Potential PHEV Test Procedure ChangesDRAFT – 11/1/2013EPA/ARB/Industry Tier 3 DiscussionMeetingNovember 6, 2013 2PMD. Good, Compliance Division1PHEV Test Procedures – Net EnergyChange (NEC) Correction for CS TestingChange(NEC)CorrectionforCSTesting• EPA Tier 3 NPRM proposed no change to manufacturers use of a NEC correction factorduring CS testing, between +/-1and +/-5 % of total fuel energy–Prior EPA approval requiredper existingparagraph 40 CFR 600.116-12(b5).q p g p g p)( )– Correct only CREE, CO2, fuel consumption/MPG;disregard any effect on criteria pollutants.– Ref. 40 CFR 1066.501 as proposed in the Tier 3 rule– Example NEC Correction from SAE J1711 Appendix C:• Alliance comment:– NEC correction factors, within limits in T3 proposal, should be allowed without EPA approval.– Manufacturer should declare their intent to useNEC correction during the cert preview meeting.• EPA sees no compelling need to revise 600.116-12(b)(5)– Prior approval is needed to maintain levelplaying field for all manufacturers, etc.• ARB/EPA/Industry discussion in Oct 30, 2013 Webinar:–Expand NEC Tolerance from +/- 1% to +5% / -1% (allow worst case manufacturer testing)– Discuss EPA/ARB confirmatory testingPHEV CD Test Procedures – Double Cold Start• Tier 3 proposed not applying Utility Factors toCharge Depleting criteria emissions.•Using UFs on criteria pollutants could mask high emission rates in extended blendedPenalty and Charge Depleting Criteria EmissionsUsingUFsoncriteriapollutantscouldmaskhighemissionratesinextendedblendedmode operation• Currently EPA assures criteria pollutantcompliance on CD tests through the defeatdevice policy• Alliance comment:– Utility Factors should be applied tocharge depleting criteria emissions– Manufacturers should be able to attest to charge depleting compliance– Vehicles must operate in a similar manner when operating at the same APU speedand load point in either charge sustaining or charge depleting mode.•ARB Method–Stop/Start:ARBMethod• Stop the CD test as soon as the engine starts and soak 10 minutes• Resume CD test with a new UDDS cycle• Engine should start soon after beginning UDDS capturing single cold startA l t d d PHEV i i l l ti t d t i tifi ti li•Apply standardPHEVmass emissions calculationtodetermine certification compliance:g/mi = 0.43(UDDScd/distancecd) + 0.57(UDDScs_hot start/distancecs_hot start)PHEV CD Test Procedures – Double Cold StartP lt d CD C it i E i i ( ti d)Penalty andCDCriteriaEmissions(continued)Modular Method:• This approach addresses the double cold startpenaltythat could onlybep y yexperienced with a PHEV if conditions were just right.• This approach may not address a blended mode PHEV that cycles the enginethroughout CD testing enough to exhibit multiple cold starts.g/mi = 0 43(UDDS/distance) + 0 57(UDDS/distance)g/mi=0.43(cd/distancecd)+0.57(UDDScs_hot start/distancecs_hot start)• The UDDScdis thesingle worstUDDS (ARB 1-bag UDDS),(EPA 2-bag UDDS)• The UDDScsis the CS hot-start UDDS (Bag 2 of theARB Charge sustaining test or Bags3 and 4 of the EPA Charge sustaining test)•The distances are those associated with each UDDS sample periodThedistancesarethoseassociatedwitheachUDDSsampleperiod• Pro: Eliminates double cold possibility, usesexisting test data, can be used to check thatFuel economy tests are “meeting standard”• Con: Provision required to address blended mode PHEVs (such as limiting thesubstitution of CS hot bag to only one CD bag) effect are unknown (this method had notsubstitutionofCShotbagtoonlyoneCDbag),effectareunknown(thismethodhadnotbeen applied to any data, yet)How should EPA/ARB assure emission compliance during CD tests?–Require this type of(worst case)CD test data aspart of certification;oryp ( ) p ;– Not require worst case CD data but assurecompliance via defeat device policy; or– Require manufacturers to make a statement ofcompliance that CD testscomply with criteriapollutant emission standards– Also require assurance that vehicles operatein a similar manner when operating at the sameAPU speed and load point in either chargesustaining or charge depleting mode4PHEV Test Procedures – In Use CREE standards• Proposed–Existing regulation (not Tier 3) establishes the In-use CREE standard by multiplying the certified CREEExistingregulation(notTier3)establishestheInuseCREEstandardbymultiplyingthecertifiedCREEvalue of a given vehicle by 1.1– PHEVs use the combined (55% city/45% highway)composite (utilitized CD and CS) CREE results forIn-use standards and certification values---increased by 10%.• Tier 3 comments from one manufacturer:–PHEV CREE values are largelydependent upon CD range(Rcda)and the resultingUtilityFactor.y p p g(gy– A small change in the Rcda can cause a major change in the in-use compliance level• Manufacturers have very little experience in battery deterioration• Suggest separate in-use standardsfor CD and CS operation•EPA Concerns:EPAConcerns:– Completely separating CD and CS modes forPHEVs would lead to no CD range degradationconsequences, since the CREE cert level during CD isusually zero and is independent of range whenexamined independently of CS– The In-use liability is largely due to the “zero” upstream credit allowed for electricity• Any electric range lost is essentially replacing “zero” with XXX g/mi•Assigning some value to upstream for In-use would lessen the impact of battery degradation and retain theupstream “credit” as proposed in the original GHG rule• Options:– Base PHEV In-use standard on the electric range (Rcda in SAE J1711)• For example, Rcda of in-use vehicles could be no less than 90% of the Rcda of the certification vehicleDerive PHEV Inuse standard using upstream emission calculation procedure–DerivePHEVIn-usestandardusingupstreamemissioncalculationprocedure– No change to existing regulations – Base PHEV In-usestandard on 110% of the composite, combinedCREE value used in the manufacturers greenhouse gas Model Year Report– Other ideas?