• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
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    • 专利摘要:
    The present invention relates to a method for determining pollutant emissions from a vehicle (PSEE), the method is based on the use of position (posGPS) and / or altitude (altGPS) and / or vehicle speed (vGPS), using vehicle models (MOD VEH), engine (MOD MOT) and post-processing system (MOD POT) built with macroscopic parameters (PAR).
    公开号:FR3049653A1
    申请号:FR1652924
    申请日:2016-04-04
    公开日:2017-10-06
    发明作者:Laurent Thibault；Philippe Degeilh；Gilles Corde
    申请人:IFP Energies Nouvelles IFPEN；
    IPC主号:
    专利说明:

    The present invention relates to the field of modeling the polluting emissions of a vehicle, in particular a motor vehicle. The estimation of pollutant emissions from vehicles in real use is a major challenge to face the public health and environmental challenges encountered in major cities. To achieve this, the main approach currently used is to instrument a vehicle using a Portable Emissions Measurement System (PEMS). However, the cost of these systems remains prohibitive and does not allow their wide dissemination. As a result, they do not measure pollutant emissions in real-scale use.
    To overcome this problem related to this instrumentation, there are different modeling approaches. The state of the art of pollutant models consists of two large families, macroscopic models and microscopic models. The field of the invention is placed here at the vehicle scale, that is to say at the macroscopic scale. High frequency models (microscopic scale) modeling the physical phenomena involved in combustion in an extremely detailed manner, as for example described in the patent application FR2984557 (US 2013/0158967), are not suitable for estimating the polluting emissions in use real and large scale, because of their prohibitive computation time, as well as by the large number of required parameters.
    In the case of macroscopic approaches, the most widespread model uses emission factors, ie average emission factors per kilometer traveled. These coefficients depend on the pollutant considered, the average speed on the journey, the type of engine (petrol / diesel) and the euro standard of the vehicle. There may be mentioned in particular the patent application CN102054222A which combines GPS acquisitions with emission factors. However, these approaches consider only average behavior of the vehicle and the driver, and thus do not allow to model their real use. In particular, the impact of driving style on emissions is neglected. They make it possible to estimate the total average emissions on a complete run for a sufficiently long duration.
    In addition, many studies have relied on emission factors to estimate pollutant emissions. These include Liu, H., Chen, X., Wang, Y., & Han, S. (2013). Vehicle Emission and Near-Road Air Quality Modeling for Shanghai, China: Based on Global Positioning System Data from Taxis and Revised MOVES Emission Inventory.Transportation Research Record: Journal of Transportation Research
    Board, (2340), 38-48, in which GPS data connected to taxis are used as inputs to the emission factors, and the document Sentoff, K.M., Aultman-Hall, L., & Holmén, B. A. (2015). Implications of driving style and road grade for accurate emissions and emissions. Transportation Research Part D: Transport and Environment, 35, 175-188, which studies the accuracy of emission factor estimation. The conclusion of this latest study shows that the main source of error comes from not taking into account the impact of driving style and slope. However, to capture these phenomena, it is necessary to use a finer level of model, called model of microscopic pollutant, whose input is a vehicle speed signal of 1 Hertz.
    In addition, there are already many microscopic models, intended to be used in the framework of engineering study, unsuited to an embedded implementation, for example on smartphone ("smartphone") or on a server. The best-known microscopic models are the comprehensive modal emissions (CMEM) model, which can be translated into a detailed modal model of emissions, and the PHEM (Passenger Car and Heavy Duty Emission Model) model. translated by model of passenger vehicle and heavy vehicle emissions) that take as input data instantaneous speed profiles. The CMEM model, developed in the 1990s by University of California (Riverside), was a significant contribution when it was released, but today has two major drawbacks: inaccurate results due to excessive simplifications, and poor decision-making. diesel engines.
    For its part, the PHEM model has the limitation of only proposing a standard model for many relatively different vehicles. Several documents have already studied the coupling of these microscopic models with GPS data, provided by connected boxes installed in the vehicle. We can notably cite the document Pluvinet, P., Gonzalez-Feliu, J., & Ambrosini, C. (2012). GPS data analysis for urban goods movement. Procedia-Social and Behavioral Sciences, 39, 450-462 which details a study where GPS data (for "Global Positioning System" meaning satellite derivations) were used to feed a microscopic emission model. However this study presents a major limitation since the type of vehicle and the type of engine are not taken into account. Consideration of the type of vehicle and engine is a major problem for the modeling of pollutant emissions in real-scale use. Indeed, if it is possible to recover the GPS measurements, it is far more complicated to know the technical specifications of its engine and to set the model accordingly. However, these specifications are essential to parameterize the microscopic models mentioned above. This is a major limitation of existing microscopic models that can not be used for large scale deployment since they require tedious manual parameterization work for each vehicle under consideration.
