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Introduction
AVL Emission Test Systems
AVL EMISSION TESTING HANDBOOK – 2016
GLOSSARY
AVL Emission Testing Handbook 2016 3
TABLE OF CONTENTSNo. Theme Page
1. INTroducTIoN 5
2. STANdArdS ANd TEchNIcAL rEguLATIoNS 6
3. VEhIcLE/ENgINE cLASSIfIcATIoN 11
4. ENgINE, fuEL ANd ProPuLSIoN SySTEm 12
5. dEVELoPmENT ANd EmISSIoN TESTINg LIfE cycLE 19
6. EmISSIoN TESTINg mEThodS 35
7. EmISSIoN cErTIfIcATIoN mEThodS 63
8. EVAPorATIVE EmISSIoNS (EVAP) 71
9. gLoSSAry 78
4 AVL Emission Testing Handbook 2016
PUBLICATION INFORMATIONcompany: AVL LIST gmbh
hans-List Platz 1, 8020 graz, Austria
AVL Emission Test Systems gmbh (AVL ETS)graf-Landsberg-Str. 1c, 41460 Neuss, germany
Author: Kurt Engeljehringer
department: Emission Test Systems
document Id: AVL Emission Testing handbook 2016 V1.0 PA3088E
Version: 1.1
release date: 1. 4. 2016
Copyright Notice:The contents of this document may not be reproduced in any form or communicated to any third party without prior written agreement of AVL List gmbh.copyright © 2016, AVL List gmbh.
Liability Notice:While every effort is made to ensure its correctness, AVL List gmbh assumes no responsibility for errors or omissions, which may occur in this document.
Introduction AVL Emission Testing Handbook 2016 5
1. INTRODUCTIONAVL is pleased to offer you this Emission Testing handbook and we hope you will find it helpful.
The purpose of this handbook is to give a first overview of different emission test and measurement methods that arecommonly used in engine, powertrain and vehicle development. While for r&d work all technically possible methodscan be used, only certain methods are accepted for engine or vehicle type approval tests.
Every emission legislation consists of two main parts. The first part deals with the maximum emission limits. Severalsources are available to provide information on these limits, such as the online AVL Emission report, or the“Worldwide Emission Standards Booklets” from delphi. The second part explains how the engine or vehicle is testedand how emissions are measured. This AVL Emission Testing handbook focuses on the second part of emissionlegislation, namely how emissions are tested and measured. Even though a handbook cannot entirely replacefamiliarization with legislation and regulations, we hope to provide a structured overview for a better understanding.We sometimes use general terms and explanations to give a better overview and to highlight differences within theregulations. Please note that sometimes general terms are used that are not related to specific emission legislation,where the same word may be used with a slightly different meaning.
Please feel free to use the information provided for presentations, documents, or testbed configurations. however, wekindly ask you to provide a reference to the “AVL Emission Testing handbook” within it.
An electronic version of this booklet is available at: www.avl.com/emission-testing-handbook
for comments and notes please email to: [email protected]
2. STANDARDS AND TECHNICAL REGULATIONS
6 AVL Emission Testing Handbook 2016 Standards and technical regulations
� Emission limits that define the maximum tailpipe emissions allowed.� Test cycle that defines how an engine or vehicle is operated for the emission test.� Test procedures that describe how to perform the tests and specifications for the test- and
measurement systems� Equations describing how to calculate the final result.
1 and 2 are important for protection of the environment and the requirements for powertrain engineering.
3 and 4 define the requirements for planning and operating a testbed, which is also the focus of this handbook.
While older emission legislation covered all 4 parts in one “book”, the latest legislation split it up intotwo books. one book focuses on the environmental and engineering relevant requirements, whereasa second book defines the test procedures and its specifications. furthermore, it explains which testand measurement systems shall be used and what requirements must be fulfilled.
• In Europe, this approach is called the “split-level approach”. The limits (1) are specified while thetechnical specifications (2, 3, 4) are adopted from the uN-EcE global Technical regulations (gTr).
• In the uS, different “standard setting parts” for different engine applications define the emissionlimits (1), the test cycles (2) and “technical regulations”, in which the test and measurement procedures and specifications (3, 4) are explained.
Split-level approach of modern emission standards:
Emission standards are built on 4 main pillars:
TECHNICAL REGULATIONS
Standards and technical regulations AVL Emission Testing Handbook 2016 7
GTR-15
RDE
GTR-4 GTR-11 / ISO 8178 / IMO
CFR-1065
GTR-2
CFR-1066
EU, UN-ECE USLegend: Applied regulations for the emission standards of
GTR-10
EngineTestbed
VehicleChassisDyno
VehicleRDE and
OCE
Will be harmonized in future
NTE
Light DutyVehicles
Heavy DutyVehicles
Non-Road Vehicles and Equipments
UN-ECE GLOBAL TECHNICAL REGULATIONS
8 AVL Emission Testing Handbook 2016 Standards and technical regulations
GTR’s: Global Technical regulations:
gTr-01: door locks and door retention componentsgTr-02: measurement procedure for two-wheeled motorcycles with regard to the emission of gaseous pollutants, co2
emissions and fuel consumptiongTr-03: motorcycle brake systemsgTr-04: 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 pollutantsgTr-05: Technical requirements for on-board diagnostic systems (oBd) for road vehiclesgTr-06: Safety glazing materials for motor vehiclesgTr-07: head restraintsgTr-08: Electronic stability control systemsgTr-09: Pedestrian safetygTr-10: off-cycle emissions (ocE)gTr-11: Engine emissions from agricultural and forestry tractors and from non-road mobile machinerygTr-15: global technical regulation on Worldwide harmonized Light vehicles Test Procedure.
This gTr is often called WLTP (World Light duty vehicle Test Procedures), since the project and the informalworking group has this title. however, the final and official document is the gTr-15.
US STANDARDS AND TECHNICAL REGULATIONS
Standards and technical regulations AVL Emission Testing Handbook 2016 9
(40 CFR 86 SubPt . B – Light-duty vehicles)
40 CFR 1039 – Nonroad CI engines
40 CFR 1048 – Large Non-Road SI engines (>19 kW)40 CFR 1054 – Small Non-Road SI engines (<19 kW)
40 CFR 1045 – Marine SI engines and vessels 40 CFR 1042 – Marine CI engines and vessels40 CFR 1043 – Marine engines and vessels (Marpol)
40 CFR 1033 – Locomotives
40 CFR 1051 – Recreational engines and vehicles
40 CFR 1036 – Heavy-duty highway engines
40 CFR 1037 – Heavy-duty motor vehicles
Standard Setting Parts: Applications:
CFR-1066Vehicle testing on
Chassis Dyno
CFR-1065Engine testing on
Engine Testbed
Technical Regulations:
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Large impact on measurement system specifications and differencesin the validation and performancechecks, when compared to theformer cfr-86 specifications orcompared to Eu and uN-EcEspecifications.
cfr-1066 refers wherever possible to the cfr-1065 specifications.
AVL EMISSION LEGISLATION WORLD• AVL Emission report• AVL Emission mobile
• Studies and forecasts • Legislation consulting
10 AVL Emission Testing Handbook 2016 Advertisement
www.avl.com/emission-legislation-world/index.html
3. VEHICLE/ENGINE CLASSIFICATION
Vehicle/Engine Classification AVL Emission Testing Handbook 2016 11
Light DutyVehicles
Mopeds, Motorcycles (MC), 2- and 3-WheelerPassenger Cars (PC)Light Duty Commercial Vehicles (LCV)
Heavy DutyOn-RoadVehicle Engines
Medium and Heavy Duty Commercial Vehicles, such as Trucks and Buses
Non-RoadEngines
Recreational Vehicles
Nonroad SI > 19 kW
Marine Compression Ignition
Locomotives
Nonroad SI < 19 kW
Aircraft Engines
Marine Vessels
Marine Spark IgnitionNonroad CI
SI = Spark IgnitionCI = Compression Ignition
Power Plants
4. ENGINE, FUEL AND PROPULSION SYSTEM
12 AVL Emission Testing Handbook 2016 Engine, fuel and propulsion system
SI – Spark Ignition CI – Compression Ignition
Conventional Hybrid - NOVC Hybrid - OVC
Mono-Fuel Dual-Fuel Flex-FuelBi-Fuel
Gasoline (E5)
Diesel (B5)
Bio-Ethanol
Bio-Diesel
E10 – E85
B10 – B??
E-Vehicles
PtG PtL others
NG LPG Hydrogen
SI is also often called PI (Positive Ignition).Type of Ignition:
Propulsion System:
Fuel Type:
Fuel System:
NOVC Not Off Vehicle ChargingOVC Off Vehicle Charging (plug-in)
Fossil fuels: Fossil fuels are a limited resource. They are also needed formedicine, plastic, etc.
Bio-Fuels: Ethanol and bio-diesel are environmentally sustainable, if producedfrom bio mass (waste).
PtG, PtL: “Power to Gas“ and “Power to Liquid“ - alternative energy sources (solar, wind, ...) are used to produce fuels from water and CO2 (from industrial processes). It is a form of “technical photo synthesis“
Adequate fuel quality is a mandatory pre-requisite for any low emission standard.
Emission regulations differentiate vehicles or engines according to several criteria. By these criteria the suitable type of emission test is selected. for example, SI or cI engines may have different limits, hybrids have different test procedures, bi-fuelvehicles require more tests and evaporative emission test are only done with gasoline fueled vehicles.
