Technical Committee Motor Vehicles 15 September 2016 RDE 3 discussion 1
RDE-LDV working group meetings on RDE-3 in 2016 23 January (launch) 20 April 17, 18 May 1 June (cold start web) 2 June (hybrid web) 16 June 20 July 30 August 8-9 September In total 11 days of meetings in 8 months Around 80 technical documents and presentations tabled 2
Issues for RDE 3 PN inclusion Cold start inclusion Provisions for Hybrids Regeneration inclusion Other issues Same changes in both 692/2008 and in WLTP 3
PEMS-PN Task Force Lead by the JRC with the participation of all stakeholders (2013-2016) Theoretical evaluation of Diffusion Chargers (DC) (2013) Phase I (2013): Feasibility study Assessment of application and performance of portable PN instruments relative to a reference (Particle Measurement Program) Update of specifications (i.e. dilution and sampling system and efficiency of diffusion-chargers) Phase II (2014): Extensive experimental campaign Calibration procedures and more accurate estimates of uncertainty Inter-laboratory correlation exercise (2015) with participation of Audi, Honda, Volvo, VW, TUV, Bosmal, JRC
PN in PMP and PEMS EURO 6 GDI prov. EURO 6 5
Data confirmed independently for retrofitting with GPF CF=1 6
PN-PEMS Measurement uncertainty PN-PEMS vs Theory 1 lab many cars** PMP_TP <25% <35% <40% PMP_CVS <50%* <50% <55% TP vs CVS (PMP) <30% <40% <35% 1 car many labs** * Assuming 25% effect of sampling location (losses + exhaust flow uncertainties) ** Based on worst case of two reference systems (DC and CPC based) Numbers are the worst case for all cases examined (i.e. they are max values) close to the EURO 6 PN limit 7
Margin added only to account for the uncertainty of the measurement equipment EURO 6 GDI prov. 1.5 x EURO 6 EURO 6 8
Fuel Quality issue Heavy fuel with high aromatic content lead to abnormally high production of particles.
Fuel Quality issue Proposal for RDE3: Use lighter fuel with a Pass/Fail Scheme to avoid failing a vehicle only due to heavy market fuel Test with Market Fuel Fail Pass Pass Review the provisions in RDE4 Provide input for the Fuel Quality Directive review E150<84% Fuel quality analysis (EN228) Retest with light fuel (E150 84%) E150 84% i.e. light fuel Fail 10
PN at RDE o Already included in Regulation (EC) 459/2012 in footnote of table with EURO 6 limits: "(3 ) Until three years after the dates specified in Article 10(4) and (5) for new type approvals and new vehicles respectively, a particle number emission limit of 6,0 10 12 #/km shall apply to Euro 6 PI direct injection vehicles upon the choice of the manufacturer. Until those dates at the latest a type approval test method ensuring the effective limitation of the number of particles emitted by vehicles under real driving conditions shall be implemented." o Dates are set already in legislation as 1 Sept. 2017 for new vehicles and 1 Sept 2018 for all vehicles. 11
Proposal for PEMS-PN Inclusion of PN for RDE is technically feasible Equipment fulfill the technical specifications and have shown good behaviour during extensive testing Since technology exists (GPF) that allows even GDIs to be significantly lower than the EURO 6 limits, only the measurement uncertainty may be recognised Theory and the most extensive set of data available (JRC interlab and own tests) show that the uncertainty of measuring at the EURO 6 limit is at maximum 50% CF PN : 1.5 in 2017 for new types, in 2018 for all vehicles With a review clause since equipment are bound to improve 12
