Mitsubishi Innovative Electric Vehicle i-miev TEST PLAN

Transcription

1 Mitsubishi Innovative Electric Vehicle i-miev TEST PLAN Prepared by etv August 2010

2 Disclaimer Notice Transport Canada s ecotechnology for Vehicles program ( etv ) tests emerging vehicle technologies to assess their performance in accordance with established Canadian motor vehicle standards. The test plan presented herein does not, in itself, represent an official determination by Transport Canada regarding fuel consumption or compliance with safety and emission standards of any motor vehicle or motor vehicle component. Transport Canada does not certify, approve or endorse any motor vehicle product. Technologies selected for evaluation, and test results, are not intended to convey policy or recommendations on behalf of Transport Canada or the Government of Canada. Transport Canada and more generally the Government of Canada make no representation or warranty of any kind, either express or implied, as to the technologies selected for testing and evaluation by etv, nor as to their fitness for any particular use. Transport Canada and more generally the Government of Canada do not assume nor accept any liability arising from any use of the information and applications contained or provided on or through these test results. Transport Canada and more generally the Government of Canada do not assume nor accept any liability arising from any use of third party sourced content. Any comments concerning its content should be directed to: Transport Canada Environmental Initiatives (AHEC) ecotechnology for Vehicles (etv) Program 330 Sparks Street Place de Ville, Tower C Ottawa, Ontario K1A 0N5 etv@tc.gc.ca Her Majesty the Queen in Right of Canada, as represented by the Minister of Transport,

3 Acknowledgements Transport Canada s ecotechnology for Vehicles program would like to acknowledge Mitsubishi Canada, for their efforts in allowing the Government of Canada to obtain two Mitsubishi i-miev s for electric vehicle testing. The authors gratefully acknowledge the efforts of the engineers and technicians at Environment Canada s, Emissions Research and Measurements Section (ERMS). The National Research Council s Centre for Surface Transportation Technology (NRC-CSTT) and PMG Technologies. Funding for this work is provide by Transport Canada s ecotechnology for Vehicles Program, Natural Resources Canada s Program of Energy Research and Development (Electric Mobility Project C54.001), Environment Canada, and the National Research Council. 3

4 Table of Contents Acknowledgements... 3 Table of Figures... 6 List of Tables... 6 List of Equations Definitions Introduction Pre-Test Verification Procedure Test Program PHASE 1: LABORATORY ENERGY CONSUMPTION AND RANGE TESTING PHASE 2: DYNAMIC PERFORMANCE AND ON-TRACK RANGE TESTING PHASE 3: ON-ROAD EVALUATION Phase I Laboratory Electric Vehicle Energy Consumption and Range Testing PRELIMINARY INFORMATION Energy Use (kwh) Definition of Energy Consumption Daily Vehicle Charging Efficiency Vehicle Round Trip Efficiency Charging Procedure Charging to Less Than 100% SOC Drive Modes LEGEND DRIVING PROCEDURE COASTDOWN TESTING CHASSIS DYNAMOMETER TESTING U.S. LA4 Cycle US06 Supplemental Federal Test Procedure U.S. SC03 Speed Correction Driving Schedule U.S. HWFET Cycle New York City Cycle mph Steady State Battery Capacity Test Phase II - Dynamic Performance and On-Track Range Testing ENVIRONMENTAL CONDITIONS TIRE CONDITIONS TRACK CONDITIONS RANGE TESTING Range at 40 km/h Constant Speed

5 6.4.2 Range at 50 km/h Constant Speed Range at 65 km/h Constant Speed Range at 72 km/h Constant Speed Range at 88.5 km/h (55mph) Constant Speed Range at Maximum Achievable Speed (Proposed) ACCELERATION EVALUATION MAXIMUM SPEED IN DIFFERENT DRIVING MODES TOP SPEED HANDLING Lateral Skid Pad Emergency Lane Change Manoeuvre Turning Circle NOISE BRAKING ADDITIONAL TESTING Windshield Defrosting System Test Purpose Setup Procedure TEST INSTRUMENTATION RECORDS Phase III On-Road Evaluation Applicable Publications SAE PUBLICATIONS CODE OF FEDERAL REGULATIONS MOTOR VEHICLE SAFETY STANDARDS INTERNATIONAL ORGANIZATION FOR STANDARDIZATION OTHER PUBLICATIONS

6 Table of Figures Figure 1: Test Centre Track, Location Blainville, Québec Figure 2: LA 4 Cycle Chart Figure 3: US06 Driving Cycle Chart Figure 4: SC03 Cycle Chart Figure 5: US HWFET Cycle Chart Figure 6: EPA NYCC Cycle Chart Figure 7: Hioki 3193 Power HiTester Figure 8: Skid pad Layout Figure 9: Emergency Lane Change Setup Figure 10: CMVSS 1106 Noise Emissions Test Setup Figure 11 : Areas to be Defrosted on I-MiEV Windshield List of Tables Table 1: Specifications for the Mitsubishi i-miev Table 2: i-miev Driving Styles Table 3: Chassis Dynamometer Test Matrix Table 4: Emergency Lane Change Parameters List of Equations Equation 1: Vehicle AC Energy Consumption, with units of AC Wh/km (AC Wh/mile) 13 Equation 2: Vehicle DC Energy Consumption, with units of DC Wh/km (DC Wh/mile) 14 Equation 3: Daily Vehicle Charging Efficiency Equation 4: Taylor-Young Formula

