CN114674573B - Actual road emission RDE evaluation method suitable for arbitrary test boundary - Google Patents
Actual road emission RDE evaluation method suitable for arbitrary test boundary Download PDFInfo
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Abstract
The invention provides an actual road emission RDE evaluation method suitable for any test boundary, which comprises the following steps: under the fixed test boundary and fixed whole vehicle test circulation conditions specified by the law, carrying out RDE emission test of the chassis dynamometer, and measuring the RDE emission value E under the fixed test boundary and fixed RDE95-C test circulation conditions B The method comprises the steps of carrying out a first treatment on the surface of the Determining N main influence factors with the largest influence on RDE emission, and the value range of each main influence factor; determining a correction function of each main influence factor on the RDE emission value respectively; determining each correction coefficient in the correction function corresponding to each main influence factor through a hub test; determining an actual RDE emission value under a test boundary to be evaluated; determining an RDE emission target value under a test boundary to be evaluated; based on the actual RDE emission value E under the test boundary to be evaluated R And RDE emission target values, solving emission risk coefficients; and carrying out risk judgment on the test boundary to be evaluated based on the risk elimination coefficient.
Description
Technical Field
The invention relates to a method for measuring and evaluating the emission of a passenger car, in particular to an actual road emission RDE (remote data acquisition) evaluation method applicable to any test boundary.
Background
The national standard 18352.6-2016 is added with the test content of the actual road emission RDE (RealDrivingEmission), and the emission test project is different from the national five-stage and national six-I-type test cycle in that: firstly, traditional emission tests are completed on chassis dynamometers in laboratories, and RDE tests require real-time emission tests on actual roads; secondly, the traditional emission test is carried out under a specific test boundary and a specific test cycle, and the RDE emission test only gives a wider range for important factors influencing emission such as environmental temperature, altitude, driving route, vehicle speed, load, driving style and the like, so long as the RDE emission test is regarded as a qualified and effective test within a specified range. The characteristics of the RDE emission test determine the non-uniqueness of the RDE test result, and the non-uniqueness provides great challenges for scheme control and result evaluation of the whole vehicle emission development.
When the RDE emission development of the whole vehicle is carried out, in order to compare the hardware model selection and optimize the calibration control strategy, the emission test is required to be carried out under a repeatable and comparable fixed test program; however, since the RDE acceptance procedure specified by the regulations only gives a range of test boundaries, applying a fixed test procedure at the time of vehicle emissions development does not guarantee that RDE emissions are acceptable at the time of regulatory acceptance, as long as the combinations of boundaries in the specified range are allowed by the regulations. If a full factor test is to be performed on the RDE emission test boundary specified by the regulations, the full factor test is not affordable to the vehicle enterprise in terms of development period and development cost (8 main boundary parameters with the greatest influence on the result are taken, 3 changes are taken for each parameter, and the combined test is 6561 tests).
Disclosure of Invention
The invention provides an actual road emission RDE evaluation method suitable for any test boundary, which is used for reading and analyzing RDE parts in GB18352.6-2016 to comb out 8 main boundaries with the greatest influence on RDE emission. Determining the mutual influence relation between the boundary and the test result through a test to obtain 8 RDE emission correction functions based on the fixed boundary test result; according to the deviation degree of the boundary to be evaluated and the fixed boundary, a boundary correction function is applied, so that the RDE emission result under any boundary can be predicted and evaluated. And carrying out risk classification on RDE emission according to the evaluation result, and giving different adjustment improvement suggestions for the test boundary conditions of different risk classes. By applying the method, the contradiction between test cost, period and emission qualification robustness can be solved.
The technical scheme of the invention is as follows:
the invention provides an actual road emission RDE evaluation method suitable for any test boundary, which comprises the following steps:
under the fixed test boundary and fixed whole vehicle test circulation conditions specified by the law, carrying out RDE emission test of the chassis dynamometer, and measuring the RDE emission value E under the fixed test boundary and fixed RDE95-C test circulation conditions B ；
Performing regulation analysis, and determining N main influence factors with the largest influence on RDE emission and a value range of each main influence factor;
performing chassis dynamometer testing, researching and determining the influence rule of N main influence factors on the RDE emission value, and further determining the correction function of each main influence factor on the RDE emission value;
determining each correction coefficient in the correction function corresponding to each main influence factor through a hub test;
correction function for RDE emission value based on each main influencing factor after determining correction coefficient, respectively, RDE emission value E under fixed test boundary and fixed RDE95-C test cycle conditions B Inputting the test boundary to be evaluated into the correction function to obtain an actual RDE emission value E under the test boundary to be evaluated R ；
Determining RDE emission target E under test boundary to be evaluated T-RDE ；
Actual RDE emission value E under test boundary to be evaluated R And RDE emission target value E T-RDE Is determined as an emission risk factor C;
and carrying out risk judgment on the test boundary to be evaluated based on the emission risk coefficient C.
