Validation2 test results prepared by Japan (JARI) 14th DHC & 11th DTP group 24-26 26 September 212 Joint Research Centre, Ispra, Italy Japan Automobile Research Institute 1
Table of contents 1. Purpose 2. Test vehicles 3. Test matrix 4. Test results 1. CO 2 compensation by vehicle test t mass 2. Repeatability 3. Forced cool down 4. RCB measurement of low voltage battery 5. Temperature in soak room 6. Temperature re in test cell Japan Automobile Research Institute 2
1. Purpose Validation 2 test program was developed by VTF to resolve and/or to close the varieties of open issues for global test regulation (gtr). JARI supported this program from the view points of the following items using 4 vehicles. CO 2 Compensation by Vehicle test mass Repeatability Forced cool down RCB measurement of low voltage battery Temperature in soak room Temperature in test cell Temperature in dilution tunnel Japan Automobile Research Institute 3
2. Test vehicle Vehicle No. A B C D Vehicle category PC PC LDCV LDCV Class M H M H Fuel type Petrol Diesel Petrol Petrol Engine capacity (cc) 1,597 3,2 1,496 1,998 Max. rated power (kw) 8 14 8 98 Unladen mass (kg) 1,325 2,23 1,3 1,65 Technically permissible maximum laden mass (LM) 1,91 3,11 1,9 3,2 Mass including all optional equipment for the heaviest vehicle 1,385 2,36 1,28 1,78 (OMH) Power to mass ratio (KW/t) (Unladen mass basis) 6.4 62.8 77.7 59.4 Test mass lightest (kg) 1,489-1,312 2,212 Test mass Medium (kg) 1,519 - - 2,277 Test mass heaviest (kg) 1,549 2,578 1,562 2,342 After treatment TWC OC, DPF, LNT TWC TWC, AI Emission standard JP25, 75% decrease JP29 JP25 75% decrease JP25, 5% decrease Maximum speed (km/h) 15 16 16 145 Transmission 4AT 5AT 4AT 4AT Japan Automobile Research Institute 4
3. Test matrix Vehicle Type Fuel Class* Test cycle Test mass A Petrol M WLTC v5 PC B Diesel H WLTC v5 C M WLTC v5 Rolling resistance*** Air drag Condition Soak # of test Best Best 1 Lightest Worst-L 1 Cold-Hot Natural Mid Worst-M 1 Worst 1 Heaviest Worst-H Cold Forced 1 Cold-Hot Natural (3 2)+1** Heaviest Worst-H Worst Cold Forced 1 Lightest Worst-L Best 1 Cold-Hot Natural 4 Heaviest Worst-H Worst Cold Forced 1 Best Best Cold-Hot Natural 1 LDCV Petrol Lightest Best Hot - 1 Worst-L 1 D H WLTC v5 Mid Worst-M Cold-Hot Natural 1 Worst 1 Heaviest Worst-H Cold Forced 1 (*) Class: L : P to M <[3-35] kw/t,m : L=< P to M < 7 kw/t,h : 7 =< P to M (**) L-M-H-xH: 3 times,l-m-h: 3 times,each phase(l/m/h/exh): 1 time in Hot condition for PM sampling (***) Rolling resistance: μ r_i *TM j i: Best t/w Worst, j: Lightest t/mid Mid. /Heaviest Japan Automobile Research Institute 5
Table of contents 1. Purpose 2. Test vehicle 3. Test matrix 4. Test results 1. CO 2 compensation by vehicle test t mass 2. Repeatability 3. Forced cool down 4. RCB measurement 5. Temperature in the soak room 6. Temperature re in the test cell Japan Automobile Research Institute 6
