Mr. Schneeweiss presented the work program of the Institute for Powertrains & Automotive Engineering (IFA) at the TU Vienna. After a general overview of the institute and its core competences, he emphasized IFA’s experience with simulation models and hybrid drivetrains. He then explained the project approach in detail.

On behalf of Prof. Hausberger (TU Graz), Mr. Schneeweiss presented the work program of the Institute for Internal Combustion Engines and Thermodynamics (IVT) at the TU Graz. After an introduction about the institute, he gave an overview of the project approach. Tasks 5.1 (analysis of typical profiles for vehicle speed and propulsion power) and 5.3 (elaboration of options to use the HILS method in HDV CO2 procedures) will ensure the link to the EU HDV-CO2 project.

Prof. Hausberger (TU Graz) presented the work program of the Institute for Internal Combustion Engines and Thermodynamics (IVT) at the TU Graz. He started with a review of vehicle related data needed for the modelling approach. To this purpose he modelled the WHVC for a large variety of conventional HD vehicle categories. As a result, WHVC leads to similar engine loads as WHTC for all tested vehicles (see slide 8). Deviations against WHTC are rather low for criteria pollutants (NOx ± 6 %, PM ± 25 %) and fuel consumption (± 2.5 %) for conventional engines (see slide 9). Influence of vehicle mass and air drag, simulated within ± 15 %, on NOx and fuel consumption was also < 2.5 % (see slide 10).

In order to reduce testing burden, IVT is proposing a “WHTC-corresponding” power cycle at the wheel hub. This would allow a vehicle independent approach and an agreement of powerpack load between HILS and conventional engine tests. Negative driving power has to be adapted against WHTC to account for mechanical braking. This approach also allows to consider PTO and auxiliaries, which are not engaged in engine tests. But for this option, PTO and auxiliaries would have to be simulated in HILS. The approach replaces power demand simulated in the HILS simulator by WHTC power demand. Either Pengine or Pdrive would be possible, but Pdrive would be the better approach. The calculation of Pdrive is shown in slide 14. Best interface for this replacement seems to be the driver model via relation gas pedal position and desired power, as shown in slide 26 of working paper HDH-07-04. The resulting cycle work (kWh) would then be the total system work and not just engine work, but Δ SOC must remain neutral over the cycle.

Japan has some concerns, but agreed to consider the approach. The Japanese understanding and response is given in working paper HDH-07-10. It was agreed to resume discussion at the 9th HDH meeting upon further information by TU Graz and Japan.

As regards PTO operation, it was agreed to use the US data for the time being.

As regards the WHVC weighting factors, IVT is proposing to use the PHEM model of IVT to simulate representative real world cycles and the WHVC for different vehicle categories. Weighting factors for WHVC sub-cycles would then be elaborated, which give similar cycle parameters as the representative real world cycles per HDV category. An example is shown in slide 20. The modelling would start with the three WHVC subcycles (urban, rural, motorway). The proposed method was agreed by the group.

Mr Willar Vonk (TNO) presented the report of the draft MAC test procedure and MAC pilot test phase on behalf of the consortium.

The MAC efficiency project contains two test phases :

• A- Multi lab pilot test (to solve open issues)
• B- Multi lab (4) round robin with golden vehicle.

Documents and the assessment tool are both available on CIRCA website.

Open issues :

• ► Sensitivities to gearshift – GSI vs fixed shift points
• ► Soak temperature
• ► Drive cycle @ min/max speed (dyno power)
• ► Ambient temperature / humidity

Additional testing in some laboratories will consider solar loading on/off and HVAC blower on/off.

Next steps : European MAC efficiency meeting 16 April 2012 in Brussels regarding report out from pilot phase. Additional participants welcome – registration via Willar Vonk (insert email address) in advance.

Questions :

Mr Pollack (Hungary) requested additional information on the vehicle / lab test matrix. Mr Vonk confirmed that there is an extensive test matrix where all stakeholders have contributed in order to ensure all test options and open issues are adequately addressed.
The MAC efficiency scope is M1 and N1, accordingly are the no N1 vehicles covered in the pilot study test matrix.

