Heavy-Duty Engine Validation of World Harmonized Duty ...€¦ · CEC RF-06-99 diesel fuel, sulphur...

4949th th GRPE, 13 GRPE, 13 JanuaryJanuary 20052005

HeavyHeavy--Duty Engine Validation of Duty Engine Validation of World Harmonized Duty Cycle (WHDC)World Harmonized Duty Cycle (WHDC)

Test Programme of the COMMISSION OF THE EUROPEAN COMMUNITIESENTERPRISE DIRECTORATE GENERAL

Final Summary

Leif-Erik Schulte RWTÜV Fahrzeug GmbH, Essen

Hubert

Informal document No. GRPE-49-19 (49th GRPE, 10-14 January 2005, agenda item 1.1.)


•• cycle correlationcycle correlation

•• comparison ofcomparison of full flow (CVS) PM vs. full flow (CVS) PM vs. partial flow (ISO 16183) PMpartial flow (ISO 16183) PM

•• comparison of comparison of diluted gaseous components vs. diluted gaseous components vs. raw gaseous componentsraw gaseous components

•• evaluation of evaluation of variance of measurement procedures variance of measurement procedures (CVS vs. ISO 16183)(CVS vs. ISO 16183)

•• cycle driveability cycle driveability (validation / statistics)(validation / statistics)

ScopeScope


Engines, fuel, cyclesEngines, fuel, cycles

• Engine 1Engine 1emission status Euro III with CRTemission status Euro III with CRTVH = 11,1.9 l, P = 290 kWVH = 11,1.9 l, P = 290 kW

•• Engine 2Engine 2emission status Euro III with CRTemission status Euro III with CRTVH = 6.7 l, P = 189 kWVH = 6.7 l, P = 189 kW

•• Engine 3Engine 3emission status Euro III without afteremission status Euro III without after--treatmenttreatmentVH = 15.6 l, P = 426 kWVH = 15.6 l, P = 426 kW

•• Engine 4Engine 4emission status Euro III without afteremission status Euro III without after--treatmenttreatmentVH = 2.8 l, P = 92 kWVH = 2.8 l, P = 92 kW

•• Reference fuelReference fuelCEC RFCEC RF--0606--99 diesel fuel, sulphur below 10 ppm99 diesel fuel, sulphur below 10 ppm

•• CyclesCyclessteadysteady--state:state: ESC, ESC, WHSC,WHSC, Japanese 13Japanese 13--mode test,mode test,transient:transient: ETC,ETC, WHTC,WHTC, USUS--FTPFTP


Engine 1 with CRT

0,000

0,005

0,010

0,015

0,020

0,025

ETC WHTC FTP ESC WHSC JAP 13

PF PM g/kWhFF PM g/kWh

Engine 2 with CRT

0,000

0,005

0,010

0,015

0,020

0,025



Engine 3

0,00

0,05

0,10

0,15

0,20

0,25

0,30

0,35


PF PM g/kWh

FF PM g/kWh

Engine 4

0,00

0,05

0,10

0,15

0,20

0,25

0,30

0,35



PM PM -- gravimetric FF/PF resultsgravimetric FF/PF results


PM PM -- Gravimetric COVGravimetric COVEngine 1 with CRT

0

24

68

10

1214

1618

20


dil PM COV (%)FF PM COV (%)

Engine 3

0

1

2

3

4

5

6

7


PF PM COV (%)FF PM COV (%)

Engine 4

0

1

2

3

4

5

6

7

8



Engine 2 with CRT

0

5

10

15

20

25

30

35




PM PM -- SOF plus sulphateSOF plus sulphateEngine 1 with CRT

0,000

0,005

0,010

0,015

0,020

0,025ES

C F

F

ESC

PF

WH

SC

1 F

F

WH

SC

1 P

F

WH

SC

FF

WH

SC

PF

JAP

13 F

F

JAP

13 P

F

ETC

FF

ETC

PF

WH

TC 1

FF

WH

TC 1

PF

WH

TC F

F

WH

TC P

F

FTP

FF

FTP

PF

SOF plus sulph. g/kWhPM grav. g/kWh

Engine 1 w/o CRT

0,00

0,03

0,05

0,08

0,10

0,13

0,15

WH

SC

1 F

F(w

/o C

RT)

