Fw: Test/Simulation Discussion

chad.wenn 

t

o

:

James Sanchez 03/07/2011 01:33 PM

Cc: christopher.demko, robert.yeater, curt.vapor

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: christopher.demko@allisontransmission.com, robert.yeater@allisontransmission.com, 

curt.vapor@allisontransmission.com

History: This message has been replied to.

Hello Again James,

I apologize for continuing to bug you about this. I left you a voicemail as I missed you at your desk.

I look forward to seeing what your analysis of the BSFC difference shows with my updated results.

As I mentioned in my voicemail, I assumed that your system is not modeling an axle efficiency. I also 

fine-tuned my road load model as there was a 3 - 6 HP difference in what we saw vs. what we should see.

Also, to your point in your table below. You are comparing our simulation's engine power to the testing's 

transmission output power. In this kind of testing/duty cycle, you can expect to see a drop in power 

similar to what that data is suggesting (approximately 10%) across the transmission.

The updated results from these analyses show that percent error in my predicted simulation FE vs. your 

testing has been reduced significantly. Per the kind of analysis that you ran on my previous data, does 

your analysis on my new, more accurate data, show improvement in correlation? I am confident that my 

simulation is moving in the right direction.

I can't speak to how the BSFC's will vary (as I do not have your BSFC map), however I am encouraged by 

the increase in accuracy that my simulations have achieved. The lack of a base BSFC value from the 

engine manufacturer can drive a significant amount of variation in BSFC data, which your analysis has 

shown!

Please let me know what you find!

Thanks!

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com
 

----- Forwarded by Chad Wenn/US/ATI on 03/07/2011 01:19 PM -----

Chad Wenn/US/ATI

03/07/2011 01:12 PM

To Sanchez.James@epamail.epa.gov

cc Robert W. Yeater/US/ATI@ATI, Curt Vapor/US/ATI@ATI, Christopher J Demko/US/ATI@ATI

Subject Re: Test/Simulation DiscussionLink

Hello James,

I have updated my model and re ran the simulations. A small subset of the results are attached. I think 

you'll find that my fine-tuning of the model has accounted for the majority of the variation that we are 

concerned with.

I would prefer to discuss over the phone with you. I'll try you at your desk.

Thanks!

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 

Sanchez.James@epamail.

epa.gov

03/07/2011 11:45 AM

To chad.wenn@allisontransmission.com

cc christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, 

robert.yeater@allisontransmission.com

Subjec

t

Re: Test/Simulation Discussion

Here is a comparison between the BSFC that I have from the data we took before installing the 

transmission and the BSFC Chad sent me. There is a difference but it doesn't explain the full difference 

between the Allison simulation and the powerpack data. Looking more closely at the power from our 

testing and engine speed and torque data that Chad gave me it looks like there is a difference in torque 

between the Allison simulation and the calculations I am doing in the test cell to simulate the road loads. 

Chad, is it possible that we are using difference mass and road load coefficients? Is your Cr1 defined the 
same as ours? Also, I noticed that the comparison.xlsx file that you sent me awhile back seems to line up

better to the test results.

Thanks,

James

The vehicle parameters that I'm using.

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, robert.yeater@allisontransmission.com

Date: 03/04/2011 01:43 PM

Subject: Re: Test/Simulation Discussion
Hey James!

I can definitely send you what I have for BSFC at those operating points.

For 55 MPH, the engine BSFC is approximately 0.3844 lbm / (HP*hour)

For 65 MPH, the engine BSFC is approxmiately 0.3758 lbm / (HP*hour)

Before I go any further, I have to mention about how these values are calculated. As you may be aware, 

we only receive limited fuel data from the engine manufacturers. We are given a relative BSFC map of 

the engines. This only tells us how much more efficient one point is than another. This allows us to make 

very accurate relative fuel economy predictions. The relative maps themselvse do not tell us what the fuel 

rate is at that point. In order calculate that, we would need what I call the Base BSFC value. This value is 

not given to us. Therefore, we must either estimate it, or extract it from test data.

The value used to calculate my BSFC values above was, in the absence of test data, an estimation.

When using these relative BSFC maps, this Base BSFC value has an interesting property. This value, 

when varied, will scale the fuel rates used by the engine, and therefore the resulting predicted fuel 

economies. This leads to an interesting fact.

Our simulation data predicted nearly identical relative differences in cruising fuel economy to that of your 

testing (EPA testing difference = 21.6%, Allison Simulation difference = 21.1%). Meanwhile, our absolute

prediction, for both cases, is off 30% from your test data. In all of my correlation work over the past years, 

I have seen this scenario many times. These circumstances are highly indicative of two points.

1) We are likely operating on the same points in the engine map. Which, in turn, suggests that our 

models are tuned into eachother.

2) My assumption of the Base BSFC value was off and should be adjusted using test data, namely yours.

Doing this will appropriately scale our FE predictions and we'll likely see that the FE predictions of the 

simulation will match your test data very accurately (possibly even within 0.1%)

I would love to chat with you about this further at 2:30 today and I look forward to it! If, by some reason, 

we can not get in touch prior to say 3 PM, please call me on my cell phone (765-618-7506) as I will be 

away from my desk after then.

Thanks!

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 

Sanchez.James@epamail.
epa.gov

03/04/2011 12:29 PM

To chad.wenn@allisontransmission.com

cc christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, 

robert.yeater@allisontransmission.com

Subjec

t

Re: Test/Simulation Discussion

Hello Chad,

That explains why I wasn't able to get through to you this morning. I will be busy until about 2:30 today 

but I will try calling you then. Curt vapor mentioned that the difference is probably in the fuel map which is 

what I suspected also. If you are willing could you send me what you have for BSFC at the 55 and 65 

mph engine operating point? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: curt.vapor@allisontransmission.com, robert.yeater@allisontransmission.com, christopher.demko@allisontransmission.com

Date: 03/04/2011 10:28 AM

Subject: Test/Simulation Discussion

Hello James,

I have left you a voicemail in response to your email last night. My phone line is down up here at my 
location (the other Allison guys should be OK). If you have tried to call me and not gotten through, that is

why.

I'd be happy to get in touch with you using my cell phone if need be. Just let me know when you'd be able 

to discuss (I keep a close eye on my email).

Thanks,

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 
Re: Test/Simulation Discussion

chad.wenn 

t

o

:

James Sanchez 03/07/2011 01:13 PM

Cc: robert.yeater, curt.vapor, christopher.demko

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: robert.yeater@allisontransmission.com, curt.vapor@allisontransmission.com, 

christopher.demko@allisontransmission.com

Hello James,

I have updated my model and re ran the simulations. A small subset of the results are attached. I think 

you'll find that my fine-tuning of the model has accounted for the majority of the variation that we are 

concerned with.

I would prefer to discuss over the phone with you. I'll try you at your desk.

Thanks!

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 

Sanchez.James@epamail.

epa.gov

03/07/2011 11:45 AM

To chad.wenn@allisontransmission.com

cc christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, 

robert.yeater@allisontransmission.com

Subjec

t

Re: Test/Simulation Discussion

Here is a comparison between the BSFC that I have from the data we took before installing the 

transmission and the BSFC Chad sent me. There is a difference but it doesn't explain the full difference 

between the Allison simulation and the powerpack data. Looking more closely at the power from our 

testing and engine speed and torque data that Chad gave me it looks like there is a difference in torque 

between the Allison simulation and the calculations I am doing in the test cell to simulate the road loads. 

Chad, is it possible that we are using difference mass and road load coefficients? Is your Cr1 defined the 
same as ours? Also, I noticed that the comparison.xlsx file that you sent me awhile back seems to line up

better to the test results.

Thanks,

James

The vehicle parameters that I'm using.

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, robert.yeater@allisontransmission.com

Date: 03/04/2011 01:43 PM

Subject: Re: Test/Simulation Discussion
Hey James!

I can definitely send you what I have for BSFC at those operating points.

For 55 MPH, the engine BSFC is approximately 0.3844 lbm / (HP*hour)

For 65 MPH, the engine BSFC is approxmiately 0.3758 lbm / (HP*hour)

Before I go any further, I have to mention about how these values are calculated. As you may be aware, 

we only receive limited fuel data from the engine manufacturers. We are given a relative BSFC map of 

the engines. This only tells us how much more efficient one point is than another. This allows us to make 

very accurate relative fuel economy predictions. The relative maps themselvse do not tell us what the fuel 

rate is at that point. In order calculate that, we would need what I call the Base BSFC value. This value is 

not given to us. Therefore, we must either estimate it, or extract it from test data.

The value used to calculate my BSFC values above was, in the absence of test data, an estimation.

When using these relative BSFC maps, this Base BSFC value has an interesting property. This value, 

when varied, will scale the fuel rates used by the engine, and therefore the resulting predicted fuel 

economies. This leads to an interesting fact.

Our simulation data predicted nearly identical relative differences in cruising fuel economy to that of your 

testing (EPA testing difference = 21.6%, Allison Simulation difference = 21.1%). Meanwhile, our absolute

prediction, for both cases, is off 30% from your test data. In all of my correlation work over the past years, 

I have seen this scenario many times. These circumstances are highly indicative of two points.

1) We are likely operating on the same points in the engine map. Which, in turn, suggests that our 

models are tuned into eachother.

2) My assumption of the Base BSFC value was off and should be adjusted using test data, namely yours.

Doing this will appropriately scale our FE predictions and we'll likely see that the FE predictions of the 

simulation will match your test data very accurately (possibly even within 0.1%)

I would love to chat with you about this further at 2:30 today and I look forward to it! If, by some reason, 

we can not get in touch prior to say 3 PM, please call me on my cell phone (765-618-7506) as I will be 

away from my desk after then.

Thanks!

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 

Sanchez.James@epamail.
epa.gov

03/04/2011 12:29 PM

To chad.wenn@allisontransmission.com

cc christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, 

robert.yeater@allisontransmission.com

Subjec

t

Re: Test/Simulation Discussion

Hello Chad,

That explains why I wasn't able to get through to you this morning. I will be busy until about 2:30 today 

but I will try calling you then. Curt vapor mentioned that the difference is probably in the fuel map which is 

what I suspected also. If you are willing could you send me what you have for BSFC at the 55 and 65 

mph engine operating point? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: curt.vapor@allisontransmission.com, robert.yeater@allisontransmission.com, christopher.demko@allisontransmission.com

Date: 03/04/2011 10:28 AM

Subject: Test/Simulation Discussion

Hello James,

I have left you a voicemail in response to your email last night. My phone line is down up here at my 
location (the other Allison guys should be OK). If you have tried to call me and not gotten through, that is

why.

I'd be happy to get in touch with you using my cell phone if need be. Just let me know when you'd be able 

to discuss (I keep a close eye on my email).

Thanks,

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 
Re: Test/Simulation Discussion

chad.wenn 

t

o

:

James Sanchez 03/07/2011 11:49 AM

Cc: christopher.demko, curt.vapor, robert.yeater

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, 

robert.yeater@allisontransmission.com

Hello James,

I have actually been following up all morning and noticed another small tweak I can make in the road load 

model to make it more accurately reflect your model.

I will make these changes and rerun to see how we measure up.

Thanks!

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 

Sanchez.James@epamail.

epa.gov

03/07/2011 11:45 AM

To chad.wenn@allisontransmission.com

cc christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, 

robert.yeater@allisontransmission.com

Subjec

t

Re: Test/Simulation Discussion

Here is a comparison between the BSFC that I have from the data we took before installing the 

transmission and the BSFC Chad sent me. There is a difference but it doesn't explain the full difference 

between the Allison simulation and the powerpack data. Looking more closely at the power from our 

testing and engine speed and torque data that Chad gave me it looks like there is a difference in torque 

between the Allison simulation and the calculations I am doing in the test cell to simulate the road loads. 

Chad, is it possible that we are using difference mass and road load coefficients? Is your Cr1 defined the 

same as ours? Also, I noticed that the comparison.xlsx file that you sent me awhile back seems to line up 
better to the test results.

Thanks,

James

The vehicle parameters that I'm using.

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, robert.yeater@allisontransmission.com

Date: 03/04/2011 01:43 PM

Subject: Re: Test/Simulation Discussion
Hey James!

I can definitely send you what I have for BSFC at those operating points.

For 55 MPH, the engine BSFC is approximately 0.3844 lbm / (HP*hour)

For 65 MPH, the engine BSFC is approxmiately 0.3758 lbm / (HP*hour)

Before I go any further, I have to mention about how these values are calculated. As you may be aware, 

we only receive limited fuel data from the engine manufacturers. We are given a relative BSFC map of 

the engines. This only tells us how much more efficient one point is than another. This allows us to make 

very accurate relative fuel economy predictions. The relative maps themselvse do not tell us what the fuel 

rate is at that point. In order calculate that, we would need what I call the Base BSFC value. This value is 

not given to us. Therefore, we must either estimate it, or extract it from test data.

The value used to calculate my BSFC values above was, in the absence of test data, an estimation.

When using these relative BSFC maps, this Base BSFC value has an interesting property. This value, 

when varied, will scale the fuel rates used by the engine, and therefore the resulting predicted fuel 

economies. This leads to an interesting fact.

Our simulation data predicted nearly identical relative differences in cruising fuel economy to that of your 

testing (EPA testing difference = 21.6%, Allison Simulation difference = 21.1%). Meanwhile, our absolute

prediction, for both cases, is off 30% from your test data. In all of my correlation work over the past years, 

I have seen this scenario many times. These circumstances are highly indicative of two points.

1) We are likely operating on the same points in the engine map. Which, in turn, suggests that our 

models are tuned into eachother.

2) My assumption of the Base BSFC value was off and should be adjusted using test data, namely yours.

Doing this will appropriately scale our FE predictions and we'll likely see that the FE predictions of the 

simulation will match your test data very accurately (possibly even within 0.1%)

I would love to chat with you about this further at 2:30 today and I look forward to it! If, by some reason, 

we can not get in touch prior to say 3 PM, please call me on my cell phone (765-618-7506) as I will be 

away from my desk after then.

Thanks!

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 

Sanchez.James@epamail.
epa.gov

03/04/2011 12:29 PM

To chad.wenn@allisontransmission.com

cc christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, 

robert.yeater@allisontransmission.com

Subjec

t

Re: Test/Simulation Discussion

Hello Chad,

That explains why I wasn't able to get through to you this morning. I will be busy until about 2:30 today 

but I will try calling you then. Curt vapor mentioned that the difference is probably in the fuel map which is 

what I suspected also. If you are willing could you send me what you have for BSFC at the 55 and 65 

mph engine operating point? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: curt.vapor@allisontransmission.com, robert.yeater@allisontransmission.com, christopher.demko@allisontransmission.com

Date: 03/04/2011 10:28 AM

Subject: Test/Simulation Discussion

Hello James,

I have left you a voicemail in response to your email last night. My phone line is down up here at my 
location (the other Allison guys should be OK). If you have tried to call me and not gotten through, that is

why.

I'd be happy to get in touch with you using my cell phone if need be. Just let me know when you'd be able 

to discuss (I keep a close eye on my email).

Thanks,

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 
Re: Test/Simulation Discussion

chad.wenn 

t

o

:

James Sanchez 03/04/2011 01:43 PM

Cc: christopher.demko, curt.vapor, robert.yeater

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, 

robert.yeater@allisontransmission.com

History: This message has been replied to.

Hey James!

I can definitely send you what I have for BSFC at those operating points.

For 55 MPH, the engine BSFC is approximately 0.3844 lbm / (HP*hour)

For 65 MPH, the engine BSFC is approxmiately 0.3758 lbm / (HP*hour)

Before I go any further, I have to mention about how these values are calculated. As you may be aware, 

we only receive limited fuel data from the engine manufacturers. We are given a relative BSFC map of 

the engines. This only tells us how much more efficient one point is than another. This allows us to make 

very accurate relative fuel economy predictions. The relative maps themselvse do not tell us what the fuel 

rate is at that point. In order calculate that, we would need what I call the Base BSFC value. This value is 

not given to us. Therefore, we must either estimate it, or extract it from test data.

The value used to calculate my BSFC values above was, in the absence of test data, an estimation.

When using these relative BSFC maps, this Base BSFC value has an interesting property. This value, 

when varied, will scale the fuel rates used by the engine, and therefore the resulting predicted fuel 

economies. This leads to an interesting fact.

Our simulation data predicted nearly identical relative differences in cruising fuel economy to that of your 

testing (EPA testing difference = 21.6%, Allison Simulation difference = 21.1%). Meanwhile, our absolute

prediction, for both cases, is off 30% from your test data. In all of my correlation work over the past years, 

I have seen this scenario many times. These circumstances are highly indicative of two points.

1) We are likely operating on the same points in the engine map. Which, in turn, suggests that our 

models are tuned into eachother.

2) My assumption of the Base BSFC value was off and should be adjusted using test data, namely yours.

Doing this will appropriately scale our FE predictions and we'll likely see that the FE predictions of the 

simulation will match your test data very accurately (possibly even within 0.1%)

I would love to chat with you about this further at 2:30 today and I look forward to it! If, by some reason, 
we can not get in touch prior to say 3 PM, please call me on my cell phone (765-618-7506) as I will be

away from my desk after then.

Thanks!

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 

Sanchez.James@epamail.

epa.gov

03/04/2011 12:29 PM

To chad.wenn@allisontransmission.com

cc christopher.demko@allisontransmission.com, curt.vapor@allisontransmission.com, 

robert.yeater@allisontransmission.com

Subjec

t

Re: Test/Simulation Discussion

Hello Chad,

That explains why I wasn't able to get through to you this morning. I will be busy until about 2:30 today 

but I will try calling you then. Curt vapor mentioned that the difference is probably in the fuel map which is 

what I suspected also. If you are willing could you send me what you have for BSFC at the 55 and 65 

mph engine operating point? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: curt.vapor@allisontransmission.com, robert.yeater@allisontransmission.com, christopher.demko@allisontransmission.com

Date: 03/04/2011 10:28 AM
Subject: Test/Simulation Discussion

Hello James,

I have left you a voicemail in response to your email last night. My phone line is down up here at my 

location (the other Allison guys should be OK). If you have tried to call me and not gotten through, that is 

why.

I'd be happy to get in touch with you using my cell phone if need be. Just let me know when you'd be able 

to discuss (I keep a close eye on my email).

Thanks,

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 
Test/Simulation Discussion

chad.wenn 

t

o

:

James Sanchez 03/04/2011 10:28 AM

Cc: curt.vapor, robert.yeater, christopher.demko

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: curt.vapor@allisontransmission.com, robert.yeater@allisontransmission.com, 

christopher.demko@allisontransmission.com

History: This message has been replied to.

Hello James,

I have left you a voicemail in response to your email last night. My phone line is down up here at my 

location (the other Allison guys should be OK). If you have tried to call me and not gotten through, that is 

why.

I'd be happy to get in touch with you using my cell phone if need be. Just let me know when you'd be able 

to discuss (I keep a close eye on my email).

Thanks,

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 
Fw: info

chad.wenn 

t

o

:

James Sanchez 03/02/2011 08:57 AM

From: chad.wenn@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Chad Wenn

Project Engineer, Transmission Synthesis & Analysis

Office: (317)280-6227 

Chad.Wenn@AllisonTransmission.com

 

----- Forwarded by Chad Wenn/US/ATI on 03/02/2011 08:55 AM -----

Sanchez.James@epamail.epa.

gov

03/01/2011 04:31 PM

To christopher.demko@allisontransmission.com

cc chad.wenn@allisontransmission.com, curt.vapor@allisontransmission.com, 

robert.yeater@allisontransmission.com

Subjec

t

Re: info

Hello,

Below are the setpoints for speed and torque for 55 and 65 mph. These are assuming that the vehicle 

velocity is constant at 55 and 65 mph. Let me know if you guys come up with something different.

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: robert.yeater@allisontransmission.com, curt.vapor@allisontransmission.com, chad.wenn@allisontransmission.com

Date: 03/01/2011 02:36 PM

Subject: info

(Embedded image moved to file: pic26473.jpg)(Embedded image moved to file:

pic17029.jpg)

(Embedded image moved to file: pic26522.jpg)[attachment "pic26473.jpg" deleted 

by James Sanchez/AA/USEPA/US] [attachment "pic17029.jpg" deleted by James 

Sanchez/AA/USEPA/US] [attachment "pic26522.jpg" deleted by James 

Sanchez/AA/USEPA/US] 
address for return of Allison trans and related items

Christopher J Demko 

t

o

:

James Sanchez 04/19/2011 10:43 AM

Cc: Curt Vapor

From: Christopher J Demko <christopher.demko@allisontransmission.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Curt Vapor <J.Vapor@allisontransmission.com>

James ‐ 

Send the stuff back to:

Allison Transmission

4700 West 10th Street

Indianapolis, IN 46222

Attn: Chris Demko

Dock 33, Stop 125A

The items I'm needing most right now are the blue AVIT translator box and the small black Verizon USB

broadband transmitter.  If you can send them to me quickly it would be appreciated (and that would

allow more time to pack the big/heavy items, which are not needed urgently).

If you can send them back separately, send to:

Allison Transmission

4700 West 10th Street

Indianapolis, IN 46222

Attn: Chris Demko

Mail Code 462‐470‐M3A
question on Allison Food cycle

christopher.demko 

t

o

:

James Sanchez 03/16/2011 03:11 PM

Cc: chad.wenn, robert.yeater

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: chad.wenn@allisontransmission.com, robert.yeater@allisontransmission.com

Same situation/question as prior email.

(Embedded image moved to file: pic29334.jpg)

(Embedded image moved to file: pic25874.jpg)

(Embedded image moved to file: pic24372.jpg)
question on Allison Bus cycle

christopher.demko 

t

o

:

James Sanchez 03/16/2011 03:10 PM

Cc: chad.wenn, robert.yeater

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: chad.wenn@allisontransmission.com, robert.yeater@allisontransmission.com

I've spent a bit of time cutting/ splicing Datalog files together to fit

them into cycles. Eventually the eye becomes skilled enough to pick out

key plot features and then match them to teh Excel plots for your cycles

and ours.

But...

I noticed that the Allison Bus cycle and the Allison Food cycles don't

match and it looks like an incomplete cycle was repeated a few times. ???

I made some markups, the vertical lines looks like where the cycle stops

and then gets repeated. The colors don't really signify anything other

than for variety.

I'll put the Food in a 2nd email.

(Embedded image moved to file: pic03434.jpg)(Embedded image moved to file:

pic16549.jpg)

(Embedded image moved to file: pic07441.jpg)
an AVIT-Datalog question

christopher.demko 

t

o

:

Robert Caldwell 03/07/2011 04:38 PM

Cc: James Sanchez

From: christopher.demko@allisontransmission.com

To: Robert Caldwell/AA/USEPA/US@EPA

Cc: James Sanchez/AA/USEPA/US@EPA

Bob -

As there might be more EPA-Allison collaboration in the future, I'm wanting

to give this AVIT another shot. I don't know whether the AVIT has files

but isn't sending them or has no files to send. It's possible that it

won't hold data internally and also broadband it if it's connected to a

computer via an ethernet cable (this is a combination we haven't done

before). Can you check on a couple of things for me?

1. With ignition on, in Datalog, go to Tools > AVIT Data Recorder

and you should get the screen below. From what I have been told, if the

AVIT has files in it it should list them. I'm also interested in the

collection status circled below. Wait up to 30 sec for this to fully

activate, then a screenshot is all I need.

2. I think we went thru this some time ago, but - does the broadband USB

have a solid green light, a flickering green light, or nothing? There's a

little flapper door that might cover teh light. Flickering means

transmitting, solid green simply means it has power.

(Embedded image moved to file: pic09930.jpg)

(Embedded image moved to file: pic13977.jpg)
info

christopher.demko 

t

o

:

James Sanchez 03/01/2011 02:36 PM

Cc: robert.yeater, curt.vapor, chad.wenn

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: robert.yeater@allisontransmission.com, curt.vapor@allisontransmission.com, 

chad.wenn@allisontransmission.com

History: This message has been replied to.

(Embedded image moved to file: pic26473.jpg)(Embedded image moved to file:

pic17029.jpg)

(Embedded image moved to file: pic26522.jpg)
another updated Datalog setfile

christopher.demko 

t

o

:

Ethan Schauer 02/22/2011 12:52 PM

Cc: James Sanchez

From: christopher.demko@allisontransmission.com

To: Ethan Schauer/AA/USEPA/US@EPA

Cc: James Sanchez/AA/USEPA/US@EPA

(See attached file: EPA_LCT_Super_Gen_OEMPA.set)

It should look like this:.

(See attached file: EPA screenshot.doc)

(Embedded image moved to file: pic11701.jpg)
new 6-speed TCM enroute

christopher.demko 

t

o

:

James Sanchez, Robert Caldwell, Ethan 

Schauer 02/11/2011 04:43 PM

Cc: curt.vapor, robert.yeater

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA, Robert Caldwell/AA/USEPA/US@EPA, Ethan 

Schauer/AA/USEPA/US@EPA

Cc: curt.vapor@allisontransmission.com, robert.yeater@allisontransmission.com

History: This message has been forwarded.

Upon review we discovered the cal in the TCM is only for 5-speeds. I will

be mailing a new TCM with a 6-speed cal after work tonight, I will probably

use Priority Mail so that it arrives on Monday (presumably).

There is no harm in using the current TCM/cal for any test stand checkotus

you may still need to do, but for any official MPG testing we'll need the

6-speed TCM.
Allison AVIT is enroute

christopher.demko 

t

o

:

Carl Ryan, Robert Caldwell, Ethan Schauer 02/10/2011 10:06 AM

Cc: James Sanchez, Cleophas Jackson, curt.vapor

From: christopher.demko@allisontransmission.com

To: Carl Ryan/AA/USEPA/US@EPA, Robert Caldwell/AA/USEPA/US@EPA, Ethan 

Schauer/AA/USEPA/US@EPA

Cc: James Sanchez/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, 

curt.vapor@allisontransmission.com

We were able to get the device configured yesterday and got it shipped out

by US Postal. Tracking# is 795425585, should arrive at noon or earlier.

There is the AVIT, a USB broadband transmitter, and an adapter cable to

connect to your testcell into teh 9-pin vehicle diagnostic connector. When

we visited I brought a yellow ethernet cable to connect the AVIT to teh

computer that now has our Datalog on it.%

It should all be a plug-play setup, however there is always the opportunity

for a hiccup when connecting a bunch of 'foreign' devices together, so let

us know if there are any issues.

(See attached file: AVIT_Quick_Start_Guide.pdf)(See attached file: AVIT

Aftermarket Specs.pdf)(See attached file: AVIT Data Recorder

Instructions.doc)
Re: Wiring Harness and Neutral Safety Switch

christopher.demko 

t

o

:

James Sanchez 02/02/2011 10:55 AM

Cc: Robert Caldwell, Ethan Schauer

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: Robert Caldwell/AA/USEPA/US@EPA, Ethan Schauer/AA/USEPA/US@EPA

Looking at drawing AS07-421 (I think I sent this one already, but just in

case it's attached), on the LH side pin 41 (wire 141) is for neutral start.

This could be used to close the contacts on a relay in your starter

solenoid circuit. The TCM will evaluate the shifter selector switch (which

is inside the trans sump) and trigger pin 41 when in neutral or park.

As for the sensors on the transmission, there would be 3 speed sensors

mounted externally and they should tie into the TCM harness. I've run into

some 'gray area' for whether we included them straight into the harness or

whether they would need to wire from the breakout box. If we didn't

include them in the harness LMK and I can get some pigtails made and

shipped up. Let me know an approximate length you'd want.

(See attached file:

http___www.allisontransmission.com_servlet_DownloadFile_op=viewdrawing&Dir=ext

ranet_installationdrawings&FileToGet=as07-421-r.pdf)

(Embedded image moved to file: pic15890.jpg)

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 02/01/2011 05:06 christopher.demko@allisontransmissi 

 PM on.com, 

 curt.vapor@allisontransmission.com 

 cc 

 Caldwell.Robert@epamail.epa.gov, 

 Schauer.Ethan@epamail.epa.gov 

 Subject 

 Wiring Harness and Neutral Safety 

 Switch 

 

Hello Chris,
We have started installing the transmission and have a few questions.

Looking at the wiring diagram it shows a neutral safety switch, but we

didn't find one in the boxes. Is this something we need or can we bypass

it? Also, we seem to be missing a couple wiring harnesses. I know that

you mentioned that we would need to wire the pendant to the TCM but it also

looks like there should be a wiring harness between the TCM breakout box

and some sensors on the transmission. Any clarification this would be

great.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: test operation thoughts #2...

christopher.demko 

t

o

:

James Sanchez 01/28/2011 10:28 AM

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been forwarded.

James -

Here's some of the info I've been compiling to review for next week's

meeting. I'll give you a call to discuss briefly and get an update on your

status and if there's anything you need from me.

Following is a general overview of anticipated testcell setup for the EPA

fuel economy testing of the Allison LCT transmission. It is anticipated

that items below will require further discussion as testcell installation

and setup progresses.

General test setup

·Install the torque converter straps/brackets whenever the transmission is

installed/removed/transported. This model of Allison transmission uses an

automotive-style torque converter, and if the converter is not strapped in

it can slide out if the transmission tilts nose-down. This can result in

personal injury or property damage.

·Fill unit with Transynd (or other TES-295-approved oil ) to 10mm ASL at

85° C, in neutral range, at engine idle. Transmission main pressure should

be approximately 450 kPA. Oil info can be found at:

http://www.allisontransmission.com/service/autoapp/172/viewpage.jsp?ThisPage=3

·Verify that cooler restriction is set to ~159 kPa at ~30 LPM and 93° C

sump temp. This can be set via a gate valve.

·Sump temperature for testing should be - 85 +/- 5°C. The transmission

valve body contains a thermister and the TCM monitors the temperature.

·Testing is to start with a quick break-in of the unit. Perform sweeps of

1-6th-range upshifts (at 45% throttle) followed by ‘mild’ dyne-loaded

downshifts back to 1st range (still at 45% throttle). Perform 5 sweeps.

This provides quicker optimization of clutch parameters for proper shifts.

Change these shift types to suit the EPA test cycles?

·ALL Datalog files are to be saved. Files will need to be saved manually

during initial test setup, and then Datalog will save automatically during

test cycles.

·Review any fluid leaks or incidents with Allison engineering if/when they

occur.
Instrumentation

pressures

· main

· to cooler (torque converter out)

· from cooler (transmission lube))

· cooler in (optional, EPA choice)

· cooler out (optional, EPA choice)

misc items

· cooler flow (optional, EPA choice)

· output torque

 temperatures

· sump (TCM parameter)

· to cooler (torque converter out)

· from cooler (transmission lube))

· cooler in (optional, EPA choice)

· cooler out (optional, EPA choice))

Test shutdown settings

For transmission protection, Allison requests the testcell to shut down if

the following parameters fall out of range.

 min max time delay

· main pressure 375 kPa 2000 kPa 2 secs

· to cooler pressure 0 kPa 450 kPa 2 secs

· from cooler pressure 0 kPa 350 kPa 2 secs

· sump temperature none 125°C 2 secs

· to cooler temperature 150°C none 2 secs

Data collection

·Allison will provide Datalog on a CD (to install on an EPA computer) and

will provide the configuration files for data collection, etc.

·Allison will provide an AVIT data recorder, which will take the analog

data inputs from pressure transducers, thermocouples, etc, in the testcell

and send to Datalog.
Connections required for data collection:

·Allison will provide an AVIT (http://www.drewtech.com/products/avit.html,)

that will interface between the testcell environment and the Datalog PC.

·Engine and testcell CAN will connect to the transmission TCM.

·The AVIT will connect to CAN, to analog testcell instrumentation, and to

the PC that runs Datalog.

(Embedded image moved to file: pic00153.jpg)

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 01/25/2011 09:38 christopher.demko@allisontransmissi 

 AM on.com 

 cc 

 

 Subject 

 Re: test operation thoughts... 

Hello Chris,

We have started removing the Eaton system today, but since we haven't

signed the legal documents yet, we haven't opened the boxes with the

Allison parts. I believe Cle will be sending something back this morning

on that.

Sending a brake signal over CAN shouldn't be a problem since when have been

doing that for the Eaton system. For the data logging software we can

provide a computer to install the software on.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
 

 From: christopher.demko@allisontransmission.com 

 To: James Sanchez/AA/USEPA/US@EPA 

 Date: 01/24/2011 05:09 PM 

 Subject: test operation thoughts... 

Were you able to get started on installing the transmission/parts? It's

inevitable that there will be questions relating to installation, wiring,

testcell integration, etc, so I wanted to see if you and I could try to

anticipate some of them and get a headstart on info.

I also wanted to send a rudimentary 'vision' for how we presume your

test/testcell will operate (based on how ours operate), so then if we are

off-base you can help us understand.

 The transmission cooler is an industrial heat exhanger, and the

 temperature controller to use with it is a stand-alone type. We

 anticipate that you'll set it manually and then not need to manipulate

 it any further.

 The Arens shifter system contains a pushbutton keypad. There are

 connectors in the kit so that you can make the harness to the length you

 require. We anticipate that for testing you would put the transmission

 in 'drive' and leave it there for the duration of the test cycle.

 We will need a CAN signal to signify when the 'brake pedal' is pressed.

 This will have to come from your dyne control signal to convert toa CAN

 message.

 We will provide a copy of our datalogging software and the required

 stuff, we presume you have 1-2 computers operating in a test cell?

I'm sure there will be more questions as we progress!

(Embedded image moved to file: pic15724.jpg)[attachment "pic15724.jpg"

deleted by James Sanchez/AA/USEPA/US]
important item regarding the torque converter

christopher.demko 

t

o

:

James Sanchez 01/27/2011 10:42 AM

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been forwarded.

Something to watch for whenever you start to unpack the transmission and

move it around. Please notify all of your people as necessary.

· Install the torque converter straps/brackets whenever the

transmission is installed/removed/transported. This model of Allison

transmission uses an automotive-style torque converter, and if the

converter is not strapped in it can slide out if the transmission tilts

nose-down. This can result in personal injury or property damage.

(Embedded image moved to file: pic24626.jpg)
test operation thoughts ...

christopher.demko 

t

o

:

James Sanchez 01/24/2011 05:09 PM

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to and forwarded.

Were you able to get started on installing the transmission/parts? It's

inevitable that there will be questions relating to installation, wiring,

testcell integration, etc, so I wanted to see if you and I could try to

anticipate some of them and get a headstart on info.

I also wanted to send a rudimentary 'vision' for how we presume your

test/testcell will operate (based on how ours operate), so then if we are

off-base you can help us understand.

 The transmission cooler is an industrial heat exhanger, and the

 temperature controller to use with it is a stand-alone type. We

 anticipate that you'll set it manually and then not need to manipulate

 it any further.

 The Arens shifter system contains a pushbutton keypad. There are

 connectors in the kit so that you can make the harness to the length you

 require. We anticipate that for testing you would put the transmission

 in 'drive' and leave it there for the duration of the test cycle.

 We will need a CAN signal to signify when the 'brake pedal' is pressed.

 This will have to come from your dyne control signal to convert toa CAN

 message.

 We will provide a copy of our datalogging software and the required

 stuff, we presume you have 1-2 computers operating in a test cell?

I'm sure there will be more questions as we progress!

(Embedded image moved to file: pic15724.jpg)
RE: Dyno Information from last week .

CraigSJacobs 

t

o

:

James Sanchez 06/15/2011 11:02 AM

Cc: Carl Ryan, Cleophas Jackson, GregCNowell, JeffreyBosscher, 

MatthewPJohnson, MihaiDorobantu

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Carl Ryan/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, 

<GregCNowell@eaton.com>, <JeffreyBosscher@Eaton.com>, 

<MatthewPJohnson@Eaton.com>, <MihaiDorobantu@eaton.com>

James,

I will attempt to get this simulation run for you.  It might take a couple days as I’ll need to free someone

up to do it.

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Wednesday, June 15, 2011 9:27 AM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey; 

Johnson, Matthew P; Dorobantu, Mihai (Mike)

Subject: RE: Dyno Information from last week.

Craig,

Would it be possible for the simulation to be rerun with the following parameters? I believe when Matt ran 

the first set of simulations the coast down coefficients were not changed to what we are running in the 

test cell. So, if possible I would be interested in results for the 3 vehicle configurations below over the 

ARB transient and the CILCC.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez
Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <MihaiDorobantu@eaton.com>

Cc: Carl Ryan/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, <GregCNowell@eaton.com>, 

<JeffreyBosscher@Eaton.com>, <MatthewPJohnson@Eaton.com>

Date: 06/14/2011 05:35 PM

Subje

ct:

RE: Dyno Information from last week.

James,

We definitely measure the %change on MPG, not CO2, so the 30% calculation you have is what we would compare

to.  That being said, Matt Johnson simulated Hybrid on vs Hybrid off and got around a 35% difference, so we feel

that the new numbers are much closer to our expectations.   It is certainly possible to hold another review and see

if there are any minor issues still plaguing the dyno, but the speed mode seems to have gotten us to a much more

representative place than we were before.   Some of the 5% difference between our simulation and your dyno

could be accounted for by error in our model parameters or it could be some differences between the dyno

behavior and the actual vehicle behavior as well.   Do you want to schedule a time we can come by and take some

more data with the new mode active?

A few questions:

Did you experience an improvement to the behavior of your simulated driver?

Also, can you share what sort of deceleration torques and speed losses are now present during the shifts? It is a

little difficult to tell on the plot below.

Finally, how do you calculate F in your speed control mode?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Thursday, June 09, 2011 11:21 AM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey

Subject: RE: Dyno Information from last week.

 

Hello Craig,

We were able to get the Speed Speed mode working and it seems to make a big difference when the 
hybrid is turned off, but when the hybrid is on the fuel consumption is about the same. The table below 

shows the results with the dyno controlling speed and the vehicle being simulated is the same as the 

vehicle at Environment Canada. I know when Jeff and Matt were here they said the improvement that 

they would expect between the hybrid off and the hybrid on would be greater than 30%, but I realize that 

could have been using MPG, while I have been thinking of improvement in terms of CO2 (g/mile). The 

difference is in what you are dividing by (the smaller or larger number). Is this improvement what you 

would expect or is it still too low.

To clarify what I mean by speed speed mode. Before we were solving for what torque the engine had to 

meet and but when the driveline was disengaged the transmission decelerated in a unrepresentative way. 

To fix this we solve for vehicle acceleration and used the dyno in speed control.

Torque control:

F = m*a + m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 

Speed Control:

a = (F - m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 )/m

Thanks

James
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA
Cc: <JeffreyBosscher@Eaton.com>, Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, 

<GregCNowell@eaton.com>

Date: 06/07/2011 09:42 AM

Subject:RE: Dyno Information from last week.

 

James,

That is great news that you can try the CAN idea. Attached is the CAN information.

I do agree the best solution is if you can get the calculated acceleration working with speed control mode.

Additionally, the spreadsheet I sent you assumed dyno inertia of 0, which I knew was incorrect, but I had 

assumed it was negligible.

However, the reflected inertia of the vehicle mass is only 54kg-m^2, so the dyno is about 40% inertia 

torque without any compensation.

If we use the total vehicle mass to account for inertial torque, we are overcompensating, It would be like 

driving a 10 ton vehicle, instead of a 7 ton vehicle.

In my experience, this would lead to a reduction in fuel economy benefit (depending on route) of 4 to 

10%. 

This is because the engine works closer to its peak power more often with a heavier vehicle.

I would suggest that we use CompensatedMass = VehicleMass - DynoMass to get the best 

representation of the true vehicle.

I don't remember seeing that in our review. Do you account for that?

Craig

PGN 61442 Electronic Transmission Controller 1 - ETC1

Transmission Repetition 10 ms

Data Length: 8

Data Page: 0

PDU Format: 240

PDU Specific: 2 PGN Supporting Information:

Default Priority: 3

Parameter Group Number: 61442 (0xF002)

Start Position Length Parameter Name SPN

1.1 2 bits Transmission Driveline Engaged 560
1.3 2 bits Torque Converter Lockup Engaged 573

1.5 2 bits Transmission Shift In Process 574

2-3 2 bytes Transmission Output Shaft Speed 191

4 1 byte Percent Clutch Slip 522

5.1 2 bits Engine Momentary Overspeed Enable 606

5.3 2 bits Progressive Shift Disable 607

6-7 2 bytes Transmission Input Shaft Speed 161

8 1 byte Source Address of Controlling Device for Transmission Control 1482

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, June 06, 2011 3:21 PM

To: Jacobs, Craig S

Cc: Bosscher, Jeffrey; Jackson.Cleophas@epamail.epa.gov; Ryan.Carl@epamail.epa.gov

Subject: Re: Dyno Information from last week.

Craig,

Assuming that you give me the J1939 information for the CAN channel then I should be able to do what 

you are requesting. They dyno doesn't have CAN communication but its setpoint comes from the test cell 

automation software which can read CAN channels. 

Dyno inertia: 20.78 kg-m^2

Carl and I have also been working on this problem by implementing the other dyno mode I mentioned 

when you where here. Which is solving for acceleration and using the dyno is speed control to follow the 

acceleration. We are still working through the details but in concept it should solve the problem of the 

unrepresentative deceleration during shifts.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>

Date: 06/03/2011 11:04 AM

Subject: Dyno Information from last week.

 
 

James,

I’m getting back to looking at the dyno data we collected on Thursday.

I am continuing to be suspicious of how the dyno reacts during a shift.

A few questions:  

1)      Do you know what the dyno inertia is?

2)      Do you have CAN messages available for dyno control?  I would be interested in seeing how the system

reacts if we did the following:

Calculate inertial torque normally, except when the signal EEC2.DrivelineEngaged is false.

During this time change the calculation from normal style to InertialTorque = RollingResistance+AeroDrag+Hill

This signal is only true when the gear actuator in the transmission is not connected.  During this time the above

neither the motor nor the engine can propel the vehicle, so it is a valid equation.

I would also zero out the filter during this time.

Another potential thing that we could try is to actually INCREASE the filter time constant, rather than DECREASE it

like we did last week.

I noticed that the faster filter actually seemed a little worse than the default filter

We started with gains of .1 and .9, changed to .5 and .5

I would suggest that we might want to try .025 and .975

Craig

Craig S Jacobs

Chief Engineer - Systems

Hybrid Power Systems Division

Eaton Corporation

t: +1(269) 342-3084

c: +1(269) 290-3927

craigsjacobs@eaton.com

13100 E. Michigan Ave

Galesburg, MI 49053

[attachment "EPA_Analysis.xlsx" deleted by James Sanchez/AA/USEPA/US] [attachment "EPA PowerPack.pptx"
deleted by James Sanchez/AA/USEPA/US]
FW: Dyno Information from last week .

CraigSJacobs 

t

o

:

JeffreyBosscher 06/14/2011 06:12 PM

Cc: James Sanchez

From: <CraigSJacobs@eaton.com>

To: <JeffreyBosscher@Eaton.com>

Cc: James Sanchez/AA/USEPA/US@EPA

James, I don’t think I can make it either of those days, maybe Jeff B can do it.

Jeff,

Can you go to EPA either tomorrow of Thursday?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, June 14, 2011 6:07 PM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey; 

Johnson, Matthew P; Dorobantu, Mihai (Mike)

Subject: RE: Dyno Information from last week.

Craig,

Yes, I think it would be good to have you come out again while we are running. Are you available 

tomorrow or Thursday? With the hybrid off the driver response was much better, but with the hybrid on 

there wasn't much difference. I will have to get back to you on the deceleration rates during shift but it 

should be pretty small since the target acceleration is the difference between the measured torque (close 

to zero) and the drag and friction forces. "F" comes from the measured torque at the transmission output 

shaft.

I was wondering what your thoughts are on the data below. This data is from the tests at Environment 

Canada with the Kenworth truck. As you can see the befit from the hybrid is not very good. The first set 

of data is with the Hybrid "on". 

The dyno loads that were used are:

 

or if you prefer Cd, Cr1 and Cr0. These are calculated from the coast down data, so the Cd is not the 
true Cd of the vehicle, but will give the same road load force as the coast down coefficients. 

 

2xtranss

m

Fuel Economy 

(miles/gal)

CO2 

(g/mile)

CO 

(g/mile)

HC 

(g/mile) NOx 

(g/mile)

SOC Correction 

Required?

Test 1 Repeat 1 9.16 1109.20 0.68 0.02 1.45 N/A

Repeat 2 9.25 1099.33 0.13 0.00 0.73

Test 2 Repeat 1 9.47 1073.09 0.84 0.02 2.05 N/A

Repeat 2 9.83 1034.75 0.56 0.00 0.80

Test 3 Repeat 1 9.47 1072.97 0.90 0.04 2.06 N/A

Repeat 2 9.48 1072.81 0.41 0.01 1.05

Avera

ge

Repeat 1 9.37 1085.09 0.81 0.03 1.85

Std. 

Dev. 0.18 20.88 0.11 0.01 0.35

Avera

ge

Repeat 2 9.52 1068.97 0.37 0.01 0.86

Std. 

Dev. 0.29 32.46 0.22 0.01 0.17

 

And for the hybrid, the 2xtranssm results are ...

 

2xtranss

m

Fuel Economy 

(miles/gal)

CO2 

(g/mile)

CO 

(g/mile)

HC 

(g/mile) NOx 

(g/mile)

SOC Correction 

Required?

Test 1 Repeat 1 9.93 1024.14 0.11 0.03 2.31 no

Repeat 2 10.08 1009.13 0.04 0.01 1.18
Test 2 Repeat 1 10.41 977.83 0.07 0.01 2.16 no

Repeat 2 10.68 952.50 0.03 0.00 1.33

Test 3 Repeat 1 10.16 1000.80 0.16 0.01 2.21 no

Repeat 2 10.58 961.85 0.04 0.01 1.24

Avera

ge

Repeat 1 10.17 1000.92 0.11 0.02 2.23

Std. 

Dev. 0.24 23.16 0.05 0.01 0.07

Avera

ge

Repeat 2 10.45 974.49 0.04 0.01 1.25

Std. 

Dev. 0.32 30.35 0.00 0.00 0.08

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <MihaiDorobantu@eaton.com>

Cc: Carl Ryan/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, <GregCNowell@eaton.com>, 

<JeffreyBosscher@Eaton.com>, <MatthewPJohnson@Eaton.com>

Date: 06/14/2011 05:35 PM

Subje

ct:

RE: Dyno Information from last week.

James,

We definitely measure the %change on MPG, not CO2, so the 30% calculation you have is what we would compare
to.  That being said, Matt Johnson simulated Hybrid on vs Hybrid off and got around a 35% difference, so we feel

that the new numbers are much closer to our expectations.   It is certainly possible to hold another review and see

if there are any minor issues still plaguing the dyno, but the speed mode seems to have gotten us to a much more

representative place than we were before.   Some of the 5% difference between our simulation and your dyno

could be accounted for by error in our model parameters or it could be some differences between the dyno

behavior and the actual vehicle behavior as well.   Do you want to schedule a time we can come by and take some

more data with the new mode active?

A few questions:

Did you experience an improvement to the behavior of your simulated driver?

Also, can you share what sort of deceleration torques and speed losses are now present during the shifts? It is a

little difficult to tell on the plot below.

Finally, how do you calculate F in your speed control mode?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Thursday, June 09, 2011 11:21 AM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey

Subject: RE: Dyno Information from last week.

 

Hello Craig,

We were able to get the Speed Speed mode working and it seems to make a big difference when the 

hybrid is turned off, but when the hybrid is on the fuel consumption is about the same. The table below 

shows the results with the dyno controlling speed and the vehicle being simulated is the same as the 

vehicle at Environment Canada. I know when Jeff and Matt were here they said the improvement that 

they would expect between the hybrid off and the hybrid on would be greater than 30%, but I realize that 

could have been using MPG, while I have been thinking of improvement in terms of CO2 (g/mile). The 

difference is in what you are dividing by (the smaller or larger number). Is this improvement what you 

would expect or is it still too low.

To clarify what I mean by speed speed mode. Before we were solving for what torque the engine had to 

meet and but when the driveline was disengaged the transmission decelerated in a unrepresentative way. 

To fix this we solve for vehicle acceleration and used the dyno in speed control.

Torque control:

F = m*a + m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 

Speed Control:

a = (F - m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 )/m

Thanks

James
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality
U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>, Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, 

<GregCNowell@eaton.com>

Date: 06/07/2011 09:42 AM

Subject:RE: Dyno Information from last week.

 

James,

That is great news that you can try the CAN idea. Attached is the CAN information.

I do agree the best solution is if you can get the calculated acceleration working with speed control mode.

Additionally, the spreadsheet I sent you assumed dyno inertia of 0, which I knew was incorrect, but I had 

assumed it was negligible.

However, the reflected inertia of the vehicle mass is only 54kg-m^2, so the dyno is about 40% inertia 

torque without any compensation.

If we use the total vehicle mass to account for inertial torque, we are overcompensating, It would be like 

driving a 10 ton vehicle, instead of a 7 ton vehicle.

In my experience, this would lead to a reduction in fuel economy benefit (depending on route) of 4 to 

10%. 

This is because the engine works closer to its peak power more often with a heavier vehicle.

I would suggest that we use CompensatedMass = VehicleMass - DynoMass to get the best 

representation of the true vehicle.

I don't remember seeing that in our review. Do you account for that?

Craig

PGN 61442 Electronic Transmission Controller 1 - ETC1

Transmission Repetition 10 ms
Data Length: 8

Data Page: 0

PDU Format: 240

PDU Specific: 2 PGN Supporting Information:

Default Priority: 3

Parameter Group Number: 61442 (0xF002)

Start Position Length Parameter Name SPN

1.1 2 bits Transmission Driveline Engaged 560

1.3 2 bits Torque Converter Lockup Engaged 573

1.5 2 bits Transmission Shift In Process 574

2-3 2 bytes Transmission Output Shaft Speed 191

4 1 byte Percent Clutch Slip 522

5.1 2 bits Engine Momentary Overspeed Enable 606

5.3 2 bits Progressive Shift Disable 607

6-7 2 bytes Transmission Input Shaft Speed 161

8 1 byte Source Address of Controlling Device for Transmission Control 1482

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, June 06, 2011 3:21 PM

To: Jacobs, Craig S

Cc: Bosscher, Jeffrey; Jackson.Cleophas@epamail.epa.gov; Ryan.Carl@epamail.epa.gov

Subject: Re: Dyno Information from last week.

Craig,

Assuming that you give me the J1939 information for the CAN channel then I should be able to do what 

you are requesting. They dyno doesn't have CAN communication but its setpoint comes from the test cell 

automation software which can read CAN channels. 

Dyno inertia: 20.78 kg-m^2

Carl and I have also been working on this problem by implementing the other dyno mode I mentioned 

when you where here. Which is solving for acceleration and using the dyno is speed control to follow the 

acceleration. We are still working through the details but in concept it should solve the problem of the 

unrepresentative deceleration during shifts.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>

Date: 06/03/2011 11:04 AM

Subject: Dyno Information from last week.

 

 

James,

I’m getting back to looking at the dyno data we collected on Thursday.

I am continuing to be suspicious of how the dyno reacts during a shift.

A few questions:  

1)      Do you know what the dyno inertia is?

2)      Do you have CAN messages available for dyno control?  I would be interested in seeing how the system

reacts if we did the following:

Calculate inertial torque normally, except when the signal EEC2.DrivelineEngaged is false.

During this time change the calculation from normal style to InertialTorque = RollingResistance+AeroDrag+Hill

This signal is only true when the gear actuator in the transmission is not connected.  During this time the above

neither the motor nor the engine can propel the vehicle, so it is a valid equation.

I would also zero out the filter during this time.

Another potential thing that we could try is to actually INCREASE the filter time constant, rather than DECREASE it

like we did last week.

I noticed that the faster filter actually seemed a little worse than the default filter

We started with gains of .1 and .9, changed to .5 and .5

I would suggest that we might want to try .025 and .975

Craig

Craig S Jacobs

Chief Engineer - Systems
Hybrid Power Systems Division

Eaton Corporation

t: +1(269) 342-3084

c: +1(269) 290-3927

craigsjacobs@eaton.com

13100 E. Michigan Ave

Galesburg, MI 49053

[attachment "EPA_Analysis.xlsx" deleted by James Sanchez/AA/USEPA/US] [attachment "EPA PowerPack.pptx"

deleted by James Sanchez/AA/USEPA/US]
RE: Dyno Information from last week .

CraigSJacobs 

t

o

:

James Sanchez, MihaiDorobantu 06/14/2011 05:35 PM

Cc: Carl Ryan, Cleophas Jackson, GregCNowell, JeffreyBosscher, 

MatthewPJohnson

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <MihaiDorobantu@eaton.com>

Cc: Carl Ryan/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, 

<GregCNowell@eaton.com>, <JeffreyBosscher@Eaton.com>, 

<MatthewPJohnson@Eaton.com>

History: This message has been replied to.

James,

We definitely measure the %change on MPG, not CO2, so the 30% calculation you have is what we

would compare to.  That being said, Matt Johnson simulated Hybrid on vs Hybrid off and got around a

35% difference, so we feel that the new numbers are much closer to our expectations.   It is certainly

possible to hold another review and see if there are any minor issues still plaguing the dyno, but the

speed mode seems to have gotten us to a much more representative place than we were before.   Some

of the 5% difference between our simulation and your dyno could be accounted for by error in our

model parameters or it could be some differences between the dyno behavior and the actual vehicle

behavior as well.   Do you want to schedule a time we can come by and take some more data with the

new mode active?

A few questions:

Did you experience an improvement to the behavior of your simulated driver?

Also, can you share what sort of deceleration torques and speed losses are now present during the

shifts? It is a little difficult to tell on the plot below.

Finally, how do you calculate F in your speed control mode?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Thursday, June 09, 2011 11:21 AM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey

Subject: RE: Dyno Information from last week.

Hello Craig,

We were able to get the Speed Speed mode working and it seems to make a big difference when the 

hybrid is turned off, but when the hybrid is on the fuel consumption is about the same. The table below 

shows the results with the dyno controlling speed and the vehicle being simulated is the same as the 

vehicle at Environment Canada. I know when Jeff and Matt were here they said the improvement that 

they would expect between the hybrid off and the hybrid on would be greater than 30%, but I realize that 
could have been using MPG, while I have been thinking of improvement in terms of CO2 (g/mile). The 

difference is in what you are dividing by (the smaller or larger number). Is this improvement what you 

would expect or is it still too low.

To clarify what I mean by speed speed mode. Before we were solving for what torque the engine had to 

meet and but when the driveline was disengaged the transmission decelerated in a unrepresentative way. 

To fix this we solve for vehicle acceleration and used the dyno in speed control.

Torque control:

F = m*a + m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 

Speed Control:

a = (F - m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 )/m

Thanks

James
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>
To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>, Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, 

<GregCNowell@eaton.com>

Date: 06/07/2011 09:42 AM

Subject:RE: Dyno Information from last week.

James,

That is great news that you can try the CAN idea. Attached is the CAN information.

I do agree the best solution is if you can get the calculated acceleration working with speed control mode.

Additionally, the spreadsheet I sent you assumed dyno inertia of 0, which I knew was incorrect, but I had 

assumed it was negligible.

However, the reflected inertia of the vehicle mass is only 54kg-m^2, so the dyno is about 40% inertia 

torque without any compensation.

If we use the total vehicle mass to account for inertial torque, we are overcompensating, It would be like 

driving a 10 ton vehicle, instead of a 7 ton vehicle.

In my experience, this would lead to a reduction in fuel economy benefit (depending on route) of 4 to 

10%. 

This is because the engine works closer to its peak power more often with a heavier vehicle.

I would suggest that we use CompensatedMass = VehicleMass - DynoMass to get the best 

representation of the true vehicle.

I don't remember seeing that in our review. Do you account for that?

Craig

PGN 61442 Electronic Transmission Controller 1 - ETC1

Transmission Repetition 10 ms

Data Length: 8

Data Page: 0

PDU Format: 240

PDU Specific: 2 PGN Supporting Information:

Default Priority: 3

Parameter Group Number: 61442 (0xF002)

Start Position Length Parameter Name SPN

1.1 2 bits Transmission Driveline Engaged 560

1.3 2 bits Torque Converter Lockup Engaged 573

1.5 2 bits Transmission Shift In Process 574

2-3 2 bytes Transmission Output Shaft Speed 191
4 1 byte Percent Clutch Slip 522

5.1 2 bits Engine Momentary Overspeed Enable 606

5.3 2 bits Progressive Shift Disable 607

6-7 2 bytes Transmission Input Shaft Speed 161

8 1 byte Source Address of Controlling Device for Transmission Control 1482

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, June 06, 2011 3:21 PM

To: Jacobs, Craig S

Cc: Bosscher, Jeffrey; Jackson.Cleophas@epamail.epa.gov; Ryan.Carl@epamail.epa.gov

Subject: Re: Dyno Information from last week.

 

Craig,

Assuming that you give me the J1939 information for the CAN channel then I should be able to do what 

you are requesting. They dyno doesn't have CAN communication but its setpoint comes from the test cell 

automation software which can read CAN channels. 

Dyno inertia: 20.78 kg-m^2

Carl and I have also been working on this problem by implementing the other dyno mode I mentioned 

when you where here. Which is solving for acceleration and using the dyno is speed control to follow the 

acceleration. We are still working through the details but in concept it should solve the problem of the 

unrepresentative deceleration during shifts.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>

Date: 06/03/2011 11:04 AM

Subject: Dyno Information from last week.

 
James,

I’m getting back to looking at the dyno data we collected on Thursday.

I am continuing to be suspicious of how the dyno reacts during a shift.

A few questions:  

1)      Do you know what the dyno inertia is?

2)      Do you have CAN messages available for dyno control?  I would be interested in seeing how the system

reacts if we did the following:

Calculate inertial torque normally, except when the signal EEC2.DrivelineEngaged is false.

During this time change the calculation from normal style to InertialTorque = RollingResistance+AeroDrag+Hill

This signal is only true when the gear actuator in the transmission is not connected.  During this time the above

neither the motor nor the engine can propel the vehicle, so it is a valid equation.