Mr Eberhard (Germany) inquired whether a more dynamic cycle would give different results. Mr Steininger (EC) responded that since the protocol measures two large numbers which are subtracted from each other to provide a very small number, that it is important that these are generated using stable conditions with good repeatability in order to secure a precise result, hence the need to use steady state conditions rather than a dynamic cycle. This also gives future opportunities for virtual testing.

Discussions regarding how the MAC efficiency result could be incorporated into EU CO2 legislation. Mr Steininger confirmed that it’s not so easy and there are further steps to go – the political discussions will happen later. In the meantime, focus should remain on completing the pilot phase. It was also explained that it is expected that MAC systems which perform well over the draft procedure would also perform well under EU Summer conditions and that the relative ranking of MAC systems was not expected to change.

Prof. Hausberger (TU Graz) presented the work program of the Institute for Internal Combustion Engines and Thermodynamics (IVT) at the TU Graz. He started with a summary of the conclusions from the 7th HDH meeting.

He then explained the development of the World Heavy Duty Hybrid Cycle (WHDHC, see page 5 [of document HDH-08-04]). Basis is the full load curve of the hybrid powerpack, which is used to denormalize the speed and load pattern of the WHTC and to calculate the power pattern over the WHTC.

Taking into consideration the powertrain losses and the (negative) braking power then results in a wheel power cycle, named WHDHC. This cycle would then be used as input cycle to the HILS modelling instead of the vehicle cycle WHVC. Advantage of this approach would be that it is independent of the vehicle design and that it uses the same power demand as the same vehicle equipped with a conventional powertrain. Another advantage is the comparability with the powerpack approach. Open issues are the definition of the full load curve for a hybrid and a possible adaptation of the driver model.

The method to calculate the WHVC weighting factors on the basis of real world data is shown on page 17 [of document HDH-08-04]. A first evaluation was done for city buses and shows a good correlation between the WHVC urban part and the HDV-CO2 city bus cycle (see page 18). Work will continue with the other HDV-CO2 cycles.

It is not suggested to include PTO loads into the proposed HILS method for pollutant emission testing, but PTO might be necessary for CO2. TU Graz will therefore elaborate inclusion of PTO load on the basis of the air conditioning system of a city bus.

Mr. Silberholz presented the TU Graz analysis on the WHVC weighting factors, which is an open task remaining from the initial research program. The method was introduced in working paper HDH-08-04. In conclusion, the use of weighting factors is not recommended.

The Group agreed that weighting factors will not be used for hybrid emissions testing.

Progress report and overview of the effort to develop a heavy-duty hybrid vehicle emissions test procedure based on hardware-in-the-loop simulations.

Prof. Hausberger (TU Graz) presented working paper HDH-09-06. He started with a summary of the conclusions from the 8th HDH meeting.

On page 5, he gave an overview of the different options for the determination of the HILS engine cycle on the basis of a simple serial hybrid. Option A corresponds to the Japanese method by using the vehicle cycle WHVC and generic vehicle data as input signals. Option B1 uses system power and engine rpm at the wheel hub as input signals while option B2 uses system power and engine rpm at the shaft as input signals. Both options are based on the engine cycle WHTC resulting in the World Heavy Duty Hybrid Cycle (WHDHC). Option B1 had already been presented in detail at the 8th meeting. Prof. Hausberger expressed some preference for option B2.

When using the WHDHC approach, it is required to normalize the negative (braking) power.

First, it was concluded that there is a good correlation between negative power and engine rated power (page 9). This was confirmed by Mr. Andreae. However, negative power is influenced by the vehicle category, which requires a correction factor (shown on page 11).

The complete normalization procedure is outlined on page 12.

Pages 14 to 18 show the comparison between the WHVC and WHDHC approach for a conventional powertrain. Three different vehicle categories of the Japanese regulation (T4, T6 and T7) were evaluated each with different power packs (240 kW, 3 different shapes of full load curve). The WHVC approach leads to engine loads and speed/load distributions that are quite different from the WHTC approach. Contrary to the WHTC approach, high powered vehicles virtually do not have high engine loads in a power pack cycle resulting from WHVC.

