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

Deutsche Umwelthilfe e.V. | Workshop Get Real| November 4, 2020 7

 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

Deutsche Umwelthilfe e.V. | Workshop Get Real| November 4, 2020 8

 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

Follow us Stay up to date

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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:

patrick.ploetz@isi.fraunhofer.de
@PatrickPlotz
https://theicct.org/publications/phev-real-
world-usage-sept2020
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
using OTA, sufficiently
aggregated, available to
third parties and
regularly reported
Data from PHEVs
should be collected per
model and reported for
all possible driving
modes
OBFCM data should be
used to enforce on-road
compliance with CO2
targets

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