I would also zero out the filter during this time.

Another potential thing that we could try is to actually INCREASE the filter time constant, rather than DECREASE it

like we did last week.

I noticed that the faster filter actually seemed a little worse than the default filter

We started with gains of .1 and .9, changed to .5 and .5

I would suggest that we might want to try .025 and .975

Craig

Craig S Jacobs

Chief Engineer - Systems

Hybrid Power Systems Division

Eaton Corporation

t: +1(269) 342-3084

c: +1(269) 290-3927

craigsjacobs@eaton.com

13100 E. Michigan Ave

Galesburg, MI 49053

[attachment "EPA_Analysis.xlsx" deleted by James Sanchez/AA/USEPA/US] [attachment "EPA PowerPack.pptx"

deleted by James Sanchez/AA/USEPA/US]
RE: Dyno Information from last week .

CraigSJacobs 

t

o

:

James Sanchez 06/07/2011 09:42 AM

Cc: JeffreyBosscher, Cleophas Jackson, Carl Ryan, GregCNowell

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>, Cleophas Jackson/AA/USEPA/US@EPA, Carl 

Ryan/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

History: This message has been replied to.

James,

That is great news that you can try the CAN idea. Attached is the CAN information.

I do agree the best solution is if you can get the calculated acceleration working with speed control mode.

Additionally, the spreadsheet I sent you assumed dyno inertia of 0, which I knew was incorrect, but I had 

assumed it was negligible.

However, the reflected inertia of the vehicle mass is only 54kg-m^2, so the dyno is about 40% inertia 

torque without any compensation.

If we use the total vehicle mass to account for inertial torque, we are overcompensating, It would be like 

driving a 10 ton vehicle, instead of a 7 ton vehicle.

In my experience, this would lead to a reduction in fuel economy benefit (depending on route) of 4 to 

10%. 

This is because the engine works closer to its peak power more often with a heavier vehicle.

I would suggest that we use CompensatedMass = VehicleMass - DynoMass to get the best 

representation of the true vehicle.

I don't remember seeing that in our review. Do you account for that?

Craig

PGN 61442 Electronic Transmission Controller 1 - ETC1

Transmission Repetition 10 ms

Data Length: 8

Data Page: 0

PDU Format: 240

PDU Specific: 2 PGN Supporting Information:

Default Priority: 3

Parameter Group Number: 61442 (0xF002)

Start Position Length Parameter Name SPN

1.1 2 bits Transmission Driveline Engaged 560

1.3 2 bits Torque Converter Lockup Engaged 573

1.5 2 bits Transmission Shift In Process 574

2-3 2 bytes Transmission Output Shaft Speed 191

4 1 byte Percent Clutch Slip 522

5.1 2 bits Engine Momentary Overspeed Enable 606

5.3 2 bits Progressive Shift Disable 607

6-7 2 bytes Transmission Input Shaft Speed 161

8 1 byte Source Address of Controlling Device for Transmission Control 1482
From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, June 06, 2011 3:21 PM

To: Jacobs, Craig S

Cc: Bosscher, Jeffrey; Jackson.Cleophas@epamail.epa.gov; Ryan.Carl@epamail.epa.gov

Subject: Re: Dyno Information from last week.

Craig,

Assuming that you give me the J1939 information for the CAN channel then I should be able to do what 

you are requesting. They dyno doesn't have CAN communication but its setpoint comes from the test cell 

automation software which can read CAN channels. 

Dyno inertia: 20.78 kg-m^2

Carl and I have also been working on this problem by implementing the other dyno mode I mentioned 

when you where here. Which is solving for acceleration and using the dyno is speed control to follow the 

acceleration. We are still working through the details but in concept it should solve the problem of the 

unrepresentative deceleration during shifts.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>

Date: 06/03/2011 11:04 AM

Subject: Dyno Information from last week.

James,

I’m getting back to looking at the dyno data we collected on Thursday.

I am continuing to be suspicious of how the dyno reacts during a shift.

A few questions:  
1)      Do you know what the dyno inertia is?

2)      Do you have CAN messages available for dyno control?  I would be interested in seeing how the system

reacts if we did the following:

Calculate inertial torque normally, except when the signal EEC2.DrivelineEngaged is false.

During this time change the calculation from normal style to InertialTorque = RollingResistance+AeroDrag+Hill

This signal is only true when the gear actuator in the transmission is not connected.  During this time the above

neither the motor nor the engine can propel the vehicle, so it is a valid equation.

I would also zero out the filter during this time.

Another potential thing that we could try is to actually INCREASE the filter time constant, rather than DECREASE it

like we did last week.

I noticed that the faster filter actually seemed a little worse than the default filter

We started with gains of .1 and .9, changed to .5 and .5

I would suggest that we might want to try .025 and .975

Craig

Craig S Jacobs

Chief Engineer - Systems

Hybrid Power Systems Division

Eaton Corporation

t: +1(269) 342-3084

c: +1(269) 290-3927

craigsjacobs@eaton.com

13100 E. Michigan Ave

Galesburg, MI 49053

[attachment "EPA_Analysis.xlsx" deleted by James Sanchez/AA/USEPA/US] [attachment "EPA PowerPack.pptx"

deleted by James Sanchez/AA/USEPA/US]
Dyno Information from last week .

CraigSJacobs 

t

o

:

James Sanchez 06/03/2011 11:04 AM

Cc: JeffreyBosscher

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>

History: This message has been replied to.

James,

I’m getting back to looking at the dyno data we collected on Thursday.

I am continuing to be suspicious of how the dyno reacts during a shift.

A few questions:  

1)      Do you know what the dyno inertia is?

2)      Do you have CAN messages available for dyno control?  I would be interested in seeing

how the system reacts if we did the following:

Calculate inertial torque normally, except when the signal EEC2.DrivelineEngaged is false.

During this time change the calculation from normal style to InertialTorque =

RollingResistance+AeroDrag+Hill

This signal is only true when the gear actuator in the transmission is not connected.  During this time the

above neither the motor nor the engine can propel the vehicle, so it is a valid equation.

I would also zero out the filter during this time.

Another potential thing that we could try is to actually INCREASE the filter time constant, rather than

DECREASE it like we did last week.

I noticed that the faster filter actually seemed a little worse than the default filter

We started with gains of .1 and .9, changed to .5 and .5

I would suggest that we might want to try .025 and .975

Craig

Craig S Jacobs

Chief Engineer - Systems

Hybrid Power Systems Division

Eaton Corporation

t: +1(269) 342-3084
c: +1(269) 290-3927

craigsjacobs@eaton.com

13100 E. Michigan Ave

Galesburg, MI 49053
Re: Installing Battery Cooling System for Powertrain Testing

CraigSJacobs 

t

o

:

James Sanchez 05/24/2011 02:04 PM

Cc: Ethan Schauer, GregCNowell, JeffreyBosscher

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Ethan Schauer/AA/USEPA/US@EPA, <GregCNowell@eaton.com>, 

<JeffreyBosscher@Eaton.com>

James,

Thursday morning will be fine.

I will shoot for 9am, and can probably stay until about 230 pm.

Craig

From: Sanchez.James@epamail.epa.gov <Sanchez.James@epamail.epa.gov>

To: Jacobs, Craig S

Cc: Schauer.Ethan@epamail.epa.gov <Schauer.Ethan@epamail.epa.gov>; Nowell, Greg C; Bosscher, 

Jeffrey

Sent: Tue May 24 12:56:14 2011

Subject: RE: Installing Battery Cooling System for Powertrain Testing

Craig,

Would Thursday morning work for you? One of the purposes of this would be to let you see how the drive 

model works and give suggestions as to how you think it can be improved. This will probably take more 

than couple of hours but if that is all you have that is fine. The other purpose would be to check that the 

hybrid is working correctly. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: <JeffreyBosscher@Eaton.com>, James Sanchez/AA/USEPA/US@EPA

Cc: Ethan Schauer/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

Date: 05/23/2011 06:17 PM

Subject: RE: Installing Battery Cooling System for Powertrain Testing
James,

I should be able to come either Wednesday or Thursday for a few hours.

Let me know what works best for you.

Craig

From: Bosscher, Jeffrey 

Sent: Monday, May 23, 2011 4:09 PM

To: Sanchez.James@epamail.epa.gov; Jacobs, Craig S

Cc: Schauer.Ethan@epamail.epa.gov; Nowell, Greg C

Subject: RE: Installing Battery Cooling System for Powertrain Testing 

 

Hi James,

I will be at Environment Canada Supporting the chassis dynamometer testing.  Let me talk with my manager about

having someone else support this in my absence.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, May 23, 2011 3:57 PM

To: Bosscher, Jeffrey

Cc: Schauer.Ethan@epamail.epa.gov; Nowell, Greg C

Subject: Re: Installing Battery Cooling System for Powertrain Testing 

 

Hello Jeff, 

I was wondering if you would be able to come out this week to evaluate the driver model. We will be 

finishing up some initial testing tomorrow so we should be ready for you to come out on Wednesday. Let 

me know what works for you.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439
sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, Ethan Schauer/AA/USEPA/US@EPA

Date: 05/11/2011 04:56 PM

Subject: Installing Battery Cooling System for Powertrain Testing 

 

Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan 

is planning on being done with the installation early next week. As a heads up the week of the 23rd is 

when we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Installing Battery Cooling System for Powertrain Testing

CraigSJacobs 

t

o

:

JeffreyBosscher, James Sanchez 05/23/2011 06:17 PM

Cc: Ethan Schauer, GregCNowell

From: <CraigSJacobs@eaton.com>

To: <JeffreyBosscher@Eaton.com>, James Sanchez/AA/USEPA/US@EPA

Cc: Ethan Schauer/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

History: This message has been replied to.

James,

I should be able to come either Wednesday or Thursday for a few hours.

Let me know what works best for you.

Craig

From: Bosscher, Jeffrey 

Sent: Monday, May 23, 2011 4:09 PM

To: Sanchez.James@epamail.epa.gov; Jacobs, Craig S

Cc: Schauer.Ethan@epamail.epa.gov; Nowell, Greg C

Subject: RE: Installing Battery Cooling System for Powertrain Testing 

Hi James,

I will be at Environment Canada Supporting the chassis dynamometer testing.  Let me talk with my

manager about having someone else support this in my absence.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, May 23, 2011 3:57 PM

To: Bosscher, Jeffrey

Cc: Schauer.Ethan@epamail.epa.gov; Nowell, Greg C

Subject: Re: Installing Battery Cooling System for Powertrain Testing 

Hello Jeff, 

I was wondering if you would be able to come out this week to evaluate the driver model. We will be 

finishing up some initial testing tomorrow so we should be ready for you to come out on Wednesday. Let 

me know what works for you.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, Ethan Schauer/AA/USEPA/US@EPA

Date: 05/11/2011 04:56 PM

Subject: Installing Battery Cooling System for Powertrain Testing 

Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan 

is planning on being done with the installation early next week. As a heads up the week of the 23rd is 

when we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Powerpack Testing of Allison 1000 

James Sanchez 

t

o

:

Curt Vapor 06/02/2011 05:30 PM

Cc: Christopher J Demko, "Robert W. Yeater", Cleophas Jackson

From: James Sanchez/AA/USEPA/US

To: Curt Vapor <curt.vapor@allisontransmission.com>

Cc: Christopher J Demko <christopher.demko@allisontransmission.com>, "Robert W. Yeater" 

<robert.yeater@allisontransmission.com>, Cleophas Jackson/AA/USEPA/US@EPA

Hello Curt, 

I don't have a date set just yet. We are still working through the changes to the vehicle and driver model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Curt Vapor Hi James, Just touching base to see if follow-up... 06/02/2011 03:33:31 PM

From: Curt Vapor <curt.vapor@allisontransmission.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: "Robert W. Yeater" <robert.yeater@allisontransmission.com>, Christopher J Demko 

<christopher.demko@allisontransmission.com>

Date: 06/02/2011 03:33 PM

Subject: RE: Powerpack Testing of Allison 1000

Hi James,

Just touching base to see if follow‐up testing with our 1000 tranny is planned yet.

Tks / cv
Powerpack Testing of Allison 1000

James Sanchez 

t

o

:

curt.vapor 05/04/2011 10:34 AM

From: James Sanchez/AA/USEPA/US

To: curt.vapor@allisontransmission.com

Hello Curt,

Cle wanted to wanted me to follow up with you after his discussion with Debbie Gordon this morning. We 

are interested in testing the Allison 1000 transmission again but it won't be for a few weeks. So I believe 

we have everything we need to test except you data logger. My understanding was that you has a use 

for the logger and so if you would like I can let you know when I have a more solid date on testing so that 

you can send the logger over at that point.

Thanks for all your support,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Fw: Discuss the Possibility of Retesting the Allison 1000 after Changes Have 

Been Completed to EPA's Driver Model

curt.vapor 

t

o

:

Cleophas Jackson, steve.spurlin, James Sanchez, 

christopher.demko, robert.yeater 04/21/2011 12:52 PM

From: curt.vapor@allisontransmission.com

To: Cleophas Jackson/AA/USEPA/US@EPA, steve.spurlin@allisontransmission.com, James 

Sanchez/AA/USEPA/US@EPA, christopher.demko@allisontransmission.com, 

robert.yeater@allisontransmission.com

As requested here's the list of participants in today's conference call.

Let me know if any other information is needed.

(Embedded image moved to file: pic26308.jpg)

 As discussed:

 The EPA is welcome to retain our LCT transmission until current test

 methodology questions are answered. There is no rush for the return of

 this transmission to ATI.

 We will appreciate access to any EPA test methodology changes so our ATI

 test cell can be kept representative of the EPA's test cell.

 If current test methodology questions lead to additional LCT

 transmission testing in the EPA's test cell, we'd appreciate the

 opportunity to get our AVIT data recorder operating properly in the

 EPA's test facility. Once successful this capability will be very

 useful for both the EPA & ATI going forward by providing near real time

 capability to "see" & resolve testing problems.

----- Forwarded by Curt Vapor/US/ATI on 04/21/2011 11:45 AM -----

 

 Calendar Entry 

 Meeting 

 |---------------| 

 | [ ] Notify me | 

 |---------------| 

 Alarm settings 

 |------------------| 

 | [ ] Mark Private | 

 |------------------| 

 |---------------| 

 | [ ] Pencil In | 

 |---------------| 

 
 

 

 Subject Chair 

 Discuss the Possibility of Retesting the Allison 1000 

Sanchez.James@epamail.epa.gov 

 after Changes Have Been Completed to EPA's Driver Model 

 Where 

 When 

 

Location 

 Starts 

Reserved 

 Thu 04/21/2011 

No rooms or resources have been 

reserved 

 10:30 AM 

 Ends 

 Thu 04/21/2011 

 11:00 AM 

 30 mins 

 

Categorize 

 |-----------------------------------| 

 | [ ] Specify a different time zone | 

 |-----------------------------------| 

 Invitees 
 Invited 

 The following invitees have been invited 

 

 Required (to) 

 Jackson.Cleophas@epamail.epa.gov, Curt 

 Vapor/US/ATI, 

 steve.spurlin@allisontransmission.com@ 

 Description 

Call in #:

866-299-3188

Code:

7342144824

 

 Your Notes 
Re: 1065 Cycle-validation Requirements for torque

curt.vapor 

t

o

:

James Sanchez 03/10/2011 04:22 PM

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Hi James,

Thanks for the information. We've enjoyed working with you & appreciate

your willingness & responsiveness working with us to support your test

activities with the Allison transmission these last few weeks.

We've learned a lot about & have improved our simulations & physical test

methods as result of this effort.

Thanks again,

Curt
1065 Cycle-validation Requirements for torque

James Sanchez 

t

o

:

curt.vapor, robert.yeater, christopher.demko, 

chad.wenn 03/10/2011 02:45 PM

From: James Sanchez/AA/USEPA/US

To: curt.vapor@allisontransmission.com, robert.yeater@allisontransmission.com, 

christopher.demko@allisontransmission.com, chad.wenn@allisontransmission.com

http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=278777f6750ab1fc428a6bd8fd00451b&rgn=div8&

view=text&node=40:32.0.1.1.11.6.29.4&idno=40

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: EPA Allison transmission testing 

James Sanchez 

t

o

:

curt.vapor 02/16/2011 11:27 AM

Cc: chad.wenn, christopher.demko, dennis.cooke, dinh.ngo, 

jeffrey.shultz, robert.yeater, steve.spurlin, william.wegeng

From: James Sanchez/AA/USEPA/US

To: curt.vapor@allisontransmission.com

Cc: chad.wenn@allisontransmission.com, christopher.demko@allisontransmission.com, 

dennis.cooke@allisontransmission.com, dinh.ngo@allisontransmission.com, 

jeffrey.shultz@allisontransmission.com, robert.yeater@allisontransmission.com, 

Hello Curt, 

The visit was also very helpful for us. We are very happy that Allison is interest helping us work through 

the details of powerpack testing.

I am working on getting answers to your questions and I will try to get back wit you later today.

Chris and Bob, do you use a heat exchanger to heat up the trans. fluid I your test cell? As Ethan 

mentioned yesterday, it has been taking awhile to get the transmission fluid to 85 F. My understanding is 

that there is no house water going through the heat exchanger until the temperature reaches 85F, so don't 

believe that is a controller issue. Ethan thought that on trucks that there are heat exchangers to both cool 

and heat the fluid. Any help on this would be appreciated.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

curt.vapor Hi James, Thanks for taking the time to meet wit... 02/15/2011 02:48:42 PM

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: christopher.demko@allisontransmission.com, robert.yeater@allisontransmission.com, 

chad.wenn@allisontransmission.com, william.wegeng@allisontransmission.com, 

jeffrey.shultz@allisontransmission.com, dinh.ngo@allisontransmission.com, 

steve.spurlin@allisontransmission.com, dennis.cooke@allisontransmission.com

Date: 02/15/2011 02:48 PM

Subject: EPA Allison transmission testing

Hi James,

Thanks for taking the time to meet with Chris, Bob, Chad & me last week. We
also appreciate the opportunity to meet & discuss current EPA / Allison

activities with Cle & Carl. This was a beneficial meeting for us to hear

your objectives, discuss test methods & see your test facilities.

As follow-up, wondering if we can have a few minutes of your time to

discuss the following:

 Your test status with the Allison LCT transmission

 when do you plan to begin testing & do you need anything further from

 Allisons?

 Our analysis suggests a 3.7 axle ratio is more appropriate for the

 vehicle & Cummins / Allison powertrain being tested than the 4.1 axle

 currently in use. This change is consistent with Allison's Application

 Engineering practices. Is it possible to make this change in your test

 set up?

 Our understanding from our meeting with you last week is the EPA will

 provide us the test results from our products, but, you will not share

 these (Allison) test results with other manufacturers; Similarly, you

 will not provide Allison's test results from other manufacturers.

 As you know, Allison's has a concern we are potentially disadvantaged in

 fuel economy comparisons since our products are able to adhere to the

 specified test duty cycles while other transmissions may not be able to

 adhere to all parts of the specified duty cycles. Given this concern,

 is the EPA willing to include measures of average speed & distance

 traveled in all tests performed? (note: it's our understanding the

 amount of time to complete each specific test duty cycle is fixed by the

 test method & this time is the same for all manufacturers)

I'll call later to see if we can set up a time to talk.

Regards,

Curt

ps.............. I also received the note pasted in below from a colleague

who handles vehicle testing for Allisons. Wondering if you can steer us to

the duty cycle he's describing?

Curt,

Can you please inquire if your EPA contacts can provide the time/speed

points for the proposed EPA Line Haul Cycle included in the working draft

of the SmartWay Fuel Efficiency Test Protocol for Medium and Heavy Duty

Vehicles (graph below)?

Also, in the Protocol it was stated the NESCAUM line haul cycle was

'suitable for use only on a chassis dynamometer'. Why is the cycle

considered suitable only for a chassis dyne and not a track test?

Thank you.

(Embedded image moved to file: pic16279.gif)

[attachment "pic16279.gif" deleted by James Sanchez/AA/USEPA/US] 
EPA Allison transmission testing

curt.vapor 

t

o

:

James Sanchez 02/15/2011 02:48 PM

Cc: christopher.demko, robert.yeater, chad.wenn, william.wegeng, 

jeffrey.shultz, dinh.ngo, steve.spurlin, dennis.cooke

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: christopher.demko@allisontransmission.com, robert.yeater@allisontransmission.com, 

chad.wenn@allisontransmission.com, william.wegeng@allisontransmission.com, 

jeffrey.shultz@allisontransmission.com, dinh.ngo@allisontransmission.com, 

History: This message has been replied to and forwarded.

Hi James,

Thanks for taking the time to meet with Chris, Bob, Chad & me last week. We

also appreciate the opportunity to meet & discuss current EPA / Allison

activities with Cle & Carl. This was a beneficial meeting for us to hear

your objectives, discuss test methods & see your test facilities.

As follow-up, wondering if we can have a few minutes of your time to

discuss the following:

 Your test status with the Allison LCT transmission

 when do you plan to begin testing & do you need anything further from

 Allisons?

 Our analysis suggests a 3.7 axle ratio is more appropriate for the

 vehicle & Cummins / Allison powertrain being tested than the 4.1 axle

 currently in use. This change is consistent with Allison's Application

 Engineering practices. Is it possible to make this change in your test

 set up?

 Our understanding from our meeting with you last week is the EPA will

 provide us the test results from our products, but, you will not share

 these (Allison) test results with other manufacturers; Similarly, you

 will not provide Allison's test results from other manufacturers.

 As you know, Allison's has a concern we are potentially disadvantaged in

 fuel economy comparisons since our products are able to adhere to the

 specified test duty cycles while other transmissions may not be able to

 adhere to all parts of the specified duty cycles. Given this concern,

 is the EPA willing to include measures of average speed & distance

 traveled in all tests performed? (note: it's our understanding the

 amount of time to complete each specific test duty cycle is fixed by the

 test method & this time is the same for all manufacturers)

I'll call later to see if we can set up a time to talk.

Regards,

Curt

ps.............. I also received the note pasted in below from a colleague

who handles vehicle testing for Allisons. Wondering if you can steer us to

the duty cycle he's describing?
Curt,

Can you please inquire if your EPA contacts can provide the time/speed

points for the proposed EPA Line Haul Cycle included in the working draft

of the SmartWay Fuel Efficiency Test Protocol for Medium and Heavy Duty

Vehicles (graph below)?

Also, in the Protocol it was stated the NESCAUM line haul cycle was

'suitable for use only on a chassis dynamometer'. Why is the cycle

considered suitable only for a chassis dyne and not a track test?

Thank you.

(Embedded image moved to file: pic16279.gif)
Re: Meeting with you & your team

curt.vapor 

t

o

:

James Sanchez 01/31/2011 03:03 PM

Cc: chad.wenn, christopher.demko, Cleophas Jackson, robert.yeater

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: chad.wenn@allisontransmission.com, christopher.demko@allisontransmission.com, Cleophas 

Jackson/AA/USEPA/US@EPA, robert.yeater@allisontransmission.com

Hi James,

Thanks for the accommodation.

We'll look forward to seeing you then.

Curt

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 01/31/2011 01:47 curt.vapor@allisontransmission.com 

 PM cc 

 chad.wenn@allisontransmission.com, 

 christopher.demko@allisontransmissi 

 on.com, 

 robert.yeater@allisontransmission.c 

 om, 

 Jackson.Cleophas@epamail.epa.gov 

 Subject 

 Re: Meeting with you & your team 

 

Hello Curt,

Tuesday the 8th works for us. I have reserved a conference room from

8-10am for you presentation.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency
2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

 

 From: curt.vapor@allisontransmission.com 

 To: James Sanchez/AA/USEPA/US@EPA 

 Cc: christopher.demko@allisontransmission.com, 

 robert.yeater@allisontransmission.com, 

 chad.wenn@allisontransmission.com 

 Date: 01/31/2011 09:49 AM 

 Subje Re: Meeting with you & your team 

 ct: 

Hi James,

I apologize again for cancelling on short notice but I think all three of

us were getting some very cross ways looks at home for thinking of

traveling right into the middle of what's likely to be some very nasty

weather.

I hope we can re-plan this for next Tuesday.

Thanks for your understanding,

Curt

 Sanchez.James@epa

 mail.epa.gov

 To

 01/31/2011 09:23 curt.vapor@allisontransmission.com,

 AM Jackson.Cleophas@epamail.epa.gov,

 Smith.Peter@epamail.epa.gov,

 Ryan.Carl@epamail.epa.gov

 cc

 chad.wenn@allisontransmission.com,

 christopher.demko@allisontransmissi

 on.com,

 dinh.ngo@allisontransmission.com,

 robert.yeater@allisontransmission.c

 om,

 william.wegeng@allisontransmission.
 com,

 Caldwell.Robert@epamail.epa.gov,

 Szpara.Ryan@epamail.epa.gov,

 Schauer.Ethan@epamail.epa.gov,

 Ratkos.Brian@epamail.epa.gov

 Subject

 Re: Meeting with you & your team

Hello Curt,

Yes, Tuesday still works for us. I blocked out 8-10am for us to go through

the agenda you have provided below. After that we can head over to the

test cell. Currently, we are still waiting on getting the legal agreement

signed, so we haven't started installing anything yet. I believe it has

been signed by our legal department but we are still waiting on someone in

our upper management. If it is possible to start installing thing even

before everyone has signed it that would be helpful, but I understand if

you want to wait.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Fro curt.vapor@allisontransmission.com

m:

To: James Sanchez/AA/USEPA/US@EPA

Cc: chad.wenn@allisontransmission.com,

 christopher.demko@allisontransmission.com,

 dinh.ngo@allisontransmission.com,

 robert.yeater@allisontransmission.com,

 william.wegeng@allisontransmission.com

Dat 01/28/2011 11:35 AM

e:

Sub Re: Meeting with you & your team

jec
t:

Hi James,

I hope your offer remains open to visit with you & your team next week.

Tuesday is a good day for us too. If it works for you we'd like to meet

with you Tuesday morning or mid morning.

Assuming Tuesday remains good for you, attending for Allison will be Bob

Yeater, Chris Demko & me. We'd also like to make arrangements if possible

for Chad Wenn to participate via Web Meeting or something similar.

Our objectives with this visit are:

 assist as we can with your installation of our transmission in your test

 cell

 meet you & your team

 create better understanding & begin to develop a good business to

 business relationship between the EPA & Allisons

To help explain Allison to you & your team we'll cover the following via

presentation if you think this information will be of benefit & value to

you & your team:

 "What's important to know to test an Allison transmission in a test

 cell" - Chris Demko (15 minutes including discussion)

 Brief description of the Allison engine powered test stand that's set up

 to replicate your test stand - Bob Yeater (5 - 10 minutes)

 Description of Allison's simulation & test cell test plans - Bob Yeater

 (20 - 40 minutes including discussion - our purpose replicating your

 test stand is to replicate your testing & use this testing to increase

 our understanding of EPA test methods & measures as well as improve our

 associated simulation capability. Bob will describe our test plan as a

 way to draw your comments & suggestions on how we can improve our

 testing or change our testing to provide test synergy with your

 Organization)

 Description of Allison simulation tools & capabilities - Chad Wenn (20 -

 30 minutes including discussion; note: Chad cannot attend in person, so,

 a Web Meeting is needed)

 Q & A & define next steps

We're also interested in whatever you can show &/or tell us to increase our

understanding of your goals, objectives, measures & program plans &

targets. In addition, we'd also appreciate your suggestions on

establishing a good B to B relationship with your Organization where we

seek win / win outcomes & work in synergy to get them.

I'll call you later today discuss this visit & meeting plan.
Regards,

Curt

 Sanchez.James@epa

 mail.epa.gov

 To

 01/24/2011 04:50 curt.vapor@allisontransmission.com

 PM cc

 chad.wenn@allisontransmission.com,

 christopher.demko@allisontransmissi

 on.com,

 dinh.ngo@allisontransmission.com,

 robert.yeater@allisontransmission.c

 om,

 william.wegeng@allisontransmission.

 com

 Subject

 Re: Meeting with you & your team

Hello Curt,

Yes, either Monday or Tuesday of next week could work for us.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Fro curt.vapor@allisontransmission.com

m:

To: James Sanchez/AA/USEPA/US@EPA

Cc: dinh.ngo@allisontransmission.com, chad.wenn@allisontransmission.com,
 william.wegeng@allisontransmission.com,

 christopher.demko@allisontransmission.com,

 robert.yeater@allisontransmission.com

Dat 01/24/2011 04:01 PM

e:

Sub Meeting with you & your team

jec

t:

Hi James,

We appreciate the time you took last week to discuss your program with us

as well as the invitation to visit your facility & meet with you & your

team this coming Thursday.

Unfortunately key members of our team from the analysis / simulation group

are not available to travel this week & I think their attendance will add

much to the meeting.

So, wondering if we can delay the meeting until early February?

This said, AT development engineer Chris Demko remains available to support

your test cell set up with an Allison LCT transmission this week.

Please let me know if a meeting date early February is OK.

Thanks,

Curt
Re: Meeting with you & your team 

James Sanchez 

t

o

:

curt.vapor 01/31/2011 01:47 PM

Cc: chad.wenn, christopher.demko, robert.yeater, Cleophas Jackson

From: James Sanchez/AA/USEPA/US

To: curt.vapor@allisontransmission.com

Cc: chad.wenn@allisontransmission.com, christopher.demko@allisontransmission.com, 

robert.yeater@allisontransmission.com, Cleophas Jackson/AA/USEPA/US@EPA

Hello Curt,

Tuesday the 8th works for us. I have reserved a conference room from 8-10am for you presentation.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

curt.vapor Hi James, I apologize again for cancelling on sh... 01/31/2011 09:49:48 AM

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: christopher.demko@allisontransmission.com, robert.yeater@allisontransmission.com, 

chad.wenn@allisontransmission.com

Date: 01/31/2011 09:49 AM

Subject: Re: Meeting with you & your team

Hi James,

I apologize again for cancelling on short notice but I think all three of

us were getting some very cross ways looks at home for thinking of

traveling right into the middle of what's likely to be some very nasty

weather.

I hope we can re-plan this for next Tuesday.

Thanks for your understanding,

Curt

 

 Sanchez.James@epa 

 mail.epa.gov 
 To

 01/31/2011 09:23 curt.vapor@allisontransmission.com, 

 AM Jackson.Cleophas@epamail.epa.gov, 

 Smith.Peter@epamail.epa.gov, 

 Ryan.Carl@epamail.epa.gov 

 cc 

 chad.wenn@allisontransmission.com, 

 christopher.demko@allisontransmissi 

 on.com, 

 dinh.ngo@allisontransmission.com, 

 robert.yeater@allisontransmission.c 

 om, 

 william.wegeng@allisontransmission. 

 com, 

 Caldwell.Robert@epamail.epa.gov, 

 Szpara.Ryan@epamail.epa.gov, 

 Schauer.Ethan@epamail.epa.gov, 

 Ratkos.Brian@epamail.epa.gov 

 Subject 

 Re: Meeting with you & your team 

 

Hello Curt,

Yes, Tuesday still works for us. I blocked out 8-10am for us to go through

the agenda you have provided below. After that we can head over to the

test cell. Currently, we are still waiting on getting the legal agreement

signed, so we haven't started installing anything yet. I believe it has

been signed by our legal department but we are still waiting on someone in

our upper management. If it is possible to start installing thing even

before everyone has signed it that would be helpful, but I understand if

you want to wait.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

 

 Fro curt.vapor@allisontransmission.com 

 m: 

 To: James Sanchez/AA/USEPA/US@EPA 
 

 Cc: chad.wenn@allisontransmission.com, 

 christopher.demko@allisontransmission.com, 

 dinh.ngo@allisontransmission.com, 

 robert.yeater@allisontransmission.com, 

 william.wegeng@allisontransmission.com 

 

 Dat 01/28/2011 11:35 AM 

 e: 

 Sub Re: Meeting with you & your team 

 jec 

 t: 

Hi James,

I hope your offer remains open to visit with you & your team next week.

Tuesday is a good day for us too. If it works for you we'd like to meet

with you Tuesday morning or mid morning.

Assuming Tuesday remains good for you, attending for Allison will be Bob

Yeater, Chris Demko & me. We'd also like to make arrangements if possible

for Chad Wenn to participate via Web Meeting or something similar.

Our objectives with this visit are:

 assist as we can with your installation of our transmission in your test

 cell

 meet you & your team

 create better understanding & begin to develop a good business to

 business relationship between the EPA & Allisons

To help explain Allison to you & your team we'll cover the following via

presentation if you think this information will be of benefit & value to

you & your team:

 "What's important to know to test an Allison transmission in a test

 cell" - Chris Demko (15 minutes including discussion)

 Brief description of the Allison engine powered test stand that's set up

 to replicate your test stand - Bob Yeater (5 - 10 minutes)

 Description of Allison's simulation & test cell test plans - Bob Yeater

 (20 - 40 minutes including discussion - our purpose replicating your

 test stand is to replicate your testing & use this testing to increase

 our understanding of EPA test methods & measures as well as improve our

 associated simulation capability. Bob will describe our test plan as a

 way to draw your comments & suggestions on how we can improve our

 testing or change our testing to provide test synergy with your

 Organization)
 Description of Allison simulation tools & capabilities - Chad Wenn (20 -

 30 minutes including discussion; note: Chad cannot attend in person, so,

 a Web Meeting is needed)

 Q & A & define next steps

We're also interested in whatever you can show &/or tell us to increase our

understanding of your goals, objectives, measures & program plans &

targets. In addition, we'd also appreciate your suggestions on

establishing a good B to B relationship with your Organization where we

seek win / win outcomes & work in synergy to get them.

I'll call you later today discuss this visit & meeting plan.

Regards,

Curt

 Sanchez.James@epa

 mail.epa.gov

 To

 01/24/2011 04:50 curt.vapor@allisontransmission.com

 PM cc

 chad.wenn@allisontransmission.com,

 christopher.demko@allisontransmissi

 on.com,

 dinh.ngo@allisontransmission.com,

 robert.yeater@allisontransmission.c

 om,

 william.wegeng@allisontransmission.

 com

 Subject

 Re: Meeting with you & your team

Hello Curt,

Yes, either Monday or Tuesday of next week could work for us.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105
734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Fro curt.vapor@allisontransmission.com

m:

To: James Sanchez/AA/USEPA/US@EPA

Cc: dinh.ngo@allisontransmission.com, chad.wenn@allisontransmission.com,

 william.wegeng@allisontransmission.com,

 christopher.demko@allisontransmission.com,

 robert.yeater@allisontransmission.com

Dat 01/24/2011 04:01 PM

e:

Sub Meeting with you & your team

jec

t:

Hi James,

We appreciate the time you took last week to discuss your program with us

as well as the invitation to visit your facility & meet with you & your

team this coming Thursday.

Unfortunately key members of our team from the analysis / simulation group

are not available to travel this week & I think their attendance will add

much to the meeting.

So, wondering if we can delay the meeting until early February?

This said, AT development engineer Chris Demko remains available to support

your test cell set up with an Allison LCT transmission this week.

Please let me know if a meeting date early February is OK.

Thanks,

Curt
Re: Meeting with you & your team

curt.vapor 

t

o

:

James Sanchez 01/31/2011 09:49 AM

Cc: christopher.demko, robert.yeater, chad.wenn

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: christopher.demko@allisontransmission.com, robert.yeater@allisontransmission.com, 

chad.wenn@allisontransmission.com

History: This message has been replied to.

Hi James,

I apologize again for cancelling on short notice but I think all three of

us were getting some very cross ways looks at home for thinking of

traveling right into the middle of what's likely to be some very nasty

weather.

I hope we can re-plan this for next Tuesday.

Thanks for your understanding,

Curt

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 01/31/2011 09:23 curt.vapor@allisontransmission.com, 

 AM Jackson.Cleophas@epamail.epa.gov, 

 Smith.Peter@epamail.epa.gov, 

 Ryan.Carl@epamail.epa.gov 

 cc 

 chad.wenn@allisontransmission.com, 

 christopher.demko@allisontransmissi 

 on.com, 

 dinh.ngo@allisontransmission.com, 

 robert.yeater@allisontransmission.c 

 om, 

 william.wegeng@allisontransmission. 

 com, 

 Caldwell.Robert@epamail.epa.gov, 

 Szpara.Ryan@epamail.epa.gov, 

 Schauer.Ethan@epamail.epa.gov, 

 Ratkos.Brian@epamail.epa.gov 

 Subject 

 Re: Meeting with you & your team 

 
Hello Curt,

Yes, Tuesday still works for us. I blocked out 8-10am for us to go through

the agenda you have provided below. After that we can head over to the

test cell. Currently, we are still waiting on getting the legal agreement

signed, so we haven't started installing anything yet. I believe it has

been signed by our legal department but we are still waiting on someone in

our upper management. If it is possible to start installing thing even

before everyone has signed it that would be helpful, but I understand if

you want to wait.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

 

 Fro curt.vapor@allisontransmission.com 

 m: 

 To: James Sanchez/AA/USEPA/US@EPA 

 Cc: chad.wenn@allisontransmission.com, 

 christopher.demko@allisontransmission.com, 

 dinh.ngo@allisontransmission.com, 

 robert.yeater@allisontransmission.com, 

 william.wegeng@allisontransmission.com 

 

 Dat 01/28/2011 11:35 AM 

 e: 

 Sub Re: Meeting with you & your team 

 jec 

 t: 

Hi James,

I hope your offer remains open to visit with you & your team next week.
Tuesday is a good day for us too. If it works for you we'd like to meet

with you Tuesday morning or mid morning.

Assuming Tuesday remains good for you, attending for Allison will be Bob

Yeater, Chris Demko & me. We'd also like to make arrangements if possible

for Chad Wenn to participate via Web Meeting or something similar.

Our objectives with this visit are:

 assist as we can with your installation of our transmission in your test

 cell

 meet you & your team

 create better understanding & begin to develop a good business to

 business relationship between the EPA & Allisons

To help explain Allison to you & your team we'll cover the following via

presentation if you think this information will be of benefit & value to

you & your team:

 "What's important to know to test an Allison transmission in a test

 cell" - Chris Demko (15 minutes including discussion)

 Brief description of the Allison engine powered test stand that's set up

 to replicate your test stand - Bob Yeater (5 - 10 minutes)

 Description of Allison's simulation & test cell test plans - Bob Yeater

 (20 - 40 minutes including discussion - our purpose replicating your

 test stand is to replicate your testing & use this testing to increase

 our understanding of EPA test methods & measures as well as improve our

 associated simulation capability. Bob will describe our test plan as a

 way to draw your comments & suggestions on how we can improve our

 testing or change our testing to provide test synergy with your

 Organization)

 Description of Allison simulation tools & capabilities - Chad Wenn (20 -

 30 minutes including discussion; note: Chad cannot attend in person, so,

 a Web Meeting is needed)

 Q & A & define next steps

We're also interested in whatever you can show &/or tell us to increase our

understanding of your goals, objectives, measures & program plans &

targets. In addition, we'd also appreciate your suggestions on

establishing a good B to B relationship with your Organization where we

seek win / win outcomes & work in synergy to get them.

I'll call you later today discuss this visit & meeting plan.

Regards,

Curt

 Sanchez.James@epa

 mail.epa.gov

 To
 01/24/2011 04:50 curt.vapor@allisontransmission.com

 PM cc

 chad.wenn@allisontransmission.com,

 christopher.demko@allisontransmissi

 on.com,

 dinh.ngo@allisontransmission.com,

 robert.yeater@allisontransmission.c

 om,

 william.wegeng@allisontransmission.

 com

 Subject

 Re: Meeting with you & your team

Hello Curt,

Yes, either Monday or Tuesday of next week could work for us.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Fro curt.vapor@allisontransmission.com

m:

To: James Sanchez/AA/USEPA/US@EPA

Cc: dinh.ngo@allisontransmission.com, chad.wenn@allisontransmission.com,

 william.wegeng@allisontransmission.com,

 christopher.demko@allisontransmission.com,

 robert.yeater@allisontransmission.com

Dat 01/24/2011 04:01 PM

e:

Sub Meeting with you & your team

jec

t:
Hi James,

We appreciate the time you took last week to discuss your program with us

as well as the invitation to visit your facility & meet with you & your

team this coming Thursday.

Unfortunately key members of our team from the analysis / simulation group

are not available to travel this week & I think their attendance will add

much to the meeting.

So, wondering if we can delay the meeting until early February?

This said, AT development engineer Chris Demko remains available to support

your test cell set up with an Allison LCT transmission this week.

Please let me know if a meeting date early February is OK.

Thanks,

Curt
Re: Meeting with you & your team 

James Sanchez 

t

o

:

curt.vapor, Cleophas Jackson, Peter Smith, 

Carl Ryan 01/31/2011 09:23 AM

Cc:

chad.wenn, christopher.demko, dinh.ngo, robert.yeater, 

william.wegeng, Robert Caldwell, Ryan Szpara, Ethan Schauer, 

Brian Ratkos

From: James Sanchez/AA/USEPA/US

To: curt.vapor@allisontransmission.com, Cleophas Jackson/AA/USEPA/US@EPA, Peter 

Smith/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA

Cc: chad.wenn@allisontransmission.com, christopher.demko@allisontransmission.com, 

dinh.ngo@allisontransmission.com, robert.yeater@allisontransmission.com, 

william.wegeng@allisontransmission.com, Robert Caldwell/AA/USEPA/US@EPA, Ryan 

Hello Curt,

Yes, Tuesday still works for us. I blocked out 8-10am for us to go through the agenda you have provided 

below. After that we can head over to the test cell. Currently, we are still waiting on getting the legal 

agreement signed, so we haven't started installing anything yet. I believe it has been signed by our legal 

department but we are still waiting on someone in our upper management. If it is possible to start 

installing thing even before everyone has signed it that would be helpful, but I understand if you want to 

wait.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

curt.vapor Hi James, I hope your offer remains open to visit... 01/28/2011 11:35:04 AM

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: chad.wenn@allisontransmission.com, christopher.demko@allisontransmission.com, 

dinh.ngo@allisontransmission.com, robert.yeater@allisontransmission.com, 

william.wegeng@allisontransmission.com

Date: 01/28/2011 11:35 AM

Subject: Re: Meeting with you & your team

Hi James,

I hope your offer remains open to visit with you & your team next week.

Tuesday is a good day for us too. If it works for you we'd like to meet

with you Tuesday morning or mid morning.
Assuming Tuesday remains good for you, attending for Allison will be Bob

Yeater, Chris Demko & me. We'd also like to make arrangements if possible

for Chad Wenn to participate via Web Meeting or something similar.

Our objectives with this visit are:

 assist as we can with your installation of our transmission in your test

 cell

 meet you & your team

 create better understanding & begin to develop a good business to

 business relationship between the EPA & Allisons

To help explain Allison to you & your team we'll cover the following via

presentation if you think this information will be of benefit & value to

you & your team:

 "What's important to know to test an Allison transmission in a test

 cell" - Chris Demko (15 minutes including discussion)

 Brief description of the Allison engine powered test stand that's set up

 to replicate your test stand - Bob Yeater (5 - 10 minutes)

 Description of Allison's simulation & test cell test plans - Bob Yeater

 (20 - 40 minutes including discussion - our purpose replicating your

 test stand is to replicate your testing & use this testing to increase

 our understanding of EPA test methods & measures as well as improve our

 associated simulation capability. Bob will describe our test plan as a

 way to draw your comments & suggestions on how we can improve our

 testing or change our testing to provide test synergy with your

 Organization)

 Description of Allison simulation tools & capabilities - Chad Wenn (20 -

 30 minutes including discussion; note: Chad cannot attend in person, so,

 a Web Meeting is needed)

 Q & A & define next steps

We're also interested in whatever you can show &/or tell us to increase our

understanding of your goals, objectives, measures & program plans &

targets. In addition, we'd also appreciate your suggestions on

establishing a good B to B relationship with your Organization where we

seek win / win outcomes & work in synergy to get them.

I'll call you later today discuss this visit & meeting plan.

Regards,

Curt

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 01/24/2011 04:50 curt.vapor@allisontransmission.com 

 PM cc 
 chad.wenn@allisontransmission.com,

 christopher.demko@allisontransmissi 

 on.com, 

 dinh.ngo@allisontransmission.com, 

 robert.yeater@allisontransmission.c 

 om, 

 william.wegeng@allisontransmission. 

 com 

 Subject 

 Re: Meeting with you & your team 

 

Hello Curt,

Yes, either Monday or Tuesday of next week could work for us.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

 

 Fro curt.vapor@allisontransmission.com 

 m: 

 To: James Sanchez/AA/USEPA/US@EPA 

 Cc: dinh.ngo@allisontransmission.com, chad.wenn@allisontransmission.com, 

 william.wegeng@allisontransmission.com, 

 christopher.demko@allisontransmission.com, 

 robert.yeater@allisontransmission.com 

 Dat 01/24/2011 04:01 PM 

 e: 

 Sub Meeting with you & your team 

 jec 

 t: 
Hi James,

We appreciate the time you took last week to discuss your program with us

as well as the invitation to visit your facility & meet with you & your

team this coming Thursday.

Unfortunately key members of our team from the analysis / simulation group

are not available to travel this week & I think their attendance will add

much to the meeting.

So, wondering if we can delay the meeting until early February?

This said, AT development engineer Chris Demko remains available to support

your test cell set up with an Allison LCT transmission this week.

Please let me know if a meeting date early February is OK.

Thanks,

Curt
Re: Meeting with you & your team

curt.vapor 

t

o

:

James Sanchez 01/28/2011 11:35 AM

Cc: chad.wenn, christopher.demko, dinh.ngo, robert.yeater, 

william.wegeng

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: chad.wenn@allisontransmission.com, christopher.demko@allisontransmission.com, 

dinh.ngo@allisontransmission.com, robert.yeater@allisontransmission.com, 

william.wegeng@allisontransmission.com

History: This message has been replied to and forwarded.

Hi James,

I hope your offer remains open to visit with you & your team next week.

Tuesday is a good day for us too. If it works for you we'd like to meet

with you Tuesday morning or mid morning.

Assuming Tuesday remains good for you, attending for Allison will be Bob

Yeater, Chris Demko & me. We'd also like to make arrangements if possible

for Chad Wenn to participate via Web Meeting or something similar.

Our objectives with this visit are:

 assist as we can with your installation of our transmission in your test

 cell

 meet you & your team

 create better understanding & begin to develop a good business to

 business relationship between the EPA & Allisons

To help explain Allison to you & your team we'll cover the following via

presentation if you think this information will be of benefit & value to

you & your team:

 "What's important to know to test an Allison transmission in a test

 cell" - Chris Demko (15 minutes including discussion)

 Brief description of the Allison engine powered test stand that's set up

 to replicate your test stand - Bob Yeater (5 - 10 minutes)

 Description of Allison's simulation & test cell test plans - Bob Yeater

 (20 - 40 minutes including discussion - our purpose replicating your

 test stand is to replicate your testing & use this testing to increase

 our understanding of EPA test methods & measures as well as improve our

 associated simulation capability. Bob will describe our test plan as a

 way to draw your comments & suggestions on how we can improve our

 testing or change our testing to provide test synergy with your

 Organization)

 Description of Allison simulation tools & capabilities - Chad Wenn (20 -

 30 minutes including discussion; note: Chad cannot attend in person, so,

 a Web Meeting is needed)
 Q & A & define next steps

We're also interested in whatever you can show &/or tell us to increase our

understanding of your goals, objectives, measures & program plans &

targets. In addition, we'd also appreciate your suggestions on

establishing a good B to B relationship with your Organization where we

seek win / win outcomes & work in synergy to get them.

I'll call you later today discuss this visit & meeting plan.

Regards,

Curt

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 01/24/2011 04:50 curt.vapor@allisontransmission.com 

 PM cc 

 chad.wenn@allisontransmission.com, 

 christopher.demko@allisontransmissi 

 on.com, 

 dinh.ngo@allisontransmission.com, 

 robert.yeater@allisontransmission.c 

 om, 

 william.wegeng@allisontransmission. 

 com 

 Subject 

 Re: Meeting with you & your team 

 

Hello Curt,

Yes, either Monday or Tuesday of next week could work for us.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

 

 Fro curt.vapor@allisontransmission.com 

 m: 

 To: James Sanchez/AA/USEPA/US@EPA 

 Cc: dinh.ngo@allisontransmission.com, chad.wenn@allisontransmission.com, 

 william.wegeng@allisontransmission.com, 

 christopher.demko@allisontransmission.com, 

 robert.yeater@allisontransmission.com 

 Dat 01/24/2011 04:01 PM 

 e: 

 Sub Meeting with you & your team 

 jec 

 t: 

Hi James,

We appreciate the time you took last week to discuss your program with us

as well as the invitation to visit your facility & meet with you & your

team this coming Thursday.

Unfortunately key members of our team from the analysis / simulation group

are not available to travel this week & I think their attendance will add

much to the meeting.

So, wondering if we can delay the meeting until early February?

This said, AT development engineer Chris Demko remains available to support

your test cell set up with an Allison LCT transmission this week.

Please let me know if a meeting date early February is OK.

Thanks,

Curt
Re: Meeting with you & your team 

James Sanchez 

t

o

:

curt.vapor 01/24/2011 04:50 PM

Cc: chad.wenn, christopher.demko, dinh.ngo, robert.yeater, 

william.wegeng

From: James Sanchez/AA/USEPA/US

To: curt.vapor@allisontransmission.com

Cc: chad.wenn@allisontransmission.com, christopher.demko@allisontransmission.com, 

dinh.ngo@allisontransmission.com, robert.yeater@allisontransmission.com, 

william.wegeng@allisontransmission.com

Hello Curt,

Yes, either Monday or Tuesday of next week could work for us. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

curt.vapor Hi James, We appreciate the time you took last... 01/24/2011 04:01:38 PM

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: dinh.ngo@allisontransmission.com, chad.wenn@allisontransmission.com, 

william.wegeng@allisontransmission.com, christopher.demko@allisontransmission.com, 

robert.yeater@allisontransmission.com

Date: 01/24/2011 04:01 PM

Subject: Meeting with you & your team

Hi James,

We appreciate the time you took last week to discuss your program with us

as well as the invitation to visit your facility & meet with you & your

team this coming Thursday.

Unfortunately key members of our team from the analysis / simulation group

are not available to travel this week & I think their attendance will add

much to the meeting.

So, wondering if we can delay the meeting until early February?

This said, AT development engineer Chris Demko remains available to support

your test cell set up with an Allison LCT transmission this week.
Please let me know if a meeting date early February is OK.

Thanks,

Curt
Re: today's conversation 

James Sanchez 

t

o

:

curt.vapor 01/18/2011 03:39 PM

Cc: christopher.demko, robert.yeater

From: James Sanchez/AA/USEPA/US

To: curt.vapor@allisontransmission.com

Cc: christopher.demko@allisontransmission.com, robert.yeater@allisontransmission.com

Hello,

Attached is document on the road load equation we are using in our test-cell. The end of the document 

goes into dynamometer control, but when ended up doing something different so that doesn't represent 

what we have in the test-cell. 

For cycle validation I have been looking at 40 CFR part 86.115–78 for the vehicle speed and table 2 

of 40 CFR part 1065.514 for torque when the dynamometer is controlling torque. During 

braking the simulated load (target load) will be different than the load on the dynamometer since 

the braking force is just engine braking (motoring torque). 

Code of Federal Regulations (CFR):

http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?sid=92b3b0c9af1d56bf7ad9769e9a213457&c=ecfr&tpl=/ecfrb

rowse/Title40/40tab_02.tpl

Our fuel is conditioned to 35 C. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

curt.vapor Mr Sanchez, Thanks for taking time to speak to... 01/18/2011 12:49:33 PM

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: christopher.demko@allisontransmission.com, robert.yeater@allisontransmission.com

Date: 01/18/2011 12:49 PM

Subject: today's conversation
Mr Sanchez,

Thanks for taking time to speak to us today @ 1pm

I'll call your number @ 1. Chris Demko who prepared the AT materials sent

to you & Bob Yeater who is setting up an AT test stand to replicate your

test stand will also be on the call.

I suggest we discuss the following.

 Any questions you have re: the materials we sent you?

 Can you further define the test cycles you sent us & their use &

 relative importance?

 We are working to replicate your test set up to facilitate & accelerate

 our learning. Associated questions:

 what do you measure?

 type of fuel used?

 emissions?

 distance traveled / output revs?

 conformance to cycle?

 other?

 what test factors do you take great care to control?

 fuel type?

 fuel temp?

 humidity??

 etc

 how do you transition from throttle (engine) to torq (absorber)

 control?

 how do you simulate vehicle mass?

 is the testing as straight forward as running the defined cycles

 start to finish, or, are their other methods / practices should

 understand?

 how do instrument the equipment your testing? shall we provide you

 with AT instrumentation? (recommended so we can speak in a common

 technical "language" once testing begins)

 our visit next week?

Steve Spurlin's previous questions:

1. Can you please state again the purpose of the testing?

2. What form will the data generated be reported/published, i.e.

informally, formally, summary of data,

 official report?

3. Will the data generated from the Eaton manual, Eaton AMT and Eaton

Hybrid be

 shared with Allison and will the Allison data be shared with Eaton?

Any other sharing?

 Or will all the data be kept confidential between Eaton and Allison?

4. Will you share the details of the duty cycles you already have? Can the
two duty cycles we provide

 also be run on the Eaton products so as to have an "apples to apples"

comparison?

5. EPA agrees that Allison can be on-site to witness, support and

participate in the Allison data collection?

Regards,

Curt Vapor

327 697 0368
Re: Fw: Cycles and Contact Info 

James Sanchez 

t

o

:

curt.vapor 01/14/2011 03:52 PM

Cc: chad.wenn, christopher.demko, dinh.ngo, jeffrey.shultz, robert.yeater, 

steve.spurlin, william.wegeng

From: James Sanchez/AA/USEPA/US

To: curt.vapor@allisontransmission.com

Cc: chad.wenn@allisontransmission.com, christopher.demko@allisontransmission.com, 

dinh.ngo@allisontransmission.com, jeffrey.shultz@allisontransmission.com, 

robert.yeater@allisontransmission.com, steve.spurlin@allisontransmission.com, 

Thanks, for being willing to accommodate my request. 1pm will be fine.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

curt.vapor Hi James, The cycles we provided earlier have b... 01/14/2011 03:44:16 PM

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: william.wegeng@allisontransmission.com, steve.spurlin@allisontransmission.com, 

dinh.ngo@allisontransmission.com, chad.wenn@allisontransmission.com, 

christopher.demko@allisontransmission.com, robert.yeater@allisontransmission.com, 

jeffrey.shultz@allisontransmission.com

Date: 01/14/2011 03:44 PM

Subject: Fw: Cycles and Contact Info

Hi James,

The cycles we provided earlier have been shortened to a little less than an

hour each. These modifications are attached below in Bill Wegeng's note to

me.

The "shortening" was done by "eyeballing" plots of the cycles & trimming

away what we could while retaining the essence of the vehicle's operation.

I hope these cycles are now more consistent with your expectations.

I'll look forward to talking to you next Tuesday afternoon & will include a

couple of my colleagues in the conversation. Shall I call you @ 1pm?
Have a good MLK Holiday,

Curt

317 - 697 - 0368

----- Forwarded by Curt Vapor/US/ATI on 01/14/2011 02:14 PM -----

 

 William J. 

 Wegeng/US/ATI 

 To 

 01/14/2011 01:55 Curt Vapor/US/ATI@ATI 

 PM cc 

 Steve F. Spurlin/US/ATI@ATI 

 Subject 

 Fw: Cycles and Contact Info 

 

Curt,

Here are the shorter duty cycles.

Bill

(See attached file: SouthernInSchoolBusRevA.xlsx)

(See attached file: FoodDistribVARevA.xlsx)

----- Forwarded by William J. Wegeng/US/ATI on 01/14/2011 01:55 PM -----

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 01/14/2011 12:47 curt.vapor@allisontransmission.com, 

 PM Jackson.Cleophas@epamail.epa.gov, 

 Schenk.Charles@epamail.epa.gov, 

 Smith.Peter@epamail.epa.gov, 

 Ryan.Carl@epamail.epa.gov 
 cc

 chad.wenn@allisontransmission.com, 

 christopher.demko@allisontransmissi 

 on.com, 

 dinh.ngo@allisontransmission.com, 

 jeffrey.shultz@allisontransmission. 

 com, 

 robert.yeater@allisontransmission.c 

 om, 

 Steve_F._Spurlin/US/ATD/GMC@GM.rtp. 

 epa.gov, 

 william.wegeng@allisontransmission. 

 com 

 Subject 

 Cycles and Contact Info 

 

Hello Mr. Vapor,

First of all I wanted to thank for getting back with the cycles so

quickly. My fist impression of the cycles are that they are a little

long. Our current engine certification cycle is 20 mins and the longest

cycles we have been looking at is about an 1 hour. If it is possible to

shorten your cycle to between 20 mins and 1 hour that would help us to get

adequate repeats within the short time we have. Also, I am available

Tuesday afternoon to answer any questions you have.

EPA

Cleophas Jackson

Assistant Division Director

Compliance and Innovative Strategies Division

734-214-4824

Charles Schenk

Assessments and Standards Division (ASD) Testing Coordinator

734-214-4700

Carl Ryan

Engineer in Laboratory Operations Division (LOD) leading the testcell

design and setup

734-214-4251

James Sanchez

Engineer in ASD leading the testing and data analysis

734-214-4439

Peter Smith

Engineer in ASD leading cycle development

734-214-4425
Bob Caldwell

CDTG Engine Testing Team Leader

734-214-4564

Cummins

John O'Brien

john.o'brien@cummins.com

Morgan Andreae

morgan.andreae@cummins.com

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

 

 Fr curt.vapor@allisontransmission.com 

 om 

 : 

 To James Sanchez/AA/USEPA/US@EPA 

 : 

 Cc Steve_F._Spurlin/US/ATD/GMC@GM.rtp.epa.gov, 

 : william.wegeng@allisontransmission.com, 

 jeffrey.shultz@allisontransmission.com, 

 dinh.ngo@allisontransmission.com, 

 christopher.demko@allisontransmission.com, 

 robert.yeater@allisontransmission.com, 

 chad.wenn@allisontransmission.com 

 

 Da 01/14/2011 08:56 AM 

 te 

 : 

 Su 

 bj 

 ec 

 t: 
Mr. Sanchez,

Attached are the two duty cycles Allison transmission is providing for your

testing.

