Western European countries adopted the Euro 2 standard in 1995. In Russia, it began to operate only in April 2006, while our country did not certify cars and fuel according to Euro 1, introduced in Europe in 1992, but stepped over directly to Euro 2.
It was supposed to operate in Russia from 04/01/2006 to 01/01/2008, but subsequently the implementation of the Euro 3 replacing it was postponed to January 1, 2013.
Basic provisions of Euro 2
Since the main focus of Euro standards is the protection environment, the requirements of Euro 2 were reduced to a further (in relation to Euro 1) reduction of emissions of harmful substances in the exhaust of automobile engines:
- cO carbon monoxide was reduced from 2.72 to 2.2 g / km (grams per kilometer) for a gasoline engine, from 2.72 to 1.0 g / km for a diesel engine;
- emissions of hydrocarbons and nitrogen oxides were reduced by directive from 0.97 g / km to 0.5 g / km for gasoline engines, and from 0.97 to 0.7 g / km for diesel engines;
- soot content in exhaust diesel engines reduced from 140 to 80 mg / km;
- for the first time, the mass fraction of sulfur as a harmful substance in diesel fuel was limited: its concentration according to Euro 2 should not exceed the threshold of 500 mg / kg;
- the benzene content of the fuel was limited to 5%;
- the final ban received the additives of tetraethyl lead, which increases octane number gasoline.
Energy characteristics diesel fuel Euro 2 practically does not differ from Euro 1, and in environmental terms, the new requirements clearly strengthened the protection of the surrounding world. All further changes to the certificate (Euro 3, 4, 5) continued the line of consistent quantitative restrictions on harmful substances in engine exhaust.
Fuel Euro 2 in Russia
To determine what kind of fuel was Euro 2 in Russia, let's turn to our regulatory documents.
To introduce international requirements for Euro certification into Russian standards, GOST R 52368-2005 was issued, which actually interpreted the European standard EN 590 into the legislation of our country. Diesel fuel Euro 2 in this document is not indicated, obviously, as obsolete, since the requirements are set out for the types of fuel, starting with Euro 3 (in GOST it is designated by the environmental group Type I with a sulfur level of 350 mg / kg).
Diesel fuel of Euro class 2 and later is not indicated normative document - GOST 32511-2013. It also sets the parameters for fuels from Euro 3 class.
Fuel quality Euro 2 describes only technical regulations RT CU 013/2011, adopted by the Customs Union in 2011 for Russia, Kazakhstan and Belarus. In the document, this fuel appears under the emission class K2 with a threshold sulfur level of 500 mg / kg.
Standard "Euro-2"
In the Euro-2 standard, the standards for the content of hydrocarbons in the exhaust were tightened almost 3 times, they became equal to 0.29 g / km.
Requirements for the emission of harmful substances from internal combustion engines:
carbon monoxide (CO) - no more than 55 g / kW * h,
hydrocarbons (CH) - no more than 2.4 g / kW * h,
nitrogen oxides (NO) - no more than 10 g / kW * h.
The environmental standard "Euro-2" was adopted by the Russian government in autumn 2005.
Standard "Euro-3"
In 2008, these standards were tightened: the Euro-2 standard was replaced by the new Euro-3.
The Euro-3 standard is a 30-40% reduction in emissions compared to Euro-2. Euro-3 provides for a maximum CO emission of 0.64 g per kilometer for passenger cars.
Acting in Russian Federation environmental standard for vehicles provides that a car cannot be produced or imported into its territory without the Euro-3 conformity mark.
Permissible values \u200b\u200bof the emission of toxins into the atmosphere for vehicles with diesel and gasoline engines :
carbon monoxide (CO) - no more than 20 g / kW * h,
hydrocarbons (CH) - no more than 1.1 g / kW * h,
nitrogen oxides (NO) - no more than 7 g / kW * h.
According to experts, "Euro-3" has reduced the level of "dirty" emissions in comparison with "Euro-2" by 20%. The Euro-3 standard was introduced in the European Union in 1999, in Russia - on January 1, 2008.
Standard "Euro-4"
The Euro-4 standard is 65 - 70% tougher than the Euro-3 level. It was introduced in the European Union, Japan and the United States in 2005. The Euro-4 standard allows to reduce the emission of harmful substances into the atmosphere by 40% in comparison with the Euro-3 standard.