    To overcome these drawbacks, the present invention relates to a method for determining the pollutant emissions of a vehicle, the method is based on the use of measurements of the position and / or the altitude and / or the speed of the vehicle. , using vehicle models, engine and after-treatment system built with macroscopic parameters. Thus, it is possible to determine the emissions of pollutants of the vehicle without specific instrumentation, for a real use (thanks to the measurements), with a limited computation time (thanks to the models), and in a precise way (thanks to the models built to the macroscopic parameters).
    The process according to the invention
    The present invention relates to a method for determining the pollutant emissions of a vehicle, said vehicle comprising an internal combustion engine and a system for the aftertreatment of the exhaust gases of said engine, in which at least one relative macroscopic parameter is acquired. to the design of said vehicle, and in which is built for said vehicle: i) a model of said vehicle which connects said position and / or the altitude and / or the speed of said vehicle to the torque and the speed of said engine by means of at less a macroscopic parameter; ii) a model of said engine which connects said torque and said engine speed to pollutant emissions at the output of said engine by means of at least one macroscopic parameter; and iii) a model of said post-treatment system which links said pollutant emissions at the output of said engine with the emission of pollutants at the output of said post-treatment system by means of at least one macroscopic parameter.
    For this method, the following steps are carried out: a) the position, and / or the altitude and / or the speed of said vehicle are measured; b) determining said torque and said speed of said engine by said vehicle model and said measurements; c) the pollutant emissions at the output of said engine are determined by means of said engine model and said torque and said engine speed; and d) the pollutant emissions of the vehicle are determined using said post-treatment system model and said pollutant emissions at the output of said engine.
    According to one embodiment, pre-processing of said measurements is carried out before the step of determining said torque and said engine speed.
    Advantageously, said pretreatment is carried out by means of oversampling and filtering.
    Preferably, at least one macroscopic parameter chosen from: the type of motorization, the homologation standard, the engine displacement, the maximum torque and the associated engine speed, the maximum power and the engine speed associated with the engine, mass of the vehicle, the type of vehicle transmission, the type of aftertreatment system, the type of injection system, the architecture of the air loop.
    According to one embodiment, said macroscopic parameters are acquired from a database and / or by means of an interface with a user.
    According to one characteristic, said model of the vehicle is constructed by means of a vehicle dynamics model connecting said position and / or the altitude and / or said vehicle speed with the estimated power of said engine by means of at least one parameter macroscopically, and by means of a transmission model connecting said engine power to the engine speed and torque by means of at least one macroscopic parameter.
    According to one variant, said engine model is constructed by means of an energy model linking said engine speed and said engine torque to fluid temperatures and flow rates implemented by combustion within said engine by means of at least one parameter macroscopically, and by means of a model of pollutants at the output of said engine connecting said temperatures and said fluid flow rates to pollutant emissions at the output of said engine by means of at least one macroscopic parameter.
    According to an embodiment option, said model of pollutants at the output of said engine is constructed by means of a quasi-static model and a transient model, these two models connecting said temperatures and said fluid flow rates with said pollutant emissions. output of said motor by means of at least one macroscopic parameter.
    Advantageously, said transient model corresponds to a corrective coefficient of said quasi-static model.
    According to one embodiment, said post-processing model is constructed by discretizing said post-processing system into several slices and by means of the efficiency of each discretized slice.
    According to one implementation, said determined vehicle emissions are stored in a database.
    Advantageously, said pollutants are chosen from nitrogen oxides, particles, carbon monoxides and / or unburned hydrocarbons.
    According to one characteristic, the position and / or the altitude and / or the speed of the vehicle are measured by means of a geolocation system or a mobile phone.
    Preferably, the pollutant emissions determined on a screen of a geolocation system, a mobile phone, a dashboard of the vehicle or on a website are displayed.
    In addition, the invention relates to a computer program product downloadable from a communication network and / or recorded on a computer readable medium and / or executable by a processor or a server, comprising program code instructions for setting implementing the method according to one of the preceding characteristics, when said program is executed on a computer or on a mobile phone.
    In addition, the invention relates to the use of the method according to one of the preceding characteristics, for estimating the ecological efficiency of a road infrastructure or a regulation of road traffic.
    BRIEF DESCRIPTION OF THE DRAWINGS Other characteristics and advantages of the method according to the invention will appear on reading the following description of nonlimiting examples of embodiments, with reference to the appended figures and described below.
    Figure 1 illustrates the steps of the method according to one embodiment of the invention.
    FIG. 2 is a histogram comparing the NOx emissions for several paths for a reference and the method according to the invention.
    Detailed description of the invention
    The present invention relates to the determination of pollutant emissions of a vehicle. The term "pollutants" refers to nitrogen oxides (NOx), particulates, carbon monoxides (CO), unburned hydrocarbons (HC). The method according to the invention makes it possible to determine the emissions of at least one, advantageously several, and preferably all, of these pollutants.