Options B1 (wheel hub cycle) and B2 (shaft cycle) are comparable, whereby option B2 seems to be the simpler method that also matches the WHTC for conventional engines. The advantages and disadvantages of the three options are summarized on page 19. A yet unresolved issue is the definition of the full load power curve for a hybrid powertrain.

As regards the evaluation of WHVC weighting factors, Prof. Hausberger reported that the definition of vehicle classes and CO2 test cycles within the EU CO2 program has not yet been finalized. Therefore, the evaluation is currently limited to city buses, as already presented at the 8th meeting and shown again on page 33. The final report will only include these results and the calculation method. The results with the other vehicle classes and cycles will be delivered to the HDH group later without additional cost.

The simulation of an air conditioning system of a city bus with respect to PTO load is shown on pages 36 to 41. It is concluded that influence of this PTO load on brake specific criteria pollutant emissions is low and should therefore not be added. PTO loads may be included in the CO2 test procedures. For a detailed AC simulation, an additional component “electric consumer” would have to be established within the HILS method. For other PTOs, “hydraulic consumer” and “mechanic consumer” might be added, accordingly.

Apart from the final evaluation of WHVC weighting factors, the program is on schedule.

Japan asked for clarification on the CO2 mandate. Harmonized CO2 test procedures for conventional vehicles should be first discussed at GRPE level. The Chairman responded that CO2 is within the mandate for hybrids, and that need to be taken into account when establishing general CO2 test procedures within GRPE, in the future.

Assessment of hardware-in-the-loop simulation (HILS) methodologies and proposals for enhancements (e.g. more topologies, component library, temperature signals to include cold start tests).

Summary report (identical to document HDH-10-03) on the assessment of the hardware-in-the-loop simulation (HILS) methodology for heavy-duty hybrid emissions proposed by Japan.

26. The Secretary of the informal group on HDH introduced GRPE-64-07, GRPE-64-13 and GRPE-64-14. He illustrated the results of the ninth and tenth HDH informal group meetings and summarized the results of the research programme on an emissions and CO2 test procedure for HDH (now finalized). Underlining that more work is needed before a worldwide test procedure can be drafted, he stated that the discussion on chassis dynamometer and power-pack testing is expected to continue on the basis of inputs from ongoing programs by the Contracting Parties (with the delivery of inputs expected by the end of 2012), that the validation step 1 based on SILS (Software-in-the-loop simulation) is expected to start in June 2012, and that the validation step 2 with real heavy duty vehicles should start around March 2013.

27. Illustrating an updated roadmap, the HDH Secretary announced a delay of a few months with respect to the original plan. Following some considerations on financial issues related to validation step 1, he outlined the agenda of the next meetings of the HDH group.

28. GRPE acknowledged the work progress of the HDH informal group, endorsed validation 1 and the revised roadmap, and agreed that a formal request to WP.29 to extend the mandate of the HDH group is not necessary for the time being. GRPE agreed that the group should meet in conjunction with its session in January 2013.

Overview of TU Graz and TNO evaluation of hardware-in-the-loop simulation methodologies covering the test cycle and vehicle related parameters, harmonisation with CO2 test methods, inclusion of power take-off, and worldwide harmonized vehicle cycle weighting factors.

Proposal from the research institutions involved in assessing and adapting hardware-in-the-loop simulation (HILS) methodologies to the evaluation of heavy-duty hybrids for the anticipated second phase work to produce a HILS tool for use in GTR 4 hybrid vehicle provisions.

Presentation on the pilot test phase to evaluate the draft type-approval test procedure for the assessment of mobile air-conditioning (MAC) energy efficiency developed by the consortium of TUG, LAT, KTI and TNO.

Status of the work towards developing a methodology for certifying heavy-duty hybrids based on “hardware in the loop simulation” (HILS).

Mr. Six started with the presentation of working paper HDH-11-04-Rev1. First, he indicated that the paper is a joint presentation of the three institutes involved. The institutes have a regular exchange of information.

The basis for the development of the serial hybrid simulator is the Japanese open source model for a serial hybrid provided by JARI. As a first step, an ECU control strategy with different ICE operation points was added to the model. Further, a driver model for the WHVC approach was developed. Details of task 1.1 are shown on pages 5 to 10.

