The real world fuel consumption gap: The Case of PHEVs - Dorothee Saar, Deutsche Umwelthilfe e.V. (DUH) - Transport & Environment

The real world fuel consumption gap:
                          The Case of PHEVs

                      Dorothee Saar, Deutsche Umwelthilfe e.V. (DUH)

November 4, 2020 | Workshop Get Real

Project „Get Real“

       Project funded by the EU Commission under EU-
       LIFE program

       Goal: Close the fuel consumption gap
       • reliable fuel figures for consumers and CO2
         targets
       • real low emissions of new cars
       • Increase efficiency of the Cars CO2 regulation as
         a mean to tackle climate change

Deutsche Umwelthilfe e.V. | Workshop Get Real| November 4, 2020   2

Growing discrepancy between official CO2 emissions and current
          performance in everyday driving from passenger cars in the EU – stable
                                       since 2017

Deutsche Umwelthilfe e.V. | Workshop Get Real| November 4, 2020                    3

Official CO2 values & real world emissions

           • Decreasing CO2 values both in real world and based on NEDC due to 2020 target of
             CO2 regulation

           • However: Real world emissions significantly higher and way above the 2020 target
             (155 instead of 95 g / CO2)

           • Only half of official CO2 mitigation in reality – 28 % reduction due to manipulation in
             the lab, -14% in real world (since 2008)

           • Contributing to the fact that transport sector fails climate targets

Deutsche Umwelthilfe e.V. | Workshop Get Real| November 4, 2020                                        4

PHEV Fuel Consumption Gap
           Extraordinary high fuel consumption gap: Plug-in-Hybrids
           • Unrealistic low fuel consumption values
           • Much higher CO2 emissions in real world:
              • According to ICCT study, on average two to four times higher – even higher gap in
                 company cars
              • Real world share of electric drive about half the share considered in type approval
              • In DE: 18% electric share for company cars, 43% for private cars
           • Diverse reasons
              • Higher share of combustion mode driving (combined with inefficient combustion engines)
              • Insufficient charging
              • Long distances

Deutsche Umwelthilfe e.V. | Workshop Get Real| November 4, 2020                                          5

To exemplify: PHEV – DUH measurements

                        • Measurement by DUH emission controll institute (EKI) on the road, supported by NEFZ
                          measurements (TÜV Nord)
                        • 4 Plug-In-Hybrids: Mercedes A250 e, Porsche Cayenne E-Hybrid, Volvo XC40 T5, Volvo
                          XC90 T8
                               Up to 600 % more CO2 emissions on the road than officially declared CO2 values

Deutsche Umwelthilfe e.V. | Workshop Get Real| November 4, 2020                                                 6

Fuel Consumption Gap – Conclusions
           • The gap is undermining the CO2 standards by lowering CO2 emissions on paper only
           • This is the case especially for PHEV
             • T&E expects sales to rise to more than 7% in 2021
             • DE: PHEV count as e-vehicles – incentives for purchase and use as company car
                (relevant driver for increase in numbers)
           • Real world fuel & energy consumption measurements (as are standard for air
             pollutants) are needed for type approval, both for the electric drive and the
             combustion engine, based on an empty battery
           • Official numbers and labels must reflect both numbers separately
           • Counterproductive incentives for PHEV, both in CO2 regulation and national
             tax/purchase subsidies, must be ended

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FCM – Conclusions and Questions
             • FCM only deliver retrospective data and are therefore at best a reactive tool with
               sanctions not before 2030 - We dont expect them to encourage manufacturers to
               produce efficient, zero-emission models
             • FCM cannot replace real world CO2 measurements in the type approval
             • FCM data must be transparent and enable effective market surveillance – the
               current proposals do not achieve this at all
             • FCM should also provide usable data for consumers that can support them in
               challenging manufacturers for high deviations
             • FCM and PHEV: FCM must not be used to distract from the need for fundamental
               changes in car design and drive technology by transferring all responsibility to the
               consumer

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Thank you for your attention

                                                                               Dorothee Saar
                                                                                    saar@duh.de
                                                              “Get Real - Demand fuel figures you can trust” (LIFE15 GIC/DE/029 CLOSE THE GAP) is
                                                              funded under the LIFE programme of the EU Commission. Please visit the campaign
                                                              website: www.get-real.org

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Deutsche Umwelthilfe e.V. | Workshop Get Real| November 4, 2020                                                                                     9

Real-world usage of plug -in
hybrid electric vehicles
F u e l c o n s u m p t i on , e l e c t r i c d r i v i n g ,
a n d C O 2 e m i s s i o ns

  Dr. Patrick Plötz
  Fraunhofer Institute for Systems
  and Innovation Research ISI

T & E D U H W e b i n a r, 4 N o v e m b e r 2 0 2 0

© Fraunhofer ISI
Seite 10

The data base covers usage of more than 100’000 PHEVs
globally from primary and secondary sources.

