RDE LDV ACEA Input for EU Com working group Brussels, 31 March 2014 ACEA RDE Expert working group Klaus Land & Jens Franz
Agenda: ACEA views on RDE Family concept Albrecht Jungk Boundary Conditions Ingo Scholz Status of Instrumentation of PEMS Rainer Vogt
Agenda: ACEA views on RDE Family concept Albrecht Jungk Key points: - solution for: are all models well developed for RDE? - achieve a satisfied fraction of amount of RDE tests & models in a RDE family - confirm RDE Regulation shortly after market entry
ACEA views on RDE Family concept Albrecht Jungk
RDE Family Concept ECE-R-83 ( 9.2.4) in-service family concept to be consistently applied for RDE Type approval RDE In-Service Conformity ISC RDE Field survey of Member States combustion process (two stroke, four stroke, rotary) number of cylinders configuration of the cylinder block (in-line, V, radial, horizontally opposed, other) method of engine fuelling (e.g. indirect or direct injection) type of cooling system (air, water, oil) method of aspiration (naturally aspirated, pressure charged) fuel for which the engine is designed (petrol, diesel, NG, LPG, etc.). Bi fuelled vehicles may be grouped with dedicated fuel vehicles providing one of the fuels is common. type of catalytic converter (three-way catalyst, lean NOx trap, SCR, lean NOx catalyst ) type of particulate trap (with or without); exhaust gas recirculation (with or without, cooled or non cooled) engine cylinder capacity of the largest engine within the family minus 30 %.
PEMS measurement campaign for one function type Schematic flow chart for PEMS test (assumption for next generation PEMS) Test preparation installation of measurement crosslinking of vehicle & measurement installation of exhaust adapter; if needed Initial measurement vehicle preparation on exhaust roller test bench load correction preconditioning 1-2x reference cycle vehicle dismounting Re-measurement (to be canceled, if sufficient experience available) vehicle preparation on exhaust roller test bench load correction preconditioning 1-2x reference cycle vehicle dismounting 0,5 day 0,5 days 1 day 2 days 1 day 0,5 day Placing into operation function checks safety checks Crosslinking checks power supply for PEMS parametrisation of measurement categories identification Test execution 1 valid test drive conditioning / calibration evaluation Vehicle dismounting vehicle & measurement exhaust adapter, if needed
RDE Testing at type approval Generation of a new RDE family: OEM submits self commitment for every type approval RDE family is described in a document similar to OBD IUPR, capable of being extended RDE confirmation test to be done with series start-up model shortly after market entry (type approval or series vehicle). Technical Service selects additional new emission types (max=2) for additional PEMS tests shortly after market entry Expansion of an existing RDE family (each period is 12 months) For each period from the creation of an RDE family, if type approvals are added to RDE-family), Technical Service selects 1 emission type from the added or extended type approvals (or 2 emission types, if there are more than 4 type approvals added to the family) for additional PEMS tests to be done by OEM shortly after market entry RDE family modifications have to be notified within 3 months before market entry.
Type approval Example for RDE Type approval periodical testing (1 period = 12 months): 1st period 2nd period RDE vehicle family A (listed in RDE certification document) Initial RDE type approval 1-1 1-2 1-3 2-1 2-2 2-3 3-1 3-2 3-3 Modifications in 1st period Example for test requirement in RDE family A Approvals in initial family No. of approvals added OEM RDE test with vehicle 1 Additional tests selected by TS 1-1 - 2-4 - 1 1 5-1 2 1-4 - 1 5-2 Modifications in 2nd period Type 1 emission approval No. in RDE family A covered family members in RDE family A 1st RDE test: vehicle selected by OEM Additional RDE tests: vehicles selected by Technical Service (TS)
Type approval Example for a RDE-Certification document: RDE requirements
Conclusion In-Service family concept can be applied for RDE type approval. Additional RDE tests selected by Technical Service will demonstrate RDE family coverage of on-road emission behaviour. PEMS on-road tests need significant more effort compared to a bench test (approx. 1 week for prep., test drives, re-measurement & dismounting) RDE tests for type approval to be done shortly after market entry, in order to ensure a secure type approval testing and to avoid any additional risks of possible series launch delays. Next steps: Detailing of RDE test procedure incl. ISC and field survey RDE introduction concept incl. normalization & boundary conditions
Agenda: ACEA views on RDE Family concept Albrecht Jungk Thank you very much for your attention
Agenda: Boundary Conditions Ingo Scholz Key points: - parameter list is defined & considered to 3 categories - ongoing work - first details to the 2 BC areas moderate & extended
Real Driving Emissions (RDE) Boundary Conditions Ingo Scholz
Environmental boundary conditions Principal approach The RDE emission limit should be linked to the emission limit for type approval in Europe based on the NEDC test cycle. While the emissions for type approval are measured on a test bench during the NEDC test cycle the RDE emissions are measured on the road. In order to anticipate the large variability of driving styles in comparison to well described emission bench tests the RDE test drive has to be normalised to 'normal driving'. A practical tool should normalise parameters like engine load or exhaust line temperature.