CO 2 compensation by vehicle test mass Vehicle A 25 Rolling resistance: μ r_worst * TM j Air drag: Worst WLTC Low ver.5 Low Cold Cold WLTC Middle ver.5 MIDDLE (Cold) WLTC High ver.5 HIGH (Cold) 18 16 245 y = -.254x + 278.34 175 y =.34x + 166.99 155 y =.183x + 125.15 CO2 (g/km) 24 235 23 225 22 21 -.4% Road load: Worst Estimated figure Actual figure Road load: Best 148 15 152 154 156 Vehicle test mass (kg) WLTC ver.5 LM Cold CO2 (g/km) 17 165 16 155 15 19 -.7% Road load: Worst Estimated figure Actual figure Road load: Best 148 15 152 154 156 Vehicle test mass (kg) WLTC ver.5 LMH Cold CO2 (g/km) 15 145.2% 14 Road load: Worst 135 Estimated figure Actual figure Road load: Best 13 148 15 152 154 156 Vehicle test mass (kg) L-M Cold L-M-H Cold Extra-High Hot 2 WLTC ver.5 Extra-HIGH Hot (g/km) CO2 ( 25 2 195 19 185 y = -.86x + 211.81 Road load: Worst Estimated figure Actual figure Road load: Best (g/km) CO2 ( 185 18 175 y =.41x + 17.57 -.6% -.2% 18 148 15 152 154 156 Vehicle test mass (kg) 17 Road load: Worst 165 Estimated figure Actual figure Road load: Best 16 148 15 152 154 156 Vehicle test mass (kg) (g/km) CO2 ( 195 19 185 y =.352x + 134.43.9% 18 Road load: Worst 175 Estimated figure Actual figure Road load: Best 17 148 15 152 154 156 Vehicle test mass (kg) Japan Automobile Research Institute 7
CO 2 compensation by vehicle test mass Vehicle D 39 Rolling resistance: μ r_worst * TM j Air drag: Worst WLTC Low ver.5 Low Cold Cold WLTC Middle ver.5 MIDDLE (Cold) WLTC High ver.5 HIGH (Cold) 29 27 CO2 (g/km) (g/km) CO2 ( 385 38 375 37 365 36 33 325 32 315 31 35 y =.53x + 255.88.8% Road load: Worst Estimated figure Actual figure Road load: Best 22 225 23 235 Vehicle test mass (kg) WLTC ver.5 LM Cold CO2 (g/km) 285 28 275 27 265 26 3 y =.424x 424 + 189.8.8% Road load: Worst Estimated figure Actual figure Road load: Best 22 225 23 235 Vehicle test mass (kg) WLTC ver.5 LMH Cold y =.551x + 166.87 CO2 (g/km) 265 26 255 y =.64x + 115.6.1% 25 Road load: Worst 245 Estimated figure Actual figure Road load: Best 24 22 225 23 235 Vehicle test mass (kg) L-M Cold L-M-H Cold Extra-High Hot y =.472x + 213.88 (g/km) 295 29.8%.5% Road load: Worst Estimated figure Actual figure Road load: Best 3 22 225 23 235 Vehicle test mass (kg) CO2 ( 285 28 275 Road load: Worst Estimated figure Actual figure Road load: Best 27 22 225 23 235 Vehicle test mass (kg) (g/km) CO2 ( 31 35 3 295 WLTC ver.5 Extra-HIGH Hot y =.157x + 265.15 -.6% 29 Road load: Worst 285 Estimated figure Actual figure Road load: Best 28 22 225 23 235 Vehicle test mass (kg) Japan Automobile Research Institute 8
Observation No significant difference was observed between the estimated CO 2 value and the actual CO 2 value on intermediate test mass when applying the worst road load condition. Japan Automobile Research Institute 9
Table of contents 1. Purpose 2. Test vehicle 3. Test matrix 4. Test result 1. CO 2 compensation by vehicle test t mass 2. Repeatability 3. Forced cool down 4. RCB measurement 5. Temperature in the soak room 6. Temperature re in the test cell Japan Automobile Research Institute 1
