euro vi experiences and co2 / fuel consumption standards ... presentation... · exhaust gas x no pm...
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Daimler Trucks
Euro VI Experiences and CO2 / Fuel Consumption Standards - Challenges for the next decade in the heavy duty industry Dr.-Ing M. Schuckert, Pune, India October 26th, 2018
Daimler AG
Agenda
Global view on regulations
TP CO2 Workshop June, 5th 2018 2
Euro VI – selected experiences
CO2 Legislation
Outlook
Daimler AG - strictly confidential, not for distribution -
0
10
20
30
40
2000 2012
Transport (6.7 bn t)
2015
CO2 emissions from transport sector at around 18% globally
Road freight contributes to about 5%
Worldwide direct anthropogenic CO2 emissions Increasing share of HDV in worldwide GHG emissions
• Globally, 18% of the CO2 emissions are allocated to the transport sector – Local share even higher in USA (26%) and EU (24%).
• Expected growth of global transport emissions is pushing regulators to focus also on CO2 targets for road freight
18%
36.3
Other Energy
Industry (incl. electricity and heating)
Buildings (incl. electricity and heating)
Source: WRI 2015, IPCC 2014, ICCT 2014
0
1
2
3
4
5
6
7
8
2000 2005 2010 2015
Marine
Aviation
Rail
Cars*
HDV*
[Bn
t C
O2-e
q.]
other transport
HDV (28% of total transport) [B
n t
CO
2-e
q.]
6.7 Bn t
2015
27.5
*Depending on region vans partly allocated to HDV or Cars
Daimler Trucks | EA/R, TP/VE| February 2016 | confidential 3
Source: DAI CO2 Model
0
0.5
1
1.5
2
2.5
Others
China
EU 28
USA
Gt CO2
CO2 emissions HDVs
Introduction
2015
Daimler AG
Tighter criteria pollutant standards expected in all major markets -
additionally challenging fuel consumption and CO2 emission standards
4
2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Europe PM/NOx
CO2
USA PM/NOx
CO2
Japan PM/NOx
GHG
China PM/NOx
CO2
India PM/NOx
CO2
Brasil PM/NOx
CO2
PEMS
FES 2025: around 11.5% over MY 2014
Trailer target: -9%
GHG program Phase II: -25% (Class 8)
JP 2017
China IV
Bharat IV
Proconve P7
Bharat VI
Proconve P8 ?
China V
FC standard constant speed -x%
FC Standard ?: -30% (over 2019)
VECTO
FC standard stage IV: ? ?
• Next NOx/PM standards will indirectly tighten CO2 limits since lowering pollutants leads to higher fuel consumption
• Not even harmonization of measurement procedures in sight
FC standard stage III: -15%
Euro VI c +d+e
China VIa
California: Ultra-Low NOx ?
EPA 17
CO2 standard ?
EPA XX ?
FC Standard ?: -15% (2019)
China VIb
Daimler AG
Agenda
Global view on regulations
TP CO2 Workshop June, 5th 2018 5
Euro VI – selected experiences
CO2 Legislation
Outlook
Daimler AG
Euro IV
Euro V
Euro I Euro II
Euro 0
GDP per capita: US$ 37,852 (PPP, 2015) GDP per capita: US$ 47,033 (PPP, 2015) GDP per capita: US$ 1806 (PPP, 2015)
The economic power has essential impact on the fleet emission
standard distribution – Germany with additional driver “Toll”
Emission Control Technologies - Conference 6
Europe Germany India
Euro III
EEV
Euro VI
Source: KBA, Daimler Source: ACEA, TREMOVE, Daimler Source: OICA, 2015; SIAM 2015/16
• Currently air quality in Europe is determined by Euro V / EEV standard. Euro VI still plays a minor role.
• Germany is the only European country with substantial stimulation for Euro VI (highway toll !)
• What is India’s way to push for broad acceptance of Euro VI-technology
Vehicle population: 0.5 Mio
Vehicle weight >7.5t
Date: 2017
Vehicle population: ~7 mio.
