Zeitlich aufgelöste Ergebnisse

Gesamt Ergebnis Modalanalyse

0 ,5
5
0 ,4
4
Emission Application Training 0 ,3
3 CO

g/s
g/km
Euro 0 4,59 0 ,2

Emissions 2
0 ,1

Measurement
1
0 ,0
0 0 500 1000

R&D t im e
1

5 0 ,5

4 0 ,4

CO
3 0 ,3
0,31

g/km
Euro 4

g/s
Kurt Engeljehringer 2 0 ,2

AVL List GmbH 1 0 ,1

Graz / Austria 0 1
0 ,0
0 500 1000
t im e
Emission Application Training - 2003 -1 Emission Application Training - 2003 -2

Beispiel HC Emissionen Modal Analysis

Die Gasfüllung eines Feuerzeuges entspricht

der HC Emission von 25 Euro IV Tests Modal Analysis

Modal Analysis NOx
oder 250 SULEV - Tests 2000 150

1800

1600

Bei einem 2.5 Liter 4 Zylindermotor werden pro 1400

100

Zylinder ca. 0,032 g Kraftstoff (HC) eingebracht

Speed - km/h
1200
NOx - ppm
Flow l/min

(bei Lambda 1) 1000

800
50
Ein Nichtzünden einer solchen einzelnen 600

Zylinderfüllung (z.B Start) entspricht bereits: 400

200

3% des Euro IV HC-Limits 0

0 200 400 600 800 1000
0
1200
sec
20% des EEV (Option2) HC-Limits Exhaust Flow rate NOx Concentration Speed

33% des SULEV NMOG-Limits

Emission Application Training - 2003 -3 Emission Application Training - 2003 -4

Abgas Meßtechnik für F&E Vehicle Testing versus Engine Testing

Während für die Zertifizierung nur integrale Gesamt-Ergebnisse der

limitierten Abgaskomponenten erforderlich sind, werden für Forschung, Straße Rollenprüfstand
Entwicklung und Motor-Kalibrierung deutlich detailliertere Daten über das
Abgasverhalten des Motors / Fahrzeuges benötigt.

Die Wichtigkeit und die Art von Zusatzinformationen hängt stark vom Motor-
und Abgasnachbehandlungs-Konzept ab.
Diesel Diesel
Otto
konventionell “advanced”
Zeitlich aufgelöste Ergebnisse Dynamischer Motorprüfstand
(Modal Analyse) (fast response) Mw, n

Meßstellen spezifische Ergebnisse Fahrzeug Simulation

(AGR, Vor-, Nach-Kat) α M
und
Nicht limitierte Komponenten Fahrer Simulation
(Partikel neu, NH3, ...)

Emission Application Training - 2003 -5 Emission Application Training - 2003 -6

 Chassis dyno simulation Engine Test Types

Steady-state Transient Dynamic High-Dynamic

Testing Testing Testing Testing
[RPM] [RPM]
[km/h] [km/h]

[Sec] [Sec]

[Nm] [Nm]
[Sec] [Sec]

[Sec] [Sec]

• transient • Dynamic power tests • realistic emission

• Steady state Power
components tests cycles (FTP, NEDC)
tests • emission cycles
• transient • engine start
• steady state • dyn. changes of load
endurance tests application
application (e.g.
knock application • gear train
• vehicle simulation
and spark advance) development
• drive train simulation
• steady state
• driveability otimization
endurance tests
• Racing lap simulation
Emission Application Training - 2003 -7 Emission Application Training - 2003 -8

Chassis dyno simulation Vehicle Testing versus Engine Testing

ISAC
On-line
Transient
Dynamisch [RPM] APA
[km/h]
[Sec] EMCON
[Nm]
[Sec] Puma
[Sec]

