EURO 5 step for L6e-B and L2e-U - CIRCABC · average temperature during WMTC test cycle),...

EURO 5 step for

L6e-B

and

L2e-U

ACEM / EQUAL position

EURO 5 step for L6e-B


Context

L6eB quadricycles global European market : less than 20 000 vehicles/year, vast majority fitted with CI engines

These diesel engines limited in capacity (500 cc) and in power (6kW)

Quadricycles manufacturers do not develop engines. These are originally designed for industrial purposes (pumps, compressors…)

3 main engine suppliers (Lombardini, Kubota, Yanmar)

Pollutant emission limits:

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• Euro 4 step can be reached with current engines technology • Step up to Euro 5 would require major technological advances

(particulate filters, EGR, Nox trap…)

Technological issue

Exhaust aftertreatment systems are essential to reach Euro 5 values: due to low power and therefore low combustion temperatures (200 c° average temperature during WMTC test cycle), particulate filters cannot be regenerated.

Electronic fuel injection with a common rail system doesn't in itself provide any improvement since: • Combustion efficiency remains low at a maximum power of 6 kW

• The power absorbed by the high-pressure pump (around 1500 b) diminishes overall engine efficiency, since maximum power is still just 6 kW

• Electronic systems can manage the after treatment process, but the temperature is still too low for it to be effective

Strong impact of new WMTC test cycle and cold-warm Weighting Factors

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Economical issue

Considering the stringent Euro 5 requirements (limits, cycle), in combination with the power/ maximum speed limitations,

and considering that conventional depollution devices are not suitable:

Complete engine* redesign would be necessary

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*current engines are primarly developped to comply with « Non Road Mobile Machinery » which requirements are less stringent than those of Regulation 168/2013

very negative cost-effectiveness (High R&D investments vs Market size limits)

Proposed solution

MS and EC confirmed the forecasted agenda for the implementation of Euro 5 and the strong stance to keep its pollutant emissions levels.

Options by legislation: Diesel = impossible (technology/economical limit)

Electric = already partially available (battery cost limit)

Gasoline = impossible (50cc limit)

However: need to keep “technology neutral” approach

Need to modify Regulation 168/2013 Annex I to allow the use of adapted

gasoline engines

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Modification of Regulation 168/2013 Annex I - explained

Regulation 168/2013 authorises the use of petrol engines of up to 50 cm3, a relic of old legislation that is not adapted to the weight of quadricycles (742,5 kg = MRO+options+driver+occupant+payload): even at very high engine speeds (high consumption, noise pollution, and emissions levels), the needed power and torque cannot be reached.

By increasing this limit to a greater engine capacity (see next slides), while maintaining the same power (6 kW) and speed limit (45 km/h) , manufacturers could replace current diesel engines with modern, Euro 5 compliant petrol engines

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Contour of the proposal:


Efficiency of the proposed solution:

Widespread availability of "off the shelf" products (guarantees competitive pricing)

These engines can comply with Euro 5, since emissions control technology is easier to install.

Engine torque would be adapted to the weight of the vehicle, ensuring comfortable and safe operation (easy to start/move in traffic).

Considering the Euro 5 lead time, adapting engine blocks to the features of these vehicles and their usage would be technically achievable and the SMEs that manufacture quadricycles would be able to afford the necessary R&D investments.

Anticipation of the gradual ban on diesel engines in urban areas put forward by many European cities

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Acceleration rate (torque) as a parameter to assess engine capacity

Acceleration rate should be sufficient to move the vehicle, which can weight up to 742,5 kg

Current acceleration rate of CI engines (ca. 20 Nm*) should be considered as a reference regarding the balance between max power – max speed – masses and dimensions.

To reach normal acceleration at normal engine speed, the max. engine capacity should be 300 cc for 4-stroke PI engines (gasoline or clean, alternative fuels such as LPG and CNG).

* See slide 17-18


L6e-B Current definition

L6e-B Proposed Evolution

Masses and dimensions 425 kg MRO, 3m x 1,5 m 425 kg MRO, 3m x 1,5m

Max power 6 kW 6 kW

Max speed 45 km/h 45 km/h

Max engine capacity 500 cc (CI engine) 50 cc (PI engine)

500 cc (CI engine) 300 cc (PI engine)

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L6e-B

M1 Renault Twingo specs comparison (no legal limits)

993 kg 3,6mx1,65m

66 kW

> 130 km/h

898 cc (135 Nm torque)

EURO 5 step for L2e-U

ACEM position

Context

The annual sales of L2eU utility 3-wheeled mopeds in EU are around 2.500 units (2015 sales)

Ape 50 Piaggio, the most representative vehicle of the category, is fitted with a 2-stroke 50cc PI engine

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Pollutant emission limits:

Need to move towards 4-stroke technology to

comply with Euro 5 steps

• Step up to Euro 5 is impossible, even with major technology upgrade on 2-stroke engines.

