CHALLENGES OF ON-BOARD EMISSION MEASUREMENT FOR HEAVY-DUTY AND LIGHT DUTY

Originator, location of data storage, date of creation

MANFRED LINKE

Sales Meeting 2013 - CONFIDENTIAL

AGENDA

Introduction

Heavy Duty: ISC

Actual Requirements/ boundary conditions

Review of the testing protocol

PEMS PM Approval

Light Duty: RDE

Background

Roadmap

Actual Boundary Conditions

PEMS In-Vehicle testing may cover a wide range of driving and ambient conditions

TRAFFIC TOWN

ROAD HIGHWAY MOUNTAIN

EXTREM CONDITIONS

RURAL

Suitable evaluation tools have to be used

Originator, location of data storage, date of creation Internal / Public / Confidential

• Dust • Vibrations • Changing ambient conditions • Limited space for the installation • long test durations Maximum stress for the instruments

TECHNICAL CHALLENGES

Originator, location of data storage, date of creation Internal / Public / Confidential

LEGISLATIVE CHALLENGES

2007 2008 2009 2010 2011 2012 2013

Gaseous

PM

Gaseous

PM

Gaseous/

PM/Soot

Research program

Pilot program

Review & finalization

Implementation/ transition phase

Fully in force

? Planed

?

RDE “kicked off”

29.9.11

2014 2015 2016 2017

Amendment

?

? ?

RDE 1. Step

(monitoring)

interim rules

?

RDE 2. Step

(limit)

PEMS Test @ TA

IN-USE LEGISLATION WORLDWIDE ROADMAP

http://www.mapsofworld.com/images/world-countries-flags/united-states-flag.gifhttp://www.mapsofworld.com/images/world-countries-flags/united-states-flag.gifhttp://www.mapsofworld.com/images/world-countries-flags/united-states-flag.gifhttp://www.mapsofworld.com/images/world-countries-flags/united-states-flag.gif

HEAVY DUTY IN-USE LEGISLATION – ACTUAL BOUNDARY CONDITIONS

Sales Meeting 2013 - CONFIDENTIAL

Required trip composition

depends on vehicle class

trip needs to consist of urban (0-50km/h), rural (50 – 75 km/h) and motorway operation (< 75 km/h)

Trip order (U/R/M) can be decided with TA

Additional guidance for the evaluation derived from WHTC: accelerating (26.9%), decelerating (22.6%), cruising (38.1%) and stop (12.4% of time)

TRIP COMPOSITION

AVL List GmbH, Martin Ankowitsch, Josef Erhart, Bernhard Raser

9 Public

tolerance +/-

5%

M1, M2, M3,

N1, N2

M2 & M3

Class I, II, A

N3

Urban 45% 70% 20%

Rural 25% 30% 25%

Motorway 30% 0% 55%

TRIP COMPOSITION

Ambient conditions • Atmospheric pressures ≥ 82.5 kPa (app. max. 1700m altitude)

• Ambient temperatures ≥ -7°C and less than or equal to:

T = -0.4514 * (101.3 – pb) + 311, T = ambient temperature in K, pb is

atmospheric pressure in kPa

Engine conditions Fuel: Market fuel or reference fuel shall be used (fuel samples shall be taken)

Lube oil: samples shall be taken

Engine coolant temperatures from 70°C to 100°C

Power threshold of 20% (can be reduced to 15%)

Vehicle conditions The vehicle shall be in service for at least 25.000 km and proper maintained

(maintenance record!)

The vehicle shall not have exceeded it‘s useful life

The Payload of the vehicle shall be within 50 to 60% of the maximum payload

The ECU must provide all relevant data either by supporting standard protocols

or by an OBD scan tool!

