Only presentations from the USA.

Mr. Jackson presented the status of the US GHG (Greenhouse Gas) rule. The HD National Program was developed by EPA with support from industry, the State of California, and environmental stakeholders, and is a key component of EPA’s response to a Presidential Memorandum issued in May 2010. The final rule was published at the beginning of August 2011 and becomes effective in 2014 followed by a second step in 2017. A second phase of regulations is planned for model years beyond 2018. For HD vehicles, the rule includes two sets of standards, one for the engine (in g/kWh), one for the whole vehicle (in g/ton-mile). The engine GHG emissions (CO2, CH4, N2O) are measured over the FTP and SET test cycles (like for criteria pollutants), while the vehicle CO2 emission is calculated by using the Greenhouse gas Emissions Model (GEM). The CO2 standards for pickup trucks and vans are expressed in g/mile and detemined on the chassis dyno. The rule also includes flexibility provisions that allow using early credits. An implementation workshop will be held on 03 November 2011 in Ann Arbor. Questions may be submitted to EPA by 19 October 2011.

The second part of Mr.Jackson’s presentation is covered under agenda item 7.

Mr. Jackson gave an overview of the hybrid test procedures in the US GHG rule. Hybrid testing falls under the advanced technology demonstration and consists of comparing a conventional vehicle with a hybrid vehicle. The results from the two vehicles will be used to determine an improvement factor. Testing will typically occur through either chassis testing or powerpack testing.

The pre-transmission hybrid control volume includes the combustion engine, the motor generator, the RESS and the HCM (hybrid control module). The combustion engine must meet the applicable emission limits. The hybrid system is defined as an engine system that includes features that recover and store energy during engine motoring operation and during braking unrelated to engine motoring. CO2 emission is measured using the same procedures that apply for testing of non-hybrid engines. Mr. Andreae added that this approach minimizes certification afforts and matches with development practices. Evaluation is done by applying charge sustaining conditions laid down in SAE J 2711.

The post-transmission hybrid control volume in addition includes the transmission, vehicle related parameters and a driver model. The post-transmission powerpack test procedure simulates a chassis test with a post-transmission hybrid system. As with pre-transmission powerpack testing, the combustion engine must be criteria pollutants certified, and the CO2emission is measured using 55 mph constant speed, 65 mph constant speed, and a transient duty cycle. Validation from the rulemaking focused on comparison between powerpack and complete vehicle improvement factors. Additional validation testing using the powerpack and chassis dynamometer test facilities at EC is planned in the near future.

PTO testing can be applied to both post-transmission powerpack and chassis dyno testing. PTO testing is a procedure for quantifying the reduction in greenhouse gas emissions as a result of running power take-off (PTO) devices with a hybrid powertrain. The complete test for the hybrid vehicle is from a fully charged RESS to a depleted RESS and then back to a fully charged RESS.