Source: https://patents.google.com/patent/WO2005116606A2/en
Timestamp: 2018-11-14 14:43:07
Document Index: 424977033

Matched Legal Cases: ['art 86', 'art, 505', 'art, 505', 'art, 505', 'art, 505', 'art, 505', 'art, 505', 'art, 505', 'art, 505', 'art.\n13', 'art, 505', 'art, 505', 'art.\n33']

WO2005116606A2 - Method for drive cycle simulation using non-engine based test system - Google Patents
WO2005116606A2
WO2005116606A2 PCT/US2005/015514 US2005015514W WO2005116606A2 WO 2005116606 A2 WO2005116606 A2 WO 2005116606A2 US 2005015514 W US2005015514 W US 2005015514W WO 2005116606 A2 WO2005116606 A2 WO 2005116606A2
PCT/US2005/015514
WO2005116606A3 (en )
A method for simulating at least one drive cycle of a vehicle using a non-engine based test system using a combustor in fluid communication with a plurality of test components and supplying air and fuel to the combustor at the air to fuel radio (AFR) under fuel feed conditions effective to produce a feed stream gas flow path and substantially stoichiometrically combusting at least a portion of the fuel in the feed stream flow path under conditions effectively simulating at least one drive cycle of the vehicle and to produce a simulated drive cycle exhaust product for the vehicle with the conditions being effective to prevent the substantial damage to the combustor and collecting and analyzing the simulated drive cycle exhaust product while feeding the regulated alternative fuel to the combustor (70).
TITLE: METHOD FOR DRIVE CYCLE SIMULATION USING NON- ENGINE BASED TEST SYSTEM
Priority Data [0001] The present application is a continuation-in-part of U.S. Patent Application Serial No. 10/213,890, filed August 6, 2002 (pending), incorporated herein by reference.
Field of the Invention [0002] The present application relates in general to a method of using a non-engine based test system to perform emissions testing. Background
[0003] Vehicle based systems for performing emissions testing using Federal Test Procedures (FTP) have several disadvantages, such as driver variability and long vehicle soak times (12 hours). More precise and efficient alternative methods would be advantageous to perform FTP test procedures used in research and development work.
Summary of the Invention [0004] The present application provides a method for simulating at least one drive cycle of a vehicle using a non-engine based test system. The method comprises: providing a non-engine based test system comprising a combustor in fluid communication with a catalytic converter from the vehicle; supplying fuel and air to said combustor at an air to fuel ratio (AFR) and under conditions effective to produce a feedstream flowpath; substantially stoichiometrically combusting at least a portion of the fuel in the feedstream flowpath under conditions effective to simulate at least one drive cycle of the vehicle and to produce a simulated drive cycle exhaust product for the vehicle, the conditions being effective to prevent substantial damage to the combustor; and, collecting and analyzing the simulated drive cycle exhaust product. Brief Description of the Figures [0005] Figure 1 is a schematic diagram of the FOC AS® rig, a preferred non-engine based exhaust component rapid aging system (NEBECRAS) for use herein, described in U.S. Patent Application Publication No. 20030079520, published May 1, 2003, incorporated herein by reference. [0006] Figure 2 is an FTP 75 Drive Cycle Trace. Brief Description
[0007] The FTP 75 vehicle emissions test was developed in approximately 1975 to measure emissions from vehicles using a chassis dynamometer. The drive trace for the FTP test is shown in Figure 2. In order to perform emissions testing, a vehicle is set up on a chassis dynamometer, and the specified test procedures are performed to obtain emissions values that can be used to certify a vehicle for sale. The FTP-75 test is an emissions tests procedure and is defined in the Code of Federal Regulations (CFR 40, Part 86).
[0008] The use of a vehicle-based apparatus to perform FTP test procedures creates some disadvantages, particularly in research and development work. A primary disadvantage is inefficiency. During aging (typically accelerated aging on an engine), the test stand must be brought down and the catalytic converter must be removed and installed on the test vehicle. The vehicle then is driven over the drive cycle by a human driver, and is soaked (or turned off) overnight for test preparation. Due to the time required for all of the vehicle systems to cool down to approved ambient conditions, only one cold-start FTP test can be performed per day using a vehicle-based system.