These cycles were originally recorded in Allison Customer vehicle service &

have been translated to the format used in the EPA cycles you previously

provided to us. Please let us know if additional modification or

information is needed to support your test activities.

Please consider these cycles preliminary. We have yet to run them in our

test cell with your vehicle configuration (engine, transmission, axle

ratio, tire size, GVW, ...) to assure the cycles can be performed as

defined. (FYI - we're now setting up an Allison test cell to replicate the

powertrain in your test facility & intend to evaluate these cycles next

week)

Listed below are a few open items I'm aware of as we go forward to support

your testing with Allison products. I'd like to discuss these items with

you next week. Or, perhaps we set up another telecon with our teams?

Also, with this note we're providing the names, titles & contact

information for the Allison people who have been working with your

organization. We appreciate you sending us similar information for the EPA

team & Cummins Engine.

I'll look forward to speaking with you soon. Is there a time next

Tuesday / early next we can talk? Or, call anytime if questions re: the

attached cycles or the materials Allisons shipped to you this week.

Regards,

Curt Vapor

317 697 0368

open items to discuss:

 The consignment agreement for the Allison LCT transmission. This was

 provided to your Organization by Allison's Steve Spurlin

 The questions Steve Spurlin posed to the EPA

 The transmission controller we provided has a generic test cell

 calibration & will need to be updated once your test cell is

 operational with the Allison LCT transmission.

 As mentioned above, the duty cycles we're providing are also

 preliminary & we may suggest modifications going forward.

 We would like to visit you at your facility to support installation

 of the Allison LCT transmission in your test cell, meet you & your

 staff members & discuss how we can work together most effectively.

 Does the week of 1/24 still look like the best time for this get

 together?

 This is a new topic. We'll appreciate your guidance on replicating

 EPA test methods & associated measures in an Allison test cell.
Allison people (e-addresses in this notes distribution):

 Steve Spurlin

 Executive Director, applications & product engineering

 317-242-2165

 Curt Vapor

 Mgr, product development

 317-697-0368

 Bill Wegeng

 Mgr, applications engineering

 317-242-3884

 Dihn Ngo

 Mgr, product analysis & simulation

 317-280-6282

 Jeff Shultz

 Mgr, controls development

 317-242-3811

 Chris Demko

 Development Engineer, EPA support lead

 317-242-3913

 Bob Yeater

 Development Engineer, Allison fuel economy testing lead):

 317-242-3947

 Chad Wenn

 Product Analysis & Simulation Engineer, Allison fuel economy

 simulation lead

 317-280-6227

 (See attached file: FoodDistribVA.xlsx) (See attached file:

 SouthernInSchoolBus.xlsx)

[attachment "FoodDistribVA.xlsx" deleted by James Sanchez/AA/USEPA/US]

[attachment "SouthernInSchoolBus.xlsx" deleted by James

Sanchez/AA/USEPA/US][attachment "SouthernInSchoolBusRevA.xlsx" deleted by 

James Sanchez/AA/USEPA/US] [attachment "FoodDistribVARevA.xlsx" deleted by 

James Sanchez/AA/USEPA/US] 
Cycles and Contact Info 

James Sanchez 

t

o

:

curt.vapor, Cleophas Jackson, Charles 

Schenk, Peter Smith, Carl Ryan 01/14/2011 12:47 PM

Cc: chad.wenn, christopher.demko, dinh.ngo, jeffrey.shultz, robert.yeater, 

Steve_F._Spurlin, william.wegeng

From: James Sanchez/AA/USEPA/US

To: curt.vapor@allisontransmission.com, Cleophas Jackson/AA/USEPA/US@EPA, Charles 

Schenk/AA/USEPA/US@EPA, Peter Smith/AA/USEPA/US@EPA, Carl 

Ryan/AA/USEPA/US@EPA

Cc: chad.wenn@allisontransmission.com, christopher.demko@allisontransmission.com, 

dinh.ngo@allisontransmission.com, jeffrey.shultz@allisontransmission.com, 

robert.yeater@allisontransmission.com, Steve_F._Spurlin/US/ATD/GMC@GM.rtp.epa.gov, 

Hello Mr. Vapor,

First of all I wanted to thank for getting back with the cycles so quickly. My fist impression of the cycles 

are that they are a little long. Our current engine certification cycle is 20 mins and the longest cycles we 

have been looking at is about an 1 hour. If it is possible to shorten your cycle to between 20 mins and 1 

hour that would help us to get adequate repeats within the short time we have. Also, I am available 

Tuesday afternoon to answer any questions you have. 

EPA

Cleophas Jackson

Assistant Division Director

Compliance and Innovative Strategies Division

734-214-4824

Charles Schenk

Assessments and Standards Division (ASD) Testing Coordinator

734-214-4700

Carl Ryan

Engineer in Laboratory Operations Division (LOD) leading the testcell design and setup

734-214-4251

James Sanchez

Engineer in ASD leading the testing and data analysis

734-214-4439

Peter Smith

Engineer in ASD leading cycle development

734-214-4425

Bob Caldwell

CDTG Engine Testing Team Leader

734-214-4564

Cummins

John O'Brien
john.o'brien@cummins.com

Morgan Andreae

morgan.andreae@cummins.com

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

curt.vapor Mr. Sanchez, Attached are the two duty cycles A... 01/14/2011 08:56:25 AM

From: curt.vapor@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: Steve_F._Spurlin/US/ATD/GMC@GM.rtp.epa.gov, william.wegeng@allisontransmission.com, 

jeffrey.shultz@allisontransmission.com, dinh.ngo@allisontransmission.com, 

christopher.demko@allisontransmission.com, robert.yeater@allisontransmission.com, 

chad.wenn@allisontransmission.com

Date: 01/14/2011 08:56 AM

Subject:

Mr. Sanchez,

Attached are the two duty cycles Allison transmission is providing for your

testing.

These cycles were originally recorded in Allison Customer vehicle service &

have been translated to the format used in the EPA cycles you previously

provided to us. Please let us know if additional modification or

information is needed to support your test activities.

Please consider these cycles preliminary. We have yet to run them in our

test cell with your vehicle configuration (engine, transmission, axle

ratio, tire size, GVW, ...) to assure the cycles can be performed as

defined. (FYI - we're now setting up an Allison test cell to replicate the

powertrain in your test facility & intend to evaluate these cycles next

week)

Listed below are a few open items I'm aware of as we go forward to support

your testing with Allison products. I'd like to discuss these items with

you next week. Or, perhaps we set up another telecon with our teams?

Also, with this note we're providing the names, titles & contact

information for the Allison people who have been working with your

organization. We appreciate you sending us similar information for the EPA

team & Cummins Engine.
I'll look forward to speaking with you soon. Is there a time next

Tuesday / early next we can talk? Or, call anytime if questions re: the

attached cycles or the materials Allisons shipped to you this week.

Regards,

Curt Vapor

317 697 0368

open items to discuss:

 The consignment agreement for the Allison LCT transmission. This was

 provided to your Organization by Allison's Steve Spurlin

 The questions Steve Spurlin posed to the EPA

 The transmission controller we provided has a generic test cell

 calibration & will need to be updated once your test cell is

 operational with the Allison LCT transmission.

 As mentioned above, the duty cycles we're providing are also

 preliminary & we may suggest modifications going forward.

 We would like to visit you at your facility to support installation

 of the Allison LCT transmission in your test cell, meet you & your

 staff members & discuss how we can work together most effectively.

 Does the week of 1/24 still look like the best time for this get

 together?

 This is a new topic. We'll appreciate your guidance on replicating

 EPA test methods & associated measures in an Allison test cell.

Allison people (e-addresses in this notes distribution):

 Steve Spurlin

 Executive Director, applications & product engineering

 317-242-2165

 Curt Vapor

 Mgr, product development

 317-697-0368

 Bill Wegeng

 Mgr, applications engineering

 317-242-3884

 Dihn Ngo

 Mgr, product analysis & simulation

 317-280-6282

 Jeff Shultz

 Mgr, controls development

 317-242-3811

 Chris Demko

 Development Engineer, EPA support lead

 317-242-3913
 Bob Yeater

 Development Engineer, Allison fuel economy testing lead):

 317-242-3947

 Chad Wenn

 Product Analysis & Simulation Engineer, Allison fuel economy

 simulation lead

 317-280-6227

 (See attached file: FoodDistribVA.xlsx) (See attached file:

 SouthernInSchoolBus.xlsx)

[attachment "FoodDistribVA.xlsx" deleted by James Sanchez/AA/USEPA/US] 

[attachment "SouthernInSchoolBus.xlsx" deleted by James Sanchez/AA/USEPA/US] 
Re: Installing Battery Cooling System for Powertrain Testing 

James Sanchez 

t

o

:

GregCNowell, JeffreyBosscher 05/12/2011 10:25 AM

Cc: Ethan Schauer, Cleophas Jackson, Carl Ryan, Charles Schenk

From: James Sanchez/AA/USEPA/US

To: GregCNowell@eaton.com, JeffreyBosscher@Eaton.com

Cc: Ethan Schauer/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, Carl 

Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA

Hello Greg and Jeff,

Can Eaton send someone to EPA to help with the installation of the hybrid system in our powerpack test 

cell? Ethan has a lot of the installation done but he has questions on the wiring, the cooling for the hybrid 

and there will probably be others as he gets farther along. I realize this is short notice but the sooner 

some can come out the better since we were hoping to have the engine/ hybrid running by the middle of 

next week so that we can make sure our test cell software works with this system again and have a fully 

operational test cell by Monday the 23rd. 

Thanks for all your support!

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

James Sanchez Jeff, Do you have a schematic of the plumbing fo... 05/11/2011 04:56:30 PM

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, Ethan Schauer/AA/USEPA/US@EPA

Date: 05/11/2011 04:56 PM

Subject: Installing Battery Cooling System for Powertrain Testing 

Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan is 

planning on being done with the installation early next week. As a heads up the week of the 23rd is when 

we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez
Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Description and Drive Model Code for Powerpack testing 

James Sanchez 

t

o

:

GregCNowell 05/03/2011 10:35 AM

Cc: Carl Ryan, JasonCLiu

From: James Sanchez/AA/USEPA/US

To: <GregCNowell@eaton.com>

Cc: Carl Ryan/AA/USEPA/US@EPA, JasonCLiu@eaton.com

Hello Greg,

Yes, this is correct. Just like engine testing we have criteria to define how well the powerpack has to 

follow the torque command. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Hi James, Please confirm the following: 05/03/2011 07:40:22 AM

From: <GregCNowell@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Carl Ryan/AA/USEPA/US@EPA, <JasonCLiu@eaton.com>

Date: 05/03/2011 07:40 AM

Subject: RE: Description and Drive Model Code for Powerpack testing

Hi James,

Please confirm the following:

The EPA dynamometer follows the output shaft torque from a vehicle model and that model uses vehicle 

inertia to determine required loads at the transmission output shaft. 

If this is the case, then using a torque sensor at the output shaft is the means for accounting for 

dynamometer inertia.

Thank You & Best Regards, 

Greg 

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Thursday, April 28, 2011 4:29 PM

To: Liu, Jason C

Cc: Ryan.Carl@epamail.epa.gov; Nowell, Greg C

Subject: RE: Description and Drive Model Code for Powerpack testing
Hello Jason,

Yes, we are accounting for the inertia of the dyno since we are measuring the torque out the transmission 

output shaft.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <JasonCLiu@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <GregCNowell@eaton.com>, Carl Ryan/AA/USEPA/US@EPA

Date: 04/27/2011 11:04 AM

Subject: RE: Description and Drive Model Code for Powerpack testing

Hi James,

 

I don't really need to see the control code. All I want to do is to make sure all the inertia load are 

accounted for in the dyno control. For example, in you slide you state the inertia force

 

Fj = m*(dV/dt)

 

Since there is substantial inertia in the drive motor (19 kgm^2 I recall). The equivalent mass of 19 kg m^2 

at wheel is about 2200 kg. So the inertia force needs to be provided by motor should be

 

Fj = (Mv - 2200)*(dV/dt) = (6450 -2200)*(dV/dt)

 

It's not clear from your slides whether you have implemented this or not. There are other situation similar 

to this have to be taken into consideration too. But you may have already implemented all of these. If that 

is case I apologize for being nosy.

 

Regards,

Jason

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 
Sent: Tuesday, April 26, 2011 11:08 AM

To: Nowell, Greg C; Ryan.Carl@epamail.epa.gov

Cc: Liu, Jason C

Subject: RE: Description and Drive Model Code for Powerpack testing

Hello Greg,

So, I am not sure what else I can send you that would be helpful for understanding the controls. The code 

in the "SysTranRunStep.TSC" file determines if the dyno is controlling to a speed or torque target and if 

the throttle is controlling to a speed, torque, or throttle position target. For both speed and torque control 

with the dyno there are PID parameters that can be adjusted in the dyno controller to get the desired 

response. iTest also has separate PID loops that can be tuned for using the throttle to control speed, 

torque or position. The feedback signal for speed is an optical encoder that is attached to the back of the 

dyno and for torque an in-line torque meter is attached to the transmission output shaft. 

Carl, is there anything else that we can share to better describe the controls?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <GregCNowell@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JasonCLiu@eaton.com>

Date: 04/26/2011 10:08 AM

Subject: RE: Description and Drive Model Code for Powerpack testing

Hi James,

Is it possible for Jason Liu to see the control code? 

Best Regards, 

Greg 

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, April 19, 2011 2:47 PM
To: Bosscher, Jeffrey; Nowell, Greg C; Johnson, Matthew P

Cc: Jackson.Cleophas@epamail.epa.gov; Schenk.Charles@epamail.epa.gov; Ryan.Carl@epamail.epa.gov

Subject: Description and Drive Model Code for Powerpack testing

Hello,

Attached is material on how the test was setup and how the vehicle/ driver modeled work. The last slide 

of the presentation summarizes what is in the SysTranRunStep.TSC file if you don't want to wade through 

the code. Also, Chuck and you guys brought up a good point that I had forgot about from when we were 

running the tests, which was that the driver model could have been causing the transmission to short shift. 

We noticed this in the commissioning of the test cell software but was not able to fix it fully. Basically once 

the engine caught up to the cycle speed the PID loop would cut back the throttle enough that it could have 

been causing the transmission to shift to the next gear. The other question that came up in the meeting 

was how the engine speed was going up when the throttle was close. This happened because the model 

went to state 4 (braking) instead of state 3 (accelerating/ coasting) so the dyno pulled up the transmission 

output speed and since the transmission was in gear and the clutch was engaged the engine speed also 

increased. The switching between states was definitely where we spent most of our time commissioning 

and it needs more refinement. When we start to refine our controls this will definitely be an area that we 

will modify. Most likely we will try to keep the dyno in torque control and the throttle in speed control for 

the full test (stopped, accelerating and braking). Let me know if you have any questions on the material I 

have attached.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Description and Drive Model Code for Powerpack testing 

James Sanchez 

t

o

:

GregCNowell, Carl Ryan 04/26/2011 11:08 AM

Cc: JasonCLiu

From: James Sanchez/AA/USEPA/US

To: <GregCNowell@eaton.com>, Carl Ryan/AA/USEPA/US@EPA

Cc: JasonCLiu@eaton.com

Hello Greg,

So, I am not sure what else I can send you that would be helpful for understanding the controls. The code 

in the "SysTranRunStep.TSC" file determines if the dyno is controlling to a speed or torque target and if 

the throttle is controlling to a speed, torque, or throttle position target. For both speed and torque control 

with the dyno there are PID parameters that can be adjusted in the dyno controller to get the desired 

response. iTest also has separate PID loops that can be tuned for using the throttle to control speed, 

torque or position. The feedback signal for speed is an optical encoder that is attached to the back of the 

dyno and for torque an in-line torque meter is attached to the transmission output shaft. 

Carl, is there anything else that we can share to better describe the controls?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Hi James, Is it possible for Jason Liu to see the c... 04/26/2011 10:08:53 AM

From: <GregCNowell@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JasonCLiu@eaton.com>

Date: 04/26/2011 10:08 AM

Subject: RE: Description and Drive Model Code for Powerpack testing

Hi James,

Is it possible for Jason Liu to see the control code? 

Best Regards, 

Greg 

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, April 19, 2011 2:47 PM

To: Bosscher, Jeffrey; Nowell, Greg C; Johnson, Matthew P

Cc: Jackson.Cleophas@epamail.epa.gov; Schenk.Charles@epamail.epa.gov; Ryan.Carl@epamail.epa.gov
Subject: Description and Drive Model Code for Powerpack testing

Hello,

Attached is material on how the test was setup and how the vehicle/ driver modeled work. The last slide 

of the presentation summarizes what is in the SysTranRunStep.TSC file if you don't want to wade through 

the code. Also, Chuck and you guys brought up a good point that I had forgot about from when we were 

running the tests, which was that the driver model could have been causing the transmission to short shift. 

We noticed this in the commissioning of the test cell software but was not able to fix it fully. Basically once 

the engine caught up to the cycle speed the PID loop would cut back the throttle enough that it could have 

been causing the transmission to shift to the next gear. The other question that came up in the meeting 

was how the engine speed was going up when the throttle was close. This happened because the model 

went to state 4 (braking) instead of state 3 (accelerating/ coasting) so the dyno pulled up the transmission 

output speed and since the transmission was in gear and the clutch was engaged the engine speed also 

increased. The switching between states was definitely where we spent most of our time commissioning 

and it needs more refinement. When we start to refine our controls this will definitely be an area that we 

will modify. Most likely we will try to keep the dyno in torque control and the throttle in speed control for 

the full test (stopped, accelerating and braking). Let me know if you have any questions on the material I 

have attached.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Meeting Confirmation 

James Sanchez 

t

o

:

GregCNowell 04/15/2011 08:30 AM

From: James Sanchez/AA/USEPA/US

To: <GregCNowell@eaton.com>

Hello Greg,

See you at noon.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Hi Cle & James, Eaton will be at your Plymouth f... 04/15/2011 07:31:18 AM

From: <GregCNowell@eaton.com>

To: <Jackson.cleophus@epa.gov>, James Sanchez/AA/USEPA/US@EPA

Cc: <MatthewPJohnson@Eaton.com>, <JeffreyBosscher@Eaton.com>, <JasonCLiu@eaton.com>

Date: 04/15/2011 07:31 AM

Subject: Meeting Confirmation

Hi Cle & James,

Eaton will be at your Plymouth facility at 12:00pm today to review your driveline data – a one hour 

meeting.

The Eaton folks will be:

Matt Johnson

Jeff Bosscher

Jason Liu

Greg Nowell

Best Regards, 

Greg Nowell

__________________|| \

| | |||'''"''';,__

|_..._..._____________|=||| __|...,,]

"(@)'(@)"""'''''''''''''''"**|(@)(@)***''(@)"

Gregory C. Nowell 

Principal Engineer 

Vehicle Technology Innovation
Eaton Corp. 

26201 Northwestern Hwy. 

Southfield, MI 48076 

(248) 226 6796 (Office) 

(248) 890 2847 (Cell) 

Notice to Persons Receiving This E-mail and/or Attachments:

This communication is issued in confidence to the intended addressed parties and contains information that is privileged, 

confidential and/or copyrighted under applicable law, may not be reproduced, forwarded/transferred to third parties, used to 

manufacture anything shown or referred to hereon, and is intended for mutual assistance. Eaton Corporation claims proprietary 

rights to the material disclosed hereon. If you are not the intended recipient, you are hereby formally notified that any use, copying 

or distribution of this e-mail, in whole or in part, is strictly prohibited. Please notify the sender by return e-mail and delete this e-mail 

from your system. 

This information is the property of Eaton Corporation
Re: Dynamometer Data - CILCC Test & ARB Route 

James Sanchez 

t

o

:

GregCNowell 04/07/2011 01:29 PM

Cc: JasonCLiu, StephenJHunter, Cleophas Jackson

From: James Sanchez/AA/USEPA/US

To: <GregCNowell@eaton.com>

Cc: JasonCLiu@eaton.com, StephenJHunter@Eaton.com, Cleophas 

Jackson/AA/USEPA/US@EPA

Hello Greg,

Would you be available for a conference call at 4 pm today? If so the call in # is 866 299 3188 and the 

code is 7342144824. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Hi James, We were surprised that the ARB test... 04/05/2011 01:39:00 PM

From: <GregCNowell@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JasonCLiu@eaton.com>, <StephenJHunter@Eaton.com>

Date: 04/05/2011 01:39 PM

Subject: Dynamometer Data - CILCC Test & ARB Route

Hi James,

We were surprised that the ARB test gave better improvement than CILCC (21% vs 18%) – this goes 

against all our simulations and we need to understand if this is the result of an improper calibration of our 

system.

Eaton would like to review your data to help us understand the results. 

Can EPA provide the dynamometer test data to Eaton?

Can I get yur phone number?

Best Regards, 

Greg 

__________________|| \

| | |||'''"''';,__

|_..._..._____________|=||| __|...,,]
"(@)'(@)"""'''''''''''''''"**|(@)(@)***''(@)"

Gregory C. Nowell 

Principal Engineer 

Vehicle Technology Innovation

Eaton Corp. 

26201 Northwestern Hwy. 

Southfield, MI 48076 

(248) 226 6796 (Office) 

(248) 890 2847 (Cell) 

Notice to Persons Receiving This E-mail and/or Attachments:

This communication is issued in confidence to the intended addressed parties and contains information that is privileged, 

confidential and/or copyrighted under applicable law, may not be reproduced, forwarded/transferred to third parties, used to 

manufacture anything shown or referred to hereon, and is intended for mutual assistance. Eaton Corporation claims proprietary 

rights to the material disclosed hereon. If you are not the intended recipient, you are hereby formally notified that any use, copying 

or distribution of this e-mail, in whole or in part, is strictly prohibited. Please notify the sender by return e-mail and delete this e-mail 

from your system. 

This information is the property of Eaton Corporation
Final Drive Selection for Powerpack Testing

James Sanchez 

t

o

:

gregcnowell, StephenJHunter 03/08/2011 04:26 PM

Cc: Cleophas Jackson

From: James Sanchez/AA/USEPA/US

To: gregcnowell@eaton.com, StephenJHunter@Eaton.com

Cc: Cleophas Jackson/AA/USEPA/US@EPA

Hello,

As the two of you know, we are planning running your system at Environment Canada and we wanted to 

make sure that we got your input on the final drive ratio selection. At EPA we ran your system using the 

following vehicle parameters. Leaving all the other parameters the same are you in agreement of a 4.1 

final drive ratio or would you recommend something different? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Packing Eaton System for Delivery to Environment Canada

James Sanchez 

t

o

:

GregCNowell, MihaiDorobantu 01/25/2011 04:45 PM

Cc: MihaiDorobantu, Cleophas Jackson

From: James Sanchez/AA/USEPA/US

To: GregCNowell@eaton.com, MihaiDorobantu@eaton.com

Cc: MihaiDorobantu@eaton.com, Cleophas Jackson/AA/USEPA/US@EPA

Hello Greg,

We have finished testing the Eaton hybrid and are starting to think about the next phase of testing at 

Environment Canada. Due to the safety concerns with shipping the battery I am guessing that Eaton 

would like to be involved in packing and shipping the system to Environment Canada. All the component 

will be off the engine in the next couple days and be ready to be packed up. Please let me know how 

Eaton would like to proceed with this.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Running with Hybrid Off 

James Sanchez 

t

o

:

GregCNowell, StephenJHunter 01/19/2011 05:36 PM

Cc: Cleophas Jackson, Carl Ryan, Charles Schenk

From: James Sanchez/AA/USEPA/US

To: GregCNowell@eaton.com, <StephenJHunter@Eaton.com>

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, Charles 

Schenk/AA/USEPA/US@EPA

Hello Greg and Stephen,

We have had trouble running your system with the hybrid system off, especially for the low speed section 

of our cycle. So, I was wondering if running your system with the hybrid off was appropriate to generate 

results for an AMT or if the calibration or lack of launch assist would make it a bad comparison.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: initial assessment of EPA versus Environment Canada data 

James Sanchez 

t

o

:

JeffreyBosscher 06/20/2011 09:37 AM

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Hey Jeff,

Have you been able to find anything else different between EC and EPA? For the CILCC the EPA CO2 

g/ton-mile was higher than the tests at EPA even though there were was a key off in the middle of the test. 

Based on your observation I would assume that the EPA g/ton-mile would be lower. Also I pulled out just 

the first transient test from the EC tests and the average is actually higher than if you include the second 

test. If there is any way that I can help analyze the data, let me know. I am going to contact Aaron from 

EC to see if he can send me the dyno and hioki data. 

Thanks for your help,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Hello James, 06/17/2011 02:22:16 PM

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Date: 06/17/2011 02:22 PM

Subject: initial assessment of EPA versus Environment Canada data

Hello James,

I am still looking through the data, but one significant difference between the Environment  Canada data

and your data is the length of the tests being conducted during a given key cycle.   The hybrid system

uses a higher percentage of electric power for the first six minutes or so, then falls to a lower level for

the rest of the cycle.  Environment Canada ran the entire CILCC cycle without turning the key off, while

the EPA testing was done in two cycles.  This seems to hedging the EPA fuel economy higher.  Similarly,
Environment Canada ran two transient cycles back to back and then took the average, while at EPA the

transient cycle is being run once per key cycle.  

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349
initial assessment of EPA versus Environment Canada data

JeffreyBosscher 

t

o

:

James Sanchez 06/17/2011 02:22 PM

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

Hello James,

I am still looking through the data, but one significant difference between the Environment  Canada data

and your data is the length of the tests being conducted during a given key cycle.   The hybrid system

uses a higher percentage of electric power for the first six minutes or so, then falls to a lower level for

the rest of the cycle.  Environment Canada ran the entire CILCC cycle without turning the key off, while

the EPA testing was done in two cycles.  This seems to hedging the EPA fuel economy higher.  Similarly,

Environment Canada ran two transient cycles back to back and then took the average, while at EPA the

transient cycle is being run once per key cycle.  

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349
RE: Dyno Information from last week . 

James Sanchez 

t

o

:

JeffreyBosscher 06/15/2011 09:00 AM

Cc: CraigSJacobs

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: CraigSJacobs@eaton.com

9 works for me. 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Hi James, Morning would be better for me. Shall... 06/15/2011 08:56:42 AM

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <CraigSJacobs@eaton.com>

Date: 06/15/2011 08:56 AM

Subject: RE: Dyno Information from last week.

Hi James,

Morning would be better for me.  Shall we say 9:00 AM?  I am working this morning to try and better

understand the results from Environment Canada to form some hypothesis of what is going on.

Best regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Wednesday, June 15, 2011 8:50 AM

To: Bosscher, Jeffrey

Cc: Jacobs, Craig S

Subject: Re: Dyno Information from last week.

Jeff, 

Thursday is better for me also. What time would work for you? I am available from 8-3:30 tomorrow. I 

am also very interested to hear your thoughts on the data from Environment Canada. If there is 
something that needs to be changed I would like to do that while we still have time. One thought I had 

was to rerun the tests with the test weight that was used for the hybrid "on" tests. 

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <JeffreyBosscher@Eaton.com>

To: <CraigSJacobs@eaton.com>

Cc: James Sanchez/AA/USEPA/US@EPA

Date: 06/14/2011 09:53 PM

Subject: Re: Dyno Information from last week.

James,

I can't do it tomorrow, but I could do it thursday. 

Best regards,

Jeff Bosscher 

From: Jacobs, Craig S

To: Bosscher, Jeffrey

Cc: Sanchez.James@epamail.epa.gov <Sanchez.James@epamail.epa.gov>

Sent: Tue Jun 14 18:11:43 2011

Subject: FW: Dyno Information from last week.

James, I don’t think I can make it either of those days, maybe Jeff B can do it.

Jeff,

Can you go to EPA either tomorrow of Thursday?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, June 14, 2011 6:07 PM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey; 
Johnson, Matthew P; Dorobantu, Mihai (Mike)

Subject: RE: Dyno Information from last week.

 

Craig,

Yes, I think it would be good to have you come out again while we are running. Are you available 

tomorrow or Thursday? With the hybrid off the driver response was much better, but with the hybrid on 

there wasn't much difference. I will have to get back to you on the deceleration rates during shift but it 

should be pretty small since the target acceleration is the difference between the measured torque (close 

to zero) and the drag and friction forces. "F" comes from the measured torque at the transmission output 

shaft.

I was wondering what your thoughts are on the data below. This data is from the tests at Environment 

Canada with the Kenworth truck. As you can see the befit from the hybrid is not very good. The first set 

of data is with the Hybrid "on". 

The dyno loads that were used are:

or if you prefer Cd, Cr1 and Cr0. These are calculated from the coast down data, so the Cd is not the 

true Cd of the vehicle, but will give the same road load force as the coast down coefficients. 

 

2xtranssm Fuel Economy (miles/gal) CO2 (g/mile) CO (g/mile) HC (g/mile) NOx (g/mile) SOC Correct

Test 1 Repeat 1 9.16 1109.20 0.68 0.02 1.45 N/A

Repeat 2 9.25 1099.33 0.13 0.00 0.73

Test 2 Repeat 1 9.47 1073.09 0.84 0.02 2.05 N/A

Repeat 2 9.83 1034.75 0.56 0.00 0.80

Test 3 Repeat 1 9.47 1072.97 0.90 0.04 2.06 N/A

Repeat 2 9.48 1072.81 0.41 0.01 1.05

Average Repeat 1 9.37 1085.09 0.81 0.03 1.85

Std. Dev. 0.18 20.88 0.11 0.01 0.35

Average Repeat 2 9.52 1068.97 0.37 0.01 0.86

Std. Dev. 0.29 32.46 0.22 0.01 0.17
And for the hybrid, the 2xtranssm results are ...

 

2xtranssm Fuel Economy (miles/gal) CO2 (g/mile) CO (g/mile) HC (g/mile) NOx (g/mile) SOC Correct

Test 1 Repeat 1 9.93 1024.14 0.11 0.03 2.31 no

Repeat 2 10.08 1009.13 0.04 0.01 1.18

Test 2 Repeat 1 10.41 977.83 0.07 0.01 2.16 no

Repeat 2 10.68 952.50 0.03 0.00 1.33

Test 3 Repeat 1 10.16 1000.80 0.16 0.01 2.21 no

Repeat 2 10.58 961.85 0.04 0.01 1.24

Average Repeat 1 10.17 1000.92 0.11 0.02 2.23

Std. Dev. 0.24 23.16 0.05 0.01 0.07

Average Repeat 2 10.45 974.49 0.04 0.01 1.25

Std. Dev. 0.32 30.35 0.00 0.00 0.08

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <MihaiDorobantu@eaton.com>

Cc: Carl Ryan/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, <GregCNowell@eaton.com>, 

<JeffreyBosscher@Eaton.com>, <MatthewPJohnson@Eaton.com>

Date: 06/14/2011 05:35 PM

Subje

ct:

RE: Dyno Information from last week.

 
James,

We definitely measure the %change on MPG, not CO2, so the 30% calculation you have is what we would compare

to.  That being said, Matt Johnson simulated Hybrid on vs Hybrid off and got around a 35% difference, so we feel

that the new numbers are much closer to our expectations.   It is certainly possible to hold another review and see

if there are any minor issues still plaguing the dyno, but the speed mode seems to have gotten us to a much more

representative place than we were before.   Some of the 5% difference between our simulation and your dyno

could be accounted for by error in our model parameters or it could be some differences between the dyno

behavior and the actual vehicle behavior as well.   Do you want to schedule a time we can come by and take some

more data with the new mode active?

A few questions:

Did you experience an improvement to the behavior of your simulated driver?

Also, can you share what sort of deceleration torques and speed losses are now present during the shifts? It is a

little difficult to tell on the plot below.

Finally, how do you calculate F in your speed control mode?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Thursday, June 09, 2011 11:21 AM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey

Subject: RE: Dyno Information from last week.

Hello Craig,

We were able to get the Speed Speed mode working and it seems to make a big difference when the 

hybrid is turned off, but when the hybrid is on the fuel consumption is about the same. The table below 

shows the results with the dyno controlling speed and the vehicle being simulated is the same as the 

vehicle at Environment Canada. I know when Jeff and Matt were here they said the improvement that 

they would expect between the hybrid off and the hybrid on would be greater than 30%, but I realize that 

could have been using MPG, while I have been thinking of improvement in terms of CO2 (g/mile). The 

difference is in what you are dividing by (the smaller or larger number). Is this improvement what you 

would expect or is it still too low.

To clarify what I mean by speed speed mode. Before we were solving for what torque the engine had to 

meet and but when the driveline was disengaged the transmission decelerated in a unrepresentative way. 

To fix this we solve for vehicle acceleration and used the dyno in speed control.

Torque control:

F = m*a + m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 

Speed Control:
a = (F - m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 )/m

Thanks

James
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA
Cc: <JeffreyBosscher@Eaton.com>, Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, 

<GregCNowell@eaton.com>

Date: 06/07/2011 09:42 AM

Subject:RE: Dyno Information from last week.

 

 

James,

That is great news that you can try the CAN idea. Attached is the CAN information.

I do agree the best solution is if you can get the calculated acceleration working with speed control mode.

Additionally, the spreadsheet I sent you assumed dyno inertia of 0, which I knew was incorrect, but I had 

assumed it was negligible.

However, the reflected inertia of the vehicle mass is only 54kg-m^2, so the dyno is about 40% inertia 

torque without any compensation.

If we use the total vehicle mass to account for inertial torque, we are overcompensating, It would be like 

driving a 10 ton vehicle, instead of a 7 ton vehicle.

In my experience, this would lead to a reduction in fuel economy benefit (depending on route) of 4 to 

10%. 

This is because the engine works closer to its peak power more often with a heavier vehicle.

I would suggest that we use CompensatedMass = VehicleMass - DynoMass to get the best 

representation of the true vehicle.

I don't remember seeing that in our review. Do you account for that?

Craig

PGN 61442 Electronic Transmission Controller 1 - ETC1

Transmission Repetition 10 ms

Data Length: 8

Data Page: 0

PDU Format: 240

PDU Specific: 2 PGN Supporting Information:

Default Priority: 3

Parameter Group Number: 61442 (0xF002)

Start Position Length Parameter Name SPN
1.1 2 bits Transmission Driveline Engaged 560

1.3 2 bits Torque Converter Lockup Engaged 573

1.5 2 bits Transmission Shift In Process 574

2-3 2 bytes Transmission Output Shaft Speed 191

4 1 byte Percent Clutch Slip 522

5.1 2 bits Engine Momentary Overspeed Enable 606

5.3 2 bits Progressive Shift Disable 607

6-7 2 bytes Transmission Input Shaft Speed 161

8 1 byte Source Address of Controlling Device for Transmission Control 1482

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, June 06, 2011 3:21 PM

To: Jacobs, Craig S

Cc: Bosscher, Jeffrey; Jackson.Cleophas@epamail.epa.gov; Ryan.Carl@epamail.epa.gov

Subject: Re: Dyno Information from last week.

Craig,

Assuming that you give me the J1939 information for the CAN channel then I should be able to do what 

you are requesting. They dyno doesn't have CAN communication but its setpoint comes from the test cell 

automation software which can read CAN channels. 

Dyno inertia: 20.78 kg-m^2

Carl and I have also been working on this problem by implementing the other dyno mode I mentioned 

when you where here. Which is solving for acceleration and using the dyno is speed control to follow the 

acceleration. We are still working through the details but in concept it should solve the problem of the 

unrepresentative deceleration during shifts.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>

Date: 06/03/2011 11:04 AM

Subject: Dyno Information from last week.

 
 

James,

I’m getting back to looking at the dyno data we collected on Thursday.

I am continuing to be suspicious of how the dyno reacts during a shift.

A few questions:  

1)      Do you know what the dyno inertia is?

2)      Do you have CAN messages available for dyno control?  I would be interested in seeing how the system

reacts if we did the following:

Calculate inertial torque normally, except when the signal EEC2.DrivelineEngaged is false.

During this time change the calculation from normal style to InertialTorque = RollingResistance+AeroDrag+Hill

This signal is only true when the gear actuator in the transmission is not connected.  During this time the above

neither the motor nor the engine can propel the vehicle, so it is a valid equation.

I would also zero out the filter during this time.

Another potential thing that we could try is to actually INCREASE the filter time constant, rather than DECREASE it

like we did last week.

I noticed that the faster filter actually seemed a little worse than the default filter

We started with gains of .1 and .9, changed to .5 and .5

I would suggest that we might want to try .025 and .975

Craig

Craig S Jacobs

Chief Engineer - Systems

Hybrid Power Systems Division

Eaton Corporation

t: +1(269) 342-3084

c: +1(269) 290-3927

craigsjacobs@eaton.com

13100 E. Michigan Ave
Galesburg, MI 49053

[attachment "EPA_Analysis.xlsx" deleted by James Sanchez/AA/USEPA/US] [attachment "EPA PowerPack.pptx"

deleted by James Sanchez/AA/USEPA/US]
RE: Dyno Information from last week .

JeffreyBosscher 

t

o

:

James Sanchez 06/15/2011 08:56 AM

Cc: CraigSJacobs

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <CraigSJacobs@eaton.com>

History: This message has been replied to.

Hi James,

Morning would be better for me.  Shall we say 9:00 AM?  I am working this morning to try and better

understand the results from Environment Canada to form some hypothesis of what is going on.

Best regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Wednesday, June 15, 2011 8:50 AM

To: Bosscher, Jeffrey

Cc: Jacobs, Craig S

Subject: Re: Dyno Information from last week.

Jeff, 

Thursday is better for me also. What time would work for you? I am available from 8-3:30 tomorrow. I 

am also very interested to hear your thoughts on the data from Environment Canada. If there is 

something that needs to be changed I would like to do that while we still have time. One thought I had 

was to rerun the tests with the test weight that was used for the hybrid "on" tests. 

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <JeffreyBosscher@Eaton.com>
To: <CraigSJacobs@eaton.com>

Cc: James Sanchez/AA/USEPA/US@EPA

Date: 06/14/2011 09:53 PM

Subject: Re: Dyno Information from last week.

James,

I can't do it tomorrow, but I could do it thursday. 

Best regards,

Jeff Bosscher 

From: Jacobs, Craig S

To: Bosscher, Jeffrey

Cc: Sanchez.James@epamail.epa.gov <Sanchez.James@epamail.epa.gov>

Sent: Tue Jun 14 18:11:43 2011

Subject: FW: Dyno Information from last week.

James, I don’t think I can make it either of those days, maybe Jeff B can do it.

Jeff,

Can you go to EPA either tomorrow of Thursday?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, June 14, 2011 6:07 PM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey; 

Johnson, Matthew P; Dorobantu, Mihai (Mike)

Subject: RE: Dyno Information from last week.

 

Craig,

Yes, I think it would be good to have you come out again while we are running. Are you available 

tomorrow or Thursday? With the hybrid off the driver response was much better, but with the hybrid on 

there wasn't much difference. I will have to get back to you on the deceleration rates during shift but it 

should be pretty small since the target acceleration is the difference between the measured torque (close 

to zero) and the drag and friction forces. "F" comes from the measured torque at the transmission output 

shaft.

I was wondering what your thoughts are on the data below. This data is from the tests at Environment 

Canada with the Kenworth truck. As you can see the befit from the hybrid is not very good. The first set 

of data is with the Hybrid "on". 

The dyno loads that were used are:
or if you prefer Cd, Cr1 and Cr0. These are calculated from the coast down data, so the Cd is not the 

true Cd of the vehicle, but will give the same road load force as the coast down coefficients. 

 

2xtranss

m

Fuel Economy 

(miles/gal)

CO2 

(g/mile)

CO 

(g/mile)

HC 

(g/mile) NOx 

(g/mile)

SOC Correction 

Required?

Test 1 Repeat 1 9.16 1109.20 0.68 0.02 1.45 N/A

Repeat 2 9.25 1099.33 0.13 0.00 0.73

Test 2 Repeat 1 9.47 1073.09 0.84 0.02 2.05 N/A

Repeat 2 9.83 1034.75 0.56 0.00 0.80

Test 3 Repeat 1 9.47 1072.97 0.90 0.04 2.06 N/A

Repeat 2 9.48 1072.81 0.41 0.01 1.05

Avera

ge

Repeat 1 9.37 1085.09 0.81 0.03 1.85

Std. 

Dev. 0.18 20.88 0.11 0.01 0.35

Avera

ge

Repeat 2 9.52 1068.97 0.37 0.01 0.86

Std. 

Dev. 0.29 32.46 0.22 0.01 0.17

And for the hybrid, the 2xtranssm results are ...
 

2xtranss

m

Fuel Economy 

(miles/gal)

CO2 

(g/mile)

CO 

(g/mile)

HC 

(g/mile) NOx 

(g/mile)

SOC Correction 

Required?

Test 1 Repeat 1 9.93 1024.14 0.11 0.03 2.31 no

Repeat 2 10.08 1009.13 0.04 0.01 1.18

Test 2 Repeat 1 10.41 977.83 0.07 0.01 2.16 no

Repeat 2 10.68 952.50 0.03 0.00 1.33

Test 3 Repeat 1 10.16 1000.80 0.16 0.01 2.21 no

Repeat 2 10.58 961.85 0.04 0.01 1.24

Avera

ge

Repeat 1 10.17 1000.92 0.11 0.02 2.23

Std. 

Dev. 0.24 23.16 0.05 0.01 0.07

Avera

ge

Repeat 2 10.45 974.49 0.04 0.01 1.25

Std. 

Dev. 0.32 30.35 0.00 0.00 0.08

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <MihaiDorobantu@eaton.com>

Cc: Carl Ryan/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, <GregCNowell@eaton.com>, 

<JeffreyBosscher@Eaton.com>, <MatthewPJohnson@Eaton.com>

Date: 06/14/2011 05:35 PM
Subje

ct:

RE: Dyno Information from last week.

 

James,

We definitely measure the %change on MPG, not CO2, so the 30% calculation you have is what we would compare

to.  That being said, Matt Johnson simulated Hybrid on vs Hybrid off and got around a 35% difference, so we feel

that the new numbers are much closer to our expectations.   It is certainly possible to hold another review and see

if there are any minor issues still plaguing the dyno, but the speed mode seems to have gotten us to a much more

representative place than we were before.   Some of the 5% difference between our simulation and your dyno

could be accounted for by error in our model parameters or it could be some differences between the dyno

behavior and the actual vehicle behavior as well.   Do you want to schedule a time we can come by and take some

more data with the new mode active?

A few questions:

Did you experience an improvement to the behavior of your simulated driver?

Also, can you share what sort of deceleration torques and speed losses are now present during the shifts? It is a

little difficult to tell on the plot below.

Finally, how do you calculate F in your speed control mode?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Thursday, June 09, 2011 11:21 AM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey

Subject: RE: Dyno Information from last week.

Hello Craig,

We were able to get the Speed Speed mode working and it seems to make a big difference when the 

hybrid is turned off, but when the hybrid is on the fuel consumption is about the same. The table below 

shows the results with the dyno controlling speed and the vehicle being simulated is the same as the 

vehicle at Environment Canada. I know when Jeff and Matt were here they said the improvement that 

they would expect between the hybrid off and the hybrid on would be greater than 30%, but I realize that 

could have been using MPG, while I have been thinking of improvement in terms of CO2 (g/mile). The 

difference is in what you are dividing by (the smaller or larger number). Is this improvement what you 

would expect or is it still too low.

To clarify what I mean by speed speed mode. Before we were solving for what torque the engine had to 

meet and but when the driveline was disengaged the transmission decelerated in a unrepresentative way. 
To fix this we solve for vehicle acceleration and used the dyno in speed control.

Torque control:

F = m*a + m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 

Speed Control:

a = (F - m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 )/m

Thanks

James
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA
Cc: <JeffreyBosscher@Eaton.com>, Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, 

<GregCNowell@eaton.com>

Date: 06/07/2011 09:42 AM

Subject:RE: Dyno Information from last week.

 

 

James,

That is great news that you can try the CAN idea. Attached is the CAN information.

I do agree the best solution is if you can get the calculated acceleration working with speed control mode.

Additionally, the spreadsheet I sent you assumed dyno inertia of 0, which I knew was incorrect, but I had 

assumed it was negligible.

However, the reflected inertia of the vehicle mass is only 54kg-m^2, so the dyno is about 40% inertia 

torque without any compensation.

If we use the total vehicle mass to account for inertial torque, we are overcompensating, It would be like 

driving a 10 ton vehicle, instead of a 7 ton vehicle.

In my experience, this would lead to a reduction in fuel economy benefit (depending on route) of 4 to 

10%. 

This is because the engine works closer to its peak power more often with a heavier vehicle.

I would suggest that we use CompensatedMass = VehicleMass - DynoMass to get the best 

representation of the true vehicle.

I don't remember seeing that in our review. Do you account for that?

Craig

PGN 61442 Electronic Transmission Controller 1 - ETC1

Transmission Repetition 10 ms

Data Length: 8

Data Page: 0

PDU Format: 240

PDU Specific: 2 PGN Supporting Information:

Default Priority: 3

Parameter Group Number: 61442 (0xF002)

Start Position Length Parameter Name SPN
1.1 2 bits Transmission Driveline Engaged 560

1.3 2 bits Torque Converter Lockup Engaged 573

1.5 2 bits Transmission Shift In Process 574

2-3 2 bytes Transmission Output Shaft Speed 191

4 1 byte Percent Clutch Slip 522

5.1 2 bits Engine Momentary Overspeed Enable 606

5.3 2 bits Progressive Shift Disable 607

6-7 2 bytes Transmission Input Shaft Speed 161

8 1 byte Source Address of Controlling Device for Transmission Control 1482

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, June 06, 2011 3:21 PM

To: Jacobs, Craig S

Cc: Bosscher, Jeffrey; Jackson.Cleophas@epamail.epa.gov; Ryan.Carl@epamail.epa.gov

Subject: Re: Dyno Information from last week.

Craig,

Assuming that you give me the J1939 information for the CAN channel then I should be able to do what 

you are requesting. They dyno doesn't have CAN communication but its setpoint comes from the test cell 

automation software which can read CAN channels. 

Dyno inertia: 20.78 kg-m^2

Carl and I have also been working on this problem by implementing the other dyno mode I mentioned 

when you where here. Which is solving for acceleration and using the dyno is speed control to follow the 

acceleration. We are still working through the details but in concept it should solve the problem of the 

unrepresentative deceleration during shifts.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>

Date: 06/03/2011 11:04 AM

Subject: Dyno Information from last week.
 

 

James,

I’m getting back to looking at the dyno data we collected on Thursday.

I am continuing to be suspicious of how the dyno reacts during a shift.

A few questions:  

1)      Do you know what the dyno inertia is?

2)      Do you have CAN messages available for dyno control?  I would be interested in seeing how the system

reacts if we did the following:

Calculate inertial torque normally, except when the signal EEC2.DrivelineEngaged is false.

During this time change the calculation from normal style to InertialTorque = RollingResistance+AeroDrag+Hill

This signal is only true when the gear actuator in the transmission is not connected.  During this time the above

neither the motor nor the engine can propel the vehicle, so it is a valid equation.

I would also zero out the filter during this time.

Another potential thing that we could try is to actually INCREASE the filter time constant, rather than DECREASE it

like we did last week.

I noticed that the faster filter actually seemed a little worse than the default filter

We started with gains of .1 and .9, changed to .5 and .5

I would suggest that we might want to try .025 and .975

Craig

Craig S Jacobs

Chief Engineer - Systems

Hybrid Power Systems Division

Eaton Corporation

t: +1(269) 342-3084

c: +1(269) 290-3927

craigsjacobs@eaton.com
13100 E. Michigan Ave

Galesburg, MI 49053

[attachment "EPA_Analysis.xlsx" deleted by James Sanchez/AA/USEPA/US] [attachment "EPA PowerPack.pptx"

deleted by James Sanchez/AA/USEPA/US]
Re: Dyno Information from last week . 

James Sanchez 

t

o

:

JeffreyBosscher 06/15/2011 08:50 AM

Cc: CraigSJacobs

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: CraigSJacobs@eaton.com

Jeff, 

Thursday is better for me also. What time would work for you? I am available from 8-3:30 tomorrow. I 

am also very interested to hear your thoughts on the data from Environment Canada. If there is 

something that needs to be changed I would like to do that while we still have time. One thought I had 

was to rerun the tests with the test weight that was used for the hybrid "on" tests. 

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

James, I can't do it tomorrow, but I could do it th... 06/14/2011 09:53:27 PM

From: <JeffreyBosscher@Eaton.com>

To: <CraigSJacobs@eaton.com>

Cc: James Sanchez/AA/USEPA/US@EPA

Date: 06/14/2011 09:53 PM

Subject: Re: Dyno Information from last week.

James,

I can't do it tomorrow, but I could do it thursday. 

Best regards,

Jeff Bosscher 

From: Jacobs, Craig S

To: Bosscher, Jeffrey

Cc: Sanchez.James@epamail.epa.gov <Sanchez.James@epamail.epa.gov>

Sent: Tue Jun 14 18:11:43 2011

Subject: FW: Dyno Information from last week.

James, I don’t think I can make it either of those days, maybe Jeff B can do it.

Jeff,
Can you go to EPA either tomorrow of Thursday?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, June 14, 2011 6:07 PM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey; 

Johnson, Matthew P; Dorobantu, Mihai (Mike)

Subject: RE: Dyno Information from last week.

Craig,

Yes, I think it would be good to have you come out again while we are running. Are you available 

tomorrow or Thursday? With the hybrid off the driver response was much better, but with the hybrid on 

there wasn't much difference. I will have to get back to you on the deceleration rates during shift but it 

should be pretty small since the target acceleration is the difference between the measured torque (close 

to zero) and the drag and friction forces. "F" comes from the measured torque at the transmission output 

shaft.

I was wondering what your thoughts are on the data below. This data is from the tests at Environment 

Canada with the Kenworth truck. As you can see the befit from the hybrid is not very good. The first set 

of data is with the Hybrid "on". 

The dyno loads that were used are:

 

or if you prefer Cd, Cr1 and Cr0. These are calculated from the coast down data, so the Cd is not the 

true Cd of the vehicle, but will give the same road load force as the coast down coefficients. 

 

2xtranssm Fuel Economy (miles/gal) CO2 (g/mile) CO (g/mile) HC (g/mile) NOx (g/mile) SOC Correct

Test 1 Repeat 1 9.16 1109.20 0.68 0.02 1.45 N/A

Repeat 2 9.25 1099.33 0.13 0.00 0.73

Test 2 Repeat 1 9.47 1073.09 0.84 0.02 2.05 N/A

Repeat 2 9.83 1034.75 0.56 0.00 0.80

Test 3 Repeat 1 9.47 1072.97 0.90 0.04 2.06 N/A
Repeat 2 9.48 1072.81 0.41 0.01 1.05

Average Repeat 1 9.37 1085.09 0.81 0.03 1.85

Std. Dev. 0.18 20.88 0.11 0.01 0.35

Average Repeat 2 9.52 1068.97 0.37 0.01 0.86

Std. Dev. 0.29 32.46 0.22 0.01 0.17

 

And for the hybrid, the 2xtranssm results are ...

 

2xtranssm Fuel Economy (miles/gal) CO2 (g/mile) CO (g/mile) HC (g/mile) NOx (g/mile) SOC Correct

Test 1 Repeat 1 9.93 1024.14 0.11 0.03 2.31 no

Repeat 2 10.08 1009.13 0.04 0.01 1.18

Test 2 Repeat 1 10.41 977.83 0.07 0.01 2.16 no

Repeat 2 10.68 952.50 0.03 0.00 1.33

Test 3 Repeat 1 10.16 1000.80 0.16 0.01 2.21 no

Repeat 2 10.58 961.85 0.04 0.01 1.24

Average Repeat 1 10.17 1000.92 0.11 0.02 2.23

Std. Dev. 0.24 23.16 0.05 0.01 0.07

Average Repeat 2 10.45 974.49 0.04 0.01 1.25

Std. Dev. 0.32 30.35 0.00 0.00 0.08

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <MihaiDorobantu@eaton.com>

Cc: Carl Ryan/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, <GregCNowell@eaton.com>, 

<JeffreyBosscher@Eaton.com>, <MatthewPJohnson@Eaton.com>

Date: 06/14/2011 05:35 PM

Subje

ct:

RE: Dyno Information from last week.
James,

We definitely measure the %change on MPG, not CO2, so the 30% calculation you have is what we would compare

to.  That being said, Matt Johnson simulated Hybrid on vs Hybrid off and got around a 35% difference, so we feel

that the new numbers are much closer to our expectations.   It is certainly possible to hold another review and see

if there are any minor issues still plaguing the dyno, but the speed mode seems to have gotten us to a much more

representative place than we were before.   Some of the 5% difference between our simulation and your dyno

could be accounted for by error in our model parameters or it could be some differences between the dyno

behavior and the actual vehicle behavior as well.   Do you want to schedule a time we can come by and take some

more data with the new mode active?

A few questions:

Did you experience an improvement to the behavior of your simulated driver?

Also, can you share what sort of deceleration torques and speed losses are now present during the shifts? It is a

little difficult to tell on the plot below.

Finally, how do you calculate F in your speed control mode?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Thursday, June 09, 2011 11:21 AM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey

Subject: RE: Dyno Information from last week.

 

Hello Craig,

We were able to get the Speed Speed mode working and it seems to make a big difference when the 

hybrid is turned off, but when the hybrid is on the fuel consumption is about the same. The table below 

shows the results with the dyno controlling speed and the vehicle being simulated is the same as the 

vehicle at Environment Canada. I know when Jeff and Matt were here they said the improvement that 

they would expect between the hybrid off and the hybrid on would be greater than 30%, but I realize that 

could have been using MPG, while I have been thinking of improvement in terms of CO2 (g/mile). The 

difference is in what you are dividing by (the smaller or larger number). Is this improvement what you 

would expect or is it still too low.

To clarify what I mean by speed speed mode. Before we were solving for what torque the engine had to 

meet and but when the driveline was disengaged the transmission decelerated in a unrepresentative way. 

To fix this we solve for vehicle acceleration and used the dyno in speed control.

Torque control:

F = m*a + m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 
Speed Control:

a = (F - m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 )/m

Thanks

James
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA
Cc: <JeffreyBosscher@Eaton.com>, Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, 

<GregCNowell@eaton.com>

Date: 06/07/2011 09:42 AM

Subject:RE: Dyno Information from last week.

 

James,

That is great news that you can try the CAN idea. Attached is the CAN information.

I do agree the best solution is if you can get the calculated acceleration working with speed control mode.

Additionally, the spreadsheet I sent you assumed dyno inertia of 0, which I knew was incorrect, but I had 

assumed it was negligible.

However, the reflected inertia of the vehicle mass is only 54kg-m^2, so the dyno is about 40% inertia 

torque without any compensation.

If we use the total vehicle mass to account for inertial torque, we are overcompensating, It would be like 

driving a 10 ton vehicle, instead of a 7 ton vehicle.

In my experience, this would lead to a reduction in fuel economy benefit (depending on route) of 4 to 

10%. 

This is because the engine works closer to its peak power more often with a heavier vehicle.

I would suggest that we use CompensatedMass = VehicleMass - DynoMass to get the best 

representation of the true vehicle.

I don't remember seeing that in our review. Do you account for that?

Craig

PGN 61442 Electronic Transmission Controller 1 - ETC1

Transmission Repetition 10 ms

Data Length: 8

Data Page: 0

PDU Format: 240

PDU Specific: 2 PGN Supporting Information:

Default Priority: 3

Parameter Group Number: 61442 (0xF002)

Start Position Length Parameter Name SPN

1.1 2 bits Transmission Driveline Engaged 560

1.3 2 bits Torque Converter Lockup Engaged 573
1.5 2 bits Transmission Shift In Process 574

2-3 2 bytes Transmission Output Shaft Speed 191

4 1 byte Percent Clutch Slip 522

5.1 2 bits Engine Momentary Overspeed Enable 606

5.3 2 bits Progressive Shift Disable 607

6-7 2 bytes Transmission Input Shaft Speed 161

8 1 byte Source Address of Controlling Device for Transmission Control 1482

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, June 06, 2011 3:21 PM

To: Jacobs, Craig S

Cc: Bosscher, Jeffrey; Jackson.Cleophas@epamail.epa.gov; Ryan.Carl@epamail.epa.gov

Subject: Re: Dyno Information from last week.

Craig,

Assuming that you give me the J1939 information for the CAN channel then I should be able to do what 

you are requesting. They dyno doesn't have CAN communication but its setpoint comes from the test cell 

automation software which can read CAN channels. 

Dyno inertia: 20.78 kg-m^2

Carl and I have also been working on this problem by implementing the other dyno mode I mentioned 

when you where here. Which is solving for acceleration and using the dyno is speed control to follow the 

acceleration. We are still working through the details but in concept it should solve the problem of the 

unrepresentative deceleration during shifts.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>

Date: 06/03/2011 11:04 AM

Subject: Dyno Information from last week.

 
 

James,

I’m getting back to looking at the dyno data we collected on Thursday.

I am continuing to be suspicious of how the dyno reacts during a shift.

A few questions:  

1)      Do you know what the dyno inertia is?

2)      Do you have CAN messages available for dyno control?  I would be interested in seeing how the system

reacts if we did the following:

Calculate inertial torque normally, except when the signal EEC2.DrivelineEngaged is false.

