emission tests conducted on a prototype Fiat 131 naturally-aspirated diesel
vehicle. ..... liter, indirect injection engine and five-speed manual transmission.
https://ntrs.nasa.gov/search.jsp?R=19810023545 2017-11-25T08:17:13+00:00Z
NOTICE
THIS DOCUMENT HAS BEEN REPRODUCED FROM MICROFICHE. ALTHOUGH IT IS RECOGNIZED THAT CERTAIN PORTIONS ARE ILLEGIBLE, IT IS BEING RELEASED IN THE INTEREST OF MAKING AVAILABLE AS MUCH INFORMATION AS POSSIBLE
DOE/NASA/2811-1 NASA CR 165281 DOT/TSC/NASA-81-1
FUEL ECONOMY AND EXHAUST EMISSIONS CHARACTERISTICS OF DIESEL VEHICLES: TEST RESULTS OF A PROTOTYPE FIAT 131 NA 2.4 LITER AUTOMOBILE a (NASA-CR-165281) FUE-. ECONObY AND zXhAUST
Nd1-32088
88ISSIONS CHARACTERISTICS OF CiESEL VEHICLES: TEST 6ESUL2S OF A PROTCTYFE FIAT 131 HA 2.4 LITER AUTOMOBILE (Transportation systems Center) 82 p HC AU5/8F A01 CSCL 138 G3/85
35036
UDClas
S.S. Quayle, M.M. Davis, and R.A. Walter U.S. DEPARTMENT OF TRANSPORTATION RESEARCH AND SPECIAL PROGRAMS ADMINISTRATION Transportation Systems Center Cambridge MA 02142
MAY 1981
Prepared for NATIONAL AERONAUTICS AND SPACE ADMINISTRATION Lewis Research Center Cleveland OH 44135 Under Interagency Order C-32817-D
for U.S. DEPARTMENT OF ENERGY Conservation and Solar Applications Office of Transportation Programs Washington DC 20545
ter-%:
a Y
^^t ^Rs^^ta ^
y
DOE/NASA/2817-1 NASA CR 165281 DOT/TSC/NASA-81-1
FUEL ECONOMY AND EXHAUST EMISSIONS CAARA,CTER I ST I CS OF : 'J ESEL VEHICLES: TEST RESI;LTE OF A Pl,,JTOTYPE FIAT 1.301 AA 2.4 LITER AUTOPIOB I LE
S.S. Quayle, M.M. Davis, and R.A. Walter U.S.DEPARTHENT OF 1`111%NaPORTATION RESEARCH AND SPECIAL PROGRAMS ADMINISTRATION Transportation Systems Center Cambridge MA 02142
MAY 1981
Prepared for NATIONAL AERONAUTICS AND SPACE ADMINISTRATION Lewis Research Center Cleveland OH 44135 Under Interagency Order C-32817-D 4
for U.S.DEPARTHENT OF ENERGY Conservation and Solar Applications Office of Transportation Programs Washington DC 20545 Under Interagency Agreement DE-AIOI-SOCS50194
Technical top*" Deeententeeien'ese
port No.
2. Government Accession No.
S. fiecipie"I's Catalog No.
NASA CR 165281 4.
Title and Subtitle
Report
S.
FUEL ECONOMY AND EXHAUST EMISSION CHARACTERI STI CS OF DIESEL VEHICLES: TEST RESULTS OF A PROTOTYPE FIAT 131 NA 2.4L AUTOMOBILE
May 1981 'a •.
Perforating or N„isetion Cds
9. ►alowtin0 Otsonsestien Rport No. 7. Authorial
POT/TSC/NASA-81-1
S.S.Quayle, M.M.Da vis, R.A.Walter 0.
10. Work Unit No. (TRAIS)
Performing Organisation Noma and Address
U.S. Department of Transportation Research and Special Programs Administration Transportation Systems Center Cambridge MA 02142
11. Contract or Orono No.
C-32817-D 13. Type of Report end Period covered
12. Sponsoring Agency Name and ANn:.a
U.S. Department of 1:.iergy Conservation and Sc,l;.r Applications Office of Transportation Programs Washington DC 20545
Contractor Report 14. Sponsoring Agency Code
15, SaNlemen'eryNe'ea
Technical Report. Prepared under Interagency Agreement Project Manager R. Dezelick, Engine Systems DE-A101-80CS 50/94. 44135 Division, NASA Lewis Research Center, Cleveland, Ohio
16. Abstract
This report documents the results obtained from fuel economy and emission tests conducted on a prototype Fiat 131 naturally-aspirated The vehicle was tested on a chassis dynamometer over diesel vehicle. Two fuels were selected drive cycles and steady-state conditions. The vehicle was used, a U.S. #2 diesel and a European diesel fuel. tested with retarded timing and with and without an oxidation catalyst. Particulate emission rates were calculated from dilution tunnel measurements and large volume particulate samples were collected for It was determined that while the biological and chemical analysis. catalyst was generally effective in reducing hydrocarbon and carbon monoxide levels, it was also a factor in increasing particulate Increased particulate emission rates were particularly emissions. evident when the vehicle was operated on the European fuel which has a high sulfur content.
16. Distribution Statement
17. Key Words
Diesel, Fuel Economy, Emissions, Particulates, Chassis Dynamometer, Oxidation Catalyst
1t. Security Clessif. (ef this fewO
UNCLASSIFIED
Unclassified - Unlimited STAR Category 85 DOE Category UC-96
30. Security Clessif. (of thia pole)
UNCLASSIFIED
21. No. of Poses
84
22. 'rice
TABLE OF CONTENTS
Page
Section 1.
INTRODUCTION ........................................
1-1
2.
EXPERIMENTAL DESIGN . . ...............................
2-1
Test Vehicle ....................................
2-1
2.1.1 Engine and Vehicle Specifications....... 2.1.2 Manufacturer ' s Data on Emissions,Fuel Economy, and Performance ................ 2.1.3 Catalyst ................................
2-1
Fuel ....................................
2-3
Test Equipment .................................
2-6
2.1
.
2.1.4 2.2
2-1 2-1
2-6 ..................... 2.2.1 Dynamometer..... 2 -8 ........... 2.2.2 Gaseous Emission Measurements &.2.3 Particulate Emission Measurements....... 2-12 TEST PROCEDURES .....................................
3-1
General ........................................ Drive Cycles ............. ...................... Characterization Tests .........................
3-1 3-1 3-3
............. 3.3.1 Vehicle Preparation...... 3.3.2 Vehicle - Dynamometer Matching ............ ............... 3.3.3 Engine Starting..... 3.3.4 Sample and Data Acquisition ............. 3.3.5 Data Reduction ..........................
3-3 3-3 3-3 3-4 3-4
RESULTS .............................................
4-1
General ........................................
4-1
4.1.1
Results and Federal Emissions Limits....
4-1
4.2 Overa 11 Results ................................
4-5
4.2.1 ............................ Hydrocarbons 4.2.2 Carbon Monoxide ......................... 4.2.3 Oxides of Nitrogen ...................... 4.2.4 Particulates ............................
4-15 4-15 4-18 4-18
Effect of the Catalyst ......................... Fuel Effects ...................................
4-19 4-28
+
3.
3.1 3.2 3.3
4.
4.1
4.3 4.4
ORECEDIN G PAGE BLANK NOT FILMED
v R
r _
Y
B
.:..-....ax'..65iL:MYffi m.^ –.. .r.- ^. _.., ..;ss....e-^...a^.9RV.r-..114P •. _._ _ ..
—
l ,..._..,
-,..u...
._....,^
_s.._,
^...
..
i 't. ^. ti.
^O(^y
Y7^ i"la
'Y
J
TABLE OF CONTENTS (CCNT.)
Section S.
Page
CONCLUSIONS .........................................
5-1
REFERENCES ..............................................
R-1
APPENDIX A ..............................................
A-1
vi
LIST OF ILLUSTRATIONS
Figure
Page
1.
FIAT 131 NA DIESEL IN A 3000 LB. INERTIA VEHICLE..........
1-2
2.
EMISSIONS AND TEMPERATURE VS. STEADY-STATE SPEED..........
2-4
3.
FIAT 131 COAST-DOWN CHARACTERISTICS .......................
2-9
4.
AUTOMOTIVE RESEARCH LABORATORY PARTICULATE/GAS SAMPLING SYSTEM(CHARACTERIZATION).........., .......................
2-10
AUTOMOTIVE RESEARCH LABORATORY PARTICULATE/GAS SAMPLING SYSTEM (LARGE-SCALE PARTICULATE COLLECTION) ...............