The Euro-4 standard provides for a 2.3-fold reduction in CO emissions compared to Euro-3, and a 2-fold reduction in hydrocarbons:
carbon monoxide (CO) - 4 g / kW * h,
hydrocarbons (CH) - 0.55 g / kW * h,
nitrogen oxides (NO) - 2 g / kW * h.
Euro-4 reduces the content of nitrogen oxide in the exhaust by 30%, and particulate matter by 80%, sulfur by 0.005%, aromatic hydrocarbons by 35%, benzene by 1%.
In Russia, environmental standards "Euro-4" were introduced by the Decree of the Government of the Russian Federation of October 12, 2005 No. 609 "On the approval of the technical regulation" On requirements for emissions automotive engineering, released into circulation on the territory of the Russian Federation, harmful (polluting) substances ".
The technical regulation "On the requirements for emissions of harmful (polluting) substances from automobile equipment put into circulation on the territory of the Russian Federation" is used to protect the population and the environment from the effects of emissions from automobile equipment of harmful (polluting) substances.
In accordance with the Federal Laws "On Technical Regulation", "On Safety road traffic"," On the protection of atmospheric air "," On the protection of consumer rights "," On the basis of state regulation of foreign trade activities "and the Agreement on the adoption of uniform technical regulations for wheeled vehicles, items of equipment and parts that can be installed and (or) used on wheeled vehicles, and on the conditions for mutual recognition of approvals issued on the basis of these prescriptions, signed in Geneva (with amendments and additions that entered into force on October 16, 1995), the above regulation establishes requirements for emissions of harmful (polluting ) substances of motor vehicles equipped with engines internal combustion.
On April 21, a new technical regulation "On the requirements for the emission of pollutants by motor vehicles put into circulation on the territory of the Russian Federation" came into force. According to this document, all automobile plants located in Russia must produce cars that meet the minimum requirements of Euro-2.
It should be noted that all of Europe, the USA and Japan are currently producing engines that meet the more advanced Euro-3 standards, and the Euro-2 standard was introduced back in 1995.
What are these norms? They regulate the content of harmful substances in the exhaust gases of a car. The main measurement parameter is the content of carbon dioxide, but, of course, other parameters are also normalized - nitric oxide, hydrocarbons, carbon monoxide, as well as many other particles that are harmful and not environmentally friendly ...
In order for the car to comply with the Euro-2 standard, you just need to install a fuel injection system called an injection system instead of an archaic carburetor.
"Euro-3" is already more complicated, although it is based on the same injector. But to comply with more stringent regulations, an increase in injection energy is required. As a result, this contributes to a more complete combustion of fuel in the combustion chamber, and, accordingly, as a result, less harmful substances enter the atmosphere.
According to the Euro-4 standard, afterburners (catalysts) are being introduced into the fuel system. But the standard is not limited to mechanical changes in the vehicle's fuel system. An appropriate fuel quality is also required.
There are often problems with this in Russia. Despite the fact that at present in our country many cars that support the Euro-4 standard are already used, fuel even at proven gas stations periodically contains impurities. This is additional load on catalysts that fail much faster. The part itself is not cheap, therefore, in garage workshops, some craftsmen simply remove the catalyst from fuel system and the computer controlling the motor is reconfigured. However, such intervention in the car is not always accepted, therefore, for a number of car owners, whose car engine is the most environmentally friendly, each refueling without exaggeration turns into a lottery with its own wallet.
According to control and inspection structures, about 25 percent of gasoline sold in Russia does not meet not only international but also Russian environmental standards. According to expert estimates of the Ministry of Industry and Energy of Russia, most Russian refineries do not yet have the technological capabilities to produce high-quality high-octane gasoline for domestic market, especially the 95th. More than 40 percent of the total volume of fuel produced is low-octane grade A-76 (AI-80) fuel. It should be noted that Euro-3 gasoline, which, by the way, is planned to be transferred to the Russian vehicle fleet in 2008, is produced in our country by only 3 oil refineries.
The benefits of introducing new standards will be enormous. First of all from an environmental point of view. In 2000, when trucks and buses produced in Russia switched to Euro-2 standards, the number harmful emissions fell 2-3 times. The introduction of these standards for passenger cars can reduce the environmental load on our lungs by 10 times!
