2018-01-09 Mahindra & Mahindra

Future Regulations in India &
Unique Challenges
09th January 2018, Tuesday

SIAM – VDA – ACMA Seminar
Senthur Pandian K
Associate Chief Engineer
Head - Diesel Engines (Automotive)
Mahindra and Mahindra Limited
1
Content Overview
Regulatory Global Trend

Update Overview
Emission, RDE & CO2
Technology Key
Adaption Challenges
2
Content Overview

Update Overview
Emission, RDE & CO2
Technology Key
Adaption Challenges
3
Regulations & Challenges – An Overview
Regulatory Update | Global Trend Overview | Technology Adaption | Key Challenges
Legislation Overview in India

April 2017 April 2020 April 2022
CAFÉ – Phase I Existing + New vehicles CAFÉ – Phase II
FE penalty (TBD) BS VI + OBD I April 2023
IRDE Monitoring, but test BS VI + OBD II
boundaries not defined. IRDE CF (TBD)
Market 2016 2017 2018 2019 2020 2021 2022 2023 2024
BS IV BSVI + IRDE BS VI +
Select BS IV Pan India + CAFÉ I IRDE +
India cities + CAFÉ I CAFÉ II
Sep 2017 Sep 2019

WLTC Cycle for CO2 RDE CF 2.1
RDE CF 2.1 All vehicles
New Vehicles
E VI d
EURO VI b EURO VI d
Europe (NEDC) (RDE)
WLTC
RDE
Jan 2020 Jan 2021

RDE CF 1.5 RDE CF 1.5
New vehicles All vehicles
▪ Clarity is just emerging on IRDE boundaries, acceptance criteria, validity etc., 4

BS VI Emission in India – April 2020 (M class)

70
BS IV N1C3
60 79.5 % NOx Reduction
SCR
PM Emission (mg/km)
50
BS IV N1C2
93 % PM Reduction
40 75 % NOx Reduction
SCR or LNT
DPF
30
89 % PM Red.
BS IV N1C1 / M class
68 % NOx Reduction
DPF
20 LNT
82 %
DPF
10 BS VI
All Passenger Cars
4.5mg
0
80mg
0 50 100 150 200 250 300 350 400 450
NOx Emission (mg/km)
▪ Two Step Emission Reduction from BS4 to BS6 – Quite ambitious move
▪ DPF and LNT/SCR Technology adaption in ~ 3 years timeframe (challenging for diesel)5
Real Driving Emission (IRDE)
▪ This is key to ensure ambient air quality in spite of growing vehicle population
▪ However, needs time and effort to adapt technology for robust solution
▪ Europe : Mar’11 RDE  April’16 RDE Monitoring  Sep’17 CF 2.1  Jan’20 CF 1.5 6
Indian Real Driving Emission (IRDE)

Certification Supplementary Cycle in
Country On Road Testing
Cycle Chassis Dyno
• US06 : High speed & High Aggressive

• HWFET : High speed & Less aggressive
• SC03 : Mid speed cycle, AC ON & solar • Defeat Device
• FTP 75
load 35° C Testing
• FTP75 : 1609 m , Standard Ambient
• Cold FTP 75 : at -7° C ambient
• Well Established
• NEDC 120 • Not Applicable • CF 2.1 : 2017
• CF 1.5 : 2020
• Under Discussion,
• JC 08 • Not Applicable possibly from
2022
Approach 1 Approach 2
• NEDC 90 • Random cycles with dynamic • To derive from
temperature and ambient pressure Europe as base 7
Source : SIAM IRDE Committee

8
Source : ICAT
9

EUROPE INDIAN RDE DRAFT
Vehicle load Driver + witness (if needed) + Test
equipment - Max 90% of pay load
Air Condition – As used by consumer in Same as Europe
real world
Temperature / Altitude Ambient Temperature / Altitude Ambient Temperature / Altitude

