Powertrain Testing in Japan

Powertrain Testing in Japan
Emission regulation, testing and engine
technology trends
Hisakazu Suzuki
National Traffic Safety and Environment Laboratory
JAPAN
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
1
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
CONTENTS
1.  Emission Regulation Trends in Japan
2.  Test Cycle Transition
3.  Change of Adopted Technologies for Actual Vehicles
4.  Fuel Consumption standard and Vehicle test about it
5.  Urea SCR Deterioration and Durability test
6.  Problems in WHDC Introduction
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
2
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Emission regulation trends in Japan
R egulation value g/kW h
R egulation title
Short term
Long term
N ew short term
N ew long term
P ost new long term
P ost post new long term
P eriod
'94
'98-99
'03-04
'05
'09-10
'16-17
N ox
PM
Test
cycle
6
4.5
3.38
2
0.7
0.4
0.4
0.25
0.18
0.027
0.01
0.01
D -13
D -13
D -13
JE05
JE05
W HDC
Sulfer
contents in
fuel w t ppm
2000
500
50
10/50
10
10
•  For the last 20 years, the regulation has been reviewed 5 times.
•  It will be even stricter in 2016.
•  Sulfur concentration in fuel should also be reduced for emission
reduction devices
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
3
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Test cycle #1, D-13 mode
u Steady state cycle consists of 13 operation point
operations.
u Introduced in 1994
120
Engine Load (%)
100
11
80
10
12
60
9
8
7
40
3
6
20
2
5
Idle
0
1,4
0
20
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
4
13
40
60
80
Engine Speed (%)
100
120
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Test cycle #2, JE05 mode
Vehicle Velocity
[km/h]
u Transient cycle represented in urban driving.
u Engine speed and torque is determined based on the data
when a vehicle with the testing engine drives along the driving
pattern.
u Low average speed → Difficult to keep catalyst activation u Introduced in 2005
100
80
60
40
20
0
Ave. speed 27.3 km/h
0
200
400
600
800
1000 1200
Time [s]
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
5
1400
1600
1800
2000
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Test cycle #3, WHDC (World Harmonized Heavy Duty
Cycle)
u Combined with transient cycle (WHTC) and steady state
cycle (WHSC).
u Engine speed and torque is determined based on the
maximum torque curve of the testing engine.
u Combined with cold and hot start test.
u Will be introduced in 2016 (in Japan)
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
6
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Technology trends for each regulation #1
Short term
Most of HD vehicles used to have Natural
Aspiration Engine.
Intake m anagem ent
Fuel injection system
A ftertreatm ent devices
N .A ., w /o E G R
C om m on rail
none
World’s first
Long term
Many vehicles adopted EGR, but
conservative to adopt other technologies.
Intake m anagem ent
Fuel injection system
A ftertreatm ent devices
N .A ., E G R
Jark inline
none
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
7
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Technology trends for each regulation #2
New long term
After treatment system is essential.
Two major trends
GVW < 12 t
EGR and DPF were equipped to meet the
regulation
Intake m anagem ent
Fuel injection system
A ftertreatm ent devices
TC I, E G R
C om m on rail
D O C + D P F
GVW > 12 t
Some large vehicles equipped Urea SCR
instead of DPF
Intake m anagem ent
Fuel injection system
A ftertreatm ent devices
TC I, E G R
U nit injector
D O C + urea S C R
World’s first
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
8
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Technology trends for each regulation #3
Post new long term
GVW < 12 t
Many vehicle meet regulation without Urea
SCR and have 2 stage turbocharger.
Intake m anagem ent
Fuel injection system
A ftertreatm ent devices
2 stage T C I, E G R
C om m on rail
D O C + D P F
GVW > 12 t
All large vehicles have both DPF and Urea
SCR.
Intake m anagem ent
Fuel injection system
A ftertreatm ent devices
TC I, E G R
C om m on rail
D O C + D P F + urea S C R
DPF+SCR combo package
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
9
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Technology trends for the next step
To meet 2016 emission regulation...
