rde ldv acea input for eu com working group brussels , 31

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:


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 %.

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

Placing into operation

function checks

safety checks

Crosslinking checks

power supply for PEMS

parametrisation of

measurement categories

identification

Initial measurement

vehicle preparation

on exhaust roller test bench

load correction

preconditioning

1-2x reference cycle

vehicle dismounting

Test execution

1 valid test drive

conditioning / calibration

evaluation

Vehicle dismounting

vehicle & measurement

exhaust adapter, if needed

0,5

day

0,5

days

1

day

2

days

1

day

0,5

day

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

PEMS measurement campaign for one function type

• 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.

RDE Testing at type approval

Example for RDE Type approval periodical testing (1 period = 12 months):

1st period 2nd period …

Type 1 emission approval No. in RDE family „A“

covered family members in RDE family „A“

Type approval

RDE vehicle family „A“ (listed in RDE certification document)

Initial RDE type approval

Example for test requirement in RDE family „A“

1st RDE test: vehicle selected by OEM

Additional RDE tests: vehicles selected by Technical Service (TS)

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

1 - 1

1 - 2

1 - 3

2 - 1

2 - 2

2 - 3

3 - 1

3 - 2

3 - 3

Modifications in 1st period

Modifications in 2nd period

Example for a RDE-Certification document:

Type approval

RDE requirements

• 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

Conclusion

Agenda:


Thank you very much for your attention

Agenda:


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 (CFRDE) 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 CFRDE limit is to be composed of:

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.

CFRDE =CFf(T, h) + CFFuel + CFWeight

Environmental boundary conditions Currents Status of parameter list

Topic Parameter Consideration by

Ambient Conditions (4.2) Ambient temperature

Ambient humidity

Altitude

Weather conditions

Street conditions

Conformity Factor (Boundary Conditions)

Boundary Conditions


Boundary Conditions or Normalisation

Boundary Conditions

Trip Requirements (4.5) Total test duration

Speed share and trip sequence

Road gradient

Boundary Conditions

Boundary Conditions


Vehicle Test mass (4.1) Vehicle test mass Conformity Factor (Boundary Conditions)

Operational requirements

(4.6)

Maximum speed

Max. / min. average speed for each part of trip

Maximum acceleration

Average positive acceleration

Maximum RPA

Average positive work load

Maximum CO2-Emissions

Idling share

Gear shift strategy

Aerodynamics

Driving mode

Predominant mode

Use of AC & other auxiliary device

Regeneration events


Boundary Conditions





Boundary Conditions or Normallisation

Boundary Conditions


Boundary Conditions


Boundary Conditions

Boundary Conditions

Boundary Conditions

Vehicle Conditioning (4.3) Verification complete system

Warm-Up

Boundary Conditions

Boundary Conditions

Lubricating, Fuel, Oil (4.4) Test Fuel

Lubricants and reagents


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. [Source: wikipedia]

ACEA-Recommendation:

Technical restrictions

Cost efficiency of the starting value

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

RDE-FactorExtended ‘B‘ is larger than RDE-FactorModerate ‘A‘

If a value goes in another sector during the PEMS drive the new CF will be used for the whole trip.

Structure of the Conformity Factor 2-Step-Modell as a Function of Temperature, Altitute, Fuel, Weight

‘A‘

RDE-FactorModerate ‘B‘

for typical use

Temperature T = 9 … 30 °C

Altitude h ≤ 700 m

for T = 3 … 30 °C

for h < 900 m

RDE-FactorExtended

Environmental boundary conditions Ambient temperature

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

110%

-20

-15

-10 -5 0 5

10

15

20

25

30

35

Percen

tag

e D

ista

nce

Driv

en

in

EU

-27

Temperature [°C] Source: EMISIA


Ambient temperature: +3 °C to +30 °C

+9 °C to +30 °C with RDE-FactorModerate

+3 °C to +30 °C with RDE-FactorExtended

However: Temperatures below 3 °C are not practical for safety and

potential freezing issues

Environmental boundary conditions Altitude / Ambient pressure

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

110%

0 200 400 600 800 1000

Percen

tag

e D

ista

nce D

riv

en

in

EU

-27

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 NO2-Emissions higher than 40 μg/m3

[Source: AVISO]

[Data: UBA Wien 2009-12]


Maximum permissible altitude:

≤ 700 meters or rather pressure > 93 kPa with RDE-FactorModerate

< 900 meters or rather pressure > 91 kPa with RDE-FactorExtended

Agenda:



Agenda:


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

ACEA views, alternative exhaust flow measurement, measurement data

Difference of 2 exhaust flow meters can be more than 10% (left picture).

A validated calculated exhaust flow is reliable (right picture).

y = 0.8804xR² = 0.9641

0

10

20

30

40

50

60

70

80

90

100

0 10 20 30 40 50 60 70 80 90 100

ex

ha

ust fl

ow

me

ter

#1

[g

/s]

exhaust flow meter #2 [g/s]

WLTC - Exh. MassFlow

comparison of 2 exhaust flow meters

y = 0.9707xR² = 0.9613

0

10

20

30

40

50

60

70

80

90

100

0 10 20 30 40 50 60 70 80 90 100e

xh

au

st f

low

me

ter

[g/s

]

calc. exhaust flow based on ECU data [g/s]

WLTC - Exh. MassFlow

comparison of exhaust flow meterto calculated exhaust flow based on ECU data

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.

ACEA recommends the omission of

on-road CO-measurements

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 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 ACEA-members

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:





rde ldv acea input for eu com working group brussels , 31

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