Emission standard

An emission standard (eg Euro standard) sets for motor vehicles limits for emissions from carbon monoxide ( CO ), nitrogen oxides ( NOx), hydrocarbons ( HC) and particulate matter (PM) and thus divided the vehicles in pollutant classes to which assigned specific emission Codes be used inter alia to calculate the road tax and the division into groups of pollutants for environmental zones. The limits differ in both the engine type ( petrol or diesel) as well as by type of vehicle (cars, trucks and buses, bicycles and mopeds) and subject to the European space a growing intensity. The values ​​are measured in the type test in the driving cycle. The vehicle manufacturer must ensure compliance with these limits for a specified period of time and mileage guarantee. This is done through a field monitoring with callback on systematic errors. For certain vehicles, the emissions of the fuel evaporation are also limited and an on- board diagnostic (OBD ) has been imposed.

Since September 1, 2009 is valid throughout Europe in the type test for new car the Euro - 5 standard, which is binding since 1 January 2011 for all newly registered vehicles.

For trucks valid since January 1, 2013 throughout Europe in the type test, the Euro VI standard, which is binding on all trucks newly registered since 1 January 2014.

• 8.1 USA 8.1.1 States, Federal
• 8.1.2 United States of America, California

History

California may be regarded as the cradle of emissions legislation. The special climatic and geographic situation in the western U.S., which is very smoganfällig, back in the early 1960s led to the first emission limits in traffic. For this purpose the " CARB " 1967 - California Air Resources Board established. Not all of the elaborated and adopted by the CARB regulations were implemented. So was the 1990 adopted the "Clean Air Act and Zero Emission Mandates ", which even then the gradual introduction of zero-emission vehicles regulated by law, limited in several steps or de facto abolished again in 2003. This law led to the development of groundbreaking vehicle concepts such as the EV1 by General Motors in the U.S. or even to 1996 for serial development of the " A-Class electric" Daimler- Benz AG or the micro-car Hotze flash. After the legal requirements loosening / abolition, most projects have been set by the automotive industry again. For example, the A-Class was converted to internal combustion engine without taking into account the changed weight distribution caused by the missing zebra battery, which led to failure in the elk test.

The first uniform emission regulations in the European Community ( EC) came into force in 1970. Were Limits the emissions of carbon monoxide and hydrocarbons. In 1977, the nitrogen oxides were introduced as in addition to limiting exhaust gas constituents. Limit values ​​for particulate matter ( soot) from diesel engines were introduced in 1988. For trucks and buses in 1988 limits for exhaust ingredients were first established in Europe. For motorcycles and mopeds there since 1997, Europe set emission limits. The emission regulations have since been gradually tightened. This tightening concerns the amount of emissions and their continued compliance. Some test sequences were defined strict '.

Limits

While for cars and for motorcycles and mopeds emissions standards are driving distance- based (pollutant per kilometer), the emission limits are based on the delivered work of the engine (pollutant per kilowatt hour) in trucks and buses. For cars, the limits are determined using a dynamometer test, whereas in trucks and buses, a steady 13 - step test takes place on the engine test bench application that is to be replaced but by a dynamic test procedure.

In Cars with petrol engines built before 1996 can be found in the vehicle registration document often the entry Emissions standard E2 or pollutant class E2. This does not meet the Euro -2, but the Euro 1 standard. Especially for retrofitting older vehicles that were factory- equipped with no or unregulated catalyst, the 52 Exemption Order was created to road approval. It applies to cars up to 2.8 t gross vehicle mass that have come before October 1, 1995 in the traffic and retrofitted after 1 January 1996 with an exhaust gas purification system. As a newly defined key number was " 77 " is selected. The test method has been greatly simplified, which also ultimately leads that cars with the key number "77" can not be converted without any further effort on euro 2/D3. The simplification of the test procedure for key number 77 exists in three points: carbon monoxide at idle, gas emissions from the crankcase and the elaborate evaporative emission (activated carbon filter). The conversion to a narrowed fuel tank filler neck is also not necessary; It takes is a sticker with a note to refuel only unleaded fuel. Approval of '77 retrofit systems is extendable to other types of motor vehicles. The engine capacity and performance, and vehicle mass ( fully fueled with driver) may differ from the test vehicle down to 15%.