POWER TO GAS/LIQUID = CO2 NEUTRAL FUEL
Engine, fuel and propulsion system AVL Emission Testing Handbook 2016 13
Distribution &infrastructure
FinalenergyEnergy “transformation”
+ Water
CH4
Primary energy
+ CO2
CxHy“Gasoline”
OME“Diesel”
Methanation
H2
Electrolysis
O2to air
Electricity distributionand charging stations
Primary Energyfrom renewable
sources
Hydrogen distributionand fuel stations
Existing CNGinfrastructure, but morecapacity needed
Infrastructure alreadyfully exists
Battery
Hydrogentank
Gas tank
Liquid fueltank
Batterye-vehicles
Fuel cell-vehicles
Conventionalgas-vehicle
Conventionalgasoline ordiesel vehicle.
ZeroEmissions
ZeroEmissions
CO2 neutral+ low pollutant
Emissions
CO2 neutral+ low pollutant
Emissions
Environmentimpact
Vehicle energystorage and powertrain
P
H2 Electrolysis
PtG: Power to Gas
PtL: Power to Liquid
already existingLegend: partly existingnot existing
Fischer-TropschSynthesis
Methanol- & EtherSynthesis
In order to achieve overall co2 reduction targets, a strong reduction is needed particularly for individual transportation. As a first step, all energy should be gained from renewable sources, such as water-, sun- and wind energy. The figure below demonstrates how this energy could be used. furthermore, factors such as energy transportation, distributionand storage have to be considered as well as the already existing vehicle fleet.
Possibility 1:direct use of electricity or use ofhydrogen generated from water andelectricity. This requires the constructionof a new infrastructure and new vehicles.
Possibility 2:combining hydrogen with co2 fromindustrial plants would result in gas (Ptg)or liquid fuel (PtL). gas vehicles andinfrastructure already exist on a smallscale.PtL: The entire infrastructure exists.furthermore, it may be used for alreadyexisting cars, airplanes or ships.
ENGINE, FUEL AND PROPULSION SYSTEM
14 AVL Emission Testing Handbook 2016 Engine, fuel and propulsion system
Fuel- and Propulsion-Systems: Mono-Fuel Vehicles
Vehicle Engine Energy Storage Energy Supply Energy Source Notes
Mono-FuelVehicle
CombustionEngine
Liquid FuelTank
FuelStation
CrudeOil
Vehicle designed to run on 1 type ofliquid fuel
Mono-Fuel-GasVehicle
CombustionEngine
Gas TankGasStation
GasMono-fuel vehicles run primarily onLPG, NG, bio-methane or hydrogen.The vehicle may have a small petroltank (<15 l) for emergency or startingpurpose.
Liquid FuelTank < 15 l
FuelStation
CrudeOil
Gas
The reduction of co2 (green house gas) requires an increase inthe efficiency of the vehicle’s powertrain. hybrid vehiclescombine the benefits of combustion engines with the benefits ofelectrical motors. Additionally, the type of fuel used plays a rolein reducing co2 emissions (e.g. bio-fuels). on the one hand, co2 emissions from bio-fuels are co2-neutralfor the world and some countries could become independent offuel imports. on the other hand, negative impacts on foodsupplies and prices may occur.
This will all lead to a large variety of propulsion systems and fueloptions in a vehicle. Therefore, emission legislation andregulations divide vehicles into different fuel (energy) andpropulsion system categories:
• mono-fuel vehicles• Bi-, flex- and dual-fuel vehicles• hybrid vehicles• Electric vehicles
ENGINE, FUEL AND PROPULSION SYSTEM
Engine, fuel and propulsion system AVL Emission Testing Handbook 2016 15
Vehicle Engine Energy Storage Energy Supply Energy Source Notes
Bi-FuelVehicle
CombustionEngine
Liquid FuelTank
FuelStation
CrudeOil
Liquid FuelTank
FuelStation
Bio-Fuel
Bi-Fuel-GasVehicle
CombustionEngine
Liquid FuelTank
FuelStation
CrudeOil
Gas Tank GasStation
Gas
Flex-FuelVehicle
CombustionEngine
Liquid FuelTank
FuelStation
CrudeOil
FuelStation
Bio-Fuel
Dual-Fuel-GasVehicle
CombustionEngine
Liquid FuelTank
FuelStation
CrudeOil
Gas Tank GasStation
Gas
Dual-Fuel-GasVehicle
CombustionEngine
Liquid FuelTank
FuelStation
CrudeOil
Liquid FuelTank
FuelStation
CrudeOil
Fuel- and Propulsion-Systems: Bi-, Flex- and Dual-Fuel Vehicles
Vehicle with 2 different fuels in 2 separate tanks. It runs only on 1 fuel at a time.
Vehicle with 2 different fuels in 2 separate tanks.It can run on petrol (>15 l Tank) or on either LPG, NG, bio-methane or hydrogen.
Vehicle with 1 tank that can run on different mixtures of 2 or more fuels, for example any mixture of gasoline and ethanol or diesel and bio-diesel.
Vehicle can burn gas and liquid fuels from separate tanks (mainly gas and diesel) at the same time.
Vehicle can burn 2 different liquid fuels from separate tanks at the same time, RCCI (Reactivity Controlled Compression Ignition).
and
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fuel at a time.
or hydrogen.
for example any mixture of gasoline different mixtures of 2 or more fuels, Vehicle with 1 tank that can run on
on either LPG, NG, bio-methane It can run on petrol (>15 l Tank) or separate tanks.Vehicle with 2 different fuels in 2
separate tanks. It runs only on 1 Vehicle with 2 different fuels in 2
separate tanks. It runs only on 1
on either LPG, NG, bio-methane
for example any mixture of gasoline different mixtures of 2 or more fuels, Vehicle with 1 tank that can run on
It can run on petrol (>15 l Tank) or
Vehicle with 2 different fuels in 2
Vehicle with 2 different fuels in 2
elciheV
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and ethanol or diesel and bio-diesel.
diesel) at the same time.
Compression Ignition).time, RCCI (Reactivity Controlled fuels from separate tanks at the same Vehicle can burn 2 different liquid
from separate tanks (mainly gas and Vehicle can burn gas and liquid fuels
for example any mixture of gasoline
and ethanol or diesel and bio-diesel.
from separate tanks (mainly gas and
time, RCCI (Reactivity Controlled fuels from separate tanks at the same Vehicle can burn 2 different liquid
Vehicle can burn gas and liquid fuels
for example any mixture of gasoline
ENGINE, FUEL AND PROPULSION SYSTEM
16 AVL Emission Testing Handbook 2016 Engine, fuel and propulsion system
Hybrid and Electric Vehicles
Vehicle Engine Energy Storage Energy Supply Energy Source Notes
NOVC-Hybrid(Not Off-VehicleCharging)
CombustionEngine
Liquid FuelTank
FuelStation
CrudeOil
Vehicle with 1 combustion engine, 1 or more electric motors and 2 energy storages.Battery cannot be charged externally.
ElectricMotor
Battery
OVC Hybrid(Off-VehicleCharging)
CombustionEngine
Liquid Fuel Tank
FuelStation
CrudeOil
Vehicle with 1 combustion engine, 1 or more electric motors and 2 energy storages.Battery can be charged externally (plug-in).
ElectricMotor
BatteryPowerGrid
PowerStation
Electric Vehicle with Range Extender
ElectricMotor
BatteryPowerGrid
PowerStation
Vehicle with an electric motor and battery. Additionally there is a power generator with a combustion engine to extend the driving range.
Range Extender
FuelStation
CrudeOil
Fuel CellVehicle
ElectricMotor
BatteryPowerGrid
PowerStation Vehicle with an electrical motor
and fuel cell that converts hydrogen into electrical energy.Fuel Cell
H2 Station
Hydro-gen
Pure Electric Vehicles
ElectricMotor
BatteryPowerGrid
PowerStation
Vehicle with an electric motor and a battery. Also called Battery Electrical Vehicle (BEV)
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HYBRID AND ELECTRIC VEHICLES
Engine, fuel and propulsion system AVL Emission Testing Handbook 2016 17
Hybrid and Electric Vehicle Definition – Functional Matrix
Hybrid Related Nomenclature Electrification Functionality Matrix
TechnologyName
EU Related Emission Regulation Naming
US Related Emission Regulation Naming
EngineStart-Stop
E-BoostSystems
Regener-ativeBraking
E-Motormovesvehicle
ExternalBatteryCharging
PureElectricDriving
ElectricDrivingOnly
Micro-HybridThese vehicles are not tested as hybrid vehicles for emission regulations.Testing is like any conventional vehicle with a combustion engine
Mild-Hybrid
Full-Hybrid NOVC HybridNot off vehicle charging
Hybrid electric vehicle
Plug-InHybrid OVC Hybrid
Off vehicle chargingPlug-In Hybrid,Grid connected electric vehicle
Range Extender
Pure ElectricVehicle BEV Battery Electrical Vehicle Grid connected electric vehicle
When talking about hybrid vehicles many different names are used. for instance, a plug-in hybrid is called an off-vehiclecharging (oVc) hybrid in Eu regulations, whereas it is referred to as grid connected electric vehicle in uS regulations.
