Examination of pollutants emitted by vehicles in operation ... · catalytic converters were then...

Fahrzeugtechnik Heft F 106b

Berichte derBundesanstalt für Straßenwesen

Examination ofpollutants emitted byvehicles in operation

and of emissionrelevant components –

Replacementcatalytic converters

Examination ofpollutants emitted byvehicles in operation

and of emissionrelevant components –

Replacementcatalytic converters

by

Helge SchmidtRalf Johannsen

TÜV Nord MobilitätInstitut für Fahrzeugtechnik und Mobilität

Hannover

Fahrzeugtechnik Heft F 106b

Berichte derBundesanstalt für Straßenwesen

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ImpressumBericht zum Forschungsprojekt FE 86.0066/2009:Examination of pollutants emitted by vehicles in operationand of emission relevant components – Replacement catalytic converters

FachbetreuungBernd Bugsel

HerausgeberBundesanstalt für StraßenwesenBrüderstraße 53, D-51427 Bergisch GladbachTelefon: (0 22 04) 43 - 0Telefax: (0 22 04) 43 - 674

RedaktionStabsstelle Presse und Öffentlichkeitsarbeit

Druck und VerlagFachverlag NW in der Carl Schünemann Verlag GmbHZweite Schlachtpforte 7, D-28195 Bremen Telefon: (04 21) 3 69 03 - 53Telefax: (04 21) 3 69 03 - 48www.schuenemann-verlag.de

ISSN 0943-9307ISBN 978-3-95606-194-3

Bergisch Gladbach, Juli 2015

This report is also published in German(issue number: F106).It is accessible at the electronic archive ELBA under http://bast.opus.hbznrw.de

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Abstract – Kurzfassung

Examination of pollutants emitted by vehicles in operation and of emission relevant components – Replacement catalytic converters

High demands on exhaust emissions of passengercars and light commercial vehicles require complextechnologies. The three-way catalytic converter isan essential part of state of the art emission controlsystems. If a catalytic converter is damaged or itseffectiveness deteriorates, it can be replaced by areplacement converter.

Replacement catalytic converters from theaftermarket are approved on the basis ofRegulation No 103 of the UNECE – United NationsEconomic Commission for Europe. According tothis regulation the replacement catalytic convertershall be designed, constructed and capable ofbeing mounted so as to enable the vehicle tocomply with the provisions taken as a basis for itstype approval. Furthermore the pollution emissionsmust be effectively limited throughout the entirenormal service life of the vehicle under normaloperating conditions.

In the context of the research project, the durabilityof replacement catalytic converters was examined.A VW Golf with emission standard Euro 4, 1.4 lpetrol engine (55 kW) was selected as a testvehicle. At the start of the examinations, the vehicleshowed a mileage of 75,000 km. The selectedvehicle was regularly serviced in accordance withthe manufacturer’s specifications. No emission-relevant faults were recorded by the OBD system.The initial control measurement of the vehicle in as-delivered condition with the originally installedcatalytic converter showed that the correspondingemissions of the regulated pollutants wereconsiderably below the Euro 4 emission limits to beapplied.

Subsequently, an original replacement catalyticconverter, which was purchased from an authoriseddealer, and 4 catalytic converters purchased in theindependent aftermarket, were examined. Thereplacement catalytic converters were conditionedaccording to the specifications of ECE RegulationNo 103 and then measured in new condition. Thecatalytic converters were then aged on a burnertest rig. Here a total mileage of 80,000 km was

simulated. After 10,000 km and 40,000 km, theageing was interrupted and the exhaust gasemissions of the test vehicle with the aged catalyticconverters were measured. The examination wasended as soon as a limit value had been exceeded.

The results of the project indicate that with thereplacement systems for the after-treatment ofexhaust gases available in the independentaftermarket, considerable quality differences canoccur. At the end of the ageing over a distance of80,000 km only the original replacement catalyticconverter and one replacement catalytic converterfrom the independent aftermarket complied with theEuro 4 emission limits. With one replacementcatalytic converter, the Euro 4 emission limits werealready exceeded in new condition. With anotherreplacement catalytic converter, the examinationwas aborted after 10,000 km ageing and with afurther catalytic converter after 40,000 km ageingdue to the Euro 4 emission limits being exceeded.

The ECE Regulation No 103 provides for a test ofdurability of such systems over 80,000 km, but alsoalternatively enables the use of fixed deteriorationfactors. In practice, the durability of the replacementsystems for the after-treatment of exhaust gases isguaranteed by their manufacturers. However,replacement catalytic converters are rarelyinspected as part of the approval. In-usecompliance provisions for replacement systems forthe after-treatment of exhaust gases are notmentioned in the corresponding specifications. Theresults of this study indicate that the requirementsin the ECE Regulation No 103 are not adequate toensure the durability of replacement catalyticconverters.

Untersuchung des Abgasverhaltens von in Betrieb befindlichen Fahrzeugen undemissionsrelevanten Bauteilen –Austauschkatalysatoren

Die verschärften Anforderungen an das Emissions-verhalten von Pkw und leichten Nutzfahrzeugenhaben aufwändige Technologien erforderlich ge-macht. Ein wesentlicher Bestandteil aktueller Ab-gasnachbehandlungssysteme ist der Katalysator.Wenn ein Katalysator beschädigt wird oder seineWirksamkeit nachlässt, kann er durch einen Aus-tauschkatalysator ersetzt werden.

Austauschkatalysatoren, die im Zubehörmarkt an-geboten werden, werden auf Basis der RegelungNr. 103 der Wirtschaftskommission der VereintenNationen für Europa (UNECE – United NationsEconomic Commission for Europe) genehmigt. Ent-sprechend dieser Regelung muss der Austausch-katalysator so beschaffen sein und so eingebautwerden können, dass das Fahrzeug den Vorschrif-ten der Regelungen entspricht, die bei seiner Typ-prüfung zugrunde gelegt worden sind. Außerdemmüssen die Schadstoffemissionen während der ge-samten normalen Lebensdauer des Fahrzeugesunter normalen Betriebsbedingungen wirksam be-grenzt werden.

Im Rahmen des Forschungsvorhabens wurde dieDauerhaltbarkeit von Austauschkatalysatoren un-tersucht. Als Testfahrzeug wurde ein VW Golf derAbgasstufe Euro 4 mit einem 1.4-l-Benzinmotor(55 kW) ausgewählt. Bei Beginn der Untersuchun-gen wies das Fahrzeug eine Laufleistung von75.500 km auf. Das ausgewählte Fahrzeug war re-gelmäßig entsprechend den Herstellervorgabengewartet worden. Im OBD-System waren keine ab-gasrelevanten Fehler abgelegt. Bei der Eingangs-messung des Fahrzeuges im Anlieferungszustandmit dem ursprünglich verbauten Katalysator wur-den die anzuwendenden Euro-4-Grenzwerte deut-lich unterschritten.

Anschließend wurden ein Original-Austauschkata-lysator, der in einer markengebundenen Fach-werkstatt und 4 Katalysatoren, die verdeckt im frei-en Teilemarkt beschafft worden waren, untersucht.Die Austauschkatalysatoren wurden entsprechendden Vorgaben der ECE-Regelung Nr. 103 kondi-tioniert und dann im Neuzustand vermessen. An-schließend wurden die Katalysatoren auf einemBrennerprüfstand gealtert. Dabei wurde eine Lauf-leistung von insgesamt 80.000 km simuliert. Nach

10.000 km und 40.000 km wurde die Alterung un-terbrochen und die Abgasemissionen des Testfahr-zeugs wurden mit den gealterten Katalysatoren ge-messen. Sobald bei einem Katalysator eine Grenz-wertüberschreitung festgestellt wurde, wurde dieUnter suchung beendet.

