50th PMP Meeting 4th April 2019Brussels - PDF document

1 1 50th PMP Meeting 4th April 2019Brussel
1 50th PMP Meeting 4th April 2019Brussels Sensitivity and Reproducibility of Brake Wear Particle Emission Measurements using JARI System Hiroyuki HaginoJapan Automobile Standards Internationalization Center (JASIC) Overview Detection Sensitivity for PN and PMReproducibility of JARI Sampling SystemCycle Pattern Analysis for World Harmonization Conclusions and Next Steps Contents 2 History of JARI Sampling System 3 Stage0 : JARIinitial research for PM2.5measurementStageI : JASO PM2.5measurement with constant volume and isokinetic samplingStageII : W

2 orld harmonization of PN and PM measurem
orld harmonization of PN and PM measurements Stage0 PM2.5CompositionEmission EstimationStageI PM2.5Emission & CompositionJASO nomination at July 2019StageII PN & PM EmissionIssues for Cooling Brake System, Sensitivity, etc. Flow Rate 4 m/min PN Emission Level for Regenerative Brake below Detection Limit for PN Cooling Brake Large Facility High Flow Rate Low Sensitivity &RPSDUDELOLW\%UDNH:HDU3DUWLFOHVDQG:HDU0DVVXVLQJ6WDJH, 4 There is a need to aim for Good Correlation with PM

3 and Wear Mass measurement system.But, th
and Wear Mass measurement system.But, the relationship should be depend on brake system. PM10vs. Wear Mass (Pad + Rotor) Compromise Necessary !! Overview Detection Sensitivity for PN and PM Reproducibility of JARI Sampling SystemCycle Pattern Analysis for World Harmonization Conclusions and Next Steps Contents 5 CurrentStatus of JARI Measurement System (Stage I) 6 Installable sampling system for pre-existing dyno. PM2.5measurement with constant volume and isokinetic samplingPMPcycle soak time: 10 min for time and cost saving only in this study -$5

4 ,0HDVXUHPHQW6\VWHP
,0HDVXUHPHQW6\VWHP PushParticle Free AirParticle Sampling PullAir Flow Rate 1m/min (Range 1–20m/min for Stage II)20 C (Range 15–30 C for Stage II)RH 35 % (Range 15–60% for Stage II)PM Measurement Filter Sampling (PM10, PM2.5) , 20 L/min, PTFE 47Monitor (Dust Track II)PNMeasurement CPC 3750(�7 nm) withoutpre-treatment(APS(0.3–20 m) withoutpre-treatment) Soak Time: 10 min in this study 0RGLILFDWLRQRI$LU)ORZIRU31XVLQJ6WDJH, 7 Change Air Supply for Higher Air-Velocity

5 and Lower Chamber Wall-Loss 0.0.E+001.0
and Lower Chamber Wall-Loss 0.0.E+001.0.E+092.0.E+093.0.E+094.0.E+095.0.E+096.0.E+091015m³/minm³/minm³/minm³/minNAO II padLS padPMP cyclePN (CPC) [#/km/veh.]PM [mg/km/veh.] PM10 PM2.5 PN (CPC) Flow Rate Effect for PN and PM Emission Factors (using Stage I) 8 Emission factors for two different brake system tests under PMPcycle with short soak time (10 min of soaking between trips)There was no significant difference between the total emission factors for the two different flow rates (1 m/min, 4 m/min). PMwheeltunneltunneltest/DmodePMvehiclePMwheelfron

6 tPMwheelrear¼B1-Here,PMwheelEmission F
tPMwheelrear¼B1-Here,PMwheelEmission Factor for a Wheel(mg/km/wheel), CtunnelConcentration in Tunnel minus Tunnel Blank (mg/mtunnelAir Flow Rate of Tunnel (m/min), TtestTest Time (Measurement Time) (min)modeDriving Distance (1 mode) (km), PMvehicleEmission Factor for a Vehicle (mg/km/vehicle)frontNumber of Front Wheels, NrearNumber of Rear Wheels, Brake Torque Distribution (0.8 for this study)For PN measurement,PNCtunnelPN Concentration in Tunnel minus Tunnel Blank (#/m), PNwheelEmissio