7 1.0 Definitions A-Weighting Scale (dba) Decibels with the sound pressure scale adjusted to conform to the frequency response of the human ear. A sound level meter that measures A-weighted decibels has an electrical circuit that allows the meter to have the same sound sensitivity at different frequencies as the average human ear. There are also B-weighted and C-weighted scales, but the A-weighted scale is the one most commonly used for measuring noise. Ambient Temperature It is the temperature of the air surrounding an object. Anti-Lock Braking System (ABS) An anti-lock braking system is a safety system that prevents a vehicle s wheels from locking up during heavy braking. Essentially, the ABS regulates the braking pressure on the wheel, allowing it to continuously have traction on the driving surface. Average Power (W) Total energy withdrawn from or returned to a battery, divided by the time of discharge or charge. Average Voltage (V) The ratio of watt-hours to ampere-hours for a given discharge or charge. Also known as current weighted voltage. Barometric Pressure Barometric pressure is the pressure (force over area) exerted by a column of air above a fixed point, expressed in kilopascals (kpa). Battery Electrochemical cells electrically connected in a series and/or parallel arrangement. Battery Auxiliaries The components required to support the operation of a battery pack, such as a tray, watering subsystem, pumps or control electronics. Battery Cell An assembly of at least one positive electrode, one negative electrode and electrochemical components. A cell is a self-contained energy conversion device whose function is to deliver electrical energy to an external circuit via an internal chemical process. Battery Module A grouping of interconnected cells in a single mechanical and electrical unit. Capacity The total number of ampere-hours (Ah) or kilowatt-hours (kwh) that can be withdrawn from a fully charged battery, under specified conditions. 7

8 Coulombic Efficiency The ampere-hours removed from a cell or battery during a discharge, divided by the ampere hours required to restore the initial capacity. Curb Vehicle Weight (kg) The total weight of the vehicle with all standard equipment, including batteries and lubricants, at nominal capacity. Cut-off Voltage (V) The lower limit voltage at which discharge is considered complete. Data Acquisition System (DAS) A device designed to measure and log parameters over a given time period, either continually or continuously. Drive Train The components of a vehicle that connect the transmission with the driving axles, including the universal joint and drive shaft. Energy Output The total watt-hours that can be withdrawn from a fully charged battery, under specified operating conditions. Fuel Consumption The amount of fuel consumed per unit of distance. The accepted unit of fuel consumption in Canada is litres per one hundred kilometres (L/100 km). Gs (or G-Force) The G-Force is a measurement of acceleration in relation to free fall. For example, an acceleration of 1 G is equal to the acceleration due to standard gravity (9.81 metres per second squared 9.81m/s 2 ). Lateral Acceleration Lateral acceleration is the component of acceleration during cornering that forces a vehicle towards the inside of a turn. Essentially, the lateral acceleration is equal to the centrifugal acceleration (outward force) needed to maintain a steady turn. National Institute of Standards and Technology (NIST) A measurement standards laboratory with a mission to promote innovation and industrial competitiveness by advancing measurement science, standards and technology in ways that enhance economic security and improve quality of life. Range (km) The maximum distance that an electric vehicle can travel on a single battery charge, over a specified driving cycle. 8

9 Regenerative Braking The partial recovery of the energy normally dissipated in friction braking, which is returned as electrical current to an energy storage device. Specific Energy (Wh/kg) The discharge energy capacity of the battery divided by the battery system mass, under specified discharge conditions. State of Charge (SOC) Indicates the amount of electrical charge remaining. Calculated by subtracting the depth of discharge from 100, it is expressed as a percentage (%). Traction Adhesive friction. Traction is the element of vehicle dynamics that gives speed and directional control to the driver. Tread Depth The distance measured in the major tread groove nearest to the centre line of the tire, from the base of the groove to the top of the tread. 9

10 2.0 Introduction A battery electric vehicle (BEV) is powered by an electric motor that obtains its power from an on-board battery pack charged from the electric grid. As recently as 2006, the National Academy of Sciences projected that the broad commercialization of BEVs to be at least 10 years in the future. While there are currently few CMVSS-certified BEVs on the road in Canada, their more widespread deployment is imminent. In fact, by 2012, several manufacturers will have electric vehicles available for the mainstream market. However, there is little existing Canada-specific knowledge and data about BEV performance (safety, environmental, dynamic, etc.). BEVs face some consumer and regulatory barriers that could impede their widespread deployment in Canada. For example, from a consumer perspective, there is a lack of documented performance history for BEVs, particularly under Canadian climate and road conditions. As well, the current charging and battery recycling infrastructure is limited and may have difficulty supporting a broader deployment of BEVs. From a regulatory perspective, governments need to develop test procedures, protocols and best practices to measure BEV energy consumption and emissions, as well as energy efficiency labels that reflect Canadian realities. The ecotechnology for Vehicles (etv) program has been active in encouraging the introduction of electric vehicles in Canada through partnerships with industry, manufacturers, utilities and government. etv is currently working with a number of early innovators within the automotive industry to acquire, test and evaluate the performance of BEVs in Canada with a particular focus on how Canada s unique geography and climate will affect the performance of these vehicles. As well, etv s test results are helping to provide the information and data necessary to inform regulatory decisions. The program is also participating in standards development committees in order to amend/update applicable codes and standards to facilitate technology uptake. Finally, etv is undertaking a number of outreach activities to prepare the market for BEVs when they arrive. As part of its electric vehicle (EV) testing and evaluation strategy, the etv program acquired two fully electric Mitsubishi i-mievs. Mitsubishi Motors has built the fully electric i-miev based on its current i minicar platform. The i-miev has been sold as a full production vehicle in Japan since Fall Production for the North American market will start in The i-miev s electric motor provides exceptional torque at very low speeds. This allows the vehicle to accelerate quickly and quietly. The vehicle s lithium-ion battery packs are stored under the passenger compartment to maximize passenger and cargo space. With a maximum range of up to 120 kilometres (75 miles), the i-miev could be a viable option for people who commute daily in urban or suburban neighbourhoods. It should be noted that the two i-mievs acquired by etv program are the Japanese model, with the right-hand drive. The specifications for the i-miev are presented in Table 1 below. 10