    The vehicle includes an internal combustion engine (hereinafter referred to as "engine") and an aftertreatment system for engine exhaust. The internal combustion engine may be a gasoline engine or a diesel engine. The engine alone can move the vehicle, or can be part of a hybrid propulsion system. The aftertreatment system makes it possible to treat pollutant emissions at the outlet of the engine, thereby reducing the pollutant emissions of the vehicle. The post-treatment system may comprise an oxidation catalyst for treating unburned hydrocarbons and carbon monoxide, and / or DeNOx catalysts for reducing nitrogen oxides in the presence of oxygen, and / or different filters for eliminating solid particles.
    For the method according to the invention, at least one macroscopic parameter relating to the design of the vehicle is acquired. A macroscopic parameter is a general characteristic relating to the vehicle, its engine or its post-processing system. This is a constant parameter for a vehicle, corresponding to data from the vehicle manufacturer. The parameter is said macroscopic because it is determined at the vehicle scale, and it is not a microscopic parameter that can be determined, as for example in the patent application FR2984557 (US 2013/0158967), to the scale of a mesh representing a small portion of the combustion chamber. The macroscopic parameters allow the construction of macroscopic models representative of the vehicle.
    The macroscopic parameters can be of three types: - parameters related to the general construction of the vehicle (for example: mass of the vehicle, transmission, ...) - parameters related to the motorization (for example: the type of injection, the engine capacity, etc.), and - parameters related to the post-processing system (for example: type of aftertreatment).
    According to one embodiment of the invention, it is possible to acquire at least one macroscopic parameter chosen from: the type of motorization (petrol, diesel, etc.), the level of homologation standard (Euro 1, Euro 2, ...), - the engine displacement, - the maximum torque and associated engine speed, - the maximum power and associated engine speed, - the mass of the vehicle, - the type of transmission of the vehicle (type and constitution of gearbox, ...), - the type of post-processing system, - the type of the injection system, - the architecture of the air loop (presence / absence of recirculation of flue gases noted EGR, use of a turbocharger, supercharging ...), - the dimensions of the wheels, etc.
    According to an alternative embodiment, the macroscopic parameters can be obtained from a database, which lists the various vehicles in circulation. For example, the macroscopic parameters can be obtained by indicating the registration number of the vehicle, the database associating the plate number with its design (make, model, engine ...), and including the macroscopic parameters of the vehicle.
    Alternatively, the macroscopic parameters may be manufacturer data supplied by the user, in particular by means of an interface (for example a smart phone or a geolocation system).
    notations
    In the rest of the description, we use the following notations: posGPS Coordinates measured by geolocation in the Lambert coordinate system [m] altGPs Altitude measured by geolocation [m] vGPS Vehicle speed measured by geolocation [m / s] v Vehicle speed [m / s]
    Estimated engine speed [rpm]
    Cme Estimated engine torque [Nm] m Vehicle mass [kg] FT Tensile force of the vehicle at the wheel [N]
    Fres Resulting from the frictional forces experienced by the vehicle [N]
    Fsiope Normal force on the vehicle (gravity) [N]
    Fbrk Mechanical brake force [N] a Vehicle inclination angle [rad] a, b, c Vehicle parameters [-]
    Pe Estimated motor power [kW]
    Vtrans Transmission efficiency [-] rmth-v Reduction ratio between the engine rotation speed and the vehicle speed [rpm / km / h] PSME Pollutant emissions at the engine output [g / s] PSMEi Emissions of the pollutant i at engine output [g / s] PSMELqs Emissions of the pollutant i at the engine output for a quasi-static regime [g / h] NOxqs Nox mass per unit of fuel mass [g / kg of fuel] COC Crankshaft angle at the combustion center (50% energy conversion) [° CA] mcyi Mass of air enclosed in the cylinder per cycle [g / 103cm3] m02 Oxygen mass enclosed in the cylinder per cycle [g / 103cm3] a0 , ai, a2, a3 Coefficients [-]
    SootQS Emissions of particles at engine output in quasi-static mode [g / s] BGR Fraction of gases burned in the cylinder [%] BGRdyn Dynamic fraction of gases burned in the cylinder [%] AFrati0 Richness of the mixture in the cylinder [-] ] AFrati0.dyn Dynamic richness of the mixture in the cylinder [-]
    Cori.QS2TR Correction coefficient for the impact of transient phenomena for the pollutant i [-] PSEE Pollutant emissions at the outlet of the post-treatment system [g / s] PSEE, Emissions of the pollutant i at the outlet of the post-treatment system [g / s]
    Convij Efficiency of conversion of the post-treatment system slice j for the pollutant i [-] Tech Exhaust gas temperature [K] Qen Exhaust gas flow [g / s]
    For these notations, the derivative with respect to time is noted
    In the present application, the term f generally denotes a function, which can be of any type.
