Outline: Vehicle Cycles

I t d ti C f hi l l In

tro

duction: 

Case 

for vehi

cle cycles

Vehicle FTPEvaluation of vFTPEngine FTP with defined motoringVehicle SETProposal for NPRM modifications

1
Summary

 Issues with hybrid procedures as originally propo

– Vehicle cycles and weightings would under-predict hybrid per– Hybrid engine evaluation with engine FTP not aligned with ve

evaluation

 Creation of vehicle cycles based on engine FTP 

engine SET would address this problem, but timlimited for cycle validation limited for cycle validation

 Proposed NPRM modifications

1. Use vehicle FTP for hybrid engine dyno (pre-transmission po

eval ti t l l t bl b k li it luation to calculate reasonable brake power limit

2. Modify weighting of EPA proposed cycles to match hybrid pot

benefit of vehicle FTP cycle (ensuring similar benefit with all 

procedures)

Vocational Transient 55 mph Cruise 65 mph Cruise

NPRM 42% 21% 37%

New Proposal 75% 9% 16%

2

p

(relative weighting of 65 mph and 55 mph held constant)
Outline: Vehicle Cycles

I t d ti C f hi l l In

tro

duction: 

Case 

for vehi

cle cycles

Vehicle FTPEvaluation of vFTPEngine FTP with defined motoringVehicle SETProposal for NPRM modifications

3
Introduction

 In the NPRM, EPA has proposed three veh

cycles & a range of weightings for evaluaticycles & a range of weightings for evaluati

vehicles

 Issues with existing proposal Issues with existing proposal

– Proposed cycles are not aligned with conventio

cycles so may not show same relative differenc

technology evaluated at engine or vehicle level technology evaluated at engine or vehicle level

– Proposed cycles are not aligned with criteria em

cycles presenting opportunity for unexpected re

– Weightings will under-predict hybrid benefit– Cycles will not provide similar benefit for pre-tra

hybrid using engine FTP and other methods us

4

hybrid using engine FTP and other methods us

cycles
Vehicle Cycles for CO2 Evalua

Objectives for vehicle cycles for CO2 

evaluation

– Reasonable match with real world

• No cycle will be a perfect match No cycle will be

a perfect match

– Avoid proliferation of cycles and certification–

Keep de e op e cos s o de

v

elop

m

ent cos

t

s l

o

w

• Make use of existing cycles as much as possible

– Reasonable metric

• Allow evaluation of relative differences in technolo• Absolute number is less important

5
Aligning Vehicle and Engine C

SET and FTP are good cycles to evalu

CO2 performance CO2 performance

– Reasonable match with real world CO2

SET and FTP have been proposed for 

SET and FTP have been proposed for 

conventional engine program

SET and FTP are used for criteria emis

SET and FTP are used for criteria emis

evaluation

– Significant industry experience with these c

Significant industry experience with these c

6
Engine FTP is 

reasonable mareal world ope

 Engine FTP transie

good match with revocational applicativocational applicati

 Engine FTP provide

evaluation of convevehicle C02. vehicle C02.

 Underlying assump

– Torque curve scal

size.

– Engines will be ap

matched to vehicle

– Engine power is d

vehicle power vehicle power.

– Engine will behave 

manner in test cel

7
FTP as a Model for Vocationa

 C FTP lt f i i tifi t

Compare FTP results 

from emissions certificat

cell with results from the field

 6.7L, g 8.3L & 11L en

gines 

– field data from 9 d

CO

2 Predicted from FTP Test v Actual Field Data

FTP Model Difference

Full FTP Cold & Hot Cycle Composite 4.0%

CO

2 Predicted from FTP Test v. Actual Field Data

8
Line-Haul Duty Cycle Analysis

 8 line-haul duty cycles overlaid with SET points 

– Based on fuel burned at mode, as opposed to time at mode– Very little fuel spent outside of 13 mode “surface” and NTE Zone

– Line-Haul maps well to the 13 SET modes

18001200130014001500160017001800

rque ( ft-lb)

600700800900

10001100

1200

Engine Tor 0 100 200 300 400 500

500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 

9

500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 

Engine Speed (RPM)
SET as a Model for Line Haul

 Compare SET results from emissions certification 

Compare SET results from emissions certification 

cell with results from the field

 11L and 15L engines – field data from all 8 data se 13 mode test cell data from independent emission

CO

2 Predicted from SET Test v Actual Field Data

SET Model Difference

Full 13 Mode SET Emissions Results with ESC 

Weighting Factors

3.7%

CO

2 Predicted from SET Test v. Actual Field Data

Weighting Factors

10
Case for Vehicle Cycles

Advantages of vehicles cycles base

on SET and FTP on SET and FTP

– Ensure equivalent evaluation of technology 

p g erformance whether evaluated at en

gine o

vehicle

– Align CO2 and criteria emissions framework

–

Allow calculation of brake energy for hybrid 

evaluation

– Align hybrid and conventional powertrain Align hybrid and conventional powertrain

evaluation

11
Case for Vehicle Cycles



Action needed

– Define vehicle FTP cycle (vFTP)

• Vehicle speed vs. time

– Define a normalized engine FTP with defin

motoring

• Engine speed, torque, available brake power vs. 

Engine speed, torque, available brake power vs. 

– Define a vehicle SET cycle (vSET)

• Vehicle speed vs. time

– Define a normalized post-transmission FTP

• Speed, torque, available brake power vs. time

12
Outline: Vehicle Cycles

I t d ti C f hi l l In

tro

duction: 

Case 

for vehi

cle cycles

Vehicle FTPEvaluation of vFTPEngine FTP with defined motoringVehicle SETProposal for NPRM modifications

13
Introduction to Vehicle FTP

 Objective: Create a vehicle cycle based on the 

engine FTP

– Power is ali

g y ned between c

ycles

– Performance of hybrid system is similar between engi

vehicle cycles

 Engine FTP contains information about vehicle Engine FTP contains information about vehicle

power requirements

– FTP describes engine power requirements to meet ve

positive power requirements

– FTP contains some information about vehicle negative 

torque (braking) requirements (motoring portions of FT

• No friction brake information

 Creation of a vehicle cycle based on the engine 

requires some assumptions about vehicles, and

14

requires some assumptions about vehicles, and

about braking
Critical Constraints on Vehicle FT

1. Engine FTP power matches vehicle positive 

power requirements

– Power aligned vs. time

2. Vehicle speed = 0 during engine FTP idle3. Distance traveled between 6 3 and 6 5 miles Distance traveled between

6.3 and

6.5 miles

per 1036.705(b)(1)

4.

