study on post-euro 6/vi emission standards in europe ...€¦ · for near zero emissions in cities...

Study on post-EURO 6/VI emission standards in Europe

Progress in Task 2.2: Development of new array of tests

Presentation to the Advisory Group on Vehicle Emission Standards (AGVES)Brussels, October 18, 2019

Study on post-EURO 6/VI emission standards in Europe2

Timeplan2 4 6 8 10 12 14 16 18

Task 1 – Review, comparison and lessons learned from other

emission regulations

Task 2 – Detailed study of EU emission standards

Task 2.1 – Evaluation of the effectiveness of current European

emission standards

Task 2.2 – Development of new and improved array of tests

Task 2.3 – Testing of various technologies and fuels with new

array of tests

Task 2.4 – Development of text of draft new and improved

tests

Meetings

Deliverables

Inception report End month 1

First interim reportAt the end of

month 6

Second interim report End month 12

Final ReportAt the end of

Month 18

Deliverable 1: Report with Review of LegislationFirst version

end month 4

Draft M6 (incl.

in 1st interim

report)

Final M 12

Deliverable 2.1: Report on evaluation of effectiveness of

emission standards

Draft M12 (incl.

in 2nd interim

report)

Final end of

Month 18

Deliverable 2.2.: Report on the development of the new array

of tests

Draft end M6

(included to 1st

interim report)

Draft M12 (incl.

in 2nd interim

report)

Final end of

Month 18

Deliverable 2.3: Results of the tests with varying technology

and fuels

Draft M12 (incl.

in 2nd interim

report)

Final end of

Month 18

Deliverable 2.4: Draft text in legal format for tests

Draft M12 (incl.

in 2nd interim

report)

Final end of

Month 18

TasksMonth

“Study on post-EURO 6/VI emission standards in Europe”

Task aim: A detailed review of the technical approach adopted in different aspects of the EU standards; create priorities for revisions to improve EU standard effectiveness.

3

WT2.1 Evaluation of the effectiveness of current European emission standards

WT2.2 – Development of new and improved array of tests

Task aim: interpret the output of WT 2.1; identify and study a potential new array of tests for both HD and LD


Guiding principles and objectives for the TA framework revision

Detailed topics and discussionLight Duty Vehicles

Heavy Duty Vehicles

The Type Approval framework

Non-regulated pollutants and their measurement

Particle emissions

Evaporative emissions

Adaptive control incl. Geofencing

On-Board Monitoring

Necessary test data

4

Contents


Guiding principles and objectives for TA framework revision

What follows is based on the current understanding of CLOVE. Evidently we will further develop the ideas and approaches in the course of the contract

5


The post Euro 6/VI Type Approval should be able to guarantee that a vehicle is as clean as possible

Under all driving conditions

Over its entire useful life

Zero (or near zero) emissions in urban areas

Guaranteed via a combination of RDE and On-Board Monitoring

6

Guiding principles and objectives


Type Approval will focus on whole vehicle testing

Laboratory testing is replaced by RDE with some exceptions

Component testing may no longer be necessary (e.g. durability or OBD - exceptions may be needed e.g. HDV and Vecto)

RDE and PEMS testing are and should remain the main TA process. It will be extended to address the above targets.

Also the Type Approval should, as far as possible,

Be simplified

Homogenised between vehicle categories7



In order to address all driving conditions and near zero emissions in cities RDE/PEMS would need to cover all

Types of driving dynamics

Types of driving distances with emphasis on short trips, cold starts and warm starts

Ambient temperatures

Altitudes

Payloads

8



Addressing all driving conditions

Via application of “severity” factors that would account for non optimal engine/ATS operation conditions in a gradual manner

With simple and transparent test data analysis and reporting

For near zero emissions in cities

Geofencing would be needed for both ICE and PHEV along with low emissions in all driving conditions

9



Currently non-regulated pollutants would need to be included in the regulations:

Gaseous pollutants

Particles

The expectation is that the above are also measured on board the vehicle with PEMS

10



Lab testing would need to be kept for some cases

LDVs: WLTP for CO2 measurement and check of compliance with the fleet based CO2 emission targets

HDVs: WHTC for CO2 measurement for input to VECTO and compliance with possible CO2 emission targets

Non regulated pollutants as long as there is no on-board measurement technology available

But all the above exceptions should be complemented/underpinned with verification in real driving

Evaporation losses11



Durability and OBD testing will need to be included in RDE

Durability testing:

Component testing and degradation factors incorporated in RDE

Increased mileage and OEM liability should be considered

OBD:

The individual OTLs would need to be reconsidered in the framework of compliance with emission limits

MIL should be retained as a means to inform the driver

OBD functionality should be demonstrated under RDE conditions

12



Investigate

Availability and feasibility of sensors

Communication systems

Reporting and analysis

Close collaboration with sensor suppliers and their associations is necessary

13

On-Board Monitoring


Light Duty Vehicles

14


LDV certification

Preconditioning

WLTC lab based • 23oC vehicle soak and start

• 14oC CO2 test

• Others – Type 6 cold etc.

