Emissions in practical driving

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Emissions measurement in real driving operation on a Mazda6

The term emissions in practical driving , also widely used in German under the English term Real Driving Emissions ( RDE ), describes the real exhaust gas emission behavior of cars , trucks and buses in everyday use. In a broader sense, this also means the RDE test procedure.

history

The responsible technical committee of the European Union decided in May 2015 (cars emitted far more exhaust gases than measured in type approval emissions tests ), among other things, that the test procedure NEDC (New European Driving Cycle) carried out since 1992 should be supplemented by a measurement of emissions during practical driving.

So far, emissions measurements for type approval of passenger cars have only been prescribed on air-conditioned exhaust chassis dynamometers. Under these favorable conditions, they emit less than in real driving on the road, u. a. because there is a constant ambient temperature of up to 30 ° C and because only comparatively moderate accelerations are required in the NE driving cycle. This applies to vehicles with gasoline engine (petrol) and diesel vehicles . Limit values ​​for real driving operations have not yet been prescribed for cars. For diesel vehicles, a study by the International Council of Clean Transportation (ICCT) showed that they emitted up to seven times more nitrogen oxides in real driving conditions than prescribed in the type test on the roller dynamometer.

Roller test bench tests could be manipulated by software in the vehicle by recognizing that the vehicle is on a test bench. The software initiated maximum exhaust gas cleaning on the test bench and (in order to reduce urea consumption) reduced exhaust gas cleaning outside the test bench. After the VW emissions scandal became known in autumn 2015, this became public knowledge . For the future, EU policy has stipulated binding limit values ​​also for cars in real driving; these may be up to a factor of 2.1 above the limit values for the laboratory (“conformity factor ”). The measurement of Real Driving Emissions (RDE) of cars will in future complement laboratory-based test procedures, as has been the case with trucks for a long time.

RDE test procedures in the European Union

The RDE test procedure is intended to provide more information about the actual emission behavior of vehicles in operation on the road and has been in effect in the European Union since September 2017. Compared to real operation, emissions are measured under laboratory conditions that are around 25% lower. A test recognition by the vehicle is therefore no longer possible. The vehicle is driven outdoors on a route and accelerated and braked there. A carried portable flue gas analyzer (Portable emission measurement system, briefly PEMS) is determined, inter alia, the number of particles and the concentration of nitrogen oxides .

Introduction of the RDE procedure for cars

In the Regulation 715/2007 / EC different are emission limits defined. The variants of the Euro 6 standard require that NO x do not exceed a limit value of 80 mg / km for diesel cars or 60 mg / km for gasoline cars.

Notwithstanding their regulation, the EU member states agreed so-called conformity factors in October 2015 , which relativize the Euro 6b limit values ​​to the effect that nitrogen oxide emissions in actual driving may exceed the limit values ​​by the relevant factor. The following factors are provided as conformity factors for type approval of new models: 2.1 since September 2017 (i.e. the limit value may be exceeded by 110%) and 1.5 from January 2020 (i.e. the limit value may be exceeded by 50% ). For new vehicles in general, the factors should apply a little later: the factor 2.1 from September 2019 and the factor 1.5 from January 2021.

With the publication of the corresponding proposal for a regulation in October 2015, the European Commission emphasized that the new regulation represents a significant step forward compared to the current exceedance of the limit values ​​by an average of 400%. Many voices from the automotive industry , from the European Commission and from national governments spoke out in favor of adopting the new rules, while others criticized it as an inadmissible relaxation of the standards. The Environment Committee called on the members of the EU Parliament to veto, and shortly before the vote on the veto , the Legal Affairs Committee (JURI) came to the conclusion with only a narrow majority that the new regulation was inadmissible as it violated Regulation 715/2007 / EG violate. However, the veto did not receive the required majority, and the draft was passed by the EU Parliament on February 3, 2016 with 323 votes to 317.

The conformity factor for the particle number is 1.5 and has been introduced gradually since September 2017. There is no distinction between a provisional and a final conformity factor, as is the case with nitrogen oxides.