18 AVL Emission Testing Handbook 2016 Advertisement
AVL EVAPORATIVE EMISSION The most comprehensive AVL EVAPorATIVE emission testing product line supports the easy and reliabledetermination of hydrocarbon evaporation from fuel tanks of gasoline-driven vehicles.
5. DEVELOPMENT AND EMISSION TESTING LIFE CYCLEExamples based on Eu passenger car regulations
Development and emission testing life cycle AVL Emission Testing Handbook 2016 19
DEVELOPMENT AND EMISSION LIFE CYCLE
20 AVL Emission Testing Handbook 2016 Development and emission testing life cycle
1. Development 2. Type Approval 3. Production 4. In Use
§
tnempoleveD.1 rAppepyTTy.2 alvvor tcctudorP.3 noit esUIn.4 e tnempoleveD.1 rAppepyTTy.2 alvvor cctudorP.3 noit esUIn.4 e
The “vehicle life cycle” starts with development and testing. After a type approval is issued, production begins. Individual vehicles will be in use for several years. during this period emission control measures ensure a sustainable and environmentallyfriendly operation. The vehicle’s recycling usually starts when put out of operation.
1. Development:Vehicle concept definition and development is a highly challenging andcostly process, which is driven by market and customer demands and strictenvironmental and safety legislative requirements.
2. Type Approval:This is the allowance issued by an authority that the vehicle can be sold. Thismust be proven by various tests.
3. Production conformity:Several requirements and tests ensure that not only the prototype fulfills therequirements, but also all produced vehicles.
4. In-Use compliance:Authorities and manufacturers check random samples of vehicles already inuse. All modern vehicles are equipped with a self-diagnostic system onboard and require regular inspections.
DEVELOPMENT
Development and emission testing life cycle AVL Emission Testing Handbook 2016 21
Authority
Technical service
Manufacturer
Export, import and dealer
Car owner
Development
Requirements
Requirements
ytirohtuA
De
tnempolev
meriuReq
stenm
viceresical nhceT
realedd natpormi
t, roExp
rerutcfauMan
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eriuReq
stenme
Product development is mainly driven by
• market and customer demands, such as price, drivability and driving pleasure, fuelconsumption etc.
• Various legislation and regulations to ensure a safe and environmentally friendlyoperation.
Both the market and the legislative demands are becoming more challenging. While themarket demands a wider variety of models, legislation is becoming stricter with respectto test performance, lower emission limits and expanding laboratory tests simulating realdriving emissions.
These aspects will drive the powertrain development towards new developmentmethodologies, tools and higher efficiency. The usage of advanced simulation andhardware-in-the-loop development will increase and more conventional tests both inlaboratories and on the road will be done.
DEVELOPMENT PROCESS
22 AVL Emission Testing Handbook 2016 Development and emission testing life cycle
On theRoad
Test Track
EVAP-ShedChamber
Chassis Dyno
PowertrainTestbed
Of ce
MIL and SILTestlab
Hardware inthe Loop
BatteryTestbed
E-MotorTestbed
TransmissionTestbed
Working Environment Working EnvironmentDevelopment Process
EngineTestbed
htO
h
ceOf
labtseTSILdMIL an
ineradwrHa
ce
labSIL
in
adoRhtnO
TrtseT
mahCP-SAVE
eh
cka Tr
rebmdehP-S
pooLthe
debtseTyrettaB
debtseTotoE-M
p
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dr
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btseTewoP
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debainrtre
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t enmoplDeve
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btseTngiEn
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A powertrain development process is like a “V” and starts on the left with high level concept studies and simulation. It continues with theselection of powertrain elements and is followed by design and testing. After the powertrain is assembled, it is integrated into a vehicle. Theprocess ends on the right with a prototype. during the process several testing and optimization steps are carried out in various testenvironments.
TYPE APPROVAL
Development and emission testing life cycle AVL Emission Testing Handbook 2016 23
Authority
Technical service
Manufacturer
Export, import and dealer
Car owner
Development Type Approval
ytirohtuA
vDe
tnempolev AepyTTy
alvorpp
viceresical nhceT
realedd natpormi
t, roExp
rerutcfauMan
renworaC
Type Approval:A manufacturer must obtain type approval from a local vehicle authority, in order to beable to sell a vehicle.It is issued all required documents and test reports have been reviewed.It is done based on pre-production vehicles.
Europe and most countries that follow EU or UN-ECE regulations:The type approval tests are performed or witnessed by a technical service. The technicalservice certifies the correctness of the executed tests and results by so called “certificationtests”. The technical service is selected and paid for by the manufacturer. Alternatively, atest laboratory may undergo an accreditation process to perform tests afterwards without atechnical service organization (such as TÜV, dEKrA, ...).
USA type approval:The uSA does not use the concept of a “technical services organization”. This is onereason why uS regulations are written using more technical details than Eu documents.The manufacturer performs a “self certification” and presents the data to EPA or cArB.EPA and cArB then issue a type approval for the period of one year, which must beextended every year. high civil penalties apply for vehicles that do not fulfill the legislation.
TYPE APPROVAL: EMISSION
24 AVL Emission Testing Handbook 2016 Development and emission testing life cycle
Emission Type Approval Test Types
Type - I Average emission after a cold start
Type - Ia Real Driving Emission (RDE)
Type - II CO Idle test
Type - III Crankcase emission
Type - IV Evaporative emission
Type -V Durability test
Type -VI-7° C low temperature emission test (like Type-I testing but at -7° C)
OBD On Board Diagnostic
CO2 + FCEC + E-Range
CO2 + fuel consumption, energy consumption and electric range for E-vehicles
Reg-24 Smoke opacity for compression ignition engines
Type Approval:A vehicle has to fulfill a lot of legislation and regulations. These concern environment,lighting and signals, active-and passive safety: for instance, there are approx. 80 Eudirectives and 70 uN-EcE regulations in Europe.
Emission related type approval requirements:There are several emission related test types for the Eu type approval. The maindifferences to the uS legislation are the different drive cycle (fTP-75 vs WLTc) and someadditional drive cycles used to test aggressive driving and driving with air conditioning.furthermore, the emission limits are totally different. The Eu legislation focuses mainlyon low Nox and PN emissions balanced with also low co2 emission. In the uS standardsthe main focus is to bring smog-forming emissions (hc speciation and Nox) close tozero while co2 targets are still high compared to Eu. Limits are based on limits for eachvehicle and on fleet average emission limits, also allowing some higher emissions on asmall number of vehicles as long the fleet average is fulfilled.
Real driving emission requirement:A new approach includes the extension of laboratory tests to driving under conditions ofnormal use (measured on the road) as well as the definition emission limits. Thisapproach was first applied to heavy-duty vehicles in the uS, and later in the Eu. forpassenger cars it will start in the Eu (planned 2017), followed most likely by South-Koreaand china.
Test types selection:The test types performed depend on the ignition type of the engine (cI, SI), the fuelsystem (mono, bi, or flex-fuel) and the fuel itself (gasoline, diesel, bio, …).
TYPE APPROVAL: TEST TYPES/FUELS
Development and emission testing life cycle AVL Emission Testing Handbook 2016 25
Emission Test Types SI-Vehicle CI-Vehicle including Hybrids including Hybrids
Pure Electric
H2
Fuel cell
Fuel System = Mono-Fuel Bi-Fuel Flex-FuelMono-Fuel
Flex-Fuel
Fuel Type = Gasoline LPG NG HydrogenGasoline Gasoline Gasoline Gasoline NG
DieselDiesel
LPG NG Hydrogen Ethanol H2NG Bio-Diesel
Type-I Average emission both fuels both fuels both fuels both fuels both fuels both fuels
Type-Ia Real Driving Emission both fuels both fuels both fuels both fuels both fuels both fuels
Type-II CO idle test both fuels both fuels Gasoline both fuels NG
Type-III Crankcase emission Gasoline Gasoline Gasoline Gasoline NG
Type-IV Evaporative emission Gasoline Gasoline Gasoline Gasoline
Type-V Durability test Gasoline Gasoline Gasoline Gasoline NG both fuels
Type-VI-7°C low temperature Gasoline Gasoline Gasoline both fuels
OBD On Board Diagnostic
CO2 + FCEnergy + Range
CO2 and FCE-energy cons. and electric range
both fuels both fuels both fuels both fuels both fuels both fuels
Reg-24 Smoke opacity
Note: Gasoline includes E5/E10 and Diesel includes B5/B7 and NG includes Bio-methane
26 AVL Emission Testing Handbook 2016 Advertisement
AVL iGENERATION SERIES II –ThE SmArTEr WAy of EmISSIoN TESTINg
The AVL igENErATIoN Series II takes emission testing to the next level and sets new standardsfor intelligent and intuitive emission measurement systems.
TYPE APPROVAL: EMISSION TEST SYSTEMS
Development and emission testing life cycle AVL Emission Testing Handbook 2016 27
Emission Test Types Laboratory test and measurement systems required EVAP
Load UnitClimatic Chamber
Automation System CVS Emission
BenchParticulateSampler
ParticleCounter PEMS Other
InstrumentsSHED,
etc
Type-I Average emission Chassis Dyno
Type-Ia Real Driving Emission Road
Type-II CO idle test Workshop analyzer
Type-III Crankcase emission Chassis DynoPressureor bag
Type-IV Evaporative emission Chassis Dyno
Type-V Durability test Chassis Dyno
Type-VI -7°C low temperature Chassis Dyno
OBD On Board Diagnostic Chassis Dyno
CO2 + FCEnergy + Range
CO2 and FCE-energy cons. and electric range
Chassis Dyno
Reg-24 Smoke opacity Engine dyno(Chassis Dyno) Opacimeter
Note: More detailed information as well as emission regulation specific information on the required emission test system will be given in the next chapter of this handbook.