Repeatability Vehicle C 8. 7. 6. 5 5. [CO (g/km)] [HC (g/km)] I: MIN - MAX Difference between MIN and MAX (g/km) Difference between MIN and MAX (g/km) 4. 3. 2. Modal analysis Slide 12 AVE MAX-MIN 43% 4. 3.5 3. 25 2.5.3.25.2 32% 2..15 1.5 23%.1 24% 1..5 5.5 I: MIN - MAX AVE MAX-MIN.6.5.4.3 CO (g/km) HC (g/km) 1.....2 1.1. LOW MIDDLE HIGH LM LMH LOW MIDDLE Ex-HIGH LM LOW MIDDLE HIGH LM LMH LOW MIDDLE Ex-HIGH LM Cold Hot Cold Hot [NOx (g/km)] [CO 2 (g/km)] Modal analysis I: MIN - MAX.3.6 AVE.25 MAX-MIN.5.2.15.1.5..4.3.2.1. I: MIN - MAX 25 3 Slide 13 AVE 23 MAX-MIN 25 21 19 17 15 13 2 15 1 5 NOx (g/km) Difference between MIN and MAX ( g/km) CO2 (g/km) Difference between MIN and MAX ( g/km) 141% 3% LOW MIDDLE HIGH LM LMH LOW MIDDLE Ex-HIGHH LM LOW MIDDLE HIGH LM LMH LOW MIDDLE Ex-HIGHH LM Cold Hot Cold Hot Japan Automobile Research Institute 11
Repeatability of CO Vehicle C CO (g/s) 1..8.6.4.2. Cold condition CO n=1 CO n=2 CO n=3 CO n=4 Vehicle speed n=1 Vehicle speed n=2 Vehicle speed n=3 Vehicle speed n=4 2 4 6 8 1 12 14 16 18 Time (s) 14 12 1 8 6 4 2 icle speed (km/h) Vehi Engine sp peed (1/min n) 7 6 5 4 3 2 1 Engine speed n=1 Engine speed n=2 Engine speed n=3 Engine speed n=4 Vehicle speed n=1 Vehicle speed n=2 Vehicle speed n=3 Vehicle speed n=4 Kick-down was occurred on #2 15 17 19 111 113 Time (s) 115 117 119 Japan Automobile Research Institute 12 14 12 1 8 6 4 2 Vehicle sp peed (km/h h)
Repeatability of CO 2 Vehicle C CO2 (g/s s) Hot condition 14. 14 12. 1. 8. 6. 4. 2.. CO2 n=1 CO2 n=2 CO2 n=3 CO2 n=4 Vehicle speed n=1 Vehicle speed n=2 Vehicle speed n=3 Vehicle speed n=4 2 4 6 8 1 12 14 16 18 Time (s) 12 1 8 6 4 2 (km/h) Veh hicle speed n) peed (1/mi Engine s 6 5 4 3 2 1 Engine speed n=1 Engine speed n=2 Engine speed n=3 Engine speed n=4 Vehicle speed n=1 Vehicle speed n=2 Vehicle speed n=3 Vehicle speed n=4 Up-shifting wasn t occurred on #4 Up-shifting wasn t occurred on #2 8 82 84 86 88 9 92 94 96 98 1 Time (s) Japan Automobile Research Institute 13 14 12 1 8 6 4 2 h) Vehicle speed (km/
Repeatability Vehicle B (Diesel).12.1.8 [CO (g/km)] [HC (g/km)] I: MIN - MAX.2 8% 3.3 93%.3 CO (g/km) ence between MIN and MAX (g/km) HC (g/km) ence between MIN and MAX (g/km).6.4.2. 8% AVE MAX-MIN.1..5.4.2.1. 1% I: MIN - MAX AVE MAX-MIN.2.1. L M H ExH LM LMH LMHxH L M H ExH LM LMH LMHxH L M H ExH LM LMH LMHxH L M H ExH LM LMH LMHxH L M H ExH LM LMH LMHxH L M H ExH LM LMH LMHxH Differ Differ Cold Hot Hot Cold Hot Hot (following Cold test) t) (following Hot test) t) (following Cold test) t) (following Hot test) t) Difference between MIN and MAX (g/km) CO2 (g/km) Difference between MIN and MAX (g/km) 2. 1.8 1.6 1.4 1.2 1..8.6.4.2. [NOx (g/km)] [CO 2 (g/km)] Modal analysis Slide 15 1%.14 27% 28 I: MIN - MAX I: MIN - MAX.2 32 3 AVE.18 AVE 1% MAX-MIN 7g/km MIN.16 3 MAX-MIN 25.12.1.8.6.4.2. 26 24 22 2 7g/km 2.7% 2 15 1 5 NOx (g/km) E L M H xh LM LMH LMHxH E L M H xh LM LMH LMHxH E L M H xh LM LMH LMHxH E L M H xh LM LMH LMHxH E L M H xh LM LMH LMHxH E L M H xh LM LMH LMHxH Cold Hot (following Cold test) Hot (following Hot test) Cold Hot (following Cold test) Hot (following Hot test) Japan Automobile Research Institute 14
