Euro 6 a tough challenge for Truck Manufacturers
1 March 2010
Mats Franzén, Manager of Engine Strategy and Planning at Volvo Trucks, is satisfied with the way Volvo’s engine designers are tackling adaptation to the new standards’ tough limit values.
“We take a positive view of the tough requirements. They pose a challenge for us, like for everyone else. They offer our engine designers a chance to show their mettle, which gives us a clear competitive edge. We will meet the standards long before the new legislation takes effect,” he comments.
So how can the engines be improved to meet the new limit values ? For commercial reasons, Franzén does not want to specify exactly which technical improvements will be made, but there is plenty to play around with: improved software, improved friction conditions, more efficient selective catalytic reduction and adaptation of operating temperatures. It is very probable that achieving Euro 6 will require a combination of SCR, EGR and a particulate filter.
Independent researchers have raised criticisms, arguing that the Euro 6 standards will mean increased fuel consumption, given today’s engine technology.
“Clearly, the challenge of Euro 6 will lie in further reducing oxides of nitrogen emissions without increasing fuel consumption and thereby increasing CO2 emissions. Our engine designers have made enormous progress in recent decades, and we’ll continue developing our engines for optimised fuel consumption regardless of changes in regulations and standards,” says Franzén.
Fuel consumption has dropped dramatically in recent decades. For example, Volvo’s popular FH truck has cut its diesel consumption by almost 40 per cent in the last 30 years. With the D13 engine, launched in 2005, Volvo took the definitive step to the forefront of the industry in terms of fuel economy.
“Yes, we’re certainly leaders in fuel economy. And we’ll continue to reduce fuel consumption by about 1 percent a year. That means big savings, both in economic and environmental terms,” comments Franzén.
But the biggest improvement of all is in air emission levels. A truck thirty years ago produced the same level of particulate emissions as fifty trucks today and when Euro 6 is introduced, the level of particulate emissions will be reduced by a further 50 per cent !
“Besides becoming cleaner and more efficient, our trucks are now also stronger. 20 years ago in 1990, our most powerful engine had 470 horsepower, but today we can offer our customers the Volvo FH16, the world’s strongest truck with a 700 horsepower engine,” says Franzén.
So engine designers can meet the emission targets. However, the improvements come at a price and today’s engines are roughly twice as expensive to manufacture as in the early 1990s.
“Naturally, it’s very costly to develop engines that are better in all respects in terms of environment, fuel consumption, lifespan and driveability. However, because we’re the world’s largest diesel engine manufacturer and produce large volumes, we are able to stay at the cutting edge,” continues Franzén.
But are the Euro 6 standards strict enough, or do we need even higher standards ? Franzén explains, “Under Euro 6, emissions of particles, oxides of nitrogen and carbon dioxide will be brought to environmentally sustainable levels. But that’s not enough for us. Now we’re focusing on reducing fuel consumption still further, thereby cutting climate-altering CO2 emissions.”
1. EU emission standards Euro 1- Euro 6, measured in g/kWh
NOx PM
Euro 1 (1993) 8.0 0.36
Euro 2 (1996) 7.0 0.15
Euro 3 (2001) 5.0 0.10
Euro 4 (2006) 3.5 0.02
Euro 5 (2009) 2.0 0.02
Euro 6 (2013) 0.46 0.01
NOx – Oxides of Nitrogen
PM – Particulate Matter, meaning the combined weight of all particles produced during a kilowatt hour.
Note: The emission limits have not yet been established, so the indicated values are based on the preparatory works for the new legislation.
2. EU emission standards Euro 1 to Euro 6 explained…
1993 – Euro 1 (I)
To prepare the industry, a Euro 0 phase had been enforced the year before. Authorisation was obtained through laboratory certification of the engines.
We met the standards by launching unit injectors and improving the fuel injection software. We introduced the D12 engine with unit injectors and electronic engine control.
1996 – Euro 2 (II)
Now all engines were required to meet the limit levels immediately after production, not just individual test samples. We complied with the levels by improving the turbocharger and the fuel injection software.
2001 – Euro 3 (III)
The engines were now required to meet their emission levels during actual on-road driving. The transient test cycle was introduced. The turbocharger was further improved and the injection pressure further increased. We also introduced unit injectors on D9 and D16 engines.
2006 – Euro 4 (IV)
Now the limit values were so low that we needed to improve the exhaust gas after-treatment. Our solution was to introduce selective catalytic reduction (SCR). The new standards also required OBD (on board diagnostics), a “black box” that registers the engine’s actual function, emitting an alert and even limiting a function if something is not working satisfactorily.
2009 – Euro 5 (V)
Euro 5, introduced just three years after Euro 4, imposed further reduction of limit levels and tolerance limits. We met these standards by further refining and improving our selective catalytic reduction.
2013 – Euro 6 (VI)
The emission levels and sustainability requirements for engines have not yet been fully formulated in the new legislation. However, we know that after-treatment of exhaust gases requires some sort of filtering.
It is very probable that Euro 6 will require a combination of SCR, EGR and a particulate filter.
Mats Franzen, Volvo Trucks