Legislation Trends

Transcription

Legislation Trends

AVL EMISSION TESTING
Overview and Trends in Worldwide Emission Legislations
K. Engeljehringer – AVL List GmbH, Graz, Austria
AVL EMISSION LEGISLATION
Many pages, complex and sometimes confusing
In Annex 8 of this Regulation, references to
Annex 4 shall be understood as reference
to Appendix 4 of Annex I of this
Regulation.
(Quotation from UN-ECE 101)
4000+ pages of worldwide emission legislations and regulations
AVL Emission Test Systems, K. Engeljehringer
2
Content:
• Legislation and Harmonization
• Emission Applications
•
•
•
Light Duty Passenger Cars
Heavy Duty On-Road Engines
Off-Road Engines
• Special Topics
•
•
Green-House-Gas emissions
Real Driving Emissions
• AVL Emission Solutions
•
•
Product Portfolio
Reference Examples
3
AVL EMISSION REGULATION
Information
All legislations have 4 main topics:
•
•
•
•
Emission Limits
Test cycles
Test and Measurement specifications
Result calculation and reporting specification
Separation of legislations in 2 parts
•
•
Standard
Setting Part
Technical regulation
•
Standards
Regulation
- main focus on limits and test cycle)
- main focus on measurement, test and
calculation specifications
Modern legislations have already accepted that and are written in
2 books (like Standard Setting part and Technical Regulations)
4
EMISSION LEGISLATIONS
Complex matrix
Time
EU
VI
EU-1
EU V
EU-1
Applications
EU
IV
EU-1
Japan
EU
EU III
EU-1
Global Harmonization
EU II
EU-1
EU I
EU-1
USA
USA Harmonization
Chassis Dyno
Engine Dyno
5
Test-Specifications
EU und UN-ECE Emission Standards:
EU
•
GTR-02:
•
GTR-04:
•
GTR-05:
•
•
GTR-10:
GTR-11:
•
GTR-XY:
Measurement procedure for two-wheeled motorcycles with
regard to the emission of gaseous pollutants, CO2 emissions
and fuel consumption (Adopted 2005)
Test procedure for compression-ignition (C.I.) engines and
positive-ignition (P.I.) engines fuelled with natural gas (NG) or
liquefied petroleum gas (LPG) with regard to the emission of
pollutants (Adopted 2006)
Technical requirements for on-board diagnostic systems (OBD)
for road vehicles (Adopted 2006)
Off-cycle emissions (OCE) (Adopted 2009)
Engine emissions from agricultural and forestry tractors and
from nonroad mobile machinery (Adopted 2009)
Passenger car emission testing based on WLTP
US-EPA and CARB Standards:
•
•
Engine Test bed:
Chassis dyno:
Test-Specifications in CFR-1065
Test-Specifications in CFR-1066
ISO Standards:
•
Engine Test bed:
ISO 8178
6
US EMISSION LEGISLATION
Engine and Vehicle Testing
Standard Setting Part
Technical regulation
CFR-1036 Heavy Duty On-Road
CFR-1039 Nonroad CI
CFR-1054 Nonroad SI< 19 kW
CFR-1048 Nonroad SI > 19 kW
CFR-1033 Locomotives
CFR-1045 Marine SI
CFR-1042 Marine CI
Engine Testing
CFR-1065
This Technical part is the same for
all engine applications, which are
tested on an engine test bed.
CFR-1043 Marine vessel Marpol
CFR-1051 Recreational vehicles
CFR-1030 Aircraft
CFR-1012 Light Duty vehicles
CFR-1015 Fuel Economy
CFR-1022 Highway Motorcycles
Vehicle Testing
CFR-1066
Evaporative Testing
CFR-1060
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Content:
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Off-Road Engines
• Special Topics
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•
•
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Product Portfolio
Reference Examples
8
Content:
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Off-Road Engines
• Special Topics
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Product Portfolio
Reference Examples
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EU EMISSION LEGISLATION TRENDS
Light Duty - Passenger Cars
EU Emission Legislation:
EU
•
•
•
Euro-6 will start in 2014 with a second phase starting in 2017.