Repeatability of NO Vehicle B (Diesel) NO (g/s).1.8.6.4.2. NO n=1 NO n=2 NO n=3 Vehicle speed n=1 Vehicle speed n=2 Vehicle speed n=3 2 4 6 8 1 12 14 16 18 Time (s) 14 12 1 8 6 4 2 icle speed (km/h) Vehi Engine sp peed (1/min n) 4 35 3 25 2 15 1 5 Engine speed n=1 Engine speed n=2 Engine speed n=3 Vehicle speed n=1 Vehicle speed n=2 Vehicle speed n=3 Each engine speed was different 1 11 12 13 14 15 16 17 18 Time (s) Japan Automobile Research Institute 15 14 12 1 8 6 4 2 Vehicle speed (km/h h)
PM sampling for Labs Equipped with 3 Bags & 2 PM samplers Sequence1 LOW MIDDLE HIGH Ex-HIGH 589s 433s 455s 323s Soak LOW MIDDLE HIGH Ex-HIGH RL quick 15 min 589s 433s 455s 323s check Sample#1 RCB#1 Sample#2 RCB#2 Sample#3 RCB#3 RCB#4 Sample#1 RCB#1 Sample#2 RCB#2 RCB#3 Sample#3 RCB#4 Change PM#1 LMH cold PM#1 LM hot PM filter PM#2 ExH hot Soak LOW MIDDLE HIGH Ex-HIGH 15 min 589s 433s 455s 323s Sample#1 RCB#1 Sample#2 RCB#2 Sample#3 RCB#3 RCB#4 Sequence 2 PM#1 LMH hot LOW-MIDDLE 122s HIGH 455s Ex-HIGH 323s Soak 15 min LOW-MIDDLE 122s HIGH 455s Ex-HIGH 323s RL quick check Sample#1 Sample#2 Sample#3 RCB#1 RCB#3 RCB#4 PM#1 LMHxH cold Sample#1 Sample#2 Sample#3 RCB#1 RCB#3 RCB#4 PM#1 LMHxH hot Japan Automobile Research Institute 16
Dilution tunnel temperature Temper rature in the dilution tun nnel ( ) CVS DF MAX of Tunnel (m 3 /min) Bag MIN of Modal Temp. ( ) LOW 3 59 1.7 26.9 MIDDLE 3 37 6.2 31.8 HIGH 3 29 6.5 41.4 Extra-HIGH 3 16 6.1 65.2 8 4 Temperature in the tunnel n=1 7 Temperature in the tunnel n=2 Temperature in the tunnel n=3 6 Target speed 5 4 3 2 1 52 secondary dilution 35 tunnel is necessary 3 25 2 15 1 5 eed (km/h) Target sp 2 4 6 8 1 12 14 16 18 Time (s) Japan Automobile Research Institute 17
Ref.) Particle Matter 1. 9. 8. 7. 6 6. 5. 4. LMH LMH.2 LMH. ExH..72 LMHxHH 1.7 LM.555 ExH. LMHxHH. L.5 M. H. ExH.23 LMH. LMHxHH.62 PM (mg/km) 3. 2. 1.. Cold Hot Hot Forced Hot (following cold test) (Following Hot test) cool WLTC v5 v5.1 Japan Automobile Research Institute 18
Observation Vehicles with automatic transmission have a tendency of test-to-test to variability for CO 2 emission. This is due to aggressive test cycle makes kick-down timings and up-shifting timings different. The CO 2 emission was varied by approximately 7 g/km in 6 repeated tests t on vehicle B. The temperature in dilution tunnel exceeds 52 degrees C during Extra-high phase. This requires some actions, such as secondary dilution tunnel, reconsideration of mode construction and so on. Japan Automobile Research Institute 19
Table of contents 1. Purpose 2. Test vehicle 3. Test matrix 4. Test result 1. CO 2 compensation by vehicle test t mass 2. Repeatability 3. Forced cool down 4. RCB measurement 5. Temperature in the soak room 6. Temperature re in the test cell Japan Automobile Research Institute 2