Task 1.2 covers the development of a driver model appropriate for the WHDHC approach. Rationale for the WHDHC approach is to be in closer agreement to the test procedure for conventional ICEs. It is therefore essential that the driver model allows running the simulator with test cycles consisting of power and rpm at the wheel hub and at the power pack shaft.

This requires two PID controllers, cycle reference tables and a watchdog system that prevents too aggressive control parameters, such as gradients. Task 1.3 covers the extension of the simulator with a library of non-electric components. Details of tasks 1.2 and 1.3 are shown on pages 13 to 18.

In order to develop the software ECU in a manner as realistic as possible, input of the OEMs is needed. An interface list and a component list were submitted to the OEMs for review and have been uploaded to the HDH webpage. Meetings with OEMs are planned to start in November 2012. The OEM input is specifically needed for task 1.5 (additional powerpack components) and task 1.6 (thermal models).

Mr. Silberholz continued the presentation with an overview of the thermal models. Thermal models are considered for the aftertreatment system (ATS), for the coolant and lube oil circuit, and for battery and electric motor. The ATS thermal models have been implemented in Simulink and are currently being validated with existing measurement data. Measurements for the parameterization of the thermal model for coolant and lube oil are currently conducted on an engine test bed. The thermal models for battery and electric motor are under preparation in cooperation with the Institute Electrical Measurement and Measurement Signal Processing at TU Graz. OEM input and validation is needed after the implementation. Details of task 1.6 are shown on pages 22 to 34.

After implementation of the models, simulation runs and validation of basic functions will be conducted. While relatively simple control strategies will be used for the model validation, the simulation runs are suggested to be based on largely realistic control strategies. Generic values, measurement data of the institutes and measurement data from OEMs (if available) will be used as input data. Task 1 is planned to be completed by the end of January 2013.

Task 2 (adaptation of the HILS simulator for parallel hybrids) will start in October 2012. The institutes propose that the model validation and simulation should be done with vehicles intended for validation test program 2. Task 3 includes the description of the test procedure and the user manual for the software. It was indicated that the Task 3 can only be on schedule, if the HILS structure is retained. Establishment of a component library, as favored by the HDH IWG, does not fit into the current HILS model.

Status of the work towards developing a methodology for certifying heavy-duty hybrids based on “hardware in the loop simulation” (HILS).

Introduction to a new EC-sponsored research project into the impact of tire-pressure monitoring systems in reducing fuel consumption and CO2 emissions of commercial vehicles.

26. The expert from ETRTO introduced GRRF-74-03, proposing minor amendments to Regulation No. 106. GRRF agreed to reconsider an amended proposal specifically to ensure that “CFO” and “CHO” do not become mandatory markings contrary to previous GRRF intention. GRRF agreed to reconsider this proposal with minor amendments and requested the secretariat to distribute it as an official document at the September 2013 session of GRRF.

27. The expert from EC introduced GRRF-74-27 and some questionnaires (GRRF-74-28, GRRF-74-29 and GRRF-74-30), informing GRRF about activities in the European Union on Tyre Pressure Monitoring Systems (TPMS) for trucks and coaches. GRRF welcomed the initiative by the EC and their efforts in sharing and transparency at this early stage. The expert from OICA proposed to provide the information available, to directly contact the consultants in these activities and to clarify the timeline for collecting the information.

Questionnaire destined for tire manufacturers and developed for the study of TPMS in the reduction of commercial vehicle fuel consumption and CO2 emissions.

26. The expert from ETRTO introduced GRRF-74-03, proposing minor amendments to Regulation No. 106. GRRF agreed to reconsider an amended proposal specifically to ensure that “CFO” and “CHO” do not become mandatory markings contrary to previous GRRF intention. GRRF agreed to reconsider this proposal with minor amendments and requested the secretariat to distribute it as an official document at the September 2013 session of GRRF.

