Real Driving Emissions (RDE) Introduction of new legislation in Europe. Boundary Conditions

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1 Real Driving Emissions (RDE) Introduction of new legislation in Europe

2 Environmental boundary conditions Currents Status of parameter list Topic Parameter Consideration by Ambient Conditions (4.2) Trip Requirements (4.5) Ambient temperature Ambient humidity Altitude Weather conditions Street conditions Total test duration Speed share and trip sequence Road gradient Conformity Factor () Conformity Factor () or Normalisation or Normalisation Vehicle Test mass (4.1) Vehicle test mass Conformity Factor () Operational requirements (4.6) Vehicle Conditioning (4.3) Lubricating, Fuel, Oil (4.4) Maximum speed Max. / min. average speed for each part of trip Maximum acceleration Average positive acceleration Maximum RPA Average positive work load Maximum CO 2 -Emissions Idling share Gear shift strategy Aerodynamics Driving mode Predominant mode Use of AC & other auxiliary device Regeneration events Verification complete system Warm-Up Test Fuel Lubricants and reagents or Normalisation or Normalisation or Normalisation or Normalisation or Normalisation or Normallisation or Normalisation or Normalisation Conformity Factor ()

3 Structure of the Conformity Factor 2-Step-Modell as a Function of Temperature, Altitute, Fuel, Weight For influences which will not be reflected by the normalisation (e.g. altitude, ambient temperature, test fuel and vehicle weight), a conformity factor (CF RDE ) will have to be defined. This factor should be applied to the test average of the emissions over a complete PEMS- Trip. Depending on the absolute values of parameters impacting variability, engine combustion and exhaust aftertreatment efficiency and the legal conformity factor, the CF RDE limit is to be composed of: CF RDE =CF f(t, h) + CF Fuel + CF Weight For influences which will not be reflected by the normalisation or by the conformity factor, the boundary conditions have to describe clear whether the test drive is valid or invalid.

4 Structure of the Conformity Factor 2-Step-Modell as a Function of Temperature, Altitute, Fuel, Weight RDE-Factor Extended RDE-Factor Moderate B A for T = 3 30 C for h < 900 m for typical use Temperature T = 9 30 C Altitude h 700 m RDE-Factor Extended B is larger than RDE-Factor Moderate A If a value goes in another sector during the PEMS drive the new CF will be used for the whole trip.

5 Vehicle Mass kg Gross Vehicle Mass Vehicle Mass in running order 25 kg Mass of Options Maximum mass of combinable optional equipments Payload 15/28 % *Payload Percentage - 15% Passanger Vehicle - 28% Commercial Vehicle NEDC Reference Mass + + Payload* TMH TML Mass of optional equipment = - Mass of = optional equipment Test mass Test mass low % options (incl. PEMS) the CF Weight =0hasto be used Test mass > Test mass low % options (incl. PEMS) and Test mass Test mass high (incl. PEMS) the CF Weight = D hastobeused If Test mass > Test mass high measurement is invalid 1 the fuel tank should be restricted to 40 %

6 Speed Shares and Trip Sequence Distance [%] Low Medium High NCBS TU Graz EU-Commission Artemis RC soft/normal/aggressiv TREMOVE EU ACEA-Proposal Time [%] Low Medium High Circular tour Beginning and End at the same altitude Using ACEA-Proposal-Distance-Share urban/rural/motorway (26%/44%/30%) with a range of tolerance from 5 percent-points No specification regarding the arrangement of distance shares Urban-, rural- or motorway-driving has to be identified by map At most, the beginning and ending of the tour should be urban to represent normal driving. The trip composition applies independent of the vehicle size and vehicle category

7 Maximum Speed In Europe, most countries forbid speeds above 130 km/h on motorways. Germany has an advisory limit of 130 km/h. Practicability & safety issue: For obvious and safety reasons the test cannot be performed locally above the national speed limits or the legal recommendation (Germany) By using AVL-PEMS-System with installation on a bicycle carrier, the maximum recommended speed from the supplier is to be observed (Supplier Thule: 130 km/h) It must be possible to get a valid trip by driving under the default speed limit in each member state The tests among the different countries must be fair for the manufacturers The maximum speed during a PEMS test drive is limited due to noise level caused by open windows. The risk of blowing down of the weather station, warning light and subsequent risk of accidents to following cars can be reduced by limited maximum speed. The maximum speed should be equal default speed limits or advisory speed limit and maximum 130 km/h.

8 Miscellaneous Test Duration Minimum test duration should be 90 minutes (coming from JRC Guideline) The test duration should be between minutes. Ambient Humidity Apply NO X correction in analogy to the NEDC regulation (laboratory). Street Condition Only paved streets should be used

9 Miscellaneous Regeneration Events A PEMS-Trip is unvalid if a periodic regeneration event (DPF, DeSO X ) happens Use of air conditioning, other auxiliary devices Should be normalised by the normalisation tool If not, a definition has to be integrated in The vehicle should be in the same condition as build by the manufacture Aerodynamics Should be normalised by the normalisation tool If not, a definition has to be integrated in The vehicle has to be driven under the conditions of the road load evaluation The vehicle should be in the same condition as build by the manufacture