2-15
6.
REMOVING 20020" FILTER FROM HOLDER .......................
2-17
7.
WEIGHING 20020" FILTER..... ..............................
2-18
8.
WEIGHING 47mm FILTER... ....
2-19
90
TEST MATRIX ...............................................
4-2
10.
EMISSIONS OF A FIAT 131 NA DIESEL: FEDERAL TEST PROCEDURE..< ..............................................
4-3
EMISSIONS AND FUEL ECONOMY OF A FIAT 131 NA DIESEL: CATALYST/EUROPEAN FUEL, CYCLIC TESTS ................,.....
4-6
EMISSIONS AND FUEL ECONOMY OF A FIAT 131 NA DIESEL: CATALYST/EUROPEAN FUEL, STEADY STATES.............. ..... oo
4-7
EMISSIONS AND FUEL ECONOMY OF A FIAT 131 NA DIESEL: NO CATALYST/EUROPEAN FUEL, CYCLIC TESTS ......................
4-8
EMISSIONS AND FUEL ECONOMY OF A FIAT 131 NA DIESEL: CATALYST/EUROPEAN FUEL, STEADY STATES, ... oo ......
4-9
5.
11. 12. 13. 14. 15. 16. 17. 18.
.....
NO
EMISSIONS AND FUEL ECONOMY OF A FIAT 131 NA: CATALYST/EPA FUEL, CYCLIC TESTS., ......
4-10
EMISSIONS AND FUEL ECONOMY OF A FIAT 131 NA: CATALYST/EPA FUEL, STEADY STATES ..........................
4-11
EMISSIONS AND FUEL ECONOMY OF A FIAT 131 NA DIESEL: NO CATALYST/EPA FUEL, CYCLIC TEST ............................
4-12
EMISSIONS AND FUEL ECONOMY OF A FIAT 131 NA DIESEL: NO CATALYST/EPA FUEL, STEADY STATES ..........................
4-13
vii
.^ _yam ___ ^._
LIST OF ILLUSTRATIONS (CONT.)
F igur= — 19. 20.
Page FEDERAL TEST PROCEDURE URBAN DRIVE SCHEDULE (0 TO 505 SECONDS) ............................. ..........
4-14
AUTOMOTIVE RESEARCH LABORATORY, EMISSIONS AND FUEL ECONOMY OF FIAT 131 NA DIESEL, FEDERAL TEST PROCEDURE
4-16
...........................................
21.
AUTOMOTIVE RESEARCH LABORATORY, EMISSIONS AND FUEL ECONOMY OF A FIAT 131 NA DIESEL, STEADY STATES...... 4-17
22.
AUTOMOTIVE RESEARCH LABORATORY, FIAT 131 NA, CHANGE IN TEST CONFIGURATION! CATALYST EUROPEAN FUEL TO NO CATALYST/EUROPEAN FUEL, CYLIC—TE .......`.........
4-20
AUTOMOTIVE RESEARCH LABORATORY, FIAT 131 NA, CHANGE IN TEST CONFIGURATION: CATALYST/EUROPEAN FUEL TO NO CATALYST/EUROPEAN FUEL, STEADY STATES............
4-21
AUTOMOTIVE RESEARCH LABORATORY, FIAT 131 NA, CHANCE IN TEST CONFIGURATION: CATALYST/EPA FUEL TO NO CATALYST/EPA FUEL, CYCLIC .....................
4-22
AUTOMOTIVE RESEARCH LABORATORY, FIAT 131 NA, CHANGE IN TEST CONFIGURATION: CATALYST/EPA FUEL TO NO CATALYST/EPA FUEL, STEAD .....................
4-23
AUTOMOTIVE RESEARCH LABORATORY, FIAT 131 NA, CHANCE IN TEST CONFIGURATION: CATALYST/EUROPEAN FUEL TO fATALYST/EPA FUEL, CYCLI .....................
4-24
AUTOMOTIVE RESEARCH LABORATORY, FIAT "31 NA, CHANGE IN TEST CONFIGURATION: CATALYST/EUROPEAN FUEL TO CATALYST /EPA FUEL, STEAD ....................
4-25
AUTOMOTIVE RESEARCH LABORW AY, FIAT 131 NA, CHANGE IN TEST CONFIGURATION: NO CATALYST/EUROPEAN FUEL TO .................. NO CATALYST/EPA FUEL, CYCLIC
4-26
AUTOMOTIVE RESEARCH LABORATORY, FIAT 131 NA, CHANGE IN TEST CONFIGURATION: NO CATALYST/EUROPEAN FUEL TO NO CATALYST/EPA FUEL, STEADY STATES...**.*.**..*.
4-27
23.
24.
25.
26.
27.
28.
29.
viii
LIST OF TABLES
Table
. .
paLe-
1 . FIAT 131 NA ENGINE CHARACTERISTICS ...................
2-2
2.
DIESEL FUEL CHARACTERISTICS ..........................
2-5
3.
DIRECT CURRENT CHASSIS DYNAMOMETER SPECIFICATIONS .... 2-7
4.
GASEOUS EXHAUST EMISSION INSTRUMENTATION ............. 2-11
S. EXHAUST DILUTION TUNNEL SPECIFICATIONS ............... 2 -13 6.
EXHAUST PARTI('PLATE SAMPLING AND MEASUREMENT INSTRUMENT.ATION ...... . .................0............. 2-14
7.
DRIVE CYCLE CHARACTERISTICS ..........................
3-2
A-1.
TEST DATA SUMMARY, FIAT 131 NA DIESEL MEANS (x) AND (WHERE APPROPRIATE) STANDARD DEVIATIONS (a)..........
A-1
A-2.
TEST DATA, FIAT 131 DIESEL, CATALYST/EUROPEAN FUEL....
A-6
A-3.
TEST DATA, FIAT 131 DIESEL, CATALYST/EPA FUEL.........
A-7
A-4.
TEST DATA, FIAT 131 DIESEL, NO CATALYST/EPA FUEL......
A-9
A-5.
TEST DATA, FIAT 131 DIESEL, NO CATALYST/1'UROPEAN FUEL.
A-6.
FIAT 131 DIESEL, LARGE VOLUME PARTICJLATE SAMPLES....
A-12 A-15
it
1X
ACKNOWLEDGEMENTS
This work was sponsored by the U.S. Department of Energy and managed by the NASA Lewis Research Center under Interagency Order C-12817-1). The authors wish to acknowledge the project support work of Mr. Robert Dezelick, Project Manager, NASA Lewis Research Center and Mr. Joseph C. Sturm, Transportation Systems Center. Special acknowledgement is due the Automotive Research Laboratory Staff who performed the testing: Mr. Maurice W. Dumais and Mr. Charles R. Hoppen.
x
b
a -,x a :, z
•• ^ ^ 1
'♦t1^
^•
i a a l'L'ti
r r=,
Hill S
It!
I
I 111
1111
1
it
111111
i
s
i ^11
i
tlt^
'
IIfif
t^l
R ,
f
r = tr
I • r
111611
#1
I
1111111
1111101111#111011 I , ' , I , ' , I , ' , I , I , I , ' , ^,', I,'1
u
W
•
^•
s
^+
fill . . s^
1•
1•
fill II111
titi'tii
I•
1•
1•
11 1
111,11,1111
ra
1^:..as1S'ti
I
WOW
r
OwGINAL PAGE F OF POOR QUALITY
1.
INTRODUCTION
Under Interagency Order C-32817-D, the Department of Transportation, Transportation Systems Center (UO Tr!'rSC) participates in a cooperative research program with the Department of Energy. NASA Lewis Research Center is the managing organization. The objectives of this project are two-fold: 1.
To determine the ability of various diesel technologies to improve fuel efficiency and reduce exhaust emissions and
2.
To collect adequate particulate samples for chemical and biological characterization as part of the DOE Diesel Health Effects Research Program.