11 Weight 1,080 kg / 2,381 lb Drive Type Rear-wheel drive Length 3.4 m / 11.2 ft Electric Motor Permanent Magnet Synchronous Motor Width 1.6 m / 5.2 ft Transmission Integrated single speed direct drive Height 1.4 m / 4.6 ft Torque 180 Nm / 133 lb-ft Seating 4 Power 47 kw / 63 hp Fuel Type Electricity Battery Type Lithium-ion Top Speed 130 km/h / 81 mph Voltage 330 V CO 2 Emissions 0 g/km (tailpipe) Capacity 16 kwh Driving Range 120 km / 75 mi Recharging Time V/ 15 A V/ 15 A Table 1: Specifications for the Mitsubishi i-miev From a broader perspective, as part of its EV strategy, etv is interested in informing discussions regarding the development of harmonized North American standards and protocols by providing test results that reflect Canadian realities. To this end, in order to ensure that the performance of different electric vehicles can be compared, etv will: Evaluate the i-miev under a variety of driving conditions, similar to those of the U.S. 5- cycle dynamometer test procedures as well as those procedures set out in draft form by the Society of Automotive Engineers (SAE); Investigate dynamometer test procedure issues, including: o Potential use of abbreviated tests for obtaining range and energy consumption results; o Charge timing sensitivities; o Repeatability; Focus on cold temperature dynamometer test procedure issues, including: o Battery charge and discharge capacity at cold temperatures; o Potential use of abbreviated tests for range extrapolation; o Impact of cabin heating; o Warm-up penalties; o Repeatability. 3.0 Pre Test Verification Procedure The Mitsubishi i-miev is scheduled to arrive at Transport Canada s Ottawa Headquarters in July Upon arrival, individuals within the Vehicle Programs will perform vehicle inspections. Initial painting and/or program decaling, vehicle licensing, training of personnel on vehicle driving and handling and coastdown parameters for dynamometer testing, will also be performed. 4.0 Test Program The Mitsubishi i-miev, herein referred to as the test vehicle, will undergo the following three phases of testing and evaluation: Phase 1: Laboratory Energy Consumption and Range Testing Phase 2: Dynamic Performance Testing and On-Track Range Testing Phase 3: On-road Driver Evaluations 11

12 4.1 Phase 1: Laboratory Energy Consumption and Range Testing Tests for both energy consumption and range testing will be performed and analyzed by Environment Canada personnel from the Emissions Research and Measurement Section (ERMS) of the Environmental Science and Technology Section in Ottawa, Ontario. This facility is Canada s national vehicle emissions and fuel consumption testing laboratory. Apart from testing fuel consumption and emissions against Canadian and U.S. standards, ERMS is also involved in joint research efforts with other government departments and private industry. Range tests will be performed as per the draft SAE J Electric Vehicle Energy Consumption and Range Test Procedure and pertinent portions of the Code of Federal Regulations (CFR) titles cited in Section 7.2. Section 5.0 outlines the duty cycles over which the testing will be performed. 4.2 Phase 2: Dynamic Performance and On Track Range Testing Dynamic performance tests will be performed at the Transport Canada testing facility located in Blainville, Québec. The facility has been operated by PMG Technologies for more than 15 years. PMG performs testing for the Road Safety group of Transport Canada as well as for individual manufacturers or groups that wish to avail themselves of the lab s facilities. PMG will perform all controlled track tests for the test vehicle, as outlined in Section Phase 3: On road Evaluation Figure 1: Test Centre Track, Location Blainville, Québec A third phase of evaluations will be performed by having drivers/evaluators drive the test vehicle for a distance of 30 to 100 kilometres and fill out a questionnaire/evaluation form. These results will then be compiled in order to help identify any issues or abnormalities that are consistent among respondents. It is anticipated that between 40 and 50 responses will be collected for this test vehicle. 12

13 In addition, the demands from the Mitsubishi i-miev s various electrical systems will be monitored under real-world winter driving conditions. Drivers from the National Research Council s Centre for Surface Transportation Technology (NRC-CSTT) will operate the vehicle over an entire winter season (from December 2010 to February 2011) on roads in the National Capital Region. This study will provide a better understanding of battery electric vehicle performance in different Canadian climate conditions. The results of all three phases of testing will be compiled into a final report that will be shared with the manufacturer. Additionally, some data and results will be disseminated on the etv website, to highlight various performance characteristics. 5.0 Phase I Laboratory Electric Vehicle Energy Consumption and Range Testing 5.1 Preliminary Information Energy Use (kwh) Monitoring the energy use of an EV is an important consideration throughout its life, and will be carried out from the beginning to the end of the testing program. The goal is to determine the amount of energy that is being consumed per distance travelled and at what cost. This would allow cost comparisons between the test vehicle and conventional vehicles, including gas, diesel, and hybrid vehicles. In addition to cost, a determination of the amount of lifecycle GHGs per distance travelled will also be calculated. It is known that to get the average kilowatt-hour (kwh) of electricity in Canada to an outlet in a home or business creates approximately 227 grams of CO 2. The average litre of gasoline creates 2,350 grams of CO 2 when combusted, with an additional 25% penalty for pumping, refining and transporting the fuel to a service station, for a total of 2,940 grams of CO 2 per litre. Using these values allows for an apples to apples comparison with conventional vehicles Definition of Energy Consumption Energy consumption is the energy used by a vehicle to travel a particular distance. In a vehicle using an rechargeable battery, there is always a certain amount of the total AC energy supplied to the battery that is not available for vehicle propulsion due to charger and battery inefficiencies or other vehicle maintenance requirements. Energy consumption can be measured two ways. Equation 1: Vehicle AC Energy Consumption, with units of AC Wh/km (AC Wh/mile) 13

