WLTP-E-Lab Sub Group Progress report WLTP-DTP-E-LabProc-061

WLTP-E-Lab Sub GroupProgress report

WLTP-DTP-E-LabProc-061

Leader: Per Ohlund / Kazuki Kobayashi

Proposed actions for gtr development

2011

11 12

2012

1 3 6 9 12

2013

1 3 6 9 12

E-Lab action

Validation 2

Confirmation

Round Robin

test sequence

WLTC completed

Validation 2

Round Robin

Draft gtr2 Modify gtr

reflection

[ Background ]1. Draft gtr 1 is the portion exclude Validation phase 2. 2. Some of open issues need to be evaluated during the validation program.3. Draft gtr 2 is reflected the result of Validation 2 .

Parameter set

Short V1

Draft gtr1

Procedure for V2

Confirmation

Lab process-EV meeting in Brussels

• 26-28th of March at JAMA office in Brussels.• Discussion for the gtr text based on ACEA

proposal. • Some open issues should be evaluated during

validation phase 2.• The draft gtr ver.1 should be submitted to

drafting coordinator.• This result will be referred to Validation test

sequence by beginning of May.

2.2.2. Hybrid Electric PowertrainHybrid electric power train means a power train that, for the

purpose of mechanical propulsion, draws energy from both of the following on-vehicle sources of stored energy/power:

- Consumable fuel- RESS [1]) 1) Rechargeable energy storage system (RESS) means the

rechargeable energy storage system that provides electric energy for electric propulsion (e.g.: battery, capacitor, flywheel / generator ...). <<ECE101 base modified >>

RESS renamed REESS(REchargeable Energy Storage System. Refer to R100.

Open issues concerning gtr text


• 3.4. Measurement Units and Presentation of results• Accuracy of measurement units and presentation results shall be as follows:

–

Parameter Units Communication of test results

AERAERcityEAERRCDARCDCElectric energy coNECNEC ratioEac recharged EFC correction factorCO2 correction factorUtility Factor...

kmkmkmkmkmWh/kmWh Ah%Whl/100km/Ahg/km/Ah

Rounded to nearest whole numberRounded to nearest whole numberRounded to nearest whole numberRounded to nearest whole numberRounded to nearest 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

The significant figure for the range value (AER, AER city, EAER and so on) should be for calculation 0.1km, for report nearest whole number.

4.2.1. Vehicle Preparation 4.2.1.1. As a general principle for the tests, hybrid electric vehicles

shall be tested according to the principles applied to vehicles powered by an internal combustion engine only (Annex Z), unless modified by this annex.

4.2.1.2. The vehicle must have undergone at least [300] km with those batteries that are installed in the test vehicle. [to be discussed later ]

4.2.2. RESS[Battery] Preparation 4.2.2.1. If the batteries are operated above the ambient temperature,

the operator shall follow the procedure recommended by the car manufacturer in order to keep the temperature of the battery in the normal operating range. The manufacturer's agent shall be in a position to attest that the thermal management system of the battery is neither disabled nor reduced.

4.2.2.2. The vehicle must have undergone at least [300] km with those batteries that are installed in the test vehicle.


5.1.1.7.1.Charge Depleting test: Option 1: For testing vehicles with operator selectable driving modes, the CD test shall be

performed by using the most electric energy consuming hybrid operation mode that best match the target curve.

In case that the most electric energy consuming hybrid mode that best match the target curve is the default mode, the test can be performed in the default mode.

Option 2: For testing vehicles with operator selectable driving modes, the CD test shall be

performed by using the most electric energy consuming hybrid operation mode that best match the target curve.

In case that the most electric energy consuming hybrid mode that best match the target curve is the default mode, the test can be performed in the default mode.

Option 3: For testing vehicles with the default mode position as operator selectable driving modes,

the CD test shall be performed by using the default mode. In case that vehicle has not the default mode, manufacturer may recommend the most

representative mode that best match the target curve and most customers will use on the road to the type approval authority, the test can be performed in the approved mode.

2012.03.27 During CD test , EV on /off switch should be deactivated. Manufacure is a free to run the additional test with activating the EV on/off switch .(temporary treatment)

[to be validated during Validation phase 2]


5.1.3.3.The charge depleting test procedure shall consist of a number of consequtive WLTC (phase 1-3(4) without soak) each followed by a 　 [10]+/-2 minutes soak period until charge sustaining operation is achieved. [To be validatedVP2]


5.1.3.3.2.The break off criteria for the charge depleting test is reached when the Net Energy Change (NEC), over cycle N+1 is less than x Wh.

Option 1

5.1.3.3.3.The break off criteria for the charge depleting test is reached when the relative net energy change as shown in the formula below is less than x %.

