web viewwltp-2013-014 draft annex 8, electrified vehicles 04.01.2013. open points: annex 8...

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Open Points: Annex 8 Electrified vehicles

Running number (not com-

ment num-ber)

Para-graph, table #

Subject Action to be taken/action taken

1. 2.4.6. All electric range 12.12.2012 ACEA EV meeting: definition shortened and clarified. Is Japan in agree-ment with the definition of AER for OVC-HEVs and BEVs?

2. 2.4.7. All electric range city To be clarified during Validation 216.10.2012: Remains an open point.

3. 2.4.13. Recharged energy EAC 16.10.2012: Remains an open point.4. 2.4.14 NEC tolerance 11.12.2012: Remains an open point.

12.12.2012 ACEA meeting: Will Japan make another proposal?

5. 2.4.18. Highest electric energy consuming hybrid mode

16.10.2012: Remains an open ACEA point.12.12.2012 ACEA meeting: ACEA agrees with the definition.

6. 2.4.19. Highest fuel consuming mode 16.10.2012: Remains an open ACEA point.7. 3.1. Parameters, units and accuracy of

measurements08.11.2012: Table modified.B. Ramacher requests that the reference to standard IEC 62053-21 be maintained.

8. 3.3. Measurement units, results DC to check into large/small typeface and into subscripts

9. 4.1.(a) Vehicle and REESS preparation 16.10.2012: The vehicle must have been driven 300 km with the batteries installed. The mileage “300 km” has to be decided.12.12.2012 ACEA EV meeting:300 km confirmed.

10. 5.1.1. Gear shifting strategy LabProcICE and DHC working on text for vehicles that do not have manual transmis-sions.22.10.2012: LabProcICE and DHC have been informed that an EV expert should help drafting this text.

11. 5.2.4.1.2. Charge-depleting test 16.10.2012: The term “hybrid” must remain in yellow (decision yet to be made).12.12.2012 ACEA EV meeting: DTP must decide

12. 5.2.4.1.2. Charge-depleting test Option 3 to be part of validation 213. 5.2.5.1. CS test procedure: veh. and battery

conditioning11.12.2012: new text.

14. 5.2.5.2.3. Charge-sustaining test 08.11.2012: “If a hot soak is required…” replaces “During soak,…”.12.12.2012 ACEA EV meeting: paragraph struck through as hot soaks will not be re-quired.

15. 5.2.5.2.5. Starting for an CD test. 11.12.2012: Is this statement at the right place?

16. 5.2.5.2.6. Charge-sustaining test 25.10.2012: proposal from S. Hartmann5.2.5.3. Battery charging and measuring

electric energy consumption29.11.2012: Proposed text from S. Plou-men.12.12.2012 ACEA EV meeting: What de-termines when the battery is fully charged?12.12.2012 ACEA EV meeting: DTP to decide if 120 minutes is acceptable.

WLTP-2013-014 Draft Annex 8, Electrified Vehicles 04.01.2013

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17. 5.2.6.1. CD test procedure: veh. and battery conditioning

11.12.2012: new text.

18. 5.2.6.2.3. Use of individual CVS bags 11.12.2012: Are emissions to be collected in separate bags for each cycle phase?Is this sentence also valid for charge-sus-taining?

19. 5.2.6.2.5. Number of WLTC cycles to reach charge-sustaining operation

To be determined during validation 2.

20. 5.2.6.2.4. Charge-depleting test 08.11.2012: “If a hot soak is required…” replaces “During soak,…”.

21. 5.2.6.2.6. End of the charge-depleting test To be determined during validation 2.08.11.2012: PSA asks: 90? Pourquoi pas 95% pour être cohérent avec critères de sui-vi de cycle ?Translation (08/11) : why not the 95% men-tioned in the § related to the speed trace fol-low-up conditions ? (to be consistent)

22. 5.2.6.3.1. Break-off criteria 08.10.2012: Japan votes for option 2. To be decided after/during validation 2.

23. 5.2.6.4. Cycle energy demand 11.12.2012: New title5.2.7. Electric range tests 08.11.2012: Pourquoi, dans les paragraphes

ci-dessous, on ne retrouve pas l’option 2 in-diquée pour le Charge Depleting au 5.1.1.5.1? Je pense notamment à AER et AER cityTranslation 08/11 : why in the section, we don't take over the option 2 indicated in the § 5.1.1.5.1 related to the Charge Depleting ? (especially for AER city and AER)

24. 5.2.7.1.1. Electric range tests 11.12.2012: Cross reference must be checked

25. 5.2.7.1.2. Inability to follow the driving curve

Currently being written by LabProcICE and DHC.

26. 5.2.7.1.4. Number of breaks To be determined during validation 2.12.12.2012 ACEA EV meeting: see table.Approved in last LabProcICE meeting.

27. 5.2.7.2.1. 12.12.2012 ACEA EV meeting: new text28. 5.2.7.3.1. AER (all electric range) To be rewritten to take vehicle class into ac-

count. Currently being written by LabPro-cICE and DHC.

29. 5.2.7.3.2. AERcity 12.12.2012 ACEA EV meeting: has been rewritten to account for the cycles to be driven depending on the class of vehicle.

30. 5.2.7.3.2.1. Gear changes Permissible tolerance bands. Currently be-ing written LabProcICE and DHC.

31. 5.2.7.3.3. Number of breaks 11.12.2012: A table of proposed breaks is added.

32. 5.4.1.2. AER city 16.10.2012: “city” yet to be defined.33. 5.4.2.4.1. All electric range 11.12.2012: new text34. 5.4.2.4.1.3. Criteria to determine end of test,

following the driving trace, meas-uring all-electric range

16.10.2012: The whole paragraph is still open11.12.2012: Text will have to be rewritten.

35. 5.4.2.4.1.4. Electric range 11.12.2012: Cross reference must be checked

36. 5.4.2.5.1.2. Measuring all-electric range 11.12.2012: Text will have to be rewritten.Is 5.4.2.5.1.2. different from 5.4.2.5.1.3.?

37. 5.4.2.5.1.3. Measuring all-electric range 08.10.2012: Under discussion at ACEA. Status?

38. 6.1.xxx Charge-depleting mode emissions 09.12.2012: rewritten by DC using S. Plou-

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men input.39. 6.1.1.1. Weighting of emissions Place holder: Equation to be modified to re-

flect WLTC cycles40. 6.1.1.2. Weighted pollutant emissions 16.10.2012: the subject of utility factors is

still open.41. 6.1.1.2. Utility factors BMW working on this using J2841 as a

basis09.12.2012: rewritten by DC using S. Plou-men input.

42. 6.1.1.2. Weighted emissions species 08.11.2012: ACEA EV subgroup agrees on using the UF on a phase-basis and not on a cycle basis.

43. 6.2.1.xxx CO2 and fuel consumption calcs for OVC-HEVs

09.12.2012: S. Ploumen version refers to Yi: this must be checked: also, “…of the driving cycle…” has been added.09.12.2012: are UFs cycle or phase spe-cific?09.12.2012: index number or the number of phases up to the end of the transition cycle?

44. 6.2.1.1.1. CO2 emissions 25.10.2012: Equations submitted by S. Hartmann.26.10.2012: Request that symbols/abbrevi-ations be consistent within the annex and with LabProcICE.26.10.2012: 43% and 57% replaced by A and 1-A. “A” yet to be defined.

45. 6.2.1.1.2. Fuel consumption 25.10.2012: Equations submitted by S. Hartmann.26.10.2012: 43% and 57% replaced by A and 1-A. “A” yet to be defined.

46. 6.2.1.1.3. 04.12.2012: Text added or struck out S. Ploumen.Correct references are required.

47. 6.2.1.1.5. Test result correction 04.12.2012: Text added or struck out S. Ploumen.

48. 6.2.1.1.5.(c) Uncorrected test results (∆Ebatt) 16.10.2012: to be determined after the next ACEA meeting (Nov. 7-8). J agrees on 1%.

49. 6.2.1.2.1. Weighted CO2 emissions 16.10.2012: To be on the agenda at the next EV meeting at ACEA.22.10.2012: Rewritten with input from S. Hartmann.09.12.2012: During an Annex 6 Test Pro-ceduire web/telecom, it was decided that the test cycle will consist of phases, and not of parts, segments or intervals.09.12.2012: Text from S. Ploumen.

50. 6.2.1.2.2. Weighted fuel consumption 08.10.2012: This point is still open.22.10.2012: Rewritten with input from S. Hartmann.09.12.2012: replaced by an equation using Word 2010 layout.09.12.2012: rewritten by S. Ploumen.

51. 6.2.2.2. Zero energy balance 25.10.2012: new symbols09.12.2012: New test by S. Ploumen.

52. 6.2.2.2.1. Electricity balance What is meant by “electricity balance of CO2 and FC were separately”?08.10.2012: This point is still open.

53. 6.2.2.2.2. Uncorrected test results (∆Ebatt) 08.10.2012: This point is still open.04.12.2012: Text added and/or deleted by S. Ploumen.

54. 6.2.2.2.2.3. RCB correction of CO2 and fuel 04.12.2012: complete paragraph deleted by

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consumption measurement values S. Ploumen.55. 6.3.1.1. Utility factor weighted total AC

electric energy consumption in-cluding charging losses

08.10.2012: This point is still open.09.12.2012: Equations rewritten.

56. 6.3.1.2.2. Electric energy consumption 09.12.2012: EAC and EAER defined57. 6.3.1.3. Electric energy consumption of CD

operation conditionJapan asks how this is to be used02.12.2012: Proposed section from S. Plou-men.

58. 6.3.2.1. Electric energy consumption incl. charging losses

09.12.2012: Equation rewritten.

59. 6.4.1.3. Equivalent all electric range EAER 04.12.2012: Text added and/or deleted by S. Ploumen.

60. 6.4.1.3.1. Calculation of EAER 04.12.2012: Text added and/or deleted by S. Ploumen.

61. 6.4.1.3.2. Ycd equation 08.10.2012: This point is still open.Does the equation sum from n=1 to n=i?The equation must be checked for correct-ness.Should this be MCD or YCD?25.10.2012: CO2CD replaces existing sym-bols.09.12.2012: S. Ploumen proposes that §6.4.1.3.2. and §6.4.1.3.3. be deleted.

62. 6.4.1.3.3. Equation 08.10.2012: This point is still open.Is a sigma missing? The equation must be checked for correctness.25.10.2012: CO2CS replaces existing sym-bols.09.12.2012: S. Ploumen proposes that §6.4.1.3.2. and §6.4.1.3.3. be deleted.

63. 6.4.1.5. Actual charge-depleting cycle range

08.10.2012: This point is still open.Japan votes for option 1. Others?04.12.2012: Text added and/or deleted by S. Ploumen.09.12.2012: equations rewritten.

64. Appendix Ia 11.12.2012: DC requires original diagrams of Appendices Ia, Ib, and Ic

65. Appendix II Symbols for mass and fuel con-sumption

25.10.2012: the appropriate symbol (abbre-viation) for mass of CO2 emissions and fuel consumption must be consistent.

66. Appendix II2.2.

Fuel consumption correction coef-ficients for each part of the WLTC cycle


67. Appendix II 2.3.1.

Fuel consumption equation 08.10.2012: DC to add conversion to Japan-ese km/l25.10.2012: Is the letter C normally associ-ated with fuel consumption or FC? Which letter is normally used for mass emissions?


Fuel consumption determination Clarification of part 1 and part 208.10.2012: This point is still open as the modes have yet to be determined.


CO2 correction coefficients for each part of the WLTC cycle


70. Appendix III Measuring the electricity balance of traction batteries of NOVC-HEVS, OVC-HEVS and PEVS

23.10.2012: PEVs have not been defined anywhere in the GTR.25.10.2012: DC must rework this appendix especially with regards to references.

71. Appendix III, §2.1.2.

Sampling frequency of current transducer

23.20.2012: Is 5 Hz an open point?