The vehicle used for the portion of the program discussed in this paper was a naturally aspirated Fiat prototype diesel. This vehicle was loaned to TSC by Fiat through contract DOT-TSC-1424. As part of this DOT contract, Fiat provided on extensive data base on light-weight automoi.a'de diesel power plants in the 50 to 100 hp range, in vehicle inertia woights from 2000 to 3000 pounds. Current diesel technology, advanced vehicle concepts, fuel economy, emissions, and performance were integrated into the data base.l The Fiat 131 NA (rated 70hp at 4200rpm) was tested at the DOT/TSC Automotive Research Laboratory in a 3000-1b inertia weight configuration (Figure 1). The vehicle was equipped with a 2.4liter, indirect injection engine and five-speed manual transmission. It was tested over selected drive cycles and steady-state
conditions
on a large-roll, chassis dynamometer. The test cycles included the EPA/Federal Test Procedure urban cycle (FTP), the Highway Fuel Economy Test cycle (HFET), the Congested Urban Expressway cycle (CUE), and the New York City cycle (NYCC). Steady-state measurements were collected at six different speed-gear combinations. Approximately 81 grams of particulate matter were collected and sent to Lovelace Inhalation Toxicology Research Institute for inclusion in the DOE Diesel Health Effects Research Program. (The various samples and cycles are given in Table A-b.) The results of the
1-1
I
w
u 4^a H
a
w 76
00 0M z H w N w H Q
4
Z
M rl
H H
U.
.4
wa c^
w
0
1-2
ORIGINAL PAGE IS OF POOR QUALITY
study on the chemical and biological characterization of diesel particulates conducted by Lovelace ITRI wall be published in a separate document.
2. EXPERIMEVAL DESIGN
2.1 TEST VEHICLE This section describes the salient features of the Fiat 131. For a more detailed description, reference should be made to the Fiat report.2 2.1.1 Engine and Vehicle Specifications The engine, a 2.4-liter prototype indirect injection diesel rated at 70 hp (51 kW) at 4200 rpm, is one of the Fiat Sofim family of 3, 4, and 6 cylinder engines. The main engine specifications are giv c.a in Table 1. The vehicle's inertia weight is 3000 pounds. Its frontal area is 1.83 m 2 . Tire size is 185/70-13. The Fiat 131 vehicle is equipped with a five-speed manual transmission. The gear ratios are 3.612, 2.045, 1.357, 1.000 and 0.870; the axle ratio is 3.20. 2. 1 . 2 Manufacturer's Data on Emissions, Fuel Economy, and "crtr rmance The 0-60 mph acceleration time as determined by the manufacturer is 18.1 seconds. The emissions rates ; as determined by the manufacturer, are as follows: without oxidation catalyst 0.31/1.68/1.60/0.55 grams per mile of fiC/CO/NOx/particulate; with catalyst, 0.36/0.33/ 1.0111.25 grams/mile of fiC/CO/NO x /particulate respectively. The manufacturer-determined combined irbar. and highway fuel economy is 34.6 mpg. 2.1.3 Catalyst The catalyst was a monolithic oxidation prototype manufactured by Johnson-Matthey. The catalyst loading was 120 grams of platinum per cubic foot or 3.93 grams of platinum per catalyst. When the catalyst was added to the vehicle, the fuel injection timing was retarded approximately 5° to facilitate NO x control. Nitric oxide formation is proportional to combustion temperature; retarding lowers the peak combustion temperstatic injection timing (SIT) ature because the ignition delay is shortened, (the fuel is injected 2-1
TABLE 1. TABLE 1. ENGINE CHARACTERISTICS 4-Cylinder Fiat 131, Indirect Injection Bore
93 mm
Stroke
90 m;n
Stroke/Bore
0.97
Total Displacement
2445 cm
Compression
22:1
Maximum Power
70 hp at 4200 rpm
Maximum Torque
14.4 kg-m (141Nm) 2400 rpm
Combustion System
Indirect Injection (Comet V)
Fuel Injection: dump
Rotary Bosch, VE 4/9
Plunger Diameter
9 mm
Static Injection Timing (at 1 mm plunger lift)
1° C.A. BTDC
4
i at higher temperatures and pressures, but less is injected before ignition), and less fuel evaporates and mixes in the lean flame region where NO is normally formed at high local concentrations. An additional benefit of retarded timing is that mechanical and thermal stresses and noise are normally lowered. Shortened residence times and lower temperatures, however, tend to make the completion of oxidation and combustion processes less likely. Thus hydrocarbon, carbon monoxide, and particulate levels generally increase with retarded timing. It was anticipated that these increases in HC and CO levels due to timing retardation would be compensated for by the presence of an active oxidation catalyst. Data on the overall effect on the particulate levels was limited and inconclusive. It was anticipated, however, that, particulate sulfates would be produced by the interaction of the fuel sulfur and the catalytic surface. It should also be noted that catalytic converters such as the one employed in this test series are effective only when heated to some operating temperature. These devices have thermal inertia; the magnitude being design dependent.
This catalyst did not
appear to "light off" or become active until an inlet temperature of approximately 360-400 0 F was obtained. Generally, at low speeds and/or low loads, the catalyst is inactive. 2.1.4
(See Figure 2.)
Fuel Two fuels were used in the test series conducted by DOT/TSC.
One fuel was provided by the Environmental Protection Agency and is hereafter cited as EPA fuel; the other fuel was provided by Fiat and is hereafter cited as European (or Eur) fuel. The EPA fuel was taken from a common lot that has been used in other test vehicles to generate particulate samples for the EPA Diesel Health Effects Research Program.
The fuel analyses
are given in Table 2. The EPA test fuel has a high specific gravity and relatively low cetane index; this tends to slightly increase the specific fuel consumption (g/hp-hr). Environmental
2-3
l
W 13man Als") It IM1taM iSmq
a l
1 1 soft
C
W W a
w
H E-
c
w
H V) U7
v W
a
a E
H
N
A Z Q N Z O c!^ v7
5 tj^9 •+^+^0
N
'Yd/1 MO^^willflMO^ 1^+O^t1^^
aw w
a + c..^l. •
^RI,«sa.rr^,a
i
TABLE 2. DIESEL FUEL CHARACTERISTICS3
EPA 02 Diesel
European Diesel
Test Method
Hydrogen Ratio
1.79
1.92
Calculation based on atomic weight.
Specific Gravity
0.8488
0.836
ASiM D1298-67.
BTU/lb BTU/gallon Hydrogen,
S
19,541
190572
AS'IM 240-76.
138,116
135;888
ASTM 240-76.
13.03
13.64
Pregl modified Ingram technique Pregl modified Ingram technique
Carbon,
%
86.75
84.68
Sulfur,
%
0.25
0.77
Cetane Index
48.5
56.5
Distillation Range *F
ASTM 0976-66. ASTM D86.
IBP
387
371
10%
430
423
SO%
S09
S20
90%
599
631
End Point
6S2
689
Recovery, %
ASTM D1SS2-64.
98.S
99.0
Protection Agency/Research Triangle Park reports that the fuel has a mid-range aromatic content tending to increase smoke emissions slightly and lower the cetane index. The sulfur content of the EPA fuel (0.251) is typical of an ASTM Grade 2-D fuel. In contrast, the European diesel fuel has both a higher cetane index and higher sulfur content (0.77$). 2.2 TEST EQUIPMENT This section briefly describes the test equipment and the gaseous and particulate measurement techniques. .I
2.2.1 Dynamometer The DOT/TSC chassis dynamometer is a fully programmable directcurrent machine with a single,50-inch diameter roll. The features of this dynamometer are shown in Table 3. It can simulate individually, and in combination, loads due to rolling losses, aerodynamic drag, vehicle inertia, uphill and downhill grades, and road-speed air-flow. Both rear wheel and front wheel drive vehicles can be accommodated. Maximum ratings of the dynamometer are 315 hp, 6400 pound-ft torque, 105 mph, 5000-pound axle load, and air speeds to 72 mph. Test cell temperature is normally controll ,.!d at 74 0 ± 5°F. Vehicle inertia can be electrically simulated by the digital logic and electrical control, or mechanically via flywheels. For the rests conducted on the Fiat 131, electrical simulation of inertia was used. Coast-down data was supplied by Fiat for the test vehicle. 'The experimentally derived settings for the prototype Fiat were empirically modified to duplicate the curve supplied by the manufacturer. The dynamometer was programmed to fit the curve through the use of the following torque equation: T = RW + BWV + CV
+ GW + M d
where: T = dynamometer torque R = constant wheel rolling resistance
r
type, inflation pressure, etc.) a.'i
2-6
(function of tire
.A
F
aQO ^ W
v O
a
eo c+^
^ N
o 0 w o Ln O
O
E»
^
oo
^
Ee"
^~..
