Flexible calculation approaches to support the European CO2 emissions regulatory scheme for road vehicles

L'abstract è presente nell'allegato / the abstract is in the attachmen

Modellazione CFD del processo di combustione a bassa temperatura ed elevato rendimento in motori Diesel per impiego industriale

LAUREA MAGISTRALEIn questa tesi si è effettuata un’analisi CFD volta allo studio della combustione PCCI in motori industriali di grande taglia. Lo studio si è focalizzato inizialmente sulla validazione del solutore, effettuata confrontando i risultati delle simulazioni con dati sperimentali di due motori differenti. Viene dimostrato che per prevedere correttamente il fenomeno dell’auto-accensione nei motori PCCI è necessario un approccio dettagliato alla cinetica chimica. Le simulazioni hanno poi permesso di verificare la possibilità di funzionamento duale di un motore in fase di progettazio- ne, il quale consente di ottenere un buon rendimento sia in modalità Diesel che in modalità PCCI. In seguito si è cercato di studiare il comportamento del motore al variare dei principali parametri operativi e di controllo: SOI, ricircolo dei gas com- busti, inclinazione dello spray e temperatura del combustibile. I risultati ottenuti hanno messo in evidenza che l’efficienza del processo è accettabile solo in un campo ristretto di valori di SOI. Si è sottolineata l’importanza dello spray targeting e dei moti turbolenti al fine di ottenere un buon processo di miscelamento. La correzione di parametri quali il grado di EGR e la temperatura del combustibile permettono di aumentare leggermente l’efficienza del processo nel campo di funzionamento a SOI non ottimizzato. Si conclude che la regolazione della combustione in questo motore è problematica. Si evidenzia la necessità di condurre ulteriori studi al fine di trovare delle strategie di controllo efficienti.Subject of this work is the CFD analysis of PCCI combustion in heavy duty en- gines. First the CFD solver is valited by comparing its results with experimental data from two different engines. Then is demonstrated that a detailed approach to chemistry is needed in order to have a good prediction of auto-ignition phenome- non. A new engine project is tested to check if good results can be obtained both in Diesel combustion and in PCCI combustion mode. The influence of the following parameters is investigated: SOI, EGR, spray targeting and fuel temperature. The results obtained have shown that efficiency is high only in a narrow region around the optimized value of SOI. Outside this region, different values of EGR and fuel temperature could be used in order to enhance oxidation and mixing processes. The PCCI combustion process is hard to control in the engine considered. Further studies are needed to find efficient control strategies

Uma visão sobre o tratamento do paciente com tireotoxicose induzida por amiodarona

A amiodarona é um antiarrítmico rico em iodo, sendo utilizada amplamente em arritmias refratárias. Cerca de 15-20% dos pacientes em uso dessa droga desenvolvem alterações séricas das funções tireoidianas (tireotoxicose ou até mesmo hipotireoidismo) em algum momento do tratamento. Nesse sentido, a tireotoxicose induzida por amiodarona (TIA) é extremamente preocupante, já que pode exacerbar as condições cardíacas subjacentes e apresentar alta morbidade e mortalidade

Risk assessment for the 2024 In-Service Verification (ISV) of CO2 emissions of Light-Duty Vehicles