7 n Factor for a Wheel(#/km/wheel)PNvehicl
n Factor for a Wheel(#/km/wheel)PNvehicleEmission Factor for a Vehicle (mg/km/vehicle) 4 m/min150A pipe 1 m/min80A pipe Constant Volume and Isokinetic SamplingEmission Factors for PM and PN (without pre-treatment) 1015202530Total12345678910PM (Dust Track II) [mg/km/veh.] 1m3/min 4m3/min LS, PM10 0.51.52.5Total12345678910PM (Dust Track II) [mg/km/veh.] 1m3/min 4m3/min NAO II, PM10 2E+094E+096E+098E+091E+101.2E+101.4E+10Total12345678910PN (COC3750) [#/km/veh.] 1m3/min 4m3/min LS, PN (CPC) 0.E+001.E+082.E+083.E+084.E+085.E+086.E+087.E+08Total12345678910

8 PM (CPC 3750) [#/km/veh.] 1m3/min 4m3/mi
PM (CPC 3750) [#/km/veh.] 1m3/min 4m3/min NAO II, PN (CPC) Flow Rate Effect for PN and PM Emission Factors (using Stage I) 9 There was no significant difference between the total emission factors under two different flow rates, but there may be differences of short trips emission factors. This must be analyze in further detail. &RPSDULVRQRI)ORZ&RQGLWLRQXVLQJ6WDJH, 10 Brake System: LS pad, Single Piston CaliperTest Cycle: PMP (WLTC-Brake) There was no significant difference between the total emission

9 factors for the different flow ratesPart
factors for the different flow ratesParticle size distributions were unstable under different flow rates High Flow rate -� Measurement Near Brake Surface -� Nanoparticles may Increase Flow1 m/min1 m/min4 m/min Res.Timeca. 5sca. 5sca.1.6 sSlitwithout Siltwith Slitwith SlitPM1010.30.5 mg/km/veh.11.81 mg/km/veh.10.91 mg/km/veh.PN (CPC)4.10.510#/km/veh.4.10.710#/km/veh4.40.510#/km/vehPN Size (FMPS) 0.010.11Mobility Particle Size [m] 0.010.11Mobility Particle Size [m] 0.010.11Mobility Particle Size [m] &RPSDULVRQRI)ORZ

10 &RQGLWLRQXVLQJ6WD
&RQGLWLRQXVLQJ6WDJH, 11 Brake System: LS pad, Single Piston CaliperTest Cycle: PMP (WLTC-Brake) There was no significant difference between the total emission factors for the different flow ratesParticle size distributions were unstable under different flow rates High Flow rate -� Measurement Near Brake Surface -� Nanoparticles may Increase 0.0.E+001.0.E+092.0.E+093.0.E+094.0.E+095.0.E+0910m³/minm³/minm³/minm³/minm³/minm³/minRegenerativeBrakingNAO IINAO ILSNAO ILSPMP cycleWLTCPN (CPC) [#/km/veh.]PM [mg/km/

11 veh.] PM10 PM2.5 PN PN and PM Emission F
veh.] PM10 PM2.5 PN PN and PM Emission Factors (using Stage I) 12 Emission factors will differ for brake test cycles and brake systems.A next generation brake technology (Simulated Regenerative Brake System) was demonstrated and very low emission levels were detected.(Regenerative Brake: Control of input brake torque profile during PMP cycle) 0.00.20.40.60.81.01.21.41.61.820406080100120140160180NAO IINAO IIRegenerative Braking PMP cycle PM10[mg/km], PN(CPC) [#/km/5x10Brake Torque [Nm] Ave. Brake Torque [Nm] PM10 [mg/km/veh.] Torque68 % PM1067 % PN(