AVL M.O.V.E iS IN-VEHICLE TEST SYSTEMThe perfectly tailored and leading solution for Eu6d real driving Emissions (rdE) testing.
28 AVL Emission Testing Handbook 2016 Advertisement
PRODUCTION AND DISTRIBUTION
Development and emission testing life cycle AVL Emission Testing Handbook 2016 29
Authority
Technical service
Manufacturer
Car owner
Development Type Approval Production
EOL
COP
RandomChecks
ytirohtuA
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COP (Conformity of Production):Type approval is required for pre-production vehicles, while coP ensures theemission compliance of the produced vehicles. The testing itself is similar toType-I approval testing. Testing is done by the manufacturer, who has toreport statistical results to the authority. The number of vehicles testeddepends on agreements between manufacturer and authorities. Authoritiesmay also perform random tests during the production process.
Fleet Average Values (like CO2 in Europe):Some limits account for a fleet average and not for single models, e.g. co2
in the Eu or fuel economy in the uSA. A fleet average depends on theindividual models’ values and the number of models sold per year. In the Eu,a manufacturer pays an “excess premium fee” whenever the fleet averageexceeds the permitted co2 targets.
EOL (End of Line):Is a manufacturers internal quality test. It is not required or defined bylegislation.
Exporting and Importing:Typically, customs are responsible to ensure that imported engines andvehicles have a valid type approval. Each Eu member state must accept atype approval issued by other Eu member states.
30 AVL Emission Testing Handbook 2016 Advertisement
AVL M.O.V.E IN-VEHICLE TEST SYSTEMThe perfectly tailored and leading solution for Eu In Service conformity and uS EPA heavy duty In-use Testing.
IN USE
Development and emission testing life cycle AVL Emission Testing Handbook 2016 31
Authority
Technical service
Manufacturer
Car owner
Development Type Approval Production
EOL
COP
In Use
OBD
I/M
Member States SurveillanceRandom
Checks
In-Service Conformity
Durability Requirements
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In-Use Emission Control:Type approval and coP ensure that the vehicles are cleanboth during production and when leaving the factory. Thethird and last part of the emission life cycle is to ensureproper in-use emissions.
Member States Surveillance:currently in discussion for the Eu, which requires allmember states to perform in-use tests.
Durability:requirements define the lifetime in which emission limitshave to be fulfilled (for example 100,000 km or 5 years inthe Eu). during type approval, this capability has to bedemonstrated.
In-Service Conformity or Compliance:These are random emission tests in real use, in bothlaboratory test as well as real driving conditions.
I/M (Inspection and Maintenance):Quick and simple checks for all vehicles that have to beperformed on a regular basis, e.g. annually.
OBD (On Board Diagnostic):The engine control unit continuously monitors engineperformance and indicates fault signals.
OVERVIEW
32 AVL Emission Testing Handbook 2016 Development and emission testing life cycle
EOL = End of Line, COP = Conformity of Production, I/M = Inspection and Maintenance, OBD = On Board Diagnostic
Authority
Technical service
Manufacturer
Car owner
Development Type Approval Production In Use
Requirements
EOL
COP
RandomChecks
OBD
I/M
Member States SurveillanceRandom
Checks
In-Service Conformity
Durability Requirements
Requirements
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TEST ENVIRONMENT
Development and emission testing life cycle AVL Emission Testing Handbook 2016 33
Test environment used during development, type approval, production and in-use testing
TestEnvironment
OfficeSimulation
MIL, SILTestlab
Hardware in the Loop
BatteryTestbed
E-MotorTestbed
Trans-mission Testbed
EngineTestbed
PowertrainTestbed
EVAP-SHED
Chamber
ChassisDyno
TestTrack
On theRoad
I/MTester
Light Duty Application
Development
Type Approval
Production
In-Use
Heavy Duty- and Non-Road Applications
Development
Type Approval
Production
In-Use
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34 AVL Emission Testing Handbook 2016 Advertisement
AVL PARTICULATE FILTER WEIGHING MANAGEMENTThe AVL filter Weighing chamber combined with the AVL filter Weighing robot – both controlled by means of AVL ParticleScale – is the best and most efficient solution for automated Pm weighing with highest accuracy (e.g. LEVIII/ TIEr3).
6. EMISSION TESTING METHODS
AVL Emission Testing Handbook 2016 35
EMISSION TESTING METHODS
36 AVL Emission Testing Handbook 2016 Emission testing methods
OEM‘s
Tiersuppliers
Engineering suppliers
Technicalservices
Authorities
Academia
Engine / Vehicle Application
Te
stb
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Use
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Data Post Processing (example AVL Concerto)
Office Remote Access
Testbed Automation Systems (example AVL Puma Open)
Emission Application (example AVL iGEM)
UUTTested
LoadUnit
ExhaustFlow
CO2EGR
RawBench
RawFTIR
Smoke PEMS BMD SPC MixingChamber
DilutionTunnel
TunnelCLD
TunnelFID
PNCounter
PMSampler
CVSBags
CVSH-Exchg
CVSFlow
DilutedBench
AlcoholSampler
AldehydeSampler
Blower
CO2EGR
Sensors
SmokeCLD FID PN
Impingeror
PhotoAcoustic
CartridgeSampler
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Data Post Processing (example AVL Concerto)
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Data Post Processing (example AVL Concerto)
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Testbed types and the emission test system configurations depend on the engine applications, local or global legislation requirements, anduser groups and preferences. The schematic provides an overview of the different emission test systems and testbed configurations enablingdifferent testbed types to be compared. It helps gain an understanding of the differences as well as what is the same.
TESTBED TYPES
Emission testing methods AVL Emission Testing Handbook 2016 37
UUTTested
LoadUnit
Testbed
Unit Under Test (UUT) and Load Unit
Engine plus transmission – Dyno
Engine only – Dyno
Engine plus powertrain – Wheel Dynos
Vehicle – Wheel Dynos
Vehicle – Chassis Dyno
Vehicle – Street
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Unit Under Test:on an engine testbed, the uuT is only theengine, whereas it is the entire vehicle on achassis dyno. In real driving testing, the uuT is not only the vehicle due to otherfactors, such as the driver, traffic/weatherconditions, etc.
Load Unit:The load unit and its control systems simulatethe same work load (speed, torque anddynamics) for the engine or vehicle as during“real-life” operations. This makes sure that theperformance of the engine on a dynamicengine testbed is the same as it might bewhile driving on real roads.
TESTBED TYPES
38 AVL Emission Testing Handbook 2016 Emission testing methods
UUTTested
LoadUnit
Testbed
Engine only – Dyno
Powertrain (Driveline) – Dyno
Engine plus transmission
Engine plus powertrain
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only the engine is tested:• Stationary version• Transient version
Engine emission type approval tests arerequired for:• on-road heavy duty vehicle engines• Non-road engines
The engine and the transmission is tested,sometimes also the shafts, axles anddifferential are included.
These testbed types are not used for typeapproval testing.
TESTBED TYPES
Emission testing methods AVL Emission Testing Handbook 2016 39
UUTTested
LoadUnit
Testbed
Vehicle Wheel Dynos
Light Duty Passenger Car
Heavy-Duty Vehicle Non-Road Vehicle
Shaft Connection
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The whole vehicle is tested and dynos are connectedinstead of the wheels. This method makes it possibleto simulate testing on a powertrain testbed or on achassis dyno testbed.
Particularly useful for:• hybrid development• Non-road vehicles allowing the application of high
torque conditions found in real world operations,but can not be realized on a chassis dyno (i.e. atractor in wet farmland). for tractors, a 5th dyno canbe used to simulate load taken from the workingdrive shaft on the rear end of the tractor.
These testbed types are not used for type approvals.
TESTBED TYPES
40 AVL Emission Testing Handbook 2016 Emission testing methods
UUTTested
LoadUnit
Testbed
Vehicle Chassis Dynos
Light Duty Passenger Car Chassis Dyno
Motorcycle and 3 -Wheeler Truck and Bus
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The entire vehicle stands on roller dynos.• 2-Wd versions• 4-Wd versions• motorcycle versions• Bus and truck versions
The road load coefficients for the simulationsare measured by a street coast down. Itincludes the load to accelerate / decelerate thevehicle mass, air resistance and roll resistance.
chassis dyno is the mandatory test environmentfor all light-duty emission type approvals allaround the world.• 2-and 3 wheeler• Passenger cars• Light-duty commercial vehicles
TESTBED TYPES
Emission testing methods AVL Emission Testing Handbook 2016 41
UUTTested
LoadUnit
Testbed
Road testing (Real Driving Emission)
Heavy Duty Vehicle Non-Road Vehicle
Light Duty – Passenger car
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The vehicle is driven on a road.
A portable emission measurement system(PEmS) is installed and measures:
• Light duty:co2, co, Nox, PN
• heavy duty:co2, co, Nox, Thc, Pm
while driving on the road.
Emission measurement method used: undiluted raw modal.
It is mandatory for:• Light-duty: Eu• heavy-duty: Eu, uSA• Non-road: in discussion
PEmS testing will be used by uS environmentalprotection agencies for in-use scanning, in thatcase also ch4 measurement will be beneficial.Eu is discussing to change from Pm to PN forheavy duty.
