Wltp-2013-019 Consolidated Draft gtr 12. 04. 2013 Running history of the consolidated draft gtr
PROPOSED DRAFT ANNEX 6: TEST PROCEDURE AND TEST CONDITIONS
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- PRELIMINARY TESTING CYCLES
- STARTING THE ENGINE, DRIVING
PROPOSED DRAFT ANNEX 6: TEST PROCEDURE AND TEST CONDITIONS
1.0. Test procedures and test conditions 1.1 Description of tests 1.1.1 The tests verify the emissions of gaseous pollutants, particulate matter, particle number, CO2 emissions, fuel consumption, energy consumption and electric range in a characteristic driving cycle. 1.1.1.1. The tests shall be carried out by the method described in paragraph 1.2. and 1.3 to this regulation. The gases, particulate matter and particle number shall be sampled and analysed by the prescribed methods. 1.1.1.2 The number of tests shall be determined as shown in Figure 1. Ri1 to Ri3 describe the final measurement results for the first (No.1) test to the third (No.3) test and the gaseous and particulate pollutant, the carbon dioxide emission or fuel consumption as defined in paragraph 8.1.1.6. L is the limit value as defined in paragraph 5. z 
Figure 1: Flowchart for the number of Type I tests TEST CONDITIONS 1.2. Type I test conditions 1.2.1. Overview 1.2.1.1. The Type I test consists of prescribed sequences of dynamometer preparation, fuelling, soaking, and operating conditions. 1.2.1.2. The test consists of engine start-ups and vehicle operation on a chassis dynamometer through a specified driving cycle. A proportional part of the diluted exhaust emissions is collected continuously for subsequent analysis, using a constant volume sampler or other suction device. 1.2.1.3. Except in cases of component malfunction or failure, all emission control systems installed on or incorporated in a tested vehicle shall be functioning during all procedures. 1.2.1.4. Background concentrations are measured for all species for which dilute mass emissions measurements are conducted. For exhaust testing, this requires sampling and analysis of the dilution air. 1.2.1.4.1. Background particulate mass measurement 1.2.1.4.1.1. Where the manufacturer requests and the Contracting Party permits subtraction of either dilution air or dilution tunnel particulate matter background from emissions measurements, these background levels shall be determined according to the following procedures: 1.2.1.4.1.1.1. The maximum permissible background correction shall be a mass on the filter equivalent to 1 mg/km at the flow rate of the test. 1.2.1.4.1.1.2. If the background exceeds this level, the default figure of 1 mg/km shall be subtracted. 1.2.1.4.1.1.3. Where subtraction of the background contribution gives a negative result, the particulate mass result shall be considered to be zero. 1.2.1.4.1.2. Dilution air particulate matter background level shall be determined by passing filtered dilution air through the particulate filter. This shall be drawn from a point immediately downstream of the dilution air filters. [Background levels in g/m3 shall be updated daily and determined as a rolling average, of at least 20 measurements, with at least one measurement per week.] 1.2.1.4.1.3. Dilution tunnel particulate matter background level shall be determined by passing filtered dilution air through the particulate filter. This shall be drawn from the same point as the particulate matter sample. Where secondary dilution is used for the test the secondary dilution system should be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test. 1.2.1.4.2. Background particle number measurements 1.2.1.4.2.1. Where the contracting party permits subtraction of either dilution air or dilution tunnel particle number background from emissions measurements or a manufacturer requests a background sample, these background levels shall be determined as follows: 1.2.1.4.2.1.1. The maximum permissible background correction shall be equivalent to 2x109 particles/km. 1.2.1.4.2.1.2. If the background exceeds this level, the default figure of 2x109 particles/km may be subtracted. 1.2.1.4.2.1.3. Where subtraction of the background contribution gives a negative result, the particle number result shall be considered to be zero. 1.2.1.4.2.2. Dilution air particle number background level shall be determined by sampling filtered dilution air. This shall be drawn from a point immediately downstream of the dilution air filters into the particle number measurement system. [Background levels in #/m3 shall be updated daily and determined as a rolling average 1.2.1.4.2.3. Dilution tunnel particle number background level shall be determined by sampling filtered dilution air. This shall be drawn from the same point as the particle number sample. Where secondary dilution is used for the test the secondary dilution system should be active for the purposes of background measurement. One measurement may be performed on the day of test, either prior to or after the test. TEST CELL EQUIPMENT 1.2.2. General test cell equipment 1.2.2.1. Parameters to be measured 1.2.2.1.1. The following temperatures shall be measured with an accuracy of 1.5 K: (a) test cell ambient air (b) dilution and sampling system temperatures as required for emissions measurement systems defined in Annex 5 Test Equipment and Calibration.
