draft agenda 20 Nov PM Euro 5 study EC+JRC - ACEM

Transcription

1 1. Welcome and introduction 2. Status update EC-JRC draft agenda 20 Nov PM Euro 5 study EC+JRC - ACEM Call for tender & test vehicle selection Pre study 3. ACEM update major concerns and priorities Introduction Major concerns and priorities 1. OBD-II 2. Type I 1. Introduction 2. Misfire detection 3. Catalyst monitoring 4. ACEM position 1. NMHC 2. Non-L3: Test cycle & procedure 3. Diesel quadricycles 3. Durability cycle 4. Next steps 1

2 STATUS UPDATE CALL FOR TENDER & TEST VEHICLE SELECTION PRE STUDY 2

3 ACEM MAJOR CONCERNS AND PRIORITIES INTRODUCTION 3

4 Introduction Euro 5 no CBA made so far Emisia report Sep letter to DG ENTR 1. Need for comprehensive environmental effect study 2. Proper investigation of the technical aspects and the economic impact 3. Limited cost-efficiency of Euro 5 in view of shrinking PTW market ACEM key concerns and priorities (Sep 2014) General ACEM questions 1. Has EC/JRC already reviewed the EMISIA paper (generally + specifically for ACEM items of concern incl OBDII as expressed at MCWG)? 2. How will the EMISIA paper be used by EC/JRC (e.g. will the EMISIA paper be used as basis for call for tender for 2016 study programme (verification, testing, ))? 3. How does EC/JRC intend to ensure feasibility demonstration (e.g. for OBDII monitoring)? 4. How is EC/JRC intending to proceed with cost and benefit (emission reduction) estimation for OBDII items (especially in view of the technical challenges which make cost estimation impossible or very uncertain)? 4

5 Introduction Total L-category emission evolution Emisia (Sep 2013) Emissions are in [kt] 5

6 Introduction Suggested approach for the study 1. Problem description - Problem quantification 2. Technical feasibility 3. Cost Benefit Schedule / Next steps 6

7 ACEM MAJOR CONCERNS AND PRIORITIES OBD-II 1. Introduction 2. Misfire detection 3. Catalyst monitoring non-exhaustive list 7

8 OBD-II Introduction Abstract from Impact Assesment to EC proposal ACEM questions: Which problems is OBD-II supposed to solve? How big are the problems, e.g. due to lack of misfire detection and cat monitoring? What evidence data is available? Request for having this investigated and documented 8

9 OBD-II Misfire High system dynamic of drivetrain Low inertia due to no flywheel Stiff drivetrain due to chain or cardan External excitation High vibration: engine attachment to chassis On-Off road use Engine configurations Wide variety in number of cylinder, configuration and firing angle Higher valve overlap 9

10 L2 L3 OBD-II Misfire Single L4 V2 Variety of engines L6 F6 V4 10

11 OBD-II Misfire Engine variety volume displacement cylinder number Cylinder/firing angle 100cc 600cc Different diameter of crank wheel (not always possible to install 60 teeth) 11

12 Manifold vacuum pressure OBD-II Misfire RPM Higher maximum RPM (car is limited to 5000rpm) Detection >5000 rpm not possible (signal resolution issue) More dynamic use of RPM range WOT + :Motorcycle Misfire detection area (positive torque area) 13kPa 13kPa :Passenger car Max speed - 500rpm for motorcycle : Over 10000rpm - 100kPa 3000rpm Engine speed Positive torque line for motorcycle Positive torque line for passenger car Max speed - 500rpm for passenger car : rpm 12

13 OBD-II, Misfire CONCLUSION Car technology cannot be applied to L-category vehicles for misfire detection because of mentioned vehicle specifications: Stiff drivetrain Low inertia Engine configurations High/dynamic RPM 13

14 O2 sensor - Position OBD-II Catalyst monitoring (1) Rear O2 sensor should be located right after catalyst, where the exhaust stream is stable. For motorcycle not feasible due to specific exhaust layout. Typical exhaust system for Cars Typical exhaust system for Motorcycles Catalyst is located in a silencer!! Front O2 Sensor Catalyst Rear O2 Sensor Where to locate a rear O2 sensor? Catalyst 14

15 OBD-II Catalyst monitoring (2) O2 sensor - Position and signal, unsupported catalyst In case of no catalytic activity, rear-o2 sensor behavior should be similar to front. However signal behavior for Rear A and Rear B is different Rear A : Signal frequency is different due to effect of exhaust flow expansion Rear B : Signal stays at lean side due to effect of back-flow from air This means that the specific exhaust layout does not allow monitoring of the rear O2 sensor signal correctly. Rear O2 sensor A Rear O2 sensor B O2 sensor signal behavior Front Rear A Front O2 sensor Unsupported catalyst Rear B Different frequency Staying at lean side

16 OBD-II Catalyst monitoring (3) O2 sensor Position and signal O2sensor Limited length of exhaust tube after catmuffler combination will result in false detection due to exhaust gas pulsation (reverse flow). False detection ENG CAT Muffler Reverse Air Flow Exhaust ENG CAT O2sensor Muffler Complete vehicle redesign Packaging feasible? Decreased power Bad Drivability 16

17 OBD-II Catalyst monitoring (4) O2 sensor Environmental operating restrictions of the sensor Production - Sealing O2 sensor No technical solution for multiple sealing locations. 17

18 OBD-II Catalyst monitoring (5) Signal disturbance due to exposure to external influences (e.g. rain) Positioning limitation of catalyst (proximity to engine) Effect of monitoring to drivability 18