14 Vehicle AC energy consumption is the total AC energy from the power outlet required to return the battery to full charge, divided by the distance travelled on a particular test cycle. This quotient will be reported as the AC energy consumption of the electric vehicle for the particular conditions of the test. Equation 2: Vehicle DC Energy Consumption, with units of DC Wh/km (DC Wh/mile) Vehicle DC Energy consumption is the DC energy consumed by the electric vehicle on a driving cycle, divided by the distance travelled. Energy consumed by the battery and energy returned to the battery through regenerative braking will be measured independently. Both the gross vehicle DC energy consumption and the net vehicle DC energy consumption will be reported for each driving cycle. This quotient will be reported as the Vehicle DC energy consumption of the electric vehicle for the particular conditions of the test Daily Vehicle Charging Efficiency The following provides guidance for calculating the daily charging efficiencies. However, the following parameters must first be determined: (i) (ii) the mileage travelled since the previous charge; the kwh consumed during the just-completed charge. The daily efficiency can then be calculated as follows: Equation 3: Daily Vehicle Charging Efficiency The electrical load includes auxiliaries, such as the use of the dashboard lighting and headlights and the use of cabin climate control systems. Environmental conditions may include such factors as wind speed, road conditions and driving style. This should be continuously measured in order to evaluate performance over the changing climate conditions for no less than one year Vehicle Round Trip Efficiency The round trip efficiency will be calculated at the end of selected test, representing the net DC energy discharged by the battery as a result of driving the vehicle as a percentage of the AC energy used to charge the vehicle from the outlet. 14

15 Charging Procedure Charging will be conducted throughout the soak period and will commence directly following the preconditioning or test cycle. Energy lost during the soak due to self-discharge or battery maintenance activities will be replaced by initiating a top-off charge approximately one (1) hour prior to the start of the test, by disconnecting and reconnecting the charger from the charge port. Vehicle charging will usually be performed at 220 VAC, but may also be performed at 110 VAC, if time allows Charging to Less Than 100% SOC Testing involving the effects of the battery s initial SOC will be conducted. Tests will be conducted with the propulsion battery at 0%, 40%, 60% and 80% discharged. The required initial SOC will be obtained by draining the battery at the C/3 rate to determine the watt-hours consumed. To achieve X% discharge of a fully charged battery, the battery will be discharged for X% of the end-point time either by driving the vehicle at the recommended maximum cruise speed or by discharging the battery through a load at an equivalent constant power. Tests conducted with the battery partially discharged at the start must be initiated no longer than 10 minutes after the desired initial state-of-discharge is reached Drive Modes Table 2 below provides details on the driving modes and driving mode characteristics. Shift Position Driving Power Re-generative Braking D Up to maximum Reduced Eco Restricted (to ~ 75%) Medium B Up to maximum Strong Legend Shift position D Maximum power and acceleration available but with reduced regenerative braking ability. This mode is considered a good mix for highway/city driving. Shift position Eco Reduced power and acceleration, combined with medium regenerative braking effort, to maximize main battery effectiveness. This mode is recommended for highway driving. Shift position B Maximum power and acceleration combined with strong regenerative braking effort. This mode is recommended for city driving and on roads with moderate to heavy inclines. Table 2: i-miev Driving Styles There is currently no Canadian standard procedure for the dynamometer testing of electric vehicles to determine the range and electrical consumption. Several committees around the world are actively working to develop standards for both testing and reporting results to individual consumers on the approximate range a typical electric vehicle. The current SAE committee studying EV testing, of which the etv program is a member, is J1634: Electric Vehicle Energy Consumption and Range Test Procedures (draft under development ). Some aspects of this draft procedure have been used to inform decisions regarding which tests and duty cycles perform on the test vehicle. 15

16 5.2 Driving Procedure The vehicle will be tested on a 122 cm diameter single roll electric dynamometer capable of simulating inertia weight and road loads to which light-duty vehicles are subjected during on-road operation. The rotating speed of the dynamometer roll is measured by a pulse counter, which feeds this information to a microprocessor controller. The controller translates the pulses into the linear speed of the vehicle, which is then displayed on a video screen as a cursor. The vehicle driver uses the cursor to follow a selected speed versus time trace. In this way, the vehicle may be operated over a selected transient operation or driving cycle. Dynamometer parameters are recorded continuously, including distance, speed, acceleration, torque, simulated road load force and simulated inertia force. 5.3 Coastdown Testing On road coastdowns will be performed in Ottawa, Ontario, as per SAE J1263. The purpose of this procedure is to determine the road load force on a vehicle as a function of vehicle velocity, so that an accurate simulation of the road load force can be used on a chassis dynamometer. The coastdown procedure is as follows: Vehicle regenerative braking will be disabled during coastdown testing, to minimize changes to the mechanical system. For cold temperature testing, the target coefficients will be adjusted using a 10% decrease in the calculated target coastdown time, as specified in 40 CFR Dynamometer set coefficients will be derived by ERMS, in keeping with SAE J2264, at both standard and cold temperature. The vehicle will be tested using a curb weight of 1,114 kg. 5.4 Chassis Dynamometer Testing Testing will be performed at three temperatures: -22 C, -7 C and + 22 C. Tests will be performed in a combination of driving modes. The vehicle will be tested against the test cycles listed in Table 3. All cycles are all part of the 5-cycle U.S. test procedure for conventional vehicles, except for the NYCC and 55 mph test cycles. All testing will be preceded by a preconditioning cycle or test cycle and a 12- to 36-hour soak at ambient test temperature. During the soak periods between tests, the vehicle and cooling fans will be shut off. Full range, capacity and abbreviated tests will be performed. All full range and capacity tests will continue until the vehicle is no longer able to maintain the required cycle speeds required with the tolerance specified in 40 CFR Abbreviated tests will include three to five repetitions of a given test cycle. The purpose of an abbreviated test is to determine whether an EV s approximate range can be reproduced in a consistent manner and whether these results can be compared to the full range tests. To deplete an EV from 100% SOC to 0% SOC can take considerable time and resources. Transport Canada and Environment Canada are conducting abbreviated tests in order to ensure their accuracy in 16

