Evaluation of exhaust emissions from three dieselhybrid. cars and simulation of after-treatment

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1 SUPPORTING INFORMATION Evaluation of exhaust emissions from three dieselhybrid cars and simulation of after-treatment systems for ultra-low real-world NO X emissions Vicente Franco a, Theodora Zacharopoulou b, Jan Hammer c, Helge Schmidt c, Peter Mock a, Martin Weiss d and Zissis Samaras b,* a International Council on Clean Transportation Europe, Berlin 10178, Germany b Laboratory of Applied Thermodynamics (Aristotle University of Thessaloniki), Thessaloniki 54124, Greece c TÜV Nord Mobilität, Essen 45138, Germany d European Commission DG Joint Research Centre, Institute for Energy and Transport, Sustainable Transport Unit, Ispra 21010, Italy * Corresponding Author. Phone: ; zisis@auth.gr (Prof. Zissis Samaras) Total number of pages in the SI: 16 number of tables: 10 number of figures: 5 S1

2 Table of Contents Table S1. Inertia masses and road load parameters for NEDC and WLTP testing... S3 Table S2. Overview of the on-road emissions test setups with PEMS... S3 Table S3. Overview of PEMS trips (with indication of conditions at test start)... S4 Figure S1. Evaluation of driving dynamics (upper boundary: 95 th percentile of acceleration*velocity vs average bin speed, by trip and vehicle) [done in accordance with regulation EU 2016/646]... S5 Figure S2. Evaluation of driving dynamics (lower boundary: relative positive acceleration vs average bin velocity, by trip and vehicle) [done in accordance with regulation EU 2016/646]... S6 Table S4. Driving dynamics indicators by trip (95 th percentile of acceleration*velocity, relative positive acceleration, other dynamic indicators)... S7 Table S5. Overview of PEMS testing results (raw emission factors and environmental conditions)... S8 Table S6. Distance-specific NO X emissions factors (by trip and urban/rural/motorway velocity bins, as measured by PEMS)... S9 Table S7. Overview of simulated NO X emission factors (by trip)... S10 Table S8. Simulated AdBlue consumption and projected tank autonomies (17- and 5-litre AdBlue tanks) for simulated PEMS trips of the Volvo V60 (SCRF aftertreatment).... S11 Table S9. Simulated LNT fuel penalty (increase over baseline fuel consumption) for simulated PEMS trips of the Volvo V60 (LNT aftertreatment).... S11 Supporting information about chassis dynamometer testing... S12 NEDC compliance testing... S12 Table S10. NEDC test setups... S12 Figure S3. Correction of fuel consumption using charging balance... S13 Figure S4. Time-speed trace of the NEDC... S13 WLTP testing... S14 Figure S5. Time-speed profile of WLTC (GTR: 3B power to unladen mass 34 W/kg; v max > 120 km/h)... S15 S2

3 Table S1. Inertia masses and road load parameters for NEDC and WLTP testing Road load coefficients Volvo V60 Plug-in Hybrid Mercedes S300 Bluetec Hybrid Test cycle NEDC WLTP NEDC WLTP Inertia [kg] 1,930 2,231 2,040 2,651 F 0 [N] F 1 [N/(km/h)] F 2 [N/(km/h) 2 ] Table S2. Overview of the on-road emissions test setups with PEMS Measured signal Equipment Point of measurement Sensors SEMTECH Ecostar (Mercedes-Benz) Volume concentrations: CO, Sensors SEMTECH DS CO 2 NO, NO 2, total (Volvo, Peugeot) hydrocarbons (THC) AVL MOVE Tailpipe (Peugeot) Exhaust mass flow Sensors Exhaust Flow Meter (Mercedes-Benz, Volvo, Peugeot) Tailpipe Engine load Engine coolant temperature Intake manifold pressure Engine speed Vehicle speed Ambient air temperature Intake air temperature Mass air flow Throttle position GPS position (latitude, longitude, altitude, speed) Ambient air data (temperature, pressure, relative humidity On-board diagnostics (OBD) logger GPS logger - Temperature and humidity sensors OBD Ambient Electrical power (hybrid system) Hioki Power Analyser High-voltage system Exhaust gas temperature NiCr-Ni thermocouple (Type K) Several measurement points along the exhaust system S3