  Data base
      Primary sources: online fuel consumption tools (e.g. Spritmonitor.de)
      Secondary sources: published reports and scientific studies
      Comparison to simulation of PHEV from trip data of conventional vehicles
      Robustness of results: consistent findings across sources
      Meta-analysis of new and existing data                            User group   Country    Sample
                                                                       Private        China      6‘870
  Available Information and sample                                     Private        Germany    1‘385
      Fuel consumption, annual vehicle kilometers traveled, UF        Private        Norway     1‘514
      Several countries; private and company cars                     Private        US         84‘068
      66 PHEV models and 202 PHEV model variants covered              Company car Germany       72
                                                                       Company car Netherlands   10‘800
   Sufficient & broad sample for all countries & user groups
                                                                       TOTAL                     104‘709

© Fraunhofer ISI
Seite 11

P H E V f u e l c o n s u m p t i o n a n d t a i l - p i p e C O 2 e m i s s i o n s a re
t w o t o f o u r t i m e s h i g h e r t h a n t y p e - a p p ro v a l v a l u e s .

   Deviation from type-approval values

                                            real = NEDC
    spans much larger ranges than for
                                                                       mainly
    conventional vehicles                                             2019 data
   Mean relation of real-world fuel
                                                                                        mainly
    consumption to type-approval values:                   mainly                      2018 data
                                                          2020 data
     2 – 3 times higher for private cars
     3 – 4 times higher for company
       cars

   Similar deviation for WLTP vehicles
   Most recent data for Germany & China                   mainly        2014 – 2020
                                                                            data
   US data mainly Volt, Prius, BMW i3                    2016 data

© Fraunhofer ISI
Seite 12

R e a l - w o r l d s h a re o f e l e c t r i c d r i v i n g o f P H E V s i s a b o u t
h a l f t h e s h a re c o n s i d e re d i n t y p e - a p p ro v a l .

 Utility factor (UF): portion of
       kilometers driven on electricity
      Private cars:
        Mean UF in NEDC is 69%

                                          Utility factor (UF)
        Real-world mean UF is 37%
        Only about half the expected
      Company cars: 63 % in NEDC
       but only 20% in real-world
      Similar deviations for WLTP
      Noteworthy country differences
      UF increases by 2 – 6 percentage
       points with every 10 km of range

                                                                NEDC range [km]

© Fraunhofer ISI
Seite 13

P H E V s a re n o t c h a r g e d e v e r y d r i v i n g d a y.

 Private users in Germany charge their               private cars   Company cars
  PHEVs on average on three out of four
  driving days
 Company cars charge only about every
  second driving day
        economic disincentives for company cars
        more long-distance trips
 The average charging among all user              averages in
                                                    Germany
  groups is less than once per day
 Low charging frequency reduces the share                           averages in
                                                                      Germany
  of kilometers driven on electricity
 Very low UF in China indicates low charging
 PHEVs in Norway and the United States
  appear to be charged more often

© Fraunhofer ISI
Seite 14

Summary: Analysis of 100,000 PHEVs confirms high
d e v i a t i o n f ro m o ff i c i a l f u e l e ff i c i e n c y a n d C O 2 v a l u e s .

Background and study
 Plug-in hybrid electric vehicles (PHEVs) use electricity as well as conventional fuel for driving.
 They offer environmental benefits if they are mainly driven on electricity.
 Our study is the first large international and systematic study of real-world usage of PHEVs.

Findings
 PHEV fuel consumption & tail-pipe CO2 emissions are two to four times higher than type-approval.
 Real-world share of electric driving of PHEVs is about half the share in type-approval values.
 PHEVs are not charged every day.

© Fraunhofer ISI
Seite 15

Thank you.