During this time change the calculation from normal style to InertialTorque = RollingResistance+AeroDrag+Hill

This signal is only true when the gear actuator in the transmission is not connected.  During this time the above

neither the motor nor the engine can propel the vehicle, so it is a valid equation.

I would also zero out the filter during this time.

Another potential thing that we could try is to actually INCREASE the filter time constant, rather than DECREASE it

like we did last week.

I noticed that the faster filter actually seemed a little worse than the default filter

We started with gains of .1 and .9, changed to .5 and .5

I would suggest that we might want to try .025 and .975

Craig

Craig S Jacobs

Chief Engineer - Systems

Hybrid Power Systems Division

Eaton Corporation

t: +1(269) 342-3084

c: +1(269) 290-3927

craigsjacobs@eaton.com

13100 E. Michigan Ave

Galesburg, MI 49053

[attachment "EPA_Analysis.xlsx" deleted by James Sanchez/AA/USEPA/US] [attachment "EPA PowerPack.pptx"

deleted by James Sanchez/AA/USEPA/US]

Re: Dyno Information from last week .

JeffreyBosscher 

t

o

:

CraigSJacobs 06/14/2011 09:53 PM

Cc: James Sanchez

From: <JeffreyBosscher@Eaton.com>

To: <CraigSJacobs@eaton.com>

Cc: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

James,

I can't do it tomorrow, but I could do it thursday. 

Best regards,

Jeff Bosscher 

From: Jacobs, Craig S

To: Bosscher, Jeffrey

Cc: Sanchez.James@epamail.epa.gov <Sanchez.James@epamail.epa.gov>

Sent: Tue Jun 14 18:11:43 2011

Subject: FW: Dyno Information from last week.

James, I don’t think I can make it either of those days, maybe Jeff B can do it.

Jeff,

Can you go to EPA either tomorrow of Thursday?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, June 14, 2011 6:07 PM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey; 

Johnson, Matthew P; Dorobantu, Mihai (Mike)

Subject: RE: Dyno Information from last week.

Craig,

Yes, I think it would be good to have you come out again while we are running. Are you available 

tomorrow or Thursday? With the hybrid off the driver response was much better, but with the hybrid on 

there wasn't much difference. I will have to get back to you on the deceleration rates during shift but it 

should be pretty small since the target acceleration is the difference between the measured torque (close 

to zero) and the drag and friction forces. "F" comes from the measured torque at the transmission output 

shaft.

I was wondering what your thoughts are on the data below. This data is from the tests at Environment 

Canada with the Kenworth truck. As you can see the befit from the hybrid is not very good. The first set 

of data is with the Hybrid "on". 
The dyno loads that were used are:

 

or if you prefer Cd, Cr1 and Cr0. These are calculated from the coast down data, so the Cd is not the 

true Cd of the vehicle, but will give the same road load force as the coast down coefficients. 

 

2xtranss

m

Fuel Economy 

(miles/gal)

CO2 

(g/mile)

CO 

(g/mile)

HC 

(g/mile) NOx 

(g/mile)

SOC Correction 

Required?

Test 1 Repeat 1 9.16 1109.20 0.68 0.02 1.45 N/A

Repeat 2 9.25 1099.33 0.13 0.00 0.73

Test 2 Repeat 1 9.47 1073.09 0.84 0.02 2.05 N/A

Repeat 2 9.83 1034.75 0.56 0.00 0.80

Test 3 Repeat 1 9.47 1072.97 0.90 0.04 2.06 N/A

Repeat 2 9.48 1072.81 0.41 0.01 1.05

Avera

ge

Repeat 1 9.37 1085.09 0.81 0.03 1.85

Std. 

Dev. 0.18 20.88 0.11 0.01 0.35

Avera

ge

Repeat 2 9.52 1068.97 0.37 0.01 0.86

Std. 

Dev. 0.29 32.46 0.22 0.01 0.17

 

And for the hybrid, the 2xtranssm results are ...
 

2xtranss

m

Fuel Economy 

(miles/gal)

CO2 

(g/mile)

CO 

(g/mile)

HC 

(g/mile) NOx 

(g/mile)

SOC Correction 

Required?

Test 1 Repeat 1 9.93 1024.14 0.11 0.03 2.31 no

Repeat 2 10.08 1009.13 0.04 0.01 1.18

Test 2 Repeat 1 10.41 977.83 0.07 0.01 2.16 no

Repeat 2 10.68 952.50 0.03 0.00 1.33

Test 3 Repeat 1 10.16 1000.80 0.16 0.01 2.21 no

Repeat 2 10.58 961.85 0.04 0.01 1.24

Avera

ge

Repeat 1 10.17 1000.92 0.11 0.02 2.23

Std. 

Dev. 0.24 23.16 0.05 0.01 0.07

Avera

ge

Repeat 2 10.45 974.49 0.04 0.01 1.25

Std. 

Dev. 0.32 30.35 0.00 0.00 0.08

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <MihaiDorobantu@eaton.com>

Cc: Carl Ryan/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, <GregCNowell@eaton.com>, 

<JeffreyBosscher@Eaton.com>, <MatthewPJohnson@Eaton.com>

Date: 06/14/2011 05:35 PM

Subje RE: Dyno Information from last week.
ct:

James,

We definitely measure the %change on MPG, not CO2, so the 30% calculation you have is what we would compare

to.  That being said, Matt Johnson simulated Hybrid on vs Hybrid off and got around a 35% difference, so we feel

that the new numbers are much closer to our expectations.   It is certainly possible to hold another review and see

if there are any minor issues still plaguing the dyno, but the speed mode seems to have gotten us to a much more

representative place than we were before.   Some of the 5% difference between our simulation and your dyno

could be accounted for by error in our model parameters or it could be some differences between the dyno

behavior and the actual vehicle behavior as well.   Do you want to schedule a time we can come by and take some

more data with the new mode active?

A few questions:

Did you experience an improvement to the behavior of your simulated driver?

Also, can you share what sort of deceleration torques and speed losses are now present during the shifts? It is a

little difficult to tell on the plot below.

Finally, how do you calculate F in your speed control mode?

Craig

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Thursday, June 09, 2011 11:21 AM

To: Jacobs, Craig S

Cc: Ryan.Carl@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey

Subject: RE: Dyno Information from last week.

 

Hello Craig,

We were able to get the Speed Speed mode working and it seems to make a big difference when the 

hybrid is turned off, but when the hybrid is on the fuel consumption is about the same. The table below 

shows the results with the dyno controlling speed and the vehicle being simulated is the same as the 

vehicle at Environment Canada. I know when Jeff and Matt were here they said the improvement that 

they would expect between the hybrid off and the hybrid on would be greater than 30%, but I realize that 

could have been using MPG, while I have been thinking of improvement in terms of CO2 (g/mile). The 

difference is in what you are dividing by (the smaller or larger number). Is this improvement what you 

would expect or is it still too low.

To clarify what I mean by speed speed mode. Before we were solving for what torque the engine had to 

meet and but when the driveline was disengaged the transmission decelerated in a unrepresentative way. 

To fix this we solve for vehicle acceleration and used the dyno in speed control.

Torque control:

F = m*a + m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 
Speed Control:

a = (F - m*g*(Cr0 + V*Cr1) + 0.5*rho*A*Cd*V^2 )/m

Thanks

James
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA
Cc: <JeffreyBosscher@Eaton.com>, Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, 

<GregCNowell@eaton.com>

Date: 06/07/2011 09:42 AM

Subject:RE: Dyno Information from last week.

 

James,

That is great news that you can try the CAN idea. Attached is the CAN information.

I do agree the best solution is if you can get the calculated acceleration working with speed control mode.

Additionally, the spreadsheet I sent you assumed dyno inertia of 0, which I knew was incorrect, but I had 

assumed it was negligible.

However, the reflected inertia of the vehicle mass is only 54kg-m^2, so the dyno is about 40% inertia 

torque without any compensation.

If we use the total vehicle mass to account for inertial torque, we are overcompensating, It would be like 

driving a 10 ton vehicle, instead of a 7 ton vehicle.

In my experience, this would lead to a reduction in fuel economy benefit (depending on route) of 4 to 

10%. 

This is because the engine works closer to its peak power more often with a heavier vehicle.

I would suggest that we use CompensatedMass = VehicleMass - DynoMass to get the best 

representation of the true vehicle.

I don't remember seeing that in our review. Do you account for that?

Craig

PGN 61442 Electronic Transmission Controller 1 - ETC1

Transmission Repetition 10 ms

Data Length: 8

Data Page: 0

PDU Format: 240

PDU Specific: 2 PGN Supporting Information:

Default Priority: 3

Parameter Group Number: 61442 (0xF002)

Start Position Length Parameter Name SPN

1.1 2 bits Transmission Driveline Engaged 560
1.3 2 bits Torque Converter Lockup Engaged 573

1.5 2 bits Transmission Shift In Process 574

2-3 2 bytes Transmission Output Shaft Speed 191

4 1 byte Percent Clutch Slip 522

5.1 2 bits Engine Momentary Overspeed Enable 606

5.3 2 bits Progressive Shift Disable 607

6-7 2 bytes Transmission Input Shaft Speed 161

8 1 byte Source Address of Controlling Device for Transmission Control 1482

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, June 06, 2011 3:21 PM

To: Jacobs, Craig S

Cc: Bosscher, Jeffrey; Jackson.Cleophas@epamail.epa.gov; Ryan.Carl@epamail.epa.gov

Subject: Re: Dyno Information from last week.

Craig,

Assuming that you give me the J1939 information for the CAN channel then I should be able to do what 

you are requesting. They dyno doesn't have CAN communication but its setpoint comes from the test cell 

automation software which can read CAN channels. 

Dyno inertia: 20.78 kg-m^2

Carl and I have also been working on this problem by implementing the other dyno mode I mentioned 

when you where here. Which is solving for acceleration and using the dyno is speed control to follow the 

acceleration. We are still working through the details but in concept it should solve the problem of the 

unrepresentative deceleration during shifts.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <JeffreyBosscher@Eaton.com>

Date: 06/03/2011 11:04 AM

Subject: Dyno Information from last week.

 
 

James,

I’m getting back to looking at the dyno data we collected on Thursday.

I am continuing to be suspicious of how the dyno reacts during a shift.

A few questions:  

1)      Do you know what the dyno inertia is?

2)      Do you have CAN messages available for dyno control?  I would be interested in seeing how the system

reacts if we did the following:

Calculate inertial torque normally, except when the signal EEC2.DrivelineEngaged is false.

During this time change the calculation from normal style to InertialTorque = RollingResistance+AeroDrag+Hill

This signal is only true when the gear actuator in the transmission is not connected.  During this time the above

neither the motor nor the engine can propel the vehicle, so it is a valid equation.

I would also zero out the filter during this time.

Another potential thing that we could try is to actually INCREASE the filter time constant, rather than DECREASE it

like we did last week.

I noticed that the faster filter actually seemed a little worse than the default filter

We started with gains of .1 and .9, changed to .5 and .5

I would suggest that we might want to try .025 and .975

Craig

Craig S Jacobs

Chief Engineer - Systems

Hybrid Power Systems Division

Eaton Corporation

t: +1(269) 342-3084

c: +1(269) 290-3927

craigsjacobs@eaton.com

13100 E. Michigan Ave

Galesburg, MI 49053

[attachment "EPA_Analysis.xlsx" deleted by James Sanchez/AA/USEPA/US] [attachment "EPA PowerPack.pptx"
deleted by James Sanchez/AA/USEPA/US]
RE: Installing Battery Cooling System for Powertrain Testing

JeffreyBosscher 

t

o

:

James Sanchez 05/23/2011 06:13 PM

Cc: Ethan Schauer, GregCNowell

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Ethan Schauer/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

James,

My manager, Craig Jacobs, is going to be contacting you directly to set up a time to visit in my place.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, May 23, 2011 3:57 PM

To: Bosscher, Jeffrey

Cc: Schauer.Ethan@epamail.epa.gov; Nowell, Greg C

Subject: Re: Installing Battery Cooling System for Powertrain Testing 

Hello Jeff, 

I was wondering if you would be able to come out this week to evaluate the driver model. We will be 

finishing up some initial testing tomorrow so we should be ready for you to come out on Wednesday. Let 

me know what works for you.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, Ethan Schauer/AA/USEPA/US@EPA

Date: 05/11/2011 04:56 PM

Subject: Installing Battery Cooling System for Powertrain Testing 
Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan 

is planning on being done with the installation early next week. As a heads up the week of the 23rd is 

when we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Installing Battery Cooling System for Powertrain Testing

JeffreyBosscher 

t

o

:

James Sanchez, CraigSJacobs 05/23/2011 04:09 PM

Cc: Ethan Schauer, GregCNowell

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <CraigSJacobs@eaton.com>

Cc: Ethan Schauer/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

Hi James,

I will be at Environment Canada Supporting the chassis dynamometer testing.  Let me talk with my

manager about having someone else support this in my absence.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, May 23, 2011 3:57 PM

To: Bosscher, Jeffrey

Cc: Schauer.Ethan@epamail.epa.gov; Nowell, Greg C

Subject: Re: Installing Battery Cooling System for Powertrain Testing 

Hello Jeff, 

I was wondering if you would be able to come out this week to evaluate the driver model. We will be 

finishing up some initial testing tomorrow so we should be ready for you to come out on Wednesday. Let 

me know what works for you.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, Ethan Schauer/AA/USEPA/US@EPA

Date: 05/11/2011 04:56 PM
Subject: Installing Battery Cooling System for Powertrain Testing 

Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan 

is planning on being done with the installation early next week. As a heads up the week of the 23rd is 

when we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Installing Battery Cooling System for Powertrain Testing 

James Sanchez 

t

o

:

JeffreyBosscher 05/23/2011 03:56 PM

Cc: Ethan Schauer, GregCNowell

From: James Sanchez/AA/USEPA/US

To: JeffreyBosscher@Eaton.com

Cc: Ethan Schauer/AA/USEPA/US@EPA, GregCNowell@eaton.com

Hello Jeff, 

I was wondering if you would be able to come out this week to evaluate the driver model. We will be 

finishing up some initial testing tomorrow so we should be ready for you to come out on Wednesday. Let 

me know what works for you.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

James Sanchez Jeff, Do you have a schematic of the plumbing fo... 05/11/2011 04:56:30 PM

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, Ethan Schauer/AA/USEPA/US@EPA

Date: 05/11/2011 04:56 PM

Subject: Installing Battery Cooling System for Powertrain Testing 

Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan is 

planning on being done with the installation early next week. As a heads up the week of the 23rd is when 

we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)
-

--------------------------------
RE: Installing Battery Cooling System for Powertrain Testing

JeffreyBosscher 

t

o

:

James Sanchez 05/12/2011 01:52 PM

Cc: GregCNowell, Ethan Schauer

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <GregCNowell@eaton.com>, Ethan Schauer/AA/USEPA/US@EPA

James,

Here is the link to the installation guide for the hybrid system, including the order of the 

components for the cooling (pg 21).

http://www.roadranger.com/ecm/idcplg?IdcService=GET_FILE&dID=470049

password is ‘green’

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Wednesday, May 11, 2011 4:57 PM

To: Bosscher, Jeffrey

Cc: Nowell, Greg C; Schauer.Ethan@epamail.epa.gov

Subject: Installing Battery Cooling System for Powertrain Testing 

Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan 

is planning on being done with the installation early next week. As a heads up the week of the 23rd is 

when we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Installing Battery Cooling System for Powertrain Testing 

James Sanchez 

t

o

:

JeffreyBosscher 05/12/2011 12:19 PM

Cc: Carl Ryan, Charles Schenk, Cleophas Jackson, Ethan Schauer, 

GregCNowell, LesCandler

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: Carl Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA, Ethan Schauer/AA/USEPA/US@EPA, 

GregCNowell@eaton.com, LesCandler@eaton.com

Hello Les,

If you don't get in touch with me, you can contact Ethan directly. Ethan is the technologist that is installing 

the hybrid.

Ethan Schauer

schauer.ethan@epa.gov

734-214-4440

lab

734-214-4490

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Les, Thank you for your willingness to help. Can... 05/12/2011 11:40:48 AM

From: <JeffreyBosscher@Eaton.com>

To: <LesCandler@eaton.com>, James Sanchez/AA/USEPA/US@EPA

Cc: <GregCNowell@eaton.com>, Ethan Schauer/AA/USEPA/US@EPA, Carl 

Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA, Ethan Schauer/AA/USEPA/US@EPA

Date: 05/12/2011 11:40 AM

Subject: RE: Installing Battery Cooling System for Powertrain Testing

Les,

Thank you for your willingness to help.  Can you get in touch directly with James (see contact info below)

and work out a time for tomorrow?  I will be available by phone tomorrow if you need anything.

Best Regards,

Jeff Bosscher
Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Candler, Les E 

Sent: Thursday, May 12, 2011 11:35 AM

To: Bosscher, Jeffrey

Cc: Nowell, Greg C

Subject: RE: Installing Battery Cooling System for Powertrain Testing

Jeff,

I can help anytime with little notice. I set up the system originally and still have my drawings and notes. 

Les Candler

Vehicle Technology Innovation

Eaton Corp.

26201 Northwestern Hwy.

Southfield, MI 48076

(248) 226 6959 (Office)

lescandler@eaton.com

From: Nowell, Greg C 

Sent: Thursday, May 12, 2011 11:22 AM

To: Candler, Les E

Cc: Bosscher, Jeffrey

Subject: RE: Installing Battery Cooling System for Powertrain Testing

Les,

Please read the request from EPA - Are you available to help at EPA?

Please respond to Jeff and I. 

Best Regards, 

Greg 

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Thursday, May 12, 2011 11:10 AM

To: Bosscher, Jeffrey

Cc: Ryan.Carl@epamail.epa.gov; Schenk.Charles@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; 

Schauer.Ethan@epamail.epa.gov; Nowell, Greg C

Subject: Re: Installing Battery Cooling System for Powertrain Testing

A tech tomorrow would be fine. 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

Cc: Ethan Schauer/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, Charles 

Schenk/AA/USEPA/US@EPA

Date: 05/12/2011 10:48 AM

Subject

:

Re: Installing Battery Cooling System for Powertrain Testing

Yes, we can. When are you thinking? Today? I could come over this afternoon or possibly a tech 

tomorrow. 

Jeff Bosscher

From: Sanchez.James@epamail.epa.gov <Sanchez.James@epamail.epa.gov>

To: Nowell, Greg C; Bosscher, Jeffrey

Cc: Schauer.Ethan@epamail.epa.gov <Schauer.Ethan@epamail.epa.gov>; 

Jackson.Cleophas@epamail.epa.gov <Jackson.Cleophas@epamail.epa.gov>; Ryan.Carl@epamail.epa.gov 

<Ryan.Carl@epamail.epa.gov>; Schenk.Charles@epamail.epa.gov <Schenk.Charles@epamail.epa.gov>

Sent: Thu May 12 10:25:43 2011

Subject: Re: Installing Battery Cooling System for Powertrain Testing 

Hello Greg and Jeff,

Can Eaton send someone to EPA to help with the installation of the hybrid system in our powerpack test 

cell? Ethan has a lot of the installation done but he has questions on the wiring, the cooling for the hybrid 

and there will probably be others as he gets farther along. I realize this is short notice but the sooner 

some can come out the better since we were hoping to have the engine/ hybrid running by the middle of 

next week so that we can make sure our test cell software works with this system again and have a fully 

operational test cell by Monday the 23rd. 

Thanks for all your support!

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, Ethan Schauer/AA/USEPA/US@EPA
Date: 05/11/2011 04:56 PM

Subject: Installing Battery Cooling System for Powertrain Testing 

Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan 

is planning on being done with the installation early next week. As a heads up the week of the 23rd is 

when we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Installing Battery Cooling System for Powertrain Testing

JeffreyBosscher 

t

o

:

LesCandler, James Sanchez 05/12/2011 11:40 AM

Cc: GregCNowell, Ethan Schauer, Carl Ryan, Charles Schenk, Cleophas 

Jackson, Ethan Schauer

From: <JeffreyBosscher@Eaton.com>

To: <LesCandler@eaton.com>, James Sanchez/AA/USEPA/US@EPA

Cc: <GregCNowell@eaton.com>, Ethan Schauer/AA/USEPA/US@EPA, Carl 

Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA, Ethan Schauer/AA/USEPA/US@EPA

History: This message has been replied to.

Les,

Thank you for your willingness to help.  Can you get in touch directly with James (see contact info below)

and work out a time for tomorrow?  I will be available by phone tomorrow if you need anything.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Candler, Les E 

Sent: Thursday, May 12, 2011 11:35 AM

To: Bosscher, Jeffrey

Cc: Nowell, Greg C

Subject: RE: Installing Battery Cooling System for Powertrain Testing

Jeff,

I can help anytime with little notice. I set up the system originally and still have my drawings and notes. 

Les Candler

Vehicle Technology Innovation

Eaton Corp.

26201 Northwestern Hwy.

Southfield, MI 48076

(248) 226 6959 (Office)

lescandler@eaton.com

From: Nowell, Greg C 

Sent: Thursday, May 12, 2011 11:22 AM

To: Candler, Les E

Cc: Bosscher, Jeffrey

Subject: RE: Installing Battery Cooling System for Powertrain Testing

Les,

Please read the request from EPA - Are you available to help at EPA?
Please respond to Jeff and I. 

Best Regards, 

Greg 

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Thursday, May 12, 2011 11:10 AM

To: Bosscher, Jeffrey

Cc: Ryan.Carl@epamail.epa.gov; Schenk.Charles@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; 

Schauer.Ethan@epamail.epa.gov; Nowell, Greg C

Subject: Re: Installing Battery Cooling System for Powertrain Testing

A tech tomorrow would be fine. 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

Cc: Ethan Schauer/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, Charles 

Schenk/AA/USEPA/US@EPA

Date: 05/12/2011 10:48 AM

Subjec

t:

Re: Installing Battery Cooling System for Powertrain Testing

Yes, we can. When are you thinking? Today? I could come over this afternoon or possibly a tech 

tomorrow. 

Jeff Bosscher

From: Sanchez.James@epamail.epa.gov <Sanchez.James@epamail.epa.gov>

To: Nowell, Greg C; Bosscher, Jeffrey

Cc: Schauer.Ethan@epamail.epa.gov <Schauer.Ethan@epamail.epa.gov>; 

Jackson.Cleophas@epamail.epa.gov <Jackson.Cleophas@epamail.epa.gov>; Ryan.Carl@epamail.epa.gov 

<Ryan.Carl@epamail.epa.gov>; Schenk.Charles@epamail.epa.gov <Schenk.Charles@epamail.epa.gov>

Sent: Thu May 12 10:25:43 2011

Subject: Re: Installing Battery Cooling System for Powertrain Testing 

Hello Greg and Jeff,

Can Eaton send someone to EPA to help with the installation of the hybrid system in our powerpack test 

cell? Ethan has a lot of the installation done but he has questions on the wiring, the cooling for the hybrid 
and there will probably be others as he gets farther along. I realize this is short notice but the sooner 

some can come out the better since we were hoping to have the engine/ hybrid running by the middle of 

next week so that we can make sure our test cell software works with this system again and have a fully 

operational test cell by Monday the 23rd. 

Thanks for all your support!

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, Ethan Schauer/AA/USEPA/US@EPA

Date: 05/11/2011 04:56 PM

Subject: Installing Battery Cooling System for Powertrain Testing 

Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan 

is planning on being done with the installation early next week. As a heads up the week of the 23rd is 

when we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Installing Battery Cooling System for Powertrain Testing 

James Sanchez 

t

o

:

JeffreyBosscher 05/12/2011 11:09 AM

Cc: Carl Ryan, Charles Schenk, Cleophas Jackson, Ethan Schauer, 

GregCNowell

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: Carl Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA, Ethan Schauer/AA/USEPA/US@EPA, 

GregCNowell@eaton.com

A tech tomorrow would be fine. 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Yes, we can. When are you thinking? Today? I c... 05/12/2011 10:48:47 AM

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

Cc: Ethan Schauer/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, Carl 

Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA

Date: 05/12/2011 10:48 AM

Subject: Re: Installing Battery Cooling System for Powertrain Testing

Yes, we can. When are you thinking? Today? I could come over this afternoon or possibly a tech 

tomorrow. 

Jeff Bosscher

From: Sanchez.James@epamail.epa.gov <Sanchez.James@epamail.epa.gov>

To: Nowell, Greg C; Bosscher, Jeffrey

Cc: Schauer.Ethan@epamail.epa.gov <Schauer.Ethan@epamail.epa.gov>; 

Jackson.Cleophas@epamail.epa.gov <Jackson.Cleophas@epamail.epa.gov>; Ryan.Carl@epamail.epa.gov 

<Ryan.Carl@epamail.epa.gov>; Schenk.Charles@epamail.epa.gov <Schenk.Charles@epamail.epa.gov>

Sent: Thu May 12 10:25:43 2011

Subject: Re: Installing Battery Cooling System for Powertrain Testing 

Hello Greg and Jeff,

Can Eaton send someone to EPA to help with the installation of the hybrid system in our powerpack test 

cell? Ethan has a lot of the installation done but he has questions on the wiring, the cooling for the hybrid 

and there will probably be others as he gets farther along. I realize this is short notice but the sooner 

some can come out the better since we were hoping to have the engine/ hybrid running by the middle of 
next week so that we can make sure our test cell software works with this system again and have a fully

operational test cell by Monday the 23rd. 

Thanks for all your support!

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, Ethan Schauer/AA/USEPA/US@EPA

Date: 05/11/2011 04:56 PM

Subject: Installing Battery Cooling System for Powertrain Testing 

Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan is 

planning on being done with the installation early next week. As a heads up the week of the 23rd is when 

we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Installing Battery Cooling System for Powertrain Testing

JeffreyBosscher 

t

o

:

James Sanchez, GregCNowell 05/12/2011 10:48 AM

Cc: Ethan Schauer, Cleophas Jackson, Carl Ryan, Charles Schenk

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

Cc: Ethan Schauer/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA, Carl 

Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA

History: This message has been replied to.

Yes, we can. When are you thinking? Today? I could come over this afternoon or possibly a tech 

tomorrow. 

Jeff Bosscher

From: Sanchez.James@epamail.epa.gov <Sanchez.James@epamail.epa.gov>

To: Nowell, Greg C; Bosscher, Jeffrey

Cc: Schauer.Ethan@epamail.epa.gov <Schauer.Ethan@epamail.epa.gov>; 

Jackson.Cleophas@epamail.epa.gov <Jackson.Cleophas@epamail.epa.gov>; Ryan.Carl@epamail.epa.gov 

<Ryan.Carl@epamail.epa.gov>; Schenk.Charles@epamail.epa.gov <Schenk.Charles@epamail.epa.gov>

Sent: Thu May 12 10:25:43 2011

Subject: Re: Installing Battery Cooling System for Powertrain Testing 

Hello Greg and Jeff,

Can Eaton send someone to EPA to help with the installation of the hybrid system in our powerpack test 

cell? Ethan has a lot of the installation done but he has questions on the wiring, the cooling for the hybrid 

and there will probably be others as he gets farther along. I realize this is short notice but the sooner 

some can come out the better since we were hoping to have the engine/ hybrid running by the middle of 

next week so that we can make sure our test cell software works with this system again and have a fully 

operational test cell by Monday the 23rd. 

Thanks for all your support!

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: James Sanchez/AA/USEPA/US
To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, Ethan Schauer/AA/USEPA/US@EPA

Date: 05/11/2011 04:56 PM

Subject: Installing Battery Cooling System for Powertrain Testing 

Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan is 

planning on being done with the installation early next week. As a heads up the week of the 23rd is when 

we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Installing Battery Cooling System for Powertrain Testing

James Sanchez 

t

o

:

JeffreyBosscher 05/11/2011 04:56 PM

Cc: GregCNowell, Ethan Schauer

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, Ethan Schauer/AA/USEPA/US@EPA

Jeff,

Do you have a schematic of the plumbing for the cooling system of the hybrid? Ethan is starting to 

assemble it, but he wasn't sure what the order of each component was since someone from Eaton 

installed it last time. Also, is there someone that can look over the installation once that is done? Ethan is 

planning on being done with the installation early next week. As a heads up the week of the 23rd is when 

we are planning to revisit the drive model.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Hybrid to Canada

JeffreyBosscher 

t

o

:

James Sanchez 05/10/2011 03:35 PM

Cc: Cleophas Jackson, JohnH White, Larry Sietz, Robert Specht, Tariq 

Hasan

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Larry 

Sietz/AA/USEPA/US@EPA, Robert Specht/AA/USEPA/US@EPA, Tariq 

Hasan/AA/USEPA/US@EPA

James,

I don’t know the details of what is required to move trucks back and forth across the border.  We

generally use a drive‐away transporter service and I have never been involved with the details.

I checked on dates for getting the truck back and the absolute latest it can be back at Eaton is July 15.  

We are using it for a hot trip in early August and it will need to be instrumented beforehand.

As far as loaded radius I checked the tires and they are Bridgestone M711, R22.5, load range G.  I looked

on Bridgestone’s website and found the attached technical specs: radius is given as 19.6.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, May 10, 2011 3:26 PM

To: Bosscher, Jeffrey

Cc: Jackson.Cleophas@epamail.epa.gov; White.JohnH@epamail.epa.gov; Sietz.Larry@epamail.epa.gov; 

Specht.Robert@epamail.epa.gov; Hasan.Tariq@epamail.epa.gov

Subject: RE: Hybrid to Canada

Jeff,

I was also wondering if we should get a testing exemption for this vehicle to get it back to the United 

States. I am not sure of all the details bring vehicles into the us but Cle wanted me to check if we need to 

get a exemption for this vehicle to get it back in the US. Also, when do you need the vehicle back to your

facility? 

Thanks

James
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From:<JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Larry Sietz/AA/USEPA/US@EPA, Robert 

Specht/AA/USEPA/US@EPA, Tariq Hasan/AA/USEPA/US@EPA

Date: 05/10/2011 02:30 PM

Subje

ct:

RE: Hybrid to Canada

James,

Unfortunately, all of the people in our office who can reflash the calibrations are out of office, so we would need

Cummins to do it.  May I ask why the 200 hp rating was chosen for the power pack test?  This is a legitimate

calibration, it is just lower than that we would ever use on class 7.  We only use it on class 5‐6 step vans.

The tractor is currently setup with the same hybrid hardware as the power pack.  It has a 5.57 rear axle ratio; I

don’t recall what the power pack was simulating.  The 5.57 is the recommended ratio for R22.5 tires for the

majority of applications.

The hybrid software has shift points developed for tractor applications.  I would anticipate changing them based

on what truck we are trying to emulate.

Do you have a vehicle configuration that you are targeting with this testing?  If not,  would it be easier to configure

the power pack engine to be identical to the truck?  Along the same lines, what road load coefficients will be used

for the chassis and power pack testing?  Will new coefficients be derived for this truck, or will some other data be

used?  

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com
Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, May 10, 2011 12:31 PM

To: Bosscher, Jeffrey

Cc: Jackson.Cleophas@epamail.epa.gov; White.JohnH@epamail.epa.gov; Sietz.Larry@epamail.epa.gov; 

Specht.Robert@epamail.epa.gov; Hasan.Tariq@epamail.epa.gov

Subject: RE: Hybrid to Canada

 

Hello Jeff,

Is Eaton able to flash the engine to a 200 hp calibration or would you need help from Cummins? If you 

are able to do it I can help coordinate with John O'Brien from Cummins so that the calibration is the same 

as the one we are powerpack testing. On the same note can we make sure that the hybrid calibration is 

the same between the truck and the powerpack? I assume that the Eaton hardware is the same between 

the two systems (gear ratios, etc).

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From:<JeffreyBosscher@Eaton.com>

To: Tariq Hasan/AA/USEPA/US@EPA

Cc: James Sanchez/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Robert Specht/AA/USEPA/US@EPA, Larry 

Sietz/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA

Date: 05/06/2011 01:23 PM

Subje

ct:

RE: Hybrid to Canada

 

Hasan and James,
The truck is now here in Galesburg and I put together the information I have on the attached word 

document. I am still working on the other information that has been requested. Eaton will have a 

manufacturer plate on the truck, along with insurance. I am verifying that our blanket insurance policies 

will cover the truck if it is sent to Canada. Our policy will cover it in the US for sure.

Hasan, Please see my contact information below.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Hasan.Tariq@epamail.epa.gov [mailto:Hasan.Tariq@epamail.epa.gov] 

Sent: Friday, May 06, 2011 11:51 AM

To: Bosscher, Jeffrey

Cc: Sanchez.James@epamail.epa.gov; White.JohnH@epamail.epa.gov; Specht.Robert@epamail.epa.gov; 

Sietz.Larry@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov

Subject: Fw: Hybrid to Canada

Jeff,

I've received your contact information from one of my contacts at the EPA in regards to availability of a 

hybrid truck we are trying to procure for testing. Can you please provide me with the following 

information as listed on the email below with exception to what the EPA has to provide. Also, please 

send me your contact #. Thank you.

With Best Regards,

Tariq Hasan

Project Engineer

URS Federal Services

Tel: 001- (734) 214-4396

----- Forwarded by JohnH White/AA/USEPA/US on 05/06/2011 11:42 AM -----

From: JohnH White/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Larry Sietz/AA/USEPA/US@EPA

Date: 05/06/2011 09:28 AM

Subject: Hybrid to Canada

 
 

James,

As a follow-up to my earlier not this is what we need for Canadian customs;

*VIN

*Value

*Model, Make & Year

*Length of time in Canada (estimated return date)

*Vehicle weight & dimensions

*Letter of Intent (why is it coming into to Canada)-nice if on EPA letterhead

Also, pickup and delivery addresses as well as contacts with phone numbers at each end.

Larry is getting "estimated" quotes but we need this info to obtain firm quotes.

thanks, john

John H White

URS Federal Services 

2565 Plymouth Rd.

Ann Arbor, MI 48105

Tel: 734 665 1227 X11

Fax: 734 665 1244

Cell: 734 604 8718[attachment "Kenworth Tractor (2).docx" deleted by James Sanchez/AA/USEPA/US] 
RE: Hybrid to Canada 

James Sanchez 

t

o

:

JeffreyBosscher 05/10/2011 03:25 PM

Cc: Cleophas Jackson, JohnH White, Larry Sietz, Robert Specht, Tariq 

Hasan

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: Cleophas Jackson/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Larry 

Sietz/AA/USEPA/US@EPA, Robert Specht/AA/USEPA/US@EPA, Tariq 

Hasan/AA/USEPA/US@EPA

Jeff,

I was also wondering if we should get a testing exemption for this vehicle to get it back to the United 

States. I am not sure of all the details bring vehicles into the us but Cle wanted me to check if we need to 

get a exemption for this vehicle to get it back in the US. Also, when do you need the vehicle back to your 

facility? 

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

James, 05/10/2011 02:30:03 PM

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Larry 

Sietz/AA/USEPA/US@EPA, Robert Specht/AA/USEPA/US@EPA, Tariq 

Hasan/AA/USEPA/US@EPA

Date: 05/10/2011 02:30 PM

Subject: RE: Hybrid to Canada

James,

Unfortunately, all of the people in our office who can reflash the calibrations are out of office, so we

would need Cummins to do it.  May I ask why the 200 hp rating was chosen for the power pack test?  

This is a legitimate calibration, it is just lower than that we would ever use on class 7.  We only use it on

class 5‐6 step vans.

The tractor is currently setup with the same hybrid hardware as the power pack.  It has a 5.57 rear axle

ratio; I don’t recall what the power pack was simulating.  The 5.57 is the recommended ratio for R22.5
tires for the majority of applications.

The hybrid software has shift points developed for tractor applications.  I would anticipate changing

them based on what truck we are trying to emulate.

Do you have a vehicle configuration that you are targeting with this testing?  If not,  would it be easier to

configure the power pack engine to be identical to the truck?  Along the same lines, what road load

coefficients will be used for the chassis and power pack testing?  Will new coefficients be derived for this

truck, or will some other data be used?  

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, May 10, 2011 12:31 PM

To: Bosscher, Jeffrey

Cc: Jackson.Cleophas@epamail.epa.gov; White.JohnH@epamail.epa.gov; Sietz.Larry@epamail.epa.gov; 

Specht.Robert@epamail.epa.gov; Hasan.Tariq@epamail.epa.gov

Subject: RE: Hybrid to Canada

Hello Jeff,

Is Eaton able to flash the engine to a 200 hp calibration or would you need help from Cummins? If you 

are able to do it I can help coordinate with John O'Brien from Cummins so that the calibration is the same 

as the one we are powerpack testing. On the same note can we make sure that the hybrid calibration is 

the same between the truck and the powerpack? I assume that the Eaton hardware is the same between 

the two systems (gear ratios, etc).

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <JeffreyBosscher@Eaton.com>

To: Tariq Hasan/AA/USEPA/US@EPA
Cc: James Sanchez/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Robert Specht/AA/USEPA/US@EPA, Larry 

Sietz/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA

Date: 05/06/2011 01:23 PM

Subje

ct:

RE: Hybrid to Canada

Hasan and James,

The truck is now here in Galesburg and I put together the information I have on the attached word 

document. I am still working on the other information that has been requested. Eaton will have a 

manufacturer plate on the truck, along with insurance. I am verifying that our blanket insurance policies 

will cover the truck if it is sent to Canada. Our policy will cover it in the US for sure.

Hasan, Please see my contact information below.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Hasan.Tariq@epamail.epa.gov [mailto:Hasan.Tariq@epamail.epa.gov] 

Sent: Friday, May 06, 2011 11:51 AM

To: Bosscher, Jeffrey

Cc: Sanchez.James@epamail.epa.gov; White.JohnH@epamail.epa.gov; Specht.Robert@epamail.epa.gov; 

Sietz.Larry@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov

Subject: Fw: Hybrid to Canada

 

Jeff,

I've received your contact information from one of my contacts at the EPA in regards to availability of a 

hybrid truck we are trying to procure for testing. Can you please provide me with the following 

information as listed on the email below with exception to what the EPA has to provide. Also, please 

send me your contact #. Thank you.

With Best Regards,

Tariq Hasan

Project Engineer

URS Federal Services

Tel: 001- (734) 214-4396
----- Forwarded by JohnH White/AA/USEPA/US on 05/06/2011 11:42 AM -----

From: JohnH White/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Larry Sietz/AA/USEPA/US@EPA

Date: 05/06/2011 09:28 AM

Subject: Hybrid to Canada

 

James,

As a follow-up to my earlier not this is what we need for Canadian customs;

*VIN

*Value

*Model, Make & Year

*Length of time in Canada (estimated return date)

*Vehicle weight & dimensions

*Letter of Intent (why is it coming into to Canada)-nice if on EPA letterhead

Also, pickup and delivery addresses as well as contacts with phone numbers at each end.

Larry is getting "estimated" quotes but we need this info to obtain firm quotes.

thanks, john

John H White

URS Federal Services 

2565 Plymouth Rd.

Ann Arbor, MI 48105

Tel: 734 665 1227 X11

Fax: 734 665 1244

Cell: 734 604 8718[attachment "Kenworth Tractor (2).docx" deleted by James Sanchez/AA/USEPA/US] 
RE: Hybrid to Canada 

James Sanchez 

t

o

:

JeffreyBosscher 05/10/2011 03:07 PM

Cc: Cleophas Jackson, JohnH White, Larry Sietz, Robert Specht, Tariq 

Hasan

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: Cleophas Jackson/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Larry 

Sietz/AA/USEPA/US@EPA, Robert Specht/AA/USEPA/US@EPA, Tariq 

Hasan/AA/USEPA/US@EPA

Jeff,

The limitation that we have to work with for powerpack testing is that our dyno can only handle simulating 

a roughly 15000 lb vehicle. So we will be simulating a class 5 vehicle which the 200hp engine would be 

more appropriate for. The vehicle we have been simulating for powerpack testing is below, but when we 

repeat the powerpack testing we can change the final drive and the tire radius to what is on the Kenworth 

tractor. My plan was to use these vehicle parameters for the chassis testing also.

Vehicle Mass (kg) 6450 

A (N) 506.12 

B (N/(m/s)) 7.345 

C (N/(m/s)^2) 1.960 

Frontal Area (m^2) 9 

Tire Radius (m) 0.381 

Final Drive 4.1 

Do you know the loaded radius of a 11R 22.5 tire? I found something online that said 19.7 which i 

assume was in inches but it didn't specify that was the loaded radius. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

James, 05/10/2011 02:30:03 PM

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Larry 

Sietz/AA/USEPA/US@EPA, Robert Specht/AA/USEPA/US@EPA, Tariq 

Hasan/AA/USEPA/US@EPA

Date: 05/10/2011 02:30 PM

Subject: RE: Hybrid to Canada
James,

Unfortunately, all of the people in our office who can reflash the calibrations are out of office, so we

would need Cummins to do it.  May I ask why the 200 hp rating was chosen for the power pack test?  

This is a legitimate calibration, it is just lower than that we would ever use on class 7.  We only use it on

class 5‐6 step vans.

The tractor is currently setup with the same hybrid hardware as the power pack.  It has a 5.57 rear axle

ratio; I don’t recall what the power pack was simulating.  The 5.57 is the recommended ratio for R22.5

tires for the majority of applications.

The hybrid software has shift points developed for tractor applications.  I would anticipate changing

them based on what truck we are trying to emulate.

Do you have a vehicle configuration that you are targeting with this testing?  If not,  would it be easier to

configure the power pack engine to be identical to the truck?  Along the same lines, what road load

coefficients will be used for the chassis and power pack testing?  Will new coefficients be derived for this

truck, or will some other data be used?  

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, May 10, 2011 12:31 PM

To: Bosscher, Jeffrey

Cc: Jackson.Cleophas@epamail.epa.gov; White.JohnH@epamail.epa.gov; Sietz.Larry@epamail.epa.gov; 

Specht.Robert@epamail.epa.gov; Hasan.Tariq@epamail.epa.gov

Subject: RE: Hybrid to Canada

Hello Jeff,

Is Eaton able to flash the engine to a 200 hp calibration or would you need help from Cummins? If you 

are able to do it I can help coordinate with John O'Brien from Cummins so that the calibration is the same 

as the one we are powerpack testing. On the same note can we make sure that the hybrid calibration is 

the same between the truck and the powerpack? I assume that the Eaton hardware is the same between 

the two systems (gear ratios, etc).

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality
U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <JeffreyBosscher@Eaton.com>

To: Tariq Hasan/AA/USEPA/US@EPA

Cc: James Sanchez/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Robert Specht/AA/USEPA/US@EPA, Larry 

Sietz/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA

Date: 05/06/2011 01:23 PM

Subje

ct:

RE: Hybrid to Canada

Hasan and James,

The truck is now here in Galesburg and I put together the information I have on the attached word 

document. I am still working on the other information that has been requested. Eaton will have a 

manufacturer plate on the truck, along with insurance. I am verifying that our blanket insurance policies 

will cover the truck if it is sent to Canada. Our policy will cover it in the US for sure.

Hasan, Please see my contact information below.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Hasan.Tariq@epamail.epa.gov [mailto:Hasan.Tariq@epamail.epa.gov] 

Sent: Friday, May 06, 2011 11:51 AM

To: Bosscher, Jeffrey

Cc: Sanchez.James@epamail.epa.gov; White.JohnH@epamail.epa.gov; Specht.Robert@epamail.epa.gov; 

Sietz.Larry@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov

Subject: Fw: Hybrid to Canada

 

Jeff,

I've received your contact information from one of my contacts at the EPA in regards to availability of a 

hybrid truck we are trying to procure for testing. Can you please provide me with the following 
information as listed on the email below with exception to what the EPA has to provide. Also, please 

send me your contact #. Thank you.

With Best Regards,

Tariq Hasan

Project Engineer

URS Federal Services

Tel: 001- (734) 214-4396

----- Forwarded by JohnH White/AA/USEPA/US on 05/06/2011 11:42 AM -----

From: JohnH White/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Larry Sietz/AA/USEPA/US@EPA

Date: 05/06/2011 09:28 AM

Subject: Hybrid to Canada

 

James,

As a follow-up to my earlier not this is what we need for Canadian customs;

*VIN

*Value

*Model, Make & Year

*Length of time in Canada (estimated return date)

*Vehicle weight & dimensions

*Letter of Intent (why is it coming into to Canada)-nice if on EPA letterhead

Also, pickup and delivery addresses as well as contacts with phone numbers at each end.

Larry is getting "estimated" quotes but we need this info to obtain firm quotes.

thanks, john

John H White

URS Federal Services 

2565 Plymouth Rd.

Ann Arbor, MI 48105

Tel: 734 665 1227 X11

Fax: 734 665 1244

Cell: 734 604 8718[attachment "Kenworth Tractor (2).docx" deleted by James Sanchez/AA/USEPA/US] 

RE: Hybrid to Canada

JeffreyBosscher 

t

o

:

James Sanchez 05/10/2011 02:30 PM

Cc: Cleophas Jackson, JohnH White, Larry Sietz, Robert Specht, Tariq 

Hasan

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Larry 

Sietz/AA/USEPA/US@EPA, Robert Specht/AA/USEPA/US@EPA, Tariq 

Hasan/AA/USEPA/US@EPA

History: This message has been replied to.

James,

Unfortunately, all of the people in our office who can reflash the calibrations are out of office, so we

would need Cummins to do it.  May I ask why the 200 hp rating was chosen for the power pack test?  

This is a legitimate calibration, it is just lower than that we would ever use on class 7.  We only use it on

class 5‐6 step vans.

The tractor is currently setup with the same hybrid hardware as the power pack.  It has a 5.57 rear axle

ratio; I don’t recall what the power pack was simulating.  The 5.57 is the recommended ratio for R22.5

tires for the majority of applications.

The hybrid software has shift points developed for tractor applications.  I would anticipate changing

them based on what truck we are trying to emulate.

Do you have a vehicle configuration that you are targeting with this testing?  If not,  would it be easier to

configure the power pack engine to be identical to the truck?  Along the same lines, what road load

coefficients will be used for the chassis and power pack testing?  Will new coefficients be derived for this

truck, or will some other data be used?  

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, May 10, 2011 12:31 PM

To: Bosscher, Jeffrey

Cc: Jackson.Cleophas@epamail.epa.gov; White.JohnH@epamail.epa.gov; Sietz.Larry@epamail.epa.gov; 

Specht.Robert@epamail.epa.gov; Hasan.Tariq@epamail.epa.gov

Subject: RE: Hybrid to Canada
Hello Jeff,

Is Eaton able to flash the engine to a 200 hp calibration or would you need help from Cummins? If you 

are able to do it I can help coordinate with John O'Brien from Cummins so that the calibration is the same 

as the one we are powerpack testing. On the same note can we make sure that the hybrid calibration is 

the same between the truck and the powerpack? I assume that the Eaton hardware is the same between 

the two systems (gear ratios, etc).

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From:<JeffreyBosscher@Eaton.com>

To: Tariq Hasan/AA/USEPA/US@EPA

Cc: James Sanchez/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Robert Specht/AA/USEPA/US@EPA, Larry 

Sietz/AA/USEPA/US@EPA, Cleophas Jackson/AA/USEPA/US@EPA

Date: 05/06/2011 01:23 PM

Subje

ct:

RE: Hybrid to Canada

Hasan and James,

The truck is now here in Galesburg and I put together the information I have on the attached word 

document. I am still working on the other information that has been requested. Eaton will have a 

manufacturer plate on the truck, along with insurance. I am verifying that our blanket insurance policies 

will cover the truck if it is sent to Canada. Our policy will cover it in the US for sure.

Hasan, Please see my contact information below.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer
Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Hasan.Tariq@epamail.epa.gov [mailto:Hasan.Tariq@epamail.epa.gov] 

Sent: Friday, May 06, 2011 11:51 AM

To: Bosscher, Jeffrey

Cc: Sanchez.James@epamail.epa.gov; White.JohnH@epamail.epa.gov; Specht.Robert@epamail.epa.gov; 

Sietz.Larry@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov

Subject: Fw: Hybrid to Canada

 

Jeff,

I've received your contact information from one of my contacts at the EPA in regards to availability of a 

hybrid truck we are trying to procure for testing. Can you please provide me with the following 

information as listed on the email below with exception to what the EPA has to provide. Also, please 

send me your contact #. Thank you.

With Best Regards,

Tariq Hasan

Project Engineer

URS Federal Services

Tel: 001- (734) 214-4396

----- Forwarded by JohnH White/AA/USEPA/US on 05/06/2011 11:42 AM -----

From: JohnH White/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Larry Sietz/AA/USEPA/US@EPA

Date: 05/06/2011 09:28 AM

Subject: Hybrid to Canada

 

James,

As a follow-up to my earlier not this is what we need for Canadian customs;

*VIN

*Value

*Model, Make & Year

*Length of time in Canada (estimated return date)

*Vehicle weight & dimensions
*Letter of Intent (why is it coming into to Canada)-nice if on EPA letterhead

Also, pickup and delivery addresses as well as contacts with phone numbers at each end.

Larry is getting "estimated" quotes but we need this info to obtain firm quotes.

thanks, john

John H White

URS Federal Services 

2565 Plymouth Rd.

Ann Arbor, MI 48105

Tel: 734 665 1227 X11

Fax: 734 665 1244

Cell: 734 604 8718[attachment "Kenworth Tractor (2).docx" deleted by James Sanchez/AA/USEPA/US] 
RE: Hybrid to Canada 

James Sanchez 

t

o

:

JeffreyBosscher 05/10/2011 12:31 PM

Cc: Cleophas Jackson, JohnH White, Larry Sietz, Robert Specht, Tariq 

Hasan

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: Cleophas Jackson/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Larry 

Sietz/AA/USEPA/US@EPA, Robert Specht/AA/USEPA/US@EPA, Tariq 

Hasan/AA/USEPA/US@EPA

Hello Jeff,

Is Eaton able to flash the engine to a 200 hp calibration or would you need help from Cummins? If you 

are able to do it I can help coordinate with John O'Brien from Cummins so that the calibration is the same 

as the one we are powerpack testing. On the same note can we make sure that the hybrid calibration is 

the same between the truck and the powerpack? I assume that the Eaton hardware is the same between 

the two systems (gear ratios, etc).

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Hasan and James, 05/06/2011 01:23:34 PM

From: <JeffreyBosscher@Eaton.com>

To: Tariq Hasan/AA/USEPA/US@EPA

Cc: James Sanchez/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Robert 

Specht/AA/USEPA/US@EPA, Larry Sietz/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA

Date: 05/06/2011 01:23 PM

Subject: RE: Hybrid to Canada

Hasan and James,

The truck is now here in Galesburg and I put together the information I have on the attached word 

document. I am still working on the other information that has been requested. Eaton will have a 

manufacturer plate on the truck, along with insurance. I am verifying that our blanket insurance policies 

will cover the truck if it is sent to Canada. Our policy will cover it in the US for sure.

Hasan, Please see my contact information below.
Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Hasan.Tariq@epamail.epa.gov [mailto:Hasan.Tariq@epamail.epa.gov] 

Sent: Friday, May 06, 2011 11:51 AM

To: Bosscher, Jeffrey

Cc: Sanchez.James@epamail.epa.gov; White.JohnH@epamail.epa.gov; Specht.Robert@epamail.epa.gov; 

Sietz.Larry@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov

Subject: Fw: Hybrid to Canada

Jeff,

I've received your contact information from one of my contacts at the EPA in regards to availability of a 

hybrid truck we are trying to procure for testing. Can you please provide me with the following 

information as listed on the email below with exception to what the EPA has to provide. Also, please 

send me your contact #. Thank you.

With Best Regards,

Tariq Hasan

Project Engineer

URS Federal Services

Tel: 001- (734) 214-4396

----- Forwarded by JohnH White/AA/USEPA/US on 05/06/2011 11:42 AM -----

From: JohnH White/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Larry Sietz/AA/USEPA/US@EPA

Date: 05/06/2011 09:28 AM

Subject: Hybrid to Canada

James,

As a follow-up to my earlier not this is what we need for Canadian customs;

*VIN

*Value

*Model, Make & Year

*Length of time in Canada (estimated return date)

*Vehicle weight & dimensions
*Letter of Intent (why is it coming into to Canada)-nice if on EPA letterhead

Also, pickup and delivery addresses as well as contacts with phone numbers at each end.

Larry is getting "estimated" quotes but we need this info to obtain firm quotes.

thanks, john

John H White

URS Federal Services 

2565 Plymouth Rd.

Ann Arbor, MI 48105

Tel: 734 665 1227 X11

Fax: 734 665 1244

Cell: 734 604 8718[attachment "Kenworth Tractor (2).docx" deleted by James Sanchez/AA/USEPA/US] 
Re: Truck Availability 

James Sanchez 

t

o

:

JeffreyBosscher 05/09/2011 02:45 PM

Cc: Cleophas Jackson, CraigSJacobs, GregCNowell, MihaiDorobantu

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: Cleophas Jackson/AA/USEPA/US@EPA, CraigSJacobs@eaton.com, 

GregCNowell@eaton.com, MihaiDorobantu@eaton.com

Jeff,

Thanks, for all your help in getting this vehicle for us.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

James, FYI, the truck will be available for pickup... 05/09/2011 02:22:26 PM

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <MihaiDorobantu@eaton.com>, <CraigSJacobs@eaton.com>, Cleophas 

Jackson/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

Date: 05/09/2011 02:22 PM

Subject: Truck Availability

James,

FYI, the truck will be available for pickup any time after today.  The truck is plated, insured, and will have

a current DOT inspection.  I am working with Tariq Hasan to work out the transportation details.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349
Truck Availability

JeffreyBosscher 

t

o

:

James Sanchez 05/09/2011 02:22 PM

Cc: MihaiDorobantu, CraigSJacobs, Cleophas Jackson, GregCNowell

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <MihaiDorobantu@eaton.com>, <CraigSJacobs@eaton.com>, Cleophas 

Jackson/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

History: This message has been replied to.

James,

FYI, the truck will be available for pickup any time after today.  The truck is plated, insured, and will have

a current DOT inspection.  I am working with Tariq Hasan to work out the transportation details.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349
RE: Hybrid to Canada

JeffreyBosscher 

t

o

:

Tariq Hasan 05/06/2011 01:23 PM

Cc: James Sanchez, JohnH White, Robert Specht, Larry Sietz, Cleophas 

Jackson

From: <JeffreyBosscher@Eaton.com>

To: Tariq Hasan/AA/USEPA/US@EPA

Cc: James Sanchez/AA/USEPA/US@EPA, JohnH White/AA/USEPA/US@EPA, Robert 

Specht/AA/USEPA/US@EPA, Larry Sietz/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA

History: This message has been replied to.

Hasan and James,

The truck is now here in Galesburg and I put together the information I have on the attached word 

document. I am still working on the other information that has been requested. Eaton will have a 

manufacturer plate on the truck, along with insurance. I am verifying that our blanket insurance policies 

will cover the truck if it is sent to Canada. Our policy will cover it in the US for sure.

Hasan, Please see my contact information below.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Hasan.Tariq@epamail.epa.gov [mailto:Hasan.Tariq@epamail.epa.gov] 

Sent: Friday, May 06, 2011 11:51 AM

To: Bosscher, Jeffrey

Cc: Sanchez.James@epamail.epa.gov; White.JohnH@epamail.epa.gov; Specht.Robert@epamail.epa.gov; 

Sietz.Larry@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov

Subject: Fw: Hybrid to Canada

Jeff,

I've received your contact information from one of my contacts at the EPA in regards to availability of a 

hybrid truck we are trying to procure for testing. Can you please provide me with the following 

information as listed on the email below with exception to what the EPA has to provide. Also, please 

send me your contact #. Thank you.

With Best Regards,
Tariq Hasan

Project Engineer

URS Federal Services

Tel: 001- (734) 214-4396

----- Forwarded by JohnH White/AA/USEPA/US on 05/06/2011 11:42 AM -----

From: JohnH White/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Larry Sietz/AA/USEPA/US@EPA

Date: 05/06/2011 09:28 AM

Subject: Hybrid to Canada

James,

As a follow-up to my earlier not this is what we need for Canadian customs;

*VIN

*Value

*Model, Make & Year

*Length of time in Canada (estimated return date)

*Vehicle weight & dimensions

*Letter of Intent (why is it coming into to Canada)-nice if on EPA letterhead

Also, pickup and delivery addresses as well as contacts with phone numbers at each end.

Larry is getting "estimated" quotes but we need this info to obtain firm quotes.

thanks, john

John H White

URS Federal Services 

2565 Plymouth Rd.

Ann Arbor, MI 48105

Tel: 734 665 1227 X11

Fax: 734 665 1244

Cell: 734 604 8718
RE: Availability of chassis for hybrid testing 

James Sanchez 

t

o

:

JeffreyBosscher 05/05/2011 11:40 AM

Cc: Cleophas Jackson, CraigSJacobs, GregCNowell, MatthewPJohnson, 

MihaiDorobantu

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: Cleophas Jackson/AA/USEPA/US@EPA, CraigSJacobs@eaton.com, 

GregCNowell@eaton.com, MatthewPJohnson@Eaton.com, MihaiDorobantu@eaton.com

Hello Jeff,

I have a few additional questions for you on borrowing the vehicle from you. 

1) Vehicle Spec. (Size, and axle weight)

2) VIN 

3) Vehicle Model

4) Drop dead date to get the vehicle back to you

5) Who will insure the vehicle if we need to send it to Environment Canada?

6) Does there need to be a loan agreement between EPA, Environment Canada and our contractor?

Thanks again for all your help,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Hello James, I will get exact measurements whe... 05/03/2011 08:14:16 AM

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, <CraigSJacobs@eaton.com>, 

<GregCNowell@eaton.com>, <MatthewPJohnson@Eaton.com>, <MihaiDorobantu@eaton.com>

Date: 05/03/2011 08:14 AM

Subject: RE: Availability of chassis for hybrid testing

Hello James,

I will get exact measurements when the truck arrives.  This is a day cab short wheelbase tractor, so the

wheelbase and height will be very short (at least for truck).  The engine rating should be able to be

changed by either our engine certification group here or one of the engineers from Cummins.  My guess

is that the engine has a high horsepower rating currently, which is easier logistically to downrate.  I will

verify all the specs once the truck is here.