4 Table S3. Overview of PEMS trips (with indication of conditions at test start) Route Trip Cold start Peugeot 3008 (xd) xd01 Yes xd02 Yes Route 0 xd03 Yes xd04 Yes xd05 Yes Mercedes-Benz S300 (xh) xh1-1 Yes Route 1 xh1-2 No xh1-3 No xh2-1 Yes Route 2 xh2-2 No xh2-3 No xh3-1 Yes Route 3 xh3-1b Yes xh3-3 No xh4-1 Yes Route 4 xh4-1b Yes xh4-2 No Volvo V60 (xph) xph1-1 Yes (full battery) Route 1 xph1-1b Yes (full battery) xph1-2 No (charge-sustaining mode) xph1-3 No (charge-sustaining mode) xph2-1 Yes (full battery) Route 2 xph2-2 No (charge-sustaining mode) xph2-2b No (charge-sustaining mode) xph2-3 No (charge-sustaining mode) xph3-1 Yes (full battery) xph3-1b Yes (full battery) Route 3 xph3-2 No (charge-sustaining mode) xph3-2b No (charge-sustaining mode) xph3-3 No (charge-sustaining mode) xph3-4 No (charge-sustaining mode) Route 4 xph4-1 Yes (full battery) xph4-1b Yes (full battery) S4

5 Figure S1. Evaluation of driving dynamics (upper boundary: 95 th percentile of acceleration*velocity vs average bin speed, by trip and vehicle) [done in accordance with regulation EU 2016/646] S5

6 Figure S2. Evaluation of driving dynamics (lower boundary: relative positive acceleration vs average bin velocity, by trip and vehicle) [done in accordance with regulation EU 2016/646] S6

7 95 th percentile of a*v, urban speed bin [W/kg] 95 th percentile of a*v, rural speed bin [W/kg] 95 th percentile of a*v, motorway speed bin [W/kg]] Relative positive acceleration, urban speed bin [m/s 2 ] Relative positive acceleration, rural speed bin [m/s 2 ] Relative positive acceleration, motorway speed bin [m/s 2 ] Maximum motorway speed [km/h] Time spent above 130 km/h [s] Duration of longest stop [s] Table S4. Driving dynamics indicators by trip (95 th percentile of acceleration*velocity, relative positive acceleration, other dynamic indicators) 95 th percentile a*v RPA Other dynamic Vehicle Peugeot 3008 Hybrid4 (Euro 5) Mercedes- Benz S300 Bluetec Hybrid (Euro 6) Volvo V60 Plug-in Hybrid (Euro 5) Trip ID xd xd xd xd xd xh xh xh xh xh xh xh xh3-1b xh xh xh4-1b xh xph xph1-1b xph xph xph xph xph2-2b xph xph xph3-1b xph xph3-2b xph xph xph xph4-1b S7

8 Raw CO 2 EF [g/km] Raw CO 2 EF [as % type-approval] Raw NO X EF Raw CO EF Raw THC EF Maximum altitude [m above sea level] Minimum altitude [m above sea level] Mean ambient temperature [ C] Mean relative humidity [%] Table S5. Overview of PEMS testing results (raw emission factors and environmental conditions) Raw mission factors Environmental conditions Vehicle Peugeot 3008 Hybrid4 (Euro 5) Mercedes- Benz S300 Bluetec Hybrid (Euro 6) Volvo V60 Plug-in Hybrid (Euro 5) Trip ID xd xd , xd , xd xd , xh xh xh xh xh xh xh xh3-1b xh xh xh4-1b xh xph xph1-1b xph xph xph xph xph2-2b xph xph xph3-1b xph xph3-2b xph xph xph xph4-1b S8

9 Urban NO X EF Rural NO X EF Motorway NO X EF Table S6. Distance-specific NO X emissions factors (by trip and urban/rural/motorway velocity bins, as measured by PEMS) NO X emissions factors Vehicle Peugeot 3008 Hybrid4 (Euro 5) Mercedes- Benz S300 Bluetec Hybrid (Euro 6) Volvo V60 Plug-in Hybrid (Euro 5) Trip ID xd xd ,055 1,234 xd03 1,410 1,208 1,924 xd xd ,258 xh xh xh xh xh xh xh xh3-1b xh xh ,256 xh4-1b ,002 xh ,114 xph xph1-1b xph xph xph xph xph2-2b xph xph xph3-1b xph xph3-2b xph xph xph xph4-1b S9

10 Baseline NO X EF (EGR) Simulated NO X EF (LNT) [g/km] Simulated NO X EF (SCR) [g/km] LNT urban SCR urban LNT rural SCR rural LNT motorway SCR motorway Table S7. Overview of simulated NO X emission factors (by trip) Simulation results Trip average NO X EFs Urban NO X EF Rural NO X EF Motorway NO X EF Vehicle Volvo V60 Plug-in Hybrid (Euro 5) Trip ID xph xph1-1b xph xph xph xph xph2-2b xph xph xph3-1b xph xph3-2b xph xph xph xph4-1b S10