CS.^
O
O
W
'"'
O
3e
a
q
c^
.`7
N
z O ^•,•, w u
A. N
w
^
0 v°
4
a
a V
h
o
w
aa
°
w ao
n:
a a
Q"
S ^
M
S
O
`r-
.M
a w ••a ^ a o
w
►-^ u o o O ev ao ^ w^ ^' H as a
w
o (-
A
H L6
01
`-'
a w w w
rya
O z O O ^ C7 a d N Ln W i n y 3 at 0 .. ^-r 0:
cn
r'+ O ^ N a O O W GG
•r+
it1
►r
►-+
O
a
cn
A. as
N
o a S
o
vz a%°
z
"'
Cl.
a
v a' w a --
z w¢¢
= w w o C) a w a&A
M
w¢ 99
S
E-
S
u3 F cn
+1
V
0 z z o v w A a o a w 0-+ 0 0 0 w w a w }. cu w w w¢ E- E- z N ti" CSC A V) a E- a 0.3 U w
W
a w
a
x
a A
•on
A
S
E-
3
C7
O A a¢
vi = cq " w ^-+ o O z A S K H a w z O'
w a
w •a
¢
z ~~
F-
a
"> F- ¢
rY
W W z «-+ ^°+ S cn N ~
w ^ w a a a o A C¢¢ Q E-
w 0 FO a a S w
x
a a' ¢
~
o'
N
w
cn 5 1 Eo-• v a
c~ n
0 0 0 0 0 0
0 0
~
v
= z a E•• 9 ^-
w u u
w
ca
0 0 0 0
2-7
z
o
v
u
ca i>"cn wo w0 ii
w
cc
V)
N "
A
w
> E-
>>-
G
¢
z
o
a
a
v
w¢ w z
Q E • z a a A ►-A W z¢ Ez z¢ 0.4 ¢ w A u w> z
z
a
—
¢
ao s c~On ¢w a S 0 0 0 0
cx
E¢-• W
va a
z U O ?
v I w ^a
^
H cn
o
ti a a w 0 0
W - vehicle weight B - speed-proportional component of rolling resistance V - instantaneous speed C
aerodynamic drag
G - road slope (i.e., = grade) M - vehicle effective mass dv Ht
instantaneous acceleration
The road slope was zero for all of the tests presently under discussion. The dynamometer settings and coast-down curve for the Fiat 131 NA vehicle are given in Figure 3. 2.2.2 Gaseous Emission measur ements All measurements of gaseous hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NO X ), and carbon dioxide (CO 2 ), were performed using a 325-cfm Constant Volume Sampling (CVS) System with a Critical Flow Orifice (CFO) (Figure 4). The instrumentation and procedures employed were those designated by EPA. 4 The instrumentation included non-dispersive infrared (NDIR) CO and CO 2 analyzers, a chemiluminescence NO analyzer, and a heated flame ionization detector (HFID) (Table 4). Gaseous emission samples were collected in and analyzed from Tedlar bags (with the exception of HC). The 11C sample was taken from the dilution tunnel inreal-time via heated lines (380°F). The electronic output signal of the 11C analyzer was integrated over the test interval. All instrumentation was calibrated with ± 2% calibration gases before each gas sample was analyzed. Additionally, each instrument was calibrated over its useful range at 8 calibration points. The hot FID and its sampling system was the instrument that required the most maintenance. To insure the integrity of this system, routine leak checks were performed on the internal and external heated parts.
2-8
N
L L t
t
7 N
RT C C U Y O
Cc L
L O
v ^ C
oo49 ; r-
Vv ^ .—Q^C000
N U
R7
E-+
C
41
41 ac
4J 35
0
w
v+
N
d C g ar
t1 C36
V1 N)
^
(LIM
z
o
C
ee^^
L
d d
u
G O
Q
uu c ►y-i^
W
d
^-+ d
N
u
O
.^ x 0
^
^Mf•7
C O
^ M
I
FQ
I^
w
1-
O .c
aad LA- v_ LA.
X00 W .J
u W N
U
r,
O
'r'
^
w Or C.7
0 N
a
100* p O
O OO co %Dis,
^^ O
O N
O
w
O-N
O
6
2;
Ey
ca
is
O O
TABLE 4. GASEOUS EXHAUST EMISSION INSTRUMENTATION
Exhaust Species
Method
Model Number
Hydrocarbon
Heated Flame Ionization Detector
Scott 21S Beckman 402
Carbon Monoxide
Non-Dispersive Infrared (NDIR)
Horiba AIA-21 (AS) low range; MSA 202 high range
Nitrogen Oxides
Chemiluminescence with Thermal Converter
Scott 12S
Carbon Dioxide
NDIR
MSA 202
Calibration Gases: ! 21 National Bureau of Standards, Traceable.
2-11
The bulk exhaust stream was filtered upstream of the CVa to minimize the effect of particulate matter build-up in the CVS-CFO, which produced a subsequent drop in flow. Gaseous measurements were performed before and after the filter box to assure that the filter medium had no effect on the gas sample. The sampling system was checked periodically by propane injection whenever the system was modified or reassembled. Agreement between the measured propane mass and the injected mass was maintained at ±3%. 2.2.3 Particulate Emission Measurements Particulate mass measurements were performed using a dilution tunnel and the EPA recommended procedures for light-duty diesel vehicles. 4 The 8-inch diameter tunnel and its associated hardware are shown schematically in Figure 4. Tunnel specifications are listed in Table 5; particulate sampling instrumentation is indicated in Table 6. To determine particulate mass (grams per mile), a sam p le of the diluted exhaust was extracted from the bulk-stream tunnel flow at a point which was 11 tunnel diameters downstream of the vehicle exhaust injection. The particulate sample ;,robes were 1-inch diameter stainless steel. The filter medium used was 47 mm Pallflex T60A20 teflon-coated fiberglass held in Millipore model I quick-release holders. The flow through this system was controlled by a Tylan mass flow controller Wodel FC202) at 10 L/min.
For the substantial amounts of particulate matter needed for the EPA Diesel iaalth Effects Research Study, 20-inch x 20-inch Pallflex type T60A20 filters were used. These filters were mounted in parallel in two filter holders (Figure 5) that sampled approximately 25% of the exhaust stream after the dilution tunnel. All large and small filters were stored in a temperature and humidity controlled weighing room prior to sample collection. The small filters were weighed on a Cahn Model G Electrobalance with a 1 microgram sensitivity. The 20-inch x 20-inch filters were weighed on a Mettler P-1200 pan balance with a sensitivity of 0.01 gram which had been modified to accept the large filters. The weighing of large filters P
i
2-12
.
TABLE S. EXHAUST DILUTION TUNNEL SPECIFICATIONS
Diameter Minimum Active Length*
8 inches 75 inches
Minimum Residence Time
0.41 sec. 0 325 cfm
Material
Stainless Steel
Air Filters Prefilter
Cambridge Model 3CP60
Hydrocarbon Filter
Cambridge Activated Carbon Model 5FB4S
Absolute Filter
Cambridge Model 13-1000-1
Connecting Tubing - vehicle to tunnel
3-inch stainless steel smooth-wall and silastic flexible couplings
Connecting Tubing - tunnel to CVS
4-inch flexible stainless steel and Marmon couplings
— Distance from vehicle exhaust exit to nearest sampling port.
TABLE 6. EXHAUST PARTICULATE SAMPLING AND MEASUREMENT INSTPT IMENTATI ON Characterization Sample Probes
1 in. diam. stainless steel
Filter Holder
Millipore 47 rim
Filter Medium
Pallflex T60A20 Fluoropore
Sample Flow Control
Tylan Mass Flow Controller model FC202 and FMT-3 electronics unit Model FMT-3 Integrator
Sca le
Cahn Electrobalance, Model. G
,I
Large Volume Collection
A
Filter Medium
Pallflex T60A20 20" x 20"
Sample Flow Control
PDP pumped sample of approx. 100 cfm
Scale
Mettler P1200 (Modified)
was performed in an "unventilated" chemical hood to eliminate the effects of air currents. All balances were calibrated at least daily. After collections, the filters were allowed to stabilize in the weighing room prior to reweighing. They were considered to be temferature and humidity stabilized when the net weight changed less than It over two minutes. After weighing, filters were placed in Tedlar envelopes and placed in dark freezer storage (approximately -20°C) as is recommended by EPA during shipment for chemical and biological characterization. Figures 6 through 8 illustrate various procedures in the exhaust particulate sampling and handling.
2-16
oC
w
0 a w oc .a w 0 N
O N
z 1H
W fY
1D W QL V
w
6
2-17 ORIGINAL PAGE IS 0" PWR QUALITY
^i
• N
a
V .^ ate~
N
--
N u ►^1
S
.a
w r
v .i
zc^ c^
ws ao
w ct c^
w
r.