Available brakin

g gy ener similar between 

engine and vehicle FTP

– Vehicle braking aligns with engine FTP motoring

5. Cycle characteristics comparable to HD UDD

Cycle characteristics comparable to HD UDD

– Acceleration, deceleration, hybrid benefit

15
Approach to create vehicle FTP: 

Critical Assum

ptions

 Long idle means vehicle speed = 0

1

2500 1.2

m)

0.20.40.60.81

500

100015002000

ine Speed (rpm

-0.20

0

500

0 200 400 600 800 1000 1200

Eng

Time (s)

5 57.5

20002500

Rt

rpm)

 Deceleration rates during motoring are specified

-0.51.53.55.5

500

10001500

DltiR

ngine Speed (r

16

0 -2.5

0 200 400 600 800 1000 1200

D

En

Time (s)
Creation of Vehicle FTP



1st approach: no grade

 Conservation of energy Use GEM vehicle characteristics

– Vehicle drag coefficient, rolling resistance, mass, a

load

– Use class 8 GEM vehicle: relatively high mass to p

to ensure vehicle accelerations are not too aggres

– Assume vehicle deceleration rates Assume vehicle deceleration rates

P

(

P

P

)eff eff

P

@wheeleng



( drag

 roll

 grade

)

 veha

mVFFF

wheeleng engine accessory transmission 

diff

P

@



(

P



P

)eff eff

0

17
Approach to create vehicle FTP: 

Critical Assum

ptions

 GEM model vehicle characteristics for different 

categories of vehicles are reasonable

– Cl 2b ass-5 Cl 6 ,ass 

6-7 Cl 7 Cl 8 7, Class 

7, Class 

8

 Use Class 8 vehicle characteristics to create vFTP

Class 8 Class 7 Class

6‐7 Class 2b‐5

P_accessory kW 1.36 1.36 1.36 1.36

Rolling Rolling Resistance Resistance f 0 006 . 0 006 . 0 006 . 0 006 .Aero Drag Cd 0.7 0.7 0.7 0.7

Frontal Area m^2 9.8 9.8 9 9

Mass kg 30391 22680 11408 7257

Tire Radius

m 0 4892 . 0 4892 . 0 389 . 0 378 .

Transmission Eff 0.97 0.97 0.93 0.93Differential

&

Driveshaft Eff 0.9801 0.98 0.98 0.98Air Density kg/m^2 1 2 1 2 1 2 1 2

18

Air Density kg/m^2

1.2

1.2

1.2

1.2

Final Drive Ratio 2.64 3.73 3.36 2.85
Braking Power for Flat vFTP, UDDS and ARB Tra

vFTP no grade (Class 8)

400

-200

0

0 200 400 600 800 1000 1200 

Power (kW)

vFTP no grade (Class 8)

HD UDDS (Class 8)

-600-400

Braking Time (s)

-200

0

0 200 400 600 800 1000 

Power (kW)

HD UDDS (Class 8)

-600-400

Braking P

Time (s)

-200

0

0 100 200 300 400 500 600 700 

wer (kW)

ARB Transient (Class 8)

19

-600-400

Braking Pow Time (s)
Engine Power for Flat vFTP, UDDS and ARB Tra

vFTP no grade (Class 8)

0

100200300400

e Power (kW)

HD UDDS (Class 8)

0

0 200 400 600 800 1000 120

Engine

Time (s)

0

100200300400

ne Power (kW)

0 200 400 600 800 1000 1200

Engin

Time (s)

400

ARB Transient (Class 8)

0

100200300

400

ine Power (kW)

20

0 100 200 300 400 500 600 700

Engi

Time (s)
Vehicle FTP no Grade

 Hybrid potential of no grade Hybrid potential of no grade vFTP is low

6070

Flat vFTP Total Distance: 6.5 miles

102030405060

Speed (mph)

0

10

0 200 400 600 800 1000 

Time (s)

Brakin

g energy is low:

Braking/Traction energy Flat vFTP UDDS ARB Transient

Class 2b‐5 18.3% 20.8% 33.6%

Class

6‐7 17 0% 22 2% 30 3%

Hybrid fuel consumption reduction vs. conventiona

g gy

- speed limit- braking energy only 

captured during motoring

50kW Class

6

7 17.0% 22.2% 30.3%

Class 7 11.8% 17.1% 22.2%Class 8 9.7% 14.5% 18.6%

100kW

Class 2b‐5 24.0% 24.6% 39.0%

Class

6‐7 26.3% 29.6% 42.9%

Class

7 21 3% 28 1% 34 4%

21

Class

7 21.3% 28.1% 34.4%

Class 8 18.1% 25.1% 30.3%
Creation of Vehicle FTP with grad

 vFTP no grade met major criteria, but hybrid 

benefit low



2nd approach: add grade

 HD UDDS provides reference

– Created from the same data set at engine FTP Created from the same data set at engine FTP– Provides reasonable accelerations and decelerations

 Approach

– Use stretched UDDS and engine FTP + GEM class 8 ve

assumptions to calculate grade (limited to 7%)

P

@

(

F

F

)

V

V



m

g sin

 

h l



d

 ll



h

– Use grade + engine FTP + vehicle assumptions + brake 

• Iterate modifying brake power until criteria are met

P

@

(

F

F

)

V

V



m

g sin

 

eng

w

heel drag

 roll ve

h

22

P

@wheeleng



(

Fdrag



Froll



Fgrade

)

V



Pbrake


Critical Constraints on Vehicle FT

1. Engine FTP power matches vehicle positive 

power requirements

– Power aligned vs. time

2. Vehicle speed = 0 during engine FTP idle3. Distance traveled between 6 3 and 6 5 miles Distance traveled between

6.3 and

6.5 miles

per 1036.705(b)(1)

4.