Emission limits are valid for any “normal driving operation”. By that EU can change
drive cycles without the need to change limits.
Euro-6 requires Particulate mass (PM) and Particle number (PN) for all engines.
EU and UN-ECE Emission Regulation:
•
•
Test procedures and drive cycle should be the new WLTP (World Light vehicle Test
Procedure). WLTP (Phase 1) should be finished end of 2013, but is delayed. If it
isn’t ready Euro-6 will continue with UN-ECE R-83 regulation, like Euro-5.
There will be a “Real Driving Emissions” requirement, which will limit emissions
also during any “normal” driving operation. That will be measured by Portable
Emission Measurement System (PEMS) on the road. As alternative or as further
extension there may also be a random drive cycles.
Main issues for development
•
•
•
Gasoline engines will dominantly be GDI since CO2 legislation. Main development
effort will be PN for GDI (will a Gasoline Particulate Filter (GPF) be needed?).
Diesel vehicles development will focus on further NOx reduction.
Engine calibration for a wide range of engine operation conditions (speed, torque,
temperatures, altitudes, …) to meet real driving emission requirements.
10
EU Passenger Cars
EU-1
EU-2
EU-3
EU-4
EU-5
EU-5+
EU-6
EU-6+
1992
1996
2000
2005
2009
2011
2014
2017
ECE
15.04
ECE
15.05
NEDC
NEDC
NEDC
NEDC
NEDC ?
WLTP ?
2720
2200
2300
200
1000
100
1000
100
1000
100
1000
100
970
500
150
80
60
68
5
60
68
4,5
60
68
4,5
6E12
EU
EU
Test Cycle
Positive
Ignition
Engines
(Gasoline)
CO
HC
HC + NOx
NOx
NMHC
PM only GDI
PN
mg/km
CO
mg/km
Compression HC + NOx
Ignition
NOx
Engines
PM
(Diesel)
PN
mg/km
mg/km
mg/km
mg/km
mg/km
#/km
mg/km
2720
970
1000
700
140
80
mg/km
mg/km
640
560
500
50
500
300
250
25
500
230
180
5
#/km
no change
change
500
230
180
4,5
6E11
6E11
500
170
80
4,5
6E11
important
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EU EMISSION LEGISLATION
WLTP (World Light vehicle Test Procedure) and Euro 6/7
• Project is set up accordingly to UNECE 1998 world harmonization
agreement
• Sponsored by EU and Japan, USA has withdrawn sponsoring in
June 2010
Project and objective:
•
•
•
•
DHC: Development of a drive cycle - average world wide driving behavior.
DTP: Development of the test procedures (parameter definition, equipment, specifications,
fuels, …) for better reproducibility and better representativeness, like road load determination.
It will result in a Global Technical Regulation (GTR), how to test emissions.
It will NOT define which emissions will be limited and what the limits shall be.
Project plan:
•
•
Phase-1: Drive cycle and test procedures. should be finished Nov. 2013
Phase-2: Off-Cycle emissions, Low ambient temperature, High altitude, In-Service conformity,
Durability, …
Euro 6 is planed for 2014. WLTP will be implemented if and as far it will be available.
12
EU EMISSION LEGISLATION
WLTP (World Light vehicle Test Procedure) and Euro 6/7
WLTP Drive Cycle consists of 4 Phases
•
•
•
•
Low Phase
Middle Phase
High Phase
Extra-High Phase
4 Phases
1800 sec long
46 km/h average velocity
125 km/h max velocity
Objective:
•
•
•
Test-cycle accepted worldwide, to increasing harmonization for the automotive sector at a
global level.
Shall reflect in average the world wide driving behavior of passenger cars and light duty
vehicles (based on driving data from main Contracting parties including India, China, …)
Different gear shift points for PC and LDCV.
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Light Duty - Passenger Cars
USA Emission Legislation:
•
•
•
•
•
US-EPA and CARB will harmonize their standards.
Low Emission Vehicle program III (LEV-III) starts in 2014.
PM limits will be reduced by a factor 10.
PM measured for all engine- and fuel types.
Medium Duty Vehicle (MDV) are tested on chassis dynos.
