WLTP Draft Annex 8 Electrified vehicles

Transcription

1 WLTP Draft Annex 8 Electrified vehicles Introduction 2. Definitions 2.1. Categories EV BEV FCV FCHEV 2.2. Power train Electric power train 3. General Requirements 4. Vehicle and Battery Preparation Hybrid electric power train Fuel cell power train 2.3. Charge type Off-vehicle charging Not off-vehicle charging 2.4. Testing Charge depleting (CD) operation condition Charge depleting (CD) break off criteria Charge Sustaining (CS)" operation condition RCB RCB correction criteria All Electric Range (AER) Relative net energy change, NEC tolerance 2.5. Default mode 2.6. Driver-selectable operating modes 4.1. OVC-HEV with / without driver selectable operating modes 4.2. NOVC-HEV, with / without driver selectable operating modes 4.3. BEV, with / without driver selectable operating modes 4.4. FCV-HEV, with / without Operating Mode Switch FCV with / without driver selectable operating modes 5. Test procedure 5.1. OVC-HEV, with / without driver selectable operating modes 5.2. NOVC-HEV, with / without driver selectable operating modes 5.3. BEV, with / without driver selectable operating modes 6. Calculations 6.1. Pollutant Emissions Calculations OVC-HEV with/ without operating mode switch NOVC-HEV with/ without driver selectable operating modes 6.2. CO 2 / Fuel Consumption Calculations OVC-HEV with/ without operating mode switch NOVC-HEV 6.3. Electric Energy Consumption Calculations 6.4. Electric Range Appendices 1a to 7

2 Open points or text not yet reviewed are highlighted in yellow. 2 Subgroup EV worked through this annex up to page 14 (May 30, 2012). ANNEX 8 TEST PROCEDURE FOR MEASURING GASEOUS AND PARTICULATE MATTER EMISSIONS, CARBON DIOXIDE, FUEL CONSUMPTION, ELECTRIC ENERGY CONSUMPTION AND ELECTRIC RANGE OF ELECTRIFIED VEHICLES Kommentar [SMD1]: Basis for the text below is from: WLTP_E-Lab_GTR_Draft_ACEA _cleaned. Yellow portion means "to be validated during Validation Phase 2" or "still to be discussed ". Red sentence is "explanation" or to be considered later ". Another portion will be "Green" at this moment. Kommentar [SMD2]: This last statement means that what is not in colour is to be taken as green. DC discussed this with Stephan Hartmann on

3 3 Contents 1. Introduction 2. Definitions 2.1. Categories of Vehicles EV BEV FCV FCHEV 2.2. Power Train Electric Power Train Hybrid Electric Power Train Fuel Cell Powertrain Kommentar [SMD3]: Power train is two words (Oxford dictionary) 2.3. Charge Type Off-Vehicle Charging (OVC) Not Off-Vehicle Charging (NOVC) 2.4. Testing Charge Depleting (CD) operation condition Charge Depleting (CD) break off criteria Charge Sustaining (CS)" operation condition RCB RCB correction criteria All Electric Range (AER) All Electric Range city Equivalent All Electric Range (EAER) Charge Depleting Actual Range (Rcda) Charge Depleting Cycle Range (Rcdc) Utility Factor Recharged Energy EAC absolute net energy change, NEC relative net energy change, NEC tolerance 2.5. Default Mode 2.6. Driver-selectable Operating Modes pure electric Mode hybrid mode Highest electric energy consuming hybrid mode Highest fuel consuming mode 3.0 Testing 3.1. Electric Energy Consumption and Range Testing 3.2. Pollutant Emission Testing 3.3. Fuel Economy and CO 2 Emission Testing 3.4. Measurement Units and Presentation of results OVC-HEV with / without driver selectable operating modes

4 Vehicle Preparation Battery Preparation 4.2. NOVC-HEV, with / without driver selectable operating modes Vehicle Preparation Battery Preparation 4.3. BEV, with / without driver selectable operating modes Vehicle Preparation Battery Preparation 4.4. FCV-HEV, with / without Operating Mode Switch FCV with / without driver selectable operating modes 5. Test procedure 5.1. OVC-HEV, with / without driver selectable operating modes General test Conditions Charge Sustaining Test Charge Depleting Test Electric Range Tests 5.2. NOVC-HEV, with / without driver selectable operating modes General Vehicle and Battery Conditioning 5.3. BEV, with / without driver selectable operating modes General Testing 6. Calculations 6.1 Pollutant Emissions Calculations OVC-HEV with/ without operating mode switch NOVC-HEV with/ without driver selectable operating modes 6.2. CO 2 / Fuel Consumption Calculations Charge Sustaining Mode CO 2 Emissions / Fuel Consumption Weighted CO 2 / Fuel Consumption NOVC-HEV 6.3. Electric Energy Consumption Calculations OVC-HEV BEV 6.4. Electric Range OVC-HEV BEV Appendix Ia RCB Profile, OVC-HEV, Charge Depleting Test

5 5 Appendix Ib RCB Profile, OVC-HEV, Charge Sustaining Test Appendix Ic RCB Profile, BEV, Electric range and Electric Energy Consumption Test Appendix II RCB Compensation Appendix III Method for measuring the electricity balance of the traction batteries of NOVC HEVS, OVC HEVS and PEVS Appendix IV Conditioning for BEV and OVC-HEV Testing Appendix V Standardized Methodology for Determination of a Global Harmonized Utility Factor (UF) for OVC HEV Appendix VIa OVC-HEV CO 2 Calculation Example Appendix VIb OVC-HEV Fuel Consumption Calculation Example Appendix VII Determination of the cycle energy demand of the vehicle

6 6 Introduction Xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx Xxxxxxxxxxxxxxxxxxxxxxxxxxxxx Xxxxxxxxxxxxxxxxxxxxxxxxxx Xxxxxxxxxxxxxxxxxxxxxxx Definitions Categories of Vehicles HEV Hybrid electric vehicle (HEV) means a vehicle powered by a hybrid electric power train. Kommentar [SMD4]: : Recommendation from Stephan Hartmann (subgroup EV): General definitions could go into the main GTR definitions list, test-specific definitions remain in this annex BEV Pure Electric Vehicle means vehicle powered by an electric power train only FCEV Fuel Cell Electric Vehicle (FCEV) means a vehicle propelled solely by a fuel cell power train FCHEV Fuel Cell Hybrid Electric Vehicle (FCHEV) means a vehicle propelled by a fuel cell powertrain and a hybrid electric power train Power Train Electric Power Train Electric power train means a system consisting of one or more RESS one or more electronic converters power conditioning devices and one or more electric machines that convert stored electric energy to mechanical energy delivered at the wheels for propulsion of the vehicle; Hybrid Electric Power Train Hybrid electric power train means a power train that, for the purpose of mechanical propulsion, draws energy from both of the following on-vehicle sources of stored energy/power: (a) consumable fuel (b) RESS 1 ) 1 ) Rechargeable energy storage system (RESS) means the rechargeable energy storage system that provides electric energy for electric propulsion (e.g.: battery, capacitor, flywheel / generator...) Fuel Cell Power Train Fuel cell power train is a power train that, for the purpose of mechanical propulsion, draws energy from an electrochemical cell that produces electricity via the non-combustion reaction of a consumable fuel, typically hydrogen, and a RESS if available. Kommentar [SMD5]: Use of RESS or REESS to be checked by DTP E-Lab (Kobayschi-san) : Kobayashi-san proposes that REESS be used, as RESS has another definition Charge Type Off-Vehicle Charging (OVC)