    According to the invention, three macroscopic models are constructed to determine pollutant emissions. These models are parameterized with the acquired macroscopic parameters, thus making it possible to render the method according to the invention representative of the vehicle. This is a vehicle model, an engine model, and a post-processing model (ie, a model of the post-processing system). These models do not require instrumentation or specific equipment on the vehicle.
    Vehicle model
    The vehicle model relates the position and / or altitude and / or speed of the vehicle to the engine torque and speed, using at least one macroscopic parameter. According to an implementation of the invention, to construct the model of the vehicle can be used at least one of the following macroscopic parameters: mass of the vehicle, maximum power and the associated engine speed, maximum speed, type of transmission ....
    According to one embodiment of the invention, the vehicle model can be constructed by combining a vehicle dynamics model and a vehicle transmission model. The vehicle dynamics model relates the position and / or the speed and / or the altitude of the vehicle to the estimated power of the vehicle by means of at least one macroscopic parameter, for example the mass of the vehicle, the type of transmission, the dimensions of the wheels. The vehicle transmission model relates the power of the vehicle to the engine speed and torque, using at least one macroscopic parameter, for example the type of transmission, the maximum power and the associated engine speed.
    The vehicle dynamics model takes into account the dynamics of the vehicle. It can be constructed from the application of the fundamental principle of the dynamics of the applied vehicle on its longitudinal axis, and can be written in the following form:
    with: v is the speed of the vehicle, an entry of the model of the dynamics of the vehicle.
    Fres can be expressed according to the speed in the form
    with a, b, c parameters of the vehicle to be identified according to the general characteristics of the vehicle (macroscopic parameters of the vehicle).
    Fdope can be expressed as a function of the mass of the vehicle and the inclination of the road:
    The angle of inclination a is an input data of the model of the dynamics of the vehicle. Indeed, the inclination can be calculated from the altitude and the distance traveled, so it depends on the altitude and the position. According to one embodiment, the angle of inclination a can be determined by a formula of the type:
    These equations make it possible to write a formula that relates the estimated power of the engine to the speed of the vehicle and other known or determinable macroscopic parameters. Indeed, we can write the equation:
    Thus, by combining the different equations, it is possible to determine a formula that relates the engine power to the speed and altitude of the vehicle, using known and constant macroscopic parameters.
    The transmission model estimates the reduction ratio between the rotational speed of the engine and the speed of the vehicle. It can be parameterized according to the general characteristics (macroscopic parameters) of the vehicle, in particular the mass of the vehicle, the maximum power, the type of transmission, in particular the number of reports. This transmission model uses only the speed of the vehicle as input data, to estimate the reduction ratio:
    The function f can be obtained in particular from abacuses given by the manufacturer.
    This reduction ratio can then be used to determine the engine speed. Indeed, we can write the following relations:
    Then, the engine torque can be determined based on the power (estimated using the vehicle dynamics model) and the engine speed:
    The function f can be obtained by maps given by the manufacturer.
    Engine model
    The engine model links the engine speed and torque to pollutant emissions at the engine output (ie, before the aftertreatment system), using at least one macroscopic parameter. According to one implementation of the invention, to build the model of the engine can be used at least one of the following macroscopic parameters: the cubic capacity, the type of engine, torque and power, the architecture of the air loop , the vehicle certification standard, etc.
    According to one embodiment of the invention, the engine model can be constructed by associating an energy model and a pollutant model at the output of the engine. The energy model relates the torque and the engine speed to the flow rates and fluid temperatures used in the combustion engine (fuels, intake gas, exhaust gas, possibly recirculation of flue gases) using at least one macroscopic parameter, for example the cubic capacity, the type of motorization, the maximum torque and power, the architecture of the air loop. The model of pollutants at the engine output connects flows and temperatures of fluids used in the internal combustion engine to emissions of pollutants at the engine output, by means of at least one macroscopic parameter, for example the approval standard. of the vehicle, the type of engine, the architecture of the air loop.
    The energy model makes it possible to estimate the physical quantities on the point of current operation (regime, torque). It is parameterized according to macroscopic parameters. The physical quantities estimated are the flows and temperatures of the fluids used in the combustion engine (fuels, intake gas, exhaust gas, possibly recirculation of flue gases).
    The model of pollutants at the output of the engine makes it possible from the information of the engine speed and torque, and estimates derived from the energy model, to estimate the pollutant emissions at the engine output. It can be parameterized according to the general characteristics of the vehicle and the engine: the homologation standard of the vehicle, the type of engine, the architecture of the air loop, etc. The estimation of pollutants at engine output can be done in two steps: - estimation of quasi-static emissions by means of a quasi-static model, and - estimation of the impact of transient phenomena by means of a transient model .