Option 2

Relative net energy change [%] = ____________NEC_____________ 　　　　　　　 Cycle energy demand of the test vehicle


CS mode

CD mode

5.1.5.1.5.To respect human needs, up to [three interruptions] are permitted between test sequences, of no more than 15 minutes in total. [to be validated VP2, ex. Long range vehicle ]


Interruption condition should be evaluated during Validation phase 2

Especially the BEV which has long EV range.

5.1.5.3.1. Driving curve deviations beyond this tolerance band are permitt

ed 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 l

ess than ?x? seconds each. 　 [Jp and US has another criteria for end of test, to be consid

ered][(c) to respect to human needs up to 3 interruptions are permitt

ed between test sequences of no more than 15 minutes in total.]

to be deleted, This sentence already written.


5.3.2.5.5.(d) Charging of the battery and Measuring of the electric energy consumption

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


Charging condition after the range test

6.1.1.1.Charge Sustaining Mode Pollutant Emissions The exhaust emissions shall be calculated by a cold start

CS test according the requirements for the conventional vehicle as described in annex XY.

The charging balance correction calculation is not required for determination of pollutant emissions.

[Additional pollutant should be considered to be corrected or not]


Discharge(+)

Charge(-)

CO

2/F

uel

con

su

mp

tion

/(Em

issio

n)

0∆RCB (Ah)

OIL No.25bisHow to measure?Opt.1) Voltage [V]Opt.2) Current [Ah]Opt.3) CANTo be measured by current regulation


6.1.1.2.Weighted Pollutant Emissions Calculate the weighted pollutant emissions from the

CD mode and CS mode results using the formula below:

[Jp will consider later]

6.1.2.NOVC-HEV with/ without driver selectable operating modes• The exhaust emissions shall be calculated in the same way as

required for conventional vehicle as shown in Annex XX.• The charging balance correction calculation is not required for

determination of pollutant emissions.[to be considered initial SOC at testing ]

• [Additional pollutant should be considered to be corrected or not]


6.2.1.2.5.Under the conditions below, it is allowed to take the uncorrected measured values C and M as the test results:

1) in case the manufacturer can prove that there is no relation between the energy balance and fuel consumption,

2) in case that ΔEbatt always corresponds to a RESS charging,3) in case that ΔEbatt always corresponds to a RESS decharging

and ΔEbatt is within [1??? per cent] of the energy content of the consumed fuel (consumed fuel meaning the total fuel consumption over 1 cycle). [to be discussed later ]


∆R

CB

(A

h)

CycleStart End

EU) ECE101 Annex8

Start±x%of

fuel energy?

OIL No.27 RCB correction criteria

II.1.2.1.Separate fuel consumption correction coefficients shall be determined for the fuel consumption values measured over [each Part of the WLTC respectively].

To be validated VP2 II.1.3.Fuel consumption at zero battery energy balance (C0)II.1.3.1.The fuel consumption C0 at ΔEbatt = 0 is determined by the following equation:

[Jp will propose fuel consumption formula with unit (km/l) in parallel]C0 = C – Kfuel · Q (l/100 km)

where:C : fuel consumption measured during test (l/100 km)Q : electricity balance measured during test (Ah)

II.2.2.1. Separate CO2-emission correction coefficients shall be determined for the fuel consumption values measured over WLTC.[ to be validated VP2]


Proposed actions for gtr development

2011

11 12

2012

1 3 6 9 12

2013

1 3 6 9 12

E-Lab action

Validation 2

Confirmation

Round Robin

test sequence

WLTC completed

Validation 2

Round Robin

Draft gtr2 Modify gtr

reflection

[ Background ]1. Draft gtr 1 is the portion exclude Validation phase 2. 2. Some of open issues need to be evaluated during the validation program.3. Draft gtr 2 is reflected the result of Validation 2 .

Parameter set

Short V1

Draft gtr1

Procedure for V2

Confirmation

8th May Phone conf

Day 1 Day 2 (EV: Day 1) Day 3 (EV: Day 2)

Appendix; 　 Consideration items on E-Lab. Gr.B

att

ery

co

nd

itio

n [

Ah

}

Precondition

Drain & Fill

Soak 6hr

Pre-con cycle

Soak 12~36 hr

Canister loading

Confirm tire pressurePrepare RCB measurement

Discharge

WLTC×1

Charge sustaining (CS) mode test (cold)

Full chargemax. 12 hr

⊿E

within 1hr

Plug OFF

WLTC×n

Charge depleting (CD) mode test

WLTC×1

(Drain & Fill)Soak 12~36 hr

⊿E

AER

EAER

RCDR

Full charge

Charging voltage100 / 200V (PL12)

End of charge criteria (PL1)

Order of CD/CS(PL4)

Interruption condition (PL5)

RCB break off criteria (PL2/9)

Termination conditionfor EV range (PL6/7)

Charge sustaining (CS) mode test (hot)

Prepare RCB measurement

CO2/FC calculation(PL8/10)

Performance of Watt-hour meter, Am-meter (PL3)

Multi modegear box

(PL11)