RDE Requirement (CF NOx 2.1 to 1.43)• Boundary Conditions

• Correction factors for extreme operation15

LDV – Current Situation


The following are known fuel and vehicle independent issues

Cold start emissions

• WLTC (23km) compared to NEDC (11km) – dilution of cold start emissions via a longer cycle has occurred

• RDE – Urban phase <60 km/h (with boundaries)

– Contains both cold start low speed operation

– Transition from fully operational ATS, later reducing in efficiency is not well addressed

– >16km distance

High speed and dynamic operation

• RDE – speeds and accelerations limited and hence this may exclude testing of strategies for limiting catalyst system temperatures

Limited altitude operation – transition outside of 1300m threshold

Temperature limitations beyond -7oC 16

LDV – Known issues with existing testing


Phase analysis of RDE shows where light-duty diesel emissions are highest

17

Justification for further RDE extension

RDE Phase Analysis – Diesel – DOC+ Filter + NOx Control

Low temp / urban diesel emissions

challenge in isolated operation regime

(inc CF)



State of the art EU6d-temp subcompact vehicle

Load-points for WLTC, RDE moderate & RDE worst case


Justification for further RDE extension – CO

Bi-Fuel Gasoline/CNG EU6

WLTC RDE Dynamic

• Current RDE specs cover limited area of engine map

• Cold-start contribution “masked”, even in WLTC

1

10

100

1,000

10,000

RDE cold Dynamic hot

CO

Em

issi

ons

[mg/k

m]

CNG Gasoline Diesel

EU6 limit (gasoline)

EU6 limit (diesel)

0

20

40

60

80

100

120

140

160

0

50

100

150

200

250

300

350

400

0 1000 2000 3000 4000 5000 6000

Vel

oci

ty [

km

/h]

CO

Em

issi

on

s [m

g/s

]

Time [s]

Gasoline

CNG

Velocity

0

10

20

30

40

0

100

200

300

400

0 50 100 150

Vel

ocity [

km

/h]

CO

Em

issi

ons

[mg/s

]

Dynamic gasoline emissions challenge in isolated

operation regime

Low temp gasoline emissions challenge in

isolated operation regime

Vehicle B: C seg, diesel, Eu6

Vehicle A: C seg, bi-fuel, Eu6Vehicle A: C seg, bi-fuel, Eu6

Vehicle A: C seg, bi-fuel, Eu6

-50

0

50

100

150

200

250

0 1000 2000 3000 4000 5000 6000

En

gin

e T

orq

ue

[N

m]

Engine Speed [rpm]

Dynamic

RDE moderate

Full Load

WLTP RL very similar to RW RL (coast-down)


Justification for further RDE extension – NOx

• Current RDE specs cover limited area of engine map• Cold-start contribution “masked”, even in WLTC

RDE Dynamic

0

20

40

60

80

100

120

Low Medium High Extra-high

Cum

ula

tive

NO

xE

mis

sions

[mg]

Cold WLTC

Veh. 2: Gasoline

Veh. 2: CNG

Cold-start contribution=87%


0

200

400

600

800

1000

1200

1400

Urban Rural Motorway

Cum

ula

tive

NO

xE

mis

sions

[mg]

Cold RDE

Veh 2: Gasoline

Veh. 2: CNG



Low temp CNG emissions challenge

in isolated operation regime

Vehicle B: C seg, diesel, Eu6

Vehicle A: C seg, bi-fuel, Eu6

Vehicle C: C seg, diesel, Eu6


PHEV• Significantly different system architectures and control strategies from different OEMs• Engine map may only be partly covered• BUT: Can the engine be driven in the remaining operating domain? Yes, under specific conditions (extreme

accelerations, selected driving mode influencing ICE involvement – e.g. eco, normal, sport)

o RDE moderate 1=smooth, RDE moderate 2=aggressive, Dynamic=beyond regulation prescriptions


-30

0

30

60

90

120

150

0 1000 2000 3000 4000 5000 6000

Engi

ne

To

rqu

e [N

m]

Engine Speed [rpm]

PHEV 2 Euro 6Charge Sustain - Normal Mode

RDE moderate 2 (aggressive)

RDE moderate 1 (smooth)

WLTP

Full load

-30

0

30

60

90

120

150

0 1000 2000 3000 4000 5000 6000

En

gin

e T

orq

ue

[Nm

]

Engine Speed [rpm]

PHEV 1 Euro 6Charge Sustain - Normal Mode

Dynamic

RDE moderate 1 (smooth)