TESTBED SYSTEMS
42 AVL Emission Testing Handbook 2016 Emission testing methods
UUTTested
LoadUnit
ExhaustFlow
Blower
Sensors
Testbed Blower
Safety and exhaust gas ventilation systems
Testbed systems, devices, sensors, ...
S
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• Safety procedures and devices to detect harmful and explosive gases should be in place, as well as fire detection sensorsand automatic fire extinguishing systems.
• When running a combustion engine on a testbed, it is mandatory to prevent harmful exhaust gas from escaping. This canbe done by a separate blower for the testbed or a central ventilation system for several testbeds or a cVS system.
There are numerous sensors and devices to monitor testbed and engine.• Sensors for speed, torque, temperature, pressures and others• measurement of fuel consumption, intake air flow, oil consumption, urea consumption, etc.• Supplies of intake air, fuel, cooling water, compressed air, etc.• conditioning of intake air (temperature, humidity, pressure), boost air, fuel, lube oil and cooling water for the engine• Ventilation and conditioning of the testbed. for instance, an engine running with 100 kW produces approx. 100 kW
heat in the test cell.• calibration and operation gases for the emission analyzers.• Safety devices for protection from harmful gas from the exhaust, fire protection, etc.
TESTBED SYSTEMS
Emission testing methods AVL Emission Testing Handbook 2016 43
UUTTested
LoadUnit
ExhaustFlow
Blower
Sensors
Testbed Blower
Testbed systems, devices, sensors, ...
Indicating
Air Conditioning
Fuel ConditioningBack-Pressure Adjustment
Blow-By
Urea Consumption for SCR Systems
Lube Oil Conditioning
Boost Air Conditioning
Coolant Conditioning
Fuel Consumption
Intake Air FlowCable Boom with I/O’s
Sensors
Exhaust Flow
• Engine Control• Dyno Control• Safety• Testbed and Engine Monitoring• Control Unit (ECU) Interface• Building Interface
Testbed Automation:
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• Building Interface• Control Unit (ECU) Interface• Testbed and Engine Monitoring• Safety• Dyno Control
• Building Interface• Control Unit (ECU) Interface• Testbed and Engine Monitoring• Safety• Dyno Control
• Testbed and Engine Monitoring
MSSPLUS – AVL MICRO SOOT SENSORThe new generation of the soot emission measurement standard has arrived.
44 AVL Emission Testing Handbook 2016 Advertisement
TESTBED SYSTEMS
Emission testing methods AVL Emission Testing Handbook 2016 45
Blower
Sensors
Testbed Blower
Exhaust Transfer Lines:
UUTTested
LoadUnit
ExhaustFlow
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Engine Testing (Heavy-Duty, Non-Road):• Electrically conductive• minimize particulate loss• As short as possible• max. 4 m plus additional 6 m if insulated
Vehicle Testing (Light-Duty Vehicles Cars)• Electrically conductive• minimize particulate loss• As short as possible• max. 3.6 m uninsulated• max. 6.1 m if insulatedSpecial provisions may exist in local emission regulationsfor alcohol fuelled vehicles.It is recommended not to use elastomer connectors tobridge connections between the vehicle tailpipe and thetransfer line, when performing particle number (PN)measurement.
When connecting an engine exhaust to a cVS system, certain requirements concerning the maximum length ofexhaust transfer lines apply.
TESTBED SYSTEMS
46 AVL Emission Testing Handbook 2016 Emission testing methods
UUTTested
LoadUnit
ExhaustFlow
Blower
Sensors
Testbed BlowerTemperature, Pressure and Humidity: Heavy-Duty and Non-Road Engine Testing
Temperature, Pressure and Humidity: Heavy-Duty and Non-Road Off-Cycle Emission
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Temperature, Pressure and Humidity: Heavy-Duty and Non-Road Off-Cycle EmissionTemperature, Pressure and Humidity: Heavy-Duty and Non-Road Off-Cycle EmissionTemperature, Pressure and Humidity: Heavy-Duty and Non-Road Off-Cycle EmissionTemperature, Pressure and Humidity: Heavy-Duty and Non-Road Off-Cycle Emission
A manufacturer statement regarding off-cycle emission (ocE) compliance is mandatory. ocE covers a random stationarytest cycle on the engine testbed and in-service road testing with portable emission measurement systems (PEmS).
• Absolute air pressure down to 82.5 kPa, that refers to approx. 1700 m above sea level• All engine coolant temperatures within a range of 70° c to 100° c• Ambient temperature less or equal to T = < – 0.4514 * (101.3 – pb) + 311
with T = temperature in K, pb = dry absolute barometric pressure in kPa
only the intake air condition is regulated, but not the testbed room condition.• A calculated factor “f” must be within 0.96 ≤ f ≤ 1.06.• The calculation of “f” varies among engines. Ta is the temperature. ps is the dry atmospheric pressure in kPa,
therefore humidity and altitude also affect the calculation. At some locations (especially at higher altitude),additional measures are required, such as simulating a higher absolute pressure at the engine air intake.
• diesel engines, naturally aspirated
• diesel engines, turbocharged
• gas engines
TESTBED SYSTEMS
Emission testing methods AVL Emission Testing Handbook 2016 47
UUTTested
LoadUnit
ExhaustFlow
Blower
Sensors
Testbed Blower
Temperature, Pressure and Humidity: Chassis Dyno – Passenger Cars
Temperature, Pressure and Humidity: Real Driving Emissions (Passenger Cars)
S
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Temperature, Pressure and Humidity: Chassis Dyno – Passenger CarsTemperature, Pressure and Humidity: Chassis Dyno – Passenger CarsTemperature, Pressure and Humidity: Chassis Dyno – Passenger CarsTemperature, Pressure and Humidity: Chassis Dyno – Passenger CarsTemperature, Pressure and Humidity: Chassis Dyno – Passenger CarsrewloB
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Temperature, Pressure and Humidity: Real Driving Emissions (Passenger Cars)Temperature, Pressure and Humidity: Real Driving Emissions (Passenger Cars)Temperature, Pressure and Humidity: Real Driving Emissions (Passenger Cars)Temperature, Pressure and Humidity: Real Driving Emissions (Passenger Cars)Temperature, Pressure and Humidity: Real Driving Emissions (Passenger Cars)
only the intake air condition is regulated.• Soak area and testbed room (old regulations):
• 20° c – 30° c, relatively stable• measured at the vehicle cooling fan outlet
• Soak area and testbed room (gTr-15 (WLTP) requirements)• 23° c set point (296° K), which needs to be actively controlled• 23° c +/-5° c soak area, on a 5 minute running average• 23° c +/-3° c during engine start• 23° c +/-5° c during emission tests• measured at the vehicle cooling fan outlet
• Intake air humidity• 5.5 – 12.2 g h2o/kg dry air, as measured at the vehicle cooling fan outlet
• Ambient temperatures• 0° c to 30° c moderate test conditions -7° c to 35° c extended test conditions
• maximum altitude• < 700 m moderate test conditions < 1,350 m extended test conditions
• humidity• humidity is as it is.• No humidity correction factor is applied to the Nox result, as it is done on the chassis dyno.
• cold start emissions is to be recorded, but are not included in the result calculation.• until coolant temperature has reached 343°K (70° c) for the first time, or 5 minutes after the first
engine start, which ever happens first.
EMISSION MEASUREMENT METHODS
48 AVL Emission Testing Handbook 2016 Emission testing methods
UUTTested
LoadUnit
ExhaustFlow
CO2EGR
RawBench
RawFTIR
Smoke PEMS Blower
CO2EGR
Sensors
Smoke
Testbed Undiluted Analytics(Pre-, Mid, Post-Cat) Blower
Undiluted Measurement:
Exhaust flow determination is mandatory for undiluted measurement:
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• gaseous Emissions:An emission bench is used to measure the concentration of gaseous exhaustcomponents, such as co2, co, Thc, ch4, Nox, o2, sometimes also components suchas Nh3, No2, N2o.Additionally, a multi-component analyzer, such as an fTIr, can be used for r&d and for Nh3 and N2o for legislation purpose.
• Smoke Emissions:Particulates, smoke and opacity are measured by various devices, such as smoke meters, opacity meters, micro root sensors, etc.for emission certification Particulate mass (Pm), Particle Number (PN) for Eu and sometimes an opacity meter is required.
• rdE (real driving Emissions):The PEmS (Portable Emission measurement Systems) also apply raw emissionmeasurement. Small mobile partial flow dilution systems are integrated for the Pm/PN measurement.
• It is mandatory to measure or determine the total exhaust flow rate of the engine in order to calculate the total massemissions of an engine by undiluted measurement.
• Before calculating results all signals must be time aligned to compensate for different response times of the signals.
EMISSION MEASUREMENT METHODS
Emission testing methods AVL Emission Testing Handbook 2016 49
UUTTested
LoadUnit
ExhaustFlow
Sensors
Testbed
Exhaust Flow Rate Determination:
Exhaust Flow determination method Note
Direct exhaust flow meterWould be best. However, currently there are testbed devices available within specific technical limits. Used for RDE testing.
Intake air + fuel consumption Standard method on engine testbeds.
Lambda + fuel consumption or Lambda + intake air
Only used if intake air or fuel is notmeasured.
