TU Graz work related to PHEM and data collection Stefan Hausberger, Martin Rexeis, Claus Matzer, Konstantin Weller TU Graz Lyon, 23. May 2016 1
Topics we would like to discuss Part I: PHEM and PEMS data use Overview on related projects New method to consider PEMS tests in PHEM simulation New method to assess road loads from PEMS test data PEMS tests on off road machinery and simulation with PHEM Part II: Ongoing and planned national measurement activities Overview on available test data Plans for data collection and standard test protocol in ERMES 2
Overview on related projects Simulation of CO 2 reduction potential from different technologies for cars and LCV Study for Dg CLIMA to produce 2020+ cost curves, finalised 2015 improved PHEM data sets for EU6 base vehicles differentiated to segments (A, B, C up to SUVs and Vans) PHEM models for many technologies (e.g. HEV, PHEV, BEV) for FC and for CO 2 Measurements and PHEM model development for HDV Study for UBA AUT; test of 6 EU6 trucks (+1 car with defeat device) + implementation in PHEM, funding still under discussion! ongoing until 2017 PERFEKT, PEMS in RDE as data base for TREMOD and HBEFA Study for UBA Germany ongoing. Test on 2 HDV, 6 cars, 1 LCV (PEMS and chassis dyno), method development to use PEMS data for PHEM, includes automatisation in PHEM, ongoing until 2017 New method for emission factors from 2-wheelers, Study for BAST chassis dyno and PEMS as input for PHEM, 2mofas, 2 MC to be measured, ongoing until 2017 Passenger car and LCV tests, study for BAST 25 diesel cars (DEKRA), 20 gasoline cars (TNM), 5 CNG (TUG), implementation in PHEM @ TUG, ongoing until 2017 3
x8 Institute of Internal Combustion Engines and Thermodynamics Problem of raw PEMS data Huge influence of driver (dynamics, gear shifts) and route Huge influence of ambient conditions Example: 3 chassis dyno tests and 25 PEMS tests at one EU6 car in winter and summer Proper handling of data necessary (we suggest to create PHEM emission maps + T-correction) Low temp. & Aggressive & Hilly NEDC Summer tests T>18 C Winter tests T<5 C 4
Novel method to produce engine emission maps 2 PHEM is used to simulate emission factors for HDV, LCV and cars PHEM needs some vehicle data and engine emission maps These maps were gained in the past mainly from transient chassis dyno tests Method needs robust engine power and rpm signals and time aligned emissions Engine map generation Engine emission maps are generated by PHEM from instantaneous data (rpm, power, emission mass flows) with high quality time alignment. 5
Improved method to produce emission maps 2 Lot of emission sources are not perfectly time aligned (PEMS and chassis dyno). PEMS tests often do not include accurate torque signal High uncertainties in the engine emission maps (e.g. fuel efficiencies >> 50%). New method: Use generic fuel consumption engine maps based on steady state engine tests (elaborated already for the DG CLIMA study) Calculate 1 Hz engine power from measured rpm and CO 2 from the generic maps. New method already developed, analysed and implemented in PHEM (see TAP paper by C. Matzer). Advantages: Robust (errors in time alignment from emissions is low if P e is calculated from CO 2 ) Applicable to any test procedure as long as CO 2 and rpm are available Allows to use most PEMS tests to create emission maps At least similar accuracy as former method 6
Improved method to produce emission maps Validation done on 4 cars so far. All showed good correlation between measured and calc. power. In theory the method should work, in practice it also works we can use it. P e calc. from engine map ends at motoring curve from engine (CO 2 =0). No problem for engine map production. 7
Parameterisation of catalyst models in PHEM Especially for SCR and NSK the thermal conditions are important. PHEM has thermal model (based on 0-D heat transfer simulation) included. This model is crucial to simulate catalyst cool down effects e.g. in Stop& Go cycles. Needs raw exhaust emission map for NOx (+mass flow and exhaust gas temperature) Usually raw exhaust not measured New method using inverted catalyst efficiency: Mass flow direction: Data flow direction : E raw Raw NOx E raw Raw exhaust Inverted cat conversion 1 E raw = E TP X (1-h k ) E TP E TP Tailpipe emissions Measured NOx (I) Still under development and validation. (II) Raw exhaust emissions and temperatures depend on ambient temperatures (e.g. EGR reduction at diesel!). Base engine maps for 20-30 C to be elaborated. Correction factors for other ambient temperature levels from specific tests? Open: correct emissions then for season and area (N, central, S EU?)? 8
