| PARTICLE NUMBER
4. Determination of particle numbers
4.1. Number emission of particles shall be calculated by means of the following equation:
where:
N is the particle number emission, particles per kilometre
V is the volume of the diluted exhaust gas in litres per test (after primary dilution
only in the case of double dilution) and corrected to standard conditions (273.2 K and 101.33 kPa)
k is a calibration factor to correct the particle number counter measurements to the level
of the reference instrument where this is not applied internally within the particle number counter. Where the calibration factor is applied internally within the particle number counter, the calibration factor shall be 1. a value of 1 shall be used for k in the above equation
 is the corrected concentration of particles from the diluted exhaust gas expressed as the average number of particles per cubic centimetre figure from the emissions test including the full duration of the drive cycle. If the volumetric mean concentration results ( ) from the particle number counter are not output at standard conditions (273.2 K and 101.33 kPa), the concentrations shall be corrected to those conditions ( )
Cb is either the dilution air or the dilution tunnel background particle concentration, as permitted by the type approval or certification authority, in particles per cubic centimeter, corrected for coincidence and to standard conditions (273.2 K and 101.33 kPa)
 is the mean particle concentration reduction factor of the volatile particle remover at the dilution setting used for the test
 is the mean particle concentration reduction factor of the volatile particle
remover at the dilution setting used for the background measurement
d is the distance corresponding to the operating cycle, kilometres
 shall be calculated from the following equation:
where:
Ci is a discrete measurement of particle concentration in the diluted gas exhaust from the particle counter expressed in particles per cubic centimetre and corrected for coincidence
n is the total number of discrete particle concentration measurements made during the operating cycle and shall be calculated using the following equation:
where:
T is the time duration of the operating cycle, seconds
f is the data logging frequency of the particle counter, Hz.
4.2. Exhaust aftertreatment systems with periodic regeneration (PM/PN to be reviewed, put OICA proposal here)
EXAMPLE OF CALCULATION PROCEDURE
PROPOSED DRAFT ANNEX 8:
VEHICLE WITH COMPLETE OR PARTIAL ELECTRIC PROPULSION
Open Points: Annex 8 Electrified vehicles
|
Running number (not comment number)
|
Paragraph, table #
|
Subject
|
Action to be taken/action taken
|
1.
|
3.1.
|
Parameters, units and accuracy of measurements
|
28.01.2013: Table to be reviewed after Validation 2.
|
2.
|
5.1. to 5.2.7.
|
OVC-HEVs, NOVC-HEVs, PEVs, FCV-HEVs, and FCVs OVC-HEV test procedure (CD test, CS test, CD + CS test, CS + CD test)
|
28.01.2013 (DC): new section
08.02.2013: All parties requested to analyse these paragraphs for content and possible errors.
|
3.
|
5.2.4.2.2.1.
|
CD test
|
08.02.2013: The inclusion of the term "hybrid" not yet decided.
15.03.2013 web/telecon: see open issue list item 23
|
4.
|
5.2.4.2.2.2.
|
CD test
|
08.02.2013: Point to remain open, to be discussed at the next ACEA EV meeting
15.03.2013 web/telecon: see open issue list item 23
|
5.
|
5.2.4.3.1.
|
Type I test
|
08.02.2013: The break time of 10 minutes is accepted but some measuring instruments cannot support the short break time.
Some solutions have been formulated but the point remains open. Kobayashi-san proposes a maximum of 20 minutes. To be discussed.
15.03.2013 web/telecon: see open issue list item 27
|
6.
|
5.2.4.4.1.
|
End of CD test
|
08.02.2013: remains open point.
15.03.2013 web/telecom: point to be included in the open issue list.
|
7.
|
5.2.4.5.
|
Break-off criteria
|
08.02.2013: remains open point, to be discussed in a f2f meeting in March, Japan to make a proposal.
|
8.
|
5.2.4.5.1.
|
Net energy change
|
09.03.2013: Net energy change is not defined in the GTR.
15.03.2013 web/telecom: see open issue list item 19
|
9.
|
5.2.4.6.
|
Fully charged battery
|
08.02.2013: What will determine that a battery is fully charged? To be discussed at the next ACEA EV February meeting.