72. Appendix IV Conditioning for BEV and OVC- 26.10.2012: All participants asked to go

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HEV testing through this annex and submit comments.73. Appendix IV

2.1.1., 2.2.1.Soak conditions 08.10.2012: Soak temperature has yet to be

decided.74. Appendix IV

2.1.6.SOC level 08.10.2012: This point is still open. Sen-

tence not clear.75. Appendix IV

2.2.5.2., 3.1.3.End of charge criteria 08.10.2012: This point is still open. Japan

requests to refer to ISO. Which ISO?76. Appendix V Global harmonised utility factor 08.10.2012: This point is still open. BMW

working on this using J2841 as a basis77. Appendix V Preconditioning 23.10.2012: will preconditioning be differ-

ent from standard vehicles?78. Appendix VII Cycle energy demand of the

vehicle08.10.2012: This point is still open.This section has not yet been reviewed by DC and subgroup EV.26.10.2012: Japan to send a proposal for an Option 3.

79. Appendix IV 2.1.1., 2.2.1.

Soak conditions 08.10.2012: Soak temperature has yet to be decided.

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1. Introduction2. Definitions 2.1. Categories 2.1.1. EV

2.1.2. BEV

2.1.3. FCV2.1.4. FCHEV

2.2. Power train 2.2.1. Electric power train2.2.2. Hybrid electric power train2.2.3. Fuel cell power train

2.3. Charge type 2.3.1. Off-vehicle charging2.3.2. Not off-vehicle charging

2.4. Testing 2.4.1. Charge-deplet-ing (CD) operation condition2.4.2. Charge-deplet-ing (CD) break-off criteria2.4.3. Charge-sustain-ing (CS)" operation condition2.4.4. RCB2.4.5. RCB correction criteria2.4.6. All Electric Range (AER)2.4.7. – 2.4.14. Relat-ive net energy change, NEC toler-ance

2.5. Default mode2.6. Driver-selectable operating modes

3. General Require-ments4. Vehicle and Bat-tery Preparation

4.1. OVC-HEV, NOVC-HEVs, BEVs, FCV-HEVs and FCVs with and w/o driver-selectable op-erating modes4.2. Charging to level specified by mannu-facturer

5. Test procedure 5.1. General require-ments

5.1.1. Conditioning, soaking, shifting

5.2. OVC-HEVs, with and w/o driver-selectable operating modes

5.2.1. Vehicle starting with CS test

5.2.2. Vehicle starting with CD test5.2.3. Change of op-erating mode5.2.4. Two tests to be performed

5.2.4.1. CD test 5.2.4.1.1. Fully charged device

5.2.4.1.2. CD test in highest en-ergy consuming mode

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5.2.4.2. CS test 5.2.4.2.1. RESS device in neu-tral state5.2.4.2.2. RESS remains charge neutral5.2.4.2.3. Matching target curve5.2.4.2.4. Charging balance window

5.2.4.3. RESS profile5.2.5. CS test proce-dure

5.2.5.1. Vehicle, battery condi-tioning5.2.5.2. Type I test 5.2.5.2.1. Vehicle start

5.2.5.2.2. Exhaust sampling5.2.5.2.3. If soak needed5.2.5.2.4. CO2 and fuel cons. correction5.2.5.2.5. Set SOC for CS test5.2.5.2.6. Must fill emission limits

5.2.5.3. Battery charging, electr. consumption

5.2.6. CD test proce-dure

5.2.6.1. Vehicle, battery condi-tioning5.2.6.2. Type I test 5.2.6.2.1. Vehicle start

5.2.6.2.2. Exhaust sampling, electricity measurement5.2.6.2.3. Sampling in separate bags5.2.6.2.4. If soak needed5.2.6.2.5. Number of cycles re-quired5.2.6.2.6. Reaching break-off point

5.2.6.3. Break-off criteria 5.2.6.3.1. When reached5.2.6.4. Cycle energy demand 5.2.6.4.1. Calculation

5.2.6.4.2. Fulfilling emissions limits

5.2.7. Electric range tests

5.2.7.1. General 5.2.7.1.1. CD test procedure ap-plicable5.2.7.1.2. Driving curve5.2.7.1.3. Emissions sampling5.2.7.1.4. Number of breaks

5.2.7.2. AER 5.2.7.2.1. Procedure (2 options)5.2.7.3. AERcity 5.2.7.3.1. Pure EV mode

5.2.7.3.2. Driving, determining distance5.2.7.3.3. Number of breaks

5.2.7.4. EAER 5.2.7.4.1. Sequences to drive5.2.7.5. RCDC5.2.7.6. RCDA

5.3. NOVC-HEVs with and w/o driver-selectable operating modes

5.3.1. Vehicle, battery conditioning

5.3.1.1. Cycle to drive, shifting points

5.3.1.1.1. RESS SOC level set-ting

5.3.2. Type I test 5.3.2.1. According to Annex 65.3.2.2. CO2 and fuel cons. cor-rection

5.4. BEVs, with and w/o driver-selectable operating modes

5.4.1. General 5.4.1.1. Test sequence

5.4.1.2. Test sequence5.4.2. Testing 5.4.2.1. Highest energy cons.

mode

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5.4.2.2. Gear shift points5.4.2.3. Range measurement5.4.2.4. All electric range test 5.4.2.4.1. Test method5.4.2.5. All electric city range 5.4.2.5.1. Test method

6. Calculations 6.1. Pollutant Emis-sions Calculations

6.1.1. OVC-HEV with/ without operat-ing mode switch6.1.2.NOVC-HEV with/ without driver-selectable operating modes

6.2. CO2 / Fuel Con-sumption Calcula-tions

6.2.1. OVC-HEV with/ without operat-ing mode switch

6.2.2. NOVC-HEV

6.3. Electric Energy Consumption Calcu-lations6.4. Electric Range

Appendices 1a to 7

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ANNEX 8

TEST PROCEDURE FOR MEASURING GASEOUS AND PARTICULATE MATTER EMISSIONS, CARBON DIOXIDE, FUEL CONSUMPTION, ELECTRIC ENERGY

CONSUMPTION, AND ELECTRIC RANGE OF ELECTRIFIED VEHICLES

Definitions

Categories of Vehicles2.1.1. HEVHybrid electric vehicle (HEV) means a vehicle powered by a hybrid electric power train.

2.1.2. BEVPure Electric Vehicle means vehicle powered by an electric power train only.

2.1.3. FCEV Fuel Cell Electric Vehicle (FCEV) means a vehicle propelled solely by a fuel cell power train.

2.1.4. FCHEVFuel Cell Hybrid Electric Vehicle (FCHEV) means a vehicle propelled by a fuel cell power-train and a hybrid electric power train.

2.2. Power Train2.2.1. Electric Power Train Electric power train means a system consisting of one or more REESS, one or more electronic converter power conditioning devices, and one or more electric machine that convert stored electric energy to mechanical energy delivered at the wheels for propulsion of the vehicle;

2.2.2. Hybrid Electric Power TrainHybrid electric power train means a power train that, for the purpose of mechanical propul-sion, draws energy from both of the following on-vehicle sources of stored energy/power:(a) consumable fuel(b) REESS1)

1) Rechargeable energy storage system (REESS) means any system which stores and releases energy (e.g. battery, capacitor, flywheel) used for the propulsion of a vehicle. 2.2.3. Fuel Cell Power Train Fuel cell power train is a power train that, for the purpose of mechanical propulsion, draws energy from an electrochemical cell that produces electricity via the non-combustion reaction of a consumable fuel, typically hydrogen, and a REESS if available.

2.3. Charge Type

2.3.1. Off-Vehicle Charging (OVC)Off-Vehicle Charging (OVC) means that the REESS can be charged externally, also known as "externally chargeable"

2.3.2.. Not Off-Vehicle Charging (NOVC)

Serge M. Dubuc, 28/12/12,

4.4.2012: Recommendation from subgroup EV: General definitions could go into the main GTR definitions list, test-specific definitions remain in this annex.

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Not Off-Vehicle Charging (NOVC) means that the REESS cannot be charged externally, also known as "not externally chargeable"

2.4. Testing

2.4.1. Charge-depleting (CD) operation condition Charge-depleting (CD) operation condition means an operating condition in which the energy stored in the REESS may fluctuate but, on average, decreases while the vehicle is driven until transition to charge-sustaining operation.

2.4.2. Charge-depleting (CD) break-off criteriaCharge-depleting (CD) break-off criteria is determined based on absolute or relative Net En-ergy Change NEC as defined in point 2.4.13 and 2.4.14

2.4.3. Charge-sustaining (CS) operation condition Charge-sustaining (CS) operation condition means an operating condition in which the energy stored in the REESS may fluctuate but, on average, is maintained at a charging neutral bal-ance level while the vehicle is driven.

2.4.4. RCBRCB means the charge balance of the REESS measured in Ah.

2.4.5. RCB correction criteriaRCB correction criteria means the RCB value (Ah) which determines if and when the correc-tion of the CO2 and/or fuel consumption value in CS operation condition is necessary.

2.4.6. All electric range (AER) 2.4.6.1. AER in the case of OVC-HEV testingThe AER means the total distance travelled from the beginning of the charge-depleting test to the point in time during the test when the engine starts for the first time. 2.4.6.2. AER in the case of BEV testing The AER means the total distance travelled from the beginning of the charge-depleting test until the break-off criteria is reached.

2.4.7. All Electric Range city All Electric Range city means All Electric Range related to the lower speed part of the new cycle.

(to be better defined when the new cycles are known)

2.4.8. Equivalent All Electric Range (EAER) Equivalent All Electric Range (EAER) means that portion of the total charge-depleting actual range RCDA attributable to the use of electricity from the battery over the charge-depleting range test.

2.4.9. Charge-depleting Actual Range (Rcda ) Charge-depleting Actual Range (Rcda) means the distance travelled in a series of cycles in charge-depleting operation condition until the battery is depleted.

2.4.10. Charge-depleting Cycle Range (Rcdc) Charge-depleting cycle range (Rcdc) means the distance travelled in a series of whole cycles in charge-depleting operating condition until the end of the transition cycle n.


CARB also writes RcdaDC: see how SAE J1711 writes it.


CARB also uses EAER.


To be clarified during VP2


16.10.2012: Ichikawa-san proposes that the definition from SAE J1711 be used.


12.12.2012 ACEA meeting: definition shortened and clarified.

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The charge-depleting cycle range is the distance from the beginning of the charge-depleting test to the end of the last cycle prior to the cycle or cycles satisfying the break-off criteria. The RCDC includes the transitional cycle, where the vehicle may have operated in both depleting and sustaining modes.

2.4.11. Transition Cycle nThe transition cycle n is the cycle prior to the first sustaining cycle n+1 in a series of whole cycles in charge-depleting operating condition. The first sustaining cycle n+1 is the cycle in a series of whole cycles in charge-depleting operating condition in which the RCB break-off criteria is detected for the first time.

2.4.12. Utility FactorUtility Factor means the weighting of the emissions and the fuel consumption between the charge-depleting condition (CD) and the charge-sustaining condition (CS). The utility factor (UF) is based on the charge-depleting actual range Rcda. Rcda shall be de-termined according to point 5.1.5.6. of this annex.

2.4.13. Recharged Energy EAC 2.4.13.1. EAC means the AC electric energy which is recharged from the grid at the mains socket.In case of DC-charged vehicles, the electrical energy shall be measured between the AC-DC converter and the grid.

2.4.14. Relative net energy change, NEC tolerance A ratio of NEC in Wh, divided by Cycle energy demand of the test vehicle (Wh). As determ-ined in annex Y point xxx. For the determination of the cycle energy demand of the vehicle 2 possibilities as shown in appendix VII of this annex could be applied. 2.4.15. Driver-selectable operating modes Means different driver-selectable modes of operation (e.g. pure electric mode; hybrid mode; pure ICE mode;).

