Impact of WLTP introduction on CO2 emissions from M1 and N1 vehicles: Evidence from type-approval and 2018 EEA data

The analysis of official type-approval documents covering the period September 2017 - August 2018 and which were uploaded in the ETAES platform has given a first insight of the impact of the introduction of the WLTP procedure on declared and measured CO2 emissions. The first topic analysed was the ratio between declared WLTP and NEDC emissions. On average, this ratio is higher for diesel ICE vehicles compared to gasoline ICE vehicles. The mean ratio for diesel VH was 1.26 for M1 category and 1.28 for N1 and for VL 1.18 for M1 and 1.22 for N1 category. The 2018 EEA data showed an average ratio of 1.25 for M1 and 1.27 for N1 category. For gasoline ICE vehicles the mean ratio for VH is 1.16 for M1 1.19 for N1 category and for VL 1.13 for M1 and 1.14 for N1 category. The 2018 EEA data show an average ratio of 1.19 for M1 1.16 for N1 category. The highest average ratio for diesel and gasoline VH was calculated for OEM_3 group and for VL for OEM_15 (diesel) and OEM_3 (gasoline) groups. The 2018 EEA registrations data show the highest average ratio coming from OEM_3 (diesel) and OEM_11 (gasoline) groups. For NOVC-HEVs and OVC-HEVs the data sets analysis were much smaller and any conclusions drawn should be treated with caution. The mean WLTP/NEDC ratio for NOVC-HEVs was 1.22 (VH) and 1.18 (VL), which is higher than that of gasoline ICE vehicles. For all OVC-HEVs analysed (weighted-combined CO2 emissions) the ratio for VH is 1.13, but with a range from 0.34 to 1.44 and for VL the average was 1.03 (range: 0.31-1.32). In the 2018 EEA data NOVC-HEVs and OVC-HEVs could not be distinguished. Analysis of Emission type-approval documents (ETA) revealed that for the majority of IP families analysed (70% for VH and 73% for VL) the declared WLTP values were less than 5% higher than the WLTP measured values. In 26% of cases for VH and 23% for VL the over-declaration was between 5% and 10%. In only 4% of cases for VH and 4% for VL OEM’s over-declaration was above 10% (but always below 20%). In total, 18% (266) of IP families are type-approved with only vehicle high (VH), which leads to higher CO2 emissions compared to the interpolation approach. Some OEMs are only type-approving VH (OEM_13, OEM_16, OEM_17, OEM_18, OEM_19, OEM_21, OEM_22, OEM_23, OEM_24, OEM_25, OEM_27, OEM_28), but except OEM_13, the other OEM groups have very low registrations. OEM groups with high registrations (more than half million) and high % of IP families with only VH are: OEM_7 (24%), OEM_5 (22%), OEM_2 (20%), OEM_9 (7%), and OEM_3 (6%). OEM_12 and OEM_10 are another OEMs with high % of IP families with only VH (91% and 73%, respectively) and registrations higher than 200,000. Various inconsistencies and issues have been identified in the data collected. Such inconsistencies should be addressed to ensure correct implementation of the legislation and a level playing field.JRC.C.4-Sustainable Transpor

From NEDC to WLTP: effect on the type-approval CO2 emissions of light-duty vehicles

The present report summarises the work carried out by the European Commission's Joint Research Centre to estimate the impact of the introduction of the new type approval procedure, the Worldwide Light duty vehicle Test Procedure (WLTP), on the European car fleet CO2 emissions. To this aim, a new method for the calculation of the European light duty vehicle fleet CO2 emissions, combining simulation at individual vehicle level with fleet composition data is adopted. The method builds on the work carried out in the development of CO2MPAS, the tool developed by the Joint Research Centre to allow the implementation of European Regulations 1152 and 1153/2017 (which set the conditions to amend the European CO2 targets for passenger cars and light commercial vehicles due to the introduction of the WLTP in the European vehicle type-approval process). Results show an average WLTP to NEDC CO2 emissions ratio in the range 1.1-1.4 depending on the powertrain and on the NEDC CO2 emissions. In particular the ratio tends to be higher for vehicles with lower NEDC CO2 emissions in all powertrains, the only exception being with the plug-in hybrid electric vehicles (PHEVs). In this case, indeed, the WLTP to NEDC CO2 emissions ratio quickly decreases to values that can be also lower than 1 as the electric range of the vehicle increases.JRC.C.4-Sustainable Transpor

Joint Research Centre 2017 light-duty vehicles emissions testing

This report summarises the results of the pilot study on the market surveillance of light-duty vehicles. The emission performance and the CO2 emissions of 15 vehicles are presented. The methodology for vehicle compliance checks defined in the Guidance note published by the European Commission was applied and discussed.JRC.C.4-Sustainable Transpor