Preferably, the correction function of the RDE emission result for each main influencing factor is:
ΔE n ＝a2 n *(Δx n ) 2 +a1 n *(Δx n )+a0 n
wherein ΔE is n ＝E n -E B ，Δx n ＝x n -x Bn ；
Wherein: n—sequence number of primary influencing factor, n=1, 2 … …;
E B -test results of RDE95-C under fixed test boundaries;
E n -test results of RDE95-C with variation of the nth major influencing factor;
x n -the value of the nth major influencing factor;
x Bn -setting the nth major influencing factor at a fixed test boundary;
a2 n ，a1 n ，a0 n -second order polynomial coefficients of the nth major influencing factor.
Preferably, the actual RDE emission value E at the test boundary to be evaluated R By the formula:
calculating to obtain;
wherein E is R -actual RDE emission values under test boundaries to be evaluated;
E B fixed test boundaries and RDE emission values under fixed RDE95-C test cycle conditions.
Preferably, the RDE emission target E under the test boundary to be evaluated T-RDE By the formula:
E T-RDE ＝E T-I calculating and obtaining xCf x lambda;
wherein E is T-RDE -RDE emission target values under test boundaries to be evaluated;
E T-I -a national six-law specified type I emissions test target value;
cf—a compliance factor;
λ—expansion coefficient.
Preferably, the step of performing risk judgment on the test boundary to be evaluated based on the emission risk coefficient C includes:
and determining the risk level corresponding to the test boundary to be evaluated based on the solution risk coefficient C.
The invention has the beneficial effects that;
1. according to the invention, on the basis of one basic test, the emission results of all target tests can be obtained by comparing the deviation of 8 influence factors of the target test and the basic test, and the process does not need to be tested in the field, so that a large amount of manpower and material resources can be saved.
2. According to the method, the emission risk of the target test is evaluated according to the test boundary and the emission result of the target test, the main boundary affecting the emission is accurately analyzed aiming at the emission risk under different working conditions, and reasonable advice is provided for the whole vehicle emission development.
Drawings
FIG. 1RDE fixed test cycle RDE95-C;
FIG. 2 illustrates a method of determining a correction function using temperature effects as an example;
FIG. 3 is a method of expansion coefficient definition;
fig. 4 is a flow chart of an implementation of the present invention.
Detailed Description
A specific embodiment of the present invention will be described below with reference to fig. 4 of the accompanying drawings.
Step one, operation S1 in FIG. 4 is performed, namely, measuring RDE emission value E under fixed test boundary and fixed RDE95-C test cycle conditions under standard specified fixed boundary and test cycle conditions B 。
For repeatability, stability and comparability between different test results of the test, it is necessary to determine a fixed RDE test regime, which includes a fixed test boundary and a fixed whole vehicle test cycle, while also having a certain representativeness. On the chassis dynamometer, the same as the emission regulation type I test, the environment temperature (23+/-2 ℃) and the standard atmospheric pressure are set, a set vehicle speed curve comprising urban areas, suburban areas and high-speed working conditions is operated, the vehicle speed, driving style (V.times.apos), the operation time and the like can cover 95% of the whole test range required by the regulation, and the whole vehicle test cycle tested under the condition of the chassis dynamometer is defined as RDE95-C, as shown in figure 1.
In the present embodiment, in accordance with emission regulationsFixed test margin and measurement procedure for type I test specified in GB18352.6, running a fixed cycle of the base margin RDE95-C emissions test on a chassis dynamometer according to the time and speed specified in FIG. 1, recording the emission value E of the RDE emissions test B (E B To discharge test results at a fixed test boundary, a fixed RDE95-C test cycle) as a basis for evaluating RDE discharge results.
Step two, executing operation S2 in fig. 4, analyzing the regulations about the RDE test boundary in the emission regulation, sorting according to different degrees of influence of the boundary on the emission result in the actual road emission test process, taking the first 8 main influence factors with the largest influence on RDE emission, and determining the value range of each main influence factor.
Because RDE regulations are different from type I emissions tests, there are various factors that affect the final emissions results, such as test boundary variation, driving style, road conditions on test road segments, vehicle speed control, and the like.
