Alternative Methods for Calculating Off-Cycle Credits Under the Light-Duty Vehicle Greenhouse Gas Emissions Program: Applications From Hyundai Motor Company and Kia Motors Corporation |
|---|
Topics: Hyundai, Kia
|
Byron J. Bunker
Environmental Protection Agency
21 February 2020
[Federal Register Volume 85, Number 35 (Friday, February 21, 2020)]
[Notices]
[Pages 10162-10164]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-03510]
=======================================================================
-----------------------------------------------------------------------
ENVIRONMENTAL PROTECTION AGENCY
[EPA-HQ-OAR-2020-0073; FRL-10005-61-OAR]
Alternative Methods for Calculating Off-Cycle Credits Under the
Light-Duty Vehicle Greenhouse Gas Emissions Program: Applications From
Hyundai Motor Company and Kia Motors Corporation
AGENCY: Environmental Protection Agency (EPA).
ACTION: Notice.
-----------------------------------------------------------------------
SUMMARY: EPA is requesting comment on applications from Hyundai Motor
Company (``Hyundai'') and Kia Motors Corporation (``Kia'') for off-
cycle carbon dioxide (CO2) credits under EPA's light-duty
vehicle greenhouse gas emissions standards. ``Off-cycle'' emission
reductions can be achieved by employing technologies that result in
real-world benefits, but where that benefit is not adequately captured
on the test procedures used by manufacturers to demonstrate compliance
with emission standards. EPA's light-duty vehicle greenhouse gas
program acknowledges these benefits by giving automobile manufacturers
several options for generating ``off-cycle'' CO2 credits.
Under the regulations, a manufacturer may apply for CO2
credits for off-cycle technologies that result in off-cycle benefits.
In these cases, a manufacturer must provide EPA with a proposed
methodology for determining the real-world off-cycle benefit. Hyundai
and Kia have submitted applications that describe methodologies for
determining off-cycle credits from technologies described in their
applications. Pursuant to applicable regulations, EPA is making these
off-cycle credit calculation methodologies available for public
comment.
DATES: Comments must be received on or before March 23, 2020.
ADDRESSES: Submit your comments, identified by Docket ID No. EPA-HQ-
OAR-2020-0073, to the Federal eRulemaking Portal: http://www.regulations.gov. Follow the online instructions for submitting
comments. Once submitted, comments cannot be edited or withdrawn. The
EPA may publish any comment received to its public docket. Do not
submit electronically any information you consider to be Confidential
Business Information (CBI) or other information whose disclosure is
restricted by statute. Multimedia submissions (audio, video, etc.) must
be accompanied by a written comment. The written comment is considered
the official comment and should include discussion of all points you
wish to make. The EPA will generally not consider comments or comment
contents located outside of the primary submission (i.e. on the web,
cloud, or other file sharing system). For additional submission
methods, the full EPA public comment policy, information about CBI or
multimedia submissions, and general guidance on making effective
comments, please visit http://www2.epa.gov/dockets/commenting-epa-dockets.
FOR FURTHER INFORMATION CONTACT: Roberts French, Environmental
Protection Specialist, Office of Transportation and Air Quality,
Compliance Division, U.S. Environmental Protection Agency, 2000
Traverwood Drive, Ann Arbor, MI 48105. Telephone: (734) 214-4380. Fax:
(734) 214-4869. Email address: french.roberts@epa.gov.
SUPPLEMENTARY INFORMATION:
I. Background
EPA's light-duty vehicle greenhouse gas (GHG) program provides
three pathways by which a manufacturer may accrue off-cycle carbon
dioxide (CO2) credits for those technologies that achieve
CO2 reductions in the real world but where those reductions
are not adequately captured on the test used to determine compliance
with the CO2 standards, and which are not otherwise
reflected in the standards' stringency. The first pathway is a
predetermined list of credit values for specific off-cycle technologies
that may be used beginning in model year 2014.\1\ This pathway allows
manufacturers to use conservative credit values established by EPA for
a wide range of technologies, with minimal data submittal or testing
requirements, if the technologies meet EPA regulatory definitions. In
cases where the off-cycle technology is not on the menu but additional
laboratory testing can demonstrate emission benefits, a second pathway
allows manufacturers to use a broader array of emission tests (known as
``5-cycle'' testing because the methodology uses five different testing
procedures) to demonstrate and justify off-cycle CO2
[[Page 10163]]
credits.\2\ The additional emission tests allow emission benefits to be
demonstrated over some elements of real-world driving not adequately
captured by the GHG compliance tests, including high speeds, hard
accelerations, and cold temperatures. These first two methodologies
were completely defined through notice and comment rulemaking and
therefore no additional process is necessary for manufacturers to use
these methods. The third and last pathway allows manufacturers to seek
EPA approval to use an alternative methodology for determining the off-
cycle CO2 credits.\3\ This option is only available if the
benefit of the technology cannot be adequately demonstrated using the
5-cycle methodology. Manufacturers may also use this option to
demonstrate reductions that exceed those available via use of the
predetermined list.