On-road vehicle emissions beyond RDE conditions

Passenger cars are an important source of air pollution, especially in urban areas. Recently, real-driving emissions (RDE) test procedures have been introduced in the EU aiming to evaluate nitrogen oxides (NOx) and particulate number (PN) emissions from passenger cars during on-road operation. Although RDE accounts for a large variety of real-world driving, it excludes certain driving situations by setting boundary conditions (e.g., in relation to altitude, temperature or dynamic driving). The present work investigates the on-road emissions of NOx, NO2, CO, particle number (PN) and CO2 from a fleet of nineteen Euro 6b, 6c and 6d-TEMP vehicles, including diesel, gasoline (GDI and PFI) and compressed natural gas (CNG) vehicles. The vehicles were tested under different on-road driving conditions outside boundaries. These included ‘baseline’ tests, but also testing conditions beyond the RDE boundary conditions to investigate the performance of the emissions control devices in demanding situations. Consistently, low average emission rates of PN and CO were measured from all diesel vehicles tested under most conditions. Moreover, the tested Euro 6d-TEMP and Euro 6c diesel vehicles met the NOx emission limits applicable to Euro 6d-TEMP diesel vehicles during RDE tests (168 mg/km). The Euro 6b GDI vehicle equipped with a gasoline particulate filter (GPF) presented PN emissions < 6×1011 #/km. These results, in contrast with previous on-road measurements from earlier Euro 6 vehicles, indicate more efficient emission control technologies are currently being used in diesel and gasoline vehicles. However, the results described in this report also raise some new concerns. In particular, the emissions of CO (measured during the regulated RDE test, but without an emission limit associated to it) or PN from PFI vehicles (presently not covered by the Euro 6 standard) showed elevated results in some occasions. Emissions of CO were up to 7.5 times higher when the more dynamic tests were conducted and the highest PN emissions were measured from a PFI gasoline vehicle during dynamic driving. The work also investigates how NOx, CO, PN and CO2 on-road emissions from three vehicles are impacted by sub-zero ambient temperatures and high altitudes. Two of the tested vehicles were Euro 6d-TEMP certified vehicles, one diesel and one gasoline, and one was a Euro 6b plug-in hybrid vehicle. The vehicles were studied during tests that do not fulfil the boundary conditions in terms of maximum altitude, altitude gain, and/or minimum temperature. The obtained emissions were compared to those obtained during tests performed along RDE routes. The results indicate that cold ambient temperature and high altitude, outside the RDE boundary conditions, lead to in higher NOx, CO and PN emissions compared to moderate conditions of temperature and altitude. Nonetheless, the two Euro 6d-TEMP vehicles tested in those extreme conditions yielded NOx emissions factors that fulfilled the Euro 6d-TEMP emission requirements. Our work underlines the importance of a technology- and fuel-neutral approach to vehicle emission standards, whereby all vehicles must comply with the same emission limits for all pollutants.JRC.C.4-Sustainable Transpor

Environmental Impact Assessment of the Nuclear Reactor in Vinca, Based on the Data on Emission of Radioactivity from the Literature - a Modeling Approach

Research activities of Vinca Institite have been based on two heavy water research reactors: a 10 MW one, RA, and zero power, RB. Reactor RA was operational from 1962 to 1982. In 2010, spent fuel has been sent to the country of origin, and the reactor now is in decommissioning. During the operational phase of the reactor there were no recorded accidental releases into the environment, only operational ones. Results of the environmental impact assessment of the assumed emission of radionuclides from the ventilation of nuclear reactor RA in Vinca to the atmospheric boundary layer are presented in this paper. Evaluation was done by using the Gaussian straight-line diffusion model and taking into account characteristics of the reactor ventilation system, the assumed emission release of radioactivity (from the literature), site-specific meteorological data for six-year period and local topography around nuclear reactor, and corresponding dose factors for inventory of radionuclides. Based on the described approach, and assuming that the range of appropriate meteorological data for six year period for the application of described mathematical model is enough for this kind of analysis, it can be concluded that the nuclear reactor RA, in the course of its work from 1962 to 1982, had no influence on the surrounding environment through the air above regulatory limits

Joint Research Centre 2018 light-duty vehicles emissions testing

This report presents the activities of the JRC on tailpipe emissions compliance assessment of light-duty vehicles conducted throughout 2018. Criteria pollutant and CO2 emissions of 19 vehicles were measured in the laboratory and on the road in a wide range of driving conditions. Distance-specific emissions for individual vehicles and per vehicle technologies and standards are presented. The methodology for emissions compliance defined in the Guidance on the evaluation of Auxiliary Emission Strategies and the presence of Defeat Devices with regard to the application of Regulation (EC) No 715/2007 on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) was applied and discussed.JRC.C.4-Sustainable Transpor

Gaseous Emissions from Light-Duty Vehicles: Moving from NEDC to the New WLTP Test Procedure