COLD START The issue of cold start contains two issues: Engine start (i.e. inclusion of first minutes of test into the evaluation) Start of the vehicle in cold atmospheric conditions Currently Cold start emissions are recorded in RDE but excluded from calculations Absence of vehicle conditioning Low repeatability and reproducibility of test conditions may lead to high variability of warm-up durations and cold start emissions Cold start contributes little to the overall emissions of comparatively long (up to 2h) RDE tests But more into urban part of emissions. 13
RDE 3 Boundary conditions Adaptations are needed for a robust assessment of cold-start emissions: Soak of vehicle overnight at ambient T Mandatory start of trips with urban driving (revision of Point 6.2) Limiting idling at test start (revision of Point 7.6) Application of RDE urban boundaries to cold-start: Cold-start driving at average speed 15-40 km/h v*a+ and RPA boundaries of Appendix 7a
Approaches Approach 0:Cold-start as part of RDE urban evaluation Approach 1: M urban mg km M urban mg km = m cold mg +m hot [mg] d urban [km] = m cold mg d urban [km] + m hot mg d urban [km] m cold[mg] d urban [km] + RDE hot,urban [ mg km ] Approach 2a: M urban mg km Approach 2b: M urban mg km = w M cold mg km with w = d cold[km] d urban [km] = w M cold mg km with w = d cold = 2km d urban [km] + (1 w) RDE hot,urban + (1 w) RDE hot,urban mg km mg km
Cold start for NOx NOx Approach 0 (CS part in normal RDE evaluation) JRC data at 15-40 km/h (6 tests)* 7 ± 11% Approach 2a (d urban =RDE urban ) 9 ± 4% Approach 2a (d urban =23km) 15 ± 8% Approach 2a (d urban =8km) 45 ± 22% * Type of vehicles, T ranges (see next slide)
Cold start for NOx Complementary information on cold-start analysis A total of 9 tests are used for the JRC cold-start analysis The six tests with an average cold-start speed of 15-40 km/h are marked in bold Test ID Vehicle information Ambient temperature in o C V006_CI_2 Light-commercial vehicle, Diesel, SCR, DPF 14 V006_CI_3 Light-commercial vehicle, Diesel, SCR, DPF 16 V006_CI_4 Light-commercial vehicle, Diesel, SCR, DPF 13 V002_CI_2 Passenger car, Diesel, SCR, DPF 8 V002_CI_3 Passenger car, Diesel, SCR, DPF 8 V002_CI_4 Passenger car, Diesel, SCR, DPF 9 V002_CI_5 Passenger car, Diesel, SCR, DPF 4 V005_CI_1 Passenger car, Diesel, De-NOx, DPF 7 V005_CI_2 Passenger car, Diesel, De-NOx, DPF 17
Cold start for PN PN JRC RDE data (Golden Vehicle, GDI w/o GPF, av. 5 tests) CPC based PN-PEMS JRC RDE data (Golden Vehicle, GDI w/o GPF, av. 9 tests) DC based PN-PEMS Approach 0 (CS part in normal RDE evaluation) 7% (+/-7 %) 3% (+/-3 %) Approach 2a (d urban =RDE urban ) 22% (+/-14%) 15% (+/-10%) Approach 2a (d urban =23km) 36% (+/-24%) 22% (+/-16%) Approach 2a (d urban =8km) 105% (+/-70%) 63% (+/-46%) * Type of vehicles, T ranges
Cold start for PN Complementary information on cold-start analysis A total of 10 tests are used for the JRC cold-start analysis all with an average cold-start speed of 15-40 km/h 5 of these test for the CPC based PN-PEMS and 9 for the DC based PN-PEMS Test ID2 Vehicle information Ambient temperature in o C 20150916_road_03_JRC Passenger car, GDI 17 20151022_road_01_HON Passenger car, GDI 12 20151023_road_02_HON Passenger car, GDI 13 20151120_road_03_VOL Passenger car, GDI 4 20151123_road_04_VOL Passenger car, GDI 3 20151208_road_04_TUV Passenger car, GDI 12 20151218_road_02_JRC Passenger car, GDI 6 20151221_road_04_JRC Passenger car, GDI 10 20160112_road_01_JRC Passenger car, GDI 12 20160113_road_02_JRC Passenger car, GDI 12
Cold Start Inclusion: New Preconditioning and Boundary Conditions included Approach 0: straight forward, need to check the application with the two tools Approach 2A: Technically correct, but care needs to be taken to select the appropriate durban Data are non-conclusive for the moment Dates for inclusion into RDE with 1st step Introduction of a hot start RDE trip 20