    Alternatively, the estimation of pollutants at the motor output can be done only in a single step using the quasi-static model.
    Estimating the quasistatic emissions of an engine at an operating point at a given moment amounts to considering that the engine is in operation stabilized on this point of operation. The estimation of the impact of transient phenomena (unstabilized operation) makes it possible to take into account the transient phenomena, which generally generate a surplus of pollutant emissions.
    Quasi-static models of pollutants can be parameterized using macroscopic parameters of the vehicle and the engine. They make it possible at any moment to estimate quasi-static pollutant emissions at engine output, based on the engine speed and torque estimates and the outputs of the energy model. Quasi-static models can be written as:
    The function f can be of different type, depending on the type of pollutant studied.
    For example, the quasistatic model of NOx may be derived from the work of Gartner, (U. Gartner, G. Hohenberg, H. Daudel and H. Oelschlegel, Development and Application of a Semi-Empirical NOx Model to Various HD Diesel Engines ), and can be written as:
    The coefficients a0, a2, a3 are obtained from experimental data. One of the advantages of this model is that these coefficients vary little from one engine to another. This point is demonstrated in the Gartner article cited above.
    The particles leaving the engine is the combination of two phenomena: formation and post-oxidation in the combustion chamber. These phenomena are in the first order influenced by the wealth, the regime, the amount of fuel, and the rate of flue gas. Thus, the static model of particles at the output of the engine can be written under an equation of the form:
    The function f can be determined by correlation with experimental data.
    Similar models can be built for other pollutants.
    For the embodiment, for which the impact of the transient phenomena is determined, the means described below can be implemented in addition. The phenomena of air loop dynamics generate a difference in the BGR (fraction of burnt gas, related to the exhaust gas recirculation) and the richness compared to the stabilized operating point, which has a strong impact pollutants, in particular HC hydrocarbons, carbon monoxide CO and particulates. The transient impact models are parameterized according to macroscopic parameters of the engine, in particular recovered air loop characteristics (atmospheric / supercharged, high pressure flue gas recirculation EGRHp / low pressure flue gas recirculation EGRBp).
    These models make it possible to estimate the fractions of burned gases and dynamic richness from quasi-static estimates and the variation of the estimated torque:
    A correction coefficient for each pollutant can be calculated according to these dynamic quantities:
    These correction coefficients make it possible to estimate the pollutant emissions at the engine output by taking into account the transient phenomena. For this, the emissions of pollutants at the output of the engine can be written by a formula of the type:
    Post-processing model
    The post-treatment model links pollutant emissions at the engine outlet (ie, before the aftertreatment system) to pollutant emissions at the outlet of the aftertreatment system, by means of at least a macroscopic parameter. According to an implementation of the invention, to build the model of the engine can be used at least one of the following macroscopic parameters: the cubic capacity, the homologation standard of the vehicle, etc.
    The post-processing model may include submodels for each pollution control technology, which are associated based on the architecture of the vehicle's pollution control system. These sub-models can be parameterized according to macroscopic parameters of the vehicle such as the homologation standard, the cylinder capacity, etc. For example, the various abatement technologies can be: - TWC, of the English "Three-way catalytic converters" meaning three-way catalyst, - GPF (for gasoline engine), of "gasoline particle filter" meaning filter particle for petrol, DOC (for diesel engine), of the English "Diesel oxidation catalyst", meaning oxidation catalyst for diesel, DPF (for diesel engine), of the English "diesel particle filter", meaning particle filter for Diesel, LNT (for diesel engine), English "lean Nox trap", meaning Nox trap, - SCR (for diesel engine), English "Selective catalytic reduction", meaning selective catalytic reduction.
    The post-treatment model makes it possible to estimate the pollutant emissions at the outlet of the post-treatment system from estimates of temperature, flow rates, and pollutant emissions at the engine outlet. The post-processing model can be constructed by discretizing the post-processing system into several slices (or layers), and by associating the efficiency Convij of each discretized slice. In one example, the post-processing model can be written as:
    The efficiency of the slices of the post-processing system can be determined from manufacturer's maps.
    Stages of the process for determining pollutant emissions
    Once the models have been constructed for the vehicle under consideration, the method according to the invention comprises the following steps: 1) Geolocation measurement 2) (optional step) Pretreatment of the measurements 3) Determination of the torque and the engine speed 4) Determination of the emissions of pollutants at engine output 5) Determination of vehicle pollutant emissions 6) (optional step) Storage of data
    FIG. 1 illustrates, in a schematic and nonlimiting manner, the steps of the method according to one embodiment of the invention. In this figure, the dashed lines indicate optional elements of the process.
