Technologies for Euro 4 and higher emissions standards - International experiences and recommendations. Zifei Yang

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1 Euro 4 emission standard and labelling for manufactured, assembled and imported cars workshop July 26, 2017 Hanoi, Vietnam Technologies for Euro 4 and higher emissions standards - International experiences and recommendations Zifei Yang ASEAN-German Technical Cooperation Project Energy Efficiency and Climate Change Mitigation in the Land Transport Sector Page 1

2 GIZ Transport and Climate Change Project (Phase II) Fuel Efficiency in Vietnam GIZ's TCC project is actively supporting fuel efficiency work in Viet Nam, including bringing experts such as ICCT to Hanoi to support discussions. We look forward to providing support in the future. Page 2

3 ICCT mission and activities The mission of ICCT is to dramatically improve the environmental performance and efficiency of cars, trucks, buses and transportation systems in order to protect and improve public health, the environment, and quality of life. Non-profit research organization Air Pollution and Climate Impacts Focus on regulatory policies and fiscal incentives Activity across modes including aviation and marine Global outreach, with special focus on largest markets Page 3

4 Outline Global overview Emission control technology pathway 2- or 3-wheelers Vietnam moving forward Page 4

5 Global overview Yellowstone National Park, US Page 5

6 What pollutants are of concern? Greenhouse Gases - CO 2, Methane, Black Carbon, N 2 O, HFC Haze Ozone (VOC + NOx) Michael Walsh Particles (PM 10 /PM 2.5 ) NOx, SOx, VOC, ammonia Carbon monoxide (CO) Toxics - Diesel particles - Benzene - Heavy metals 6 Page 6 Slide 6

7 More and more countries introduce stringent pollutant emission standards Page 7

8 Vietnam progress Gasoline and diesel: Euro 4 50 ppm (from 2017) LDV and HDV Euro 4/IV (gasoline from 2017, diesel from 2018) Euro 5/V (from 2022) Motorcycles Euro III (from 2017) Page 8

9 European tailpipe emission standards and matching diesel sulfur content Page 9

10 Technologies for gasoline vehicles Page 10

11 More stringent standards imply changes to vehicle technology for gasoline vehicles SAE /0539 Page 11

12 and especially for diesel vehicles Page 12

13 HDV Euro Standards - Diesel Page 13

14 Much cleaner diesel vehicles are possible, through stricter standards and/or retrofits After-treatment Diesel oxidation catalyst (DOC) CO (90%); HC (70%) PM/SOF (10-50%) Diesel particular filter (DPF) PM (+95 %) PN (+99 %) CN (+99 %) Cleaire Transport Advanced and Climate Emission Change (TCC) Controls Project LLC Page 14

15 Emission control technology SCR After-treatment Selective catalytic reduction (SCR) NOx (95 %) Page 15

16 Current emission standards for 2-/3-wheelers Province of China Province of China (1) India: IDC test cycle (2) Japan : No cold start Page 16

17 Example in India: Technologies used today Page 17

18 Fundamentals of controlling air pollutant emissions from motor vehicles New vehicle standards Technology neutral (but technologyforcing ) emissions standards for new vehicles. Must consider emissions from all mobile sources: on-road, off-road, marine, locomotives, aviation Limit values only as good as: - Compliance and enforcement - Real-world performance Systems Approach Fuel quality standards High fuel quality (especially low sulfur levels) enables advanced emission control technologies to be deployed in the fleet. Fuel quality compliance programs critical to prevent damage to engines and prevent misfueling In-use vehicle emission control Clean up legacy vehicles on the roads Comprehensive program includes: - Catching gross-emitters (I/M, remote sensing, maintenance, etc.) - Cleaner fuels - Scrappage/replacement programs - Retrofit programs - Complementary strategies (low emission zones, driver training, etc.) Not shown but also important: transportation demand management, modal shift, traffic optimization, and more Page 18

19 US and European standards are not equivalent Very little change from Euro 4 to 6 in exhaust emissions. US Tier 2 and 3 standards are fleet average standards, whereas Euro 6 is based on maximum limits. Different test cycle complicate comparison: NEDC is a little stronger for gasoline vehicles (cold start is more important) but weaker for diesels (higher loads are more important). WLTP is more similar to FTP. Page 19

20 Test cycle makes a difference in stringency Lack of aggressive driving and high load conditions make NEDC particularly weak for diesel passenger vehicles. In contrast, the high apportionment of cold start makes it a more stringent cycle for gasoline passenger vehicles. On-Road Testing and PEMS Data Analysis for two Euro 6 Diesel Vehicles. J. May, C. Favre, D. Bosteels, J. Andersson, D. Clarke and M. Heaney, 20th International Transport and Air Pollution Conference 2014 Page 20

21 NO x emissions of Euro 6 diesel cars higher than the Euro 3 limit value Page 21

22 In-use performance: the reason why EU is adopting RDE Standards and PEMS testing Road tests with PEMS Chassis dyno measurements Photo credit: AVL / ERMES Group Vehicle photos unrelated to the results shown Page 22

23 China 6 maybe a better option More stringent evaporative standards Real-world emission testing (RDE) More stringent OBD requirement Page 23

24 On the heavy duty side, the situation is much better once you reach Euro VI Page 24

25 Conclusions Moving from Euro 2/II to Euro 4/IV is an important step that should not be further delayed Euro 4/IV can be achieved by a combination of mature in-cylinder engine control and aftertreatment technologies To really drive technology adoption, especially for diesel vehicles, a leap frog from Euro 4/IV to Euro 6/VI is highly recommended to effectively control PM and NOx in the real world Euro III 2-/3-wheelers emits more than Euro 3 vehicles, moving to Euro V is the best solution Other measure on emission control Evaporative control On-board diagnostics (OBD) Durability requirements Page 25

26 The next phase of Auto Fuel Policy should continue to emphasize a systems approach Page 26

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