Best Regards,
Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, May 02, 2011 5:46 PM

To: Bosscher, Jeffrey

Cc: Jackson.Cleophas@epamail.epa.gov; Jacobs, Craig S; Nowell, Greg C; Johnson, Matthew P; 

Dorobantu, Mihai (Mike)

Subject: Re: Availability of chassis for hybrid testing

Hello Jeff,

Wow, that was much faster than I expected. What I am looking into before I can answer your question 

on timing is when I can get time in a chassis test cell. The most likely place to test this vehicle would be 

Environment Canada, but if the vehicle is small enough we might be able to test it here in Ann Arbor. 

Can you give me the weight over the drive axle, width/ height of the vehicle and the track of the drive axle 

from outside of tire to outside of tire? Also, do you know what the horsepower rating is for this vehicle 

and if it could be flashed to the same calibration as the ISB we are currently testing? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, <MatthewPJohnson@Eaton.com>, <GregCNowell@eaton.com>, 

<MihaiDorobantu@eaton.com>, <CraigSJacobs@eaton.com>

Date: 05/02/2011 03:02 PM

Subje

ct:

Availability of chassis for hybrid testing

Hello James,
We have a nearly new Kenworth tractor (single rear axle) that is available for testing. This truck has a 2010

Cummins engine with the Eaton hybrid system.  There should be at least 2500 miles on the truck already, so

engine break in should not be an issue.  The truck is currently on its way to Eaton and should arrive in the next day

or so.  

What do you think the timing will be for this testing?  I have it blocked off on our schedule for the next three

weeks, with the option to extend it further.  We do have testing scheduled for this truck after this, so people

would like to get an estimated completion date.  

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349
RE: Availability of chassis for hybrid testing

JeffreyBosscher 

t

o

:

James Sanchez 05/03/2011 08:14 AM

Cc: Cleophas Jackson, CraigSJacobs, GregCNowell, MatthewPJohnson, 

MihaiDorobantu

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, <CraigSJacobs@eaton.com>, 

<GregCNowell@eaton.com>, <MatthewPJohnson@Eaton.com>, 

<MihaiDorobantu@eaton.com>

History: This message has been replied to.

Hello James,

I will get exact measurements when the truck arrives.  This is a day cab short wheelbase tractor, so the

wheelbase and height will be very short (at least for truck).  The engine rating should be able to be

changed by either our engine certification group here or one of the engineers from Cummins.  My guess

is that the engine has a high horsepower rating currently, which is easier logistically to downrate.  I will

verify all the specs once the truck is here.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Monday, May 02, 2011 5:46 PM

To: Bosscher, Jeffrey

Cc: Jackson.Cleophas@epamail.epa.gov; Jacobs, Craig S; Nowell, Greg C; Johnson, Matthew P; 

Dorobantu, Mihai (Mike)

Subject: Re: Availability of chassis for hybrid testing

Hello Jeff,

Wow, that was much faster than I expected. What I am looking into before I can answer your question 

on timing is when I can get time in a chassis test cell. The most likely place to test this vehicle would be 

Environment Canada, but if the vehicle is small enough we might be able to test it here in Ann Arbor. 

Can you give me the weight over the drive axle, width/ height of the vehicle and the track of the drive axle 

from outside of tire to outside of tire? Also, do you know what the horsepower rating is for this vehicle 

and if it could be flashed to the same calibration as the ISB we are currently testing? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality
U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, <MatthewPJohnson@Eaton.com>, <GregCNowell@eaton.com>, 

<MihaiDorobantu@eaton.com>, <CraigSJacobs@eaton.com>

Date: 05/02/2011 03:02 PM

Subje

ct:

Availability of chassis for hybrid testing

Hello James,

We have a nearly new Kenworth tractor (single rear axle) that is available for testing.  This truck has a 2010

Cummins engine with the Eaton hybrid system.  There should be at least 2500 miles on the truck already, so

engine break in should not be an issue.  The truck is currently on its way to Eaton and should arrive in the next day

or so.  

What do you think the timing will be for this testing?  I have it blocked off on our schedule for the next three

weeks, with the option to extend it further.  We do have testing scheduled for this truck after this, so people

would like to get an estimated completion date.  

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349
Re: Availability of chassis for hybrid testing 

James Sanchez 

t

o

:

JeffreyBosscher 05/02/2011 05:46 PM

Cc: Cleophas Jackson, CraigSJacobs, GregCNowell, 

MatthewPJohnson, MihaiDorobantu

Bcc: Charles Schenk

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: Cleophas Jackson/AA/USEPA/US@EPA, CraigSJacobs@eaton.com, 

GregCNowell@eaton.com, MatthewPJohnson@Eaton.com, MihaiDorobantu@eaton.com

Bcc: Charles Schenk/AA/USEPA/US@EPA

Hello Jeff,

Wow, that was much faster than I expected. What I am looking into before I can answer your question on 

timing is when I can get time in a chassis test cell. The most likely place to test this vehicle would be 

Environment Canada, but if the vehicle is small enough we might be able to test it here in Ann Arbor. 

Can you give me the weight over the drive axle, width/ height of the vehicle and the track of the drive axle 

from outside of tire to outside of tire? Also, do you know what the horsepower rating is for this vehicle and 

if it could be flashed to the same calibration as the ISB we are currently testing? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Hello James, We have a nearly new Kenworth tr... 05/02/2011 03:02:39 PM

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, <MatthewPJohnson@Eaton.com>, 

<GregCNowell@eaton.com>, <MihaiDorobantu@eaton.com>, <CraigSJacobs@eaton.com>

Date: 05/02/2011 03:02 PM

Subject: Availability of chassis for hybrid testing

Hello James,

We have a nearly new Kenworth tractor (single rear axle) that is available for testing.  This truck has a

2010 Cummins engine with the Eaton hybrid system.  There should be at least 2500 miles on the truck

already, so engine break in should not be an issue.  The truck is currently on its way to Eaton and should

arrive in the next day or so.  
What do you think the timing will be for this testing?  I have it blocked off on our schedule for the next

three weeks, with the option to extend it further.  We do have testing scheduled for this truck after this,

so people would like to get an estimated completion date.  

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349
Availability of chassis for hybrid testing

JeffreyBosscher 

t

o

:

James Sanchez 05/02/2011 03:02 PM

Cc: Cleophas Jackson, MatthewPJohnson, GregCNowell, 

MihaiDorobantu, CraigSJacobs

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, <MatthewPJohnson@Eaton.com>, 

<GregCNowell@eaton.com>, <MihaiDorobantu@eaton.com>, <CraigSJacobs@eaton.com>

History: This message has been replied to.

Hello James,

We have a nearly new Kenworth tractor (single rear axle) that is available for testing.  This truck has a

2010 Cummins engine with the Eaton hybrid system.  There should be at least 2500 miles on the truck

already, so engine break in should not be an issue.  The truck is currently on its way to Eaton and should

arrive in the next day or so.  

What do you think the timing will be for this testing?  I have it blocked off on our schedule for the next

three weeks, with the option to extend it further.  We do have testing scheduled for this truck after this,

so people would like to get an estimated completion date.  

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349
RE: Eaton Visit to EPA

JeffreyBosscher 

t

o

:

James Sanchez, MatthewPJohnson 05/02/2011 01:39 PM

Cc: Cleophas Jackson

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <MatthewPJohnson@Eaton.com>

Cc: Cleophas Jackson/AA/USEPA/US@EPA

Hello James,

Thank you for hosting us on Friday.  With regard to a chassis for testing I am currently working with the

Hybrid tram here on getting a vehicle.  We have several good options and hopefully I will be able to give

you firm commitment in the next day or two.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Friday, April 29, 2011 4:41 PM

To: Bosscher, Jeffrey; Johnson, Matthew P

Cc: Jackson.Cleophas@epamail.epa.gov

Subject: RE: Eaton Visit to EPA

Hello Matt and Jeff,

I just wanted to say thanks, for coming out to the EPA this morning and going over the data with me. It 

was vehicle helpful to see some of the analysis you have done. I also wanted to follow up with you on the 

possibility of Eaton loaning us a vehicle with a 2010 ISB and a Eaton Hybrid. As you know we are very 

interested in doing some chassis testing with a comparable powertrain and we need to starting taking 

steps soon, if we are going to be installing the engine/ hybrid into the vehicle we have.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <JeffreyBosscher@Eaton.com>

To: <GregCNowell@eaton.com>, <MatthewPJohnson@Eaton.com>, James Sanchez/AA/USEPA/US@EPA, 

<CraigSJacobs@eaton.com>

Cc: <MihaiDorobantu@eaton.com>, Cleophas Jackson/AA/USEPA/US@EPA

Date: 04/28/2011 09:06 AM

Subject:RE: Eaton Visit to EPA

Greg,

Friday works for both Matt and I.  I don’t think your attendance is required.   Our goal is to compare the

dynamometer data and results with simulations we have performed using different dyno speed\torque strategies.  

We have also developed a list of questions related to how the system is behaving on the dyno versus how we

would expect it to behave in actual use and in the simulations.   Hopefully we can use this session to jointly come

to some conclusions with James and start formulating a formal set of recommendations/plans going forward.

James,

Shall we plan on 10:00 AM?  Matt and I will both be coming over.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Nowell, Greg C 

Sent: Thursday, April 28, 2011 6:42 AM

To: Bosscher, Jeffrey; Johnson, Matthew P

Cc: Sanchez.James@epamail.epa.gov; Jacobs, Craig S

Subject: RE: Eaton Visit to EPA

 

Hi Jeff & Matt,

Will Friday work for you?

Do I need to be there?

Best Regards, 

Greg 
From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Wednesday, April 27, 2011 5:32 PM

To: Jacobs, Craig S

Cc: Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey; Johnson, Matthew P; 

Dorobantu, Mihai (Mike)

Subject: Re: Eaton Visit to EPA

 

Hello Everyone,

Friday the 29th after 8am would work for me.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: <GregCNowell@eaton.com>, <MatthewPJohnson@Eaton.com>, <JeffreyBosscher@Eaton.com>, James 

Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, <MihaiDorobantu@eaton.com>

Date: 04/27/2011 04:13 PM

Subject:Re: Eaton Visit to EPA

 

All,

Jeff and Matt are available either Friday AM or anytime next week.

Craig

From: Nowell, Greg C

To: Jacobs, Craig S; Johnson, Matthew P; Bosscher, Jeffrey; Sanchez.James@epamail.epa.gov 

<Sanchez.James@epamail.epa.gov>
Cc: jackson.cleophas@epa.gov <jackson.cleophas@epa.gov>; Dorobantu, Mihai (Mike)

Sent: Wed Apr 27 16:04:48 2011

Subject: Eaton Visit to EPA 

Folks,

Eaton has seen some irregularities in the set up data we have. As such, we would like to visit w/ Mr. 

Sanchez to look into it.

Matt & Jeff will follow up w/ their availability (yet today).

Best Regards, 

Greg 

__________________|| \

| | |||'''"''';,__

|_..._..._____________|=||| __|...,,]

"(@)'(@)"""'''''''''''''''"**|(@)(@)***''(@)"

Gregory C. Nowell 

Principal Engineer 

Vehicle Technology Innovation

Eaton Corp. 

26201 Northwestern Hwy. 

Southfield, MI 48076 

(248) 226 6796 (Office) 

(248) 890 2847 (Cell) 

Notice to Persons Receiving This E-mail and/or Attachments:

This communication is issued in confidence to the intended addressed parties and contains information that is privileged, 

confidential and/or copyrighted under applicable law, may not be reproduced, forwarded/transferred to third parties, used to 

manufacture anything shown or referred to hereon, and is intended for mutual assistance. Eaton Corporation claims proprietary 

rights to the material disclosed hereon. If you are not the intended recipient, you are hereby formally notified that any use, copying 

or distribution of this e-mail, in whole or in part, is strictly prohibited. Please notify the sender by return e-mail and delete this e-mail 

from your system. 

This information is the property of Eaton Corporation

 
RE: Eaton Visit to EPA 

James Sanchez 

t

o

:

JeffreyBosscher, MatthewPJohnson 04/29/2011 04:41 PM

Cc: Cleophas Jackson

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>, MatthewPJohnson@Eaton.com

Cc: Cleophas Jackson/AA/USEPA/US@EPA

Hello Matt and Jeff,

I just wanted to say thanks, for coming out to the EPA this morning and going over the data with me. It 

was vehicle helpful to see some of the analysis you have done. I also wanted to follow up with you on the 

possibility of Eaton loaning us a vehicle with a 2010 ISB and a Eaton Hybrid. As you know we are very 

interested in doing some chassis testing with a comparable powertrain and we need to starting taking 

steps soon, if we are going to be installing the engine/ hybrid into the vehicle we have.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Greg, Friday works for both Matt and I. I don't th... 04/28/2011 09:06:19 AM

From: <JeffreyBosscher@Eaton.com>

To: <GregCNowell@eaton.com>, <MatthewPJohnson@Eaton.com>, James 

Sanchez/AA/USEPA/US@EPA, <CraigSJacobs@eaton.com>

Cc: <MihaiDorobantu@eaton.com>, Cleophas Jackson/AA/USEPA/US@EPA

Date: 04/28/2011 09:06 AM

Subject: RE: Eaton Visit to EPA

Greg,

Friday works for both Matt and I.  I don’t think your attendance is required.   Our goal is to compare the

dynamometer data and results with simulations we have performed using different dyno speed\torque

strategies.  We have also developed a list of questions related to how the system is behaving on the

dyno versus how we would expect it to behave in actual use and in the simulations.   Hopefully we can

use this session to jointly come to some conclusions with James and start formulating a formal set of

recommendations/plans going forward.

James,
Shall we plan on 10:00 AM?  Matt and I will both be coming over.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Nowell, Greg C 

Sent: Thursday, April 28, 2011 6:42 AM

To: Bosscher, Jeffrey; Johnson, Matthew P

Cc: Sanchez.James@epamail.epa.gov; Jacobs, Craig S

Subject: RE: Eaton Visit to EPA

Hi Jeff & Matt,

Will Friday work for you?

Do I need to be there?

Best Regards, 

Greg 

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Wednesday, April 27, 2011 5:32 PM

To: Jacobs, Craig S

Cc: Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey; Johnson, Matthew P; 

Dorobantu, Mihai (Mike)

Subject: Re: Eaton Visit to EPA

Hello Everyone,

Friday the 29th after 8am would work for me.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: <GregCNowell@eaton.com>, <MatthewPJohnson@Eaton.com>, <JeffreyBosscher@Eaton.com>, James 

Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, <MihaiDorobantu@eaton.com>
Date: 04/27/2011 04:13 PM

Subject:Re: Eaton Visit to EPA

All,

Jeff and Matt are available either Friday AM or anytime next week.

Craig

From: Nowell, Greg C

To: Jacobs, Craig S; Johnson, Matthew P; Bosscher, Jeffrey; Sanchez.James@epamail.epa.gov 

<Sanchez.James@epamail.epa.gov>

Cc: jackson.cleophas@epa.gov <jackson.cleophas@epa.gov>; Dorobantu, Mihai (Mike)

Sent: Wed Apr 27 16:04:48 2011

Subject: Eaton Visit to EPA 

Folks,

Eaton has seen some irregularities in the set up data we have. As such, we would like to visit w/ Mr. 

Sanchez to look into it.

Matt & Jeff will follow up w/ their availability (yet today).

Best Regards, 

Greg 

__________________|| \

| | |||'''"''';,__

|_..._..._____________|=||| __|...,,]

"(@)'(@)"""'''''''''''''''"**|(@)(@)***''(@)"

Gregory C. Nowell 

Principal Engineer 

Vehicle Technology Innovation

Eaton Corp. 

26201 Northwestern Hwy. 

Southfield, MI 48076 

(248) 226 6796 (Office) 

(248) 890 2847 (Cell) 

Notice to Persons Receiving This E-mail and/or Attachments:

This communication is issued in confidence to the intended addressed parties and contains information that is privileged, 

confidential and/or copyrighted under applicable law, may not be reproduced, forwarded/transferred to third parties, used to 

manufacture anything shown or referred to hereon, and is intended for mutual assistance. Eaton Corporation claims proprietary 

rights to the material disclosed hereon. If you are not the intended recipient, you are hereby formally notified that any use, copying 

or distribution of this e-mail, in whole or in part, is strictly prohibited. Please notify the sender by return e-mail and delete this e-mail 

from your system. 
This information is the property of Eaton Corporation

 
RE: Eaton Visit to EPA

JeffreyBosscher 

t

o

:

GregCNowell, MatthewPJohnson, James 

Sanchez, CraigSJacobs 04/28/2011 09:06 AM

Cc: MihaiDorobantu, Cleophas Jackson

From: <JeffreyBosscher@Eaton.com>

To: <GregCNowell@eaton.com>, <MatthewPJohnson@Eaton.com>, James 

Sanchez/AA/USEPA/US@EPA, <CraigSJacobs@eaton.com>

Cc: <MihaiDorobantu@eaton.com>, Cleophas Jackson/AA/USEPA/US@EPA

History: This message has been replied to.

Greg,

Friday works for both Matt and I.  I don’t think your attendance is required.   Our goal is to compare the

dynamometer data and results with simulations we have performed using different dyno speed\torque

strategies.  We have also developed a list of questions related to how the system is behaving on the

dyno versus how we would expect it to behave in actual use and in the simulations.   Hopefully we can

use this session to jointly come to some conclusions with James and start formulating a formal set of

recommendations/plans going forward.

James,

Shall we plan on 10:00 AM?  Matt and I will both be coming over.

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Nowell, Greg C 

Sent: Thursday, April 28, 2011 6:42 AM

To: Bosscher, Jeffrey; Johnson, Matthew P

Cc: Sanchez.James@epamail.epa.gov; Jacobs, Craig S

Subject: RE: Eaton Visit to EPA

Hi Jeff & Matt,

Will Friday work for you?

Do I need to be there?

Best Regards, 

Greg 

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Wednesday, April 27, 2011 5:32 PM

To: Jacobs, Craig S

Cc: Jackson.Cleophas@epamail.epa.gov; Nowell, Greg C; Bosscher, Jeffrey; Johnson, Matthew P; 

Dorobantu, Mihai (Mike)
Subject: Re: Eaton Visit to EPA

Hello Everyone,

Friday the 29th after 8am would work for me.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <CraigSJacobs@eaton.com>

To: <GregCNowell@eaton.com>, <MatthewPJohnson@Eaton.com>, <JeffreyBosscher@Eaton.com>, James 

Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, <MihaiDorobantu@eaton.com>

Date: 04/27/2011 04:13 PM

Subject:Re: Eaton Visit to EPA

All,

Jeff and Matt are available either Friday AM or anytime next week.

Craig

From: Nowell, Greg C

To: Jacobs, Craig S; Johnson, Matthew P; Bosscher, Jeffrey; Sanchez.James@epamail.epa.gov 

<Sanchez.James@epamail.epa.gov>

Cc: jackson.cleophas@epa.gov <jackson.cleophas@epa.gov>; Dorobantu, Mihai (Mike)

Sent: Wed Apr 27 16:04:48 2011

Subject: Eaton Visit to EPA 

Folks,

Eaton has seen some irregularities in the set up data we have. As such, we would like to visit w/ Mr. 

Sanchez to look into it.

Matt & Jeff will follow up w/ their availability (yet today).
Best Regards, 

Greg 

__________________|| \

| | |||'''"''';,__

|_..._..._____________|=||| __|...,,]

"(@)'(@)"""'''''''''''''''"**|(@)(@)***''(@)"

Gregory C. Nowell 

Principal Engineer 

Vehicle Technology Innovation

Eaton Corp. 

26201 Northwestern Hwy. 

Southfield, MI 48076 

(248) 226 6796 (Office) 

(248) 890 2847 (Cell) 

Notice to Persons Receiving This E-mail and/or Attachments:

This communication is issued in confidence to the intended addressed parties and contains information that is privileged, 

confidential and/or copyrighted under applicable law, may not be reproduced, forwarded/transferred to third parties, used to 

manufacture anything shown or referred to hereon, and is intended for mutual assistance. Eaton Corporation claims proprietary 

rights to the material disclosed hereon. If you are not the intended recipient, you are hereby formally notified that any use, copying 

or distribution of this e-mail, in whole or in part, is strictly prohibited. Please notify the sender by return e-mail and delete this e-mail 

from your system. 

This information is the property of Eaton Corporation

 
Re: Eaton Visit to EPA

JeffreyBosscher 

t

o

:

GregCNowell, CraigSJacobs, 

MatthewPJohnson, James Sanchez 04/27/2011 04:08 PM

Cc: Cleophas Jackson, MihaiDorobantu

From: <JeffreyBosscher@Eaton.com>

To: <GregCNowell@eaton.com>, <CraigSJacobs@eaton.com>, 

<MatthewPJohnson@Eaton.com>, James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, <MihaiDorobantu@eaton.com>

Greg,

I am available friday morning or early afternoon, also any day next week. 

Thanks,

Jeff Bosscher

From: Nowell, Greg C

To: Jacobs, Craig S; Johnson, Matthew P; Bosscher, Jeffrey; Sanchez.James@epamail.epa.gov 

<Sanchez.James@epamail.epa.gov>

Cc: jackson.cleophas@epa.gov <jackson.cleophas@epa.gov>; Dorobantu, Mihai (Mike)

Sent: Wed Apr 27 16:04:48 2011

Subject: Eaton Visit to EPA 

Folks,

Eaton has seen some irregularities in the set up data we have. As such, we would like to visit w/ Mr. 

Sanchez to look into it.

Matt & Jeff will follow up w/ their availability (yet today).

Best Regards, 

Greg 

__________________|| \

| | |||'''"''';,__

|_..._..._____________|=||| __|...,,]

"(@)'(@)"""'''''''''''''''"**|(@)(@)***''(@)"

Gregory C. Nowell 

Principal Engineer 

Vehicle Technology Innovation

Eaton Corp. 

26201 Northwestern Hwy. 

Southfield, MI 48076 

(248) 226 6796 (Office) 

(248) 890 2847 (Cell) 
Notice to Persons Receiving This E-mail and/or Attachments:

This communication is issued in confidence to the intended addressed parties and contains information that is privileged, 

confidential and/or copyrighted under applicable law, may not be reproduced, forwarded/transferred to third parties, used to 

manufacture anything shown or referred to hereon, and is intended for mutual assistance. Eaton Corporation claims proprietary 

rights to the material disclosed hereon. If you are not the intended recipient, you are hereby formally notified that any use, copying 

or distribution of this e-mail, in whole or in part, is strictly prohibited. Please notify the sender by return e-mail and delete this e-mail 

from your system. 

This information is the property of Eaton Corporation
Description and Drive Model Code for Powerpack testing

James Sanchez 

t

o

:

JeffreyBosscher, GregCNowell, 

MatthewPJohnson 04/19/2011 02:46 PM

Cc: Cleophas Jackson, Charles Schenk, Carl Ryan

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>, <GregCNowell@eaton.com>, 

<MatthewPJohnson@Eaton.com>

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, Carl 

Ryan/AA/USEPA/US@EPA

Hello,

Attached is material on how the test was setup and how the vehicle/ driver modeled work. The last slide 

of the presentation summarizes what is in the SysTranRunStep.TSC file if you don't want to wade through 

the code. Also, Chuck and you guys brought up a good point that I had forgot about from when we were 

running the tests, which was that the driver model could have been causing the transmission to short shift. 

We noticed this in the commissioning of the test cell software but was not able to fix it fully. Basically once 

the engine caught up to the cycle speed the PID loop would cut back the throttle enough that it could have 

been causing the transmission to shift to the next gear. The other question that came up in the meeting 

was how the engine speed was going up when the throttle was close. This happened because the model 

went to state 4 (braking) instead of state 3 (accelerating/ coasting) so the dyno pulled up the transmission 

output speed and since the transmission was in gear and the clutch was engaged the engine speed also 

increased. The switching between states was definitely where we spent most of our time commissioning 

and it needs more refinement. When we start to refine our controls this will definitely be an area that we 

will modify. Most likely we will try to keep the dyno in torque control and the throttle in speed control for 

the full test (stopped, accelerating and braking). Let me know if you have any questions on the material I 

have attached.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: CAN data traces 

James Sanchez 

t

o

:

JeffreyBosscher 04/19/2011 01:26 PM

Cc: GregCNowell, MatthewPJohnson

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, MatthewPJohnson@Eaton.com

That is correct, we were still in the commissioning phase at that point.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

James, That actually makes sense. There is an... 04/19/2011 12:55:54 PM

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <GregCNowell@eaton.com>, <MatthewPJohnson@Eaton.com>

Date: 04/19/2011 12:55 PM

Subject: RE: CAN data traces

James,

That actually makes sense.  There is another set of data files ranging from 10/7/2010 to 10/8/2010,

along with a test log.  Looking at the log, it looks like all this data is during the commissioning of the

dyno.  Is that correct?

Thanks,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Tuesday, April 19, 2011 11:36 AM

To: Bosscher, Jeffrey

Cc: Nowell, Greg C; Johnson, Matthew P

Subject: Re: CAN data traces

Hello Jeff,
Those data are actually before we even installed the transmission in our test cell.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <MatthewPJohnson@Eaton.com>, <GregCNowell@eaton.com>

Date: 04/18/2011 03:47 PM

Subject: CAN data traces

James,

I am reviewing the CAN data that we have from the dyno in preparation for running the data through our

simulation program.  The data looks correct, but can you advise if the data collected on the following dates and

times is from valid testing?  The goal is to make sure this is not from the commissioning of the dyno.

7/19/2010 3:28 PM

7/20/2010 3:51 PM

8/5/2010 8:33 AM

8/5/2010 9:08 AM

8/5/2010 10:24 AM

Also, could you either send or point me to the drive cycles being tested?

Best Regards,

Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349

Re: CAN data traces 

James Sanchez 

t

o

:

JeffreyBosscher 04/19/2011 11:36 AM

Cc: GregCNowell, MatthewPJohnson

From: James Sanchez/AA/USEPA/US

To: <JeffreyBosscher@Eaton.com>

Cc: GregCNowell@eaton.com, MatthewPJohnson@Eaton.com

Hello Jeff,

Those data are actually before we even installed the transmission in our test cell.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

James, 04/18/2011 03:47:35 PM

From: <JeffreyBosscher@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: <MatthewPJohnson@Eaton.com>, <GregCNowell@eaton.com>

Date: 04/18/2011 03:47 PM

Subject: CAN data traces

James,

I am reviewing the CAN data that we have from the dyno in preparation for running the data through

our simulation program.  The data looks correct, but can you advise if the data collected on the following

dates and times is from valid testing?  The goal is to make sure this is not from the commissioning of the

dyno.

7/19/2010 3:28 PM

7/20/2010 3:51 PM

8/5/2010 8:33 AM

8/5/2010 9:08 AM

8/5/2010 10:24 AM

Also, could you either send or point me to the drive cycles being tested?

Best Regards,
Jeff Bosscher

Hybrid Systems Engineer

Eaton Hybrid Business Unit

jeffreybosscher@eaton.com

Office: (269) 342-3002

Cell: (269) 599-3349
Re: Hybrid Data and Simulation

john.o'brien 

t

o

:

James Sanchez 07/06/2011 03:32 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been forwarded.

James,

We ran into some more issues with the test cell, and once we had those figured out the testing got 

bumped in priority. We have run the engine only torque curves and the system torque curves (the 

discrete version anyway...still having some issues with the continuous procedure), and will run a bunch of 

FTP cycles with different braking limits and then repeats of those to get some SOC and FE repeatability 

figures. Hopefully I will have that data run tomorrow and have it processed for you by Friday...

Also, here is your mapping procedure, heavily modified by Bill Martin. I can clean it up, incorporating his 

changes, or you can just look at the comments. A few of his comments I've already addressed based on 

our phone conversation a week or so ago... See what you think.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: James Sanchez <Sanchez.James@epamail.epa.gov>

To: morgan.andreae@cummins.com, john.o'brien@cummins.com, zhen.sun@cummins.com

Date: 07/06/2011 02:46 PM

Subject: Hybrid Data and Simulation

Hello everyone,

I was wondering when you guys plan to have some data and simulation results to share? We are getting 

very close to being shut out of making any changes to the rule.

Thanks,
James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Engine Mapping Procedure 

James Sanchez 

t

o

:

john.o'brien 06/20/2011 08:50 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Thanks John, I look forward to getting the comments to the 510 language.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, How are things going? Sorry for the lack... 06/17/2011 04:37:50 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 06/17/2011 04:37 PM

Subject: Engine Mapping Procedure

James,

How are things going? Sorry for the lack of communication over the last week or so. Our hybrid system 

is back up and running today, so we will start testing Monday. (Had a couple of issues with getting 

support with our battery...) 

Anyway, I reviewed the engine mapping procedure you sent a couple weeks back with Bill Martin and 

Shirish Shimpi. They had a lot of good feedback on it. I've been trying to incorporate the changes and 

include notes on our thinking, and was hoping to have that to you this week. I will be working on it this 

weekend, and will go over it once more with those guys on Monday before sending it to you. 

Most of the changes are for clarification purposes, others to make it a little more robust (for example, they 

thought 7.5% and 2.5% speed intervals on the discrete option were a little coarse. They suggested a 

method that results in speed intervals of 3-6% instead of 7.5% and using 2% instead of 2.5% around the 

rated point - due to some 2.5% tolerances already in the language...).

Anyway, I will send that to you Monday, and hopefully have some (still relevant) testing results for you 

next week. 

Have a good weekend!

____________________________
John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Engine Mapping Procedure

john.o'brien 

t

o

:

James Sanchez 06/17/2011 04:37 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

James,

How are things going? Sorry for the lack of communication over the last week or so. Our hybrid system 

is back up and running today, so we will start testing Monday. (Had a couple of issues with getting 

support with our battery...) 

Anyway, I reviewed the engine mapping procedure you sent a couple weeks back with Bill Martin and 

Shirish Shimpi. They had a lot of good feedback on it. I've been trying to incorporate the changes and 

include notes on our thinking, and was hoping to have that to you this week. I will be working on it this 

weekend, and will go over it once more with those guys on Monday before sending it to you. 

Most of the changes are for clarification purposes, others to make it a little more robust (for example, they 

thought 7.5% and 2.5% speed intervals on the discrete option were a little coarse. They suggested a 

method that results in speed intervals of 3-6% instead of 7.5% and using 2% instead of 2.5% around the 

rated point - due to some 2.5% tolerances already in the language...).

Anyway, I will send that to you Monday, and hopefully have some (still relevant) testing results for you 

next week. 

Have a good weekend!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Draft Language for Hybrid Engine Mapping

James Sanchez 

t

o

:

john.o'brien 06/07/2011 10:49 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hello John,

Attached is the draft language that we have been working on for mapping hybrid engines. Let me know if 

you have any suggestions to improve it. These are also the methods I would like to see compared to a 

torque curve generated with a battery emulator.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Pretransmission testing 

James Sanchez 

t

o

:

john.o'brien 06/06/2011 12:44 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hello John,

Sorry to hear about the problems you are having. We are still going through the language internally but I 

should be able to send you something tomorrow. What is your plan once things are running. Roughly 

what is the order of the test plan if you don't mind me asking? 

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien Hi James, Hope all is well. 06/06/2011 09:42:29 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 06/06/2011 09:42 AM

Subject: Re: Pretransmission testing

Hi James,

Hope all is well.

Just an update. We began some of the testing you asked for below, but then had indications of a 

potential failure, so we shutdown and the cell has been down since while our design guys inspect things. 

Michael and the technician are getting it back together today and we should be running again in the next 

day or two. (See, we give ourselves test cell headaches too). 

Anyway, you mentioned sending along some more detailed language concerning some of the proposed 

procedures. If you can get that to us, I can makes sure we are ready to run it. Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/26/2011 05:09 PM

Subject: Re: Pretransmission testing

Hello John,

Here are the tests that I would be interested in seeing data for:

Torque Curve Mapping for 280hp +30kW:

- Continuous (I plan to send language on this next week)

- Discrete (I plan to send language on this next week)

- Battery Emulator

- Cummins declare torque curve

Engine Tests:

- FTP (no brake limit) for both hybrid calibrations

- Attached engine cycle

Vehicle Cycles with Simulated Transmission if possible:

- vFTP w/ grade

- HD GHG Proposed Transient Cycle

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com
To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/24/2011 02:06 PM

Subject: Re: Pretransmission testing

Hey James,

I think we could accommodate that testing for you. However, as of right now we don't have the same 

hybrid system (with the 2010 US engine) installed in a cell. We currently have a similar hybrid system on 

a Euro engine, and that system should be up and running by the end of the week. Given that, we could 

run some comparison cycles for you (vehicle FTP vs engine FTP, no braking limit vs other braking limit 

schemes), but if you want to compare these results to anything we ran earlier or that you ran with another 

system, they may not be valid comparisons. The criteria emissions would not be particularly useful either, 

as the engine is not US certified and currently has no aftertreatment. If you need comparison data from 

the 2010 engine, we could certainly install that, but it would delay timing another week or so.

We can still meet the speed and load points from your cycle with this engine/system, and also should be 

able to run the torque curve tests as well (using those discrete/continuous procedures with a battery 

emulator, as well as the using a discrete point procedure that was suggested to us by Bill Martin (similar 

to 1065.510 (b)(5)(i) ))

Please send me the cycle you would like to have us run and I can make sure we'll be able to run it. If you 

would like to come down to Columbus while we run those tests, you would be more than welcome. If 

that's something you would like to do, let me know and I can nail down some testing dates for you.

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com, morgan.andreae@cummins.com

Cc: Jackson.Cleophas@epamail.epa.gov, Smith.Peter@epamail.epa.gov

Date: 05/23/2011 05:46 PM

Subject: Pretransmission testing
Hello Morgan and John,

I was wondering if Cummins would be willing to preform some testing on your hybrid to give a comparison 

between the proposed vehicle cycle and the FTP. I would like to provide a engine speed and torque vs. 

time trace that you would run your hybrid over while measuring CO2 emissions. The other data that I am 

interested in is the Cummins hybrid (280hp+30kW and 280hp calibration) over the FTP, without a brake 

limit. The last request that is of less importance to the previous request would be data comparing the 

engine map from your system with three different methods (discrete points, continuous and using a 

battery emulator instead of the battery). For the maps using discrete points and continuos data the 

methods that John has mentioned would be fine. The reason for this would be to see how a map 

generated with a battery emulator compares to maps measured using continuous data and discrete 

points. Let me know if this is something Cummins is willing to do and I can provide the cycle to test. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________[attachme

nt "Engine Cycle PTrans.xlsx" deleted by John O'brien/Ind/Cummins] 
Re: Pretransmission testing

john.o'brien 

t

o

:

James Sanchez 06/06/2011 09:42 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

Hi James,

Hope all is well.

Just an update. We began some of the testing you asked for below, but then had indications of a 

potential failure, so we shutdown and the cell has been down since while our design guys inspect things. 

Michael and the technician are getting it back together today and we should be running again in the next 

day or two. (See, we give ourselves test cell headaches too). 

Anyway, you mentioned sending along some more detailed language concerning some of the proposed 

procedures. If you can get that to us, I can makes sure we are ready to run it. Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/26/2011 05:09 PM

Subject: Re: Pretransmission testing

Hello John,

Here are the tests that I would be interested in seeing data for:

Torque Curve Mapping for 280hp +30kW:

- Continuous (I plan to send language on this next week)
- Discrete (I plan to send language on this next week)

- Battery Emulator

- Cummins declare torque curve

Engine Tests:

- FTP (no brake limit) for both hybrid calibrations

- Attached engine cycle

Vehicle Cycles with Simulated Transmission if possible:

- vFTP w/ grade

- HD GHG Proposed Transient Cycle

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/24/2011 02:06 PM

Subject: Re: Pretransmission testing

Hey James,

I think we could accommodate that testing for you. However, as of right now we don't have the same 

hybrid system (with the 2010 US engine) installed in a cell. We currently have a similar hybrid system on 

a Euro engine, and that system should be up and running by the end of the week. Given that, we could 

run some comparison cycles for you (vehicle FTP vs engine FTP, no braking limit vs other braking limit 

schemes), but if you want to compare these results to anything we ran earlier or that you ran with another 

system, they may not be valid comparisons. The criteria emissions would not be particularly useful either, 

as the engine is not US certified and currently has no aftertreatment. If you need comparison data from 

the 2010 engine, we could certainly install that, but it would delay timing another week or so.
We can still meet the speed and load points from your cycle with this engine/system, and also should be

able to run the torque curve tests as well (using those discrete/continuous procedures with a battery 

emulator, as well as the using a discrete point procedure that was suggested to us by Bill Martin (similar 

to 1065.510 (b)(5)(i) ))

Please send me the cycle you would like to have us run and I can make sure we'll be able to run it. If you 

would like to come down to Columbus while we run those tests, you would be more than welcome. If 

that's something you would like to do, let me know and I can nail down some testing dates for you.

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com, morgan.andreae@cummins.com

Cc: Jackson.Cleophas@epamail.epa.gov, Smith.Peter@epamail.epa.gov

Date: 05/23/2011 05:46 PM

Subject: Pretransmission testing

Hello Morgan and John,

I was wondering if Cummins would be willing to preform some testing on your hybrid to give a comparison 

between the proposed vehicle cycle and the FTP. I would like to provide a engine speed and torque vs. 

time trace that you would run your hybrid over while measuring CO2 emissions. The other data that I am 

interested in is the Cummins hybrid (280hp+30kW and 280hp calibration) over the FTP, without a brake 

limit. The last request that is of less importance to the previous request would be data comparing the 

engine map from your system with three different methods (discrete points, continuous and using a 

battery emulator instead of the battery). For the maps using discrete points and continuos data the 

methods that John has mentioned would be fine. The reason for this would be to see how a map 

generated with a battery emulator compares to maps measured using continuous data and discrete 

points. Let me know if this is something Cummins is willing to do and I can provide the cycle to test. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive
Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________[attachme

nt "Engine Cycle PTrans.xlsx" deleted by John O'brien/Ind/Cummins] 
Re: Pretransmission testing 

James Sanchez 

t

o

:

john.o'brien 05/26/2011 05:08 PM

Cc: morgan.andreae

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com

Hello John,

Here are the tests that I would be interested in seeing data for:

Torque Curve Mapping for 280hp +30kW:

- Continuous (I plan to send language on this next week)

- Discrete (I plan to send language on this next week)

- Battery Emulator

- Cummins declare torque curve

Engine Tests:

- FTP (no brake limit) for both hybrid calibrations

- Attached engine cycle

Vehicle Cycles with Simulated Transmission if possible:

- vFTP w/ grade

- HD GHG Proposed Transient Cycle

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien Hey James, I think we could accommodate that t... 05/24/2011 02:06:13 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/24/2011 02:06 PM

Subject: Re: Pretransmission testing

Hey James,
I think we could accommodate that testing for you. However, as of right now we don't have the same 

hybrid system (with the 2010 US engine) installed in a cell. We currently have a similar hybrid system on 

a Euro engine, and that system should be up and running by the end of the week. Given that, we could 

run some comparison cycles for you (vehicle FTP vs engine FTP, no braking limit vs other braking limit 

schemes), but if you want to compare these results to anything we ran earlier or that you ran with another 

system, they may not be valid comparisons. The criteria emissions would not be particularly useful either, 

as the engine is not US certified and currently has no aftertreatment. If you need comparison data from 

the 2010 engine, we could certainly install that, but it would delay timing another week or so.

We can still meet the speed and load points from your cycle with this engine/system, and also should be 

able to run the torque curve tests as well (using those discrete/continuous procedures with a battery 

emulator, as well as the using a discrete point procedure that was suggested to us by Bill Martin (similar 

to 1065.510 (b)(5)(i) ))

Please send me the cycle you would like to have us run and I can make sure we'll be able to run it. If you 

would like to come down to Columbus while we run those tests, you would be more than welcome. If 

that's something you would like to do, let me know and I can nail down some testing dates for you.

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com, morgan.andreae@cummins.com

Cc: Jackson.Cleophas@epamail.epa.gov, Smith.Peter@epamail.epa.gov

Date: 05/23/2011 05:46 PM

Subject: Pretransmission testing

Hello Morgan and John,

I was wondering if Cummins would be willing to preform some testing on your hybrid to give a comparison 

between the proposed vehicle cycle and the FTP. I would like to provide a engine speed and torque vs. 

time trace that you would run your hybrid over while measuring CO2 emissions. The other data that I am 

interested in is the Cummins hybrid (280hp+30kW and 280hp calibration) over the FTP, without a brake 

limit. The last request that is of less importance to the previous request would be data comparing the 

engine map from your system with three different methods (discrete points, continuous and using a 

battery emulator instead of the battery). For the maps using discrete points and continuos data the 

methods that John has mentioned would be fine. The reason for this would be to see how a map 
generated with a battery emulator compares to maps measured using continuous data and discrete

points. Let me know if this is something Cummins is willing to do and I can provide the cycle to test. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Pretransmission testing

john.o'brien 

t

o

:

James Sanchez 05/24/2011 02:06 PM

Cc: morgan.andreae

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

History: This message has been replied to.

Hey James,

I think we could accommodate that testing for you. However, as of right now we don't have the same 

hybrid system (with the 2010 US engine) installed in a cell. We currently have a similar hybrid system on 

a Euro engine, and that system should be up and running by the end of the week. Given that, we could 

run some comparison cycles for you (vehicle FTP vs engine FTP, no braking limit vs other braking limit 

schemes), but if you want to compare these results to anything we ran earlier or that you ran with another 

system, they may not be valid comparisons. The criteria emissions would not be particularly useful either, 

as the engine is not US certified and currently has no aftertreatment. If you need comparison data from 

the 2010 engine, we could certainly install that, but it would delay timing another week or so.

We can still meet the speed and load points from your cycle with this engine/system, and also should be 

able to run the torque curve tests as well (using those discrete/continuous procedures with a battery 

emulator, as well as the using a discrete point procedure that was suggested to us by Bill Martin (similar 

to 1065.510 (b)(5)(i) ))

Please send me the cycle you would like to have us run and I can make sure we'll be able to run it. If you 

would like to come down to Columbus while we run those tests, you would be more than welcome. If 

that's something you would like to do, let me know and I can nail down some testing dates for you.

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com, morgan.andreae@cummins.com

Cc: Jackson.Cleophas@epamail.epa.gov, Smith.Peter@epamail.epa.gov

Date: 05/23/2011 05:46 PM
Subject: Pretransmission testing

Hello Morgan and John,

I was wondering if Cummins would be willing to preform some testing on your hybrid to give a comparison 

between the proposed vehicle cycle and the FTP. I would like to provide a engine speed and torque vs. 

time trace that you would run your hybrid over while measuring CO2 emissions. The other data that I am 

interested in is the Cummins hybrid (280hp+30kW and 280hp calibration) over the FTP, without a brake 

limit. The last request that is of less importance to the previous request would be data comparing the 

engine map from your system with three different methods (discrete points, continuous and using a 

battery emulator instead of the battery). For the maps using discrete points and continuos data the 

methods that John has mentioned would be fine. The reason for this would be to see how a map 

generated with a battery emulator compares to maps measured using continuous data and discrete 

points. Let me know if this is something Cummins is willing to do and I can provide the cycle to test. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Pretransmission testing

James Sanchez 

t

o

:

john.o'brien, morgan.andreae 05/23/2011 05:46 PM

Cc: Cleophas Jackson, Peter Smith

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com, morgan.andreae@cummins.com

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Peter Smith/AA/USEPA/US@EPA

Hello Morgan and John,

I was wondering if Cummins would be willing to preform some testing on your hybrid to give a comparison 

between the proposed vehicle cycle and the FTP. I would like to provide a engine speed and torque vs. 

time trace that you would run your hybrid over while measuring CO2 emissions. The other data that I am 

interested in is the Cummins hybrid (280hp+30kW and 280hp calibration) over the FTP, without a brake 

limit. The last request that is of less importance to the previous request would be data comparing the 

engine map from your system with three different methods (discrete points, continuous and using a 

battery emulator instead of the battery). For the maps using discrete points and continuos data the 

methods that John has mentioned would be fine. The reason for this would be to see how a map 

generated with a battery emulator compares to maps measured using continuous data and discrete 

points. Let me know if this is something Cummins is willing to do and I can provide the cycle to test. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Fw: CM2250 - ISB 200 Fault codes

James Sanchez 

t

o

:

john.o'brien 05/23/2011 03:02 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hello John,

Sorry I have been out of communication the last week. I have been really busy lately. I don't know if you 

have heard and update from the EMTC meeting from last week but there were some recommendations 

on how to map a hybrid. One was focus around discrete point mapping where more points would be need 

around maximum test speed (probably 2.5% power apart). The other was around the continuous 

mapping where there would a check that the power from the hybrid motor does not drop off more than a 

certain percent at each point. 

Also, I have attached a screen shoot of a few error codes that we have on the ISB200 that I wanted to run 

by you, to see if anything needs to be done.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 05/23/2011 02:54 PM -----

From: Ethan Schauer/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Date: 05/23/2011 02:53 PM

Subject: CM2250 - ISB 200 Fault codes

James, 

Here is a screen shot of the fault codes.

Thanks,

Ethan T. Schauer

Compliance Information Development Specialist 

Compliance Development Testing Group

U. S. Environmental Protection Agency

National Vehicle and Fuel Emissions Laboratory

(734) 214-4281

schauer.ethan@epa.gov
Revised Powerpack Cert Procedure Proposal

john.o'brien 

t

o

:

James Sanchez 05/17/2011 11:33 AM

Cc: Cleophas Jackson, Byron Bunker

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Byron Bunker/AA/USEPA/US@EPA

James,

Morgan asked me to simplify the wording in the "Transient Cycle Generation" part of the powerpack 

procedure.. For your records...

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Revised Powerpack Cert Procedure Proposal

john.o'brien 

t

o

:

James Sanchez 05/16/2011 09:32 AM

Cc: Cleophas Jackson, Byron Bunker, morgan.andreae

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Byron Bunker/AA/USEPA/US@EPA, 

morgan.andreae@cummins.com

James,

Here is a cleaned up version of the proposed cert procedure for the pre-transmission powerpack. I 

cleaned up the language a bit just to make sure it's on par with 1065 and replaced the torque curve 

verification step with a transient curve generation procedure (the "continuous" TC generation procedure 

we ran).

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Re: Proposed Pre-Trans Powerpack Cert Procedures 

James Sanchez 

t

o

:

john.o'brien 05/11/2011 04:49 PM

Cc: morgan.andreae

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com

John,

Is it possible to get a copy of the analysis Cummins has done to generate the brake limit? I assuming this 

is done in Matlab which would be fine.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, Here is the powerpack cert procedure w... 05/11/2011 02:00:27 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/11/2011 02:00 PM

Subject: Proposed Pre-Trans Powerpack Cert Procedures

James,

Here is the powerpack cert procedure we are proposing. I basically paraphrased the existing 

conventional engine cert procedure, and then showed where changes would need to be made in order to 

run a powerpack cert procedure. 

Over the next few days I will be working to make those same changes to the actual 1065 sections, 

improving the wording and adding details where required. The attached procedure is the executive 

summary of that.

Let me know what you think or if you have any questions.

Thanks!

____________________________
John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

[attachment "PowerPack Cert Procedures rev2.pdf" deleted by James Sanchez/AA/USEPA/US] 
Proposed Pre-Trans Powerpack Cert Procedures

john.o'brien 

t

o

:

James Sanchez 05/11/2011 02:00 PM

Cc: morgan.andreae

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

History: This message has been replied to and forwarded.

James,

Here is the powerpack cert procedure we are proposing. I basically paraphrased the existing 

conventional engine cert procedure, and then showed where changes would need to be made in order to 

run a powerpack cert procedure. 

Over the next few days I will be working to make those same changes to the actual 1065 sections, 

improving the wording and adding details where required. The attached procedure is the executive 

summary of that.

Let me know what you think or if you have any questions.

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Reflashing Cummins Engine in an Eaton Vehicle

James Sanchez 

t

o

:

john.o'brien 05/10/2011 05:42 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hello John,

It looks like Eaton will be loaning us a vehicle for the chassis testing at Environment Canada, but there is 

currently no one at available at Eaton to reflash the ECM. So I was wondering you had ideas on how we 

could have it done (Cummins Distributor?). The vehicle is currently in Galesburg, MI.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Fw: Vehicle FTP with grade

john.o'brien 

t

o

:

James Sanchez 05/06/2011 02:51 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been forwarded.

James,

Here is the latest vFTP with braking power.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

----- Forwarded by John O'brien/Ind/Cummins on 05/06/2011 02:50 PM -----

From: Zhen Sun/Corp/Cummins

To: John O'Brien/Ind/Cummins@Cummins

Date: 05/06/2011 02:40 PM

Subject: Re: Vehicle FTP with grade

John,

I misplaced the braking power part of the eFTP in the "Vehicle FTP" sheet. Now I moved it to the sheet 

"Engine FTP" in the attached excel file.

Thanks,

Zhen

From: Zhen Sun/Corp/Cummins
To: John O'Brien/Ind/Cummins@Cummins

Date: 05/06/2011 10:32 AM

Subject: Vehicle FTP with grade

John,

Attached is the latest vehicle ftp with grade and normalized braking power. The denormalized braking 

power can be found on column E and you need to input the engine rated power in the green box. 

Could you forward this file to James Sanchez? 

Thanks,

Zhen
Re: FTP Data 

James Sanchez 

t

o

:

john.o'brien 05/03/2011 05:29 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Sounds good.

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, After looking at this plot and again at the... 05/03/2011 05:07:20 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 05/03/2011 05:07 PM

Subject: Re: FTP Data

James,

After looking at this plot and again at the loggers we took last Friday, we're having no luck pinpointing why 

the engine would be performing as it is and why the system is responding to the FTP cycle as it is. 

Praveen and I are making arrangements to come up tomorrow (I just can't keep away...). We'll be leaving 

first thing in the morning, and hopefully get up there before noon. (I'm on the phone with the travel agent 

now. I'll call your cell when I'm free.)

Thanks.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov
To: john.o'brien@cummins.com

Date: 05/03/2011 04:23 PM

Subject: FTP Data

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

-----john.o'brien@cummins.com wrote: -----

To: James Sanchez/AA/USEPA/US@EPA

From: john.o'brien@cummins.com

Date: 05/03/2011 08:16AM

Subject: Re: Braking Limit

Sorry, missed the part about maximum braking torque. I'm in a mtg now, so might not be able to get that 

to you by 9. I'll get it to you asap... 

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 05/02/2011 06:41 PM

Subject: Braking Limit

Hey John,

I was wondering if you have a graph of the FTP with your to proposals for brake limits (40% of torque 

curve and vFTP derived) along with the maximum brake torque from your system. I am guessing you will 

want to stamp it confidential which is fine. I have a meeting at from 9 to 10 am tomorrow to discuss some 

of the open items for pre-transmission testing.
Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________[attachme

nt "data.doc" deleted by John O'brien/Ind/Cummins] 
Re: FTP Data

john.o'brien 

t

o

:

James Sanchez 05/03/2011 05:07 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

James,

After looking at this plot and again at the loggers we took last Friday, we're having no luck pinpointing why 

the engine would be performing as it is and why the system is responding to the FTP cycle as it is. 

Praveen and I are making arrangements to come up tomorrow (I just can't keep away...). We'll be leaving 

first thing in the morning, and hopefully get up there before noon. (I'm on the phone with the travel agent 

now. I'll call your cell when I'm free.)

Thanks.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 05/03/2011 04:23 PM

Subject: FTP Data

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439
sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

-----john.o'brien@cummins.com wrote: -----

To: James Sanchez/AA/USEPA/US@EPA

From: john.o'brien@cummins.com

Date: 05/03/2011 08:16AM

Subject: Re: Braking Limit

Sorry, missed the part about maximum braking torque. I'm in a mtg now, so might not be able to get that 

to you by 9. I'll get it to you asap... 

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 05/02/2011 06:41 PM

Subject: Braking Limit

Hey John,

I was wondering if you have a graph of the FTP with your to proposals for brake limits (40% of torque 

curve and vFTP derived) along with the maximum brake torque from your system. I am guessing you will 

want to stamp it confidential which is fine. I have a meeting at from 9 to 10 am tomorrow to discuss some 

of the open items for pre-transmission testing.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email
______________________________________________________________________

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________[attachme

nt "data.doc" deleted by John O'brien/Ind/Cummins] 
FTP Data

James Sanchez 

t

o

:

john.o'brien 05/03/2011 04:22 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

-----john.o'brien@cummins.com wrote: -----

To: James Sanchez/AA/USEPA/US@EPA

From: john.o'brien@cummins.com

Date: 05/03/2011 08:16AM

Subject: Re: Braking Limit

Sorry, missed the part about maximum braking torque. I'm in a mtg now, so might not be able to get that 

to you by 9. I'll get it to you asap... 

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 05/02/2011 06:41 PM

Subject: Braking Limit

Hey John,

I was wondering if you have a graph of the FTP with your to proposals for brake limits (40% of torque 

curve and vFTP derived) along with the maximum brake torque from your system. I am guessing you will 
want to stamp it confidential which is fine. I have a meeting at from 9 to 10 am tomorrow to discuss some

of the open items for pre-transmission testing.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________
Hybrid Calibration

James Sanchez 

t

o

:

john.o'brien 05/03/2011 11:13 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hey John,

I was wondering if you have decided if the calibration we have is okay to use or if you want to send us a 

new calibration. If what we have will work we will start running FTPs today. Also, I was wondering if you 

guys have put any thought into running SETs with hybrids. What I am wondering about is which torque 

curve (system or engine) in Cummins opinion should be used for the SET cycle.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Braking Limit 

James Sanchez 

t

o

:

john.o'brien 05/03/2011 08:31 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Thanks John!

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, Here's what I had handy. In this plot, the... 05/03/2011 08:15:26 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 05/03/2011 08:15 AM

Subject: Re: Braking Limit

James,

Here's what I had handy. In this plot, the braking part of the cycles are based on the two different torque 

curves, however. If we "denormalized" the vehicle FTP based on ~320hp, the braking torque would be 

slightly more negative, more closely matching the -40% line. Hope this helps.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 05/02/2011 06:41 PM
Subject: Braking Limit

Hey John,

I was wondering if you have a graph of the FTP with your to proposals for brake limits (40% of torque 

curve and vFTP derived) along with the maximum brake torque from your system. I am guessing you will 

want to stamp it confidential which is fine. I have a meeting at from 9 to 10 am tomorrow to discuss some 

of the open items for pre-transmission testing.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "EPA Powerpack Cycle.pdf" deleted by James Sanchez/AA/USEPA/US] 
Re: Braking Limit

john.o'brien 

t

o

:

James Sanchez 05/03/2011 08:16 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

Sorry, missed the part about maximum braking torque. I'm in a mtg now, so might not be able to get that 

to you by 9. I'll get it to you asap...

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 05/02/2011 06:41 PM

Subject: Braking Limit

Hey John,

I was wondering if you have a graph of the FTP with your to proposals for brake limits (40% of torque 

curve and vFTP derived) along with the maximum brake torque from your system. I am guessing you will 

want to stamp it confidential which is fine. I have a meeting at from 9 to 10 am tomorrow to discuss some 

of the open items for pre-transmission testing.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov
734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Braking Limit

john.o'brien 

t

o

:

James Sanchez 05/03/2011 08:15 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

James,

Here's what I had handy. In this plot, the braking part of the cycles are based on the two different torque 

curves, however. If we "denormalized" the vehicle FTP based on ~320hp, the braking torque would be 

slightly more negative, more closely matching the -40% line. Hope this helps.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 05/02/2011 06:41 PM

Subject: Braking Limit

Hey John,

I was wondering if you have a graph of the FTP with your to proposals for brake limits (40% of torque 

curve and vFTP derived) along with the maximum brake torque from your system. I am guessing you will 

want to stamp it confidential which is fine. I have a meeting at from 9 to 10 am tomorrow to discuss some 

of the open items for pre-transmission testing.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez
Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Braking Limit

James Sanchez 

t

o

:

john.o'brien 05/02/2011 06:41 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hey John,

I was wondering if you have a graph of the FTP with your to proposals for brake limits (40% of torque 

curve and vFTP derived) along with the maximum brake torque from your system. I am guessing you will 

want to stamp it confidential which is fine. I have a meeting at from 9 to 10 am tomorrow to discuss some 

of the open items for pre-transmission testing.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
EPA Testplan Needs

john.o'brien 

t

o

:

James Sanchez 05/02/2011 02:29 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Hey James,

Still working on the "derate" issue...

Morgan asked me to talk to you about what you guys need to wrap-up testing. Sounds like Cle wants to 

get the powerpack out of the cell in a week. Are you free this afternoon (after 3) to have a call? 

As I see it, we need to be able to demonstrate the pros and cons of the following procedures:

Torque Curve Generation:

 Traditional engine TC

 Discrete TC

 Continuous TC

 Prescribed TC with random point verification

Cycle Generation

 FTP speed and positive torque generated by torque curve

 FTP negative torque (during motoring sections) using one of two limits

 1. -40% of positive torque curve as negative torque limit (already in 1065)

 2. Negative torque limit from vFTP cycle braking torque

Basically, we need to figure out what needs to be done to get you the data you need. Let me know when 

you're free.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Images

john.o'brien 

t

o

:

James Sanchez 04/26/2011 09:51 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Sorry for the delay...got a bunch of huge emails all at once and had to do a little inbox cleaning,,,

Here are some images that should help navigate. We couldn't make much of the picture you sent, other 

than the drain plug (on the clutch) in the foreground and likely the spline shaft in the center of the picture. 

Not sure if the item towards the top is the side of the damper or not.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Re: Fuel Flow at Rated

john.o'brien 

t

o

:

James Sanchez 04/21/2011 05:52 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been forwarded.

