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

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 Geneva, June 2006 1 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. 2 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 3 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) 4 EC DG JRC – June 2006

1. Control Area Approaches 5 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) 6 EC DG JRC – June 2006

Existing control areas (OICA May 2005) 7 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) 8 EC DG JRC – June 2006

� Case 1: Long-haul vehicle, fully loaded (40 tons) 100 80 60 40 20 0 0 500 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 A LL P O IN TS � Control Area: US NTE 2 5 0 0 N TE P oin ts W ITH S A M P LIN G R U LE � Minimum Sampling rule: 30s 2 0 0 0 [N � % Points in the control area: 47% e u 1 5 0 0 rq To � % Points considered for the e in 1 0 0 0 calculation: (Application of the sampling g En rule): 18% of all data 5 0 0 0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0 2 5 0 0 3 0 0 0 En gin e S pe e d [rpm ] 9 EC DG JRC – June 2006

100.00 100.00 100.00 90.00 90.00 80.00 80.00 80.00 70.00 70.00 60.00 60.00 60.00 50.00 50.00 40.00 40.00 40.00 30.00 30.00 20.00 20.00 20.00 10.00 10.00 0.00 0.00 0.00 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 -20.00 -10.00 -10.00 0 0 500 500 1000 1000 1500 1500 2000 2000 2500 2500 3000 3000 3500 3500 4000 4000 4500 4500 5000 5000 T im e [s] T T im im e [s] 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 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 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 A LL P O IN TS 2500.00 2500.00 2500.00 A LL P O IN TS A LL P O IN TS N TE P oin ts W ITH S A M P LIN N TE P G R oin U LE ts W ITH 2000.00 S A M P LIN N TE P G R oin U LE ts W ITH 2000.00 2000.00 S A M P LIN G R U LE [N [N [N 10s 30s 20s e e e qu 1500.00 1500.00 qu rqu 1500.00 r r o o o T T T e e e gin in gin 1000.00 1000.00 1000.00 g n n n E E E � The time sampling rule 500.00 500.00 500.00 removes a lot of the transient operation… 0.00 0.00 0.00 500 1000 1500 2000 2500 3000 500 1000 1500 2000 2500 3000 500 1000 1500 2000 2500 3000 E n g in e Sp eed [rp m ] E n g in e Sp eed [rp m ] E n g in e Sp eed [rp m ] 10 EC DG JRC – June 2006

� Case 2: Local delivery truck, highly loaded (12 tons) 100 80 60 40 20 0 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 -20 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 A LL P O IN TS � Control Area: US NTE 6 0 0 N TE P oin ts W ITH S A M P LIN G R U LE � Minimum Sampling rule: 30s 5 0 0 [N � % Points in the control area: 36% 4 0 0 e u Torq � % Points considered for the 3 0 0 e in g calculation: (Application of the sampling En 2 0 0 rule): 5% of all data 1 0 0 � Without motorway high velocity 0 5 0 0 1 0 0 0 1 5 0 0 2 0 0 0 2 5 0 0 3 0 0 0 operation: 0% En gin e S pe e d [rpm ] 11 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 operated 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? 12 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% Other settings: 10% MaxEngPower, 30 sec MaxEngPower, 15 sec ALL POINTS ALL POINTS 600 600 NTE Points WITH NTE Points WITH SAMPLING RULE SAMPLING RULE 500 500 Engine Torque [N.m Engine Torque [N.m 400 400 300 300 200 200 100 100 0 0 500 1000 1500 2000 2500 3000 500 1000 1500 2000 2500 3000 Engine Speed [rpm] Engine Speed [rpm] � % Points in the control area: 36% 45% � % Points considered for the calculation: (Application of the sampling rule): 5% 10% 13 EC DG JRC – June 2006

2. Work-based Approach 14 EC DG JRC – June 2006

Work (or fuel based) Approach Starting from the work W lab [fuel consumption FC lab ] 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 W road or fuel FC road Algorithm: At each time t1 of the road PEMS data, one searches for t2 such as W road =W lab (or fuel FC road =FC lab ) 15 EC DG JRC – June 2006

Calculating Brake-Specific emissions for a work window 9.00 100 8.50 90 8.00 80 7.50 70 7.00 60 6.50 50 6.00 40 5.50 30 5.00 20 4.50 10 4.00 0 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 T im e [s] 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 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 16 EC DG JRC – June 2006

Calculating Brake-Specific emissions for a work window 9.00 100 8.50 90 8.00 80 7.50 70 7.00 60 6.50 50 6.00 40 5.50 30 5.00 20 4.50 10 4.00 0 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 T im e [s] 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 Time needed to reach 50 kW.h from t=0 Effect of work window size: Lower work value increases the scatter 17 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 or 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 18 EC DG JRC – June 2006