Moderate: 0° C to 30° C; < 700 m Moderate: 10°C to 40°C ; < 700 m
Extended: -7° C to 35° C; < 1300 m Extended: 5°C to 45°C ; < 1300 m
Cold Start: 5 mins from engine start or Cold Start: 5 mins from engine start or
70° C coolant; whichever comes first 70° C coolant; whichever comes first
Altitude gain: < 1200m / 100km Altitude gain: < 1200m / 100km
Trip share / Limits Urban: 0 to 60 km/h; share 34% (±10%) Urban: 0 to 40 km/h; share 34% (±10%)
; but min 29%; min 16 km ; but min 29%; min 16 km
Rural: 60-90 km/h; share 33% (±10%); Rural: 40-60 km/h; share 33% (±10%) ;
min 16 km min 16 km
Motorway: > 90km/h; share 33% Motorway: > 60km/h; share 33%
(±10%); min 16 km (±10%); min 16 km
Duration: 90 to 120 min Duration: 90 to 120 min
Max speed: 160 km/h (<3% above 145 Max speed: 90+10 km/h (<3% of
km/h) Motorway trip share above 90 km/h) 10

EUROPE INDIAN RDE DRAFT
Upper limit & lower limit for drive
Drive aggression limit
aggression is defined based on vehicle Procedure yet to be worked out
(v*apos)
speed vs acceleration
• CO2 moving average window method

Conformity factor NEDC 2 phase / 3 phase : under
• WLTC forms the reference for both
calculation discussion
methods
▪ Monitoring from April 2020

▪ C.F. Phase 1 Sep 2017 : 2.1
Conformity factor limit ▪ CF from April 2023 (Factor to be
▪ C.F. Phase 2 Jan 2020 : 1.5
decided)
11
CO2 Type Approval Values – Passenger Segment (India)
300
Possibly LNT based EAS Typically SCR based EAS
250
Diesel
Petrol
200 17%
CO2, g/km
150
139 5.88 L/100 km
115 4.87 L/100 km
100
50
500 1000 1200 1500 2000 2500 3000
Kerb Weight, kg
12
CO2 Type Approval Values – SUV Segment (India)
300
Possibly LNT based EAS Typically SCR based EAS
250
Diesel
Petrol
200 17%
CO2, g/km
173 7.32 L/100 km
150
144 6/07 L/100 km
100
50
500 1000 1500 1800 2000 2500 3000
Kerb Weight, kg
13
Measures to improve Fuel Economy / CO2

Base Engine 48V Hybrid Rolling Resistance
▪ Friction reduction
▪ Mild : IEM & ESS
▪ Right-sizing ▪ Low rolling resistance tires
▪ Belt starter Generator
▪ Turbo optimization ▪ Wheel bearing
▪ E-Boost
▪ Parasitic Lass reduction ▪ Drive shaft joints
▪ Accessory electrification
▪ VVL
Thermal Aerodynamics
Management
▪ Optimized vehicle shape
▪ Demand controlled cooling ▪ Active aerodynamics
▪ Fast heat-up ▪ Optimized wheel/wheel-house
▪ Insulation ▪ Air curtain
▪ Efficient climate control ▪ Underbody design
Transmission Plug-in Hybrid Weight Reduction

▪ DCT ▪ Mild, medium, strong
▪ P0 & P4 concept
▪ No of speeds 6  8 ▪ High strength steel
▪ High Voltage systems
▪ Efficiency Improvement ▪ Light-weight materials
▪ Accessory Electrification
▪ Wider gear spread ▪ Composites
14
Content Overview

Update Overview
Emission, RDE & CO2
Technology Key
Adaption Challenges
15
▪ RDE Package 3 implementation in Just 9 months (Dec’16 ~ Sep’17)

▪ Cold Start phase inclusion
▪ City cycle stand alone Compliance Factor
▪ Dynamic Drive off 16
Moderate Dive off
Impact of New RDE Boundaries Dynamic Drive off
▪ Significant aggravation of RDE Compliance by RDE3 Package (Dec 2016) 17