Vehicle weight >3.5t
Date: 2017
Euro III
Euro IV
Euro V
/EEV
Euro II
Euro I
Euro VI
Euro IV
Euro III
Euro II
Euro 0/I
Daimler AG
New Delhi Stuttgart
Intake air
SCR system / AdBlue
+ EGR cooling
+ HC-Doser
+ DOC
+ DPF
Euro III
Euro IV/V/EEV
Euro VI
Euro VI requires by far the most complex technology – Some
manufacturer with and some without EGR
Emission Control Technologies - Conference 7
Exhaust gas NOx
PM10
…
Exhaust gas
< NOx
< PM10
…
Exhaust gas
<< NOx
<< PM10
…
regular resonator
+ SCR system / AdBlue
• improved turbocharger
• engine internal measures
New engine generation
• increased max. peak pressure
• Common-Rail injection
w. and w/o Exhaust Gas Recirculation (EGR)
• increased injection
pressure
31 6
77
PM10 NO2
SCR: Selective Catalytic Reduction EGR: Exhaust Gas Recirculation DOC: Diesel Oxidation Catalyst DPF: Diesel Particulate Filter
Po
llu
tan
t co
nc
en
tra
tio
n
• Only with costly measures in engine and aftertreatment systems Euro VI can be fulfilled
• Decisive part in cost calculation is still the price of Adblue
Development of technologies to reach exhaust gas emission limits – example PM and NOx
Daimler AG
Euro V vs. Euro VI commercial vehicles
Legal limits significantly undercut by Euro VI under real life
conditions
Euro VI- Commercial Vehicles have been designed to reduce NOx
and PM10, PM 2.5 under real life conditions
Comparison of local emissions Euro VI ‘behind the scene’
Die
Angebot
e der
Industri
e für
eine
tragfähi
ge
Regelun
g zu
CO2-
und
Geräusc
hminder
ung
• Today a truck can be operated on a NOx-emission level below many Euro 5 passenger cars
More than just two limits on NOx and PM
- technical issues which are usually not known:
Durability procedures - 700.000km (Euro V: 500.000km)
World Heavy Duty Cycle (WHDC) - First world-wide harmonized test-cycle mainly driven by Daimler
- Test cycle applied to Euro VI standard (with significant cold start)
Particle Measurement Procedure Validation - 1st-time applied totakle with number of particulates
Off Cycle Emissions (NTE limit) - CF-Factor (WHSC): 1.5
In Service Conformity (PEMS) - Checking customer vehicles for emissions conformity with portable
measurement systems
Onboard Diagnosis
- SCR (inducement measures)
* source: ICCT Report March 2015
8
Daimler AG
Agenda
Global view on regulations
TP CO2 Workshop June, 5th 2018 9
Euro VI – selected experiences
CO2 Legislation
Outlook
Daimler AG
Time schedule Scope Limits Further development
All CV > 3.86 ton GWV
(Class 2b – 8)
Focus on >15 ton GVW
Class-specific limits
for vehicles + engines
• 5 vehicle characteristics, not technology neutral
All CV > 3.5 ton GWV
Fuel efficiency targets
for vehicles
• Testing method based only on drivetrain
All CV > 3.5 ton GWV
Fuel economy limits
for vehicles
• Testing method based on test bench
All CV > 7.5 ton GWV
> 3.5 < 7.5 ton GWV
separate Methodology
Market driven forces
• Monitoring scheme to
compare fuel economy segment specific
CO2 regulations for HDVs in place today.
Regulations neither harmonized nor comparably structured
Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations 10
Overview on heavy-duty vehicle GHG/FE regulations
2015
FE
limits
5/2017 2019
Testing
method
Monitoring
2014/2015
FC
limits
Stage II
Phase 1 emission
limits
2014 2017
Monitoring /Declaration
2025 or 2030
Limit proposal expected by
May of 2018
New limits to be expected 2020
and beyond
2019/21 2025
Stage III
New limits, new test method
announced late 2017
2025
FES Post-2015
Phase 2
Phase 2 with new limits
in place since 09/2016
2021 2024 2027
• Limits are hardly comparable due to different methods, excluded technologies, different drive cycles
• Regulative thresholds do not display real-world consumption, thus mismatch of legal and customer’s requirements
Daimler AG
CO2 emission trend since 1990: EU outperforms own targets.