USA Emission Regulation:
•
Test specifications accordingly CFR-1066 and CFR-1065, replacing the current
Part-40 CFR-86.
•
•
•
•
Fleet averages equivalent to current SULEV by 2022
New emissions categories and combined NMOG and NOx standards
New E-85 fuel requirements and limit changes
Eliminate 50,000 mile intermediate useful life standards and increased durability
requirement from 120,000 miles to 150,000 miles
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LIGHT DUTY VEHICLE
Chassis Test Bed (with Hybrid add-ons)
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Content:
•
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Off-Road Engines
• Special Topics
•
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Product Portfolio
Reference Examples
16
Heavy Duty – On-Road Engines
EU Emission Legislation:
EU
•
•
•
Euro-VI has started 2013
In addition to Particulate Mass (PM) also Particle Number (PN) limits for Diesel.
Euro-VII isn’t defined yet. CO2 and fuel consumption requirements will come next.
EU and UN-ECE Emission Regulation:
•
•
•
Euro-VI test procedure is based on Global Test Procedure GTR-04 from UN-ECE.
New World Harmonized Stationary Cycle (WHSC) and World Harmonized
Transient Cycle (WHTC) is used.
“Real Driving Emissions” requirements limit emissions also during any “normal”
driving operation. That is done by
• an Off Cycle Emissions (OCE) stationary engine test cycle, with 15 random
engine speed/torque points.
• and with the vehicle on the road by Portable Emission Measurement
Systems (PEMS).
•
•
Diesel PN limits.
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EU
Test cycles
EU-I+II
13-Mode
EU-III+IV
ESC
EU-VI
WHSC
CO
THC
NMHC
CH4
NOx
PM
NH3
PN
CO2, FC
NO2
Test cycles
EU-III+IV
ETC
EU-VI
WHSC
CO
THC
NMHC
CH4
NOx
PM
NH3
PN
CO2, FC
NO2
g/kW-h
g/kW-h
I
II
III
IV
V
VI
1992
1996
2000
2005
2008
2013
4,50
1,10
4,00
1,10
2,10
0,66
1,50
0,46
1,50
0,46
1,50
0,13
8,00
3,60
7,00
0,15
5,00
0,10
3,50
0,02
25
2,00
0,02
25
0,40
0,01
10
8 E11
no
?
4,00
0,16
g/kW-h
g/kW-h
g/kW-h
g/kW-h
ppm
#/kWh
g/kW-h
g/kW-h
g/kW-h
5,40
4,00
4,00
0,78
1,60
5,00
0,16
0,55
1,10
3,50
0,03
25
0,55
1,10
2,00
0,03
25
g/kW-h
g/kW-h
g/kW-h
g/kW-h
g/kW-h
ppm
#/kWh
g/kW-h
g/kW-h
Moderate Reduction (<30%)
0,46
0,01
10
6 E11
no
?
Large Reduction (>30%)
Tbd
Tbd
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USA Emission Legislation:
•
•
Harmonization of EPA and CARB regulations
In addition to CO2, also CH4 and N2O must be measured and reported for GreenHouse-Gas (GHC) legislation.
USA Emission Regulation:
•
•
Test procedure is based on CFR-1065 (very different to old CFR-86 or EU).
• All Calculations are based on mol or CFR-86.
• Performance specifications are based on statistical evaluations and limits
are not anymore related to measurement ranges, but on the actual
emissions of the engine tested and the emission limit.
• Analyzer must not switch analog gains for continuous measurement.
• CLD analyzers must meet very small CO2 and H2O quenching specs.
“Real Driving Emissions” limit emissions during normal driving operation. That is
done with the vehicle on the road by Portable Emission Measurement Systems
(PEMS).
•
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HEAVY DUTY ON-ROAD ENGINE
Engine Test Bed
NH3
Emission Engine Test Bed with CVS
•
•
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•
Automation system iGEM Engine
Full Flow Dilution with CVS i60
Diluted gaseous emission bench AMA i60.
Particulate Sampler PSS i60 with integrated particle
counter APC
NH3 Analyzer SESAM i60 FT or LDD
NH3
Emission Engine Test Bed with SPC
•
•
•
•
Automation system iGEM Engine
Partial flow Dilution with SPC
Raw gaseous emission bench AMA i60.
