View
213
Download
0
Category
Preview:
Citation preview
Iddo Riemersma, 13th plenary meeting of the Off-Cycle Informal Working Group, 5-7 April 2006
TNO | Knowledge for Business
WNTE
WNTE control area evaluation with respect tothe real-world engine operation envelope
OCE Informal Document No. 42Thirteenth Plenary Meeting of the Working Group On Off-Cycle Emissions
5 & 6 April 2006The Hague, Netherlands
6 April 20062
IntroductionMain question:
Is the proposed WNTE control area sufficiently wide enough?
or
Are there spots in the engine map (outside the proposed control area) that have a significant contribution in real life operation emissions?
and if so,
If/how could these points be added to the proposed control area?
6 April 20063
Presentation overview
I. Review of lower engine speed limit of the NTE zoneII. Methodology for calculating emission contributionsIII. Preliminary results for typical cases of vehicle and applicationIV. Further steps: WNTE evaluation project for DG Enterprise
6 April 20064
0
0 ,2
0 ,4
0 ,6
0 ,8
1
1 ,2
0 0 ,2 0 ,4 0 ,6 0 ,8 1 1 ,2 1 ,4N o rm a l ise d e n g in e sp e e d
Norm
alis
ed e
ngin
e to
rq
m ax . to rqueN TE z one30% pow er70% pow erA , B and C s peed
P M c arve-ou t
WNTE control area (work.doc. version 8) N
orm
alis
eden
gine
torq
ue
Control area for ‘average’ Euro 3 engine
Lower speed limit based on US NTE approach at nlo+0.15(nlo+nhigh)
6 April 20065
0
0,2
0,4
0,6
0,8
1
1,2
0 0,2 0,4 0,6 0,8 1 1,2 1,4No r m alis e d e n g in e s p e e d
Nor
mal
ised
eng
ine
torq
m ax . torqueN TE z one30% pow er70% pow erA , B and C s peed
P M c arve-out
WNTE control area (work.doc. version 9) N
orm
alis
eden
gine
torq
ue
Control area for ‘average’ Euro 3 engine
Lower speed limit is 25th percentile of cum. frequency for WHTC incl. idle
6 April 20066
WHTC cumulative frequency including idle
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0.0% 10.0% 20.0% 30.0% 40.0% 50.0% 60.0% 70.0% 80.0% 90.0% 100.0%
nnorm
cum
ulat
ive
frequ
ency
29%
31%
6 April 20067
WHTC cumulative frequency excluding idle
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
nnorm
cum
ulat
ive
frequ
ency
35%
37%
6 April 20068
Conclusion on NTE lower engine speed limit
• 25th percentile (including idle) is close to the bend of the curve• Increase to 30th percentile is more ‘safe’ while lower limit increase
is only small• Lower limit for 25th percentile excluding idle is higher than 30th
percentile including idle
6 April 20069
II. Methodology for calculating emission contribution
1. Determine the WNTE area for an ‘average’ engine2. Simulate a number of representative cases
(representative vehicle types over representative real-life drivingcycles)
3. Calculate the emission contribution for each part of the enginemap
4. Evaluate the emission contributions in- and outside the controlarea
5. Consider whether an extension of the NTE zone is rationalagainst the emission map
6 April 200610
NOx emission map in [g/h] for average Euro 3
Engine speed (norm.)
Engi
ne to
rque
(nor
m.)Relative NOx emission
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Engine: Euro 3 (average)
6 April 200611
PM emission map in [g/h] for average Euro 3
Engine speed (norm.)