Up to and including the emission standard Euro 2 engines were warmed up for 40 seconds at idle before the exhaust gas measurement was started. With the Euro 3 emissions standards accounted for this flow. Since the catalyst during engine start is still cold and thus can convert any pollutants, the first few seconds are connected after starting with a high pollutant emissions. This also explains why in the Euro 3 emissions standards, a higher emissions of carbon monoxide than € 2 is allowed.

In addition to European standards, there is the D- standards that exist exclusively in Germany and a national preliminary solution showed. The limits of D3 and D4 Euro 3 or Euro 4 and are nearly identical. However, the exhaust gas was carried out at measurement or D3 by a 40 second advance. In the new registration D3 was replaced from 2001 by Euro 3 and D4 from 2005 Euro 4.

Euro 2 and the German standards D3 and D4 are extendable to other types of motor vehicles, which have an identical engine and transmission combination (up to eight per cent deviation in the translation are allowed) feature. Example: If as a test vehicle Jetta I GLi with the 1.6-liter 110PS EC motor reaching the Euro certifies two values ​​applies also for the Golf GTi I, the Golf I Cabrio GTI / GLi, the Scirocco I GTi / GLi, the Scirocco 2 GTi / GLi, the Passat and the Passat I GLi 2 GLi, provided that the vehicles referred to dispose of the mentioned EC motor.

The emission standards are based on the following guidelines of the European Council:

• € 1: Directive 70/220/EEC, as amended 91/441/EG;
• € 2: Directive 70/220/EEC as amended by 94/12/EC;
• € 3: Directive 70/220/EEC in the version 98/69/EC;
• Euro 4: directive 70/220/EEC as amended by 98/69/EC;
• From € 5: above-mentioned Regulation 715/2007/EC; with the supplementary regulations No 692/2008 ( EC), entered into force on 31 July 2008, No 595 /2009 ( EC), entered into force on 7 August 2009, No 566 /2011 ( EU), entered into force on 8 June 2011 and No 459/ 2012 ( EU), entry into force 29 May 2012

The time- development and intensification of the limits for the different types of pollutants is shown in the two graphs separately for vehicles with diesel and those with gasoline engines.

The limits given in each category:

Explanations

All values ​​as mass emissions in milligrams per kilometer ( mg / km) only particle number in particles per kilometer ( 1/km ).

• HC = hydrocarbons ( hydrocarbons)
• HC NOx = Sum of hydrocarbons and oxides of nitrogen
• NOx = nitrogen oxides
• CO = carbon monoxide
• NMHC = non-methane hydrocarbons
• PM = particulate matter ( fine) dust ( particulate matter )
• PN = number of particles (particle number)
• SIDI = Spark Ignition / Direct Injection

Cars with petrol engine

Car with diesel engine

Motorcycle

Moped

Trucks and buses> 3.5t

According to the current state of the art compliance with the limits for Euro VI can only be achieved with a closed diesel particulate filter.

Mobile Machinery

Decisive, Directive 97/68/EC of 16 December 1997 on amended by Directives 2001/63/EC, 2002/88/EC, 2004/26/EC.

Differences are the stages I, II, IIIA, IIIB and IV and the power classes 19 to 36 kW, 37-55 kW, 56-74 kW, 75-129 kW and from 130 to 560 kW, with a distinction according to variable and non-variable speed.

The introduction of stage IIIB begins on 1 January 2010 (type approval) in the highest performance class and later in the lower power classes with the exception of the lower class.

Stage IV is introduced on 1 January 2013 (type approval) for the upper performance class, on 1 October 2013 the range 56-129 kW.

