Eco-Innovation working group meeting. JRC, Ispra, Italy

Transcription

1 Eco-Innovation working group meeting 16 th & 17 th of May 2017 JRC, Ispra, Italy 1

2 Agenda 16 th of May (usual participants + experts) 12:00-13:30 welcome lunch and tour of the Visitors' Centre 13:30-18:00 adaptation to WLTP of EI testing methodologies 17 th of May (usual participants only) 08:45-9:15 welcome coffee and tour of the Visitors' Centre 09:15-10:00 adaption to WLTP of EI testing methodologies (feedback) 10:00-12:00 revision of regulation 725/ :00-13:00 lunch break in the Visitors' Centre social area 13:00-15:00 revision of the Technical Guidelines 2

3 Adaptation to WLTP of EI testing methodologies 3

4 Adaptation to WLTP of EI testing methodologies The Commission is dependent on applications for taking any actions with regard to EI decisions. Car manufacturers and suppliers agreed the 14 th of March 2017 to work on the 7 categories of technologies already approved as eco-innovation to discuss the WLTP technical adaptations. Working groups will be established for all existing eco-innovations to prepare the needed adjustments of the existing decisions during 2017, mainly in order to make them WLTP ready but not limited to this question. Automotive manufacturers and suppliers proposed 3 technologies as priority tasks: efficient exterior lighting, efficient alternators and coasting engine-on, with the following leaders: Eco-Innovation ACEA leaders CLEPA leaders LED Audi (Cynthia Wolsdorff) CLEPA (E. Vandervreken) Alternator FCA (Elizabeth Tettamanzi) Valeo (Mostafa Kadiri) Coasting Audi (Cynthia Wolsdorff) Bosch (Ansgar Christ) 4

5 Objective of the 16th of May afternoon The leaders have been invited to provide feedback on the above points including where possible a first draft of WLTP based testing methodology: - To check if corresponding existing NEDC based decisions can be merged into 3 WLTP based generic decisions (ex: to group efficient alternators and motor generators, to group LED from comprehensive approach and the one from simplified approach, the need to distinguish conventional vehicles and hybrids, or M1 and N1 in different decisions ); - To Identify the changes required to adapt existing NEDC based decisions to WLTP (parameters to be updated, or general principles of the methodology to be reviewed if needed); - To indicate if the technology is fully or partially covered by WLTP and to provide an estimate of the potential remaining effect in the EI regime; - To indicate if a simplified testing methodology to demonstrate a minimum efficiency and reach a fixed and conservative savings value is an appropriate option (in the WLTP based version); - For components, to indicate if the technology is vehicle dependent so a single verification report requested by the supplier can be used by every OEM without additional administrative burden; - To assess the impact of WLTP families; - To check if the 1g threshold on WLTP is met or to indicate what improvements of technologies would be necessary to achieve 1g on WLTP; - To discuss a first draft of WLTP based testing methodology; - To discuss a calendar of applications to adapt existing EI decisions to WLTP. 5

6 Feedback of the 16th of May afternoon 6

7 Revision of the EI Regulation 7

8 Revision of regulation 725/2011 The objective of the meeting is to discuss the revision of the current Ecoinnovation regime and its adaptation to WLTP. Depending on the necessary changes to adapt eco-innovation decisions to WLTP or to simplify it, appropriate amendments of the eco-innovation regulation will have to be submitted to the Change Committee for vote mid-autumn 2017, and the revised regulation adopted end of Following the proposals introduced by CLIMA during the 14th of March meeting, comments from stakeholders are expected. 8

9 Reminder of proposals Threshold (possible options): The CO2 savings from EI should be measurable with a robust level of accuracy, and that accuracy can only be achieved where the savings are 1g CO2/km or more. In such context, options are the following: Maintain 1gCO2/km unchanged on NEDC & WLTP. Maintain 1gCO2/km (NEDC and WLTP) for measured values but consider a lower value in case of calculated savings 9

10 Reminder of proposals Innovativeness: Wish to incentivise the development and early uptake of NEW and ADVANCED CO2 reducing vehicle technologies. To promote innovation, a technology shall be eligible provided that it had been fitted in 3% or less of all passenger cars registered 2 years before the date of application. Ex: if the application is sent the 23 of March 2019, the technology shall be fitted in 3% or less of all passenger cars registered in 2017 to be eligible. 10