Eng
ine
torq
ue (n
orm
.)Relative PM emission
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Engine: Euro 3 (average)
6 April 200612
Simulated city driving cycle for truck with trailer(second by second)
-0,2
0
0,2
0,4
0,6
0,8
1
1,2
-0,2 0 0,2 0,4 0,6 0,8 1 1,2 1,4
Normalised engine speed
Nor
mal
ised
eng
ine
torq
load pointsNTE zone30% power
Nor
mal
ised
engi
neto
rque
6 April 200613
-0,2-0,1
00,1
0,20,3
0,40,50,6
0,70,8
0,91
1,11,2
-0,1 0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1 1,1 1,2 1,3
Normalised engine speed
Nor
mal
ised
eng
ine
torq
load pointsNTE zone30% power
Grid is placed over the engine mapN
orm
alis
eden
gine
torq
ue
6 April 200614
-0,2-0,1
00,1
0,20,3
0,40,50,6
0,70,8
0,91
1,11,2
-0,1 0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1 1,1 1,2 1,3
Normalised engine speed
Nor
mal
ised
eng
ine
torq
load pointsNTE zone30% power
Emission contribution per box is calculatedN
orm
alis
eden
gine
torq
ue
Contribution is sum of momentaneous emissionsfor loadpoints in the box
6 April 200615
Engine speed (norm.)
Eng
ine
torq
ue (n
orm
.)
Relative NOx contribution
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Vehicle: Truck with trailerEngine: Euro 3 (average)Driving cycle: CityShifting: Economic/fast
Graphical representation
Engine speed (norm.)
Engi
ne to
rque
(nor
m.)
Relative NOx emission
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Engine: Euro 3 (average)
-0,2-0,1
00,1
0,20,3
0,40,50,6
0,70,8
0,91
1,11,2
-0,1 0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1 1,1 1,2 1,3
Normalised engine speed
Nor
mal
ised
eng
ine
torq
load pointsNTE zone30% power
6 April 200616
III. Results for typical cases
Truck with trailer on• Urban road• Rural road• Motorway
City bus on an urban road
Based on (average) Euro 3 emission map
6 April 200617
Results for NOx and PM (truck/trailer in motorway driving)
Engine speed (norm.)
Engi
ne to
rque
(nor
m.)
Relative NOx contribution
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Vehicle: Truck with trailerEngine: Euro 3 (average)Driving cycle: Motorway Shifting: Economic/fast
Engine speed (norm.)
Engi
ne to
rque
(nor
m.)
Relative PM contribution
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Vehicle: Truck with trailerEngine: Euro 3 (average)Driving cycle: MotorwayShifting: Economic/fast
6 April 200618
Results for NOx and PM (truck/trailer in city driving)
Engine speed (norm.)
Eng
ine
torq
ue (n
orm
.)
Relative NOx contribution
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Vehicle: Truck with trailerEngine: Euro 3 (average)Driving cycle: CityShifting: Economic/fast
Engine speed (norm.)
Eng
ine
torq
ue (n
orm
.)
Relative PM contribution
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Vehicle: Truck with trailerEngine: Euro 3 (average)Driving cycle: CityShifting: Economic/fast
• Carve-out below 30% power excludes a high emission contribution area (for this particular case)
• Emission contribution in carve-out for PM is rather low
6 April 200619
Results for different cases
0
10
20
30
40
50
60
70
80
90
truck and trailer(city)
truck and trailer(rural)
truck and trailer(motorway)
urban bus (city)
[%] Share in NTE zone
NOx contributionPM contribution
0
5
10
15
20
25
30
truck and trailer(city)
truck and trailer(rural)
truck and trailer(motorway)
urban bus (city)[%
] Idle shareNOx contributionPM contribution
NTE zone contribution(excl. 30 sec. interval) Idle contribution
NTE share could be increased by a larger NTE zone
6 April 200620
Relative NOx emission [g/kWh]
Engine speed (norm.)Engine torque (norm.)
-0.20.0
0.20.4
0.60.8
1.01.2
-0.20.0
0.20.4
0.60.8
1.0
0.2
0.4
0.6
0.8
1.0
Engine: Euro 3 (average)
6 April 200621
Relative NOx emission [g/kWh]
Engine speed (norm.)Engine torque (norm.)
