Ecological Aspects of Motor Vehicle Operation 145 TECHNICAL SCIENCES Abbrev.: Techn. Sc., No 7, Y. 2004 ECOLOGICAL ASPECTS OF MOTOR VEHICLE OPERATION Stanis‡aw Niziæski, Krzysztof Ligier Department of Operation of Vehicles and Machines University of Warmia and Mazury in Olsztyn Key words: operation system, ecology, diagnostic system, maintenance of technical objects, recycling. Abstract The paper deals with the problem of environmental pollution reduction with the help of a pro-ecological system of motor vehicle operation, paying particular attention to the algorithm of serviceability control, operation system, and subsystems of vehicle diagnosing and recycling. SYSTEM EKSPLOATACJI POJAZD(cid:211)W MECHANICZNYCH W ASPEKCIE EKOLOGICZNYM Stanis‡aw Niziæski, Krzysztof Ligier Katedra Eksploatacji Pojazd(cid:243)w i Maszyn Wydzia‡ Nauk Technicznych Uniwersytet Warmiæsko-Mazurski w Olsztynie S‡owa kluczowe: system eksploatacji, ekologia, system diagnostyczny, utrzymanie obiekt(cid:243)w technicznych, recykling. Streszczenie Przedstawiono problem ograniczenia zanieczyszczenia (cid:156)rodowiska naturalnego za po- moc„ proekologicznego systemu eksploatacji pojazd(cid:243)w mechanicznych. Rozpatrzono takie zagadnienia, jak: algorytm sterowania utrzymaniem obiekt(cid:243)w w stanie zdatno(cid:156)ci, system eksploatacji, podsystem diagnostyczny i recykling pojazd(cid:243)w. 146 Stanis‡aw Niziæski, Krzysztof Ligier Introduction and aim of the study A rapidly growing number of motor vehicles constitutes a serious threat to ecosystems, especially as regards metabolism, energy conversion and in- formation flow. Ecosystems are ecological units encompassing living organisms whose interactions with the natural environment (soil, water, atmosphere) result in energy flow enabling matter circulation, i.e. exchange of elements and chemical compounds between the inanimate and animated nature. Environ- mental hazards accompany particular phases of motor vehicle existence (BO- CHE(cid:209)SKI 2001, CH£OPEK 2002, MERKISZ 1995, MODRZEWSKI 2003, NIZI(cid:209)SKI 2002, OPRZ¥DKIEWICZ, STOLARSKI 2002): 1) Phase of demand. The identification of needs allows to determine technologi- cal and economic requirements to be satisfied by a given vehicle. These requirements specify the general quality of a vehicle, and allow to make a feasibility study and estimate the necessity of process continuation, moder- nization, license purchase or production of a new vehicle. It should be emphasized that according to relevant EU directives, since January 1, 2005, only 15% of non-useable vehicle components may not go to the breaker(cid:146)s yard, and since January 1, 2015 (cid:150) only 5%. 2) Design phase includes mainly selection of construction materials, engine fuels and lubricants and other fluids. 3) Production phase includes first of all technological processes of low energy- consumption and toxicity, and vehicle protection against pollutant emission to the natural environment. 4) In the motor vehicle operation phase environmental hazards can be divided into (CH£OPEK 2002): (cid:150) transport accidents (cid:150) dangers to health and life of humans and animals, and environmental destruction. Major elements of threat are in this case: fuels, brake and cooling fluids, oils and lubricants; (cid:150) exhaust gas air pollution (CO, CO , C H , NO , carbon black); 2 n m x (cid:150) noise and vibration generation; (cid:150) dust generation; (cid:150) fuel leakage and evaporation; (cid:150) electromagnetic radiation from electrical and electronic devices; (cid:150) land and landscape degradation, air, soil and water pollution whose sources are road networks and car service stations. Taking into account the above threats, the objective of the present study was to analyze the operation system, diagnostic subsystem and recycling subsystem of motor vehicles from the perspective of reducing environmen- tal degradation. Ecological Aspects of Motor Vehicle Operation 147 Algorithm of serviceability control in the aspect of environmental protection Algorithms are indispensable to exercise control over proper mainte- nance