19 OBD-II, Catalyst monitoring CONCLUSION Car technology cannot be applied to L-category vehicles for catalyst monitoring, because of: Sensor operation and installation restrictions Layout / space limitations 19

20 OBD-II ACEM position OBD-II implementation can only be discussed after: 1) Need for OBD-II is proven with evidence 2) Feasibility of technical solutions has been demonstrated 3) Cost-Benefit ratio is proven to be positive 20

21 ACEM MAJOR CONCERNS AND PRIORITIES Type I 1. NMHC 2. Non-L3: Test cycle & procedure 3. Diesel quadricycles 21

22 Type I Non Methane HydroCarbon (NMHC) Is a separate NMHC limit necessary for L-vehs? NMHC, to separate emissions affecting air pollution and climate change. Gas is not expected to become very popular for motorcycles due to space concerns for the fuel NMHC/THC ratio Available data shows a typical ratio of around 90% for spark ignition vehicles, e.g.: Toyota SAE paper Kubo, S., Yamamoto, M., Kizaki, Y., Yamazaki, S. et al., "Speciated Hydrocarbon Emissions of SI Engine During Cold Start and Warm-up," SAE Technical Paper , 1993, doi: / US EPA conversion factors document (table page 5): Ratio in Regulation 168/2013: 60% 22

23 23 Type I Non-L3: Test cycle & procedure Lack of driveability when using WMTC for non-l3 Many problems beside max. speed, see example below (gear shift) In case of application to non-l3, WMTC procedure should be studied and revised for those categories.

24 Type I diesel QUADRICYCLES The case of L6eB & L7eC vehicles 24

25 L6eB & L7eC vehicles Key facts and figures around vehicles on Europe s road annual average sales around units Vehicles limited (TA) in terms of Mass, Power, Dimensions, and Speed Split L6/L7 Heavy Quadricycles (L7): - 5% of the total market - Most of them utility vehicles - Many with electric propulsion Light Quadricycles (L6) - 95% of the market - Fitted with diesel engines provided by specialised suppliers (twin cylinders, 500 cc, limited to 4kW, developed for industrial use in respect with NRMM Directive 25

26 Euro 5 steps for Quadricycles The exhaust emission limits defined for 2020 Euro 5 step: - are very stringent (see below comparison L vs M/N) - require a complete overhaul in the engines configuration, with the adoption of systems and technologies currently applied only on larger engines (mass production) Euro4 Euro5 Reduction L NOx PM % % Euro4 Euro5 Reduction Euro 6 Reduction M/N NOx PM % 80-55,6 % % 26

27 Engine/vehicle configuration Impact of Euro 5 (1/2) For the engine manufacturers : increase of engine cost, mass, dimensions, complexity need for large engine development efforts need of production equipment upgrade need of the service network update 27

28 Engine/vehicle configuration Impact of Euro 5 (2/2) For the vehicle manufacturers, technical add-ons: Advanced combustion system, DI type Advanced fuel injection system, common-rail type EGR system, with cooler and electronically controlled valve Turbocharger with pneumatic wastegate PM aftertreatment system, with oxidation catalyst (DOC) and particulate filter (DPF) NOx aftertreatment system, likely SCR type ECU (Engine Control Unit) with OBD, DPF regeneration and SCR control capabilities 28

29 L6eB & L7eC vehicles Economic/market considerations A non sustainable situation for the industry Increase in the engine cost (and added systems) = +270% to +300% compared to the current costs. Total engine development, tooling and other production-related costs = 8.5 to 9.5 M. The vehicle will need major modifications to fit new engines and systems, resulting in an increase in mass, dimensions and of course cost. in absolute terms, the increase in mass and cost will be larger than that related to the engine alone. 29

30 L6eB & L7eC vehicles Conclusive remarks Euro 5 engine availability: Considering the relatively small volumes of the current L vehicles market, developing engines for the proposed Euro 5 regulations is not profitable for an engine manufacturer. This is even more true when considering that a reduction in the whole vehicles market size is likely due to the very relevant market price increase. 30

31 ACEM MAJOR CONCERNS AND PRIORITIES DURABILITY CYCLE 31

32 Speed (km/h) ,200 1,500 DURABILITY CYCLE SRC LeCV TRL study 1,800 Lap ACEM comments and questions Oct 2012: Still standing ACEM challenges the TRL study: TRL statements on the effectiveness of the AMA cycle AECC study The real world representativity of the SRC-LeCV cycles The very limited validation of the SRC-LeCV cycle Incorrect comparison of AMA-SRC-WMTC Practicality of defined accelerations SRC SRC-LeCV cycle Time (s) 32

33 DURABILITY CYCLE Conclusion SRC-LeCV cannot be applied as it stands. Further work is necessary, and industry asks to participate in such work, including: Full distance vehicle testing on the full range of L category Emission testing at regular intervals Component analysis Practical issues of the cycle Until such work has been completed, the AMA cycle (used in USA, China, Japan, Brazil, Taiwan, and Thailand) is the only validated cycle that can be used 33

34 NEXT STEPS 34

35 Next steps ACEM suggestions - Opportunity for ACEM to review call for tender - Technical expert WG to be set up to follow up progress of the study - ACEM very interested to contribute Suggested approach for the study 1. Problem description - Problem quantification 2. Technical feasibility 3. Cost Benefit Schedule / Next steps 35

36 Thank you 36