WLTP

Full load


a) OEM is responsible for developing vehicle in-line with regulatory expectations and signs a commitment to (near) whole-map emissions control

b) TA process based on pollutants and GHG testing in the lab with on-road RDE validation to show compliance in the majority of driving conditions

c) RDE for ISC by the OEM

d) MaS and Third-Party In Service testing likely to focus on SORDE type of testing

e) MaS and Third-Party In Service testing includes no OEM involvement, unambiguous execution, transparent results and without restriction to the coverage of normal use

22

Test logic in this project


New and improved selection of tests for Post Euro 6 to address the challenging regions of the practical operating envelope of light-duty vehicles

WLTC – CO2e (GHG) and additional pollutants [TA]

Current RDE – Emissions Certification [TA]

Specific Operation (SORDE) RDE to cover all elements of normal driving [in-use testing: ISC / 3rd

party etc]

SORDE duration may be short and expanded so any trip would be valid and may include for example

• Urban operation for cold start, low load congested and aggressive driving

– Short distances

– Lower temperature start

– (a) Aggressive driving from cold start; (b) mild driving from cold

• Operation including ATS regeneration (also for Ki development)

• Operation targeting harsh accelerations & high speed operation

• Operation targeting high altitude for robust calibration23

Test Procedures used in this project


Heavy Duty Vehicles

24


Current situation of real world emissions from EURO VI HDVsEURO VI brought high benefits in emission levels in many real world traffic situations.Massive drop in average real world NOx and PN compared to EURO V.

25

Analysis of Current situation

Source: HBEFA 4.1 on www.hbefa.netnote: results shown for 50.000 km odometer reading, deterioration discussed later

http://www.hbefa.net/


PEMS tests seem to be more demanding compared to engine WHTC test.Avg. WHTC weighted hot+cold ~ 250 mg NOx/kWh (TA data); Avg. hot phase of PEMS tests of 29 EU VI HDVs ~390 mg NOx/kWh (3rd party tests)

PEMS tests shall be main instrument for maintaining low emissions in post EU VI.

Test data used to identify open issues, e.g.:

Some vehicles show high NOx levels at short sub-cycles at lower load(20 minute sub-cycles shown in figure from differentHDV PEMS tests, 4 of the total 21 HDVs are

responsible for all entries above 1000mgNOx/kWh)

26

Open issues in real world emissions EURO VI (1/3)



In specific HDV missions several vehicles show high emissions even over the normal daily operation (city buses, garbage trucks,..).

Reasons for high emissions may be calibration, malfunctions, deterioration, …MIL was not activated at any HDV test shown here.

Low load and shorter distances need to be better covered in Post EU VI RDE testing.

OBD effectiveness shall be monitored also in RDE tests


• Tests on yet 3 vehicles with mileage above 500.000 km indicate increase in NOx by factor 2.5. Different for different brands.

• On average one cold start emits same NOx as 100 km hot urban driving.Figure shows cold start extra emissions [g/start] from PEMS in more than 100 EU VI HDVs. Variation between makes and models is much larger than due to start temperature and vehicle size.

Durability and cold starts are relevant.

28



Current Euro-VI PEMS evaluation removes relevant emission data.

Especially urban emissions of HD vehicles excluded from ISC PEMS evaluation (10% power threshold does not resolve this issue).

29

HD ISC PEMS test evaluation

highest window from monitoring data

PEMS ISC result on the same data

typical heavy-duty results

dataexclusion fromevaluation steps

Separate urban ISC HD test would

need to be developed to ensure low emissions in urban driving.

urban motorway


Future RDE methods shall cover normal operation in a representative manner for the relevant vehicle categories.

Low load and cold start should be covered better in RDE test procedure by adjusted evaluation method with extra limit for urban + cold start part.

Extended boundary conditions (temperature, altitude, others if remaining) should be allowed in PEMS to avoid loopholes. Limits may be linearly increased outside of “representative areas”.

OBD and/or OBM type approval should be related to OTLs in RDE tests. Combination with durability tasks and coverage of total useful life suggested (extend mileage)

For a verification of OBD-signal related results in RDE alternative options should be introduced (e.g. external rpm sensor and torque from CO2 and FCMC map interpolation)

Engine type approval: RDE tests + WHTC + Fuel map test (FCMC) seem to be sufficient.30

New logic used in this project


Engine testbed and Chassis dyno for CO2

Test bed testing (chassis dyno vs. engine test bed) can hardly be aligned between LDV/HDV, as long as for HDV the engine is type approved

RDE for emissions certification of Air Pollutants

RDE for emissions verification of GHGs

Alignment of boundary conditions (temperature, altitude, driver characteristics,...) for RDE

Short and long SORDE approaches both allowed

Same species controlled

Regulated and unregulated

Metrics under discussion: g/km, g/km/ton, etc.