◆Test flow (independent test for L/M/H/ExH)

Confirm tire pressure

*) EAER: Equivalent All Electric Range

*) RCDR: Charge Depleting Range

*) NEC: Net Energy Change = RCB * nominal voltage of RESS

*) RCB: RESS Charge Balance (=SOC)

*) RESS: Rechargeable energy storage system

*) AER: All Electric Range

PL1. End of charge criteria Back ground ：

ACEA proposal: Starting within 1 hour from “plug-off”

Japanese proposal: ”from charge completed”

How to ： Monitoring RCB fluctuation after charge complete

CD test ： 2 （ max/minimum charging ） ×4 phase （ L/M/H/ExH ） ×3 times

Impact of battery type ？ (Ni-MH /Lithium ，， )

Measurement parameter ： RCB （ Voltage/electric current & CAN ）

Test equipment ： RCB measurement system

Charge complete

Plug off

CD test start

1hrfluctuation

CS test

CD test

WANTED! Participant!

Laboratory ,manufacture

Back ground ：

RCB Break off Criteria (CD→CS)

How to ：

Comparing 2 calculation result by each procedure

CDtest ： 4phase （ L/M/H/ExH ） ×3times

Measurement parameter ：

RCB ， Fuel Consumption ， total Energy demand at wheels to perform the cycle based on the theoretical profile of the WLTC

Test equipment ：

RCB measurement system

PL2/9. RCB break off criteria

CS mode

CD modeTo be analyzed : a relative NEC:

1) (RCB x Nominal Voltage of the battery) / (RCB x Nominal Voltage of the battery + Energy of the Fuel)

2) (RCB x Nominal Voltage of the battery) / (total Energy demand at wheels to perform the cycle based on the theoretical profile of the WLTC)

or an absolute NEC : RCB x Nominal Voltage of the battery

*) RCB: RESS Charge Balance (=SOC)

*) RESS: Rechargeable energy storage system

*) NEC: Net Energy Change = RCB * nominal voltage of RESS



PL4. Order of CD/CS testBack ground ：

Confirm impact the order of CD/CS test

Soak -CS test –Charge or CD test –shifting CS mode-Charge

For example the temperature impact around Battery

How to ： CD&CS test ： 4phase （ L/M/H/ExH ） ×3times

Measurement parameter ： RCB （ Voltage/Electric current & CAN& temperature Battery or any

other electrical parts ）Test equipment ：

RCB measurement system

PL6/7. Termination condition for EV range (EV)Back ground ：

Japan ： the deviation occurs not more than once within 4 second

US ： more than 2 second

Europe ： Target more than 50km/h ： Below 50km/h ，

Target Less than 50km/h ： more than 5s 6times during 1 hour

How to ： Running until completely stop and calculate EV range by each

procedure

Compare each result

EV range test ： 4Phase （ L/M/H/ExH ）Measurement parameter ：

RCB （ Voltage/electric current & CAN ） ,Distance


PL6/7. Termination condition for EV range (OVC HEV)Back Ground ：

To compare PHEV and Range Extender

How to ： Confirmation test procedure for range extender

Compare with PHEV

CD& CS test ： 4phase （ L/M/H/ExH ） ×3times

Measurement parameter ： RCB （ Voltage/Electric current & CAN ）




Especially Range extender manufacture

PL12. Charging voltage 100 / 200V Back ground ：

Charging voltage has impact for charging efficiency.

There are several Voltage in all of the world.

US:110-120V,Japan:100/200V.EU:220-240V(127V)

How to ： Measure Charging time ， Fluctuation during Plug ON ， impact for

CS/CD test result,Electric Range.

PHEV:CD test ： each Voltage×4phase （ L/M/H/ExH ） ×3times

EV: Electric range :Each Voltage × 4phase （ L/M/H/ExH ） ×3times

Measurement parameter ： RCB （ Voltage & CAN ）


Japan conducted pre-validation 2

How do we treat the difference of Voltage of each region?

Appendix ： Open issues

• Green color means “agreed or deleted”

• Red color means “to be discussed “.

• Blue color means” to be confirmed in Validation phase 2”.

• Under line means “changed from last DTP in Geneva”.

• These under lined issues will be reported today.

Open issues

Color means state of each issue on Open issue list

Green Agreed or deleted 18

Yellow Validation test 11

Blue Proposed 2

White Open Issues 11

11 open Issues are

To be discussed 2 (UF, Battery charging time) =>To be discussed during V2

Depends on new cycle 1 ( AE city for Low speed EV) => To be discussed during V2

Depends on Validation results 5 (ex,EV range, CD /CS test,)=>TBD after V2

Follow ICE group 3 (R/L, multi gear box,)

The Issues to be validated are listed on parameter setting list.

The procedure for validation phase 2 are shown next.

