„Real Driving Emission“ Measurements at Frankfurt Airport
Transcript of „Real Driving Emission“ Measurements at Frankfurt Airport
ETH Conference Nanoparticles in Combustion 2019 „Real Driving Emission“ Measurements at Frankfurt Airport
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Slide 1
Tobias Schripp, Claus Wahl, Patrick Oßwald, Markus Köhler Institute of Combustion Technology Martin Plohr Institute of Propulsion Technology German Aerospace Center
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 2
Sampling at Blast Fence of 18 West / FraPort
blast fence
18 West
n Performed in 2015 / airegEM
n 3 monitored days (19. – 21. Mai)
n 281 take-off events in sampling period
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 3
18 West / FraPort Runway
n Three different distances between blast fence and start position (100 m and 200 m distance could be analyzed)
n Plumes at the highest distance and from regional jets showed no significant deviation from the background concentration
n The respective aircraft information were recorded (type, company) and the engine information were derived from a database
n ∑ 168 quantified plumes from 46 different jet engines (incl. GEnx-engines)
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 4
Instruments
n Engine Exhaust Particle Sizer (EEPS)
n 5.6 – 560 nm, 10 Hz
n tPN / tPM (calculated)
n FT-IR (MKS MultiGas 2030)
n CO2, NOx
n Setup with high time resolution / low sensitivity -> many plumes could not be detected / analyzed
n No aerosol conditioning -> total particle number without removal of volatile fraction (influence of fuel sulfur possible)
n Aged aerosol / does not match to test rig measurements
t [h]
0.420 0.422 0.424 0.426 0.428 0.430
d [n
m]
10
100
1e+6 2e+6 3e+6 4e+6 5e+6
GEnx-2B67B
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 5
Data Analysis
Aircraft identification (type, airline, flight no.)
EEPS FT-IR
Time
Emission Index tPN & tPM (calc.)
PN PSD CO2 (NOx)
Engine specific EI
~ 7 s
Engine type
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 6
Data Analysis (2)
12:00 13:00 14:00 15:00 16:00 17:00
PN
C (E
EP
S) [
#/cm³]
0
1e+6
2e+6
3e+6
4e+6
5e+6
CO
2 (F
T-IR
) [pp
m]
0
200
400
600
800
1000
1200
1400PNCCO2Starts
19.05.2015
n The identification of the plumes based on the combined particle/CO2 signal, recorded take-off time and aircraft type
EI PN [#/kg]
0.0
2.0e+
16
4.0e+
16
6.0e+
16
8.0e+
16
1.0e+
17
1.2e+
17
1.4e+
17
Cou
nt
0
5
10
15
20
25
30
35
EI PM [mg/kg]
200 400 600 800 1000 1200 1400 1600 1800
Cou
nt
0
5
10
15
20
25
30
35
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 7
Statistics
n PN is higher than anticipated / measured values include volatile particle fraction (aged aerosol) / transient engine conditions
PW P
W40
62G
P727
0R
R T
rent
553
-61
RR
Tre
nt X
WB
IAE
V253
3-A5
GE
CF3
4-8C
5A1
GE
CF6
-80C
2D1F
PW P
W40
84IA
E V2
530-
A5PW
PW
4060
PW P
W40
56C
FMI C
FM56
-5B6
/3C
FMI C
FM56
-5A5
CFM
I CFM
56-3
B1G
E G
E90-
110B
1R
R T
rent
772
B-60
RR
Tre
nt 5
56-6
1R
R R
B211
-535
E4B
RR
RB2
11-5
24H
GE
GE9
0-11
5BC
FMI C
FM56
-7B2
6C
FMI C
FM56
-3C
1R
R T
rent
556
A2-6
1G
E C
F6-8
0C2A
5C
FMI C
FM56
-5C
4G
E C
F6-8
0C2B
7FC
FMI C
FM56
-5A1
CFM
I CFM
56-5
B4/P
RR
Tre
nt 8
92G
E C
F34-
10E5
A1C
FMI C
FM56
-5A3
CFM
I CFM
56-7