• Testing Conditions Testing shall be uninterrupted and the data continuously sampled Emissions and other data sampling shall start prior to starting the engine. U/R/ M Driving with defined percentage

ACTUAL BOUNDARY CONDITIONS

HEAVY DUTY IN-USE LEGISLATION – REVIEW TESTING PROTOCOL

Next Steps - Assessment of the Testing

Protocol 582/ 2011 regulation

Sales Meeting 2013 - CONFIDENTIAL

Sales Meeting 2013 - CONFIDENTIAL

Objectives of the Assessment Program

Sales Meeting 2013 - CONFIDENTIAL

SUMMARY (ACEA / JRC)

General: Vehicles with high power/ mass ratio are more sensitive to any change of the boundary conditions

Cold start: [ACEA] Influence depend on ambient conditions, number of valid windows – not representative. [JRC] low impact on emissions - a weighting factor would be a fair approach!

Trip composition: high influence on test results – difficult to reach power threshold with given trip distribution (U, EU, MW)

Power threshold: mainly effects vehicles with high power/ mass ratio. Minor effect on low powered vehicles

Payload: May lower or increase the emissions. no clear behavior recognizable – current 50-60% payload acceptable

Sales Meeting 2013 - CONFIDENTIAL

HEAVY DUTY IN-USE LEGISLATION – PEMS PM APPROVAL

17

STATUS EU PEMS PM APPROVAL

Q3-Q4

2014

Recommendation

drafting

E/2014

ECE R49 In-

Service

Conformity

legislation

defined

MARCH 2014

Presentation of

first test

measurement

results

ROAD TO ECE R49 ISC

until

OCTOBER

2014

Data

analysis

until July

2014

Data

collection

18

STATUS EU PEMS APPROVAL – JRC FEEDBACK

JRC PEMS-PM Evaluation Program with AVL, Sensors, Horiba and Control Sistem

JRC FEEDBACK

• AVL PM-PEMS recommended by European Commission Joint Research Centre (JRC)

PEMS-PM Workshop – Brussels – 1st October, 2013

19

STATUS EU PEMS APPROVAL – JRC FEEDBACK

PM-PEMS / DYNO CORRELATION RESULTS

• Good correlation to Dyno measurements

• Excellent repeatability proven by JRC

PEMS Expert Group – 3rd Meeting – Brussels – 5th November, 2013

20

PM-PEMS - REPEATABILITY

• Excellent repeatability proven by JRC

STATUS EU PEMS APPROVAL – JRC FEEDBACK

PEMS Expert Group – 3rd Meeting – Brussels – 5th November, 2013

21

• Cold Start conditions need to be defined

• ACEA is opposed to changing the metric to g/kwh as this is the basis for HD emission

regulations across the globe

• Window calculation boundary conditions (90 percentile vs 100 percentile)

• ISC vs. RDE definition (only average emissions should count and not the single peaks)

ACEA CONCLUSIONS/OPEN ITEMS AS OF MAY 28th, 2014

22

ACEA CONCLUSIONS/OPEN ITEMS AS OF MAY 28th, 2014

23

TECHNICAL SOLUTION

24

AVL M.O.V.E PM PEMS

• Combination of 2 mass related measurements (Micro Soot Sensor and Gravimetric Filter Module)

• Constant dilution and proportional dilution possible

• US EPA approved for HDIUT In-Use Testing

25 W. Wegmann, Graz, 25.07.2012

RDE „Real Driving Emissions“ – NEW REQUIREMENT FOR PASSENGER CARS

26 W. Wegmann, Graz, 13.05.2013

Lim

its

Te

st p

roce

dure

R

DE

NEDC (Emissions) WLTC (Emissions)*

Source: AVL / TCMV Meeting May 2013 / CIRCABC February 2014 / LAT December 2013

Euro 6b EU 6c Euro 6c ?

adopted

proposed

discussed

rumors

RDE Gaseous Comp. (monitoring)

PN RDE (compl. factor) PN RDE (stringent compl. factors ?)

2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023

NEDC (CO2) WLTC (CO2)*

* WLTC implementation dates under discussion, latest with Euro 6c, CO2 correlation factors under development

RDE (compl. factor) RDE (stringent compl. factors ?)