Hey James,

It definitely looks like the battery contactors aren't closing, which is causing the hybrid system to be 

freewheeling along and creating the motor EMF that you may be seeing. (Just a theory, can't really 

confirm). I looked at some engine only data, and while I don't have that exact speed (if you have any 

even numbered speed data, that would help a little), at 2400rpm the fueling is only about 2% off, so the 

fueling looks about right. If there was an engine derate active, likely it would be bigger than 10%. We 

usually start at 25% in order to get the driver's attention. As long as the engine wasn't too hot or too cold, 

it doesn't look like there was an engine derate active.

Did you switch the 280 and 280+30 HCMs back and forth (ie, did you try the 280hp cal more than once)? 

If not, it's possible the battery contectors may have reset between the two...

Praveen is looking up some public CAN messages that might help us determine the problem. If you guys 

can rerun the curve and capture those messages, that could help us diagnose better.

I sent a replacement HCM out this morning, but I think I may have left a component out of the calibration. 

So when you get the HCM, I doubt it will work correctly. Sorry about that. Morgan and a group are 

coming up Tuesday (as you are probably aware). I will get another HCM out to you Monday morning, but 

I may tag along with that group if there is support available at the cell Tuesday afternoon so we can get 

our tool connected and get some fault codes, etc.

Regardless, I'll talk to you Monday (I'm out of town until then, but call me cell if you need anything). Have 

a good weekend.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 04/21/2011 03:06 PM
Subject: Fuel Flow at Rated

Hello John,

Here are the values that we measure at peak power when the engine was running without the hybrid. Let 

me know is there seems to be a derate.

2283 rpm

787 Nm

683.8 Fuel Rate (g/min )

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Fuel Flow at Rated

James Sanchez 

t

o

:

john.o'brien 04/21/2011 03:06 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hello John,

Here are the values that we measure at peak power when the engine was running without the hybrid. Let 

me know is there seems to be a derate.

2283 rpm

787 Nm

683.8 Fuel Rate (g/min )

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Continuos Torque Map 

James Sanchez 

t

o

:

john.o'brien 04/20/2011 10:46 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Thanks John. For the 150 rpm test, I am going to just cut off that last speed point so that the highest 

engine speed that is mapped is 2694 rpm.

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, I shortened it in 2 different ways. 04/20/2011 10:30:02 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 04/20/2011 10:30 AM

Subject: Re: Continuos Torque Map

James,

I shortened it in 2 different ways.

1) I reduced the settling time at the intermediate load and also shortened the "resting" periods. This got 

the cycle down to just over 3000sec. I don't think we can cut it down any further, plus we were pushing 

the battery temp limits with the old battery duty-cycle, so this one may not be promising...

2) I increased the RPM intervals to 200rpm from 150rpm. I noticed the SOC was not depleting as quickly 

as I was predicting when we ran the 150rpm intervals when we were up there, so I think we can lessen 

the number of ramps we do and not hit any derates. I think this test will actually work better than #1.

See attached for revised cycles.

Also, I think we had discussed the possibility of running a few random points of the stated torque curve as 

a substitute for running the entire torque curve. ie, the stated torque curve would be used to generate the 

cycle, but that torque curve would be verified at some critical areas. This type of procedure would be the 

most straightforward for different control strategies and battery types, and would ensure that the battery is 
not overworked. Since hybrid batteries are not intended to be run at full load for extended periods of time

to begin with, running them in this way to create a torque curve may not make sense anyway.

In order to avoid scams, the torque curve could be verified at a certain number of random points in 

predetermined speed ranges (ie, 3 random points will be run within +/-200rpm of the stated peak power, 3 

random points verified between the stated torque peak and the rated power, etc). Running 5-10 points for 

30 seconds each should work well, given we run at some intermediate load in between. I think the Euro6 

NTE zone regs have a random component to the testing, so this may not be unprecedented. Maybe you 

can take a look at what kind of points would be most useful in validating the stated torque curve, and what 

kind of pass/fail criteria could be used.

I think this last method may be the most expedient procedure to use. Let me know what you think.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 04/20/2011 09:17 AM

Subject: Continuos Torque Map

Hello John,

I was wondering if you have had a chance to look at shorting the torque curve cycle? If you don't think 

that you will be able to shorten to 3000 seconds or less we could just run the test as two separate tests. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________
This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "Shortened EPA TC tests.xlsx" deleted by James Sanchez/AA/USEPA/US] 
Re: Continuos Torque Map

john.o'brien 

t

o

:

James Sanchez 04/20/2011 10:30 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

James,

I shortened it in 2 different ways.

1) I reduced the settling time at the intermediate load and also shortened the "resting" periods. This got 

the cycle down to just over 3000sec. I don't think we can cut it down any further, plus we were pushing 

the battery temp limits with the old battery duty-cycle, so this one may not be promising...

2) I increased the RPM intervals to 200rpm from 150rpm. I noticed the SOC was not depleting as quickly 

as I was predicting when we ran the 150rpm intervals when we were up there, so I think we can lessen 

the number of ramps we do and not hit any derates. I think this test will actually work better than #1.

See attached for revised cycles.

Also, I think we had discussed the possibility of running a few random points of the stated torque curve as 

a substitute for running the entire torque curve. ie, the stated torque curve would be used to generate the 

cycle, but that torque curve would be verified at some critical areas. This type of procedure would be the 

most straightforward for different control strategies and battery types, and would ensure that the battery is 

not overworked. Since hybrid batteries are not intended to be run at full load for extended periods of time 

to begin with, running them in this way to create a torque curve may not make sense anyway.

In order to avoid scams, the torque curve could be verified at a certain number of random points in 

predetermined speed ranges (ie, 3 random points will be run within +/-200rpm of the stated peak power, 3 

random points verified between the stated torque peak and the rated power, etc). Running 5-10 points for 

30 seconds each should work well, given we run at some intermediate load in between. I think the Euro6 

NTE zone regs have a random component to the testing, so this may not be unprecedented. Maybe you 

can take a look at what kind of points would be most useful in validating the stated torque curve, and what 

kind of pass/fail criteria could be used.

I think this last method may be the most expedient procedure to use. Let me know what you think.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 04/20/2011 09:17 AM

Subject: Continuos Torque Map

Hello John,

I was wondering if you have had a chance to look at shorting the torque curve cycle? If you don't think 

that you will be able to shorten to 3000 seconds or less we could just run the test as two separate tests. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Continuos Torque Map

James Sanchez 

t

o

:

john.o'brien 04/20/2011 09:17 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hello John,

I was wondering if you have had a chance to look at shorting the torque curve cycle? If you don't think 

that you will be able to shorten to 3000 seconds or less we could just run the test as two separate tests. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Powerpack Testing Status

john.o'brien 

t

o

:

James Sanchez 04/12/2011 09:52 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Hey James,

How is testing going? If you had any successful cycles run, we would be interested in looking at the 

data/results to make sure they make sense. I know you mentioned something about sharing of data 

during a rulemaking process. Can you explain that further? Is that something we can talk to Cle about?

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
PowerPack Testing 28Mar2011

john.o'brien 

t

o

:

James Sanchez, Ethan Schauer, Carl Ryan 03/27/2011 05:54 PM

Cc: morgan.andreae

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA, Ethan Schauer/AA/USEPA/US@EPA, Carl 

Ryan/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Hey guys,

I was planning on driving up this afternoon, but our 3 year old decided to trip in the back yard and hurt his 

arm (seems to have bent a bone - they're still flexible I guess - or sprained something). Anyway, it has 

postponed my departure a bit (and my wife wasn't a fan of me leaving her with a screaming kid), so I'm 

just going to leave early tomorrow morning, aiming to get up there around 9 or 10.

On Friday we discussed the which vehicle signals are needed, and we confirmed that the system will work 

as intended with the original 3 signals:

1. Transmission in Gear signal

 - Transmission in Gear Signal (Selected_Gear) is a part of ETC2 message (PGN 61445 and SPN 

524)

 - This can basically be constant (the transmission always in gear from beginning of cycle), especially 

for this test, but we can play around with it.

2. Brake signal

 - J1939 message already successfully being passed to and processed by HCM

 - 2 different methods for obtaining signal

 - Signal can be derived from vFTP cycle (ON during deceleration or vehicle stopped)

 - Brake ON during motoring and idle sections of FTP

3. Vehicle Speed (although we need to change it to a tailshaft speed message)

 - For this calibration, this only needs to be Zero or Non-Zero

 - Based on vFTP vehicle speed with Tire Diameter and Final Drive Ratio assumed

 - J1939 Message

 - ETC1 message (PGN= 61442) to drive the tailshaft speed value via datalink. 

 - Set T_TSP_SensorType = 3 (DATALINK_TAILSHAFT_SPEED)

Hopefully, we can get AND back in to help set up these CAN messages. If this can be done first thing, we 

can redownload the calibration when I get there (so that we can fire again) and get running again. I'll be 

on the road, but feel free to call my cell if you need anything. Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Cell: 513-260-0233
Engine not firing

john.o'brien 

t

o

:

James Sanchez, Ethan Schauer 03/25/2011 08:35 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA, Ethan Schauer/AA/USEPA/US@EPA

James,

Sorry, I didn't see you called (or 3 other people for that matter) until we we almost home (~7:30pm).

I ran a comparison of the two calibrations I left you with, and I think I left the wrong vehicle speed 

parameters in the 280hp calibration. If you tried the 280+30 calibration, it should have started right up. 

I'm going to verify this with Praveen today, but I think that's the case. 

If the 280+30 calibration works, then we can go ahead and run it over the 280hp FTP (the performance 

will be identical as long as you the system runs at or below the 280hp torque curve).

Sorry about that. I'll call you later today and we can discuss this and the plans for next week.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Re: Testplan Ideas 

James Sanchez 

t

o

:

john.o'brien 03/21/2011 05:08 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Thanks John. I believe that I have already asked you this and gave me an answer, but do you have 

wiring diagrams for the engine? This could be useful to use if we need to trouble shoot problems after 

you are gone. 

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien ____________________________ John O'Brien 03/21/2011 04:30:57 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 03/21/2011 04:30 PM

Subject: Testplan Ideas

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

[attachment "EPA PowerPack Possible Testplan.xlsx" deleted by James Sanchez/AA/USEPA/US] 
Wiring Questions

john.o'brien 

t

o

:

James Sanchez 03/14/2011 10:58 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been forwarded.

Hey James,

Hopefully the following helps answer your questions...

HCM Connections:

We will need the three signals - VSS, Brake, and Transmission (I think all three can go over CAN)

The power and keyswitch are contained in the HCM harness, and should be labeled as such. 

Near the HCM connectors, Michael says there should be a breakout with extra plugs/connectors (he asks 

that you don't cut off any of the existing connectors - hence the spares)

Cooling loop instrumentation :

All we will need is a thermocouple at the Power Electronics inlet and one at the MG/hybrid housing inlet. 

A pressure tap or gauge at those locations as well will help tuning in the cooling loop flows.

Mag Pickup:

The component marked as loose is the mag pickup for our flywheel. The airgap needs to be set on this. 

Basically, if they can run it in until it hits a tooth (not a valley) and the back it out 0.5-1 turns, that should be 

fine. Again, this is just to monitor driveline torsional vibrations/speed variations.

RTDs from hybrid housing

OK, I forgot that at least one of those leads needs to go the the Power Electronics (provides a signal for 

thermal derate). I'm not sure if there are more than one with a connector on the end, but if so, please pick 

one and plug it into the PE.

Let me know if you needs anything else or more detail... If not we'll see you tomorrow afternoon.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

Re: Mounting Options at EPA 

James Sanchez 

t

o

:

john.o'brien 03/01/2011 10:43 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Great, we will plan on that then. We should actually be done with the Allison testing today (assuming no 

problems come up and the data looks good). 

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, I ran through some numbers and it looks... 03/01/2011 10:18:47 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 03/01/2011 10:18 AM

Subject: Mounting Options at EPA

James,

I ran through some numbers and it looks like mounting the system using the front engine mount and the 

engine flywheel housing mounting pads should be fine (the concern was bending on the rear face of the 

block).

I've passed my numbers onto our design guys, but I'm pretty sure we're well within the design limits, so 

you can move forward with that.

How's the Allison testing going?

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Mounting Options at EPA

john.o'brien 

t

o

:

James Sanchez 03/01/2011 10:18 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

James,

I ran through some numbers and it looks like mounting the system using the front engine mount and the 

engine flywheel housing mounting pads should be fine (the concern was bending on the rear face of the 

block).

I've passed my numbers onto our design guys, but I'm pretty sure we're well within the design limits, so 

you can move forward with that.

How's the Allison testing going?

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Re: Shipping Address 

James Sanchez 

t

o

:

john.o'brien 02/28/2011 09:15 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

John, I will get this out today. I haven't heard any additional information from what is being said in the 

media. So I don't really know how long it will be. My guess is that it could just delay our testing.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, Cummins Technical Center 02/25/2011 08:29:10 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 02/25/2011 08:29 AM

Subject: Re: Shipping Address

James,

Cummins Technical Center

Attn: John O'Brien

Receiving Location 10

1900 McKinley Ave

Columbus, IN 47201

One more thing I meant to ask when I was up there... this whole federal shutdown thing... any rumors on 

how likely it is and how long it would last? I assume it's probably a popular conversation topic around 

there. One way or another, it likely won't change our plans (it may affect them, but won't change them).

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc
Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 02/24/2011 05:04 PM

Subject: Shipping Address

John,

When you get a chance can you send me the address you want me to send the wiring harnesses to.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Shipping Address

James Sanchez 

t

o

:

john.o'brien 02/24/2011 05:04 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

John,

When you get a chance can you send me the address you want me to send the wiring harnesses to.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Slides

john.o'brien 

t

o

:

James Sanchez, Carl Ryan 02/22/2011 03:47 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA

History: This message has been forwarded.

Here are the files we showed today. I will send you our "array" files if you want to start on those. Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Re: Testing Update 

James Sanchez 

t

o

:

john.o'brien 02/16/2011 09:52 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hey John,

I am available after 3:45 pm. Will that work for you?

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien Hi James, Could you give me a call at your conv... 02/16/2011 06:54:41 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 02/16/2011 06:54 AM

Subject: Testing Update

Hi James,

Could you give me a call at your convenience today? (I'll likely be at the cell all day today, so use my cell, 

513-260-0233). 

I talked with Carl last week, and based on our progress here and your progress with testing with the 

Allison transmission, we're planning on delivering the system to you next Tuesday (Feb 22). I wanted to 

confirm that that's OK, or if the Allison testing will continue past next week. 

I also wanted to give you a heads up to an additional signal or two that it looks like we'll need you guys to 

broadcast over J1939 for our testing. We determined that a transmission gear signal (just going from 

neutral to drive) will keep us from having to alter the calibration. 

Just a brief call is required, but we can set something up for later today or tomorrow if we need to get 

more people involved. Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc
Ph: 812-377-7584
Testing Update

john.o'brien 

t

o

:

James Sanchez 02/16/2011 06:54 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

Hi James,

Could you give me a call at your convenience today? (I'll likely be at the cell all day today, so use my cell, 

513-260-0233). 

I talked with Carl last week, and based on our progress here and your progress with testing with the 

Allison transmission, we're planning on delivering the system to you next Tuesday (Feb 22). I wanted to 

confirm that that's OK, or if the Allison testing will continue past next week. 

I also wanted to give you a heads up to an additional signal or two that it looks like we'll need you guys to 

broadcast over J1939 for our testing. We determined that a transmission gear signal (just going from 

neutral to drive) will keep us from having to alter the calibration. 

Just a brief call is required, but we can set something up for later today or tomorrow if we need to get 

more people involved. Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Re: PowerPack Testing 

James Sanchez 

t

o

:

john.o'brien 02/07/2011 11:08 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hey John,

I just saw you email now. Let me see if i can gather a few people and then we will call you. thanks!

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien Can we make it 11? If that's OK, you can use th... 02/07/2011 09:42:14 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 02/07/2011 09:42 AM

Subject: Re: PowerPack Testing

Can we make it 11? If that's OK, you can use the bridge line number 877-810-9439, access code 

3400134. 

I've also got a couple of questions for you in the meantime...

What is the driveline setup in the test cell? We are having adapters made for two cases:

 1. We use your driveshaft and need an adapter between your Dana-Spicer flange and our DIN

 2. We need to use our vibradamp driveshaft and need an adapter to your dyno hub or torque flange. 

In this case, what would our driveshaft need to connect to? (ie, what is the bolt pattern on the torque 

flange or dyno hub? Is there some sort of adapter you are using that is different than the Dana-Spicer 

spec that you've already sent). 

We're waiting on the torsional analysis results to come back to tell us which setup we need to use.

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions
Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 02/07/2011 09:14 AM

Subject: Re: PowerPack Testing

I have time between 11 and 1pm and 2 to 3:30.

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 02/07/2011 09:12 AM

Subject: PowerPack Testing

Hey James,

Would you have some time today when I could give you a call? I'd like to give you an update on our end, 

see how your testing is going and also discuss a few items (ie, how we are going to generate our torque 

curve and then the FTP cycle). We've got a few ideas I would like to run by you to make sure we're not 

way off what you were envisioning...

Let me know and I'll set something up.
Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: PowerPack Testing

john.o'brien 

t

o

:

James Sanchez 02/07/2011 09:42 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

Can we make it 11? If that's OK, you can use the bridge line number 877-810-9439, access code 

3400134. 

I've also got a couple of questions for you in the meantime...

What is the driveline setup in the test cell? We are having adapters made for two cases:

 1. We use your driveshaft and need an adapter between your Dana-Spicer flange and our DIN

 2. We need to use our vibradamp driveshaft and need an adapter to your dyno hub or torque flange. 

In this case, what would our driveshaft need to connect to? (ie, what is the bolt pattern on the torque 

flange or dyno hub? Is there some sort of adapter you are using that is different than the Dana-Spicer 

spec that you've already sent). 

We're waiting on the torsional analysis results to come back to tell us which setup we need to use.

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 02/07/2011 09:14 AM

Subject: Re: PowerPack Testing
I have time between 11 and 1pm and 2 to 3:30.

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 02/07/2011 09:12 AM

Subject: PowerPack Testing

Hey James,

Would you have some time today when I could give you a call? I'd like to give you an update on our end, 

see how your testing is going and also discuss a few items (ie, how we are going to generate our torque 

curve and then the FTP cycle). We've got a few ideas I would like to run by you to make sure we're not 

way off what you were envisioning...

Let me know and I'll set something up.

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: PowerPack Testing 

James Sanchez 

t

o

:

john.o'brien 02/07/2011 09:14 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

I have time between 11 and 1pm and 2 to 3:30.

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien Hey James, Would you have some time today w... 02/07/2011 09:12:17 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 02/07/2011 09:12 AM

Subject: PowerPack Testing

Hey James,

Would you have some time today when I could give you a call? I'd like to give you an update on our end, 

see how your testing is going and also discuss a few items (ie, how we are going to generate our torque 

curve and then the FTP cycle). We've got a few ideas I would like to run by you to make sure we're not 

way off what you were envisioning...

Let me know and I'll set something up.

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
PowerPack Testing

john.o'brien 

t

o

:

James Sanchez 02/07/2011 09:12 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

Hey James,

Would you have some time today when I could give you a call? I'd like to give you an update on our end, 

see how your testing is going and also discuss a few items (ie, how we are going to generate our torque 

curve and then the FTP cycle). We've got a few ideas I would like to run by you to make sure we're not 

way off what you were envisioning...

Let me know and I'll set something up.

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Fw: Damper and Driveshaft information

James Sanchez 

t

o

:

john.o'brien 01/20/2011 04:20 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hello John,

Here is the info on the dampers and flange we have. There are two dampers that we have. The one we 

typically use for engine testing is described in the "Dana Dampened Driveshaft for HD Engine Test.pdf". 

The other pdf describes the damper we purchased for the post-transmission testing. Let me know if you 

need any more information.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 01/20/2011 04:15 PM -----

From: Carl Ryan/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Cc: Robert Caldwell/AA/USEPA/US@EPA, Ryan Szpara/AA/USEPA/US@EPA

Date: 01/20/2011 04:13 PM

Subject: Re: Damper and Driveshaft information 

James, 

The driveshaft that we would normally use for engine testing is shown on the drawing attached. 

This one uses the Dana Spicer 1810 flanges. 

thanks, Carl

James Sanchez Thanks for the clarification and for the info. James 01/20/2011 03:32:26 PM

From: James Sanchez/AA/USEPA/US

To: Ryan Szpara/AA/USEPA/US@EPA

Cc: Carl Ryan/AA/USEPA/US@EPA, Robert Caldwell/AA/USEPA/US@EPA

Date: 01/20/2011 03:32 PM
Subject: Re: Damper and Driveshaft information 

Thanks for the clarification and for the info.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Ryan Szpara James, Bob will correct me if I am wrong, but the... 01/20/2011 03:29:13 PM

James Sanchez Do you think that flange will work for the Cummi... 01/20/2011 03:21:34 PM

Robert Caldwell James, 01/20/2011 03:05:57 PM
Re: Simulation Discussion this afternoon 

James Sanchez 

t

o

:

john.o'brien 01/19/2011 09:07 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

John,

4pm worked for Carl.

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, Here is the call-in info for the call this aft... 01/19/2011 08:58:22 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 01/19/2011 08:58 AM

Subject: Simulation Discussion this afternoon

James,

Here is the call-in info for the call this afternoon at 4pm. Let me know if anything changes....

USA Toll-Free: (877)810-9439 

USA Caller Paid/International Toll: (636)651-3189 

ACCESS CODE: 3400134 

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Simulation Discussion this afternoon

john.o'brien 

t

o

:

James Sanchez 01/19/2011 08:58 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

James,

Here is the call-in info for the call this afternoon at 4pm. Let me know if anything changes....

USA Toll-Free: (877)810-9439 

USA Caller Paid/International Toll: (636)651-3189 

ACCESS CODE: 3400134 

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Controls Setup Options

john.o'brien 

t

o

:

James Sanchez 01/18/2011 10:43 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been forwarded.

Hi James,

We've been discussing how to handle the vehicle signals (mainly braking and gear status, mainly), and 

have come up with a couple of options we'd like to discuss.

1) Cummins would provide a simulation box to run real time vehicle simulation and feed vehicle signals to 

test cell and hybrid controller in a closed loop setup. We'll need to make sure we can communicate with 

both the test cell and the hybrid controller. 

2) Generate an open loop speed, load and vehicle signal file to feed to the test cell control and the hybrid 

controller. This would make the demonstration setup much simpler, however we would need you to get 

us the cycles you want to run ahead of time so that we can preprocess them.

- For example, for powerpack only testing, this would include the speed/load trace for an ISC torque curve 

conventional FTP and the vehicle signals generated offline for that cycle in simulation/cybercell at 1 sec 

time steps.

- For the vehicle FTP testing, both the speed/load trace and the vehicle signals would be generated by our 

vehicle cycle simulations offline, and fed to the test cell and HCM. 

 

For the open loop option, there are some concerns about control windup when we take the feedback 

away. We will be running those in our cell here to verify, but would like to have some additional dyno 

information as a first check: accel and decel rates/responses, full motor to full load response times, etc.

Also, could you check on the specs for the driveline components in the test cell? You sent the dyno 

specs, but we still need to run some torsional simulations to see if we need to provide a driveshaft as well 

(the lead time on those sims can be long so we need to get them started asap).

Can we set up a call tomorrow to review these options and make sure that your test cell systems are 

capable of handling either one? Give me a call on my cell or at my desk and we can set up a time. 

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

Cell: 513-260-0233
Fw: short list of dyno specs for hd 1

James Sanchez 

t

o

:

john.o'brien 01/13/2011 04:00 PM

Cc: Charles Schenk, Carl Ryan

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Cc: Charles Schenk/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA

Hello John,

Here is the info on the dyno and the flange. We will be sending the specs on our drive-shaft and damper 

in a later email.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 01/13/2011 03:58 PM -----

From: Carl Ryan/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA

Date: 01/13/2011 03:56 PM

Subject: short list of dyno specs for hd1

James, 

Here is the list of items that Cummins was asking about. 

I also included a sheet about the Spicer flange. 

Can you forward these to the right person?

thanks, Carl
Re: Bellhousing Type 

James Sanchez 

t

o

:

john.o'brien 01/12/2011 02:36 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Thanks John!

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, All the flexplate and flywheel housing par... 01/12/2011 02:34:43 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 01/12/2011 02:34 PM

Subject: Re: Bellhousing Type

James,

All the flexplate and flywheel housing parts were sent out this afternoon. Ideally you'll see them tomorrow, 

but at least by Friday. 

I threw a copy of this in the shipment, but I attached a couple of schematics to aid in part identification...

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: John O'Brien/Ind/Cummins
To: Sanchez.James@epamail.epa.gov

Cc: morgan.andreae@cummins.com

Date: 01/07/2011 03:58 PM

Subject: Re: Bellhousing Type

James,

I ordered the SAE#3 flywheel housing (and mounting hardware) and the flexplate (including crank and 

torque converter adapters) for the Allison transmission. Should get here Monday and then I'll have them 

overnighted to you.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com

Cc: john.o'brien@cummins.com

Date: 01/04/2011 02:53 PM

Subject: Bellhousing Type

Hello Morgan,

I sent this question to John, but since he was out I was hoping you could answer my questions. Is the bell 

housing on the ISB200 an SAE #2 or #3? If it is an SAE #2 could it be changed to a #3?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105
734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "FH and FW book1.xlsx" deleted by James Sanchez/AA/USEPA/US] 
EPA/Cummins PowerPack Testing Discussion

john.o'brien 

t

o

:

James Sanchez 01/11/2011 10:46 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Hey James,

I've scheduled a call from 1-2pm on Thursday, 13 Jan, to review some of the setup and test cell details 

concerning the powerpack testing of our hybrid system.

Here is the call information:

USA Toll-Free: (877)810-9439 

USA Caller Paid/International Toll: (636)651-3189 

ACCESS CODE: 3400134 

Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Re: Bellhousing Type 

James Sanchez 

t

o

:

john.o'brien 01/07/2011 04:02 PM

Cc: morgan.andreae

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com

John, thanks for the quick turn around. Have a nice weekend.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, I ordered the SAE#3 flywheel housing (a... 01/07/2011 03:58:57 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 01/07/2011 03:58 PM

Subject: Re: Bellhousing Type

James,

I ordered the SAE#3 flywheel housing (and mounting hardware) and the flexplate (including crank and 

torque converter adapters) for the Allison transmission. Should get here Monday and then I'll have them 

overnighted to you.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com

Cc: john.o'brien@cummins.com

Date: 01/04/2011 02:53 PM

Subject: Bellhousing Type

Hello Morgan,

I sent this question to John, but since he was out I was hoping you could answer my questions. Is the bell 

housing on the ISB200 an SAE #2 or #3? If it is an SAE #2 could it be changed to a #3?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Bellhousing Type

john.o'brien 

t

o

:

James Sanchez 01/07/2011 03:58 PM

Cc: morgan.andreae

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

History: This message has been replied to.

James,

I ordered the SAE#3 flywheel housing (and mounting hardware) and the flexplate (including crank and 

torque converter adapters) for the Allison transmission. Should get here Monday and then I'll have them 

overnighted to you.

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com

Cc: john.o'brien@cummins.com

Date: 01/04/2011 02:53 PM

Subject: Bellhousing Type

Hello Morgan,

I sent this question to John, but since he was out I was hoping you could answer my questions. Is the bell 

housing on the ISB200 an SAE #2 or #3? If it is an SAE #2 could it be changed to a #3?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Bell Housing Type

James Sanchez 

t

o

:

john.o'brien 01/04/2011 02:47 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hello John,

I left you message on this but I though I would send you an email also. I was wondering if the bell housing 

on the ISB200 is an SAE #2 or #3? If it is a SAE #2 could it be changed to a #3?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Test Cell Instrumentation

john.o'brien 

t

o

:

James Sanchez 12/13/2010 07:38 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been forwarded.

Hey James,

We're putting together the hybrid system we're going to be sending you guys in Feb-Mar of next year. 

The engine will have been run in a cell prior, and will have basic test cell instrumentation in place (oil rifle 

P, oilpan T, coolant out T, etc). Cna you remind me what type thermocouples you guys use there? I can 

make sure to have the right ones installed to make the installation a little smoother. Thanks!

____________________________

John O'Brien

Senior Engineer - Combustion/Performance/Emissions

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Crankcase vent

James Sanchez 

t

o

:

john.o'brien 09/29/2010 11:36 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hey John,

For this engine where does Cummins connect the crankcase vent into the system. Currently we have it in 

the exhaust after the SCR, but it seems to be pressurizing the crankcase and throwing a fault.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Cummins Contact

john.o'brien 

t

o

:

Ryan Szpara 09/10/2010 09:17 AM

Cc: john.o'brien, morgan.andreae, Carl Ryan, James Sanchez

From: john.o'brien@cummins.com

To: Ryan Szpara/AA/USEPA/US@EPA

Cc: john.o'brien@cummins.com, morgan.andreae@cummins.com, Carl 

Ryan/AA/USEPA/US@EPA, James Sanchez/AA/USEPA/US@EPA

Ryan,

A starter is on it's way for the ISB (shipped overnight but will probably arrive Monday).

As we discussed, many components are provided and installed by the OEM (so our engine is shipped 

without). In this case, it appears the starter, alternator, hydraulic pump and cooling fan are all provided by 

the OEM, so we don't have part numbers for what exactly goes on the truck. 

I would caution against adding on accessories, however, because this would make the test results 

specific to the setup for a single vehicle. Current engine-only dyno cert is not done with accessories. 

There is only the stipulation for application of a curb idle torque for engine ratings were 70% of engines 

sold are mated to an automatic transmission.

Thanks, and let me know if you need anything else!

____________________________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Szpara.Ryan@epamail.epa.gov

To: Sanchez.James@epamail.epa.gov

Cc: Ryan.Carl@epamail.epa.gov, john.o'brien@cummins.com, morgan.andreae@cummins.com

Date: 09/09/2010 11:42 AM

Subject: Re: Cummins Contact

James,
I called Cummins Bridgeway to get a starter for the engine in HD1, they do not have a part number for it.

I need your contact with Cummins so that I can be supplied a starter for the engine.

Thank You

Ryan Szpara

734-214-4530

734-223-3096

-----James Sanchez/AA/USEPA/US wrote: -----

To: Ryan Szpara/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA

From: James Sanchez/AA/USEPA/US

Date: 09/09/2010 11:09AM

Cc: john.o'brien@cummins.com, morgan.andreae@cummins.com

Subject: Cummins Contact

Hello Ryan,

Here are my contacts with Cummins. Can you send me the problems that your are having so that I can 

be up to date.

John's cell: 513-260-0233

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Dosing System Installation Guidelines 

James Sanchez 

t

o

:

john.o'brien 09/01/2010 10:26 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

 Hey John,

Things are going fine. We are currently modifying the exhaust but hope to have 

that done tomorrow. One thing that I want to ask you was if you could supply 

a starter for the engine. With the transmission installed we won't be able to 

use the dyno to start the engine. 

Thanks

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 

 -----john.o'brien@cummins.com wrote: -----

 =======================

 To: James Sanchez/AA/USEPA/US@EPA

 From: john.o'brien@cummins.com

 Date: 09/01/2010 10:03AM 

 Subject: Re: Dosing System Installation Guidelines

 =======================

 James,

How's everything going? I assume no news is good news...

Any update on the powerpack test plan?

____________________________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

 
Re: Dosing System Installation Guidelines

john.o'brien 

t

o

:

James Sanchez 09/01/2010 10:04 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

James,

How's everything going? I assume no news is good news...

Any update on the powerpack test plan?

____________________________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Re: Dosing System Installation Guidelines 

James Sanchez 

t

o

:

john.o'brien 08/19/2010 10:11 AM

Cc: Peter Smith

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Cc: Peter Smith/AA/USEPA/US@EPA

Hey John,

Here is the test for the engine only testing. We haven't put anything together for the powerpack testing 

but I will likely be a number of vehicle drive cycles .

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien Hi James, Could you send me a copy of your tes... 08/19/2010 09:53:41 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: Peter Smith/AA/USEPA/US@EPA

Date: 08/19/2010 09:53 AM

Subject: Re: Dosing System Installation Guidelines

Hi James,

Could you send me a copy of your test plan for the engine only and for the powerpack testing? We are 

wondering what specific cycles you are planning to run and what measurements you will be taking. 

Thanks!
From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Cc: Smith.Peter@epamail.epa.gov

Date: 08/18/2010 01:43 PM

Subject: Re: Dosing System Installation Guidelines

Hey John,

Since the tank and lines went out today I am guessing we will receive it all tomorrow, correct? 

We keyed on the ecu today w/o starting it and we had a few error come up. Two of them we think we 

have a temporary solution for (0222 and 0691), by connecting the sensor from a 2007 ISB that we have 

but the third error we need some help solving. Also, if you could send us the barometric pressure sensor 

and the intake temperature sensor that would be helpful. Another question was if we could run the engine 

w/o DEF. If possible we would like to run the engine to make sure there are not any other codes and to 

possibly check that there is not too large of a temperature dope across the downpipe. Could you also 

explain how we get the engine at the operating condition to check the delta T across the downpipe. Is 

there a option in INSITE to do this?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 08/17/2010 04:52 PM

Subject: Re: Dosing System Installation Guidelines
James,

I was trying to find something better for you, but there is still a 2 week lead time for the unheated urea 

lines. The supplier is trying to pull that up, so if I can get something else quickly, I will get those to you. In 

the meantime, the urea tank and supply lines I have are being shipped out tomorrow morning. These are 

shorter than I would like, but were all I could get on short notice. They are also heated, and the harness I 

sent has the heating connectors capped with resistors (keep these free of anything, by the way, as they 

could get hot during the diagnostic check - the heaters themselves won't ever be turned on). 

Anyway, I'll give you a call in the morning to check and see how things are progressing. I hope I'm not 

being too big of a bottleneck, but haven't had much time to dedicate to this. Thanks!

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 08/16/2010 05:36 PM

Subject: Re: Dosing System Installation Guidelines

Thanks John! Can you also find out where the crank-case vent should go in the exhaust (before or after 

the aftertreatment)?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 08/16/2010 03:19 PM

Subject: Dosing System Installation Guidelines
James,

It was recommended that I not send the document I was going to send. It contains proprietary information 

and testing setup/procedures, and even though there is a nondisclosure agreement in place, there are 

more public documents that would be better.

I should have sent these in the first place in advance of the engine. I apologize for that oversight...

Engine Data Sheet

Engine Performance Data Sheet

Application Engineering Bulletins

21.78 is the 2010 automotive DPF installation requirements (downpipe temperature drop spec, etc)

21.79 is the SCR installation requirements (decomp tube orientation, doser coolant plumbing, etc)

21.81 is the SCR controls interface bulletin.

Let me know if you need any further information.

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

[attachment "D313008BX03.pdf" deleted by James Sanchez/AA/USEPA/US] [attachment "FR92494.pdf" 

deleted by James Sanchez/AA/USEPA/US] [attachment "aeb02178.pdf" deleted by James 

Sanchez/AA/USEPA/US] [attachment "aeb02179.pdf" deleted by James Sanchez/AA/USEPA/US] 

[attachment "aeb02181.pdf" deleted by James Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.
For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Dosing System Installation Guidelines

john.o'brien 

t

o

:

James Sanchez 08/18/2010 09:54 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been forwarded.

James,

Sorry about the message earlier...I was walking out to my car and my mind totally blanked. Oh well.

So, to answer your questions... You can run the engine without the DEF tank or DEF, but you will have 

fault codes and encounter a derate fairly quickly (I don't know what the exact grace period is).

As to checking the temperature drop, you really need to have access to the calibration with our Calterm 

tool. With this, you can command the engine to go into a non-mission DPF regen, and it is under this 

condition that the temperature drop is specified. I am not aware of how to toggle this without the 

calibration opened up. I can check with the application engineering folks tomorrow to see if there is 

another way to do this.

If nothing else, I will be in Michigan this weekend. I could stay over until Monday and come over and 

connect to the ECM and command the regen so we can check it out. Let me check if my Calterm is 

working (we switched over to new laptops last week and I've heard there have been some problems with 

drivers). Anyway, I'll let you know.

Thanks.

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Cc: Smith.Peter@epamail.epa.gov

Date: 08/18/2010 01:43 PM

Subject: Re: Dosing System Installation Guidelines
Hey John,

Since the tank and lines went out today I am guessing we will receive it all tomorrow, correct? 

We keyed on the ecu today w/o starting it and we had a few error come up. Two of them we think we 

have a temporary solution for (0222 and 0691), by connecting the sensor from a 2007 ISB that we have 

but the third error we need some help solving. Also, if you could send us the barometric pressure sensor 

and the intake temperature sensor that would be helpful. Another question was if we could run the engine 

w/o DEF. If possible we would like to run the engine to make sure there are not any other codes and to 

possibly check that there is not too large of a temperature dope across the downpipe. Could you also 

explain how we get the engine at the operating condition to check the delta T across the downpipe. Is 

there a option in INSITE to do this?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 08/17/2010 04:52 PM

Subject: Re: Dosing System Installation Guidelines

James,

I was trying to find something better for you, but there is still a 2 week lead time for the unheated urea 

lines. The supplier is trying to pull that up, so if I can get something else quickly, I will get those to you. In 

the meantime, the urea tank and supply lines I have are being shipped out tomorrow morning. These are 

shorter than I would like, but were all I could get on short notice. They are also heated, and the harness I 

sent has the heating connectors capped with resistors (keep these free of anything, by the way, as they 

could get hot during the diagnostic check - the heaters themselves won't ever be turned on). 

Anyway, I'll give you a call in the morning to check and see how things are progressing. I hope I'm not 

being too big of a bottleneck, but haven't had much time to dedicate to this. Thanks!
From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 08/16/2010 05:36 PM

Subject: Re: Dosing System Installation Guidelines

Thanks John! Can you also find out where the crank-case vent should go in the exhaust (before or after 

the aftertreatment)?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 08/16/2010 03:19 PM

Subject: Dosing System Installation Guidelines

James,

It was recommended that I not send the document I was going to send. It contains proprietary information 
and testing setup/procedures, and even though there is a nondisclosure agreement in place, there are

more public documents that would be better.

I should have sent these in the first place in advance of the engine. I apologize for that oversight...

Engine Data Sheet

Engine Performance Data Sheet

Application Engineering Bulletins

21.78 is the 2010 automotive DPF installation requirements (downpipe temperature drop spec, etc)

21.79 is the SCR installation requirements (decomp tube orientation, doser coolant plumbing, etc)

21.81 is the SCR controls interface bulletin.

Let me know if you need any further information.

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

[attachment "D313008BX03.pdf" deleted by James Sanchez/AA/USEPA/US] [attachment "FR92494.pdf" 

deleted by James Sanchez/AA/USEPA/US] [attachment "aeb02178.pdf" deleted by James 

Sanchez/AA/USEPA/US] [attachment "aeb02179.pdf" deleted by James Sanchez/AA/USEPA/US] 

[attachment "aeb02181.pdf" deleted by James Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Error Codes

James Sanchez 

t

o

:

john.o'brien 08/18/2010 01:45 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Dosing System Installation Guidelines 

James Sanchez 

t

o

:

john.o'brien 08/18/2010 01:43 PM

Cc: Peter Smith

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Cc: Peter Smith/AA/USEPA/US@EPA

Hey John,

Since the tank and lines went out today I am guessing we will receive it all tomorrow, correct? 

We keyed on the ecu today w/o starting it and we had a few error come up. Two of them we think we 

have a temporary solution for (0222 and 0691), by connecting the sensor from a 2007 ISB that we have 

but the third error we need some help solving. Also, if you could send us the barometric pressure sensor 

and the intake temperature sensor that would be helpful. Another question was if we could run the engine 

w/o DEF. If possible we would like to run the engine to make sure there are not any other codes and to 

possibly check that there is not too large of a temperature dope across the downpipe. Could you also 

explain how we get the engine at the operating condition to check the delta T across the downpipe. Is 

there a option in INSITE to do this?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, I was trying to find something better for y... 08/17/2010 04:52:49 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 08/17/2010 04:52 PM

Subject: Re: Dosing System Installation Guidelines

James,

I was trying to find something better for you, but there is still a 2 week lead time for the unheated urea 

lines. The supplier is trying to pull that up, so if I can get something else quickly, I will get those to you. In 

the meantime, the urea tank and supply lines I have are being shipped out tomorrow morning. These are 

shorter than I would like, but were all I could get on short notice. They are also heated, and the harness I 

sent has the heating connectors capped with resistors (keep these free of anything, by the way, as they 

could get hot during the diagnostic check - the heaters themselves won't ever be turned on). 
Anyway, I'll give you a call in the morning to check and see how things are progressing. I hope I'm not 

being too big of a bottleneck, but haven't had much time to dedicate to this. Thanks!

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 08/16/2010 05:36 PM

Subject: Re: Dosing System Installation Guidelines

Thanks John! Can you also find out where the crank-case vent should go in the exhaust (before or after 

the aftertreatment)?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 08/16/2010 03:19 PM

Subject: Dosing System Installation Guidelines
James,

It was recommended that I not send the document I was going to send. It contains proprietary information 

and testing setup/procedures, and even though there is a nondisclosure agreement in place, there are 

more public documents that would be better.

I should have sent these in the first place in advance of the engine. I apologize for that oversight...

Engine Data Sheet

Engine Performance Data Sheet

Application Engineering Bulletins

21.78 is the 2010 automotive DPF installation requirements (downpipe temperature drop spec, etc)

21.79 is the SCR installation requirements (decomp tube orientation, doser coolant plumbing, etc)

21.81 is the SCR controls interface bulletin.

Let me know if you need any further information.

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

[attachment "D313008BX03.pdf" deleted by James Sanchez/AA/USEPA/US] [attachment "FR92494.pdf" 

deleted by James Sanchez/AA/USEPA/US] [attachment "aeb02178.pdf" deleted by James 

Sanchez/AA/USEPA/US] [attachment "aeb02179.pdf" deleted by James Sanchez/AA/USEPA/US] 

[attachment "aeb02181.pdf" deleted by James Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Dosing System Installation Guidelines 

James Sanchez 

t

o

:

john.o'brien 08/17/2010 04:59 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Thanks for the update.

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, I was trying to find something better for y... 08/17/2010 04:52:49 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 08/17/2010 04:52 PM

Subject: Re: Dosing System Installation Guidelines

James,

I was trying to find something better for you, but there is still a 2 week lead time for the unheated urea 

lines. The supplier is trying to pull that up, so if I can get something else quickly, I will get those to you. In 

the meantime, the urea tank and supply lines I have are being shipped out tomorrow morning. These are 

shorter than I would like, but were all I could get on short notice. They are also heated, and the harness I 

sent has the heating connectors capped with resistors (keep these free of anything, by the way, as they 

could get hot during the diagnostic check - the heaters themselves won't ever be turned on). 

Anyway, I'll give you a call in the morning to check and see how things are progressing. I hope I'm not 

being too big of a bottleneck, but haven't had much time to dedicate to this. Thanks!
From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 08/16/2010 05:36 PM

Subject: Re: Dosing System Installation Guidelines

Thanks John! Can you also find out where the crank-case vent should go in the exhaust (before or after 

the aftertreatment)?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 08/16/2010 03:19 PM

Subject: Dosing System Installation Guidelines

James,

It was recommended that I not send the document I was going to send. It contains proprietary information 

and testing setup/procedures, and even though there is a nondisclosure agreement in place, there are 

more public documents that would be better.

I should have sent these in the first place in advance of the engine. I apologize for that oversight...

Engine Data Sheet

Engine Performance Data Sheet

Application Engineering Bulletins
21.78 is the 2010 automotive DPF installation requirements (downpipe temperature drop spec, etc)

21.79 is the SCR installation requirements (decomp tube orientation, doser coolant plumbing, etc)

21.81 is the SCR controls interface bulletin.

Let me know if you need any further information.

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

[attachment "D313008BX03.pdf" deleted by James Sanchez/AA/USEPA/US] [attachment "FR92494.pdf" 

deleted by James Sanchez/AA/USEPA/US] [attachment "aeb02178.pdf" deleted by James 

Sanchez/AA/USEPA/US] [attachment "aeb02179.pdf" deleted by James Sanchez/AA/USEPA/US] 

[attachment "aeb02181.pdf" deleted by James Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Dosing System Installation Guidelines 

James Sanchez 

t

o

:

john.o'brien 08/16/2010 05:36 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Thanks John! Can you also find out where the crank-case vent should go in the exhaust (before or after 

the aftertreatment)?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, It was recommended that I not send the... 08/16/2010 03:19:47 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 08/16/2010 03:19 PM

Subject: Dosing System Installation Guidelines

James,

It was recommended that I not send the document I was going to send. It contains proprietary information 

and testing setup/procedures, and even though there is a nondisclosure agreement in place, there are 

more public documents that would be better.

I should have sent these in the first place in advance of the engine. I apologize for that oversight...

Engine Data Sheet

Engine Performance Data Sheet

Application Engineering Bulletins

21.78 is the 2010 automotive DPF installation requirements (downpipe temperature drop spec, etc)
21.79 is the SCR installation requirements (decomp tube orientation, doser coolant plumbing, etc)

21.81 is the SCR controls interface bulletin.

Let me know if you need any further information.

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

[attachment "D313008BX03.pdf" deleted by James Sanchez/AA/USEPA/US] [attachment "FR92494.pdf" 

deleted by James Sanchez/AA/USEPA/US] [attachment "aeb02178.pdf" deleted by James 

Sanchez/AA/USEPA/US] [attachment "aeb02179.pdf" deleted by James Sanchez/AA/USEPA/US] 

[attachment "aeb02181.pdf" deleted by James Sanchez/AA/USEPA/US] 
Re: Fw: Cummins 2010 

James Sanchez 

t

o

:

john.o'brien 08/12/2010 03:50 PM

Cc: Craig Swan, Justin Schweigert, Dale VanErp

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Cc: Craig Swan/AA/USEPA/US@EPA, Justin Schweigert/AA/USEPA/US@EPA, Dale 

VanErp/AA/USEPA/US@EPA

Hello John,

We have a 55 gallon tank of urea so if the pump you provided is able pull from the tank we won't need you 

to send a tank. If you have extra push-lock fittings that we can use to connect the pump to the tank that 

would be helpful, otherwise we might be able to make something work.

When sending things tomorrow people, please reply to everyone on this email. Thanks for your help.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, I can work on the spreadsheet tomorrow... 08/12/2010 02:44:06 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 08/12/2010 02:44 PM

Subject: Re: Fw: Cummins 2010

James,

I can work on the spreadsheet tomorrow and get that to you. 

Let me check with our supplier on the urea supply lines. Sometimes the have them in stock, sometimes it 

takes a few weeks. I'm pretty sure I can get you a vehicle urea tank, which may be on the small side and 

require frequent checks and fill-ups, depending on how we run the engine). 

I will get you an update this afternoon or tomorrow morning.

_______________

John O'Brien

CPE Engineer

Power Systems Group
Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com

Date: 08/12/2010 12:28 PM

Subject: Fw: Cummins 2010

Hey John,

Below is a list of things that I was hoping you could get for us.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 08/12/2010 12:27 PM -----

From: Justin Schweigert/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Cc: Dale VanErp/AA/USEPA/US@EPA, Craig Swan/AA/USEPA/US@EPA, Maria Peralta/AA/USEPA/US@EPA

Date: 08/12/2010 12:18 PM

Subject: Cummins 2010

James,

I have tried to come up with everything that we may need for testing and included it in this email.

Dipstick (We have one without a tube that goes to crankcase. A matched stick and tube would be great 
so we know they are correct for oil level.)

Urea tank

Urea injector supply line

Urea injector coolant lines (The injector lines are all a push-lock type connector that we do not have on 

hand.)

Wiring harness diagram (For our records and to ensure proper wiring)

Smart Sheet that is attached:

 ECM voltage

 Throttle voltage

 Intake Manifold set point at restrictions

 Intake restriction

 Exhaust restriction

 Overspeed rpm

 rotational inertia

 idle speed

 intercooler restriction (delta p)

 I didn't list all that is needed from the smart sheet, but those are the important factors for testing

Thank you for your assistance and we will proceed with each as we get them. Please let me know if you 

have any questions.

Thanks,

Justin

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________[attachme

nt "smart sheet.xls" deleted by John O'Brien/Ind/Cummins] 
Re: Fw: Cummins 2010

john.o'brien 

t

o

:

James Sanchez 08/12/2010 02:44 PM

Cc: morgan.andreae

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

History: This message has been replied to.

James,

I can work on the spreadsheet tomorrow and get that to you. 

Let me check with our supplier on the urea supply lines. Sometimes the have them in stock, sometimes it 

takes a few weeks. I'm pretty sure I can get you a vehicle urea tank, which may be on the small side and 

require frequent checks and fill-ups, depending on how we run the engine). 

I will get you an update this afternoon or tomorrow morning.

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com

Date: 08/12/2010 12:28 PM

Subject: Fw: Cummins 2010

Hey John,

Below is a list of things that I was hoping you could get for us.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 08/12/2010 12:27 PM -----

From: Justin Schweigert/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Cc: Dale VanErp/AA/USEPA/US@EPA, Craig Swan/AA/USEPA/US@EPA, Maria Peralta/AA/USEPA/US@EPA

Date: 08/12/2010 12:18 PM

Subject: Cummins 2010

James,

I have tried to come up with everything that we may need for testing and included it in this email.

Dipstick (We have one without a tube that goes to crankcase. A matched stick and tube would be great 

so we know they are correct for oil level.)

Urea tank

Urea injector supply line

Urea injector coolant lines (The injector lines are all a push-lock type connector that we do not have on 

hand.)

Wiring harness diagram (For our records and to ensure proper wiring)

Smart Sheet that is attached:

 ECM voltage

 Throttle voltage

 Intake Manifold set point at restrictions

 Intake restriction

 Exhaust restriction

 Overspeed rpm

 rotational inertia

 idle speed

 intercooler restriction (delta p)

 I didn't list all that is needed from the smart sheet, but those are the important factors for testing

Thank you for your assistance and we will proceed with each as we get them. Please let me know if you 

have any questions.

Thanks,

Justin
______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________[attachme

nt "smart sheet.xls" deleted by John O'Brien/Ind/Cummins] 
Fw: Cummins 2010

James Sanchez 

t

o

:

john.o'brien 08/12/2010 12:28 PM

Cc: morgan.andreae

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com

Hey John,

Below is a list of things that I was hoping you could get for us.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 08/12/2010 12:27 PM -----

From: Justin Schweigert/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Cc: Dale VanErp/AA/USEPA/US@EPA, Craig Swan/AA/USEPA/US@EPA, Maria 

Peralta/AA/USEPA/US@EPA

Date: 08/12/2010 12:18 PM

Subject: Cummins 2010

James,

I have tried to come up with everything that we may need for testing and included it in this email.

Dipstick (We have one without a tube that goes to crankcase. A matched stick and tube would be great 

so we know they are correct for oil level.)

Urea tank

Urea injector supply line

Urea injector coolant lines (The injector lines are all a push-lock type connector that we do not have on 

hand.)

Wiring harness diagram (For our records and to ensure proper wiring)

Smart Sheet that is attached:

ECM voltage

Throttle voltage

Intake Manifold set point at restrictions

Intake restriction

Exhaust restriction

Overspeed rpm

rotational inertia
idle speed

intercooler restriction (delta p)

I didn't list all that is needed from the smart sheet, but those are the important factors for testing

Thank you for your assistance and we will proceed with each as we get them. Please let me know if you 

have any questions.

Thanks,

Justin
Re: Testcell Wiring Harness for ISB

john.o'brien 

t

o

:

James Sanchez 08/11/2010 09:43 AM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been forwarded.

James,

I have the ECM side of the test cell harness on hand (below). I've got a call in to get a complete pinout, so 

I will forward that on when I get it.

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
Re: Testcell Wiring Harness for ISB

john.o'brien 

t

o

:

James Sanchez 08/10/2010 02:16 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

James,

Sorry, my phone died this morning, and I just now got back to my desk to charge it and get your message. 

The temperature drop between the turbine outlet and the DOC inlet is supposed to be less than 35 degC 

(during a non-mission (stationary) DPF regeneration). There is a procedure in an Application Engineering 

Bulletin that runs through a test to determine this drop, but it requires you to have the ECM calibration tool 

to get flow rate information and to command the regen. 

However, if you are using double wall tubing, 5 feet sounds OK. It's hard to exactly replicate the low flow, 

high temp conditions seen during a stationary regen without actually doing a regen, so I'm not sure what a 

good temp drop would be at idle or at rated...let me check into it some more. I'd say go ahead with your 

planned installation and if it's way off I'll let you know.

Thanks!

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 08/10/2010 01:16 PM

Subject: Re: Testcell Wiring Harness for ISB

Hey John,

I will have the ask the technicians to get all the details but I will only look into it if the harness doesn't work. 

Also, I left you a message about the length of the pipe between the turbo and the DOC. We are planning 
on putting the catalyst near the floor so the pipe could be 5 ft long. If we double wall the pipe will that

length be okay?

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 08/10/2010 01:08 PM

Subject: Re: Testcell Wiring Harness for ISB

Hi James,

The harness that I sent you was our standard test cell harness, which, as far as I know, does not split the 

signal. There may be something I am unaware of (since we have a pretty standard test cell setup), but I 

(and the controls guys I asked) don't know why we would have to split the signal. The two locations you 

are referring to are two pin locations on the ECM, or one to the ECM and one to a test cell device?

Sorry that I'm not more help on this. Let me know if the harness I sent works or not. Thanks!

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 08/09/2010 05:00 PM

Subject: Re: Testcell Wiring Harness for ISB
John,

For the harness you will be sending will it already have the parts necessary to split the analog throttle 

signal we will be sending it. I sure your aware of this, but to clarify on the previous engines that we have 

run the throttle signal had to be sent to two locations, one with the full voltage and the other with half that 

amount. The last harness we bought from Gartech had this built, but other haven't, so I wanted to know if 

the harness that you will be sending has this modification or not.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com, Carl Ryan/AA/USEPA/US@EPA

Date: 08/09/2010 03:56 PM

Subject: Re: Testcell Wiring Harness for ISB

James,

Sure, I can overnight one to you. We've got them in stock here. I will get one on it's way no later than 

tomorrow morning.

Also, the urea deposit you have in the decomp tube is not unexpected (thanks for the picture). There are 

controls in place to detect a build up and eliminate it. It may have not gotten far enough during the run-in 

cycle to activate the algorithm. You can manually clean it out if you want, or once the cell is ready to run 

you can run a rated point for 1-2 hours in order to completely get rid of the deposit.

We can talk about this as you get closer. Thanks!

_______________

John O'Brien

CPE Engineer

Power Systems Group
Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com, Ryan.Carl@epamail.epa.gov

Date: 08/09/2010 02:18 PM

Subject: Testcell Wiring Harness for ISB

Hello John and Morgan,

Is there a wiring harness that can be sent to us for the powerpack testing? We can order one but in the 

past the lead time has been a couple of weeks. If possible we would like a harness with both J1939 and 

analog communication for the throttle.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Testcell Wiring Harness for ISB 

James Sanchez 

t

o

:

john.o'brien 08/10/2010 01:15 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hey John,

I will have the ask the technicians to get all the details but I will only look into it if the harness doesn't work. 

Also, I left you a message about the length of the pipe between the turbo and the DOC. We are planning 

on putting the catalyst near the floor so the pipe could be 5 ft long. If we double wall the pipe will that 

length be okay?

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien Hi James, The harness that I sent you was our s... 08/10/2010 01:08:10 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 08/10/2010 01:08 PM

Subject: Re: Testcell Wiring Harness for ISB

Hi James,

The harness that I sent you was our standard test cell harness, which, as far as I know, does not split the 

signal. There may be something I am unaware of (since we have a pretty standard test cell setup), but I 

(and the controls guys I asked) don't know why we would have to split the signal. The two locations you 

are referring to are two pin locations on the ECM, or one to the ECM and one to a test cell device?

Sorry that I'm not more help on this. Let me know if the harness I sent works or not. Thanks!

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Date: 08/09/2010 05:00 PM

Subject: Re: Testcell Wiring Harness for ISB

John,

For the harness you will be sending will it already have the parts necessary to split the analog throttle 

signal we will be sending it. I sure your aware of this, but to clarify on the previous engines that we have 

run the throttle signal had to be sent to two locations, one with the full voltage and the other with half that 

amount. The last harness we bought from Gartech had this built, but other haven't, so I wanted to know if 

the harness that you will be sending has this modification or not.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com, Carl Ryan/AA/USEPA/US@EPA

Date: 08/09/2010 03:56 PM

Subject: Re: Testcell Wiring Harness for ISB

James,

Sure, I can overnight one to you. We've got them in stock here. I will get one on it's way no later than 

tomorrow morning.

Also, the urea deposit you have in the decomp tube is not unexpected (thanks for the picture). There are 
controls in place to detect a build up and eliminate it. It may have not gotten far enough during the run-in

cycle to activate the algorithm. You can manually clean it out if you want, or once the cell is ready to run 

you can run a rated point for 1-2 hours in order to completely get rid of the deposit.

We can talk about this as you get closer. Thanks!

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com, Ryan.Carl@epamail.epa.gov

Date: 08/09/2010 02:18 PM

Subject: Testcell Wiring Harness for ISB

Hello John and Morgan,

Is there a wiring harness that can be sent to us for the powerpack testing? We can order one but in the 

past the lead time has been a couple of weeks. If possible we would like a harness with both J1939 and 

analog communication for the throttle.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.
For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Testcell Wiring Harness for ISB 

James Sanchez 

t

o

:

john.o'brien 08/09/2010 05:00 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

John,

For the harness you will be sending will it already have the parts necessary to split the analog throttle 

signal we will be sending it. I sure your aware of this, but to clarify on the previous engines that we have 

run the throttle signal had to be sent to two locations, one with the full voltage and the other with half that 

amount. The last harness we bought from Gartech had this built, but other haven't, so I wanted to know if 

the harness that you will be sending has this modification or not.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, Sure, I can overnight one to you. We've... 08/09/2010 03:56:26 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com, Carl Ryan/AA/USEPA/US@EPA

Date: 08/09/2010 03:56 PM

Subject: Re: Testcell Wiring Harness for ISB

James,

Sure, I can overnight one to you. We've got them in stock here. I will get one on it's way no later than 

tomorrow morning.

