WNTE: A regulatory tool for the EU? GRPE Meeting of the Off-Cycle - - PowerPoint PPT Presentation

▶
wnte a regulatory tool for the eu grpe meeting of the off
SMART_READER_LITE
LIVE PREVIEW

WNTE: A regulatory tool for the EU? GRPE Meeting of the Off-Cycle - - PowerPoint PPT Presentation

Jan 02, 2023 313 likes •505 views

OCE Informal Document No. 48 Fourteenth Plenary Meeting of the Working Group On Off-Cycle Emissions 6 June 2006 Palais des Nations, Geneva, Switzerland WNTE: A regulatory tool for the EU? GRPE Meeting of the Off-Cycle Emissions Working Group

slide-1
SLIDE 1

1

EC DG JRC – June 2006

WNTE: A regulatory tool for the EU? GRPE Meeting of the Off-Cycle Emissions Working Group Geneva, June 2006

OCE Informal Document No. 48 Fourteenth Plenary Meeting of the Working Group On Off-Cycle Emissions 6 June 2006 Palais des Nations, Geneva, Switzerland

slide-2
SLIDE 2

2

EC DG JRC – June 2006

On-going European regulatory developments

Heavy-duty EURO V stage In-use conformity checking introduced Elements in 2005/55/EC On-board measurement with PEMS is seen as the main 'route' IUC 'Pass/Fail' options: Oriented towards 'WNTE type' methods (i.e a pass-fail method based on a control area), but other methods are being evaluated. Definition of the test protocol and evaluation work conducted by the EU-PEMS group.

slide-3
SLIDE 3

3

EC DG JRC – June 2006

Future European regulatory developments

Heavy-duty EURO VI stage Off-cycle provisions introduced ? In-use conformity checking kept An issue is to keep a consistency and to prepare a transition between EURO V/IUC and EURO VI/OCE/IUC WNTE (<> US-NTE) is being considered as the main option but its applicability and their efficiency in the European context are being studied

slide-4
SLIDE 4

4

EC DG JRC – June 2006

Approaches studied ….

Approaches are sorted in 3 categories:

  • 1. "Control area" (WNTE, US-NTE)
  • 2. Work-based window
  • 3. Compliance Factor (or BSFC based method, not

discussed here as not applicable for IUC)

slide-5
SLIDE 5

5

EC DG JRC – June 2006

  • 1. Control Area Approaches
slide-6
SLIDE 6

6

EC DG JRC – June 2006

Principle of the Control Area Approaches

Not based on entire engine operation but rather on a “control area” that can match – to a certain extent – the control area from homologation cycles.

  • 1. US-NTE
  • 2. WNTE
  • 3. “Simplified" to eliminate the operating points that

should not be considered (cold start, idling)

slide-7
SLIDE 7

7

EC DG JRC – June 2006

Existing control areas (OICA May 2005)

slide-8
SLIDE 8

8

EC DG JRC – June 2006

Do “Control Area” methods fulfill the needs?

Questions raised: Are the 'control area approaches' (in particular the WNTE) suitable for any kind of engine/vehicle operation? If not, how far can it be adapted? Shall we modify the control area? The minimum sampling rule? What are the rationale behind the definition of the US-NTE and WNTE (Size of the control area and minimum sampling rule in particular)? Studies based on real-world data collected on different heavy- duty vehicles from various categories (currently 8, run with full or partial load - EU-PEMS project)

slide-9
SLIDE 9

9

EC DG JRC – June 2006

Case 1: Long-haul vehicle, fully loaded (40 tons)

Control Area: US NTE Minimum Sampling rule: 30s % Points in the control area: 47% % Points considered for the calculation: (Application of the sampling rule): 18% of all data

20 40 60 80 100 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 T im e [s]

V E H I CLE S PE E D N T E PO I N T S W I T H S A M PLI N G R U LE

5 1 1 5 2 2 5 5 1 1 5 2 2 5 3 En gin e S pe e d [rpm ] En g in e To rq u e [N A LL P O IN TS N TE P

  • in

ts W ITH S A M P LIN G R U LE

slide-10
SLIDE 10

10

EC DG JRC – June 2006

  • 10.00

0.00 10.00 20.00 30.00 40.00 50.00 60.00 70.00 80.00 90.00 100.00 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 T im e [s]

V E H I CLE S PE E D N T E PO I N T S W I T H S A M PLI N G R U L E

30s

0.00 500.00 1000.00 1500.00 2000.00 2500.00 500 1000 1500 2000 2500 3000 E n g in e Sp eed [rp m ] E n gin e T

  • r

qu e [N

A LL P O IN TS N TE P

  • in

ts W ITH S A M P LIN G R U LE

  • 10.00

0.00 10.00 20.00 30.00 40.00 50.00 60.00 70.00 80.00 90.00 100.00 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 T im e [s]

V E H I CLE S PE E D N T E PO I N T S W I T H S A M PLI N G R U L E

20s

0.00 500.00 1000.00 1500.00 2000.00 2500.00 500 1000 1500 2000 2500 3000 E n g in e Sp eed [rp m ] E n g in e T

  • rqu

e [N

A LL P O IN TS N TE P

  • in

ts W ITH S A M P LIN G R U LE

  • 20.00

0.00 20.00 40.00 60.00 80.00 100.00 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 T im e [s]