ECU data from OBD - II or CAN -BusUsed for in-service RDE testing.Requires verification/calibration before the operation.
CVS flow and dilution air flow rateMainly on chassis dyno testbeds.Recommended for all engines with start/stop and for hybrid vehicles.
CO2 tracer method with CVS flow rate and dilution ratio calculated by undiluted and diluted CO2 concentration
Standard method on CVS chassis testbeds.Not recommended for engines with start/stop and hybrid vehicles.
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start/stop and for hybrid vehicles.Recommended for all engines with Mainly on chassis dyno testbeds.
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start/stop and for hybrid vehicles.Recommended for all engines with Mainly on chassis dyno testbeds.
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start/stop and for hybrid vehicles.
start/stop and hybrid vehicles.Not recommended for engines with Standard method on CVS chassis testbeds.
start/stop and for hybrid vehicles.
start/stop and hybrid vehicles.Not recommended for engines with Standard method on CVS chassis testbeds.
for emission testing, it is mandatory to measure the total flow rate (in mass or volume) of the engine exhaust. The onlyexception is when using a cVS system. for undiluted or partial flow diluted measurement, the exhaust flow ratedetermination is mandatory.
50 AVL Emission Testing Handbook 2016 Advertisement
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EMISSION MEASUREMENT METHODS
Emission testing methods AVL Emission Testing Handbook 2016 51
UUTTested
LoadUnit
ExhaustFlow
MixingChamber
CVSBags
CVSH-Exchg
CVSFlow
Blower
Sensors
Testbed Full Flow Dilution (CVS) Blower
Full Flow Dilution System – CVS (Constant Volume Sampler):
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Full Flow Dilution System – CVS (Constant Volume Sampler):
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A cVS simplifies mass emission measurement, since there is no need to measure the exhaust flow. It avoids condensation ofwater from the exhaust and simulates the effects taking place in the ambient environment.It consists of:• Blower plus flow measurement and control device, which is typically a critical flow venturi (cfV)• mixing chamber and dilution air filter• Bag sampler to collect samples of diluted exhaust and dilution air• An optional heat exchanger (heat exchangers were mandatory in the past. Today it is only mandatory for the Japanese
light-duty vehicle emission legislation, which will change as soon as Japan adopts the gTr-15 regulation.)
52 AVL Emission Testing Handbook 2016 Advertisement
APCPLUS – AVL PARTICLE COUNTERThe next generation of AVL particle number instrumentation for automotive research, development andcertification.
EMISSION MEASUREMENT METHODS
Emission testing methods AVL Emission Testing Handbook 2016 53
UUTTested
LoadUnit
ExhaustFlow
MixingChamber
DilutionTunnel
PNCounter
PMSampler
CVSBags
CVSH-Exchg
CVSFlow
Blower
Sensors
PN
Testbed Full Flow Dilution (CVS) Blower
Particulate Mass (PM) and Particle Number (PN) measurement:
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Particulate formation is neither finished inside the engine nor inside the vehicle exhaust system and continues when the exhaust is diluted inambient air. Therefore, the cVS is equipped with a “dilution tunnel” to ensure a proper particulate formation before it is measured.
• A particulate sampler (PTS) is used to collect the particulate mass (Pm) from the diluted exhaust.
• A particle counter is used to measure the number of particles (PN) in the diluted exhaust.
• In the past, Pm and/or PN measurement was only used for compression ignition (diesel) engines. Today, most light duty vehicle legislationsrequire the measurement also for spark ignition engines (e.g. gasoline). Especially direct injection gasoline engines (gdI) can have highemissions of particle numbers.
54 AVL Emission Testing Handbook 2016 Advertisement
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Sophisticated, high-end exhaust measurement system focusing on emission testing for certification, r&d purposes and end-of-line testing covering all combustion engines and fuel types.
EMISSION MEASUREMENT METHODS
Emission testing methods AVL Emission Testing Handbook 2016 55
UUTTested
LoadUnit
ExhaustFlow
MixingChamber
DilutionTunnel
TunnelCLD
TunnelFID
PNCounter
PMSampler
CVSBags
CVSH-Exchg
CVSFlow
DilutedBench Blower
Sensors
CLD FID PN
Testbed Full Flow Dilution (CVS) Blower
Gaseous Emission Measurement
THC, NOx and NO2 (NO):
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• for compression ignition engines (such as diesel), a heated fId is used to measure the hydrocarbons directly and continuously from the dilution
tunnel. for heavy-duty engines, a heated cLd is also used to measure the Nox directly and continuously from the dilution tunnel.• If No2 is measured, it has to be measured directly from the diluted exhaust, or, if it is determined by Nox minus No, the No has to be measured
directly and continuously from diluted exhaust while the Nox can be measured from the cVS bags.
• An emission bench for diluted concentrations analyzes the samples of diluted exhaust and dilution air in the cVS bags.optionally, the diluted exhaust can be analyzed continuously direct from the cVS (modal diluted).
56 AVL Emission Testing Handbook 2016 Advertisement
AVL SMART SAMPLERThe next generation of gravimetric particulate matter measurement with partial flow dilution.
EMISSION MEASUREMENT METHODS
Emission testing methods AVL Emission Testing Handbook 2016 57
UUTTested
LoadUnit
ExhaustFlow
BMD PFD-PM PNCounter
DilutedBench
Blower
Sensors
PN
TestbedPartial Flow
Dilution Blower
Partial Flow Dilution Systems (PFD):
Exhaust flow determination is mandatory for partial flow diluted measurement (same as for undiluted measurement):
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partial flow diluted measurement (same as for undiluted measurement):
partial flow diluted measurement (same as for undiluted measurement):
partial flow diluted measurement (same as for undiluted measurement):
partial flow diluted measurement (same as for undiluted measurement):
Partial flow dilution systems sample only a small part of the total exhaust. This small sample is then diluted with air.There are two partial flow dilution systems:• Partial flow dilution and particulate sample systems for particulate measurement, such as the AVL smart sampler• Bag mini diluter (Bmd) systems for gaseous emissions
Exhaust flow rate determination is mandatory, since Pfd systems need the exhaust flow rate forcontrolling its flows and also for result calculation. Therefore it must be:
• fast and• online
58 AVL Emission Testing Handbook 2016 Advertisement
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EMISSION MEASUREMENT METHODS
Emission testing methods AVL Emission Testing Handbook 2016 59
UUTTested
LoadUnit
ExhaustFlow
RawFTIR
AlcoholSampler
AldehydeSampler
Blower
Sensors
Testbed Undiluted Analytics(Pre-, Mid, Post-Cat)
Special Analytics Blower
Additional Pollutant Analytics: NH3, Alcohol, Aldehydes
Impingeror
PhotoAcoustic
CartridgeSampler
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In some applications and regional emission standards, additional emission components must also be measured:• An impinger sampler for alcohol analysis is required according to uS emission regulations. Alternatively, a photo-
acoustic analyzer may be used.• A cartridge sampler for aldehyde analysis is required according to uS emission regulations.however, these measurements are often done manually by chemistry laboratory personnel.Also, the test may be replaced by applying specific calculation factors on hc results.• fTIr (multi gas analyzer system) can be used for the Nh3 slip certification on Scr exhaust aftertreatment systems
and N2o for uS green house gas regulation. The new gTr-15 standard allows fTIr as an alternative measurementprocedure for alcohol and aldehydes.
EMISSION MEASUREMENT AUTOMATION
60 AVL Emission Testing Handbook 2016
Emission Measurement Automation
Data Post Processing (example AVL Concerto)
HOST System (example AVL Santorin Data base)
Office Remote Access
Test Facility Management System (example AVL TFMS)
Testbed Automation Systems (example AVL Puma Open)
Emission Application (example AVL iGEM)
UUTTested
LoadUnit
ExhaustFlow
CO2EGR
RawBench
RawFTIR
Smoke PEMS BMD SPC MixingChamber
DilutionTunnel
TunnelCLD
TunnelFID
PNCounter
PMSampler
CVSBags
CVSH-Exchg
CVSFlow
DilutedBench
Impinger Cartridge Blower
CO2EGR
Sensors
SmokeCLD FID PN
Impingeror
PhotoAcoustic
CartridgeSampler
Data Post Processing (example AVL Concerto)
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AutotnemeasureMion
noatimAuto
Emission testing methods
An automation system controls the entire workflow of the test, coordinates and controls various devices in the testbed, and records alldata. After the test, the data is processed and final results are calculated. In particular, the calculation has to be done in accordance withemissions legislations.
YOUR CONFIGURATION
Emission testing methods AVL Emission Testing Handbook 2016 61
UUTTested
LoadUnit
ExhaustFlow
CO2EGR
RawBench
RawFTIR
Smoke PEMS BMD PFD -PM MixingChamber
DilutionTunnel
TunnelCLD
TunnelFID
PNCounter
PMSampler
CVSBags
CVSH-Exchg
CVSFlow
DilutedBench
AlcoholSampler
AldehydeSampler
Blower
CO2EGR
Sensors
SmokeCLD FID PN
Testbed Undiluted Analytics(Pre-, Mid, Post-Cat)
Partial Flow Dilution Full Flow Dilution (CVS) Special Analytics Blower
Impingeror
PhotoAcoustic
CartridgeSampler
S
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62 AVL Emission Testing Handbook 2016 Advertisement
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The fTIr system for synchronous emission measurement of all important exhaust gas componentswithin one system, including Nh3 for Euro VI and N2o for EPA 40 cfr part 1065.
