1、BSI Standards PublicationPD CEN/TR 16569:2013Automotive fuels Assessingthe effects of E10 petrolon vehicle emissions andperformancePD CEN/TR 16569:2013 PUBLISHED DOCUMENTNational forewordThis Published Document is the UK implementation of CEN/TR16569:2013.The UK participation in its preparation was
2、entrusted to TechnicalCommittee PTI/2, Liquid Fuels.A list of organizations represented on this committee can beobtained on request to its secretary.This publication does not purport to include all the necessaryprovisions of a contract. Users are responsible for its correctapplication. The British S
3、tandards Institution 2013. Published by BSI StandardsLimited 2013ISBN 978 0 580 81697 0ICS 75.160.20Compliance with a British Standard cannot confer immunity fromlegal obligations.This Published Document was published under the authority of theStandards Policy and Strategy Committee on 31 July 2013.
4、Amendments issued since publicationDate Text affectedPD CEN/TR 16569:2013TECHNICAL REPORT RAPPORT TECHNIQUE TECHNISCHER BERICHT CEN/TR 16569 June 2013 ICS 75.160.20 English Version Automotive fuels - Assessing the effects of E10 petrol on vehicle emissions and performance Carburants pour automobiles
5、 - Evaluation des effets de lessence E10 sur les missions de vhicules et leurs performances Kraftstoffe fr Kraftfahrzeuge - Beurteilung der Auswirkung von E10-Kraftstoff auf Kraftfahrzeugemission und -leistungThis Technical Report was approved by CEN on 17 May 2013. It has been drawn up by the Techn
6、ical Committee CEN/TC 19. CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, N
7、etherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: Avenue Marnix 17, B-1000 Brussels 2013 CEN All rights of e
8、xploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. CEN/TR 16569:2013: EPD CEN/TR 16569:2013CEN/TR 16569:2013 (E) 2 Contents page Foreword 3 1 Scope 4 2 Background 4 3 Fuel selection . 5 4 CONCAWE vehicle study - High-level summary of results . 6 5 OEM vehi
9、cle studies - high-level summary of results . 8 6 Applus IDIADA vehicle study . 10 6.1 Study background . 10 6.2 Vehicle selection and preparation . 10 6.3 High-level summary of results . 11 7 Revision of petrol volatility requirements in EN 228 12 8 Monitoring vehicle performance in the field . 13
10、8.1 Introduction 13 8.2 Monitor marketplace fuel properties and vehicle performance: . 14 8.3 Implement immediate remedies through Member State actions: . 14 8.4 Revise the EN 228 specification through a CEN/TC 19 amendment: . 15 8.5 Conduct joint research to anticipate future fuel-related problems
11、15 9 Glossary 16 Annex A (informative) Procedure for EN 228 revision. 17 Annex B (informative) Summary of OEM test programs - EN 228 high volatility robustness . 20 Bibliography 24 PD CEN/TR 16569:2013CEN/TR 16569:2013 (E) 3 Foreword This document (CEN/TR 16569:2013) has been prepared by Technical C
12、ommittee CEN/TC 19 “Gaseous and liquid fuels, lubricants and related products of petroleum, synthetic and biological origin”, the secretariat of which is held by NEN. PD CEN/TR 16569:2013CEN/TR 16569:2013 (E) 4 1 Scope This Technical Report describes a study executed to evaluate the performance of r
13、epresentative vehicles of current and recent production when operating on petrol fuels containing up to 10 % (V/V) ethanol. Vehicle performance evaluations included regulated and evaporative emissions as well as hot and cold weather driveability. The testing procedures used in each of the three main
14、 vehicle studies were adapted to the requirements of the testing facilities. The studies were designed to demonstrate whether a relaxation in the E70max, E100max, and VLI limits in EN 228 would introduce unacceptable vehicle driveability or regulated emissions performance problems. The results were
15、used to advise CEN/TC 19/WG 21 on the revision of the EN 228 petrol specification 1. A procedure for future revision of EN 228 (see Annex A) was also developed. 2 Background The former European EN 228 specification 1 included volatility requirements for unleaded petrol in order to ensure good perfor
16、mance of vehicles in real world driving conditions. These requirements were put in place following extensive technical studies in the 1990s at a time when vehicles were more sensitive to volatility than they are today and when blending of oxygenates, like ethanol, was not widespread. Different petro
17、l volatility classes are included in the EN 228 specification that depend on climatic conditions. Minimum and maximum volatility limits for summer and winter petrols are included as well as additional limits for spring and autumn seasonal transitions. Since these volatility requirements were put in
18、place, the use of oxygenate blending components, such as ethanol and ethers, has increased, in response to the EU Renewable Energy Directive (RED, 2009/28/EC 3). This Directive requires Member States to use at least 10 % renewable energy in transport fuels by 2020. Although biogas, renewable electri