12 CPC)40 % Comparison of Normal and Regen
CPC)40 % Comparison of Normal and Regenerative Braking(Different Torque Profile for PMP cycle)Emission Factors for PM and PN (without pre-treatment)for Different Brake Systems and Cycles Correlation of PN and PM Emission Factors (using Stage I) 13 Good correlation with PN and PM was observed, but a different slope for brake torque condition was also seen (possibly because of brake size distribution).The brake system was uniform; only two different brake torques were used for normal and regenerative driving patterns. y = 2.5E+08x -3.7E+06R² = 9.9E-010

13 .0.E+002.0.E+084.0.E+086.0.E+088.0.E+081
.0.E+002.0.E+084.0.E+086.0.E+088.0.E+081.0.E+0901234PN (CPC 3750) [#/km/veh.]PM10(Dsut Track II)) [#/km/veh.] Run1 Run2 Run3  \n y = 4.5E+08x + 3.0E+06R² = 9.9E-010.0E+002.0E+084.0E+086.0E+088.0E+081.0E+0901234PN (CPC 3750) [#/km/veh.]PM10(Dust Track II) [mg/km/veh.] Run1 Run2 Run3 \r \n Flow Rate 35 m/min PM Emission Level for Regenerative Brake below Detection Limit for PM 0.10.20.30.40.51410203560PM[mg/km]Flow Rate [m/min] PM10 PM2.5 Tunnel Blank NAO II (Reg.) (PM) 0.0E+001.0E+092.0E+093.0E+094.0E+095.0E+096.0E+091410356

14 0PN (CPC)[#/km] Flow Rate [m/min] Sample
0PN (CPC)[#/km] Flow Rate [m/min] Sample Tunnel Blank LS PN (CPC) 1015201410203560PM[mg/km]Flow Rate [m/min] PM10 PM2.5 Tunnel Blank LS (PM) Detection Sensitivity for Stage II (PN and PM measurement) 14 Because this study indicates that there were no significant total emission factors with different flow rates, sensitivity analysis was demonstrated by using a typical tunnel blank concentration and If we select a high flow rate for the cooling brake system, measurement becomes difficult owing to the contributions of the tunnel blank. Typical Tunnel Bla

15 nk (there are lower values using 10 year
nk (there are lower values using 10 years database in JARI) PM: 10 g/FilterPN:10 #/cm Flow Rate 4 m/min PN Emission Level for Regenerative Brake below Detection Limit for PN OverviewDetection Sensitivity for PN and PM Reproducibility of JARI Sampling System Cycle Pattern Analysis for World Harmonization Conclusions and Next Steps Contents 15 Reproducibility of JARI Sampling System (using Stage I) 16 The JASOStandard for PM2.5Measurement of Brake Systems will be submitted to JASE by the end of July 2019.Reproducibility of the JARIsampling system was o

16 bserved as 19% for 1 mg/km/veh. (0.4 mg/
bserved as 19% for 1 mg/km/veh. (0.4 mg/km/veh.) of PM2.5emission level during interlaboratory testing. Only PM2.5survey in JARI / JSAE Interlaboratory Testing with Same Brake Systems, Same Sampling Systems,Preexisting Dyno. 0.20.40.60.81.21.41.6JARIABCDLaboratoryPM2.5[mg/km/veh.] Average 1.01 mg/km/veh. WearMass Difference ±0.4 mg/km/veh. WearMass Difference ±0.4 mg/km/veh. JASO: Japanese Automotive Standards OrganizationJSAE: Society of Automotive Engineers of Japan [Testing Conditions]Pre-conditioning : Initial Speed 65 km/h, Deceleration 3.5 m/s,

17 repeated 200 times(or 1000 times for NAO
repeated 200 times(or 1000 times for NAO discs), Vehicle: Weight 1,130 kg, Ratio 8:2, Eff. Tire Rad. 0.298 m, Brake Systems: NAO Disc (Front), Test Cycle:NEDC (10 times with 10 min soaking), repeated 30 times (10 times/day)Comparison of PM2.5Emission Levels OverviewDetection Sensitivity for PN and PMReproducibility of JARI Sampling System Cycle Pattern Analysis for World Harmonization Conclusions and Next Steps Contents 17 Cycle Pattern Analysis for World Harmonization 18 The PMPBrake Test Cycle was reviewed by Mr. Haniufrom JARI, who is one of th

