This article uncovers key dilemma and gainsay in the inevitable transition and implementation of BS-VI norms in the CV industry. Significant investments and regulatory efforts are required to calibrate the industry and DEF (AdBlue) supply chain to meet the 2020 deadline.
The year 2017 offered a freakish experience to commercial vehicle manufacturers in India in terms of policy uncertainties. Emission regulatory norms, in particular, assumed significance in the policy and industry dialogues, and the events clearly demonstrated that the policy frameworks have to be taken with a pinch of salt. In two years from now, automakers have to prepare themselves for a similar and more stringent emission regime nationwide – the BS-VI. It asks for upgradation and recalibration of manufacturing and engineering ecosystems, and that too in a short span of time.
To start with, quite evidently, the emission targets and the customer (market) expectations out of vehicles move in opposite direction. Enhanced performance with improved fuel efficiency, higher payload and lower NVH levels are what customers aspire for, which can hardly go hand-in-hand with lower CO2 and NOx emissions. Therefore, in BS-VI engine development, the prime focus of technology should be to comply with regulatory norms without compromising the performance and fuel economy of vehicles.
Engine optimization and ancillary technologies
“Every emission regulation in the past called for new technology adaptation, resulting in long-term improvements in vehicle performance, fuel economy and durability”, observes Mr. David Jacob Raj, Senior Manager (Vehicle Attributes and Analytics), Mahindra Trucks and Buses. He adds that since BS-VI calls for redefining vehicle architecture involving engine and exhaust, cooling and electrical systems, there involves several packaging and validation challenges for automakers. Target setting for critical components is critical, while limited time for validation with multiple projects running parallel adds to the woes, he notes.
Of all engineering hurdles, the selection of cost-effective after treatment strategy for NOx reduction and simulation technologies is crucial for OEMs. By now, most of the CV makers have devised their own strategy for various vehicle segments, with clear emergence of after treatment (DOC, DPF, SCR) and EGR combination as the preferred technology route in heavy-duty diesels. The development of SCR after treatment systems in itself poses numerous technical and real-world effectiveness challenges for the developers.
Mr. Jyotirmoy Barman, Chief Engineer (Engine and Vehicle Calibration), VE Commercial Vehicles, points out that vehicle driving duty cycle requirements dictate the chemistry and integration of SCR systems. For instance, conditions like frequent start / stops, prolonged idles, cold weather operation and higher temperature during operations impact the effectiveness of the DEF catalyst and other functionalities of SCR. “There are a host of factors that determine NOx conversion efficiency in SCR systems; they ultimately have design consequences which needs proper validation and testing across every stage”, he comments.
Further, to save on existing energy losses (frictional and transmission) in powertrains, efficiency improvement technologies using advanced sensors and electronics become imminent. The International Centre for Automotive Technology (iCAT) predicts incursion of ECU-governed smart thermal management and accessories control into the BS-VI engine. Fuel improvement technologies like start / stop feature, cruise control, variable speed oil pumps and engine de-speeding to reduce torque losses, smart alternators, electrical air and AC compressors, and tyre-pressure monitoring are likely to be taken up by OEMs for their vehicles.
Validation through simulation
Mr. Sandeep Sinha of Cummins India, says: “Although engineering technologies are already developed, system integration and optimizing them as per the Indian driving cycle and the time required for calibration and validation are the real challenges”. The prior assessment of duty cycles to suit Indian driving and tarmac conditions is an issue, as the policy makers and the industry are yet to reach a consensus on how much India should borrow and adapt from Europe and North American standards.
In this regard, Dr. Adolfo Perujo of the European Commission, comments that though the Euro VI legislation which has led to a significant improvement in real world emissions performance, work still needs to be done to assess the performance of heavy-duty vehicles in urban areas and cold start conditions. “It is a critical assessment, and India must learn key lessons from the European experience”, he adds.
As far as validation of exhaust after treatment systems is concerned, virtual prototyping using simulation tools assumes prime importance for the automakers. “Performing as much calibration and model tests as possible in real time-capable EAS simulation models before hardware is available speeds up development and reduces test bed time and costs”, claims Mr. Maik Suffa, Group Product Manager, AVL, a leading global firm specialising in testing and simulation solutions for Euro VI powertrains.
The AVL After-treatment Simulation Tool Chain that the company has developed is consistent with multiple physics and chemistry calibration parameters, is scalable and open to in-house and third-party projects, and is applicable to any EAS systems across various legislation, testing and homologation standards. Such simulation tools can help OEMs with less hardware prototyping and improve product maturity, all in a quick time-frame.
‘AdBlue’ supply market
Yet another band of challenges that OEMs and the CV industry anticipate as potential hindrance to smooth BS-VI transition stems from the “AUS 32” local Diesel Exhaust Fluid (DEF) or ‘AdBlue’ market. With the growth of SCR-enabled truck and bus fleet in the post-BS-VI period, a well-established and efficient DEF market ensuring quality and supply will be required by 2020. A forecast by Integer Research predicts that the Indian demand for the SCR consumable solution will surpass 150 million litres by 2020 and reach 2 billion litres by 2027 (equivalent to that of the EU in 2015).
This calls for an efficient shaping of the DEF supply chain and logistics infrastructure in India that is just budging out. Key concerns in this sphere relate to local urea production and supply, integration of AUS 32 production, distribution network, and retail sales. As of now, the AdBlue supply is confined only to workshop refilling, which makes it a packaged item with higher costs. Development of bulk delivery to fleets and pump infrastructure at service stations with the influx of new suppliers can bring down the cost per litre, but this is easier said than done considering the lack of standardization.
Moreover, contaminants and poor-quality DEF can cause damage to various SCR components. The market may see an abundance of unlicensed, sub-standard urea solutions in the BS-VI regime, which also highlights the importance of standardization and governmental regulation. A licensing and auditing system for AUS 32, including penalties for cheating by suppliers, becomes imminent for hassle-free growth of BS-VI products in the next decade. Educating the supply chain and the customers on using the genuine DEF solution is also equally important.
On the whole, OEMs and other industry stakeholders require significant investments to refine their capacities to meet the 2020 deadline. Governments, on the other hand, must affirm their willingness and abilities to bring appropriate legislations and regulations, including an upgrade to low-sulphur fuel across the country, to aid the industry efforts in embracing BS-VI norms.
Yet, for end users reliable products at affordable prices is what matters. The overall product cost will significantly increase from BS-IV to BS-VI, with some anticipating an average additional premium of around INR 5 lakhs for BS-VI commercial vehicles. Operational costs will also spiral up. This can be dreadful for buyers, so the manufacturers have to come up with a strong case for improvements in fuel efficiency and overall TCO so as to convince their customer base.
(With inputs from Integer Emissions Summit and AdBlue Forum India 2017, held in October 2017, New Delhi.)