2.4.16. Pure electric vehicle mode Pure electric vehicle mode means operation by an electric motor only using electric energy from a REESS without fuel being consumed under any condition.

2.4.17. Hybrid mode Hybrid mode means an operation mode in which all installed fuel consuming engines and electric motors are enabled. Enabled means that the ICE shall run if required.

2.4.18. Highest electric energy consuming hybrid mode Highest electric energy consuming hybrid mode means the hybrid mode with the highest elec-tric energy consumption of all driver-selectable hybrid modes.

2.4.19. Highest fuel consuming mode Highest fuel consuming mode means the mode with the highest fuel consumption of all driver-selectable modes.


12.12.2012 ACEA meeting: Will Japan make another proposal?


This has the same paragraph number as above as one of the two options will be chosen during VP2.


Is this planned at the moment?12.12.2012 ACEA meeting: this point remains.


12.12.2012 ACEA EV meeting: can the definition in yellow replace the version in b&w?

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3. General Requirements 3.1. Electric Energy Consumption and Range TestingParameters, units and accuracy of measurements shall be as follows:

Parameter Units Accuracy ResolutionElectrical energy 1 Wh ± 1 per cent 0.001 Wh 2

Electrical current A ± 0.3 per cent FSD or ±1 per cent of reading 3,4

0.01 A

1: Equipment: static meter for active energy2: AC watt-hour meter, Class 1 according to IEC 62053-21 or equivalent 3: whichever is greater4: current integration frequency 10 Hz or more

3.2. Emission and Fuel Consumption Testing Parameters, units and accuracy of measurements shall be the same as those required for con-ventional internal combustion engine powered vehicles as found in Annex 5 Test Equipment and Calibrations.

3.3. Measurement Units and Presentation of resultsAccuracy of measurement units and presentation results shall be as follows:

Parameter Units Communication of test resultsAERAERcityEAERRcda

RCDCDistance

Electric energy coNECNEC ratioEac recharged EFC correction factor

CO2 correction factor

Utility Factor

kmkmkmkmkmkm

Wh/kmWh Ah%Whl/100km/Ah

g/km/Ah

Rounded to nearest whole numberRounded to nearest whole numberRounded to nearest whole numberRounded to nearest whole number Rounded to nearest whole numberFor calculation purposes: 0.1km ,For reporting purposes : whole numberRounded to nearest whole numberRounded to the first decimal placeRounded to the first decimal placeRounded to nearest whole numberRounded to 4 significant figures (e.g. 0.xxxx or xx.xx)Rounded to 4 significant figures (e.g. 0.xxxx or xx.xx)Rounded to 3 decimal places


Small or large typeface? Subscripts? DC to check this


to be reviewed later (depends on VP2)

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4. REESS Preparation

4.1. For OVC-HEVs, NOVC-HEVs, BEVs, FCV-HEVs, and FCVs with and without driver-selectable operating modes, the following shall apply:

(a) the vehicles must have been driven at least 300 km with those batteries installed in the test vehicle,

(b) if the batteries are operated above the ambient temperature, the operator shall follow the procedure recommended by the car manufacturer in order to keep the temperature of the bat-tery in its normal operating range. The manufacturer's agent shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced.

4.2. In addition to fulfilling §4.1., all energy storage systems available for purposes other than providing traction (electric, hydraulic, pneumatic, etc.) for all OVC-HEVs with and without driver-selectable operating modes, and BEVs with and without driver-selectable operating modes shall be charged to the maximum level specified by the manufacturer.

5. Test Procedure

5.1. General requirements

5.1.1. For OVC-HEVs with and without driver-selectable operating modes, NOVC-HEVs with and without driver-selectable operating modes, and BEVs with and without driver-select-able operating modes, the following shall apply:

(a) vehicles shall be conditioned, soaked and tested according to the test procedures applic-able to vehicles powered solely by an internal combustion engine described in Annex 6 Test Procedures and Test Conditions unless modified by this Annex,

(b) gear selection and the gear shift points shall be determined according to Annexes 1 and 2 of this Regulation,

5.2. OVC-HEV, with and without driver-selectable operating modes

5.2.1. 5.1.1.2. In case the test sequence of an OVC-HEV starts with a charge-sustaining test, the vehicle shall be prepared by the procedures as defined in Appendix IV, 2.1. of this annex.

5.2.2. 5.1.1.3. In case the test sequence of an OVC-HEV starts with a charge-depleting test and is followed by charge-sustaining test, the vehicle shall be prepared by procedures as defined in Appendix IV, 2.2. of this annex.

5.2.3. 5.1.1.4. A change of driver-selectable operating mode shall not be permitted during a CD or a CS test.

5.2.4. 5.1.1.52. Two tests shall be performed under the following conditions:

5.2.4.1. 5.1.1.5.1. Charge-depleting test

5.2.4.1.1. 5.1.1.5.1.1. The test shall be carried out with a fully charged electrical energy stor-age device according the charging requirements as described in appendix IV of this annex.


12.12.2012 ACEA meeting: 300 km confirmed.

14

5.2.4.1.2. 5.1.1.5.1.2.

Option 1:When testing vehicles with operator-selectable driving modes, the charge depletion test shall be performed by using the highest electric energy consuming hybrid operation mode that best matches the target curve.In case the highest electric energy consuming hybrid mode that best matches the target curve is the default mode, the test can be performed in the default mode.

Option 2:When testing vehicles with operator-selectable driving modes, the charge depletion test shall be performed by using the highest electric energy consuming operation mode that best matches the target curve.In case the highest electric energy consuming mode that best matches the target curve is the default mode, the test can be performed in the default mode.

Option 3:When testing vehicles with the default mode position as operator-selectable driving mode, the charge depletion test shall be performed by using the default mode. In case the vehicle does not have a default mode, the manufacturer may recommend to the re-sponsible technical authority the most representative mode that best matches the target curve and which customers will use on the road, the test can be performed in the approved mode.2012.03.27 During CD test , the EV on /off switch should be deactivated. The manufacturer is free to run the additional test with activating the EV on/off switch .(temporary treatment)[to be validated during Validation phase 2]

Dedicated driver-selectable modes such as “mountain mode” or “maintenance mode” which are not intended for normal daily operation but only for special limited purposes shall not be considered for charge-depleting condition testing.

5.2.4.2. 5.1.1.5.2. Charge-sustaining test

5.2.4.2.1. 5.1.1.5.2.1. The test shall be carried out with the electrical energy storage device in a neutral charging balance state.

5.2.4.2.2. 5.1.1.5.2.2. Tests shall be carried out with the vehicle operated in charge-sustaining operation condition in which the energy stored in the REESS may fluctuate but, on average, is maintained at a charging neutral balance level while the vehicle is driven.

5.2.4.2.3. 5.1.1.5.2.3. For vehicles equipped with a driver-selectable operating mode, the charge-sustaining test shall be performed in the charging balance neutral hybrid mode that best matches the target curve.

5.2.4.2.4. 5.1.1.5.2.4. In case the admissible charging balance window is not fulfilled, the CS test CO2 and fuel consumption values shall be corrected according to Appendix II, RCB com-pensation.

5.2.4.3. 5.1.1.5.3. The profile of the state of charge of the electrical energy storage device (REESS) during different stages of the Type I test is given in Appendices Ia and Ib.

5.2.5. 5.1.2. Charge-sustaining Test Procedure


07.11.2012: New.


to be validated during Validation phase 2.Proposal from Per Ohlund.


11.10.2012: the only difference between Option 1 and option 2 is the term “hybrid”. Is this correct?


12.12.2012 ACEA meeting: DTP must decide


Hybrid is in yellow. 16.10.2012: Open ACEA point, hybrid to remain in yellow.12.12.2012 ACEA meeting: hybrid converted to black and white

15

5.2.5.1. Vehicle and battery conditioning shall be performed according to Appendix IV of this Annex.

5.2.5. xxxxxx Upon request of the manufacturer and with approval of the responsible author-ity, the manufacturer can set the start SOC for the charge-sustaining test.

5.2.5.2. 5.1.2.2. Type I Test

5.2.5.2.1. 5.1.2.2.1. The vehicle shall be started by the means provided for normal use to the driver. The first cycle starts on the initiation of the vehicle start-up procedure.

5.2.5.2.2. 5.1.2.2.2. Exhaust emission sampling and electricity measuring shall begin before or at the initiation of the vehicle start up procedure and end on conclusion of the final vehicle standstill period of the test cycle.

5.2.5.2.3. 5.1.2.2.3. During soak If a soak is required, the key switch shall be in the “off” posi-tion, and the REESS not recharged from an external electric energy source. The SOC instru-mentation shall not be turned off or reset to zero between test cycle parts. In the case of ampere-hour meter measurement, the integration shall remain active throughout the entire test until the test is concluded. Restarting after soak, it must be assured that the vehicle operates in the required driver-selectable operation mode in case it is not already in the default mode.

5.2.5.2.4. 5.1.2.2.4. If required by paragraph 6.2.1., CO2, emissions and fuel consumption res-ults shall be corrected according to the RCB correction as described in appendix II.

5.2.5.2.5. . 5.2.5.2.6. 5.1.2.2.6. The charge-sustaining test shall fulfil the applicable exhaust emission lim-its.

5.2.5.3. 5.1.2.3. Battery charging and measuring electric energy consumption The vehicle shall be connected to the mains within 120 minutes after the conclusion of the charge-sustaining Type I test. The vehicle shall be charged according to the overnight charge procedure (Paragraph ??? of this annex). The energy measurement equipment placed between the mains socket and the vehicle charger shall measure the charge energy E and its duration. Charging stops when a fully charged battery is detected.

5.2.6. 5.1.3. Charge-depleting Test Procedure 5.2.6.1. 5.1.3.1. Vehicle and battery conditioning shall be performed according to Appendix IV of this Annex.

5.2.6.2. 5.1.3.2. Type I Test5.2.6.2.1. 5.1.3.1. The vehicle shall be started by the means provided for normal use to the driver. The first cycle starts on the initiation of the vehicle start-up procedure.

5.2.6.2.2. 5.1.3.2.1. The exhaust emission sampling and electricity measuring shall begin for each test cycle before or at the initiation of the vehicle start up procedure and end on conclu-sion of the final vehicle standstill of each test cycle according to the following paragraphs.

5.2.6.2.3. 5.1.3.2.2. For each individual WLTC part phase, a CVS bag shall be used and eval-uated.


11.12.2012: Are emissions to be collected in separate bags for each cycle phase?Is this sentence also valid for charge-sustaining?


07.11.2012: New.


12.12.2012 ACEA meeting: What determines when the battery is fully charged?


12.12.2012 ACEA meeting: DTP to decide if 120 minutes is acceptable.


29.11.2012: Proposed text from S. Ploumen.


25.10.2012: proposal from S. Hartmann


12.12.2012: moved to below 5.2.5.1.Renumbering will be required.


12.12.2012 ACEA meeting: struck out on the basis that there will be no hot start.


08.11.2012: Proposal from E. Donati


Renumbering required here.

16

5.2.6.2.5. 5.1.3.3. The charge-depleting test procedure shall consist of a number of consecut-ive cycles, each followed by a [10]+/-2 minutes soak period until charge-sustaining operation is achieved. [To be validatedVP2]

5.2.6.2.4. 5.1.3.2.3. During soaking between individual WLTC cycles, the key switch shall be in the “off” position, and the REESS shall not be recharged from an external electric energy source. The RCB instrumentation shall not be turned off between test cycle phases. In the case of ampere-hour meter measurement, the integration shall remain active throughout the entire test until the test is concluded.Restarting after soak, it must be assured that the vehicle operates in the required driver-select-able operation mode in case it is not already in the default mode. 5.2.6.2.6. 5.1.3.3.1. The end of the charge-depleting test is considered to have been reached at the end of combined cycle n (defined as the transient cycle) when the break-off criteria during combined cycle n + 1 is reached for the first time.