17 informing future test standards. These efforts, as well as others being used to inform the work of the SAE J1634 committee, will hopefully result in accurate procedures that allow for a combination of abbreviated tests that could minimize the test burden on both manufacturers and regulators. Test Parameter Test Standard Cell Location Temperature Urban Driving U.S. LA4 (-22, -7, 22 C) ERMS (Ottawa, ON) Aggressive Driving US06 (SFTP) (-22, -7, 22 C) ERMS (Ottawa, ON) Highway Driving HWFET (-22, -7, 22 C) ERMS (Ottawa, ON) Electrical Load U.S. SC03 (-22, -7, 22 C) ERMS (Ottawa, ON) Stop-and-go Driving NYCC (-22, -7, 22 C) ERMS (Ottawa, ON) Battery Capacity 55 mph (-22, -7, 22 C) ERMS (Ottawa, ON) Table 3: Chassis Dynamometer Test Matrix The test vehicle will accumulate a minimum of 1,600 km (1,000 miles) but no more than 9,978 km (6,200 miles) on the Durability Driving Schedule as defined in 40 CFR Part 86, Appendix IV, Section (a) or an equivalent driving schedule. Mileage accumulation will occur on a pre-determined test route similar to the one used by Transport Canada s Fuel Consumption Program drivers. Additionally, during the mileage accumulation route, energy consumption will be measured either by vehicle logs, by using an AC charging stations meter and/or by using instrumentation attached to the vehicle s CAN BUS. The duty cycles over which the testing will be performed are described in Sections to The cycles listed in Sections to make up the 5-cycle fuel economy test cycles used by the United States Department of Transportation to calculate Corporate Average Fuel Economy (CAFE). The New York City Cycle has been included in order to simulate dense urban driving with frequent stops and long idle periods. The 55 mph steady state battery capacity test is a cycle used to establish battery energy capacity. The battery energy capacity determined from this cycle may be used to estimate range under various driving conditions, based on energy consumption rates (i.e. kwh/km) U.S. LA4 Cycle The U.S. LA4 cycle is also known as the FTP-72 or Urban Dynamometer Driving Schedule (UDDS). The cycle is a simulation of an urban driving route that is approximately 12.1 km (7.5 miles) long and takes 1,369 seconds (approximately 23 minutes) to complete. The cycle consists of multiple stops, and achieves a maximum speed of 91.3 km/h (56.7 mph). The average speed of the cycle is 31.5 km/h (19.6 mph). The cycle is separated into two phases. The first phase begins with a cold start and lasts 505 seconds (a little over 8 minutes), with a distance of 5.8 km (3.6 miles) and an average speed of 41.2 km/h (25.6 mph). The second phase begins after an engine stop of 10 minutes. It lasts 864 seconds (about 14 minutes). 17

18 LA 4 Urban Dynamometer Driving Schedule Length 1,369 seconds - Distance = 12.1 km - Average Speed = 31.5 km/h Vehicle Speed, Kph Test Time, Secs Figure 2: LA4 Cycle Chart The parameters for the driving cycle are listed below. Ambient temperature = C (68-86 F) Cold temperature = 7 C (19.4 F) Length = 1,369 seconds (22 minutes, 49 seconds) Distance = 12.1 km (7.5 miles) Top Speed = 91.3 km/h (56.7 mph) Average Speed = 31.5 km/h (19.6 mph) Number of Stops = US06 Supplemental Federal Test Procedure The US06 Supplemental Federal Test Procedure (SFTP) is used in addition to the abovementioned FTP-72. The US06 simulates aggressive acceleration, higher speed driving behaviour. Also included are rapid speed fluctuations and driving behaviour following start-up. The cycle takes 596 seconds (nearly 10 minutes) to complete, with a total distance of 12.8 km (8.0 miles) travelled. The maximum speed of the cycle is km/h (80.3 mph). The average speed of the cycle is 77.4 km/h (48.4 mph). 18

19 US 06 or Supplemental FTP Driving Schedule Length 596 seconds - Distance km - Average Speed km/h Vehicle Speed, km/h Test Time, secs Figure 3: US06 Driving Cycle Chart The parameters for the driving cycle are listed below. Ambient temperature = C (68-86 F) Length = 596 seconds (9 minutes, 56 seconds) Distance = 12.8 km (8.0 miles) Top Speed = km/h (80.3 mph) Average Speed = 77.4 km/h (48.4 mph) Number of Stops = U.S. SC03 Speed Correction Driving Schedule The U.S. SC03 Speed Correction Driving Schedule simulates urban driving and engine load with the air-conditioning unit turned on for the duration of the test (A/C fan speed to be determined). The cycle takes 596 seconds (nearly 10 minutes) to complete, with a total distance of 5.8 km (3.6 miles) travelled. The maximum speed of the cycle is 88.2 km/h (54.8 mph). The average speed of the cycle is 34.8 km/h (21.6 mph). 19