URIGINAL
nF POpR p AGE IS Q UALITY
2-19/2-20
3. TEST PROCEDURES
3.1 GENERAL The laboratory test procedures used for determining the gaseous and particulate emissions rates and the fuel gconomy of the Fiat 131 NA diesel were those prescribed by the U.S. Environmental Protection Agency. Two types of testing were conducted: o Characterization tests to determine the gaseous and particulate emission rates and fuel economy and o Large-volume sampling tests during which large amounts of diesel exhaust particulates were collected on 20inch x 20-inch filters for chemical and biological analyses. 3.2 DRIVE CYCLES The vehicle was tested on the TSC Automotive Research Laboratory chassis dynamometer using various steady-state speeds and transient drive cycles. The characterization tests included the EPA Federal Test Procedure urban drive cycle (FTP), the EPA/Highway Fuel Economy Test (HFET), the Congested Urban Expressway cycle (CUE), and the New York City Cycle (NYCC). Characterizatioa tests were also pe f' -)rmed at steady-state speeds of 15 mph in first gear, 25 mph in secoaza gear, 40 mph in third gear, 50 mph in fourth and fifth gears, and 60 mph in fifth gear. These steady-state tests are hereafter referred to as 15 mph/1st gear, 25 mph/2nd gear, 40 mph/3rd gear, etc. Table 7 summarizes the characteristics of the four transient test cycles. Only transient test cycles were used for the large volume sampling tests. Steady-state tests were conducted for a time period of 400 seconds. Thus the steady -state emissions rates and fuel economy values are 400-second averages.
o a+
a+
b
U
1•+
CJ
^•
N
t0
d
H
F+
^
Vl d
N
•^ •-+
^•.+ to
^+ to
^+ (!1
O
GdG
V
U
cn
_
_
_
_
N
d
n
v,
^n
r
U) o
n
04
oo a+
Ln
00
Ln
ao o
^p
N
^i v N
aG H
cef
ri
N V
E-•
42
^ v
r00
M
M
N
N
^D
^p of
C M
^O
M
r,
U
4 U
b
a^ r-.^ V ^..J
cQ^. ^
^p
►n N
N
17 rr
00 v
^
Q
aA u V)
w
r. 4)
Q
N „ .4 y r
M
..q
M
1.4
O "-4
A
a ^'
y
-_
^+
m+
N
H y C1
U
-^
a
cd 'U
Qu
d
^^
oo
w
00
c0
ctl
td
CQ b
_
•r•1 U
^ d w F
>. U .b A"
U U
A ?. e0 6 n
h+ an d
^N
N v
oq
as
^3 01--
aoo^
=
N v1 +J
tic $-4
o.^
X
E+ ` -'
O
rr:
3 b-
3.3 CHARACTERIZATION TESTS 3.3.1 Vehicle Preparation The prototype Fiat 131 NA diesel vehicle was prepared for testing in the following manner. Rear tire pressure was checked daily and set to 32 psig. The vehicle was soaked a minimum of 12 hours at a cell temperature between 68°F and 86°F prior to the initiation of cold start FTP tests. For all tests the dynamometer was brought tt operating temperature in the motoring mode. 3.3.2 Vehicle Dynamometer Matching As previously mentioned (Section 2.2.1) the initial chassis dynamometer settings were determined from actual vehicle coastdown data supplied by Fiat. The dynamometer settings were then adjusted empirically until the measured coast-down, speed-time values duplicated those of the supplied data. 3.3.3 Engine Starting For cold-start tests, the engine's glow-plugs were activated. Cranking was initiated when the dashboard lamp indicated that the engine was ready for starting. In general, the FTP cycle was the first test of the day and was followed by any number of subsequent hot-start tests. If between tests the engine was allowed to cool down, it was returned to operating temperature by running the vehicle at a steady speed point until the dashboard oil temperature indicator was stabilized: the warm-up time required was normally 15 to 20 minutes. All transient test cycles were conducted by requesting the driver to follow the pre-printed speed-time trace on a strip chart recorder. The driver was required to duplicate the speed-time profile within ! 21. Steady-state speeds were determined by the vehicle speedometer and were checked against the dynamometerindicated roll speed.
3-3
3.3.4 Sample and Data Acquisition Gaseous and particulate exhaust emissions samples were obtained using EPA regulation guidelines as described in Sections 2.2.2 and 2.2.3. 3.3.5 Data Reduction The data was reduced using EPA procedures outlined in the Federal Register. 4 Grams per mile (g/mi) of the selected emission constituents and miles per gallon (mpg) were calculated for each test condition.
.y
.M
3-4
4. RESULTS
4.1 GENERAL The Fiat 131 NA vehicle tests included four cyclic test drives and six steady-state tests detailed in Section 3.2. At least three duplicate runs were made for each test point and condition. The four test conditions consisted of the following: o the vehicle run on European fuel while equipped with an oxidation catalyst, (hereafter designated as cat./Eur.); o the vehicle run on European fuel, without catalyst, (designated as no cat./Eur.); o the catalyst-equipped vehicle run on EPA fuel (cat./EPA), o and without catalyst (no cat./EPA). The test -::atrix is shown in Figure 9. 4.1.1 Results and Federal Emissions Limits According to the results of these tests, the Fiat 131 NA vehicle was unable to meet the 1981 Federal Emissions Standards of 0.41/3.4/1.0 g/mi of HC/CO/NO X respectively. As is shown in Figure 10, tiie vehicle most nearly met these standards when it was equipped with a catalyst and run on European fuel. In this test configuration its g/mi emissions of HC/CO/NO X were 0.39/0.66/1.05. The NO X standard, however, may be waived on EPA's authority to 1.S g/mi for model years 1981 to 1984. With such a waiver, the catalyst equipped vehicle run on European fuel meets 1.981 emission limits. It is necessary, however, to design prototype vehicles to emission levels below those of the standards due to prototype-toh`
certification slippage, car-to-car variability, test-to-test
kya,w
variability and deterioration factors. EPA has stated that a
Ern
,.
margia of 20 percent is adequate. The hydrocarbon emissions fall short of the 20% margin.4
4-1
TEST CONFIGURATION TCST POINT
FTP
HWY
CUE
NYCC
15 MPH/1ST GEAR
25 MPH/2ND GEAR
40 MPH/3RD GEAR
50 MPH/4TH GEAR
50 MPH/5TH GEAR
60 MPH /5TH GEAR
CATALYST/
NO CATALYST/
EUROPEAN FUF. L
EUROPEAN FUEL
CATALYST/ EPA FUEL
NO CATALYST/ EPA FUEL
000 q q q 000 q q q 000 q q q 000 q q q
0 q q 000 q q q
000
000 q q q 000 q q q 000 q q q 000 q q q 000 q q q 000 q q q 000 [] q q 000
qq q
000 q q q q Cl q q q q 000 0 p q o C q
000
000 q q a q q q
000
FIGURE 9. TEST MATRIX
4-2
0.8
0.5 a =
G/MI 1981 FEDERAL LIMIT ( THROUGH MY 1983)
0.4
0.2
CAT/EUR NOCAT/EUR CAT/EPA NOCAT/EPA
2.0
1.5 Lo
°
/MI 1981 FEDERAL LIMIT (1981-82: SUBJECT TO PUBLIC HEARING)
1.0
0.5
CAT/EUR NOCAT/EUR CAT/EPA NOCAT/EPA
MISSIONS OF A FIAT 131
2.0
=
1.5
41 WAIVER (THROUGH MY 1983)
1.0
NI 1981 FEDERAL LIMIT
c7
x zCD
0.5
CAT/EUR NOCAT/EUR CAT/EPA NOCAT/EPA
1.5
LD
W 1--
1.0
Q J
V
F— Q a
).6 G/MI FEDERAL LIMIT FOR MY 1982
0.5
).2 G/MI
FEDERAL LIMIT FOR MY 1985
CAT/EUR NOCAT/EUR CAT/EPA NOCAT/EPA
FIGURE 10. AUTOMOTIVE RESEARCH LABORATORI' EMISSIONS OF A FIAT 1^1 NA DIESEI. FEDERAI.,TEST PROCEDURE (CONTINUED)
f
4-4
g
The prototype Fiat met the 1982 particulate emission standard of 0.6 g /mi in three of the four configurations, but did not meet Its inabil-
the limit in the catalyst/European fuel configuration.
