SUPPORTING INFORMATION Evaluation of exhaust emissions from three dieselhybrid cars and simulation of after-treatment systems for ultra-low real-world NO X emissions Vicente Franco a, Theodora Zacharopoulou b, Jan Hammer c, Helge Schmidt c, Peter Mock a, Martin Weiss d and Zissis Samaras b,* a International Council on Clean Transportation Europe, Berlin 10178, Germany b Laboratory of Applied Thermodynamics (Aristotle University of Thessaloniki), Thessaloniki 54124, Greece c TÜV Nord Mobilität, Essen 45138, Germany d European Commission DG Joint Research Centre, Institute for Energy and Transport, Sustainable Transport Unit, Ispra 21010, Italy * Corresponding Author. Phone: +30 23 10 996014; E-mail: zisis@auth.gr (Prof. Zissis Samaras) Total number of pages in the SI: 16 number of tables: 10 number of figures: 5 S1
Table of Contents Table S1. Inertia masses and road load parameters for NEDC and WLTP testing... S3 Table S2. Overview of the on-road emissions test setups with PEMS... S3 Table S3. Overview of PEMS trips (with indication of conditions at test start)... S4 Figure S1. Evaluation of driving dynamics (upper boundary: 95 th percentile of acceleration*velocity vs average bin speed, by trip and vehicle) [done in accordance with regulation EU 2016/646]... S5 Figure S2. Evaluation of driving dynamics (lower boundary: relative positive acceleration vs average bin velocity, by trip and vehicle) [done in accordance with regulation EU 2016/646]... S6 Table S4. Driving dynamics indicators by trip (95 th percentile of acceleration*velocity, relative positive acceleration, other dynamic indicators)... S7 Table S5. Overview of PEMS testing results (raw emission factors and environmental conditions)... S8 Table S6. Distance-specific NO X emissions factors (by trip and urban/rural/motorway velocity bins, as measured by PEMS)... S9 Table S7. Overview of simulated NO X emission factors (by trip)... S10 Table S8. Simulated AdBlue consumption and projected tank autonomies (17- and 5-litre AdBlue tanks) for simulated PEMS trips of the Volvo V60 (SCRF aftertreatment).... S11 Table S9. Simulated LNT fuel penalty (increase over baseline fuel consumption) for simulated PEMS trips of the Volvo V60 (LNT aftertreatment).... S11 Supporting information about chassis dynamometer testing... S12 NEDC compliance testing... S12 Table S10. NEDC test setups... S12 Figure S3. Correction of fuel consumption using charging balance... S13 Figure S4. Time-speed trace of the NEDC... S13 WLTP testing... S14 Figure S5. Time-speed profile of WLTC (GTR: 3B power to unladen mass 34 W/kg; v max > 120 km/h)... S15 S2
Table S1. Inertia masses and road load parameters for NEDC and WLTP testing Road load coefficients Volvo V60 Plug-in Hybrid Mercedes S300 Bluetec Hybrid Test cycle NEDC WLTP NEDC WLTP Inertia [kg] 1,930 2,231 2,040 2,651 F 0 [N] 127.1 173 86 151 F 1 [N/(km/h)] 1.00 1.03 2.00 2.06 F 2 [N/(km/h) 2 ] 0.0269 0.0315 0.0162 0.0206 Table S2. Overview of the on-road emissions test setups with PEMS Measured signal Equipment Point of measurement Sensors SEMTECH Ecostar (Mercedes-Benz) Volume concentrations: CO, Sensors SEMTECH DS CO 2 NO, NO 2, total (Volvo, Peugeot) hydrocarbons (THC) AVL MOVE Tailpipe (Peugeot) Exhaust mass flow Sensors Exhaust Flow Meter (Mercedes-Benz, Volvo, Peugeot) Tailpipe Engine load Engine coolant temperature Intake manifold pressure Engine speed Vehicle speed Ambient air temperature Intake air temperature Mass air flow Throttle position GPS position (latitude, longitude, altitude, speed) Ambient air data (temperature, pressure, relative humidity On-board diagnostics (OBD) logger GPS logger - Temperature and humidity sensors OBD Ambient Electrical power (hybrid system) Hioki Power Analyser High-voltage system Exhaust gas temperature NiCr-Ni thermocouple (Type K) Several measurement points along the exhaust system S3
