The Truth is on the Road Real Driving Emissions Dr. Axel Friedrich Dr. Axel Friedrich Germany Dr. Axel Friedrich Berlin Berlin
EU Air Quality Directive 28//EC Pollutant Concentration Averaging Legal nature period Fine particles 2 µg/m3*** 1 year (PM2.) Target value entered into Permitted exceedences each year n/a force 1.1.21 Limit value enters into force 1.1.21 Nitrogen dioxide 2 µg/m3 1 hour (NO2) Limit value entered into 18 force 1.1.21 4 µg/m3 1 year Limit value entered into n/a force 1.1.21* PM1 µg/m3 24 hours Limit value entered into 3 force 1.1.2** 4 µg/m3 1 year Limit value entered into force 1.1.2** n/a
EU Euro and Euro 6 Emission Limits for Diesel Passenger Car Source: Vicente Franco, Francisco Posada Sánchez, John German, and Peter Mock, ICCT 214
Yearly Average of Nitrogen Dioxide Concentration at Stations in Stuttgart
Yearly Average of Nitrogen Dioxide Concentration at Air Quality Measurement Stations in Germany
Overview of on-road NOX and CO2 Emission Results for all Vehicles under Test Source: Vicente Franco, Francisco Posada Sánchez, John German, and Peter Mock, ICCT
Test Cycle New European Drive Cycle (NEDC)
PEMS Installation
PEMS Track
Speed Track
PEMSPEMS- Measurements Measurements
Superemitter
Renault Espace 1.6 dci Euro 6b
Road Measurements Renault Captur 1. dci Engine volume 1.461 cm3 Power 81 kw Fuel Diesel Emission limit EURO 6 Abatement technology Oxi-Kat, AGR Kilometers 17.723 Day of first registration 3.216 Summary of the three measurements 17 Grad Celsius Average CO2 in g/km DAverage NOx in mg/km Factor to emission limit NOx Euro 6 Diesel (8 mg/km) 118 1.316 16,
Road measurements Fiat X 2. Engine volume 1.96 cm3 Power 13 kw Fuel Diesel Emission limit EURO 6 Abatement technology NOx-Speicherkat Kilometer 17.613 Day of first registration 6.216 Summary of the ten measurements Average CO2 in g/km Average NOx in mg/km Factor to the emission limt NOx Euro 6 Diesel (8 mg/km) 16 1.38 17,2
Road measurements Mercedes-Benz B- Class, B 18d Engine volume 1.461 cm3 Power 8 kw Fuel Diesel Emission limit EURO 6 Abmatement technology NOx-Speicherkat Kilometer.46 Day of registration 8.216 Summary of the ten measurements Average CO2 in g/km Average NOx in mg/km Factor to emission limt NOx Euro 6 Diesel (8 mg/km) 134 1.39 13
Daimler V22 D EURO 6
1 1 2 2 3 3 4 4 6 6 7 7 8 8 9 9 1 1 11 11 12 12 13 13 14 14 1 1 16 16 17 17 18 18 19 19 2 2 21 21 22 22 23 23 NO2 [ppm] 1 1 2 2 3 3 4 4 6 6 7 7 8 8 9 9 1 1 11 11 12 12 13 13 14 14 1 1 16 16 17 17 18 18 19 19 2 2 21 21 22 22 NO2 [ppm] NO2 vs. Zeit Kalt- und Warmstart Mercedes V22d, 2.4.217 7 6 4 3 Kaltstart Warmstart 2 1 Zeit [s] NO2 vs. Zeit Kalt- und Warmstart Mercedes C2d 14 12 1 8 6 Kaltstart Warmstart 4 2 Zeit [s]
NOx kumuliert Kalt- und Warmstart Mercedes V22 d, 2.4.217 18 16 14 12 NOx [g] 1 Kaltstart Warmstart 8 6 4 2 1 1 2 2 3 3 4 4 6 6 7 7 8 8 9 9 1 1 11 11 12 12 13 13 14 14 1 1 16 16 17 17 18 18 19 19 2 2 21 21 22 22 Zeit [s] NOx kumuliert Kalt- und Warmstart Mercedes C2d 6 NOx [g] 4 3 Kaltstart Warmstart 2 1 1 1 2 2 3 3 4 4 6 6 7 7 8 8 9 9 1 1 11 11 12 12 13 13 14 14 1 1 16 16 17 17 18 18 19 19 2 2 21 21 22 22 23 23 Zeit [s]
Hyundai Euro 6 Diesel PEMS Measurements Average CO2 in g/km 131 Average NOx in mg/km 331 Factor to emission limit NOx Euro 6 Diesel ( 8 mg/km) Average CO2 in g/km Average NOx in mg/km Factor to emission limit NOx Euro 6 Diesel ( 8 mg/km) Average CO2 in g/km Average NOx in mg/km Factor to emission limits NOx Euro 6 Hyundai Euro 6 Diesel i3 4,13 18 421 Hyundai Euro 6 Diesel Santa Fe,26 171 329 Hyundai Euro 6 Diesel Tucson
VW Euro 6 Diesel PEMS Measurements Average CO2 in g/km Average NOx in mg/km Factor to emission limit NOx Euro 6 Diesel ( 8 mg/km) Average CO2 in g/km Average NOx in mg/km Faktor Emission Limit NOx Euro 6 Diesel ( 8 mg/km) Average CO2 in g/km 171 184 VW Euro 6 Diesel Touran 2,3 17 46 Audi Euro 6 Diesel Q3,7 132 Average NOx in mg/km 13 Factor to emission limits NOx Euro 6 Diesel 1,69 Skoda Euro 6 Diesel Octavia
Possibilities of Cycle Detection Acceleration sensor (integrated in Airbag) Wheel sensors (integrated in ABS) GPS (integrated in navigation system) Temperatur sensors Safety belt sensors Wheel sensors etc.