Emission metrics for HDVs has to consider weight and size variability31

Common Approach between LDV and HDV


The Type Approval framework

32


Parties TA Certification(pre-production)

COP(degreened)

ISC(up to 100 Mm)

MaS(up to 100 Mm)

European Commission Random Assessment of GTAAsat least once every 5 years

Production roll out and on-road vehicles

OEM Certificate of Conformity in production roll-out vehicles

Testing on 3 vehicles only if judged necessary

5% of ISC families per OEM per year(min 2 families)

Mandatory: Type 1, 1A (GTAA); Optional: 1A (OEM), Type 4, 6

GTAA Certificate of TA in pre-production vehicle

MaS Authority All emission type tests

20% of vehicle types from MaSAs that do >5 /year

(min 1/40 000 sales)

Accredited laboratories or technical services(2018/1832)

May perform ISC tests and report using the Electronic Platform

Recognised 3rd Parties(2018/858)

May perform emission tests to inform GTAA

33

Current emissions compliance framework - LD


Parties TA Certification(pre-production)

COP(degreened)

ISC(useful life)

MaS(useful life)

European Commission Random Assessment of GTAAsat least once every 5 years

Production roll out and on-road vehicles

OEM Certificate of Conformity in production roll-out vehicles

Testing on 3 vehicles only if judged necessary

X% of ISC families per OEM per year(min X families)• Mandatory RDE & lab tests• GHG Verification• Report using the Elec Platf

GTAA Certificate of TA in pre-production vehicle

MaS Authority Sufficient coverage of market vehicles

• SORDE type tests• Report using the Elec Platf

Independent testing by accredited laboratories

Third-Party In-Service (TPIS): • SORDE type tests• GHG Verification optional• Report using the Elec Platf

34

Future emissions compliance framework - LD


First draft of a schematic picture of future tests (red edges show new elements)

35

First ideas on New test Scheme(Common approach LD, HD)

TA Test bed

GHG&AP* Labelling

RDE PEMS

GHG&AP* limits OBD function OBM function

COP Test bedDemand for CO2 (e.g. HD engine) CoP?

ISC (RDE)

MaS (SORDE)

TPIS (SORDE)GHG&AP* Verification Durability incl. OBD+OBM+OBFCMGHG&AP*limits

On-Road

Test bed PEMSAlign?

In lab Engine (or vehicle) On road vehicle

In lab Engine (or vehicle)

*) Includes new emission species


Non-regulated pollutants and their measurement

36


Some emission species are more harmful than the others. Cars and vehicles contribute significantly to ambient concentrations of some emissions. Moreover, primary emissions transform into secondary products. Relationship: Mobile-source emissions Ambient concentrations Adverse health and environmental effects.

In the EU, CO, THC, NOx and PM and non-volatile, “solid” particles (sPN, >23nm) are regulated. NH3 limit of 10 ppm applies to Euro VI diesel and gas engines. Some emissions are regulated indirectly through fuel quality (e.g. SO2, benzene and PAH).

In the US, emission standards cover also methane, N2O, formaldehyde and NO2

emissions. Key mobile-source air toxics (MSATs) defined by the U.S. EPA 2007 rule cover benzene, 1,3-butadiene, formaldehyde, acetaldehyde, acrolein, polycyclic organic matter, naphthalene, diesel exhaust and gasoline PM.

37

New emission species – background (1/2)


Health Vegetation/Acidification/

Eutrophication

Global Warming

Air quality limit &National Emission Ceilings Directive (NECD)

Carbon monoxide (CO) X x/-/- 10mg/m3, max daily 8h mean & NECD

Non-methane volatile organic compounds (NMVOC) X x/-/- X NECD

Methane X

Formaldehyde, acetaldehyde, acrolein X x/-/-

1,3-Butadiene X X/-/-

Benzenes, toluene, xylenes Xc X/-/- Benzene: 5µg/m3, 1 year

EthanolNOx/NO2

X x/x/x NO2: 200µg/m3 1h aver.; 40 µg/m3, 1 year av. & NECD

Nitrous oxide (N2O) X

Ammonia (NH3) Xc -/x/x NECD

Ozone, ground-level by VOCsa, CO, NOxX x/-/- X 120µg/m3, max. daily 8 h mean

Ozone depletion in stratosphere by N2O X X

Carbon dioxide (CO2X

Sulphur dioxide (SO2) X -/x/- 350 µg/m3 1 h; 125 µg/m3 24 h & NECD

Particulate matter (PM) Xc PM2.5: 20µg/m3 1 y av.; PM10: 50µg/m3 24h; 40µg/m3 1 y NECD

PM related secondary aerosols (SOA, SIA) Xc

Particle number emissions (PN) X

Priority PAHs X 1ng/m3 1 year av.