2020 climate goal -20% already achieved in 2014
11
• CO2 emissions continuously decreasing in the EU since 1990
• HDV CO2 emissions going down since 2007 by approx. 10% inspite of growing transport performance after crisis
GHG emission
-22.3%
1990-2015
Source: UNFCCC 2018
[1,000 t CO2]
Energy sector, Industry, commerce, households (80%)
Transport sector (20%) thereof 5% Heavy Duty Vehicles
HDV CO2 emissions EU 28
Decreasing emissions since 2007
w/o CO2 standards
Daimler AG
Class 5 long-haul truck field test (August 2016)
Achievements in the past (1/3): Single vehicle field test with 22%
fuel consumption reduction over last 20 years
12
SK 1844 LS average fuel
consumption 40.8 l/100 km
Actros MP2 1846 average fuel
consumption 37.4 l/100 km
Actros SFTP 1845 average fuel consumption 31.9 l/100 km
Vehicle 1
from 1996 engine OM 442 LA
436 hp, Euro I
Vehicle 2
from 2003 engine OM 501
456 hp, Euro III
Vehicle 3
from 2016 engine OM 471,
FEPO pkg.
450 hp, Euro VI
reduction vs. vehicle 1:
3.4 l/100 km 8.3% reduction versus vehicle 1:
8.9 l/100 km 21.8%
• Nearly 22% reduction of diesel consumption together with a reduction of more than 95% NOx and PM
• If we could have used 1996 tires: Improvement would have been even more !
40.8 37.4
31.9
SK 1844 LS,Euro I
Actros MP21846,
Euro III
Actros SFTP1845,
Euro VI
-22%
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Achievements in the past (3/3): Significant progress also in the
European trailer industry – Efficiency Run 2016
Title of presentation / Department / Date 13
A-lable tires:
2 – 4 %
PPC* up to 5 %
tractor up to 6 %
Krone Profi Liner
Efficiency trailer:
more than 5%
Fuel consumption/CO2 emission reduction of up to 20% - compared to standard vehicle combination of 2014
* PPC: Predictive Powertrain Control
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Structure of EU HDV CO2 regulation – three major steps:
Certification (VECTO), monitoring data, CO2 standards
14 Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations
Timeline EU CO2 Regulation
2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
today
Regulation
issued Q2 2019?
CO2 limits
Legislative act Co-Decision Council & Parliament
Limits mandatory ?
Lead time
Draft published
5/2018
Legislative
process
CO2 monitoring
Legislative act Co-Decision Council & Parliament
Legislative
process
Monitoring of new vehicle fleet
emissions and reporting to EC
Regulation
issued
Draft published
5/2017 CO2 monitoring
starting
CO2 type approval
starting
Regulation
OJ 12/2017
Non-legislative act Decision in TCMV
CO2 certification All main segments
by 2020
AT (all) AT
Classes
4, 5, 9, 10
TCMV: Technical Committee for Motor Vehicles – Commission and Council VECTO: Vehicle Energy Consumption Calculation Tool
Delegated act
Implementation ?
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VECTO – in an overview
Commission Regulation (EU) 2017/2400 as of 29 December 2017
15
• After about a decade of development work VECTO is considered as the reference for all HDV measurement procedures
(with the exception of the USA)
• Many other markets take VECTO and its framework as blueprint
Official Journal of the European Union – 29.12.2017
ANNEX I CLASSIFICATION OF VEHICLES IN VEHICLE GROUPS
ANNEX II REQUIREMENTS AND PROCEDURES RELATED TO THE OPERATION OF THE
SIMULATION TOOL
ANNEX III INPUT INFORMATION RELATING TO THE CHARACTERISTIC OF THE VEHICLE
ANNEX IV MODEL OF THE MANUFACTURER'S RECORDS FILE AND OF THE CUSTOMER
INFORMATION FILE
ANNEX V VERIFYING ENGINE DATA
ANNEX VI VERIFYING TRANSMISSION, TORQUE CONVERTER, OTHER TORQUE
TRANSFERRING COMPONENT AND ADDITIONAL DRIVELINE COMPONENT DATA
ANNEX VII VERIFYING AXLE DATA