Evaluation of Forced cooling The method for Forced cooling Forced cooling for 5 hours by using engine cooling fan and Soak for 1 hour to be stabilized Measured points Coolant temperature: inside of the radiator cap or reservoir tank. Engine oil temperature: at the point of the oil level gauge. Test was started after the coolant and engine oil temperature are within 25 +/- 2K. Japan Automobile Research Institute 21
Forced cool down Vehicle A CO (g/km) 2. 1.8 1.6 1.4 1.2 1..8.6.4.2. [ CO ] [ HC ] 1.22 1.143.52 6.765.3 Natural cooling n=1 Forced cooling n=1.2.792.914. LOW MIDDLE LOW-MIDDLE HC (g/km).1.221.2 4.2.2 Natural cooling n=1 Forced cooling n=1. 88.8 82 LOW MIDDLE LOW-MIDDLE /km) NOx (g/ [ NOx ].5 4 [ CO 2 ] Natural cooling n=1 No significant ifi difference.4.3.2.1.. 37.3 33.2.2 Forced cooling n=1.16.14 LOW MIDDLE LOW-MIDDLE km) CO2 (g/ 35 3 25 2 15.3% 238 8.9 9.6 23.7% 172.2 173.5 Natural cooling n=1 Forced cooling n=1.6% Japan Automobile Research Institute 22 1 198.5 199.6 LOW MIDDLE LOW-MIDDLE
Forced cool down Vehicle A Te emperature e ( ) Coolant temp. Natural cooling Coolant temp. Forced cooling Eng. oil temp. Natural cooling Eng. oil temp. Forced cooling T/M oil temp. Natural cooling T/M oil temp. Forced cooling Target speed CO2 Natural cooling CO2 Forced cooling 1 9 8 7 6 5 4 3 2 1 1 2 3 4 5 6 Time (s) No significant difference was observed Japan Automobile Research Institute 23 16 14 12 1 8 6 4 2 CO2 (g/s)
Forced cool down Vehicle B CO (g/km) 2. 1.8 1.6 1.4 1.2 1..8.6.4.2. [ CO ] [ HC ].11.141.1.9.48.61 HC (g/km).3 Natural cooling AVE Natural cooling AVE Forced cooling n=1 Forced cooling n=1.2.1. LOW MIDDLE LOW-MIDDLE LOW MIDDLE LOW-MIDDLE.16.16.13.8.14.11 /km) NOx (g/ [ NOx ] [ CO.5 5 2 ].4.3.2.1.88.93.235.2 235 Natural cooling AVE Forced cooling n=1.174.179 km) CO2 (g/ 45 4 35 3 25 -.9% 36.4 33.8-1.8% 251.5 247. Natural cooling AVE Forced cooling n=1-2.1% 21% 275.1 269.4. 2 LOW MIDDLE LOW-MIDDLE LOW MIDDLE LOW-MIDDLE Japan Automobile Research Institute 24
Forced cool down Vehicle B Te emperature e ( ) 1 9 8 7 6 5 4 3 2 1 Coolant temp. Natural cooling Coolant temp. Forced cooling Eng. oil temp. Natural cooling Eng. oil temp. Forced cooling T/M oil temp. Natural cooling T/M oil temp. Forced cooling Target speed CO2 Natural cooling CO2 Forced cooling In vehicle B, the coolant temperature and the engine oil temperature didn t dropbelow 27 degrees C on natural cooling. 8 6 4 2 1 2 3 Time (s) 4 5 6 2 18 16 14 12 1 CO2 (g/s) Japan Automobile Research Institute 25
Forced cool down Vehicle C CO (g/km) 2. 1.8 1.6 1.4 1.2 1..8.6.4.2. [ CO ] [ HC ].755.716.165.139.392.367.3 Natural cooling Ave. Forced cooling n=1.2. LOW MIDDLE LOW-MIDDLE HC (g/km).1 Natural cooling Ave. Forced cooling n=1.159.13.2.2.63.53 LOW MIDDLE LOW-MIDDLE /km) NOx (g/.5.4.3.2.1. [ NOx ] [ CO 4 2 ].31.3 3.5.5 Natural cooling Ave. Forced cooling n=1.15 5.1 LOW MIDDLE LOW-MIDDLE km) CO2 (g/ 35 3 25 2 15-1.8% 2 227. 223.1-1.4% 169.5 167.2 Natural cooling Ave. Forced cooling n=1-1.7% 17% Japan Automobile Research Institute 26 1 192.4 189.2 LOW MIDDLE LOW-MIDDLE