Die Ergebnisse der Untersuchung zeigen, dassbei im freien Teilemarkt erhältlichen Austausch -systemen zur Abgasnachbehandlung erheblicheQualitätsunterschiede auftreten können. Nur mitdem Original-Austauschkatalysator und mit einemAustauschkatalysator, der im freien Markt be-schafft worden war, konnten auch nach einer Alte-rung über 80.000 km die Euro-4-Grenzwerte ein-gehalten werden. Bei einem Austauschkatalysatorwurden bereits im Neuzustand die Euro-4-Grenz-werte überschritten. Bei einem anderen Aus-tauschkatalysator wurde die Untersuchung nach10.000 km Alterung und bei einem weiteren Kata-lysator nach 40.000 km Alterung aufgrund einerÜberschreitung der Euro-4-Grenzwerte abgebro-chen.

Die ECE-Regelung Nr. 103 sieht eine Prüfung der Dauerhaltbarkeit derartiger Systeme über80.000 km vor, ermöglicht jedoch alternativ dieVerwendung von festen Verschlechterungsfakto-ren. In der Praxis wird die Dauerhaltbarkeit derAustausch systeme zur Abgasnachbehandlungvon ihren Herstellern garantiert, eine Überprüfungfindet im Rahmen der Genehmigung jedoch in denseltensten Fällen statt. Eine Feldüberwachung fürAustauschsysteme zur Abgasnachbehandlung istin den entsprechenden Vorschriften nicht vorgese-hen. Die Ergebnisse dieser Untersuchung weisendarauf hin, dass die Anforderungen in der ECE-Regelung Nr. 103 nicht ausreichen, um die Dauer-haltbarkeit von Austauschkatalysatoren sicherzu-stellen.

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Contents

1 Introduction. . . . . . . . . . . . . . . . . . . . . 7

2 Starting situation/state of knowledge . . . . . . . . . . . . . . . . . . . . . . 7

3 Project implementation . . . . . . . . . . . 8

3.1 Statutory basis . . . . . . . . . . . . . . . . . . . 8

3.2 Examination programme . . . . . . . . . . . 9

3.3 Selection of test vehicle and replacement catalytic converters . . . . . 10

3.4 Measurement of the exhaust gas emissions. . . . . . . . . . . . . . . . . . . . 12

3.5 Catalytic converter ageing on the burner test rig . . . . . . . . . . . . . . . . . 13

4 Results. . . . . . . . . . . . . . . . . . . . . . . . . 16

4.1 Exhaust gas emissions in as-delivered condition with the originally fitted catalytic converter. . . . . . . . . . . . . . . . . . . . . . . . 16

4.2 Exhaust gas emissions with the original replacement catalytic converter. . . . . . . . . . . . . . . . . . . . . . . . 17

4.3 Exhaust gas emissions with replacement catalytic converters from the independent aftermarket in new condition . . . . . . . . . . . . . . . . . . 17

4.4 Exhaust gas emissions with replacement catalytic converters after ageing. . . . . . . . . . . . . . . . . . . . . . 17

4.5 Assessment of the exhaust gas emissions in accordance with ECE-R 103 . . . . . . . . . . . . . . . . . . . . . . 19

5 Summary . . . . . . . . . . . . . . . . . . . . . . . 20

6 Literature . . . . . . . . . . . . . . . . . . . . . . . 21

Abbreviations

ADAC German Automobile Association

AECC Association for Emissions Control byCatalyst

AU Periodic Exhaust Gas Inspection

BAT Bench Ageing Time Calculator; Environmental Protection Agency

CAP Compliance Assurance Program; EPA

CO Carbon Monoxide

CO2 Carbon Dioxide

EUDC Extra Urban Driving Cycle

EPA Environmental Protection Agency

Euro 4 Type approval test according to Directive 98/69/EC

IUC In-Use Compliance

HC Hydrocarbons

KBA German Type Approval Authority

NEFD New European Driving Cycle

NOx Nitrogen Oxides

OBD On Board Diagnose

OEM Original Equipment Manufacturer

SBC Standard Bench Cycle

SRC Standard Road Cycle

TÜV NORD TÜV NORD Mobilität GmbH & Co. KG

UBA German Federal Environment Agency

UDC Urban Driving Cycle

UNECE United Nations Economic Commissionfor Europe

ZDK Zentralverband Deutsches Kraftfahr-zeuggewerbe e. V.

1 IntroductionAn extensive package of measures has beendeveloped to reduce the air pollution caused bymotor vehicles. It includes not only the typeapproval of new types of vehicle, but alsoexamination of the conformity of the production ofnew vehicles, examination of the conformity ofvehicles in operation (in-use compliance), on-boarddiagnostics, periodic inspection of all vehicles inoperation and more stringent requirementsregarding fuel quality.

The stricter requirements regarding emissionbehaviour have demanded advanced vehicle andexhaust gas after treatment technologies. Onemajor component of current exhaust gas after-treatment systems is the catalytic converter. Itfacilitates the elementary conversion of thegaseous pollutants resulting from the combustionprocess. In the three-way catalytic converterunburnt hydrocarbons and carbon monoxide areoxidised to form carbon dioxide and water andnitrogen oxides are reduced to nitrogen. Underoptimum operating conditions conversion rates ofalmost 100% are achieved.

If a catalytic converter is damaged or itseffectiveness deteriorates, it can be replaced by areplacement converter. Basically a distinction canbe drawn between original replacement catalyticconverters which have been approved in thecontext of the vehicle type approval and which arenormally replaced in repair shops of authoriseddealers, on the one hand, and replacementconverters available on the independentaftermarket.

Replacement catalytic converters from theaftermarket are approved on the basis ofRegulation No 103 of the UNECE – United NationsEconomic Commission for Europe. According tothis regulation the replacement catalytic convertershall be designed, constructed and capable ofbeing mounted so as to enable the vehicle tocomply with the provisions taken as a basis for itstype approval. Furthermore the pollution emissionsmust be effectively limited throughout the entirenormal service life of the vehicle under normaloperating conditions. The ECE Regulation No 103provides for an examination of the durability of suchsystems over 80,000 km, but as an alternative it ispossible under the regulation to use fixeddeterioration factors. In practice the durability of the

replacement systems for exhaust after-treatment isguaranteed by their manufacturers but independentchecks of those systems take place relatively rarelyin the context of the approval. No in-usecompliance provisions are laid down in the relevantregulations for replacements systems for the after-treatment of exhaust gases.

The German type approval authority (KBA) doesnot have any inventory data with regard toreplacement systems, for the after-treatment ofexhaust gases. It is therefore not known to whatextent and in what versions such exhaust gas after-treatment systems are present in the field and whatthe effectiveness of such systems actually is on theroads. There are indications for considerabledifferences in quality in replacement systems forthe after-treatment of exhaust gases, which mayimpair the durability of such systems in actual roadtraffic. A study of the durability of replacementsystems for the after-treatment of exhaust gases istherefore urgently necessary.

Within the framework of this project the durability ofvarious replacement catalytic converters for avehicle with spark-ignition engine was examined.For this purpose exhaust gas after-treatmentsystems in new condition were measured, thenaged and checked again in aged condition. For thischeck a suitable test vehicle was selected. Theprime objective of this project is to gain an overviewof the current situation and not the assessment ofindividual replacement catalytic converters [1].

2 Starting situation/state ofknowledge

In order to estimate to what extent and in whatversions replacements systems for exhaust after-treatment are present in the existing vehicleinventory, numerous discussions took place,licences under the ECE Regulation No 103 wereanalysed at the KBA and internet searches weremade.