27. The expert from EC introduced GRRF-74-27 and some questionnaires (GRRF-74-28, GRRF-74-29 and GRRF-74-30), informing GRRF about activities in the European Union on Tyre Pressure Monitoring Systems (TPMS) for trucks and coaches. GRRF welcomed the initiative by the EC and their efforts in sharing and transparency at this early stage. The expert from OICA proposed to provide the information available, to directly contact the consultants in these activities and to clarify the timeline for collecting the information.

Draft questionnaire destined for TPMS manufacturers and developed for the study of TPMS in the reduction of commercial vehicle fuel consumption and CO2 emissions.

26. The expert from ETRTO introduced GRRF-74-03, proposing minor amendments to Regulation No. 106. GRRF agreed to reconsider an amended proposal specifically to ensure that “CFO” and “CHO” do not become mandatory markings contrary to previous GRRF intention. GRRF agreed to reconsider this proposal with minor amendments and requested the secretariat to distribute it as an official document at the September 2013 session of GRRF.

27. The expert from EC introduced GRRF-74-27 and some questionnaires (GRRF-74-28, GRRF-74-29 and GRRF-74-30), informing GRRF about activities in the European Union on Tyre Pressure Monitoring Systems (TPMS) for trucks and coaches. GRRF welcomed the initiative by the EC and their efforts in sharing and transparency at this early stage. The expert from OICA proposed to provide the information available, to directly contact the consultants in these activities and to clarify the timeline for collecting the information.

Questionnaire destined for vehicle manufacturers and developed for the study of TPMS in the reduction of commercial vehicle fuel consumption and CO2 emissions.

26. The expert from ETRTO introduced GRRF-74-03, proposing minor amendments to Regulation No. 106. GRRF agreed to reconsider an amended proposal specifically to ensure that “CFO” and “CHO” do not become mandatory markings contrary to previous GRRF intention. GRRF agreed to reconsider this proposal with minor amendments and requested the secretariat to distribute it as an official document at the September 2013 session of GRRF.

27. The expert from EC introduced GRRF-74-27 and some questionnaires (GRRF-74-28, GRRF-74-29 and GRRF-74-30), informing GRRF about activities in the European Union on Tyre Pressure Monitoring Systems (TPMS) for trucks and coaches. GRRF welcomed the initiative by the EC and their efforts in sharing and transparency at this early stage. The expert from OICA proposed to provide the information available, to directly contact the consultants in these activities and to clarify the timeline for collecting the information.

Working paper HDH-12-03e is a joint presentation of the three institutes tasked with conducting validation test program 1.

Mr. Six started the presentation with a general overview of the progress achieved. Development of the driver models for the different approaches (WHVC and WHDHC) has been finished. Inclusion of non-electric components has been largely finalized, and the development of the thermal models will be completed within the next two weeks. From meetings with OEMs (see page 7), it was reported that a fully vehicle independent approach does not seem to be feasible, and that some OEMs considered that a SILS approach would be preferred over HILS. Most commonly used powerpack components are already included in the component library with a planetary gearbox model added recently. The component list will be checked, if vehicles for validation test program 2 are identified.

Mr. Silberholz continued with the description of the thermal models (task 1.6). Details of task 1.6 are shown on pages 9 to 17. The thermal model for the aftertreatment system (ATS) has been finished, the models for the coolant and lube oil circuit will be finished by the end of January, and the models for battery and electric motor will be finished within the next week and validated by the end of January.

Investigation into the different drive cycle options (WHVC vs. WHDHC) is an important part of validation test program 1. The results are shown on pages 18 to 34 for the serial hybrid. The two options only lead to comparable positive traction work, if the WHVC is accompanied with slopes. Even then, the power distribution over rotational speed at the wheel hub is different between the two options, as shown on page 27. Using the WHTC as basis leads to highly fluctuating torque signals that may cause ECU errors, as already indicated by Japan at the 11th HDH meeting. In order to solve the problem, curve smoothing is necessary. Curve smoothing was demonstrated to have no significant impact on the positive work (page 31) nor on the power distribution (page 32).

The major focus of Task 2 is currently the restructuring of the models, which is a prerequisite for setting up the data bus system needed for the component library. The results are shown on pages 37 to 44. The restructuring requires two types of interfaces (page 39). The physical interface is related to how different components are connected together, physically. The signal interface is related to control/sensor signals needed for the ECU. The proposed solution is the port based approach shown on pages 40 to 42. This approach allows easy interchanging of components including integration of OEM subsystems.