7 7 Off-Vehicle Charging (OVC) means that electric energy storage devices the RESS can be charged externally, also known as "externally chargeable" Not Off-Vehicle Charging (NOVC) Not Off-Vehicle Charging (NOVC) means that the RESS cannot be charged externally, also known as "not externally chargeable" 2.4. Testing Charge Depleting (CD) operation condition Charge Depleting (CD) operation condition means an operating condition in which the energy stored in the RESS may fluctuate but, on average, decreases while the vehicle is driven until transition to charge sustaining operation Charge Depleting (CD) break off criteria Charge Depleting (CD) break off criteria is determined based on absolute or relative Net Energy Change NEC as defined in point and Charge Sustaining (CS) operation condition Charge Sustaining (CS) operation condition means an operating condition in which the energy stored in the RESS may fluctuate but, on average, is maintained at a charging neutral balance level while the vehicle is driven RCB RCB means the Charge Balance of the RESS measured in Ah RCB correction criteria RCB correction criteria means the RCB value (A.h) which determines if and when the correction of the CO 2 /fuel consumption value in CS operation condition is nessecary All Electric Range (AER) All Electric Range (AER) means the total test cycle distance driven electrically (with the IC engine off) before the engine turns on for the first time, after the battery has been fully charged All Electric Range city All Electric Range city means All Electric Range related to the lower speed part of the new cycle. (to be better defined when the new cycles are known) Equivalent All Electric Range (EAER) Equivalent All Electric Range (EAER) means the portion of the total charge depleting actual range RCDA attributable to the use of electricity from the battery over the charge depleting range test Charge Depleting Actual Range (R cda ) Charge Depleting Actual Range (R cda ) means the distance travelled in a series of cycles in charge depleting operation condition until the battery is depleted. Kommentar [SMD6]: Repetition to be cleared up by DC. Repetition to be cleared up. To be clarified during VP2 Kommentar [SMD7]: CARB also uses EAER. Kommentar [SMD8]: CARB also writes R cda Charge Depleting Cycle Range (Rcdc)

8 8 Charge Depleting Cycle Range (Rcdc) means distance travelled in a series of whole cycles in charge depleting operating condition until end of cycle (transient cycle n) that is followed by the cycle (first sustaining cycle n+1) in which RCB break off criteria is detected Utility Factor Utility Factor means the weighting of the emissions and the fuel consumption between the charge depleting condition (CD) and the charge sustaining condition (CS). The utility factor (UF) is based on the charge-depleting actual range R cda. R cda shall be determined according to point of this annex Recharged Energy EAC EAC means the AC electric energy which is recharged from the grid at the mains socket. ( On a later stage we should consider how to handle DC charging ) Kommentar [SMD9]: Is this planned at the moment? Absolute net energy change, NEC Option 1, to be discussed after the VP2 Net Energy Change (NEC) in Wh, is RCB from the beginning of test cycle to the end of test cycle, multiplied by the nominal battery voltage in V Relative net energy change, NEC tolerance Option2, to be discussed after the VP2 A ratio of NEC in Wh, divided by Cycle energy demand of the test vehicle (Wh). As determined in annex Y point xxx. For the determination of the cycle energy demand of the vehicle 2 possibilities as shown in appendix VII of this annex could be applied. Kommentar [SMD10]: This has the same paragraph as above as one of the two options will be chosen during VP Default Mode Default mode means the mode the vehicle starts with. All driver selectable modes are deactivated with a key ignition event on Driver selectable Operating Modes Means different driver selectable modes of operation (e.g. pure electric mode; hybrid mode;...) Pure electric vehicle mode Pure electric vehicle mode means operation by an electric motor only using electric energy from a RESS without fuel being consumed under any condition Hybrid mode Hybrid mode means an operation mode in which all installed fuel consuming engines, electric motors, are enabled. Enabled means, if there is the need for running of ICE the ICE can start. [2.6.3.] Highest electric energy consuming hybrid mode Highest electric energy consuming hybrid mode means the hybrid mode with the highest electric energy consumption of all by driver selectable hybrid modes. [to be discussed] [2.6.4.] Highest fuel consuming mode Highest fuel consuming mode means the mode with the highest fuel consumption of all by driver selectable modes. [to be discussed]

9 9 3. General Requirements 3.1. Electric Energy Consumption and Range Testing Parameters, units and accuracy of measurements shall be as follows: Parameter Units Accuracy Resolution Time s ± 0,1s 0,1 s Distance m ± 0,1% 1 m Temperature C ± 1 C 1 C Speed Km/h ±1% 0,2 km/h Mass Kg ± 0,5% 1 kg Energy Wh C Elecrical balance Ah V 3.2. Pollutant Emission Testing Parameters, units and accuracy of measurements shall be the same as required for conventional internal combustion engine powered vehicles as found in Annex 5 Test Equipment and Calibrations. Kommentar [SMD11]: to be reviewed later (depends on VP2) 3.3. Fuel Economy and CO 2 Emission Testing Parameters, units and accuracy of measurements shall be the same as required for conventional internal combustion engine powered vehicles as found in Annex 5 Test Equipment and Calibrations Measurement Units and Presentation of results Accuracy of measurement units and presentation results shall be as follows: Parameter Units Communication of test results AER AERcity EAER R cda RCDC Distance km km km km km km Electric energy co NEC NEC ratio Eac recharged E FC correction factor CO 2 correction factor Utility Factor Wh/km Wh Ah % Wh l/100km/ah g/km/ah Rounded to nearest whole number Rounded to nearest whole number Rounded to nearest whole number Rounded to nearest whole number Rounded to nearest whole number For calculation purposes: 0.1km, For reporting purposes : whole number Rounded to nearest whole number Rounded to the first decimal place Rounded to the first decimal place Rounded to nearest whole number Rounded to 4 significant figures (e.g. 0.xxxx or xx.xx) Rounded to 4 significant figures (e.g. 0.xxxx or xx.xx) Rounded to 3 decimal places Kommentar [SMD12]: Small or large typeface? Subscripts? Dc to check this

10 10 4. Vehicle and RESS Preparation 4.1. OVC-HEV with / without driver selectable operating modes Vehicle Preparation As a general principle for the tests, hybrid electric vehicles shall be tested according to the principles applied to vehicles powered by an internal combustion engine only (Annex Z), unless modified by this annex All energy storage systems available for other than traction purposes (electric, hydraulic, pneumatic, etc.) shall be charged up to their maximum level specified by the manufacturer. Kommentar [SMD13]: RESS here has replaced battery. Should RESS be used as a generic term throughout the document to imply any kind of rechargeable energy storage system? Kommentar [SMD14]: J concern: 4.1.x and 4.2.x: Consistency with ICE vehicles J position: and Follow [paragraph for ICE vehicles requirement] and It should be deleted : For the above points, ACEA e- Lab decision is required The vehicle must have undergone at least 300 km with those batteries that are installed in the test vehicle RESS [Battery] Preparation If the batteries are operated above the ambient temperature, the operator shall follow the procedure recommended by the car manufacturer in order to keep the temperature of the battery in the normal operating range. The manufacturer's agent shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced The vehicle must have undergone at least 300 km with those batteries that are installed in the test vehicle NOVC-HEV, with / without driver selectable operating modes Vehicle Preparation As a general principle for the tests, hybrid electric vehicles shall be tested according to the principles applied to vehicles powered by an internal combustion engine only (Annex Z), unless modified by this annex The vehicle must have undergone at least [300] km with those batteries that are installed in the test vehicle RESS [Battery] Preparation If the batteries are operated above the ambient temperature, the operator shall follow the procedure recommended by the car manufacturer in order to keep the temperature of the battery in the normal operating range. The manufacturer's agent shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced The vehicle must have undergone at least [300] km with those batteries that are installed in the test vehicle. Kommentar [SMD15]: To be discussed after VP2. Kommentar [SMD16]: What is the significance of battery in yellow? Kommentar [SMD17]: ACEA E-Lab decision will be required BEV, with / without driver selectable operating modes Vehicle Preparation As a general principle for the tests, battery electric vehicles shall be tested according to the principles applied to vehicles powered by an internal combustion engine only (Annex Z), unless modified by this annex All energy storage systems available for other than traction purposes (electric, hydraulic, pneumatic, etc.) shall be charged up to their maximum level specified by the manufacturer.