V E H I CLE S PE E D N T E PO I N T S W I T H S A M PLI N G R U L E

10s

0.00 500.00 1000.00 1500.00 2000.00 2500.00 500 1000 1500 2000 2500 3000 E n g in e Sp eed [rp m ] E n gin e T

  • r

qu e [N

A LL P O IN TS N TE P

  • in

ts W ITH S A M P LIN G R U LE

The time sampling rule removes a lot of the transient

  • peration…
slide-11
SLIDE 11

11

EC DG JRC – June 2006

Case 2: Local delivery truck, highly loaded (12 tons)

Control Area: US NTE Minimum Sampling rule: 30s % Points in the control area: 36% % Points considered for the calculation: (Application of the sampling rule): 5% of all data Without motorway high velocity

  • peration: 0%
  • 20

20 40 60 80 100 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 T im e [s]

V E H I CLE S PE E D N T E PO I N T S W I T H S A M PLI N G R U LE

1 2 3 4 5 6 5 1 1 5 2 2 5 3 En gin e S pe e d [rpm ] En g in e Torq u e [N A LL P O IN TS N TE P

  • in

ts W ITH S A M P LIN G R U LE

slide-12
SLIDE 12

12

EC DG JRC – June 2006

Control Area Approaches: Preliminary conclusions

The “Control Area” approaches are a very efficient tool to capture random operation of the engines in a definite control area With the current area definitions (US-NTE or WNTE) and a minimum sampling rule based on time (30s), it provides a very good tool to capture the operation of “long-haul” HD vehicles

  • perated on motorways at high speeds and loads

But, because of the time (30s) sampling rule….. Other kinds of engine/vehicle operation cannot be captured Delivery trucks? City buses? Is there a way to solve the problem?

slide-13
SLIDE 13

13

EC DG JRC – June 2006

How far can we modify the current "Control Area" tool to capture more data? Example of the delivery truck

Current settings: 30% MaxEngPower, 30 sec Other settings: 10% MaxEngPower, 15 sec % Points in the control area: 36% 45% % Points considered for the calculation: (Application of the sampling rule): 5% 10%

100 200 300 400 500 600 500 1000 1500 2000 2500 3000 Engine Speed [rpm] Engine Torque [N.m ALL POINTS NTE Points WITH SAMPLING RULE 100 200 300 400 500 600 500 1000 1500 2000 2500 3000 Engine Speed [rpm] Engine Torque [N.m ALL POINTS NTE Points WITH SAMPLING RULE

slide-14
SLIDE 14

14

EC DG JRC – June 2006

  • 2. Work-based Approach
slide-15
SLIDE 15

15

EC DG JRC – June 2006

Work (or fuel based) Approach

Starting from the work Wlab [fuel consumption FClab] expressed in kW.h [liters] during a laboratory (homologation) test, one calculates for the "random" data (collected under real world conditions for instance) the brake specific emissions at every data point for the corresponding amount of work Wroad or fuel FCroad Algorithm: At each time t1 of the road PEMS data, one searches for t2 such as Wroad=Wlab (or fuel FCroad=FClab)

slide-16
SLIDE 16

16

EC DG JRC – June 2006

4.00 4.50 5.00 5.50 6.00 6.50 7.00 7.50 8.00 8.50 9.00 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 T im e [s] 10 20 30 40 50 60 70 80 90 100 B S _N O x W O R K

  • B

A S E D

  • 50 kW

h B S _N O x W O R K

  • B

A S E D

  • 25 kW

h V E H I CLE S PE E D N T E PO I N T S

Calculating Brake-Specific emissions for a work window

Time needed to reach 50 kW.h from t=0 Calculation principle: Fixed work value (Matching the engine work on the homologation cycle for instance), the time required to obtain the chosen work varies = VARIABLE TIME WINDOW

slide-17
SLIDE 17

17

EC DG JRC – June 2006

4.00 4.50 5.00 5.50 6.00 6.50 7.00 7.50 8.00 8.50 9.00 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 T im e [s] 10 20 30 40 50 60 70 80 90 100 B S _N O x W O R K

  • B

A S E D

  • 50 kW

h B S _N O x W O R K

  • B

A S E D

  • 25 kW

h V E H I CLE S PE E D N T E PO I N T S

Time needed to reach 25 kW.h from t=0

Calculating Brake-Specific emissions for a work window

Time needed to reach 50 kW.h from t=0 Effect of work window size: Lower work value increases the scatter

slide-18
SLIDE 18

18

EC DG JRC – June 2006

Preliminary conclusions / On-going analysis The “Control Area” (WNTE) methods are less suitable to capture certain types of vehicle operation: they wipe out the dynamics of vehicle operation because of the time sampling rule The "Work Window" method could be either an alternative solution

  • r a complement to the existing WNTE

The "Work Window" seems to offer a way to introduce on-vehicle PM filter mass based measurements (set of filters, each of them collecting PM quantity corresponding to the reference work value). ....... Analysis, based on on-road emissions data, is conducted for different kind of vehicles and operations to study the sensitivity of the different methods to the calculation parameters Final conclusions and technical proposal to be ready for Fall 2006