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

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

WT1.0: Review of international automotive emissions regulations in light of an enhanced EU regulatory context

Presentation to Advisory Group on Vehicle Emission Standards (AGVES)Brussels, 2019-10-18


1. The “Study on post-EURO 6/VI emission standards in Europe (part A)”, aims to provide the European Commission with the technical background required for the next generation of a regulatory framework for vehicle emissions control

2. In particular WT 1.0 presented here focuses on:

Reviewing current/upcoming emission legislative developments and approaches in major automotive markets around the world

Performing their critical review in relation to the current EU vehicle emission regulatory framework

Providing one of the possible input sources and relevant background information for potentially improving the corresponding approaches within the EU context

2

Study background


1. Collect and review latest and post-2020 vehicle emission control regulations Main regions: Brazil, China, Japan, Korea, US (+CA)

Main categories: LDV and HDV

2. Identify key areas of regulations and understand which directions these head to

3. Compare with EU regulations in terms of coverage, structure, etc.

4. Deliver ‘lessons learned’ for EU regulations

3

Task objectives


1. Presented the focus areas identified

2. Indicated methodology and regions investigated

3. Discussed preliminary observations for each focus area

4. Provided an initial summary of key differences between EU and other regions

5. Invited stakeholders (incl. EC representatives) to provide feedback

4

Previous presentation (1st AGVES meeting)


Criteria for inclusion of a region:

Implements best practices

Active in formulating future steps in vehicle emission standards

Differentiated to EU standards

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Regions analyzed (incl. latest standards)

Region LDV HDV

EUEuro 6d Temp

Upcoming standards: Euro 6d (2020)Euro VI

USA (Federal) Tier 3 US 2010

USA (California) LEV III

US 2010 (w/ small modifications)Upcoming standards:Revision of NOx limits and On-board diagnostics requirements

China

China 5

Upcoming standards:

China 6 (GB18352.6-2016):

China 6a (2020)

China 6b (2023)

China V

Upcoming standards:

China VI (GB17691-2018):

China VIa (2021)

China VIb (2023)

Japan

Japan 2018 Targets (w/ WLTP)

Also referred as post-Post New Long-Term

(PPNLT) Emissions Standard

Post-Post New Long-Term Emissions Standard

(tightened in 2016)

South KoreaK-LEV III (gasoline)

Euro 6 with RDE (diesel)Euro VI equivalent standard

Brazil

(for selected

focus areas)

PROCONVE L6

Upcoming standards:

PROCONVE L7 (2022)

PRONCOVE L8 (2025)

PROCONVE P7

Upcoming standards:

PROCONVE P8 (2023)


1. Vehicle categorisation

2. Emissions compliance framework (TA/certification, ISC, MaS)

3. Testing methods Lab cycles and real-world testing Evaporation Other tests (Low T, Idle, Durability, etc.)

4. Air pollutants Coverage (incl. non-CO2 GHG) Limits approach, values and future policies

5. Fleet-wide monitoring PTI Latest OBD implementation Future developments

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Focus areas


Additional subcategories to the ones used in the EU exist in different regions to provide flexibility (mini, medium, etc.). Increase in the number of subcategories: Indeed, creates flexibility for compliance but increases complexity of regulation

Risks creation of additional border-line vehicles (grey zone)

In EU, passenger vehicles are split in reference mass (RM) classes. In US, the gross vehicle weight (GVWR) is used: RM best describes actual mass in the world so that even passenger vehicles with high loading

capacity may be certified as cars

GVWR represents the maximum permissible technical mass. It can provide a more clear threshold, e.g. for multistage vehicles

A specific combination of RM for testing and a maximum permissible technical mass in EU regulations could be a more clear-cut solution (for PCs as well)

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Vehicle characterisation


A new framework strengthens the enforcement and surveillance mechanisms in the EU. Responsibilities are disseminated to different parties Evidence on related schemes in different regions exists for centralised agencies being

responsible for the different TA procedure steps

In other regions, there is clear distinction between OEM and agency responsibilities, maybe more difficult to do in EU with many parties involved

Overall, focus globally shifts from pre-production vehicle TA to in-service conformity (ISC) enforcement Major regions (e.g. US, China) rely more on OEMs self-certification and authorities direct most

resources to selective confirmatory testing and market surveillance (MaS)

Defect reporting mechanisms operational in several regions; may inform targeted surveillance studies

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Emissions compliance framework


EU approach based on LD real-drive emissions (RDE) is gradually being adopted globally

Variations to adjust procedure to local conditions in China (altitude, CF, …)

Laboratory testing retained mostly for:

CO2 labelling

Non-regulated pollutants

US use a rather complex system of LD laboratory testing (FTP, SFTP, 5-cycle) also including several adjustment factors for fuel economy

Evidence suggests that laboratory testing over a wide range of conditions may provide fuel consumption values that are close to the real world ones (fleet-level)

PEMS-enabled HD ISC gradually seems to find universal acceptance

US authorities are considering adopting the use of EU’s MAW evaluation methods and lower power limit 10%