Available brakin

g gy ener similar between 

engine and vehicle FTP

– Vehicle braking aligns with engine FTP motoring

5. Cycle characteristics comparable to HD UDD

Cycle characteristics comparable to HD UDD

– Acceleration, deceleration, hybrid benefit

6. Elevation chan

ge is zero

23
Vehicle FTP no Grade vs. Stretche

UDDS

70

Flat vFTP

5060

Stretche

40

d (mph)

Stretch Break &

Add idle

20

spee 30d

10

24

0 200 400 600 800 1000 

0

time (s)
vFTP: Calculation of Grade 

based on UDDS

 Positive engine power grade calculated using delta bet

engine FTP power and stretched UDDS calculated engpower requirements power requirements

 Grade assumed 0% during motoring portions of engine  Grade limited to 7%

3040

0

1020

Grade (%) 

-20-10

G

0

25

0 200 400 600 800 1000 1

-30

Time (s)
Vehicle FTP with Grade vs. UDDS

 Grade + Engine power + vehicle assumptions + brake 

Grade

+ Engine power

+ vehicle assumptions

+ brake 

used to calculate vehicle FTP

 Brake power & motoring grade balanced to meet zero 

elevation gain requirement

6070

vFTP

vFTPStretched UDDS

elevation gain requirement

Engine M

4050

ph)

Plot of vFTP with grade vs. UDDS

speed (m 30

1020

26

0 200 400 600 800 1000 1

0

time (s)
vFTP with grade

20

)

Altitude

-20

0

Altitude (m

0 200 400 600 800 1000

-40

2030

s)

vFTP

10

Speed (m/

27

0 200 400 600 800 1000

0

Time (s)
vFTP with grade

5

10

Grade for vFTP

505

Grade 0 200 400 600 800 1000 (%)

‐10

‐5

Time (s)

28
Outline: Vehicle Cycles

I t d ti C f hi l l In

tro

duction: 

Case 

for vehi

cle cycles

Vehicle FTPEvaluation of vFTPEngine FTP with defined motoringVehicle SETProposal for NPRM modifications

29
GEM Cycles

2025

ARB Transient Cycle

1015

Speed (m/s)

0 100 200 300 400 500 600 700

05

Time (sec)

25

ARB 55mph Cycle

30

ARB 65mph Cycle

152025

eed (m/s) 15

202530

eed (m/s)

0 100 200 300 400 500 600 700

05

10

Time (sec)

Spe

0 100 200 300 400 5

05

10

Time (sec)

Spe

30

Time (sec) Time (sec)
GEM Cycles Statistics:

Standard Metrics

Cycle vFTP UDDS Tra

Cycle Time sec 1200 1060 

Cycle Distance miles 6.41 5.55 

Max. Spee

d mp

h 60.8 58.0 

Avg. Speed mph 32.5 29.1 

Max. Acceleration m/s^2 1.55 1.96 

Avg. Acceleration m/s^2 0.41 0.48 

Max. Deceleration m/s^2 ‐2.26 ‐2.07 

Avg. Deceleration m/s^2 ‐0.43 ‐0.58 

Number of Stops 8 14 

Duration Duration Stopped Stopped in Cycle sec 486 353 % of duration stopped % 40.5 33.3 

31
Acceleration & Deceleration

 Comparison of acceleration and deceleratio

events in vFTP with grade and UDDSR k d di t ib ti i il

vFTP 600 UDDS



Ranges, pea

ks, an

d di

s

t

rib

utions very simil

500600700

400500600

200300400

200300

-2.5 -2 -1.5 -1 -0.5 0 0.5 1 1.5 2 0

100

Acceleration (m/s2)

-2.5 -2 -1.5 -1 -0.5 0 0.5 

0

100

Acceleration (m/s2)

32
Engine Power for vFTP, UDDS and ARB Transient

(Conventional powertrain simulation with PSAT)

vFTP (Class 8)

100200300400

Power (kW)

vFTP (Class 8)

0

0 200 400 600 800 1000 1200

Engine P

Time (s)

HD UDDS (Class 8)

100200300400

Power (kW)

HD UDDS (Class 8)

0

100

0 200 400 600 800 1000 1200

Engine P

Time (s)

ARB T i t (Cl 8)

100200300400

ower (kW)

ARB

Transien

t (Class 8)

33

0

100

0 100 200 300 400 500 600 700

Engine Po

Time (s)
Brake Power for vFTP, UDDS and ARB Transient

(Conventional powertrain simulation with PSAT)

vFTP (Class 8)

-200

0

0 200 400 600 800 1000 1200 1400

Power (kW)

vFTP (Class 8)

HD UDDS (Class 8)

-600-400

Braking P Time (s)

-300-200-100

0

0 200 400 600 800 1000 1200

Power (kW)

HD UDDS (Class 8)

-600-500-400

300

Braking P

Time (s)

-200

0

0 100 200 300 400 500 600 700 800

wer (kW)

ARB Transient (Class 8)

34

-600-400

Braking Pow Time (s)
Cycle Metrics

 Standard cycle metrics don’t necessarily provid

guidance on hybrid potential benefit guidance on hybrid potential benefit

 Critical parameters for potential hybrid benefit f

cycle:

– Available regen energy– Power to capture regen energy– Idle avoidance time

 Propy ( p) osed cycle metrics (vehicle independent)

– Kinetic intensity 

• Correlates with brake energy

– Normalized brake power 

• Determines how much power is required to capture br

– % idle time

35
Cycle Metrics: Aerodynamic Veloc

and Characteristic Acceleration

302025

m/s)

15

ynamic Velocity ( 

5

10

Aerody 

05

0 0.05 0.1 0.15 0.2 0.25

36

Characteristic Acceleration (m/s2)
Cycle Metrics: Kinetic Intensity

 Kinetic Intensity correlates well with brake energy / positiv

0.002

Kinetic Intensity correlates well with brake energy

/ positiv

energy

0 00140.00160.0018

0.001

0.0012

0.0014

ntensity (1/m) Seri

0.00060.0008

Kinetic In ARB 

UDDvFT

0

0.00020.0004

37

0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0

brk / trq 
Cycle Metrics: Characteristic 

Acceleration vs % Stop Time

0.25

vs. % Stop Time

0.2

m/s2)

0.15

c Acceleration (

0 05

0.1

Characteristic 

0

0.05

0 10 20 30 40 50 60 7

38

0 10 20 30 40 50 60 7

Percentage of Stop Time 
Cycle Metrics: Kinetic Intensity vs

Sto

p Time

 Kinetic Intensity + Stop time correlates with potential hyb

0.00160.0018

0.002

0.00120.0014

nsity (1/m)Voca

ARB UDD

FTP

0.00060.0008

0.001

inetic Inten

vFTP

0.00020.0004

Ki

0

0 10 20 30 40 50 60 

Percentage of Stop Time
Cycle Braking Energy Distribution

 Power of breaking energy is also critical to hybrid benef

0.9

1

UDDS

0.70.8

captured

0.50.6

aking energy c class 2b

class 6-7 class 7

0.30.4

raction of braclass 8 Cycle braking energy distribution de

pends on vehicle class

0

0.10.2

fr

p

40

0 50 100 150 200 250 300 

0

power limit (kW)
400 Class

Non-Dimensional Power Limit

250300350400

wer [kW]

Class

8

Class 7

100150200250

minal Engine Po7 Cl 6 7 Class 2b050 100

0 5000 10000 15000 20000 25000 30000 35000

Nor 5 Class 6-7

Nominal Engine Power is defined as the power needed to accelerate a vehicle traveling at 11 m/s at a rate of 1 m/s2, i.e.