5.2.6.2.6.1. For vehicles without charge sustaining capability on the complete WLTC, end of test is reached by indication on standard on-board instrument panel to stop the vehicle, or when the vehicle cannot achieve 90 per cent of the top speed achieved in the first WLTC.

Such vehicles should be tested during the validation phase 2.

5.2.6.3. Break-off criteria5.2.6.3.1. 5.1.3.3.2. The break-off criteria for the charge-depleting test is reached when the re-lative net energy change as shown in the equation below is less than 4 per cent.

Relativenet energy change ( per cent )= NECCycle energy demand of the test vehicle


12.12.2012 ACEA meeting: point to remain.


Validation 2.


08.11.2012: PSA asks: 90? Pourquoi pas 95% pour être cohérent avec critères de suivi de cycle ?Translation (08/11) : why not the 95% mentioned in the § related to the speed trace follow-up conditions ? (to be consistent)


The number of phases cannot be determined in general.

17

4. REESS Preparation

4.1. For OVC-HEVs, NOVC-HEVs, BEVs, FCV-HEVs, and FCVs with and without driver-selectable operating modes, the following shall apply:

(a) the vehicles must have been driven at least 300 km with those batteries installed in the test vehicle,

(b) if the batteries are operated above the ambient temperature, the operator shall follow the procedure recommended by the car manufacturer in order to keep the temperature of the bat-tery in its normal operating range. The manufacturer's agent shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced.

4.2. In addition to fulfilling §4.1., all energy storage systems available for purposes other than providing traction (electric, hydraulic, pneumatic, etc.) for all OVC-HEVs with and without driver-selectable operating modes, and BEVs with and without driver-selectable operating modes shall be charged to the maximum level specified by the manufacturer.

5. Test Procedure

5.1. General requirements

5.1.1. For OVC-HEVs with and without driver-selectable operating modes, NOVC-HEVs with and without driver-selectable operating modes, and BEVs with and without driver-select-able operating modes, the following shall apply:

(a) vehicles shall be conditioned, soaked and tested according to the test procedures applic-able to vehicles powered solely by an internal combustion engine described in Annex 6 Test Procedures and Test Conditions unless modified by this Annex,

(b) gear selection and the gear shift points shall be determined according to Annexes 1 and 2 of this Regulation,

5.2. OVC-HEV, with and without driver-selectable operating modes

5.2.1. Vehicles shall be tested under charge-depleting (CD) and charge-sustaining (CS) condi-tions.

5.2.2. Vehicles may be tested according to four possible test sequences:5.2.2.1. a charge-depleting test with no subsequent charge-sustaining test (CD test),5.2.2.2. a charge-sustaining test with no subsequent charge-depleting test (CS test),5.2.2.3. a charge-depleting test with a subsequent charge-sustaining test (CD + CS test),5.2.2.4. a charge-sustaining test with a subsequent charge-depleting test (CS + CD test).

5.2.3. A change of driver-selectable operating mode shall not be permitted during a CD or a CS test.


12.12.2012 ACEA meeting: 300 km confirmed.

18

5.2.4. CD test with no subsequent CS test5.2.4.1. PreconditioningThe vehicle shall be prepared according to the procedures in Appendix IV, §2.2. of this An-nex.

5.2.4.2. Test conditions5.2.4.2.1. The test shall be carried out with a fully charged electrical energy storage device ac-cording the charging requirements as described in appendix IV of this annex.

5.2.4.2.2.

Option 1:When testing vehicles with operator-selectable driving modes, the charge depletion test shall be performed by using the highest electric energy consuming hybrid operation mode that best matches the target curve.In case the highest electric energy consuming hybrid mode that best matches the target curve is the default mode, the test can be performed in the default mode.

Option 2:When testing vehicles with operator-selectable driving modes, the charge depletion test shall be performed by using the highest electric energy consuming operation mode that best matches the target curve.In case the highest electric energy consuming mode that best matches the target curve is the default mode, the test can be performed in the default mode.

Option 3:When testing vehicles with the default mode position as operator-selectable driving mode, the charge depletion test shall be performed by using the default mode. In case the vehicle does not have a default mode, the manufacturer may recommend to the re-sponsible technical authority the most representative mode that best matches the target curve and which customers will use on the road, the test can be performed in the approved mode.2012.03.27 During CD test , the EV on /off switch should be deactivated. The manufacturer is free to run the additional test with activating the EV on/off switch .(temporary treatment)[to be validated during Validation phase 2]

Dedicated driver-selectable modes such as “mountain mode” or “maintenance mode” which are not intended for normal daily operation but only for special limited purposes shall not be considered for charge-depleting condition testing.

5.2.4.3. Type I test procedure

5.2.4.3.1. The vehicle shall be started by the means provided for normal use to the driver. The first cycle starts on the initiation of the vehicle start-up procedure.

5.2.4.3.2. The exhaust emission sampling and electricity measuring shall begin for each test cycle before or at the initiation of the vehicle start up procedure and end on conclusion of the final vehicle standstill of each test cycle according to the following paragraphs.

5.2.4.3.3. For each individual WLTC part phase, emissions species shall be collected in sample and dilution air bags and analysed a CVS bag shall be used and evaluated.


23.12.2012: will PM and PN also be sampled?


11.12.2012: Are emissions to be collected in separate bags for each cycle phase?Is this sentence also valid for charge-sustaining?


to be validated during Validation phase 2.Proposal from Per Ohlund.


11.10.2012: the only difference between Option 1 and option 2 is the term “hybrid”. Is this correct?


12.12.2012 ACEA meeting: DTP must decide


Hybrid is in yellow. 16.10.2012: Open ACEA point, hybrid to remain in yellow.12.12.2012 ACEA meeting: hybrid converted to black and white

19

5.2.4.3.5. The charge-depleting test procedure shall consist of a number of consecutive cycles, each followed by a [10]+/-2 minutes soak period until charge-sustaining operation is achieved. [To be validatedVP2]

5.2.4.3.6. During soaking between individual WLTC cycles, the key switch shall be in the “off” position, and the REESS shall not be recharged from an external electric energy source. The RCB instrumentation shall not be turned off between test cycle phases. In the case of ampere-hour meter measurement, the integration shall remain active throughout the entire test until the test is concluded.Restarting after soak, it must be assured that the vehicle operates the vehicle shall be operated in the required driver-selectable operation mode in case it is not already in the default mode. 5.2.4.4. End of the charge-depleting testThe end of the charge-depleting test is considered to have been reached at the end of com-bined cycle n (defined as the transient cycle) when the break-off criteria during combined cycle n + 1 is reached for the first time.

5.2.4.4.1. For vehicles without charge-sustaining capability on the complete WLTC, end of test is reached by indication on standard on-board instrument panel to stop the vehicle, or when the vehicle cannot achieve 90 per cent of the top speed achieved in the first WLTC.

Such vehicles should be tested during the validation phase 2.

5.2.4.5. Break-off criteria5.2.4.5.1. The break-off criteria for the charge-depleting test is reached when the relative net energy change as shown in the equation below is less than 4 per cent.

Relativenet energy change ( per cent )= NECCycle energy demand of the test vehicle

5.2.4.6. Battery charging and measuring electric energy consumption The vehicle shall be connected to the mains within 120 minutes after the conclusion of the charge-sustaining Type I test. The vehicle shall be charged according to the overnight charge procedure (Paragraph ??? of this annex). The energy measurement equipment placed between the mains socket and the vehicle charger shall measure the charge energy E and its duration. Charging stops when a fully charged battery is detected.

5.2.5. CS test with no subsequent CD test








12.12.2012 ACEA meeting: point to remain.


Validation 2.


08.11.2012: PSA asks: 90? Pourquoi pas 95% pour être cohérent avec critères de suivi de cycle ?Translation (08/11) : why not the 95% mentioned in the § related to the speed trace follow-up conditions ? (to be consistent)


23.12.2012: DC asks: is cycle (n+1) a combined cycle? Or is only cycle n a combined cycle?


The number of phases cannot be determined in general.

20

5.2.5.1. PreconditioningThe vehicle shall be prepared according to the procedures in Appendix IV, §2.1. of this An-nex.

5.2.5.2. Test conditions5.2.5.2.1. The test shall be carried out with the electrical energy storage device in a neutral charging balance state.

5.2.5.2.2. Tests shall be carried out with the vehicle operated in charge-sustaining operation condition in which the energy stored in the REESS may fluctuate but, on average, is main-tained at a charging neutral balance level while the vehicle is driven.

5.2.5.2.3. For vehicles equipped with a driver-selectable operating mode, the charge-sustain-ing test shall be performed in the charging balance neutral hybrid mode that best matches the target curve.

5.2.5.2.4. In case the requirements of the admissible charging balance window is are not ful-filled, the CS test CO2 and fuel consumption values shall be corrected according to Appendix II, RCB compensation.

5.2.5.2.5. The profile of the state of charge of the electrical energy storage device (REESS) during different stages of the Type I test is given in Appendices Ia and Ib.5.2.5.2.6. Upon request of the manufacturer and with approval of the responsible authority, the manufacturer may set the start SOC for the charge-sustaining test.

5.2.5.3. Type I test procedure

5.2.5.3.1. The vehicle shall be started by the means provided for normal use to the driver. The first cycle starts on the initiation of the vehicle start-up procedure.

5.2.5.3.2. Exhaust emission sampling and electricity measuring shall begin before or at the initiation of the vehicle start up procedure and end on conclusion of the final vehicle standstill period of the test cycle.

5.2.5.3.3. If required by paragraph 6.2.1., CO2, emissions and fuel consumption results shall be corrected according to the RCB correction as described in appendix II.5.2.5.3.4. The charge-sustaining test shall fulfil the applicable exhaust emission limits.

5.2.5.4. Battery charging and measuring electric energy consumption The vehicle shall be connected to the mains within 120 minutes after the conclusion of the charge-sustaining Type I test. The vehicle shall be charged according to the overnight charge procedure (Paragraph ??? of this annex). The energy measurement equipment placed between the mains socket and the vehicle charger shall measure the charge energy E and its duration. Charging stops when a fully charged battery is detected.

5.2.6. Charge-depleting test with a subsequent charge-sustaining test








25.10.2012: proposal from S. Hartmann


Renumbering required here.

21

5.2.6.1. The procedures for the CD test from §5.2.4.1. to §5.2.4.5. in this Annex shall be fol-lowed.5.2.6.2. Subsequently, the procedures for the CS test from §5.2.5.1. to §5.2.5.4. in this Annex shall be followed.

5.2.7. Charge-sustaining test with a subsequent charge-depleting test5.2.7.1. The procedures for the CS test from §5.2.5.1. to §5.2.5.4. in this Annex shall be fol-lowed.5.2.7.2. Subsequently, the procedures for the CD test from §5.2.4.3. to §5.2.4.6. in this Annex shall be followed.

5.2.6.4. Cycle energy demand


11.12.2012: new title and section


28.12.2012: The graphic below serves only to represent the possible test sequences and will not be in the final GTR.

22

5.2.6.4.1. 5.1.3.3.3. Cycle energy demand of the test vehicle means the Determination of Cycle Energy Demand value using the chassis dynamometer load table depending on the test mass of the vehicle as shown in Appendix VII of this Annex. Alternatively, the calculation method as shown in Appendix VII of this Annex may be used.

5.2.6.4.2. 5.1.3.3.4. Each individual full WLTC within the charge-depleting test shall fulfil the applicable exhaust emission limits.

5.2.7. 5.1.4. Electric Range Tests

5.2.7.1. 5.1.4.1. General

5.2.7.1.1. 5.1.4.1.1. The charge-depleting test procedure as described in paragraph 5.1.3. shall apply to electric range measurements unless modified by this paragraph.

5.2.7.1.2. 5.1.4.1.2. If the vehicle is not able to meet the driving curve within the specified tol-erances, the acceleration pedal shall be fully depressed until the driving curve is reached again.