And given the fact that car park in our country it is growing at a progressive pace, the introduction of Euro-3 from January 1, 2008, Euro-4 - from January 1, 2010, and Euro-5 - since 2014 does not seem such a hasty decision. Moreover, according to expert estimates, the Russian car fleet is 90 percent of cars that meet Euro-0 standards, 5 percent - Euro-1, 4 percent - Euro-2, and only 1 percent of 24 million of cars traveling across the country belongs to cars meeting Euro-3 standards.
By the way, since January 1, 2006 in Europe it is prohibited to manufacture and sell cars that do not meet Euro-4 standards, so the Russian auto industry and related industries have someone to look up to.
For the average Russian car enthusiast, of course, the introduction of stricter environmental limits will lead to two negative points. First, the price of cars will rise. By the most conservative estimates, the installation of an injection fuel system will increase the price of the most popular russian cars in the amount of $ 300 to $ 500. Secondly, the price of fuel will also rise, because the re-equipment of production will certainly affect the selling price.
In this situation, first of all, the interests of the inhabitants of the village and remote from civilization regions of Siberia, the Far North and the Far East will suffer, because it is much easier to repair a car equipped with a carburetor on the knee than an injection car. But on the other hand, if you think about which planet we will leave to our children and grandchildren, then the toughening of environmental requirements must be treated with understanding. There is no alternative to this yet.
From Thursday, September 25, entry into the center of Moscow will be prohibited, which, according to the city authorities, will reduce emissions of pollutants by 8 thousand tons per year - by about 5%.
The Agreement on the Adoption of Uniform Conditions of Approval and on the Mutual Recognition of the Approval of Equipment and Parts for Motor Vehicles (also known as the Agreement on the Standardization of Vehicles or the Geneva Agreement) was adopted on March 20, 1958, in Geneva. Within the framework of the Agreement, more than 100 resolutions of the United Nations Economic Commission for Europe (UNECE Regulations) were adopted to ensure road safety and environmental protection.
Countries that have acceded to the Agreement use the ECE Regulations for certification tests of road vehicles. Each party has the right to accept all or part of the rules, about which, according to the established procedure, it notifies the UNECE one year before the termination of the use of a particular rule, sending a notification addressed to the UN Secretary General.
Among the ECE regulations are the so-called European standards for pollution produced by by car... According to these rules and amendments to them, several types of Euro standards are distinguished, which differ in the limit values \u200b\u200bof pollutants produced by road transport.
The Euro-2 standard was introduced in Europe, the USA and Japan in 1995, the Euro-3 standards, which are 30-40% stricter than the Euro-2 standards, came into force in 2000, and from January 1, 2005 they were implemented full transition to release vehiclesmeeting the Euro-4 standards, which are 65 - 70% tougher than the Euro-3 level.
In Russia, on April 22, 2006, a new technical regulation came into force "On the requirements for emissions of pollutants from automobile equipment put into circulation on the territory of the Russian Federation". The Regulation establishes that any automobile equipment put into circulation on the territory of the Russian Federation must comply with an environmental class not lower than the second ("Euro-2") in terms of emissions of harmful (polluting) substances (CO, CH, NOX and dispersed particles).
According to expert estimates, 90% of the Russian vehicle fleet is made up of cars that meet Euro-0 standards, 5% - Euro-1, 4% - Euro-2, and only 1% of cars meet Euro-0 standards. 3 ".
According to the Regulation, the technical requirements for motor vehicles and the internal combustion engines of ecological class 2 installed on it are as follows:
categories M (1), M (2) maximum mass not more than 3.5 t, N (1) with spark engines (gasoline, gas) and diesel engines technical emission standards provided for by UNECE Regulations N 83-04 (emission levels B, C, D), UNECE Regulations N 24-03 with supplement 1 (only for diesel engines);
categories M (1) with a maximum mass over 3.5 t, M (2), M (3), N (1), N (2), N (3) with diesel and gas engines - technical emission standards provided for by the ECE Regulations UN N 49-02 (emission level B), UNECE Regulation N 24-03 with appendix 1 (only for diesel engines);
categories M (1) with a maximum mass over 3.5 t, M (2), M (3), N (2), N (3) with gasoline engines - technical emission standards (СО - 55 g / kWh, CmHn - 2.4 g / kWh, NOX - 10 g / kWh) when tested according to the UNECE Regulation N 49-03 (ESC test cycle).