There are no precise figures on the replacementcatalytic converters sold in Germany and on themarket shares of the different catalytic convertermanufacturers. It can be assumed that catalyticconverters are replaced due to mechanical damageor anomalies found during the periodic exhaust gasinspection (AU). But there is no inventory data

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available to the German type approval authorityrelating to the spread of replacement systems forexhaust after-treatment. Neither the ADAC nor theZentralverband Deutsches Kraftfahrzeuggewerbe(Central Association for the German AutomotiveTrade) has any sales data for replacement catalyticconverters. The Association for Emissions Controlby Catalyst (AECC) can also give no details of thesales figures and market shares of the differentmanufacturers of replacement systems for theafter-treatment of exhaust gases in Germany, andsecondly because not all manufacturers ofreplacement catalytic converters are members ofthe AECC.

Concerning the sales figures for replacementcatalytic converters and the market shares of thedifferent suppliers there are estimates by theindividual catalytic converter manufacturers.Relevant figures were made available. But theyonly give a general overview of the marketsituation. The total market for replacement catalyticconverters in Germany is estimated at about300,000 a year. It can be assumed that about halfof these are original spare parts which are installedin repair shops of authorised dealers. Accordinglythe estimated figure for replacement catalyticconverters sold on the open market is about140,000 to 160,000. No figures are available for themarket shares relating to replacement catalyticconverters for individual vehicle types. It can beassumed, however, that the share accounted for byOEM replacement catalytic converters for highergrade vehicles is greater than for inexpensivevehicles.

In the current version of the ECE Regulation No103 there is at present no specified procedure forexamining the durability of replacement systems forthe after-treatment of exhaust gases, which maylead to distortions in competition anddisadvantages for serious manufacturers. Thereare indications that in past years the market shareof quality suppliers has declined because of theaggressive pricing policy of some competitors. So-called universal catalysts are being offered at pricesfrom € 50 upwards. In addition catalytic convertersare being marketed via the internet withoutindication of the manufacturer. Some catalyticconverters do not display a licence number, andothers are promoted with statements such as “verygood permeation rates (…) for more power in thevehicle”.

3 Project implementation

3.1 Statutory basis

Basis for the approval of replacement catalyticconverters is Regulation No 103 of UNECE –United Nations Economic Commission for Europe,where the “Uniform provisions concerning theapproval of replacement catalytic converters forpower-driven vehicles” are laid down. Thisregulation applies to the type approval of catalyticconverters as separate technical units forinstallation in vehicles of categories M1 and N1.This regulation distinguishes between “Originalequipment catalytic converters”, “Replacementcatalytic converters” and “Original replacementcatalytic converters:

• “Original equipment catalytic converter” meansa catalytic converter or an assembly of catalyticconverters covered by the type approvaldelivered for the vehicle and whose types areindicated in the documents related to Annex 2 toRegulation No 83.

• Replacement catalytic converter’ means acatalytic converter or an assembly of catalyticconverters for which approval can be obtainedaccording to ECE Regulation No 103, otherthan those defined as “original equipmentcatalytic converters”.

• Original replacement catalytic converter’ meansa catalytic converter or an assembly of catalyticconverters whose types are indicated in thedocuments related to Annex 2 to Regulation No83, but are offered in the market as separatetechnical units by the holder of the vehicle type-approval.

In order to test a replacement catalytic converterunder ECE Regulation No 103 the test vehicle shallbe fitted with a new original catalytic converter (seeparagraph 3.3.1) which shall be run in with 12 extraurban cycles (test type I part 2). After thispreconditioning, the vehicle shall be kept in a roomin which the temperature remains relativelyconstant between 293 and 303 K (20 and 30 °C).This conditioning shall be carried out for at least sixhours and continue until the engine oil temperatureand coolant, if any, are within ± 2 K of thetemperature of the room. Subsequently threeexhaust gas tests type I shall be made. The testvehicle with the original catalytic converter shall

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comply with the limit values according to the typeapproval of the vehicle including – if applicable –the deterioration factors applied during the typeapproval of the vehicle.

Then the original catalytic converter of the testvehicle shall be replaced by the replacementcatalytic converter which shall be run in with 12extra urban cycles (test type I part 2). The testprocedure described above must be repeated.

According to chapter 5.2.3 of the ECE RegulationNo 103 the requirements regarding emissions ofthe vehicle equipped with the replacement catalyticconverter shall be deemed to be fulfilled if theresults meet for each regulated pollutant (CO, HC,NOx and particulates) the following conditions:

• M ≤ 0.85S + 0.4G,

• M ≤ G.

where:

• M: mean value of the emissions of one pollutant(CO, HC, NOx and particulates) or the sum oftwo pollutants (HC + NOx) obtained from thethree type I tests with the replacement catalyticconverter.

• S: mean value of the emissions of one pollutant(CO, HC, NOx and particulates) or the sum oftwo pollutants (HC + NOx) obtained from thethree type I tests with the original catalyticconverter.

• G: limit value of the emissions of one pollutant(CO, HC, NOx and particulates) or the sum oftwo pollutants (HC + NOx) according to the typeapproval of the vehicle(s) divided by – ifapplicable – the deterioration factors.

The main criterion for the type approval ofreplacement catalytic converters is to fulfil therelevant limits during type 1 test.

In order to ensure the durability of the replacementcatalytic converters so-called deterioration factorsare applied. With these factors it is intended to take

account of the ageing of the catalytic converterover a certain distance (e.g. 80,000 km for limitvalue stage Euro 4) and any related deterioration inthe exhaust emissions. For this purpose theemission measured with the new catalyst aremultiplied with the deterioration factors. Theresulting values for the exhaust gas emissionsmust be lower than the limits. The limit values laiddown must consequently also be complied with bya catalytic converter which has been aged over thedistance laid down in the requirements fordurability. For a new catalytic converter themeasured emissions must comply withcorrespondingly limit values including thedeterioration factors.

The deterioration factors may be determined withthe help of an ageing test over 80,000 km followingthe procedure described in ECE Regulation No 83on a test track, on the road or on a test rig. As analternative to an ageing test the deteriorationfactors mentioned may be applied which are laiddown in ECE Regulation No 103 and are shown inTable 3.1. In the case of the table values applicableup to exhaust standard Euro 4 it is assumed thatthe pollutant emissions CO, HC and NOx willdeteriorate by 20% compared to the new conditionin vehicles with spark ignition engines over atravelling distance of 80,000 km.

In practice the values given in the table are applied,the durability of the replacement systems forexhaust after-treatment is guaranteed by theirmanufacturers, but only in the rarest of cases is acheck performed as part of the approval.

3.2 Examination programme

Within the framework of this research project thedurability of different replacement systems for after-treatment of exhaust gases was examined. For thispurpose a suitable test vehicle was first selectedand procured. To ensure that the test vehicle was ina proper condition with respect to exhaustemissions, the exhaust emissions were measured

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Tab. 3.1: Deterioration factors according to ECE Regulation No 103

Type of engineDeterioration factors

CO HC NOx HC + NOx Partikel

Spark ignition 1,2 1,2 1,2 - -

Compression ignition 1,1 - 1 1 1,2

in as-delivered condition, i.e. with the exhaust gasafter-treatment system originally installed in theNew European Driving Cycle (type I test, Figure3.2).

Then an original replacement catalytic converterwas purchased for the test vehicle from anauthorised dealer and furthermore 4 differentreplacement catalytic converters approved for thisvehicle according to ECE Regulation No 103 werebought covertly from the independent aftermarket.The exhaust gas after-treatment systems weresubsequently installed in the test vehicle and runin according to section 5.2.2 of the ECE regulationNo 103 with twelve extra-urban driving cycles.

After the conditioning an initial measurement wasconducted on the replacement catalytic converters,during which the exhaust gas emissions weredetermined in the New European Driving Cycle(type I test). If anomalies were found during theinitial measurement, i.e. with the exhaust gas after-treatment system in new condition (one or morelimit values exceeded), the examination of thesystem concerned was terminated and rated as notpassed.