Working paper HDH-13-03e is a joint presentation of the three institutes tasked with conducting validation test program 1.

Mr. Six started with a general overview of the progress achieved (pages 3 to 12). He then presented the structure of the thermal models. The battery model was optimized and can be used for capacitor, as well.

Prof. Fredriksson presented the new model structure (pages 13 to 27). Task was to set up a data bus system in the model that allows various combinations of engines, gear boxes and energy storage systems. With the current Japanese open source model, it is difficult to set up such data bus system. Therefore, the models need to be restructured. Two types of interfaces are proposed, the physical interface that is related to how different components are connected physically, and the signal interface that is related to the control/sensor signals needed for the ECUs. For the gtr, the physical interface should be specified, while for the signal interface only a minimum set of signals can be specified. If other signals or more complex models are needed for the simulation, it will be possible for OEMs to include those without affecting the model structure.

The new model structure will be made available by the end of April for testing. Comments are essential to improve the model.

Mr. Six then went on with the drive cycle investigations (pages 28 to 38). Rationale was to develop a method for the WHVC with slopes (also proposed by Japan in 4.2.1) to produce similar emissions results than on the WHTC for conventional vehicles. The method divides the WHVC into mini-cycles and calculates for each mini-cycle the WHTC/WHVC work difference and transforms it into average mini-cycle slopes (page 32). Emissions results based on simulation look promising. It was decided to check both the 30 sec average slope according to Japanese proposal and mini-cycles approach during validation test program 2. The mini-cycle calculation tool will be uploaded to the HDH website.

Mr. Silberholz presented under test methodology investigations the major items that need to be decided for the gtr (pages 39 to 48). He proposed that OEM specific models should be permitted. He further proposed to use on-road measurements for model verification rather than chassis dyno tests. Another item is the gear shift duration that is not included in the Japanese model. EPA is concerned that the HILS cycle might be less transient than in the vehicle. Since most of the issues are questions/proposals for further evaluation, they are handled under 7.2.

Working paper HDH-13-03e is a joint presentation of the three institutes tasked with conducting validation test program 1.

Mr. Six started with a general overview of the progress achieved (pages 3 to 12). He then presented the structure of the thermal models. The battery model was optimized and can be used for capacitor, as well.

Prof. Fredriksson presented the new model structure (pages 13 to 27). Task was to set up a data bus system in the model that allows various combinations of engines, gear boxes and energy storage systems. With the current Japanese open source model, it is difficult to set up such data bus system. Therefore, the models need to be restructured. Two types of interfaces are proposed, the physical interface that is related to how different components are connected physically, and the signal interface that is related to the control/sensor signals needed for the ECUs. For the gtr, the physical interface should be specified, while for the signal interface only a minimum set of signals can be specified. If other signals or more complex models are needed for the simulation, it will be possible for OEMs to include those without affecting the model structure.

The new model structure will be made available by the end of April for testing. Comments are essential to improve the model.

Mr. Six then went on with the drive cycle investigations (pages 28 to 38). Rationale was to develop a method for the WHVC with slopes (also proposed by Japan in 4.2.1) to produce similar emissions results than on the WHTC for conventional vehicles. The method divides the WHVC into mini-cycles and calculates for each mini-cycle the WHTC/WHVC work difference and transforms it into average mini-cycle slopes (page 32). Emissions results based on simulation look promising. It was decided to check both the 30 sec average slope according to Japanese proposal and mini-cycles approach during validation test program 2. The mini-cycle calculation tool will be uploaded to the HDH website.

Mr. Silberholz presented under test methodology investigations the major items that need to be decided for the gtr (pages 39 to 48). He proposed that OEM specific models should be permitted. He further proposed to use on-road measurements for model verification rather than chassis dyno tests. Another item is the gear shift duration that is not included in the Japanese model. EPA is concerned that the HILS cycle might be less transient than in the vehicle. Since most of the issues are questions/proposals for further evaluation, they are handled under 7.2.

