Reducing the Fuel Consumption and Greenhouse Gas Emissions of Medium- and Heavy-Duty Vehicles, Phase Two First Report (2014) / Chapter Skim
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1 Introduction
1 Introduction
Pages 7-22
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to undertake a study on the technologies and costs for of DOT, to issue MHDV fuel consumption standards in improving fuel consumption in MHDVs. Within one year of close coordination with GHG emissions standards to be prothe completion of the NAS study, the DOT was required to mulgated for the same vehicles by the U.S.
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A further consideration is the gross vehicle weight 1 For purposes of this report, the term "model year" will be syn assumed in the GHG Emissions Model (GEM) simulation, onymous with "calendar year," because unlike the light-duty vehicle which for Class 8 vehicles is based on a payload weight of sector, model years vary significantly among MHDV manufactur- 38,000 lb, an intermediate load value.
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to ensure there is not an undesirable acute sensitivity to The use of simulation for the vehicle, with a separate engine payload by a particular truck power train and to reflect the test, generally followed the NRC Phase One Report recomfact that some states allow vehicles to operate with gross mendation to certify entire vehicles. The Phase One Report combination vehicle weight ratings well in excess of the included the following recommendation: values adopted for the simulation.
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The NRC Phase One Committee had noted such as gross combination vehicle weight, to judge whether that road grade variations, for example, are absent from the variation in these parameters leads to a source of error practically all widely used test cycles. A further example in the simulation.
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Unintended Consequences The MHDV regulatory regime has had a short history relative to other fuel economy regulatory programs. There has Interventions into complex systems inevitably produce not been the opportunity to benefit from numerous cycles of unintended consequences.
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The culture change in the tractorconsider whether such consequences are likely and, if so, to van trailer fleet technical community has progressed but what extent they will be detrimental to the long-run health has done so absent clear signals on the cost-effectiveness of of the industry and the goals of reduced fuel consumption integrating trailers into the total vehicle. Separate regulation and GHG reduction, and if such second-order impacts can of trailers for fuel efficiency will have the beneficial effect or should be mitigated.15 of beginning integration of trailer design with the tractor for improved aerodynamic performance, lower tare weight, and Finding: The avoidance of unintended consequences needs a requirement for low-rolling-resistance tires.
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that began in early 2013.19 Based on the SwRI The Phase I Rule adopted test procedures that may not representative's status report on June 21, 2013,20 the commitconsider yaw angle; however, it was noted that "the Agen- tee concludes NHTSA is addressing Recommendation 8-5 of cies are adopting provisions which allow manufacturers the Phase One Report.21 The committee is highly supportive to generate credits reflecting performance of technologies of these efforts to quantify fuel consumption benefits. which improve the aerodynamic performance in crosswind conditions."18 Apparent wind yaw angles are certainly impor- Finding: In vehicle simulation, there is uncertainty about tant in characterizing aerodynamic efficiency: They have a the effectiveness of particular aerodynamic devices, as well significant influence on the magnitude of aerodynamic drag.
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natural gas engines have also become an option in some fleet applications. It remains relevant to determine the emis Further, Finding 8-9 from the Phase One Report says sion control strategy for NOx and CO2 emissions for Class that "to account for the fuel consumption benefits of hybrid 2b through Class 7 vehicles that would deliver the greatest power trains and transmission technology, the present reduction in fuel consumption and GHG emissions overall engine-only tests for emissions certification will need to be for this fleet, taking into account the cost of compliance.
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background regulatory MARKET AND REGULATORY BACKGROUND FACTORS developments. This section briefly summarizes market and other regulatory background factors that are relevant to MHDV fuel Natural Gas consumption and GHG emissions that have significantly changed since the Phase One Report was completed.
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Common production pathways and uses for natural gas and other current and future MHDV fuels are illustrated 28 TIAX (undated) , "US and Canadian Natural Gas Vehicle in Figure 1-1.
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This due to the first Renewable Fuel Standard (RFS) program, would reduce the incentive to move toward natural gas fuels which was enacted in 2006 as a part of the Energy Policy and technologies in the MHDV sector.
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. These fuels are pro medium- and heavy-duty vehicles to reduce CO2 emissions duced via the FT chemical process, using natural gas, coal, and fuel consumption.
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Manufac Some MHDV manufacturers currently have active pro- turers are likely to achieve these vehicle standards using the grams developing FCVs. For example, Vision Motor Com- variety of different energy fuels and technologies discussed pany has developed the nation's first Class 8 zero emission above -- including diesel, gasoline, ethanol, natural gas, (tank-to-wheels)
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. It is likely that more limited semi- affect fuel consumption, GHG emissions, or attempts to autonomous systems with various driver aids (e.g., adaptive control fuel consumption and CO2 emissions.
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Highway speed limits for heavy-duty vehicles Lower speeds will generally have a significant beneficial impact on fuel consumption, although size of impact will depend on other power demands of the vehicle. State regulations on fuel exploration, extraction, production, or Depending on the regulation, natural gas pricing and availability may distribution (including fracking)
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March 31. tors and Considerations for Establishing a Fuel Efficiency Regulatory White House.
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