If the initial measurements did not reveal anyemission anomalies, the exhaust gas after-treatment systems to be tested were removed fromthe test vehicle and subjected to ageing on a burnertest rig. The procedure for the burner ageing isdescribed in detail in section 3.5.

In all, ageing of the replacement exhaust gas after-treatment systems was simulated over 80,000 km.In order to check the effectiveness of thereplacement catalytic converters during the ageingprocess, the burner ageing was interrupted after10,000 km and 40,000 km and intermediatemeasurements were conducted. For this purposethe aged catalytic converters were re-installed inthe test vehicle and the exhaust gas emissionswere measured in the type I test.

If one or more limit values were exceeded theexamination was terminated. If no emissionanomalies arose in the intermediatemeasurement, the exhaust gas after-treatmentsystem was again removed from the test vehicleand the burner ageing process was resumed in theway described above. After 80,000 km burnerageing a final measurement was conducted in theNEDC. If this did not reveal any emission

anomalies, the examination was concluded andrated as passed.

In the final phase the emissions of the test vehiclein original condition, i.e. with the catalytic converteroriginally installed, were measured in the NEDC(type I test) to check whether there had been anydeterioration in the emission behaviour of the testvehicle during the testing procedure or in orderpreclude any impairment of the examination resultsby the vehicle. Figure 3.1 shows a diagram of theexamination programme.

3.3 Selection of test vehicle andreplacement catalytic converters

For the examination the intention was to select arepresentative vehicle type which has beencertified in the type approval test in accordancewith Euro 4 emission standards. A further criterionin the selection was the availability of an adequatenumber of different replacement catalyticconverters for the test vehicle. For the selection ofthe test vehicle the inventory data of the Germantype approval authority (KBA) was taken as abasis.

For the examination of the durability of replacementsystems for the after-treatment of exhaust gases aVW Golf, 1.4l, 55 kW with emission standard Euro4 was selected. The Volkswagen Golf 1J with 1.4l petrol engine occurs very frequently inGermany with more than 400,000 and at the time ofthe examination it had the highest inventory figuresin absolute terms [2]. The vehicle data issummarised in Table 3.2.

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Tab. 3.2: Vehicle data

Vehicle manufacturer: VOLKSWAGEN

Manufacturer code: 0603

Type: 1J

Trade name: Golf IV

Type code: 419

Engine type: BCA

Operating principle: spark ignition

Cubic capacity: 1,390 cm3

Engine power: 55 kW

Emission standard Euro 4

First licensed: 27.11.2002

mileage at the start of measurements: 75,500 km

At the start of the examinations the test vehicleshowed a mileage of 75,500 km. After the test vehicle had been received, a check was made of compliance with the specified servicingintervals and the proper state of the vehicle.During the receiving inspection no anomalies were

found. The vehicle selected was regularly servicedin accordance with the manufacturer'sspecifications. Evidence of this was provided in the form of service logs. The OBD system had not logged any defects relating to the exhaustsystem.

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Fig. 3.1: Diagram of the examination programme

For the measurements initially an originalreplacement catalytic converter was purchasedfrom an authorised dealer for approx. 850 €. In thecontext of the present research programmefurthermore 4 replacement catalytic converters fromdifferent manufacturers were examined. Onlyreplacement catalytic converters were consideredfor which an approval to ECE Regulation No 103had been granted. For the selected test vehiclereplacement catalytic converters with correspondingapprovals were on offer at prices of approx. 150 € toapprox. 550 €. Replacement catalytic converterswithout an approval number and which were partlyon offer for the test vehicle on the internet for 50 €were not considered. For the examinationsreplacement catalytic converters with costs ofapprox. 250 €, approx. 300 € and two catalyticconverters costing approx. 450 € were selected andpurchased covertly from the independentaftermarket. All the costs quoted are given inclusiveof value added tax.

3.4 Measurement of the exhaust gasemissions

The basis for the approval of replacement catalytic converters within the framework of the

ECE Regulation No 103 is the New EuropeanDriving Cycle (NEDC).

This driving cycle is mandatory under ECERegulation No 103 for the type approval of new vehicle types in Europe and also for the approval of replacement catalytic converters.The driving cycle is described in the ECERegulation No 83. The NEDC comprises two part-cycles, an urban part (part 1 or urban drivingcycle UDC) and an extra-urban part (part 2 orextra-urban driving cycle EUDC), the urban driving cycle being made up of 4 basic urbandriving cycles to be run successively. In all, adistance of about 11 km is travelled in 1,180seconds. Figure 3.2 shows the speed profile of theNEDC [3].

During the measurements conducted on theexhaust gas roller test bench the regulatedpollutants carbon monoxide (CO), hydrocarbons(HC) and nitrogen oxides (NOx) were determined.Furthermore the carbon dioxide emissions (CO2)were measured in order to check the plausibilityand comparability of the measurements. For theload adjustment of the dynamometer the samevalues were used as for the homologation of thetest vehicle.

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Fig. 3.2: Driving curve of the NEDC [6]

3.5 Catalytic converter ageing on theburner test rig

For replacement three-way catalytic convertersused in Euro 4 vehicles with petrol engine, ageingover 80,000 kilometres in real vehicle operation(continuous run) was to be simulated. There is no standardised procedure for ageing of exhaustgas after-treatment systems. Various methods are available. Vehicle manufacturers have variousspecifications for these types of tests. The supplierof original spare parts must meet the requirementsof vehicle manufacturers and carry out durabilitytests in accordance with their specifications.

One possibility for ageing replacement catalyticconverters is carrying out continuous operation in a real vehicle. Only one system can be aged per vehicle, which makes this approach complexand expensive. Furthermore, the comparability of the results of different systems when ageing in different vehicles is not necessarily given. It must also be checked whether any deteriorationof the exhaust gas behaviour can be attributedonly to the exhaust gas after-treatment system or additionally to a modification of the vehicle.

A usual type of ageing, both for the OEMs and themanufacturers of replacement catalytic convertersis thermal ageing in the oven. In some cases, inaddition to oven ageing, a hot shake test to checkmechanical stability is carried out on a secondcatalytic converter. The combination of oven ageingand hot shake test is a practical and relatively cost-effective method for making statements for anestimate of the durability of replacement catalyticconverters. The temperature profile for oven ageingmust be adapted to the requirements of thevehicles used as a basis. Direct contact with therespective vehicle manufacturer is important here.Certain ageing processes, however, such ascorrosion of the housing or thermal load during coldstarts, cannot be simulated during ageing on a testbench, or only to a limited extent.

Another alternative is ageing of the exhaust gasafter-treatment systems on a burner test rig. Withburner ageing, exhaust gas emissions, which aregenerated in a burner and should correspond tothe actual emissions arising during vehicleoperation, are applied to the exhaust gas after-treatment systems. In this procedure, the exhaustgas after-treatment systems are subjected to boththermal and chemical stress.

In 2005 a standard procedure to demonstrate thedurability of emission-reducing devices ofpassenger and light commercial vehicles wasintroduced by the US EPA as part of theCompliance Assurance Program (CAP 2000). TheStandard Road Cycle (SRC) and the StandardBench Cycle (SBC) are major components of thisprocedure. With the Standard Road Cycle, thecomplete vehicle is aged by driving a specifiedspeed profile. As an alternative to SRC, with thehelp of the Standard Bench Cycle (SBC)accelerated ageing of the emissions-relevantcomponents can be effected on a test bench.Here, exhaust gas generated by an engine or aburner is applied on a test bench to the exhaustgas after-treatment system to be tested. The SBCwas especially designed for ageing catalyticconverters and lambda sensors. The number ofSBCs to be driven is based on the temperatureprofiles of the catalytic converter determined in theSRC and SBC calculated with the help of aformula specified by the EPA. This procedure istried and tested and was adopted into Europeanemissions legislation with the Regulation (EC) No 692/2008 of the Commission implementing and amending the Regulation (EC) No 715/2007for conducting the ageing test (Type 5 Test) forexhaust after-treatment systems on petrol engines(Appendix 7, Section 1.3, 2.2 and Appendix 1) [4, 5, 6].