[0009] Another disadvantage of vehicle-based testing is a lack of precision. One source of reduced precision is the use of a human driver to simulate the drive cycle. Humans are susceptible to driving the test differently from day to day. Another source of reduced precision is the many variables that affect overall emissions from a vehicle. Variations exist from vehicle-to-vehicle, and day to day on the same vehicle. [0010] The present application solves the foregoing problems by using a non- engine based test system to perform drive cycle testing. A preferred non-engine based test system is an exhaust component rapid aging system (NEBECRAS) and a method for using same to simulate vehicle- based FTP test procedures.
[0011] A preferred NEBECRAS for use in the method is the "FOCAS® rig," described in U.S. Patent Application Publication No. 20030079520, published May 1, 2003, incorporated herein by reference. Briefly, the FOCAS® rig comprises: (1) an air supply system to provide air for combustion to the burner, (2) a fuel system to provide fuel to the burner, (3) a burner system to combust the air and fuel mixture and to provide the proper exhaust gas constituents, (4) a heat exchanger to control the exhaust gas temperature, (5) an oil injection system, and (6) a computerized control system. The foregoing components are illustrated in Fig. 1 and described in detail in U.S. Patent Application Publication No. 20030079520, which has been incorporated herein by reference, and will not be described in detail herein.
[0012] The FOCAS® rig was developed to evaluate the long term effects of the individual variables on the long term performance of the catalyst. The FOCAS rig is capable of producing a simulated exhaust gas with a composition and temperature corresponding to that produced by the internal combustion engine of a motor vehicle. [0013] The burner system in the FOCAS rig is effective to substantially stoichiometrically combust at least a portion of fuel in the feedstream flowpath without substantial damage to the combustor. In a preferred embodiment, the combustor comprises a nozzle comprising a swirl plate which is effective even at a stoichiometric air to fuel ratio (AFR) of producing a feedstream flowpath comprising an air shroud effective to prevent flame from attaching to a nozzle supplying fuel and air to the combustor during combustion of fuel. The feedstream flowpath also preferably prevents flame from remaining in constant contact with an inner wall of the combustor during combustion of fuel. [0014] Although the FOCAS® rig is preferred, it will be apparent to persons of ordinary skill in the art that any functional and effective non-engine based test system could be adapted for use in accordance with the principles described herein. [0015] The Federal Test Procedure (FTP) uses the Urban Dynamometer Driving Schedule (UDDS). The UDDS is the result of more than ten years of effort by various groups to translate the Los Angeles smog-producing driving conditions to chassis dynamometer operations, and is a nonrepetitive drive cycle covering 7.5 miles in 1372 seconds with an average speed of 19.7 mph. Its maximum speed is 56.7 mph. [0016] As seen in Fig. 1, the current FTP drive cycle consists of a cold-start, 505- second, cold transient phase (Bag 1), followed immediately by an 864-second stabilized phase (Bag 2). Following the stabilized phase, the vehicle is allowed to soak for 10 minutes with the engine turned off before proceeding with a hot-start, 505-second, hot transient phase (Bag 3) to complete the test. The drive cycle is 1874 seconds, for a distance of 11.04 miles, at an average speed of 21.2 miles per hour. [0017] In order to perform the drive cycle using the non-engine based test system, the following features are controlled: 1) the exhaust flowrate is varied, typically in the range of from 0 to about 200 standard cubic feet per minute (scfm), to simulate the exhaust flowrates of the test vehicle throughout the FTP; 2) the exhaust gas temperature is varied, typically in the range of from about 20 to about 900 °C, to simulate the exhaust gas temperatures at the catalyst inlet throughout the FTP; and, 3) the exhaust gas stoichiometry is varied, typically in the range of from about 10 to about 40 AFR, preferably from about 10 to about 20 AFR, to simulate the exhaust gas stoichiometry of the vehicle throughout the FTP. [0018] Ideally, the FOCAS system exhaust gas mixture contains similar concentrations of hydrocarbons, carbon monoxide, and oxides of nitrogen as seen in the vehicle exhaust at any time during the FTP test. An idealized exhaust gas mixture could be created for research and development work by metering/doping the exhaust gas to create the proper component balance to match the vehicle exhaust throughout operation over the test cycle. The suitable idealized exhaust gas mixture would vary, with an example of a suitable idealized exhaust gas mixture (near stoichiometric) comprising the following components in the following ratios:
[0019] The non-engine based test system software controls all of the above parameters simultaneously throughout the simulated FTP, and is programmable to simulate any desired set of test conditions. [0020] Throughout the test cycle, the exhaust is collected, diluted, and thoroughly mixed with filtered background air to a known constant volume flowrate using a positive displacement pump. This procedure is known as Constant Volume Sampling (CVS). A proportional sample of the dilute exhaust is collected in a sample bag for analysis at the end of the test. The emissions are mathematically weighted to represent the average of several 7.5 mile trips made from cold and hot starts. A summary of suitable cycle duration, driving distance, and average speed is given in the following Table:
Exhaust emissions from the FTP cover the effects of vehicle and emission control system warm-up as the vehicle is operated over the cycle. The "stabilized" phase produces emissions from a fully warmed up or stabilized vehicle and emission control system. "Hot-start" or "hot transient" phase emissions result when the vehicle is started after the vehicle and emission control systems have stabilized during operation, and are then soaked (turned off) for 10 minutes. [0021] Weighted total emissions from the FTP at 68°F to 86°F ambient temperature conditions are regulated by the EPA. The only regulated pollutant for the FTP at cold conditions (20°F) is carbon monoxide (CO). Tier 1 cold-CO level for passenger cars is 10.0 g/mile. The California LEVII emissions standards for 2004 light-duty passenger cars, intermediate life - 50,000 miles (the standards which the test vehicle was certified to) are: NMOG: 0.04 g/mile CO: 1.7 g/mile NOx: 0.07 g/mile
The weighted total mass equivalent emissions for the EPA FTP-75 are calculated as required in the U.S. EPA regulations (40 CFR 86.144-90) using the following equation: Weighted g/mile = 0.43 x Phase 1 grams + Phase 2 grams Phase 1 miles + Phase 2 miles
+ 0.57 x Phase 3 grams + Phase 2 grams Phase 3 miles + Phase 2 miles
[0022] The non-engine based test system, preferably a FOCAS system, can be
used for thermal aging. As a result, the burner may be deactivated at a predetermined age, the system may be cooled to ambient conditions in a matter of minutes, and then immediately after cooling, the system can be used to perform multiple simulated FTP's. The non-engine based test system can then be returned to aging, making the entire emissions test procedure very time-efficient. These advantages make it highly desirable as a research and development tool. [0023] Persons of ordinary skill in the art will recognize that many modifications may be made to the present application without departing from the spirit and scope of the application. The embodiment described herein is meant to be illustrative only and should not be taken as limiting the application, which is defined in the claims.
We claim: 1. A method for simulating at least one drive cycle of a vehicle using a non-engine based test system, the method comprising: providing a non-engine based test system comprising a combustor in fluid communication with a catalytic converter from said vehicle; supplying fuel and air to said combustor at an air to fuel ratio (AFR) and under conditions effective to produce a feedstream flowpath; substantially stoichiometrically combusting at least a portion of said fuel in said feedstream flowpath under conditions effective to simulate at least one drive cycle of said vehicle and to produce a simulated drive cycle exhaust product for said vehicle, said conditions being effective to prevent substantial damage to said combustor; and collecting and analyzing said simulated drive cycle exhaust product.
2. The method of claim 1 wherein said supplying fuel and air occurs through a component which produces a feedstream flowpath comprising an air shroud effective to prevent flame from attaching to said component during said combusting.
3. The method of claim 1 wherein said supplying fuel and air produces a feedstream flowpath effective to prevent flame from remaining in constant contact with an inner wall of said combustor during said combusting.
4. The method of claim 2 wherein said supplying fuel and air produces a feedstream flowpath effective to prevent flame from remaining in constant contact with an inner wall of said combustor during said combusting. 5. The method of claim 1 wherein said drive cycle is a nonrepetitive drive cycle covering 7.
5 miles in 1372 seconds with an average speed of 19.7 mph. and a maximum speed of 56.7 mph.