▪ Significant Diesel Share drop is evident since last 2 years

▪ First time fleet CO2 has increased in Germany during 2017
▪ Predicted Diesel share in 2030 is 27% (high) ~ 18% (low) 18
▪ ~ 35% penetration of BEV / FCEV by 2030,

▪ But electrification takes the lead for CO2 compliance
19
▪ Tank to wheel  Well to wheel  Lifetime CO2 takes increasing priority
▪ High scatter of predictions

20
Assumption for Legislative Scenario
Europe 2023 +
CO2 2016 2021 2025 2030

Limit (g\km) 130 95 73 51
Remarks Implemented Implemented Under discussion Possible Scenario 21
Content Overview

Update Overview
Emission, RDE & CO2
Technology Key
Adaption Challenges
22
Throttle Valve
Urea Tank Assy &

Gen 6 VGT Dosing Module
NOx Sensor
Glow Control
DOC-SPF EGR cooler System
Updated ECU 23
Module
BS IV Reference Layout
Lambda
TURBINE
VALVE
EGR
SILENCER DOC
ECU
P0
EGR COOLER
(Optional)
RDS
Ma&T1 Speed
(optional) Phase
AIR
FILTER CTS
COMPRESSOR FTS
HFM P22
INTER-
COOLER
CTS – COOLANT TEMP. SENSOR

FTS – FUEL TEMP SENSOR
RDS – RAIL PRE. SENSOR
24
BS VI Typical Layout
SUPPLY Urea Filling System
∆P
MODULE
NOx2 NOx1
T5 T4
T3
TURBINE
VALVE
DM
EGR
SILENCER sDPF DOC
ECU
WITH BY-PASS
EGR COOLER
P0
RDS
Ma&T1 Speed
Phase
AIR T21
FILTER TEGR CTS
COMPRESSOR FTS
HFM P22
DM – DOSING MODULE THROTTLE

INTER- VALVE
CTS – COOLANT TEMP. SENSOR COOLER
FTS – FUEL TEMP SENSOR
RDS – RAIL PRE. SENSOR 25
Exhaust After-treatment - Challenges
PM Reduction NOx Reduction
Diesel Particulate Filter Selective Catalytic Lean NOx Trap

(DPF) Reduction (SCR) (LNT)
LNT
SDPF
DPF
26
Exhaust After-treatment - Challenges

DOC
LNT
SDPF
DPF
27
DPF – An Overview
Regenerated
Fresh DPF 25% Soot 50 % Soot 100 % Soot Regeneration DPF
(with Ash)
Pressure Drop 
Soot Mass  28
DPF – An Overview
DPF Inlet
▪ The process of burning the particulates
accumulated in the DPF is called
“Regeneration”
DPF Outlet ▪ C+ O2  CO2 (Active Regeneration)
Before Regeneration ▪ C+ 2NO2  CO2 + 2NO (Passive

Regeneration)
DPF Inlet ▪ Active regeneration needs temperatures

~600 Deg C in the presence of O2
▪ Passive regeneration required temperatures

are 250 ~450 Deg C with the presence of NO2
DPF Outlet
After-Regeneration 29
DPF – An Overview
Highway Cycle
40
DPF Thermal Damage Limit
36
32
Soot mass in g
28
Regeneration Trigger Limit
24
20
16
12
8
~ 600 kms
4
0
0 200 400 600 800 1000 1200 1400
Regeneration Interval in kms
30
DPF – An Overview
City Cycle
40
DPF Thermal Damage Limit
36
32
Soot mass in g
28
24 Regeneration Trigger Limit
20
16
12
4 ~ 250 kms
0
0 200 400 600 800 1000 1200 1400
Regeneration Interval in kms
31
DPF – An Overview
800
Regeneration Temperature = 600 Deg C ▪ In the city cycle, the engine out
Exh Temp [Deg C]
600 temperatures are lower due to the