B26E
RR
Tre
nt 9
70C
FMI C
FM56
-5B4
/3C
FMI C
FM56
-5B3
/3G
E C
F34-
10E5
GEn
x-1B
GE
CF6
-80C
2B1F
CFM
I CFM
56-5
B6/P
GEn
x-2B
67/P
EI P
N [#
/kg]
1e+16
1e+17
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 8
Particle Number Emission Index
n = 20
GE
CF6
-80C
2A5
GEn
x-1B
RR
RB2
11-5
24H
CFM
I CFM
56-3
C1
GP7
270
PW P
W40
62G
E C
F6-8
0C2D
1FG
E C
F34-
8C5A
1G
E C
F6-8
0C2B
1FG
Enx-
2B67
/PG
E G
E90-
115B
CFM
I CFM
56-5
A3C
FMI C
FM56
-5B6
/3R
R T
rent
772
B-60
GE
CF6
-80C
2B7F
GE
CF3
4-10
E5A1
CFM
I CFM
56-5
B4/3
GE
GE9
0-11
0B1
CFM
I CFM
56-7
B26E
CFM
I CFM
56-3
B1C
FMI C
FM56
-5B3
/3C
FMI C
FM56
-5B4
/PR
R T
rent
XW
BC
FMI C
FM56
-5B6
/PC
FMI C
FM56
-5A5
RR
Tre
nt 5
56A2
-61
RR
Tre
nt 8
92IA
E V2
533-
A5C
FMI C
FM56
-5C
4G
E C
F34-
10E5
IAE
V253
0-A5
CFM
I CFM
56-5
A1PW
PW
4056
RR
Tre
nt 9
70PW
PW
4084
RR
Tre
nt 5
53-6
1R
R T
rent
556
-61
CFM
I CFM
56-7
B26
PW P
W40
60R
R R
B211
-535
E4B
EI P
N [#
/kg]
0200400600800
100012001400160018002000
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 9
Particle Mass Emission Index E
I PM
[mg/
kg]
Possible fuel effects: - different hydrogen content - different sulfur content The fuels are not from the same source!
V25
33
CFM
56-5
A
CFM
56-5
B /3
CFM
56-5
B /P
CF3
4-10
E5
GE
nx-2
B /P
PW
4062
Tren
t700
EI P
N [#
/kg]
1e+14
1e+15
1e+16
1e+17
1e+18
SCOPE11 T/O SCOPE11 Climb DLR Measurements
V25
33
CFM
56-5
A
CFM
56-5
B /3
CFM
56-5
B /P
CF3
4-10
E5
GE
nx-2
B /P
PW
4062
Tren
t700
EI P
M [m
g/kg
]
1
10
100
1000
10000
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 10
Comparison with SCOPE11 Emission Model
Number Mass
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 11
Indication of Engine Operating Condition n Example: IAE V2533-A5 engine
n Comparison with DLR engine simulation model (DLR-AT, M. Plohr)
SN data and max. SN of all variants from ICAO engine emissions data bank
EI NOx Smoke Number
EI NOx data of all variants from ICAO engine emissions data bank
85% 85%
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 12
Comparison to Similar Studies
n 18. – 25. May 2014 at LAX
n 275 plumes at a distance of 400 m
n CO2 (LICOR), tPN (CPC), nvPN (CPC), EEPS (tPN, PSD)
CFM
56-5
A
CFM
56-5
B /3
CFM
56-5
B /P
GE
nx-2
B /P
PW
4062
Tren
t700
V25
33
EI P
N [#
/kg]
0.0
2.0e+16
4.0e+16
6.0e+16
8.0e+16
1.0e+17
1.2e+17
1.4e+17
1.6e+17LAX, 2014 FraPort, 2015
CFM
56-5
A
CFM
56-5
B /3
CFM
56-5
B /P
GE
nx-2
B /P
PW
4062
Tren
t700
V25
33
EI P
M [m
g/kg
]
0
200
400
600
800
1000
1200
1400
1600
1800
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 13
Comparison to Similar Studies
Number Mass
> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 14
Conclusions
n The experimental setup is excellent to provide real engine exhaust emission data / The selection of instruments can be improved (incl. nvPM).
n The operating condition of the respective engines can be estimated on the basis of the nitrogen oxide data.
n The correlation to SCOPE11 estimations is very limited due to a number of factors (volatile particles, unknown fuel composition).
n The two relevant ICAO points (T/O and climb) are not enough to describe the transient engine operation.
n In order to estimate the real engine emission at airports further research should focus on transient engine operation.