11 Reminder of proposals Possible option for baseline definition a vehicle without the technology, if this technology was fitted in less than 3% of the market in EU 2 years before the date of application a vehicle fitted with a basic technology, if a major part of the market (percentage to be determined) was fitted with such equipment 2 years before the date of application. In such case, the basic technology to compare with is the most efficient one available among a lower part of the market (to exclude niche segment) 2 years before the date of application the baseline defined in the Technical Guidelines (TG) when available a baseline to be discussed by the EI working group and where appropriate be included in the TG 11

12 Reminder of proposals Differences within families (VL, VH) LED and alternators: If the family uses different products, the CO2 savings can be calculated for each single vehicle version/variant, or the worst case could be used for the entire family. Predictive energy management: A linear relationship between energy and CO2 savings could be defined, on the same model of WLTP emissions family, or the worst case could be used for the entire family. Engine encapsulation: CO2 savings need to be calculated for each single vehicle version/variant. The worst case CO2 savings could be proposed for the entire family. Solar roof: the CO2 savings should be calculated for each single vehicle, or the worst case could be used for the entire family. Coasting: A linear relationship between energy and CO2 savings is a proposal that could be checked and used for the family, or the worst case could be used for the entire family Proposal: to take into account the worst case (more conservative) CO2 savings for each familly of technology (usually VL) 12

13 Reminder of proposals Simplification of certification of savings: For technologies independent of vehicles and without risk of interaction between EIs (to be determined during the assessment of the application, and mentioned in the decision): - possibility to limit the certification step for the OEM to the procurement of a verification report issued by an independent certified body at the request of the supplier directly (ex: a single certification report from a supplier could be used by several OEMs, giving certainty and limiting the administrative burden for the OEM) - set fixed conservative savings in the COM approval decision to be used as default value but allow for actual savings to be calculated or measured where OEMs want to invest (ex: the certification step would be limited to the checking of the presence of this technology, including if necessary the demonstration of a minimum efficiency) Keep the usual process of certification for others, to take into account the risk of interaction, and make sure savings are representative of the fitted vehicle. 13

14 Reminder of proposals Amendments to existing decisions Approval decisions may have to be updated to take into account new developments. This requires a good coordination. Proposal: - Before submitting a request for an amendment of existing decisions to the Commission, the applicant should inform and consult with ACEA and/or CLEPA - The Commission will assess the amendment requested and, where appropriate, adopt an amending decision after consultation with the EI group - The amended provisions should apply for any new certifications of ecoinnovation savings with effect three months from the entry into force of the amendment or earlier on a voluntary basis. Existing certifications should not be affected. The transitional period should allow a manufacturer to finalise homologations which have already been initiated or planned. The eco-innovation code can in this case remain the same. 14

15 Comments from stakeholders 3 presentations to react on the proposals will be introduced today: ACEA CLEPA T&E Discussion with stakeholders. 15

16 Technical Guidelines 16

17 Revision of the Technical Guidelines See JRC introduction 17

18 Thank you 18

19 BACK UP (14th of March meeting) 19

20 Agenda Adapting the eco-innovation regime to WLTP Which technologies Which process to follow Parameters to be updated Criteria and families Possible applicant Calendar Additional guidance for data collection & testing Introduction Update of technical guidelines (by JRC) AOB On-going technical discussions 20

21 Adaptation to WLTP Which technologies Which process to follow Parameters to be updated Criteria and families Possible applicant Calendar 21