Vehicle Mass [kg]

Nominal Engine Power = Vehicle mass * 1 [m/s2] * 11 [m/s] Non dimensional Power Limit =

Power Limit

41

-dimensional Power Limit =

Nominal Engine Power
Brake Power vs. Brake Energy Capture

0.9

1

UDDS

0.70.8

captured Lines for diffe

0 40.50.6

raking energy vehicle class

collapse aftethe power limnominal engi

0.20.30.4

fraction of br class 2b-5 class 6-7 nominal engi

0 0 5 1 1 

0

0.10.2 class 6-7

class 7class 8

42

0

0.5 1 1.

nondimensional power limit
1

Two Parameters to Characterize Braking EnDistribution

0 80.9 Peak Braking Po

UDDS ARB 

0.60.70.8

wer capturedARB 

CILCC HTUF_PD Orange County B Mt 

0.40.5

of braking pow

UDDS

Bus_Metro 

0.20.3

fraction o

ARBCILCCHTUF_PDOrange_County

0 0.2 0.4 0.6 0.8 1 1.2 

0

0.1

di i l li it

Bus_Metro

43

nondimensional power limit 50% braking energy 

captured for CILCC 90% braking energy capture

CILCC 
Brake Power & Brake Energy Captu

 Power to capture 50% and 90% of brake energy of vFTP 

range of real world data and standard cycles

0.4

range of real world data and standard cycles

0.3

% Capture)

0.2

Power Limit (50 

0.1

Nondimensional N

44

0.0

0 0.2 0.4 0.6 0.8 1 1.2 

Nondimensional Power Limit (90% Capture)
Hybrid Benefit

 PSAT simulation used to evaluate hy p brid fuel consumption red Hybrid potential simulated for vFTP with grade, UDDS, and AR Comparison with conventional for 50kW & 100kW parallel hyb

for two class 4 & 6 vehicles

 vFTP benefit very similar to UDDS

Class 4 12000lbs

(kg fuel) conventional 50kW Hybrid % FC Reduction 100kW Hybrid % FC 

EPA Proposal 1.62 1.49 8% 1.49 

HD‐UDDS 1.85 1.45 22% 1.45 

vFTP 2.24 1.73 23% 1.75 

Class 6 20000lbs

(kg fuel) conventional 50kW Hybrid % FC Reduction 100kW Hybrid % FC 

EPA Proposal 1.72 1.58 8% 1.57 

HD‐UDDS 2.36 1.9 19% 1.85 

45

vFTP 2.9 2.33 20% 2.21 
Vehicle FTP compared to Engine F

 PSAT simulation used to evaluate engine operation ove

conventional powertrain

 En

gine o

peratin

g

points on vFTP ver

y similar to en

gine 

700

Class 6

g p gp y g

500600200300400

Torque (ft-lb) 

0

100200

46

-100

0 500 1000 1500 2000 2500 3000

Engine Speed (rpm)
Vehicle FTP compared to Engine FT

 F l ti f i FTP d i i ti 

Fuel consumption 

for engine FTP an

d engine in convention

powertrain over vFTP compared using PSAT

 Engine work less on vFTP, but fuel g/kW-hr very similar

 Class 4 & 6 engine power 

– weight ratio higher than class 8 v

which was used to create vFTP

Total Fueling Total Engine Positive Work Fuel Economy

kg kWh kg/kWh

class 6 eFTP 3.3 13.3 0.246

vFTP 2.9 11.66 0.249

Difference: 1.1%

Total Fueling Total Engine Positive Work Fuel Economy

kg kWh kg/kWh

class 4 eFTP 2.4 9.9 0.245

FTP 2 24 9 2 0 244

47

vFTP

2.24

9.2

0.244

Difference: 0.3%
Outline: Vehicle Cycles

I t d ti C f hi l l In

tro

duction: 

Case 

for vehi

cle cycles

Vehicle FTPEvaluation of vFTPEngine FTP with defined motoringVehicle SETProposal for NPRM modifications

48
Available Kinetic Energy Limit for 

H

y gy brid En

gine D

ynamometer Evalu

 Pre-transmission hybrid systems can use 

e st g e g e dy a o ete test p ocedu e

xistin

g

e

n

gin

e dy

n

a

m

o

meter test

p

rocedu

re

– FTP (or other vehicle) defines transmission input 

speed and torque requirements

– Electric motor + engine can meet requirements Electric motor

+ engine can meet requirements

 Challenges for using FTP to evaluate hybrid 

engine performance: 

– Definition of available regen braking energy

 Definition of vehicle FTP can allow calculatio

of available of available regen energy

– Use GEM model to calculate available brake pow– Brake power can be normalized by peak engine 

49

powe

r
Available Kinetic Energy Limit for 

Hybrid Engine Dynamometer Evalu

 Using the engine peak power to normalize the availa

brake energy is a reasonable approach

– Available brake energy scales with vehicle mass, and mass sc

with engine power with engine power

GEM v

– A normalized brake torque limit will allow calculation of approp

brake torque limit based on peak power

– For a hybrid system, the peak system power would be used 

instead of peak engine power

50

instead of peak engine power

– Actual brake torque would depend on system capability, but c

not exceed limit
Available Kinetic Energy Limit for 

H

y gy brid En

gine D

ynamometer Evalu

 The brake power limit can be normalized by peak 

engine power

– normalized 

p ( p )p p ower = (brake 

power limit +100kW) / 

peak 

power 

 The brake power limit can be denormalized:

– Brake power limit = normalized power * peak power – 100kW 

1.40

r

NormalizedBraking Power

0 400.600.801.001.20

alizd Braking Power

0.000.200.40

0 200 400 600 800 1000 

Norma

Time (s)

51
Denormalized eFTP Braking Powe

 Brake energy based on denormalized braking pow

compares very well with brake energy of 4 GEM vehicles over vFTP

0.50.6

nergy Class 

0.30.4

rgy / Traction En Class

7

0.2

FTP Braking Ene Class 2b‐5 Class

6‐7

0

0.1

0 0.1 0.2 0.3 0.4 0.5 

vF

52

Denomalized eFTP Total Braking Energy / Total Engine Positive Work
Braking Power Limit for Class 2b-5

8090

W)

Braking Power Limit for Class 2b‐5

20304050607080

ing Power Limit (kW

0

10

20

0 200 400 600 800 1000 

Braki

Time (s)

With 50 kW Limit

eFTP vFTP

Braking Energy / Positive 

Engine Work

Braking Energy / Traction Energy (

Transmission)

53

20.2% 22.6%
eFTP vs vFTP (Class 6 w/ 50 kW M

 Simulation used to compare hybrid system perform

evaluation using evaluation using eFTP and vFTP

 Powertrain characteristics same in both cases: 50 k

hybrid with GEM model class 6 vehicle

 Ab l t k ifi f l ti i il Absolute work specific fuel consumption very simila

Total Fueling Total Trac Energy Fuel Economy

kg kWh kg/kWh

eFTP 2.75 13.3 0.207

vFTP 2.33 11.4 0.204

Difference: 1.6%

54
Outline: Vehicle Cycles

I t d ti C f hi l l In

tro

duction: 

Case 

for vehi

cle cycles

Vehicle FTPEvaluation of vFTPEngine FTP with defined motoringVehicle SETProposal for NPRM modifications

55
Summary

 Current steady (tractor) cycles don’t line up 

th i SET d h hi l d the engine SET and hence vehicle and eng

evaluations are not consistent.

 A Vehicle SET could help this problem but g

A Vehicle SET could help this problem but g

would need to be added to the cycles

 Very gg hard to have full alignment with engine 

without changing the vehicle cycle for each vehicle configuration, so this solution will nocompl t l fi th i i t b t 

letely fix the inconsistency between ve

and engine CO2 values.

56
Current Highway Speed Vehicle Cyc

1600

2017 15 L 455 HP Engine Fuel Map Percent Diff from 2014

SET

12001400

[lbf ft]Vehicle Cycles Don’t -4 Match Engine Cycle

600800

1000

ne Torque [

-2

-3 -2

-1

65 

(64% of 

86% of S

200400600

Engin

-1 0

0

1

55 

(17% o

9% of S

600 800 1000 1200 1400 1600 1800 2000

0

200

Engine Speed [rpm]

1

1

2

57

Class 8 Day Cab Low/Mid Roof Vehicle Operating Points
Line-Haul Duty Cycle Analysis

 8 line-haul duty cycles overlaid with SET points 

– Based on fuel burned at mode, as opposed to time at mode– Very little fuel spent outside of 13 mode “surface” and NTE Zone

– Line-Haul maps well to the 13 SET modes

)1800

1200130014001500160017001800

rque ( ft-lb)

600700800900

10001100

1200

Engine Tor 0 100 200 300 400 500

500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 

58

500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 

Engine Speed (RPM)
SET as a Model for Line Haul

 Compare SET results from emissions certification 

Compare SET results from emissions certification 

cell with results from the field

 11L and 15L engines – field data from all 8 data se 13 mode test cell data from independent emission

CO

2 Predicted from SET Test v Actual Field Data

SET Model Difference

Full 13 Mode SET Emissions Results with ESC 

Weighting Factors

3.7%

CO

2 Predicted from SET Test v. Actual Field Data

Weighting Factors

59
Level Road Cycle Problem

55 and 65 MPH le el road operation does no

2000

55 and 65 MPH le

vel road operation does no

represent the engine SET or real line haul opera

15002000

1

0.5

1

1

N*m]SET

G

1000

0

-0.5

0

0

0.5

0.5

1

0.5

e Torque [N

500

-1 -1

-0.5

-1

-0.5

Engine 55 MPH GEM Cycle 65 MPH GEM Cycle

1000 1200 1400 1600 1800 20

0

-1

E i S d[ ]

60

Engine 

Spee

d [rpm]
Vehicle SET

Engine Operation M

Engine SET

15002000

d [rpm] 40

60

peed [mph]

500

1000

Eng Speed

Engine SE

0 500 1000 1500 2000 2500 Vehicle SE

0

20

Time [s]

Veh Sp

%2]

0 500 1000 1500 

0

Time [s]

2000 0 500 1000 1500 2000 2500

-2

02

Road Grade [%

100015002000

orque [Nm]

0 500 1000 1500 2000 2500

Time [s]

5

10

um [none]

0 500 1000 1500 

0

500

Time [s]

To

0 500 1000 1500 2000 2500

0

Time [s]

Gear Nu

61

GEM Results for Tractor Class 8 Sleeper High Roof
Potential Concerns

2000

500

10001500

Eng Speed [rpm] Engine SET 2010 Vehicle SET 2014 V hi l SET As vehicle attri

change, one vehi

is not a perfect m

the engine S

0 500 1000 1500 2000 2500

0

500

Time [s]

E2014

V

ehicle SET

2017 Vehicle SET

the engine S

As vehicles improvehicle cycle will b

torque 1000

15002000

ue [Nm] torque

0 500 1000 1500 2000 2500

0

500

1000

Time [s]

Torqu

62

Time [s]
Notes

 Req g p g g gg p uires high vehicle speed or gear down to get to high engine spee

406080

ed [mph] 4060 d [mph]

0 500 1000 1500 2000 2500

0

2040

Time [s]

Veh Spee

0 500 1000 1500 20

0

2040

Time [s]

Veh Speed

2

02

ad Grade [%] 202 oad Grade [%]

0 500 1000 1500 2000 2500

-2

Time [s]

Ro 0 500 1000 1500 20

-2

Time [s]

Ro

10

m [none]

0 500 1000 1500 20

05

Time [s]

Gear Num

 Net increase in elevation of 1000 ft.