5.2.7.1.3. 5.1.4.1.3. Exhaust emission sampling is only required for the test cycles when the IC engine is operating.

5.2.7.1.4. 5.1.4.1.4. Up to [three breaks of no more than 15 minutes in total for the driver and/or operator] shall be permitted between test sequences.

Electric range, km Maximum total break time, minUp to 100 10Up to 150 20Up to 200 30Up to 300 60

More than 300 Shall be based on the manufacturer’s recommendation

5.2.7.2. 5.1.4.2. All Electric Range (AER)

5.2.7.2.1. 5.1.4.2.1. Accurate determination may require a computer to monitor the engine speed (or other engine process) that indicated the engine start and to couple this information to the recording of dis-tance travelled during testing.Engine speed shall be monitored to indicate engine start. This data shall be used to determine the distance travelled during the test.

5.2.7.3. 5.1.5.3. All-electric city range (AERcity)5.2.7.3.1. 5.1.5.3.1. For vehicles equipped with a driver-selectable pure EV mode, AERcity may be determined in pure EV mode.

5.2.7.3.2. A series of cycles for that class of vehicle part 1+2 (depends on the Mode Construc-tion) shall be driven to measure the all-electric range city (AERcity). The AERcity distance shall be determined when the IC engine starts for the first time or the vehicle is not able to fol-low the driving curve as prescribed below.


12.12.2012 ACEA meeting: Low and Medium?


This will have to be rewritten to account for the cycles to be driven depending on the class of vehicle.


12.12.2012 ACEA EV meeting: new text.


12.12.2012 ACEA meeting: see the table belowApproved in last LabProcICE meeting.


20.06.2012: VP2


This is being rewritten at the moment (Bergmann/Steven)


11.12.2012: cross reference must be checked


Limits will be eventually included in the regulation.

23

5.2.7.3.2.1. Driving curve deviations beyond the tolerance band are permitted as follows:(a) at gear changes for a duration less than 5 seconds,(b) and up to five times per hour at other times, for a duration less than ?x? seconds each. [Jp and US has another criteria for end of test, to be considered]

5.2.7.3.3. 5.1.5.3.2. Up to [three breaks of no more than 15 minutes in total for the driver and/or operator] shall be permitted between test sequences. [to be validated VP2, ex. Long range vehicle ]

Electric range, km Maximum total break time, minUp to 100 10Up to 150 20Up to 200 30Up to 300 60

More than 300 Shall be based on the manufacturer’s rec-ommendation

5.2.7.4. 5.1.5.4. Equivalent All Electric Range (EAER)5.2.7.4.1. 5.1.5.4.1. Charge-depleting and charge-sustaining tests shall be driven to calculate the equivalent all electric range (EAER).

5.2.7.5. 5.1.5.5. Charge-Depleting Cycle Range (RCDC) 5.2.7.5.1. RCDC shall be determined according §2.4.10. of this Annex. 5.1.5.5.1. The charge-depleting cycle range is the distance from the beginning of the charge-depleting test to the end of the last cycle prior to the cycle or cycles satisfying the break-off criteria. The RCDC includes the transitional cycle, where the vehicle may have operated in both depleting and sustaining modes.

ACEA SUBGROUP EV MEETING STOPS HERE ON 12.12.2012

5.2.7.6. 5.1.5.6. RCDA, Actual Charge-Depleting Range 5.2.7.6.1. 5.1.5.6.1. An estimated distance at which the REESS has exhausted the off-board charged energy. It is the total distance, measured from the start of the CD test, through any subsequent CD test cycles, and ending at a point in the transitional cycle proportional to the change in SOC of the transitional cycle compared with the cycle previous. The Rcda shall al-ways be less than or equal to the Rcdc. 5.3. 5.2. NOVC-HEV, with and without driver-selectable operating modes

5.3.1. 5.2.2. Vehicle and Battery Conditioning

5.3.1.1. 5.2.2.1. For preconditioning, at least 1 complete applicable driving cycle for that class of vehicle shall be driven using the gear shifting procedure recommended by the manufac-turer.

5.3.1.1.1. 5.2.2.2. Alternatively, at the request of the manufacturer, the SOC level of the REESS for charge-sustaining test can be set according to manufacturer’s recommendation in order to achieve a charge balance neutral charge-sustaining test.

5.3.2. 5.2.3. Type I Test 5.3.2.1. 5.2.3.1. These vehicles shall be tested according to Annex 6, unless modified by this annex.


Already defined in §2.4.9. and may be included in the GTR’s section on Definitions.


11.12.2012: this definition to be transferred to §2.4.10.


11.12.2012: X-reference to be checked


Already defined in §2.4.10. and may be included in the GTR’s section on Definitions.


19.06.2012: Copy of 5.1.4.1.4.


Who will and when consider?


How many seconds?

24

5.3.2.2. 5.2.3.2. If required by paragraph 6.2.2., CO2 emissions and fuel consumption results shall be corrected according to the RCB correction described in appendix II.

5.4. 5.3. BEV, with and without driver-selectable operating mode5.4.1. 5.3.1. General

5.4.1.1. 5.3.1.1. The test sequence for all electric range AER determination as described in §5.2.7.2. for OVC-HEVs shall be applied unless modified by this annex.

5.4.1.2. 5.3.1.2. The test sequence according to all electric range city AERcity determination as shown for an OVC-HEV in paragraph 5.1.5.3. shall be applied unless modified by this an-nex.

5.4.2. 5.3.2. Testing5.4.2.1. 5.3.2.1. If the vehicle is equipped with a driver-selectable operating mode, the charge-depletion test shall be performed in the highest electric energy consumption mode that best matches the target curve.

5.4.2.2. 5.3.2.2. The gear shift prescription, as defined in Annex 2, as applied on a chassis dy-namometer adjusted as described in Annex 4 of this Regulation shall be used

5.4.2.3. 5.3.2.3. The measurement of all electric range, AER, and electric energy consumption shall be performed during the same test.

5.4.2.4. 5.3.2.xx All electric range test

5.4.2.4.1. 5.3.2.3.1. The test method shall include the following steps: (a) initial charging of the battery;(b) application of the WLTC driving cycle for measuring the AER (l+m+h+exH…..)(c) measuring of the electric range, AER, until the break-off criteria is reached(d) battery recharging and measuring electric consumption

5.4.2.4.1.1. 5.3.2.3.2. (a) Initial charging procedure of the battery starts with a normal overnight charging. The end of charge criteria shall correspond to a charging time of 12 hours except if a clear indication is given to the driver by the standard instrumentation that the bat-tery is not yet fully charged. In this case,

maximum time=3∗claimed battery capacity ,Whmains power supply , W

5.4.2.4.1.2. 5.3.2.3.3. (b) Application of the WLTC (l+m+h+eH.) cycle and measurement of the all-electric range (AER) of the distance by reading from chassis dynamometer. 5.4.2.4.1.3. 5.3.2.3.4. (c)

To measure the electric range AER, the end of the test is reached when the break-off criteria is reached.


16.10.2012: the whole paragraph is still an open issue.


18.05.2012J position: Criteria of [test end] and how to stop the vehicle after reaching the criteria are still open.


11.12.2012: This will have to be rewritten.


11.12.2012: new text


This is again a repetition.


11.12.2012: X-reference to be checked


What is defined as “city”?13.06.2012: This will be decided after Validation 2.16.10.2012: still to be defined.

25

The break-off criteria is reached when the vehicle cannot follow the trace for 4s or more. Then the acceleration pedal shall totally released. When the vehicle reaches a speed of 5 km/h, the vehicle shall be braked to standstil. For vehicles with a maximum speed less than the maximum speed on the WLTC, the vehicle shall be operated at maximum available power (or full throttle) when the vehicle cannot achieve the speed trace within the speed and time tolerances specified Annex 1 of this regula-tion.

5.4.2.4.1.4. 5.3.2.3.5. (d) The vehicle shall be connected to the mains within [30 minutes] after the conclusion of the all-electric range AER determination. The vehicle shall be charged according to normal overnight charge procedure (see paragraph ????? to this annex). The energy measurement equipment, placed between the mains socket and the vehicle charger, shall measure the charge energy E delivered from the mains, as well as its duration. Charging is stopped when the fully charged battery is detected. [to be validated VP2]

5.4.2.5. 5.3.2.4. All Electric Range city (AERcity) (optional test)

5.4.2.5.1. 5.3.2.4.1. The test method includes the following steps: (a) Initial charging of the battery;(b) Application of WLTCcity driving cycle for measuring the AERcity (l+m+…..) (c) Measuring of the electric range, AERcity, until the break-off criteria is reached

5.4.2.5.1.1. 5.3.2.4.2. (a) Initial charging procedure of the battery shall start with a normal overnight charging. The end of charge criteria corresponds to a charging time of 12 hours ex-cept if a clear indication is given to the driver by the standard instrumentation that the battery is not yet fully charged. In this case,

maximum time ,=3∗claimed battery capacity ,Whmains power supply ,W

5.4.2.5.1.2. 5.3.2.4.3. (b) Application of the WLTCcity (l+m+.) cycle and measurement of the all electric range city (AERcity) of the distance by reading from chassis dynamometer. 5.4.2.5.1.3. 5.3.2.4.4. (c) To measure the all-electric range city (AERcity), a series of WLTC part 1+2 (under discussion) shall be driven.

To measure the electric range AERcity, the end of the test is reached when the break-off cri-teria is reached.The break-off criteria is reached when the vehicle cannot follow the trace for 4s or more. The acceleration pedal shall then be totally released. When the vehicle reaches a speed of 5 km/h, the vehicle shall be braked to standstill. For vehicles with a maximum speed less than the maximum speed on the WLTC, the vehicle shall be operated at maximum available power (or full throttle) when the vehicle cannot achieve the speed trace within the speed and time tolerances specified Annex 1 of this regula-tion.

6. Calculations


Will this ever be the case?


This is currently being rewritten by Bergmann/Steven.


11.12.2012: How does this differ from the sentence above?


11.12.2012: This will have to be rewritten.


Which WLTC cycle is the city cycle?


DC: change the numbering


Who or what determines when an optional test is to be performed?


Validation 2.


11.12.2012: X-reference to be checked.


18.05.2012:J concern: 30min is practical?J position: Check by Validation2.


Will this ever be the case?


This is currently being rewritten by Bergmann/Steven.

26

6.1. Emission Species CalculationsExhaust gases shall be analysed according to Annex 6.

6.1.1. OVC-HEV with and without operating mode switch

6.1.xxx Charge-depleting Mode Emissions

The pollutant emission values at charge depleting shall be calculated as follows:

CD Emissions=∑i=1

n

(UFi∗EmissionsCD i)

∑i=1

n

UFi

where:

CD Emissions is the mass of the emissions species measured over the whole cycle i, mg/km

UFi is the fractional utility factor of the ith whole cyclei the number of each whole cycle up to the transition cycle nn the number of cycles driven including the transition cycle n

6.1.1.1. Charge-sustaining Mode Emissions

Exhaust emissions shall be calculated by a cold start CS test according the requirements for conventional vehicles as described in Annex 6. The charging balance correction calculation is not required for determination of emissions species.

Pollutant emissions

EmissionCS = EmissionCS_Cold

EmissionCS CS test CO2, mg/km (CS value for CD/CS CO2 weighting)EmissionCS_Cold measured CO2 from the cold start CS test, mg/km

The calculations specified in Annex 7 of this regulations (see conventional vehicle ) shall be used in conjunction with the above equation in measuring each individual gas, where appro-priate.

6.1.1.2. Weighted emissions species The weighted emissions species from the charge-depleting and charge-sustaining mode res-ults shall be calculated using the equation below:[Jp will consider later]

wEm=∑i=1

n

(UF i¿¿ EmCDi)+(1−∑i=1

n

UFi)∗EmCS ¿


09.12.2012: rewritten by DC using S. Ploumen input.


16.10.2012: BMW to make a proposal.


Japan consideration. ACEA agrees internally.