Relative NOx emission (normalised g/kWh)no
rmal
ised
eng
ine
torq
ue
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
normalised engine speed0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2
Engine: Euro 3 (average)
6 April 200622
Preliminary conclusions
• Time share of engine operation in NTE zone rather low• Emission contribution in NTE zone is considerably higher• Emission contribution of idle operation is comparatively low• Carve-out below 30% power excludes a high emission contribution
area (depending on the vehicle application)• Carve out for PM seems unnecessary
BUT: this is only concluded on a limited dataset. Further research is needed and will be executed during a study for DG Enterprise
6 April 200623
IV. Further steps: WNTE evaluation for DG Enterprise
Purpose: to appraise the suitability to European engines and driving conditions of the draft WNTE control zone concept (OCE GTR)
Funded from the DG-ENT framework contract on “Economic and technical assistance in relation to the emission of environmental pollutants from automobiles”
Project team:• TNO Automotive (NL)• TÜV Nord (D)• TU Graz (A)• EMPA (CH)
6 April 200624
Project scope
TASK 1 – Assessment of WNTE concept in current GTR
• Existing driving patterns data for representative categories of vehicle type and application (from WHDC database)
• Simulation of PM and NOx emissions per category using current PHEM model (Euro 3 engine map)
• Graphical presentation of emissions in/outside the NTE control zone
6 April 200625
Project scope
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Time [s] Positive Engine Work[kWh]
Cumulated emissions(with 30 seconds rule) [g]
Cumulated emissions(without 30 seconds rule)
[g]
within WNTE zone outside WNTE zone
Output of Task 1:• Timeshare in/outside the NTE control zone• Positive work in/outside the NTE control zone• Emissions in/outside the NTE control zone• Effect of interval length on these shares of time/work/emissions
6 April 200626
Project scope
TASK 2 – Assessment of NTE concept for future HD engines
Based on:• Limited amount of existing data for Euro 4/5 engines (quantitative)• Expert views on Euro 5/6 engines behaviour/calibration (qualitative)
Resulting in:• Identifying possible limitations in NTE zone proposal
TASK 3 – Review of the effectiveness of WHDC and WNTE concepts as a whole
• Coverage of ‘higher risk’ areas • Elimination of defeat devices and/or irrational control strategies• Identifying possible limitations
6 April 200627
Project scopeTASK 4 – Consider rationale for improving NTE definitions:• Changing engine speed limit of NTE zone• Review of carve outs (e.g. 30% power, PM carve out)• 30 seconds interval• Review of compliance factor (1.25, 1.5 or other)
TASK 5 – Assessment of ambient temperature and pressure boundaries• Analysis of existing on-road measurements• Expert view for future engine technology
TASK 6 – Review of alternative NTE conceptsIncluding (but not limited to):• Work-based window• Compliance factor (based on BSFC instead of torque)
6 April 200628
6 April 200629
Results for NOx and PM (truck/trailer in rural driving)
Engine speed (norm.)
Engi
ne to
rque
(nor
m.)
Relative NOx contribution
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Vehicle: Truck with trailerEngine: Euro 3 (average)Driving cycle: RuralShifting: Economic/fast
Engine speed (norm.)
Engi
ne to
rque
(nor
m.)
Relative PM contribution
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Vehicle: Truck with trailerEngine: Euro 3 (average)Driving cycle: RuralShifting: Economic/fast
6 April 200630
Results for NOx and PM (city bus in urban driving)
Engine speed (norm.)
Eng
ine
torq
ue (n
orm
.)
Relative NOx contribution
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Vehicle: City busEngine: Euro 3 (average)Driving cycle: City Shifting: Economic/fast
Engine speed (norm.)
Eng
ine
torq
ue (n
orm
.)
Relative PM contribution
-0.2
-0.1
0.0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
00
NTE zone
Vehicle: City BusEngine: Euro 3 (average)Driving cycle: CityShifting: Economic/fast
Recommended