18 e Experts of Establishment WLTC cycle at
e Experts of Establishment WLTC cycle at GRPE and Global Technical Regulations for Exhaust Test(This review is a Ministry of Environment (MoE) JAPAN Project)MoEis considering distinguishing Asian Limit 3 Phase Cycles from EU Limit 4 Phases of PMPBrake Cycles based on World Harmonization Processes. Ex. Overview of the Cycle Development Process of WLTC EU Limit 4 Phase to Asian Limit 3 Phase Ex. Overview of the Brake cycle Development Process EU Limit 4 Phase to Asian Limit 3 Phase Ref. GRPE-68-03 (2014) Review Results: Speed Distribution 19 Speed d

19 istribution is exceeded by the Japanese
istribution is exceeded by the Japanese legal speed (100 km/h) (110 km/h for World Harmonization in WLTC establishment) Review Results: Speed-Deceleration Distribution 20 Speed-deceleration distributionThere were some differences between world driving patterns PMP cycles.Next Step: How much do the differences of the speed-deceleration distribution contribute to PN and PM emission levels? -210121416-20020406080100120140160Deceleration [km/h/s]Speed [km/h] Brake cycle all -210121416-20020406080100120140160Deceleration [km/h/s]Speed [km/h] Worldwide Tota

20 l PMP Brake Cycle WLTC Database WLTC Cyc
l PMP Brake Cycle WLTC Database WLTC Cycle WLTC Japanese Database Review Results: Idling, Short Trip, Deceleration 21 Idling: High frequency 3 s (45% of PMP cycle) (WLTC cycle is using widely)Short Trip: PMP cycle 151 s, WLTC database 345 sDeceleration: Low frequency of low deceleration 102030405060708090100103161911211511812112412713013313613914214514815115415716016316616917217517818118418719019319619911021105110811111114111711201 Cum. frequency [%] Frequency [%] Short trip duration [s] Brake cycle Brake cycle Japan Total Worldwide Total 102030405060

21 7080901001015202530354045501015202530354
708090100101520253035404550101520253035404550556065707580859095100105110115120125130135140145150155160165170 Cum. frequency [%] Frequency [%]Idling duration [s] Brake cycle Brake cycle Japan Total Worldwide Total 204060801000.140.420.690.971.251.531.812.082.362.642.923.193.47Cum. Frequency [%]Deceleration [m/s Japan - Total Worldwide - Total WLTC - 4 phase Brake cycle Idling Short Trip 3 s 45% of PMP cycleWLTC cycle is using widely idling duration OverviewDetection Sensitivity for PN and PMReproducibility of JARI Sampling SystemCycle Pattern Analysis

22 for World Harmonization Conclusions an
for World Harmonization Conclusions and Next Steps Contents 22
 Good agreement is obtained between PN and PM emission levels under two different air flow rates (1 or 4 m/min).A next generation brake technology (Simulated Regenerative Brake System) was demonstrated and very low emission levels were detected.High air flow rate (� 4 m/min) was observed with low detection sensitivity due to typical tunnel blank levelsGood correlation is obtained between PNand PM, but a different slope for brake torque condition is observed (possibly d

23 ue to brake size distribution) Reproduci
ue to brake size distribution) Reproducibility of the JARIsampling system was observed as 19% for 1 mg/km/veh. ( 0.4 mg/km/veh.) of PM2.5emission level (Four Labs./NEDCcycle).Speed-Deceleration Distribution: There were some differences between world driving patterns PMP cycles.\n\r\r Modification of air flow for PN measurement using uniform sampling JARI/JASOmodel design.Reproducibility of PNemissionsHow much do the differences of the speed-deceleration distribution contribute to PN and PM emission levels. &RQFOXVLRQV 1H[W