The Worldwide Harmonized Light Duty Test Procedure (WLTP), recently issued as GTR15 by UNECE-WP29, is designed to check the pollutant emission compliance of Light Duty Vehicles (LDVs) around the world and to establish the reference vehicle fuel consumption and CO2 performance. In the course of the development of WLTP, the Joint Research Center (JRC) of the European Commission has tested gaseous emissions of twenty-one Euro 4–6 gasoline and diesel vehicles, on both the current European type approval test procedure (NEDC) and the progressive versions of the WLTP. The results, which should be regarded just as an initial and qualitative indication of the trends, demonstrated minimal average differences between CO2 emissions over the NEDC and WLTP. On the other hand, CO2 emissions measured at JRC on the NEDC were on average 9% higher than the respective type approval values, therefore suggesting that for the tested vehicles, CO2 emissions over WLTP were almost 10% higher than the respective NEDC type approval values. That difference is likely to increase with application of the full WLTP test procedure. Measured THC emissions from most vehicles stayed below the legal emission limits and in general were lower under the WLTP compared to NEDC. Moving from NEDC to WLTP did not have much impact on NOx from gasoline vehicles and CO from diesel vehicles. On the contrary, NOx from diesel vehicles and CO from low-powered gasoline vehicles were significantly higher over the more dynamic WLTP and in several cases exceeded the emission limits. Results from this study can be considered indicative of emission patterns of modern technology vehicles and useful to both policy makers and vehicle manufacturers in developing future emission policy/technology strategies.JRC.F.8-Sustainable Transpor

How much difference in type-approval CO2 emissions from passenger cars in Europe can be expected from changing to the new test procedure (NEDC vs. WLTP)?

After significant efforts from many parties, the World-wide harmonized Light duty Test Procedure (WLTP) has seen its light first as the UNECE Global Technical Regulation and then as the procedure adopted in the type-approval of light-duty vehicles in Europe. The paper focuses its attention on the main procedural differences between the WLTP and the New European Driving Cycle (NEDC), which is the test-procedure currently used in Europe. In general terms the WLTP appears to be a significant improvement compared to the NEDC. The main differences between two test procedures are identified and their impact on CO2 emissions quantified using the in-house built simulation software CO2MPAS. On the basis of each of these differences, the paper assesses the potential total impact on the final reported type-approval CO2 emissions. The biggest impact on CO2 emissions is coming from the changes in the road load determination procedure (~10% increase). Procedural changes concerning the test in the laboratory will bring another 8% and post-processing and declaration of results will result in difference of approximately 5% (each). Overall, the WLTP is likely to increase the type-approval CO2 emissions by approximately 25%. Therefore, the WLTP will be able to reduce more than half of the gap identified between the type-approval and real-life figures in Europe. This should be seen as a considerable improvement given the ontological limitations of a laboratory-based test procedure.JRC.C.4-Sustainable Transpor

A simulation based approach for quantifying CO2 emissions of light duty vehicle fleets. A case study on WLTP introduction

This paper presents a new technology-oriented modelling approach for assessing the effect of different technologies and fleet composition on energy consumption/CO2 emissions. The methodology follows a hybrid approach between a statistically founded instantaneous emission model and a complete vehicle-simulation model. It makes use of as limited information as possible referring mainly to already available data sources. It is split into two modules, the sampling module where individual vehicles are defined, each one corresponding to a real vehicle present in the fleet, and the simulation module where each vehicle is run in a predefined mission profile. The vehicle simulation model is based on simple longitudinal dynamics featuring an extended-Willans powertrain simulation module. The fleet “generator” module that selects and assigns vehicle characteristics per vehicle is based on existing databases and the annual CO2 emissions monitoring database new vehicle registrations in the European market. The implementation code is built so that several thousands of simulations are possible in limited time. In this example, the methodology is applied for assessing the introduction of the new Worldwide Harmonized Test (WLTP) protocol in the European light duty vehicle type approval procedure. A representative fleet of approx. 4,000 vehicles, model year 2013-2014, was defined and run over the existing and forth-coming type approval cycles. Results showed good correlation of fleet-wide predicted CO2 emissions against preliminary certification data for year 2014 that were used for validation. Following, the WLTP provisions were introduced and calculations were made with regard to the expected increases in average CO2 emissions of the new registrations with the new protocol.JRC.C.4-Sustainable Transpor

Laboratory and on-road evaluation of a GPF-equipped gasoline vehicle

The introduction of a solid particle number limit for vehicles with gasoline direct injection (GDI) engines resulted in a lot of research and improvements in this field in the last decade. The requirement to also fulfil the limit in the recently introduced real-driving emissions (RDE) regulation led to the introduction of gasoline particulate filters (GPFs) in European vehicle models. As the pre-standardisation research was based on engines, retrofitted vehicles and prototype vehicles, there is a need to better characterise the actual emissions of GPF-equipped GDI vehicles. In the present study we investigate one of the first mass production vehicles with GPF available in the European market. Regulated and non-regulated pollutants were measured over different test cycles and ambient temperatures (23 °C and −7 °C) in the laboratory and different on-road routes driven normally or dynamically and up to 1100 m altitude. The results showed that the vehicle respected all applicable limits. However, under certain conditions high emissions of some pollutants were measured (total hydrocarbons emissions at −7 °C, high CO during dynamic RDE tests and high NOx emissions in one dynamic RDE test). The particle number emissions, even including those below 23 nm, were lower than 6 × 1010 particles/km under all laboratory test cycles and on-road routes, which are <10% of the current laboratory limit (6 × 1011 particles/km).JRC.C.4-Sustainable Transpor