It was agreed with the customer and the research-supporting steering group that burner ageing is tobe used for examining durability of replacementcatalytic converters within the context of thisproject. This procedure provides meaningful andreliable measurement results. Ageing of thereplacement catalytic converters was effected byFEV GmbH in the Standard Bench Cycle. The FEVburner test rig had already been used forhomologation testing of several well-knownvehicle manufacturers. The ageing procedure isexplained in the following.

• Equipping of an original replacement catalyticconverter with measurement technology for datacollection in the SRC,

• Installation of the original replacement catalyticconverter with measurement technology in thetest vehicle,

• Recording of the catalytic converter temperaturecurve in the SRC on a vehicle dynamometer,

13

• Removal of the catalytic converter from thevehicle,

• Set-up of the original replacement catalyticconverter with measuring technology on theburner test rig,

• Recording the catalytic converter temperaturecurve in the SBC on the burner test rig,

• Evaluation of data and establishment of ageingtime for the SBC using the catalytic convertertemperature curves in the SRC and SBC,

• Equipping the catalytic converters to be agedwith measuring technology,

• Carrying out SBC ageing on the burner test rigin several steps,

• After each step, an emissions test is driven andevaluated.

An additional original replacement catalyticconverter was used for recording temperatures inthe SRC and adjusting the burner test rig.

Standard Road Cycle (SRC)

The SRC is a mileage accumulation cycle that canbe driven on a test track or on a chassisdynamometer. The cycle consists of 7 sections of 6km each. The cycle must be repeated until therequired mileage has been reached. In Figure 3.3 acomplete SRC run, whose driving distanceamounts to a total of 42 km, can be seen.

The SRC driven by the test vehicle can be seen inFigure 3.4. Here the target speed (black), the actualspeed of the test vehicle (red) and the highesttemperature in the catalytic converter (blue) areshown.

Standard Bench Cycle (SBC)

The SBC was designed to carry out a durabilitytest of emission-reducing devices on an ageingtest bench. In the SBC, it is not the whole vehicle that is aged, only the exhaust system. Forthe ageing test according to the SBCspecifications, the catalytic converter is set up with the lambda sensors on an engine or burnertest rig and exhaust gas is applied. The mostimportant variables are the temperature in thecatalytic converter and lambda. An SBC run lasts a total of 60 seconds. In the first 40 seconds,the test is operated at 800°C and lambda 1.Subsequently, the adjustment is made to lambdaless than 1 and after a further 5 seconds,secondary air dosing takes place. The airflow is set in such a way that 3% oxygen is generatedin the stable stoichiometric mixture. As a result of this air injection, an exothermic reaction takes place, with which the temperature in the testobject rises to 890°C. The maximum temperaturecan be varied by adjusting the fuel-air ratio. Thetotal period for which lambda is less 1 lasts 15seconds, the burner subsequently delivers astoichiometric mixture again. At 60 seconds thesecondary air dosing is then also finished and

14

Fig. 3.3: Driving cycle of the Standard Road Cycle (SRC)

one cycle is at an end. Figure 3.5 shows lambdaand the secondary air injection in the SBC.

Figure 3.6 shows a section from the ageing of theoriginal replacement catalytic converter. The cyclejump starts at second 51507, here lambda (greenand red line) is changed to 0.94. In this point, theoxygen is discharged from the monolith and themonolith flooded with HC molecules. At second51513, secondary air is dosed directly in front ofthe monolith. The unburnt HC molecules react withthe surplus oxygen whereby an exothermicreaction takes place in the monolith and the

temperature rises to 890°C. At second 51523, thelambda in front of catalytic converter again risestowards 1 and the temperature lowers again to 800 °C. After a further 5 seconds the secondary airis switched off.

With the SBC, the system to be tested should beaged in such a way that the ageing corresponds toa specified run in the SRC. The catalytic convertertemperature serves as a reference value. Thecatalytic converter temperature profile is initiallydetermined on a roller-type test bench in a testvehicle. Through an SRC run and throughrecording all temperatures on the test object, it canbe seen how the catalytic converter behaves in thevehicle. The temperatures are measured with asampling rate of at least one Hertz in the SRC inorder to create the temperature profile. Theexhaust system is subsequently mounted on a testbench and operated in the SBC. Here, too, thetemperature in the catalytic converter is recordedwith a sample rate of at least one Hertz. Using thecatalytic converter temperature curves in the SBCand SRC, with the help of a calculation programprovided by EPA, the number of SBC that must bedriven to simulate the specified travel distance isdetermined. The burner test rig is shown in Figure3.7 [7].

15

Fig. 3.4: Speed and maximum catalytic converter temperature in the SRC

Fig. 3.5: Standard Bench Cycle (SBC)

4 Results

4.1 Exhaust gas emissions in as-delivered condition with theoriginally fitted catalytic converter

The test vehicle was delivered with a mileage of75,000 km. In order to check the suitability of thevehicle for further examinations, the exhaust gasemissions in the NEDC were measured in as-delivered condition. The exhaust gas emissions of

the test vehicle with the originally installed catalyticconverter in the New European Driving Cycle areshown in Table 4.1.

The measurements of the test vehicle in as-delivered condition with the originally installedcatalytic converter showed very good results, whichwere considerably below the Euro 4 limit valuesand achieve the level of the type test values. Theresults show that the vehicle is suitable for the testof replacement catalytic converters in accordancewith ECE Regulation No 103. Over the entireduration of the research project, the emissions ofthe test vehicle were regularly checked with the

16

Fig. 3.6: Section SBC ageing VW catalytic converter (CAT 83)

Fig. 3.7: Test specimen with temperature measuring points onthe burner test rig

Tab. 4.1: Exhaust gas emissions of the test vehicle in as-deli-vered condition with the originally installed catalyticconverter

Exhaust gas emissionsin the NEDC

Regulated pollutants

CO [g/km]

HC [g/km]

NOx[g/km]

Test vehicles in as-delivered condition withoriginal catalytic converter

0,271 0,040 0,049

Type approval test valuesof the test vehicle 0,172 0,066 0,055

Euro 4 Emission limits 1,0 0,1 0,08

original catalytic converter to ensure that thevehicle was in technical flawless condition.

4.2 Exhaust gas emissions with theoriginal replacement catalyticconverter

For the test vehicle, an original replacementcatalytic converter was purchased from anauthorised dealer. After the initial measurement ofthe test vehicle with the genuine installed catalyticconverter, this original replacement converter wasinstalled in the test vehicle and conditioned inaccordance with ECE Regulation No 103. Theexhaust gas emissions were subsequentlydetermined with the conditioned originalreplacement catalytic converter in 3 measurementsin the NEDC. The mean values from thesemeasurements are shown in Table 4.2.

The measurements with the conditioned originalreplacement catalytic converter (OEM) show

excellent results. The values for the measurementswith the new original replacement catalyticconverters are even below the type approval testvalues.

4.3 Exhaust gas emissions withreplacement catalytic convertersfrom the independent aftermarketin new condition

From the independent aftermarket 4 replacementcatalytic converters from various manufacturerswere covertly purchased for the test vehicle,installed in the vehicle according to themanufacturer’s specifications and conditionedaccording to ECE Regulation No 103. The exhaustgas emissions with the various replacementcatalytic converters in new condition weremeasured three times each in the NEDC. The meanvalues of the measuring results are shown in Table4.3.

For the measurements in new condition, 3 of thereplacement catalytic converters satisfied the Euro4 limit values. With replacement catalytic converter4, the limit value for hydrocarbons (HC) wasexceeded.