Appendix No. 3 to the Regulations establishes the main technical requirements to the characteristics of fuel for automotive technology. For fuel of ecological class 2 (Euro-2) the following characteristics are established:
For gasoline - lead concentration no more than 10 mg / dm3, sulfur concentration no more than 500 mg / kg, benzene volume fraction no more than 5%, saturated vapor pressure, taking into account climatic conditions: in summer period - 45 - 80 kPa, in winter period - 50 - 100 kPa;
For diesel fuel - cetane number not less than 49, density at 15C 820 - 860 kg / m3, sulfur concentration not more than 500 mg / kg, fractional composition - 95% of the volume is distilled at a temperature not more than 360C, lubricity not more than 460 microns.
On January 1, 2008, the norms of the "Euro-3" environmental standard began to operate in Russia, prohibiting the production in the country or the import into its territory of vehicles that do not meet at least the "Euro-3" standards. Starting from January 1, 2010, Euro-4 standards will be introduced in Russia, and from 2014 - Euro-5 standards.
Many people think that standardization covers only some technical means, mechanisms, devices, interfaces, image and video files. And that EURO is some kind of requirements for the composition of this or that fuel. In fact, this is not the case.
EURO is primarily an environmental standard limiting the composition of exhaust gases gasoline and diesel vehicles. Not even the engines, but the cars themselves. This article is about how the EURO standard developed, how public attitudes changed, how environmental requirements were tightened and what all this led to.
History
At first, all diesel cars were big, smoky, and smelly. There could be no question of any mass exploitation of them. This began to change at the turn of the 1970s, when technology reached the point where it could create a compact diesel engine for a passenger car. It became clear that the main brake was the buyer's conviction that diesel was a "dirty" technology, suitable only for railways.
Automakers needed to break this stereotype and give the green light to the diesel passenger car. So in 1970 the European Union Vehicles Light Duty released the first emission standard for passenger cars. The second standard came out only 22 years later, in 1992 and became known as the Euro emission standard.
Euro-1
Let me remind you that at that distant time there was a serious struggle with tetraethyl lead, which was added to gasoline in order to increase its octane number. Such gasoline was called leaded, and the lead contained in the exhaust gases caused serious diseases of the nervous system.
Research in the United States has put an end to leaded gasoline in the United States. In Europe, similar processes took place and in July 1992 the EC93 directive was issued, according to which leaded gasoline was banned. In addition, it was prescribed to reduce CO (carbon monoxide) emissions by using the installation catalytic converter exhaust gases. The standard was named EURO-1. It has been mandatory for all new cars from January 1993 onwards.
Emission limits:
Euro-2
Euro 2 or EC96 was introduced in January 1996 and all cars produced from January 1997 had to meet the new standard. The main task of Euro 2 is to fight to reduce the amount of unburned hydrocarbons in the exhaust gases and increase the efficiency of engines. In addition, the standards for emissions of CO and nitrogen compounds - NOx were tightened.
The standard affected both gasoline and diesel vehicles.
Euro-3
Euro 3 or EC2000 was introduced in January 2000 and all cars manufactured from January 2001 had to fully comply with it. Along with further reduction of the limit norms, the standard limited the warm-up time of the car engine.
Euro 4
Introduced in January 2005, the Euro 4 standard applied to vehicles manufactured from January 2006. In this standard, the emphasis was placed on the further reduction of harmful emissions from diesel engines - soot (particulate matter) and nitrogen oxides. In order to meet the standard, some diesel cars had to be equipped with a particulate filter.
Euro 5
The standard was introduced in September 2009 and focuses on diesel technology. Especially on emissions of particulate matter (soot). To comply with the Euro 5 standard, presence particulate filter in the exhaust system diesel car becomes mandatory.
Euro 6
The most recent standard, introduced in September 2014 and mandatory for vehicles manufactured from September 2015. It reduces emissions by 67% compared to Euro 5. This can only be achieved with special systems in the vehicle exhaust system.
So for the neutralization of nitrogen compounds, urea injection into the exhaust gases or an SCR system is required, which is too expensive for small cars.
Fuel
It is clear that in order to ensure high environmental performance of vehicles, motor fuel must also be sufficiently pure, which is not beneficial to the owners of oil refineries. However, progress does not stand still, and in 1996 a pan-European standard for diesel fuel - EN590 was adopted.
"Oil-Expo" - wholesale supply diesel fuel in Moscow and the region.