15.03.2013 web/telecom: S. Hartmann to propose text to replace the yellow text.
|
10.
|
5.2.5.4.
|
Battery charging CS test
|
08.02.2013: What will determine that a battery is fully charged? To be discussed at the next ACEA EV February meeting.
|
11.
|
5.2.6., 5.2.7.
|
|
15.03.2013 web/telecom: Japan believes that 5.2.6. and 5.2.7. are not necessary.
Is a diagram/flow chart adequate and can replace these two paragraphs? Make a link to appendix IV.
|
12.
|
5.2.9.1.2.
|
Inability to follow the driving curve
|
Currently being written by LabProcICE and DHC.
15.03.2013 web/telecom: remind the above that EV must be represented.
15.03.2013 web/telecom: see open issue item 21.
|
13
|
5.2.9.3.
|
AERcity
|
08.02.2013: AERcity not yet defined as mode construction not yet finalised
15.03.2013 web/telecon see open issue list item 23 mode construction.
|
14
|
5.2.9.3.1.
|
AER (all-electric range)
|
To be rewritten to take vehicle class into account. Currently being written by LabProcICE and DHC.
|
15
|
5.2.9.6.1.
|
RCDA: actual charge-depleting range
|
09.03.2013: is it clear how the proportionality is determined?
15.03.2013 web/telecon calculate replaces measured.
An alternative is also to eliminate this paragraph.
15.03.2013 web/telecon new paragraph.
|
16
|
5.3.1.1.
|
NOVC preconditioning
|
09.03.2013: approval requested.
|
-----
|
5.4.
|
BEVs PEVs
|
09.03.2013: BEV implies only batteries but PEV includes electric energy from batteries, capacitors, etc.
|
17
|
5.4.2.4.1.
|
All-electric range
|
11.12.2012: new text. Approved?
|
18
|
5.4.2.4.1.3.
|
Definition of break-off criteria; criteria to determine end of test, following the driving trace, measuring all-electric range
|
09.03.2013: Currently being rewritten by LabProcICE and DHC.
15.03.2013 web/telecom: rewritten.
|
19
|
5.4.2.5.
|
AERcity range (optional test)
|
09.03.2013: Who or what determines when an optional test is to be performed?
|
20
|
6.1.1.2.
|
Charge-depleting mode emissions
|
09.12.2012: rewritten by DC using S. Ploumen input.
09.03.2013: Equation to be checked and not agreed upon yet.
|
21
|
6.1.1.3.
|
Weighting of emissions
|
Place holder: Equation to be modified to reflect WLTC cycles
28.01.2013 (DC): Should the equation apply to all emissions species and not to only CO2?
|
22
|
6.1.1.4.
|
Weighted pollutant emissions
|
16.10.2012: the subject of utility factors is still open.
|
23
|
6.1.1.4.
|
Weighted emissions species
|
08.11.2012: ACEA EV subgroup agrees on using the UF on a phase-basis and not on a cycle basis.
|
24
|
6.2.1.1.
|
CO2 and fuel consumption calcs for OVC-HEVs
|
09.12.2012: index number or the number of phases up to the end of the transient cycle?
05.02.2013: "during" is correct? Or, is there something else meant here?
|
25
|
6.2.1.3.
|
|
09.03.2013: DC requires correct references.
|
26
|
6.2.1.5.
|
Test result correction
|
04.12.2012: Text added.
|
27
|
6.2.1.5.(c)
|
Uncorrected test results (∆Ebatt)
|
16.10.2012: Outcome of VP2; J agrees on 1%.
|
28
|
6.2.1.7.2.
|
Weighted fuel consumption
|
08.10.2012: This point is still open.
09.12.2012: rewritten by S. Ploumen and S. Hartmann.
|
29
|
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.
|
30
|
6.2.2.2.2.
|
Zero energy balance
|
04.12.2012: Proposed text added and/or deleted by S. Ploumen.