Proposal　

Step 3 Charge Sustaining ModeUnknown

SOC

　 operation　switch

initial　discharge

pre-conditioning　

Soak　timeCharge　sustaining　test

ChargingOIL No.8　Charging　method

EV n/a 　 n/a 　 n/a 　 n/a 　 n/a ConsumptiontestOILNo.2Charging　time:　OIL

No.9Condition:　OIL No.7　　end　of　charge　:OIL No.10,10bis

OVC　HEV

without 　 OIL No.14　 discharge　condition　MR

　 follow　ICE　　

　follow　ICE

　　

OIL No.26,27RCB　correction　　　Ex;　correct　emission?　　　　

With

With

NOVC　HEV

Without

n/a

　follow　ICE

　　

follow　ICE 　

　　

　n/a

　　

with

with

Cold start of ICE

Ch

arg

ing

Con

dit

ion

Batt

ery

[A

h]

Performance of Watt-hour meter,

Am-meter

OIL No.15,16,17

Validation test

Proposal　

Appendix: RCB Compensation

Operation switchRange

test

Pollutants (including AP/PN/PM) CO2/Fuel Consumption

CD test CS test CD test CS test

EV Without

n/a

n/a n/a n/a n/a

OVC HEV

With (incl. pure EV)

n/a OIL26/26bis/27 n/a

Applicable

OIL No.27

To be discussed based on Validation result

With (no pure EV)

Without

NOVC HEV


n/a OIL26/26bis/27 n/a

Applicable

OIL No.27

To be discussed based on Validation result

With (no pure EV)

Without

∆R

CB

(A

h)

CycleStart End

EU) ECE101 Annex8

Start±x%of

fuel energy?

OIL No.27 RCB correction criteria

RCB Correction for CO2 &FC

Discharge(+)

Charge(-)

CO

2/F

uel

con

su

mp

tion

/(Em

issio

n)

0∆RCB (Ah)

OIL No.25bisHow to measure?Opt.1) Voltage [V]Opt.2) Current [Ah]Opt.3) CANTo be measured by current regulation

Proposal　

Step 3 Charge Sustaining Mode (bis)

Unknown SOC

with

with n/ afollow　ICEfollow　ICEn/ a

WithoutNOVC　HEV

With

With

OIL　No.26,27RCB　correction　

Ex;　correct　emission?

follow　ICEfollow　ICEOIL　No.14discharge　condition

withoutOVC　HEV

Charging　time:　OIL　No.9Condition:　OIL　No.7　　end　of　charge　:OIL　No.10,10bis

n/ an/ an/ an/ an/ aEV

ChargingCharge　sustaining　test

Soak　timepre-conditioning　initial　discharge

operation　switch

with

with n/ afollow　ICEfollow　ICEn/ a

WithoutNOVC　HEV

With

With

OIL　No.26,27RCB　correction　

Ex;　correct　emission?

follow　ICEfollow　ICEOIL　No.14discharge　condition

withoutOVC　HEV

Charging　time:　OIL　No.9Condition:　OIL　No.7　　end　of　charge　:OIL　No.10,10bis

n/ an/ an/ an/ an/ aEV

ChargingCharge　sustaining　test

Soak　timepre-conditioning　initial　discharge

operation　switch

Cold start of ICE

Char

gin

g C

onditio

n B

atte

ry [Ah]

OIL.10bis

Charge complete

Plug off

Test start

(OIL10)

1hrEnd of charge criteria

Validation test

Proposal　

Step4 Charge Depleting Mode

　 operation　switchcharging　after　

CS　testCharge　depleting　test/EV　range　testOILNo.11Interruption　Condition

Charging

EV n/a 　 n/aTest　termination　Condition　OIL No.12Stop　Condition OILNo.13 Same as Step3

OVC　HEV

without　　 refer　to　

step3　

RCB　break　off　criteria:　OIL No.25& 25bis

Deceleration　condition;　OIL No.13bis 　EAER　determination　OIL No.21To be discussed based on validation

result.

Same as Step3with

with

NOVC　HEV

without 　　 n/a

　

　　 n/a

　

　　 n/a

　with

with

Test 1 Test 2

CO 2RCDA calculated with k factor

Driving cycle [/]

All Electric Range

Equivalent All Electric Range

Charge Depleting Range RCDA

Fully Charged

Recharging 12h max

Ch

arg

ing

Con

dit

ion

[A

h]

Alternative

(in case of

CD test has

to be

retested) :

ICE

precondition

ing at

chronologica

l separation

from step 1

and 2

Recharge

12h max

First start of ICE

Test n

(transcient)

Test n+1

(needed for

calculations)

36h soak max

1h max from

plug off

charge and start of CD

CO 2 hot CSCO 2 TranscientCO 2 avg CD

Spak

time+ battery

charge

OIL.No31Low power vehicle

What is Low power vehicle?

How to validate?