ANNEX VIII VERIFYING AIR DRAG DATA
ANNEX IX VERIFYING TRUCK AUXILIARY DATA
ANNEX X CERTIFICATION PROCEDURE FOR PNEUMATIC TYRES
ANNEX XI AMENDMENTS TO DIRECTIVE 2007/46/EC
implementing Regulation (EC) No 595/2009 of the European Parliament and of the Council
as regards the determination of the CO2 emissions and fuel consumption of heavy-duty vehicles and
amending Directive 2007/46/EC of the European Parliament and of the Council and Commission
Regulation (EU) No 582/2011
Essentials
• VECTO – regulation describes already
today all Commercial Vehicles above
3.5to GVW
• In-use verification is already mentioned
without any available robust procedure
• VECTO figures fall also under
Conformity of Production (CoP) rules
• Within the timeframe of 1. 1. 2019 und
1.7. 2020 all vehicle categories above
7.5to will be included
Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations
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Cl. 1, 2, 3
4,5,9,10
11, 12, 16
1, 2, 3
Target 4,5,9,10
VECTO
• European – like homologation of HDV fuel consumption
(CO2 emissions)
• Basis for any CO2 limit regulation and toll collection system
Limitations
• Not all technologies get implemented
• Some important elements not yet included
Advanced driver assistance systems
…
EU CO2 HDV regulation – 3 legislative steps
VECTO: transparent and robust fuel consumption measurement
procedure is now in place
New Era of Legislation I Dr. Manfred Schuckert 16
Description of elements
relevant to the classification in vehicle groups
Ve
hic
le
gro
up
Axle
configuration Chassis configuration
Technically permissible maximum
laden mass (tons)
4x2
rigid >3,5 – <7,5 (0)
rigid (or tractor)** 7,5 – 10 1
rigid (or tractor)** >10 – 12 2
rigid (or tractor)** >12 – 16 3
rigid >16 4
tractor >16 5
4x4
rigid 7,5 – 16 6
rigid >16 7
tractor >16 8
6x2 rigid all weights 9
tractor all weights 10
6x4 rigid all weights 11
tractor all weights 12
6x6 rigid all weights 13
tractor all weights 14
8x2 rigid all weights 15
8x4 rigid all weights 16
8x6/8x8 rigid all weights (17)
city buses
coaches
Focus
Focus
Legislation
2025/30
Source: EA/R 1) vehicles not intended for the delivery of goods
2025 2030 … …
Legislation Monitoring
Starting w/cl. 4,5,9,10
11, 12, 16
2020 2019 2018
1. Jan 2019
1. July 2020
1. Jan. 2020
First draft CO2
Legislation
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2 axles 4x2 Rigid + (Tractor*) 7.5t - 10t 1 R (pc) R (pc) B1
Rigid + (Tractor*) > 10t - 12t 2 R+T (pc) R (pc) R (pc) B2 T1
Rigid + (Tractor*) > 12t - 16t 3 R (pc) R (pc) B3
Rigid > 16t 4 R+T (14,0t) R (4,4t) R (4,4t) B4 T2
Tractor > 16t 5 Tr+ST (19,3t) Tr+ST (12,9t) ST1
4x4 Rigid 7.5t - 16t (6)
Rigid > 16t (7)
Tractor > 16t (8)
3 axles 6x2/2-4 Rigid all 9 R+T (19,3t) R (7,1t) R (7,1t) B6 T2
Tractor all 10 Tr+ST (19,3t) Tr+ST (12,9t) ST1
6x4 Rigid all 11 R+T (19,3t) R (7,1t) R (7,1t) R (7,1t)##B6## T2##
Tractor all 12 Tr+ST (19,3t) Tr+ST (12,9t) Tr+ST (12,9t)##ST1##
6x6 Rigid all (13)
Tractor all (14)
4 axles 8x2 Rigid all (15)
8x4 Rigid all 16 R (12,9t)## (generic CdxA)
8x6/8x8 Rigid all (17)
EMS
2 axles4x2 Tractor all
Tr+ST+T
(28t)
Tr+ST+T
(18.7t)T2 ST1-v2#
Rigid allR+D+ST
(28t)
R+D+ST
(18.7t)B6 ST1-v2#
Tractor allTr+ST+T
(28t)
Tr+ST+T
(18.7t)T2 ST1-v2#
## construction vehicles with generic CdxA
exclude 8x2 (very low sales volume < 1%)
exclude all-wheel-drive vehicles (sales volume < 1%)
EMS
3 axles
6x2/
6x4
R=Rigid+Body; Tr=Tractor; B=Body; T=Trailer; ST=Semitrailer; D=Dolly; (x,xt)=payload; (pc)=payloadcurve over GVW; # ST1-v2=ST1 (use ST1 data)
* Tractors are treated as Rigids but with specific curb weight of tractor. Airdrag and weight/payload for semitrailer as for Rigid (simplification)