11 The vehicle must have undergone at least 300 km with those batteries that are installed in the test vehicle RESS [Battery] Preparation If the batteries are operated above the ambient temperature, the operator shall follow the procedure recommended by the car manufacturer in order to keep the temperature of the battery in the normal operating range. The manufacturer's agent shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced The vehicle must have undergone at least [300] km with those batteries that are installed in the test vehicle.[to be discussed] 4.4. FCV-HEV, with / without Operating Mode Switch As a general principle for the tests, hybrid electric vehicles shall be tested according to the p applied to vehicles powered by an internal combustion engine only (Annex Z), unless modified by this annex. XXX tbd As a general principle for the tests, Hybrid electric vehicles shall be tested according to the principles applied test procedures applicable to vehicles powered solely by an internal combustion engine (Annex 6 Test Procedures and Test Conditions), unless modified by this annex. Kommentar [SMD18]: Rewritten by DC FCV with / without driver selectable operating modes As a general principle for the tests, hybrid electric vehicles shall be tested according to the principles applied to vehicles powered by an internal combustion engine only (Annex Z), unless modified by this annex. XXX tbd As a general principle for the tests, Hybrid electric vehicles shall be tested according to the principles applied test procedures applicable to vehicles powered solely by an internal combustion engine (Annex 6 Test Procedures and Test Conditions), unless modified by this annex. Kommentar [SMD19]: Rewritten by DC.

12 12 5. Test Procedure 5.1. OVC-HEV, with / without driver selectable operating modes General test Conditions As a general principle OVC-HEV shall be conditioned, soaked and tested according to the procedures applied to vehicles powered by an internal combustion engine only (Annex 6), unless modified by this annex The gear shift point determination, as defined in Annex 2, is applied on a chassis dynamometer adjusted as described in Appendix x, and y of Annex z of this Regulation shall be used For vehicles with a special gear shifting strategy the gear shifting points as defined in paragraph x.x. of Annex X to this regulation are not applied. For these vehicles the driving cycle specified in paragraph as defined in paragraph y.y. of Annex x (semi automatic gear shift prescriptions) in force at the time of approval of the vehicle shall be used. Concerning gear shifting points, these vehicles shall be driven according to the manufacturer s instructions, and indicated by a technical gear shift instrument (for drivers information) In case that the test sequence of an OVC-HEV starts with charge sustaining test, the vehicle shall be prepared by procedures as defined in appendix III point III.1.1. of this annex. Kommentar [SMD20]: : Annex 1 will be the test cycle and Annex 2 will be the shift procedures. Kommentar [SMD21]: The gearshift procedures will be found in Annex 2. Kommentar [SMD22]: Shifting point determination for vehicles without a manual transmission is currently being rewritten (Bergmann/Steven) In case that the test sequence of an OVC-HEV starts with charge depleting test and is followed by charge sustaining test, the vehicle shall be prepared by procedures as defined in appendix III point III.1.2. of this annex Neither during CD test nor during CS test, a change of driver selectable operating mode is permitted Two tests shall be performed under the following conditions: Charge Depleting test The test shall be carried out with a fully charged electrical energy/power storage device according the charging requirements as described in appendix IV of this annex. For the case that the vehicle is equipped with a driver selectable operating mode, the charge depletion test shall be performed in the highest electric energy consuming hybrid mode that best match the target curve. Option 1: For testing vehicles with operator selectable driving modes, the CD test shall be performed by using the highest electric energy consuming hybrid operation mode that best match the target curve. In case that the highest electric energy consuming hybrid mode that best match the target curve is the default mode, the test can be performed in the default mode.

13 13 Option 2: For testing vehicles with operator selectable driving modes, the CD test shall be performed by using the highest electric energy consuming operation mode that best match the target curve. In case that the highest electric energy consuming mode that best match the target curve is the default mode, the test can be performed in the default mode. Option 3: For testing vehicles with the default mode position as operator selectable driving modes, the CD test shall be performed by using the default mode. In case that vehicle has not the default mode, manufacturer may recommend the most representative mode that best match the target curve and most customers will use on the road to the type approval authority, the test can be performed in the approved mode During CD test, EV on /off switch should be deactivated. Manufacture is free to run the additional test with activating the EV on/off switch.(temporary treatment) [to be validated during Validation phase 2] Dedicated driver selectable modes like mountain mode or maintenance mode that are not intended for normal daily operation but only for special limited purposes shall not be considered for charge depleting condition testing Charge Sustaining test The test shall be carried out with an electrical energy/power storage device in a neutral charging balance state. For the case that the vehicle is equipped with a driver selectable operating mode, the chargesustaining test shall be performed in the highest fuel consuming hybrid mode that best matches the target curve. [to be deleted] Tests shall be carried out with a vehicle operated in charge sustaining operation condition in which the energy stored in the RESS may fluctuate but, on average, is maintained at a charging neutral balance level while the vehicle is driven. For the case that the vehicle is equipped with a driver selectable operating mode, the chargesustaining test shall be performed in the charging balance neutral hybrid mode that best matches the target curve. For the case that admissible charging balance window is passed the CS test CO 2 and fuel consumption values shall be corrected according appendix II, RCB compensation The profile of the state of charge of the electrical energy/power storage device (RESS) during different stages of the Type I tests is given in appendix Ia and Ib Charge Sustaining Test Vehicle and Battery Conditioning Type I Test The vehicle shall be started up by the means provided for normal use to the driver. The first cycle starts on the initiation of the vehicle start-up procedure.

14 Exhaust emission sampling and electricity measuring shall begin before or at the initiation of the vehicle start up procedure and end on conclusion of the final vehicle standstill period of the test cycle During soak, the key switch shall be in the off position, and the RESS not recharged from an external electric energy source. The SOC instrumentation should not be turned off or reset to zero during the intra-test pause. In the case of Ampere-hour meter measurement, the integration should remain active throughout the entire test until the test is concluded. After restart after soak, it must be assured that the v.ehicle operates in the required driver selectable operation mode (in the case that this isn t already the default mode) If required by paragraph carbon dioxide (CO 2 ) emissions and fuel consumption results shall be corrected according to the RCB correction as described in appendix II At requirement on the manufacturer and in recommendation with the technical authority, the manufacturer can set the start SOC for the charge sustaining test. Web conference ends here Charge Depleting Test Vehicle and Battery Conditioning Type I Test The vehicle shall be started up by the means provided for normal use to the driver. The first cycle starts on the initiation of the vehicle start-up procedure The exhaust emission sampling and electricity measuring shall begin for each test cycle before or at the initiation of the vehicle start up procedure and end on conclusion of the final vehicle standstill of each test cycle according to the following paragraphs For each individual WLTC phase, a CVS bag shall be used and evaluated During each soak the key switch shall be in the off position, and the RESS not recharged from an external electric energy source. The SOC instrumentation should not be turned off or reset to zero during the intra-test pause. In the case of Ampere-hour meter measurement, the integration should remain active throughout the entire test until the test is concluded.. After restart after soak, it must be assured that the vehicle operates in the required driver selectable operation mode (in the case that this isn t already the default mode) SAE based The charge depleting test procedure shall consist of a number of consequtive WLTC (phase 1-3(4) without soak) each followed by a [10]+/-2 minutes soak period until charge sustaining operation is achieved. [To be validatedvp2] The end of charge depleting test is considered to have been reached at the end of combined cycle N (defined as the Transcient cycle) when the break off criteria during combined cycle N+1 is reached for the first time.