On December 13, 2018, the court of the European Union ruled that the RDE conformity factors above factor 1 for cars and trucks are not legal because they increase the limit values ​​and thus contradict 715/2007 / EC. The European Commission is now examining the judgment and lodging an appeal.

It is also critical that the so-called RDE measurements also exclude some of the driving situations that occur in reality, e.g. For example, in the CADC MW150 motorway cycle, motorway journeys only up to 150 km / h are taken into account.

Every manufacturer is obliged to make the RDE measurements of a vehicle type (e.g. weight, aerodynamics, transmission, engine) available free of charge within 30 days. Much of the data is provided through the European Automobile Manufacturers Association.

Procedure and rules of the RDE procedure for cars

The RDE test procedure is only carried out under certain environmental conditions. A distinction is made between moderate and extended conditions. If the test takes place under extended conditions, the permitted limit values ​​are increased.

Moderate conditions Extended conditions
Altitude (maximum) 700 meters 700 - 1300 meters
temperature 0 - 30 ° C −7 - 0 ° C and 30 - 35 ° C

During the RDE test procedure, the air conditioning system and other auxiliary consumers may be used normally.

Route requirements

The route that is driven during the RDE test consists of three parts: city section, country road section and motorway section.

city Country road Highway
Maximum proportion 44% 43% 43%
Minimum share 29% 23% 23%
Speed ​​range 0 - 60 km / h 60 - 90 km / h 90 - 145 km / h
Average speed 15 - 40 km / h - -
Stand share (<1 km / h) 6 - 30% - -
Minimum distance 16 kilometers each
Total duration 90-120 minutes
Height difference (start – end) ≤ 100 meters in altitude

The RDE test must always start with the city portion. In addition, the vehicle must be run in for at least 30 minutes and parked for between 6 and 56 hours with the doors and hood closed, with the engine switched off, and with medium to high altitude and temperature values.

RDE procedure for trucks

The RDE test procedure has been part of the type approval test for trucks for which approval according to Euro VI has been applied for.

Measurements in the canton of Zurich and in the USA

In the Gockhauserstrasse in Dübendorf near Zurich , the Office for Waste, Water, Energy and Air of the Canton of Zurich (AWEL) has been taking measurements of the real exhaust gas values ​​of vehicles since 2000. Here, the emissions of the vehicles are measured and using the license plates exclusively determined the types of vehicles. The series of measurements recorded up to 500,000 vehicles to date. It turned out that the vehicles of many manufacturers do not comply with the emissions standard in daily traffic - despite having passed emissions tests. According to experts, this makes a new test procedure necessary. Such a device has been used successfully in several states in the USA for two decades with devices from the same manufacturer, namely portable exhaust gas measuring devices from the Swedish-American testing company Opus Inspection, which can be installed on the roadside and which can measure up to 5,000 vehicles driving by each day. This partly leads to the identification of "high emitters" that have to be repaired or withdrawn from the market, and in some states it is even used as a replacement for a stationary emissions test , so that the vehicle owners are spared the demonstration of the vehicle for a stationary emissions test (" Clean Screening "). With a view to type approval, the most effective way of doing this is to use the millions of measurements available to analyze system-related vehicle types that are beyond the approval values. The use of this technology has been rooted in US environmental legislation for two decades through manuals of the US Environmental Protection Agency (US-EPA) (High Emitter Guidance, Clean Screen Guidance) and is also intended as a method for checking the reliability of the work of stationary test centers.