08.11.2012: Charge depleting missing


.10.2012: Request that symbols/abbreviations be consistent within the annex and with LabProcICE.


29.11.2012: struck out by S. Ploumen.


09.12.2012: rewritten by DC using S. Ploumen input.


Formula to be checked and not agreed yet

27

where:

wEm is the utility factor-weighted exhaust emissions of a particular measured gaseous species, mg/km

UFi is the fractional utility factor of the ith cycle EmCDi species mass emissions for each charge-depleting mode,

mg/kmEmCS species mass emissions for the charge-sustaining mode

according to 6.1.1.1, mg/km i is the index number of each whole cycle driven up to the end of

the transition cycle ncycle n is the number of whole cycles driven including transient cycle n

6.1.2. NOVC-HEV with and without driver-selectable operating modesExhaust emissions shall be calculated as required for conventional vehicles according to An-nex 7.The charging balance correction calculation is not required for determination of pollutant emissions.

6.2. CO2 and Fuel Consumption Calculations Exhaust gases shall be analysed according to Annex 6.

6.2.1. OVC-HEV with and without an operating mode switch

6.2.1.xxx Charge-depleting CO2 Emissions and Fuel Consumption

The fuel consumption- and CO2 values at charge depleting shall be calculated as follows:

CO2

FC CD=∑

j=1

k

(UFi∗CO2

FCCDj¿)/∑

j=1

k

UF j¿

where:

CO2/FCCD is the utility factor-adjusted mass of CO2 emissions divided bythe fuel consumption for (during??) the charge-depleting mode,(g/km)/(l/100 km)

CO2/FCCDj are the CO2 mass emissions divided by the fuel consumption ineach phase of the driving cycle, (g/km)/(l/100 km)

UFi the driving cycle and phase-specific utility factor according toAppendix VII of this Annex

i is the index number of each phase up to the end of the transitioncycle

k is the number of phases driven up to the end of transition cycle n

6.2.1.1. Charge-sustaining Mode CO2 Emissions and Fuel Consumption


09.12.2012: index number or the number of phases up to the end of the transition cycle?


09.12.2012: are UFs cycle or phase specific?


09.12.2012: S. Ploumen version refers to Yi: this must be checked: also, “…of the driving cycle…” has been added.


Formula To be checked and not agreed yet


08.11.2012: ACEA EV subgroup agrees on using the UF on a phase-basis and not on a cycle basis.

28

6.2.1.1.1. CO2 emissions

CO2CS = CO2CS C

CO2CS: CS test CO2 value, g/km (CS value for CD/CS CO2 weighting)CO2CS C: measured CO2 value from the cold start CS test, g/km

6.2.1.1.2. Fuel consumption

FCCS = FCCS C

FCCS: CS test FC value, l/100km (CS value for CD/CS FC weighting)FCCS C: measured FC value from the cold start CS test, l/100 km

6.2.1.1.3. Test result correction as a function of REESS charging balance

Test results CO2CS and FCCS are corrected as a function of the energy balance RCB of the vehicle’s REESS according to paragraphs 6.2.1.2.1. and 6.2.1.2.2.

The corrected values CO2CS C0 and FCCS FC0 shall correspond to a zero energy balance (RCB = 0), and shall be determined according to Appendix II of this Annex. and are calculated us-ing a correction coefficient determined by the manufacturer as defined below.

6.2.1.1.4. The electricity balance, Q, measured using the procedure specified in appendix 2 III to this annex, is used as a measure of the difference in the vehicle REESS’s energy content at the end of the cycle compared to the beginning of the cycle. The electricity balance is to be determined for the WLTC driven.

6.2.1.1.5. The test results shall be the uncorrected measured values of CO2CS and FCCS where in case:

(a) the manufacturer can prove that there is no relation between the energy balance and fuel consumption, (b) ΔEbatt as calculated from the test result always corresponds to a REESS charging, (c) ΔEbatt as calculated from the test result always corresponds to a REESS discharging and ΔEbatt is within [0.5 per cent] of the energy content of the consumed fuel (consumed fuel meaning the total fuel consumption over 1 cycle).　[to be discussed later ]

The change in REESS energy content ΔEbatt can be calculated from the measured electricity balance Q as follows:

ΔEbatt = ΔSOC (%) · ETEbatt = 0.0036 * |ΔAh| * Vbatt = 0.0036 * Q * Vbatt

where:ETEbatt is the total energy storage capacity of the REESS, MJ Vbatt is the nominal REESS voltage, V

6.2.1.1.6. Where the RCB correction of CO2 and fuel consumption measurement values are required, the procedure described in appendix II of this annex shall be used.


16.10.2012. to be determined after the next ACEA meeting.J agrees on 1%.


Outcome of VP2


04.12.2012: Text added and/or deleted by S. Ploumen.




25.10.2012: Symbols replaced.04.12.2012: Text added and/or deleted by S. Ploumen.




04.12.2012: struck out by S. Ploumen.Correct references are required.


.10.2012: Request that symbols/abbreviations be consistent within the annex and with LabProcICE.

29

6.2.1.2. Weighted CO2 and Fuel Consumption calculations

6.2.1.2.1. Weighted CO2 emissions

CO2weighted=∑j=1

k

(UF j∗Y j¿)+(1−∑j=1

k

UF j)∗Y CS¿

where:

CO2weighted is the utility factor-weighted mass of carbon dioxide emissions for aspecific drive cycle part phase, g/km

Yj are the CO2 mass emissions for each test cycle part phase, g/km YCS are the charge-sustaining CO2 mass emissions according to 6.2.1.1.1.,

g/kmUFj is the driving cycle and phase-specific UF according to Appendix VII

of this Annex k is the number of whole phases driven up to the end of cycle nk is the index number of each phase up to the end of the transition cycle n

Cycle n is the transient cycle at the charge-depleting test

6.2.1.2.2. Weighted Fuel Consumption

FCw eighted=∑j=1

k

(UF j∗Y j¿)+(1−∑j=1

k

UF j)∗Y CS¿

where:

FCweighted is the utility factor-averaged fuel consumption for a specific drive cycle, l/100km

Yj are the fuel consumptions for each test cycle, l/100km YCS is the charge-sustaining fuel consumption according to 6.2.1.1.2.,

l/100kmUFj is the driving cycle and phase-specific UF according Appendix VII of

this Annex k is the number of whole cycles driven up to and including cycle nk is the index number of each phase up to the end of transition cycle n Cycle n is the transient cycle at the charge-depleting test

6.2.2. NOVC-HEV with and without driver-selectable operating modes

6.2.2.1. Exhaust gases shall be analysed according to Annex 6.

6.2.2.2. The test results (fuel consumption FC (l/100 km) and CO2 mass emissions (g/km)) of this test shall be corrected as a function of the energy balance ΔEbatt of the vehicle’s REESS.


09.12.2012: rewritten by S. Ploumen.


9.7.2012: the subject of utility factors is a political matter to be discussed in DTP.


.12.2012: Text from S. Ploumen.


16.10.2012: according EPA leg. Equation VI.B.2-5, page 58145


04.12.2012: Text added and/or deleted by DC.


09.12.2012: During an Annex 6 Test Proceduire web/telecom, it was decided that the test cycle will consist of phases, and not of parts, segments or intervals.


17.10.2012. the use of cycle part, cycle segment, or cycle phase has yet to be determined. For the moment, “part” will be used.

30

The corrected values FC0 and CO2 0 should correspond to a zero energy balance (ΔEbatt = 0), and shall be calculated using a correction coefficient determined by the manufacturer as defined below determined according to Appendix II of this Annex.

6.2.2.2.1. The electricity balance Q in Ah, measured using t procedure specified in appendix 2 to this annex, is used as a measure of the difference in the vehicle REESS’s energy content at the end of the cycle compared to the beginning of the cycle. The electricity balance shall be determined separately for the complete driven WLTC.[ electricity balance of CO2 and FC were separately ]

6.2.2.2.2. The test results shall be the uncorrected measured values of C and M where:

(a) the manufacturer can prove that there is no relation between the energy balance and fuel consumption,

(b) ΔEbatt always as calculated from the test results corresponds to a REESS charging,

(c) ΔEbatt always as calculated from the test results corresponds to a REESS discharging and ΔEbatt is within [0.5 per cent] of the energy content of the consumed fuel (consumed fuel meaning the total fuel consumption over 1 cycle).　[to be discussed later ]

The change in REESS energy content ΔEbatt can be calculated from the measured electricity balance Q as follows:

ΔEbatt = ΔSOC (per cent) · ETEbatt = 0.0036 · |ΔAh| · Vbatt = 0.0036 · Q · Vbatt (MJ)

where:ETEbatt is the total energy storage capacity of the REESS, MJ Vbatt is the nominal REESS voltage, V

6.2.2.2.2.3 Where the RCB correction of CO2 and fuel consumption measurement values are required, the procedure describes in Appendix II of this Annex shall be used.

6.3. Electric Energy Consumption Calculations

6.3.1. OVC-HEV

6.3.1.1. Utility factor weighted total AC electric energy consumption including charging losses are calculated using the following equations:

Eweighted=∑j=1

k

(UF j∗ECD , j¿)¿

ECD , j=RCB j

D j∗∑j=1

k

RCB j

∗EAC


04.12.2012: Text added and/or deleted by drafting co.




Outcome of VP2






What is meant by “electricity balance of CO2 and FC were separately”?08.10.2012: This point is still open.




25.10.2012: Other symbols by DC.

31

where EAC is the recharged electric energy from the grid, Wh

Eweighted is the utility factor-weighted total energy consumption, Wh/km UFj is the driving cycle and phase-specific utility factor according to

Appendix VII of this AnnexECD,j is the calculated fraction of EAC used in the jth phase during the charge-

depleting test, Wh RCB is the measured charging balance during the charge-depleting test, Ah

RCBj is the measured charge balance of the jth phase during the charge-depleting test, Ah

Dj is the distance driven in the jth phase during the charge-depleting test,km

EAC is the measured recharged electric energy from the grid, Whj is the index number of each phase up to the end of transition cycle nk is the number of phases driven up to the end of transition cycle n

[Jp will consider later]

Electric energy consumption Eweighted indicates the AC electric energy consumption under mixed charge depleting and charge sustaining operation with fuel consumption FCweighted and CO2 emissions CO2weighted. Electric energy consumption C indicates the AC electric energy consumption observed under electric driving only irrespective of grid electric energy utility (or, utilisation?).

6.3.1.2. Electric energy consumption of the electric power train including charging losses.

6.3.1.2.1. Recharged electric Energy E in Wh and charging time measurements shall be recor-ded in the test report.

6.3.1.2.2. Electric energy consumption C is defined by the equation:

C = E AC / EAER

where

C is the electric energy consumption of the electric power train of an offvehicle chargeable hybrid electric vehicle OVC-HEV, Wh/km

EAC is the recharged electric energy from the, Wh EAER is the equivalent all electric range according to §6.4.1.3., km

6.3.1.3. Charge-depleting AC electric energy consumption including charging losses

ECD=

Eweighted

∑j=1

k

UF j

Electric energy consumption ECD indicates the AC electric energy consumption under charge depleting operation only, with fuel consumption FCCD and CO2 emission CO2,CD.


02.12.2012: Proposed section from S. Ploumen.


09.12.2012: EAC and EAER defined






32

6.3.2. BEV

6.3.2. Recharged electric Energy E in Wh and charging time measurements shall be recorded in the test report.

6.3.2.1. The electric energy consumption C including charging losses is defined by the equa-tion formula:

C = E AC / AER

where:

E is the recharged electric energy, Wh. C is the electric energy consumption of a battery electric vehicle, Wh/km

C is the electric energy consumption, Wh/kmEAC is the recharged electric energy from the grid, WhAER is the all electric range according to §6.4.1.1.