Particle counter APC connected to SPC
•
NH3 Analyzer SESAM i60 FT or LDD
Also US-EPA is now accepting partial flow dilution and raw gaseous emission measurement
for stationary and transient testing.
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Content:
•
•
•
Off-Road Engines
• Special Topics
•
•
•
•
Product Portfolio
Reference Examples
21
Off-Road - ABGASGESETZGEBUNG
Herausforderungen
EU und UN-ECE Emission Standards:
EU
•
•
•
•
•
Limits also for engines with over 560kW.
Global Technical regulation GTR-11 will be implemented.
Agricultural and forestry tractors will be covered also by Non-Road Mobile
Machinery legislation. (before a separate legislation))
“Real Driving Emissions” measurement with PEMS under evaluation.
Discussions for Stage V (2020?) to implement also a PN limit. Currently NonRoad Stage IV engines are often using open filter systems.
US-EPA and CARB Standards:
•
•
Test procedure is based on CFR-1065, which is quite different compared to
old US or European legislation.
“Real Driving Emissions” measurement with PEMS under evaluation.
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OFF-ROAD EMISSIONS
Pollution Control
Off-Road engine applications are the last combustion engine
application which gets effected by emission legislation.
App. 2000 the fist emission legislations came up for Off-Road
App. 2011 most of the off-road applications are effected by emission
legislation.
In order to fulfill most off-road legislation emission limits, more and
more engines will require the use of an exhaust aftertreatment
technology.
23
OFF-ROAD EMISSIONS
Transienter Prüflauf : NRTC (Non Road Transient Cycle)
Stationary
Test Cycle
Transient
Test Cycle
24
OFF-ROAD EMISSIONS
Exhaust Aftertreatment - Challenges
Exhaust aftertreatment technology:
• The basic technologies from light- and heavy-duty engine applications
can be transferred to off-road applications.
• However, there are additional challenges, like space limitations, costs,
too low exhaust temperatures and shared responsibilities.
Space limitations:
• Most off-road applications have a limited space available. Like on a
tractor it is important that the driver can see the front wheels.
• To mount additionally an exhaust aftertreatment systems is
challenging, especially since these devices get very hot.
Load profile and exhaust temperature:
• Often the average engine load is very, for most of the operation
times. Only for a short period of time the maximum engine power is
used. Which results in low average exhaust temperatures.
• With such low exhaust temperatures, exhaust aftertreatment
systems will not work or can not be properly regenerated.
25
OFF-HIGHWAY ANWENDUNGEN
Herausforderung Abgasnachbehandlung
Amount of time when exhaust temperature is suitable for
Exhaust after treatment systems (T ≥ T Abgas)
SCR
NRTC
Non Road
Transient Cycle
Continuous Regenerating DPF (NO2)
100
80
60
40
20
Traktor
beim Fahren
100
80
60
40
20
Traktor beim
Säen
100
80
60
40
20
Gabelstapler
100
80
60
40
20
NRTC
NRTC
100
150
200
250
300
350
400
Exhaust Temperature [°C]
26
OFF-ROAD EMISSIONS
Exhaust Aftertreatment - Challenges
Exhaust aftertreatment technology:
• The basic technologies from light- and heavy-duty engine applications
can be transferred to off-road applications.
• However, there are additional challenges, like space limitations, costs,
too low exhaust temperatures and shared responsibilities.
Shared responsibility:
• Very often the machinery manufacturer and the engine manufacturer are two different companies.
The machinery manufacturer buys an engine from the engine manufacturer. The engine
manufacturer is responsible for the emission type approval of the engine.
• When the engine needs an exhaust aftertreatment system to fulfill the limit, which is very much
integrated in the machinery, who will supply the exhaust aftertreatment system and who is finally
responsible for the emissions?
US Engine manufacturer penalized for Clean Air Act violations
USA
US EPA announced a settlement with two US engine manufacturer to resolve alleged Clean Air
Act violations. In one case the engine manufacturer shipped more than 590,000 highway and
non-road diesel engines to the vehicle assemblers without the aftertreatment devices and/or with
improperly configured fuel injector and map settings.