09.03.2013: What is the normal symbol for electric energy consumption. Is M mass emissions?
|
31
|
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.
|
32
|
6.2.2.2.2.3.
|
RCB correction of CO2 and fuel consumption measurement values
|
04.12.2012: complete paragraph deleted by S. Ploumen.
|
33
|
6.3.1.1.
|
Utility factor weighted total AC electric energy consumption including charging losses
|
08.10.2012: This point is still open.
09.03.2013: Question to calculation experts: any reason why j is used instead of i?
|
34
|
6.3.1.2.2.
|
Electric energy consumption
|
09.12.2012: EAC and EAER defined
|
35
|
6.3.1.3.
|
Electric energy consumption of CD operation condition
|
Japan asks how this is to be used
02.12.2012: Proposed section from S. Ploumen.
09.03.2013: What does this sentence mean?
|
36
|
6.4.1.3.
|
Equivalent all-electric range EAER
|
09.03.2013: Text added and/or deleted by S. Ploumen. Approval requested.
|
37
|
6.4.1.3.1.
|
Calculation of EAER
|
09.03.2013: Approval of the equations requested.
|
38
|
6.4.1.3.2.
|
Ycd equation
|
09.12.2012: S. Ploumen proposes that §6.4.1.3.2. and §6.4.1.3.3. be deleted.
|
39
|
6.4.1.3.3.
|
Equation
|
09.12.2012: S. Ploumen proposes that §6.4.1.3.2. and §6.4.1.3.3. be deleted.
|
40
|
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.
|
41
|
Appendix Ia
|
|
11.12.2012: DC requires original diagrams of Appendices Ia, Ib, and Ic
|
42
|
Appendix II
2.2.
|
Fuel consumption correction coefficients for each part of the WLTC cycle
|
To be determined during validation 2.
|
43
|
Appendix II 2.3.1.
|
Fuel consumption equation
|
25.10.2012: Is the letter C normally associated with fuel consumption or FC? Which letter is normally used for mass emissions?
|
44
|
Appendix II 2.3.2.
|
Fuel consumption determination
|
08.10.2012: This point is still open as the modes have yet to be determined.
09.03.2013: Clarification of part 1 and part 2 requested.
|
45
|
Appendix II 3.1.3.
|
CO2 correction coefficients for each part of the WLTC cycle
|
To be determined during validation 2.
|
46
|
Appendix III, 1.1.
|
|
09.03.2013: DC requests support in cross-checking the references in this paragraph.
|
47
|
Appendix III, 1.3.
|
|
09.03.2013: is paragraph x.x.x.x.x. paragraph 2 below?
|
48
|
Appendix III, §2.1.2.
|
Sampling frequency of current transducer
|
23.20.2012: Is 5 Hz an open point?
|
49
|
Appendix IV
|
Conditioning for PEV and OVC-HEV testing
|
26.10.2012: All participants asked to go through this annex and submit comments.
|
50
|
Appendix IV 2.1.1., 2.2.1.
|
Soak conditions
|
08.10.2012: Soak temperature has yet to be decided.
|
51
|
Appendix IV, 2.1.2.
|
Preconditioning
|
23.10.2012: will preconditioning be different from standard vehicles?
|
52
|
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.
|
53
|
Appendix V
|
Global harmonised utility factor
|
08.10.2012: This point is still open.
|
54
|
Appendix VII
|
Cycle energy demand of the vehicle
|
08.10.2012: 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.