exclude all-wheel-drive vehicles 4x4 (sales volume < 1%)
exclude all-wheel-drive vehicles 4x4 (sales volume < 1%)
exclude all-wheel-drive vehicles 4x4 (sales volume < 1%)
Sta
ndard
Tra
iler
(T)
Sta
ndard
Sem
itraile
r (S
T)
Axle
co
nfi
gu
rati
on
Ch
assis
co
nfi
gu
rati
on
weig
ht
Veh
icle
Cla
ss
exclude all-wheel-drive vehicles 6x6 (sales volume < 1%)
Urb
an
delivery
Mu
nic
ipal u
tility
Co
nstr
ucti
on
Sta
ndard
Bodie
s (
B)
Lo
ng
hau
l
Reg
ion
al d
elivery
ACEA proposal Vehicle segmentation trucks ≥ 7.5 t
Identification vehicle configuration ClassCycle allocation
Body/ trailer allocationVehicle configuration / weight / axle loads
ST1-v2 T2
B6 D+ST1-v2
ST1-v2 T2
also considering EMS (European modular system, long vehicles)
Specific parameters such as mass, axle configuration and
standardized data are integrated in the VECTO simulation tool
17
Vehicle segmentation
configuration and
vehicle mass
standard bodies/trailers
allocation of cycles
vehicle class
standard trailer standard body
3 standard bodies / trailer
+
3 different load conditions
Payload used to capacity of: 10 %
50 %
75 %
5 cycles
Cycles: Long-haul 120.000 km/a - different payload levels 2.6 t (10%) to 19.2 t (75 %)
Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations
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Tire labeling system
Rolling resistance: The tire labelling directive is used
to characterize tire rolling resistance
18
Rolling resistance vehicle
• Rolling resistance values are taken from Regulations (EC) 1222/2009. Measurement of tire RRC by tire manufacturer.
• The mass of the vehicle is taken into account as it is designed by the manufacturer + standard payload + standard trailer/body.
Froll = m g fRoll
Specific measured rolling
resistance values to be used
(e.g. 4.83 kg/t)
Rolling resistance standard trailers
• One RRC value used for all standard trailers
in VECTO:
Average value from tire label class C
• Rolling Resistance Coefficiency (RRC):
5.55 kg/t
+
Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations
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Input data parameters are required for simulation process
Output: CO2 and FE values per cycle
19
8 main input parameters
vehicle specification - e.g. VIN#
technology list – default technologies
Output
per vehicle and cycle
• CO2 value [g/t-km]
• Fuel consumption value
[l/100 km]
Simulation tool
• Cycles for each vehicle class
• Trailer/body specification for
each vehicle class
• Payload for each vehicle class
rolling resistance
specific fuel consumption map
axle losses
transmission losses
air drag
vehicle weight
Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations
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Resulting parameters to be submitted for monitoring
regulation
proposal
likely in place
Agreement on VECTO monitoring regulation achieved in trilogue
(Council, Commission, Parliament)
Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations 20
2020 2019 2018 2017 2016 2015
• Component ID numbers
• Vehicle classification (GVW, class)
• Engine spec. (kW, engine speed, displ.)
• Transmission spec. (MT, AMT,…)
• Axle/Tyre spec. (dimensions, twin axle, …)
• Mission profile (loading, average speed,…)
• Fuel Consumption / CO2
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Key issues of EU HDV CO2 limit proposal: Tight reduction targets,
extremely high fines but also some flexibilities
Main pillars of regulation
Ambition Level
(fleetwide)
Super Credits
ZEV/LEV
Averaging and
Banking
Weightings for
target calculations Fines
• -15% (2019 /25)
2.7% p.a.
• -30% at least
(2019/30)
3.8% p.a.