LEGISLATIVE SITUATION

Sales Meeting 2013 - CONFIDENTIAL

RDE - BACKGROUND INFORMATION

Sales Meeting 2013 - CONFIDENTIAL

RDE - BACKGROUND INFORMATION

Paris (12/2013) – Air-pollution alert as cold weather entrapped diesel fumes, leading to the most severe smog in the French capital since 2007 http://www.bloomberg.com/news/2013-12-12/paris-put-on-air-pollution-alert-as-cold-snap-traps-diesel-fumes.html

Barcelona (12/2013) – Air pollution alert – high atmospheric pressure and a lack of wind prevented the dispersal of polluting emissions http://uk.news.yahoo.com/air-pollution-alert-raised-barcelona-191605506.html#ENCxvXr

Beijing (01/2014) – Particulate emissions 20x above WHO limits http://www.zeit.de/wissen/umwelt/2014-01/smog-china-peking-shanghai

European Union – Particulates(12/2013): Up to 90% of European city-dwellers are still exposed to concentrations of particulates well above the levels of the WHO. (Bucharest is first worst on the list); NOx(2011): Luxembourg, Austria, France, Germany, Belgium, Spain, Ireland, and Finland exceed limits on air pollution, most for NOx http://www.dw.de/eus-air-pollution-problems-festering/a-17284632; http://www.treehugger.com/environmental-policy/name-and-shame-8-countries-still-above-european-union-air-pollution-limits.html

Graz (11/2011) – In the east of Graz particulates are almost two times above the limits http://steiermark.orf.at/news/stories/2510323/

http://www.dw.de/eus-air-pollution-problems-festering/a-17284632http://www.dw.de/eus-air-pollution-problems-festering/a-17284632http://www.dw.de/eus-air-pollution-problems-festering/a-17284632http://www.dw.de/eus-air-pollution-problems-festering/a-17284632http://www.dw.de/eus-air-pollution-problems-festering/a-17284632http://www.dw.de/eus-air-pollution-problems-festering/a-17284632http://www.dw.de/eus-air-pollution-problems-festering/a-17284632http://www.dw.de/eus-air-pollution-problems-festering/a-17284632http://www.dw.de/eus-air-pollution-problems-festering/a-17284632http://www.dw.de/eus-air-pollution-problems-festering/a-17284632http://www.dw.de/eus-air-pollution-problems-festering/a-17284632

| |

A REAL DRIVING EMISSIONS TEST

Mountain: Gerlitzen Alp in Carinthia, 1909m

16.06.2014

RDE Challenge | RW, KE, TD | AVL Graz 29

Route: • Cold start

• Altitude: 500m 1800m 500m

• 10 min break at 1200m

• 20 min coffee break at 1800m

| |

A REAL DRIVING EMISSIONS TEST

Mountain: Gerlitzen Alp in Carinthia, 1909m

16.06.2014

RDE Challenge | RW, KE, TD | AVL Graz 30

Result: CO: 0.28 g/km (0.6 x EU5 limit)

HC: 0.12 g/km (2.4 x EU5 limit)

NOx: What do you think?

1: Factor 0.5 (smaller EU5)

2: Factor 1

3: Factor 5 (higher EU5)

4: Factor 15 (higher EU5)

| |

RDE RESULT

Mountain: Gerlitzen Alp in Carinthia, 1909m

16.06.2014

RDE Challenge | RW, KE, TD | AVL Graz 31

Result: CO: 0.28 g/km (0.6 x EU5 limit)

HC: 0.12 g/km (2.4 x EU5 limit)

NOx:2.96 g/km (16.4 x EU5 limit)

LIGHT DUTY RDE WORKSHOP IN STUTTGART

| | 16.06.2014

RDE Challenge | RW, KE, TD | AVL Graz 33

RDE TIMELINE, STATUS 7.1.2014 (NOX, CO/

PN)

2007 2011 2012 2014 2017

REGULATION (EC) 715/2007

RDE-LDV working group

established

Definition of test

procedures: PEMS

Definition of test protocol, RDE testing

without limits

RDE in force (gaseous and PN)

from 09/2017

• at type approval • in service

conformity

2014

RDE without limits.