Lower engine load points.
400
Temperature is about 375 Deg C
200 Avg. Engine out city cycle Temperature = 375 Deg C
▪ To Increase the temperatures to
0 Regeneration temperatures a
technology called “Late Post
8 High Post Injection” needs to be adapted
Post Injection Qty
Injection
[mg/hub]
5 Qty
▪ This late post injection is a “ Cat-
3
burner”
Avg. Late post Injection = 6 mg/hub
0 60 ▪ Late Post Injection in the magnitude
Vehicle Speed
of 6 mg/hub is sufficient to burn the
40 soot in the DPF
20 [km/h]
Average Vehicle speed = 22 kmph ▪ In city cycle regeneration, the risks of
0 poor regeneration efficiency is higher
0 200 400 600 800 1000 1200 1400 1600 1800 2000 leading to higher oil Dilution & risk
Time [s] of self acceleration.
32
DPF – An Overview
Before Regeneration
30%
European city cycle regeneration
Chennai city cycle regeneration
Regeneration Interval ▪ Indian driving conditions require ~

30 30% more regen duration than
Soot mass in grams
25
20
Europe
15
10 ▪ In spite of High regeneration
5
0
duration, still soot is not fully burnt.
0 1 2 3 4 5 6 35% higher regeneration frequency
Regeneration number
33
DPF – Challenges in Indian Market
• Thick Road Traffic, extended idle : Critical for DPF Regeneration

• Extreme operations : 0 ~ 5500 m, + 52 °C, low city avg speed of ~ 8 kmph
• Low engine speed / high load driving behavior
350 238 573 630City High GVW
622
300 188
68
250
Torque [Nm]
79
200
150
100
50
0
750 1250 1750 2250 2750 3250 34 375
Technologies to meet BS VI in Diesel

LNT
SDPF
DPF
35
LNT – An Overview
▪ Absorption
Selective&Catalytic
Desorption
Reduction
Lean NOx Trap
(LNT) ▪ Stores the NO2(SCR)
in lean phase
▪ NO2 gets reduced to N2 in RichDosing
Phase
Module
▪ Performance is dependent on
DOC
▪ Exhaust Temp
Diesel
Oxidation
▪ Space
Catalyst
Velocity
LNT ▪ NOx Pre Load

Lean NOx
Trap ▪ NOx Concentration
SDPF
SCR on
cDPF System
DPF Requirements
Coated Diesel
Particulate Filter
▪ 2 Lambda Sensors – 1 US and 1 DS
▪ Temperature US and DS LNT
▪ Well Calibrated Lean - Rich transition
36
SCR – An Overview
Selective Catalytic Reduction
(SCR) ▪ High Efficiency
▪ Wide range function
▪ Independent of engine system
DOC
Diesel ▪ Modular / Sizable Technology
Oxidation
Catalyst ▪ Sulphur Resistive
NOx Sensor ▪ Higher System Price
SDPF ▪ Extremely Complex System
SCR on
DPF ▪ Urea tank & Filling System
▪ Supply Module
Urea Tank ▪ Dosing Module

▪ Urea Mixer
▪ Urea Warning System
Supply Module Dosing Module 37
SCR – An Overview
Urea Decomposition
▪ SCR needs aqueous urea solution for NOx reduction. Thermolysis (160 – 180 ° C)
▪ Mixer for uniform distribution of urea into catalyst. H2N – Co – NH2  NH3 + NHCO
▪ Metallic zeolites (Mainly Copper & Iron) in wash coat. Hydrolysis (180 – 200 ° C)
▪ Higher NOx conversion from > 200 °C onwards
HNCO + H2O  NH3 + CO2
▪ Aqueous urea freezes below -11 Deg C
38
SCR Technology Challenge
▪ Frequent low temperature operation increases the risk of urea deposition

39
Content Overview

Update Overview
Emission, RDE & CO2
Technology Key
Adaption Challenges
40
Key Challenges ahead …

▪ Two step emission upgrade, IRDE & CO2 Regulations
▪ Clarity on IRDE, critical for appropriate technology selection
▪ Enhancement for more reliable I & M program
▪ On-time fuel for fleet test and fuel quality assurance
▪ Parallel Development of Multiple programs, time constrain