To be raised DTP level

Proposal　

Step5: Calculation

Operation switch

PollutantsFuel

ConsumptionElectric Energy

Range

RCB(DC)Chaege Duration

others

AER EAER Rcda Rcdc AERcity

EV n/a n/a n/a applicableapplicable n/a

Applicable

OVC HEV

Without applicable applicable Applicable Applicable

With

With

NOVC HEV

Without applicable applicable

n/aWith

With

Pollutants :

CO2/Fuel Consumption :

Range :

Detailed calculation formula is developed based on validation test results.

Proposal　

Appendix: Utility Factor

Operation switch Utility Factor

EV Without n/a

OVC HEV

With (incl. pure EV)OIL. No.1 　　 SAE method is acceptable. But to get the traffic data of all country is too difficult.

Political issue what should be discussed in DTP meeting.With (no pure EV)

Without

NOVC HEV


n/aWith (no pure EV)

Without

OVC range (km)

Uti

lity

Facto

r

25

0.5

1.0JPN

US

(EU)

US: SAE J1711 with US data JPN: SAE J1711 with JPN data　　　　　　　　 EU: CS weight is 25km (fixed)

)1(*2*22 UFCOUFCOCO CSCDweighted

25)(

OVCrange

OVCrangeEUUF

OIL No.1: WLTP UF SAE 1711 with Opt.1) based on reagional data Opt.2) based on worldwide data

To be discussed later stage

Annex: Open issue list 1tech/polit/overlap

A/P/OI Item Issue Action Vehicle Date of discussion gtr text VP2

1 political/tecOI Utility factorThe us and jp regulation has methods whichinclude statistical analysis. ( EU:25km)

These methods will be considered.SAE method is acceptable. But to get thetraffic data of all country is too difficult.

Result of Stockholm meeting.The formula to calculate CO2 is agreed.How to determine UF is still open issue.

OVC(PHEV)1.6.2011->5.7.2011->To be discussed

AppendixV

6.1.1.2

CAL1-3

2 tec AEnergy consumptiontest condition

"Battery temperature requirements" : What does itmean ? ---> "T°C of the test" ? need to precise thiswording

Follow recommendation from ICE groupregarding ambient temperature, in phase 1 onlynormal ambient temperature and in phase 2consider cold ambient temperature.EU commision required to discuss aboutdifferent temprature and external condition.

BEV agreedAppendix

IV?

3 tec/OverlapOI Road load

* Issue for vehicle with no mechanical neutral gear* consider the charging/recharging electrical energyduring deceleration : to guaranty the same behavioron the "road" and on the chassis dyno

Follow recommendations from ICE group exceptin cases where there are differences forexample no mechanical neutral gear. Agreed toconsider minimum requirement. This will makeflexibility for future technical development andprevent judgment variation by contractingparties.

E-Lab subgroup made a proposal for ICE inStockholm

ALL9.5.2011->5.7.2011->propose to ICE

- RL6

3 bis tec/OverlapOI Road load

Coast Down Mode : there is a need for a coastdown mode and where there are specialrequirement for electrified vehicles this will beaddressed by the Elab subgroup.

To be discussed (see T&E proposal) : ICEproposal ok with a few corrections from E-lab

E-Lab subgroup made a proposal for ICE inStockholm

ALL9.5.2011->5.7.2011->propose to ICE

- RL6

4 tec/OverlapOI Low power vehicleThe vehicles which have difficulty to follow theprescribed cycle.(like as electrified vehicles for only urban)

follow development in the DHC group. Lowpower vehicles that will have problem followingthe driving cycle will be considered by the DHCgroup.

ALL after DHC completed - ?

5 tec AEmission worst test :to merge row 5 androw 29

General opinion to avoid to large number of tests.Only Japanese regulation has worst emission testfor CD mode.

out of GTR scope Japanese worst emission testis out of gtr scope.. Same with No29 OVC(PHEV) agreed (6.1.1.2) ?

6 tec OI Run in mileage Run in mileage for test

300km or more (Evs) and for PHEVs ?EV:300km or more, PHEV->Follow ICEbattery 300km ->agreedHow about Vehicle run in mileage?300km?

Evs　and　PHEVs 1.6.2011->TBD 4.3.1.3 P0

Open issue list2

tech/polit/overlap


6 bis tec A Run inBattery / ICE operation ratio during vehicle run infor OVC type HEV. Consider the necessity to definethe "battery operation ratio" during “run in mileage”

HEV :Follow ICE

OVC(PHEV)1.Vehicle has default mode: Run in shouldbe performed in default mode.2.without default mode:manifacturerecommendation.3.Run in should be performed with CS mode.

OVC(PHEV)9.5.2011->5.7.2011->agreed

4 P0

7 tecOI for EVand forPHEV

Charging condition

to not regulate the possibility to soak outdoor.(proposed by Jp) ; Remark : actually maybe still anOI for PHEV (electric range impact) as well. Pleaseto explain which country(ies) has (have) a problemto perform the charge of the battery inside ?

