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HDV fuel economy certification approaches around the globe HDV fuel economy certification approaches around the globe

HDV fuel economy certification approaches around the globe - PowerPoint Presentation

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HDV fuel economy certification approaches around the globe - PPT Presentation

HDV fuel economy certification approaches around the globe Dr Felipe Rodríguez Geneva January 7 2019 HD CO 2 amp FUEL EFFICIENCY HARMONIZATION WORKSHOP 78 th GRPE Meeting 2 Overview of HDV activities in the G20 Transport Task Group ID: 770826

speed vehicle engine correction vehicle speed correction engine simulation fuel testing test torque hdv drag certification consumption dyno gem

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HDV fuel economy certification approaches around the globe Dr. Felipe RodríguezGeneva, January 7, 2019 HD CO 2 & FUEL EFFICIENCY HARMONIZATION WORKSHOP 78 th GRPE Meeting

2 Overview of HDV activities in the G20 Transport Task Group Overview of HDV CO 2 /FE certification approaches around the globeComparison of EU and US methodologiesVehicle simulation toolAir drag determinationHarmonization possibilities for HDV CO2/FE certification Outline

3 Overview of HDV activities in the G20 Transport Task Group

4 What is the G20 Transport Task Group? Leading members: the EU and United States Participants: Argentina, Australia, Brazil, Canada, China, Germany, India, Italy, Japan, Mexico, Russia, and the United Kingdom IPEEC coordinates Transport Task Group and G20 activities ICCT and GFEI are implementing organizations A voluntary platform for G20 countries to share respective experience and work together to improve the energy and environmental performance of motor vehicles, especially HDVs. 

Current TTG activities

TTG History from 2014 to 2018 2014 Nov 2014 FOUNDED Australian G20 Presidency June 2015 RESEARCH AGENDA Policies to reduce fuel consumption, air pollution, and carbon emissions from vehicles in G20 nations Oct 2015 Energy Ministers Communiqué Under the Turkey G20 Presidency, energy ministers agree to further support the work of the TTG 2016 Sept2016 World Class Standards Under the China G20 Presidency, the Energy Efficiency Leading Programme encourages G20 members to work toward given examples of world-class clean fuel and vehicle standards 2017 Jan 2017 RESEARCH AGENDA Impacts of world class vehicle efficiency and emissions regulations in select G20 countries Aug 2017 RESEARCH AGENDA Status of policies for clean vehicles and fuels in select G20 countries 2018 Jul 2017 Energy Action Plan G20 Hamburg Climate and Energy Action Plan for Growth June 2017 POLICY EXCHANGES Continue policy exchanges over phone and webinar DEEP DIVE 6 month in-depth webinar series on HDV CO 2 certification Sept 2018 1 ST IN-PERSON TTG MEETING Argentina G20 Presidency 2019 6 2015

7 Support voluntarily participating G20 TTG members to: measure and certify heavy-duty vehicle (HDV) fuel consumption design and implement HDV labeling programs and standards tailor existing methodologies and simulation models (i.e. GEM and VECTO) to suit new regional contexts, obviating the need for brand new methodsObjectives of the TTG Deep Dive projecthttps://www.theicct.org/heavy-duty-vehicle-efficiency

8 Overview of HDV CO 2 /FE certification approaches around the globe

Type FE & CO 2 (ex. Canada); CAFE FE; individual vehicle FE; CAFE CO2 Vehicle scope GVWR > 3.85t 19 sub-categories, by vehicle type / duty cycle and GVW GVW > 3.5t 66 sub-categories, by vehicle type / duty cycle and GVW GVW > 3.5t25 sub-categories, by type (bus/lorry) and GVWUndecided. Possible GVW>16 tonnesRigid trucks and tractor trailers 4x2 and 6x2Timeframe(full implementation)MY2014 Phase 1MY2018 Phase 2MY2014 China IMY2016 China IIMY2021 China IIIMY2015MY2025 (proposal)2025 and 2030 (not yet adopted, standards proposal announced in 2018) Certification Engine dyno + component testing + whole vehicle simulation Chassis dyno (base vehicles) or whole vehicle simulation (variants) Engine dyno + whole vehicle simulation Aero/Rolling tests (proposal) Engine dyno + component testing + whole vehicle simulation Flexibilities ABT scheme None Averaging. Initial credit system; now reduced at half. Averaging and bankingEnforcementType approval Type approval~Inspection / maintenanceType approvalUnder development HDV standards developments around the globe 1/2 Adapted from: White, B., & Hill, N. (2017). Analysis of fuel economy & GHG emission reduction measures from HDVs in other countries and of options for the EU . Ricardo Energy & Environment.