ity to meet the standard in this case was due to the interaction of the catalyst and the fuel sulfur; this is discussed in greater detail in Section 4.3. 4.2 OVERALL RESULTS Numerical tables of the results are included in the appendix. Figures 11-18 are bar graphs of emissions and fuel economy for each test configuration and cycle. Emissions and fuel economy values are heavily dependent on the test cycle, thus it is useful to refer to the drive cycle characteristics given in Table 7. For example, the average speed of the New York City Cycle is 6.6 mph; fuel economy values generally ranged between 10 and 16 mpg and emission rates were quite high, averaging, over all four configurations (cold and hat stsrts;, 1.22/3:84/2.39/0,69, for HC/CO/NOx/ particulate, g/mi respectively. On the other end of the spectrum is the FET highway cycle with an average speed of 48.2 mph. The Fiat 131 tested over the highway cycle generally exhibited the righest fuel economy and lowest emissions. For one configuration fuel economy values reached 38 mpg. The use of fifth gear improved fuel economy about 10%. Since emission rates and fuel economy are temperature dependent, the cold start drive cycles produced noteworthy results. A comparison of 1"T° bag 1, cold start-transient cycle, to bag 3, hot start-transient cycle, indicates that vehicle warm-up produces a nominal 151 increase in fuel economy. Hydrocarbon, carbon monoxide, and particulate emissions decrease significantly, particularly in the catalyst-equipped vehicle. Figure 19 shows that the catalyst lightsoff approximately 170 seconds into the bag 1 portion of the drive cycle. Below is an overview of the rest results. The effects of the catalyst and fuel characteristics are detailed in Sections 4.3 and 4.4.
4-5
I
I
e
'y
I- —, y
f0dW► AWONO3313nj
S
Q
R
z a
Q
°
V-4
M
r♦ < N w
v v
u.
z
O
O z
8W a
w u.
AM
G N
31YlnoudVd a '0 x ON
N d ^"
Q '0
z
w
N E+
00(1 '0
O U
Na NU± z V W w AWONO3313n3 0'SE
o u.
3lrnnOUavd d9'0 x ON
101
r
M
f= 03 LO '0
i c^
H ^Q a..aoa s wl
94 F-
< N wN :o..a W Q wQ U AWON00313n3 0 '6z L
k ag
31KlnjllaVd 911
c^
xON SO ' l
o zw 0 F- w
¢q
03 99 '0 m 3H 6f '0
0
0
0
0
0
r4
0
w O r•1 {3.
^'IWISWV2191 SNOISSIW3
4-6
I :ki w) A w.)1U 11111 rot
v
s^
R
i
-:
AwUNO)I 11111 %1 M IIVIOJIIIfVd ♦0 1
ih
-
4 ON 10 1 r
H
O I ►o 0
H^ w
)1I Q I OI
¢
w O
kmwi ) 1 11ni , I( O
11r1111unvd sea
s^ ON 54 0yZ
O
U W
O? M 0 NI 11 0
W A Ci. to
A W AwONO?I 111111 M a
IIVllI)IINVAIhII
^IIN^WO
a^
H
NI N
O A
N d V) W
)11110
s w
cn
w a ?^ W a A
11VONO ) I 1 III 1 11 11YI(IMINVd st 0, ON 11 it =
s , V
)) "1 0
O N. H
Ow aq 0 ¢ O
,)II VI (1
.^ a x
xw u^ c^6 H
4
11R)NO.li 1111 1 ^.l
;n
W 1+
IlVli)?IINVd Iti (1 , ON ; I
c^ av ^
O? 91 o
H
wU
d
?u (1 0
O ^ W O cn H W
1WONO)l 111111 U
¢ Q IIV1n)I1NVd K l K ON
i^
% 1 i
OD(A0
LU
NI
es 0
N w
ax
w i
Iwrwva;)) sN0)sslwl
9-7
F, —
t
IJdWI AWON00313nj r
r
SZ
^'
8
°
r. M
w
.r
F,
AWONO A 13n3 9 'at
a
31V1n01lNVdW *O XON 06 't 00 £9 'f
Q u.
r
o
fill 1111111
OH 9;'0
0z 0 U W
W
AWON003 lift! S U
v3
w E~ nw
31V1n011dVd 9d'O
d
,,,
X LA (Z'l
U*) ^r
U
00DO'1
0u U
0H 8Z O
^w AWON00313n.3 D 'S%
Q
F- w
ad a .
31V1n 011dVd S6'1 X ON f: 'I
O0 4w
^
E~
Ul)
=
00 09 .0 I
} ►- 3
0H I('0 w Fw
U
CL'
I'
C7
^
wz
AWON00313n3 d 'LZ o ...a O3NISWO0 Z ONV I S0'!9 31 V1n01121Vd 05'0
w
p Ln E-^
x ON OS '1
0
00 14'I M
0H Zb '0
r.
0 L
Cl
0
L0
0
0
:J ►-1
('IW/SWVHD) SNOISSIW3
F
4-8
w
Qp
u"
Mdwl AWON003 in R
R
o
4
>a
x
=
M
AWONOJ3 13n! 9 If 31Vnn0u8Vd (9 a
v
'ON L( 1
°.{ s
g^
OJ IS 0
Q H
w Q
JN SS 0
w
C AWONOA 13M S A
a
31vinlllavd is 0 `ON(Ii
O
0
p
5R IA
1j
0100 0
.-a
JN`V0
WN
wW H Q
A
A H
N r
AW01400313nf 9 1( a
31V1nJ11tlVd w 0 `ON (1 I
= :5 o^ V
to
Cl
Z Q C) w N Ln N ^+
00 Z! n JN110
W W w w CY z
AWONOJ3 Ullf / 11
O 4 H W
11VlIlJIIhVd (W 0 '
)N ZZ 1 0) ee a
ki %
O a °Q p
QW ►-^
nl a/ 0
U Y•
a ...a
WH
AWONO33 13114 0 91
(n 31V1n,)ILMVd QV 0
Q
w U
'ON VV 1
N
0J of Z
WO r-r
H O ..a
?H 99 0
.e. W
O to
H W
A .^ et A
AWONO33 13n1 a al x
31V1(1-)I IHVd a9 0
x
ONt
OJSV
_ W 0.'
34 66 0
0
0
0
0
nWtSWVa9l SNOISSIW3
4-9
0
o
t--i
Q z
IJdW ► AWONO03 13n3
!Z •
8
!T
is
c
M r-1
Q
AWONO03 13n3 9'01 31V1n01lSVd 61 '0
XON K K 'Z
oc
V N ¢
V ^ ^L/^Lfiiiffi
p
LL O
V 0H 11 l
0 Z
O
AWONO03 WA 611 uvinjlMd
U Lit
WO
O °^. pTlt 7^
U ^
W
O ^^
^
L3.
O x Q
OH SVI
7 Q
AWONO03 13ni 6'if
N
i
O
H
cn w
W
31V1n01lM WO
XON 18'0
to
Ln
v
00 di '0
'^ :F: U w •-•
0H Di 'O
^U
w
CL' U
O H
C1' W
AWONO03 in i is
O O
[r_
r
Q
ur
3
31V1n0ll8Vd SD '0
c=a
=
X ON 58 '0
00 50'0 0H ii'0
9
W
U ---
aH ¢ cn
w >- •
cn .a w¢
ci' H Q W
H
AWON003 "rii13 E 'SZ
O (n
31V1n3Il8Vd 9S 0 1
w
XON 80 1
Q q
00 85'0 0H L9'0
1
I
I
I
00
-^
0
U
I
•o 0
CI W/SWVHD) SNOISSIW3
ui 6
6
W H LL
4-10
U
Q
z
(OdW) AWONO3313n!
M AWONO3313ni Z '6Z C 31Vin3llSVd 01'0 XON ZO'I I
00 10'0 OH Of '0
5
W
O
0
AWONO3313m S 'Z/
O z
31v1n011bVd WO
^^ O
X ON 51 '0 00 10 0
w
w
JH 10'0 E
w c
AWONO33 13ni 9 u
g ^ A
31v1nolldVd D 0
XON 09 0
^
00 00'0
N co
z
off
OH WO E
co F^
LnN AWONO33 13ni 0'6Z
W
-
C
A Q
.W4
31v1n011avd IO'0
X ON V. 0
c 00 ZI 'O
8^
JH 6Z 0
W O as w
Q
CL. =w v
AW0NO03 13ni Z '9Z
a
3ivinollavd 99 0 XON 16 '0
U0
a ^ g
JH K I
o^H
w c_^ F. C:) a
AWONO33 13n3 I1 'I CE
uv1nOlMd Q I °
^w O cn F- w
QA
1Z' I
•o
JH 05 I
L
p
I d
F^
a^ w>-
I N
O
l
l O
t'IW/SWV89l SNOISSIW3
4-11
^o
l 8
O
g
o
w ^I
w
s
0H
IJdW► AWON00313n3 ^
8
2
z
°
!?