Page 40: it was agreed that the use of OEM specific models should be allowed. However, validation and verification of such models need to be ensured for the gtr.
Page 41: standardized component tests will remain in the gtr, but further discussion is necessary, if OEM specific component tests are needed.
Page 42: model verification by means of on-road tests will be investigated during validation test program 2. Powertrain verification will be added.
Page 43: OEM specific interface model need to be approved by TAA during certification process. Further discussion on what can/cannot be included in interface model is needed.
Page 44: multiple ECUs have been on the screen for quite some time. It was agreed that a master ECU would need to be defined, with supportive ECUs to be integrated via interface or software emulation.
Page 45: boundary conditions for re-certification need to be defined in the gtr; but the issue will have to be finally solved between OEM and TAA.
Page 46: information document is outside the scope of the gtr, will be handled by regional authorities.
Page 47: vehicle independent emissions certification will be discussed after validation test program 2.
Page 48: signal frequency will be discussed later; 1 Hz, 10 Hz, 50 Hz will be investigated during validation test program 2.

Prof. Hausberger presented the proposal of the institutes for validation test program 2 (pages 49 to 54). He indicated that TU Graz was able to do the vehicle testing. It was however agreed to accept the offer from JRC to do the vehicle testing and the overall organization. It was further agreed that the institutes should do the final evaluation of the HILS method, since they had done most of the development work.

Testing will start with the Volvo parallel hybrid bus in early May, followed by the MAN serial hybrid bus in early June and the Iveco parallel hybrid truck around the end of June. The OEMs are asked to arrange for a meeting among themselves and JRC to set up a test program and timetable. JRC will be responsible for the coordination of the program. Chassis dyno testing will be done with emissions measurement, on-road testing in accordance with the PEMS rules, but w/o emissions measurement. Engine testing on HILS cycle will be done at OEMs premises.

EPA requested to get the vehicle specifications. EPA further requested to receive an ECU for HILS testing. The Chairman encouraged bilateral discussions between EPA and OICA to solve the issue before the 14th HDH meeting.

Update on development and validation of the new hybrid heavy-duty vehicle test cycles.

4.1 Presentation by research institutes on validation test program 1

Working paper HDH-14-03e is a joint presentation of the three institutes tasked with conducting validation test program 1.

Prof Fredriksson started with an overview of the new model structure (pages 4 to 12). Rationale for the new model structure was a greater flexibility of the modeling approach that allows various combinations of engines, gear boxes and energy storage systems. The new model structure for serial and parallel hybrids was made available for testing at the end of April. It includes a comprehensive component model library, a new signal naming convention based on AUTOSAR and the restructuring of the vehicle models. Relevant powerpack components were included in the library toolbox, while previously developed models were transferred into the model library. The models will be further developed until the end of June 2013 based on feedback from OICA members and other stakeholders.

Mr. Silberholz reported on positive feedback from OEMs on the new model structure. Open issues from the discussions are the actuation of different brake systems in the driver model and time vs. distance based slope pattern. He continued with a detailed analysis of the road slope calculation methods (30 sec moving average method vs. minicycle approach, pages 15-19). The two options are considered not directly comparable due to big deviations in resulting reference power pattern. Reason is that the WHTC denormalization method leads to operation points at lower loads and speeds for hybrid powertrains. Therefore, the WHDHC calculation tool may be not suitable any longer. Further investigations on this item will continue.

As a conclusion of validation test program 1, extensive changes on models and model structure were made, the next model release (including stakeholder remarks) will be available shortly, the comprehensive model and work program documentation will start, and drive cycle modifications need further investigation.

Final report on the work performed by Institute for Internal Combustion Engines and Thermodynamics of the Graz University of Technology (TUG) to assess the Japanese HILS certification method within the research program on an emissions and CO2 test procedure for Heavy Duty Hybrids (HDH).

This report is the final report of the work done by the Universities of Technology in Chalmers, Graz and Vienna and research institute TNO performed within the research program on an emissions and CO2 test procedure for Heavy Duty Hybrids (HDH). This report specifically refers to Validation Test Program 1 (VTP1) under the contract for “Developing the Methodology for Certifying Heavy-Duty Hybrids based on HILS”.