Article 13 of Regulation (EU) 2019/631 requires the type-approval authorities to verify the CO2 emission and fuel consumption values of light-duty vehicles in-service. Commission Delegated Regulation (EU) 2023/2867 sets out the guiding principles and criteria for defining the procedures for that verification, while Commission Implementing Regulation (EU) 2023/2866 determines the actual verification procedures. Article 3(4) of that Implementing Regulation requires the Commission to set out a methodology for assessing the risk that in-service verification (ISV) families may include vehicles with a deviation in the CO2 emission values and to publish each year a report describing that methodology and listing those families with the highest risk of including such vehicles. JRC has been tasked to perform the risk assessment on behalf of the Commission. When assessing the risk, at least the elements mentioned in Article 3(3) of the Implementing Regulation need to be taken into account, when available. The type-approval authorities must use the Commission’s risk assessment as a basis for selecting the families for their in-service verification. This is the first annual report describing the methodology for the assessment, and the main findings. The risk assessment methodology described is based on a Composite Risk Index (CRI), which combines the probability and severity of a specific occurrence. Probability levels are determined based on the total number of new vehicles from the in-service verification family that have been placed on the Union market. For the severity determination, the data collected pursuant to Article 14 of Implementing Regulation (EU) 2021/392 and through the Commission’s market surveillance test campaigns have been utilized. The real-world data, as referred to in Article 3(3)(e) of Implementing Regulation (EU) 2023/2866, has not yet been used for this risk assessment due to the limited number of such data submitted so far. This report also identifies the ISV families with the highest risk of including vehicles with a deviation in CO2 emissions values. These families are labelled as ISV families with the first testing priority in 2024. Based on the risk assessment, a total of 131 interpolation families, representing 106 ISV families, have been identified as having such high risk. Additionally, a significant number of interpolation families were reported as part of the annual CO2 monitoring for light-duty vehicles, but could not be found amongst those reported to the Commission under Article 14 of Implementing Regulation (EU) 2021/392. Therefore, a number (66) of those missing interpolation families with the highest vehicle registration numbers in the last three years has been selected as high risk, and labelled as ISV families with the first testing priority for the 2024 in-service verification. To further support the vehicle selection for the 2024 in-service verification, this report also presents a random selection of additional IP families both registered and not registered in Database of In-service verification of CO2 Emissions (DICE). Finally, all remaining families that are not registered in DICE are also presented.JRC.C.4 - Sustainable, Smart and Safe Mobilit

A generalized component efficiency and input-data generation model for creating fleet-representative vehicle simulation cases in VECTO

The Vehicle Energy Consumption calculation Tool (VECTO) is used for the official calculation and reporting of CO2 emissions of HDVs in Europe. It uses certified input data in the form of energy or torque loss maps of driveline components and engine fuel consumption maps. Such data are proprietary and are not disclosed. Any further analysis of the fleet performance and CO2 emissions evolution using VECTO would require generic inputs or reconstructing realistic component input data. The current study attempts to address this issue by developing a process that would create VECTO input files based as much as possible on publicly available data. The core of the process is a series of models that calculate the vehicle component efficiency maps and produce the necessary VECTO input data. The process was applied to generate vehicle input files for rigid trucks and tractor-trailers of HDV Classes 4, 5, 9 and 10. Subsequently, evaluating the accuracy of the process, the simulation results were compared with reference VECTO results supplied by various vehicle manufacturers. The results showed that the difference between simulated and reference CO2 emissions was on average -0.6% in the Long Haul cycle and 1% in the Regional Delivery. Such a process could be a powerful tool for calculating HDV CO2 emissions for development and analysis purposes, e.g. for new vehicle prototypes or multistage vehicles, and for creating VECTO equivalent models that can be used to assess alternative operating conditions and mission profiles of existing vehicle models. The methodology was applied for creating input of various components in the US tool for HDV certification, GEM, for generic sample-vehicle models available.JRC.C.4-Sustainable Transpor

Risk assessment for the 2025 In-Service Verification (ISV) of CO2 emissions of Light-Duty Vehicles