of motor vehicles in terms of their functional serviceability, taking into consideration the principles of environmental protection. The algorithm in Figure 1 comprises three major elements of motor vehicle inspection: (cid:150) analysis and evaluation of vehicle condition; (cid:150) forecast of vehicle condition changes; (cid:150) determination of the reasons for the existing condition. This indicates that the first step to be taken is to diagnose a given vehi- cle. If it turns out to be fit for use, it is necessary to forecast the course of changes that are expected to take place. In practice it is limited to fixing the date of the next diagnostic inspection, followed by the usual maintenance and operational actions. In case the vehicle is considered unfit for further use, it is necessary to determine the reasons for this state, which may as follows: the vehicle(cid:146)s service life is over, the vehicle should be qualified for breaking or major overhaul, some parts need to be replaced. If a given vehicle is clas- sified as a scrap vehicle, it should be disposed of through the scrap vehicle management subsystem. In other cases the reasons for its unserviceability should be eliminated, and the vehicle should be diagnosed again. In the above algorithm (Fig. 1) of serviceability control of motor vehi- cles classified as fit for use in the aspect of environmental protection, the criterion of vehicle classification was their technical condition. In the algo- rithm presented in Figure 2 another criterion was introduced, i.e. costs. According to this algorithm, the vehicle should be subjected to complex diagnosing and maintenance/operation, applying a separate algorithm A1. If the vehicle is fit for use, the date of the next diagnostic inspection and maintenance/operation is fixed, in accordance with algorithm A2. When the date is fixed, all indispensable maintenance and operation steps are to be taken (algorithm B1). Then, depending on the needs, the vehicle may be classified into the operation subsystem or the storage subsystem, for short- or long-term maintenance according to separate diagnostic algorithms A8 and A9, and maintenance/operation algorithms B8 and B9. Algorithm C1 is applied to estimate the efficiency of vehicle utilization. If the utilization of a given vehicle is considered profitable, it is designed for goods and/or passenger transport. It should be noted that before, during and after task performance the vehicle is diagnosed and maintained/operated ac- cording to algorithms (A3, A4, A5 and B2, B3, B4, B5 respectively). In case the vehicle is considered unfit for further use, it is necessary to determine the reasons for this state according to algorithm A3. These rea- sons may as follows: (cid:150) the vehicle(cid:146)s service life is over and it is qualified for recycling and treated as a scrap vehicle; 148 Stanis‡aw Niziæski, Krzysztof Ligier (cid:150) the vehicle is qualified for major overhaul, whose cost is estimated according to algorithm C3. If the result is positive, the vehicle undergoes major overhaul according to algorithms A10 and B10; if the result is negative, the vehicle is subjected to breaking according to algorithms A11 and B11. Motor vehicle operation system The motor vehicle operation system is aimed at: (cid:150) rational utilization of motor vehicles, in accordance with relevant recom- mendations; (cid:150) maintaining vehicle serviceability, enabling their proper functioning; (cid:150) minimizing the negative environmental impact of motor vehicles; (cid:150) efficient management of motor vehicle operation. The motor vehicle operation system E is described by the following p expressions (Fig. 3) (NIZI(cid:209)SKI 2002): E = <E , E , R > (1) p TR TZ ER E = <P , P , R > (2) TR U O OU C = <E , E , E , R > (3) ETZ ZK ZF ZI KI P = <P , P , P , P , D , R > (4) O BP PP SP GP g GP where: E (cid:150) operation subsystem; TR E (cid:150) operation management subsystem; TZ P (cid:150) utilization subsystem; U P (cid:150) maintenance subsystem; O P (cid:150) maintenance and running repair subsystem; BP P (cid:150) storage subsystem; PP