3/10/2015
Tier V and the Global Conundrum
Thought Tier IV was the final word? Guess again…
NRCI Emissions Standard: US and Europe
PM [g/kWh]
10
1999 - 2015:
0,9
Reduction PM emission:
96,5 %
0,8
Reduction NOx:
95,7 %
0,7
US Tier 1 / EU Stage I
75 - 130 kW
0,6
1999
0,5
2004
0,4
2006
0,3
US Tier 3 /
EU Stage III A
75 - 130 kW
0,2
2012
US Tier 2 /
EU Stage II
75 - 130 kW
2015
0,1
0,0
1
2
3
4
US Tier 4 / EU Stage IV
56 - 130 kW
5
6
7
8
US Tier 4 interim / EU Stage III B
56 (37) - 130 kW
9
10
NOx (+ HC) [g/kWh]
2
2
On‐Road and Non‐Road Emissions Standard:
US and Europe
Euro IV
Euro V
On-Road
Euro VI
US 07
US10
EU Stage IIIA/ Tier 3 130-560 kW
EU Stage IIIA/ Tier 3 75-130 kW
EU Stage IIIA/ Tier 3 37-75 kW
Non-Road
EU Stage IIIB/ Tier 4 interim 130-560 kW
EU Stage IIIB/ Tier 4 interim 56-130 kW
EU Stage IIIB/ Tier 4 37-56 kW
EU Stage IV/ Tier 4
> 56 kW
2006 2007 2008
VE-S - Dr. Müller
2009 2010
3
2011
2012 2013
2014 2015
2016
23.10.2014
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3/10/2015
Compare Current EU Non‐road and On‐
road Standards
EU On‐road “Euro”
EU Non‐road “Stage”
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Drive for Emission legislation in EU
Local regulations
Contractor requirements for DPF
► German Railways requiring DPF for urban construction sites
► Germany: Construction sites where TRGS* apply (indoor use & tunnel construction)
► Mining applications in general
► Local authorities increasingly insist on machines with DPF
*TRGS: Technical Rules for Hazardous Substances
Engine and Equipment Manufacturers Position
► Prefers solutions for a single emissions compliance platform where machines can be used globally ► For EU Stage V: Most likely with DPF there is no installation change from Stage IV to Stage V
DPF
required
European Low Emission Zones
► Introduce local regulations requiring PM filters in urban areas earlier than EU Stage V
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EU Stage V (Proposed initiation‐ 2019)
–
–
–
–
–
–
–
Incorporates standards for < 19 kW and > 560 kW
Particle Number (PN) and Particle Mass (0.015 g/kW) for 19 ‐ 560 kW
Same NOx limits as US Tier 4 Final Staggered introduction 2019 / 2020 proposed
PN requires DPF  same as Switzerland today
Include gaseous fuel ‐ CH4 (Methane) limit
Less transition flexibility (EU flex)
•
Eliminate equipment flexibility provisions – Decrease sell‐off period •
•
Engine manufactured in last 6 months of previous Stage
Machine manufactured in first 12 mo. of new Stage
– EU version of delegated assembly: ‘Separate Shipment’ provision – Reduced/eliminated opportunity for new previous‐Stage replacement engines
– Formal process for prototype testing
– Stationary engines remain out of scope
C.A. Tissera
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EU Stage V (From 2019)
1 x 1012 = 1,000,000,000,000 = 1 Trillion Particles • Particle number (PN) limit of 1x1012 #/kWh will apply to EU NR engines from 19 ‐
560kW, requiring wall‐flow particulate filters.
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How Small Are We Talking About?
– Fine and Ultra‐fine particles are a component of PM
– Ultra‐fine particles are <100 nm
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EU Standard ‐ Particle Measurement Program (PMP)
– To date, PM emissions are regulated on a mass basis (g/bhp‐hr) by collecting PM on a filter placed in a diluted exhaust stream and weighing the PM collected on the filter. – PMP protocol involves only the measurement of solid particles. – EU method removes volatile particles out of the exhaust stream prior to entering the sampler. – Measurement method samples particles above a certain size range.
– EU has established a PN number standard for
• Light‐duty diesel vehicles ‐ EURO V: 6 X 1012 particles per kilometer.