4.4 Exhaust gas emissions withreplacement catalytic convertersafter ageing

The results of the catalytic converter ageing on theburner test rig are described in the following. Theresults of the emission measurements (Type I Test)in new condition of the systems and after

17

Tab. 4.2: Exhaust gas emissions with the original replacementcatalytic converter in new condition

Exhaust gas emissionsin the NEDC

Regulated pollutants

CO [g/km]

HC [g/km]

NOx[g/km]

Test vehicle in as-deliveredcondition with originalcatalytic converter

0.271 0.040 0.049

Test vehicle with theoriginal replacementcatalytic converter

0.119 0.035 0.029

Type approval test valuesof the test vehicle 0.172 0.066 0.055


Tab. 4.3: Exhaust gas emissions with replacement catalytic converters from the independent aftermarket in new condition

Exhaust gas emissions in the NEDCRegulated pollutants

CO [g/km] HC [g/km] NOx [g/km]

Test vehicle in as-delivered condition with original catalytic converter 0,271 0,040 0,049

Test vehicle with the original replacement catalytic converter 0,119 0,035 0,029

Test vehicle with replacement catalytic converter 1 0,323 0,072 0,070




Type approval test values of the test vehicle 0,172 0,066 0,055


10,000 km, 40,000 km and 80,000 km burnerageing are listed in Table 4.4. The measurementsand tests were performed according to thespecifications of the examination programmedescribed in section 3.2.

With the original replacement catalytic converterand the replacement catalytic converters No 1, 2and 3, ageing on the burner test rig was carried out.The replacement catalytic converter No 4 exceededthe Euro 4 emission limit for hydrocarbons alreadyduring exhaust gas measurements in newconditioned state. Therefore no further tests werecarried out on this system and the examination wasaborted before the ageing was started on theburner test rig.

Figures 4.1 to 4.5 show the exhaust gas emissionsrelated to the Euro 4 emission standards versusthe ageing duration of the various catalyticconverters.

In Table 4.5 and Figure 4.1 it becomes clear thatwith the original replacement catalytic converter aslight increase in emissions of all limited exhaustgas components appears after 80,000 km. Evenafter the run-through, however, the emissions laywell under the Euro 4 emission standards.

As indicated in the drawing of picture 4.2replacement catalytic converter 1 exceeded theestablished nitrogen oxide limit value considerablyalready after 10,000 km. The examination wassubsequently terminated.

Figure 4.3 shows the exhaust gas emissionsmeasured with replacement catalytic converter 2.During ageing there is a detectable increase in theemissions of all limited pollutant components. After

18

Tab. 4.4: Mean values of the exhaust gas emissions with aged replacement catalytic converters

Exhaust gasemissions inthe NEDC

Original-replacementcatalytic converter

Replacement catalytic converter 1




CO[g/km]

HC[g/km]

NOx[g/km]

CO[g/km]

HC[g/km]

NOx[g/km]

CO[g/km]

HC[g/km]

NOx[g/km]

CO[g/km]

HC[g/km]

NOx[g/km]

CO[g/km]

HC[g/km]

NOx[g/km]

New, after conditioning 0,119 0,035 0,029 0,323 0,072 0,070 0,135 0,058 0,046 0,230 0,056 0,039 0,234 0,112 0,057

After 10,000 kmburner ageing 0,277 0,052 0,035 0,694 0,082 0,205 0,283 0,074 0,070 0,356 0,065 0,035 Not performed

After 40,000 kmburner ageing 0,221 0,054 0,036 Not performed 0,439 0,082 0,089 0,341 0,063 0,036 Not performed

After 80,000 kmburner ageing 0,278 0,059 0,040 Not performed Not performed 0,291 0,066 0,041 Not performed

Euro 4 Emissionlimits 1,00 0,10 0,08 1,00 0,10 0,08 1,00 0,10 0,08 1,00 0,10 0,08 1,00 0,10 0,08

Fig. 4.1: Exhaust gas emissions relative to the Euro 4 emissionstandards during ageing for the original replacementcatalytic converter

Fig. 4.2: Exhaust gas emissions relative to the Euro 4 emissionstandards during ageing for replacement catalyticconverter 1

40,000 km the limit value for the nitrogen oxideemissions was exceeded. The examination on thiscatalytic was subsequently ended.

Figure 4.4 shows the exhaust gas emissions, whichwere measured with replacement catalyticconverter 3 in the New European Driving Cycle inrelation to the respective limit values. The exhaustgas values with this system were stable over theentire ageing and in the subsequent measurementwere well below the Euro 4 emission standardsafter 80,000 km. With the replacement catalyticconverter 3, comparable results to the originalcatalytic converter were achieved.

Figure 4.5 shows the exhaust gas emissionsrelative to the limit values measured with

replacement catalytic converter 4. As it was alreadyestablished that the limit value had been exceededin as-delivered condition, no ageing was performed.The measuring points shown in the diagramrepresent the values for the initial measurementafter conditioning.

The results in Table 4.4 and Figures 4.1 to 4.5demonstrate that with the replacement catalyticconverter No. 1, the examination was stoppedafter 10,000 km and with system No. 2 after40,000 km burner ageing due to a limit value beingexceeded. Only one system that originates fromthe free aftermarket (No. 3) and the originalreplacement catalytic converter of the OEM couldsatisfy all Euro 4 emission limits after burnerageing over 80,000 km. With replacement catalyticconverter No.4 from the independent aftermarketthe Euro 4 limit value for hydrocarbons wasexceeded already in new conditioned state.

4.5 Assessment of the exhaust gasemissions in accordance withECE-R 103

Approval of replacement catalytic converters iseffected in accordance with the specifications ofECE Regulation No 103. The new replacementcatalytic converters are conditioned according to the regulation and fitted in a suitable vehicle.The exhaust gas emissions with the replacementcatalytic converters to be examined must satisfy the described criteria (see section 3.1). Inthe ECE Regulation No 103, the application of

19

Fig. 4.3: Exhaust gas emissions relative to the Euro 4 emissionstandards during ageing for catalytic converter 2



deterioration factors is envisaged in order toensure the durability of the replacement catalyticconverters.

In Table 4.5, the exhaust gas emissions measuredwith the original (OEM) replacement catalyticconverter and with 4 replacement catalyticconverters from the independent aftermarket in newcondition in the test vehicle are compared with boththe (relevant) Euro 4 emission standards and therequirements as per chapter 5.2.3 of the ECERegulation No 103.

For the measurement of the originally installedcatalytic converter, consideration of deteriorationfactors is not relevant, since this system alreadyreached a mileage of 75,000 km. Nevertheless, thevehicle in as-delivered condition also satisfied therequirements of the ECE regulation since themeasured emissions complied with the emissionlimits including the deterioration factors.

The values in Table 4.5 show that with thereplacement systems for the after-treatment ofexhaust gases, considerable quality differences canoccur.

Considering the deterioration factors, the Euro 4emission limit for the nitrogen oxide emissions is

exceeded for replacement catalytic converter 1 innew condition. Moreover, replacement catalyticconverter 1 does not satisfy the conditions M ≤(0.85 x S + 0.4 x G) in relation to the hydrocarbonemissions and with regard to the nitrogen oxideemissions. With replacement catalytic converters2 and 3, all criteria were met in new condition. Thehydrocarbon emissions measured with thereplacement catalytic converter 4 not only exceedthe Euro 4 emission limit but also thecorresponding limit value with deterioration factor.Moreover, replacement catalytic converter 4 doesnot satisfy the conditions M ≤ (0.85 x S + 0.4 x G)in relation to the hydrocarbon emissions and withregard to the nitrogen oxide emissions. Thereforebesides the original replacement catalyst only twoof the four examined replacement catalyticconverters available on the independentaftermarket met the requirements of the ECERegulation No 103 in new condition.