Black carbon (BC) X X NECD

Semivolatile organic compounds (SVOC) Xc

Heavy metals X As 6ng/m3, Cd 5ng/m3, Ni 20ng/m3, Pb 0.5µg/m3 (1 y) & NECD

POPs, PAHs, dioxins, furans, PCBs, HCB X NECD

Cyanides X

Isocyanic acid38POP=persistent organic pollutants PCB=polychlorinated biphenyls, HCB=hexaclorobenzene

New emission species – background (2/2)


Example of Euro 6a cars at -7 °C using different fuels compared with Euro 2 diesel.

39

New emission species – challenges

Research report VTT-R-04494-16

Diesel

Euro 2

Diesel

Euro

6a

Induced by emission controlsystems

Methane:May elevate with CNG, E85

Formaldehyde:May elevate w/o proper ATS


Gaseous new species Outlook (1/2)

TopicCurrent

situation

Post-Euro 6 step

Proposed directionInvestigation steps

and input

Tests to be conducted

Exhaust property to be measured

NMOGPartially covered

Potential revision. THC revision to NMOG.**

Input from CLOVE and international studies.

Focus on RDE measurements.

NO2

Partially covered

Potential revision.Currently with NOx, but limit may be too high.



Ammonia (NH3) Not covered

To be included. New research found urban vehicular NH3 emitted

together with PM etc. to form secondary aerosol.



Nitrous oxide (N2O)*

Not coveredTo be included. Strong GHG.*

Input from CLOVE and international studies

Focus on RDEmeasurements.

Methane (CH4)* Not coveredTo be included. Strong GHG.*



Formaldehyde Not coveredTo be included.

Extended fuel portfolio may rise risks.



*) GHG: N2O and CH4 are strong GHGs contributing to global warming. N2O and CH4 could be covered individually or through CO2e.

**) Non-methane organic gases.


Sampling configuration

CVS yes

Tailpipe only? Input from CLOVEDepends on

other decisionsTailpipe yes

Emission limits

Depends on the other outputs.

Technologies (and fuels) to be measured

Gaseous new

emission species

Large coverage

Common approach:1. Measurement methods2. Sampling3. Emission limits

Input from CLOVE and international situation

Depends on other decisions

LD and HD differences

Gaseous new

emission species

Similar analytical methods.

Common approach: 1. Measurement methods2. Sampling3. Emission limits

Input from CLOVEinternational situation

Depends on other decisions

41

Gaseous new species Outlook (2/2)


Already limited (indirectly) from mobile sources

Other challenges and notes

Next higher priorities

Acetaldehyde Important for ethanol fuelled vehicles

Ethanol Indirectly limited through HC emission standard

Isocyanic acid, cyanides Difficult to measure (exhaust concentrations tend to be lower than detection limits)

Lower prioritiesOzone Difficult to measure. Easier to limit through VOC and NOx.1,3-Butadiene Low ambient concentrations and exhaust emissions. Easier

to limit through fuel olefin content. Acrolein Related to 1,3-butadiene emission (secondary product). Semivolatiles (SVOC) Difficult to measure. Not covered by NMOG.Benzene, PAH, SO2 Fuel quality standardToluene, xylenes May contribute to secondary aerosol formation. Could be

limited through fuel quality. Secondary aerosols (SOA, SIA) Difficult to measure, could be limited thorough precursors. Black carbon Limited through PM, PN limitsAs, Cd, Ni Primarily from other than mobile sources.Lead (Pb) Fuel quality standard.Dioxins Theoretically possible to be by mobile sources. Fuel and oil

chlorine considered (vs fuel Cu prohibition).

42

Other relevant species


In the future, further changes, either in vehicle and exhaust after-treatment technologies, fuels, additives or lube oil may lead to the emissions that are not considered today.

“No harm testing” program could be an option: selected sample of new technologies studied annually by research organisations?

43

Possible option: ”No harm testing”


Laboratory a Exhaust sample RDE (on-vehicle) potential

NO2 CLD (calculated NOx-NO) Diluted exhaust No

NDUV Diluted exhaust YesQCL Diluted exhaust PromisingNDIR Diluted exhaust ModerateFTIR Raw exhaust Promising

NH3 LDS Diluted exhaust YesQCL Diluted exhaust PromisingFTIR Raw exhaust Promising

N2O CG-ECD (electron-capture detector) Diluted exhaust No

QCL (laser IR) Diluted or raw PromisingNDIR Diluted exhaust YesFTIR Raw exhaust Promising

Methane GC-FID (flame ionization detector) Diluted exhaust Low NMC-FID (non-methane cutter) Diluted exhaust Yes

FTIR Raw exhaust Promising Formaldehyde, acetaldehyde DNPH & HPLC (UV/DAD) Diluted exhaust Low

PTR-MS (Proton Transfer Reaction) Diluted exhaust Low

FTIR Raw exhaust PromisingEthanol Impinger & GC

PASPTR-MS

Diluted exhaust Low

FTIR Raw exhaust Promising

44

Current Status of Measurement Techniques

a) In the GTR-15 A5 proposal (FTIR only for aldehydes and ethanol).