• Heavy‐duty vehicles ‐ EURO VI: 6 X 1011 per kWh and 8 X 1011 per KWh based on test cycle.
• Non‐road Stage V PN limit is 1x1012 per kWh based on test cycle for 19 ‐
560kW.
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Rational for a PN Standard
– Researchers:
• Calling for new emission standards and measurement methods since PM reduced by 99% from Tier 1 levels, has made mass‐based method less accurate
• PN is a better metric than mass.
– Health Effects:
• Speculation that fine and ultrafine particles are more harmful to human health than larger particles.
• Very small particles contribute insignificantly to the mass of PM but compose a very large fraction of the number of particles.
• PN # provide a better indication of the potential health effects of all PM emissions. 10
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Rational for a PN Standard
– Measurement Accuracy:
• Belief that accurate measurement of PM mass is no longer technically feasible.
• With DPF technology, PM emissions from new engines are approaching measurement detection limits.
– DPF Forcing Standard:
• EU, PM emissions generally require use of EAT systems with catalyzed DPFs that result in PM well below the mass‐based standard.
• Regulatory agencies and health advocates support DPFs due to its ability to reduce PM to near zero. • As some engines meet the current PM mass standard (Stage IV) without DPFs, agencies don’t support such approaches since readily available DPF would result in even lower PM levels.
• PN standards are viewed as a way for agencies to mandate the use of DPFs on all engines.
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EPA and CARB PN Implementation Issues
– Definition of Particle:
• Exhaust particles vary widely from large solid to ultrafine volatile particles, its type and size range of must be defined. – Condition of the Exhaust to be Sampled:
• Since exhaust dilution, temperature, flow rates effects PN, a new testing protocol must be defined – Form of the Standard:
• Mass‐based standard generated over the test cycle reported as g/bhp‐hr
• PN results are compiled by taking instantaneous real‐time measurements and offer a variety of options for reporting
– Instrumentation and Calibration:
• Mass measurement uses a balance scale that weigh a standard weight
• PN instruments from different companies may not give same results.
• No standard calibration norm for the PN instruments.
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PN Implementation Drive in the U.S.
– In the United States, U.S. EPA has not expressed much interest in establishing a PN standard
– CARB’s interest and participation in PN research and health concerns regarding PM and traffic emissions, increase the prospects for eventual adoption of a PN emission standards.
– California’s interest in establishing a PN standard from the fact that some manufacturers are able to meet the current mass‐
based standard w/o DPFs. – Many believe that CARB will be the first to take up regulatory initiative to establish a PN standard in North America forcing manufacturers to use DPFs. – No PN standard is proposed by EPA or CARB to date.
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Ref: United Nations Environment Program
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Brazil
 CONAMA Resolution: Limiting exhaust emissions from new construction and Ag machinery.
 MAR – I emission phased from 2015–2019: Depends on power category and type of machinery
 No emissions label required, No Deterioration Factor (DF) test requirements
 Witnessed emission tests
 1/1/2015: Stage III A Emissions (~Tier 3) New Launches 37 - 560 kW
 For engines - Not commercialized by December 2013. Engines that were commercialized by
December 2013, but had a new ECU or change in power are considered a new launch.
 For machines - that were commercialized, but changed settings, eg: received a new engine, or
other change that makes it different from what was commercialized in 2013.
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China
• Currently ‐ China Stage II (similar to EU Stage II ~Tier 2)
• Rulemaking underway for China Stage III (~ EU IIIA, Tier3/4i) and Stage IV (Tier 4F)
• Standards for engines <19 kW and useful life requirement for engines <19kW
• On going discussions on
– Exemption provisions and Sulfur content in diesel fuel
• Durability Tests (DF) ‐ DF Grouping and Testing Provisions
Stage III (0‐36 kW)
NOx+NMHC
7.5
7.5
CO
5.5
5.5
0.6
0.3
PM
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Stage IV (0‐36 kW)
units: g/kW‐hr
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Japan
• Smoke requirement for in‐use tests.
• Tier 4F equivalent standard for 19‐55 kW is different from Tier 4i equivalent only in blow‐by gas requirement.
• Tier 4i and Tier4F in brackets (ex: 23m) represent number of months in 'flex grace period' in which previous Tier products can continue to be produced.
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India
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3/10/2015
Thank You!
Questions?
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