5 Summary In the context of the research project, the durabilityof replacement catalytic converters was examined.A VW Golf with 1.4 l petrol engine was selected as

20

Tab. 4.5: Exhaust gas emissions with the replacement catalytic converters in new condition compared with the requirements of ECERegulation No 103

Exhaust gas emissions in the NEDCLimitierte Abgasemissionen

CO [g/km] HC [g/km] NOx [g/km]

Test vehicle in as-delivered condition with original catalytic converter 0,271 0,040 0,049

Test vehicle with the original replacement catalytic converter (S) 0,119 0,035 0,029

Test vehicle with replacement catalytic converter 1 (M) 0,323 0,072 0,070





Deterioration factor 1,2 1,2 1,2

Euro 4 Emission limits including deterioration factor (G) 0,833 0,0833 0,067

0,85 x S + 0,4 x G 0,434 0,063 0,051

a test vehicle. At the start of the examinations, thevehicle showed a mileage of 75,000 km. Theselected vehicle was regularly serviced inaccordance with the manufacturer’s specifications.No emission-relevant faults were recorded by theOBD system. The initial control measurement ofthe vehicle in as-delivered condition with theoriginally installed catalytic converter showed thatthe corresponding emissions of the regulatedpollutants were considerably below the Euro 4emission limits to be applied.

Subsequently, an original replacement catalyticconverter, which was purchased from anauthorised dealer, and 4 replacement catalyticconverters purchased in the independentaftermarket, were examined. The replacementcatalytic converters were conditioned according tothe specifications of ECE Regulation No 103 andthen measured in new condition. The catalyticconverters were then aged on a burner test rig.Here a total mileage of 80,000 km was simulated.After 10,000 km and 40,000 km, the ageing wasinterrupted and the exhaust gas emissions of thetest vehicle with the aged catalytic converters weremeasured. The examination was ended as soonas a limit value had been exceeded.

The results of the project indicate that with thereplacement systems for the after-treatment ofexhaust gases available in the independentaftermarket considerable quality differences canoccur. At the end of the ageing over a distance of 80,000 km only the original replacementcatalytic converter and one replacement catalyticconverter from the independent aftermarketcomplied with the Euro 4 emission limits. With onereplacement catalytic converter, the Euro 4emission limits were already exceeded in newcondition. With another replacement catalyticconverter, the examination was aborted after10,000 km ageing and with a further catalyticconverter after 40,000 km ageing due to the Euro4 emission limits being exceeded.

Replacement catalytic converters offered from theindependent aftermarket are approved on thebasis of the ECE Regulation No 103. Thisregulation provides for a test of durability of suchsystems over 80,000 km, but also alternativelyenables the use of fixed deterioration factors. Inpractice, the durability of the replacement systemsfor the after-treatment of exhaust gases isguaranteed by their manufacturers. However,

replacement catalytic converters are rarelyinspected as part of the approval. In-usecompliance provisions for replacement systemsfor the after-treatment of exhaust gases are notmentioned in the corresponding specifications.The results of this study indicate that therequirements in the ECE Regulation No 103 arenot adequate to ensure the durability ofreplacement catalytic converters.

6 Literature [1] Official Journal of the European Union:

Regulation No 103 of the United NationsEconomic Commission for Europe – UNECE“Uniform provisions concerning the approvalof replacement catalytic converters for power-driven vehicles”

[2] German type approval authority (KBA):Vehicle licensing, inventory, emissions, fuels,1 January 2009

[3] Official Journal of the European Union:Regulation No 83 of the United NationsEconomic Commission for Europe – UNECE“Uniform provisions concerning the approvalof vehicles with regard to the emission ofpollutants according to engine fuelrequirements”, Official Journal of theEuropean Union

[4] Official Journal of the European Union:Regulation (EC) No 715/2007 on typeapproval of motor vehicles with respect toemissions from light passenger andcommercial vehicles (Euro 5 and Euro 6) andon access to vehicle repair and maintenanceinformation, Official Journal of the EuropeanUnion, 2007

[5] Official Journal of the European Union:Regulation (EC) No 692/2008 of theCommission of 18 July 2008 implementingand amending Regulation (EC) No 715/2007of the European Parliament and of the Councilon type-approval of motor vehicles withrespect to emissions from light passenger andcommercial vehicles (Euro 5 und Euro 6) andon access to vehicle repair and maintenanceinformation, Official Journal of the EuropeanUnion, 2008

21

[6] Federal Register: Emission DurabilityProcedures for New Light-Duty Vehicles, Light-Duty Trucks and Heavy-Duty Vehicles;Environmental protection agency, 40 CFR Part86; Federal Register/Vol. 71, No 10/Tuesday,January 17, 2006/Rules and Regulations

[7] Environmental protection agency: Bench AgingTime Calculator (BAT); http://www.epa.gov/otaq/regs/ld-hwy/durability/index.htm#bat,Status 2013

22

Schriftenreihe

Berichte der Bundesanstaltfür Straßenwesen

Unterreihe „Fahrzeugtechnik“

2005F 55: 1st International Conference on ESAR „Expert Symposium on Accident Research“ – Reports on the ESAR-Conference on 3rd/4th September 2004 at Hannover Medical School E 29,00

2006

F 56: Untersuchung von Verkehrssicherheitsaspekten durch die Verwendung asphärischer Außenspiegel Bach, Rüter, Carstengerdes, Wender, Otte E 17,00

F 57: Untersuchung von Reifen mit NotlaufeigenschaftenGail, Pullwitt, Sander, Lorig, Bartels E 15,00

F 58: Bestimmung von NutzfahrzeugemissionsfaktorenSteven, Kleinebrahm E 15,50

F 59: Hochrechnung von Daten aus Erhebungen am UnfallortHautzinger, Pfeiffer, Schmidt E 15,50

F 60: Ableitung von Anforderungen an Fahrerassistenzsysteme aus Sicht der VerkehrssicherheitVollrath, Briest, Schießl, Drewes, Becker E 16,50

2007

F 61: 2nd International Conference on ESAR „Expert Symposium on Accident Research“ – Reports on the ESAR-Conference on 1st/2nd September 2006 at Hannover Medical School E 30,00

F 62: Einfluss des Versicherungs-Einstufungstests auf die Belan-ge der passiven Sicherheit Rüter, Zoppke, Bach, Carstengerdes E 16,50

F 63: Nutzerseitiger Fehlgebrauch von FahrerassistenzsystemenMarberger E 14,50

F 64: Anforderungen an Helme für Motorradfahrer zur Motorrad-sicherheit Dieser Bericht liegt nur in digitaler Form vor und kann kostenpflich-tig unter www.nw-verlag.de heruntergeladen werden.Schüler, Adoplh, Steinmann, Ionescu E 22,00

F 65: Entwicklung von Kriterien zur Bewertung der Fahrzeugbel-euchtung im Hinblick auf ein NCAP für aktive Fahrzeugsicherheit Manz, Kooß, Klinger, Schellinger E 17,50

2008

F 66: Optimierung der Beleuchtung von Personenwagen und Nutzfahrzeugen Jebas, Schellinger, Klinger, Manz, Kooß E 15,50

F 67: Optimierung von Kinderschutzsystemen im PkwWeber E 20,00

F 68: Cost-benefit analysis for ABS of motorcyclesBaum, Westerkamp, Geißler E 20,00

F 69: Fahrzeuggestützte Notrufsysteme (eCall) für die Verkehrs-sicherheit in Deutschland Auerbach, Issing, Karrer, Steffens E 18,00

F 70: Einfluss verbesserter Fahrzeugsicherheit bei Pkw auf die Entwicklung von Landstraßenunfällen Gail, Pöppel-Decker, Lorig, Eggers, Lerner, Ellmers E 13,50