63
Outline: Vehicle Cycles

I t d ti C f hi l l In

tro

duction: 

Case 

for vehi

cle cycles

Vehicle FTPEvaluation of vFTPEngine FTP with defined motoringVehicle SETProposal for NPRM modifications

64
Background

 Vehicle cycles based on engine FTP and engin

ma e se se ke sense

– Consistent evaluation of technology for engine and ve– Aligns CO2 evaluation with criteria emissions evaluati– Allows equivalent evaluation for different hybrid metho

Allows equivalent evaluation for different hybrid metho

– Allows calculation of reasonable brake energy limit fo

transmission hybrid 

– Align hybrid and conventional CO2 evaluations

 Vehicle cycles based on engine FTP and engin

reaso ab e n l

– SET and FTP are reasonable match for real world CO

proposed for conventional engine program evaluation

65
Summary

 vFTP is reasonable match for real world operat

vocat o a e c es ional vehicles

– Accelerations, deceleration, speed, stop time, brake e

compare reasonably well with real world data and sta

– Hybrid potential for Hybrid potential for vFTP is reasonable is reasonable

• Good match to HD UDDS cycle

– Allows calculation of normalized brake power limit for 

transmission hybrid evaluation transmission hybrid evaluation

 vSET is reasonable match for real world operat

haul vehicles

– Speeds & grades are reasonable– Engine operation on vSET compares reasonably well 

SET

66
Proposed Modification to NPRM

 Creation of vehicle cycles based on engine FT

Creation of vehicle cycles based on engine FT

engine SET would address this problem, but tlimited for cycle validation

 Proposed NPRM modifications

1. Use vehicle FTP for hybrid pre-transmission powerpack e

calculate reasonable brake 

power limit 

2. Modify weighting of EPA proposed cycles to match hybrid 

benefit of vehicle FTP cycle (ensuring similar benefit with procedures)

Vocational Transient 55 mph Cruise 65 mph C

NPRM 42% 21% 37%

New Pro

posal 75% 9% 16%

(relative weighting of 65 mph and 55 mph held constan

67
Hybrid Benefit for Cycles with EPA Propose

Weighting for Vocational Vehicle

 Brake energy potential evaluated by calculating 

negative traction energy at wheels / positive traction energy at wheels (no losses considered – just potential)

 EPA GEM model vehicles used for evaluation Brake energy limited to 50 kW and 100 kW to give 

Braking/Traction energy vFTP UDDS

EPA Cycles with

EPA Weighting

EPA Cycles with

Proposed New

indication of practical hybrid system benefit available

Braking/Traction energy vFTP UDDS EPA Weighting

for Vocational

Proposed New

Weighting

50kW

Class 2b‐5 24.4% 20.8% 7.2% 24.3%

Class

6‐7 26.3% 22.2% 7.6% 23.1%

Class

7 19 1%. 17 1%. 6 0%. 17 4%.

Class 8 15.9% 14.5% 5.3% 14.8%

100kW

Class 2b‐5 25.4% 24.6% 8.4% 28.3%

Class

6‐7 35.0% 29.6% 10.7% 32.7%

Class

7 32 9% 28 1% 9 4% 27 0%

68

Class

7 32.9% 28.1%

9.4% 27.0%

Class 8 28.3% 25.1% 8.6% 24.0%
Hybrid Benefit for EPA Cycles with New 

Weighting for Vocational Vehicle (PSAT)

Vocational Transient 55 mph Cruise 65 mph Cruis

EPA 42% 21% 37%

 New Weighting Proposal

EPA 42% 21% 37%

New Proposal 75% 9% 16%

 Hybrid Benefit with Proposed New Weighting

Class 4 12000lbs

(kg fuel) conventional 50kW Hybrid % FC Reduction 100kW Hybrid % F

New Proposal 1.20 0.97 19% 0.97 

HD‐UDDS 1.85 1.45 22% 1.45 

vFTP 2.24 1.73 23% 1.75 

Class 6 20000lbs

(kg fuel) conventional 50kW Hybrid % FC Reduction 100kW Hybrid % F

New Proposal 1.39 1.14 18% 1.11 

HD‐UDDS 2.36 1.9 19% 1.85 

69

vFTP 2.9 2.33 20% 2.21 
Appendix B

Vocational PTO operational weighting was developed using National Academy of Sciencesand USEPA data. The EMA 

membership believes that refuse, utility, and other PTO applications are designed to maximize low speed and stationary 

performance over their intended vocational cycle, not to maximize performance during relatively rare high speed 

operation. As a result, power train gearing is not optimized for high speed operation. In addition, PTO equipped vehicles 

typically operate at a much higher load factor than non PTO vocations due to the increased service body weight when 

compared to a conventional box van or day cab / regional haul application. For these reasons the predominant operating 

modes will be in decreasing order PTO, transient and 55 mph cruise. The cycle / PTO weighting methodology is developed 

by equating the average vehicle speed for both the Refuse and Utility applications based on the annual VMT. The PTO 

weighting for 40% Refuse and 60% Utility is applied from the EPA Draft Regulatory Impact Analysis1

 Equating the Fleet PTO 

Average Speed Eq 3 to the GEM CARB 55 and GEM CARB Transient cycle average speed weighted average shown in Eq 4.

Refuse Truck VMT 1

Utility Truck VMT1 13,300 miles/year

 20,000 miles/year

Refuse PTO weighting2

Utility PTO weighting2 60%

 40% 

Annual days of operation 250 days/year 

Nominal daily hours of service 6.5 hours/day 

Eq 1. Refuse Average Speed = 20,000miles

Year ∗ Year250 Days ∗ Day6.5 Hours = 12.30 mileshour average

Eq 2. Utility Average Speed = 13,300miles

Year ∗ Year250 Days ∗ Day6.5 Hours

= 8.18 miles

hour average

Eq 3. Fleet PTO Average Speed = 

= Refuse Average Speed ∗ Refuse PTO Weighting + Utility Average Speed ∗ Utility PTO Weighting

= 12.3

miles

hour ∗ 40% + 8.2

Miles

hour ∗ 60% = 9.8

miles

hour

Fleet PTO Average Speed

Average Speed for GEM ARB 55 Cycle = 48.7 mph while the GEM ARB Transient Cycle = 15.3 mph

Proposed PTO weighting is 50% transient, 5% 55 mph cruise and 45% PTO by equating the fleet average PTO speed to the 

GEM model according to the following relation. 