Off-line
CRUISE

Recorded data from

Chassis dyno

Emission Application Training - 2003 -9 Emission Application Training - 2003 -10

Emissions Massen Berechnung For example:

example: ECE - Test cycle

Masse = Concentration * Volume * Density Modal Analysis NOx

2000 150

1800

50
50 %
% Alkohol
Alkohol 1600

1400
100
X
Speed - km/h

1200
NOx - ppm
Flow l/min

55 Liter
Liter
1000

800
X 600
50

0,8
0,8 kg
kg // Liter
Liter 400

200
=
0 0

2.0
2.0 kg
kg Alkohol
Alkohol
0 200 400 600
sec
800 1000 1200

Speed

Emission Application Training - 2003 -11 Emission Application Training - 2003 -12
 Exhaust flow rate Exhaust flow rate: direct

Modal Analysis NOx

2000 150 Q Exh = Q Intake + Q Fuel
1800 GFuel = Fuel Flow Rate or
1600 QIntake = Intake Air Flow Rate

1400
Q Exh = f (Q Fuel,Lambda)
100 CEB COMBUSTI ON EMI SSION BENCH

Speed - km/h
1200 or
NOx - ppm
Flow l/min

HSU

1000

800 Q Exh = f (Q Intake,Lambda)

50
600
or
400 Tail pipe Sample

200
Q Exh directly measured
0 0
0 200 400 600 800 1000 1200 ( DVE Direct Vehicle Exhaust )
QTp = Tail Pipe Exhaust Flow Rate
sec
Exhaust Flow rate Speed

Emission Application Training - 2003 -13 Emission Application Training - 2003 -14

Exhaust flow rate: CVS Tracer Exhaust flow rate: CVS Dilution flow rate

q = CO2,raw / CO2 dil Q Exh = Q CVS - Q Dil

(corrected for CO2 background)

Q Exh = Q CVS / q
CEB C OMBU STION EMIS SIO N BEN CH

same principle is also

CE B COMBUSTION E MI S SION BENCH

HSU

HSU HSU

used in the AVL DVE

system.

Tail pipe Sample Tail pipe Sample

QTp = Tail Pipe Exhaust Flow Rate

QTp = Tail Pipe Exhaust Flow Rate

CO2 Tracer Sample

QCVS = CVS Air Flow Rate (constant)

QCVS = CVS Flow Rate (constant)

QDil = CVS Dilution Air Flow Rate

Emission Application Training - 2003 -15 Emission Application Training - 2003 -16

Exhaust flow rate: Direct Tracer NOx tailpipe concentration

Modal Analysis NOx

Constant amount of
2000 150
injected Tracer gas.
1800 Time Alignment
Engine Exhaust gas flow 1600
CE B COMBUS TION E MISS ION B EN CH

dilutes the tracer gas. 1400

100
HSU HSU

Mass = Density * Conc. * Flow

Speed - km/h

1200
NOx - ppm
Flow l/min

Higher exhaust flow rate 1000

causes a higher dilution 800
Tracer Injection
of the tracer gas and by 50
600
that a lower tracer gas
Tracer Sample concentration. 400

200

0 0
0 200 400 600 800 1000 1200
QTp = Tail Pipe Exhaust Flow Rate sec
Exhaust Flow rate NOx Concentration Speed

Emission Application Training - 2003 -17 Emission Application Training - 2003 -18
 Konzentrationsspitzen - Dynamik Meßhäufigkeit versus Meßwichtigkeit

Bei "Advanced" Dieselmotoren mit Partikel Filter haben während des Die Konzentrationen im NEDC Fahrzyklus wurden in Meßbereiche gruppiert,
Regenerierung von Partikelfiltern oder von Speicherkatalysatoren die für jeden Bereich wurden die Emissionsmassen separat bestimmt. Es wird
Motor-Aus Abgas-Konzentrationen ein sehr hohes dynamisches Verhalten - gezeigt wie “häufig” eine Emission in einem Bereich gemessen wurde und wie
Otto-Motoren ähnlich. “wichtig” die daraus berechnete Masse für das Gesamtergebnis war.
Gruppierung Pre - Cat Post - Cat
Abgas Komponente Vor-Kat Nach Kat der Measured Total Result Measured Total Result
THC 18.000 1.500 ppm C1 / sec Konzentration Concentration Importance Concentration Importance
NOx 2.000 700 ppm / sec 0,5 0,5
15.000 - 100.000
CO 50.000 28.000 ppm / sec 0,4 0,4