4
M .-1
AWONO0313n3 D'EI C
H s31d1n0li8Vd 90'0
XON
9 2 CT
U
r^TIT^l
4j.
¢
O0 rl V
w
O
50't
I
I
O z O U w AWONO03 13ni L'ZE
a w
3ibin0lidVd PWO
A
X ON LE 't
d ^nH
00 80'l
zw OH
0H ZD '0
►-4 cn
U
i U W Y
AWON00313nJ L 'if
^•
Uw
as
Ow HO
3ltfln0ll8Vd OD '0 X ON
^a ^z
Ft I EM OO Q '0
d "" 0 ao a
¢w a^
H
0H PC '0
Uas^ w H^ cn ¢
a Ui O'
AWON00313n3 0 U
w
s31b1n0llM ZD'0
w
X ON 001
00 9L 'tom 0H LV '0
0
0
0
('IWISWVHO) sNO ► sslW3
4-12
0
0
0
Oa ^w
0.0
OW
U
¢ A
Ln
W a
w
^odwl AWN013 lint ^
q
>2
,, a
rZ
AmNOJ) i)M 1 1( r! )lvin)uavd ' ON ^l 1
Iwo 11VPN01) i)n1 6 OP )1 V Y1 11iaVd ti , 0
'ON ;U L
^W s )11
Zt 0
MVONO ) I 1),115 h 33N1, 1I121V a `P n
s T
W
f ^.
6u 0 WJ
R v
11i % 0
N 1 3II ! I: of
kW IO
31VL1111NVd Pti n 1
m
u S UN of l
`L V
66 n
1HIPn
1IVONO A 11 , 11 V 0(
11VM1118Vd6P 0
ON (P I
s w
k,.
N )VI aP Q
ktY0N011 1301 0 o f L 31Y3n,)ildVd bZ 1
d^
'ON X a= 17 17,
in N
o? PI P 11111111111111111111111 JH tX1 I
k-
0
o IW SWVN D)
4-13
n SNOISSIW3
o
V) O U "4 Ln LO
C) Ln O C)
oa
vyw
(NdW)
0 34S 313INDA
u.
4-14
F
4.2.1 Hydrocabrons 4.2.1.1 Federal Test Procedures - As is seen in Figure 20, FTP composite hydrocarbon levels ranged from 0.39 to 0.67 g/m, depending on the configuration. The highest hydrocarbon levels in the FTP test set were produced by the catalyst-equipped vehicle run on EPA fuel. This was probably due to the fact that engine optimization relative to fuel was based on European fuel characteristics. No attempt was made to change this optimization to compensate for the different EPA fuel characteristics. HC measurements for the cat./Eur, no cat./Eur, and no cat/EPA configurations were not significantly different. 4.2.1.2 Steady State Tests - Hydrocarbon levels were highest for all configurations at low speeds as is indicated in Figure 21. At low speeds and low loads, combustion is relatively inefficient because of lower combustion chamber and gas temperatures. Lowest hydrocarbon level, were produced at the SO-mph test point. A slight increase in HC levels was observed at the 60-mph test point, presumably due to increased fuel-air ratios, oxidation limitation due to lower local oxygen concentrations, and decreased reaction times. The catalyst (when activated) was generally quite effective in reducing HC levels. 4.2.2 Carbon Monoxide 4.2.2.1 Federal Test Procedure - 1TP composite carbon monoxide levels ranged from 0.58 to 1.76 g/.ni
(Figure 20). The catalyst
was effective in reducing CO levels; carbon monoxide reduction, in fact, averaged approximately 9S% in the FTP cycle. 4.2.2.2 Steady State Tests - CO levels, like hydrocarbon emissions, were highest at low speeds, independent of the configuration. The major factor producing this trend is basically the same as that
4-15
PART I CtkATF
5 HC
1 .0
•
A
O.s
bAG I
BAG 2
BAG J
COMPOSITE
S
p1 3
co Rk,
s'
S
BA.,
' i
FUEL ECONOMY
Y
r
BAG 1
BAS 2
BA,; 7
Y'POS;TE
NO
15
I
I ;
Oo
0
CATALY'T EUROPEAN EJEL
O
NO LATALYST EUROPEAN FUEL CATALYST EPA FUEL
BAG I
BAG 2
BAG 2
IMPOSITE NO CATALYST EPA FUEL
)MOTIVE RESEARCH LABORATORY, EMISSIONS AND FUEL ECONOMY 'IAT 131 NA DIESEL, FEDERAL TEST PROCEDURE 4-16
f
n ,
is
NC
• •
r
p I
R 'sr
.nd
Le
1 a
/t
n
e..
t.e
a
^...
A
x
e
" S
•
.
^
9
B
a
^•
rt
4
;t
^t
A,'
^
I.d
Ian
S,' r.
In ain
.w
A:
aJ
)M
Atb
nJ
.P«
Stn stn ^ ♦ '
Mp«
FUEL ECONOMY
^.A. I
PARTICULATES
;a
.
e , Ak
1
f
a
•
t
0 0a
a
^a
:7
= b:
AC
Su
k?
•
..
'w
'.]
l.n
rn
- n
MA'
• lA • 41 4 r [U10P(M I,AI [•60PIM f,d, • (At A111 r IPA IAt
e0 y^
0 tit.. .VAL
Q M` ,A'Atryi [PA "AL
FIGURE 21. AUTOMO'!'IVE RESEARCH LABORATORY, EMISSIONS AND FUEL ECONOMY OF A FIAT 131 NA DIESEL, STEADY STATES 4.17
which was responsible for the hydrocarbon trends, i.e., the extent of oxidation. The oxidation process is mainly dependent on local gas temperatures, local oxygen concentration, mixing, and time available for oxidation.
4.2.3 Oxides
of Nitrogen
4.2.3.1 Federal Test Procedure - Average FTP nitrogen oxide levels ranged from '.OS g/mi to 1.60. The highest levels were produced while the vehicle was assembled in the no cat/EPA fuel/(no injection timing retard) configuration. Again, specific fuel optimization (or lack of it) was probably a major factor in the production of such a trend. 4.2.3.2 Steady-StatQ Tests - Nitrogen oxide formation is temperature dependent, as well as dependent on the amount of fuel injected. The decreases in NO
levels with increasing speed (and thus
increasing fuel-to-air ratios) were expected.
discussion of (Section 4.3). 4.2.4
(figure 21).
Further
these trends is included in the cata h'st discussion
Particulates
•3.2.4.1
Federal Test Procedure
Average particulate emissions ranged from 0.42 to 1.18 g/mi. for the FTP cycle (Figure 20). Except for the cat/Eur configuration, average configuration-to-configuration values varied little, i.e., from 0.42 to 0.56 g/mi. The high average level produced by the ca!/Eur configured vehicle, 1.18 g/mi, is due primarily to the interaction of the catalytic surface and the fuel sulfur. 4.2.4.2 Steady States As was to be expected, particulate levels were lowest at midspoeds (40 and SO mph) at which coribustion processes are the most complete (Figure 21),
4-18
4.3 EFFECT 01 : THE CATALYST The catalyst was generally effective i ► , reducing hydro:
HdW 09
cz ^o -^
121V39 LOS) HdW OS
F- L;
^dc
HdW OD HdW SZ
Z
O 4
HdW 09
F+ F-
IMV39 4151
L
MW OS
HdW OS
HdW OD
Z
HdW SZ
HdW Si
5t $
N w
a
t3 t.2 8 St $ 2 $ 5z 8
02 $ $ B Ft R ° 35V3lfJNl
NOIIVIW t
4-25
3SV38J30
w
0z F-
o LL
z (n o E-U cn
W H F-
to
W U U
Is "
MVP) 41s Hd41 S
DV
Y U
^
¢ W U LL
^¢ ¢a zw -4 F^
M N g
4F Lt, U
i
^O. 0.'
co ow as ^
¢ ua
z
T ¢ U W
as
¢o wa ww a^ F~ W4 v) > Y
O F-
oU =O ¢z F-
N
w a w R 2 s sz a
* R s° 2 R* s R% R R a
c.^
u. 3SV3b3Nl
NOIIVISVA %
4-26
3SUMAO
'I.