20 SC 03 Speed Correction Driving Schedule Length 596 seconds - Distance km - Average Speed km/h 100 Vehicle Speed, km/h Test Time, secs Figure 4: SC03 Cycle Chart The parameters for the driving cycle are listed below. Ambient temperature = C (68-86 F) Length = 596 seconds (9 minutes, 56 seconds) Distance = 5.8 km (3.6 miles) Top Speed = 88.2 km/h (54.8 mph) Average Speed = 34.8 km/h (21.6 mph) Number of Stops = U.S. HWFET Cycle The United States Highway Fuel Economy Test (U.S. HWFET) cycle was developed by the Environmental Protection Agency to determine the highway fuel economy for light-duty vehicles. The cycle is a simulation of higher speed highway driving. It takes 765 seconds (nearly 13 minutes) to complete, with a total distance of 16.5 km (10.3 miles) travelled. The maximum speed of the cycle is 96.5 km/h (59.9 mph) and a minimum speed of 45.7 km/h (28.4 mph) is reached at the 296-second (about 5-minute) mark of the cycle. 20

21 EPA Highway Fuel Economy Test Driving Schedule Length 765 seconds - Distance km - Average Speed km/h Vehicle Speed, km/h Test Time, secs Figure 5: US HWFET Cycle Chart The parameters for the driving cycle are listed below. Ambient temperature = C (68-86 F) Length = 765 seconds (12 minutes, 45 seconds) Distance = 16.5 km (10.3 miles) Top Speed = 96.5 km/h (59.9 mph) Average Speed = 77.7 km/h (48.3 mph) New York City Cycle The Environmental Protection Agency s New York City Cycle is an additional test cycle that is normally not included in the 5-cycle average used to calculate fuel economy ratings. The cycle takes 598 seconds (nearly 10 minutes) to complete, with a total distance of 1.9 km (1.2 miles) travelled. The maximum speed of the cycle is 44.6 km/h (27.7 mph), with an average speed of 11.4 km/h (7.1 mph). As well, there are 14 individual stops involved in this cycle. 21

22 New York City Cycle Length 598 Seconds - Distance km - Average Speed 11.4 km/h Vehicle Speed, km/h Test Time, secs Figure 6: EPA NYCC Cycle Chart The parameters for the driving cycle are listed below. Ambient temperature = C (68-86 F) Length = 598 seconds (9 minutes, 58 seconds) Distance = 1.9 km (1.2 miles) Top Speed = 44.6 km/h (27.7 mph) Average Speed = 11.4 km/h (7.1 mph) Number of stops = mph Steady State Battery Capacity Test The 55 mph battery capacity test is being considered as a potential cycle for establishing battery energy capacity. The battery energy capacity determined from this cycle may be used to estimate range under various driving conditions, based on energy consumption rates (i.e. kwh/km) To begin the test, the vehicle is accelerated to a speed of 55 mph (88.5 km/h) within 30 seconds. The vehicle is then driven at a constant speed of 55 mph (88.5 km/h) for a period of 50 minutes, at which point it is stopped and allowed to soak, key off, for 10 minutes. The process is repeated until the vehicle can no longer maintain the required speed. At that point, the test vehicle is plugged in to replenish the charge until the SOC is attained. The capacity test will be completed at both -18ºC and -7ºC and 22ºC ambient temperatures. The climate controls, including heat/defrost will be disengaged during the capacity tests. 22

23 Data Acquisition The AC wall energy consumption is measured using a Hioki 3193 Power HiTester. Voltage (V), current (A), integrated amp-hours (Ah) and integrated watt-hours (Wh) will be sampled and integrated at a rate of 500 hertz (Hz). The net DC discharge energy will is measured using clamp-on sensors and the Hioki 3193 Power HiTester during each test cycle. The vehicle s system voltage will ideally be monitored throughout the entire test cycle. However, should this prove difficult due to safety and /or intellectual property rights, for example, overall nominal system voltage will be used in calculations. Figure 7: Hioki 3193 Power HiTester 6.0 Phase II Dynamic Performance and On Track Range Testing 6.1 Environmental Conditions The temperature during the vehicle ambient soak period will be between 16 C and 32 C (60 F to 90 F). The ambient temperature during road testing will be between 5 C and 32 C (40 F to 90 F). The atmospheric pressure will be between 91 kpa and 104 kpa. The tests will be performed in the absence of rain and fog. The recorded wind speed at the testing location will not exceed 16 km/h (10 mph). 6.2 Tire Conditions If not factory installed, the tires used will be changed to those recommended by the manufacturer or approved by etv personnel as the best available equivalent. Tires will be conditioned and inflated as recommended by the vehicle manufacturer. PMG will condition and warm up the tires, as per their usual dynamic testing procedures. 23

