EU Particulates meeting in Bussels, January VTT s experiences and tests in 2002

Transcription

1 EU Particulates meeting in Bussels, January 2003 VTT s experiences and tests in 2002

2 Particulates Instrumentation at VTT.. DRY ELPI 10 lpm T out <32 C Thermod Ejector DR 7.6 Dil CO2 4 lpm By-pass 10 lpm 67 lpm DGI 6 lpm 6 lpm Ageing chamber 3.5 m dp Raw exhaust: * T exhaust * raw CO2 MFC WET by-pass Ejector DR 7.1 CPC * * SMPS in constant speeds ELPI 10 lpm Particulates diluter * DR 12.5±2 * raw sample 7 lpm * T diluted sample measured Dilution air * flow 86 lpm with critical orifices, 4 bar * T 32±1.5 C, water cooling Note: maximum 4 bar can be used for dilution air due to problems of VTT s pressurized air at the moment

3 Dilution ratio in HD tests Some kind of pressure stabilization needed with HD s to obtain reasonable DR. Exhaust -> Bended tube was installed in probe (cannot be straight in this configuration). Calculation uncertainty of DR cannot be improved a lot. True DR is somewhat better than calculated. Muffler helps to some extent. It was not used with the first engine (Volvo), but was used with the second one (Scania). DR can be absolutely out from range: continuous measurement needed to verify stability in the transient tests. Wet ejector vs no ejector in wet branch -> similar DR

4 Examples of DR over ETC transient test Euro 2 Volvo Engine without muffler DR Scania Euro 3 with muffler DR Time (s) Time (s)

5 Dilution air temperature over ETC transient test T ( C) Euro 2 Volvo: dilt (water cooling) Time (s) T ( C) Water cooling needed with HD s to keep dilution air temperature constant. Euro 3 Scania: dilt (water cooling) Time (s)

6 Other General Items With HDs termodenuder outlet T tend to exceed limit (~38 C, should be below 35 C). At VTT additional problems e.g. with the pressurized air net and analysers -> serious time constrains After the beginning, particulates system worked reliably (unlike normal testing equipment). The data from VTT s tests has not been processed. Euro 2 Volvo data is pre-calculated. Euro 3 Scania data only checked.

7 Planned and realized HD test sequence (1/2) Test Sequence Warm-up (Road load, followed by 1h at full load, rated speed) Dummy ESC Measurements ESC Full Particulates measurement suite (WP 300 protocol). Regulated gaseous and PM emissions ETC Full Particulates measurement suite (WP 300 protocol). Regulated gaseous and PM emissions Warm-up: * 0.5h B h 100% * Dummy ESC OK ESC: * DGI cannot be used with WFs * otherwise OK ETC: * OK DGI/ESC: To build up magnetic valve system? To measure all ESC loads individually? To measure some individual SS loads? Extensive discussions without final agreement. VTT measured used DGI in ESC mode 5 (A50) and ESC mode 12 (C75) with Volvo engine. No SS DGI measurements with Scania (heard that similar data will not be available from other labs).

8 Planned and realized HD test sequence (2/2) Extended Steady States (Range of on-cycle and offcycle conditions*) Full Particulates measurement suite (WP 300 protocol). SMPS in place of CPC to provide size distribution on wet branch * Extended Steady States to include ECE R-49 Mode 2 (Idle to be used in-place of ECE R-49 Mode 2 for vehicles) ESC Mode 5 (50% load, speed A) ESC Mode 12 (75% load, speed C) Road load, speed 50/50 A/C 25% load, speed A-10% 50% load, 50% speed For all extended steady state conditions Stabilise engine, temperatures, gaseous emissions Run series of 2 minute SMPS scans Stop after 3 stable SMPS scans are achieved = ESC Mode 3 (B50) for engines VTT had to run the SMPS measurements separately due to availability of SMPS system. TUT made SMPS measurements from Euro 2 Volvo engine and VTT from Euro 3 Scania engine.

9 Time-table at VTT 09/01 10/01 11/01 12/01 01/02 02/01 03/02 04/02 05/02 06/02 07/02 08/02 09/02 10/02 11/02 12/02 Building-up the system RR HD pre-tests - solving the HD problems Euro 2 Volvo engine - ESC, ETC, SS - D2, D3, D4, D5 Euro 2 Volvo engine + CRT - ESC, ETC, SS - D3, D4 Euro 3 Scania engine - ESC, ETC, SS - D2, D4, RME30 Euro 3 Scania engine + SiNOx - ESC, ETC, SS - D4 Busses On-hold Reporting

10 VOLVO DH10A-285 SCANIA DC Application bus engine truck engine Displacement, dm Number of cyl. 6, in-line 6, in-line Maximum power min min -1 Maximum torque min min -1 Injection system direct-injection, in-line pump with EDC electrically controlled pump-injector system turbo, water/air turbo, air/air cooling cooling Aftertreatment no/crt no/sinox Emission level Euro 2 Euro 3

11 PM emission, Volvo Euro 2 n=3 n=2 n=4 g/kwh n=3 n=2 n=3 n=2 n=2 n=4 n=2 n=1 n=3 D2 D3 D4 D5 D3_trap D4_trap 0.00 ESC ETC

12 Examples of replicate SS tests, Volvo Euro 2 1.0E+09 ESC mode 5 (A50), D2 1.0E+09 ESC mode 12 (C75), D2 dn/dlogdp (#/cm3) 1.0E E E E dn/dlogdp (#/cm3) 1.0E E E E E E Da (nm) Da (nm) 1.0E+09 ESC mode 5, D4 1.0E+09 ESC mode 12, D4 dn/dlogdp (#/cm3) 1.0E E E E dn/dlogdp (#/cm3) 1.0E E E E E E Da (nm) Da (nm)