6.4. Electric Range

6.4.1. OVC-HEV

6.4.1.1. All Electric Range AER The measured AER is the distance driven over a number of WLTC in kilometres by using the REESS only until the IC engine is started for the first time. This gives the electric range of an off vehicle charging hybrid electric vehicle and shall be rounded to the nearest whole number.

6.4.1.2. All Electric Range City AERcity The measured AERcity is the distance driven at a number of Low+Mid?? parts of WLTC in kilometres by using the REESS only until the IC engine is started for the first time. This gives the electric city range of an off vehicle charging hybrid electric vehicle and shall be rounded to the nearest whole number.

6.4.1.3. Equivalent all electric range EAEREAER is the calculated portion of the total distance driven in charge depletion mode that is at-tributable to the recharged grid electric energy (where the remainder of the distance is attrib-utable to the fuel used and recuperation energy). It shall be expressed in kilometres and be rounded to the nearest whole number. 6.4.1.3.1. EAER shall be calculated as follows:

EAER=(CO2 ,CS−CO2 , CD, avg

CO2 , CS)∗Rcdc

where:


04.12.2012: Comment from drafting co.: this definition belongs either at the beginning of the Annex or under the Definitions section of the GTR.




Has already been defined in §2.4.7.


Has already been defined in §2.4.6.


04.12.2012: Text added and/or deleted by S. Ploumen and drafting co.


DC will attempt to minimize the repetition of this equation.

33

CO2 ,CD ,avg=∑j=1

k

CO2 ,CD ,

∑j=1

k

D j

andEAER is the equivalent all-electric range EAER, km

CO2.CS is calculated according to §6.4.1.3.3. CO2.CDavg is calculated according to §6.4.1.3.2. Rcdc is calculated according to §6.4.1.4, km

EAER is the equivalent all-electric range EAER, kmCO2,CS is calculated according to §6.2.1.1.CO2, CD, j are the CO2 emissions in the jth phase during the charge-depletion test,

gDj is the distance driven in the jth phase during the charge-depletion test,

kmRcdc is calculated according to §6.4.1.4., kmj is the index number of each phase up to the end of the transition cycle nk is the number of phases driven up to the end of the transition cycle n

6.4.1.3.2. The charge-depleting CO2 measurement value MCD YCD CO2CD shall be calculated as follows:

YCD = Σ CD emissions [g] / Σ CD distance [km]

where:

YCD is the sum of the CO2 emissions during charge-depleting in grams divided by the sum of driven distances in kilometres from all test cycles during charge-depletion i is the number of the test over the charge-depleting cycle range, Rcdc

6.4.1.3.3. The charge-sustaining CO2 measurement value MCS YCS CO2CS shall be calculated as follows:

CO2CS = CO2CSemissions / DistanceCS

where

CO2CSemissions are the CO2 emissions during the charge-sustaining test by the driven distance during charge-sustaining test, g/km i is number of the test over the charge-depleting cycle range, Rcdc

6.4.1.4. Charge-depleting Cycle Range Rcdc The charge-depleting cycle range is the sum of the cycle distances from the beginning of the charge-depleting test to the end of the last cycle prior to the cycle or cycles satisfying the break-off criteria. The Rcdc includes the transitional cycle, where the vehicle may have oper-


20.06.2012: Is there a sigma missing in the equation above?


The equation calculates Ycs and not Mcs.25.10.2012: CO2CS replaces existing symbols.


20.06.2012: Does the sigma sum from n=1 to n=i?


09.12.2012: S. Ploumen proposes that §6.4.1.3.2. and §6.4.1.3.3. be deleted.


25.10.2012: CO2CD replaces existing symbols.


As above


08.11.2012: g/km

34

ated in both depleting and sustaining modes. If the charge-depleting test possesses a trans-itional range, the Rcdc shall include those transitional cycles or cycles.

6.4.1.5. Actual Charge-depleting Cycle Range Rcda The charge-depleting actual range Rcda is the calculated distance driven from the beginning of the charge-depleting test to the point where the powertrain operation changes from charge-depleting mode into charge-sustaining mode. This mode transition may occur at any point within the (first) transition cycle.

Option 1: Based on CO2 value (based on Japanese regulation but simplified)

Rcda=∑i=1

n−1

Di ,cycle+( CO2 ,CS−CO2 ,n , cycle

CO2 ,CS−CO2 ,CD ,average , n−1)∗Dn

where CO2,CS are the CO2 emissions during the charge-sustaining test, g/kmCO2,n,cycle are the CO2 emissions over the nth drive cycle in charge-depletion

operating condition, g/kmCO2,CD,average,n-1are the average CO2 emissions in charge-depleting operating condition

until the n-1th drive cycle, g/kmDi,cycle is the test distance travelled during ith drive cycle, kmDn is the test distance travelled during the nth drive cycle in

charge-depleting operating condition, kmi is the index number of each whole cycle up to the end of transition

cycle nn is the number of whole cycles driven including transient cycle n

Option 2: Based on SOC value (based on SAE but assume that there is only one transient cycle)

Rcda=∑

i=1

n−1

Di ,cycle+( ∆ SOCn

∆ SOC n−1)∗Dn

where

∆SOCn is the change of state of charge during the nth drive cycle under

charge-depleting conditions, per cent

∆SOCn-1 is the change of state of charge during the n-1th drive cycle under

charge-depleting conditions, per cent

Di,cycle is the test distance travelled during the ith drive cycle, km

Dn is the test distance travelled during the nth drive cycle in

charge-depleting operating condition, km


09.12.2012: If this equation is to be used, ∆SOC should be changed to RCB


04.12.2012: Note from S. Ploumen: if this option is used, the equation should be changed from deltaSOC to RCB.


04.12.2012: Comment from drafting co.: this definition belongs either at the beginning of the Annex or under the Definitions section of the GTR.




18.05.2012J concern: Option2 needs absolute SOC, but no measurement method has been established.J position: Vote for option1.

35

n is the last charge-depleting cycle during the charge depletion test (transient cycle)

6.4.2. BEV

6.4.2.1. All-electric range, AERThe measured AER is the distance driven over a number of complete WLTCs until the break-off criteria is reached. This is the electric range of a pure electric vehicle and shall be rounded to the nearest whole number.

6.4.2.2. All Electric Range City AERcity The measured AERcity is the distance driven over a number of Low+Mid parts of WLTC un-til the break-off criteria is reached. This is the electric city range of a pure electric vehicle and shall be rounded to the nearest whole number.


18.0.2012J position: Weighting to each phase is still open.

36

APPENDIX Ia

RCB PROFILE, OVC-HEV, CHARGE-DEPLETING TEST

37

APPENDIX Ib

RCB PROFILE, OVC-HEV, CHARGE-SUSTAINING TEST

38

APPENDIX Ic

RCB PROFILE, BEV, ELECTRIC RANGE AND ELECTRIC ENERGY CONSUMPTION TEST

39

APPENDIX II

REESS CHARGE BALANCE (RCB) COMPENSATION

1. This appendix describes the test procedure for RCB compensation of CO2 and fuel consumption measurement results when testing NOVC-HEV and OVC-HEV vehicles.

2. Fuel consumption correction coefficient (Kfuel) defined by the manufacturer

2.1. The fuel consumption correction coefficient (Kfuel) shall be determined from a set of n measurements performed by the manufacturer. This set shall contain at least one measurement with Qi < 0 and at least one with Qj > 0. If the latter condition cannot be realised on the driv-ing cycle (each part of cycle) used in this test, the authority shall evaluate the statistical signi-ficance of the extrapolation necessary to determine the fuel consumption value at ΔEbatt = 0.

2.1.1. The fuel consumption correction coefficient (Kfuel) is defined as:

Kfuel = (n · ΣQiCi – ΣQi · ΣCi) / (n · ΣQi2 – (ΣQi)2) (l/100 km/Ah)

where:

Ci fuel consumption measured during ith manufacturer’s test, l/100 kmQi electricity balance measured during ith manufacturer’s test, Ahn number of data

The fuel consumption correction coefficient shall be rounded to four significant figures (e.g. 0.xxxx or xx.xx). The statistical significance of the fuel consumption correction coefficient is to be evaluated by the authority.

2.2. Separate fuel consumption correction coefficients shall be determined for the fuel con-sumption values measured over [each Part of the WLTC respectively].

2.3. Fuel consumption at zero battery energy balance (C0)

2.3.1. The fuel consumption C0 at ΔEbatt = 0 is determined by the following equation:

C0 = C – Kfuel · Q (l/100 km)

where:

C is the fuel consumption measured during the test, l/100 kmQ is the electricity balance measured during test, Ah

or: C’ = 100/C0

where:

C’ is the fuel consumption C0 in units of km/l


To be validated VP2

40

2.3.2. Fuel consumption at zero battery energy balance shall be determined separately for the fuel consumption values measured over the Part One cycle and the Part Two cycle respect-ively.

3. CO2 emission correction coefficient (KCO2) defined by the manufacturer

3.1. The CO2 emission correction coefficient (KCO2) shall be determined as follows from a set of n measurements performed by the manufacturer. This set shall contain at least one meas-urement with Qi < 0 and at least one with Qj > 0. If the latter condition cannot be realised on the driving cycle (Part One or Part Two) used in this test, the authority will be asked to ap-prove the statistical significance of the extrapolation necessary to determine the CO2 emis-sion value at ΔEbatt = 0.

3.1.1. The CO2 emission correction coefficient (KCO2) is defined as:

KCO2= (n · ΣQiMi – ΣQi · ΣMi) / (n · ΣQi2 – (ΣQi)2) (g/km/Ah)

where:

Mi CO2 emission measured during ith manufacturer’s test, g/kmQi electricity balance during ith manufacturer’s test, Ahn number of data

3.1.2. The CO2 emission correction coefficient shall be rounded to four significant figures (e.g. 0.xxxx or xx.xx). The statistical significance of the CO2 emission correction coefficient is to be judged by the responsible authority.

3.1.3. Separate CO2 emission correction coefficients shall be determined for the fuel con-sumption values measured over WLTC.

3.2. CO2 emission at zero battery energy balance (M0)

3.2.1. The CO2 emission M0 at ΔEbatt = 0 is determined by the following equation:

M0 = M – KCO2 · Q (g/km)

where:

C fuel consumption measured during test, l/100 kmQ electricity balance measured during test, Ah

3.2.2. CO2 emissions at zero battery energy balance shall be determined separately for the CO2 emission values measured over each part of WLTC respectively.


To be validated during VP2


Use of Part one and Part two to be investigated.

41

APPENDIX III

METHOD FOR MEASURING THE ELECTRICITY BALANCE OF TRACTION BATTERIES OF NOVC-HEVS AND OVC-HEVS

1. Introduction

1.1. This Appendix defines the method and required instrumentation to measure the electri-city balance of Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs) and Not Off-Vehicle Charging Hybrid Electric Vehicles (NOVC-HEVs).

Measurement of the electricity balance is necessary to determine when the minimum state of charge of the battery has been reached during the test procedure defined in Paragraphs 3. and 4. of this Annex; and to correct the measured fuel consumption and CO2 emissions for the change in battery energy content occurring during the test, using the method defined in Para-graphs 5. and 6. of this Annex.

1.2. The method described in this Annex shall be used by the manufacturer for the measure-ments that are performed to determine the correction factors Kfuel and KCO2, as defined in Para-graphs x.x.x.x.x of this Annex.The authority shall check whether these measurements have been performed in accordance with the procedure described in this Annex.

1.3. The method described in this Annex shall be used by the authority for the measurement of the electricity balance Q, as defined in Paragraphs x.x.x.x.x. of this Annex.

2. Measurement equipment and instrumentation

2.1. During the tests described in Paragraphs 3., 4., 5. and 6. of this Annex, the battery cur-rent shall be measured using a current transducer of the clamp-on or closed type. The current transducer (i.e. a current sensor without data acquisition equipment) shall have a minimum ac-curacy of 0.5 per cent of the measured value (in A) or 0.1 per cent of the maximum value of the scale. OEM diagnostic testers shall not be used for the purpose of this test.