24 Special agents that increase traction will not be added to the tires or track surface and burnouts to heat the tires for added grip will also not be allowed. 6.3 Track Conditions For all testing, the track surface must be clear of debris, be level to within ± 1% (except during gradient tests) and have a hard, dry surface. Tests will be run in both directions when they are performed on a road test route. The direction of travel need not be reversed when operating on a closed track. 6.4 Range Testing This test is used to determine the range that can be driven while maintaining a constant speed, rather than the total range that can be driven until the vehicle loses complete charge and comes to rest. The test will be performed on the track, at 72 km/h (45 mph), 88.5 (55 mph), 97 km/h (60 mph) and 129 km/h (80 mph) or at the maximum achievable speed, whichever is less. in accordance with SAE Standard J227a and EV America Test Procedure ETA-TP004, Revision 3. In addition, the constant speed range test also calls for the monitoring of battery voltage, current, and watts versus time. The SOC and odometer readings should be recorded at the beginning and end of each test, as well as for each lap. To complete this test in accordance with the internationally accepted standards, a mobile, stand-alone data acquisition system with current (0-400A) and voltage ( V) monitoring capabilities will be used. For each range test, that is at 72 km/h, 88.5 km/h, 97 km/h, and 129 km/h, the vehicle will be charged to 100% SOC and will be loaded with 152 kg, the weight of two average people (this differs from SAE J227a, which calls for testing to be done at the vehicle rated GVWR). The end of the driving range is reached when the vehicle can no longer maintain a speed of 95% of the initial test speed. The complete test procedures can be found in the EV America Test Procedures ETA-TP004, Revision 3 and SAE J227a. Tests will be performed on a road that is level to within ± 1% (except gradient tests) and that has a hard, dry surface. Tests will be run in both directions when they are performed on a road test route. The direction of travel need not be reversed when operating on a closed track at the PMG Technologies test facility. Data will be recorded and averaged for tests in both directions when tests are run on a road test route. The data reported will be the average of at least two test runs in each direction. The range of test results and the number of test runs will also be reported Range at 40 km/h Constant Speed The purpose of this test is to determine the maximum range that the i-miev can travel when the batteries are fully charged (100% SOC), the vehicle is loaded to its curb weight plus driver, and it is operated at a constant 40 km/h. The testing will be completed to the initial conditions stated in Section 6.4 of this document. 24

25 From a standing start, the vehicle will be accelerated under its own power to a speed of 40 km/h, ± 1.6 km/h. Speed versus time will be recorded using the onboard DAS. This speed will be maintained without interruption until an average vehicle lap speed of at least 37 km/h cannot be maintained. The final speed, odometer reading, time, mileage and SOC reading will be recorded on the data sheet Range at 50 km/h Constant Speed The purpose of this test is to determine the maximum range that the i-miev can travel when the batteries are fully charged (100% SOC), the vehicle is loaded to its curb weight plus driver, and it is operated at a constant 50 km/h. The testing will be completed to the initial conditions stated in Section 6.4 of this document. From a standing start, the vehicle will be accelerated under its own power to a speed of 50 km/h, ± 1.6 km/h. Speed versus time will be recorded using the onboard DAS. This speed will be maintained without interruption until an average vehicle lap speed of at least 47 km/h cannot be maintained. The final speed, odometer reading, time, mileage and SOC reading will be recorded on the data sheet Range at 65 km/h Constant Speed The purpose of this test is to determine the maximum range that the i-miev can travel when the batteries are fully charged (100% SOC), the vehicle is loaded to its curb weight plus driver, and it is operated at a constant 65 km/h. The testing will be completed to the initial conditions stated in Section 6.4 of this document. From a standing start, the vehicle will be accelerated under its own power to a speed of 65 km/h, ± 1.6 km/h. Speed versus time will be recorded using the onboard DAS. This speed will be maintained without interruption until an average vehicle lap speed of at least 62 km/h cannot be maintained. The final speed, odometer reading, time, mileage and SOC reading will be recorded on the data sheet Range at 72 km/h Constant Speed The purpose of this test is to determine the maximum range that the i-miev can travel when the batteries are fully charged (100% SOC), the vehicle is loaded to its curb weight plus driver, and it is operated at a constant 72 km/h. The testing will be completed to the initial conditions stated in Section 6.4 of this document. From a standing start, the vehicle will be accelerated under its own power to a speed of 72 km/h, ± 1.6 km/h. Speed versus time will be recorded using the onboard DAS. This speed will be maintained without interruption until an average vehicle lap speed of at least 69 km/h cannot be maintained. The final speed, odometer reading, time, mileage and SOC reading will be recorded on the data sheet. 25

26 6.4.5 Range at 88.5 km/h Constant Speed The purpose of this test is to determine the maximum range that the i-miev can travel with the batteries fully charged (100% SOC), the vehicle will be loaded to its curb weight plus driver, and operated at a constant 90 km/h. The testing will be completed to the initial conditions stated in Section 6.4 of this document. From a standing start, the vehicle will be accelerated under its own power to a speed of 88.5 km/h, ± 1.6 km/h. Speed versus time will be recorded using the onboard DAS. This speed will be maintained without interruption until an average vehicle lap speed of at least 85.5 km/h cannot be maintained. The final speed, odometer reading, time, mileage and SOC reading will be recorded on the data sheet Range at Maximum Achievable Speed (Proposed) The purpose of this test is to determine the maximum range that the i-miev can achieve after it has been standing, not on charge, uncovered, on a simulated parking lot (blacktop, asphalt, etc.) for at least eight hours. The batteries will have been fully charged (100% SOC) prior to the standing period. The vehicle will be loaded at curb weight and separately with ballast, to its GVWR. From a standing start, the vehicle will be accelerated under its own power to its maximum achievable speed or 130 km/h (~80 mph), whichever is less (refer to ETA-TP002). Speed versus time will be recorded using the onboard DAS. This speed will be maintained without interruption until an average vehicle lap speed of at least 65 km/h (~40 mph) cannot be maintained. The final speed, odometer reading, time, mileage and SOC reading will be recorded on the data sheet. 6.5 Acceleration Evaluation The maximum acceleration of the test vehicle will be determined at separate states of charge (0%, 40%, 60% and 80% discharged), by starting the vehicle from a standing start. The vehicle will be evaluated by accelerating to the maximum attainable speed in one quarter of a mile (1,320 ft). The vehicle will be evaluated by accelerating to the maximum attainable speed in one kilometre (1,000 m). Speed points will be recorded beginning at 0 km/h and in 10-km/h intervals thereafter, to the maximum speed attained. Time versus distance travelled will also be recorded using a DAS. The maximum acceleration of the test vehicle will also be determined by starting the vehicle from a rolling start. The vehicle will be evaluated by accelerating to a velocity of 8 km/h (5 mph). At the minimum required velocity, the throttle will be depressed full open. Acceleration will continue until a maximum velocity of 100 km/h (62 mph) is reached. 26