It could be a safety issue for by somecontracting parties if we do not allow chargingoutdoor.

Agreement:25+/-5degC . To be deleted outdoor condition.

OVC(PHEV)/BEV1.6.2011->5.7.2011->agreed

AppendixIV

2.1.2.1CD3

8 tec A Charging method charging method manufacture's recommended OVC(PHEV)/BEV agreed Appendix IV CD3

9 tec A P Charging time

Soak time:12 hr or more, less than 36hr.Chargingtime: Stop with full charged. 4.5.The Lab-process group has decided to have 2alternatives for the soak time:Alt 1: This conditioning shall be carried out for atleast six hours and continue until the engine oiltemperature and coolant, if any, are within ±2 K ofthe set point temperature of the room. At therequest of the manufacturer, forced cooling downcould be used with open bonnet, appropriate use ofcooling fan.Alt.2: This conditioning shall be carried out at least12 hours and maximum 36 hours, with closedbonnet in soak area environment without using afan. So, before the test CD test for EV and OVC HEV,we propose to keep the choose between bothoptions during the soak time with specific provisionfor the charge of the battery

Upper limit for charging time is 36 hr. To bediscussed ICE proposal should be confirmed duringvalidation test

OVC(PHEV)/BEV1.6.2011->Validation test

Appendix IV CD3

10 tec OI Pcriteria for end ofcharging

which is the criteria ”plug-off” : indication ofcharging completed from the vehicle and startingwithin 1 hour from plug off test procedure shall beapplied (ACEA proposal)

Still an open issue. See ACEA proposalTo be confirmed during validation test forconsidering RCB fluctuation from chargingcompleted to plug off.

BEV/ PHEV1.6.2011->Validation test

AppendixIV

2.1.2.2CD4

Open issue list3tech/polit/overlap


10 bis New OIcriteria for end ofcharging

see § End of charge criteria : to find a consensuson the "same conditions" before and after the test.

AllCharging length : losses issue to deal with as fars energy consumption calculation is concerned.Do we have to take into account such losses inthe procedure ? The purpose of such adiscussion is to avoid double countingto be confirmed during validation test

EV/ PHEV1.6.2011->Validation test

AppendixIV

2.1.2.2CD4

11 tec P and OIInterruptioncondition

Less than 3 minutes interruption is possible forevery one cycle.During interruption, main power may be OFF.

still an open issue. Needs the driving cycle fromDHC.For range test of EV :3minutes isacceptable(cycle:30min)->Validation testPHEV:to be discussed.

BEV/OVC(PHEV)1.6.2011->5.7.2011->TBD(Validationtest)

5.1.5.1.5 CD6-1

12 tec OItest terminationcondition

Test termination condition for range measurement

ACEA will make a proposal : Need to know thedriving cycle in order to close the open issue.

Japan proposed 4 seconds.->TBD

BEV/ PHEV9.5.2011->Validation test

5.1.5.3.15.3.2.5.4

CD7

13 tec A Stop conditionProposed stop condition :Accel Off ,and pressbraking pedal when 5 km/h or lower to stop.

The range should be measured until breakoff criteria.Stop condition isn't necessary.

BEV agreed 5.3.2.5.4 CD7-1

13 bis tec/overlapOIdecelerationcondition

ACEA proposal: to enable OEMs to fully takeadvantage of regenerative breaking potentials, itshould be allowed to disengage the clutch atdeceleration periods. There may also beconventional ICE vehicle concepts with very longaxle ratios where such an disengagement of the

To be discussed (not yet mature. To bereconsidered when the new cycle is known) ALL 9.5.2011 - -

14 tec AInitial Dischargecondition

Initial Discharge condition before test: Dischargeuntil manufacture's recommended level

agreement on the proposal and a wish that thisshould be optional and not a requirement. Andalso to add temperature condition for thedischarge driving (?? To check this requirement---> A priori, the T°C should be the same as the

BEV 1.6.2011->agreedAppendix

IV2.1.1

PC1

15 tec OIWatt-hour metermeasurementaccuracy

US and JP:+/-2% EU:+/-0.2% Japan proposed +/-0.2% BEV/OVC(PHEV)9.5.2011->5.7.2011->TBD(Validationtest)

AppendixIII 2.1

EQ1

16 tec OIAccuracy ofammeter

JP:+/-1% F.S. EU:+/- 0.5% Japan proposed +/-0.5%.But ACEA coment:+/-0.5% is difficult.->TBD EV/OVC(PHEV)

9.5.2011->5.7.2011->TBD(Validationtest)

AppendixIII 2.1

EQ2

17 tec OI LOD of ammeterJP:0.0001Ah (<=50A) 0.001Ah(>50A) EU: Noregulation

Japan proposed minimum measurableintegration amount which regulated Jpnregulation.