15 15 ((For vehicles without charge sustain capability on the complete (phase 1-3(4)) WLTC, end of test is reached by indication on standard on-board instrument panel to stop the vehicle, or when the vehicle cannot achieve 90per cent of the top speed achieved in the first WLTC. Such vehicles should be tested during the validation phase 2. Then we can study and decide what the best way to handle these vehicles is)) The break off criteria for the charge depleting test is reached when the Net Energy Change (NEC), over cycle N+1 is less than x Wh. Option 1 Kommentar [SMD23]: : J position: Vote for option The break off criteria for the charge depleting test is reached when the relative net energy change as shown in the formula below is less than x per cent. Option 2 Relative net energy change [per cent] = NEC Cycle energy demand of the test vehicle The cycle energy demand calculation method as shown in appendix VII of this annex shall be applied Cycle energy demand of the test vehicle means the Determination of Cycle Energy Demand value by using the chassis dynamometer load table depending on the test mass of the vehicle as shown in appendix VII of this annex. Alternatively, the calculation method as shown in appendixvii of this annex can be used Each individual full WLTC within the conducted charge depleting test shall fulfil the exhaust emission limits as shown in annex??? of this regulation Electric Range Tests General For vehicles with a special gear shifting strategy, the gear shifting points as defined in paragraph x.x. of Annex X to this regulation are not applied. For these vehicles the driving cycle specified in paragraph as defined in paragraph y.y. of Annex x (semi automatic gear shift prescriptions) in force at the time of approval of the vehicle shall be used. Concerning gear shifting points, these vehicles shall be driven according to the manufacturer s instructions, as incorporated in the drivers handbook of production vehicles and indicated by a technical gear shift instrument (for drivers information) The charge depleting test procedure as described in paragraph is applied for the electric range measurements unless modified by this paragraph In case that the vehicle is not able to meet the driving curve within specified tolerances the acceleration pedal shall be fully depressed until the driving curve is reached again. Kommentar [SMD24]: This is being rewritten at the moment.

16 Exhaust emission sampling is only required for the test cycles with IC engine operation portions To respect human needs, Up to [three interruptions] are permitted between test sequences, of no more than 15 minutes in total. [to be validated VP2, ex. Long range vehicle ] AER, All Electric Range Kommentar [SMD25]: What the driver/technician does during the breaks does not have to be justified Option 1 To measure the all-electric range (AER) the distance shall be detected when the IC engine is started for the first time. Option 2 (under discussion within ACEA) AERcity, All Electric Range City For vehicles equipped with driver selectable pure EV mode, in deviation to the charge depleting test procedure as described in paragraph 5.1.3, AER city may be determined in pure EV mode. To measure the all-electric range city (AERcity) a series of WLTC part 1+2 (depends on the Mode Construction) shall be driven. The AERcity distance shall be detected when the IC engine is started for the first time or the vehicle is not able to follow the driving curve as prescribed below. Driving curve deviations beyond this tolerance band are permitted as follows: (a) at gear changes for a duration less than 5 seconds, (b) and up to five times per hour at other times, for a duration less than?x? seconds each. [Jp and US has another criteria for end of test, to be considered] [(c) to respect to human needs up to 3 interruptions are permitted between test sequences of no more than 15 minutes in total.] to be deleted, This sentence already written. Kommentar [SMD26]: This will have to be rewritten to account for the cycles to be driven depending on the class of vehicle. Kommentar [SMD27]: How many seconds? Kommentar [SMD28]: Who will and when consider? Kommentar [SMD29]: See EAER, Equivalent All Electric Range To calculate the equivalent all electric range (EAER) a complete test sequence including charge depleting test procedure and charge sustaining test procedure shall be driven. The equivalent-all-electric range shall be calculated by the calculation requirements as shown at the point of this annex RCDC, Charge-Depleting Cycle Range The Charge-Depleting Cycle Range is the sum of the cycle distances from the beginning of the charge depleting test to the end of the last cycle prior to the cycle or cycles satisfying the break off criteria. The RCDC includes the transitional cycle, where the vehicle may have operated in both depleting and sustaining modes. [refer to ] RCDA, Actual Charge-Depleting Range

17 An estimated distance at which the RESS has exhausted the off-board charged energy. It is the total distance, measured from the start of the CD test, through any subsequent CD test cycles, and ending at a point in the transitional cycle proportional to the change in SOC of the transitional cycle compared with the cycle previous. The Rcda shall always be less than or equal to the Rcdc. [refer to ] 5.2. NOVC-HEV, with / without driver selectable operating modes General As a general principle NOVC-HEV shall be conditioned, soaked and tested according to the principles applied to vehicles powered by an internal combustion engine only (Annex Z), unless modified by this annex The gear shift prescription, as defined in paragraph x.x. of Annex X, is applied on a chassis dynamometer adjusted as described in Appendix x, and y of Annex z of this Regulation shall be used For vehicles with a special gear shifting strategy the gear shifting points as defined in paragraph x.x. of Annex X to this regulation are not applied. For these vehicles the driving cycle specified in paragraph as defined in paragraph y.y. of Annex x (semi automatic gear shift prescriptions) in force at the time of approval of the vehicle shall be used. Concerning gear shifting points, these vehicles shall be driven according to the manufacturer s instructions, as incorporated in the drivers handbook of production vehicles and indicated by a technical gear shift instrument (for drivers information) Vehicle and Battery Conditioning For preconditioning, at least 1 complete driving cycle (l+m+h+eh), using the applicable driving cycle and gear shifting prescriptions as defined in paragraph xy of annex z Alternatively on the request of the manufacturer the SOC level of the RESS for charge sustaining test can be set according to manufacturer s recommendation in order to achieve a charge balance neutral charge sustaining test Type I Test These vehicles shall be tested according to Annex x, unless modified by this annex If required by paragraph emissions of carbon dioxide (CO 2 ) and fuel consumption results shall be corrected according to the RCB correction as described in appendix II BEV, with / without driver selectable operating mode General The test sequence according to all electric range AER determination as shown for the OVC-HEV in paragraph shall be applied unless modified by this annex The test sequence according to all electric range city AERcity determination as shown for the OVC-HEV in paragraph shall be applied unless modified by this annex.

18 As a general principle BEV shall be conditioned, soaked and tested according to the principles applied to vehicles powered by an internal combustion engine only (Annex Z), unless modified by this annex Testing For the case that the vehicle is equipped with a driver selectable operating mode, the charge depletion test shall be performed in the [highest electric energy consumption] mode that best match the target curve In case that default mode is the highest electric energy consuming mode, charge depleting test shall be carried out in the default mode. [to be deleted] The gear shift prescription, as defined in paragraph x.x. of Annex X, is applied on a chassis dynamometer adjusted as described in Appendix x, and y of Annex z of this Regulation shall be used [to be deleted] The measurement of all electric range AER and electric energy consumption shall be performed in the same test All Electric Range (AER) Operation mode, the test method includes the following steps: (a) Initial charge of the battery; (b) Application of WLTC driving cycle for measuring the AER (l+m+h+exh..) (c) Measuring of the electric range, AER, until the break off criteria is reached (d) Charging of the battery and Measuring of the electric energy consumption [modified] (a) Initial charging procedure of the battery starts with a normal overnight charging. The end of charge criteria corresponds to a charging time of 12 hours except if a clear indication is given to the driver by the standard instrumentation that the battery is not yet fully charged. In this case, (b) Application of the WLTC (l+m+h+eh.) cycle and measurement of the allelectric range (AER) of the distance by reading from chassis dynamometer (c) Option 1 To measure the electric range AER the end of the test is reached when the break off criteria is reached. For vehicles with a maximum speed less than the maximum speed on the WLTC, the vehicle shall be operated at maximum available power (or full throttle) when the vehicle cannot achieve the speed trace within the speed and time tolerances specified annex?? of this regulation. The break off criteria is reached when the vehicle speed when operated at maximum available power (or full throttle) falls below 95 percent of the maximum speed initially achieved on the WLTC test or when the battery state-of-charge is depleted to the lowest level allowed by the Kommentar [SMD30]: J position: Criteria of [test end] and how to stop the vehicle after reaching the criteria are still open.