Forced cool down Vehicle C Te emperature e ( ) Coolant temp. Natural cooling Coolant temp. Forced cooling Eng. oil temp. Natural cooling Eng. oil temp. Forced cooling T/M oil temp. Natural cooling T/M oil temp. Forced cooling Target speed Natural cooling CO2 Forced cooling CO2 1 9 8 7 6 5 4 3 2 1 1 2 3 4 5 6 Time (s) No significant difference was observed Japan Automobile Research Institute 27 16 14 12 1 8 6 4 2 CO2 (g/s)
Forced cool down Vehicle D CO (g/km) 2. 1.8 1.6 1.4 1.2 1..8.6.4.2. [ CO ] [ HC ] 1.592 1.3 369 1. 423.115.226.23 Natural cooling n=1 Forced cooling n=1 Forced cooling n=2.698.676.684 HC (g/km).3.2.1. LOW MIDDLE LOW-MIDDLE.236.19 98.2 21.3.3.3 Natural cooling n=1 Forced cooling n=1 Forced cooling n=2. 95.8 8.8 84 LOW MIDDLE LOW-MIDDLE NOx (g/ /km) [ NOx ] [ CO 2 ].5 5 Natural cooling n=1 Natural cooling n=1 Forced cooling n=1 Forced cooling n=1 45-1.1%.4 Forced cooling n=2 Forced cooling n=2.3 4 2.2%.7% 35.2 3.1 25. 2 LOW MIDDLE LOW-MIDDLE LOW MIDDLE LOW-MIDDLE Japan Automobile Research Institute 28.158.88.96..1.1.63. 35. 38 CO2 (g/ /km) 379.9 375.7 375.5 288.4 295.9 293.7 324.5 327..3 326.
Forced cool down Vehicle D Te emperature e ( ) 9 Coolant temp. Natural cooling Coolant temp. Forced cooling n=1 Coolant temp. Forced cooling n=2 Eng. oll temp. Natural cooling Eng. oil temp. Forced cooling n=1 Eng. oil temp. Forced cooling n=2 T/M oil temp. Natural cooling T/M oil temp. Forced cooling n=1 T/M oil temp. Forced cooling n=2 Target speed CO2 Natural cooling CO2 Forced cooling n=1 CO2 Forced cooling n=2 1 25 8 7 6 5 4 3 2 1 1 2 3 4 5 6 Time (s) No significant difference was observed Japan Automobile Research Institute 29 2 15 1 5 CO2 (g/s)
Observation Although the repeatability/variability of the forced cooling has not evaluated, it was expected that there is no significant difference between the normal cooling and the forced cooling in regards with all emissions. In some cases, the coolant temperature and dthe engine oil iltemperature t don t tdrop below 27 degrees C within [Approx. 16] hour normal soaking. Japan Automobile Research Institute 3
Table of contents 1. Purpose 2. Test vehicle 3. Test matrix 4. Test result 1. CO 2 compensation by vehicle test t mass 2. Repeatability 3. Forced cool down 4. RCB measurement of low voltage battery 5. Temperature in the soak room 6. Temperature re in the test cell Japan Automobile Research Institute 31
Net Energy Change (NEC) Tolerances SAE J1711, 3.8 Net Energy Change (NEC) Tolerances For purposes of the document, an objective has been set to be able to measure a value for fuel consumption that t is within ±3% of the vehicle's true, representative fuel consumption, on any given CST (the Charge-Sustaining Test). Analysis and test experience suggests that this goal can be met by limiting the change in RESS stored electrical energy over the test cycle to ±1% of the total fuel energy consumed over the same cycle. NetEnergyChange NECtolerance : 1% TotalFuelEnergy NetEnergyChange TotalFuelEnergy ( A h ) NHV fuel final m ( A h ) fuel initial NHV fuel m fuel NHV fuel m -.1 NEC Vsystem K1 Vsystem K1 fuel V system.1 Japan Automobile Research Institute 32