                                                      Full study available online:
                                                      https://theicct.org/publications/phev-real-
                   patrick.ploetz@isi.fraunhofer.de   world-usage-sept2020
                     @PatrickPlotz
                                                      English and German summaries:
                                                      https://s.fhg.de/plug-in-hybrid

© Fraunhofer ISI
Seite 16

On-Board                             How
     Fuel Consumption                     does it work
     Monitoring (OBFCM)                   in practice

      Dipl.-Ing. Helge Schmidt
      TÜV Nord Mobilität
      IFM – Powertrain/Emissions
      Essen

17   Helge Schmidt I TÜV NORD MOBILITÄT

CO2 EMISSIONS
IN THE LABORATORY AND IN REAL TRAFFIC

type approval CO2 must be reported and compared to real world CO2 emissions

18   Helge Schmidt I TÜV NORD MOBILITÄT

OBFCM, LEGAL BASIS:
COMMISSION REGULATION (EU) 2018/1832 OF 5 NOVEMBER 2018

Introduction of an ‘On-board Fuel and/or Energy Consumption Monitoring Device’
(‘OBFCM device’):
 M1, N1 class I: new types 01.01.2020, new vehicles 01.01.2021
 N1 class II and class III: new types 01.01.2021, new vehicles 01.01.2022
 OBFCM data shall be determined by software and/or hardware,
  based on vehicle, engine, fuel and/or electric energy parameters.
 OBFCM information shall be stored on board the vehicle.
 OBFCM data shall be available according to ECE R83 OBD standards.
 The manufacturer shall ensure that OBFCM provides the most accurate values.
 The OBFCM accuracy shall be within ± 0,05. This is checked during type
  approval in WLTP.

19   Helge Schmidt I TÜV NORD MOBILITÄT

OBFCM
CONTENT OF STANDARDIZED OBFCM INFORMATION (1)
The OBFCM device shall determine at least the following parameters and store the
lifetime values on board the vehicle. The parameters shall be calculated and scaled
according to On-Board Diagnostics (OBD) for motor vehicles specified in ECE R83.

3.1. For all vehicles referred to in Article 4a, with the exception of OVC-HEVs:

(a) Total fuel consumed (lifetime) (litres);
(b) total distance travelled (lifetime) (kilometres);
(c) engine fuel rate (grams/second);
(d) engine fuel rate (litres/hour);
(e) vehicle fuel rate (grams/second);

20   Helge Schmidt I TÜV NORD MOBILITÄT

OBFCM
CONTENT OF STANDARDIZED OBFCM INFORMATION (2)
3.2. For OVC-HEVs:
(a) Total fuel consumed (lifetime) (litres);
(b) total fuel consumed in charge depleting operation (lifetime) (litres);
(c) total fuel consumed in driver-selectable charge increasing operation (lifetime) (litres);
(d) total distance travelled (lifetime) (kilometres);
(e) total distance travelled in charge depleting operation with engine off (lifetime)
    (kilometres);
(f) total distance travelled in charge depleting operation with engine running (lifetime)
     (kilometres);
(g) total distance travelled in driver-selectable charge increasing operation (lifetime)
    (kilometres);
(h) engine fuel rate (grams/second);
(i) engine fuel rate (litres/hour);
(j) vehicle fuel rate (grams/second);
(k) vehicle speed (kilometres/hour);
(l) total grid energy into the battery (lifetime) (kWh).
21   Helge Schmidt I TÜV NORD MOBILITÄT

OBFCM,
REQUIREMENTS FOR DATA COLLECTION

 OBFCM data availability for all vehicle models
 Easy access to OBFCM data
 Standardized OBFCM data read out with little effort
 OBFCM data integrity during transmission
 Transparency of data collection for the vehicle
  owner
 Third party principle, independent data collection
 Data protection and data security

22   Helge Schmidt I TÜV NORD MOBILITÄT

PERIODICAL TECHNICAL INSPECTION (PTI)
ACCORDING DIRECTIVE 2014/45/EU OF 3 APRIL 2014

 Roadworthiness, environmental compatibility, and
  regulatory compliance of a vehicle is regularly
  checked during Periodical Technical Inspection
  (PTI).
 Reading of OBD data is already part of PTI in
  many European Countries.
 OBD scan tools are already in the legislation and
  are available.
 OBD scan tools will be mandatory for PTI in every
  member state by 2023.
 There are already standardized interfaces for the
  transmission of PTI results. These could also be
  readily used to transmit OBFCM information.
23   Helge Schmidt I TÜV NORD MOBILITÄT