11 Table S8. Simulated AdBlue consumption and projected tank autonomies (17- and 5-litre AdBlue tanks) for simulated PEMS trips of the Volvo V60 (SCRF aftertreatment) AdBlue consumption [L/100km] 17L Tank autonomy [km] 5L Tank autonomy [km] Results by PEMS trip xph ,409 11,003 xph1-1b ,483 9,554 xph ,237 6,835 xph ,084 6,495 xph ,006 12,943 xph ,493 6,322 xph2-2b ,827 6,420 xph ,766 7,284 xph ,661 8,724 xph3-1b ,217 12,123 xph ,022 7,065 xph3-2b ,350 6,868 xph ,114 7,975 xph ,843 5,248 xph ,425 4,537 xph4-1b ,568 14,285 Results by route (min / max / average) Route / / ,084 / 37,409 / 28,803 6,495 / 11,003 / 8,472 Route / / ,493 / 44,006 / 28,023 6,322 / 12,943 / 8,242 Route / / ,843 / 41,217 / 27,201 5,248 / 12,123 / 8,001 Route / 0.11 / ,425* / 48,568 / 31,997 4,537* / 14,285 / 9,411 NEDC ,583 30,760 WLTC ,494 15,145 *Minimum autonomy values simulated from trip xph4-1 (including a DPF regeneration event) Table S9. Simulated LNT fuel penalty (increase over baseline fuel consumption) for simulated PEMS trips of the Volvo V60 (LNT aftertreatment) Trip code LNT fuel penalty (%) xph xph1-1b xph xph xph xph xph2-2b xph xph xph3-1b xph xph3-2b xph xph xph xph4-1b Average S11

12 Supporting information about chassis dynamometer testing NEDC compliance testing The first part of the investigations of this subtask is the confirmation of the type-approval results of the chosen test vehicles. According to the different test procedures of UNECE Regulation No. 101 for different hybrid types, the vehicles were tested over the NEDC with the setups described in Table S10. The measurements and the evaluation of measurement results were conducted in accordance with the applicable type-approval legislation. The inertia masses and road load parameters conformed to the parameters used at type approval. Table S10. NEDC test setups Hybrid vehicle type Externally chargeable vehicle (PHEV) For not externally chargeable vehicles (HEV) De M M D NEDC test setup Two test setups: - setup A: test with maximum battery charge (maximum electrical consumption) - setup B: test with minimum battery charge (maximum fuel consumption) Calculation of CO 2 mass emission by the definitions of UNECE Regulation 101, Annex 9 one test setup: - test at an arbitrary level of charge 1 e Correction of CO 2 emissions and fuel consumption with charging balance according to Figure S3 The mass emission of CO 2 was calculated as follows: D D av av M 2 with: M = mass emission of CO 2 M 1 = mass emission of CO 2 at test setup A [g/km] M 2 = mass emission of CO 2 at test setup B [g/km] D e = electric range according to UNECE Regulation 101, Annex 9 D av = 25 km (estimated distance between battery charges) D e * M 1 = 0, if electric cruising range is more than 11km S12

13 Fuel consumption [l/100km] charging discharging Figure S3. Correction of fuel consumption using charging balance According to the current European legislation for measuring CO 2 emissions of passenger cars and light duty vehicles the New European Driving Cycle (NEDC) is applied. The NEDC (Figure S4) is defined by Commission Regulation (EC) No 692/2008 of 18 July 2008 implementing and amending Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information referring to ECE Regulations No. 83 and No. 101 of the United Nations Economic Commission for Europe (UNECE). Figure S4. Time-speed trace of the NEDC S13

14 NEDC preconditioning and measurement In the following, the main steps of preconditioning and measurement of the vehicles are described. For the setup of the chassis dynamometer, the type approval parameters have been used in order to produce comparable results. The preparation and conditioning of the Mercedes-Benz S-Class Hybrid has been done as follows: Preconditioning three repetitions of motorway section of the NEDC (EUDC) until the charging balance is neutral before the next NEDC Soak time of at least 6h until oil and coolant temperature reaches ambient temperature The measurement consists of two steps: One NEDC run with neutral charging balance Calculation of neutral charging balance Correction of results (if necessary) Due to the fact that the Volvo V60 is a Plug-in Hybrid and therefore has two operating modes (charge depleting and charge sustaining), preparation, conditioning and measurement has to be done twice, once for charge-depleting and once for charge-sustaining mode. Preparation and Conditioning for charge-depleting test: Discharge of battery Preconditioning three repetitions of motorway section of the NEDC (EUDC) Charge battery and soak for at least 6h until oil and coolant temperature reach ambient temperature Measurement 1 charge-depleting mode: Charge-depleting test repetition of NEDC until the charging balance is neutral S14 Charge of battery Preparation and conditioning for charge-sustaining test: Discharge battery (constant-speed driving on chassis dynamometer) Preconditioning three repetitions of motorway section of the NEDC (EUDC) Soak for at least 6h until oil and coolant temperature reached the area temperature Measurement 2 charge-sustaining mode: Charge-sustaining test NEDC (one time) under sustaining condition (neutral charge balance) Charge of battery Discharge of battery Charge of battery WLTP testing To ensure that the CO 2 type approval values measured according to Regulation (EC) No 715/2007 represent real-world emissions, the European Commission has been asked to keep under review the need to revise the New European Drive Cycle as the test procedure that provides the basis of EC type approval emissions regulations. Updating or replacement of the test cycles may be required to reflect changes in vehicle specification and driver behaviour. In November 2007, a working group at the United Nations Economic Commission for Europe was established to create a Worldwide Harmonized Light-Vehicles Test Procedure (WLTP).