P (cid:150) medium repair system; SP P (cid:150) major overhaul subsystem; GP D (cid:150) diagnostic subsystem; g E (cid:150) operation control subsystem; ZK E (cid:150) economic-financial subsystem; ZF E (cid:150) information subsystem of motor vehicle operation; ZI R , R , R , R (cid:150) relationships. ER OU GP KI As shown in Figures 1, 2 and 3, the diagnostic subsystem is used to control serviceability of motor vehicles in the aspect of environmental pro- tection. Ecological Aspects of Motor Vehicle Operation 149 Working Management subsystem subsystem E E TR TZ E T Maintenance Utilization E ZK subsystem subsystem PO PU E ZF P Vehicles BP E ZI P Mining PP machines PSP Machinetools P ... SG N-th technicalobject D g Fig. 3. Motor vehicle operation system Diagnostic subsystem The diagnostic subsystem can be defined as follows (NIZI(cid:209)SKI 2002). (cid:148)A diagnostic subsystem comprises a team of diagnosticians, a set of diag- nostic, forecasting and original state determining algorithms, methods and devices, designed for testing and evaluating the condition of motor vehi- cles(cid:148). The information collected in the diagnostic subsystem provides the basis for determining: (cid:150) the condition of a vehicle at moment t (serviceable/unserviceable); (cid:150) the date of the next diagnostic inspection, if the vehicle is classified as fit for use at moment t+Dt; (cid:150) if the vehicle is to be disposed of in the recycling subsystem; (cid:150) if the vehicle needs a major overhaul; (cid:150) the vehicle(cid:146)s condition at moment t-Dt, i.e. localization of its damaged parts. The diagnostic subsystem may be used for scrap vehicle disposal, consis- tent with the principles of environmental protection, as (NIZI(cid:209)SKI, WIERZBICKI 2004): 1) an element of the motor vehicle operation system in operating supersystems (Fig. 7). 150 Stanis‡aw Niziæski, Krzysztof Ligier 2) on-board diagnostic subsystem (Fig. 4, 5, 6). All modern motor-cars are equipped with an on-board diagnostic system (OBD II), where the main criterion for selecting elements for diagnosis is the risk of harmful exhaust emission (Fig. 4). The system cooperates with other systems by means of a CAN-bus (Fig. 5). It should be emphasized that OBD is not a complex diagnostic system. Carcomponentscausing Group A B C Thehighest Medium Potential emissionrisk emissionrisk emissionrisk combustionprocess exhaustgasrecirculation componentswhichdirectly misfiring system EGR orindirectlysendsignals catalyticreactor extraairsystem tothecentralprogrammer oxygensensor mixtureration allsensorsandmeasuring fuelevaporation controlsystem elements systemEVAP crankcaseventilation system Fig. 4. Graphic illustration of the diagnostic subsystem CAN Real-timecontrolbus ETC TCM ECM ABS RH Diagnosticjunction Manufacturer's KWP2000 DLC diagnosticsystem B1 B2 SAE Manufacturer's sensor Fig. 5. Example of a configuration of an in-vehicle network. Programmers of: ETC (cid:150) engine, TCM (cid:150) automatic gearbox, ECM (cid:150) servo-motor of the throttling valve position, ABS (cid:150) braking system, RH (cid:150) active suspension, B1, B2 (cid:150) other on-board programmers, DLC (cid:150) diagnostic junction The diagnostic subsystem is an element of the integrated information sys- tem for motor vehicle control (Fig. 6), proposed by (NIZI(cid:209)SKI, WIERZBICKI 2004). Fig. 7 presents an operating supersystem (e.g. a machine building works, an agricultural cooperative, a service station) that consists of systems of logistics, operation and diagnostics of technical objects, including motor ve- hicles (NIZI(cid:209)SKI 2002). Ecological Aspects of Motor Vehicle Operation 151 Z U Y S K E W Y W Y X SW XU W SP X KS S XL XN K SS SL SN O IS SI S T IU SO IL IN IY S D Fig. 6. Graphic illustration of a motor vehicle with an integrated information subsystem of control S S (cid:150) vehicle as an operating system, S (cid:150) measuring subsystem, S (cid:150) information I D P S subsystem of programmers, S (cid:150) information subsystem of logistics, operation L and diagnostics, S (cid:150) information subsystem of navigation, S (cid:150) executive subsystem, N W S (cid:150) subsystem of functional elements of the vehicle, U, Y, W, Z (cid:150) sets of inputs, outputs, E states and interferences, X , X , X (cid:150) sets of parameters of measured signals, U W Y X , X , X (cid:150) sets of values of measured signal parameters, K (cid:150) set of command signals S L N O of the operator, K (cid:150) set of command signals from vehicle system programmers, K (cid:150) set of S W control quantities, I , I , I , I , I (cid:150) information for the operator S L N U Y Two elements can be distinguished in the controlled subsystem S : 1 S (cid:150) working subsystem; PR S (cid:150) working logistics subsystem. LR The working logistics system S consists of the subsystems of: LR supply (cid:150) Z ; L transport (cid:150) T ; L utilization (cid:150) E ; L distribution (cid:150) D ; L environmental protection (cid:150) O . L The system of utilization E of fixed assets, including technical devices, L consists of the subsystems of: utilization (cid:150) P ; U maintenance (cid:150) P . O The system of maintenance of technical devices P comprises the sub- O systems of: maintenance and running repair (cid:150) P ; BP storage (cid:150) P ; P diagnostics (cid:150) D ; G medium repairs (cid:150) P ; SP major overhauls (cid:150) P . SG The control (management) system S consists of, among other, the sub- Z systems of: highest-level management (cid:150) S ; ZW production management (cid:150) S ; P product quality management (cid:150) S ; PJ 152 Stanis‡aw Niziæski, Krzysztof Ligier S O S 1 Z W UW YW S PR IPU IZW Z WL UWL S YL IZL YWL LR I LW ZL TL EL DL OL ILU P P O U PBP PPP DG PSP PSG ISD SZW S2 ISE SP I S I DD S PJ I SL S LZ I SM ZLZ TLZ ELZ DLZ OLZ S E I SP I S S M I DD S N S I S S S S S S IN IA IL IP IZ IE SIC SIT SIE SID SIO S S IR IU Ecological Aspects of Motor Vehicle Operation 153 logistics management (cid:150) S ; LZ economics (cid:150) S ; E marketing (cid:150) S ; M other subsystems (cid:150) S ; N information (cid:150) S . I The logistics management system S consists of the subsystems of man- LZ agement of: supply, transport, utilization, distribution, environmental pro- tection. The information system S of the operating supersystem S consists of I O the information subsystems of the following systems: economic (cid:150) S ; IE supply (cid:150) S ; Ifl production and/or services (cid:150) S ; IP logistics (cid:150) S ; IL administration (cid:150) S ; IA other (cid:150) S . IN The information system of logistics S includes the following sub- IL systems: operation (cid:150) S ; IE distribution (cid:150) S ; ID environmental protection (cid:150) S ; IO transport (cid:150) S ; IT supply (cid:150) S . IC Fig. 7. Graphic illustration of the operating supersystem including the systems of logistics, operation and diagnostics within the operating system: S (cid:150) operating system O (e.g. an industrial plant, an agricultural cooperative, a budgetary unit); S (cid:150) controlled 1 subsystem (working, executive); S (cid:150) control (management) subsystem; S (cid:150) working 2 PR subsystem, e.g. goods production, services, sales; S (cid:150) working logistics system; LR Z , T , E , D , O (cid:150) subsystems of: supply, transport, operation, distribution, environmental L L L L L protection; P (cid:150) maintenance subsystem; P (cid:150) utilization subsystem; O U P , P , P , P (cid:150) subsystems of: maintenance and running repairs, storage, medium BP PP SP SG repairs, major overhauls; D (cid:150) diagnostic subsystem; S (cid:150) highest-level management g ZW system; S (cid:150) production and/or services management subsystem; S (cid:150) production and/or P PJ services quality management subsystem; S (cid:150) logistics management subsystem; LZ Z , T , E , D , O (cid:150) subsystems of management of: supply, transport, operation, LZ LZ LZ LZ LZ distribution, environmental protection; S (cid:150) economic subsystem; S (cid:150) other subsystems; E N S (cid:150) information subsystem; U (cid:150) working subsystem input; Z (cid:150) working subsystem I W W disturbances; Y (cid:150) working subsystem