Future Emission Regulations - Low Levels across All Engine Operating Points
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ture Emission Regulations – Low Levels across All Engine Operating Points ©
The first standardized emission regulations for cars came into effect in the former EEC in 1970. Since then exhaust emission legislation has been the main driving force behind the ongoing development of powertrains and vehicles. However, the impact, in particular on vehicle costs, has probably never been as high as in the case of the planned Euro 7 regulations, which combine stricter limits with the comprehensive RDE test cycle. 8
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WARM-UP PERIOD AND HIGH-LOAD CONDITIONS PRESENT A CHALLENGE
The Euro 6 regulations for cars with gasoline and diesel engines have been the key emission standard in Europe since 2014. Over the six years since Euro 6 was introduced, it has undergone significant changes, not with regard to the limits, which have remained the same, but as a result of modifications to the test cycles and measurement conditions that are used to determine the emission levels. Initially the measurements were based on the New European Driving Cycle (NEDC), ATZ worldwide 10|2020
but this was already outdated even in 2014 and quasi conceptually produced unrealistic figures. It was followed in 2017 by the current Worldwide Harmonized Light Vehicle Test Procedure (WLTP). This is a more accurate representation of emission levels in everyday driving with higher vehicle speeds, greater variations in speed and stricter test procedures [1]. However, the general problem that an artificial cycle can only reflect reality to a limited extent remains unchanged. A partial resolution came in 2019 with the introduction of the supplementary Real Driving Emissions (RDE) test that
involves measurements on the road and therefore a more realistic approach. According to current plans, when Euro 7 is introduced, the test processes and cycles will not change and the focus will once again be on the limits. Although the precise figures will not be officially confirmed until 2021, we can expect the legislation to involve an NOx emission limit of 35 mg/km for both gasoline and diesel engines [2]. Compared with the Euro 6 regulations, which specified 60 mg/km for gasoline and 80 mg/km for diesel engines, this
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© Habefa | German Environment Agency
IN THE SP OTLIGHT
Average actual exhaust emissions from diesel cars before the introduction of the RDE test
IMPLEMENTING THE REGULATIONS FOR GASOLINE AND DIESEL ENGINES
For AVL the question of the correct development approach for future emission standards is closely linked to the platform strategy adopted by individual carmakers and the integration of the engine as a complete system into the powertrain. “In the future an overall systemic approach to the powertrain from the perspective of both emissions and consumption will become increasingly important. As early as in the initial concept phase it is essential to consider which operating ranges the combustion engine should cover, where it can be supported by the electric motor, for example by load shifting, and what form the exhaust treatment system
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