19、city, and other energy types are encouraged, only conventional and some advanced bio-blending components are likely to be available in sufficient volumes by 2020 to meet the mandate. The major bio-derived blending components until 2020 are likely to be bio-ethanol produced from sugar fermentation, e
20、thers manufactured from bio-ethanol or bio-methanol, and esters and hydrocarbons produced from vegetable oils and animal fats. Blending ethanol into gasoline at low concentrations alters the volatility characteristics of the resulting blend and the fuel refining and blending process shall account fo
21、r this effect. In addition to increasing the vapour pressure of the ethanol/petrol blend, ethanol also changes the shape of the blends distillation curve. This has the potential to impact the vehicles regulated emissions and driveability performance in cold and hot weather. Furthermore, any change i
22、n the blends distillation characteristics due to ethanol addition must be compensated in the refinery by changing the composition of the hydrocarbon-only petrol mixture into which the ethanol is ultimately blended. Following the publication of the EU Fuels Quality Directive (FQD, 2009/30/EC 3), CEN/
23、TC 19 reviewed the European EN 228 unleaded petrol specification in order to enable the higher ethanol blending envisioned by the FQD from 5 % (V/V) up to 10 % (V/V). As input to this review, CEN/TC 19 Working Group 21 (WG 21) reviewed a 2009 study of published literature 4 on the effect of blending
24、 up to 20 % (V/V) ethanol on E701and E1002volatility parameters, as well as on hot and cold weather vehicle driveability performance. This literature review was completed to better understand the observed effects on the petrol distillation curve due to the addition of higher levels of ethanol to pet
25、rol 5. Any changes to CEN specifications for fuel parameters beyond those required by EU legislation should be based on the best-available technical data and shall not impact the performance of the vehicle fleet. Based on its review of the existing literature, WG 21 concluded that additional vehicle
26、 studies were warranted in order to assess the effects of 10 % (V/V) ethanol in petrol on current and future engines (Euro 5 and 6), especially with respect to vehicle regulated and evaporative emissions, CO2, and hot and cold weather driveability performance. Summer and winter grade petrols contain
27、ing 10 % (V/V) ethanol were specially blended for this study that had volatility specifications at todays EN 228 maximum limits and at higher limits consistent with CONCAWEs volatility relaxation proposal. The vapour pressures (measured as Dry Vapour Pressure Equivalent (DVPE) targeted summer grade
28、petrols with a maximum 60 kPa DVPE and winter grade petrols with a maximum 100 kPa DVPE. The DVPE of the test fuel was selected to be consistent with the type of vehicle test that was completed. 1The percentage of a petrol sample that evaporates at 70 C 2The percentage of a petrol sample that evapor
29、ates at 100 C PD CEN/TR 16569:2013CEN/TR 16569:2013 (E) 5 In order to give sufficient technical input on behalf of CEN/TC 19 WG 21 members, a Volatility Task Force (VTF) was established in December 2010. Experts were nominated from WG 21 stakeholders and primarily from ACEA and CONCAWE, under the le
30、adership of the WG 21 Chair and NEN Secretary. The VTF met for the first time on 21 February 2011 and in total 21 meetings or web-conferences were held. Eight reports to WG 21 were issued and three presentations were given at WG 21 meetings. 3 Fuel selection The VTF agreed to use a common set of spe
31、cially blended test fuels to test the effect of the proposed relaxation in the volatility limits. The test fuels were based on early indications by CONCAWE on what qualities (mainly regarding volatility parameters) could be expected in the future when more refineries are supplying E10 fuels. Other o
32、ptions are also considered for the blending of E10 petrol, i.e. ETBE up to the 3,7% (m/m) oxygen content limit and ETBE + E5 blends up to the 3,7 % (m/m) oxygen content limit. The fuel matrix covered summer (class A) and winter (class E1) petrols as shown in Table 1. Table 1 Targets and measured val
33、ues for test fuels Baseline Fuels Summer (Class A) Winter (Class E1) CEC RF-02-08 (Condition and pretest fuel) Target values: Measured values: 60 kPa DVPEmax5 % (V/V) Ethanol E70 mid-range E100 mid-range 58,7 kPa DVPE 4,7 % (V/V) Ethanol 37,0 % E70 53,5 % E100 Baseline E10-A Baseline E10-E Target va
34、lues: Measured values: Target values: Measured values: 60 kPa DVPEmax10 % (V/V) Ethanol 48 % E70maxClass A 71 % E100maxClass A 57,1 kPa DVPE 9,7 % (V/V) Ethanol 49,7 % E70 68,4 % E100 918,9 VLI 95 kPa DVPE 10 % (V/V) Ethanol 50 % E70maxClass E 71 % E100maxClass E 97,0 kPa DVPE 9,5 % (V/V) Ethanol 51