Type FE Undecided ; possibly FE Undecided ; likely both FE and CO 2 Undecided ; likely FE Vehicle scope >12t Segmentation on GVW, number of axles, and truck type (rigid – tractor)>3.85t Undecided>3.85tUndecided >3.5t4 sub-categories by duty cycleTimeframe(full implementation)Steering group since 2014CSFC standards: 2018-21 Undecided Undecided Undecided Certification Track testing at 40/60km/h As US Phase 2 Undecided Flexibilities Under development Enforcement Under development Evaluation Comments In force from April 2018 Proposal for HDV F/CO2 timeline: Phase 1 (2018-22). Phase 2 (2023-27) Phase 3 (2028-32): 2012 General Law on Climate Change requires vehicle efficiency standards Official announcement expected in near term HDV standards developments around the globe 2/2 Adapted from: White, B., & Hill, N. (2017). Analysis of fuel economy & GHG emission reduction measures from HDVs in other countries and of options for the EU . Ricardo Energy & Environment.

11 US and Canada HDV fuel consumption certification Engine dyno mapping Coastdown test GEM - Engine cycle generation GEM Engine testing: Cycle averaged map Declared CO 2 and FC value Standard vehicle specifications Powertrain testing option Tires test Transmission and axle test Wind average correction Off cycle technologies Transient correction Powertrain correction Input data Dyno testing Correction Simulation Output data

12 Europe HDV fuel consumption certification Engine dyno mapping Constant speed air drag test WHTC test VECTO Transient correction Declared CO 2 and FC value Tires test Transmission and axle test Auxiliaries Cross wind and speed profile correction Vertical load correction Input data Dyno testing Correction Simulation Output data

13 China HDV fuel consumption certification “Base” vehicle “Variant” vehicle Chassis dyno Simulation modeling Coastdown test data Run C-WTVC cycle: record FC on urban, rural, and motorway segments of cycle Measurement and calculation of fuel consumption Weighting factors to each vehicle type (e.g. bus, long-haul tractor) Input data Dyno testing Correction Simulation Output data Engine dyno mapping

14 Japan HDV fuel consumption certification Engine dyno testing Simulation modeling Declared CO2 and FC value Standard vehicle specifications Input data Dyno testing Correction Simulation Output data

15 Most regions use HDV simulation in combination with component certification to determine CO 2 emissions Simulation Model Payload ~1/2 payload Full Payload Rolling resistance, aerodynamic drag From Testing Standard Value Test cycles 3 cycles (weighted, incl. grade) 2 cycles (weighted, incl. grade) 1 cycle (‘mini-cycles’ weighted) 5 cycles (incl. grade) Engine map From Testing Chassis dyno testing (base vehicles tested, variants simulated) Transmission and axle losses From Testing Powertrain dyno testing (Optional) Constant speed testing (40 and 60 km/h)

16 Comparison of EU and US methodologies

Vehicle simulation models 17

18 ”Fuel consumption simulation of HDVs in the EU: Comparisons and limitations” (2018) Rodríguez, F. (2018). Fuel consumption simulation of HDVs in the EU: Comparisons and limitations. International Council on Clean Transportation. https://www.theicct.org/publications/fuel-consumption-simulation-hdvs-eu-comparisons-and-limitations A comparison study of the latest releases of GEM and VECTOAlthough focused on VECTO, it describes the model architectures of both GEM and VECTOJust main results are shown in this presentation