Structure of the Conformity Factor 2-Step-Modell as a Function of Temperature, Altitute, Fuel, Weight For influences which will not be reflected by the normalisation (e.g. altitude, ambient temperature, test fuel and vehicle weight), a conformity factor (CF RDE ) will have to be defined. This factor should be applied to the test average of the emissions over a complete PEMS- Trip. Depending on the absolute values of parameters impacting variability, engine combustion and exhaust aftertreatment efficiency and the legal conformity factor, the CF RDE limit is to be composed of: CF RDE =CF f(t, h) + CF Fuel + CF Weight For influences which will not be reflected by the normalisation or by the conformity factor, the boundary conditions have to describe clear whether the test drive is valid or invalid.
Environmental boundary conditions Currents Status of parameter list Topic Parameter Consideration by Ambient Conditions (4.2) Trip Requirements (4.5) Ambient temperature Ambient humidity Altitude Weather conditions Street conditions Total test duration Speed share and trip sequence Road gradient Conformity Factor (Boundary Conditions) Boundary Conditions Conformity Factor (Boundary Conditions) Boundary Conditions or Normalisation Boundary Conditions Boundary Conditions Boundary Conditions Boundary Conditions or Normalisation Vehicle Test mass (4.1) Vehicle test mass Conformity Factor (Boundary Conditions) Operational requirements (4.6) Vehicle Conditioning (4.3) Lubricating, Fuel, Oil (4.4) Maximum speed Max. / min. average speed for each part of trip Maximum acceleration Average positive acceleration Maximum RPA Average positive work load Maximum CO 2 -Emissions Idling share Gear shift strategy Aerodynamics Driving mode Predominant mode Use of AC & other auxiliary device Regeneration events Verification complete system Warm-Up Test Fuel Lubricants and reagents Boundary Conditions or Normalisation Boundary Conditions Boundary Conditions or Normalisation Boundary Conditions or Normalisation Boundary Conditions or Normalisation Boundary Conditions or Normalisation Boundary Conditions or Normallisation Boundary Conditions Boundary Conditions or Normalisation Boundary Conditions Boundary Conditions or Normalisation Boundary Conditions Boundary Conditions Boundary Conditions Boundary Conditions Boundary Conditions Conformity Factor (Boundary Conditions) Boundary Conditions
Environmental boundary conditions Definition of typical instead of normal Normal is an individual experience, and is different for everybody. In the course of AQ-evaluation, it is important from the cost efficiency that the RDE-regulation addresses the relevant parameter In statistics and probability theory, the standard deviation shows how much variation or dispersion from the average exists. In science, researchers commonly report the standard deviation of experimental data, and only effects that fall much farther than one standard deviation away from what would have been expected are considered statistically significant. ACEA-Recommendation: Technical restrictions Cost efficiency of the starting value [Source: wikipedia] Apply statistics, where there are no technical restriction to ensure a remarkable offset between moderate and extended BC s Moderate covers 68% of all possible results equal to 1 standard deviation Extended covers 95% of all possible results equal to 2 standard deviation
Structure of the Conformity Factor 2-Step-Modell as a Function of Temperature, Altitute, Fuel, Weight RDE-Factor Extended RDE-Factor Moderate B A for T = 3 30 C for h < 900 m for typical use Temperature T = 9 30 C Altitude h 700 m RDE-Factor Extended B is larger than RDE-Factor Moderate A If a value goes in another sector during the PEMS drive the new CF will be used for the whole trip.
