evaluation of greenhouse gas emission … icct hdv...• detailed pros and cons for each option are...

Evaluation of Greenhouse Gas Emission Certification Options for Phase 2

James Sanchez

Environmental Protection Agency

October 22, 2013

SAE INTERNATIONAL SAE INTERNATIONAL

Acknowledgement

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• EPA Team

• Matthew Spears, Angela Cullen, Houshun Zhang, Byungho Lee, Prashanth Gururaja, Kevin Newman, Paul Dekraker

• SwRI Team

• Joe Anthony, Jayant Sarlashkar, Chad Stovell, Anthony Phan, Joe Steiber


Outline

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• Greenhouse Gass Emission (GHG) Phase I

• GHG Phase II Update

• Certification Options for GHG Phase II

• Vehicle Simulations

• Model Validation Challenges – Testing Variability

• Next Steps


Phase 1 - Highlights First ever Medium- &

Heavy-Duty Standards Will reduce fuel

consumption, CO2 emissions, and operating costs for thousands of businesses

Allows manufacturers to produce a single fleet of vehicles to meet requirement

530 million barrels less oil 270 MMT lower GHGs $50 billion in fuel savings $49 billion in net benefits

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Phase 1 - Overview

5 HD Engines Vocational vehicle, regulated via the chassis


Phase I Greenhouse Gas Emission Model (GEM)

Inertial/Braking 0-2%

Aerodynamic Loss 15-22%

Drivetrain 2-4%

Rolling Resistance 13-16%

Vehicle Auxiliary Loads 1-4%

Total Engine Loss 57-59%

EPA pre-specified

Allowed user inputs

Energy Loss for 2010 Class 8 Trucks at 65 mph and 80,000 lb GVW

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Phase II GEM

Inertial/Braking Aerodynamic Loss

Rolling Resistance Vehicle Auxiliary Loads

Heat Rejection Exhaust Gas Friction Parasitic Loss Pumping Loss

Transmission Axles and Shaft

• Phase II is a highly technical rule

• Certification should consider all components and systems that can be measured in a chassis and engine dyno cell in order to improve engine and vehicle efficiency

Total Engine Loss

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Range of Potential Certification Options

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(1) Full Vehicle Simulation

(5) Vehicle Simulation + Powertrain-in-the-loop/ Engine Standard

(4) Engine-in-the-loop Simulation (two variations)

(6) Full Chassis Dyno Test

(3) Controllers-in-the-loop Simulation

+ TCM/ECM

Simulation

Hardware

TCM or +

+

(2) Vehicle Simulation + Engine Standards

Vehicle simulation is one of the key certification elements regardless which option is selected


GEM Development and Support Team

Inertial/Braking Aerodynamic Loss

Rolling Resistance Vehicle Auxiliary Loads

Heat Rejection Exhaust Gas Friction Parasitic Loss Pumping Loss

Transmission Axles and Shaft

Total Engine Loss

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GEM

GEM Validations Over 160 vehicle Variants

State-of-the-art facilities and Testing Team

Utilize some of the best facilities in the world • EPA’s National Vehicle & Fuel Emissions Laboratory • Southwest Research Institute • Oak Ridge National Laboratory • National Renewable Energy Laboratory • Environment Canada

EPA Certification Tool

EPA modeling team supported my SwRI modeling program


GEM Development and Enhancement

• The Agency formed a strong internal team, working with Southwest Research Institute to develop the next generation of the GEM

• The key technical features of this enhanced GEM include • More advanced engine controller

o Engine fuel cut-off model during braking and deceleration

o Idle controller

• Transmission models o Automatic transmission

o Automated manual transmission

• Enhanced driver model

• Frictional clutch model

• GEM Graphical User Interface (GUI)

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Vehicle and Powertrain Tests in Supporting GEM

• Vehicle chassis and powertrain testing at Southwest Research Institute – One Class 6 box delivery truck chassis dyno tests with 7x6 test matrix

– One Class 6 flat bed vocational truck chassis dyno tests with 7x6 test matrix

– Kenworth T700 Class 8 tractor-trailer chassis dyno tests with 7x6 test matrix

– Daimler Cascadia Class 8 truck-trailer chassis dyno tests

– One transit city bus chassis dyno tests

– One garbage truck chassis dyno tests

– MD powertrain test with 7x6 test matrix

• HD powertrain test at Oak Ridge National Lab is being planned with DOE-EPA interagency agreement

• Driving cycle refinement with National Renewable Energy Lab is being planed with DOE-EPA interagency agreement

• Vehicle testing at Environment Canada – Class 6 open box truck testing underway

– Coordinating additional testing opportunities

• GEM Validations will be done against over 160 vehicle variants

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Outline

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• Greenhouse Gass Emission (GHG) Phase I

• GHG Phase II Update

• Certification Options for GHG Phase II

• Vehicle Simulations

• Model Validation Challenges – Testing Variability

• Next Steps


• Driver behavior

— Pedal inputs

— Shift schedule

• Powertrain temperature

• Aftertreatment temperature

• Tire temperature

• Accessory load

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Sources of Chassis Testing Variability


0

10

20

30

40

50

60

70

80

90

100

0 100 200 300 400 500 600

Acc

eler

ator

Ped

al P

osito

n, %

Time, Seconds

Run 1

Run 2Human driver has significantly different behavior for each test.

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Chassis Dynamometer Pedal Positions


Chassis Dynamometer CO2 Comparison

0

20

40

60

80

100

120

0 100 200 300 400 500 600

CO2

Mas

s Ra

te, k

g/hr

Time, Seconds

Run 1

Run 2

At low load, the driver’s behavior difference only slightly affected CO2.

Pedal variability affects CO2 emissions more at higher loads.

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Powertrain Cell Pedal Position Comparison

0

10

20

30

40

50

60

70

80

90

100

0 100 200 300 400 500 600

Acc

eler

ator

Ped

al P

osito

n, %

Time, Seconds

Run 1

Run 2Accelerator pedal controlled by an actuator with the GEM Driver Model.

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Powertrain Cell CO2 Comparison

0

20

40

60

80

100

120

0 100 200 300 400 500 600

CO2

Mas

s Ra

te, k

g/hr

Time, Seconds

Run 1

Run 2

The powertrain test cell produces nearly identical CO2 rates. The variability is comparable to an engine test cell.

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Next Steps

• Detailed pros and cons for each option are being analyzed

• The refined GEM will be comprehensively validated against over 160 vehicle variants

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evaluation of greenhouse gas emission … icct hdv...• detailed pros and cons for each option are...

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