Presentation of the results of the validation test program 1 and status of test program 2 (Chassis dyno test program at JRC, HDH drive cycle investigation, and HILS/SILS model verification) and review of open issues for drafting the GTR text.

Mr. Silberholz gave a brief summary of the work achieved during validation test program 1 (pages 3 to 10 of HDH-15-04). He reported that extensive changes on models and model structure have been made. The new structure is component library based and enabled implementation of a flexible signal data bus, which allows adding more signals on the data bus. There was positive feedback from and good cooperation with the OEMs. The next model release is planned for the end of October, and would need to be tested again by the OEMs.

It was agreed that the additional testing of the models should not be a show-stopper for the drafting work. Mr. Silberholz confirmed that the models are described well enough for the drafting process, and could be inserted in their current stage.

Mr. Six presented a detailed analysis of the HDH drive cycle (WHVC with road gradients) on pages 11 to 33 of HDH-15-04. Parts of the investigations were done in conjunction with the chassis dyno tests at JRC. He concluded that the minicycle approach very well aligns WHVC and WHTC. This is considered a solid basis for the new test cycle. The approach considers added and removed payloads for positive and negative work, thereby matching of positive WHTC work independent of test weight (i.e. slopes will adjust work). A great benefit is that negative work is independent of test weight, so that adequate recuperation energy is always available. This better reflects real world operation for different payloads. A summary of the methods analyzed (minicycle, 30 sec average, individual slope, fixed slope) is shown on page 32. The final test cycle proposal of the institutes is a minicycle approach with positive and negative WHTC work, which is a clear improvement over the flat WHVC approach.

The detailed test results are shown on pages 36 to 48 for the Volvo bus and on pages 50 to 59 for the MAN bus. An analysis of the Iveco results is not available, since HILS modelling is still under construction. Additional chassis dyno tests are planned for early 2014.

Mr. Silberholz presented open issues for the drafting on pages 61 to 75 of HDH-15-04. Those issues were discussed in detail and will be taken into account during the further drafting process. The most prominent ones are listed below:

• Handling of gearboxes and shift algorithms; the Japanese regulation allows both generic and OEM specific model for automatic transmission.
• Definition of the rated power of a hybrid system; institutes were asked to check the US EPA approach and to make a proposal.
• How to deal with vehicles which by design cannot reach the maximum WHVC speed; it was suggested to scale power down, but EPA raised some concerns; Japanese approach should be checked.
• Work (engine or system) to be used for the emissions calculation. Mr. Dekker made clear that NL have concerns about the systems approach. The chairman concluded that there seems to be some diverging views within the group and that this will be an important topic to be discussed at 16th HDH meeting.
• Equivalency between post-transmission powertrain test, HILS with verification on chassis dyno and HILS with verification on system bench (pre-transmission powertrain test).

Presentation on the status of the work, including a new HILS-GTR v0.5 simulation model release, Validation Test Program 2 (VTP2) model verification and drive cycle development, the definition of rated power of hybrid system, and review of major open issues.

Progress report on test validation and refinement efforts from the Technical University of Graz (concerning the chassis dynamometer test) and TNO (concerning the road load/coast down test)

Status report on research and validation programs concerning:

• HILS Model Library
• WHVC Test Cycle
• System Work Concept
• Rated Power Determination for a Hybrid Vehicle
• Family Concept-Validity of Certification
• Validation Test Phase 2 (VTP2) Validation Results−Sub-presentations of VOLVO, MAN and IVECO
• VTP2 conclusions & discussion of further actions

Progress reports from TUG (chassis dynamometer corrections) and TNO (coast down corrections) covering preliminary results (as of 27.03.2014).

Presentation on the consortium researching a methodology for the measurement of particles to about 10 nm and development of a high efficiency PN-Portable Emission Measurement System (PEMS) demonstrator.

Presentation (corrected from the original submission) on the Euro NCAP program to harmonize pedestrian impact simulations using Human Body Models.

Updates to Annex 2 (Qualification Process of Human Body Models for Pedestrian HIT-Determination) and Annex 3 (HIT-Determination Simulation).