6. The method of claim 2 wherein said drive cycle is a nonrepetitive drive cycle covering 7.5 miles in 1372 seconds with an average speed of 19.7 mph. and a maximum speed of 56.7 mph. 7. The method of claim 3 wherein said drive cycle is a nonrepetitive drive cycle covering 7.5 miles in 1372 seconds with an average speed of 19.7 mph. and a maximum speed of 56.
8. The method of claim 4 wherein said drive cycle is a nonrepetitive drive cycle covering 7.5 miles in 1372 seconds with an average speed of 19.7 mph. and a maximum speed of 56.7 mph.
9. The method of claim 1 wherein said drive cycle consists essentially of: a cold-start, 505-second, cold transient phase effective to produce a phase I product; followed by an 864-second stabilized phase effective to produce a phase II product; followed by a 10 minute soak phase; followed by a hot-start, 505-second, hot transient phase effective to produce a phase III product.
10. The method of claim 3 wherein said drive cycle consists essentially of: a cold-start, 505-second, cold transient phase effective to produce a phase I product; followed by an 864-second stabilized phase effective to produce a phase II product; followed by a 10 minute soak phase; followed by a hot-start, 505-second, hot transient phase effective to produce a phase III product.
11. The method of claim 4 wherein said drive cycle consists essentially of: a cold-start, 505-second, cold transient phase effective to produce a phase I product; followed by an 864-second stabilized phase effective to produce a phase II product; followed by a 10 minute soak phase; followed by a hot-start, 505-second, hot transient phase effective to produce a phase III product.
12. The method of any of claims 1-10 and 11 wherein said analyzing said simulated drive cycle exhaust product comprises: diluting and mixing said simulated drive cycle exhaust product with filtered background air to a known constant volume flowrate to produce a dilute exhaust product; analyzing a proportional sample of said dilute exhaust product for emissions; and, mathematically weighting said emissions to represent weighted emissions for each simulated trip from cold start to hot start.
13. The method of any of claims 1-10 and 11 wherein said drive cycle simulates a distance of 11.04 miles at an average speed of 21.2 miles per hour.
14. The method of claim 12 wherein said drive cycle simulates a distance of 11.04 miles at an average speed of 21.2 miles per hour.
15. The method of claim 1-10 and 11 further comprising cooling said non-engine based test system to ambient conditions; and substantially immediately after said cooling, combusting fuel in a subsequent air and fuel mixing feedstream under conditions effective to simulate at least one subsequent drive cycle, producing a subsequent simulated drive cycle exhaust product; and collecting and analyzing said subsequent simulated drive cycle exhaust product.
16. The method of claim 12 further comprising cooling said non-engine based test system to ambient conditions; and substantially immediately after said cooling, combusting fuel in a subsequent air and fuel mixing feedstream under conditions effective to simulate at least one subsequent drive cycle, producing a subsequent simulated drive cycle exhaust product; and collecting and analyzing said subsequent simulated drive cycle exhaust product.
17. The method of claim 14 further comprising cooling said non-engine based test system to ambient conditions; and substantially immediately after said cooling, combusting fuel in a subsequent air and fuel mixing feedstream under conditions effective to simulate at least one subsequent drive cycle, producing a subsequent simulated drive cycle exhaust product; and collecting and analyzing said subsequent simulated drive cycle exhaust product.
18. The method of claim 1-10 and 11 further comprising combusting at least a portion of said fuel while varying: exhaust flowrate within a range of from 0 to about 200 standard cubic feet per minute (scfrn); exhaust gas temperature within a range of from about 20 to about 900 °C; and, exhaust gas stoichiometry within from about 10 to about 40 AFR, thereby simulating at least one drive cycle, producing a simulated drive cycle exhaust product for said vehicle; and collecting and analyzing said simulated drive cycle exhaust product.
19. The method of claim 18 further comprising varying said exhaust gas stoichiometry within from about 10 to about 20 AFR.
20. The method of claim 16 further comprising combusting at least a portion of said fuel while varying: exhaust flowrate within a range of from 0 to about 200 standard cubic feet per minute (scfrn); exhaust gas temperature within a range of from about 20 to about 900 °C; and, exhaust gas stoichiometry within from about 10 to about 40 AFR, thereby simulating at least one drive cycle, producing a simulated drive cycle exhaust product for said vehicle; and collecting and analyzing said simulated drive cycle exhaust product.