One manufacturer has to pay a $2.55 million penalty and continue a recall of noncompliant
engines.
27
OFF-ROAD
Emission Testing – Information / Legislation / Regulation
CO2
GHG
Fuel Consumption
Stage IIIB
Tier 4
Emission Diagnostics
In-use Testing
28
OFF-ROAD
Emission Testing – Information / Legislation / Regulation
Alternative Fuels
NESHAP/NSPS
Air Quality Requirements
Tier 4
Gothenburg Protocol
World Bank
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Content:
•
•
•
Off-Road Engines
• Special Topics
•
•
•
•
Product Portfolio
Reference Examples
30
MARINE APPLICATIONS
Emissions
31
MARINE APPLICATIONS
Standards and Regulations
International Maritime Organization (IMO) Regulation
IMO is the United Nations specialized agency responsible for the safety,
security and prevention of marine pollution by ships.
IMO publishes the Marine Pollution (MARPOL) regulation, which affects all
ocean going vessels and can be applied as emissions standards to domesticand foreign-flagged vessels.
MARPOL covers all kinds and sources of pollutions caused by vessels, not only
the engine emissions. Engine emissions are regulated by Annex-VI of MARPOL
and has a NOx limit. It also enables local regions to restrict the use of fuels with
high sulfur content (Heavy Fuel Oil HFO) as a measure against SOx emissions.
In pollution sensitive areas geographically-based limits will focus to reduce NOx,
SOx and PM emissions. To achieve air quality benefits at reasonable costs it
allows different options, better fuel or the use of exhaust aftertreatment systems.
IMO will also add a Not to Exceed (NTE) requirement for ships.
32
MARINE APPLICATIONS
Standards and Regulations
USA Regulation
•
In the USA marine diesel engines must also fulfill the IMO emission standard.
•
2004 in addition, US Environmental Protection Agency (EPA) mandated a
reduction in PM and NOx.
2012 EPA Tier-3 has further reduce PM by 50% and NOx by 20% and will require
the use of 15ppm Ultra-Low Sulfur Diesel (ULSD).
In 2014 EPA Tier-4 will further reduce PM by 90% and NOx by 80% for commercial
engines with more than 600 kW compared to Tier-2, in certain local areas.
•
•
•
USA will also implement a Not to Exceed (NTE) requirement for ships.
•
Testing procedures and measurement equipment must follow CFR-1065 regulation.
EU Regulation
In Europe marine engines must also fulfill the IMO emission standard.
For inland water ways ships also must fulfill the Directive 2004/26/EC amended by
2010/26/EU. This is the same Directive which applies for all Non-Road Mobile
Machineries in Europe.
For certain locale water ways also additional requirements exist, like the river Rhine or
Lake Constance.
33
MARINE APPLICATIONS
Testing and Certification
Test Cycles
34
MARINE APPLICATIONS
Exhaust Aftertreatment
35
MARINE APPLICATIONS
Fuel and Sulfur Oxides
1 Liter Heavy Fuel Oil
36
MARINE APPLICATIONS
Exhaust Aftertreatment
37
MARINE APPLICATIONS
Engine test bed certification
All propulsion engines - small, large and very large engines, must show its
compliance with the emission standards on an engine test bed. These tests
are done in the same way as for most other engine applications, like non
road mobile machinery engines. The test bed tests have also to be done
nevertheless if the engine gets modified when it is installed on board.
Large ships also have auxiliary engines, for example to produce electricity
on board. Also these engines have to be certified on an engine test bed.
Since these engines are not used for the ship propulsion other engine test
cycles apply, like the ISO 8178 C1 or D2 cycle.
Additional on-board certification
Such engines will often be modified or fine-tuned after the test bed
certification was done and the engine is installed into the ship.
Then the test bed certification is seen as a pre-certification which must be
followed by an on-board emission verification.
A ship propeller has a certain correlation between speed and torque, the so
called propeller law. Since the test cycles follow this propeller law it is
possible to repeat the test bed test also on -board.
Most engine parameters and especially emissions are measured on-board.