-20-15 -10-5 0 5 10 15 20 25 30 35 Percentage Distance Driven in EU-27 Environmental boundary conditions Ambient temperature 110% 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Temperature [ C] Source: EMISIA However: Temperatures below 3 C are not practical for safety and potential freezing issues ACEA-Recommendation: Ambient temperature: +3 C to +30 C +9 C to +30 C with RDE-Factor Moderate +3 C to +30 C with RDE-Factor Extended
Percentage Distance Driven in EU-27 Environmental boundary conditions Altitude / Ambient pressure 110% 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% 0 200 400 600 800 1000 Altitude [m] Source: EMISIA
Environmental boundary conditions Altitude / Ambient pressure The EMISIA/ACEA study assigns all distance driven in EU-27 for passenger and light-commercial vehicles into various altitude bins. < 500 meters -> 96,0 % of all distance driven in EU27 < 800 meters -> 99,5 % of all distance driven in EU27 Even in Austria no monitoring station with an altitude higher than about 700 meters has yearly average NO 2 -Emissions higher than 40 μg/m 3 [Source: AVISO] [Data: UBA Wien 2009-12] ACEA-Recommendation: Maximum permissible altitude: 700 meters or rather pressure > 93 kpa with RDE-Factor Moderate < 900 meters or rather pressure > 91 kpa with RDE-Factor Extended
Agenda: Boundary Conditions Ingo Scholz Thank you very much for your attention
Agenda: Status of Instrumentation of PEMS Rainer Vogt Key points: - PEMS PC ( PEMS light) is an adequate alternative method to confirm RDE Regulation - outlook
Real Driving Emissions (RDE) Status of Instrumentation Rainer Vogt Portable Emission Measurement System (PEMS) procedure & equipment for onroad measurements
ACEA views, Exhaust Gas Flow JRC proposes measurement based on inline-flow meter as required technique. This technique was inherited from HD-legislation. For LD-applications, ACEA identifies the following problems: - Pedestrian safety - Installation to multi-fluted exhaust-systems - Installation to body-integrated exhaust-systems - Extra-weight applied to measuring systems - No additional benefit for time-alignment - Non-metal fittings to exhaust-system may emit particles
ACEA views, different exhaust geometries
ACEA views, Exhaust Gas Flow One alternative method could be the use of ECU-data Benefits of this method are - Ease-of-use due to simple CAN-Bus-connection (industry standard) - Independent of vehicle exhaust design - Suitable for Type Approval and In-Service-Conformity - The use of CAN-information is allowed by WLTC, as addressed in WLTP Annex 6 Appendix 2. ACEA proposes the introduction of alternative methods to the legislation
exhaust flow meter #1 [g/s] exhaust flow meter [g/s] ACEA views, alternative exhaust flow measurement, measurement data WLTC - Exh. MassFlow WLTC - Exh. MassFlow 100 90 80 comparison of 2 exhaust flow meters 100 90 80 comparison of exhaust flow meter to calculated exhaust flow based on ECU data 70 70 60 60 50 40 y = 0.8804x R² = 0.9641 50 40 y = 0.9707x R² = 0.9613 30 30 20 20 10 10 0 0 10 20 30 40 50 60 70 80 90 100 exhaust flow meter #2 [g/s] 0 0 10 20 30 40 50 60 70 80 90 100 calc. exhaust flow based on ECU data [g/s] Difference of 2 exhaust flow meters can be more than 10% (left picture). A validated calculated exhaust flow is reliable (right picture).
ACEA views, Quality of Results To ensure good quality of results, ACEA recommends a system-verification test on the chassis dyno for each installation: - Current emission regulation (chassis dyno testing) requires frequent checks to ensure proper function ( CFO check ). - To ensure that PEMS-equipment is working properly, this should be done as well. - To ensure that PEMS-data is validated against an accepted test-procedures. - It gives the possibility to validate any mass-flow-measurement method and time-alignment. - No additional test burden is required, if normalization needs the correlation data anyway. (Clear Tool: Power-Signal or Power/CO2-Signal verification) (Emroad: WLTC CO2-emission values)
ACEA views, CO / HC determination There is no air quality problem concerning CO. CO does not play a significant role in secondary pollutant production. Some higher concentrations are only observed in some very dense traffic areas. Pre-Euro-vehicles, two wheel motored vehicles and other emitters are likely the cause of these emissions. Type 1 and Type 6 tests already prove that the combustion process is efficient and the catalytic converter is effective quickly after the ignition. ACEA recommends the omission of on-road CO-measurements
ACEA views, Hydrocarbon determination hydrocarbon determination is linked to the use of a flame ionization detector (FID) For HC-measurements identifies the following problems: - A helium/hydrogen mixture is needed for its operation - A cylinder of a pressurized explosive must be in the car! - Restricted use (transportation of dangerous goods) - Various local legislations apply / interfere. Benefits of omitting HC-measurements are: - No need for additional, heated transfer-line - Less power consumption, less weight - Ease-of-use - Improved operator safety - Improved packaging of equipment ACEA recommends the omission of on-road HC-measurements
ACEA views, Action Points / Open Issues How is time alignment of emission concentration, CO2, exhaust mass flow done for gasoline / diesel? How sensitive is normalization to time-alignment? What about Hybrides? Is there a statement from JRC about hybride testing? Discussion starts by End of March How shall the test-procedure document be structured? ACEA recommends a document, containing the general document, one appendix for gaseous emissions and one appendix for PN measurements. What is the detailed time schedule of the EU-Com / JRC concerning instrumentation and test procedure definition? ACEA recommends an expert-meeting before RDE/LDV-Meeting in April
ACEA views, Timeline Instrumentation 1. ACEA / expert meeting in April 2014. Focus: Finalizing instrumentation of gaseous emissions by June 2014. 2. ACEA / expert meeting in July 2014. Focus: Finalizing hybrid testing and data-analysis by September 2014 (if started in April). 3. JRC provides raw data of PN-PEMS comparison to ACEAmembers 4. Data analysis and verification by the ACEA-members and PN-PEMS working group (First meeting tbd soon by JRC). 5. ACEA / expert meeting in October 2014. Focus: Start drafting of verification and testing procedure for PN-PEMS.
Agenda: ACEA views on RDE Family concept Albrecht Jungk Boundary Conditions Ingo Scholz Status of Instrumentation of PEMS Rainer Vogt Thank you very much for your attention