    Prior to the process steps, the different models (MOD VEH vehicle model, MOD MOT engine model and MOD POT post-treatment model) are built. These models are constructed from macroscopic PAR parameters. Optionally, the macroscopic parameters PAR can be obtained from a database BDD, which lists the various vehicles in circulation. For example, the macroscopic parameters PAR can be obtained by indicating the registration number of the vehicle, the BDD database associating the plate number with the vehicle design (make, model, engine ...), and including the parameters macroscopic of the vehicle.
    A first series of macroscopic parameters PAR1 is used for the construction of the MOD VEH vehicle model. This first series of macroscopic PAR1 parameters may include the following parameters: the mass of the vehicle, the maximum power and the associated engine speed, the maximum speed, the type of transmission (non-limiting list).
    A second series of macroscopic parameters PAR2 is used for the construction of the engine model MOD MOT. This second series of macroscopic parameters PAR2 may include the following parameters: the cubic capacity, the type of motorization, the maximum torque and power, the architecture of the air loop, the homologation standard of the vehicle (non-exhaustive list) .
    A third set of macroscopic PAR3 parameters is used for the construction of the MOD POT post-processing model. This third series of macroscopic PAR3 parameters may include the following parameters: the cubic capacity, the homologation standard of the vehicle (non-limiting list).
    These three models can be constructed according to one of the embodiments described above.
    The first step consists of a measurement step MES of geolocation. During this step, it is possible to measure the posGPS position, and / or the altGps altitude and / or the vGPS speed of the vehicle. Taking into account the altitude altGPS makes it possible to take into account the slope of the road. Preferably, the three measurements are carried out so as to have the most accurate information possible concerning the geolocation of the vehicle, since it is then possible to take into account the driving style and the acceleration of the vehicle. This measurement can be carried out using a geolocation system, for example of GPS (for "global positioning system" meaning geo-positioning by satellite) or Galileo type, or by means of a smart phone (" smartphone "), etc. In the case of a smart phone, it can be equipped with a geolocation system, alternatively measures can be implemented by other means, including triangulation.
    The second step, which is an optional step, is a pretreatment step PRT of the measurement signals. This step improves the quality of the measured signals before using them. This step may be particularly interesting, if the measurements are made from a smart phone, because the measurements from such a device can be somewhat imprecise. This pretreatment may be variable because it is dependent on the quality of the input data. According to one embodiment of the invention, the pretreatment PRT may comprise an oversampling of the signals and then a filtering. At the end of this step, there are thus signals relating to the posGPS position, and / or the altitude altGPS and / or the speed vGPSdu vehicle, these signals having been pretreated.
    The third step concerns the determination of the torque and the engine speed. This step is implemented using the MOD VEH vehicle model, which determines the torque Cme and engine speed Ne, depending on the geolocation data: posGPS position, and / or altitude altGPS and / or speed vGPS of the vehicle.
    The fourth step concerns the determination of the pollutant emissions at the output of the engine, this step is implemented by means of the engine model MOD MOT, which determines the pollutant emissions at the output of the engine PSME, as a function of the torque Cme and the speed Ne of the motor.
    The fifth step concerns the determination of the pollutant emissions of the vehicle, that is to say at the exit of the post-treatment system. The determination of the pollutant emissions can be carried out at any moment, for example at a frequency of 1 Hz. Moreover, it is also possible to determine the accumulation of pollutant emissions on a path taken. This step is implemented using the MOD POT post-treatment model, which determines the pollutant emissions at the outlet of the PSEE after-treatment system, as a function of the pollutant emissions at the output of the PSME engine.
    The sixth step, optional, is for storing data. Once pollutant emissions from the PSEE vehicle are determined, these can be stored as STOs, especially in a database (different from the database that has the macroscopic parameters). This STO storage may concern only the pollutant emissions of the vehicle PSEE, but may also concern the data determined after each stage of the process: the pre-treated measurements and / or the Cme torque and the engine speed Ne and / or the pollutant emissions. PSME engine output. This information makes it possible to monitor actual uses and associated emissions with good spatial and temporal resolution. For example, this information can be used to assess the environmental relevance of street-level road infrastructure, identify localized emission peaks, identify the impact of driving style on emissions, and so on.
    This database can link instantaneous emissions to map data to create a map of actual emissions. It is therefore possible to draw conclusions across a portion of a road, a complete path or even a geographic area as needed. During this step, it is also possible to display the pollutant emissions at the exit of the vehicle PSEE, for example on a screen of a GPS system, GPS, Galileo, a smartphone, on the dashboard of the vehicle, on a website, etc. Thus, it is possible to inform the user or any other person (for example a vehicle fleet manager, a road infrastructure manager, etc.) of the pollution emitted on a route or on a road.