EV/OVC(PHEV)9.5.2011->5.7.2011->TBD(Validationtest)

AppendixIII 2.1

EQ2

18 tec A RCB(SOC)Definition;Rename " SOC" to "RCB".RESS（Rechargeable energy storage system）ECB RESS　Charge　Balance)（

To be discussed ALL agreed 2.4.4 -

19 tec A RCB(SOC)

For CS mode, it could be necessary to compensatethe CO2/fuel consumption based on SOC balanceRCB to obtain correct value. (for CD mode, no needto compensate).

Need results about the driving cycle from theDHC group to continue the discussion. Samewith No26

OVC(PHEV) agreed 6.2.1.2.3 CAL2

20 tec OI CD test calculation method for CD test (fuel consumption) ACEA will disucuss internally.TBD OVC(PHEV) 5.7.2011->TBD CD



21 tec OI

EAER determination: (CO2-related)CO2compensation forrange test

Separation point of CD mode and CS mode in onecycle is agreed but the method on how is still anopen issue.

ACEA will make a proposal. OVC(PHEV)5.7.2011->Validation test

6.4.1.3 CD7

22 tec PElectric range :Shorten the testprocedure

Current requirement (full charge to empty) is basicprocedure. As an option, need to adapt the shortenprocedure to reduce testing burden (i. e. SAEJ1634)

To be discussed BEV/OVC(PHEV) 5.7.2011->TBD - -

24Overlapwith ICE

OIAmbient AirCorrection

Open issue from ICE group. Intake air emissionshould be subtracted from tail emission.

To be considered. Follow ICE group. ALL follow ICE - -

25 Tec OIFor detection of CScondition : RCBbreak off criteria

1) ACEA and JAMA agree on the principle toperform n+1 test sequence to confirm the end ofCD test and define the transient cycle as the test n.If the battery energy used during each testsequence is less than a certain value [to be definedin % of fuel consumption], so the cycle before (testn) is the transient one. As an option, the fuelconsumption value of the test sequence x could becompared to the fuel consumption measured at CStest.2) Definition of the break off criteria :ACEA proposal : absolute NEC* as a % of cycleenergy demand or % of total energy used (to bediscussed)* NEC = Net Energy Change = RCB x nominalvoltage of RESS(Proposal to be checked : the test is considered to be ended as soon as NEC during the cycle is less than [3%] and the absolute energy comsumed is less than [10 Wh]) Japan proposal ?

Actions : 1) method to be developed todetermine the cycle energy demand and then todefine the value ; 2) to check Renault's proposal(26/05/2011) and to reformulate it if any. (The[values] are given as an indication but have tobe well defined)

->Need Validation Test to fix the value ofNEC.

OVC(PHEV)9.5.2011->5.7.2011->Validation test

2.4.132.4.14

5.1.3.3.25.1.3.3.3

CD6-5

25 bis New tec AFor detection of CScondition : RCBbreak off criteria

Reminder : end of CD test criteria: NEC < X Wh ----> new O.I. to be discussed with EC / JRC, otherexperts to find an acceptable way to measure insafety conditions or to pick-up the voltageinformation from the can ?If the absolute NEC is not measurable for safetyreason and the CAN solution not accepted, we willhave to finde an alternative proposal

To be measured in Ah OVC(PHEV)9.5.2011->5.7.2011->deleted

- -

26 tec A RCB correctionJapan proposal:All emissions should be corrected.ACEA proposal:FC/CO2 should be corrected.

All emission should be corrected,excluding norelation with emission value.Need to consider AP constituents includingPN/PM.

PHEV deleted - -

26 New tec A RCB correction

JAMA and ACEA agree to only correct CO2 andfuel consumption. No relevance for pollutantemissions because no relationship between RCBand pollutant emisisons

Tests related to CO2 correction factorelaboration are used to show that polluantemissions comply with the limit values and norelationship with RCB. So, it means that specifictests should not be required for certification test.The non relationship between RCB andpollutants emission can be showed withmanufacturers internal data associated to theCO2 measurements

NOVC　HEV　andPHEV　in　CS　test

5.7.2011->agreed Appendix II CAL2



26 bis New tec OI RCB correction

Need for a clarification regarding statement fromACEA and JAMA. Both agrees that there is no needfor pollutants emission correction unless there isevidence for a correction. Remark from ACEA thereis the Matador study that could give clarity for theneed of a correction. Japan is of the opinion thatsince there is correction for CO2 there is no extraburden for the manufacturer and that correction forcritical emissions could be applied.Comment from Japan, additional pollutants will beregulated in the WLTP process. The Japanesegovernment will require to show to influence ofdifferent RCB.

