joint research centre · 2016. 6. 3. · alessandro marotta sustainable transport unit (stu)...
Post on 06-May-2021
2 Views
Preview:
TRANSCRIPT
Joint Research Centre the European Commission's in-house science service
Serving society
Stimulating innovation
Supporting legislation
European Economic and Social Committee Evidence-informed policy-making:
What’s on the TEN Section’s agenda?
Decarbonisation of transport
Alessandro Marotta Sustainable transport Unit (STU)
Institute for Energy and Transport (IET)
Brussels, 04 March 2016
Decarbonisation of transport What does the STU do?
Sustainable transport Sustainable fuel
Road transport Electro-mobility
Aviation NRMM
WtW analysis Alternative fuels
Indirect land-use change
Decarbonisation of transport What does the STU do?
Sustainable transport Sustainable fuel
Road transport Electro-mobility
Road Transport - main activity areas of STU
• WLTP (World-wide harmonized Light duty Test Procedure)
• RDE (Real Driving Emissions)
• Correlation NEDC-WLTP
• Heavy Duty CO2
NEDC is the test cycle for type-approval in EU There is increasing evidence that NEDC is not representative
of real-world emissions
Implementing the WLTP in the EU legislation
Source: ICCT White paper 2013 Source: European Environment Agency
Differences between WLTP and NEDC (speed profile)
Key Parameters of the Driving Cycles NEDC and WLTC
Parameters NEDC WLTP
duration (s) 1180 1800
distance (km) 11.03 23.27
av. speed (km/h) 33.6 46.5
maximum speed (km/h) 120 131.3
stop duration (%) 23.7 12.6
constant driving (%) 40.3 3.7
acceleration (%) 20.9 43.8
deceleration (%) 15.1 39.9
av. positive acc. (m/s2) 0.59 0.41
max positive acc. (m/s2) 1.04 1.67
av. positive “speed*acc.” (m2/s3) 1.04 1.99
max positive “speed*acc.” (m2/s3) 9.22 21.01
av. deceleration (m/s2) −0.82 −0.45
minimum deceleration (m/s2) −1.39 −1.50
Category Item inNEDC inWLTP ImpactonCO2
Vehicletestmass Present Modified é
Tireselection Present Modified é
Tirepressure Present Modified é
Tiretreaddepth Present Modified é
Calculationofresistanceforces Present Corrected é
Inertiaofrotatingparts Absent Introduced é
Deafaultroadloadcoefficients Present Modified ?
Drivingcycle Present Modified ±
Testtemperarure Present Modified é
Vehicleinertia Present Modified é
Preconditioning Present Modified é
GearShiftstrategy Present Modifiedê
SOCcorrection Absent Introduced é
Correctionofcycleflexibilities Absent Underdiscussion ±
CoC
CO2type-approvalextension/vehiclefamily Present Modified é
Road
Load
Determ
ination
Laboratorytest
Processing
testresults
Differences between WLTP and NEDC (test procedure)
RDE (Real Driving Emissions)
• Shift of EU’s legislation towards RDE
applied NEDC laboratory test procedure
• lack of representativeness
on-road emissions testing
• wide range of op. conditions
• high level of randomness
RDE challenge: • assess the normality of
test conditions • evaluate reliably vehicle
emissions
Correlation NEDC-WLTP
EC objective: to phase out NEDC as soon as possible whilst taking into account the need to ensure that CO2 reduction requirements are of comparable stringency:
• The WLTP phasing-in (2017-2020) will be managed, for what concerns CO2 Regulations, using CO2MPAS (CO2 Model for PAssenger and commercial vehicles Simulation), under development at STU.
• In 2021, a new WLTP-based target can be identified, per each OEM, on the basis of the distance in 2020 of their average CO2 emissions from the NEDC-based target.
Correlation NEDC-WLTP
60
70
80
90
100
110
120
130
140
150
160
1000 1100 1200 1300 1400 1500 1600 1700 1800
CO
2em
issions(g/km)
Mass(kg)
Apossiblescenariofortheproposedtargettransla onapproach
NEDC2019 2020NEDCTarget WLTP2019 2020WLTPTargetAbsolute 2020WLTPTargetRela ve
NEDC
WLTP
2020 avg
2021 target
2020 avg
2021 target
A possible scenario in 2020
Heavy Duty CO2
Trucks, buses and coaches produce about a quarter of CO2
emissions from road transport in the EU and some 5% of the EU’s
total greenhouse gas emissions – a greater share than
international aviation or shipping. The European Commission has
therefore set out a strategy to curb CO2 emissions from these
Heavy-Duty Vehicles (HDVs) over the coming years.