China retains lab testing of individual vehicles for fuel consumption

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Testing methods


Additional control and more stringent approaches for evaporation exist in other regions. These may include: Running losses

Bleed and leakage tests

More explicit OBD coverage

Longer diurnal test

Increased hot-soak temperature

On-board vapour recover (ORVR) systems appear cost-effective for the control of refuelling vapour losses

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Evaporative emissions control


Durability: Distance requirements in the EU, appear more relaxed compared to most other regions

Low Temperature: More thorough control in China (includes NOx , is fuel neutral and has lower limits)

Idle: Alternative approach in China to introduce max NOx content at 95% of conditions to enable remote sensing enforced inspection

OBD: Additional on-board diagnostics (OBD) tests and specifications are included in the US

legislation, being in part adopted by other jurisdictions

Explicit monitoring and separate thresholds for emission control subsystems

Provides for more efficient PTI but require a large effort to, monitor and verify at type approval

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Other tests

Are all these tests consistent with the new approach in EU to verify vehicle emission compliance on the road?


New pollutants, not regulated in the EU, are added worldwide for more holistic control of air quality impacts and GHG

12

Pollutants coverage

Region Currently regulated

USA

N2O, CH4

NMOG (up to 25% Ethanol derived from NMHC, via correction factors)HCHO (formaldehyde)

NO2 (retrofit catalysts only)

ChinaN2O

Vanadium vaporization test (SCR)

South KoreaHCHO

NH3 (large PCs)

BrazilHCHO

NH3 (diesel, from 2025)


LDV

China announced a new set of LDV limits (NOx, THC, NMHC), as part of the forthcoming China 6b standard, which are lower than current EU ones

Comparison of EU with FTP US limits not as straightforward as often presented:

EU correspond to max for each model over RDE, US to fleet average in lab (still, SFTP > FTP)

Phase-in means certifying vehicles of same model year at different emission limit values

Medium duty passenger vehicles class with relaxed limits

HDV

California is considering to adopt lower NOx limits (exact value not decided yet)

PM / PN

EU SPN>23nm limit most advanced particle emission control requirement in the world, under real driving conditions. Ongoing discussions on further decreasing the threshold down to 10 nm

Close monitoring of potential vehicles/fuels leading to high semi-volatile PM but not PN may be needed (CA introduced ultra low PM limits for 2025)

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Pollutant limits and approaches


PTI (for demonstrating roadworthiness) relies on OBD detection, rather than on short emission tests (also followed in China and S. Korea)

Ambitious initiatives for the next-generation of OBD requirements/practices:

Additional monitoring mechanisms currently being discussed

Remote transmission of the OBD fault information for LDVs being considered (OBD III)

CARB’s “REAL” initiative for monitoring of HDVs NOx and GHG emissions

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Fleet-wide monitoring ̶ US

“REAL” tracking parameters Comments

NOx mass – engine out (g)Mass of NOx emitted by the engine upstream of the NOx emission control system.

NOx mass – tailpipe (g)

Engine output energy (kWh) Brake work output of the engine.

Distance traveled (km)

Engine run time (hours)

Vehicle fuel consumption (liters)

Fuel consumed (engine) + fuel injected into t aftertreatment system. Source: CARB


Remote sensing is widely being deployed in China (>800 stations) to identify gross polluters

Euro VI HDVs to be equipped with on-board remote emissions monitoring to transmit high- resolution real-time data (ECU, NOx sensor, DPF, GPS, etc.)

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Fleet-wide monitoring ̶ China

Source: TAP conference 2019, Dr. Wu.

Remote OBD terminal Remote OBD: Implementation timeline


1. This version of the report still aims at collecting stakeholders input

2. Further finetuning and elaboration on specific areas

3. Account for new relevant developments

4. A final version of the report is scheduled to be delivered at the end of March 2020.

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Timing for next report

Year

Calendar M 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10

Porject M 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

Reporting

2019 2020

Draft Report T1

Revisedversion Report T1

FinalReport T1


On behalf of the CLOVE consortium: Thank you!

Clarifications on presentation:Leon Ntziachristos ([email protected]), cc: [email protected]

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mailto:[email protected]

Study on post-EURO 6/VI emission standards in Europe18

Abbreviations

Abbr. ExplanationCA CaliforniaCARB California Air Resources BoardCF Conformity factorCI Compression IgnitionCoP Conformity of ProductionEC European CommissionEPA Environmental Protection AgencyGHG Greenhouse Gas(es)GVWR Gross Vehicle Weight Rating HD(V) Heavy Duty (Vehicle)ISC In service conformityIUPR In use performance ratioLCV Light Commercial VehicleLD(V) Light Duty (Vehicle)MaS Market surveillanceMAW Moving Average WindowMDPV Medium duty passenger vehicles

Abbr. ExplanationNTE Not-to-exceedOBD On board diagnosticsOBM On-board measurementOEM Original equipment manufacturerORVR Onboard refueling vapor recoveryPC Passenger CarPEMS Portable Emission Measurement SystemPI Positive IgnitionPTI Periodic Technical InspectionRDE Real Drive EmissionsRM Reference MassRS Remote sensingTA Type Approval

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

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