Engine parameters, which can’t be measured on-board can be copied from
the test bed test.
38
MARINE APPLICATIONS
Not to Exceed requirements
IMO and US-EPA will also add a Not to Exceed (NTE) requirement.
There the emission under realistic in-use operation conditions will be
verified.
I/M requirements
Regular inspection and maintenance verification is done during the whole
life-time. This can be done by one out of three methods:
•
An engine parameter check, which verifies certain engine's
components, settings and operating values which could affect the
emissions (is typically a time consuming work).
•
A simplified verification of the emission on board, like the on board
certification test.
•
A direct monitoring method, which is using fixed installed on board
emission measurement system.
39
EMISSION TESTING
Marine Applications
Notes:
Higher potential of corrosion
and contamination because
of high SO2 in exhaust:
• Back-flush and
after sample purge
• more frequent
maintenance and
service.
Consider sample boost
pumps because of long
sample line length, since the
engines are very large.
Large diversity of fuel types
and fuel parameters,
especially in case of FTIR
evaluation packages.
SCR and SOx Scrubber
issues
40
Content:
•
•
•
Off-Road Engines
• Special Topics
•
•
•
•
Product Portfolio
Reference Examples
41
ZERO EMISSIONS VERSUS CO2
A local versus a global problem
Pollutant Emission is a local problem:
Even when some emission components may be transported
over some 100 kilometers, like particulates. Mostly only the
people and environment of this region or especially of a city is
effected by pollution problems.
Green House Gas Emissions is a global problem
Green House Gas (GHG) emissions will effect the climatic
conditions of the entire world and change the climate. Often the
region which might be effected by the weather catastrophes,
are not emitting large amounts of GHG emissions, but will
suffer.
42
THE CHALLENGES
Green-House-Gas emissions and Global Warming
CO2 emitted per country:
The map shows how much CO2 is emitted
per country.
1. China
2. USA
3. India
4. Russia
CO2 emitted per person:
The map shows how much CO2 is emitted
per person.
1. USA
2. Canada
3. Australia
4. Middle East
43
GREEN HOUSE GAS EMISSIONS (GHG)
Achievements and targets
SIAM, BEE
Proposals
2015: 121 – 155 g/km
2020: 104 – 136 g/km
Source: ICAT, 2012
4 l/100km
25 km/l
65 mpg
44
EMISSION TRENDS
Green – House – Gas (GHG) Reduction
USA
45
REAL DRIVING EMISSIONS
What is it?
Naming:
• There is no commonly aligned naming of testing methods or procedures in
all discussions and regulations. There are words like
• “Real Driving Emissions”
• „Not-to-Exceed“
• „Off-Cycle Emission“
• „Real World Emission“
• „In-Use Compliance“
• „In Service Conformity“
• In principle there are two different approaches for Real Driving Emissions:
• Random cycles in the test bed
• Mobile testing on the road
46
THR PROBLEM:
of old and current emission legislation procedures
Older technology was not flexible, like
carburetors, mechanical or electronic engine
control. Reducing emissions in any cycle
reduced emission under most operation
conditions.
Modern engine control units (Computer)
are flexible and fine tuned for the known
cycle. Reducing emission will not reduce
emission
under
normal
operation
conditions.
Therefore modern legislations are changing the procedures, and add random cycles or in
use requirements or both.
47
THE PROBLEM:
• $267 Mil. spend by Honda and $7.8 Mil by Ford to settle charges for
using “Defeat Devices”, which are forbidden by the Clean Air Act.
USA
• $83 million penalties plus $1000 million to resolve claims against seven
major diesel engine manufacturers for violation of environmental law. The
companies sold 1.3 million diesel engines containing illegal "defeat
devices" which allow an engine to pass the emissions test, but modified
emission controls during real driving.
South-Korean Ministry of Environment:
• The National Institute of Environmental Research (NIER) tested 5 dieselengine SUV models.
• All 5 models passed the legal test, but serious problems arose when the
air conditioning was turned on. While most cars showed a 10% to 20%
increase in nitrogen oxide (NOx) emissions, these five SUVs had 6 to 11
times more NOx emissions than the legal limit.