In this embodiment, the 8 main influencing factors are determined as shown in table 1, specifically: ambient temperature, altitude, driving style V x a pos The average speed of urban areas, the average speed of suburban areas, the average speed of high-speed areas, the test quality of the whole vehicle and the data processing mode are 8 most main influencing factors for influencing the actual RDE test result.
TABLE 1
In addition, in this embodiment, according to the requirements of the regulations, the maximum possible variation range of the 8 influence factors is determined, specifically:
1) Ambient temperature: the basic boundary temperature is 23+/-2 ℃, the minimum is-7 ℃ and the maximum is 35 ℃.
2) Altitude of sea: the base boundary altitude is 0m, with the highest 2400m.
3) Driving style (V.a) pos And RPA): v.apos and RPA are the limit of driving aggressiveness and the limit of driving smoothness, respectively, withThe method of volumetric calculation and definition is described in GB18352.6-2016. The upper and lower limits of the driving style are as defined by the regulations: limitation of driving aggressiveness V.times.a pos : if the vehicle speed V is less than or equal to 74.6km/h, the maximum upper limit value is as follows: 0.136 v+14.44; if the vehicle speed V & gt is 74.6km/h, the maximum upper limit value is as follows: 0.0742 v+18.966.
Limit RPA for driving smoothness:
if the vehicle speed V is less than or equal to 94.05km/h, the lowest lower limit value is as follows: -0.0016 v+0.1755;
if the vehicle speed V & gt 94.05km/h, the lowest lower limit value is as follows: 0.025.
4) Average speed of urban section: the average speed of the basic test boundary urban area is 24.1km/h, and the highest speed can reach 60km/h.
5) Average vehicle speed in suburban section: the suburban average speed of the basic test boundary is 73.6km/h, and the highest speed can reach 90km/h.
6) High speed segment average vehicle speed: the average speed of the basic test boundary high speed is 109.2km/h, and the highest speed can reach 120km/h.
7) And (3) testing quality of the whole vehicle: the basic test boundary test mass is the vehicle service mass plus 1 man load (about 75 kg) plus the emission test equipment mass (about 50 kg), with the highest value being 90% of the maximum load of the vehicle (service mass +5 man load + test equipment).
8) And (3) data processing modes: the basic test adopts a moving average window method and does not contain cold start data, european regulations are changed into a cumulative average method and contain a cold start processing mode, and Chinese regulations are expected to be correspondingly modified, so that the difference of the data processing modes is also evaluated.
Step three, an operation S3 in fig. 4 is performed, i.e. a correction function of the respective main influencing factors on the RDE emission values is determined.
The actual RDE road test boundary and the test vehicle speed cannot be the same as RDE95-C each time, in order to evaluate the actual test result, the influence rule of 8 main influence factors on emission needs to be defined, and then the correction function of each main influence factor on the RDE emission value is respectively formulated according to the influence rule.
Taking the rule of influence of the ambient temperature on the RDE emission result as an example, fixing the values of other main influence factors according to the processing method of the environmental temperature in FIG. 2, taking sample points in a specified ambient temperature test interval respectively, testing the values of two main emissions (nitrogen oxides NOx and the number of particles PN) inspected by the RDE at different temperatures, and determining an analytical formula of the temperature influence rule by using a data regression method (namely, carrying out regression processing on the test result to obtain the change rule of the RDE emissions along with the ambient temperature). By doing the rule research on all 8 main influencing factors, the correction function of each main influencing factor on the RDE emission value can be obtained. Comprehensively considering the stability of regression processing and the fitting data precision, determining the influence rule of 8 main influence factors on the RDE emission value to be expressed by a quadratic polynomial, and uniformly describing as:
ΔE n ＝a2 n *(Δx n ) 2 +a1 n *(Δx n )+a0 n (equation 1)
Wherein ΔE is n ＝E n -E B Δx n ＝x n -x Bn
Wherein: n—sequence number of primary influencing factor, n=1, 2 … …;
E B -test results of RDE95-C under fixed test boundaries;
E n -test results of RDE95-C with variation of the nth major influencing factor;
x n -the value of the nth major influencing factor;
x Bn -setting the nth major influencing factor at a fixed test boundary;
a2 n ，a1 n ，a0 n -second order polynomial coefficients of the nth major influencing factor.
Further, it is necessary to determine the correction coefficient in the correction function corresponding to each main influence factor by the hub test.