19 19 manufacturer, or the manufacturer determines that the test should be terminated for safety reasons, e.g. excessively high battery temperature, abnormally low battery voltage, etc., whichever occurs first. >> CARB based << ( under discussion within ACEA ) Option (d) Charging of the battery and measuring of electric energy consumption The vehicle shall be connected to the mains within [30 minutes] after the conclusion of the all-electric range AER determination. The vehicle shall be charged according to normal overnight charge procedure (see paragraph????? to this annex). The energy measurement equipment, placed between the mains socket and the vehicle charger, measures the charge energy E delivered from the mains, as well as its duration. Charging is stopped when the fully charged battery is detected. [to be validated VP2] Kommentar [SMD31]: : J concern: 30min is practical? J position: Check by Validation All Electric Range city (AERcity) [optional test] Operation mode, the test method includes the following steps: (a) Initial charge of the battery; (b) Application of WLTCcity driving cycle for measuring the AERcity (l+m+..) (c) Measuring of the electric range, AERcity, until the break off criteria is reached (a) Initial charging procedure of the battery starts with a normal overnight charging. The end of charge criteria corresponds to a charging time of 12 hours except if a clear indication is given to the driver by the standard instrumentation that the battery is not yet fully charged. In this case, (b) Application of the WLTCcity (l+m+.) cycle and measurement of the all electric range city (AERcity) of the distance by reading from chassis dynamometer (c) To measure the all-electric range city (AERcity) a series of WLTC part 1+2 (under discussion) shall be driven. Option 1 To measure the electric range AERcity the end of the test is reached when the break off criteria is reached. For vehicles with a maximum speed less than the maximum speed on the WLTCcity, the vehicle shall be operated at maximum available power (or full throttle) when the vehicle cannot achieve the speed trace within the speed and time tolerances specified annex?? of this regulation. The break off criteria is reached when the vehicle speed when operated at maximum available power (or full throttle) falls below 95 percent of the maximum speed initially achieved on the WLTCcity test or when the battery state-of-charge is depleted to the lowest level allowed by the manufacturer, or the manufacturer determines that the test should be ter-

20 20 minated for safety reasons, e.g. excessively high battery temperature, abnormally low battery voltage, etc., whichever occurs first. >> CARB based << Option 2 ( under discussion within ACEA, will be presented at a later stage ). 6. Calculations 6.1. Pollutant Emissions Emission Species Calculations The exhaust gases shall be analysed according to Annex xy (conventional vehicle) OVC-HEV with/ without operating mode switch Charge Sustaining Mode Pollutant Emissions Kommentar [SMD32]: It has been agreed by the DTP that the term pollutant is to be replaced by species or emissions species, depending on the text. The exhaust emissions shall be calculated by a cold start CS test according the requirements for the conventional vehicle as described in annex XY. The charging balance correction calculation is not required for determination of pollutant emissions. [Additional pollutant should be considered to be corrected or not] For the case that a hot start test is required: The exhaust emissions data from the first WLTC shall be weighted differently than the results from the second WLTC to account for cold-start/hot-start weighting, as described in the following formula: Where: Rework of cycle names necessary Kommentar [SMD33]: This calculation will have to be redone considering the new cycles. YM: Weighted mass emissions of a particular measured pollutant gas (e.g., HC, CO, NOx), in mg/km in the CS mode Yc: Mass emissions as measured during the first WLTC, in mg Dc: Measured driving distance during the first WLTC, in km Yh: Mass emissions as measured during the second WLTC, in mg Dh: Measured driving distance during the second WLTC, in km?: place holder for a weighting factor Kommentar [SMD34]: mg/km or g/km? The calculations specified in Annex? of this regulations ( see conventional vehicle ) shall be used in conjunction with the above formula in measuring each individual gas, where appropriate Weighted Pollutant Emissions

21 21 Calculate the weighted pollutant emissions from the CD mode and CS mode results using the formula below:[jp will consider later] ( ) ( ) Where: wem: Utility Factor weighted exhaust emissions of a particular measured pollutant gas, in mg/km UFi: fractional Utility Factor of ith cycle EmCDi: Pollutant mass emissions for each CD mode in mg/km EmCS: Pollutant mass emissions for CS mode according , in mg/km i: number of driven whole cycles up to and including cycle n Cycle n: Transient cycle at the charge depleting test NOVC-HEV with/ without driver selectable operating modes The exhaust emissions shall be calculated in the same way as required for conventional vehicle as shown in Annex XX. The charging balance correction calculation is not required for determination of pollutant emissions.[to be considered initial SOC at testing ] [Additional pollutant should be considered to be corrected or not] 6.2. CO 2 / Fuel Consumption Calculations The exhaust gases shall be analysed according to Annex xy ( conventional vehicle ) OVC-HEV with/ without operating mode switch Charge Sustaining Mode CO 2 Emissions/ Fuel Consumption CO 2 Emissions CO 2 CS = YCS M (measured CO 2 value from the cold start CS test) Fuel Consumption FCCS = YCS C (measured FC value from the cold start CS test) Test result correction as a function of RESS charging balance The test results YCS C and M (fuel consumption, paragraph in [l/100 km] and CO 2 emission, paragraph in [g/km]) are corrected as a function of the energy balance RCB of the vehicle s RESS.

22 22 The corrected values (YCS C0 [l/100 km] and YCS M0 [g/km]) should correspond to a zero energy balance (RCB = 0), and are calculated using a correction coefficient determined by the manufacturer as defined below The electricity balance Q [Ah], measured using the procedure specified in appendix 2 to this annex, is used as a measure of the difference in the vehicle RESS s energy content at the end of the cycle compared to the beginning of the cycle. The electricity balance is to be determined for the whole driven WLTcycle Under the conditions below, it is allowed to take the uncorrected measured values C and M as the test results: in case the manufacturer can prove that there is no relation between the energy balance and fuel consumption, in case that ΔEbatt always corresponds to a RESS charging, in case that ΔEbatt always corresponds to a RESS decharging and ΔEbatt is within [1??? per cent] of the energy content of the consumed fuel (consumed fuel meaning the total fuel consumption over 1 cycle). [to be discussed later ] The change in RESS energy content ΔEbatt can be calculated from the measured electricity balance Q as follows: ΔEbatt = ΔSOC(%) ETEbatt = ΔAh Vbatt = Q Vbatt (MJ) with ETEbatt [MJ] the total energy storage capacity of the RESS and Vbatt [V] the nominal RESS voltage In case that RCB correction of CO 2 and fuel consumption measurement values is required, the procedure describes in appendix II of this annex shall be used Weighted CO 2 / Fuel Consumption Weighted CO 2 emissions ( ) ( ) Where: CO 2 weighted: Utility Factor weighted mass of carbon dioxide for a specific drive cycle, in g/km Yi: Are the CO 2 mass emissions for each test cycle. YCS: Is the charge sustaining CO 2 mass emission according to UFi: I the driving cycle and sequentially specific utility factor according annex?? of this regulation. i: number of driven whole cycles up to and including cycle n

23 23 Cycle n: Transient cycle at the charge depleting test Weighted Fuel Consumption ( ) ( ) Where: FCweighted: Utility Factor averaged fuel consumption for a specific drive cycle, in l/100km Yi: Are the fuel consumptions for each test cycle, in l/100km. YCS: Is the charge sustaining fuel consumption according to in l/100km. UFi: Is the driving cycle and sequentially specific utility factor according annex?? of this regulation. i: number of driven whole cycles up to and including cycle n Cycle n: Transient cycle at the charge depleting test NOVC-HEV NOVC-HEV with/ without driver selectable operating modes The exhaust gases shall be analyzed according to Annex 4. Kommentar [SMD35]: should this be the correct title? The test results (fuel consumption C [l/100 km] and CO 2 emissions M [g/km]) of this test are corrected in function of the energy balance ΔEbatt of the vehicle s RESS. The corrected values (C0 [l/100 km] and M0 [g/km]) should correspond to a zero energy balance (ΔEbatt = 0), and are calculated using a correction coefficient determined by the manufacturer as defined below The electricity balance Q [Ah], measured using the procedure specified in appendix 2 to this annex, is used as a measure of the difference in the vehicle RESS s energy content at the end of the cycle compared to the beginning of the cycle. The electricity balance is to be determined separately for the whole driven WLTcycle.[ electricity balance of CO 2 and FC were separately ] Under the conditions below, it is allowed to take the uncorrected measured values C and M as the test results: in case the manufacturer can prove that there is no relation between the energy balance and fuel consumption, in case that ΔEbatt always corresponds to a battery charging, in case that ΔEbatt always corresponds to a battery decharging and ΔEbatt is within [1??? per cent ]of the energy content of the consumed fuel (consumed fuel meaning the total fuel consumption over 1 cycle).