See also

Web links

Individual evidence

  1. ↑ a b No more pardons for stinkers: Real Driving Emissions. In: The world . May 20, 2015, accessed October 8, 2015 .
  2. ↑ In the future, car manufacturers must have pollutant emissions measured under real conditions. Federal Ministry for the Environment, Nature Conservation, Building and Nuclear Safety , May 19, 2015, accessed on October 9, 2015 (press release No. 112/15).
  3. ↑ a b Questions and answers on emission limit values ​​for air pollutants. European Commission , September 25, 2015, accessed October 8, 2015 .
  4. ↑ a b New emission measurement method : the reality check. In: Spiegel Online . May 19, 2015, accessed November 27, 2015 .
  5. ↑ a b EU's Controversial Car-Pollution Test Plan Wins Final Approval. Bloomberg, February 3, 2016, accessed February 12, 2016 .
  6. ↑ EU Regulators Dilute New Emission Rules To Allow 2.1 Times The Legal Limits Until 2020. Green Car Reports, October 30, 2015, accessed on February 12, 2016 (English).
  7. ↑ Commission welcomes agreement between the member states for reliable tests of air pollutant emissions from vehicles. In: press release. European Commission, October 28, 2015, accessed February 12, 2015 .
  8. ↑ Jim Brunsden: Car industry faces EU parliament verdict on emissions test rules. Financial Times, February 2, 2016, accessed February 11, 2016 .
  9. ^ Catherine Stupp: Parliament Legal Committee rattles Commission's emissions proposal. EurActiv, February 2, 2016, accessed February 12, 2016 .
  10. ↑ Controversial law: EU Parliament approves the introduction of new emissions tests. In: Spiegel Online . February 3, 2016, accessed February 9, 2016 .
  11. ↑ Jim Brunsden: EU parliament backs emissions testing rules. Financial Times, February 3, 2016, accessed February 11, 2016 .
  12. ↑ RDE3 ACT. Accessed December 20, 2017 .
  13. ↑ https://curia.europa.eu/jcms/upload/docs/application/pdf/2018-12/cp180198de.pdf
  14. ↑ Access to Euro 6 RDE data. In: acea.be. February 22, 2019, accessed on May 12, 2019 .
  15. ↑ Regulation (EU) 2016/427 of the Commission of March 10, 2016 amending Regulation (EC) No. 692/2008 with regard to emissions from light passenger cars and commercial vehicles (Euro 6) , accessed on September 23, 2017 . Section 9.5
  16. ↑ Regulation (EU) 2016/427 of the Commission of March 10, 2016 amending Regulation (EC) No. 692/2008 with regard to emissions from light passenger cars and commercial vehicles (Euro 6) , accessed on September 23, 2017 . Section 5.2.2
  17. ↑ Regulation (EU) 2016/427 of the Commission of March 10, 2016 amending Regulation (EC) No. 692/2008 with regard to emissions from light passenger cars and commercial vehicles (Euro 6) , accessed on September 23, 2017 . Section 5.5.3
  18. ↑ Regulation (EU) 2016/427 of the Commission of March 10, 2016 amending Regulation (EC) No. 692/2008 with regard to emissions from light passenger cars and commercial vehicles (Euro 6) , accessed on September 23, 2017 . Section 5.2.4
  19. ↑ Regulation (EU) 2016/427 of the Commission of March 10, 2016 amending Regulation (EC) No. 692/2008 with regard to emissions from light passenger cars and commercial vehicles (Euro 6) , accessed on September 23, 2017 . Section 5.2.5
  20. ↑ Regulation (EU) 2016/427 of the Commission of March 10, 2016 amending Regulation (EC) No. 692/2008 with regard to emissions from light passenger cars and commercial vehicles (Euro 6) , accessed on September 23, 2017 . Section 5.5.1
  21. ↑ a b c d e f g Commission Regulation (EU) 2016/427 of March 10, 2016 amending Regulation (EC) No. 692/2008 with regard to emissions from light passenger cars and commercial vehicles (Euro 6) , accessed on March 23 , 2016 September 2017 . Paragraph 6
  22. ↑ Regulation (EU) 2016/427 of the Commission of March 10, 2016 amending Regulation (EC) No. 692/2008 with regard to emissions from light passenger cars and commercial vehicles (Euro 6) , accessed on September 23, 2017 . Section 6.7
