% reading or ±1%FS* Min Flow Noise 1 ppm 1 ppm Max Flow Span Drift (8hrs) ±2% of span value 2% of span value Table 3: Technical Specifications Flow Meter (3) Zero Drift (1hr) 2 ppm absolute Analyzer Response Time T1-9 < 2,5 [s] 2 ppm absolute T1-9 < 2,5 [s] System Response Time Data Rate T1-9 < 3,5 [s] 1 [Hz] programmable T1-9 < 3,5 [s] 1 [Hz] programmable Flow Rate 3 [lpm] Table 4: Technical Specifications NOx Analyzer (3) 3 [lpm] 5 AppENdIX 51 AppENdIX

28 5. SEMTECH FID 6. GENERATOR TECHNICAL SPECIFICATION Power War-up time Storage Temperature Working ambient Temperature Dimensions Weight 12 METROLOGICAL SPECIFICATIONS FEM Gas THC Measuring ranges Smallest measuring ranges Largest measuring Accurac Linearity Repeatabil freely 9 ppm 22 [V] VAC up to 24 [V] VAC 6 Minutes Trocken, -1 [ C]up to 6 [ C] -1 [ C]up to 45 [ C] environment 43,6 [cm] x 3,8 [cm] x 13,6 [cm] 3, ppm C1 ±1% reading or ±.3% FS (±1%FS for lowest measurement range) Intercept.5% range (1% for lowest range).99 Slope 1.1 SEE 1.% range; R2.998 ±1% reading Model L/B/H Weight dry Engine Capacity TECHNICAL SPECIFICATION Engine speed Voltage Nennstrom Power rating High performance Table 5: Technical Specifications FID (3) 7. VEHICLE REGISTRATIO EU2i 51,/29,/42,5 [cm] 21, [kg] Einzylinder Viertaktmotor 43-5 [1/min] 23 [V] 7, [A] 16 [W] 2 [W] ity Zero Analyzer Response Time ±1% in 24hr T1-9 < 2.5 [s] GAS REQUIREMENTS Fuel Fuel Span gas Span gas Zero gas Zero gas He / H2 15 C3H8 5 N2 or air 5 HEATED SAMPLE LINES Standards lengths 6`, 12`, 18` Table 5: Technical Specifications FID (3) 52 AppENdIX 53 AppENdIX