---------------------------------------------------------------------------
\1\ See 40 CFR 86.1869-12(b).
\2\ See 40 CFR 86.1869-12(c).
\3\ See 40 CFR 86.1869-12(d).
---------------------------------------------------------------------------
Under the regulations, a manufacturer seeking to demonstrate off-
cycle credits with an alternative methodology (i.e., under the third
pathway described above) must describe a methodology that meets the
following criteria:
Use modeling, on-road testing, on-road data collection, or
other approved analytical or engineering methods;
Be robust, verifiable, and capable of demonstrating the
real-world emissions benefit with strong statistical significance;
Result in a demonstration of baseline and controlled
emissions over a wide range of driving conditions and number of
vehicles such that issues of data uncertainty are minimized;
Result in data on a model type basis unless the
manufacturer demonstrates that another basis is appropriate and
adequate.
Further, the regulations specify the following requirements
regarding an application for off-cycle CO2 credits:
A manufacturer requesting off-cycle credits must develop a
methodology for demonstrating and determining the benefit of the off-
cycle technology and carry out any necessary testing and analysis
required to support that methodology.
A manufacturer requesting off-cycle credits must conduct
testing and/or prepare engineering analyses that demonstrate the in-use
durability of the technology for the full useful life of the vehicle.
The application must contain a detailed description of the
off-cycle technology and how it functions to reduce CO2
emissions under conditions not represented on the compliance tests.
The application must contain a list of the vehicle
model(s) which will be equipped with the technology.
The application must contain a detailed description of the
test vehicles selected and an engineering analysis that supports the
selection of those vehicles for testing.
The application must contain all testing and/or simulation
data required under the regulations, plus any other data the
manufacturer has considered in the analysis.
Finally, the alternative methodology must be approved by EPA prior
to the manufacturer using it to generate credits. As part of the review
process defined by regulation, the alternative methodology submitted to
EPA for consideration must be made available for public comment.\4\ EPA
will consider public comments as part of its final decision to approve
or deny the request for off-cycle credits.
---------------------------------------------------------------------------
\4\ See 40 CFR 86.1869-12(d)(2).
---------------------------------------------------------------------------
II. Off-Cycle Credit Applications
A. Active Climate Control Seats
Hyundai and Kia are applying for off-cycle GHG credits for the use
of active climate control seat technologies. Climate Control Seats
(CCS) are a seat technology that utilizes motorized blowers,
thermoelectric devices, and seating surfaces designed for high airflow
to move chilled air through the seat and onto the occupant. In Hyundai
and Kia vehicle applications, the CCS contains two thermoelectric
chillers: One in the seat back, one in the seat cushion. The seat
cushion contains one blower motor with air ducts to direct blower air
flow through both the seat cushion and seat back. The technology
provides active cooling, which occurs when the blower motor passes
ambient cabin air across the integrated thermoelectric chillers; the
chilled air then moves through the seating surfaces and onto the
vehicle occupant. The technology allows vehicle occupants to reach
equivalent thermal comfort at a higher cabin ambient temperature
compared to a baseline seat, and therefore has the potential to reduce
A/C system fuel use more than ventilated seats.
General Motors (GM) previously applied for credits for this
technology, and EPA approved these credits for GM in 2018.\5\ GM's
methodology referenced a 2017 study conducted by the National Renewable
Energy Laboratory (NREL) in partnership with Gentherm, the manufacturer
of the CCS system.\6\ This study found that the CCS technology reduced
air conditioner loads by 17%, substantially more than the 7.5%
reduction for the older technology tested by NREL in 2005 and used to
derive the menu-based credit in the regulations. Applying this 17%
reduction to the EPA baseline A/C emissions (13.8 for cars and 17.2 for
trucks) results in off-cycle credit for CCS systems of 2.3 grams/mile
for passenger cars and 2.9 grams/mile for trucks (instead of the
default credits of 1.0 and 1.3 grams/mile, respectively). EPA considers
the CCS system to be a thermal control technology that, if approved,
will be subject to the maximum per vehicle limits of 3.0 g/mi for
passenger automobiles and 4.3 g/mi for light trucks specified in the
regulations.\7\
---------------------------------------------------------------------------
\5\ ``EPA Decision Document: Off-cycle Credits for General
Motors and Toyota Motor Corporation.'' Compliance Division, Office
of Transportation and Air Quality, U.S. Environmental Protection
Agency. EPA-420-R-18-014, June 2018.