GVW < 12 t
It is now predicted vehicles with Urea SCR will grow in numbers, but
vehicles not having Urea SCR will equip a lean NOx trap catalyst in the
future.
Why?
Japan has quite a few diesel passenger vehicles. General gas stations
cannot provide urea solution.
GVW > 12 t
Basic system configurations will not be changed from the current ones. But, after treatment system has to be improved.
Prospective technologies：
l From the existing Fe-zeolite based catalyst to Cu-zeolite based catalyst
l SCR catalyst coated DPF
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
10
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Japan 2015 Fuel Efficiency Regulation for HDV
•  Introduced in 2006
•  As reference the situation in 2002, the value was determined after
discussions of how the situation would be better by 2006.
•  Improve by average of 12%
Target value (averaged)
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
11
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
2015 fuel economy targets for HDVs for each weight class
Other Than Tractor
Vehicle
Category
Gross Vehicle
Weight Range (t)
Maximum Load
Range (t)
Target Standard
Values (km/L)
≤1.5
10.83
1.5 < & ≤2
10.35
2 < & ≤3
9.51
3<
8.12
1
2
3.5 < & ≤7.5
3
4
5
7.5 < & ≤8
7.24
6
8 < & ≤10
6.52
7
10 < & ≤12
6.00
8
12 < & ≤14
5.69
9
14 < & ≤16
4.97
10
16 < & ≤20
4.15
11
20 <
4.04
Tractor
Vehicle Category
Gross Vehicle Weight Range (t)
Target Standard Values (km/L)
1
≤20
3.09
2
20 <
2.01
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
12
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
FC Test Method - Simulation
Fuel consumption for HDV is calculated using Simulation method.
Preconditions for the calculation:
u  Calculation target is vehicle.
Not enough to improve only engine performance.
Combination of engine and transmission is important.
u  Regulation Target is for vehicle manufactures.
Vehicles without loading plat home ; Cab and chassis
u  To reduce workload, small things are neglected .
e.g. Rolling resistant coefficient is set to the constant value based
on the weight.
u  Engine tests needs to create a fuel efficiency map by steady state
operation.
Simulation method will be introduced later.
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
13
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Measurement Method of Fuel Efficiency Map
•  Measured by steady state cycle on engine test bed
•  Accept measurement by gas analyzer or fuel flow meter
Fuel consumption
measured
< Measurement points >
Max. torque
ü  Maximum torque
ü  Friction torque
ü  More than 5 loaded points
in more than 6 engine speeds
(More than 30+ points in total）
Rated speed
Idle
Friction torque
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
14
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Adopt Measures against Defeat Strategy in 2013
In 2011, defeat strategy was revealed by a HD truck: When it ran on a
steady state driving for 4 minutes, the EGR control was changed. Purpose is to improve fuel efficiency only at the engine test conducted
for fuel efficiency map creation, while emission test is conducted with
transient cycle. Countermeasures were launched from October, 2013.
Until now
Fuel efficiency map was created by steady state operation.
Based on the results, simulation calculated fuel consumption.
At the emission test, fuel consumption rate is additionally
From now measured, and then validate whether the measurement
values are equal to the fuel consumption by the simulation. 独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
15
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
The Future of Emission Test
•  After 2016, the regulation value will not be tightened・・・
The point is not the regulation value any more.
•  To maintain the emission performance of in-use vehicles
is more important・・・ In 2018, WWH-OBD（equivalent to
OBD-2 in the U.S.) will be introduced.
•  Durability test is the hottest topic under discussion.
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
16
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Current Durability Requirements
Durability requirement for HD vehicles
G V W t
< 8
8 - 12
12 <
D istance km
250000
450000
650000
A couple of endurance test cycles were established.
One of them is equivalent to the U.S.