Eq 4. = 15.3 Avg Transient Cycle miles

hour ∗ 50% + 48.7 Avg ARB 55 Cycle Mileshour ∗ 5% = 10.1 mileshour ≈ 9.8 milehour Fleet PTO Avg Speed

The remaining operational time is comprised of a mixed stationary and mobile PTO operation of 45%. 

 

1 National Academy of Sciences, “Technologies and Approaches to Reducing the Fuel Consumption of Medium- and Heavy-Duty Vehicles”, Committee to

Access Fuel Economy Technologies for Medium- and Heavy-Duty Vehicles, p140, 2010. 

2 Draft Regulatory Impact Analysis: Proposed Rulemaking to Establish Greenhouse Gas Emission Standards and Fuel Efficiency Standards for Medium- and 

Heavy-Duty Engines and Vehicles”, United States Environmental Protection Agency, p3-38, 2011. EPA-420-D-10-901. 
Appendix C: Proposed Vehicle FTP Cycle with Grade

Time Vehicle Speed Grade

[s] [mph] [%]

0 0.00 0.0

1 0.00 0.0

2 0.00 0.0

3 0.00 0.0

4 0.00 0.0

5 0.00 0.0

6 0.00 0.0

7 0.00 0.0

8 0.00 0.0

9 0.00 0.0

10 0.00 0.0

11 0.00 0.0

12 0.00 0.0

13 0.00 0.0

14 0.00 0.0

15 0.00 0.0

16 0.00 0.0

17 0.00 0.0

18 0.00 0.0

19 0.00 0.0

20 0.00 0.0

21 0.00 0.0

22 0.00 0.0

23 0.00 0.0

24 0.00 0.0

25 0.00 0.0

26 0.00 0.9

27 0.33 7.0

28 1.67 7.0

29 2.83 7.0

30 4.02 2.3

31 5.64 5.7

32 7.39 7.0

33 8.84 7.0

34 9.15 -5.4

35 9.70 -7.0

36 11.37 -7.0
37 13.05

-7.0

38 14.74-7.0

39 16.42-7.0

40 16.85-7.0

41 16.10-7.0

42 15.23-7.0

43 14.22-7.0

44 13.02 1.9

45 12.47-0.5

46 13.05-2.8

47 14.26 4.4

48 15.09 6.0

49 15.42 6.0

50 15.96 6.0

51 16.59 1.5

52 17.61 6.0

53 18.34 1.3

54 18.65-2.1

55 19.67 3.7

56 20.47 3.8

57 20.57 2.6

58 20.69-3.0

59 21.56-4.6

60 23.20-4.0

61 23.64-4.0

62 22.76-4.0

63 21.81-4.0

64 20.79 6.5

65 19.86 7.0

66 19.19 7.0

67 18.75 7.0

68 18.44 1.6

69 18.62 7.0

70 19.11-5.0

71 18.76-5.0

72 17.68-5.0

73 16.46-5.0

74 15.06-5.0

75 13.41 7.0

76 11.91 6.8

77 11.09 2.7

78 10.90-1.7

79 11.40-3.9
80 12.38

-0.3

81 13.02-6.5

82 12.31-6.5

83 10.32-4.5

84 9.71-6.3

85 11.05-0.6

86 11.88-1.9

87 12.21-7.0

88 13.30 3.0

89 13.73-5.5

90 12.77-5.5

91 11.47-5.5

92 9.84-5.5

93 7.62-5.5

94 3.57 0.0

95 1.34 0.0

96 0.00 0.0

97 0.00 0.0

98 0.00 0.0

99 0.00 0.0

100 0.00 0.0

101 0.00 0.0

102 0.00 0.0

103 0.00 0.0

104 0.00 0.0

105 0.00 0.0

106 0.00 0.0

107 0.00 0.0

108 0.00 0.0

109 0.00 0.0

110 0.00 0.0

111 0.00 0.0

112 0.00

0.0

113 0.00 0.0

114 0.00 0.0

115 0.00 0.0

116 0.00 0.0

117 0.00 0.0

118 0.00 0.0

119 0.00 0.0

120 0.00 0.0

121 0.00 0.0

122 0.00 0.0
123 0.00 0.0

124 0.00 0.0

125 0.00 0.0

126 0.00 0.0

127 0.00 0.0

128 0.00 0.0

129 0.00 0.0

130 0.00 0.0

131 0.00 0.0

132 0.00 0.0

133 0.00 0.0

134 0.00 0.0

135 0.00 0.0

136 0.00 0.0

137 0.00 0.0

138 0.00 0.0

139 0.00 0.0

140 0.00 0.0

141 0.00 0.0

142 0.00 0.0

143 0.00 0.0

144 0.00 0.0

145 0.00 0.0

146 0.00 0.0

147 0.00 0.0

148 0.00 0.0

149 0.00 0.0

150 0.00 0.0

151 0.00 0.0

152 0.00 0.0

153 0.00 0.0

154 0.00 0.0

155 0.00 0.0

156 0.00

0.0

157 0.00 0.0

158 0.00 0.0

159 0.00 0.0

160 0.00 0.0

161 0.00 0.0

162 0.00 0.0

163 0.00 0.0

164 0.00 0.0

165 0.00 0.0
166 0.00 0.0

167 0.00 0.0

168 0.00 0.0

169 0.00 0.0

170 0.00 0.0

171 0.00 0.0

172 0.00 0.0

173 0.00 0.0

174 0.00 0.0

175 0.00 0.0

176 0.00 0.0

177 0.00 0.0

178 0.00 0.0

179 0.00 0.0

180 0.00 0.0

181 0.00 0.0

182 0.00 0.0

183 0.00 0.0

184 0.00 0.0

185 0.00 0.0

186 0.00 0.0

187 0.00 0.0

188 0.00 0.0

189 0.00 0.0

190 0.00 0.0

191 0.00 0.0

192 0.00 0.0

193 0.00 0.0

194 0.00 0.0

195 0.00 0.0

196 0.00 0.0

197 0.00 0.0

198 0.00 0.0

199 0.00

0.0

200 0.00 0.0

201 0.00 0.0

202 0.00 0.0

203 0.00 0.0

204 0.00 0.0

205 0.00 0.0

206 0.00 0.0

207 0.00 0.0

208 0.00 0.0
209 0.00 0.0

210 0.00 0.0

211 0.00 0.0

212 0.00 0.0

213 0.00 0.0

214 0.00 0.0

215 0.00 0.0

216 0.00-7.0

217 2.80-7.0