CO2 100.000 80.000 ppm / sec 2500 - 15.000

0,3 0,3

g/s
O2 100.000 50.000 ppm / sec

g/s
500 - 2500 0,2 0,2
EC, Elementary Carbon 10.000 10 (µg/m3) / sec
0,1 0,1
100 - 500
gasförmigen Daten von einer konventionellen Abgasmessanlagen AVL CEB II mit 12 Meter
0,0 0,0
langen Meßgasleitungen.
0 - 100 0 500 1000 0 500 1000
time time
EC Emissionen mittels Photoakustischem “Micro Soot Sensor” aus verdünnten Abgas
100% 50% 0% 50% 100% 100% 50% 0% 50% 100%
Emission Application Training - 2003 -19 Emission Application Training - 2003 -20

Measurement Time alignment

GFuel = Fuel Flow Rate
GFuel = Fuel Flow Rate

Flow rate = Constant

GIntake = Intake Air Flow Rate
GIntake = Intake Air Flow Rate CEB COMBUSTI ONEMISSION BENCH

CEB COMBUSTI ONEMISSION BENCH

HSU H SU

HSU H SU

100
THC Tailpipe

100
THCTailpipe Flow Speed of sound
90

90
80

Molecule = Conc. Flow velocity

80
70

70
60
Conc. [ppm]

60
50
Conc. [ppm]

50
40

Interpretation Storage Effekte

40
30

30
20

20
10

All emission masses are correctly determined,

10
0
600 620 640 660 680 700 720 740 760 780 800
0
time [sec]
600 620 640 660 680 700 720 740 760 780 800
time [sec]

Real - Trace Transfer function Measured - Trace even when some emission components have been temporally stored.
Emission Application Training - 2003 -21 Emission Application Training - 2003 -22

Bestimmung der Ansprechzeiten Emission bench flow schematic

Pre-Filter 1 .. 2.5 sec

2 sec

R
3.3 sec
2.3
B

CO2

100 % Emission bench Layout: 1 sec

zero, span
gas
EP test gas
CO
HF1 HF2 zero, span
HP
HSL gas
SP HL
50 HC
zero, span
gas
HL NOx/NO
Optional

Converter NOx

3.0 sec
2.0 zero, span
gas
0 HL
0.1 sec / m
0 2 4 6 8 10 sec. 1.5 sec 1 sec

Emission Application Training - 2003 -23 Emission Application Training - 2003 -24
 System Ansprechzeiten Calculations
Signal time alignment explanation

Conc. A
System Response Time A Delay

Time

Conc. B
System Response Time B Delay

CEB C OM BUSTION EMISSI ON B ENCH

Time
Span gases N2
HSU
Conc. C
System Response Time C

Time

AVL CEB II - Time Alignment - GEM 110 Version 1.2 AVL CEB II - Time Alignment - GEM 110 Version 1.2

CO2 CO2

O2 O2

COL COL
Response

Response

NOx NOx

NO NO

HC HC

COH COH

5,0 7,0 9,0 11,0 13,0 15,0 17,0 19,0 21,0 23,0 25,0 90,0 92,0 94,0 96,0 98,0 100,0 102,0 104,0 106,0 108,0 110,0
Zeit Zeit

Emission Application Training - 2003 -25 Emission Application Training - 2003 -26

Calculations Wet / Dry measurement

Wet versus Dry

Measurement

Emission Application Training - 2003 -27 Emission Application Training - 2003 -28

Wet / Dry measurement Dry measurement

33% 33% 33% 50%

33% 33% 33% 50%

H2O
100%
33% H2O 33% 33%

100% 100% 100%

Emission Application Training - 2003 -29 Emission Application Training - 2003 -30
Measurement with a leak Calculations

33% 33%

33% 33%

33% H2O 33%

100% 100%
LEAK
Emission Application Training - 2003 -31 Emission Application Training - 2003 -32