    The method according to the invention can be used for motor vehicles. However, it can be used in the field of road transport, the field of two-wheelers, the railway field, the naval field, the aeronautical field, the field of hovercraft, and the field of amphibious vehicles ... The invention concerns in addition, a computer program product downloadable from a communication network and / or recorded on a computer-readable medium and / or executable by a processor or a server. This program includes program code instructions for implementing the method as described above, when the program is run on a computer or a mobile phone.
    The method according to the invention therefore has the following advantages:
    The method according to the invention makes it possible to take into account the slope, the acceleration and the driving style, in order to precisely determine the polluting emissions,
    The modeling of the pollutants according to the invention is carried out by a physical approach requiring only the knowledge of macroscopic parameters, easily available, for example from the registration plate of a vehicle,
    The method according to the invention is adapted to the actual parameters of each of the vehicles,
    The method according to the invention does not require data measured on the engine test bench, which would be specific to a vehicle,
    The method according to the invention makes it possible to model a class of vehicle,
    The method according to the invention does not require instrumentation or specific equipment, in fact pollutant emissions can be determined by means of a geolocation device or a smart phone,
    The method according to the invention makes it possible to place the polluting emissions on the crossed roads. The invention makes it possible to estimate the ecological efficiency of an existing road infrastructure, without requiring the costly installation of specific pollutant sensors.
    It also allows to observe the impact of a regulation on the circulation or the vehicles on the pollutant emissions in real use.
    Example
    In order to show the interest of the process according to the invention, an example is made to compare the measured NOx emissions and the estimated emissions by means of the models used in the process according to the invention. Figure 2 illustrates a comparison of the results obtained, in terms of NOx emissions, for 26 different trips, indicated by their number (no. On this histogram, the reference REF comes from a test campaign, and the estimated values are obtained by the method according to the invention INV (using the embodiments of the models detailed above). There is good consistency of results.
    权利要求:
    Claims (16)
    [1" id="c-fr-0001]
    Claims 1) Method for determining the pollutant emissions of a vehicle, said vehicle comprising an internal combustion engine and an exhaust gas after-treatment system of said engine, in which at least one macroscopic parameter (PAR) is acquired relating to the design of said vehicle, and in which for said vehicle is constructed: i) a model of said vehicle (MOD VEH) which connects said position and / or the altitude and / or the speed of said vehicle with the torque and the speed of said engine using at least one macroscopic parameter (PAR); ii) a model of said engine (MOD MOT) which connects said torque and said engine speed to emissions of pollutants at the output of said engine by means of at least one macroscopic parameter (PAR); and iii) a model of said post-treatment system (MOD POT) which links said pollutant emissions at the output of said engine to the pollutant emissions at the output of said post-treatment system by means of at least one macroscopic parameter (PAR ); characterized in that the following steps are performed: a) measuring the position (posGPS), and / or the altitude (altGps) and / or the speed (vGPS) of said vehicle; b) determining said torque (Cme) and said speed (Ne) of said engine by means of said vehicle model (MOD VEH) and said measurements; c) the emissions of pollutants at the output of said engine (PSME) are determined by means of said motor model (MOD MOT) and said torque (Cme) and said speed (Ne) of said engine; and d) the vehicle pollutant emissions (PSEE) are determined using said model of the post-treatment system (MOD POT) and said pollutant emissions at the output of said engine (PSME).
    [0002]
    2) Process according to claim 1, wherein a pretreatment (PRT) of said measurements is carried out before the step of determining said torque (Cme) and said speed (Ne) of the engine.
    [0003]
    3) Method according to claim 2, wherein said pretreatment (PRT) is carried out by means of oversampling and filtering.
    [0004]
    4) Method according to one of the preceding claims, wherein is acquired at least one macroscopic parameter (PAR) selected from: the type of engine, the homologation standard, the engine displacement, the maximum torque and the engine speed associated, the maximum power and the associated engine speed, the mass of the vehicle, the type of vehicle transmission, the type of post-processing system, the type of injection system, the architecture of the air loop .
    [0005]
    5) Method according to one of the preceding claims, wherein one acquires said macroscopic parameters (PAR) from a database and / or by means of an interface with a user.
    [0006]
    6) Method according to one of the preceding claims, wherein said vehicle model (MOD VEH) is constructed by means of a vehicle dynamics model connecting said position and / or the altitude and / or said speed of the vehicle to the estimated power of said motor by means of at least one macroscopic parameter (PAR), and by means of a transmission model connecting said engine power to the engine speed and torque by means of at least one macroscopic parameter (PAR) .
    [0007]
    7) Method according to one of the preceding claims, wherein said engine model (MOD MOT) is constructed by means of an energy model connecting said engine speed and said engine torque at fluid temperatures and flow rates implemented by the engine. combustion within said engine by means of at least one macroscopic parameter (PAR), and by means of a model of pollutants at the output of said engine connecting said temperatures and said fluid flow rates to pollutant emissions at the output of said engine by means of at least one macroscopic parameter (PAR).