Article 13 of Regulation (EU) 2019/631 requires the type-approval authorities to verify the CO2 emission and fuel consumption values of light-duty vehicles in-service. Commission Delegated Regulation (EU) 2023/2867 sets out the guiding principles and criteria for defining the procedures for that verification, while Commission Implementing Regulation (EU) 2023/2866 determines the actual verification procedures. Article 3(4) of that Implementing Regulation requires the Commission to set out a methodology for assessing the risk that in-service verification (ISV) families may include vehicles with a deviation in the CO2 emission values and to publish each year a report describing that methodology and listing those families with the highest risk of including such vehicles. JRC has been tasked to perform the risk assessment on behalf of the Commission. This is the second annual report describing the methodology for the assessment, and the main findings. The risk assessment methodology described was built upon the approach established in last year’s report, using the concept of the Composite Risk Index (CRI). The CRI combines the probability and severity of a specific occurrence. Probability levels are determined based on the total number of new vehicles from the in-service verification family that have been placed on the Union market. For the severity determination, the data collected pursuant to Article 14 of Implementing Regulation (EU) 2021/392 and the real-world data, as referred to in Article 3(3)(e) of Implementing Regulation (EU) 2023/2866 have been used. In addition, tests performed through the Commission’s market surveillance test campaigns and from the in-service conformity tests pursuant to Regulation (EU) 2017/1151 have been part of this year’s risk assessment. This report identifies the ISV families with the highest risk of including vehicles with a deviation in CO2 emissions values. Based on the risk assessment and random selection, 333 unique interpolation families, representing 250 unique ISV families, have been identified as having such high risk. Additionally, some interpolation families were reported as part of the annual CO2 monitoring for light-duty vehicles, but could not be found amongst those reported to the Commission under Article 14 of Implementing Regulation (EU) 2021/392. As a result, a number (24) of those missing interpolation families with the highest vehicle registration numbers in the last three years and manufacturers with the highest percentage of missing families, has been selected and included in the list of high risk families for the 2025 in-service verification. In addition, and to fill the gap between the 2025 ISV testing needs and to cover all manufacturers, the final list of families includes also 13 interpolation families selected based on medium risk or the highest registration volumes. In total, the ISV 2025 testing plan comprises 370 unique interpolation families. To further support the vehicle selection for the 2025 in-service verification, this report also links potential risks associated with ISV families flagged as high risk to chassis-dynamometer testing, road load tests, or the implementation of artificial strategies. Consequently, each of the listed ISV families was marked for specific types of tests based on the outcomes of this risk assessment.JRC.C.4 - Sustainable, Smart and Safe Mobilit

Assessment of the Measurement Methodology for CO2 Emissions from Heavy Duty Buses and Coaches

After the adoption of the CO2 Certification Regulation on the determination of the CO2 emissions and Fuel Consumption of Heavy-Duty trucks, the European Commission has decided to proceed with the preparation of a new regulatory initiative for the certification of CO2 emissions and Fuel Consumption from Buses and Coaches. The new methodology is intended to be a continuation of the Heavy-Duty Vehicles CO2 certification regulation and it will be based on a combination of component testing and computer simulation of the vehicles' Fuel Consumption. Following a request from DG-Clima, JRC launched a test-campaign in order to investigate the possibility to extend the methodology proposed for the verification of the certified CO2 emissions from Heavy Duty trucks to Buses and Coaches. In addition, the scope of the test campaign was to demonstrate the representativeness of the CO2 emissions calculations made by the official simulator (VECTO) by comparing against the actual performance of vehicles. Experiments were conducted on two Euro VI Buses, one Interurban Bus and one Coach, both on the chassis dyno and on the road, with the aim of understanding the advantages and disadvantages of different approaches proposed. The official simulation software (VECTO) was used for simulating the operation of vehicles under the different test conditions. The principal conclusion of the test campaign is that an ex-post verification method which is based on transient, on-road tests is possible also for Buses and Coaches. However, there is a clear need to work on the details of the test protocol to be finally implemented, define boundary conditions for transient tests on the road, and establish the necessary acceptance and rejection margins for any such validation. Additional care should be paid to the auxiliary components as they are a special part of Buses and Coaches and contribute highly to the overall Fuel Consumption of these vehicles. Finally, additional testing is necessary in order to calculate accurately any systematic deviation between the officially reported, simulated, CO2 values and those actually occurring in reality.JRC.C.4-Sustainable Transpor

Cohort profile : demographic and clinical characteristics of the MILESTONE longitudinal cohort of young people approaching the upper age limit of their child mental health care service in Europe