O H
_
c.:. cn
zO W O ¢ H
HN cn W ^
HQ d,
I W
w
ox
...
n
U W.
w¢.
¢ a^ 'T. W
M (n r^ >+ ..a
F-
u ., O 00 H H W
Oaq wO ¢ u. O
Uax^ W a.
QO wa
u^ ww x^
w
H cn
^a
H ¢ O H
v x
O u
F-
¢z0 cT
R
b $ 3SV3a0Nl
F 8 *
R o
0 o
NOIIVIMVA %
4-27
R,
N W
$ ° R w 3svAiju
a
H (1.
.ontradictory trends, such as those exhibited in the hydrocarbon levels in Figure 24, have not been explained." Such inconsistencies are presumably due to test-to-test variability, e.g, catalyst and/or exhaust tempelature variations. Finally, the presence or absence of the catalyst and the simultaneous injection timing alterations had no significant effect on fuel economy levels. 4.4 FUEL EFFECTS As is obvioas from a brief examination of Figures 26 through 29, the percent variation of emissions clue to fuel change (European to EPA fuel) is sporadic. Data trends are difficult to determine a,:d are generall y insufficient as the sole basis from which to draw definitive conclusions. Furthermore, because fuel properties are interrelated, the fuel properties that are responsible for emissicn rate increases or decreases can not be determined without a statistically designed text matrix. This data set, however, does generally confirm the work of previous fuel effect studies. The following outlines these trends. Previous investigations have determined that hydrocarbon emissions are related mainly to four fuel characteristics: specific gravity, viscosity, 90% boiling point, and cetane number.
In an
analysis of forty-six fuels conducted by Burley and Rosebrock (SAE 790923), 5 low values of these characteristics were accompanied by higher hydrocarbon emissions. The EPA fuel used in the TSC study had specific gravity, lower cetane values and higher 90% boiling point, and, in general, hydrocarbon levels were higher when the Fiat was run on EPA fuel.
(A viscosity determination was not
included in the fuel analysis.)
evels also showed the greatest run-to-run variability of all !asured emissions within a given test configuration. This vari,ility is consistent with that found by other investigators.
4-28
.
Broering and Holt (SAE 740692) 6 also found higher HC emissions with lower cetane fuels.
Figures 26, 27, and 28 illustrate this
trend. Tuteja and Clark (SAE 800331) found no direct correlation of IIC levels to cetane numbers, but did find a correlation with the SO% distillation point.
Again, in regard to the SO% distilla-
tion point, this investigation produced supportive results.
The
EPA fuel had a lower SO% distillation point and the EPA fuel generally produced lower HC levels. Carbon monoxide, nitrogen oxides, and particulate levels were sporadic. Trends do not appear with any significant frequency. However there were a few notable exceptions. Without a more extensive test matrix, it is nearly impo,sible to illuminate the source(s) of these variations.
Some data scatter can probablN be attributed
to the variations in the test-to-test variability (e.g., driver variability, variations in ambient conditions, etc.).
Injection
timing requirements vary from fuel-to-fuel but no at t empt was made in this study to optimize injection timing or any engine p;ii'3iiieteI'S which iiEit haft i% t= en affect U
fuel cEii3raCteristi:a.
One well-defined trend in particulate emissions can be linked to the sulfur content of each fuel.
The Fulfur contents of the
EPA and European fuels were, respectively, 0.25% and 0."7%.
In a
catalyst-equipped vehicle, the higher sulfur content results in higher particulate emissions where particulate sulfates are produced b y the interaction of the fuel sulfur and the catalytic surfaces.
Figures 26 and 27 show this dramatic decrease in
particulates (ca t alyst/European fuel to catalyst/EPA fuel configuration) and the apparent decrease in sulfate production at high speeds and during the cold phase of the Federal Test Procedure. Finally, fuel economy levels were not significantly affected by the use of the two different fuels.
1.
CONCLUSIONS
Based on th? data and results of the naturally aspirated Fiat 131 tested over a variety of cyclic and steady-state tests, the following conclusions can be drawn. (1) The oxidation catalyst used in conjunction with retarded injection timing is effective in reducing regulated emissions in the diesel-powered vehicle without significant effects on fuel economy. Reductions in hydrocarbons and carbon monoxide emissions generally ranged from 20 to 70%; reductions in NO x ranged from 10 to 40%.
In regard to the implementation of catalysts on diesel-
powered vehicles, a few additional points should be considered: (i)
Hydrocarbon and carbon monoxide levels are inherently lower in the diesel engine as compared with the gasoline-powered engine.
Oxides of nitrogen are compara-
ble, and in the diesel engine, particulates are much higher, ( 0 to 100 times hither on a total Weight basis). Consequently, NO
and particulates are of
much greater concern. (ii)
Because the catalyst is simultaneously employed with injection timing retar.latiori,which icy itself produces increases in HC and CO, a cold engine/inactive catalyst actually product's more HC and CO than an engine operated without a catalyst and with retarded timing.
(iii)
The presence of the catalyst increases particulatesulfate emissions. This increase is directly dependent on the sulfur content of the fuel. This fact will become of increasing significance if broader-cut, lowgrade fuels are employed. General opinion relative to future diesel fuels suggests that they will have increased levels of sulfur and aromatics and decreased volatility, trends which will exacerbate emissions problems.
S-1
(iv)
The increased use of catalyst-equipped diesels without fuel desulfurization may have a deleterious effect on ambient air quality.
(v)
Production line cost estimates for catalysts have ranged between $75 and a few hundred dollars. Replacement costs could be higher and assessments of catalyst durability are generally unavailabl:.
Finally, most
catalysts utilize scarce metals: platinum, palladium, and rhodium (for the thr-e-way catalyst systems). In summary, the oxidation catalyst as an emission control device does not currently appear to be a satisfactory method of HC and CO control for production-line diesel vehicles.
'or vehicles
driven at low speeds (e.g., in congested areas) the catalyst used in conjunction with injection timing retardation actually increases hydrocarbon and carbon monoxide emission levels. (2)
To a large extent, this data base is insufficient as the
sole basis from which to draw definitive conclusions about fuel and engine interactions. Because fuel properties are interrelated, the fuel characteristics that are responsible for emissions rate inincreases or decreases cannot be determined without a statistically designed test matrix. Tile following points , however, can i)e made. (i)
Tile particulate sulfate emission rate from a catalystequipped vehicle increases proportionally with the fuel sulfur content.
(ii)
Engine optimization in regard to fuel type appears to have a significant impact on emissions.
5-2
REFERENCES
1.
"Data Base for Light-Weight Automotive Diesel Power Plants." Volks , igenwerk A.G. Draft Technical Report. Contract No. 1193. DOT-'I
2.
Giorgio M. Cornetti and Lesare Bs-,soli, "Fiat Diesel Engines Data Base" Fiat Research Center, S.p.A. Torino, Italy. December 19'9. Final Report of Phase I. Report No. DOT-TSC1424.
3.
"Technical Report Care No. 11838" Fuel Oil Analysis, Skinner and Sherman, Inc. for DOT/TSC, August 3, 1979.
4.
Part 86, "Control of Air Pollution from New Motor Vehicles and New Motor Vehicle Engines: Certification and Test Procedures" Code of Federal Regulations Protection of the Environment, revised as of Ju,—TI80.
S. Harvey A. Burk) , and Theodore L. Rosebrock, "Automotive Diesel Engines: Fuel Composition vs. Particulates" SAE 790923. 6.
L.C. Broeri.ng and L.W. Holtman, "Effect of Diesel Fuel Properties on Emissions and Performance" SAE 740692.
7.
A.D. Tuteja and D.W. Clark, "Comparative Performance and Emission Characteristics of p etroleum, Oil Shale, and Tar Sands Derived Diesel Fuels" SAE 800331.
R-1/R-2
TEST DATA
APPENDIX A
Y
r
C
^$ o
w
a
V t7
JY oN qq
a r
!^ Q
a^
U
.D
.O
D
J
J
J
i
^
O
.A
^ .
.O .
O .
J .
^ .
O .
r. CD O^ r^ .n r. i J ^ J O n .O n O^ O N N N N ^1 N N N N N N N N N N N
Q IM y
i.
^
y zp
ac
v
N
y
.A
1
N
J1
N
e1
I
O O .+
O
I
O O .-+
y
N
.r
.S
^
O
O O .+ O O O
r
W