NEC tolerance Vehicle A Vehicle A Test mass: Heaviest Road load: Worst CO2 (g/km) Low_Cold Middle_Cold High_Cold LM_Cold LMH_Cold Low_Hot Middle_Hot Extra-high_Hot 5 45 4 35 3 25 2 15 1 5 charge discharge -3. -2. -1.. 1. 2. 3. RCB (+:discharge,-:charge) (Ah) NEC tolerance e (+:discharge e,-:charge) (%) Low_Cold Middle_Cold High_Cold LM_Cold LMH_Cold Low_Hot Middle_Hot Extra-high_Hot 2. 1.5 1..5. -.5-1. -1.5-2. 2..5 1. 1.5 2. Fuel consumption (L) Japan Automobile Research Institute 33
NEC tolerance Vehicle B Vehicle B Test mass: Heaviest Road load: Worst CO2 (g/km) Low_Cold Middle_Cold High_Cold LM_Cold LMH_Cold Low_Hot Middle_Hot Extra-high_Hot 5 45 4 35 3 25 2 15 1 5 charge discharge -3. -2. -1.. 1. 2. 3. RCB (+:discharge,-:charge) (Ah) NEC toleranc ce (+:discharge e,-:charge) (% Low_Cold Middle_Cold High_Cold LM_Cold LMH_Cold Low_Hot Middle_Hot Extra-high_Hot )2. 1.5 1..5. -.5-1. -1.5-2. 2..5 1. 1.5 2. Fuel consumption (L) Japan Automobile Research Institute 34
NEC tolerance Vehicle C Vehicle C Test mass: Heaviest Road load: Worst CO2 (g/km) Low_Cold Middle_Cold High_Cold LM_Cold LMH_Cold Low_Hot Middle_Hot Extra-high_Hot 5 45 4 35 3 25 2 15 1 5 charge discharge -3. -2. -1.. 1. 2. 3. RCB (+:discharge,-:charge) (Ah) NEC toleranc ce (+:discharge e,-:charge) (% )2. Low_Cold Middle_Cold High_Cold LM_Cold LMH_Cold Low_Hot Middle_Hot Extra-high_Hot 1.5 1..5. -.5-1. -1.5-2. 2-3. -2. -1.. 1. 2. 3. Fuel consumption (L) Japan Automobile Research Institute 35
NEC tolerance Vehicle D Vehicle D Test mass: Heaviest Road load: Worst CO2 (g/km) Low_Cold Middle_Cold High_Cold LM_Cold LMH_Cold Low_Hot Middle_Hot Extra-high_Hot 5 45 4 35 3 25 2 15 1 5 charge discharge -3. -2. -1.. 1. 2. 3. RCB (+:discharge,-:charge) (Ah) NEC toleranc ce (+:discharge e,-:charge) (% Low_Cold Middle_Cold High_Cold LM_Cold LMH_Cold Low_Hot Middle_Hot Extra-high_Hot )2. 1.5 1..5. -.5-1. -1.5-2. 2..5 1. 1.5 2. Fuel consumption (L) Japan Automobile Research Institute 36
NEC tolerance Vehicle D Vehicle D Test mass: Lightest, Middle, Heaviest Road load: Best, Worst CO2 (g/km) 5 45 4 35 3 25 2 15 1 5 Low_Cold Middle_Cold High_Cold LM_Cold LMH_Cold Low_Hot Middle_Hot Extra-high_Hot charge discharge -3. -2. -1.. 1. 2. 3. RCB (+:discharge,-:charge) NEC toleranc ce (+:discharge e,-:charge) (% %) Low_Cold High_Cold LMH_Cold Middle_Hot 2. 1.5 1..5. -.5-1. -1.5 Middle_Cold LM_Cold Low_Hot Extra-high_Hot -2. 2..5 1. 1.5 2. Fuel consumption (L) Japan Automobile Research Institute 37
Observation Each NEC tolerance (total 38 tests) is within 1% of total fuel energy. Japan Automobile Research Institute 38
Table of contents 1. Purpose 2. Test vehicle 3. Test matrix 4. Test result 1. CO 2 compensation by vehicle test t mass 2. Repeatability 3. Forced cool down 4. RCB measurement 5. Temperature in soak room 6. Temperature re in the test cell Japan Automobile Research Institute 39