22 Eco-innovations approved and in the pipeline 24 Approved 1 AUDI LED lamps 14 Denso Corporation Efficient Alternator 15 Toyota Motor Europe LED Lightings 2 Valeo electrical systems Efficient alternator 3 Daimler 4 Robert Bosch Car Multimedia 5 Automotive Lighting E-LIGHT Engine compartment encapsulation Navigation based battery charge for hybrid vehicles 6 Denso Corporation DENSO efficient alternator 7 Webasto Roof & Components SE Battery charging Webasto solar roof 8 Robert Bosch (2) High Efficiency Alternator 9 Robert Bosch (3) High Efficiency Alternator 10 Daimler AG (2) Efficient exterior lighting (LED) 11 Asola Technologies Charging Solar roof 12 MELCO High efficiency alternator 13 Porsche Coasting 16 MELCO (2) Motor Generator 17 Bosch High Eficiency Alternator MGD (MOS gated diodes) 18 Valeo electrical systems High Efficiency Alternator 19 MAHLE Enthalpy Storage Tank 20 Honda LED lightings 21 Mazda Motor Corporation LED EXTERIOR LIGHTINGS LED Lightings for Non Externally 22 Toyota Chargeable Hybrid Electrified Vehicles 23 a2-solar Automotive solar roof 24 Valeo electrical systems 12V motor-generators for conventional vehicles 1 under Examination 25 BMW Coasting 22

23 Eco-innovations approved and in the pipeline 24 Approved 1 AUDI LED lamps 14 Denso Corporation Efficient Alternator 15 Toyota Motor Europe LED Lightings 2 Valeo electrical systems Efficient alternator 3 Daimler 4 Robert Bosch Car Multimedia 5 Automotive Lighting E-LIGHT Engine compartment encapsulation Navigation based battery charge for hybrid vehicles 6 Denso Corporation DENSO efficient alternator 7 Webasto Roof & Components SE Battery charging Webasto solar roof 8 Robert Bosch (2) High Efficiency Alternator 9 Robert Bosch (3) High Efficiency Alternator 10 Daimler AG (2) Efficient exterior lighting (LED) 11 Asola Technologies Charging Solar roof 12 MELCO High efficiency alternator 13 Porsche Coasting 16 MELCO (2) Motor Generator 17 Bosch High Eficiency Alternator MGD (MOS gated diodes) 18 Valeo electrical systems High Efficiency Alternator 19 MAHLE Enthalpy Storage Tank 20 Honda LED lightings 21 Mazda Motor Corporation LED EXTERIOR LIGHTINGS LED Lightings for Non Externally 22 Toyota Chargeable Hybrid Electrified Vehicles 23 a2-solar Automotive solar roof 24 Valeo electrical systems 12V motor-generators for conventional vehicles 1 under Examination 25 BMW Coasting 23

24 7 categories but already 24 decisions - 12V alternator with a minimum efficiency (8+2 decisions) - appropriate combinations of exterior LED lights (6+1 decisions => 1 for ICE and 1 for HEV) - solar roof (3 decisions) - Engine encapsulation (1 decision) - Enthalpy Storage tank (1 decision) - Navigation based battery charge for hybrid vehicles (1 decision) - coasting (1 decision+2 ongoing) Proposal: - to take the opportunity of the switch to WLTP to have only one generic decision based on WLTP by category - to have the possibility to amend these decisions to take into account new developments 24

25 Adaptation to WLTP Which technologies Which process to follow Parameters to be updated Criteria and families Possible applicant Calendar 25

26 New decisions based on WLTP For every category of technology: 12V alternator or motor-generator Exterior LED lights (ICE and HEV) Solar roof Engine encapsulation Enthalpy storage tank Navigation based battery charge for hybrid vehicles Coasting - The Commission is dependent on applications by a manufacturer or a supplier for taking any actions with regard to EI decisions - => a new application will be needed for each category for the purpose of a WLTP based decision. 26

27 Process to follow 1) A group of technical experts is set up for each category to discuss: the adaptation of testing conditions (parameters to WLTP instead of NEDC, like datasets or boundary conditions) the potential risk of double counting effect (CO2 savings already counted under WLTP) 2) Each group prepare an overview of technical issues to be discussed at the next meeting on May in Ispra; 3) Aim - to agree on the issues that need to be addressed in view of the preparation of new applications based on WLTP priorities in terms of which applications should be processed first 4) JRC to be consulted especially on the required adaptations to WLTP. 27

28 Parameters to be updated For some technologies the required adaptations concern only the dataset or WLTC boundary conditions: a new Decision is required but the general principles of the methodology should not be re-discussed. For other technologies the required adaptations imply the definition of new modified testing conditions in line with the WLTP characteristics: a new Decision is required and the general principles of the methodology should be re-discussed. For these cases, upstream exchanges between JRC and groups may be necessary. In every cases, it is proposed that these adaptations are implemented by way of new decisions including new EI codes to facilitate the monitoring and lessen the risk of mix-up of NEDC and WLTP based EI savings. 28