35、,9 % E70 67,1 % E100 1333,3 VLI Relaxed Volatility Fuels Summer (Class A) Winter (Class E1) Step 1 E10-A Step 1 E10-E Target values: Measured values: Target values: Measured values: 60 kPa DVPEmax 10 % (V/V) Ethanol 52 % E70 (max+4 %) 73 % E100 (max+2 %) 58,7 kPa DVPE 9,5 % (V/V) Ethanol 52,9 % (V/V
36、) E70 73,2 % (V/V) E100 957,3 VLI 95 kPa DVPE 10 % (V/V) Ethanol 54 % E70 (max+4 %) 73 % E100 (max+2 %) 93,2 kPa DVPE 9,5 % (V/V) Ethanol 54,9 % E70 70,9 % E100 1316,3 VLI Step 2 E10-A Step 2 E10-E Target values: Measured values: Target values: Measured values: 60 kPa DVPEmax 10 % (V/V) Ethanol 58 %
37、 E70 (max+10 %) 75 % E100 (max+4 %) 61,0 kPa DVPE 9,4 % (V/V) Ethanol 59,4 % (V/V) E70 75,7 % (V/V) E100 1025,8 VLI 95 kPa DVPE 10 % (V/V) Ethanol 60 % E70 (max+10 %) 75 % E100 (max+4 %) 94,1 kPa DVPE 9,4 % (V/V) Ethanol 60,6 % E70 73,9 % E100 1365,2 VLI PD CEN/TR 16569:2013CEN/TR 16569:2013 (E) 6 4
38、 CONCAWE vehicle study - High-level summary of results CONCAWE tested six vehicles to investigate the impact of changes in the volatility characteristics of unleaded gasoline containing 10 % (V/V) ethanol on regulated exhaust and evaporative emissions and on hot and cold weather vehicle driveability
39、 performance. The vehicles selected for this study were representative of the current EU fleet, met or exceeded Euro 4 emissions limits, spanned the range from upper medium to small vehicle classes, were compatible with 10 % (V/V) ethanol according to the manufacturers warranty information, and incl
40、uded two modern gasoline DISI engine types. Table 2 Characteristics of vehicles evaluated in the CONCAWE study Vehicle No. 1 2 3 4 5 6 Vehicle Class Upper Medium Medium Small Lower Medium Mini Small Category M1 M1 M1 M1 M1 M1 Emissions Homologation Euro 4 Euro 5 Euro 4 Euro 4 Euro 4 Euro 4 Engine Di
41、splacement (litres) 2.5 1.8 1.4 1.6 1.0 1.25 Max. Power (kW) 140 118 57 80.5 50 60 Inertia Class (kg) 1590 1470 1130 1360 910 1020 Cylinder 6 4 4 4 3 4 Valves 24 16 8 16 12 16 Aspiration Natural Turbo Natural Natural Natural Natural Combustion Type Homogeneous stoichiometric Homogeneous stoichiometr
42、ic Homogeneous stoichiometric Homogeneous stoichiometric Homogeneous stoichiometric Homogeneous stoichiometric Injection System Direct Injection Direct Injection Sequential Fuel Injection Sequential Fuel Injection Sequential Fuel Injection Sequential Fuel Injection After-treatment device Three-way C
43、atalyst Three-way Catalyst Three-way Catalyst Three-way Catalyst Three-way Catalyst Three-way Catalyst Rear or Front Wheel Drive Rear Front Front Front Front Front Transmission Manual 6-speed Manual 6-speed Manual 5-speed Manual 6-speed Manual 5-speed Manual 5-speed Drive by wire? Yes Yes Yes Yes No
44、 Yes Traction control? Yes Yes Yes Yes No No E10 Compatible? Yes Yes Yes Yes Yes Yes Registration Date 15/06/2007 04/06/2009 29/09/2007 29/09/2009 23/07/2008 28/01/2010 Mileage at start of test (miles) 23,354 8,890 21,496 14,934 13,704 15,607 Vehicle testing included regulated emissions measured ove
45、r the New European Driving Cycle (NEDC) at +23 C and -7 C, evaporative emissions according to the European regulatory procedure, cold engine starting and idling at -20 C, and Hot Weather Driveability performance at +40 C. PD CEN/TR 16569:2013CEN/TR 16569:2013 (E) 7 CONCAWEs conclusions from this stu
46、dy 6 were: All vehicles satisfactorily completed all required driving cycles on all fuels with no false starts, no misfires, no stalls, no failures, and no OBD faults. Impacts of fuel volatility on emissions and performance were small relative to vehicle-to-vehicle effects. No major differences were
47、 observed in the fleet-average HC and NOx emissions between the Baseline E10-A and Step 2 E10-A fuels for NEDC regulated emissions at +23 C. The fleet-average CO emissions were 36 % higher on the more volatile Step 2 fuel but were still well below the Euro 4/5 limits for this test. No major differen
48、ces were observed between the Baseline E10 and Step 2 E10 fuels for fleet-average NEDC regulated emissions at -7 C and for HWD performance at +40 C. Cold operation at -20 C and -7 C: Overall conclusions: The measurement of lambda at these cold conditions was critical to understanding the in-cylinder
49、 conditions and the resulting impacts on emissions. The following conclusions apply particularly to the -20 C results and to a limited extent the -7 C results. The exhaust UEGO sensor data indicated that the Step 2 E10-E fuel gave slightly richer lambda during the initial warm-up period. These results were not supported, however, by direct measurements of fuel and air flow, which suggested that there was no difference in AFR between the fuels. The reason for these apparently conflicting results is not clear, but it is possibl
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