Particle Emissions

45


Current situation:

• Laboratory: PM & SPN23 emissions currently regulated (LD: CVS, HD: Partial or Full-flow dilution system)

• On-road (LD only): SPN23 emissions currently regulated (tailpipe)

Challenges for the next regulation step:

Sub-23 nm SPN emissions

Total PN emissions (solid and volatile)

Secondary aerosol

Non-exhaust particulate emissions (brake wear)

46

Particle Emisions


47

Exhaust aerosol is not only “solid”

These are regulated (SPN23) This part (secondary aerosol)

is not regulated, but affects AQ more than the PN limited

This mode (TPN) tends to dominate roadside

particle number

Tailpipe (ms to s) … Roadside (s to min) … Urban Environment (h)


Challenges - Sub-23nm SPN emissions

Some technologies (red area) are compliant to the current limit based on SPN23 emissions, but would exceed the regulatory threshold if SPN10 were measured instead. Examples:

CNG Van w/ TWC

GDI w/ uncoated GPF

Sub-23 nm SPN to be included in the next regulatory step

Current technology mature for SPN10

Further investigation is needed for sub-10 nm.

Input from H2020 project DownToTen


Challenges – TPN and secondary aerosol

Volatile and semi-volatile particles constitute a significant and possibly hazardous fraction of exhaust aerosol.

TPN emissions depend on sampling and dilution conditions TPN excluded from current regulation due to repeatability and reproducibility issues

TPN to be considered for the next regulatory step. Development of a specific measurement methodology is required.

On-going studies on secondary aerosol with promising results, but technology not mature for regulation purposes.

Not to be included in the post-Euro 6 step

Correlation with regulated gaseous emissions should be further investigated


Challenges – Non-exhaust particle emissions

Non-exhaust particles are expected to dominate vehicular PM2.5

emissions

On-going study for brake wear particles under the PMP

Tyre wear particles: no appropriate methods available

Brake wear particles to be considered for the next regulatory step

Specific measurement methodology should be developed based on PMP output

Remark: component and not engine-related emissions

0

100

200

300

400

500

2000 2010 2020 2030 2040 2050

kt P

M2

.5

Inl. vessels + ships

Agric. + forestry machines

Construction machines

Rail - diesel only

Other non-road machinery

Heavy trucks - diesel

Cars and light trucks - gasoline

Cars and light trucks - diesel

Mopeds + Motorcycles

Buses + all other

Tyre, brake, abrasion

Non-exhaust


Particles Outlook (1/2)

TopicCurrent

situation

Post-Euro 6 step

Proposed direction Input neededTesting effort needed from

the consortium

1. Aerosol property to be measured

PM Covered Can be excluded -

-

SPN23 Covered Revision (sub-23 nm and TPN) -

Sub-23 nm SPN Not coveredCut-off size at 10 nm. Investigation

for even lower cut-off.

Input from PMP, H2020 projects (DTT, PEMS4Nano,

Sureal-23) and JRC

Sub-10 nm SPN with focus on losses and artifacts of sampling

system

TPN Not coveredTo be considered for inclusion (also

sub-23 nm)Input from H2020 projects

and JRC Determination of sampling and

dilution conditions

Secondary aerosol Not coveredToo early to be included in

regulationInput from H2020 projects -

Brake wear PM & SPN

Not covered To be included Input from PMP -


Particles Outlook (2/2)

TopicCurrent

situation

Post-Euro 6 step

Proposed direction Input neededTesting effort needed from

the consortium

2. Sampling configuration

CVS yes

Tailpipe only - -

Tailpipe yes

3. Technologies to be measured

All topicsPM and SPN23

for CI and DI-PI only

Common approach for all technologies and fuels on:

1. Measured properties2. Sampling configuration

Input from H2020 projects and JRC

-

4. LD and HD differences

All topicsSeparate regulation

Common approach for LD and HD on:

1. Measured properties 2. Sampling configuration3. Technologies and fuels

Input from H2020 projects and JRC

-


Evaporative Emissions

53


• Running lossesCurrently not regulated in the EUNo experience in Europe – no SHED with chassis dyno availableCan be significant due to high temperature build-up in the fuel tankDT (from ambient temperature) ranging 2-8 °C for 1hour trip (JRC tests) and increasing with driving time

