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
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
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
Outline Global overview Emission control technology pathway 2- or 3-wheelers Vietnam moving forward Page 4
Global overview Yellowstone National Park, US Page 5
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
More and more countries introduce stringent pollutant emission standards Page 7
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
European tailpipe emission standards and matching diesel sulfur content Page 9
Technologies for gasoline vehicles Page 10
More stringent standards imply changes to vehicle technology for gasoline vehicles SAE 2013-01-0534/0539 Page 11
and especially for diesel vehicles Page 12
HDV Euro Standards - Diesel Page 13
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
Emission control technology SCR After-treatment Selective catalytic reduction (SCR) NOx (95 %) Page 15
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
Example in India: Technologies used today Page 17
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 http://www.theicct.org/global-health-roadmap 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 http://www.theicct.org/best-practicesemission-control-in-use-hdvs Page 18
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
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
NO x emissions of Euro 6 diesel cars higher than the Euro 3 limit value Page 21
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 http://www.theicct.org/use-emissions-testinglight-duty-diesel-vehicles-us Page 22
China 6 maybe a better option More stringent evaporative standards Real-world emission testing (RDE) More stringent OBD requirement Page 23
On the heavy duty side, the situation is much better once you reach Euro VI Page 24
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
The next phase of Auto Fuel Policy should continue to emphasize a systems approach Page 26