from 2025 to 2030
• Multiplier 2 (ZEV) and
1-2 (LEV 1-350g/km),
max. 3% of fleet
• ZEV outside
regulation also
considered
max. 1.5% of regulated
fleet
• Early credits
(2019-2024)
• Credits and debits
(2025-2029),
• no credit use in 2030
• Mission profiles
(urban, regional, LH)
• Payloads
(low/reference)
• Annual mileage
• Extremely high fines:
6,800 EUR per g/tkm
based on
570 EUR per g/km
• Extremely ambitious proposal with clear movement away from diesel engines
• Additional concern: Revision in 2022 puts a lot of uncertainty on key premises
21
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EU COM definitions of sub-groups based on cabins, engine power,
payload, mission cycles and annual mileage
22
• EU COM defines a mix of cycles and payloads each subgroup, European Modular System not included
Group 4 UD (4.1) RD (4.2) LH (4.3)
Criteria All cabs < 170 kW Daycab ≥ 170 kW,
170kW ≤ Sleeper cab
< 265 kW
Sleeper cab ≥ 265 kW
Average Payload 2,65 t 3,18 t 7,42 t
Annual mileage 60.000 km 78.000 km 98.000 km
Mileage/payload factor 0,1 0,15 0,45
Group 9 RD (9.1) LD (9.2)
Criteria Daycab Sleeper cab
Average Payload 6,28 t 13,4 t
Annual mileage 73.000 km 108.000 km
Mileage/payload factor 0,29 0,9
Group 5 RD (5.1) LH (5.2)
Criteria Daycab,
Sleeper cab <
265 kW
Sleeper cab ≥
265 kW
Average Payload 10,26 t 13,84 t
Annual mileage 78.000 km 116.000 km
Mileage/payload factor 0,5 1
Group 10 RD (10.1) LH (10.2)
Criteria Daycab Sleeper cab
Average Payload 10,26 t 13,84 t
Annual mileage 68.000 km 107.000 km
Mileage/payload factor 0,43 0,92
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Fictitious OEM fleet: Reduction target for this OEM 9,6g/tkm, if he
would be on the level of the baseline 2019
OEM fleet 2019 of considered groups
• EU COM reflects different annual mileages.
• Group 5.2 Long Haul dominates by far entire fleet value due to mileage/payload weighting
• A 1% non-compliance of a 50.000 vehicles fleet would cause a penalty of around 200 Mio. €
subgroups
OEM average
[g/tkm]
OEM fleet
share [%]
MPW
factor
4.1 0%
4.2 RD 190 g/tkm 12% 15 %
4.3 5%
5.1 2%
5.2 LH 65 g/tkm 50% 100 %
9.1 7%
9.2 LH 75 g/tkm 13% 90 %
10.1 1%
10.2 LH 67 g/tkm 10% 92 %
3.4 g/tkm
2.7 g/tkm
1.0 g/tkm
32.5 g/tkm
2.4 g/tkm
8.8 g/tkm
6.2 g/tkm
OEM specific value 57.4 g/tkm
23
Overall target: 48.8 g/tkm (2025)
(Meaningless number !)
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business as usual 2025 - 2030
2019 - 2025
Excursus - Translating proposed targets:
Which reduction level is ambitious but achievable?
24
• ACEA proposal means more than double todays effort in fuel efficiency!
Efficiency rate per year on fleet average
In the past <1.0%
ACEA 1.2%
2.0%
COM proposal 3.8%
2.7%
ENVI rapporteur 7.2%
3.7%
Reduction 2025/30
-7% / -16%
-15% / -30%
-20% / -45%
Daimler AG
2016 2018 2020 2022 2024 2026 2028 2030
2019 - 2025: ~-1.2% per year 2025 - 2030: ~-2.0% per year
ACEA position on ambition level: -20% by 2030 but starting 2016!
EU COM will likely focus on fleet targets rather on single vehicles
25
• A possible credit-system could balance industrial cycles and thus create a comparable level playing field for all market participants
ACEA position for 2025/2030 CO2 reduction: Vehicle measures
-16% (2019/2030) / -20% (2016/2030)
EU: Baseline 2019 -7% 2025 target
-4% ACEA: Baseline 2016
Workshop on VECTO and Heavy-Duty Fuel Efficiency Regulations
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Agenda
Global view on regulations
TP CO2 Workshop June, 5th 2018 26
CO2 Legislation Europe
VECTO updates
Outlook
Daimler AG
What is the technology strategy? Conventional measures are not
sufficient to achieve 2030 fleet target
BEV or other Zero/Low Emission Technologies are required to reach challenging targets
2035 2018 2025 2030
30%
15% Diesel konv. around 10%; + Hybrid and WHR
HPDI / BEV / FCV/?
Tizian, das Bild bitte auch schön machen, Aussage mit konventionellen Maßnahmen (Diesel) schaffen wir vielleicht noch 10-20% Reduktion,
Der Rest muss mit HPDI/Fuel Cell / BEV erreicht werden, d.h. evt. schon ein Teil für das 2025 Ziel und sicher für 2030 (das dann bis 2035 gültig ist
Target level 2025
Target level 2030
27