5.5 ≤ Ha ≤ 12.2 (g H2O/kg dry air) 1.2.2.2.1.3. Humidity shall be measured continuously at a minimum of 1 Hz.
1.2.3. Test vehicle 1.2.3.1. The test vehicle shall conform in all its components with the production series, or, if the vehicle is different from the production series, a full description shall be given in the test report. 1.2.3.2. At the request of the manufacturer, the vehicle may be tested in addition at a test mass of TML [and at different road load settings (RLHH, RLHL and RLLH)] to determine the CO2 emission value for individual vehicles in the vehicle family according to the CO2 regression method in Annex 7 (insert reference). These additional tests are allowed if OMH for the vehicle family is 100 kg or higher. If OMH is lower than 100 kg, additional testing is allowed if OMH is set to 100 kg. For all additional tests, no pollutant emissions and particulates must to be measured. 1.2.3.3. Run-in The vehicle must be presented in good mechanical condition. It must have been run-in and driven between 3,000 km and 10,000 km before the test. The engine, transmission and vehicle shall be run-in in accordance with the manufacturer’s requirements.
The manufacturer shall provide the responsible authority a list of the deactivated devices and justification of the deactivation. Auxiliaries shall be switched off/deactivated during dynamometer operation.
Activation or deactivation of the mode shall be recorded in the test report. 1.2.4.3. The vehicle’s exhaust system shall not exhibit any leak likely to reduce the quantity of gas collected. 1.2.4.5. The settings of the engine and of the vehicle's controls shall be those prescribed by the manufacturer. 1.2.4.6. Tyres shall be of a type specified as original equipment by the vehicle manufacturer. Tyre pressure may be increased by up to 50 per cent above the pressure specified in §4.2.2.3. of Annex 4 Road and Dynamometer Load. The same tyre pressure shall be used for the setting of the dynamometer and for all subsequent testing. The tyre pressure used shall be recorded in the test report. 1.2.4.7. Specification of the reference fuel 1.2.4.7.1. The appropriate reference fuel as defined in Annex 3 Reference Fuels to this Regulation shall be used for testing. 1.2.4.8. Test vehicle preparation 1.2.4.8.1. The vehicle shall be approximately horizontal during the test so as to avoid any abnormal distribution of the fuel. 1.2.4.8.2. At the manufacturer’s request and upon approval of the responsible authority, if the test vehicle is equipped with a dynamometer operation mode and/or coast down mode, it shall be switched on. 1.2.4.8.3. If necessary, the manufacturer shall provide additional fittings and adapters, as required to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle, and to provide for exhaust sample collection. PRELIMINARY TESTING CYCLES 1.2.5. Preliminary testing cycles 1.2.5.1. Preliminary testing cycles may be carried out if requested by the manufacturer to follow the speed trace within the prescribed limits. TEST VEHICLE PRECONDITIONING 1.2.6. Test vehicle preconditioning 1.2.6.1. The fuel tank or fuel tanks shall be filled with the specified test fuel. If the existing fuel in the fuel tank or fuel tanks does not meet the specifications contained in paragraph 1.2.4.8. above, the existing fuel shall be drained prior to the fuel fill. For the above operations, the evaporative emission control system shall neither be abnormally purged nor abnormally loaded. 1.2.6.2. Battery charging Before the preconditioning test cycle, the battery shall be fully charged. The battery shall not be charged again before the official testing. 1.2.6.3. The test vehicle shall be moved to the test cell and the following operations performed: 1.2.6.3.1. The test vehicle shall be placed, either by being driven or pushed, on a dynamometer and operated through the cycles as specified in Annex 1 for that class of vehicle. The vehicle need not be cold, and may be used to set dynamometer power. 1.2.6.3.2. The dynamometer shall be set according to §7.2.2.2.5. in Annex 4. 1.2.6.3.3. During preconditioning, the test cell temperature shall be the same as defined for the Type I test (1.2.2.2.1). 1.2.6.3.4. The drive-wheel tyre pressure shall be set in accordance with the provisions of §4.2.1.2. of Annex 4 Road Load Determination. 