29 Adaptation to WLTP Which technologies Which process to follow Parameters to be updated Criteria and families Possible applicant Calendar 29

30 New applications in details: For efficient alternators and motor generators Testing conditions: parameters according to WLTP instead of NEDC, like mean cycle driving speed, average power requirement under type I test Necessity for other adaptations to be checked 30

31 New applications in details: For exterior LED lighting Testing conditions: parameters according to WLTP instead of NEDC, like mean cycle driving speed Necessity for other adaptations to be checked 31

32 New applications in details: For Solar roof Testing conditions: parameters according to WLTP instead of NEDC CO2 correction coefficient due to the mass could be adapted to WLTP Necessity for other adaptations to be checked 32

33 New applications in details: For Engine encapsulation Testing conditions: parameters according to WLTP instead of NEDC Eliminate the potential double counting effect (CO2 savings already counted under WLTP) Necessity for other adaptations to be checked 33

34 New applications in details: For enthalpy storage tank Testing conditions: parameters according to WLTP instead of NEDC Eliminate the potential double counting effect (CO2 savings already counted under WLTP) Necessity for other adaptations to be checked 34

35 New applications in details: For Predicitve management system Testing conditions: parameters according to WLTP instead of NEDC Driving cycle and slope profile should be rediscussed to match WLTP characteristics Necessity for other adaptations to be checked 35

36 New applications in details: For Coasting Testing conditions: parameters according to WLTP instead of NEDC The modified testing conditions (e.g. modified cycle) should be rediscussed according to WLTP characteristics Eliminate the potential double counting effect 36

37 Adaptation to WLTP Which technologies Which process to follow Parameters to be updated Criteria and families Possible applicant Calendar 37

38 Criteria for applications based on WLTP Threshold (possible options): The CO2 savings from EI should be measurable with a robust level of accuracy, and that accuracy can only be achieved where the savings are 1g CO2/km or more. In such context, options are the following: Maintain 1gCO2/km unchanged on NEDC & WLTP. Maintain 1gCO2/km (NEDC and WLTP) for measured values but consider a lower value in case of calculated savings 38

39 Criteria for applications based on WLTP Innovativeness: Wish to incentivise the development and early uptake of NEW and ADVANCED CO2 reducing vehicle technologies. To promote innovation, a technology shall be eligible provided that it had been fitted in 3% or less of all passenger cars registered 2 years before the date of application. Ex: if the application is sent the 23 of March 2019, the technology shall be fitted in 3% or less of all passenger cars registered in 2017 to be eligible. 39

40 Criteria for applications based on WLTP Possible option for baseline definition a vehicle without the technology, if this technology was fitted in less than 3% of the market in EU 2 years before the date of application a vehicle fitted with a basic technology, if a major part of the market (percentage to be determined) was fitted with such equipment 2 years before the date of application. In such case, the basic technology to compare with is the most efficient one available among a lower part of the market (to exclude niche segment) 2 years before the date of application the baseline defined in the Technical Guidelines (TG) when available a baseline to be discussed by the EI working group and where appropriate be included in the TG 40

41 Differences within families (VL, VH) LED and alternators: if the family uses the same product, there are no difference between VL and VH concerning CO2 savings => same and unique CO2 savings value If the family uses different products, the CO2 savings can be calculated for each single vehicle version/variant, or the worst case could be used for the entire family. Predictive energy management: VL would have the lowest CO2 savings while VH would have the highest one. A linear relationship between energy and CO2 savings could be defined, on the same model of WLTP emissions family, or the worst case could be used for the entire family. Engine encapsulation: the engine bay characteristics of VL and VH could influence the total thermal insulation. As a consequence, CO2 savings need to be calculated for each single vehicle version/variant. The worst case CO2 savings could be proposed for the entire family. Solar roof: the size of the roof and the battery capacity may differ between VL (lower CO2 savings) and VH (higher CO2 savings). As a consequence, the CO2 savings should be calculated for each single vehicle, or the worst case could be used for the entire family. Coasting: further investigations are needed, to clarify if the usage factor could change (probably not but we need more data). A linear relationship between energy and CO2 savings is a proposal that could be checked and used for the family, or the worst case could be used for the entire family Proposal: to take into account the worst case (more conservative) CO2 savings for each familly of technology (usually VL) 41