Table S3. Overview of PEMS trips (with indication of conditions at test start) Route Trip Cold start Peugeot 3008 (xd) xd01 Yes xd02 Yes Route 0 xd03 Yes xd04 Yes xd05 Yes Mercedes-Benz S300 (xh) xh1-1 Yes Route 1 xh1-2 No xh1-3 No xh2-1 Yes Route 2 xh2-2 No xh2-3 No xh3-1 Yes Route 3 xh3-1b Yes xh3-3 No xh4-1 Yes Route 4 xh4-1b Yes xh4-2 No Volvo V60 (xph) xph1-1 Yes (full battery) Route 1 xph1-1b Yes (full battery) xph1-2 No (charge-sustaining mode) xph1-3 No (charge-sustaining mode) xph2-1 Yes (full battery) Route 2 xph2-2 No (charge-sustaining mode) xph2-2b No (charge-sustaining mode) xph2-3 No (charge-sustaining mode) xph3-1 Yes (full battery) xph3-1b Yes (full battery) Route 3 xph3-2 No (charge-sustaining mode) xph3-2b No (charge-sustaining mode) xph3-3 No (charge-sustaining mode) xph3-4 No (charge-sustaining mode) Route 4 xph4-1 Yes (full battery) xph4-1b Yes (full battery) S4
Figure S1. Evaluation of driving dynamics (upper boundary: 95 th percentile of acceleration*velocity vs average bin speed, by trip and vehicle) [done in accordance with regulation EU 2016/646] S5
Figure S2. Evaluation of driving dynamics (lower boundary: relative positive acceleration vs average bin velocity, by trip and vehicle) [done in accordance with regulation EU 2016/646] S6
95 th percentile of a*v, urban speed bin [W/kg] 95 th percentile of a*v, rural speed bin [W/kg] 95 th percentile of a*v, motorway speed bin [W/kg]] Relative positive acceleration, urban speed bin [m/s 2 ] Relative positive acceleration, rural speed bin [m/s 2 ] Relative positive acceleration, motorway speed bin [m/s 2 ] Maximum motorway speed [km/h] Time spent above 130 km/h [s] Duration of longest stop [s] Table S4. Driving dynamics indicators by trip (95 th percentile of acceleration*velocity, relative positive acceleration, other dynamic indicators) 95 th percentile a*v RPA Other dynamic Vehicle Peugeot 3008 Hybrid4 (Euro 5) Mercedes- Benz S300 Bluetec Hybrid (Euro 6) Volvo V60 Plug-in Hybrid (Euro 5) Trip ID xd01 12.2 16.5 21.9 0.3 0.2 0.1 136 70 81 xd02 16.4 27.2 22.9 0.3 0.2 0.1 147 117 101 xd03 17.8 27.3 26.7 0.3 0.3 0.2 155 596 378 xd04 14.7 17.2 15.8 0.2 0.1 0.1 126 0 68 xd05 11.4 18.1 23.4 0.2 0.2 0.2 142 165 85 xh1-1 11.4 17.9 28.4 0.2 0.1 0.1 136 54 83 xh1-2 14.1 18.1 28.7 0.2 0.1 0.1 138 95 52 xh1-3 12.4 20.7 29.8 0.2 0.1 0.1 141 119 86 xh2-1 11.0 19.3 24.6 0.2 0.1 0.1 137 104 93 xh2-2 13.5 21.5 27.6 0.2 0.1 0.1 139 116 103 xh2-3 13.7 19.5 27.0 0.2 0.1 0.1 144 74 94 xh3-1 14.2 25.7 26.4 0.2 0.1 0.1 137 174 101 xh3-1b 14.2 25.7 26.4 0.2 0.1 0.1 137 174 101 xh3-3 13.1 22.6 26.6 0.2 0.1 0.1 136 144 83 xh4-1 10.0 17.0 23.2 0.2 0.1 0.1 136 30 88 xh4-1b 10.7 27.6 23.1 0.2 0.1 0.1 137 38 87 xh4-2 13.2 22.8 22.4 0.2 0.1 0.1 136 30 113 xph1-1 14.8 15.6 25.3 0.2 0.1 0.1 142 86 49 xph1-1b 15.6 19.4 27.9 0.2 0.1 0.1 141 83 84 xph1-2 13.2 17.6 17.5 0.2 0.1 0.1 141 52 73 xph1-3 15.9 17.6 24.7 0.2 0.1 0.1 134 33 74 xph2-1 15.2 15.7 23.0 0.2 0.1 0.1 139 88 89 xph2-2 14.7 17.3 25.5 0.2 0.1 0.1 142 100 86 xph2-2b 15.3 18.0 24.9 0.2 0.1 0.1 141 39 76 xph2-3 14.6 16.5 26.2 0.2 0.1 0.1 143 87 72 xph3-1 12.8 26.6 25.0 0.2 0.1 0.1 147 349 75 xph3-1b 15.0 26.9 23.3 0.2 0.2 0.1 142 306 86 xph3-2 15.9 22.0 23.5 0.2 0.1 0.1 139 187 71 xph3-2b 16.7 26.2 25.1 0.2 0.1 0.1 143 296 81 xph3-3 13.6 26.5 24.2 0.2 0.1 0.1 139 181 77 xph3-4 16.7 26.2 25.1 0.2 0.1 0.1 143 296 81 xph4-1 12.9 13.7 23.0 0.2 0.1 0.1 140 24 75 xph4-1b 11.6 14.5 20.9 0.2 0.1 0.1 135 22 85 S7