WH

SC

1 P

F(w

/o C

RT)

WH

SC

FF

(w/o

CR

T)

WH

SC

PF

(w/o

CR

T)

WH

TC 1

FF

(w/o

CR

T)

WH

TC 1

PF

(w/o

CR

T)

WH

TC F

F(w

/o C

RT)

WH

TC P

F(w

/o C

RT)


Engine 3

0,00

0,02

0,04

0,06

0,08

0,10

0,12

0,14

0,16

ESC

FF

ESC

PF

WH

SC F

F

WH

SC P

F

JAP

13

FF

JAP

13

PF

ETC

FF

ETC

PF

WH

TC F

F

WH

TC P

F

FTP

FF

FTP

PF


Engine 3

0,000

0,005

0,010

0,015

0,020

0,025

0,030

ES

C F

F

ES

C P

F

WH

SC

FF

WH

SC

PF

JAP

13

FF

JAP

13 P

F

ETC

FF

ETC

PF

WH

TC F

F

WH

TC P

F

FTP

FF

FTP

PF

SOF plus sulphate g/kWh

error bars showing 10 % range


Both systems (FF and PF) are capable of monitoring the same PM emission map although there are slightly differences in the results.

The high COV for the CRT-Systems are not favourable, especially not for type approval. Since this high variability was observed for both systems, this gives evidence that partial flow dilution systems perform as well as full flow dilution systems. The high COV is caused by the after-treatment system / the very low emissions value.

PM PM -- Summary and ConclusionsSummary and Conclusions

The absolute std. deviation between 0.001 and 0.002 g/kWh, as mostly achieved during this programme, shows a very low variability.

Nearly the total PM-emission consists of non-soot (SOF plus sulphate) on the CRT equipped engines. The mean fraction of the SOF plus sulphate to the total gravimetric PM-value is at 93% for engine 1.

For the engines without CRT-system the PM composition is different but the SOF plus sulphate level based on the mean values found on the partial flow system is only very slightly higher than for the full flow system.

The absolute SOF plus sulphate-level is more or less the same over all cycles.

The values are showing that there is no significant difference between the partial flow and full flow SOF plus sulphate portion at very low values.


Engine 2 with CRT

0

1

2

3

4

5

6

7


raw NOx g/kWhdiluted NOx g/kWh

Engine 2 with CRT

0,00

0,01

0,02

0,03

0,04

0,05

0,06


raw CO g/kWhdiluted CO g/kWh

Engine 2 w ith CRT

0,0000,0020,0040,0060,0080,0100,0120,0140,0160,0180,020


raw HC g/kWhdiluted HC g/kWh

Good to very good Good to very good agreement for agreement for NOxNOx. . CO and HC values some CO and HC values some poorer due to poorer due to very low absolute values. very low absolute values.

GaseousGaseous ComponentsComponents (CRT (CRT equippedequipped engine)engine)


Engine 3

0

1

2

3

4

5

6

7


raw NOx g/kWhdiluted NOx g/kWh

Engine 3

0,0

0,20,4

0,60,8

1,0

1,21,4

1,6


raw CO g/kWhdiluted CO g/kWh

Engine 3

0,000,050,100,150,200,250,300,350,400,450,50


raw HC g/kWhdiluted HC g/kWh

GaseousGaseous ComponentsComponents

Good to Good to veryvery good good agreement agreement for for allall components (dev. < 10%)components (dev. < 10%)


-300-100100300500700900

110013001500170019002100230025002700

500 1000 1500 2000 2500

speed [1/min]

torq

ue [N

m]

-350-300

-250-200

-150-100

-50050

100150

200250

300350

pow

er [k

W]

ETC FTP WHTC ver. 2 WHTC ver. 1 ESCJp13 WHSC ver. 2 WHSC ver. 1 Torque Pow er

-200

0

200

400

600

800

1000

1200

1400

1600

1800

500 1000 1500 2000 2500

speed [1/min]

torq

ue [N

m]

-200

-150

-100

-50

0

50

100

150

200

pow

er [k

W]