COLLECTION OF OBFCM DATA
DURING PERIODICAL TECHNICAL INSPECTION

 On Board Fuel Consumption Monitoring (OBFCM) data, its
  access and interpretation is part of the standardized OBD
  information.
 Reading of OBFCM data with scan tools during PTI was
  already tested in Spain by Applus+ and in Germany by FSD.
 Existing OBD scan tools can easily be updated for reading
  OBFCM data by new software.
 OBFCM reading will become standard in future tools.
 The reading of OBFCM data during PTI will be performed in
  Germany in large scale starting in 2021.
 Communication between inspection centers, national
  authorities and European Commission is already in the
  legislation.
24   Helge Schmidt I TÜV NORD MOBILITÄT

PRACTICAL EXAMPLE OBFCM INFORMATION (CAN TRACE)
(SOURCE: FSD)

                                                                                              source: Commission Regulation (EU) 2018/1832

                                                                                                                   source: J1979-DA Annex G - InfoType IDs

                                                     01 = number of messages to report vehicle operation data                                fill byte

Request

Response

                      Controller                                                                                      Total Fuel Consumed (Lifetime)
                      ID
                                                                                               Total Fuel Consumed (Recent)
                                                                           Total Distance Travelled (Lifetime)
                                                          Total Distance Travelled (Recent)
                                          4 = Positive response
25   Helge Schmidt I TÜV NORD MOBILITÄT

SUMMARY AND CONCLUSIONS
 CO2 emissions of all new vehicles in traffic shall be available
  by On-Board Fuel Consumption Monitoring (OBFCM) starting on 01.01.2021.
 OBFCM data is part of the standardized OBD information.
 Reading of OBD data is already part of Periodical Technical Inspection (PTI)
  in many European Countries.
 OBD scan-tools will be mandatory for PTI in every member state by 2023.
 OBFCM data reading and transfer can easily be done using the already existing
  PTI system.

           Collection of OBFCM data during PTI is cost beneficial

26   Helge Schmidt I TÜV NORD MOBILITÄT

OBFCM
     On-Board
     Fuel Consumption
     Monitoring

     Dipl.-Ing. Helge Schmidt
     TÜV Nord Mobilität
     IFM – Powertrain/Emissions
     Essen

27   Helge Schmidt I TÜV NORD MOBILITÄT

Closing the real world fuel
           consumption gap with Fuel
                 Consumption Meters

   OBFCM and EU legislation: what’s at stake and what do we need?

Alex Keynes, Clean Vehicles Manager

OBFCM and EU legislation: what’s at
                             stake and what do we need?            29

What is at stake? (pre-WLTP)
                        EU vehicle CO2 emission
                        standards are undermined
                        by real world emission
                        gap.

                        Almost ½ emissions
                        savings achieved on paper
                        have only been managed
                        in the lab.

                        This is bad for the climate
                        and for drivers - who lost
                        €150 billion due to extra
                        fuel costs.

OBFCM and EU legislation: what’s at
                               stake and what do we need?            30

What is at stake? (post-WLTP)
                        Shift from NEDC to WLTP
                        does not solve the
                        problem.

                        Despite improvements,
                        the WLTP test
                        underestimates real world
                        CO2 emissions by 23%
                        (and is forecast to grow to
                        over 30% by 2025).

OBFCM and EU legislation: what’s at
                    stake and what do we need?            31

What is at stake?

OBFCM and EU legislation: what’s at
                           stake and what do we need?            32

What is at stake?
                    EV sales projected to
                    stagnate throughout 2020s
                    due to inadequate CO2
                    targets

                    Real world emissions gap
                    further undermines EV
                    market in Europe

                    Instead, EV sales should
                    be entering technology (s-
                    shaped) uptake curve to
                    mass market

OBFCM and EU legislation: what’s at
                                                                                    stake and what do we need?            33

              EU legislation - what do we need?

     OBFCM data must be
      regularly collected                 Data from PHEVs                 OBFCM data should be
    using OTA, sufficiently             should be collected per           used to enforce on-road
    aggregated, available to            model and reported for             compliance with CO2
       third parties and                  all possible driving                     targets
      regularly reported                         modes

-     Provide data per vehicle      -    Data should include: the     -    Introduce a correction
      model to enable direct             fuel and electric energy          mechanism to adjust OEM
      comparison                         consumed; distance                CO2 targets
-     Publish data from new              travelled; and CO2           -    PHEV data should be used to
      vehicles on quarterly basis        emissions distributed over        establish real world utility
      for the 1st year                   all possible driving modes        factors

OBFCM and EU legislation: what’s at
                              stake and what do we need?            34

EU legislation - what do we need?