42 Simplification of certification of savings Possible options: For technologies independent of vehicles and without risk of interaction between EIs (to be determined during the assessment of the application, and mentioned in the decision): - possibility to limit the certification step for the OEM to the procurement of a verification report issued by an independent certified body at the request of the supplier directly (ex: a single certification report from a supplier could be used by several OEMs, giving certainty and limiting the administrative burden for the OEM) - set fixed conservative savings in the COM approval decision to be used as default value but allow for actual savings to be calculated or measured where OEMs want to invest (ex: the certification step would be limited to the checking of the presence of this technology, including if necessary the demonstration of a minimum efficiency) Keep the usual process of certification for others, to take into account the risk of interaction, and make sure savings are representative of the fitted vehicle. 42

43 Adaptation to WLTP Which technologies Which process to follow Parameters to be updated Criteria and families Possible applicant Calendar 43

44 Who can apply - A group of manufacturers/suppliers can apply as one applicant: the application will be addressed by one Commission decision all members of the group would be referenced in the first recital and in Article 1 elsewhere the group would be referred to as "the applicant" one verification report will be required referring to the technology concerned (the request to the verification body to issue the report may be requested by the group as whole or by one member on behalf of the group) the title of the decision will indicate the technology concerned as in the case of generic decisions - A group of manufacturers/suppliers can designate one of the group members to submit an application on behalf of the group. the group will be referenced in the recital and in the first Article, i.e. "the applicant xx acting on behalf of the following [ ]" one verification report is needed. - A group of manufacturers/suppliers may submit separate but identical applications. One Commission decision will address all applications All applicants will be referenced in the first recital and in the first Article Elsewhere all applicants will be referenced as "the applicants" or "applicant 1, 2" etc. Separate verification reports will have to be provided for each application. CLIMA strongly encourages to use the two first options. 44

45 Amendments to existing decisions Approval decisions may have to be updated to take into account new developments. This requires a good coordination. Proposal: - Before submitting a request for an amendment of existing decisions to the Commission, the applicant should inform and consult with ACEA and/or CLEPA - The Commission will assess the amendment requested and, where appropriate, adopt an amending decision after consultation with the EI group - The amended provisions should apply for any new certifications of ecoinnovation savings with effect three months from the entry into force of the amendment or earlier on a voluntary basis. Existing certifications should not be affected. The transitional period should allow a manufacturer to finalise homologations which have already been initiated or planned. The eco-innovation code can in this case remain the same. 45

46 Amendments to existing decisions Advantages of proposed approach The amendment would allow to update the testing methodology on the basis of new representative datas or improvement of technologies Possibility to extend the scope to technologies offering the same function Avoid to have several decisions dealing with the same kind of function or technology implemented at the same time 46

47 Adaptation to WLTP Which technologies Which process to follow Parameters to be updated Criteria and families Possible applicant Calendar 47

48 Calendar of NEDC eco-innovations Existing approvals: Valid for certification of savings until 2020 target year New applications for approval Possible until 31 december 2018 and valid up to 2020 Certification of savings For target compliance until

49 Calendar of the work ahead on the revision of the Decisions Adaptation of testing methodologies to WLTP Identification of a leader for each technology (April 2017) Technical discussion to define a testing methodology based on WLTP meeting in Ispra on May with the aim to finalise by the end of 2017 depending on the priority Applications based on WLTP (from first quarter 2018) New applications for approval of WLTP based EIs Possible from 2018, mandatory from

50 Calendar for certification NEDC eco-innovation phase-out: WLTP eco-innovation phase-in: WLTP eco-innovation fully applicable: 2021 Adjustment of savings:

51 Calendar for revision of the EI Regulation Any possible changes to the 1g threshold, innovativeness criteria, process of certification etc will have to be reflected in the EI regulation This update need to be done before we proceed with the WLTP based applications as from next year Q4 2017: Amendments of the legal text are drafted and submitted to CCC for vote By end 2017: Adoption by the Commission 51

52 Additional guidelines for data collection and testing Introduction Update of technical guidelines (by JRC) 52

53 Thank you! 53