• Refuelling emissionsMost gas stations (over 500 m3 annually) are Stage II compliant in the EUCertification efficiency is 85% but may be lower in practice (depends heavily on facility maintenance)High investment and maintenance costsORVR (on-board refueling vapour recovery): higher efficiency (>95%) + lower costORVR already in place in US, China, Brazil

54

Open issues in evaporative emissions (1/2)


• Diurnal emissionsCurrent procedure (and limits) covers a good part of typical EU driving and parking conditionsEmissions under extreme conditions not sufficiently controlled, e.g.:- very short trips (purging might not be sufficient)- very high ambient temperatures (heat waves become more frequent in Europe, parking duration may increase in summer)

• LeakagesLeaks not detected in the EUUS data show that ~3% of vehicles have leaks greater than 1mmEmissions can be significant (several grams per day) depending on sizeOBD check to identify leaks above a certain size

55

Open issues in evaporative emissions (2/2)


TopicCurrent

situation

Post-Euro 6 step


and inputTesting effort needed from the consortium

Evaporation sources and mechanisms

Diurnal

CoveredPotential revision.

Depends also on ORVR.

Technology (carbon canisters) used for ORVR

might be sufficient to meet more stringent

limits

See below (refuelling)

Hot soak

PermeationCovered under diurnal and hot

soak– – –

Running losses Not coveredProbably not necessary

to be included in regulation

Experience from the US (RL not measured for

vehicle certification) and Europe (JRC tests)

Fuel tank temperature profiles during driving

RefuellingPartly covered

(Stage II)ORVR

Experience from the US and China

SHED tests with ORVR equipped vehicles

Leak Not coveredTo be included(OBD leak test)

EPA and CARB studies on potential impact

-



TopicCurrent

situation

Post-Euro 6 step


and inputTesting effort needed from the consortium

Emission limits

Diurnal test (possible revision) and ORVR (new limit): depends on the output of ORVR investigation

Running losses No emissions limitLimit on fuel tank

temperature build-up (over RDE)

See topic 1 –

Technologies (and fuels) to be measured

All aspects of regulation

Diesels are excluded

Common approach for all technologies and fuels

(diesel possibly excluded)

Input from international situation

Temperature build-up in diesel fuel tanks

LD and HD differences

All aspects of regulation

LD onlyInclusion of HDVs (CNG, LNG) to be considered

Input from international situation

–



Adaptive control incl. Geofencing

58


Adaptive, learning vehicle control

New, emerging technologies, require different types of emission testing:Geofencing (e.g., zero emission driving only in specific regions)

Adaptive cruise control, active safety systems, and automated driving

Far ahead looking engine and emission control from, e.g., satellite navigation over a full trip, and fixed routes

Future technologies based on connected cars, mobility-as-a-service, etc.

Generally, lie outside current RDE boundaries, because of route and vehicle useadaptive, learning control will also interfere with AES declarations: the same vehicle model may perform differently on the same RDE test, based on the differences in (learning and use) history of the vehicle.

Options for types of adaptive control and the necessary testing:“as advertised”: OEM will declare new functionality (e.g., geofencing) and makes the basic (i.e., “on/off”) information available on-board.

“integrated”: the vehicle will report basic emission benefits of controlled driving (with respect to uncontrolled driving) through (validated) On-Board Monitoring.

“no harm”: A learned and controlled vehicle shall not perform worse on emissions than a default and uncontrolled vehicle on the same relevant trip parts, and use types, of the ISC/RDE tests.

Distinguish technologies self-reporting environmental benefits and non self-reporting


Geofencing

The example of (P)HEV driving electric in environmentally sensitive areas

Challenge: check if electric driving is engaged in all geofencing areas at all timesGeofencing areas might change over time

Software updates

Requirements depend on technology: map based or connected carOEM declaration to respect geofencing (and its updates) and engage zero emission driving

“On/off” information available on-board. Enables checks by driver

Recorded by On-Board Monitoring to enable check with geofencing data


For non self-reporting technologies: “no harm” approach

Necessary investigation on no-harm: generic matching of emissions tests of parts of “controlled driving” with corresponding parts of RDE tests.

Special Operations coverage in RDE (SORDE) examples to be developed:

(LD adaptive) cruise control (i.e., below RDE RPA limit) test of more than X kms should not produce higher emissions than subsequent X kms driver operation at the same velocity.

Repeated fixed route operation should not increase emissions.

Relevant segment comparison of emission tests.

How to compare “controlled” tests with operations in the RDE variant: minimal length, maximal deviation, etc.