Raw CO 2 EF [g/km] Raw CO 2 EF [as % type-approval] Raw NO X EF Raw CO EF Raw THC EF Maximum altitude [m above sea level] Minimum altitude [m above sea level] Mean ambient temperature [ C] Mean relative humidity [%] Table S5. Overview of PEMS testing results (raw emission factors and environmental conditions) Raw mission factors Environmental conditions Vehicle Peugeot 3008 Hybrid4 (Euro 5) Mercedes- Benz S300 Bluetec Hybrid (Euro 6) Volvo V60 Plug-in Hybrid (Euro 5) Trip ID xd01 155 156 900 46 10 321 132 4 76 xd02 182 184 1,144 187 8 323 133 4 41 xd03 214 217 1,736 240 13 321 132 4 33 xd04 158 160 661 319 23 322 130 6 85 xd05 167 168 1,069 105 3 318 134 5 80 xh1-1 159 138 445 159 1 309 57 3 68 xh1-2 161 140 450 91 1 307 60 3 70 xh1-3 171 149 590 167 1 310 56 6 75 xh2-1 173 150 464 150 2 343 60 4 78 xh2-2 178 155 478 146 2 333 51 5 76 xh2-3 178 155 435 121 2 342 49 6 81 xh3-1 169 147 319 96 0 309 53 2 85 xh3-1b 169 147 319 96 0 309 53 2 85 xh3-3 167 145 454 141 1 308 47 4 78 xh4-1 183 159 628 116 1 250 28 5 86 xh4-1b 200 174 531 230 2 255 41 4 83 xh4-2 192 167 602 173 3 262 30 4 81 xph1-1 83 172 232 111 24 315 62 25 62 xph1-1b 107 222 289 147 34 333 63 26 52 xph1-2 152 317 394 46 50 453 63 31 38 xph1-3 158 328 425 121 56 301 58 35 31 xph2-1 91 189 223 105 26 360 61 24 49 xph2-2 152 318 418 164 51 445 62 29 47 xph2-2b 160 333 438 58 55 348 62 30 35 xph2-3 154 320 400 142 53 337 56 33 26 xph3-1 145 303 316 96 40 315 62 21 68 xph3-1b 105 219 222 78 24 314 62 29 48 xph3-2 153 319 383 48 48 313 59 21 69 xph3-2b 162 338 387 73 47 312 60 32 41 xph3-3 157 326 350 159 53 302 62 32 41 xph3-4 162 338 387 73 47 312 60 32 41 xph4-1 141 295 585 964 80 262 40 32 41 xph4-1b 50 105 206 128 25 264 42 21 73 S8
Urban NO X EF Rural NO X EF Motorway NO X EF Table S6. Distance-specific NO X emissions factors (by trip and urban/rural/motorway velocity bins, as measured by PEMS) NO X emissions factors Vehicle Peugeot 3008 Hybrid4 (Euro 5) Mercedes- Benz S300 Bluetec Hybrid (Euro 6) Volvo V60 Plug-in Hybrid (Euro 5) Trip ID xd01 799 961 917 xd02 904 1,055 1,234 xd03 1,410 1,208 1,924 xd04 683 655 635 xd05 691 826 1,258 xh1-1 281 345 657 xh1-2 297 289 690 xh1-3 368 356 904 xh2-1 419 421 579 xh2-2 376 343 677 xh2-3 285 347 716 xh3-1 261 372 320 xh3-1b 261 372 320 xh3-3 428 489 446 xh4-1 431 475 1,256 xh4-1b 355 593 1,002 xh4-2 403 452 1,114 xph1-1 121 153 406 xph1-1b 235 93 564 xph1-2 341 346 523 xph1-3 441 350 499 xph2-1 153 193 384 xph2-2 435 273 594 xph2-2b 459 300 598 xph2-3 482 257 497 xph3-1 308 378 302 xph3-1b 201 243 223 xph3-2 430 422 359 xph3-2b 393 540 343 xph3-3 447 358 321 xph3-4 393 540 343 xph4-1 435 875 765 xph4-1b 16 563 477 S9