In order to evaluate the actual test results, it is necessary to determine the influence function of each primary influence factor on emissions, the key being to determine the system of the quadratic polynomials in equation 1Number a2 n ，a1 n ，a0 n . The method comprises the steps of working on a chassis dynamometer, fixing other seven main influencing factors which are the same as corresponding fixed test boundaries, changing one main influencing factor within a range specified by regulations, measuring an emission result value corresponding to each change, and calculating a boundary change quantity delta x n And an emission variation Δe n And determining the coefficients of the correction function by quadratic polynomial fitting.
It should be noted that the RDE emission test has two main target emissions, namely particle quantity PN and nitrogen oxides NOx, so that a main influence factor test results in two correction functions and two sets of quadratic coefficients, respectively using a2 n_PN ，a1 n_PN ，a0 n_PN And a2 n_NOx ，a1 n_NOx ，a0 n_NOx And (3) representing.
Taking the influence of the ambient temperature as an illustration of the determination process of the correction coefficient, selecting more than 5 test points within the temperature range of-7-35 ℃ permitted by the RDE emission test, respectively controlling the ambient temperature of the test chamber to be equal to a set temperature value, and performing a series of RDE95-C tests to obtain an RDE emission result corresponding to the selected ambient temperature point, thereby calculating a series of temperature variation delta x 1 And an emission variation Δe 1 Is shown in table 2 below.
TABLE 2
By means of the temperature variation Deltax 1 And an emission variation Δe 1 Is fitted to a second polynomial to obtain a first polynomial coefficient a2 which is a primary factor of influence, the ambient temperature 1_PN ，a1 1_PN ，a0 1_PN And a2 1_NOx ，a1 1_NOx ，a0 1_NOx The other seven main influence factors are processed in the same way, so that a correction function relation corresponding to each main influence factor can be obtained, and a corresponding RDE emission change amount can be obtained for any selected environmental boundary change.
Step four, performing operation S4 in FIG. 4, namely determining the actual RDE emission value E under the test boundary to be evaluated R 。
Based on the result of chassis dynamometer testing RDE95-C cycle under fixed test boundary, calculate the environmental condition difference delta x between actual RDE test and RDE95-C cycle test of 8 main influencing factors by applying equation 1 n And an emission difference amount Δe n Is then set at the RDE emission value E at the fixed test boundary B The emission value correction is carried out by using the test result difference quantity caused by the environmental condition, so that the actual RDE emission value E under the test boundary to be evaluated can be calculated R ：
Wherein:
E R -actual RDE emission values under test boundaries to be evaluated;
E B fixed test boundaries and RDE emission values under fixed RDE95-C test cycle conditions.
Step five, executing operation S5 in FIG. 4, and calculating RDE emission target value E under the test boundary to be evaluated according to the adaptability coefficient and the expansion condition by applying formula 3 T-RDE 。
The emission regulations determine different expansion coefficients lambda for different environmental temperatures and altitudes, as shown in fig. 3, find the corresponding region in fig. 3 according to the actual test environmental temperature and altitude conditions, determine the expansion coefficient lambda, and then determine the RDE emission target value E T-RDE . RDE emission target value E T-RDE The determination method of (2) is as follows:
E T-RDE ＝E T-I XCf Xlambda … … … … (equation 3)
Wherein:
E T-RDE -RDE emission target values under test boundaries to be evaluated;
E T-I -a national six-law specified type I emissions test target value;
cf—a compliance factor;
λ—expansion coefficient.
The compliance factor Cf is determined according to the legal requirements, and is a fixed value, but the value is adjusted due to the legal change.
Step six, executing operation S6 in FIG. 4, according to the actual RDE emission value E under the test boundary to be evaluated obtained in step four R And step five, calculating the RDE emission target value E under the test boundary to be evaluated T-RDE As a result, the emission risk factor C is calculated using equation 4.
Taking the ratio of the evaluation value of the actual RDE test to the corresponding target value of the actual test environmental condition as an actual RDE emission risk evaluation index, multiplying the ratio by a safety coefficient of 1.1 due to a certain error of the actual RDE emission evaluation value, and finally forming an RDE emission risk evaluation index, namely an emission risk coefficient C, wherein the definition formula is as follows:
C＝E R E T_RDE x 1.1. 1.1 … … … … (equation 4)
Step seven, an operation S7 in fig. 4 is executed, and risk assessment of the actual road test to be assessed is performed according to the value range of the emission risk coefficient C. And according to the value range of the risk coefficient C, corresponding to four risk levels, namely high, medium, low and no risk levels, four operations S71, S72, S73 and S74 are respectively executed for corresponding to the four risk levels.