24 24 The change in battery energy content ΔEbatt can be calculated from the measured electricity balance Q as follows: ΔEbatt = ΔSOC(%) ETEbatt = ΔAh Vbatt = Q Vbatt (MJ) with ETEbatt [MJ] the total energy storage capacity of the battery and Vbatt [V] the nominal battery voltage In case that RCB correction of CO 2 and fuel consumption measurement values is required, the procedure describes in appendix II of this annex shall be used Electric Energy Consumption Calculations OVC-HEV Utility factor weighted total AC electric energy consumption including charging losses: according to EPA Kommentar [SMD36]: : J position: How to use this? ( ) E AC : Is the recharged electric energy from grid according to paragraph xyz. in [Wh] RCB: measured charging balance during CD test in [Ah] E_weighted: Utility factor weighted total electric energy consumption [Wh] ECDi: fraction of AC energy used in the specific cycle [Wh] [Jp will consider later] Electric energy consumption of the electric power train Recharged electric Energy E in Wh and charging time measurements are recorded in the test report. The electric energy consumption C is defined by the formula: E: Is the recharged electric energy from grid (E AC ) according to paragraph xyz. in Wh. D test : Is the equivalent all electric range (EAER) driven during the charge depleting test and calculated by the CO 2 ratios at charge depleting and charge sustaining C: Is the electric energy consumption of the electric power train of an off vehicle chargeable hybrid electric vehicle OVC-HEV in Wh/km. Kommentar [SMD37]: Subscript test

25 Electric energy consumption of CD operation condition Recharged electric Energy E in Wh and charging time measurements are recorded in the test report. Kommentar [SMD38]: : J position: How to use this? The electric energy consumption C is defined by the formula: E: Is the recharged electric energy from grid (E AC ) according to paragraph xyz. in Wh. D test : Is the actual charge depleting range (RCDA) driven during the charge depleting test and calculated by the CO 2 ratios at charge depleting and charge sustaining C: Is the averaged electrical energy consumption until the RESS is depleted in Wh/km. Kommentar [SMD39]: Subscript test BEV Recharged electric Energy E in Wh and charging time measurements are recorded in the test report. The electric energy consumption C is defined by the formula: E: Is the recharged electric energy according to paragraph xyz. in Wh. D test : Is the driven distance during the electric range (AER) determination. C: Is the electric energy consumption of a battery electric vehicle in Wh/km. Kommentar [SMD40]: Subscript test

26 Electric Range OVC-HEV All Electric Range AER The measured AER is the actually driven distance at a number of WLTC by using the RESS only until the IC engine is started for the first time in km. This is the electric range of an off vehicle charging hybrid electric vehicle. It shall be rounded to the nearest whole number All Electric Range City AERcity The measured AERcity is the actually driven distance at a number of Low+Mid?? parts of WLTC by using the RESS only until the IC engine is started for the first time in km. This is the electric city range of an off vehicle charging hybrid electric vehicle. It shall be rounded to the nearest whole number Equivalent All Electric Range EAER The Equivalent All-Electric Range EAER shall be calculated as follows: EAER = ((YCS YCD)/YCS) * RCDC Kommentar [SMD41]: Are any subscripts to be inserted here? Where: EAER: Equivalent All-Electric Range EAER YCS: according YCD: according RCDC: according The Charge Depleting CO2 measurement value MCD shall be calculated as follows: YCD = Σ CD emissions [g] / Σ CD distance [km] Where: YCD: The sum of the CO2 emissions during charge depleting in [g] divided by the sum of driven distances in [km] from all test cycle during charge depleting i: Number of the test over the charge depleting cycle range, Rcdc The Charge Sustaining CO 2 measurement value MCS shall be calculated as follows: YCS = CS emission [g] / CS distance [km] YCS: The CO 2 emissions during charge sustaining test in [g] divided by the driven distance in [km] during charge sustaining test i: Number of the test over the charge depleting cycle range, Rcdc

27 Charge Depleting Cycle Range RCDC The Charge Depleting Cycle Range is the sum of the cycle distances from the beginning of the Charge Depleting Test to the end of the last cycle prior to the cycle or cycles satisfying breake off criteria. Thus, it is n cycles multiplied by the cycle distance. The Rcdc includes the transitional cycle, where the vehicle may have operated in both depleting and sustaining modes. If the Charge Depleting test possesses a transitional range, then the Rcdc includes those transitional cycles or cycles Actual Charge Depleting Cycle Range RCDA Option 1: Based on CO 2 value (based on Japanese regulation but simplified) n 1 CO2CS CO2. ncycle RCDa D icycle D n 1 CO CS CO 2 2. CD. averagen. 1 Where, CO 2 CS : CO2 emission during charge sustaining test [g/km] Kommentar [SMD42]: J concern: Option2 needs absolute SOC, but no measurement method has been established. J position: Vote for option1. CO 2 ncycle: CO2 emission over n th drive cycle in CD operating condition [g/km] CO D icycle D n : 2. CD. averagen. 1 : Average CO2 emission in CD operating condition till n-1 th drive cycle [g/km] : Test distance travelled during i th drive cycle [Km] Test distance travelled during the nth drive cycle in CD operating condition [Km] n: The last charge depleting cycle during the CD test (transient cycle) Option 2: Based on SOC value (based on SAE but assume that there is only one transient cycle) n 1 SOCn RCDa Dicycle Dn SOC 1 n 1 Where, SOC n : Change of State Of Charge during nth drive cycle under CD condition [%] SOC n 1 : Change of State Of Charge during n-1 th drive cycle under CD condition [%] D icycle : Test distance travelled during ith drive cycle [Km] D n : Test distance travelled during the nth drive cycle in CD operating condition [Km] n: The last charge depleting cycle during the CD test (transient cycle) BEV All Electric Range AER

28 28 The measured AER is the driven distance at a number of complete WLTC until the break off criteria is reached. This is the electric range of a pure electric vehicle. It shall be rounded to the nearest whole number All Electric Range City AERcity The measured AERcity is the driven distance at a number of Low+Mid parts of until the break off criteria is reached. This is the electric city range of a pure electric vehicle. It shall be rounded to the nearest whole number. Kommentar [SMD43]: J position: Weighting to each phase is still open.