21. The method of claim 20 further comprising varying said exhaust gas stoichiometry within from about 10 to about 20 AFR.
22. A method for simulating at least one drive cycle of a vehicle using a non-engine based test system, the method comprising: providing a non-engine based test system comprising a combustor in fluid communication with a catalytic converter from said vehicle; supplying fuel and air to said combustor under conditions effective to produce an idealized simulated exhaust gas and to simulate operation of said vehicle during at least one drive cycle, producing a simulated drive cycle exhaust product for said vehicle; and, collecting and analyzing said simulated drive cycle exhaust product.
23. The method of claim 22 wherein said idealized simulated exhaust gas comprises NOx.
24. The method of claim 22 wherein said supplying fuel and air to said combustor occurs via a component which produces a feedstream flowpath comprising an air shroud effective to prevent flame from attaching to the component during combustion of the fuel and to prevent flame from remaining in constant contact with an inner wall of the combustor tube during combustion of the fuel.
25. The method of claim 23 wherein said supplying fuel and air to said combustor occurs via a component which produces a feedstream flowpath comprising an air shroud effective to prevent flame from attaching to the component during combustion of the fuel and to prevent flame from remaining in constant contact with an inner wall of the combustor tube during combustion of the fuel.
26. The method of claim 22 further comprising substantially continuously and effectively stoichiometrically combusting said fuel.
27. The method of claim 24 further comprising substantially continuously and effectively stoichiometrically combusting said fuel.
28. The method of claim 25 further comprising substantially continuously and effectively stoichiometrically combusting said fuel.
29. The method of claim 28 wherein said drive cycle is a nonrepetitive drive cycle covering 7.5 miles in 1372 seconds with an average speed of 19.7 mph. and a maximum speed of 56.7 mph.
30. The method of claims 22-28 and 29 wherein said drive cycle consists essentially of: a cold-start, 505-second, cold transient phase effective to produce a phase I product; followed by an 864-second stabilized phase effective to produce a phase II product; followed by a 10 minute soak phase; followed by a hot-start, 505-second, hot transient phase effective to produce a phase III product.
31. The method of claim 30 wherein said drive cycle simulates a distance of 11.04 miles at an average speed of 21.2 miles per hour.
32. The method of claim 30 wherein said analyzing said simulated drive cycle exhaust product comprises: diluting and mixing said simulated drive cycle exhaust product with filtered background air to a known constant volume flowrate to produce a dilute exhaust product; analyzing a proportional sample of said dilute exhaust product for emissions; and, mathematically weighting said emissions to represent weighted emissions for each simulated trip from cold start to hot start.
33. The method of claim 32 further comprising cooling said non-engine based test system to ambient conditions; and substantially immediately after said cooling, combusting fuel in a subsequent air and fuel mixing feedstream under conditions effective to simulate at least one subsequent drive cycle, producing a subsequent simulated drive cycle exhaust product; and collecting and analyzing said subsequent simulated drive cycle exhaust product.
PCT/US2005/015514 2002-08-06 2005-05-04 Method for drive cycle simulation using non-engine based test system WO2005116606A3 (en)
US10/847,034 2004-05-17
WO2005116606A2 true true WO2005116606A2 (en) 2005-12-08
WO2005116606A3 true WO2005116606A3 (en) 2007-03-01
PCT/US2005/015514 WO2005116606A3 (en) 2002-08-06 2005-05-04 Method for drive cycle simulation using non-engine based test system
US7299137B2 (en) 2007-11-20 grant
Huai et al. 2004 Estimates of the emission rates of nitrous oxide from light-duty vehicles using different chassis dynamometer test cycles
Colberg et al. 2005 Comparison of a road traffic emission model (HBEFA) with emissions derived from measurements in the Gubrist road tunnel, Switzerland
Auckenthaler 2005 Modelling and control of three-way catalytic converters
Bielaczyc et al. 1999 Euro III/Euro IV emissions-a study of cold start and warm up phases with a SI (spark ignition) engine
Houseman et al. 1974 A two-charge engine concept: hydrogen enrichment