19 Input comparison between GEM and VECTO Component VECTO input GEM input Engine Displacement, idle speed, fuel consumption map, full load torque curve, motoring friction curve, brake-specific fuel consumption over the Worldwide Harmonized Transient Cycle (WHTC) Displacement, idle speed, fuel consumption map, full load torque curve, motoring friction curve, fuel consumption over the ARB Transient Drive Cycle for 9 different vehicle configurations Transmission Transmission type, gear ratios, torque loss map as a function of torque and speed for each gear, maximum torque and speed per gear Transmission type, gear ratios, and maximum torque per gear. Optional: Power loss map as a function of torque and speed for each gear Axle Axle ratio and torque loss map as a function of torque and speed Axle ratio Optional: Power loss map as a function of torque and speed Aerodynamic drag Air drag area as determined during the constant speed procedure. For rigid trucks, a standard box is used. For tractors, a standard trailer is used. Air drag area as determined by the coastdown methodology. Standard trailers are used for tractor modeling. Tires Tire dimensions, rolling resistance coefficient ( Crr ), and load applied during the rolling resistance test for each axle Rolling resistance coefficient ( Crr ) for each axle, and drive tire revolutions per mile Vehicle Curb vehicle weight, gross vehicle weight rating, and axle configuration Vehicle weight reduction (sum of standardized weight reductions per component), vehicle regulatory subcategory (e.g., Class 8, sleeper cabin, high roof), and axle configuration Other Auxiliaries: Technology used for the following auxiliaries: cooling fan, steering system, electric system, pneumatic system, A/C system (whether it is present or not), and power take-off Off-cycle technologies: Improvements through the application of the following technologies: Speed-limiter, neutral-idle, intelligent controls, accessory load reduction, extended idle reduction, tire pressure system, and other technologies.

20 GEM’s model architecture GEM does not feature a graphical user interface. GEM was developed in Matlab Simulink as a forward-looking model: The simulation runs from the accelerator pedal to the wheels.The GEM architecture is comprised of four main modules: Powertrain, Vehicle, Driver, and Ambient. The Driver module is a closed-loop controller

21 VECTO’s model architecture VECTO was developed in C# as a backward-looking model: the simulation flow occurs in the opposite direction to the way it takes place in the actual vehicle. The Driver Model converts the drive cycle information into an acceleration request, to ultimately locate an appropriate operating point in the engine fuel map Once a valid engine operating point is found, the simulation moves to the next point in the driving cycle.

22 Comparison results: Constant speed cycles with grade The engine work is useful to gauge the agreement in energy flows observed by the engine. The fuel consumption is useful to assess the impact of the shifting strategies. For a given engine work, the shifting strategy determines the regions of the engine map. Absolute error : 0.64%

23 Comparison results: Transient cycle Despite the differences in model architecture (forward vs backward-looking), driver model, and shifting strategy; both VECTO and GEM produce similar results in terms of engine work and fuel consumption. Absolute error : 2.03%

Air drag certification 24

25 EU’s constant speed test for air drag measurement EU’s air drag test procedure (see EU 2017/2400 Annex VIII) measures the torque at the wheel at a high and a low speed to determine the air drag area ( CdA in m 2 ). The methodology requires the measurement of the torque at the wheel, the vehicle position, and the wind speed and angle as observed by the vehicle.

26 US’s coast-down test for air drag measurement The coast-down procedure that is followed in the United States it is described in §1037.528 The data measured in the coast-down test are the vehicle speed, the air speed and direction as observed by the vehicle. Furthermore, the road grade, wind speed and direction, ambient temperature, and atmospheric pressure as measured from a stationary weather station are also recorded.