Regulated by the directives emissions of CO / NOx / PM / HC depend on both an ex- (lower limits at higher levels), as well as to the power rating (based on the kW higher limits for small machines ).

Regulations for fuel vaporization

Also the emissions of gasoline vapors from the tank of a stationary vehicle may be limited. To reduce these, an activated carbon filter is installed, which can store the vapors and the fumes of the internal combustion engine is running, and supplies to the memory regenerated. Is prescribed both the storage capacity and the ability to regenerate. The storage capacity will be reviewed in the Shed - test, the regenerative capacity in the driving cycle when starting with full memory. It should be noted that the active carbon filter for G- Kat is intended only for vehicles retrofitted for key number 77 (E2 Retrofitted ), 14 ( EUR 1), 25 ( EUR 2 ), 30 (D3 ), 32 (D4 ), which after October 1, 1986 were first registered. Blanket statements " for Euro 2 and better is always required an activated carbon filter " is thus not correct.

Influence on the motor vehicle tax in Germany

For a long time the car tax was determined for cars in Germany after the emission standard and the displacement. Meanwhile, different tax rates shall apply only to vehicles which do not meet the Euro 3 emission standard, as well as for diesel cars without particulate filters. Instead, today 's consumption-based CO2 emissions a significant variable.

Pollutant classes and plaques

In Germany, the regulation to adopt and amend rules on the identification of low-emission vehicles in force since 1 March 2007. This provides for regional traffic prohibitions and as a function of satisfied emission standard exceptions thereof which are indicated by colored plaques. The plaque is dependent on the emission class - issued by the approval bodies, regulators or emission inspection authorized workshops - precisely the issue number key in the vehicle documents:

• Euro - 1 or better: Green
• Euro -1 or worse with G- Kat: Green
• Euro -1 or worse without cat / U- Kat: No badge

• Euro -4 or D4, or Euro-3/D4: Green
• Euro -3: Yellow
• Euro -2: Red
• Euro -1 or worse: No badge

By retrofitting a diesel particulate filter can also be achieved, a better particle reduction level and then output a better badge. A vehicle with a standard of Euro 3 - yellow sticker - can achieve eg by retrofitting particulate emissions from Euro 4 and then gets a green sticker.

The identification of a vehicle with the label is not mandatory, but without these when driving or parking in marked areas be fined. Vehicles with H-plates, special permit or police / fire / Armed Forces are exempt from this requirement.

Criticism

The measured emissions in the test procedure does not meet the emissions in real traffic. Reason for this is not a practical driving cycle; as for exhaust measurement is not faster than 120 km / h down and the engine is running at any time at full load.

In the currently valid Euro 5 emissions standards for gasoline engines has no restriction on the number of particles is still set. In a study commissioned by the German Environmental Aid Association and the Association for Transport and Germany ADAC presented high values ​​for petrol engines with direct injection fixed. The number of particles was in part at 10 times the permissible value for diesel engines.

Another point of criticism is the different treatment of diesel- and gasoline-powered cars. In particular, do diesel cars that are homologated to Euro 5, three times as many nitrogen oxides emitted as a gasoline car.

The total pollutant balance over the lifetime of a vehicle includes not only the " variable costs " of operating consumption, but also the pollutant moderate " fixed costs " of manufacturing and recycling, which are to be put on the operating time. This amount is currently in new vehicles from 10 to 25 % of the total energy and pollutant balance, the percentage with increasing operating time becomes smaller.

Since these " fixed costs " but are currently not tax account, developments are encouraged, degrade the pollutant balance of newer car models compared to previous models. As an example of this is the aluminum body: Because of the energy-intensive production and processing of aluminum, the pollution emission of these vehicles was considering manufacturing and recycling is significantly worse than for vehicles with slightly higher fuel consumption.

Reduced pollutant vehicles in Germany

On 1 January 2013, fulfilled, according to the Federal Motor Transport Authority (KBA ) 19.6 % of all passenger cars registered in Germany, the Euro 5 emissions standard A year earlier the emission standard was only met by 13.5 % of the vehicles.