218 5.59-7.0

219 8.39-7.0

220 11.19 0.8

221 14.30 2.4

222 16.03 3.9

223 17.30-6.5

224 19.72-7.0

225 23.18 4.0

226 25.27-7.0

227 26.91-7.0

228 28.90 4.0

229 29.43-0.8

230 29.50-4.4

231 30.49-7.0

232 32.03 0.4

233 32.91 4.0

234 32.55 0.9

235 32.27-0.7

236 32.66-3.8

237 33.50-7.0

238 34.97-4.0

239 36.45 1.6

240 36.96 0.7

241 37.02

4.0

242 36.97-3.5

243 36.38-3.5

244 35.56-3.5

245 34.72-3.5

246 33.85 1.2

247 33.41 7.0

248 32.94 7.0

249 31.98 7.0

250 30.99 7.0

251 29.92 7.0
252 28.73 7.0

253 27.34 7.0

254 25.86 7.0

255 24.49 7.0

256 23.19 6.4

257 21.87 7.0

258 17.40 7.0

259 12.92 7.0

260 8.45 7.0

261 3.97 7.0

262 0.00 0.0

263 0.00 0.0

264 0.00 0.0

265 0.00 0.0

266 0.00 0.0

267 0.00 0.0

268 0.00 0.0

269 0.00 0.0

270 0.00 0.0

271 0.00 0.0

272 0.00 0.0

273 0.00 0.0

274 0.00 0.0

275 0.00 0.0

276 0.00 0.0

277 0.00 0.0

278 0.00 0.0

279 0.00 0.0

280 0.00 0.0

281 0.00 0.0

282 0.00 0.0

283 0.00 0.0

284 0.00 0.0

285 0.00

0.0

286 0.00 0.0

287 0.00 0.0

288 0.00 0.0

289 0.00 0.0

290 0.00 0.0

291 0.00 0.0

292 0.00 0.0

293 0.00 0.0

294 0.00 0.0
295 0.00 0.0

296 0.00 0.0

297 0.00 0.0

298 0.00 0.0

299 0.00 0.0

300 0.00 0.0

301 0.00 0.0

302 0.00 0.0

303 0.00 0.0

304 0.00 0.0

305 0.00 0.0

306 0.00 0.0

307 0.00 0.0

308 0.00 0.0

309 0.00 0.0

310 0.00 0.0

311 0.00 0.0

312 0.00 0.0

313 0.00 0.0

314 0.00 0.0

315 0.00 0.0

316 0.00 0.0

317 0.00 0.0

318 0.00 0.0

319 0.00 0.0

320 0.00 0.0

321 0.00 0.0

322 0.00 0.0

323 1.20 0.0

324 2.18 3.0

325 2.89 4.0

326 3.00 5.0

327 2.28 5.0

328 0.00

6.0

329 0.00 7.0

330 0.00 6.0

331 0.00 0.0

332 0.00 0.0

333 0.00 0.0

334 0.00 0.0

335 0.00 0.0

336 0.00 0.0

337 0.00 0.0
338 0.00 0.0

339 0.00 0.0

340 0.00 0.0

341 0.00 0.0

342 0.00 0.0

343 0.00 0.0

344 0.00 0.0

345 0.00 0.0

346 0.00 0.0

347 0.00 0.0

348 0.00 0.0

349 0.00 0.0

350 0.00 0.0

351 0.00 0.0

352 0.00 0.0

353 0.00 0.0

354 0.00 0.0

355 0.00 0.0

356 0.00 0.0

357 0.00 0.0

358 0.00 0.0

359 0.00 0.0

360 0.00 0.0

361 0.00 0.0

362 0.00 0.0

363 0.00 0.0

364 0.00 0.0

365 0.00 0.0

366 0.00 0.0

367 0.00 0.0

368 0.00 0.0

369 0.00 0.0

370 0.00 0.0

371 0.00

0.0

372 0.00 0.0

373 0.00 0.0

374 0.00 0.0

375 0.00 0.0

376 0.00 0.0

377 0.00-5.9

378 0.00 7.0

379 1.15 7.0

380 2.78 7.0
381 4.46 7.0

382 7.29 7.0

383 10.59 7.0

384 13.19 7.0

385 15.05 7.0

386 16.30 7.0

387 17.28 7.0

388 18.08 7.0

389 18.41 7.0

390 18.54 7.0

391 18.64 7.0

392 18.80 1.7

393 18.80-7.0

394 18.21-7.0

395 17.28-7.0

396 16.20-7.0

397 14.95-7.0

398 13.44 1.9

399 13.26-3.9

400 15.51 7.0

401 17.15 7.0

402 17.41 7.0

403 17.52 7.0

404 17.62 7.0

405 17.71 7.0

406 17.56-7.0

407 18.20 7.0

408 18.46 4.5

409 17.61 5.7

410 16.87 1.4

411 16.31-5.5

412 15.73-5.5

413 14.62

-5.5

414 13.33-5.5

415 11.78-5.5

416 9.80 5.0

417 8.02 5.0

418 7.39-6.4

419 8.38-2.0

420 9.95 1.0

421 10.96 1.0

422 12.76 1.0

423 15.15-3.1
424 16.71

-7.0

425 16.94-7.0

426 16.34-7.0

427 15.68-7.0

428 14.92-7.0

429 14.03-7.0

430 14.29-7.0

431 15.99-7.0

432 16.76-7.0

433 16.41-7.0

434 16.02-7.0

435 15.59-7.0

436 15.11-0.7

437 14.85-0.7

438 14.86-0.7

439 15.14-0.5

440 15.92 0.0

441 17.20 0.0

442 18.45 0.0

443 19.26 0.0

444 19.89-1.2

445 20.39-0.5

446 20.56-0.4

447 20.63-5.9

448 21.30-7.0

449 21.60-0.1

450 21.60-1.9

451 22.36-3.4

452 23.45 0.5

453 24.13 0.5

454 24.27 2.8

455 24.16

2.8

456 23.81 3.3

457 23.31-7.0

458 22.95-7.0

459 22.88-7.0

460 22.81-7.0

461 23.47-7.0

462 24.15-7.0

463 24.15-7.0

464 24.15-7.0

465 24.16-7.0

466 24.16-7.0
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725 53.02

-0.8

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1.3

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7.0

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