29 29 APPENDIX Ib RCB PROFILE, OVC-HEV, CHARGE DEPLETING TEST

30 30 APPENDIX Ib RCB PROFILE, OVC-HEV, CHARGE SUSTAINING TEST

31 31 APPENDIX Ic RCB PROFILE, BEV, ELECTRIC RANGE AND ELECTRIC ENERGY CONSUMP- TION TEST

32 32 APPENDIX II RCB COMPENSATION II. This appendix describes the test procedure for RCB compensation of CO 2 and fuel consumption measurement results when testing NOVC-HEV and OVC-HEV vehicles. II.1. Fuel consumption correction coefficient (Kfuel) defined by the manufacturer II.1.1. The fuel consumption correction coefficient (Kfuel) shall be determined from a set of n measurements performed by the manufacturer. This set should contain at least one measurement with Q i < 0 and at least one with Q j > 0. If the latter condition cannot be realised on the driving cycle (each part of cycle) used in this test, then it is up to the Technical Service to judge the statistical significance of the extrapolation necessary to determine the fuel consumption value at ΔE batt = 0. II.1.2. The fuel consumption correction coefficient (Kfuel) is defined as: K fuel = (n ΣQ i C i ΣQ i ΣC i ) / (n ΣQi2 (ΣQ i )2) (l/100 km/ah) where: Kommentar [SMD44]: What is this 2 about? C i : Q i : n : fuel consumption measured during i th manufacturer s test (l/100 km) electricity balance measured during i th manufacturer s test (Ah) number of data The fuel consumption correction coefficient shall be rounded to four significant figures (e.g. 0.xxxx or xx.xx). The statistical significance of the fuel consumption correction coefficient is to be judged by the Technical Service. II Separate fuel consumption correction coefficients shall be determined for the fuel consumption values measured over [each Part of the WLTC respectively]. To be validated VP2 II.1.3. Fuel consumption at zero battery energy balance (C0) II The fuel consumption C0 at ΔE batt = 0 is determined by the following equation: [Jp will propose fuel consumption formula with unit (km/l) in parallel] where: C : Q : C0 = C K fuel Q (l/100 km) fuel consumption measured during test (l/100 km) electricity balance measured during test (Ah) II Fuel consumption at zero battery energy balance shall be determined separately for the fuel consumption values measured over the Part One cycle and the Part Two cycle respectively. II.2. CO 2 emission correction coefficient (K CO2 ) defined by the manufacturer Kommentar [SMD45]: Will this be written as C 0? Kommentar [SMD46]: J position: FC conversion formula is proposed. C0 = C Kfuel Q (l/100 km) where: C : fuel consumption measured during test (l/100 km) Q : electricity balance measured during test (Ah) Kommentar [SMD47]: Use of Part one and Part two to be investigated. II.2.1. The CO 2 emission correction coefficient (K CO2 ) shall be determined as follows from a set of n measurements performed by the manufacturer. This set should contain at least one

33 33 measurement with QI < 0 and at least one with Qj > 0. If the latter condition cannot be realised on the driving cycle (Part One or Part Two) used in this test, then it is up to the Technical Service to judge the statistical significance of the extrapolation necessary to determine the CO 2 emission value at ΔE batt = 0. II.2.2. The CO 2 emission correction coefficient (K CO2 ) is defined as: K CO2 = (n ΣQ i M i ΣQ i ΣM i ) / (n ΣQi2 (ΣQ i )2) (g/km/ah) Kommentar [SMD48]: What is this 2? where: M i : Q i : n : CO 2 emission measured during i th manufacturer s test (g/km) electricity balance during i th manufacturer s test (Ah) number of data Kommentar [SMD49]: All CO2 will eventually have to be changed to CO 2 The CO 2 emission correction coefficient shall be rounded to four significant figures (e.g. 0.xxxx or xx.xx). The statistical significance of the CO 2 emission correction coefficient is to be judged by the Technical Service. II Separate CO 2 emission correction coefficients shall be determined for the fuel consumption values measured over WLTC.[ to be validated VP2] II.2.3. CO 2 emission at zero battery energy balance (M0) II where: The CO 2 emission M0 at ΔE batt = 0 is determined by the following equation: M0 = M K CO2 Q (g/km) Kommentar [SMD50]: Ebatt to be changed to E batt? C : fuel consumption measured during test (l/100 km) Q : electricity balance measured during test (Ah) II CO 2 -emission at zero battery energy balance shall be determined separately for the CO 2 -emission values measured over each part of WLTC respectively.

34 34 APPENDIX III METHOD FOR MEASURING THE ELECTRICITY BALANCE OF THE TRACTION BATTERIES OF NOVC HEVs, OVC HEVs AND PEVs 1. INTRODUCTION 1.1. The purpose of this Appendix is to define the method and required instrumentation for measuring the electricity balance of Off Vehicle Charging Hybrid Electric Vehicles (OVC HEV and Not Off Vehicle Charging Hybrid Electric Vehicles (NOVC HEVs)). Measurement of the electricity balance is necessary (a) To determine when the minimum state of charge of the battery has been reached during the test procedure defined in Paragraphs 3. and 4. of this Annex; and (b) To correct the measured fuel consumption and CO 2 emissions for the change in battery energy content occurring during the test, using the method defined in Paragraphs 5. and 6. of this Annex The method described in this Annex shall be used by the manufacturer for the measurements that are performed to determine the correction factors Kfuel and KCO 2, as defined in Paragraphs x.x.x.x.x of this Annex. The Technical Service shall check whether these measurements have been performed in accordance with the procedure described in this Annex The method described in this Annex shall be used by the Technical Service for the measurement of the electricity balance Q, as defined in Paragraphs x.x.x.x.x. of this Annex. 2. MEASUREMENT EQUIPMENT AND INSTRUMENTATION 2.1. During the tests as described in Paragraphs 3., 4., 5. and 6. of this Annex, the battery current shall be measured using a current transducer of the clamp-on type or the closed type. The current transducer (i.e. the current sensor without data acquisition equipment) shall have a minimum accuracy of 0.5 per cent of the measured value (in A) or 0.1per cent of the maximum value of the scale. OEM diagnostic testers are not to be used for the purpose of this test The current transducer shall be fitted on one of the wires directly connected to the battery. In order to easily measure battery current using external measuring equipment, manufacturers should preferably integrate appropriate, safe and accessible connection points in the vehicle. If that is not feasible, the manufacturer is obliged to support the Technical Service by providing the means to connect a current transducer to the wires connected to the battery in the above described manner The output of the current transducer shall be sampled with a minimum sample frequency of [5] Hz. The measured current shall be integrated over time, yielding the measured value of Q, expressed in Ampere hours (Ah).

35 The temperature at the location of the sensor shall be measured and sampled with the same sample frequency as the current, so that this value can be used for possible compensation of the drift of current transducers and, if applicable, the voltage transducer used to convert the output of the current transducer A list of the instrumentation (manufacturer, Model No., Serial No.) used by the manufacturer for determining (a) When the minimum state of charge of the battery has been reached during the test procedure defined in Paragraphs 3. and 4. of this Annex; and (b) the correction factors Kfuel and KCO 2 (as defined in Paragraphs , , , and of this Annex)and the last calibration dates of the instruments (where applicable) should be provided to the Technical Service. 3. MEASUREMENT PROCEDURE 3.1. Measurement of the battery current shall start at the same time as the test starts and shall end immediately after the vehicle has driven the complete driving cycle Separate values of Q shall be logged over the Part One and Part Two of the cycle.

36 36 APPENDIX IV CONDITIONING FOR BEV AND OVC-HEV TESTING IV. This appendix describes the test procedure for battery and IC-engine conditioning as preparation for electric range measurements in of testing BEV and electric range, charge depleting and charge sustaining measurements when testing OVC-HEV vehicles. IV.1. OVC-HEV IC-engine and battery conditioning In case of testing an OVC-HEV not in order charge depleting test followed by charge sustaining test, a repeating of each subtest, means depleting or sustaining, is possible as shown at the figure below. Alternative setting of SOC level for the charge sustaining test is possible. In that case, a preconditioning of ICE is needed In that case a special preparation of the vehicle as prescribed according point III.1.1. shall be performed before the charge depleting test or the charge sustaining test starts. IV.1.1. OVC-HEV IC- engine and battery conditioning in case of testing according point of this annex. (Testprocedure starts with CS test) IV Before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant around 298 K (25 C) within 293 K and 303 K (20 C and 30 C). This conditioning shall be carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are within ± 2 K of the temperature of the room.[refer to ICE requirement] IV For preconditioning of IC engine the OVC HEV shall be driven in two consecutive WLTC. The manufacturer guarantees that the vehicle operates in a charge sustaining operation. The preconditioning cycle shall be performed in a cold condition after a soak period according point III IV In case of testing a OVC-HEV with driver selectable operation mode, the preconditioning cycles shall be performed in the same operation mode as the charge sustaining test as described of this annex. IV During the preconditioning cycle according to Point III , the charging balance of the traction battery have to be recorded and shall be within permissible charging balance deviation as shown in point of this annex. IV In case that the charging balances deviation during the preconditioning cycle is higher than limited as shown in point of this annex, the preconditioning cycle ac-