Power from CO 2 map interpolation [kw] Institute of Internal Combustion Engines and Thermodynamics Novel method to assess real world driving resistances Novel method to calculate the power trajectory in PEMS tests from CO 2 and rpm Power at wheels, velocity, gradient available in 1 Hz Power from longitudinal dynamics [kw] Longitudinal dynamic equations: P Wheel = v x (F roll + F air + F acc + F grad ) CdxA and RRC from best fit with measured P Wheel 9
PEMS tests on non-road mobile machinery 20 NRMM measured with PEMS in project funded by Austrian Ministry of Environment Additional 5(?) measurements on Stage IV machines planned wheel loader singledrum compactor excavator tractor Stage I 0 0 2 0 Stage II 1 0 4 0 Stage IIIA 1 0 3 1 Stage IIIB 2 1 3 1 Stage IV 0 0 1 0 10
First steps towards PHEM / HBEFA for NRMM Measurement data Normalised engine maps per stage and engine category Operation cycles per machine category Emission results [g/h] for all combinations of Machine category Operation cycle Stage and engine category NOx (ABS) 120kW Excavator US EPA NRTC NRTC IVT cycle IVT cycle IVT cycle cycle cycle 1 cycle 2 #1 #2 #3 Stage [g/h] [g/h] [g/h] [g/h] [g/h] [g/h] I 477 167 279 387 614 566 II 426 149 249 346 549 505 IIIA 242 129 189 241 462 431 IIIB 301 132 215 382 198 211 Main to do s for HBEFA for NRMM Further collection of measurent data(?) Elaboration of representative machines Selection of representative cycles 11
Overview on available test data for EURO 5 and 6 Inquiry on available (new) test data started 2015 208 passenger cars 27 LCV 67 HDV 7 Two-wheelers (EU 3 and 4) Measured or planned to be measured at o ADAC o DEKRA o EMPA o IFSTTAR o JRC o LAT o TNO o TUG o TÜV North 12
Overview on available test data Very successful collection of information on finalised and planned tests (EU5 and 6) Category Test category # tests comments Cars EU 5 Chassis dyno + PEMS 153 Sufficient number PEMS, SEMS 4 data quality open Cars EU 6 Chassis dyno + PEMS 65 Temperatures etc covered? PEMS, SEMS 27 data quality open LCV EU 5 Chassis dyno + PEMS 21 PEMS, SEMS 11 LCV EU VI PEMS 1 HDV EU V Chassis dyno + PEMS 20 Sufficient number PEMS, SEMS 10 data quality open HDV EU VI Chassis dyno + PEMS 40 PEMS, SEMS 26 22 from Avl MTC, 4 from TUG Already 78 vehicles tested in PEMS. In the past PEMS data was not applicable for PHEM model! 13
Discussion of open gaps Very successful collection of information on finalised and planned tests (in total more than 300 EU5 and 6 cars, LCV, HDV, 2-wheelers)) First analysis of available test data shows some open issues: LCV EURO 6 (only one EUVI) LCV with high loading (may be covered by SEMS TNO tests?) N2, M2 (EU 5, 6 and VI) and small N3 trucks EU VI Two-Wheelers in real driving cycles (only 7 yet planned at IFSTTAR and TUG) Real world hot running conditions with different ambient temperatures (BMVI study includes such tests but data may not be available and only in NEDC) Alternative propulsion systems and fuels (comparable test programs as for conventional vehicles) 14
Elaboration of standard test protocol and data evaluation For the BAST study a test protocol was elaborated which was further detailed for test program definition in China. Adaptations for ERMES group by TUG. Protocol describes: generic road loads and mass settings for chassis dyno, suggested preconditioning, correction of battery charge imbalances, valid RDE tests with PEMS etc, Summarised in MS Word file which will be distributed for further discussion. Could be used as default test protocol on demand Exemptions for specific test purposes are certainly always possible and necessary. Important: please do not forget, that effort is necessary to bring test data in standard formats to upload results in ERMES bag data db and into instantaneous data collection formats (1) Please have also in mind, that someone has to compile the test data to produce emission factors. Some (centralised) budget is also needed for these efforts. (1) In case software for such data evaluation is needed: ERMES data evaluation tool elaborated by TUG does all evaluation steps and writes formats necessary for DB uploads (if interested in licence, contact Stefan Hausberger) 15