Calculations Calculations

App. 210 Formulas for Light Duty Modal Analysis

Emission Application Training - 2003 -33 Emission Application Training - 2003 -34

A lot to do for the automation system Modalanalyse: Korrelationen zu CVS

Korrelation zwischen integrierten Roh-Modal Analyse Daten und dem CVS
Ergebnis.
Standard Optimiert
THC +/- 10 % +/- 5 %
NOx +/- 10 % +/- 5 %
CO +/- 10 % +/- 5 %
CO2 +/- 5 % +/- 2.5 %
Verbrauch +/- 5 % +/- 2.5 %
EC +/- 10 % -
PM - Hochrechnung Motor abhängig -

Partikel (PM) können aus EC oder Opazitäts-Werten und HC Emissionen hoch gerechnet
werden. Es gibt keine allgemein anwendbare Rechenmodelle, sie müssen für jeden Motortyp
einzeln erstellt werden.

Randbedingungen: Passende Meßbereiche und Kalibriergasse

Euro-IV Abgasniveau (EU-V gibt es noch zu wenig Daten)
Optimierung erfordert Motoren Know-How
Emission Application Training - 2003 -35 Emission Application Training - 2003 -36
 Modal Analysis (new) Modal Analysis

0,30 0,035 Speed

0,27
0,030

0,24
Example: Euro IV 0,025
0,21

0,18
0,020
CO
g/sec

0,15 NOx
HC

0,12
0,015
Time

0,09 0,010 Crank Idle Acceleration Cruise Deceleration Idle

0,06
0,005
0,03

0,00 0,000
0 200 400 600 800 1000 1200
Modes
sec

Emission Application Training - 2003 -37 Emission Application Training - 2003 -38

Driving cycle modes Driving cycle modes

60 60
Pre - Conditioning Sample Pre - Conditioning Sample

50 50

40 40
Speed [km/h]

Speed [km/h]

30 30

20 20

10 10

0 0
0 200 400 600 800 1000 1200 0 200 400 600 800 1000 1200
time [sec] time [sec]

Start the Engine Acceleration

Emission Application Training - 2003 -39 Emission Application Training - 2003 -40

Driving cycle modes Driving cycle modes

60 60
Pre - Conditioning Sample Pre - Conditioning Sample

50 50

40 40
Speed [km/h]

Speed [km/h]

30 30

20 20

10 10

0 0
0 200 400 600 800 1000 1200 0 200 400 600 800 1000 1200
time [sec] time [sec]

Cruissing Deceleration
Emission Application Training - 2003 -41 Emission Application Training - 2003 -42
Modal Analysis (old) Modal Analysis (old)
Speed 140 Speed 140
140 Sa m ple Sa m ple 140 Sa m ple Sa m ple
Sa m ple Sa m ple Sa m ple Sa m ple
120 120
120 120

100 100
100 100

Speed [km/h]

Speed [km/h]
80 80

Speed [km/h]

Speed [km/h]
80 80

60 60
60 60
Tim e Tim e
40 40
40 40
Crank Idle Acceleration Cruise Deceleration Idle Crank Idle Acceleration Cruise Deceleration Idle
20 20
20 20

0 0
00 500 1000 1 5 00 20 0 0 2500 00 500 1000 1 5 00 20 0 0 2500
0 500 1000 1 5 00 20 0 0 2500 0 500 1000 1 5 00 20 0 0 2500
Modes tim e [se c ] Modes tim e [se c ]
tim e [se c ] tim e [se c ]

Emission Application Training - 2003 -43 Emission Application Training - 2003 -44

Modal Analysis (new) Modal Analysis (new)

Emission Application Training - 2003 -45 Emission Application Training - 2003 -46

Modal Analysis (new) Non Conventional Measurement Devices

LIMAS FTIR
(UV Analyzer) (Fourier Transform Infrared)

UFR MS
(Ultra Fast Response Analyzer) (Mass Spectroscopy)

DIOLA
(Diode Laser Infrared Spectroscopy)

Emission Application Training - 2003 -47 Emission Application Training - 2003 -48