Specifically, when C > =1, for a high risk level, operation S74 is performed, and it is necessary to review the emission control system scheme, such as considering the addition of GPF, etc., and to suggest an actual road condition verification;
when 0.8< = C <1, for the risk level of the vehicle, there is a risk of no emissions passing, operation S73 is performed to see if the current environment and test conditions are more severe conditions in the regulations, and if not, re-evaluation should be performed with the most severe conditions, and improvement of the hardware and software measures for the emission control of the vehicle is required;
when 0.6< = C <0.8, for low risk level, operation S72 may be performed by adjusting emission calibration, improving emission robustness;
when C <0.6, there is no risk, operation S71 is performed, and the present situation is maintained.
Step eight, executing operation S8 in fig. 4, and according to the specific risk level, adopting corresponding processing methods and suggestions.
The process ends corresponding to low and no risk; corresponding to the high risk and medium risk, operation S8 needs to be performed to re-examine the emission scheme and return to flow S4 after improvement for evaluation of the post-improvement effect until an acceptably low risk or risk-free state is reached.
According to the method, the influence rule of the test boundary on emission is researched by applying one-time or limited-time test results, the correction relation function of the main factors influencing the emission is worked out, the correction function and the degree of deviation of the test boundary to be evaluated from the fixed test boundary are applied, the RDE emission value under any test boundary combination in the allowable range of regulations can be evaluated, then the emission compliance risk level is given out according to the evaluation result, and key tests and adjustments are carried out according to the risk level, so that the RDE emission development test times can be greatly reduced, the development period and development cost can be greatly saved, and the emission disqualification risk can be reduced.
Claims (5)
1. An actual road emission RDE evaluation method suitable for any test boundary, comprising:
under the fixed test boundary and fixed whole vehicle test circulation conditions specified by the law, carrying out RDE emission test of the chassis dynamometer, and measuring the RDE emission value E under the fixed test boundary and fixed RDE95-C test circulation conditions B ；
Performing regulation analysis, and determining N main influence factors with the largest influence on RDE emission and a value range of each main influence factor;
performing chassis dynamometer testing, researching and determining the influence rule of N main influence factors on the RDE emission value, and further determining the correction function of each main influence factor on the RDE emission value;
determining each correction coefficient in the correction function corresponding to each main influence factor through a hub test;
correction function for RDE emission value based on each main influencing factor after determining correction coefficient, respectively, RDE emission value E under fixed test boundary and fixed RDE95-C test cycle conditions B Inputting the test boundary to be evaluated into the correction function to obtain an actual RDE emission value E under the test boundary to be evaluated R ；
Determining RDE emission target E under test boundary to be evaluated T-RDE ；
Actual RDE emission value E under test boundary to be evaluated R And RDE emission target value E T-RDE Is determined as an emission risk factor C;
and carrying out risk judgment on the test boundary to be evaluated based on the emission risk coefficient C.
2. The method of claim 1, wherein each primary impact factor modifies the RDE emissions result by a respective function of:
ΔE n ＝a2 n *(Δx n ) 2 +a1 n *(Δx n )+a0 n
wherein ΔE is n ＝E n -E B ，Δx n ＝x n -x Bn ；
Wherein: n—sequence number of primary influencing factor, n=1, 2 … …;
E B -test results of RDE95-C under fixed test boundaries;
E n -test results of RDE95-C with variation of the nth major influencing factor;
x n -the value of the nth major influencing factor;
x Bn -setting the nth major influencing factor at a fixed test boundary;
a2 n ，a1 n ，a0 n -second order polynomial coefficients of the nth major influencing factor.
3. The method of claim 1, wherein the actual RDE rows under the test boundary under evaluationPut value E R By the formula:
calculating to obtain;
wherein E is R -actual RDE emission values under test boundaries to be evaluated;
E B fixed test boundaries and RDE emission values under fixed RDE95-C test cycle conditions.
4. A method according to claim 1, wherein the RDE emission target value E under the test boundary to be evaluated T-RDE By the formula:
E T-RDE ＝E T-I calculating and obtaining xCf x lambda;
wherein E is T-RDE -RDE emission target values under test boundaries to be evaluated;
E T-I -a national six-law specified type I emissions test target value;
cf—a compliance factor;
λ—expansion coefficient.
5. The method of claim 1, wherein the step of risk judging the test boundary to be evaluated based on the solution risk coefficient C comprises:
and determining the risk level corresponding to the test boundary to be evaluated based on the emission risk coefficient C.
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