Baseline NO X EF (EGR) Simulated NO X EF (LNT) [g/km] Simulated NO X EF (SCR) [g/km] LNT urban SCR urban LNT rural SCR rural LNT motorway SCR motorway Table S7. Overview of simulated NO X emission factors (by trip) Simulation results Trip average NO X EFs Urban NO X EF Rural NO X EF Motorway NO X EF Vehicle Volvo V60 Plug-in Hybrid (Euro 5) Trip ID xph1-1 305 73 29 40 20 51 21 124 46 xph1-1b 373 71 28 67 40 27 12 124 34 xph1-2 501 62 24 66 18 55 19 66 38 xph1-3 536 71 31 93 36 55 19 70 40 xph2-1 290 60 20 38 17 53 11 109 37 xph2-2 536 67 25 70 20 41 17 97 43 xph2-2b 559 68 23 76 18 52 16 79 38 xph2-3 506 61 23 81 26 38 11 66 37 xph3-1 401 68 17 45 12 82 39 70 12 xph3-1b 290 63 17 41 10 79 46 66 14 xph3-2 490 72 18 83 31 85 20 65 15 xph3-2b 497 86 22 90 35 126 30 73 14 xph3-3 428 73 11 108 41 77 8 62 5 xph3-4 502 26 10 20 13 33 8 26 10 xph4-1 734 52 55 36 49 78 74 74 56 xph4-1b 264 38 21 9 9 61 41 109 41 S10
Table S8. Simulated AdBlue consumption and projected tank autonomies (17- and 5-litre AdBlue tanks) for simulated PEMS trips of the Volvo V60 (SCRF aftertreatment) AdBlue consumption [L/100km] 17L Tank autonomy [km] 5L Tank autonomy [km] Results by PEMS trip xph1-1 0.045 37,409 11,003 xph1-1b 0.052 32,483 9,554 xph1-2 0.073 23,237 6,835 xph1-3 0.077 22,084 6,495 xph2-1 0.039 44,006 12,943 xph2-2 0.079 21,493 6,322 xph2-2b 0.078 21,827 6,420 xph2-3 0.069 24,766 7,284 xph3-1 0.057 29,661 8,724 xph3-1b 0.041 41,217 12,123 xph3-2 0.071 24,022 7,065 xph3-2b 0.073 23,350 6,868 xph3-3 0.063 27,114 7,975 xph3-4 0.095 17,843 5,248 xph4-1 0.11 15,425 4,537 xph4-1b 0.035 48,568 14,285 Results by route (min / max / average) Route 1 0.045 / 0.077 / 0.062 22,084 / 37,409 / 28,803 6,495 / 11,003 / 8,472 Route 2 0.039 / 0.079 / 0.066 21,493 / 44,006 / 28,023 6,322 / 12,943 / 8,242 Route 3 0.041 / 0.095 / 0.067 17,843 / 41,217 / 27,201 5,248 / 12,123 / 8,001 Route 4 0.035 / 0.11 / 0.073 15,425* / 48,568 / 31,997 4,537* / 14,285 / 9,411 NEDC 0.016 104,583 30,760 WLTC 0.033 51,494 15,145 *Minimum autonomy values simulated from trip xph4-1 (including a DPF regeneration event) Table S9. Simulated LNT fuel penalty (increase over baseline fuel consumption) for simulated PEMS trips of the Volvo V60 (LNT aftertreatment) Trip code LNT fuel penalty (%) xph1-1 +3.87 xph1-1b +3.10 xph1-2 +2.60 xph1-3 +2.72 xph2-1 +2.78 xph2-2 +3.06 xph2-2b +2.92 xph2-3 +2.38 xph3-1 +2.78 xph3-1b +2.95 xph3-2 +3.51 xph3-2b +2.08 xph3-3 +2.08 xph3-4 +3.24 xph4-1 +5.52 xph4-1b +4.87 Average +3.15 S11
Supporting information about chassis dynamometer testing NEDC compliance testing The first part of the investigations of this subtask is the confirmation of the type-approval results of the chosen test vehicles. According to the different test procedures of UNECE Regulation No. 101 for different hybrid types, the vehicles were tested over the NEDC with the setups described in Table S10. The measurements and the evaluation of measurement results were conducted in accordance with the applicable type-approval legislation. The inertia masses and road load parameters conformed to the parameters used at type approval. Table S10. NEDC test setups Hybrid vehicle type Externally chargeable vehicle (PHEV) For not externally chargeable vehicles (HEV) De M M D NEDC test setup Two test setups: - setup A: test with maximum battery charge (maximum electrical consumption) - setup B: test with minimum battery charge (maximum fuel consumption) Calculation of CO 2 mass emission by the definitions of UNECE Regulation 101, Annex 9 one test setup: - test at an arbitrary level of charge 1 e Correction of CO 2 emissions and fuel consumption with charging balance according to Figure S3 The mass emission of CO 2 was calculated as follows: D D av av M 2 with: M = mass emission of CO 2 M 1 = mass emission of CO 2 at test setup A [g/km] M 2 = mass emission of CO 2 at test setup B [g/km] D e = electric range according to UNECE Regulation 101, Annex 9 D av = 25 km (estimated distance between battery charges) D e * M 1 = 0, if electric cruising range is more than 11km S12