27 Comparison of key points between US and EU air drag tests (1/2) Parameter EU constant speed US coastdown Torque meter Hub, rim or half shaft torque meter None Vehicle warm up 90 minutes at high-speed target speed before zeroing torque meters At least 30 minutes at 80 km/h Low-speed test Between 10 and 15 km/h From 35 km/h to 12 km/h High-speed test Between 85 and 95 km/h From 116 km/h to 93 km/h Torque drift Must not exceed 25 Nm N/A Anemometer calibration Run test for anemometer calibration misalignment No anemometer calibration for misalignment. Use of stationary weather station

28 Comparison of key points between US and EU air drag tests (2/2) Parameter EU constant speed US coastdown Tire rolling resistance (RRC) influence The RRC is assumed to be constant and the same at high and low speed The post-processing takes into account the speed dependence of the RRC Spin axle losses Torque measured at wheel, powertrain losses are irrelevant The spin axle losses are estimated using a quadratic regression on the tire rotational speed. CdA yaw angle correction Correction to zero yaw b ased on generic formula Correction to a yaw angle of 4.5° using CFD or wind tunnel testing Cross wind correction VECTO applies correction internally GEM does not perform any further crosswind correction

29 Comparison of the drag area determination procedures in the European Union and the United States ICCT is carried out air drag testing of EU and US vehicles over both testing procedures, constant speed and coast-down. Results indicate that the US coast-down test results in lower aerodynamic drag values, compared to the EU constant-speed test. Two upcoming papers, comparing the US and EU air drag testing methodologies, will be published in the first quarter of 2019

30 VECTO and GEM show very good agreement when simulated over a large set of identical vehicles Results indicate that the US coast-down test results in lower aerodynamic drag values, compared to the EU constant-speed testThe accurate simulation of CO2 emissions of HDVs is more dependent on the component input data than on the selected model (VECTO vs GEM). Harmonization of component certification benefits the implementation of future regulatory measures.Takeaway messages

31 Harmonization possibilities for HDV CO 2 /FE certification

Overall conditions: Region specific adaptations necessary The CO2 certification methodology requires certain regions specific adaptations in the overall conditions (in blue). VECTO and GEM are physics based models that does not require major specific adaptations to be used by other regions. The component testing procedures developed by the EU are applicable to other regions without modifications.

Certified component performance data There are five key components that ne to measured to provide the necessary input for the simulation tool. The EU has in place a regulation that defines in detail the certification procedure for each of these components

Tire rolling resistance measurement In the US, the tire rolling resistance is measured using the test procedure defined by the standard ISO 28580. In the EU, the rolling resistance is measured according to UN/ECE R117. The provisions established in UN/ECE R117 are largely equivalent to those in ISO 28580. The determination of the rolling resistance can be done by measuring the horizontal reaction force, the torque input at the drum, the tire-drum system deceleration, or the power input at the drum. ISO 28580 / UN/ECE R117 include provisions for an inter-laboratory alignment procedure using a control tire, to allow direct comparison between different test rigs and methods.

35 Engine transient correction procedure in the EU Engine mapping WHTC test WARM WHTC test COLD Fuel’s lower heating value Urban, rural, motorway Urban, rural, motorway Fuel consumption full load and motoring Urban transient correction Rural transient correction Highway transient correction Hot/cold balancing factor Fuel correction factor Input data Dyno testing Correction Simulation Output data

Engine transient correction procedure in the US Engine mapping Engine testing: Cycle averaged map Minimum 8 standard vehicle configurations Fuel consumption full load and motoring Phase 2 GEM cycle generator Minimum 24 engine cycles (3 vehicle cycles for 8 configurations) Transient correction Input data Dyno testing Correction Simulation Output data

37 Measurement of transmission and axle losses In the EU, the measurement procedure of the torque losses of transmissions and axles is described in regulation EU 2017/2400, Annexes VI and VII. For transmissions and other torque transferring components, three measurement options are possible, with increasing degrees of complexity. In the US , the measurement of transmission and axles is an optional procedure. The default transmission and axle power maps are shown below. The measurement procedure of the power losses of transmissions and axles is described in §1037.565 and §1037.560 respectively.

38 The US and EU component certification methodologies have several common points. Axles, tires, and engine mapping procedures are similar. Key differences include the aerodynamic drag determination methodology and the engine transient correction. Harmonization of component certification has many advantages:Facilitates transparent comparison of performance between different markets.Facilitates the implementation of future regulatory measures.Facilitates adapting GEM/VECTO to country-specific needs.Streamlined processes and reduced cost of compliance for international manufacturers.Takeaway messages

Questions? Contact the HDV team at the ICCT