7. EMISSION CERTIFICATION METHODS
AVL Emission Testing Handbook 2016 63
EMISSION CERTIFICATION METHODS
64 AVL Emission Testing Handbook 2016 Emission Certification Methods
UUTTested
LoadUnit
ExhaustFlow
CO2EGR
RawBench
RawFTIR
Smoke PEMS BMD SPC MixingChamber
DilutionTunnel
TunnelCLD
TunnelFID
PNCounter
PMSampler
CVSBags
CVSH-Exchg
CVSFlow
DilutedBench
Impinger Cartridge Blower
CO2EGR
Sensors
SmokeCLD FID PN
Testbed Undiluted Analytics(Pre-, Mid, Post-Cat)
Partial Flow Dilution Full Flow Dilution (CVS) Special Analytics Blower
Impingeror
PhotoAcoustic
CartridgeSampler
btseT
srosenS
deb (Pre-, Mid, Post-Cat)itylnaAdetuildUn (Pre-, Mid, Post-Cat)
scnoitulDi
wolFlairtaP (CVS)onituil Dww DolFlluF (CVS) laicpeS scitylnaA rewloB
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Photoor
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Cartridge rewloB
Cartridge
Type Approval:A manufacturer needs to obtain a type approval issued by the localauthority in order to sell an engine or vehicle. There are severallegislations/regulations, which must be fulfilled. These regulationsdefine the test’s process as well as the appropriate measurementand test methods.
Certification:Typically, the tests to demonstrate the compliance with these
regulations are called “certification tests”. In accordance with Euregulations, a technical service (such as TÜV) supervises the testexecution and “certifies” the correctness of the test and results.
Testbed configuration for Certification Tests:Each regulation defines requirements, technical specifications andthe accepted measurement methods. The requirements are basedon the engine applications and the local legislations.
LIGHT DUTY VEHICLES – CERTIFICATION
Emission Certification Methods AVL Emission Testing Handbook 2016 65
Light Duty Vehicles – Emission Certification
Testbed Undiluted AnalyticsPartial Flow
DilutionFull Flow Dilution (CVS)
Special Analytics
Blower
Load Unit Exh.Flow
RawBench
RawFTIR Smoke PEMS BMD PFD
PMMixingdevice
Dil.Tunnel
TunnelCLD
TunnelH-FID PN PM Bags Heat
Exch. Venturi DilutedBench
AlcoholSampler
AldehydeSampler Blower
EUVehicleChassis Dyno
EU – RDEVehicleon Road
USVehicleChassis Dyno
Alternative
Alternative
JapanVehicleChassis Dyno
Note: The alternatives for the US Standards relate to CFR-1066 and CFR-1065. Smoke measurement accordingly to UN-ECE R-24 on engine test bed or chassis dyno.
SmokeCLD FID PN
Sensors
Impingeror
PhotoAcoustic
CartridgeSampler
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n
debsteT
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ion
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Note: The alternatives for the US Standards relate to CFR-1066 and CFR-1065. Smoke measurement accordingly to UN-ECE R-24 on en
Note: The alternatives for the US Standards relate to CFR-1066 and CFR-1065. Smoke measurement accordingly to UN-ECE R-24 on en
Note: The alternatives for the US Standards relate to CFR-1066 and CFR-1065. Smoke measurement accordingly to UN-ECE R-24 on en
gine test bed or chassis dyno.Note: The alternatives for the US Standards relate to CFR-1066 and CFR-1065. Smoke measurement accordingly to UN-ECE R-24 on en
gine test bed or chassis dyno.
66 AVL Emission Testing Handbook 2016 Advertisement
AVL CUSTOMER SERVICES – EXPERIENCE THE ADDED VALUEour comprehensive service portfolio supports you to maintain and even increase the value of your testequipment while keeping the total costs of ownership down to a minimum.
UP-GRADING TESTBEDS FOR EU TESTING
Emission Certification Methods AVL Emission Testing Handbook 2016 67
Up-Grade Steps Topic Technical requirements added to test and measurement systems
EU-1 to EU-2
EU-2 to EU-3 Fuel consumption measurement
Euro-1 and 2 fuel consumption was measured by a fuel flow meter. Starting with EU-3, the engine start is part of the test. Therefore, the fuel consumption has to be determined by the C-balance calculations from the emission mass measured during the test.
EU-3 to EU-4
EU-4 to EU-5a Methane (CH4) measurement
A NMHC limit was introduced. A CH4 analyzer is added to measure methane from the bags.
EU-5a to EU-5b Particle number (PN) Diesel Particle number (PN) has to be measured for compression ignition engines.
Particulate mass (PM) Gasoline Particulate mass (PM) has to be measured for positive ignition engines (GDI).
EU-5b to EU-6b Particle number (PN) Gasoline Particle number (PN) has to be measured for positive ignition engines.
EU-6b to EU-6d GTR -15Worldwide Light Duty Vehicle Test Procedure (WLTP)
New test cycle WLTC, which is different for the C1, C2, C3a and C3b vehicle classes, depending on the vehicle mass to engine power ratio, and the maximum velocity.
4 test phases require a CVS bag matrix for 4 phases (PM requires only 2 filters).Some countries may exclude the 4th extra high velocity phase.
SOC measurement of the on-board battery (12 V). An electrical power analyzer is needed to measure the electrical energy flow into and out of the on-board battery to correct CO2 and fuel consumption results.
Test cell and soak area temperature requirements have changed from a temperature range (20° C to 30° C) to a set temperature of 23° Cwith a tolerance of +/-5° C and +/-3° C at engine starts.
Major changes in road load determination, vehicle mass as well as testing a low and high CO2 emitting vehicle must be tested for a vehicle family.
Various changes in the procedures and vehicle conditioning.
RDEReal Driving Emissions
In addition to the laboratory tests, a vehicle must be also tested for emissions on the road (CO2, CO, NOx, PN).Limits will apply for NOx and PN. Already earlier (2016 in EU) a monitoring and reporting phase starts without limits.
HEAVY DUTY VEHICLES – CERTIFICATION
68 AVL Emission Testing Handbook 2016 Emission Certification Methods
Heavy Duty Vehicle Engine – Emission Certification
EUEngineEngine Dyno
In-service
In-service
In-service
In-service
Alternative
USEngineEngine Dyno
Alternative
JapanEngineEngine Dyno
Alternative
Flow Bench FTIR PM device Tunnel CLD H-FID Exch. Bench Sampler Sampler
Testbed Undiluted Analytics Partial Flow Dilution Full Flow Dilution (CVS) Special
AnalyticsBlower
Load Unit Exh.Flow
RawBench
RawFTIR Smoke PEMS BMD PFD
PMMixingdevice
Dil.Tunnel
TunnelCLD
TunnelH-FID PN PM Bags Heat
Exch. Venturi DilutedBench
AlcoholSampler
AldehydeSampler Blower
Smoke
CLD FID PN
Sensors
Impingeror
PhotoAcoustic
CartridgeSampler
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NON-ROAD ENGINES – CERTIFICATION
Emission Certification Methods AVL Emission Testing Handbook 2016 69
Non-road Engines – Emission Certification
EUEngineEngine Dyno
EngineEngine Dyno
EngineEngine Dyno
US
Japan
Testbed Undiluted Analytics Partial Flow Dilution Full Flow Dilution (CVS) Special
AnalyticsBlower
Load Unit Exh.Flow
RawBench
RawFTIR Smoke PEMS BMD PFD
PMMixingdevice
Dil.Tunnel
TunnelCLD
TunnelH-FID PN PM Bags Heat
Exch. Venturi DilutedBench
AlcoholSampler
AldehydeSampler Blower
Smoke
CLD FID PN
Sensors
Impingeror
PhotoAcoustic
CartridgeSampler
Non-road Engines – Emission Certification
Non-road Engines – Emission Certification
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Non-road Engines – Emission Certification
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Note: due to the wide range of engine sizes, usually no cVS system is used.for small off-road engines (SorE), e.g. hand-held engines in garden equipment, a full flow dilution can be very useful for the following reasons:• It is difficult to install a raw exhaust sample probe in the exhaust system of such small engines.• These engines are usually 2-stroke engines. on such engines it is better to use an exhaust funnel covering most of the equipment, instead of
attaching an exhaust transfer line, which might affect the engine performance.
