INDIA’S CONCERNS REGARDING PROPOSED WMTC CYCLE DEVELOPMENT BY GRPE
WNTE: A regulatory tool for the EU? GRPE Meeting of the...
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1 E C D G J R C – J u n e 2 0 0 6 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
Transcript of WNTE: A regulatory tool for the EU? GRPE Meeting of the...
1EC 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. 48Fourteenth Plenary Meeting of the Working Group On Off-Cycle Emissions
6 June 2006Palais des Nations, Geneva, Switzerland
2EC 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.
3EC 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
4EC 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)
5EC DG JRC – June 2006
1. Control Area Approaches
6EC 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)
7EC DG JRC – June 2006
Existing control areas (OICA May 2005)
8EC 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)
9EC 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
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10EC DG JRC – June 2006
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The time sampling rule removes a lot of the transient operation…
11EC 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 operation: 0%
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12EC 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?
13EC 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%
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14EC DG JRC – June 2006
2. Work-based Approach
15EC 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)
16EC DG JRC – June 2006
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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
17EC DG JRC – June 2006
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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
18EC 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).
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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