15 Velocity in km/h The objective of this working group has been to develop a harmonized measurement of exhaust emissions and energy consumption for different drivetrains (Gasoline, Diesel, LPG, CNG, H2, HEV, EV). The work is focused on a harmonized, representative driving cycle (Development of a Harmonized Driving Cycle, DHC) and on a harmonized test procedure (Development of a Harmonized Test Procedure, DTP). On the World Forum for Harmonization of Vehicle Regulations (WP.29) accepted the current Global Technical Regulation (GTR No. 15) concluding Phase 1a of WLTP. The Worldwide Harmonized Light-Vehicles Test Cycle (WLTC) is a transient cycle based on driving data from all participating Contracting Parties that were weighted according to the relative contribution of regions to the globally driven mileage. To ensure the applicability of the WLTC for vehicles with a low power to mass ratio or limited maximum vehicle speed specific cycle versions have been introduced. The Worldwide Harmonized Light-Vehicles Test Cycle (WLTC) 3b for vehicles that have a power to unladen mass ratio > 34 W/kg with v max 120 km/h is shown in Figure S5. The WLTC 3b includes a cold start followed by the WLTC city cycle consisting of the low and medium speed phases (WLTC Low 3, duration: 589 seconds and WLTC Medium 3-2, duration 433 seconds), a high speed phase (WLTC High 3-2, duration 455 seconds) and an extra high speed phase (WLTC Extra High 3, duration 323 seconds) Time in s Figure S5. Time-speed profile of WLTC (GTR: 3B power to unladen mass 34 W/kg; v max > 120 km/h) LOW MEDIUM HIGH EXTRA HIGH Compared to the NEDC, the speed profile and therewith the engine load profile of the WLTC shows higher dynamics, higher speeds/velocities and higher acceleration forces which reflects more realistic driving pattern. Furthermore, the cycle time and distance of the WLTC are longer, and the stop duration is shorter which will result in higher engine temperatures. Besides the differences in the speed profile, the vehicle test mass is higher for the WLTP as supplementary equipment is considered. Tolerances are tightened compared to the NEDC. Amongst others, the following flexibilities in the NEDC test procedure have been identified and addressed within the WLTP process: The coast down procedure for road load determination is improved by a stricter definition of the test conditions and a correction of calculation method. The temperature for the soaking period was changed from a range of 20 C to 30 C to a set point of 23 C with a tolerance of ±3 C for the soak area. The tolerances for load setting on the dynamometer are reduced. S15

16 The reference mass based on the unladen mass of the vehicle was changed to a test mass including optional equipment and a certain percentage of the payload. The inertia classes are replaced by a step-less approach No external battery charging after start of preconditioning test cycle is allowed An REESS charge balance (RCB) compensation is applied for all vehicles Due to the reduction of flexibilities of the test procedure changing the emission legislation from NEDC to WLTP will cause an increase of CO 2 type approval values especially for vehicles using technologies that show a higher benefit in the current type-approval test than under real-world driving conditions and for vehicles taking advantage of allowed variances in the current European type-approval procedure. WLTP preconditioning and measurement The inertia masses and road load parameters were adjusted according to the WLTP (see Table S1). The preparation and conditioning of the Mercedes S-Class Hybrid was done as follows: Driving WTLC until the charging balance is neutral Soak time of at least 12h until oil and coolant temperature reached the ambient temperature The measurement consists of the following steps: WLTC in charge-sustaining condition (neutral charging balance) Calculation of neutral charging balance Correction of CO 2 emission and fuel consumption, if necessary The preparation and conditioning of the Volvo V60 plug-in hybrid was done as follows: repetition of WLTC until the charge balance is neutral (break-off criterion) Charge of battery and soak for at least 12h until oil and coolant temperature reaches ambient temperature The WLTP measurement includes the following steps: Charge-depleting test repetition of WLTC until the charge balance is neutral Soak for at least 12h until oil and coolant temperature reaches ambient temperature Charge-sustaining test WLTC (one time) under sustaining condition (neutral charge balance) Charge of battery S16

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