Source: www.epa.gov/compliance/resources/policies/civil/caa/mobile/vehicleengine-penalty-policy.pdf; www.certreform.org/about/george-lawrencesnote/; www.epa.gov/otaq/imports/420b10027.pdf; www.epa.gov/compliance/resources/newsletters/civil/enfalert/
http://joongangdaily.joins.com/article/view.asp?aid=2935973
48
THE PROBLEM:
49
REAL DRIVING EMISSIONS
Variants
Real Driving
Emission testing
Random
Cycle
Mobile
PEMS
• Mobile in use
measurement
• Unknown driving
conditions
• Can not be repeated
• Test bed test
• Random and unknown
test cycle
• Can be reproduced, which
is important for R&D.
and
Standard Test Bed Emission Systems:
Portable Emission Systems:
AVL iGENERATION PRODUCT LINE
AVL M.O.V.E Mobile Testing Platform.
50
Emission Testing mobile and in the Lab.
A combination of both
Test bed:
•
•
•
•
•
Environmental relevance
Standardization
Reproducibility
Driving conditions
Ambient conditions
→ limited (Standard cycle)
→ Results can be compared
→ yes (most important for development)
→ „straight and without hills“
→ standardized and konstant
Mobile Testing:
•
•
•
•
•
Environmental relevance
Not standardized
Reproducibility
Driving conditions
Ambient conditions
→ high (realer world)
→ Results can not be compared
→ not possible
→ „with turns and hills“
→ variable in defined limits
51
Content:
•
•
•
Off-Road Engines
• Special Topics
•
•
•
•
Product Portfolio
Reference Examples
52
Emission Test Product Portfolio
Testing Tools - Automation Systems
iGEM Engine
GEM301 EC
Heavy Duty
Engine
GEM301 EC
Off-Road
Engine
iGEM Engine iGEM Offline
iGEM
Light Duty PUC/Concerto
Vehicle
Engine
Emission Data
LD + HD
Evaluation
Chassis Cell
Exhaust Gas Analyzers
AMA i60
High End
AMA i60
Stand Alone
AMA i60
Remote
AMA i60
NH3, …
Smoke
Meter
SESAM i60FT SESAM-i60FT
Multi Component
Multi Component
Portable Systems
Gas PEMS
in 2011
SHED
Automation
Particulate and Smoke
Opacity
Meter
Micro Soot
Sensor
Particle
Counter
CVS i60
Light Duty
CVS
Evaporative Emission Systems
Micro Soot
Onboard
Opacity
Onboard
SHED
VT/VV
SHED
Automation
Canister
Loading
Fuel
Cart
TFMS
Test Field
Management
Dilution Systems
+ Analyzers
PM PEMS
M.O.V.E.
SORE GEM
Small
Engine
CVS i60
Heavy Duty
CVS
e-spares
Service
Maintenance
CARE
SW + HW
Ramp-up
Support
PSS i60
Particulate
Sampler
SPC
Partial Flow
Dilution
Advanced Emissions
SHED-FID
Visiolution
In-Cylinder
Visiolution
In-Cylinder
Customer Service
Help Desk
Support
Accessories and Calibration
Simulation
AST
Pre-Filters
Sampleselection
Analyzers
Calibrationand Check
Devices
Workshop Instruments
AVL DiX
High End
DiGas 4000
DiSmoke
DiGas 2200
Motor Cycle
Consulting
Residence
Service
Training
Products
Training
Applications
Clean Air
Support
Programs
Consulting
Emission
Testing
EmRep
Online
Legislation
53
AVL EMISSION TEST SYSTEMS
iGeneration Emission Test Systems
54
AVL has launched a totally new innovative and
intuitive emission measurement system
generation, covering all standard emission
systems.
Performance:
Highest possible accuracy and repeatability
Compliant with all current and future
legislations (by current drafts)
Highest availability
Benefits:
Identical HW architecture
Same components wherever possible
Common spare part stock
Common maintenance procedures
Less training effort
Lowest total cost of ownership
55
systems.