Also, the urea deposit you have in the decomp tube is not unexpected (thanks for the picture). There are 

controls in place to detect a build up and eliminate it. It may have not gotten far enough during the run-in 

cycle to activate the algorithm. You can manually clean it out if you want, or once the cell is ready to run 

you can run a rated point for 1-2 hours in order to completely get rid of the deposit.

We can talk about this as you get closer. Thanks!

_______________

John O'Brien

CPE Engineer

Power Systems Group
Cummins, Inc

Ph: 812-377-7584

From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com, Ryan.Carl@epamail.epa.gov

Date: 08/09/2010 02:18 PM

Subject: Testcell Wiring Harness for ISB

Hello John and Morgan,

Is there a wiring harness that can be sent to us for the powerpack testing? We can order one but in the 

past the lead time has been a couple of weeks. If possible we would like a harness with both J1939 and 

analog communication for the throttle.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Testcell Wiring Harness for ISB 

James Sanchez 

t

o

:

john.o'brien 08/09/2010 03:58 PM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Thanks! John

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

john.o'brien James, Sure, I can overnight one to you. We've... 08/09/2010 03:56:26 PM

From: john.o'brien@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com, Carl Ryan/AA/USEPA/US@EPA

Date: 08/09/2010 03:56 PM

Subject: Re: Testcell Wiring Harness for ISB

James,

Sure, I can overnight one to you. We've got them in stock here. I will get one on it's way no later than 

tomorrow morning.

Also, the urea deposit you have in the decomp tube is not unexpected (thanks for the picture). There are 

controls in place to detect a build up and eliminate it. It may have not gotten far enough during the run-in 

cycle to activate the algorithm. You can manually clean it out if you want, or once the cell is ready to run 

you can run a rated point for 1-2 hours in order to completely get rid of the deposit.

We can talk about this as you get closer. Thanks!

_______________

John O'Brien

CPE Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-7584
From: Sanchez.James@epamail.epa.gov

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com, Ryan.Carl@epamail.epa.gov

Date: 08/09/2010 02:18 PM

Subject: Testcell Wiring Harness for ISB

Hello John and Morgan,

Is there a wiring harness that can be sent to us for the powerpack testing? We can order one but in the 

past the lead time has been a couple of weeks. If possible we would like a harness with both J1939 and 

analog communication for the throttle.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Testcell Wiring Harness for ISB

James Sanchez 

t

o

:

john.o'brien 08/09/2010 02:18 PM

Cc: morgan.andreae, Carl Ryan

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Cc: morgan.andreae@cummins.com, Carl Ryan/AA/USEPA/US@EPA

Hello John and Morgan,

Is there a wiring harness that can be sent to us for the powerpack testing? We can order one but in the 

past the lead time has been a couple of weeks. If possible we would like a harness with both J1939 and 

analog communication for the throttle.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Picture of Urea Solids

James Sanchez 

t

o

:

john.o'brien 08/06/2010 10:48 AM

From: James Sanchez/AA/USEPA/US

To: john.o'brien@cummins.com

Hey John,

Attached is the picture.

Thanks!

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Fw: Vehicle FTP

mahesh.m.kumar 

t

o

:

Peter Smith 12/23/2010 02:45 PM

Cc: Cleophas Jackson, morgan.andreae, James Sanchez, Charles 

Schenk

From: mahesh.m.kumar@cummins.com

To: Peter Smith/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, morgan.andreae@cummins.com, James 

Sanchez/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA

Hi Peter

I ran the cycle with different vehicles, details of one of which is included below:

GEM Class 6/7 Vehicle:

Another vehicle that I used was the one as defined by you (see below):

For this vehicle I assumed the same accessory loads as the Class 6/7 GEM vehicle and a nominal 

transmission. I was able to follow the cycle with both vehicles without much trouble.

As for some of the cycle statistics, please find some information below as compared to the GEM transient 
cycle and HD-UDDS:

There may be some scope for reducing the peak acceleration at a couple of points and I will look into that, 

but that should not affect following of the trace too much. Let me know if you have other thoughts or any 

questions. 

Thanks 

Mahesh

---

Mahesh M Kumar

Senior Engineer

Power Systems Group

Cummins Inc.

Ph: (812) 377 6130

Email: mahesh.m.kumar@cummins.com

From: Smith.Peter@epamail.epa.gov

To: mahesh.m.kumar@cummins.com

Cc: Schenk.Charles@epamail.epa.gov, Jackson.Cleophas@epamail.epa.gov, Sanchez.James@epamail.epa.gov, 

morgan.andreae@cummins.com

Date: 12/23/2010 02:19 PM

Subject: Re: Fw: Vehicle FTP

Mahesh,

Could you let me know the vehicle parameters that you are using for your model. Our modeled hybrid fed 

ex truck is not capable of achieving the accelerations in the cycle and I was just wondering what specs 

you were using for your new model.

Thanks,
Peter

*******************************************************

Peter Smith

Mechanical Engineer

Assessment and Standards Division

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

(734) 214-4425

*******************************************************

From: mahesh.m.kumar@cummins.com

To: Peter Smith/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, morgan.andreae@cummins.com, James Sanchez/AA/USEPA/US@EPA, Charles 

Schenk/AA/USEPA/US@EPA

Date: 12/22/2010 07:32 PM

Subjec

t:

Re: Fw: Vehicle FTP

Hi Peter

Yes, the new speed traces provided to you in the last two revisions are in m/s. The units change was 

made to be more consistent with the way our tools handle speeds and to follow the SI nomenclature. 

Feel free to mail us if you have other questions. 

Thanks

Mahesh

---

Mahesh M Kumar

Senior Engineer

Power Systems Group

Cummins Inc.

Ph: (812) 377 6130

Email: mahesh.m.kumar@cummins.com

From: Smith.Peter@epamail.epa.gov

To: morgan.andreae@cummins.com

Cc: Sanchez.James@epamail.epa.gov, mahesh.m.kumar@cummins.com, Jackson.Cleophas@epamail.epa.gov, 

Schenk.Charles@epamail.epa.gov

Date: 12/22/2010 04:21 PM
Subject: Re: Fw: Vehicle FTP

Morgan,

I was just looking at the files and wanted to confirm units. The unit of speed in the very original trace (4 

engines + average)) was mph. In these two revisions the speed is now in m/s. Is this correct? Just 

wanted to make sure this unit change was intentional.

Peter

*******************************************************

Peter Smith

Mechanical Engineer

Assessment and Standards Division

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

(734) 214-4425

*******************************************************

From: morgan.andreae@cummins.com

To: Peter Smith/AA/USEPA/US@EPA

Cc: mahesh.m.kumar@cummins.com, James Sanchez/AA/USEPA/US@EPA

Date: 12/22/2010 03:54 PM

Subject: Fw: Vehicle FTP

Hi Peter,

We caught a glitch in a our cycle algorithm. Please use this one instead.

We are still doing analysis, tweaking our assumptions, and making sure this makes sense. Given the 

holiday I'm not sure we will provide another update before the end of year - but we will be putting together 

a detailed explanation of our assumptions as well as comparison with other cycles.

If you have input, we are very interested.

Have a great holiday/new year.
Morgan [attachment "Vehicle FTP_rev2.xlsx" deleted by Peter Smith/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Fw: Vehicle FTP

mahesh.m.kumar 

t

o

:

Peter Smith 12/22/2010 07:32 PM

Cc: Cleophas Jackson, morgan.andreae, James Sanchez, Charles 

Schenk

From: mahesh.m.kumar@cummins.com

To: Peter Smith/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, morgan.andreae@cummins.com, James 

Sanchez/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA

Hi Peter

Yes, the new speed traces provided to you in the last two revisions are in m/s. The units change was 

made to be more consistent with the way our tools handle speeds and to follow the SI nomenclature. 

Feel free to mail us if you have other questions. 

Thanks

Mahesh

---

Mahesh M Kumar

Senior Engineer

Power Systems Group

Cummins Inc.

Ph: (812) 377 6130

Email: mahesh.m.kumar@cummins.com

From: Smith.Peter@epamail.epa.gov

To: morgan.andreae@cummins.com

Cc: Sanchez.James@epamail.epa.gov, mahesh.m.kumar@cummins.com, Jackson.Cleophas@epamail.epa.gov, 

Schenk.Charles@epamail.epa.gov

Date: 12/22/2010 04:21 PM

Subject: Re: Fw: Vehicle FTP

Morgan,

I was just looking at the files and wanted to confirm units. The unit of speed in the very original trace (4 

engines + average)) was mph. In these two revisions the speed is now in m/s. Is this correct? Just 

wanted to make sure this unit change was intentional.
Peter

*******************************************************

Peter Smith

Mechanical Engineer

Assessment and Standards Division

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

(734) 214-4425

*******************************************************

From: morgan.andreae@cummins.com

To: Peter Smith/AA/USEPA/US@EPA

Cc: mahesh.m.kumar@cummins.com, James Sanchez/AA/USEPA/US@EPA

Date: 12/22/2010 03:54 PM

Subject: Fw: Vehicle FTP

Hi Peter,

We caught a glitch in a our cycle algorithm. Please use this one instead.

We are still doing analysis, tweaking our assumptions, and making sure this makes sense. Given the 

holiday I'm not sure we will provide another update before the end of year - but we will be putting together 

a detailed explanation of our assumptions as well as comparison with other cycles.

If you have input, we are very interested.

Have a great holiday/new year.

Morgan [attachment "Vehicle FTP_rev2.xlsx" deleted by Peter Smith/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Duty cycle

mahesh.m.kumar 

t

o

:

Peter Smith, James Sanchez 12/20/2010 08:32 PM

Cc: morgan.andreae, Cleophas Jackson, thomas.a.dollmeyer

From: mahesh.m.kumar@cummins.com

To: Peter Smith/AA/USEPA/US@EPA, James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com, Cleophas Jackson/AA/USEPA/US@EPA, 

thomas.a.dollmeyer@cummins.com

Hi Peter, James

Please find an updated vehicle FTP cycle attached with this mail. 

The acceleration and deceleration events have been revised to be more realistic and a couple of other 

issues have been corrected. Let me know if you have any questions regarding the same.

Thanks

Mahesh

From: Morgan Andreae/Auto/Cummins

To: Sanchez.James@epamail.epa.gov

Cc: Mahesh M Kumar/Ind/Cummins@Cummins

Date: 12/20/2010 07:35 PM

Subject: Duty cycle

Hi James, 

You should receive an updated vehicle FTP cycle this evening. We did discover a couple issues as we 

dug into it, and but I think we're making progress. We can review.

You mentioned that you are working through some test cell issues, but may be able to share some data in 

the future. I've been asked by my management for an update the first week in January on the progress of 

the testing, so I'd like to get a bit more detail if possible. 

- Test plan

 What cycles? What vehicle assumptions? What data collected?

- Timing

 When will testing be complete?

- Data
 What data will be collected? What will be shared?

I'm happy to discuss in more detail.

Morgan
Hybrid Data and Simulation

James Sanchez 

t

o

:

morgan.andreae, john.o'brien, zhen.sun 07/06/2011 02:46 PM

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com, john.o'brien@cummins.com, zhen.sun@cummins.com

Hello everyone,

I was wondering when you guys plan to have some data and simulation results to share? We are getting 

very close to being shut out of making any changes to the rule.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
background vehicle cycle data

morgan.andreae 

t

o

:

Cleophas Jackson 06/13/2011 08:35 PM

Cc: James Sanchez, robert.a.jorgensen, jackie.m.yeager

From: morgan.andreae@cummins.com

To: Cleophas Jackson/AA/USEPA/US@EPA

Cc: James Sanchez/AA/USEPA/US@EPA, robert.a.jorgensen@cummins.com, 

jackie.m.yeager@cummins.com

Cummins has no objection to EPA including the background vehicle cycle data provided on May 31st as 

part of the justification for the GEM cycle weightings for hybrids. Please let me know if you have any 

questions,

Thanks,

Morgan Andreae
Re: Analysis to Support Hybrid Weightings 

James Sanchez 

t

o

:

morgan.andreae 06/10/2011 10:05 AM

Cc: zhen.sun, Cleophas Jackson

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com

Cc: zhen.sun@cummins.com, Cleophas Jackson/AA/USEPA/US@EPA

That would work for us. Do you have a number that we can call or do you want me to setup a conference 

call?

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

morgan.andreae I'm free 1-1:30. If you want to have a longer disc... 06/10/2011 10:03:45 AM

From: morgan.andreae@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: zhen.sun@cummins.com

Date: 06/10/2011 10:03 AM

Subject: Re: Analysis to Support Hybrid Weightings

I'm free 1-1:30. If you want to have a longer discussion, earlier would be better.

From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com

Date: 06/10/2011 10:00 AM

Subject: Analysis to Support Hybrid Weightings

Hello Morgan,

Cle, was wondering if you are available today at 1 PM EST to talk about the analysis used to create the 

cycle weightings for hybrids that EMA proposed. Will that time work for you?

Thanks,

James
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Analysis to Support Hybrid Weightings

James Sanchez 

t

o

:

morgan.andreae 06/10/2011 10:00 AM

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com

Follow Up: Urgent Priority. 

Hello Morgan,

Cle, was wondering if you are available today at 1 PM EST to talk about the analysis used to create the 

cycle weightings for hybrids that EMA proposed. Will that time work for you?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Fw: EPA testing - test cell setup/material 

James Sanchez 

t

o

:

morgan.andreae 01/06/2011 04:48 PM

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com

Yes, that sounds good.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

morgan.andreae 1 PM would work for us. Would you like to get P... 01/06/2011 04:36:33 PM

From: morgan.andreae@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 01/06/2011 04:36 PM

Subject: Re: Fw: EPA testing - test cell setup/material

1 PM would work for us.

Would you like to get Peter Smith involved and have a cycle discussion as well?

From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com

Date: 01/06/2011 02:36 PM

Subject: Re: Fw: EPA testing - test cell setup/material

I haven't heard back from Christopher from Allison but 1pm works for most of us at the EPA.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez
Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: morgan.andreae@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 01/06/2011 02:33 PM

Subject: Re: Fw: EPA testing - test cell setup/material

Can we do something in the afternoon? I'm tied up all morning.

From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com

Cc: Ryan.Carl@epamail.epa.gov, Schenk.Charles@epamail.epa.gov, Jackson.Cleophas@epamail.epa.gov, 

gregory.a.weber@cummins.com, john.o'brien@cummins.com, kevin.augustin@cummins.com, Caldwell.Robert@epamail.epa.gov, 

Szpara.Ryan@epamail.epa.gov

Date: 01/06/2011 01:47 PM

Subject: Re: Fw: EPA testing - test cell setup/material

A conference call would be a good idea. What time slots work for you tomorrow? We can also go over 

the scope at that point. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Fro

m:

morgan.andreae@cummins.com

To: James Sanchez/AA/USEPA/US@EPA
Cc: Robert Caldwell/AA/USEPA/US@EPA, gregory.a.weber@cummins.com, Cleophas Jackson/AA/USEPA/US@EPA, 

john.o'brien@cummins.com, kevin.augustin@cummins.com, Carl Ryan/AA/USEPA/US@EPA, Charles 

Schenk/AA/USEPA/US@EPA, Ryan Szpara/AA/USEPA/US@EPA

Dat

e:

01/06/2011 01:28 PM

Su

bje

ct:

Re: Fw: EPA testing - test cell setup/material

James, Can we set up a call for tomorrow afternoon to review? 

I think maybe we had a miscommunication on our side. If we know what transmission we may be able to 

provide appropriate interface.

I'd also be interested in understanding the scope of the next round of testing - if you can share. Let me 

know 

From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com, john.o'brien@cummins.com, kevin.augustin@cummins.com, 

gregory.a.weber@cummins.com

Cc: Schenk.Charles@epamail.epa.gov, Caldwell.Robert@epamail.epa.gov, Ryan.Carl@epamail.epa.gov, 

Szpara.Ryan@epamail.epa.gov, Jackson.Cleophas@epamail.epa.gov

Date: 01/06/2011 12:28 PM

Subject: Fw: EPA testing - test cell setup/material

Below is an email from Allison on there experience installing there transmission on a ISB. Any thoughts 

on addressing Christopher's concerns would be appreciated. I know John O'Brien was going to get back 

with me tomorrow on a solution he had.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 01/06/2011 12:20 PM -----

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 01/06/2011 11:23 AM

Subject: Re: EPA testing - test cell setup/material

Thanks for the info!

I may have mentioned some of this the other day:

About 2 months ago we attempted to install an LCT onto a #2 ISB Cummins in

one of our test cells. That configuration is apparently European only, and

we managed to get a most of the required parts from Europe but it took a

lot of luck and time. We then discovered that we required a special

starter motor adapter, and that became another hurdle, and our local

Cummins dealer was reportedly unable to obtain that component. At that

point we decided to swap the rear engine cover to a #3, which we have done

in the past on ISBs. I would anticipate your Cummins rep will tell you

that the rear engine cover can be changed to #3. If not, we'll have to

figure out what to do next.

I'll get the proper flange for you to put on the transmission.

Also:

The transmission will require a heat exchanger for the fluid. Do you have

components that could be used or ???

(Embedded image moved to file: pic12998.jpg)

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 01/06/2011 08:54 christopher.demko@allisontransmissi 

 AM on.com 

 cc 

 

 Subject 

 Re: EPA testing - test cell 

 setup/material 
So, I just talked with someone at Cummins and the bellhousing is an SAE #2

and it is not likely that the bellhousing could be changed, but he is still

looking into it. Also, the flange specification that I sent you was the

flange on the output shaft of the current transmission we are testing, so

if you are able to deliver the Allison transmission with the same flange it

will make the installation much easier. Let me know if you have any other

questions.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

 

From: christopher.demko@allisontransmission.com 

To: James Sanchez/AA/USEPA/US@EPA 

Date: 12/22/2010 11:45 AM 

Subject: Re: EPA testing - test cell setup/material 

That info helps!

Regarding the coupling between transmission and dyne: I initially planned

on getting a mating flange for the one you have, however any misalignment

between engine/trans and the dyne will surely lead to durability issues

with the components.

So - do you use a driveshaft between trans and dyne, or ???

Any pictures you can send of your setup will help clue me for other

questions/concerns to address.

(Embedded image moved to file: pic08719.jpg)

 Sanchez.James@epa

 mail.epa.gov

 To

 12/15/2010 05:11 christopher.demko@allisontransmissi

 PM on.com
 cc

 Subject

 Re: EPA testing - test cell

 setup/material

Hello Chris,

1) The starter we are using has 10 teeth

2) SAE#2

3) If this is the harness between the transmission and the Arens shifter

mechanism we would need a 50 ft cable. We might be able to work with

something shorter but the one we are currently using is 50ft.

4) see attached pdf. for the type of flange on our dyno.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 12/15/2010 08:30 AM

Subject: EPA testing - test cell setup/material

I've been given some of the emails between Allison and the EPA. As part

of this project, I'm presuming that I might need to collect some items that

we will send in order to put an LCT transmission into the EPA's testcell.

I'm anticipating:
a complete transmission

transmission adaptation components (couples engine and torque converter)

Arens shifter mechanism and harness (to shift transmission between

forward, neutral, reverse)

TCM (the electronic control module)

a harness for the TCM, made 30 (?) feet long with blunt-cut ends

schematic of the TCM harness wiring

an output yoke/flange to connect to the dyne

Questions I have:

Does the engine have an 8-pitch or 10-pitch starter motor?

Does the engine have an SAE #2 or #3 bellhousing?

Would the 30 feet harness be sufficient length or do you need longer?

What flange or U-joint series is used to connect to the dyne/brake?

Any photos you can send of your test cell will surely be beneficial also!

(Embedded image moved to file: pic06193.jpg)[attachment "pic06193.jpg"

deleted by James Sanchez/AA/USEPA/US] [attachment "Spicer Flange on

Dyno.pdf" deleted by Christopher J Demko/US/ATI][attachment "pic08719.jpg"

deleted by James Sanchez/AA/USEPA/US]

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________[attachme

nt "pic12998.jpg" deleted by Morgan Andreae/Auto/Cummins] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Fw: EPA testing - test cell setup/material 

James Sanchez 

t

o

:

morgan.andreae 01/06/2011 02:36 PM

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com

I haven't heard back from Christopher from Allison but 1pm works for most of us at the EPA.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

morgan.andreae Can we do something in the afternoon? I'm tied... 01/06/2011 02:33:05 PM

From: morgan.andreae@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 01/06/2011 02:33 PM

Subject: Re: Fw: EPA testing - test cell setup/material

Can we do something in the afternoon? I'm tied up all morning.

From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com

Cc: Ryan.Carl@epamail.epa.gov, Schenk.Charles@epamail.epa.gov, Jackson.Cleophas@epamail.epa.gov, 

gregory.a.weber@cummins.com, john.o'brien@cummins.com, kevin.augustin@cummins.com, Caldwell.Robert@epamail.epa.gov, 

Szpara.Ryan@epamail.epa.gov

Date: 01/06/2011 01:47 PM

Subject: Re: Fw: EPA testing - test cell setup/material

A conference call would be a good idea. What time slots work for you tomorrow? We can also go over 

the scope at that point. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Fro

m:

morgan.andreae@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: Robert Caldwell/AA/USEPA/US@EPA, gregory.a.weber@cummins.com, Cleophas Jackson/AA/USEPA/US@EPA, 

john.o'brien@cummins.com, kevin.augustin@cummins.com, Carl Ryan/AA/USEPA/US@EPA, Charles 

Schenk/AA/USEPA/US@EPA, Ryan Szpara/AA/USEPA/US@EPA

Dat

e:

01/06/2011 01:28 PM

Su

bje

ct:

Re: Fw: EPA testing - test cell setup/material

James, Can we set up a call for tomorrow afternoon to review? 

I think maybe we had a miscommunication on our side. If we know what transmission we may be able to 

provide appropriate interface.

I'd also be interested in understanding the scope of the next round of testing - if you can share. Let me 

know 

From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com, john.o'brien@cummins.com, kevin.augustin@cummins.com, 

gregory.a.weber@cummins.com

Cc: Schenk.Charles@epamail.epa.gov, Caldwell.Robert@epamail.epa.gov, Ryan.Carl@epamail.epa.gov, 

Szpara.Ryan@epamail.epa.gov, Jackson.Cleophas@epamail.epa.gov

Date: 01/06/2011 12:28 PM

Subject: Fw: EPA testing - test cell setup/material

Below is an email from Allison on there experience installing there transmission on a ISB. Any thoughts 

on addressing Christopher's concerns would be appreciated. I know John O'Brien was going to get back 

with me tomorrow on a solution he had.
Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 01/06/2011 12:20 PM -----

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 01/06/2011 11:23 AM

Subject: Re: EPA testing - test cell setup/material

Thanks for the info!

I may have mentioned some of this the other day:

About 2 months ago we attempted to install an LCT onto a #2 ISB Cummins in

one of our test cells. That configuration is apparently European only, and

we managed to get a most of the required parts from Europe but it took a

lot of luck and time. We then discovered that we required a special

starter motor adapter, and that became another hurdle, and our local

Cummins dealer was reportedly unable to obtain that component. At that

point we decided to swap the rear engine cover to a #3, which we have done

in the past on ISBs. I would anticipate your Cummins rep will tell you

that the rear engine cover can be changed to #3. If not, we'll have to

figure out what to do next.

I'll get the proper flange for you to put on the transmission.

Also:

The transmission will require a heat exchanger for the fluid. Do you have

components that could be used or ???

(Embedded image moved to file: pic12998.jpg)

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 01/06/2011 08:54 christopher.demko@allisontransmissi 

 AM on.com 

 cc 
 

 Subject 

 Re: EPA testing - test cell 

 setup/material 

So, I just talked with someone at Cummins and the bellhousing is an SAE #2

and it is not likely that the bellhousing could be changed, but he is still

looking into it. Also, the flange specification that I sent you was the

flange on the output shaft of the current transmission we are testing, so

if you are able to deliver the Allison transmission with the same flange it

will make the installation much easier. Let me know if you have any other

questions.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

 

From: christopher.demko@allisontransmission.com 

To: James Sanchez/AA/USEPA/US@EPA 

Date: 12/22/2010 11:45 AM 

Subject: Re: EPA testing - test cell setup/material 

That info helps!

Regarding the coupling between transmission and dyne: I initially planned

on getting a mating flange for the one you have, however any misalignment

between engine/trans and the dyne will surely lead to durability issues

with the components.

So - do you use a driveshaft between trans and dyne, or ???

Any pictures you can send of your setup will help clue me for other
questions/concerns to address.

(Embedded image moved to file: pic08719.jpg)

 Sanchez.James@epa

 mail.epa.gov

 To

 12/15/2010 05:11 christopher.demko@allisontransmissi

 PM on.com

 cc

 Subject

 Re: EPA testing - test cell

 setup/material

Hello Chris,

1) The starter we are using has 10 teeth

2) SAE#2

3) If this is the harness between the transmission and the Arens shifter

mechanism we would need a 50 ft cable. We might be able to work with

something shorter but the one we are currently using is 50ft.

4) see attached pdf. for the type of flange on our dyno.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 12/15/2010 08:30 AM

Subject: EPA testing - test cell setup/material
I've been given some of the emails between Allison and the EPA. As part

of this project, I'm presuming that I might need to collect some items that

we will send in order to put an LCT transmission into the EPA's testcell.

I'm anticipating:

a complete transmission

transmission adaptation components (couples engine and torque converter)

Arens shifter mechanism and harness (to shift transmission between

forward, neutral, reverse)

TCM (the electronic control module)

a harness for the TCM, made 30 (?) feet long with blunt-cut ends

schematic of the TCM harness wiring

an output yoke/flange to connect to the dyne

Questions I have:

Does the engine have an 8-pitch or 10-pitch starter motor?

Does the engine have an SAE #2 or #3 bellhousing?

Would the 30 feet harness be sufficient length or do you need longer?

What flange or U-joint series is used to connect to the dyne/brake?

Any photos you can send of your test cell will surely be beneficial also!

(Embedded image moved to file: pic06193.jpg)[attachment "pic06193.jpg"

deleted by James Sanchez/AA/USEPA/US] [attachment "Spicer Flange on

Dyno.pdf" deleted by Christopher J Demko/US/ATI][attachment "pic08719.jpg"

deleted by James Sanchez/AA/USEPA/US]

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________[attachme

nt "pic12998.jpg" deleted by Morgan Andreae/Auto/Cummins] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Fw: EPA testing - test cell setup/material 

James Sanchez 

t

o

:

morgan.andreae 01/06/2011 01:51 PM

Cc: Carl Ryan, Charles Schenk, Cleophas Jackson, gregory.a.weber, 

john.o'brien, kevin.augustin, Robert Caldwell, Ryan Szpara

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com

Cc: Carl Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA, gregory.a.weber@cummins.com, john.o'brien@cummins.com, 

kevin.augustin@cummins.com, Robert Caldwell/AA/USEPA/US@EPA, Ryan 

Morgan, would 10 am work for you?

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

morgan.andreae James, Can we set up a call for tomorrow aftern... 01/06/2011 01:28:01 PM

From: morgan.andreae@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: Robert Caldwell/AA/USEPA/US@EPA, gregory.a.weber@cummins.com, Cleophas 

Jackson/AA/USEPA/US@EPA, john.o'brien@cummins.com, kevin.augustin@cummins.com, Carl 

Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, Ryan 

Szpara/AA/USEPA/US@EPA

Date: 01/06/2011 01:28 PM

Subject: Re: Fw: EPA testing - test cell setup/material

James, Can we set up a call for tomorrow afternoon to review? 

I think maybe we had a miscommunication on our side. If we know what transmission we may be able to 

provide appropriate interface.

I'd also be interested in understanding the scope of the next round of testing - if you can share. Let me 

know 

From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com, john.o'brien@cummins.com, kevin.augustin@cummins.com, 

gregory.a.weber@cummins.com

Cc: Schenk.Charles@epamail.epa.gov, Caldwell.Robert@epamail.epa.gov, Ryan.Carl@epamail.epa.gov, 

Szpara.Ryan@epamail.epa.gov, Jackson.Cleophas@epamail.epa.gov
Date: 01/06/2011 12:28 PM

Subject: Fw: EPA testing - test cell setup/material

Below is an email from Allison on there experience installing there transmission on a ISB. Any thoughts 

on addressing Christopher's concerns would be appreciated. I know John O'Brien was going to get back 

with me tomorrow on a solution he had.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 01/06/2011 12:20 PM -----

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 01/06/2011 11:23 AM

Subject: Re: EPA testing - test cell setup/material

Thanks for the info!

I may have mentioned some of this the other day:

About 2 months ago we attempted to install an LCT onto a #2 ISB Cummins in

one of our test cells. That configuration is apparently European only, and

we managed to get a most of the required parts from Europe but it took a

lot of luck and time. We then discovered that we required a special

starter motor adapter, and that became another hurdle, and our local

Cummins dealer was reportedly unable to obtain that component. At that

point we decided to swap the rear engine cover to a #3, which we have done

in the past on ISBs. I would anticipate your Cummins rep will tell you

that the rear engine cover can be changed to #3. If not, we'll have to

figure out what to do next.

I'll get the proper flange for you to put on the transmission.

Also:

The transmission will require a heat exchanger for the fluid. Do you have

components that could be used or ???
(Embedded image moved to file: pic12998.jpg)

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 01/06/2011 08:54 christopher.demko@allisontransmissi 

 AM on.com 

 cc 

 

 Subject 

 Re: EPA testing - test cell 

 setup/material 

So, I just talked with someone at Cummins and the bellhousing is an SAE #2

and it is not likely that the bellhousing could be changed, but he is still

looking into it. Also, the flange specification that I sent you was the

flange on the output shaft of the current transmission we are testing, so

if you are able to deliver the Allison transmission with the same flange it

will make the installation much easier. Let me know if you have any other

questions.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

 

From: christopher.demko@allisontransmission.com 

To: James Sanchez/AA/USEPA/US@EPA 

Date: 12/22/2010 11:45 AM 

Subject: Re: EPA testing - test cell setup/material 
That info helps!

Regarding the coupling between transmission and dyne: I initially planned

on getting a mating flange for the one you have, however any misalignment

between engine/trans and the dyne will surely lead to durability issues

with the components.

So - do you use a driveshaft between trans and dyne, or ???

Any pictures you can send of your setup will help clue me for other

questions/concerns to address.

(Embedded image moved to file: pic08719.jpg)

 Sanchez.James@epa

 mail.epa.gov

 To

 12/15/2010 05:11 christopher.demko@allisontransmissi

 PM on.com

 cc

 Subject

 Re: EPA testing - test cell

 setup/material

Hello Chris,

1) The starter we are using has 10 teeth

2) SAE#2

3) If this is the harness between the transmission and the Arens shifter

mechanism we would need a 50 ft cable. We might be able to work with

something shorter but the one we are currently using is 50ft.

4) see attached pdf. for the type of flange on our dyno.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 12/15/2010 08:30 AM

Subject: EPA testing - test cell setup/material

I've been given some of the emails between Allison and the EPA. As part

of this project, I'm presuming that I might need to collect some items that

we will send in order to put an LCT transmission into the EPA's testcell.

I'm anticipating:

a complete transmission

transmission adaptation components (couples engine and torque converter)

Arens shifter mechanism and harness (to shift transmission between

forward, neutral, reverse)

TCM (the electronic control module)

a harness for the TCM, made 30 (?) feet long with blunt-cut ends

schematic of the TCM harness wiring

an output yoke/flange to connect to the dyne

Questions I have:

Does the engine have an 8-pitch or 10-pitch starter motor?

Does the engine have an SAE #2 or #3 bellhousing?

Would the 30 feet harness be sufficient length or do you need longer?

What flange or U-joint series is used to connect to the dyne/brake?

Any photos you can send of your test cell will surely be beneficial also!

(Embedded image moved to file: pic06193.jpg)[attachment "pic06193.jpg"

deleted by James Sanchez/AA/USEPA/US] [attachment "Spicer Flange on

Dyno.pdf" deleted by Christopher J Demko/US/ATI][attachment "pic08719.jpg"

deleted by James Sanchez/AA/USEPA/US]

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________[attachme

nt "pic12998.jpg" deleted by Morgan Andreae/Auto/Cummins] 
Re: Fw: EPA testing - test cell setup/material 

James Sanchez 

t

o

:

morgan.andreae 01/06/2011 01:47 PM

Cc: Carl Ryan, Charles Schenk, Cleophas Jackson, gregory.a.weber, 

john.o'brien, kevin.augustin, Robert Caldwell, Ryan Szpara

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com

Cc: Carl Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA, gregory.a.weber@cummins.com, john.o'brien@cummins.com, 

kevin.augustin@cummins.com, Robert Caldwell/AA/USEPA/US@EPA, Ryan 

A conference call would be a good idea. What time slots work for you tomorrow? We can also go over 

the scope at that point. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

morgan.andreae James, Can we set up a call for tomorrow aftern... 01/06/2011 01:28:01 PM

From: morgan.andreae@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: Robert Caldwell/AA/USEPA/US@EPA, gregory.a.weber@cummins.com, Cleophas 

Jackson/AA/USEPA/US@EPA, john.o'brien@cummins.com, kevin.augustin@cummins.com, Carl 

Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, Ryan 

Szpara/AA/USEPA/US@EPA

Date: 01/06/2011 01:28 PM

Subject: Re: Fw: EPA testing - test cell setup/material

James, Can we set up a call for tomorrow afternoon to review? 

I think maybe we had a miscommunication on our side. If we know what transmission we may be able to 

provide appropriate interface.

I'd also be interested in understanding the scope of the next round of testing - if you can share. Let me 

know 

From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com, john.o'brien@cummins.com, kevin.augustin@cummins.com, 
gregory.a.weber@cummins.com

Cc: Schenk.Charles@epamail.epa.gov, Caldwell.Robert@epamail.epa.gov, Ryan.Carl@epamail.epa.gov, 

Szpara.Ryan@epamail.epa.gov, Jackson.Cleophas@epamail.epa.gov

Date: 01/06/2011 12:28 PM

Subject: Fw: EPA testing - test cell setup/material

Below is an email from Allison on there experience installing there transmission on a ISB. Any thoughts 

on addressing Christopher's concerns would be appreciated. I know John O'Brien was going to get back 

with me tomorrow on a solution he had.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 01/06/2011 12:20 PM -----

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 01/06/2011 11:23 AM

Subject: Re: EPA testing - test cell setup/material

Thanks for the info!

I may have mentioned some of this the other day:

About 2 months ago we attempted to install an LCT onto a #2 ISB Cummins in

one of our test cells. That configuration is apparently European only, and

we managed to get a most of the required parts from Europe but it took a

lot of luck and time. We then discovered that we required a special

starter motor adapter, and that became another hurdle, and our local

Cummins dealer was reportedly unable to obtain that component. At that

point we decided to swap the rear engine cover to a #3, which we have done

in the past on ISBs. I would anticipate your Cummins rep will tell you

that the rear engine cover can be changed to #3. If not, we'll have to

figure out what to do next.

I'll get the proper flange for you to put on the transmission.
Also:

The transmission will require a heat exchanger for the fluid. Do you have

components that could be used or ???

(Embedded image moved to file: pic12998.jpg)

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 01/06/2011 08:54 christopher.demko@allisontransmissi 

 AM on.com 

 cc 

 

 Subject 

 Re: EPA testing - test cell 

 setup/material 

So, I just talked with someone at Cummins and the bellhousing is an SAE #2

and it is not likely that the bellhousing could be changed, but he is still

looking into it. Also, the flange specification that I sent you was the

flange on the output shaft of the current transmission we are testing, so

if you are able to deliver the Allison transmission with the same flange it

will make the installation much easier. Let me know if you have any other

questions.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

 

From: christopher.demko@allisontransmission.com 

To: James Sanchez/AA/USEPA/US@EPA 

Date: 12/22/2010 11:45 AM 

Subject: Re: EPA testing - test cell setup/material 
That info helps!

Regarding the coupling between transmission and dyne: I initially planned

on getting a mating flange for the one you have, however any misalignment

between engine/trans and the dyne will surely lead to durability issues

with the components.

So - do you use a driveshaft between trans and dyne, or ???

Any pictures you can send of your setup will help clue me for other

questions/concerns to address.

(Embedded image moved to file: pic08719.jpg)

 Sanchez.James@epa

 mail.epa.gov

 To

 12/15/2010 05:11 christopher.demko@allisontransmissi

 PM on.com

 cc

 Subject

 Re: EPA testing - test cell

 setup/material

Hello Chris,

1) The starter we are using has 10 teeth

2) SAE#2

3) If this is the harness between the transmission and the Arens shifter

mechanism we would need a 50 ft cable. We might be able to work with

something shorter but the one we are currently using is 50ft.

4) see attached pdf. for the type of flange on our dyno.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov
734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 12/15/2010 08:30 AM

Subject: EPA testing - test cell setup/material

I've been given some of the emails between Allison and the EPA. As part

of this project, I'm presuming that I might need to collect some items that

we will send in order to put an LCT transmission into the EPA's testcell.

I'm anticipating:

a complete transmission

transmission adaptation components (couples engine and torque converter)

Arens shifter mechanism and harness (to shift transmission between

forward, neutral, reverse)

TCM (the electronic control module)

a harness for the TCM, made 30 (?) feet long with blunt-cut ends

schematic of the TCM harness wiring

an output yoke/flange to connect to the dyne

Questions I have:

Does the engine have an 8-pitch or 10-pitch starter motor?

Does the engine have an SAE #2 or #3 bellhousing?

Would the 30 feet harness be sufficient length or do you need longer?

What flange or U-joint series is used to connect to the dyne/brake?

Any photos you can send of your test cell will surely be beneficial also!

(Embedded image moved to file: pic06193.jpg)[attachment "pic06193.jpg"

deleted by James Sanchez/AA/USEPA/US] [attachment "Spicer Flange on

Dyno.pdf" deleted by Christopher J Demko/US/ATI][attachment "pic08719.jpg"

deleted by James Sanchez/AA/USEPA/US]

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________[attachme

nt "pic12998.jpg" deleted by Morgan Andreae/Auto/Cummins] 
Fw: EPA testing - test cell setup/material

James Sanchez 

t

o

:

morgan.andreae, john.o'brien, kevin.augustin, 

gregory.a.weber 01/06/2011 12:27 PM

Cc: Charles Schenk, Robert Caldwell, Carl Ryan, Ryan Szpara, Cleophas 

Jackson

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com, john.o'brien@cummins.com, kevin.augustin@cummins.com, 

gregory.a.weber@cummins.com

Cc: Charles Schenk/AA/USEPA/US@EPA, Robert Caldwell/AA/USEPA/US@EPA, Carl 

Ryan/AA/USEPA/US@EPA, Ryan Szpara/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA

Below is an email from Allison on there experience installing there transmission on a ISB. Any thoughts 

on addressing Christopher's concerns would be appreciated. I know John O'Brien was going to get back 

with me tomorrow on a solution he had.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 01/06/2011 12:20 PM -----

From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 01/06/2011 11:23 AM

Subject: Re: EPA testing - test cell setup/material

Thanks for the info!

I may have mentioned some of this the other day:

About 2 months ago we attempted to install an LCT onto a #2 ISB Cummins in

one of our test cells. That configuration is apparently European only, and

we managed to get a most of the required parts from Europe but it took a

lot of luck and time. We then discovered that we required a special

starter motor adapter, and that became another hurdle, and our local

Cummins dealer was reportedly unable to obtain that component. At that

point we decided to swap the rear engine cover to a #3, which we have done

in the past on ISBs. I would anticipate your Cummins rep will tell you

that the rear engine cover can be changed to #3. If not, we'll have to

figure out what to do next.

I'll get the proper flange for you to put on the transmission.

Also:
The transmission will require a heat exchanger for the fluid. Do you have

components that could be used or ???

(Embedded image moved to file: pic12998.jpg)

 

 Sanchez.James@epa 

 mail.epa.gov 

 To 

 01/06/2011 08:54 christopher.demko@allisontransmissi 

 AM on.com 

 cc 

 

 Subject 

 Re: EPA testing - test cell 

 setup/material 

So, I just talked with someone at Cummins and the bellhousing is an SAE #2

and it is not likely that the bellhousing could be changed, but he is still

looking into it. Also, the flange specification that I sent you was the

flange on the output shaft of the current transmission we are testing, so

if you are able to deliver the Allison transmission with the same flange it

will make the installation much easier. Let me know if you have any other

questions.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

 

 From: christopher.demko@allisontransmission.com 

 To: James Sanchez/AA/USEPA/US@EPA 

 Date: 12/22/2010 11:45 AM 

 Subject: Re: EPA testing - test cell setup/material 
That info helps!

Regarding the coupling between transmission and dyne: I initially planned

on getting a mating flange for the one you have, however any misalignment

between engine/trans and the dyne will surely lead to durability issues

with the components.

So - do you use a driveshaft between trans and dyne, or ???

Any pictures you can send of your setup will help clue me for other

questions/concerns to address.

(Embedded image moved to file: pic08719.jpg)

 Sanchez.James@epa

 mail.epa.gov

 To

 12/15/2010 05:11 christopher.demko@allisontransmissi

 PM on.com

 cc

 Subject

 Re: EPA testing - test cell

 setup/material

Hello Chris,

1) The starter we are using has 10 teeth

2) SAE#2

3) If this is the harness between the transmission and the Arens shifter

mechanism we would need a 50 ft cable. We might be able to work with

something shorter but the one we are currently using is 50ft.

4) see attached pdf. for the type of flange on our dyno.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
From: christopher.demko@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 12/15/2010 08:30 AM

Subject: EPA testing - test cell setup/material

I've been given some of the emails between Allison and the EPA. As part

of this project, I'm presuming that I might need to collect some items that

we will send in order to put an LCT transmission into the EPA's testcell.

I'm anticipating:

 a complete transmission

 transmission adaptation components (couples engine and torque converter)

 Arens shifter mechanism and harness (to shift transmission between

 forward, neutral, reverse)

 TCM (the electronic control module)

 a harness for the TCM, made 30 (?) feet long with blunt-cut ends

 schematic of the TCM harness wiring

 an output yoke/flange to connect to the dyne

Questions I have:

Does the engine have an 8-pitch or 10-pitch starter motor?

Does the engine have an SAE #2 or #3 bellhousing?

Would the 30 feet harness be sufficient length or do you need longer?

What flange or U-joint series is used to connect to the dyne/brake?

Any photos you can send of your test cell will surely be beneficial also!

(Embedded image moved to file: pic06193.jpg)[attachment "pic06193.jpg"

deleted by James Sanchez/AA/USEPA/US] [attachment "Spicer Flange on

Dyno.pdf" deleted by Christopher J Demko/US/ATI][attachment "pic08719.jpg"

deleted by James Sanchez/AA/USEPA/US]
Re: Unknown Fault Code 

James Sanchez 

t

o

:

morgan.andreae 01/06/2011 08:49 AM

Cc: Cleophas Jackson

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com

Cc: Cleophas Jackson/AA/USEPA/US@EPA

Hello Morgan,

The reason that I am asking is because we are working with Allison to test one of there automatic 

transmissions with the same engine. The person I was talking to said that last time they tried to connect 

one of there transmissions to a SAE #2 bellhousing they had trouble finding the right parts. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

morgan.andreae Hi James - we will dig into and try to get back to... 01/06/2011 04:30:56 AM

From: morgan.andreae@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 01/06/2011 04:30 AM

Subject: Re: Unknown Fault Code

Hi James - we will dig into and try to get back to you tomorrow. 

I also owe you a response on the bellhousing. I think the answer is no - the ISB housing is SAE 2 and I 

don't think we can downsize it due to the flywheel size. I will confirm.

What's the objective? Is there another way we can meet the need?

Morgan

From: Sanchez.James@epamail.epa.gov

To: morgan.andreae@cummins.com, john.o'brien@cummins.com
Date: 01/05/2011 04:48 PM

Subject: Unknown Fault Code

Hello Morgan/ John,

There is a currently an amber light on the ISB200 for a fault code that we can't identify with INSITE. Any 

idea what it is and if we should be concerned with it? 

Code: 3748

Unknown Fault Code

No Snapshot data

ESN: 73112201

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Unknown Fault Code

James Sanchez 

t

o

:

morgan.andreae, john.o'brien 01/05/2011 04:47 PM

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com, john.o'brien@cummins.com

Hello Morgan/ John,

There is a currently an amber light on the ISB200 for a fault code that we can't identify with INSITE. Any 

idea what it is and if we should be concerned with it? 

Code: 3748

Unknown Fault Code

No Snapshot data

ESN: 73112201

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Bellhousing Type

James Sanchez 

t

o

:

morgan.andreae 01/04/2011 02:53 PM

Cc: john.o'brien

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com

Cc: john.o'brien@cummins.com

Hello Morgan,

I sent this question to John, but since he was out I was hoping you could answer my questions. Is the bell 

housing on the ISB200 an SAE #2 or #3? If it is an SAE #2 could it be changed to a #3?

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Re: Test cell work 

James Sanchez 

t

o

:

morgan.andreae 12/15/2010 12:23 PM

Cc: Cleophas Jackson

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com

Cc: Cleophas Jackson/AA/USEPA/US@EPA

Hello Morgan,

Yes, things are going well here in Ann Arbor. Hope the same for you.

We are currently working through some issues we are having with the driver model so we don't have any 

data to share at this point but I could probably give a summary of our vehicle and drive model once it is 

operating properly. 

As for schedule, it is pretty tight due to the delays in the driver model but if you have chassis cycles that 

you want us to consider feel free to send them over and we can see if we can fit them into our schedule

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

morgan.andreae Hi James, Hope everything is going well in Ann... 12/15/2010 09:51:17 AM

From: morgan.andreae@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 12/15/2010 09:51 AM

Subject: Test cell work

Hi James,

Hope everything is going well in Ann Arbor. I've got a couple quick questions regarding the ongoing 

powerpack testing:

- Can you share results?

 Tests run

 Vehicles simulated (including modeling assumptions)

 CO2 and criteria emissions performance
- Schedule

 How long do you expect the powerpack testing to continue?

 We have a couple cycles we would be interested to include in the testing - do you think you can do 

this?

 When?

Here is my cell phone if you would like to discuss: 812 374 7639

Thanks,

Morgan
Re: Follow-up 

James Sanchez 

t

o

:

morgan.andreae 10/07/2010 10:16 AM

Cc: bill.t.martin, Cleophas Jackson, john.o'brien

From: James Sanchez/AA/USEPA/US

To: morgan.andreae@cummins.com

Cc: bill.t.martin@cummins.com, Cleophas Jackson/AA/USEPA/US@EPA, 

john.o'brien@cummins.com

Hey Morgan,

The inspection of the pistons and valves should no indication of contact between the valves and the 

piston. We are currently in the process of checking the clearance between the rocker and the valve and 

then we plan on running the engine. Thanks for getting back to us.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

morgan.andreae Hi Cle - things have been a little hectic here. I di... 10/07/2010 10:00:25 AM

From: morgan.andreae@cummins.com

To: Cleophas Jackson/AA/USEPA/US@EPA

Cc: James Sanchez/AA/USEPA/US@EPA, john.o'brien@cummins.com, bill.t.martin@cummins.com

Date: 10/07/2010 10:00 AM

Subject: Re: Follow-up

Hi Cle - things have been a little hectic here. I did however respond to James yesterday.

Our recommendation is to inspect the pistons with a boroscope to make sure there was no valve contact. 

If no marks, go ahead and try running. No promises though :) This will require removing injectors to allow 

access for the boroscope. Let us if you have questions (please .cc John as my availability is limited 

today).

Regarding other items I'm collecting some info, and will follow up with another email.

Thanks, Morgan

From: Jackson.Cleophas@epamail.epa.gov

To: morgan.andreae@cummins.com
Date: 10/06/2010 05:41 PM

Subject: Follow-up

Any news on the overspeed issue?

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Test Schedule 

James Sanchez 

t

o

:

Robert W. Yeater 06/28/2011 11:36 AM

From: James Sanchez/AA/USEPA/US

To: "Robert W. Yeater" <robert.yeater@allisontransmission.com>

Bob,

At this point we don't need to retest the Allison transmission as we thought, but are open to do so if Allison 

has a need for us to test the transmission again. Also I have attached a document that I just sent to Steve 

Spurlin on the changes we made to our test cell software for transmissions with torque interrupt during 

shifts. 

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

"Robert W. Yeater" James, Do you have any idea when you might... 06/27/2011 03:24:38 PM

From: "Robert W. Yeater" <robert.yeater@allisontransmission.com>

To: James Sanchez/AA/USEPA/US@EPA

Date: 06/27/2011 03:24 PM

Subject: Test Schedule

James,

Do you have any idea when you might be testing our transmission again?  We're trying to make some

decisions about the facility where we duplicated your set‐up.  Any information you can supply would be

appreciated.

Thanks,

Bob Yeater

Robert W. Yeater, PE

Senior Project Engineer, 1000 / 2000 / 3000 / 4000 Transmission Test

Office: (317)242-3947 - Mobile: (317)502-5924 - FAX: (317)242-6025

robert.yeater@allisontransmission.com

 

Spreadsheet update

robert.yeater 

t

o

:

James Sanchez 03/10/2011 02:12 PM

Cc: chad.wenn, curt.vapor, christopher.demko

From: robert.yeater@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: chad.wenn@allisontransmission.com, curt.vapor@allisontransmission.com, 

christopher.demko@allisontransmission.com

Bob Yeater

Robert W. Yeater, PE

Senior Project Engineer, 1000 / 2000 / 3000 / 4000 Transmission Test

Office: (317)242-3947 - Mobile: (317)502-5924 - FAX: (317)242-6025

robert.yeater@allisontransmission.com

 
Re: Spreadsheet update 

James Sanchez 

t

o

:

robert.yeater, curt.vapor, christopher.demko, 

chad.wenn 03/10/2011 11:00 AM

From: James Sanchez/AA/USEPA/US

To: robert.yeater@allisontransmission.com, curt.vapor@allisontransmission.com, 

christopher.demko@allisontransmission.com, chad.wenn@allisontransmission.com

I have fill in the powerpack data.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

robert.yeater Bob Yeater Robert W. Yeater, PE 03/09/2011 02:03:03 PM

From: robert.yeater@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 03/09/2011 02:03 PM

Subject: Spreadsheet update

Bob Yeater

Robert W. Yeater, PE

Senior Project Engineer, 1000 / 2000 / 3000 / 4000 Transmission Test

Office: (317)242-3947 - Mobile: (317)502-5924 - FAX: (317)242-6025

robert.yeater@allisontransmission.com

 [attachment "EPA fuel economy summary for 3-9-11 review.xlsx" deleted by 

James Sanchez/AA/USEPA/US] 
Spreadsheet update

robert.yeater 

t

o

:

James Sanchez 03/09/2011 02:03 PM

From: robert.yeater@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

History: This message has been replied to.

Bob Yeater

Robert W. Yeater, PE

Senior Project Engineer, 1000 / 2000 / 3000 / 4000 Transmission Test

Office: (317)242-3947 - Mobile: (317)502-5924 - FAX: (317)242-6025

robert.yeater@allisontransmission.com

 
Fw: In-line torque meter

James Sanchez 

t

o

:

robert.yeater, christopher.demko 03/08/2011 01:13 PM

From: James Sanchez/AA/USEPA/US

To: robert.yeater@allisontransmission.com, christopher.demko@allisontransmission.com

Below is information on the torque meter we are use along with a link to eCFR. In Table 1 of 1065.205 

there are specifications for accuracy, repeatability and noise for many different sensors including torque 

meters. 

http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=971cb7341aaa358b9d8989f196bec622&rgn=div5

&view=text&node=40:32.0.1.1.11&idno=40#40:32.0.1.1.11.3.15.3

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 03/08/2011 01:04 PM -----

From: Carl Ryan/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Date: 03/08/2011 01:01 PM

Subject: Re: In-line torque meter

James, 

Here is the product description from HBM, the model is T10F:

http://www.hbm.com/en/menu/products/transducers-sensors/torque/single/categorie/torque-transducers/p

roduct/t10f/backPID/torque-transducer-and-torque-sensors/

Ours is the 5000 NM model, and it does not have the speed sensor. 

Let me know if you need more info, thanks, Carl

James Sanchez Hello Carl, I was wondering if you could send me... 03/08/2011 12:35:14 PM

From: James Sanchez/AA/USEPA/US

To: Carl Ryan/AA/USEPA/US@EPA

Date: 03/08/2011 12:35 PM

Subject: In-line torque meter

Hello Carl,

I was wondering if you could send me info on the in-line torque meter.

-Manufacture/ Model
-Range

-Accuracy

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Test Results

robert.yeater 

t

o

:

James Sanchez 03/01/2011 01:14 PM

From: robert.yeater@allisontransmission.com

To: James Sanchez/AA/USEPA/US@EPA

James, 

We have some questions about the differences we are seeing in our set-ups and data collection 

that we would like to discuss. 

Vehicle 

Parameters

Final Drive 3.7 3.7

m (kg) 5883

(12,970 

lb)

6450

(14,220 

lb)

payload 2.85 tons 0

A (m^2) 9 9

Cr0 0.00877 A=113.78

Cr1 0.000127 B=0.7382

Cd 0.363 C=0.088

0
Bob Yeater

Robert W. Yeater, PE

Senior Project Engineer, 1000 / 2000 / 3000 / 4000 Transmission Test
Office: (317)242-3947 - Mobile: (317)502-5924 - FAX: (317)242-6025

robert.yeater@allisontransmission.com

 
Re: Powerpack Testing - Integrated Torque 

James Sanchez 

t

o

:

rskinner 12/02/2010 03:55 PM

From: James Sanchez/AA/USEPA/US

To: rskinner@aanddtech.com

Ray, 

My understanding was that you had two ways of calculating the road load from the vehicle, one that used 

m*dV/dt for the interia and one that I believe you referred to as integrated torque. Below is the code that 

Rich implemented but never got to work right. The reason that I am interested in this now, is because I 

thought this method reduced the load spikes from calculating dV/dt. 

*Calculated Equivelent Rotational Inertia of Vehicle from Vehicle Weight

jRlmVehEquivalent mVeh*3.14159*2*lenVehTireRadius/kVehDiffRatio^2

*Modeled Unbalanced torque available for accleration [Nm]

* = (torque at the dyno - torque from the road due to friction and gradient)

tqRlmUnbalanced (tqShaft - (frcRlmVehFriction + frcRlmVehGrade) * lenVehTireRadius/kVehDiffRatio)

*Modeled Desired instantaneous vehicle acceleration [RPM/s]

accRlmVehInst tqRlmUnbalanced/jRlmVehEquivalent/(2*3.14159)*60

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

rskinner James, Attached is the document on the vehicle... 12/02/2010 02:24:56 PM

From: rskinner@aanddtech.com

To: James Sanchez/AA/USEPA/US@EPA

Date: 12/02/2010 02:24 PM

Subject: Re: Powerpack Testing - Integrated Torque

James,

Attached is the document on the vehicle calculations.

I'm not sure that's what you're after though.
Which torque are you wanting to calculate? 

Regards,

Ray

From: Sanchez.James@epamail.epa.gov

To: rskinner@aanddtech.com

Date: 12/02/2010 01:31 PM

Subject: Powerpack Testing - Integrated Torque

Hello Ray, 

I have been looking at the results from the inertia calculations and to smooth out the spikes we ended up 

doing a lot of filtering which caused the filtered and unfiltered torque values to be different by greater than 

10% in some parts of the cycle. My understanding was that you had another way of calculating what the 

torque should be that eliminates the spikes. Could you send me those calculations? 

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - [attachment "Veh1_Module 1001 ES.doc" deleted by 

James Sanchez/AA/USEPA/US] 
Powerpack Testing - Integrated Torque 

James Sanchez 

t

o

:

rskinner 12/02/2010 01:30 PM

From: James Sanchez/AA/USEPA/US

To: rskinner@aanddtech.com

Hello Ray, 

I have been looking at the results from the inertia calculations and to smooth out the spikes we ended up 

doing a lot of filtering which caused the filtered and unfiltered torque values to be different by greater than 

10% in some parts of the cycle. My understanding was that you had another way of calculating what the 

torque should be that eliminates the spikes. Could you send me those calculations? 

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Running with Hybrid Off

StephenJHunter 

t

o

:

James Sanchez 01/22/2011 03:53 AM

Cc: Carl Ryan, Charles Schenk, Cleophas Jackson, GregCNowell, 

MarkEBorton, BenjaminMorris

From: <StephenJHunter@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA

Cc: Carl Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA, <GregCNowell@eaton.com>, <MarkEBorton@Eaton.com>, 

<BenjaminMorris@Eaton.com>

HI James,

We are looking forward to reviewing the data.

For the first plot, it appears you have found a point in the control system where there is not enough

hysteresis.  With the Eaton data we can figure out why this occurs.  At this speed, with no electric motor,

I expect to see a gear charge between 1 and 2.  With electric motor, I expect to see the clutch close to

blend engine, depending on battery power available.  At any rate, it is likely a breakpoint in control.  

For the second plot, we can look at the engine response, motor response and shifting to see why we are

lagging.  

Good plots!  Thanks for the data!

