Crediting Real World Fuel Efficiency in GHG Phase 2: Daimler Trucks - - PowerPoint PPT Presentation

Daimler Trucks North America 1

Crediting Real World Fuel Efficiency in GHG Phase 2: Daimler Trucks North America’s Suggested Approach

October 22nd, 2013 Mike Christianson

Daimler Trucks North America - Compliance and Regulatory Affairs

Daimler Trucks North America

Overview of Test Methods in Place/Planned by Region

Compliance and Regulatory Affairs 2

Approach

In use / planned *

Complete vehicle simulation with tested inputs is suggested for GHG Phase 2. It is the most cost effective method, is repeatable, and can generate real-world FE values on a comparable basis. Test method application in major markets

Road testing Chassis dyno testing Engine/ Power train testing Complete Vehicle Simulation

*

low / n.a. high

Simulation Comparability Costs

high low

Level of…

Daimler Trucks North America

400 600 800 1000 1200 1400 1600 1800 2000 RPM 10 20 30 40 50 60 70 80 90 100 % Load 5 10 15 20 25 % Time 600 800 1000 1200 1400 1600 1800 2000 2200 RPM 10 20 30 40 50 60 70 80 90 100 % Load 5 10 15 20 25 % Time

Line-Haul RMC

600 800 1000 1200 1400 1600 1800 2000 2200 2400 R P M

• 10 0

10 20 30 40 50 60 70 80 90 100 % Load 5 10 15 20 25 30 35 40 % Time 600 800 1000 1200 1400 1600 1800 2000 2200 2400 R P M 10 20 30 40 50 60 70 80 90 100 % Load 5 10 15 20 25 30 35 40 % Time

FTP Walk-in Van

Data collected from ECM downloads of customer vehicles

Capturing Engine/Powertrain Interaction Over More Realistic Drive Cycles Requires Vehicle Simulation

Compliance and Regulatory Affairs 3

Chassis dyno testing Engine/ Power train testing Complete Vehicle Simulation

• Issue: current engine regulatory test cycles

do not match real-world driving, do not reflect achievable CO2 reductions.

• Options for testing powertrains:
• Chassis dyno testing: very costly and

resource-intensive

• Engine powertrain testing: resource

intensive in that it requires a lot of testing and costly new facilities

• Complete Vehicle Simulation: Max.

flexibility for efficient, repeatable and accurate assessment of multiple

• configurations. Minimizes testing

(required for inputs e.g. fuel maps)

Good Better Best

Daimler Trucks North America

Future Technology Evaluation Through Simulation

Compliance and Regulatory Affairs 4

Driver Vehicle Level Controller Vehicle Powertrain Architecture Environment

• Looks at the vehicle as a complete system
• Uses a Forward-Looking Vehicle Model

− Driver Model (PI Controller) generates commands sent to different components (throttle to the engine, gear number to the transmission,…) in order to follow a desired speed profile − Components will realistically react to the commands − Possible to develop control strategies

• Industry already uses tools like Autonomie

extensively to assess technology potential

• Allows for easy integration of various

powertrain architectures without extensive physical testing

Route Driver

Throttle, Engine Brake Clutch Activation Gear Number

Daimler Trucks North America

Energy Balance: Modeling System Interactions

Compliance and Regulatory Affairs 5

Engine

• Mech. Aux.
• Elec. Aux.

Gearbox Axle Wheels Aero

η = 42% %Loss: N/A η = N/A % Loss: 2% η = N/A % Loss: 1% η = 98% % Loss: 2% η = 95% % Loss: 5% η = N/A % Loss: 33% η = N/A % Loss: 40% Grade % Loss: 16% Inertia % Loss: 1%

Fuel Legend %Loss: Mechanical Energy Balance*

*For Illustrative Purposes Only - Numbers Not To Scale!

OEMs have all evolved to applying a complete vehicle approach using simulation to develop and validate new products. A regulation should mirror this approach to ensure that the regulation acurately reflects the CO2 reductions our customers see in the real world

Portland – Canyonville Test Route

Daimler Trucks North America

US GHG Phase 1 to Phase 2 High Level Comparison

GEM LSFC for comparison to limit values Component Characteristics

(literature values)

• Standard power train

inputs

Standard Fuel Map

Standard speed- based drive cycles Improvement factor

Advanced/Innovative Technology

Vehicle characteristics

(aero tools, tire testing)

Key changes:

• No separate engine certification
• Engine fuel mapping
• Component efficiencies
• Distanced based cycles

w/ road grade

• Additional cycles by vocation
• Trailer aero improvements

6 Compliance and Regulatory Affairs

Daimler Trucks North America Engine CO2 [g/(hp⋅hr)] Vehicle Power Demand [(hp⋅hr)/(ton⋅mile)] GHG17 Std Tractor "Future" Std Tractor GHG17 Std Truck "Future" Std Truck

Complete Vehicle Approach: Flexibility without CO2 Backsliding

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• Provides manufacturers with flexibility needed to design the most cost effective

solutions optimized for the application – without limiting innovation and competition

• CO2 backstops can be designed to prevent backsliding

Backstops prevent vehicle backsliding Backstops prevent vehicle backsliding Backstops prevent engine backsliding Backstops prevent engine backsliding

Compliance and Regulatory Affairs

Daimler Trucks North America

• Many Phase 1 Innovative Technologies will likely be quantified by Phase 2 and should be

incorporated into GEM 2.0 via a pull-down menu. These menu options should be based on realistic fuel economy improvements.

• If an OEM wishes to show a greater benefit, they can override default values with test

data generated following innovative technology certification procedures (below).

• Continue the Phase 1 approach of allowing advanced technology credits to be generated

as “Super Credits.”

Advanced and Innovative Technologies

8 Compliance and Regulatory Affairs

Daimler Trucks North America

Trailer regulations: Without Trailers, Phase 2 is Incomplete

Compliance and Regulatory Affairs 9

• Further improvements to the tractor cannot be
• ptimized independent from trailer aero

improvements

• System optimization is the key to full-vehicle

fuel economy improvements

• Test procedure is exactly like Phase 1 aero for

tractors but translated to trailers:

• EPA- defined reference tractor
• Trailers put in bins or subject to max CdA

requirement Trailers are clearly on the table for Phase 2. At a minimum, the reference trailer must be updated to reflect more aerodynamic designs

Daimler Trucks North America

Summary and High Level Principles for Phase 2

• Regulation must accurately reflect real world reductions. The only way to accurately reflect real-

world consumption is through a complete vehicle standard that includes trailers

• Phase 2 must not force technology that doesn‘t reduce total cost of ownership for the first

customer (payback within 18 months) otherwise new technology won‘t be purchased and environmental benefits will be delayed.

• Phase 2 should be consistent with Phase 1 relative to current OBD requirements providing

adequate protection for criteria and GHG emissions. This also prevents OBD from becoming a barrier to new GHG technologies entering the market.

• EPA, NHTSA and ARB must have one single program for GHG in the U.S. Should ARB request a

waiver for HD GHG standards that are more stringent, it should be denied on the basis that such standards are not needed to meet compelling or extraordinary conditions.

• Trade-off of NOx and CO2 reduction targets. Additional NOx stringency has negative impacts on GHG

emissions and compromises our joint goal of FE improvement.

• Complex clean diesel technology requires long design cycles. It is not feasible to work to EPA/ARB 3-

year mandated cycles. Consequently, at least one manufacturer has already left the market and another is struggling to meet requirements.

10 Compliance and Regulatory Affairs

Daimler Trucks North America

THANK YOU!

Questions or Comments: Michael.Christianson@daimler.com

11 Compliance and Regulatory Affairs