1.2.6.3.5. Between the tests on the first gaseous reference fuel and the second gaseous reference fuel, for positive-ignition engined vehicles fuelled with LPG or NG/biomethane or so equipped that they can be fuelled with either petrol or LPG or NG/biomethane, the vehicle shall be preconditioned again before the test on the second reference fuel. 1.2.6.3.6. For the purpose of measuring particulates, at most 36 hours and at least 6 hours before testing, the complete cycle for that class of vehicle as described in Annex 1 of this GTR shall be used for vehicle pre-conditioning. Three consecutive complete cycles shall be driven. The dynamometer setting shall be indicated as in paragraph 1.2.4. above. STARTING THE ENGINE, DRIVING 1.2.6.4. The engine shall be started up by means of the devices provided for this purpose according to the manufacturer's instructions. 1.2.6.4.1. The cycle starts on the initiation of the engine start-up procedure. 1.2.6.4.2. In cases where LPG or NG/biomethane is used as a fuel, it is permissible that the engine is started on petrol and switched automatically to LPG or NG/biomethane after a predetermined period of time which cannot be changed by the driver. 1.2.6.4.3. Stationary vehicle phase During stationary vehicle phases, the brakes shall be applied to prevent the drive wheels from turning. 1.2.6.5. Use of the gearbox 1.2.6.5.1. Manual shift gearbox If the maximum speed which can be attained in first gear is below 15 km/h, the second, third and fourth gears shall be used for the urban cycle (Part One) and the second, third, fourth and fifth gears for the extra-urban cycle (Part Two). The second, third and fourth gears may also be used for the urban cycle (Part One) and the second, third, fourth and fifth gears for the extra-urban cycle (Part Two) when the manufacturer's instructions recommend starting in second gear on level ground, or when first gear is therein defined as a gear reserved for cross-country driving, crawling or towing. Vehicles which do not attain the acceleration and maximum speed values required in the operating cycle shall be operated with the accelerator control fully depressed until they once again reach the required operating curve. Deviations from the operating cycle shall be recorded in the test report. 1.2.6.5.2. Semi-automatic gearbox Vehicles equipped with semi-automatic gearboxes shall be tested by using the gears normally employed for driving, and the gear shift is used in accordance with the manufacturer's instructions. 1.2.6.5.3. Automatic-shift gearbox Vehicles equipped with automatic-shift gearboxes shall be tested with the highest gear ("Drive") engaged. The accelerator control shall be used in such a way as to obtain the steadiest acceleration possible, enabling the various gears to be engaged in the normal order. Furthermore, the gear-change points shown in Tables 1 and 2 of this annex shall not apply; acceleration shall continue throughout the period represented by the straight line connecting the end of each period of idling with the beginning of the next following period of steady speed. The tolerances given in paragraphs 1.2.6.6.1. and 1.2.6.6.2. below shall apply. After initial engagement the selector shall not be operated at any time during the test except in the case specified in paragraph 1.2.6.7.3. or if the selector can actuate the overdrive, if any. 1.2.6.5.4. Vehicles equipped with an overdrive that the driver can actuate shall be tested with the overdrive out of action for the urban cycle (Part One) and with the overdrive in action for the extra-urban cycle (Part Two). 1.2.6.5.5. Use of multi-mode gearboxes Emissions testing proposal: Common understanding: Compliance with emissions standards in all modes. Testing of agreed worst case is permissible CO2 / FE testing proposal: Single default mode – test in the default mode No default mode or multi default modes – test in the agreed best and worst case modes, the CO2 / FE result is the average of both modes.(Japan: all modes measured and averaged) 1.2.6.6. Tolerances 1.2.6.6.1. A tolerance of +/- 3km/h shall be allowed between the indicated speed and the theoretical speed during acceleration, during steady speed, and during deceleration when the vehicle's brakes are used. If the vehicle decelerates more rapidly without the use of the brakes, only the provisions of paragraph 6.4.4.3. below shall apply. Speed tolerances greater than those prescribed shall be accepted during phase changes provided that the tolerances are never exceeded for more than 0.5 s on any one occasion. USA Additional driving cycle requirements to be added: 86.128-00 § d, 86.115-78 1.2.6.6.2. The time tolerances shall be ±1.0 s. The above