Best regards,

Stephen Hunter

Hybrid System Integration

Eaton Corporation - Hybrid Vehicle Division

313-434-8308 (mobile)

269-746-6040 (fax)

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Friday, January 21, 2011 11:56 AM

To: Hunter, Stephen J

Cc: Ryan.Carl@epamail.epa.gov; Schenk.Charles@epamail.epa.gov; Jackson.Cleophas@epamail.epa.gov; 

Nowell, Greg C; Borton, Mark E

Subject: RE: Running with Hybrid Off

Hello Steve,

No problem, thanks for getting back to me. Here is an example where our driver model has problems 

controlling the vehicle speed. "velVeh" is the vehicle speed and "velPwrtVehSetpoint" is the target speed 

and the other variable is throttle. As you can see our driver model switches between 0 and 10% throttle. 
I don't know how much this will effect our results but it obviously not how a real person would drive this 

section. The other area where we have problems is on the large acceleration sections of the cycle. As 

you can see the the powertrain is having trouble following the drive trace. It might all be due to the fact 

that the engine is under size for this type of driving and the vehicle weight we are simulating (16000 lbs), 

but I thought I would show it to you. Also, I plan on sending more data to you guys but I haven't got into a 

good format yet.

Thanks!

James
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: <StephenJHunter@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, 
Cc:

<MarkEBorton@Eaton.com>

Date: 01/20/2011 11:06 PM

Subject

:

RE: Running with Hybrid Off

Hi James,

Sorry for the delay.  I am out of the country.  

Can you describe the trouble.  What kind of symptoms do you experience when running with the system off?  

I believe the comparison between HEV off and AMT would be different at low speed and launch.  It would be a

little different during shifting as well, since synchronization of gear engagement is performed different ways.  The

AMT uses a different clutch, but still there are other types that use the clutch actuator we do.  The difference is in

the calibration and perhaps even the way the different transmissions performs engine control.   

With a little more information on the issue, I can make some assumptions about what is happening.  Thanks!

Best regards,

Stephen Hunter

Hybrid System Integration

Eaton Corporation - Hybrid Vehicle Division

313-434-8308 (mobile)

269-746-6040 (fax)

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Wednesday, January 19, 2011 5:37 PM

To: Nowell, Greg C; Hunter, Stephen J

Cc: Jackson.Cleophas@epamail.epa.gov; Ryan.Carl@epamail.epa.gov; Schenk.Charles@epamail.epa.gov

Subject: Running with Hybrid Off

 

Hello Greg and Stephen,

We have had trouble running your system with the hybrid system off, especially for the low speed section 

of our cycle. So, I was wondering if running your system with the hybrid off was appropriate to generate 

results for an AMT or if the calibration or lack of launch assist would make it a bad comparison.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency
2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Running with Hybrid Off 

James Sanchez 

t

o

:

StephenJHunter 01/21/2011 11:55 AM

Cc: Carl Ryan, Charles Schenk, Cleophas Jackson, GregCNowell, 

MarkEBorton

From: James Sanchez/AA/USEPA/US

To: <StephenJHunter@Eaton.com>

Cc: Carl Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA, GregCNowell@eaton.com, MarkEBorton@Eaton.com

Hello Steve,

No problem, thanks for getting back to me. Here is an example where our driver model has problems 

controlling the vehicle speed. "velVeh" is the vehicle speed and "velPwrtVehSetpoint" is the target speed 

and the other variable is throttle. As you can see our driver model switches between 0 and 10% throttle. I 

don't know how much this will effect our results but it obviously not how a real person would drive this 

section. The other area where we have problems is on the large acceleration sections of the cycle. As 

you can see the the powertrain is having trouble following the drive trace. It might all be due to the fact 

that the engine is under size for this type of driving and the vehicle weight we are simulating (16000 lbs), 

but I thought I would show it to you. Also, I plan on sending more data to you guys but I haven't got into a 

good format yet.

Thanks!

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Hi James, 01/20/2011 11:06:32 PM

From: <StephenJHunter@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, Charles 
Schenk/AA/USEPA/US@EPA, <MarkEBorton@Eaton.com>

Date: 01/20/2011 11:06 PM

Subject: RE: Running with Hybrid Off

Hi James,

Sorry for the delay.  I am out of the country.  

Can you describe the trouble.  What kind of symptoms do you experience when running with the system

off?  

I believe the comparison between HEV off and AMT would be different at low speed and launch.  It

would be a little different during shifting as well, since synchronization of gear engagement is performed

different ways.  The AMT uses a different clutch, but still there are other types that use the clutch

actuator we do.  The difference is in the calibration and perhaps even the way the different

transmissions performs engine control.   

With a little more information on the issue, I can make some assumptions about what is happening.  

Thanks!

Best regards,

Stephen Hunter

Hybrid System Integration

Eaton Corporation - Hybrid Vehicle Division

313-434-8308 (mobile)

269-746-6040 (fax)

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Wednesday, January 19, 2011 5:37 PM

To: Nowell, Greg C; Hunter, Stephen J

Cc: Jackson.Cleophas@epamail.epa.gov; Ryan.Carl@epamail.epa.gov; Schenk.Charles@epamail.epa.gov

Subject: Running with Hybrid Off

Hello Greg and Stephen,

We have had trouble running your system with the hybrid system off, especially for the low speed section 

of our cycle. So, I was wondering if running your system with the hybrid off was appropriate to generate 

results for an AMT or if the calibration or lack of launch assist would make it a bad comparison.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov
734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Running with Hybrid Off

StephenJHunter 

t

o

:

James Sanchez, GregCNowell 01/20/2011 11:06 PM

Cc: Cleophas Jackson, Carl Ryan, Charles Schenk, MarkEBorton

From: <StephenJHunter@Eaton.com>

To: James Sanchez/AA/USEPA/US@EPA, <GregCNowell@eaton.com>

Cc: Cleophas Jackson/AA/USEPA/US@EPA, Carl Ryan/AA/USEPA/US@EPA, Charles 

Schenk/AA/USEPA/US@EPA, <MarkEBorton@Eaton.com>

History: This message has been replied to.

Hi James,

Sorry for the delay.  I am out of the country.  

Can you describe the trouble.  What kind of symptoms do you experience when running with the system

off?  

I believe the comparison between HEV off and AMT would be different at low speed and launch.  It

would be a little different during shifting as well, since synchronization of gear engagement is performed

different ways.  The AMT uses a different clutch, but still there are other types that use the clutch

actuator we do.  The difference is in the calibration and perhaps even the way the different

transmissions performs engine control.   

With a little more information on the issue, I can make some assumptions about what is happening.  

Thanks!

Best regards,

Stephen Hunter

Hybrid System Integration

Eaton Corporation - Hybrid Vehicle Division

313-434-8308 (mobile)

269-746-6040 (fax)

From: Sanchez.James@epamail.epa.gov [mailto:Sanchez.James@epamail.epa.gov] 

Sent: Wednesday, January 19, 2011 5:37 PM

To: Nowell, Greg C; Hunter, Stephen J

Cc: Jackson.Cleophas@epamail.epa.gov; Ryan.Carl@epamail.epa.gov; Schenk.Charles@epamail.epa.gov

Subject: Running with Hybrid Off

Hello Greg and Stephen,

We have had trouble running your system with the hybrid system off, especially for the low speed section 

of our cycle. So, I was wondering if running your system with the hybrid off was appropriate to generate 

results for an AMT or if the calibration or lack of launch assist would make it a bad comparison.

Thanks,
James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
RE: Hybrid Battery Cable for EPA Dyno .

StephenJHunter 

t

o

:

Peter Smith 12/17/2010 09:37 AM

Cc: GregCNowell, MarkEBorton, James Sanchez, Charles Schenk

From: <StephenJHunter@Eaton.com>

To: Peter Smith/AA/USEPA/US@EPA

Cc: <GregCNowell@eaton.com>, <MarkEBorton@Eaton.com>, James 

Sanchez/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA

Hi Peter,

Thanks for bringing this to our attention.  If the issue was related to interlock, the amber “check hybrid”

lamp would flash continuously at a 1Hz rate, but should not be solid.  I believe there is something else

introduced by the additional equipment added.  

I believe we installed Eaton’s diagnostic software “Service Ranger” on at least one laptop at EPA.   I

believe the laptop was Ryan Sparza’s.  If so, you can use the laptop, connected to the blue Nexiq cable

that we provided to retrieve the fault codes in the system.   If your team is able to retrieve the fault

codes we can troubleshoot remotely.   I am on a flight back from Tulsa today, I will be available in the

afternoon to discuss the issue.

Best regards,

Stephen Hunter

Hybrid System Integration

Eaton Corporation - Hybrid Vehicle Division

313-434-8308 (mobile)

269-746-6040 (fax)

From: Smith.Peter@epamail.epa.gov [mailto:Smith.Peter@epamail.epa.gov] 

Sent: Thursday, December 16, 2010 5:14 PM

To: Hunter, Stephen J

Cc: Nowell, Greg C; Borton, Mark E; Sanchez.James@epamail.epa.gov; Schenk.Charles@epamail.epa.gov

Subject: RE: Hybrid Battery Cable for EPA Dyno.

Stephen,

We plugged in our measurement box tonight and the hybrid system wouldn't turn on. The yellow 'hyb' 

light blinked for a few times then went solid amber. 

I'm guessing its due to the interlock on the cable but I am not sure. The cable that we received has the 

interlock as a separate wire that runs along the cable. The one supplied with the hybrid system has a 

short loop that connects the interlock pins on the connector ends. We have the interlock as a pass thru 

on our measurement box that is connected with the other end of with the original cable with the short 

loop. Hard to explain so I made a quick pic. The circuit should be connected albeit through 5ft of 

wiring. (longer than the original shor 1/2" loop) 
Is the extra wiring adding too much resistance or is something else going on? I don't think we have the 

ability to read the hybrid codes. I know you mentioned that you would be down sometime in Jan but I 

would like to get this resolved before that. Any opinions or thoughts? Is the interlock simply a 

open/closed 12V circuit or does it measure resistance as well. I will be in tomorrow and review the box 

construction with our tech to make sure that there aren't any simple errors but I think its more involved 

than that.

Let me know,

Peter

*******************************************************

Peter Smith

Mechanical Engineer

Assessment and Standards Division

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

(734) 214-4425

*******************************************************
Vehicle Parameters for hybrid powertrain

James Sanchez 

t

o

:

StephenJHunter, GregCNowell, 

RonaldKMarkyvech 11/08/2010 05:09 PM

Cc: Carl Ryan, Charles Schenk

From: James Sanchez/AA/USEPA/US

To: StephenJHunter@Eaton.com, GregCNowell@eaton.com, RonaldKMarkyvech@eaton.com

Cc: Carl Ryan/AA/USEPA/US@EPA, Charles Schenk/AA/USEPA/US@EPA

Hello,

Were any of you able to find vehicle parameters for the vehicle that the replay data came from? We are 

having trouble following the drive cycle and I wanted to make sure that we were simulating an appropriate 

vehicle. Even if you don't the specific vehicle parameters it would be helpful to know what is an 

appropriate vehicle mass for this powertrain. Please response as soon as possible. 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Fw: EPA Dynamometer Status 9/9/2010

James Sanchez 

t

o

:

StephenJHunter 09/09/2010 03:25 PM

From: James Sanchez/AA/USEPA/US

To: StephenJHunter@Eaton.com

Hello Stephen,

If you will be emailing further updates for Eaton, can you add me to your emails.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----- Forwarded by James Sanchez/AA/USEPA/US on 09/09/2010 03:23 PM -----

From: Peter Smith/AA/USEPA/US

To: James Sanchez/AA/USEPA/US@EPA

Cc: Charles Schenk/AA/USEPA/US@EPA

Date: 09/09/2010 02:12 PM

Subject: Fw: EPA Dynamometer Status 9/9/2010

Update from safety/hybrid meeting

*******************************************************

Peter Smith

Mechanical Engineer

Assessment and Standards Division

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

(734) 214-4425

*******************************************************

----- Forwarded by Peter Smith/AA/USEPA/US on 09/09/2010 02:12 PM -----

From: <StephenJHunter@Eaton.com>

To: Cleophas Jackson/AA/USEPA/US@EPA, Ethan Schauer/AA/USEPA/US@EPA, Ryan 

Szpara/AA/USEPA/US@EPA, Brian Ratkos/AA/USEPA/US@EPA, Toni 

Menter/AA/USEPA/US@EPA, Chien Sze/AA/USEPA/US@EPA, Carl 

Paulina/AA/USEPA/US@EPA, Jonah Hassenrik/AA/USEPA/US@EPA, Craig 

Swan/AA/USEPA/US@EPA, Justin Schweigert/AA/USEPA/US@EPA, Peter 

Smith/AA/USEPA/US@EPA

Cc: <GregCNowell@eaton.com>, <RobertEmigh@eaton.com>, <LesCandler@eaton.com>, 

<RonaldKMarkyvech@eaton.com>, <MattStarks@Eaton.com>, <EricMSmith@Eaton.com>, 

<GerardWDevito@Eaton.com>

Date: 09/09/2010 02:02 PM

Subject: EPA Dynamometer Status 9/9/2010
Hello Team,

On behalf of Jeff Mudget and the Eaton team, I would like to thank you for the opportunity to present

Eaton’s Hybrid Electric System and Safety training at your facility today.  

Here are the outcomes and action items from the discussion today:

1.       Ryan Szpara to forward electronic copy of safety related questions and concerns to Eaton.   

Eaton will respond in writing to these concerns with explanations of safety barriers designed in

our system.

2.       Technical documentation for the Eaton Hybrid Electric system can be found online by

following these links:

a.       Hybrid Installation guide:

http://www.roadranger.com/ecm/idcplg?IdcService=GET_FILE&dID=311468 (password

is green)

b.      Hybrid System Troubleshooting guide, including fault codes and pin‐point tests:

http://www.roadranger.com/ecm/idcplg?IdcService=GET_FILE&dID=334088

c.       Service Ranger Download:  

http://www.roadranger.com/Roadranger/trainingsupport/ServiceRanger/index.htm

d.      System shutdown procedure video (prior to service or installation):

http://www.roadranger.com/ecm/idcplg?IdcService=GET_FILE&dID=309099

3.       After installation of Service Ranger software, the software will require registration to

receive an unlock code.   Go to the internet link provided with the installation, type in PC ID, and

fill in the information.  I will work with you to get the unlock code generated by our service

group.  

4.       Dynamometer integration/Installation points:

a.       All components received and reviewed.   HDU in good shape after shipping, all

sensors intact.  Wiring harness visual inspection OK!

b.      Eaton provided a loose input shaft to be used as a clutch plate alignment tool.   The

shaft is in the HDU crate.

c.       Engine push back is occurring today.   During the push back, the EPA dyno team

will check the pilot bearing installed on the engine flywheel for compatibility with the

loose input shaft (clutch plate guide tool) provided by Eaton.  

d.      EPA to supply HDU mounting fasteners for SAE#2 rear face of block

e.      Eaton to ship cooling adapter fittings for motor and inverter.  Leif Larson at

Galesburg shipped today for arrival tomorrow at EPA facility.  

f.        HDU to be married to engine using cherry‐picker type engine hoist.

g.       PEC to be remounted to pallet and rolled in to dyno‐cell using pallet jack.  

h.      High Voltage Cable lengths are sufficient.  

i.         Southfield team to provide braided ground strap for motor/inverter connection.

j.        Battery/Inverter mounting positions to be spot faced by installers.  Once installed,

all components will be grounded to the floor of the chassis dynamometer room,

providing clean ground.  

k.       Southfield team provided HDU rear mount and inverter mount.  

l.         A 12V battery system will be required for ECA operation.  The battery system state

of charge will be managed by a  charger provided by the EPA team.  
m.    A flywheel mounted 12V crank starter will be required for this system.   EPA team

has located a starter for this integration project.   Eaton’s vehicle power harness is

equipped with a signal line to drive the starter request to ON.

n.      Greg Nowell to purchase cooling system components from EMP

                                                               i.      Heat exchanger with fan assembly

                                                             ii.      EMP coolant pump

                                                            iii.      Fluid reservoir

o.      Ron Markyvech and I will provide specifications to Ray at A&D Technologies for the

following items:

                                                               i.      Data acquisition capability for J1939

                                                             ii.      Data acquisition capability for Eaton HS

CAN

                                                            iii.      Development of ABS system simulator

                                                           iv.      Brake switch signal

                                                             v.      Accelerator pedal signal

                                                           vi.      Implementation of red “stop hybrid”  

lamp and amber “check hybrid” lamp with dynamometer controls workstation.

5.       After initial installation of all components, Eaton, Cummins and EPA team members will

work together on site to commission test setup for testing.    Expected timing is the week of the

13th

.  

Thanks again for the opportunity to work with you at your location.  We are looking forward to this

integration project.  

Please send questions regarding integration or call me at the number below.

Best regards,

Stephen Hunter

Hybrid System Integration

Eaton Corporation - Hybrid Vehicle Division

313-434-8308 (mobile)

269-746-6040 (fax)
Re: Hybrid Data and Simulation 

James Sanchez 

t

o

:

zhen.sun 07/07/2011 10:04 AM

Cc: jackie.m.yeager, john.o'brien, morgan.andreae

From: James Sanchez/AA/USEPA/US

To: zhen.sun@cummins.com

Cc: jackie.m.yeager@cummins.com, john.o'brien@cummins.com, morgan.andreae@cummins.com

Zhen,

Will you be able to share the results of your simulations?

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

zhen.sun James, I am confident with the analysis we have... 07/07/2011 09:49:30 AM

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: john.o'brien@cummins.com, morgan.andreae@cummins.com, jackie.m.yeager@cummins.com

Date: 07/07/2011 09:49 AM

Subject: Re: Hybrid Data and Simulation

James,

I am confident with the analysis we have done so far on the cycles. We reached the similar conclusion as 

you did with your new approach so we are happy with the braking limit that you proposed. I am still having 

some issues with the PSAT vehicle model and don't have PSAT vehicle simulation results at this moment. 

Thanks,

-------------------------------------------------------------------------

Zhen Sun

CPE & Analysis Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-2916
From: James Sanchez <Sanchez.James@epamail.epa.gov>

To: morgan.andreae@cummins.com, john.o'brien@cummins.com, zhen.sun@cummins.com

Date: 07/06/2011 02:46 PM

Subject: Hybrid Data and Simulation

Hello everyone,

I was wondering when you guys plan to have some data and simulation results to share? We are getting 

very close to being shut out of making any changes to the rule.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Hybrid Data and Simulation

zhen.sun 

t

o

:

James Sanchez 07/07/2011 09:49 AM

Cc: john.o'brien, morgan.andreae, jackie.m.yeager

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: john.o'brien@cummins.com, morgan.andreae@cummins.com, jackie.m.yeager@cummins.com

History: This message has been replied to.

James,

I am confident with the analysis we have done so far on the cycles. We reached the similar conclusion as 

you did with your new approach so we are happy with the braking limit that you proposed. I am still having 

some issues with the PSAT vehicle model and don't have PSAT vehicle simulation results at this moment. 

Thanks,

-------------------------------------------------------------------------

Zhen Sun

CPE & Analysis Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-2916

From: James Sanchez <Sanchez.James@epamail.epa.gov>

To: morgan.andreae@cummins.com, john.o'brien@cummins.com, zhen.sun@cummins.com

Date: 07/06/2011 02:46 PM

Subject: Hybrid Data and Simulation

Hello everyone,

I was wondering when you guys plan to have some data and simulation results to share? We are getting 

very close to being shut out of making any changes to the rule.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive
Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Hybrid Weighting 

James Sanchez 

t

o

:

zhen.sun 06/20/2011 05:09 PM

Cc: morgan.andreae

From: James Sanchez/AA/USEPA/US

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Zhen,

I look forward to seeing your results. I would expect between 20 to 30% reduction in fuel consumption.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

zhen.sun James, I am still working on the PSAT simulation... 06/20/2011 04:46:26 PM

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 06/20/2011 04:46 PM

Subject: Hybrid Weighting

James,

I am still working on the PSAT simulation and trying to compare the vehicle simulation result to engine 

dyno with the proposed brake limit. I'll send you the results once the analysis is completed. By the way, 

how much fuel savings do you expect from the chassis dyno test for a typical hybrid vehicle over the ARB 

transient cycle?

Thanks,

Zhen
Hybrid Weighting

zhen.sun 

t

o

:

James Sanchez 06/20/2011 04:46 PM

Cc: morgan.andreae

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

History: This message has been replied to.

James,

I am still working on the PSAT simulation and trying to compare the vehicle simulation result to engine 

dyno with the proposed brake limit. I'll send you the results once the analysis is completed. By the way, 

how much fuel savings do you expect from the chassis dyno test for a typical hybrid vehicle over the ARB 

transient cycle?

Thanks,

Zhen
Re: Weighted Brake and Traction Energy Calculation

zhen.sun 

t

o

:

James Sanchez 06/06/2011 04:05 PM

Cc: Cleophas Jackson, morgan.andreae, Charles Schenk

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: Cleophas Jackson/AA/USEPA/US@EPA, morgan.andreae@cummins.com, Charles 

Schenk/AA/USEPA/US@EPA

James,

I have gone through your latest calculation based on CO2 emission from GEM model and w(-) / w(+) ratio 

for ARB transient. The equation you used is very similar to the one we used. Please see page two of the 

attached Word file for the equations. The only difference is that the mass (or mass per ton of load) of 

CO2 emitted during the cycles is used in your calculation while Cummins use the braking and traction 

energy. You are right. You original proposed method is only right when g/ton-mile for the three cycles are 

the same, which is not true for most cases. The trend lines are almost parallel to each other for CO2 and 

energy based calculation with CO2 based brake limit about 10% higher than energy based calculation. I 

am still trying to understand why there is a 10% difference between two approaches. 

Thanks,

Zhen

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com, Schenk.Charles@epamail.epa.gov, Jackson.Cleophas@epamail.epa.gov

Date: 06/02/2011 05:44 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen, 

Thanks for attaching the excel sheet that showed that your calculations were not dependant on the units. 

As for the other part of your email, I have been looking at the braking ratio differently then just replacing 

CO2 with the braking and traction work. What the braking ratio represented to me is the maximum 

reduction in CO2 for a hybrid from a conventional. So if the braking ratio was 0.25 the maximum 

reduction in CO2 assuming that the hybrid and conventional vehicle engine generated the same CO2 

g/kW-hr, would be 25%. My initial proposal on the cycle weights worked fine when the g/ton-mile for 

each cycle (55,65 and trans) were the same. This is pretty much true for the class 2b-5 according to 

GEM, but not so for class 6-7 and class 8. After talking it through with a couple of people here at the EPA, 

we are thinking that the we should use the emission results from GEM for the emissions from the "A" 
vehicle and then use the braking energy ratio to calculate the emissions for the "B" vehicle. Using the

emission rates from the "A" and "B" vehicle calculate the weighted reduction in CO2 and use that as the 

weighted maximum braking energy fraction. I have attached a file comparing these three methods.

Let me know what you think of this approach.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 06/01/2011 04:41 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,

As we discussed on the phone, our understanding of the weighting is that the weighting is distance based. 

For example, if a vehicle travels 100 miles and if we use Cummins recommended weighting, it will run 

ARB transient for 75 miles, run 55 mph cruise for 9 miles and 65 mph cruise for 16 miles. So the total 

CO2 or braking energy for the 100 miles traveled is:

 75 [miles] * (CO2 or braking energy during ARB Transient Test Cycle)/ ARB Transient Test Cycle 

Distance [miles]

+ 9 [miles] * (CO2 or braking energy during 55 mph Test Cycle) / 55 mph Test Cycle Distance 

[miles]

+ 16[miles] * (CO2 or braking energy during 65 mph Test Cycle) / 65 mph Test Cycle Distance 

[miles]

The total traction energy can be calculated the same way. 

So you can see that we are making the same assumption as you did. It is not rigorous, but in some sense 

the g/ton-mile (for CO2) or kWh/ton-mile (for braking or traction energy) can be assumed constant within 

each cycle. 
The brake / traction energy ratio can be calculated by total braking energy / total traction energy over the

100 miles traveled. As I explained on the phone, the unit used for braking or traction energy should not 

matter as long as they are consistent. A simple calculation with different units can be found in the 

attached Excel file. 

Let me know if I misunderstood your question or anything was not explained clearly.

Thanks,

Zhen

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 05:07 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

Thanks for sending me the excel sheet with your calculations. That only difference between the two, was 

where we add the zero to the acceleration array. I am doing my calculations in Matlab and since I didn't 

think it would make a difference I add a zero to the end of the acceleration array instead of the front. By 

added the zero to the front of the array our calculations line up. The last thing is how to weight the 

different cycles. I understand what you did but I haven't worked through what assumptions are being 

made by dividing by the miles of the cycle. The part that is missing from our calculations is CO2. With 

my method I assume that g/ton-mile is the same for all cycles (55, 65 and transient) and so 0.75 can just 

be multiplied by the braking energy fraction of the transient. Is your method assuming that g/kw-hr is 

constant across cycles? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com
Date: 05/31/2011 04:19 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,

I have converted our calculation from the Matlab script to an Excel spreadsheet. If you input the numbers 

in the highlighted green cell, the calculated traction and braking energy can be found in the highlighted 

yellow cell. We used the same equation as you did in the calculation. I noticed that our calculation of 

traction energy is in-line with yours but you have higher braking energy. The assumptions we used can 

also be found in the excel file. Let me know if you spot any errors or inconsistencies in our calculation.

Thanks,

-------------------------------------------------------------------------

Zhen Sun

CPE & Analysis Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-2916

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 11:42 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I have put together a summary to compare the results between my simplified calculations, GEM and your 

results. For my calculations I just used the following equations to calculate the work done at the tire. 

W = (m*a + m*g*Cr + 0.5*rho*A*Cd*V^2)*V

I am able to get the same tractive work at you did for the 55 and 65 cruise but our transient results do not 

line up. I also ran simulation with GEM and those also line up during the cruise cycle but not the transient. 

At this point I am still working to figure out what results we should use but wanted to send this to you to 

see if you had any explanation for the differences. I have also put together a list of where I believe the 

differences could be coming from.

- Driver (my calculations assume that the vehicle follows the cycle exactly where GEM has a driver)

- Shifting
- Powertrain and tire inertia

- Stiffness of components 

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/27/2011 12:26 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,

I have attached an Excel file with the Eb and Et for each cycle and our calculation on the brake energy/ 

traction energy. I have not update the calculation with new weight for Class 8 Vocational vehicle. The 

calculated ratio of brake energy and traction energy is different from the number I gave you yesterday. I 

mistakenly used the EPA's original proposed weighting to calculate weighted traction energy instead of 

our new weighting proposal. The mistake was corrected in the Excel file. Let me know if you have any 

questions regarding the calculation. 

Thanks,

Zhen

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/27/2011 09:50 AM

Subject: Re: Weighted Brake and Traction Energy Calculation
Zhen,

I would also be helpful to see what you got for Eb and Et for each cycle (55 mph, 65 mph and transient) 

and vehicle class.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/26/2011 02:58 PM

Subject: Weighted Brake and Traction Energy Calculation

James,

I have written down the equations that we used in the calculation of weighted mean braking energy and 

traction energy in the attached WORD file. The calculated brake energy / traction energy can be found in 

the attached PPT slide (highlighted column 4 and 5). Please note that the vehicle weight used in our 

calculation for the class 8 vocational vehicle is 30391 kg, based on the GEM input table on page 6 of 

"Greenhouse Gas Emission Model (GEM) User Guide".

Thanks,

Zhen

[attachment "Weighted braking energy.pptx" deleted by James Sanchez/AA/USEPA/US] 
[attachment "weighted mean value calculation.docx" deleted by James Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "GEM Vehicle Brake energy calculation.xlsx" deleted by James 

Sanchez/AA/USEPA/US] [attachment "Weighted braking energy rev2.pptx" deleted by James 

Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "ARB_Transient_brake_energy_calculation.xlsx" deleted by James 

Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "GEM Vehicle Brake energy calculation rev2.xlsx" deleted by James 

Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________[attachme

nt "Brake Limit Summary.xlsx" deleted by Zhen Sun/Corp/Cummins] 
Re: Weighted Brake and Traction Energy Calculation 

James Sanchez 

t

o

:

zhen.sun 06/02/2011 05:44 PM

Cc: morgan.andreae, Charles Schenk, Cleophas Jackson

From: James Sanchez/AA/USEPA/US

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com, Charles Schenk/AA/USEPA/US@EPA, Cleophas 

Jackson/AA/USEPA/US@EPA

Zhen, 

Thanks for attaching the excel sheet that showed that your calculations were not dependant on the units. 

As for the other part of your email, I have been looking at the braking ratio differently then just replacing 

CO2 with the braking and traction work. What the braking ratio represented to me is the maximum 

reduction in CO2 for a hybrid from a conventional. So if the braking ratio was 0.25 the maximum 

reduction in CO2 assuming that the hybrid and conventional vehicle engine generated the same CO2 

g/kW-hr, would be 25%. My initial proposal on the cycle weights worked fine when the g/ton-mile for 

each cycle (55,65 and trans) were the same. This is pretty much true for the class 2b-5 according to 

GEM, but not so for class 6-7 and class 8. After talking it through with a couple of people here at the EPA, 

we are thinking that the we should use the emission results from GEM for the emissions from the "A" 

vehicle and then use the braking energy ratio to calculate the emissions for the "B" vehicle. Using the 

emission rates from the "A" and "B" vehicle calculate the weighted reduction in CO2 and use that as the 

weighted maximum braking energy fraction. I have attached a file comparing these three methods.

Let me know what you think of this approach.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

zhen.sun James, As we discussed on the phone, our unde... 06/01/2011 04:41:03 PM

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 06/01/2011 04:41 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,
As we discussed on the phone, our understanding of the weighting is that the weighting is distance based.

For example, if a vehicle travels 100 miles and if we use Cummins recommended weighting, it will run 

ARB transient for 75 miles, run 55 mph cruise for 9 miles and 65 mph cruise for 16 miles. So the total 

CO2 or braking energy for the 100 miles traveled is:

 75 [miles] * (CO2 or braking energy during ARB Transient Test Cycle)/ ARB Transient Test Cycle 

Distance [miles]

+ 9 [miles] * (CO2 or braking energy during 55 mph Test Cycle) / 55 mph Test Cycle Distance 

[miles]

+ 16[miles] * (CO2 or braking energy during 65 mph Test Cycle) / 65 mph Test Cycle Distance 

[miles]

The total traction energy can be calculated the same way. 

So you can see that we are making the same assumption as you did. It is not rigorous, but in some sense 

the g/ton-mile (for CO2) or kWh/ton-mile (for braking or traction energy) can be assumed constant within 

each cycle. 

The brake / traction energy ratio can be calculated by total braking energy / total traction energy over the 

100 miles traveled. As I explained on the phone, the unit used for braking or traction energy should not 

matter as long as they are consistent. A simple calculation with different units can be found in the 

attached Excel file. 

Let me know if I misunderstood your question or anything was not explained clearly.

Thanks,

Zhen

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 05:07 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

Thanks for sending me the excel sheet with your calculations. That only difference between the two, was 

where we add the zero to the acceleration array. I am doing my calculations in Matlab and since I didn't 

think it would make a difference I add a zero to the end of the acceleration array instead of the front. By 

added the zero to the front of the array our calculations line up. The last thing is how to weight the 

different cycles. I understand what you did but I haven't worked through what assumptions are being 
made by dividing by the miles of the cycle. The part that is missing from our calculations is CO2. With

my method I assume that g/ton-mile is the same for all cycles (55, 65 and transient) and so 0.75 can just 

be multiplied by the braking energy fraction of the transient. Is your method assuming that g/kw-hr is 

constant across cycles? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 04:19 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,

I have converted our calculation from the Matlab script to an Excel spreadsheet. If you input the numbers 

in the highlighted green cell, the calculated traction and braking energy can be found in the highlighted 

yellow cell. We used the same equation as you did in the calculation. I noticed that our calculation of 

traction energy is in-line with yours but you have higher braking energy. The assumptions we used can 

also be found in the excel file. Let me know if you spot any errors or inconsistencies in our calculation.

Thanks,

-------------------------------------------------------------------------

Zhen Sun

CPE & Analysis Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-2916
From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 11:42 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I have put together a summary to compare the results between my simplified calculations, GEM and your 

results. For my calculations I just used the following equations to calculate the work done at the tire. 

W = (m*a + m*g*Cr + 0.5*rho*A*Cd*V^2)*V

I am able to get the same tractive work at you did for the 55 and 65 cruise but our transient results do not 

line up. I also ran simulation with GEM and those also line up during the cruise cycle but not the transient. 

At this point I am still working to figure out what results we should use but wanted to send this to you to 

see if you had any explanation for the differences. I have also put together a list of where I believe the 

differences could be coming from.

- Driver (my calculations assume that the vehicle follows the cycle exactly where GEM has a driver)

- Shifting

- Powertrain and tire inertia

- Stiffness of components 

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/27/2011 12:26 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,

I have attached an Excel file with the Eb and Et for each cycle and our calculation on the brake energy/ 

traction energy. I have not update the calculation with new weight for Class 8 Vocational vehicle. The 
calculated ratio of brake energy and traction energy is different from the number I gave you yesterday. I

mistakenly used the EPA's original proposed weighting to calculate weighted traction energy instead of 

our new weighting proposal. The mistake was corrected in the Excel file. Let me know if you have any 

questions regarding the calculation. 

Thanks,

Zhen

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/27/2011 09:50 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I would also be helpful to see what you got for Eb and Et for each cycle (55 mph, 65 mph and transient) 

and vehicle class.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/26/2011 02:58 PM

Subject: Weighted Brake and Traction Energy Calculation
James,

I have written down the equations that we used in the calculation of weighted mean braking energy and 

traction energy in the attached WORD file. The calculated brake energy / traction energy can be found in 

the attached PPT slide (highlighted column 4 and 5). Please note that the vehicle weight used in our 

calculation for the class 8 vocational vehicle is 30391 kg, based on the GEM input table on page 6 of 

"Greenhouse Gas Emission Model (GEM) User Guide".

Thanks,

Zhen

[attachment "Weighted braking energy.pptx" deleted by James Sanchez/AA/USEPA/US] 

[attachment "weighted mean value calculation.docx" deleted by James Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "GEM Vehicle Brake energy calculation.xlsx" deleted by James 

Sanchez/AA/USEPA/US] [attachment "Weighted braking energy rev2.pptx" deleted by James 

Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "ARB_Transient_brake_energy_calculation.xlsx" deleted by James 

Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "GEM Vehicle Brake energy calculation rev2.xlsx" deleted by James 

Sanchez/AA/USEPA/US] 
Re: Weighted Brake and Traction Energy Calculation

zhen.sun 

t

o

:

James Sanchez 06/01/2011 04:41 PM

Cc: morgan.andreae

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

History: This message has been replied to.

James,

As we discussed on the phone, our understanding of the weighting is that the weighting is distance based. 

For example, if a vehicle travels 100 miles and if we use Cummins recommended weighting, it will run 

ARB transient for 75 miles, run 55 mph cruise for 9 miles and 65 mph cruise for 16 miles. So the total 

CO2 or braking energy for the 100 miles traveled is:

 75 [miles] * (CO2 or braking energy during ARB Transient Test Cycle)/ ARB Transient Test Cycle 

Distance [miles]

+ 9 [miles] * (CO2 or braking energy during 55 mph Test Cycle) / 55 mph Test Cycle Distance 

[miles]

+ 16[miles] * (CO2 or braking energy during 65 mph Test Cycle) / 65 mph Test Cycle Distance 

[miles]

The total traction energy can be calculated the same way. 

So you can see that we are making the same assumption as you did. It is not rigorous, but in some sense 

the g/ton-mile (for CO2) or kWh/ton-mile (for braking or traction energy) can be assumed constant within 

each cycle. 

The brake / traction energy ratio can be calculated by total braking energy / total traction energy over the 

100 miles traveled. As I explained on the phone, the unit used for braking or traction energy should not 

matter as long as they are consistent. A simple calculation with different units can be found in the 

attached Excel file. 

Let me know if I misunderstood your question or anything was not explained clearly.

Thanks,

Zhen
From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 05:07 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

Thanks for sending me the excel sheet with your calculations. That only difference between the two, was 

where we add the zero to the acceleration array. I am doing my calculations in Matlab and since I didn't 

think it would make a difference I add a zero to the end of the acceleration array instead of the front. By 

added the zero to the front of the array our calculations line up. The last thing is how to weight the 

different cycles. I understand what you did but I haven't worked through what assumptions are being 

made by dividing by the miles of the cycle. The part that is missing from our calculations is CO2. With 

my method I assume that g/ton-mile is the same for all cycles (55, 65 and transient) and so 0.75 can just 

be multiplied by the braking energy fraction of the transient. Is your method assuming that g/kw-hr is 

constant across cycles? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 04:19 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,

I have converted our calculation from the Matlab script to an Excel spreadsheet. If you input the numbers 

in the highlighted green cell, the calculated traction and braking energy can be found in the highlighted 

yellow cell. We used the same equation as you did in the calculation. I noticed that our calculation of 
traction energy is in-line with yours but you have higher braking energy. The assumptions we used can

also be found in the excel file. Let me know if you spot any errors or inconsistencies in our calculation.

Thanks,

-------------------------------------------------------------------------

Zhen Sun

CPE & Analysis Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-2916

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 11:42 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I have put together a summary to compare the results between my simplified calculations, GEM and your 

results. For my calculations I just used the following equations to calculate the work done at the tire. 

W = (m*a + m*g*Cr + 0.5*rho*A*Cd*V^2)*V

I am able to get the same tractive work at you did for the 55 and 65 cruise but our transient results do not 

line up. I also ran simulation with GEM and those also line up during the cruise cycle but not the transient. 

At this point I am still working to figure out what results we should use but wanted to send this to you to 

see if you had any explanation for the differences. I have also put together a list of where I believe the 

differences could be coming from.

- Driver (my calculations assume that the vehicle follows the cycle exactly where GEM has a driver)

- Shifting

- Powertrain and tire inertia

- Stiffness of components 

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA
Cc: morgan.andreae@cummins.com

Date: 05/27/2011 12:26 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,

I have attached an Excel file with the Eb and Et for each cycle and our calculation on the brake energy/ 

traction energy. I have not update the calculation with new weight for Class 8 Vocational vehicle. The 

calculated ratio of brake energy and traction energy is different from the number I gave you yesterday. I 

mistakenly used the EPA's original proposed weighting to calculate weighted traction energy instead of 

our new weighting proposal. The mistake was corrected in the Excel file. Let me know if you have any 

questions regarding the calculation. 

Thanks,

Zhen

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/27/2011 09:50 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I would also be helpful to see what you got for Eb and Et for each cycle (55 mph, 65 mph and transient) 

and vehicle class.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439
sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/26/2011 02:58 PM

Subject: Weighted Brake and Traction Energy Calculation

James,

I have written down the equations that we used in the calculation of weighted mean braking energy and 

traction energy in the attached WORD file. The calculated brake energy / traction energy can be found in 

the attached PPT slide (highlighted column 4 and 5). Please note that the vehicle weight used in our 

calculation for the class 8 vocational vehicle is 30391 kg, based on the GEM input table on page 6 of 

"Greenhouse Gas Emission Model (GEM) User Guide".

Thanks,

Zhen

[attachment "Weighted braking energy.pptx" deleted by James Sanchez/AA/USEPA/US] 

[attachment "weighted mean value calculation.docx" deleted by James Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "GEM Vehicle Brake energy calculation.xlsx" deleted by James 

Sanchez/AA/USEPA/US] [attachment "Weighted braking energy rev2.pptx" deleted by James 

Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "ARB_Transient_brake_energy_calculation.xlsx" deleted by James 

Sanchez/AA/USEPA/US] 
______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Weighted Brake and Traction Energy Calculation 

James Sanchez 

t

o

:

zhen.sun 05/31/2011 05:07 PM

Cc: morgan.andreae

From: James Sanchez/AA/USEPA/US

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Zhen,

Thanks for sending me the excel sheet with your calculations. That only difference between the two, was 

where we add the zero to the acceleration array. I am doing my calculations in Matlab and since I didn't 

think it would make a difference I add a zero to the end of the acceleration array instead of the front. By 

added the zero to the front of the array our calculations line up. The last thing is how to weight the 

different cycles. I understand what you did but I haven't worked through what assumptions are being 

made by dividing by the miles of the cycle. The part that is missing from our calculations is CO2. With 

my method I assume that g/ton-mile is the same for all cycles (55, 65 and transient) and so 0.75 can just 

be multiplied by the braking energy fraction of the transient. Is your method assuming that g/kw-hr is 

constant across cycles? 

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

zhen.sun James, I have converted our calculation from the... 05/31/2011 04:19:18 PM

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 04:19 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,

I have converted our calculation from the Matlab script to an Excel spreadsheet. If you input the numbers 

in the highlighted green cell, the calculated traction and braking energy can be found in the highlighted 

yellow cell. We used the same equation as you did in the calculation. I noticed that our calculation of 

traction energy is in-line with yours but you have higher braking energy. The assumptions we used can 

also be found in the excel file. Let me know if you spot any errors or inconsistencies in our calculation.

Thanks,
-------------------------------------------------------------------------

Zhen Sun

CPE & Analysis Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-2916

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 11:42 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I have put together a summary to compare the results between my simplified calculations, GEM and your 

results. For my calculations I just used the following equations to calculate the work done at the tire. 

W = (m*a + m*g*Cr + 0.5*rho*A*Cd*V^2)*V

I am able to get the same tractive work at you did for the 55 and 65 cruise but our transient results do not 

line up. I also ran simulation with GEM and those also line up during the cruise cycle but not the transient. 

At this point I am still working to figure out what results we should use but wanted to send this to you to 

see if you had any explanation for the differences. I have also put together a list of where I believe the 

differences could be coming from.

- Driver (my calculations assume that the vehicle follows the cycle exactly where GEM has a driver)

- Shifting

- Powertrain and tire inertia

- Stiffness of components 

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com
Date: 05/27/2011 12:26 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,

I have attached an Excel file with the Eb and Et for each cycle and our calculation on the brake energy/ 

traction energy. I have not update the calculation with new weight for Class 8 Vocational vehicle. The 

calculated ratio of brake energy and traction energy is different from the number I gave you yesterday. I 

mistakenly used the EPA's original proposed weighting to calculate weighted traction energy instead of 

our new weighting proposal. The mistake was corrected in the Excel file. Let me know if you have any 

questions regarding the calculation. 

Thanks,

Zhen

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/27/2011 09:50 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I would also be helpful to see what you got for Eb and Et for each cycle (55 mph, 65 mph and transient) 

and vehicle class.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/26/2011 02:58 PM

Subject: Weighted Brake and Traction Energy Calculation

James,

I have written down the equations that we used in the calculation of weighted mean braking energy and 

traction energy in the attached WORD file. The calculated brake energy / traction energy can be found in 

the attached PPT slide (highlighted column 4 and 5). Please note that the vehicle weight used in our 

calculation for the class 8 vocational vehicle is 30391 kg, based on the GEM input table on page 6 of 

"Greenhouse Gas Emission Model (GEM) User Guide".

Thanks,

Zhen

[attachment "Weighted braking energy.pptx" deleted by James Sanchez/AA/USEPA/US] 

[attachment "weighted mean value calculation.docx" deleted by James Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "GEM Vehicle Brake energy calculation.xlsx" deleted by James 

Sanchez/AA/USEPA/US] [attachment "Weighted braking energy rev2.pptx" deleted by James 

Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "ARB_Transient_brake_energy_calculation.xlsx" deleted by James 

Sanchez/AA/USEPA/US] 
Re: Weighted Brake and Traction Energy Calculation

zhen.sun 

t

o

:

James Sanchez 05/31/2011 04:19 PM

Cc: morgan.andreae

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

History: This message has been replied to and forwarded.

James,

I have converted our calculation from the Matlab script to an Excel spreadsheet. If you input the numbers 

in the highlighted green cell, the calculated traction and braking energy can be found in the highlighted 

yellow cell. We used the same equation as you did in the calculation. I noticed that our calculation of 

traction energy is in-line with yours but you have higher braking energy. The assumptions we used can 

also be found in the excel file. Let me know if you spot any errors or inconsistencies in our calculation.

Thanks,

-------------------------------------------------------------------------

Zhen Sun

CPE & Analysis Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-2916

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 11:42 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I have put together a summary to compare the results between my simplified calculations, GEM and your 

results. For my calculations I just used the following equations to calculate the work done at the tire. 

W = (m*a + m*g*Cr + 0.5*rho*A*Cd*V^2)*V

I am able to get the same tractive work at you did for the 55 and 65 cruise but our transient results do not 

line up. I also ran simulation with GEM and those also line up during the cruise cycle but not the transient. 

At this point I am still working to figure out what results we should use but wanted to send this to you to 
see if you had any explanation for the differences. I have also put together a list of where I believe the

differences could be coming from.

- Driver (my calculations assume that the vehicle follows the cycle exactly where GEM has a driver)

- Shifting

- Powertrain and tire inertia

- Stiffness of components 

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/27/2011 12:26 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,

I have attached an Excel file with the Eb and Et for each cycle and our calculation on the brake energy/ 

traction energy. I have not update the calculation with new weight for Class 8 Vocational vehicle. The 

calculated ratio of brake energy and traction energy is different from the number I gave you yesterday. I 

mistakenly used the EPA's original proposed weighting to calculate weighted traction energy instead of 

our new weighting proposal. The mistake was corrected in the Excel file. Let me know if you have any 

questions regarding the calculation. 

Thanks,

Zhen

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com
Cc: morgan.andreae@cummins.com

Date: 05/27/2011 09:50 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I would also be helpful to see what you got for Eb and Et for each cycle (55 mph, 65 mph and transient) 

and vehicle class.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/26/2011 02:58 PM

Subject: Weighted Brake and Traction Energy Calculation

James,

I have written down the equations that we used in the calculation of weighted mean braking energy and 

traction energy in the attached WORD file. The calculated brake energy / traction energy can be found in 

the attached PPT slide (highlighted column 4 and 5). Please note that the vehicle weight used in our 

calculation for the class 8 vocational vehicle is 30391 kg, based on the GEM input table on page 6 of 

"Greenhouse Gas Emission Model (GEM) User Guide".

Thanks,

Zhen

[attachment "Weighted braking energy.pptx" deleted by James Sanchez/AA/USEPA/US] 

[attachment "weighted mean value calculation.docx" deleted by James Sanchez/AA/USEPA/US] 
______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "GEM Vehicle Brake energy calculation.xlsx" deleted by James 

Sanchez/AA/USEPA/US] [attachment "Weighted braking energy rev2.pptx" deleted by James 

Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Cycle Data

zhen.sun 

t

o

:

James Sanchez 05/31/2011 03:12 PM

Cc: morgan.andreae, jackie.m.yeager, robert.a.jorgensen

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com, jackie.m.yeager@cummins.com, 

robert.a.jorgensen@cummins.com

History: This message has been forwarded.

James,

As you requested I am sending you some of the cycle data Cummins collected and used in the cycle 

characteristics analysis that has been presented to EPA. Please let me know if you have any questions 

regarding these data.

Thanks,

-------------------------------------------------------------------------

Zhen Sun

CPE & Analysis Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-2916
Re: Weighted Brake and Traction Energy Calculation 

James Sanchez 

t

o

:

zhen.sun 05/31/2011 11:43 AM

Cc: morgan.andreae

From: James Sanchez/AA/USEPA/US

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

I meant to attach the summary file.

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

James Sanchez Zhen, I have put together a summary to compar... 05/31/2011 11:42:04 AM

From: James Sanchez/AA/USEPA/US

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/31/2011 11:42 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I have put together a summary to compare the results between my simplified calculations, GEM and your 

results. For my calculations I just used the following equations to calculate the work done at the tire. 

W = (m*a + m*g*Cr + 0.5*rho*A*Cd*V^2)*V

I am able to get the same tractive work at you did for the 55 and 65 cruise but our transient results do not 

line up. I also ran simulation with GEM and those also line up during the cruise cycle but not the transient. 

At this point I am still working to figure out what results we should use but wanted to send this to you to 

see if you had any explanation for the differences. I have also put together a list of where I believe the 

differences could be coming from.

- Driver (my calculations assume that the vehicle follows the cycle exactly where GEM has a driver)

- Shifting

- Powertrain and tire inertia

- Stiffness of components 

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive
Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

zhen.sun James, I have attached an Excel file with the Eb... 05/27/2011 12:26:28 PM
Re: Weighted Brake and Traction Energy Calculation 

James Sanchez 

t

o

:

zhen.sun 05/31/2011 11:42 AM

Cc: morgan.andreae

From: James Sanchez/AA/USEPA/US

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Zhen,

I have put together a summary to compare the results between my simplified calculations, GEM and your 

results. For my calculations I just used the following equations to calculate the work done at the tire. 

W = (m*a + m*g*Cr + 0.5*rho*A*Cd*V^2)*V

I am able to get the same tractive work at you did for the 55 and 65 cruise but our transient results do not 

line up. I also ran simulation with GEM and those also line up during the cruise cycle but not the transient. 

At this point I am still working to figure out what results we should use but wanted to send this to you to 

see if you had any explanation for the differences. I have also put together a list of where I believe the 

differences could be coming from.

- Driver (my calculations assume that the vehicle follows the cycle exactly where GEM has a driver)

- Shifting

- Powertrain and tire inertia

- Stiffness of components 

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

zhen.sun James, I have attached an Excel file with the Eb... 05/27/2011 12:26:28 PM

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/27/2011 12:26 PM

Subject: Re: Weighted Brake and Traction Energy Calculation

James,

I have attached an Excel file with the Eb and Et for each cycle and our calculation on the brake energy/ 

traction energy. I have not update the calculation with new weight for Class 8 Vocational vehicle. The 

calculated ratio of brake energy and traction energy is different from the number I gave you yesterday. I 

mistakenly used the EPA's original proposed weighting to calculate weighted traction energy instead of 

our new weighting proposal. The mistake was corrected in the Excel file. Let me know if you have any 

questions regarding the calculation. 
Thanks,

Zhen

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/27/2011 09:50 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I would also be helpful to see what you got for Eb and Et for each cycle (55 mph, 65 mph and transient) 

and vehicle class.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/26/2011 02:58 PM

Subject: Weighted Brake and Traction Energy Calculation

James,
I have written down the equations that we used in the calculation of weighted mean braking energy and 

traction energy in the attached WORD file. The calculated brake energy / traction energy can be found in 

the attached PPT slide (highlighted column 4 and 5). Please note that the vehicle weight used in our 

calculation for the class 8 vocational vehicle is 30391 kg, based on the GEM input table on page 6 of 

"Greenhouse Gas Emission Model (GEM) User Guide".

Thanks,

Zhen

[attachment "Weighted braking energy.pptx" deleted by James Sanchez/AA/USEPA/US] 

[attachment "weighted mean value calculation.docx" deleted by James Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 

[attachment "GEM Vehicle Brake energy calculation.xlsx" deleted by James 

Sanchez/AA/USEPA/US] [attachment "Weighted braking energy rev2.pptx" deleted by James 

Sanchez/AA/USEPA/US] 
Re: Weighted Brake and Traction Energy Calculation

zhen.sun 

t

o

:

James Sanchez 05/27/2011 12:26 PM

Cc: morgan.andreae

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

History: This message has been replied to and forwarded.

James,

I have attached an Excel file with the Eb and Et for each cycle and our calculation on the brake energy/ 

traction energy. I have not update the calculation with new weight for Class 8 Vocational vehicle. The 

calculated ratio of brake energy and traction energy is different from the number I gave you yesterday. I 

mistakenly used the EPA's original proposed weighting to calculate weighted traction energy instead of 

our new weighting proposal. The mistake was corrected in the Excel file. Let me know if you have any 

questions regarding the calculation. 

Thanks,

Zhen

From: Sanchez.James@epamail.epa.gov

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Date: 05/27/2011 09:50 AM

Subject: Re: Weighted Brake and Traction Energy Calculation

Zhen,

I would also be helpful to see what you got for Eb and Et for each cycle (55 mph, 65 mph and transient) 

and vehicle class.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality
U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/26/2011 02:58 PM

Subject: Weighted Brake and Traction Energy Calculation

James,

I have written down the equations that we used in the calculation of weighted mean braking energy and 

traction energy in the attached WORD file. The calculated brake energy / traction energy can be found in 

the attached PPT slide (highlighted column 4 and 5). Please note that the vehicle weight used in our 

calculation for the class 8 vocational vehicle is 30391 kg, based on the GEM input table on page 6 of 

"Greenhouse Gas Emission Model (GEM) User Guide".

Thanks,

Zhen

[attachment "Weighted braking energy.pptx" deleted by James Sanchez/AA/USEPA/US] 

[attachment "weighted mean value calculation.docx" deleted by James Sanchez/AA/USEPA/US] 

______________________________________________________________________

This email has been scanned by the MessageLabs Email Security System.

For more information please visit http://www.messagelabs.com/email

______________________________________________________________________ 
Re: Weighted Brake and Traction Energy Calculation 

James Sanchez 

t

o

:

zhen.sun 05/27/2011 09:50 AM

Cc: morgan.andreae

From: James Sanchez/AA/USEPA/US

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Zhen,

I would also be helpful to see what you got for Eb and Et for each cycle (55 mph, 65 mph and transient) 

and vehicle class.

Thanks,

James 

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

zhen.sun James, I have written down the equations that w... 05/26/2011 02:58:11 PM

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/26/2011 02:58 PM

Subject: Weighted Brake and Traction Energy Calculation

James,

I have written down the equations that we used in the calculation of weighted mean braking energy and 

traction energy in the attached WORD file. The calculated brake energy / traction energy can be found in 

the attached PPT slide (highlighted column 4 and 5). Please note that the vehicle weight used in our 

calculation for the class 8 vocational vehicle is 30391 kg, based on the GEM input table on page 6 of 

"Greenhouse Gas Emission Model (GEM) User Guide".

Thanks,

Zhen

[attachment "Weighted braking energy.pptx" deleted by James Sanchez/AA/USEPA/US] 

[attachment "weighted mean value calculation.docx" deleted by James Sanchez/AA/USEPA/US] 
Re: Weighted Brake and Traction Energy Calculation 

James Sanchez 

t

o

:

zhen.sun 05/27/2011 08:58 AM

Cc: morgan.andreae

From: James Sanchez/AA/USEPA/US

To: zhen.sun@cummins.com

Cc: morgan.andreae@cummins.com

Hello Zhen,

Can you send me what you get for Eb/Et over the proposed transient for each class.

Thanks,

James

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

L. James Sanchez

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

2000 Traverwood Drive

Ann Arbor, MI 48105

734.214.4439

sanchez.james@epa.gov

734.214.4050 (fax)

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

zhen.sun James, I have written down the equations that w... 05/26/2011 02:58:11 PM

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

Date: 05/26/2011 02:58 PM

Subject: Weighted Brake and Traction Energy Calculation

James,

I have written down the equations that we used in the calculation of weighted mean braking energy and 

traction energy in the attached WORD file. The calculated brake energy / traction energy can be found in 

the attached PPT slide (highlighted column 4 and 5). Please note that the vehicle weight used in our 

calculation for the class 8 vocational vehicle is 30391 kg, based on the GEM input table on page 6 of 

"Greenhouse Gas Emission Model (GEM) User Guide".

Thanks,

Zhen

[attachment "Weighted braking energy.pptx" deleted by James Sanchez/AA/USEPA/US] 

[attachment "weighted mean value calculation.docx" deleted by James Sanchez/AA/USEPA/US] 
Weighted Brake and Traction Energy Calculation

zhen.sun 

t

o

:

James Sanchez 05/26/2011 02:58 PM

Cc: morgan.andreae

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com

History: This message has been replied to and forwarded.

James,

I have written down the equations that we used in the calculation of weighted mean braking energy and 

traction energy in the attached WORD file. The calculated brake energy / traction energy can be found in 

the attached PPT slide (highlighted column 4 and 5). Please note that the vehicle weight used in our 

calculation for the class 8 vocational vehicle is 30391 kg, based on the GEM input table on page 6 of 

"Greenhouse Gas Emission Model (GEM) User Guide".

Thanks,

Zhen
Re: matlab script to generate vFTP

zhen.sun 

t

o

:

James Sanchez 05/17/2011 05:25 PM

Cc: john.o'brien, morgan.andreae

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: john.o'brien@cummins.com, morgan.andreae@cummins.com

James,

I have cleaned up the vehicle FTP Matlab script and now the flow of the script is more straightforward. 

Again please put the attached script and Excel file in the same directory to run the code. Let me know if 

you have any questions on the code or the process. 

Regards,

-------------------------------------------------------------------------

Zhen Sun

CPE & Analysis Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-2916

From: Zhen Sun/Corp/Cummins

To: Sanchez.James@epamail.epa.gov

Cc: Morgan Andreae/Auto/Cummins@Cummins, John O'Brien/Ind/Cummins@Cummins

Date: 05/13/2011 03:32 PM

Subject: matlab script to generate vFTP

James,

Attached please find the matlab script to calculate vehicle FTP. A brief description of the procedure can 

be found in the ppt file. The matlab script should reside in the same directory of the attached Excel file 

because the script will retrieve engine FTP, grade and braking power data from the Excel file. I am still 

working on the cleanup of the script and trying to make it less confusion in several spots. I will send you 

an improved version by the end of next Tuesday. 

Let me know if you have any questions on the procedure or running the script.
Thanks,

-------------------------------------------------------------------------

Zhen Sun

CPE & Analysis Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-2916
matlab script to generate vFTP

zhen.sun 

t

o

:

James Sanchez 05/13/2011 03:33 PM

Cc: morgan.andreae, john.o'brien

From: zhen.sun@cummins.com

To: James Sanchez/AA/USEPA/US@EPA

Cc: morgan.andreae@cummins.com, john.o'brien@cummins.com

James,

Attached please find the matlab script to calculate vehicle FTP. A brief description of the procedure can 

be found in the ppt file. The matlab script should reside in the same directory of the attached Excel file 

because the script will retrieve engine FTP, grade and braking power data from the Excel file. I am still 

working on the cleanup of the script and trying to make it less confusion in several spots. I will send you 

an improved version by the end of next Tuesday. 

Let me know if you have any questions on the procedure or running the script.

Thanks,

-------------------------------------------------------------------------

Zhen Sun

CPE & Analysis Engineer

Power Systems Group

Cummins, Inc

Ph: 812-377-2916