But, some of HD vehicles showed significant deterioration in
performance with even less mileage than the durable mileage. In particular, the deterioration happened in Urea SCR.
Causes of the deteriorations : 1.  HC poisoning
2.  DOC deterioration
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
17
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
HC poisoning – major cause of deterioration
•  Zeolite based SCR catalyst would absorb not only
ammonia, but also hydro-carbons　(HC).
•  In continuous idling or light load operating, the SCR
catalyst surface would be covered with HC, and NOx
reduction rate was deteriorated.
•  When the SCR catalyst is poisoned by HC, NH3 and N2O
emission are also increase drastically.
•  It would be possible to recover the catalyst by high load
engine operation to eliminate the HC.
•  This problem would be almost resolved in latest vehicles
having DPF with active regeneration
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
18
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Relationship between total mileage and NOx emission
in use condition
10.0
JE05 test cycle
Local bus with urea SCR
9.0
NOx emission g/kWh
after recovery
8.0
7.0
The more running
distance, the much more
NOx emissions
- HC poisoning
Recovery operation
6.0
5.0
Even with recovery
operation, gradually
increase・・・
In a case of pre-DOC
replacement, NOx
emission improved
4.0
3.0
2.0
1.0
0.0
0
50000
100000
150000
200000
250000
300000
Total mileage km
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
19
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Pre-DOC Deterioration
•  From the fact that performance deteriorates with increasing of driving
distance, the possible cause is sulfur in fuel and oil.
•  Sulfur in exhaust gas forms SO2 and flows into the catalyst, but SO2
has weak reactive. When SO2 is oxidized to SO3 on the catalyst, SO3
brings deterioration.
•  When the catalyst temperature is low, the reaction from SO2 to SO3
does not occur, but when it is high, some SO2 is not trapped on the
catalyst, and it causes the deterioration at a certain temperature
window.
•  The temperature window seems to be around 300℃, but this
distribution is not used for durability test. At the point of validation, the
same deterioration did not occur.
Urea
tank
Pre-DOC
Engine
Dosing
module
DOC1
SCR
DOC2
NO →NO2
NOx reduction
NH 3 slip
reduction
Urea
injection
Exhaust
DOC: Diesel oxidation catalyst
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
20
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Issues for the next durability test method
u  Existing durability test aimed to check whether vehicles could
endure high temperature condition and rapid temperature
change.
u  But, it cannot reproduce HC-poisoning in low temperature and
DOC deterioration caused by sulfur at about 300 ℃.
u  If including these conditions, test cycle will take longer time. It
is not preferable. u  New durability test procedure including this issue is now under
consideration.
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
21
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Assumed Issues in WHTC
Introduction of WHTC※
WHTC operation using a
302kW engine (target vehicle
is GVW 25t class)
JE05 mode operation using a
vehicle meeting fuel
efficiency standards with the
same engine
Engine torque N･m
including cold start makes
validation stricter. But vehicles
for domestic use have gap
between WHTC and real world.
The gap causes troubles.
Area used at high-speed
running in JE05：
Give priority to decrease
in the consumption of fuel
or urea solution?
2000
1800
1600
Area reproduced at
high-speed running in
WHTC：Give priority to
reduce emissions?
1400
1200
W H TC
JE05
1000
800
600
400
200
0
Low-fuel consumption gives a
tendency to use lower speed
engine in real world.
0
500
(Off-cycle test can solve some problems.)
※　WHTC: Transient cycle as the core cycle in WHDC
National Traffic Safety and Environment Laboratory
1500
2000
Engine speed　rpm
独立行政法人
交通安全環境研究所
1000
22
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop
Thank you for your kind attention
Contact to :
Hisakazu Suzuki
[email protected]
独立行政法人
交通安全環境研究所
National Traffic Safety and Environment Laboratory
23
Heavy Duty Vehicle Efficiency: Aligning
Standards Internationally, Integration of
Engines and Powertrains
Technical Workshop