tolerances shall apply equally at the beginning and at the end of each gear-changing period for the urban cycle (Part One) and for the operations Nos. 3, 5 and 7 of the extra-urban cycle (Part Two). It should be noted that the time of two seconds allowed includes the time for changing gear and, if necessary, a certain amount of latitude to catch up with the cycle JAPAN/ iii. In cases where the engine revolution speed of the motor vehicle concerned exceeds 90% of the engine speed at which the engine produces the maximum output during the Standard mode Lower limit allowable line Reference point ±1.0 second ±2.0 km/h Upper limit allowable line operation of the test motor vehicle, it is permissible to use the shift gear 1 position higher than the shift gear that is being used at this time. In this case, the vehicle speed at which the gear-changing operation is performed shall be the vehicle speed at which the engine revolution speed is 90% of the engine speed at the time when the engine produces the maximum output. 1.2.6.7. Accelerations The vehicle shall be operated with the appropriate accelerator control movement necessary to accurately follow the speed trace. The vehicle shall be operated smoothly, following representative shift speeds and procedures. For manual transmissions, the operator shall release the accelerator controller during each shift and accomplish the shift with minimum time. 1.2.6.7.1. Accelerations shall be so performed that the rate of acceleration is as constant as possible throughout the operation. z 1.2.6.7.2. If acceleration cannot be carried out in the prescribed time, the extra time required shall be deducted from the time allowed for changing gear, if possible, but otherwise from the subsequent steady-speed period. If the vehicle cannot accelerate at the specified rate, it shall be operated at maximum available power until the vehicle speed reaches the value prescribed for that time in the driving schedule. (full open throttle? … to be discussed. 1.2.6.7.3. Automatic-shift gearboxes If acceleration cannot be carried out in the prescribed time, the gear selector shall operate in accordance with requirements for manual-shift gearboxes. 1.2.6.8. Decelerations 1.2.6.8.1. All decelerations of the cycle shall be effected by deactivating the accelerator control 1.2.6.8.2. If the period of deceleration is longer than that prescribed for the corresponding phase, the vehicle's brakes shall be used to enable compliance with the timing of the cycle. 1.2.6.8.3. If the period of deceleration is shorter than that prescribed for the corresponding phase, the timing of the theoretical cycle shall be restored by constant speed or an idling period merging into the following operation. 1.2.6.8.4. At the end of the deceleration period (halt of the vehicle on the rollers), the gears shall be placed in neutral and the clutch engaged. 1.2.6.9. Steady speeds 1.2.6.9.1. Pumping or the closing of the throttle shall be avoided when passing from acceleration to the following steady speed. 1.2.6.9.2. Periods of constant speed shall be achieved by keeping the accelerator control position fixed. z 1.2.6.10. Unexpected engine stop 1.2.6.10.1. If the engine stops unexpectedly during the test, the test shall be declared void. 1.2.6.11. After completion of the preconditioning cycle, the engine shall be switched off. 1.2.6.11.1. At request of the manufacturer or [technical service/authority] additional WLTC cycles can be performed in order to bring the vehicle and its control systems to a stabilised condition. 1.2.6.11.2. The additional preconditioning shall consist of driving the cycle for that class of vehicle as defined in Annex 1. 1.2.6.11.3. The extent of such additional preconditioning shall be recorded in the test report. 1.2.6.11.4. In a test facility in which there may be possible contamination of a low particulate emitting vehicle test with residue from a previous test on a high particulate emitting vehicle, it is recommended, for the purpose of sampling equipment pre-conditioning, that a 120 km/h steady state drive cycle of 20 minutes duration be driven by a low particulate emitting vehicle. Longer and/or higher speed running is permissible for sampling equipment pre-conditioning if required. Where dilution tunnel background measurements are used they shall be taken after the tunnel pre-conditioning running, and prior to any subsequent vehicle testing. Yüklə 1,89 Mb. Dostları ilə paylaş:
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