2- AND 3-WHEELERS – CERTIFICATION
70 AVL Emission Testing Handbook 2016 Emission Certification Methods
2- and 3-Wheelers – Emission Certification
EUVehicleChassis Dyno
USVehicleChassis Dyno
Alternative
Alternative
JapanVehicleChassis Dyno
Note: The alternatives for the US Standards relate to CFR-1066 and CFR-1065
Testbed Undiluted Analytics Partial Flow Dilution Full Flow Dilution (CVS) Special
AnalyticsBlower
Load Unit Exh.Flow
RawBench
RawFTIR Smoke PEMS BMD PFD
PMMixingdevice
Dil.Tunnel
TunnelCLD
TunnelH-FID PN PM Bags Heat
Exch. Venturi DilutedBench Impinger Cartridge Blower
Smoke
CLD FID PN
Sensors
Impingeror
PhotoAcoustic
CartridgeSampler
Chassis Dyno
2- and 3-Wheelers – Emission Certification
2- and 3-Wheelers – Emission Certification
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Note: The alternatives for the US Standards relate to CFR-1066 and CFR-1065
Note: The alternatives for the US Standards relate to CFR-1066 and CFR-1065
Note: The alternatives for the US Standards relate to CFR-1066 and CFR-1065
8. EVAPORATIVE EMISSIONS (EVAP)
Evaporative Emissions AVL Emission Testing Handbook 2016 71
72 AVL Emission Testing Handbook 2016 Advertisement
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EVAPORATIVE EMISSIONS
AVL Emission Testing Handbook 2016 73
Evaporative emissions
It is a gasoline only issue
aporativE
ionsssimee vaporati
ions
It is a gasoline only issue
It is a gasoline only issue
It is a gasoline only issue
Evaporative Emissions
While tailpipe emissions are only emitted when the engine is running, evaporative emissions are emitted also when the engine is off.gasoline vapors are volatile hydrocarbons (Voc volatile organic compounds), which would be a significant contribution tohydrocarbon emissions and the formation of ground-level ozone and secondary organic aerosols, if not reduced. Without countermeasures, evaporated hydrocarbons would be emitted into the environment from the vehicle fuel system, whenever the fueltemperature in the fuel tank increases and the fuelvapor would be emitted through the tank ventilation, as permeation losses or oversystem leaks. Also, when a vehicle is refueled at a gas station, the new fuel pushes out the air containing fuel vapor from the tank.
The fuel in the tank warms up and generates hydrocarbon vapor even when the vehicle is not running,e.g. when parking in the sun, or by hot return fuel coming from the fuel injection system. Evaporatedfuel, in an entirely closed fuel system, would increase the pressure inside the system. This would be anissue in terms of safety and refueling. Therefore, tank systems are open to release air. Without countermeasures the fuel vapor would be released and pollute the environment.
• only gasoline fuel has the potential to evaporate at ambient temperatures, therefore onlygasoline fuelled vehicles undergo an evaporative emission test.
• The reason that gasoline evaporates at ambient temperatures results from how it is produced.crude oil is heated up and the hydrocarbons evaporate, after cooling down the hydrocarbonscondense to liquid fuel. gasoline consists of hydrocarbons that evaporate between ambienttemperature and 200° c. for example, diesel consists of hydrocarbons that evaporate between200 and 400° c.
Temperature
PREVENTING EVAPORATIVE EMISSIONS
74 AVL Emission Testing Handbook 2016 Evaporative Emissions
Tailpipe Emission Control:
Evaporative Emission Control:
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Evaporated hydrocarbons (Voc volatile organic compounds) pollute the environment. They are restricted in most modernemission standards worldwide. In addition to the environmental impact, it would also be a waste of fuel and money since acertain amount of purchased fuel is not used to power the vehicle. Without counter measures it is estimated that there would be1 million tons of evaporative hydrocarbon emissions emitted in the uS, and fuel worth 1 billion uS dollar would be lost per year.
Tailpipe emissions only occur when the engine is running. In order to reduce tailpipeemissions, all modern engines are equipped with exhaust after-treatment systems, likecatalytic converters, LNT, Scr, dPf, gPf …
Evaporative emissions occur when the vehicle is running as well as when the vehicle is notoperated.• In order to reduce evaporative emissions, a charcoal filter (canister) is placed in the tank
ventilation line. The charcoal filter temporarily stores the evaporated hydrocarbons.• Since the storage capacity of the canister is limited, it has to be regenerated from time to
time by purging the canister with ambient air. The purge air flow through the canister isgenerated by the vacuum of the engine intake air system (down stream of the throttle). By that
• the canister is regenerated,• the evaporated hydrocarbons are burned instead of emitted to the environment and• the fuel vapor is also not wasted, but drives the car. A canister might capture approx. 300 g
of fuel vapor, where an engine may run in idle up to 30 minutes.
EVAPORATIVE EMISSIONS
Evaporative Emissions AVL Emission Testing Handbook 2016 75
Vehicle refueling Parking after driving Long term parking
Onboard refueling vapor recovery (ORVR) test determines the fuel vapor coming out of the tank when a car is refueled.
Measures the liquid fuel spit-back from the fuel nozzle during refueling the car.
Measures fuel vapor at potential vapor emitting points during driving on a chassis dyno in a climatic chamber.
Measures fuel vapor during driving a car on a chassis dyno, which is built into a SHED chamber.
Measures fuel vapor emissions in a SHED after a car was driven on a chassis dyno.
Measures fuel vapor emissions in a SHED during parking for24 h, 48 h or 72 h.
Like the diurnal test, but the bleed emissions are sampled by separate small SHED boxes.
ORVR Test Fuel Spit-Back Point Source Running-Loss Hot Soak Diurnal Bleed Emission
Fuel supply chain Driving
Balancing fuel and air between supply truck and gas station tankThis is not part of emission regulations.
In some regions, like the EU, it is mandatory to balance the fuel and air between the gas station tank and the tank of the vehicle.This is not mandatory in the US, therefore some additional EVAP vehicle tests are mandatory.
Fuel evaporation during parking and cools down shortly after the vehicle was driven.
While driving, the fuel temperature increases due to ambient temperature, heat of the exhaust system and hot fuel returning from the fuel injection.
Fuel evaporation during long-termparking. The canister is continuously loaded but cannot be regenerated since the engine is not running.
Test Requirements
Legislation in place
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PASSENGER CAR – EVAP CERTIFICATION
76 AVL Emission Testing Handbook 2016 Evaporative Emissions
EU
USA
Japan
China
Brazil
Korea
EVAP Certification Requirements
Conditioning SHED Chambers Sampling Systems Analytics others
ChassisDyno
CanisterCondition-ing with
gas
Canisterdurability
withFuel
Purge airCondition-
ing
Fuelstation
FuelCondition-
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HeatingPads
Hot streetsurface
simulation
SHEDChamber
VariableVol./TempChamber
RunningLoss
Chamber
Bleedchamber
ORVRtest
Devices
Spit-Backtest
devices
Pointsource systems
H-FIDAnalysis
EthanolPerme-abilitytest
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MOTORCYCLES – EVAP CERTIFICATION
Evaporative Emissions AVL Emission Testing Handbook 2016 77
EVAP Certification Requirements
Conditioning SHED Chambers Sampling Systems Analytics others
ChassisDyno
Canisterdurability
withFuel
Fuelstation
FuelCondition-
ing
HeatingPads
Hot streetsurface
simulation
SHEDChamber
VariableVol./TempChamber
RunningLoss
Chamber
Bleedchamber
ORVRtest
Devices
Spit-Backtest
devices
Pointsource
systems
H-FIDAnalysis
EthanolPerme-abilitytest
EU (2020)
USA
Japan
China
India
Thailand
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GLOSSARY
78 AVL Emission Testing Handbook 2016 Glossary
AVL Anstalt für Verbrennungskraftmaschinen List
B5, B10 diesel with 5, 10% Bio-diesel contentBEV Battery Electric Vehicle
CArB california Air resource Boardcfr code of federal regulationscfV critical flow Venturich4 methanecI compression Ignitionco carbon monoxideco2 carbon dioxidecoP conformity of ProductioncVS constant Volume Samplercxhy carbon hydrogen
DPf diesel Particulate filter
E10, E85 gasoline with 10, 85% Ethanol contentEc Energy consumption Ecu Engine control unitEoL End of Line (Testing)EPA Environmental Protection AgencyETS Emission Testing Systems (AVL company)Eu European unionEVAP EVAPorative emission E-Vehicle Electric Vehicle
Fc fuel consumption fId flame Ionization detector (Analyzer)fTIr fourier Transform Infrared (Analyzer)fTP-75 federal Test Procedure 75 (drive cycle)
GPf gasoline Particulate filtergTr global Technical regulation
H2 hydrogenhc hydrocarbonhEV hybrid Electric Vehicleh-fId heated flame Ionization detector
I/m Inspections and maintenanceI/o Input / outputImo International maritime organizationISo International Standardization organization
LcV Light commercial VehicleLEV Low Emission VehicleLNT Lean Nox TrapLPg Liquid Petrol gas
Mc motor cyclemIL module In the Loop
N2o dinitrogen oxideNg Natural gasNh3 AmmoniaNo2 Nitrogen dioxideNoVc Not of Vehicle chargingNox Nitrogen oxides
O2 oxygenoBd on Board diagnosisocE off cycle EmissionoEm original Equipment manufactureromE oxymethylene Ether (fuel)
orVr onboard refueling Vapor recoveryoVc off Vehicle charging
Pc Passenger carPEmS Portable Emission measurement SystemPfd Partial flow dilutionPhEV Plug-in electric hybrid VehiclePI Positive Ignition (like SI)Pm Particulate massPN Particle NumberPtg Power to gas (fuel)PtL Power to Liquid (fuel)PTS ParticulaTe Sampler
R&d research and developmentrccI reactivity controlled compression Ignition engine burning two fuelsrdE real driving Emissions
Scr Selective catalytic reactionShEd Sealed housing for Evaporative emission determinationSI Spark Ignition (like PI)SIL Software In the LoopSorE Small off-road Engine
TA Type ApprovalTier Step (used in legislation)
UN-EcE united Nation - Economic commission for Europe uS united State (of America)uuT unit under Test
WLTc Worldwide harmonized Light-duty vehicles Test cycleWLTP Worldwide harmonized Light-duty vehicles Test Procedure
GLOSSARY
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