Non-European emission standards

Because the producers of motor vehicles usually produce for international markets, in addition to the European emission regulations, other national standards shall be included in the respective countries. This concerns not only with different limits use at different times, but also the respective exhaust cycles and measurement methods. Since the Euro - 5 emissions standard has become mandatory for school buses starting in January 2012 in Brazil, MAN Commercial Vehicles has received a major order.

USA

In the U.S., the feature is taken into account that there are different worlds with respect to the emission standards here. For historical reasons, the State of California has an autonomous emissions legislation with its own limits, standards and emission classes for its coverage. There is also to the development and monitoring of standards an autonomous authority - the CARB (California Air Resources Board ). Other states will have the opportunity to also join the California emission regulations. They are therefore subject to the CARB and not the authority of the other countries. This is the Environmental Protection Agency (EPA). Since 1994 was the first national emission standards (Tier I and, since 2004, the Tier II is introduced ), before the local regulations of individual states were exclusively used. The pictures show the different pollutant limits in their steps, namely the Federal American (EPA) and California's standards in comparison. In addition, the European limits are still included. It should be noted that there is a distinction between diesel and gasoline engine -powered motor vehicles not in America in the 49 states still in California.

The following states have accession to the scope of CARB already been implemented, and discuss the candidate.

In principle, different from European emission standards is the ability to " phase -in " of new, more stringent standards. This means that not have to satisfy a certain point on, all newly registered vehicles to these standards, but only a certain percentage, but then increases from year to year. In addition to certain exhaust components still so-called " fleet averages " is introduced.

United States, Federal

Abbreviations: NOx: Nitrogen oxides; NMOG: Non- Methane Organic gas ( all hydrocarbon except methane); CO: carbon monoxide; PM: particulate matter; HCHO formaldehyde

USA, California

Due to its geographical location and the resulting numerous occurring inversions California had to have an enormous air pollution already in the 1930s. This was due to the drastically be ascended road traffic, especially in the metropolitan areas of Los Angeles, San Francisco and San Diego. These situations resulted in impairment of health of the population and many deaths. This circumstance led to the signing of the Air Pollution Control Act in 1947. Consequently, the State of California in 1950 was the legislative powers delegated by the Federation, which California was put in a position, regardless of state or federal laws establish their own environmental legislation with its own standards, procedures to install and limits, and a separate authority to monitor these standards and develop.

Under the government of Governor Ronald Reagan then the Californian Air Resources Board was created in 1967 by merger of two authorities to life. To reduce the smog caused by the often occurring health problems of the population in the medium term, the California Clean Air Act was enacted in 1988. Against this background, a program was developed that vehicles with low emissions demanded in several steps, which are therefore zero - emission vehicles - introduced with different standards up to the Zero Emission Vehicle ( ZEV ). This program is called in the first stage low- emission vehicle I ( LEV I), was introduced by so-called mandatory phase -in from 1995 for Passenger Cars (cars ) and light -duty vehicles ( light commercial vehicles). LEV I was then superseded by more stringent LEV II again with limits. A phase -out ( LEV I) with simultaneous phase -in ( LEV II) then took place in the years 2004 to 2007. Since 2007, ie LEV II standards apply with the following maximum values:

Abbreviations:

NOx: Nitrogen oxides; NMOG: Non- Methane Organic gas ( all hydrocarbon except methane); CO: carbon monoxide; PM: particulate matter; HCHO formaldehyde

LEV: Low Emission Vehicle ( low emission vehicle ); ULEV: Ultra Low Emission Vehicle; SULEV: Super Ultra Low Emission Vehicle; ZEV: Zero Emission Vehicle

Notes:

• Opposite LEV1 limits for NOx and particulate tightened. New category SULEV introduced.
• LEV standards phase-in 25/50/75/100 % from 2004 to 2007
• Resistance limit extended to 120,000 miles