2017

RDE for gaseous and PN emissions.

2017+

Memberstate surveillance.

REAL DRIVING EMISSIONS:

Minimize PN

emissions

Minimize CO2 emissions

New challenges for the engineering process:

Tradeoff aftertreatment system for GDI engines (GPF) vs. CO2 targets

Benchmark of various emission and powertrain concepts

Assessment of actual status

Real driving conditions (RDE) require increasing development

activities on both, test bed and on road

Load

-

%

Engine Speed, rpm 500 1000 1500 2000 2500 3000 3500 4000

0

20

40

60

80

100

120

140

160

180

200

Lastkollektiv: alle RDE

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500nmot (1/min)

rl (

%)

0

20

40

60

80

100

120

140

160

180

200

RDE

Lastkollektiv: alle RDE

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500nmot (1/min)

rl (

%)

0

20

40

60

80

100

120

140

160

180

200

REAL DRIVING EMISSIONS:

New challenges for the engineering process:

Khai Vidmar ed.al.: AVL Expert Network

0 300 600 900 1200 1500 1800 2100 2400 2700 3000 3300 3600 3900time (s)

vfz

g_w

(km

/h)

0

60

120

nm

ot_

w (

1/m

in)

0

1500

3000

rl_

w (

%)

0

100

200

PM

(m

g/s

)

0.0

0.4

0.8

1.2

1.6

2.0

PM

Cu

m (

mg

/km

)

0.0

0.4

0.8

1.2

1.6

2.0

2.4

2.8

3.2

0 300 600 900 1200 1500 1800 2100 2400 2700 3000 3300 3600 3900time (s)

vfz

g_w

(km

/h)

0

60

120

nm

ot_

w (

1/m

in)

0

1500

3000

rl_

w (

%)

0

100

200

PM

(m

g/s

)

0.0

0.4

0.8

1.2

1.6

2.0

PM

Cu

m (

mg

/km

)

0.0

0.4

0.8

1.2

1.6

2.0

2.4

2.8

3.2

Moderate driving style

Aggressive driving style

PM

-

mg/s

P

Mcum

-

mg/k

m

Ve

hic

le s

pe

ed

km

/h

Time - s

EU6 Mid Size Sedan, 1.8 l TGDI

• With a vehicle primarily optimized for NEDC / WLTP, the driving style in real world driving has essential impact on particulate emission

• Considering all potential Real Driving options including most aggressive driving will significantly enhance the efforts for PN/PM reduction

PEMS

IMPACT OF DRIVING STYLE ON PARTICULATE EMISSION IN REAL WORLD DRIVING – PEMS

Videos/01_2011-03-22-Move-mit Text-Bitrate-5000.mp4

0 300 600 900 1200 1500 1800 2100 2400 2700 3000 3300 3600 3900time (s)

vfz

g_w

(km

/h)

0

60

120

nm

ot_

w (

1/m

in)

0

1500

3000

rl_

w (

%)

0

100

200

PM

(m

g/s

)

0.0

0.1

0.2

0.3

0.4

0.5

PM

Cu

m (

mg

/km

)

0.00

0.15

0.30

0.45

0.60

0.75

0.90

1.05

1.20

0 300 600 900 1200 1500 1800 2100 2400 2700 3000 3300 3600 3900time (s)

vfz

g_w

(km

/h)

0

60

120

nm

ot_

w (

1/m

in)

0

1500

3000

rl_

w (

%)

0

100

200

PM

(m

g/s

)

0.0

0.1

0.2

0.3

0.4

0.5

PM

Cu

m (

mg

/km

)

0.00

0.15

0.30

0.45

0.60

0.75

0.90

1.05

1.20

PM

-

mg/s

P

Mcum

-

mg/k

m

Ve

hic

le s

pe

ed

km

/h

Time - s

EU6 Mid Size Sedan, 1.8 l TGDI • Particulate emission in real

world driving can be reduced significantly with GPF

• Whereas in NEDC the impact of GDF on FE is small, in RDE the FE deteriorates (e.g. up to 3%) due to increased backpressure