Fuel consumption [l/100km] charging discharging Figure S3. Correction of fuel consumption using charging balance According to the current European legislation for measuring CO 2 emissions of passenger cars and light duty vehicles the New European Driving Cycle (NEDC) is applied. The NEDC (Figure S4) is defined by Commission Regulation (EC) No 692/2008 of 18 July 2008 implementing and amending Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information referring to ECE Regulations No. 83 and No. 101 of the United Nations Economic Commission for Europe (UNECE). Figure S4. Time-speed trace of the NEDC S13
NEDC preconditioning and measurement In the following, the main steps of preconditioning and measurement of the vehicles are described. For the setup of the chassis dynamometer, the type approval parameters have been used in order to produce comparable results. The preparation and conditioning of the Mercedes-Benz S-Class Hybrid has been done as follows: Preconditioning three repetitions of motorway section of the NEDC (EUDC) until the charging balance is neutral before the next NEDC Soak time of at least 6h until oil and coolant temperature reaches ambient temperature The measurement consists of two steps: One NEDC run with neutral charging balance Calculation of neutral charging balance Correction of results (if necessary) Due to the fact that the Volvo V60 is a Plug-in Hybrid and therefore has two operating modes (charge depleting and charge sustaining), preparation, conditioning and measurement has to be done twice, once for charge-depleting and once for charge-sustaining mode. Preparation and Conditioning for charge-depleting test: Discharge of battery Preconditioning three repetitions of motorway section of the NEDC (EUDC) Charge battery and soak for at least 6h until oil and coolant temperature reach ambient temperature Measurement 1 charge-depleting mode: Charge-depleting test repetition of NEDC until the charging balance is neutral S14 Charge of battery Preparation and conditioning for charge-sustaining test: Discharge battery (constant-speed driving on chassis dynamometer) Preconditioning three repetitions of motorway section of the NEDC (EUDC) Soak for at least 6h until oil and coolant temperature reached the area temperature Measurement 2 charge-sustaining mode: Charge-sustaining test NEDC (one time) under sustaining condition (neutral charge balance) Charge of battery Discharge of battery Charge of battery WLTP testing To ensure that the CO 2 type approval values measured according to Regulation (EC) No 715/2007 represent real-world emissions, the European Commission has been asked to keep under review the need to revise the New European Drive Cycle as the test procedure that provides the basis of EC type approval emissions regulations. Updating or replacement of the test cycles may be required to reflect changes in vehicle specification and driver behaviour. In November 2007, a working group at the United Nations Economic Commission for Europe was established to create a Worldwide Harmonized Light-Vehicles Test Procedure (WLTP).