Need of pollutants emisison correction ifevidence to be discussed for final clear position.Especially, if there is relationship between RCBand pollutants emissions but in any cases thepollutants emission comply with the limit value :should we need to correct as well ? (Zurich)

NOVC　HEV　andPHEV　in　CS　test

5.7.2011->TBD

6.1.1.1Appendix

IICAL2

27 tec OI

RCB correctioncriteria (windowdefinition) CO2-related

ACEA proposed the tolerance a window (% of fuelenergy) in which there is no RCB correction.Japan does not agree. But JAMA coul agree withACEA as per a reasonable window definition

ACEA will make a proposal until 18th March :RCB window without correction needed; in caseof exceeding the 1% (of fuelenergy used) acorrection calculation is required.

NOV　HEV　andPHEV　in　CS　test

5.7.2011->Validation test

6.2.1.2.46.2.1.2.5

CAL2

28 tec ACS testachievement :E1/Eo criteria

Only Japanese regulation: If necessary, to confirm E1/E0<+-10%Japan will confirm the necessity and reason.->Japan agreed to delete this criteria. OVC(PHEV) agreed - -

29 tec A CD EM testOnly Japanese regulation has worst emission testfor CD mode.

Japanese worst emission test is out of gtr scope. PHEV deleted - -

30 tec OI

energy efficiencyCalculation ofelectric consumptionof CD range

Japan proposal: to be calculated by EAERACEA proposal: to be calculated by RCDA (or Rcdc: to be checked )

ACEA/JAPAN will provide the concretecalculation sample, then discuss itsadvantage/disadvantage

->TBD

OVC(PHEV)5.7.2011->TBD

6.4.1.3 CAL3-2

31 tec OI AER City

There is an interest for EV and OVC HEV with lowpower engine and even with full capable engine toconsider such an electric range like AER city (whichmeans low speed part(s) of the WLTC). As far asNOVC HEV are concerned, we have to considerthe interest to get this pure electric drivinginformation with the EU Commission as well.

To discuss with all together and especially alongwith the european Commission.

L+M phase should be AER City.AER City should be optional test forcustomer information.

BEV/OVC　HEV5.7.2011->TBD

5.3.2.66.4.2.2

TBD

32 tec Pperformanceinfo.

additional performance item(s) may be necessaryfor customer information, e.g. B charge time

EC ask JRC? for study BEV/OVC(PHEV) September - -

33 tec/overlapOIgear box/multimodes

See ICE group proposal according to the presenceor not of a default mode : number of tests toperform for pollutants emissions and CO2/fuelconsumption ..

To check if it is transposable to electrifiedvehicles ? To be discussed All

1.6.2011->Check ICE proposal

5.1.1.3 P3

34 tec ACD test : pollutantsemissionscompliance

Discussion about requirement on emissions duringCD test. The Japanese legislation require emissionscompliance during CD test and the manufacturer is toprovide documentation that for different initial SOCthere is also compliance with emission standards.ACEA is of the opinion that the GTR requiresemissions compliance during all conditions andtherefore additional test is not required.

Final decision of the group confirmed on31/03/2011 : agreement to remove suchrequirement (additional tests) from the GTR andto let it only at the regional request that is to sayat the Japanese government request if needed.

OVC(PHEV) agreed - CAL1-2

35tecoverlapwith ICE

OI 12 voltage battery See ICE proposal and give the E-lab position To be discussed NOVC HEV/OVC(PHEV)

TBD - PC8

36overlapwith ICE

OI scope of E-lab Does the group to handle hybrids vehicles as wellor hybrids vehicles are part of ICE group ?

DTP_E-lab group has to discuss with ICE group GRPE - -



37 tec A REESS RESS renamed REESS in GRSP (R100). Definition of RESS should be corrected. ALL 26-28.3.2012 2.2.2 -

38 tec OI EV mode

Most electric energy consuming hybrid mode ormost electric energy consuming mode,such as EVmode should be considered for CD test.

For Validation phase 2, Option 3 should beevaluated and Option1 and 2 will be additional.

OVC HEV 26-28.3.20122.6.32.6.4

5.1.1.7.1?

39 tec OIR101 revisionFor EAER test

-> To be discussed OVC HEV 26-28.3.2012 5.1.15 CAL3-2?

40 tec A Range measurement ->The significant figure for the range value (AER,AER city, EAER and so on) should be forcalculation 0.1km, for report nearest whole

ALL 26-28.3.2012 3.4 CAL3

41 tec OISoak time betweeneach phase

->Soak time between each phase should bevalidated during validation phase two.

ALL 26-28.3.2012 5.1.3.3 CSL6

42 tec OI Start of charge ->The time for the start of charging after test (30minutes) should validated during validationphase two.

BEV/OVC(PHEV) 26-28.3.2012 5.3.2.5.5 CD9

43 tec OIFuel consumptionformula

ACEA proposed with the unit l/100kmJapan will propose fuel consumption formulawith unit (km/l) as an option to (l/ 100 km).

except BEV 26-28.3.2012Appendix II

1.3.1CAL4-1

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WLTP-E-Lab Sub Group Progress report WLTP-DTP-E-LabProc-061

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