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Testing adaptive, learning control vehicles


On-Board Monitoring

62


OBD: diagnosis of emissions-related component malfunctions insufficient for emission monitoring

OBM: direct and continuous monitoring of emissions

Simplification and homogenization of emission monitoring

Applicable on both LD and HD vehicles

Securing lifetime low emissions

Lifetime durability

Real world performance, under all driving conditions

Short time between detection (malfunction, tampering etc.) and repair63

OBD and OBM


Challenges to be addressed for the OBM:

Emission data tracking from devices and sensors (physical or virtual) sensor evaluation and testing

Emission data recording, storage, retrieval, reporting and collecting from the vehicle (OTA by OEM and/or directly to the EC, Member State’s (PTI), via tachograph file (HD), “Ad-hoc”, etc.) input from OBFCM (SR5) and DIAS (H2020) activities

Emission data processing and browsing of the results

64

OBM


Sensors

OBM of GHG and/or pollutant emissions: an important topic-area towards lower vehicular emissions based on real-world emission data. Example: OBFCM for EU LDVs.

Exhaust sensors: key-parts of OBM system to secure lifetime emissions (maintenance, tampering, real-world emissions performance and life-time durability).

NOx, PM Existing sensors (in the market) – short-term

PN, NH3 Under development, available with limitations – mid-term

CO, HC, CH4, N2O etc. → Needed sensors – long-term


Real-time measurement

Continuous sensor signal (versus the cumulative signal of resistive technology sensors)

Low effect of exhaust gas composites on sensor signal

Good correlation with reference equipment

Relatively high running-in duration

66

Example of electrostatic PM sensor evaluation


Sensors Testing - Objectives

The target of the activity

Is it possible to use (physical) sensors to continuously monitor regulated and non-regulated emissions over the current and future limits?

Accuracy to reference laboratory equipment?

Limitations, etc.?

Steps: Test state-of-the-art sensors, evaluate limitations, explore the technical feasibility

Investigate/evaluate sensor technologies under development

Investigate sensor technologies from other sectors


Sensors and technologies


OBM to reduce ISC test burden and improve lifetime emission coverage

PEMS test to validate quality and functioning of the OBM system

Uncertainty margin of OBM results determined from validation tests and statistics

OEM can submit OBM results to GTAA for ISC requirements with the margin below the limit

Independent parties can test OBM quality and normal use coverage

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OBM for mandatory ISC, but reduced test burden


Necessary test data

70


Required test data – Technology +Species - LDV(1/3)

Vehicle Fuel ATS System Purpose

Passenger Car Gasoline TWC + CGPF Mild Hybrid Application as high volume in vehicle parc

Passenger Car/ Light Duty Van

Diesel DOC+SCRF+SCR/ASC Larger vehicle with major Diesel share

Passenger Car Gasoline TWC + GPF PHEV

Passenger Car Gasoline TWC + GPF HEV

Passenger Car Bi-fuel (CNG) TWC Natural gas

Passenger Car Ethanol TWC + GPF Alternative Fuel

Species Technique (any) Species Technique (any)NH3 FTIR/QCL Isocyanic Acid MSNO FTIR/QCL Cyanides FTIRNO2 FTIR/QCL Total PN DTTN2O FTIR/QCL Black Carbon MSSCH4 FTIR Sub 23nm DTT >4,>10nmAldehydes DNPH+HPLC/FTIR PAH HPLC

Chassis Dyno or Vehicle (where possible) Measurements

LDV Technology


Required test data – Technology +Species - HDV(2/3)

Company Vehicle Fuel ATS System Purpose

City Bus Diesel DOC+DPF+SCR/ASC Range of HDV readily available

and common technology

Rigid Truck Diesel DOC+DPF+SCR/ASC

Tractor Unit Diesel DOC+DPF+SCR/ASC

City Bus NG TWC

Tractor Unit Diesel/NG DOC(MOC)+DPF+SCR/ASC

HDV Technology


Required test data – Cycles (3/3)

Cycle Chassis Dyno

Chassis Dyno T (oC)

Road Road T (oC)

WLTC/WHTC Yes 23 No ---

RDE Yes T match road Yes Ambient

Urban Yes -10 & +35 Yes Ambient

Harsh Accel & High Speed

Yes -10 & +35 Yes Ambient

Regeneration Yes -10 & +35 Yes Ambient

High Altitude If possible If possible Yes Ambient

Testing – Road and Chassis Dyno

Sensor Testing – Engine on Testbed

Cycle Conditions Temperature(oC)

WLTC Full ATS, tampered ATS 20-25

RDE Full ATS, tampered ATS 20-25

Steady-state Points corresponding to low, medium, high vehicle speed

20-25

• Targeting the evaluation of sensor accuracy, robustness etc.

• Parallel measurement with PEMS or reference (lab) equipment


On behalf of the CLOVE consortium: Thank you!

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study on post-euro 6/vi emission standards in europe ...€¦ · for near zero emissions in cities...

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