Same software platform:
iGEM FT
Intuitive operation
Best integration and interfacing
Aligned upgrades, like for new legislations
iGEM PSS
Benefits:
Easier operation
iGEM CVS
Less operator mistakes
iGEM AMA
High automated procedures and functions
Integration of several GUIs on one operator
monitor
56
systems.
Calibration devices and Accessories:
All required calibration validation devices
needed for emission testing
Fully automated operation
Benefits:
One device can be used for different
measurement systems
Fully integrated with systems for automated
procedures for efficient workflow and
highest accuracy and repeatability
tailored also for the challenges of new
engine concepts
57
Emission Test Automation Systems
iGEM-Engine and iGEM-Vehicle emission automation is harmonizing vehicle and
engine testing on base of the Puma Open automation platform.
Exchange of test procedures and data between Engine- and Chassis Dyno tests.
Same operation, software modules, error handling and look and feel
Engine and Powertrain
Vehicle Testing
iGEM Engine
iGEM Vehicle
Puma Open Platform
other devices,
actuators and
sensors
other devices,
actuators and
sensors
58
Emission Test Automation Systems
iGEM-Engine and iGEM-Vehicle emission automation is harmonizing vehicle and
engine testing on base of the Puma Open automation platform.
Exchange of test procedures and data between Engine- and Chassis Dyno tests.
Same operation, software modules, error handling and look and feel
Engine and Powertrain
Vehicle Testing
iGEM Engine
iGEM Vehicle
Puma Open Platform
other devices,
actuators and
sensors
other devices,
actuators and
sensors
59
AVL Powertrain Test Centers
Ann Arbor,MI
UK
Södertalje
Haninge
Headquarters Graz
Sweden
Moscow
Plymouth, MI
Tokio
Korea
Nagoya
Lake Forest, CA
AVL worldwide 110+ in-House Emission Test Cells
Sao Paulo
•
•
•
•
94 Engine- and Powertrain Test cells
16 Chassis Dyno Test Cells
2 SHEDs
24 Special test cells
Germany
France
Neuenstadt
München
Regensburg
Stuttgart
China
India
Ingolstadt
Remscheid
Turkey
60
EPA has selected AVL
US-EPA, Ann Arbor, USA
US Environmental Protection Agency
AVL selected to supply 2 complete Chassis
Dyno Emission Test Cell for developing and
testing of the next generation of US
emission legislation. including
Fulfilling CFR-1065 and CFR-1066
specifications
PM sampling for diesel and gasoline
NMOG sampling
Green-House-Gas emission
measurement
Pre- and Post-Cat emission
measurement
AVL “Heated CVS” concept for low
emission testing (SULEV)
61
TÜV Hessen selected AVL
TÜV Hessen, Germany
Technology und Environmental Center
AVL selected to supply test and emission
measurement systems. There is also a
special focus on the challenges of new
powertrain concepts, like hybrids, electrical
vehicles and alternative fuels.
Chassis Dyno Emission Test Cell
“Advanced”. Which can simulate real
driving conditions, trafic, up- and
down-hill driving as well as turns by
using 4 independent rollers.
Engine Emission Test Cell
Portable Emission Measurement
Systems (PEMS)
62
Vietnam Register (VR) selected AVL as Turn-Key Supplier
1
2
VR Vietnam Register, Vietnam
National vehicle emission certification
laboratory of Vietnam
AVL selected as “Turn key solution” supplier
for the national emission laboratory. AVL
responsible for planning, building design, test
laboratory configuration, test and
measurement systems and system and
application training. Final EU and UN-ECE
laboratory approval done by German TÜV
3
.
Chassis Dyno Emission Test Cell for
passenger cars (1)
4
Chassis Dyno Emission Test Cell for
motorcycles (2)
Heavy Duty Engine Emission Test Cell (3)
Evaporative emission systems (4)
63
Emission Test Product Portfolio
Gas Analyzers
AVL delivers a Gas Analyzer
every working hour
Particulate and Smoke
… a Particulate Instrument
every 3rd working hour
Exhaust Gas Analyzers
… an Emission System
every working day
Dilution Systems
Automation Systems
… a Dilution- or Particulate system
every 2nd working day
… an emission automation system
every 3rd working day
64

Legislation Trends

Transcription

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