2009

F 71: Erkennbarkeit von Motorrädern am Tag – Untersuchungen zum vorderen Signalbild Bartels, Sander E 13,50

F 72: 3rd International Conference on ESAR „Expert Symposium on Accident Research“ – Reports on the ESAR-Conference on 5th / 6th September 2008 at Hannover Medical School E 29,50

F 73: Objektive Erkennung kritischer Fahrsituationen von Motorrädern Seiniger, Winner E 16,50

2010

F 74: Auswirkungen des Fahrens mit Tempomat und ACC auf das Fahrerverhalten Vollrath, Briest, Oeltze E 15,50

F 75: Fehlgebrauch der Airbagabschaltung bei der Beförderung von Kindern in Kinderschutzsystemen Müller, Johannsen, Fastenmaier E 15,50

2011

F 76: Schutz von Fußgängern beim Scheibenanprall IIDieser Bericht liegt nur in digitaler Form vor und kann kostenpflich-tig unter www.nw-verlag.de heruntergeladen werden.Bovenkerk, Gies, Urban E 19,50

F 77: 4th International Conference on ESAR „Expert Symposium on Accident Research“ Dieser Bericht liegt nur in digitaler Form vor und kann kostenpflich-tig unter www.nw-verlag.de heruntergeladen werden. E 29,50

F 78: Elektronische Manipulation von Fahrzeug- und Infrastruktur- systemen Dittmann, Hoppe, Kiltz, Tuchscheerer E 17,50

F 79: Internationale und nationale Telematik-Leitbilder und IST-Architekturen im Straßenverkehr Boltze, Krüger, Reusswig, Hillebrand E 22,00

F 80: Untersuchungskonzepte für die Evaluation von Systemen zur Erkennung des Fahrerzustands Eichinger E 15,00

F 81: Potential aktiver Fahrwerke für die Fahrsicherheit von Motor- rädernWunram, Eckstein, Rettweiler E 15,50

F 82: Qualität von on-trip Verkehrsinformationen im Straßenver-kehr – Quality of on-trip road traffic information – BASt-Kolloqui-um 23. & 24.03.2011Lotz, Luks E 17,50Dieser Bericht liegt nur in digitaler Form vor und kann kostenpflich-tig unter www.nw-verlag.de heruntergeladen werden.

2012F 83: Rechtsfolgen zunehmender Fahrzeugautomatisierung – Gemeinsamer Schlussbericht der ProjektgruppeGasser, Arzt, Ayoubi, Bartels, Bürkle, Eier, Flemisch,Häcker, Hesse, Huber, Lotz, Maurer, Ruth-Schumacher,Schwarz, Vogt E 19,50

F 84: Sicherheitswirkungen von Verkehrsinformationen – Ent-wicklung und Evaluation verschiedener Warnkonzepte für Stau-endewarnungenBogenberger, Dinkel, Totzke, Naujoks, Mühlbacher E 17,00

23

F 85: Cooperative Systems Stakeholder AnalysisSchindhelm, Calderaro, Udin, Larsson, Kernstock,Jandrisits, Ricci, Geißler, Herb, Vierkötter E 15,50

2013F 86: Experimentelle Untersuchung zur Unterstützung der Ent-wicklung von Fahrerassistenzsystemen für ältere KraftfahrerHoffmann, Wipking, Blanke, Falkenstein E 16,50

F 87: 5th International Conference on ESAR „Expert Symposium on Accident Research“Dieser Bericht liegt nur in digitaler Form vor und kann unter http://bast.opus.hbz-nrw.de/ heruntergeladen werden.

F 88: Comparative tests with laminated safety glass panes and polycarbonate panesGehring, Zander E 14,00

F 89: Erfassung der FahrermüdigkeitPlatho, Pietrek, Kolrep E 16,50

F 90: Aktive Systeme der passiven FahrzeugsicherheitNuß, Eckstein, Berger E 17,90

F 91: Standardisierungsprozess für offene Systeme der Straßen-verkehrstelematikKroen E 17,00

F 92: Elektrofahrzeuge – Auswirkungen auf die periodisch tech-nische ÜberwachungBeyer, Blumenschein, Bönninger, Grohmann, Lehmann, Meißner,Paulan, Richter, Stiller, Calker E 17,00

2014F 93: Entwicklung eines Verfahrens zur Erfassung der Fahrerbe-anspruchung beim MotorradfahrenBuld, Will, Kaussner, Krüger E 17,50

F 94: Biokraftstoffe – Fahrzeugtechnische Voraussetzungen und EmissionenPellmann, Schmidt, Eckhardt, Wagner E 19,50

F 95: Taxonomie von Fehlhandlungen bei der Fahrzeugführung Oehme, Kolrep, Person, Byl E 16,50

F 96: Auswirkungen alternativer Antriebskonzepte auf die Fahr-dynamik von Pkw Schönemann, Henze E 15,50

F 97: Matrix von Lösungsvarianten Intelligenter Verkehrssysteme (IVS) im StraßenverkehrMatrix of alternative implementation approaches of Intelligent Transport Systems (ITS) in road traffic Lotz, Herb, Schindhelm, VierkötterDieser Bericht liegt nur in digitaler Form vor und kann unter http://bast.opus.hbz-nrw.de/ heruntergeladen werden.

F 98: Absicherungsstrategien für Fahrerassistenzsysteme mit Umfeldwahrnehmung Weitzel, Winner, Peng, Geyer, Lotz Sefati E 16,50

F 99: Study on smoke production, development and toxicity in bus fires Hofmann, Dülsen E 16,50

2015F 100: Verhaltensbezogene Kennwerte zeitkritischer Fahrmanöver Powelleit, Muhrer, Vollrath, Henze, Liesner, Pawellek E 17,50

F 101: Altersabhängige Anpassung von Menschmodellen für die passive FahrzeugsicherheitWagner, Segura, Mühlbauer, Fuchs, Peldschus,Freßmann E 19,00

F 102: 6th International Conference on ESAR „Expert Symposium on Accident Research“Dieser Bericht liegt nur in digitaler Form vor und kann unter http://bast.opus.hbz-nrw.de/ heruntergeladen werden.

F 103: Technische Möglichkeiten für die Reduktion der CO2-Emissionen von NutzfahrzeugenSüßmann, LienkampDieser Bericht liegt nur in digitaler Form vor und kann unter http://bast.opus.hbz-nrw.de/ heruntergeladen werden.

F 104: Abbiege-Assistenzsystem für Lkw – Grundlagen eine Test-verfahrensSchreck, Seiniger E 14,50

F 105: Abgasverhalten von in Betrieb befindlichen Fahrzeugen und emissionsrelevanten Bauteilen – FeldüberwachungSchmidt, Georges E 14,50

F 105b: Examination of pollutants emitted by vehicles in operati-on and of emission relevant components – In-service conformitySchmidt, Georges Dieser Bericht liegt nur in digitaler Form vor und kann unter http://bast.opus.hbz-nrw.de/ heruntergeladen werden.

F 106: Untersuchung des Abgasverhaltens von in Betrieb befind-lichen Fahrzeugen und emissionsrelevanten Bauteilen – Aus-tauschkatalysatorenSchmidt, Johannsen E 13,50

F 106b: Examination of pollutants emitted by vehicles in operati-on and of emission relevant components – Replacementcatalytic convertersSchmidt, JohannsenDieser Bericht liegt nur in digitaler Form vor und kann unter http://bast.opus.hbz-nrw.de/ heruntergeladen werden.

Alle Berichte sind zu beziehen im:

Carl Schünemann Verlag GmbHZweite Schlachtpforte 728195 BremenTel. (0421) 3 69 03-53Fax (0421) 3 69 03-48www.schuenemann-verlag.de

Dort ist auch ein Komplettverzeichnis erhältlich.

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