Hot Start Inclusion: Recent revelations of national investigations confirm that currently most vehicles emit higher in the hot cycle than in the cold one Engineering/physical principles cannot explain this In the USA hot start cycle emits 12% of the cold one! 21 Prescribe in RDE that at least 1 vehicle per PEMS family shall be tested with hot engine to avoid tuning for cold testing only
Ambient conditions are already present in current RDE: Moderate and extended RDE temperature conditions (Point 5.2; Regulation 2016/427) Derogations apply until 5 years after Euro 6 dates Ranges In o C Factor Moderate temperature 0 to 30 1 Derogation moderate temperature 3 to 30 1 Extended temperature -7 to <0 and >30 to 35 1.6 Derogation extended temperature -2 to <3 and >30 to 35 1.6 22
Hybrids Only for OVC-HEVs: Use normalised NOx/CO2 Smaller variation than NOx 23 RDE NOx[mg]/CO 2 [g] < limit[mg/km]*cf/co 2 ref[g/km] Use for the following CO 2 reference [g/km] For full RDE trip: WLTP total CO 2 [g/km] For urban RDE trip: low + medium phase WLTP CO 2 [g/km] For the moment NOVC-HEVs only with EMROAD/CLEAR(tbc?) Review necessary in order to introduce a more complete/appropriate methodology
Regeneration Multiply results of PEMS with ki-factors If vehicle is below the limit PASS If vehicle is above the limit, then check if regeneration occured If yes, then take away ki-factors and check if results are below the limit: then PASS If yes, but results above the limit, finish regeneration and retest once. 24
Light Commercial Vehicles For a speed-limited vehicles need to change speed boundaries Implemented, but no data for trip characteristics, so changes are postponed if need be for RDE-4 Issue with multi-stage vehicles: Can second-hand manufacturers use the emissions/rde approval of the first hand manufacturer? With common agreement? 25
Impact of Ultra Small and Small Volume Manufacturers within the EU fleet 2014 Total registrations EU fleet share Number of manufacturers Average Sales Ultra Low Volume 4,089 0.03% 22 186 Small Volume 13,921 0.11% 5 2,784 26
Small Volume manufacturers in RDE Excemption of USVM from RDE provisions Delay of RDE for SVM with only monitoring in 1 step and full application with 2 step. Definitions: 'small volume manufacturers (SVMs) means operationally independent vehicle manufacturers whose worldwide annual production is less than 10,000 units and who have their own design centre and production facility. 'own production facility' means a manufacturing or assembly plant used solely by the manufacturer for the purpose of manufacturing or assembling new vehicles exclusively for that manufacturer, including, where relevant, vehicles which are intended for export; 'own design centre' means a facility in which the whole vehicle is designed and developed, and which is under the control and exclusive use of the manufacturer; ultra small volume manufacturers (USVMs) means a small volume manufacturer as defined in Article 2(32) of this Regulation with registrations per calendar year of less than 1,000 within the European Union; 27
RDE Declaration in CoC In order to promote clean mobility schemes: Manufacturers should declare a value of CF in the CoC for both NOx and PN, which will be at or below the ones prescribed in RDE regulation This shall be the value against which they will be compared in third party testing And used for local or national incentive schemes Slight modification in CoC needed 28
Planning 1 discussion in TCMV 2 discussion in TCMV Internal consultation Public consultation Vote in TCMV planned 15 September 3 October 10 October to 24 October 3 November to 2 December 7 December 29
Thank you for your attention 30