37 37 cording point III has to be repeated until charging balance deviation comply with limits as shown in point of this annex. IV Alternatively on the request of the manufacturer the SOC level of the RESS for charge sustaining test can be set according to manufacturer s recommendation in order to achieve a charge balance neutral charge sustaining test. In that case an additional ICE preconditioning procedure according to the conventional vehicles can be applied.[to be validated during VP2] IV.1.2. OVC-HEV IC-engine and battery conditioning in case of testing according point of this annex. (Testprocedure starts with CD test) IV Before testing, the vehicle shall be kept in a room in which the temperature remains relatively constant around 298 K (25 C) within 293 K and 303 K (20 C and 30 C). This conditioning shall be carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are within ± 2 K of the temperature of the room. IV For preconditioning of IC engine the OVC HEV shall be driven in two consecutive WLTC. The manufacturer guarantees that the vehicle operates in a charge sustaining operation. IV In case of testing a OVC-HEV with driver selectable operation mode, the preconditioning cycles shall be performed in the same operation mode as the charge depleting test as described of this annex. IV During soak, the electrical energy/power storage device shall be charged, using the normal overnight charging procedure as defined in paragraph III below. IV Application of a normal overnight charge The electrical energy/power storage device shall be charged according to the following procedure. IV Normal overnight charge procedure. The charging is carried out: (a) With the on board charger if fitted, or (b) With an external charger recommended by the manufacturer using the charging pattern prescribed for normal charging; (c) In an ambient temperature comprised between 20 ºC and 30 ºC. This procedure excludes all types of special charges that could be automatically or manually initiated like, for instance, the equalisation charges or the servicing charges. The manufacturer shall declare that during the test, a special charge procedure has not occurred. IV End of charge criteria The end of charge criteria corresponds to a charging time of 12 hours, except if a clear indication is given to the driver by the standard instrumentation that the electrical energy/power storage device is not yet fully charged. In this case:[jp will consider later] Kommentar [SMD51]: J position: Refer to ISO. IV.2. BEV battery conditioning

38 38 IV.2.1. Initial charge of the battery Charging the battery consists of the following procedures: IV Discharge of the battery Discharge test procedure according manufacturer requirement. The manufacturer has to guarantee that the battery is fully depleted as possible by normal use by the discharge test procedure. IV Application of a normal overnight charge The battery shall be charged according to the following procedure. IV Normal overnight charge procedure The charge is carried out: (a) with the on-board charger if fitted, (b) with an external charger recommended by the manufacturer, using the charging pattern prescribed for normal charging, (c) in an ambient temperature comprised between 20 C and 30 C. This procedure excludes all types of special charges that could be automatically or manually initiated like, for instance, the equalisation charges or the servicing charges. The car manufacturer shall declare that during the test, a special charge procedure has not occurred. IV End of charge criteria The end of charge criteria corresponds to a charging time of 12 hours except if a clear indication is given to the driver by the standard instrumentation that the battery is not yet fully charged. In this case,[jp will cosider later] Kommentar [SMD52]: J position: Refer to ISO. IV Fully charged battery Battery having been charged according to overnight charge procedure until the end of charge criteria.

39 39 APPENDIX V STANDARDIZED METHODOLOGY FOR DETERMINATION OF A GLOBAL HARMONIZED UTILITY FACTOR (UF) FOR OVC HEV The Utility Factor UF indicates the limited utility of a particular initial operating mode (e.g. cd mode of an OVC-HEV). An operating mode with a very long range, for example, will have a very high utility and, thus, a UF that approaches 1.0. The UF result is for a distance RCD based upon a set of in-use data collected of daily miles travelled per day of a large sample group. The UF is defined by using the assumptions that (1) the vehicle starts the day from a routinely achieved, fully charged state and (2) the vehicle is charged to said state before every day of personal travel. The UF weighting for a given RCD is applied to the CD results, and the term (1-UF) is applied the CS mode results. (Source: SAE J2841, modified by TB). It is proposed by ACEA DTP e-lab group to apply an Utility Factor (UF) to generate weighted combined values from a charge depleting test condition and a charge sustaining test condition for externally chargeable HEV (OVC HEV). For OVC HEV these weighted combined test results (e.g. for CO 2 and pollutant emissions) shall be considered to be the equivalent to the test results determined for conventional vehicles and electric vehicles as determined according to the applicable test procedures (Annex???). The Utility Factor is determined by statistical methods and based on real driving behaviour data analyses. An example of how an UF can be determined is given by SAE J2841. The UF is applied to the cd test results, and (1-UF) is applied to the cs test results. Most OVC-HEV regulations already include utility factors to merge cd and cs values. (Remark: even the calculation formulas of UN ECE R101 regulation can be transformed in a way that they represent a utility factor) see figure below (from initial OICA presentation): The WLTP DTP e-lab group does currently not focus on the determination of the UF. However, there is a need to further elaborate on the determination on a global harmonized utilization factor. To determine the UF, a set of statistical data needs to be generated and methodologies need to be developed how to generate the UFs from the statistical data. SAE J2841could act as an sample for such a methodology.

40 40 It is therefore recommended that the WLTP process starts with global harmonized activities to determine the methodology and gather the relevant statistical data. The WLTP e-lab group could support this activity, especially regards the development of a global methodology and by providing a list of data that need to be collected. The data gathering itself is beyond the capabilities of the DTP e-lab group. For the purpose of CO 2 and fuel consumption determination there is the need to develop formula to calculate the fractional utility factors. Also the adoption of this known formula from the EPA legislation is possible.

41 41 APPENDIX VIa OVC-HEV CO 2 CALCULATION EXAMPLE >> Basic principle, has to be replaced by a calculation example with validation phase 2 data << CO 2 - LCalculation method CD-Mode Bag No CO2 g/km CO2 g amp hr Whr Mi MD-UF Whr/km YmCD [g/km] 1.CD 1 0,00 183,5288 4,00 705,88 3,59 0,08 196, , ,00 174,3534 3,80 670,59 3,86 0,08 173, , CD 3 0,00 169,7644 3,70 652,94 3,59 0,06 181, , ,00 160,589 3,50 617,65 3,86 0,06 160, , Trans 5 55,70 291,7274 2,00 352,94 3,59 0,05 98, ,785 4, ,50 897,45 0,00 0 3,86 0, ,625 0 YmCS =CS*(1-UF) Ym CD+CS Em [Whr/km] Combined CO2 [g/km] SUM 14,41 148,97 163,38 55,06 163,38 CS-Mode Bag No CO2 g/mi CO2 g amp hr Whr Mi MD-UF Whr/mi CS [g/km] CS (cold) 1 251, , , , , CS (hot) 3 251, , , ,86 - -

42 42 APPENDIX VIb OVC-HEV FUEL CONSUMPTION CALCULATION EXAMPLE (has to replaced by FC example) CO 2 - LCalculation method CD-Mode Bag No CO2 g/km CO2 g amp hr Whr Mi MD-UF Whr/km YmCD [g/km] 1.CD 1 0,00 183,5288 4,00 705,88 3,59 0,08 196, , ,00 174,3534 3,80 670,59 3,86 0,08 173, , CD 3 0,00 169,7644 3,70 652,94 3,59 0,06 181, , ,00 160,589 3,50 617,65 3,86 0,06 160, , Trans 5 55,70 291,7274 2,00 352,94 3,59 0,05 98, ,785 4, ,50 897,45 0,00 0 3,86 0, ,625 0 YmCS =CS*(1-UF) Ym CD+CS Em [Whr/km] Combined CO2 [g/km] SUM 14,41 148,97 163,38 55,06 163,38 CS-Mode Bag No CO2 g/mi CO2 g amp hr Whr Mi MD-UF Whr/mi CS [g/km] CS (cold) 1 251, , , , , CS (hot) 3 251, , , ,86 - -

43 43 Appendix VII Calculation of Cycle Energy Demand : Determination of the cycle energy demand of the vehicle Option 1: With : Kommentar [SMD53]: Request from DC: Option 2: Determination of Cycle Energy Demand by using the chassis dynamometer load table depending on the test mass of the vehicle: --> That means, we need support by Heinz Steven for the determination of fixed values for net energy demand, depending of the test mass of the vehicle Kommentar [SMD54]: Input required from DHC.