Purpose: The presence of distinct child and adolescent mental health services (CAMHS) and adult mental health services (AMHS) impacts continuity of mental health treatment for young people. However, we do not know the extent of discontinuity of care in Europe nor the effects of discontinuity on the mental health of young people. Current research is limited, as the majority of existing studies are retrospective, based on small samples or used non-standardised information from medical records. The MILESTONE prospective cohort study aims to examine associations between service use, mental health and other outcomes over 24 months, using information from self, parent and clinician reports. Participants: Seven hundred sixty-three young people from 39 CAMHS in 8 European countries, their parents and CAMHS clinicians who completed interviews and online questionnaires and were followed up for 2 years after reaching the upper age limit of the CAMHS they receive treatment at. Findings to date: This cohort profile describes the baseline characteristics of the MILESTONE cohort. The mental health of young people reaching the upper age limit of their CAMHS varied greatly in type and severity: 32.8% of young people reported clinical levels of self-reported problems and 18.6% were rated to be ‘markedly ill’, ‘severely ill’ or ‘among the most extremely ill’ by their clinician. Fifty-seven per cent of young people reported psychotropic medication use in the previous half year. Future plans: Analysis of longitudinal data from the MILESTONE cohort will be used to assess relationships between the demographic and clinical characteristics of young people reaching the upper age limit of their CAMHS and the type of care the young person uses over the next 2 years, such as whether the young person transitions to AMHS. At 2 years follow-up, the mental health outcomes of young people following different care pathways will be compared. Trial registration number: NCT03013595

A Multipurpose Simulation Approach for Hybrid Electric Vehicles to Support the European CO2 Emissions Framework

Hybrid Electric Vehicles (HEVs) are a prominent solution for reducing CO2 emissions from transport in Europe. They are equipped with at least two propulsion energy converters, an Internal Combustion Engine (ICE) and one or more Electric Machines (EMs), operated in a way to exploit synergies and achieve fuel efficiency. Because of the variety in configurations and strategies, the use of simulation is essential for vehicle development and characterisation of energy consumption. This paper introduces a novel simulation approach to estimate the CO2 emissions from different hybrid architectures (series, parallel, power-split) and electrification degrees (mild, full, plug-in and range extender) that is relatively simple, flexible and accurate. The approach identifies the optimal power split between the energy converters for any given time in a driving cycle according to three evaluation levels: supervisor, ICE manager and optimiser. The latter relies on the Equivalent Consumption Minimisation Strategy (ECMS) and the limitations imposed by the other two layers. Six light-duty HEVs with different hybrid architectures were tested to support the development of the approach. The results show an indicative accuracy of ±5%, enabling to run assessments of hybrid powertrain solutions and supporting regulatory and consumer information initiatives

A Multipurpose Simulation Approach for Hybrid Electric Vehicles to Support the European CO2 Emissions Framework

Hybrid Electric Vehicles (HEVs) are a prominent solution for reducing CO2 emissions from transport in Europe. They are equipped with at least two propulsion energy converters, an Internal Combustion Engine (ICE) and one or more Electric Machines (EMs), operated in a way to exploit synergies and achieve fuel efficiency. Because of the variety in configurations and strategies, the use of simulation is essential for vehicle development and characterisation of energy consumption. This paper introduces a novel simulation approach to estimate the CO2 emissions from different hybrid architectures (series, parallel, power-split) and electrification degrees (mild, full, plug-in and range extender) that is relatively simple, flexible and accurate. The approach identifies the optimal power split between the energy converters for any given time in a driving cycle according to three evaluation levels: supervisor, ICE manager and optimiser. The latter relies on the Equivalent Consumption Minimisation Strategy (ECMS) and the limitations imposed by the other two layers. Six light-duty HEVs with different hybrid architectures were tested to support the development of the approach. The results show an indicative accuracy of ±5%, enabling to run assessments of hybrid powertrain solutions and supporting regulatory and consumer information initiatives.</jats:p