ESC Jp13 WHSC ETC FTP WHTC Torque Power

-500

0

500

1000

1500

2000

2500

3000

3500

4000

4500

400 900 1400 1900 2400

speed [1/min]

torq

ue [N

m]

-500

-400

-300

-200

-100

0

100

200

300

400

500

pow

er [k

W]

ESC Jp13 WHSC ETC FTP WHTC Torque Pow er

-100

0

100

200

300

400

500

500 1000 1500 2000 2500 3000 3500 4000 4500

speed [1/min]

torq

ue [N

m]

-120

-100

-80

-60

-40

-20

0

20

40

60

80

100

120

pow

er [k

W]

ESC Jp13 WHSC ETC FTP WHTC Torque Power

ComparisonComparison of engine of engine mapsmaps


DriveabilityDriveability of final of final versionversion WHTCWHTCTorque (engine 1)

y = 0.9962x - 1,3766 R2 = 0,9917-500

0500

100015002000

-500 0 500 1000 1500 2000ref. WHTC Test Torque [Nm]

actu

al W

HTC

Tes

t To

rque

[Nm

]

Speed (engine 1)

y = 0,9925x + 0,2975 R2 = 0,9992

500

1000

1500

2000

500 1000 1500 2000

ref. WHTC Test speed [rpm]

actu

al W

HTC

Tes

t sp

eed

[rpm

]

Power (engine 1)

y = 1,009x - 1,196 R2 = 0,9766

-100-50

050

100150200250300

-100 -50 0 50 100 150 200 250 300ref. WHTC Test Power [kW]

actu

al W

HTC

Tes

t Po

wer

[kW

] Good Good driveabilitydriveability basedbased on on thetheregressionregression analysisanalysis proceduresproceduresalreadyalready applicableapplicable forfor thethe ETC ETC and U.S.and U.S.--FTPFTP


WHTC / WHSC WHTC / WHSC equivalencyequivalency

y = 1,0652x - 1,4945R2 = 0,99

0

10

20

30

40

50

60

70

80

90

0 10 20 30 40 50 60 70 80 90

WHTC result in kWh

WH

SC re

sult

in k

Wh

cycle work

-4.199.57percentage SC to TC

-1.120.61diff. SC to TC

26.686.37WHSC final mean

27.805.76WHTC final mean

W (kWh)NOx (g/kWh)Engine 1 with CRT


The final WHDC-cycles showed very good steady-state / transient cycle equivalence. Both cycles cover a wider range of the engine map than today’s cycles.

The driveability of the WHTC in terms of the cycle validation criteria given in the EU and in the US is good to very good. Since more worldwide driving patterns are considered the final WHTC does not have as many dynamic parts as the ETC-cycle based only on European driving pattern.

The capability of partial flow dilution systems operated according to ISO 16183 for particulate matter measurement under transient conditions was proven. The partial flow system showed good to very good comparability to the well-established full flow dilution-CVS-system.

The PM analysis by extraction showed no significant differences in the particulate matter composition sampled by a partial flow system.

The provisions given in ISO 16183 for the raw measurement of the regulated gaseous components during transient engine operation provide a reliable tool for the application of this measurement and sample methodology. The agreement of both procedures (full flow / CVS and raw gas / partial flow) was good over the entire measurement programme.

For both the particulate matter and the gaseous components, good measurement accuracy becomes more difficult to achieve as soon as very low general emission levels are reached due to the fact that the limit of detection of the measurement systems is being approached.

Due to the higher gas concentrations in the raw gas the ISO 16183 procedure is more reliable.Some of the results of the engines equipped with CRT-System could not be used for comparison and correlation purposes due to the very low emission values reached by such technologies for PM, CO and HC. However, it was demonstrated that also in this case the new ISO 16183 procedures are fully applicable with even some advantage compared to the established CVS-procedure.

SummarySummary and and ConclusionsConclusions

Heavy-Duty Engine Validation of World Harmonized Duty ...€¦ · CEC RF-06-99 diesel fuel, sulphur...

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Transcript of Heavy-Duty Engine Validation of World Harmonized Duty ...€¦ · CEC RF-06-99 diesel fuel, sulphur...