Even with GPF, a reduction of engine out PN is important to enable GPF with low backpressure

TWC cc

4-Way Cat cc

TWC- GPF uf

PEMS

IMPACT OF AFTERTREATMENT SYSTEM ON PARTICULATE EMISSION IN REAL WORLD DRIVING

Videos/01_2011-03-22-Move-mit Text-Bitrate-5000.mp4

39 Internal

TECHNICAL SOLUTION

40

PN

P

ow

er

supply

PN PEMS iS: Onboard Particle Number (PN)

• Modularized solution based on iS

platform

• Real-time PN detection [#/cm³]

► Diffusion Charging principle

• Temperature controlled sampling

system

► Minimized sampling losses

• Dilution and Volatile particle

treatment

• PN module weight ~15kg

• Robust and miniaturized system

► optimized size for LD

TECHNICAL SOLUTION

41

Integrated Gas and PN PEMS solution

Integrated PN PEMS solution

PN standalone solution

Modularized solution based on iS platform

PN

P

ow

er

supply

PN

P

ow

er

supply

TECHNICAL SOLUTION

42

TECHNICAL SOLUTION

Volatile Particle

Remover (VPR):

► Catalytic Stripper

Core Sensor:

► Diffusion Charger

PN PEMS iS

Sample

Probe:

hea

ted

lin

e

heated line

Heating: 300°C

Dilution: 10:1

60°C

150°C

System Overview:

43

TECHNICAL SOLUTION

Volatile Particle

Remover (VPR):

► Catalytic

Stripper

Volatile Particle Treatment:

Factor 100 deviation between PMP system and PEMS (without

VPR) during regeneration

Factor 8 deviation between PMP system and PEMS (without

VPR) over whole cycle

44

Sensor Technology:

Sensor:

► Diffusion Charger • Relative measurement principle

• Size dependend correlation factor to get PN

• Compact and lightweight design

TECHNICAL SOLUTION

JRC EVALUATION

PROGRAM AND

OUTLOOK

46

FINAL REPORT 1st PART of JRC PN PEMS EVALUATION PROGRAM

47

FINAL REPORT 1st PART of JRC PN PEMS EVALUATION PROGRAM

48

FINAL REPORT 1st PART of JRC PN PEMS EVALUATION PROGRAM

49

FINAL REPORT 1st PART of JRC PN PEMS EVALUATION PROGRAM

50

AVL CONCLUSION

• All AVL data points above 1011 #/km within a band of -50%

to 100% (factor 0.5 to 2).

• Deviation to PMP over all candidate systems up to 300%

Implementation of JRC – requirements list and development of

calibration procedures necessary for further reduction of

variances

• Focus on GDI vehicles, emissions of EU6 Diesel vehicles

close to the detection limit of the systems.

51

Requirements out of first part of JRC Evaluations Program:

Mandatory

• Volatile Particle Remover (VPR) Treatment of volatile particles

• Heating in evaporation tube min. 300°C

• Minimal dilution 3:1

• Diffusion Charger princible with Corona discharging

• Cut-Off point at 23nm (PMP requirement)

• Thermal conditioning of sampling lines

FINAL REPORT 1st PART of JRC PN PEMS EVALUATION PROGRAM

52 16.06.2014

Data Evaluation method: Either the TU Graz CLEAR Tool (“Classification of Emissions

from Automobiles in Real Driving”) or the JRC (vehicle CO2 characteristic curve) can

be used – decision in ~ 2016

Ambient temperatures

Moderate test conditions: 0° C to 30° C

Extended test conditions: -7° C to 35° C

Maximum altitude

Moderate test conditions: < 700 m

Extended test conditions: < 1350 m

PEMS speed limit

160 km/h

Criteria on a maximum/minimum average speed in a certain test phase

How to handle extended conditions?

Certain reduction factor (value to be agreed)

Part (e.g. 50%) of the PEMS trip used for the initial type approval under moderate conditions

BOUNDARY CONTIONS – ACTUAL PROPOSAL

Thank you!!