Proposal to increase max engine capacity

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Diesel technology has limitation (see argumentation L6eB) Electric = already partially available (battery cost limit) Maximum engine capacity (50cc) allowed for 4-stroke gasoline engines is

too small: limited torque (vs 2-stroke) vs weight MRO (270 kg) + driver (75 kg) + pay load (300 kg) up to 645 kg

This 50 cc limit is a relic of old legislation that is no longer adapted : very high engine speeds would be needed to reach the required power, resulting in high consumption, noise pollution, and emissions levels.

Solution proposed: modify the classification criteria in Annex I Reg. 168/2013 to increase the max engine capacity to 200cc to allow the use of 4-stroke PI engines (gasoline or clean, alternative fuels such as LPG and CNG).


L1e L2e-U L2e-U Proposed Evolution

Masses and dimensions

Av. MRO: 100 kg 270 kg MRO Up to 645 kg

270 kg MRO, Up to 645 kg

Max power 4 kW 4 kW 4 kW

Max speed 45 km/h 45 km/h 45 km/h

Max engine capacity

50 cc (PI engine) 500 cc (CI engine) 50 cc (PI engine)

500 cc (CI engine) 200 cc (PI engine)

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To compensate for heavy pay load and switch to 4-stroke technology L2e-U


993 kg 3,6mx1,65m

66 kW

> 130 km/h


Summary L2e-U and L6e-B proposal


Modification of Regulation 168/2013 Annex I - summary

L2e-U Proposed evolution

L6e-B Proposed evolution

Masses and dimensions

270 kg MRO, Up to 672 kg

425 kg MRO Up to 742,5 kg

Max power 4 kW 6 kW

Max speed 45 km/h 45 km/h

Max engine capacity

500 cc (CI engine) 50 200 cc (PI engine)

500 cc (CI engine) 50 300 cc (PI engine)

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Vehicles limited in mass, dimension, Power (< 4 or 6 kW), Speed (45 km/h) and engine size (< 200cc/300cc) will still be considered as 3 wheeled mopeds / Light Quadricycles (not “quasi-cars”) as they will maintain the same performance as today.

L1e

Av. MRO: 100 kg

4 kW

45 km/h

50 cc (PI engine)


993 kg 3,6mx1,65m

66 kW

> 130 km/h


ANTI TAMPERING

97/24, 2002/24 = No anti tampering provisions for L2e-U and L6e-B

168/2013 introduced robust anti tampering provisions, fully applicable to L2e-U and L6e-B from Euro 4 step:

Annex II to RVCR (44/2014) !

Annex XVIII to RVFSR (3/2014), including redundancy requirement !

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Annex (1 / 2 pages)

Datas (quadricycle Euro 4 – 6 kw, 479 cc CI engine)

M Mass ( kg) 575

S Front surface (m2) 1,925

Cx Aerodynamic coefficient 0,35

T Global speed transmission ratio 7,11

P Tyre circonference (m) 155/65 R 14 1,699

R Running resistance force (kg/ton) 8

V speed (km/h) 45

rpm Engine speed (rpm) 3139

rb Gearbox efficiency 0,80

rv Cvt efficiency 0,70

Fa Aerodynamic resistance force (N) Fa = 0,5 * 1,2 * S * Cx * V²

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GLOBAL RESISTANCE

(N)

Fr Rolling resistance force (N) Fr = R* M* g

45 POWER ABSORBED (kW)

ENGINE TORQUE

(Nm)

Fp Gradient resistance force (N)

Fp=M*g*% Gradient

(%) Angle (°) Fp (N)

FG=Fa+Fr+Fp PA=FG*V/3,6*rb*rv C=PA/rpm

0 0,000 0 108 2,4 7,4

2 1,146 113 221 4,9 15,0

3 1,718 169 277 6,2 18,9

4 2,291 225

334

7,4 22,7

6 3,434 338 446 10,0 30,3

8 4,574 450

558 12,5 37,9

10 5,711 561 670 14,9 45,5

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Annex (2 / 2 pages)

Data demonstrate that a quadricycle running at 45 km/h with 2 people on board needs at least a 18,9 Nm torque and a power of 6,2 kW to keep this speed when the gradient of the road is 3 %

Because of the limited power, then the speed is considerably affected if the gradient raises

This may cause a sudden drop of the speed, which can provoke a real danger for the driver and passager regarding the average speed of others vehicles

To ensure a sufficient ability of the vehicle to move securely, a 20 Nm engine torque is necessary

To provide this value at a normal engine speed rotation, the engine capacity must be 300 cc.

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Thanks for your attention!

EURO 5 step for L6e-B and L2e-U - CIRCABC · average temperature during WMTC test cycle),...

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