output realized through the distribution subsystem; WL Y (cid:150) logistics subsystem output; S , S , S , S , S , S (cid:150) information subsystems of L IE IZ IP IL IA IN systems of: economics, management of the operating, production and/or services systems, logistics, administration, other; S , S , S , S , S , S , S (cid:150) information subsystems IE ID IO IT IC IU IR of systems of: operation, distribution, environmental protection, transport, supply, utiliza- tion, maintenance; I , I , I , I , I (cid:150) information about: state of external logistic LU LW PU ZL ZW supplies, state of logistic production (services) protection, state of environmental impact on production (services), level of task performance; I (cid:150) information processed by the S information system; I , S (cid:150) decisions of the highest-level management subsystem; SD DD I (cid:150) decisions made by the logistics department manager; I (cid:150) decisions made by the SL SE operation department manager 154 Stanis‡aw Niziæski, Krzysztof Ligier The information system of technical device operation S comprises the IE information subsystems of: utilization (cid:150) S ; TU maintenance (cid:150) S . IR The information system S of the operating supersystem contains all I information (I , I , I , I , I ), including logistic information, about its LU LW PU ZL ZW functioning. The information processed in the information logistics system S is directed to the logistics management subsystem S , where it is clas- IL LZ sified and sent to particular management subsystems, including the sub- system E responsible for management of technical device operation. The LZ manager of the operation subsystem makes decisions (I ) which affect the SE working element E of the technical device operation system, so as to: L (cid:150) use technical devices in accordance with manufacturer(cid:146)s recommendations; (cid:150) maintain technical devices as fit for use; (cid:150) obtain a positive result (profit) of the functioning of the technical object operation system; (cid:150) eliminate unserviceable vehicles from the subsystem and destine them for recycling. As regards information flows concerning the condition of technical devic- es in the operating system, the central position is occupied by the diagnostic subsystem D . The diagnostic subsystem D collects information about the g g condition of all technical objects functioning within the operating system. The information I about the condition of objects is sent to the information sub- ST system S of the operating system S , where the information I is pro- I O SP cessed to the form accepted by the subsystem E of device operation man- LZ agement. It should be stressed that in the diagnostic subsystem D information g about the condition of motor vehicles may be processed and supplied directly to the information subsystem S . This is determined by the organizational I structure of the information system of a given operating system. The subsystem E of technical object operation management supplies LZ reports I on the condition of technical devices to the logistics manage- SM ment subsystem S . The decisions I concerning maintenance, running LZ SE repairs, medium repairs or elimination of technical devices are also made in this subsystem. The information I about the condition of technical devices S is passed from the subsystem S to the other subsystems (e.g. S , S , LZ P PJ S ) and to the highest-level management subsystem S . Decisions I on E ZW SL maintenance of technical objects as fit for use are also made within the subsystem S . Decisions I concerning the above problems should be also LZ SD made in the subsystem S . ZW The flow of information about the condition of technical objects in the operating system is indispensable for the maintenance of technical objects (vehicles) in operation. An important task is also to protect the natural en- vironment against the harmful impact of technical objects, including motor vehicles. To attain this goal, the information on the condition of technical objects must be incorporated into the circulation of information about the