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Development of Prediction Model for CO2 and NOx Emissions for Diesel Engine Vehicles by Considering Real Road Driving Environment

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Abstract

Recently, considerable effort has been devoted to improving vehicle fuel efficiency and emissions during real road trips. An analysis of vehicle driving energy is typically based on vehicle dynamics, and it has been very effectively used for the analysis of vehicle operation, brake down analysis of the required energy, prediction of vehicle performance, and vehicle control design. In this work, on the basis of the results of driving and powertrain operation analyses performed for diesel sport utility vehicles, a new trip unit of CO2 emission and NOx emission model that reflects real road operating conditions such as the coolant temperature and engine and vehicle efficiency changes is presented. In particular, the developed model does not require detailed powertrain specifications and performance maps, and is constructed to enable simple configuration, easy utilization, and extended application. The model was verified by comparing its results with those of the National Institute of Environmental Research (NIER) driving mode test, which is a domestic vehicle driving mode test, and with the results of an actual road driving analysis. Finally, a model analysis of energy consumption factors for different vehicle speeds on real roads is presented.

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Abbreviations

A :

vehicle cross area, m3

a :

experimental coefficient (temperature rising time rate, 0.12165 °C/s)

BMEP AF, min :

BMEP with minimum air-fuel ratio, bar BMEPEGR

BMEP trip :

trip mean BMEP, bar Cco2/fuel

c d :

aero drag coefficient

c rolling :

rolling resistance coefficient

C cooling, air :

experimental coefficient for engine air cooling loss calculation

C cooling, rad :

experimental coefficient for radiator loss calculation

C warmup :

experimental warm-up coefficient

CO 2,drive :

CO2 emission during vehicle driving duration, g

CF NOx, drive :

BMEP based corrected transfer coefficient from CO2 (g) to NOx (g) during vehicle driving

CF NOx :

transfer coefficient from CO2 (g) to NOx (g)

d trip :

trip distance, km

E fuel :

fuel energy, kJ

E fuel, traction :

traction fuel energy, kJ

E cooling :

engine cooling loss energy, kJ

E idle :

engine idle loss energy, kJ

E aircon :

energy for air-conditioning system, kJ

E brake :

energy loss during vehicle braking, kJ

E TR :

trip positive (powered driving) vehicle traction energy loss, kJ

E eng :

trip engine energy, kJ

E PT :

powertrain (engine + transmission) energy, kJ

E accessary :

energy loss for accessary component operation, kJ

E elec :

energy loss for electric component operation, kJ

E loss, cooling :

engine cooling loss energy, kJ

E loss, ref :

cooling loss energy at reference condition, kJ

E warmup :

engine warm-up loss energy, kJ

E cooling, air :

cooling loss energy at engine surface, kJ

E radi :

cooling loss energy at radiator, kJ

E loss, idle :

fuel energy for idling, kJ

ΔE cooling :

additional cooling loss compared with reference condition, kJ

EGR max :

the maximum trip mean EGR rate (= 0.4)

g :

gravitational acceleration, m/s2

H :

altitude difference from driving start to driving end, m

m :

vehicle mass, kg

ṁ CO2 :

CO2 mass flow, g/s

N eng :

engine speed, rpm

N idle :

idle engine speed, rpm

n c :

number of revolutions per power stroke (for a 4-stroke engine, nc = 2)

NOx eng :

trip engine NOx emission, g

NOx idle :

engine NOx emission during idle duration, g

NOx drive :

engine NOx emission during vehicle driving duration, g

NOx LNT :

LNT NOx emission, g

NOx LNT, idle :

LNT NOx emission during idling duration, g

NOx LNT, drive :

LNT NOx emission during vehicle driving duration, g

ΔNOx EGR :

EGR NOx reduction, g

P TR :

trip positive (powered driving) vehicle traction power, kW

P eng :

trip engine power, kW

P fuel :

trip fuel power, kW

PKE :

positive kinematic energy, m/s2

P output :

output power, kW

P input :

input power, kW

P loss :

loss power, kW

P max, eff :

power at maximum efficiency, kW

Q LHV :

fuel lower heating value, MJ/kg

RCS :

relative cubic speed, m2/s2

RRG :

relative road gradient

T coolant, target :

target (=maximum) engine coolant temperature, °C

T coolant, start :

engine coolant temperature at engine starting, °C

T warmup, final :

trip final coolant temperature, K

T warmup, mean :

trip mean coolant temperature, K

T amb :

ambient temperature, K

T amb, ref :

reference ambient temperature, K

ΔT radi :

coolant temperature difference between radiator inlet and outlet, °C (=5 °C)

Tq idle :

torque for idling, Nm

t trip :

trip duration (including vehicle stop duration), sec

t trip, drive :

trip drive duration (excluding vehicle stop duration)

t warmup, req :

required engine warmup duration, sec

t warmup :

engine warm-up duration, sec

t idle :

idle duration, sec

V d :

engine displacement volume, m3

V fuel :

engine fuel volumetric flow, L/hr

v trip :

trip mean vehicle speed, m/s

η pt :

powertrain efficiency

η max :

maximum efficiency

η idle :

engine efficiency for idle

η LNT+SCR :

combined deNOx system NOx reduction efficiency

η lnt :

LNT system NOx reduction efficiency

η SCR :

SCR system NOx reduction efficiency

ρ air :

air density, kg/m3

ρ fuel :

fuel density, kg/m3

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Acknowledgement

This research was financially supported by the Ministry of Trade, Industry and Energy (MOTIE), the Korea Evaluation Institute of Industrial Technology (KEIT) through the Technology Innovation Program (20002762, Development of RDE DB and Application Source Technology for Improvement of Real Road CO2 and Particulate Matter) funded by MOTIE, Korea.

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Authors and Affiliations

  1. Advanced Powertrain R&D Center, Korea Automotive Technology Institute, 303 Pungse-ro, Pungse-myeon, Dongnam-gu, Cheonan-si, Chungnam, 31214, Korea

    Jae Woo Chung, Beom Ho Lee, Si Won Lee, Seung Hyun Choi & Deok Jin Kim

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  1. Jae Woo Chung
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  2. Beom Ho Lee
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  3. Si Won Lee
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  4. Seung Hyun Choi
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Correspondence to Jae Woo Chung.

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Chung, J.W., Lee, B.H., Lee, S.W. et al. Development of Prediction Model for CO2 and NOx Emissions for Diesel Engine Vehicles by Considering Real Road Driving Environment. Int.J Automot. Technol. 23, 541–554 (2022). https://doi.org/10.1007/s12239-022-0050-x

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