    [0008]
    8) Process according to claim 7, wherein said model of pollutants at the output of said engine is constructed by means of a quasi-static model and a transient model, these two models connecting said temperatures and said fluid flows to said emissions. of pollutants at the output of said engine by means of at least one macroscopic parameter (PAR).
    [0009]
    9) The method of claim 8, wherein said transient model corresponds to a correction coefficient of said quasi-static model.
    [0010]
    10) Method according to one of the preceding claims, wherein one builds said model of post-treatment (MOD POT) by discretization of said post-processing system in several slices and by means of the efficiency of each discretized slice.
    [0011]
    11) Method according to one of the preceding claims, wherein said determined vehicle emissions are stored (STO) in a database.
    [0012]
    12) Method according to one of the preceding claims, wherein said pollutants are selected from oxides of nitrogen, particles, carbon monoxides and / or unburned hydrocarbons.
    [0013]
    13) Method according to one of the preceding claims, wherein the position (posGps) and / or altitude (altGps) and / or speed (vGPS) of the vehicle is measured by means of a geolocation system or a mobile phone.
    [0014]
    14) Method according to one of the preceding claims, wherein one displays the pollutant emissions (PSEE) determined on a screen of a geolocation system, a mobile phone, a dashboard of the vehicle or on a website.
    [0015]
    15) Computer program product downloadable from a communication network and / or recorded on a computer readable medium and / or executable by a processor or a server, comprising program code instructions for implementing the method according to the present invention. one of the preceding claims, when said program is run on a computer or a mobile phone.
    [0016]
    16) Use of the method according to one of claims 1 to 14 for estimating the ecological efficiency of a road infrastructure or traffic regulations.
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    同族专利:
    公开号 | 公开日
    EP3440330A1|2019-02-13|
    US20190138669A1|2019-05-09|
    CN108884770A|2018-11-23|
    FR3049653B1|2021-01-15|
    EP3440330B1|2021-10-27|
    WO2017174239A1|2017-10-12|
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    US20110054768A1|2009-08-27|2011-03-03|Sullivan Joshua Ward|Systems and methods for optimizing vehicle fuel efficiency|
    DE102010046491A1|2010-09-24|2012-03-29|Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr|Method for determining emission of pollutants in combustion chamber of diesel engine of motor vehicle, involves determining oxygen concentration, pressure, temperature, air and fuel mass of chamber using statistical model of engine|EP3527809A1|2018-02-16|2019-08-21|IFP Energies nouvelles|On-board system for measuring the polluting emissions of a vehicle with a sensor and a computer system|
    EP3736418A1|2019-05-10|2020-11-11|IFP Energies nouvelles|Method for determining the polluting emissions of a vehicle by means of an on-board system|
    FR3104306A1|2019-12-09|2021-06-11|IFP Energies Nouvelles|Method for determining polluting and / or sound emissions and / or road safety parameters on a portion of the road network|US7257941B1|2006-03-14|2007-08-21|Eaton Corporation|Model based diagnostics of an aftertreatment fuel dosing system|
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    CN102054222A|2010-12-10|2011-05-11|吉林大学|Method for quantizing urban motor vehicle emission load based on resident trip analysis|
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    法律状态:
    2017-04-26| PLFP| Fee payment|Year of fee payment: 2 |
    2017-10-06| PLSC| Publication of the preliminary search report|Effective date: 20171006 |
    2018-04-13| PLFP| Fee payment|Year of fee payment: 3 |
    2019-04-25| PLFP| Fee payment|Year of fee payment: 4 |
    2020-04-29| PLFP| Fee payment|Year of fee payment: 5 |
    2021-04-27| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1652924A|FR3049653B1|2016-04-04|2016-04-04|METHOD FOR DETERMINING THE EMISSIONS OF POLLUTANTS FROM A VEHICLE BY MEANS OF MACROSCOPIC PARAMETERS|FR1652924A| FR3049653B1|2016-04-04|2016-04-04|METHOD FOR DETERMINING THE EMISSIONS OF POLLUTANTS FROM A VEHICLE BY MEANS OF MACROSCOPIC PARAMETERS|
    CN201780021751.3A| CN108884770A|2016-04-04|2017-02-14|The method for determining the pollutant emission from vehicle using macroparameter|
    PCT/EP2017/053307| WO2017174239A1|2016-04-04|2017-02-14|Method for determining pollutant emissions from a vehicle using macroscopic parameters|
    EP17705600.9A| EP3440330B1|2016-04-04|2017-02-14|Method for determining pollutant emissions from a vehicle using macroscopic parameters|
    US16/090,942| US20190138669A1|2016-04-04|2017-02-14|Method for determining pollutant emissions from a vehicle using macroscopic parameters|
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