Evaluation of Euro V passenger cars questionnaires input

1. Summary of work within Fuels context Evaluation of Euro V passenger cars questionnaires input Raymond Gense

2. Project objective: • “Technical support for the Commission DG Environment on the development of Euro 5 standards for light-duty vehicles and Euro 6 standards for heavy-duty vehicles” • Current status: • LD work completed • LD report public within next weeks • HD work starts within next weeks Raymond Gense

3. Procedure followed (1) • Typical Emission Limit Value (ELV) settings established by EC • For Light Duty 7 scenario’s for CI and 6 for SI • Technical questionnaire sent to MVEG members, asking for technologies and cost involved with scenario’s Raymond Gense

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6. Procedure followed (2) • Input received from :ACEA, AECC, Toyota, Mazda, Nissan, Honda, CONCAWE, AEGPL, UBA, Swedish EPA, Bosch. • Data gathering and ordering by TML (TREMOVE) • Evaluation of supplied data by the “Euro V panel” (TNO-automotive, LAT and Ricardo) • Evaluation based on: • supplied data and information to the EC • addition meetings with ACEA, AECC and Toyota • general expert knowledge of the panel (no own data) •  technology choices and involved costs Raymond Gense

7. 2004 technology base line • CI • Direct high pressure injection • Cooled EGR • Oxidation catalyst • SI lambda 1 • Intake manifold MPI • Closed loop, close coupled 3-way catalyst • Minimal variable valve timing • SI Lean/stratified • Multi point direct fuel injection • Closed loop 3 way catalyst for lambda 1 mode, NOx storage catalyst for lean mode • State of the art sensor technology (linear lambda sondes and/or NOx sensor) • Minimal variable valve timing to create internal EGR Raymond Gense

8. EURO V technology options • CI • Direct high pressure injection with increases pressure and injection time flexibility • Cooled EGR with advanced flow and temperature control • Oxidation catalyst • DPF on almost all CI vehicles • DeNOx aftertreatment (Lean NOx storage or SCR) on heavier CI vehicles Raymond Gense

9. EURO V technology options • CI • Direct high pressure injection with increases pressure and injection time flexibility • Cooled EGR with advanced flow and temperature control • Oxidation catalyst • DPF on almost all CI vehicles • DeNOx aftertreatment (Lean NOx storage or SCR) on heavier CI vehicles • SI lambda 1 • Improved intake manifold MPI (possible direct injection) • Closed loop, close coupled 3-way catalyst with increased efficiency • Highly variable valve timing Raymond Gense

10. EURO V technology options • CI • Direct high pressure injection with increases pressure and injection time flexibility • Cooled EGR with advanced flow and temperature control • Oxidation catalyst • DPF on almost all CI vehicles • DeNOx aftertreatment (Lean NOx storage or SCR) on heavier CI vehicles • SI lambda 1 • Improved intake manifold MPI (possible direct injection) • Closed loop, close coupled 3-way catalyst with increased efficiency • Highly variable valve timing • SI Lean/stratified • Improved multi point direct fuel injection • Improved efficiency closed loop 3 way catalyst for lambda 1 mode, improved efficiency NOx storage catalyst for lean mode • State of the art sensor technology (linear lambda sondes and/or NOx sensor) • Highly variable valve timing to create internal EGR Raymond Gense

11. Input received on Euro V Fuel Properties • Euro V will involve sulphur sensitive components/technologies • Sulphur levels below 10 ppm in petrol and diesel fuel are seen as being sufficiently low to correctly operate Euro V technology • Operating SI vehicles on CNG and LPG will give no additional problems in combination with Euro V technology (compared to Euro IV) • No information was received on Hydrogen and Biofuels applications Raymond Gense

12. Thank you raymond.gense@tno.nl Raymond Gense