27 For multiple acceleration runs, distance travelled (metres) versus speed (km/h) is calculated by means of a first order Taylor-Young formula, at increments of 10 km/h, in order to determine an average run value. Equation 4: Taylor-Young Formula 6.6 Maximum Speed in Different Driving Modes The maximum speed attainable in each driving mode will be tested and recorded. The driver will start from a standing start. Driving modes D, eco and B will all be individually tested. 6.7 Top Speed The overall top speed will be tested and recorded. The vehicle s speed will be recorded from the DAS and not the vehicle s speedometer. Because the vehicle s top speed is affected by wind, this test will be run in both directions and averaged. If an electronic governor is used, the top speed will be recorded at the electronically limited speed. The top speed will be recorded in the top two gears, as the final gear is usually intended for cruising. 6.8 Handling Lateral Skid Pad The lateral skid pad test will be used to determine the maximum speed that the test vehicle can achieve in a cornering situation. Lateral acceleration is measured in Gs, where 1.0 G is equal to the net effect of this acceleration and the acceleration imparted by natural gravity. When the vehicle reaches its cornering limit, it will either under-steer or over-steer, losing traction on the curve. When the vehicle loses traction, the maximum lateral acceleration will be recorded. The vehicle will follow a circle that is about 61 metres (200 feet) in diameter. The circle will be constructed using pylons arranged to follow the pattern of the circle. The pylons will be placed at equal distances to allow the centre of gravity of the vehicle to travel the distance of the circle while maintaining the driving profile of a circle. The vehicle will run a lap in each direction as fast as the car will allow without falling off the driving line. 27

28 Entry ~ 61 m Exit Figure 8: Skid pad Layout Emergency Lane Change Manoeuvre The emergency lane change manoeuvre test will be based on ISO :2002 Passenger Cars Test Track for a severe lane change manoeuvre Part 2: Obstacle Avoidance. The test will be conducted on a 48.8-metre (160-foot) long pylon course with two 3.7-metre (12-foot) wide lanes. The right-hand lane will be blocked at the 24.4-metre (80-foot) mark. The driver will begin the run in the right lane, swerve into the left, and then immediately cut back into the right. If any pylons are hit, the run will be disallowed. The average speed maintained throughout the course will be recorded. 28

29 Lane Offset Lane Offset Driving Direction Section 1 Section 2 Section 3 Section 4 Section 5 Figure 9: Emergency Lane Change Setup Section Length Lane offset Width 1 12 m x vehicle width* m m 1 Vehicle width* m** m x vehicle width* , but not less than 3 m * Vehicle width means overall width of the vehicle without rear view mirrors. ** To ensure high lateral accelerations at the end of the track, section 4 is 1 m shorter than section 2. Table 4: Emergency Lane Change Parameters 29

30 6.8.3 Turning Circle The test vehicle will perform a curb-to-curb turning circle to measure the total distance that the wheels travel. The diameter of the turning circle will be recorded in metres. 6.9 Noise The test vehicle will perform the CMVSS 1106 Noise Emissions test at PMG Test in Blainville, Québec. Cabin noise will be measured in decibels (db) using the A-weighting scale (dba). A sound level meter (example, Brüel & Kjær Type 2236) will be used to measure sound at different intervals of the vehicle s running state. The sound will be measured at states of: idle acceleration full throttle 110 km/h (~ 70 mph) 100 km/h (~ 62 mph) 80 km/h (~ 50 mph) 50 km/h (~ 30 mph) The sound level meter or microphone will be positioned near the driver s right ear. Measurements will be taken from the maximum reading obtained. Figure 10: CMVSS 1106 Noise Emissions Test Setup 30

31 6.10 Braking The test vehicle will perform a partial CMVSS Light Vehicle Braking Systems test at PMG Technologies in Blainville, Québec. A performance test will demonstrate deceleration in an abrupt stop at the following speeds: 50 km/h (30 mph) to 0 km/h (0 mph); 80 km/h (50 mph) to 0 km/h (0 mph); 100 km/h (60 mph) to 0 km/h (0 mph); 110 km/h (70 mph) to 0 km/h (0 mph). The vehicle s total braking distance in metres and time in seconds will be recorded. Since the test vehicle is equipped with ABS brakes, the test driver will fully depress the brake pedal, allowing the computer to modulate the callipers. If possible, a pressure-activated switch should be installed to record the start of the braking in relation to the vehicle s speed Additional Testing Windshield Defrosting System Test The defrosting system testing will use the procedure found in SAE J902 as a guideline. The test will be performed in combination with a second energy consumption test, as set out in Phase I previously, at -18 C. It is understood that the performance obtained does not directly relate to actual driving conditions, but serves as a laboratory performance indicator for comparing test results Purpose It is quite common to test a vehicle s windshield defrost capability concurrently with cold pull-up tests. The procedure involves spraying a known amount of moisture (0.046 ml/cm 2 ) onto the windshield, and allowing the resultant frost to cure for a period of 30 to 40 minutes. The vehicle is then started and full heat applied. The time to clear the window is recorded. A video of the clearing process is useful in determining the time and pattern of clearing that takes place. The standard SAE J902 test is conducted at -18 C Setup Prior to testing, the cold test cell will be maintained at -18 C. The test vehicle s propulsion system will be inoperative during the soak period. All windows and doors will be closed Procedure 1. The headlights will be turned on to simulate the daytime running lights that will be required for use in Canada, as per CMVSS 108. Mitsubishi Motors will provide information regarding their expected current/power draw for Canadian daytime running lights, so as not to unnecessarily draw more power than otherwise required and unfairly penalize the power use. 31