Velocity in km/h The objective of this working group has been to develop a harmonized measurement of exhaust emissions and energy consumption for different drivetrains (Gasoline, Diesel, LPG, CNG, H2, HEV, EV). The work is focused on a harmonized, representative driving cycle (Development of a Harmonized Driving Cycle, DHC) and on a harmonized test procedure (Development of a Harmonized Test Procedure, DTP). On 2014-03-12 the World Forum for Harmonization of Vehicle Regulations (WP.29) accepted the current Global Technical Regulation (GTR No. 15) concluding Phase 1a of WLTP. The Worldwide Harmonized Light-Vehicles Test Cycle (WLTC) is a transient cycle based on driving data from all participating Contracting Parties that were weighted according to the relative contribution of regions to the globally driven mileage. To ensure the applicability of the WLTC for vehicles with a low power to mass ratio or limited maximum vehicle speed specific cycle versions have been introduced. The Worldwide Harmonized Light-Vehicles Test Cycle (WLTC) 3b for vehicles that have a power to unladen mass ratio > 34 W/kg with v max 120 km/h is shown in Figure S5. The WLTC 3b includes a cold start followed by the WLTC city cycle consisting of the low and medium speed phases (WLTC Low 3, duration: 589 seconds and WLTC Medium 3-2, duration 433 seconds), a high speed phase (WLTC High 3-2, duration 455 seconds) and an extra high speed phase (WLTC Extra High 3, duration 323 seconds). 140 120 100 80 60 40 20 0 0 200 400 600 800 1000 1200 1400 1600 1800 2000 Time in s Figure S5. Time-speed profile of WLTC (GTR: 3B power to unladen mass 34 W/kg; v max > 120 km/h) LOW MEDIUM HIGH EXTRA HIGH Compared to the NEDC, the speed profile and therewith the engine load profile of the WLTC shows higher dynamics, higher speeds/velocities and higher acceleration forces which reflects more realistic driving pattern. Furthermore, the cycle time and distance of the WLTC are longer, and the stop duration is shorter which will result in higher engine temperatures. Besides the differences in the speed profile, the vehicle test mass is higher for the WLTP as supplementary equipment is considered. Tolerances are tightened compared to the NEDC. Amongst others, the following flexibilities in the NEDC test procedure have been identified and addressed within the WLTP process: The coast down procedure for road load determination is improved by a stricter definition of the test conditions and a correction of calculation method. The temperature for the soaking period was changed from a range of 20 C to 30 C to a set point of 23 C with a tolerance of ±3 C for the soak area. The tolerances for load setting on the dynamometer are reduced. S15
The reference mass based on the unladen mass of the vehicle was changed to a test mass including optional equipment and a certain percentage of the payload. The inertia classes are replaced by a step-less approach No external battery charging after start of preconditioning test cycle is allowed An REESS charge balance (RCB) compensation is applied for all vehicles Due to the reduction of flexibilities of the test procedure changing the emission legislation from NEDC to WLTP will cause an increase of CO 2 type approval values especially for vehicles using technologies that show a higher benefit in the current type-approval test than under real-world driving conditions and for vehicles taking advantage of allowed variances in the current European type-approval procedure. WLTP preconditioning and measurement The inertia masses and road load parameters were adjusted according to the WLTP (see Table S1). The preparation and conditioning of the Mercedes S-Class Hybrid was done as follows: Driving WTLC until the charging balance is neutral Soak time of at least 12h until oil and coolant temperature reached the ambient temperature The measurement consists of the following steps: WLTC in charge-sustaining condition (neutral charging balance) Calculation of neutral charging balance Correction of CO 2 emission and fuel consumption, if necessary The preparation and conditioning of the Volvo V60 plug-in hybrid was done as follows: repetition of WLTC until the charge balance is neutral (break-off criterion) Charge of battery and soak for at least 12h until oil and coolant temperature reaches ambient temperature The WLTP measurement includes the following steps: Charge-depleting test repetition of WLTC until the charge balance is neutral Soak for at least 12h until oil and coolant temperature reaches ambient temperature Charge-sustaining test WLTC (one time) under sustaining condition (neutral charge balance) Charge of battery S16