Soak room and test room measurement location B thermo-hygrometer (for emission) CHDY (Soak area) thermo-hygrometer (for air conditioning) D Cooling fan CVS Tunnel A Soak area Air conditioner (from ceiling) C Air conditioner Height:approx. 75cm Japan Automobile Research Institute 4
Temperature in soak room 1st term 3 29 Set point: 25 Interval: 1 min. step A B C D Tempera ature ( ) 28 27 26 25 24 23 22 21 23.5±2 2 6/12 6/14 6/16 6/18 6/2 6/22 6/24 Date (mm/dd) Japan Automobile Research Institute 41
Temperature in soak room 2nd term 3 29 28 Set point: 25 Interval: 1 min. step A B C D Tempera ature ( ) 27 26 25 24 23 22 21 24±2 2 7/22 7/24 7/26 7/28 7/3 8/1 8/3 8/5 Date (mm/dd) Japan Automobile Research Institute 42
Observation Soak room in JARI are well controlled within +/- 2 degrees C. Japan Automobile Research Institute 43
Table of contents 1. Purpose 2. Test vehicle 3. Test matrix 4. Test result 1. CO 2 compensation by vehicle test t mass 2. Repeatability 3. Forced cool down 4. RCB measurement 5. Temperature in the soak room 6. Temperature re in test cell Japan Automobile Research Institute 44
Temperature in test cell Vehicle B Tempera ature at the cooling fa an ( ) Set point: 25, 5%RH 4 4 Temperature at the cooling fan n=1 35 3 25 2 15 Temperature at the cooling fan n=2 Temperature at the cooling fan n=3 Target speed 35 3 25 2 15 1 5 Target spee ed (km/h) 1 2 4 6 8 1 12 14 16 18 Time (s) Japan Automobile Research Institute 45
Absolute humidity in test cell Vehicle B Abso olute humid dity (g/kg DA) Set point: 25, 5%RH 2 4 18 16 14 12 1 8 6 4 2 Absolute humidity n=1 gtr: 5.5 <= Ha <= 12.2 Absolute humidity n=2 35 Absolute humidity n=3 Target speed 3 25 2 15 1 5 Target spee ed (km/h) 2 4 6 8 1 12 14 16 18 Time (s) Japan Automobile Research Institute 46
Temperature in test cell Vehicle C Tempera ature at the cooling fa an ( ) Set point: 25, 5%RH 4 4 35 3 25 2 15 Temperature at the cooling fan n=1 Temperature at the cooling fan n=2 Temperature at the cooling fan n=3 Temperature at the cooling fan n=4 Target speed 35 3 25 2 15 1 5 ed (km/h) Ve ehicle spe 1 2 4 6 8 1 12 14 16 18 Time (s) Japan Automobile Research Institute 47
Absolute humidity in test cell Vehicle C lute humid dity (g/kg DA) Abso Set point: 25, 5%RH 2 4 Absolute humidity n=1 gtr: 5.5 <= Ha <= 12.2 18 Absolute humidity n=2 Absolute humidity n=3 35 16 Absolute humidity n=4 Target speed 3 14 12 1 8 6 4 2 25 2 15 1 5 ed (km/h) Ve ehicle spe 2 4 6 8 1 12 14 16 18 Time (s) Japan Automobile Research Institute 48
Ref.) Comparison of test cell condition on h-x curve Relative humidity (kg/kg (DA)) 75%RH (DA)) In the summer of Japan, the powerful air conditioner is required for dehumidification. Approx. 25-61% 2 25 3 Dry-bulb temperature ( ) JP-TRIAS 3%RH 12.2 g/kg 5 g/kg WLTP-gtr Japan Automobile Research Institute 49 Absolute humidity (kg/kg
Observation It might be hard for all laboratories to keep test cell temperature within 25 +/- 2 degrees C during whole WLTC driving. It is one of ideas to set temperature tolerance within 25 +/- 2 degrees C for specific phase(s). Japan Automobile Research Institute 5