\6\ ``Impact of Active Climate Control Seats on Energy Use, Fuel
Use, and CO2 Emissions: Test and Analysis.'' Cory
Kreutzer, John Rugh, Bidzina Kekelia, Gene Titov, Strategic
Partnership Project Report, Contract No. DE-AC36-08GO28308, May
2017.
\7\ See 40 CFR 86.1869-12(b)(1)(viii).
---------------------------------------------------------------------------
Hyundai and Kia use the Gentherm seat technology, thus they
similarly referenced the NREL report and have requested credits
identical to those already approved for GM. Their requests are for 2012
and later model year vehicles using this technology. If approved, these
credits would be for vehicles using this technology in both front
seating locations, consistent with the NREL evaluation and the credits
granted to GM.
B. Air Conditioning Compressor With Variable Orifice Valve Technology
Hyundai and Kia are applying for off-cycle GHG credits for the use
of the Hanon air conditioner compressor with variable orifice valve
technology. The Hanon compressor design improves the internal valve
system to reduce the internal refrigerant flow necessary throughout the
range of displacements that the compressor uses during its operating
cycle. This is achieved through the addition of a variable orifice
valve. Conventional compressors have a fixed orifice, so the flow of
refrigerant exiting the crankcase is fixed. The sizing of the orifice
is a compromise among the conditions when either a high or low rate of
flow would be more ideal. However, variable orifice valve technology
can provide a larger mass flow under maximum capacity and compressor
start-up conditions by opening the valve, when high flow is ideal; it
can then reduce to smaller openings with reduced mass flow in
[[Page 10164]]
mid or low capacity conditions. Thus, overall, the refrigerant exiting
the crankcase is optimized across the range of operating conditions,
improving system efficiency and therefore lowering indirect
CO2 emissions due to use of the air conditioning system.
Hyundai and Kia are applying for credits for the 2021 and later
model years for vehicles sold in the U.S. and equipped with the Hanon
A/C compressor with variable orifice valve technology. The credits
requested range from 1.5 g/mi to 1.8 g/mi, depending on the specifics
of the A/C system. EPA considers this compressor technology to be a
technology that, if approved, will be subject to the maximum limits for
an A/C system of 5.0 g/mi for passenger automobiles and 7.2 g/mi for
light trucks specified in the regulations.\8\ Details of the testing
and analysis can be found in the manufacturer's applications.
---------------------------------------------------------------------------
\8\ See 40 CFR 86.1868-12(b).
---------------------------------------------------------------------------
III. EPA Decision Process
EPA has reviewed the applications for completeness and is now
making the applications available for public review and comment as
required by the regulations. The off-cycle credit applications
submitted by the manufacturers (with confidential business information
redacted) have been placed in the public docket (see ADDRESSES section
above) and on EPA's website at https://www.epa.gov/vehicle-and-engine-certification/compliance-information-light-duty-greenhouse-gas-ghg-standards.
EPA is providing a 30-day comment period on the applications for
off-cycle credits described in this document, as specified by the
regulations. The manufacturers may submit a written rebuttal of
comments for EPA's consideration, or may revise an application in
response to comments. After reviewing any public comments and any
rebuttal of comments submitted by manufacturers, EPA will make a final
decision regarding the credit requests. EPA will make its decision
available to the public by placing a decision document (or multiple
decision documents) in the docket and on EPA's website at the same
manufacturer-specific pages shown above. While the broad methodologies
used by these manufacturers could potentially be used for other
vehicles and by other manufacturers, the vehicle specific data needed
to demonstrate the off-cycle emissions reductions would likely be
different. In such cases, a new application would be required,
including an opportunity for public comment.
Dated: February 11, 2020.
Byron J. Bunker,
Director, Compliance Division, Office of Transportation and Air
Quality, Office of Air and Radiation.
[FR Doc. 2020-03510 Filed 2-20-20; 8:45 am]
BILLING CODE 6560-50-P