Despite the economic importance of fuel consumption, CO2
emissions from HDVs are currently neither measured nor
reported.
This is also due to the historical reason that for the Heavy Duty
sector the type approval is required for the engine, not for the
vehicle.
Heavy Duty CO2
The JRC is in charge of the finalization and use of a computer
simulation tool, VECTO (initially developed by TU Graz), to
measure CO2 emissions from new vehicles.
With the support of this tool the Commission intends to
propose legislation which would require CO2 emissions from
new HDVs to be certified, reported and monitored.
This is the first step toward curbing CO2 emissions from HDVs.
Electromobility
Electromobility has the potential to solve the problem of city pollution
and to contribute to the decarbonisation of transport. However it has
to address many technical and political challenges.
Electromobility
Electromobility
Interoperability
EVs/EVSE: different types of plugs, standards &
communication protocols
EVs/Grid operators: cost-efficient, reliable and
sustainable energy supply
COMPATIBILITY EVs/Environment :
Electromagnetic interferences
Electromobility
Transatlantic Collaboration
promote global standards
address interoperability issues between electric vehicles, smart grids and recharging systems
carrying out cooperative/complementary research
DG JRC-DoE Letter of Intent signed at TEC in Nov. 2011
Conclusions
The JRC is involved in all major initiatives of the Commission on the
decarbonisation of transport.
Decarbonisation does not mean only to reduce the emissions of CO2 in the
atmosphere, but also to provide more reliable measurement and
monitoring tools to assess the impact of initiatives to lower CO2 emissions
(WLTP, RDE, VECTO).
The introduction of WLTP and RDE legislations in Europe, together with the
entry into force of the final step of Euro 6 limits (September 2017) will
constitute the most complete and sophisticated legislation in the world
regulating pollutant and CO2 emissions from light-duty vehicles.
Back-up slides
• In-house science service of the European Commission
• Independent, evidence-based scientific and technical support for many EU policies
• Established 1957
• 7 institutes in 6 locations
• Around 3000 staff, including PhDs and visiting scientists
• 1370 publications in 2014
JRC Role Facts & Figures
VELAs
Vehicle Emission Laboratories. 9 labs (appr.
12 persons)
• Engine test beds
Heavy duty engines
Small engines
• PEMS
• Vehicle chassis dynamometers
Motorcycles
Light duty
Heavy duty
EV Electromagnetic compatibility testing
4WD & -30°C capacity
Sustainable road transport
• Support European Commission in the
development of all latest regulations
concerning
• Vehicle type-approval
• Emission limits from LDVs, HDVs and
two/three wheelers
• CO2 targets for LDVs and eco-innovation
scheme
• CO2 monitoring for HDVs
• Promote and analyze new technologies
• Electric vehicles
• ITS solutions
• Participate to international forums and
research group activities
• ERMES
• MULTITUDE
• TFEIP/EIONET
JRC in the European Commission
The JRC provides independent scientific and technical advice to the European Commission to support a wide range of EU policies. The seven scientific institutes are located at six different sites with a wide range of laboratories and unique research facilities
JRC: Institutes
Institute for Energy and Transport (IET) Institute for Reference Materials and Measurements (IRMM) Institute for the Protection and Security of the Citizen (IPSC) Institute for Environment and Sustainability (IES) Institute for Health and Consumer Protection (IHCP) Institute for Transuranium Elements (ITU) Institute for Prospective Technological Studies (IPTS) The mission of the JRC-IET is to provide support to European Union
policies and technology innovation to ensure sustainable, safe, secure
and efficient energy production, distribution and use and to foster
sustainable and efficient transport in Europe
IET
JRC-IET
Seven scientific and two supporting units
• F1 Site Management
• F2 Energy Conversion and Storage Technologies
• F3 Energy Security, Systems and Market
• F4 Innovative Technologies for Nuclear Reactor Safety
• F5 Nuclear Reactor Safety Assessment
• F6 Energy Technology Policy Outlook
• F7 Renewables and Energy Efficiency
• F8 Sustainable Transport (65 scientists, technicians, and
administration)
VELAs
JRC Science Hub: www.ec.europa.eu/jrc
Twitter: @EU_ScienceHub
LinkedIn: european-commission-joint-research-centre
YouTube: JRC Audiovisuals
Vimeo: Science@EC
Stay in touch
top related