Emission limits and conformity factors The second package on RDE tests establishes the emission limits applicable in these tests and the dates when these will apply to new models and to new vehicles. The final requirements will be introduced in two steps. The first should apply from September 217 for new models and from September 219 for new vehicles. During this first period, a conformity factor of up to 2.1 (11%) will be allowed for exceeding the NOx emissions limit (8 mg/km). The aim is to give manufacturers time to gradually adapt to the new RDE rules. This first conformity factor will be phased out at the latest in 221.In a second stage, from January 22 for new models and from January 221 for new vehicles, there will still be the possibility to apply a conformity factor. However this second conformity factor will be only 1 plus the error margin, which is currently set at.. (With a conformity factor of 1. the limit could be exceeded by %). The error margin reflects statistical and technical uncertainties of the tests. This second conformity factor will be annually reviewed to take into consideration technical improvements to the test equipment.
Prius IV
PEMS Measurements Prius Prius 3 Av. NOx emissions: < mg/km Av. CO emissions: 73 mg/km Av. CO2 emissions: 16 g/km Prius 4 Av. NOx emissions: 1 mg/km Av. CO emissions: 36 mg/km Av. CO2 emissions: 76 g/km
OBD
Requirements of the EU Directive 49/212 2.14. Contrary to point 3.3. of Annex 11 to UN/ECE Regulation No 83, the following devices shall be monitored for total failure or removal if the latter resulted in exceeding the applicable emission limits: as from 1 September 211, a particulate trap fitted to compression ignition engines as a separate unit or integrated into a combined emission control device, for vehicles certified against either the OBD threshold limits shown in the tables set out in point 2.3.3 or 2.3.4, a NOx aftertreatment system fitted to compression ignition engines as a separate unit or integrated into a combined emission control device
CO2
Divergence of spritmonitor.de vs. manufacturers typeapproval emissions
Real-world vs. type-approval CO2 emission values of new European passenger cars based on Spritmonitor.de estimates and type-approval data from the European Environment Agency (EEA) Source: ICCT 216
https://ec.europa.eu/research/sam/pdf/sam_co2_emissions_report.pdf#view=fit&pagemode=none
Conclusion of the High Level Group of Scientists (1) In order to ensure the representativeness of the type approval test, a framework for the monitoring of real driving CO2 emissions is required. This should consist of an exploitation of CO2 data obtained from real driving emissions testing for pollutants using Portable Emissions Measurement Systems (PEMS), the development of a targeted ex-post Real Driving Emissions (RDE) methodology for CO2, and the introduction of a formal reporting of fuel consumption from onboard vehicle diagnostic systems. In order to grow the trust of the consumer in the regulatory system and the car industry, and to guarantee a level playing field for car manufacturers, a number of framework conditions must be met.
Conclusion of the High Level Group of Scientists (2) These include in particular the strengthening of regulatory oversight and technical capacity in Europe, and increased transparency of the whole process. Legislation on CO2 emissions from road transport should be designed in a way that stimulates innovation and is able to adapt to the increasing take-up of new technologies such as plug-in hybrid and electric vehicles. The assumption that CO2 emissions measured with the WLTP will be closer to real-world emissions is reasonable. However, while the WLTP has the potential to become a common reference globally, its further development is recommended with a formal review every five years toensure that the gap between laboratory and real-world emissions is not growing
Conclusion If no control exist, manufacturers don t follow the legislation if they can save money. Therefore it is a need to change the certification system of vehicle. It should rely in future on RDE measurements, self certification by the manufacturers combined with effective penalties. The control of the manufactures data should be done by government agencies, The system has to be transparent, which means all RDE test data has be published immediately after the tests. The test- and control cost should be covered by a small fee for the first registration
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