▪ Huge investments for infrastructure & resources
▪ Technology Incubation and Product cost
▪ Hybrid & BEV Technology yet to shape-up – Affordability
▪ Very unique country specific challenges, no global reference
▪ Product Price escalation

▪ Likely FE Penalty
▪ Cost of ownership 41
To Summarize …
▪ Mobility is gaining more and more importance, sustainable

growth
▪ But, at the cost of emission (NOx / PM) and CO2

▪ E-mobility could be a solution – but, immediate potential, cost,
range, infrastructure, performance etc., still not reachable for
mass market
▪ ICE (gasoline & diesel) will continue to play significant role,

still lot of potential for emission and CO2 reduction with
reasonable & affordable hybridization
▪ Right blend of Powertrain Strategy will be more appropriate for

future mobility in India
42
Thank You
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Future Regulations in India &

09th January 2018, Tuesday

Regulatory Global Trend

Regulatory Global Trend

Legislation Overview in India

Sep 2017 Sep 2019

Jan 2020 Jan 2021

▪ Clarity is just emerging on IRDE boundaries, acceptance criteria, validity etc., 4

BS VI Emission in India – April 2020 (M class)

60 79.5 % NOx Reduction

Real Driving Emission (IRDE)

Indian Real Driving Emission (IRDE)

• US06 : High speed & High Aggressive

Indian Real Driving Emission (IRDE)

Source : SIAM IRDE Committee

Indian Real Driving Emission (IRDE)

Indian Real Driving Emission (IRDE)

Temperature / Altitude Ambient Temperature / Altitude Ambient Temperature / Altitude

Indian Real Driving Emission (IRDE)

• CO2 moving average window method

▪ Monitoring from April 2020

CO2 Type Approval Values – Passenger Segment (India)

Possibly LNT based EAS Typically SCR based EAS

CO2 Type Approval Values – SUV Segment (India)

173 7.32 L/100 km

Measures to improve Fuel Economy / CO2

Transmission Plug-in Hybrid Weight Reduction

Regulatory Global Trend

▪ RDE Package 3 implementation in Just 9 months (Dec’16 ~ Sep’17)

▪ Significant aggravation of RDE Compliance by RDE3 Package (Dec 2016) 17

▪ Significant Diesel Share drop is evident since last 2 years

▪ ~ 35% penetration of BEV / FCEV by 2030,

▪ Tank to wheel  Well to wheel  Lifetime CO2 takes increasing priority

▪ High scatter of predictions

CO2 2016 2021 2025 2030

Regulatory Global Trend

Urea Tank Assy &

CTS – COOLANT TEMP. SENSOR

DM – DOSING MODULE THROTTLE

Exhaust After-treatment - Challenges

PM Reduction NOx Reduction

Diesel Particulate Filter Selective Catalytic Lean NOx Trap

Exhaust After-treatment - Challenges

PM Reduction NOx Reduction

Diesel Particulate Filter Selective Catalytic Lean NOx Trap

DPF Outlet ▪ C+ O2  CO2 (Active Regeneration)

Before Regeneration ▪ C+ 2NO2  CO2 + 2NO (Passive

DPF Inlet ▪ Active regeneration needs temperatures

▪ Passive regeneration required temperatures

24 Regeneration Trigger Limit

600 temperatures are lower due to the

European city cycle regeneration

Chennai city cycle regeneration

Regeneration Interval ▪ Indian driving conditions require ~

DPF – Challenges in Indian Market

• Thick Road Traffic, extended idle : Critical for DPF Regeneration

Technologies to meet BS VI in Diesel

PM Reduction NOx Reduction

Diesel Particulate Filter Selective Catalytic Lean NOx Trap

LNT ▪ NOx Pre Load

Urea Tank ▪ Dosing Module

SCR Technology Challenge

▪ Frequent low temperature operation increases the risk of urea deposition

Regulatory Global Trend

2018-01-09 Mahindra & Mahindra

2018-01-09 Mahindra & Mahindra