2.1.1. The current transducer shall be fitted on one of the wires directly connected to the bat-tery. In order to easily measure battery current using external measuring equipment, manufac-turers should preferably integrate appropriate, safe and accessible connection points in the vehicle. If that is not feasible, the manufacturer is obliged to support the authority by provid-ing the means to connect a current transducer to the wires connected to the battery in the above described manner.

2.1.2. Output of the current transducer shall be sampled with a minimum sample frequency of [5] Hz. The measured current shall be integrated over time, yielding the measured value of Q, expressed in ampere-hours (Ah).

2.1.3. The temperature at the location of the sensor shall be measured and sampled with the same sample frequency as the current, so that this value can be used for possible compensa-tion of the drift of current transducers and, if applicable, the voltage transducer used to con-vert the output of the current transducer.


23.10.2012: to be determined?


23.10.2012: references must be checked.


25.10.2012: DC must rework this appendix especially with regards to references.

42

2.2. A list of the instrumentation (manufacturer, model no., serial no.) used by the manu-facturer to determine

(a) when the minimum state of charge of the battery has been reached during the testprocedure defined in Paragraphs 3. and 4. of this Annex; and(b) the correction factors Kfuel and KCO2 (as defined in Appendix II of this Annex) (c) the last calibration dates of the instruments (where applicable)

shall be provided to the responsible technical authority.

3. MEASUREMENT PROCEDURE

3.1. Measurement of the battery current shall start at the same time as the test starts and shall end immediately after the vehicle has driven the complete driving cycle.

3.2. Separate values of Q shall be logged over the cycles required to be driven for that class of vehicle.

43

APPENDIX IV

CONDITIONING FOR BEV AND OVC-HEV TESTING

1. This appendix describes the test procedure for battery and IC engine conditioning in prepar-ation for (a) electric range, charge-depleting and charge-sustaining measurements when test-ing OVC-HEV and (b) electric range measurements when testing BEV vehicles.

2. IV.1. OVC-HEV IC engine and battery conditioningIn case of testing an OVC-HEV not in order charge-depleting test followed by charge-sustain-ing test, a repeating of each subtest, means depleting or sustaining, is possible as shown at the figure below. In that case a special preparation of the vehicle as prescribed according point III.1.1. shall be performed before the charge-depleting test or the charge-sustaining test starts.

2. OVC-HEV IC engine and battery conditioningWhen testing in charge-sustaining mode is followed by testing in charge-depleting mode, the charge-sustaining mode test and the charge-depleting test may be repeated independent of one another. In that case, the vehicle shall be prepared as prescribed 2.1.1. before the charge-de-pleting test or the charge-sustaining test starts.

IV.1.1. OVC-HEV IC engine and battery conditioning in case of testing according to §5.1.1.2. of this annex. (Test procedure starts with CS test)2.1. OVC-HEV IC engine and battery condition when the test procedure starts with a charge-sustaining test

2.1.1. Before testing, the vehicle shall be kept in a room in which the temperature remains rel-atively constant around 298 K (25°C) within 293 K and 303 K (20 °C and 30 °C). This condi-tioning shall be carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are within ± 2 K of the temperature of the room.[refer to ICE requirement]

Alternative setting of SOC level for the charge-sustaining test is possible. In that case, a precondi-tioning of ICE is needed

DC: This is covered under §2.1.6.


LabProcICE is currently rewriting the text on soaking.


8.7.2012: §5.1.1.2. says: 5.1.1.2. In case the test sequence of an OVC-HEV starts with a charge-sustaining test, the vehicle shall be prepared by the procedures as defined in appendix IV point IV.1.1. of this annex.


20.06.2012: rewritten.


26.10.2012: all participants asked to go through this annex and submit comments.

44

2.1.2. For preconditioning of the IC engine, the OVC HEV shall be driven in two consecutive WLTCs required for that class of vehicle. The manufacturer shall guarantee that the vehicle operates in a charge-sustaining operation. The preconditioning cycle shall be performed in a cold condition after a soak period according to 2.1.1.

2.1.3. When testing an OVC-HEV with driver-selectable operation mode, the preconditioning cycles shall be performed in the same operation mode as the charge-sustaining test as de-scribed in §5.1.2. of this annex.

2.1.4. During the preconditioning cycle according to 2.1.2., the charging balance of the trac-tion battery must be recorded and shall be within the permissible charging balance deviation in §5.1.3.3.1. of this annex.

2.1.5. If the charging balance deviation during the preconditioning cycle is higher than in §5.1.3.3.1. of this annex, the preconditioning cycle according to 2.1.2. must be repeated until the charging balance deviation complies with the limit in §5.1.3.3.1. of this annex.

2.1.6. Alt, at the request of the manufacturer, the SOC level of the REESS for the charge-sus-taining test can be set according to the manufacturer’s recommendation in order to achieve a charge balance neutral charge-sustaining test.

In that case an additional ICE preconditioning procedure according to the conventional vehicles can be applied.[to be validated during VP2]

2.1.6. IV.1.2. OVC-HEV IC engine and battery conditioning when testing according to §5.1.1.3. of this annex. (Test procedure starts with CD test)2.2. OVC-HEV IC engine and battery condition when the test procedure starts with a charge-sustaining test

2.2.1. Before testing, the vehicle shall be kept in a room in which the temperature remains rel-atively constant around 298 K (25°C) within 293 K and 303 K (20 °C and 30 °C). This condi-tioning shall be carried out for at least six hours and continue until the engine oil temperature and coolant, if any, are within ± 2 K of the temperature of the room.

2.2.2. For preconditioning the IC engine the OVC HEV shall be driven in two consecutive WLTC. The manufacturer guarantees that the vehicle operates in a charge-sustaining opera-tion. 2.2.3. In case of testing a OVC-HEV with driver-selectable operation mode, the precondition-ing cycles shall be performed in the same operation mode as the charge-depleting test as de-scribed 5.1.2 of this annex.

2.2.4. During soak, the electrical energy storage device shall be charged, using the normal overnight charging procedure as defined in paragraph 2.2.5. below.


20.06.2012: LabProcICE is currently rewriting the text on soaking.


8.7.2012: §5.1.1.3. says: In case the test sequence of an OVC-HEV starts with a charge-depleting test and followed by charge-sustaining test, the vehicle shall be prepared by procedures as defined in appendix IV point IV.1.2. of this annex.


20.06.2012: What is meant by “neutral”? The sentence is not clear.


23.10.2012: will preconditioning be different from standard vehicles?

45

2.2.5. Application of a normal overnight charge

2.2.5.1. The electrical energy storage device shall be charged: (a) with the on board charger if fitted, or(b) with an external charger recommended by the manufacturer using the charging pattern prescribed for normal charging;(c) in an ambient temperature comprised between 20 ºC and 30 ºC. This procedure excludes all types of special charges that could be automatically or manually initiated like, for instance, the equalisation charges or the servicing charges. The manufacturer shall declare that during the test, a special charge procedure has not occurred.

2.2.5.2. End of charge criteria The end of charge criteria corresponds to a charging time of 12 hours, unless a clear indication is given to the driver by the standard instrumentation that the electrical energy storage device is not yet fully charged. In this case:[JP will consider later]

Maximum time=3∗claimed battery capacity (Wh)mains power supply (W )

3. BEV battery conditioning

3.1. Initial charging of the batteryCharging the battery consists of discharging the battery and applying a normalovernight charge

3.1.1. Discharging the batteryDischarge test procedure shall be performed according to the manufacturer’s recom-

mendation. The manufacturer will guarantee that the battery is as fully depleted as is possible by the discharge test procedure.

3.1.2. Application of a normal overnight chargeThe battery shall be charged: (a) with the on-board charger if fitted,(b) with an external charger recommended by the manufacturer, using the charging pattern prescribed for normal charging,(c) at an ambient temperature between between 20 °C and 30 °C.

The procedure shall exclude any special charges that could be automatically or manually initiated equalisation charges or servicing charges. The car manufacturer shall declare that no special charge procedure took place during the test.

3.1.3. End of charge criteria The end of charge criteria shall correspond to a charging time of 12 hours except if a clear indication is given to the driver by the standard instrumentation that the battery is not yet fully charged. In this case,[JP will consider later]

Maximum time=3∗claimed battery capacity (Wh)mains power supply (W )


18.05.2012J position: Refer to ISO.


18.05.2012J position: Refer to ISO.

46

3.1.4. Fully charged batteryA fully charged battery is one which has been charged according to the overnight

charge procedure fulfilling the end of charge criteria.

47

APPENDIX V

STANDARDIZED METHODOLOGY FOR DETERMINATION OF A GLOBALHARMONIZED UTILITY FACTOR (UF) FOR OVC-HEVs

The Utility Factor UF indicates the limited utility of a particular initial operating mode (e.g. CD mode of an OVC-HEV). An operating mode with a very long range, for example, will have a very high utility and, thus, a UF that approaches 1.0. The UF result is for a distance RCD based upon a set of in-use data collected of daily miles travelled per day of a large sample group. The UF is defined by using the assumptions that (1) the vehicle starts the day from a routinely achieved, fully charged state and (2) the vehicle is charged to said state be-fore every day of personal travel. The UF weighting for a given RCD is applied to the CD res-ults, and the term (1-UF) is applied the CS mode results. (Source: SAE J2841, modified by TB).

It is proposed by the ACEA DTP e-Lab group to apply a Utility Factor (UF) to generate weighted combined values from a charge-depleting test condition and a charge-sustaining test condition for externally chargeable HEV (OVC HEV). For OVC HEV these weighted com-bined test results (e.g. for CO2 and pollutant emissions) shall be considered to be the equival-ent to the test results determined for conventional vehicles and electric vehicles as determined according to the applicable test procedures (Annex 6).

The Utility Factor is determined by statistical methods and is based on real driving behaviour data analyses. An example of how an UF can be determined is given by SAE J2841.

The UF is applied to the CD test results, and (1-UF) is applied to the CS test results.

Most OVC-HEV regulations already include utility factors to merge CD and CS values. (Re-mark: even the equations in UN ECE-R 101 can be transformed in a way that they represent a utility factor) see figure below (from initial OICA presentation):

The WLTP DTP e-Lab group does currently not focus on the determination of the UF. How-ever, there is a need to further elaborate on the determination on a global harmonized utiliza-tion factor. To determine the UF, a set of statistical data needs to be generated and methodolo-gies need to be developed how to generate the UFs from the statistical data. SAE J2841could act as an sample for such a methodology.


This is a political issue and should be discussed at the DTP level.

48

It is therefore recommended that the WLTP process starts with global harmonized activities to determine the methodology and gather the relevant statistical data.The WLTP e-Lab group could support this activity, especially regards the development of a global methodology and by providing a list of data that need to be collected. The data gather-ing itself is beyond the capabilities of the DTP e-Lab group.

For the purpose of CO2 and fuel consumption determination there is the need to develop equa-tions to calculate the fractional utility factors.Also the adoption of this known equation from the EPA legislation is possible.

49

APPENDIX VIa

OVC-HEV CO2 CALCULATION EXAMPLE

APPENDIX VIb

OVC-HEV FUEL CONSUMPTION CALCULATION EXAMPLE


22.10.2012: DC requests agreement on the number of significant digits and/or number of places behind the decimal.

50

APPENDIX VII

DETERMINATION OF THE CYCLE ENERGY DEMAND OF THE VEHICLEOption 1:Calculation of Cycle Energy Demand :

With :

2:Determination of Cyc le Energy Demand by using the chassis dynamometer load table de - pending on the test mass of the vehicle: --> That means, we need support by Heinz Steven for the determination of fixed values for net energy demand, depending of the test mass of the vehicle


Input required from DHC.


Request from DC:


26.10.2012: Japan to send a proposal for an Option 3.

web viewwltp-2013-014 draft annex 8, electrified vehicles 04.01.2013. open points: annex 8...

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