  23. ↑ a b Commission Regulation (EU) 2017/1154 of June 7, 2017 amending Commission Regulation (EU) 2017/1151 to supplement Regulation (EC) No. 715/2007 of the European Parliament and of the Council on type approval of motor vehicles with regard to the emissions of light passenger cars and commercial vehicles (Euro 5 and Euro 6) and on access to repair and maintenance information for vehicles, amending Directive 2007/46 / EC of the European Parliament and of the Council, Regulation (EC) No. 692/2008 of the Commission and Regulation (EU) No. 1230/2012 of the Commission as well as repealing Regulation (EC) No. 692/2008 and Directive 2007/46 / EC of the European Parliament and of the Council with regard to Emissions of light passenger cars and commercial vehicles in practical driving (Euro 6) , accessed on September 23, 2017 . Section 27.
  24. ↑ Regulation (EU) 2017/1154 of the Commission of 7 June 2017 amending Regulation (EU) 2017/1151 of the Commission to supplement Regulation (EC) No. 715/2007 of the European Parliament and of the Council on the type approval of motor vehicles with regard to emissions from light passenger cars and commercial vehicles (Euro 5 and Euro 6) and on access to repair and maintenance information for vehicles, amending Directive 2007/46 / EC of the European Parliament and of the Council, Regulation (EC) No. 692/2008 of the Commission and Regulation (EU) No. 1230/2012 of the Commission as well as repealing Regulation (EC) No. 692/2008 and Directive 2007/46 / EC of the European Parliament and of the Council with regard to emissions lighter Passenger cars and commercial vehicles in practical driving mode (Euro 6) . Section 24.
  25. ↑ Regulation (EU) 2017/1154 of the Commission of 7 June 2017 amending Regulation (EU) 2017/1151 of the Commission to supplement Regulation (EC) No. 715/2007 of the European Parliament and of the Council on the type approval of motor vehicles with regard to emissions from light passenger cars and commercial vehicles (Euro 5 and Euro 6) and on access to repair and maintenance information for vehicles, amending Directive 2007/46 / EC of the European Parliament and of the Council, Regulation (EC) No. 692/2008 of the Commission and Regulation (EU) No. 1230/2012 of the Commission as well as repealing Regulation (EC) No. 692/2008 and Directive 2007/46 / EC of the European Parliament and of the Council with regard to emissions lighter Passenger cars and commercial vehicles in practical driving mode (Euro 6) , accessed on September 3, 2018 . Paragraph 20.
  26. ↑ Field monitoring of vehicle exhaust gases in real road traffic. (PDF; 136 kB) (No longer available online.) Office for Waste, Water, Energy and Air of the Canton of Zurich (AWEL), May 8, 2013, formerly in the original ; accessed on October 8, 2015 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Dead Link / www.awel.zh.ch  
  27. ↑ Measurements from Zurich show how dirty diesels really are. In: Tages-Anzeiger . September 23, 2015, accessed October 8, 2015 .
  28. ↑ http://opusinspection.com/remote-sensing-device-technology/
  29. ↑ Envirotest - The Leader in Vehicle Emissions Testing and Technology Remote Sensing Device Technology. In: www.etest.com. Retrieved February 23, 2016 .
  30. ↑ Rapid Screen Roadside Emissions Testing program Department of Public Health and Environment. In: www.colorado.gov. Retrieved February 23, 2016 .
  31. ↑ Air Care Colorado :: Rapid screen. (No longer available online.) In: aircarecolorado.com. Archived from the original on February 23, 2016 ; accessed on February 23, 2016 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / aircarecolorado.com
  32. ^ US Environmental Protection Agency: User Guide and Description For Interim Remote Sensing Program Credit Utility. (PDF) In: High Emitter Guidance 1996. US EPA, September 1996, accessed on February 23, 2016 (English).
  33. ^ US Environmental Protection Agency: Program User Guide for Interim Vehicle Clean Screening Credit Utility. (PDF) In: Program User Guide for Interim Vehicle Clean Screening Credit Utility. US Environmental Protection Agency, May 7, 1998, accessed February 23, 2016 .
  34. ↑ US Environmental Protection Agency: Guidance on Use of Remote Sensing for Evaluation of Inspection / Maintenance Program Performance. (PDF) In: USEPA Program Evaluation Guidance 7-29-02.pdf - EP A420-B-02-001. US EPA, July 29, 2002, accessed February 23, 2016 .