28.01.2013 (DC): Option 1 is ill-defined; option 2 requires input from DHC
|
Structure of Annex 8, Electrified vehicles
|
1. Introduction
|
|
|
|
|
2. Definitions
|
2.1. Categories
|
2.1.1. EV
|
|
|
|
|
2.1.2. BEV
|
|
|
|
|
2.1.3. FCV
|
|
|
|
|
2.1.4. FCHEV
|
|
|
|
2.2. Powertrain
|
2.2.1. Electric powertrain
|
|
|
|
|
2.2.2. Hybrid electric powertrain
|
|
|
|
|
2.2.3. Fuel cell powertrain
|
|
|
|
2.3. Charge type
|
2.3.1. Off-vehicle charging
|
|
|
|
|
2.3.2. Not off-vehicle charging
|
|
|
|
2.4. Testing
|
2.4.1. Charge-depleting (CD) operation condition
|
|
|
|
|
2.4.2. Charge-depleting (CD) break-off criteria
|
|
|
|
|
2.4.3. Charge-sustaining (CS)" operation condition
|
|
|
|
|
2.4.4. RCB
|
|
|
|
|
2.4.5. RCB correction criteria
|
|
|
|
|
2.4.6. All-electric Range (AER)
|
|
|
|
|
2.4.7. – 2.4.14. Relative net energy change, NEC tolerance
|
|
|
|
2.5. Default mode
|
|
|
|
|
2.6. Driver-selectable operating modes
|
|
|
|
3. General Requirements
|
|
|
|
|
4. Vehicle and Battery Preparation
|
4.1. OVC-HEV, NOVC-HEVs, PEVs, FCV-HEVs and FCVs with and w/o driver-selectable operating modes
|
|
|
|
|
4.2. Charging to level specified by mannufacturer
|
|
|
|
5. Test procedure
|
5.1. General requirements
|
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 test
|
|
|
|
|
5.2.3. Change of operating mode
|
|
|
|
|
5.2.4. 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 energy consuming mode
|
|
|
|
5.2.4.2. CS test
|
5.2.4.2.1. RESS device in neutral state
|
|
|
|
|
5.2.4.2.2. RESS remains charge neutral
|
|
|
|
|
5.2.4.2.3. Matching target curve
|
|
|
|
|
5.2.4.2.4. Charging balance window
|
|
|
|
5.2.4.3. RESS profile
|
|
|
|
5.2.5. CS test procedure
|
5.2.5.1. Vehicle, battery conditioning
|
|
|
|
|
5.2.5.2. Type I test
|
5.2.5.2.1. Vehicle start
|
|
|
|
|
5.2.5.2.2. Exhaust sampling
|
|
|
|
|
|
|
|
|
|
5.2.5.2.4. CO2 and fuel cons. correction
|
|
|
|
|
5.2.5.2.5. Set SOC for CS test
|
|
|
|
|
5.2.5.2.6. Must fill emission limits
|
|
|
|
5.2.5.3. Battery charging, electr. consumption
|
|
|
|
5.2.6. CD test procedure
|
5.2.6.1. Vehicle, battery conditioning
|
|
|
|
|
5.2.6.2. Type I test
|
5.2.6.2.1. Vehicle start
|
|
|
|
|
5.2.6.2.2. Exhaust sampling, electricity measurement
|
|
|
|
|
5.2.6.2.3. Sampling in separate bags
|
|
|
|
|
5.2.6.2.4. If soak needed
|
|
|
|
|
5.2.6.2.5. Number of cycles required
|
|
|
|
|
5.2.6.2.6. Reaching break-off point
|
|
|
|
5.2.6.3. Break-off criteria
|
5.2.6.3.1. When reached
|
|
|
|
5.2.6.4. 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 applicable
|
|
|
|
|
5.2.7.1.2. Driving curve
|
|
|
|
|
5.2.7.1.3. Emissions sampling
|
|
|
|
|
5.2.7.1.4. 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 distance
|
|
|
|
|
5.2.7.3.3. Number of breaks
|
|
|
|
5.2.7.4. EAER
|
5.2.7.4.1. Sequences to drive
|
|
|
|
5.2.7.5. RCDC
|
|
|
|
|
5.2.7.6. 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 setting
|
|
|
5.3.2. Type I test
|
5.3.2.1. According to Annex 6
|
|
|
|
|
5.3.2.2. CO2 and fuel cons. correction
|
|
|
5.4. PEVs, with and w/o driver-selectable operating modes
|
5.4.1. General
|
5.4.1.1. Test sequence
|
|
|
|
|
5.4.1.2. Test sequence
|
|
|
|
5.4.2. Testing
|
5.4.2.1. Highest energy cons. mode
|
|
|
|
|
5.4.2.2. Gear shift points
|
|
|
|
|
5.4.2.3. Range measurement
|
|
|
|
|
5.4.2.4. All-electric range test
|
5.4.2.4.1. Test method
|
|
|
|
5.4.2.5. All-electric city range
|
5.4.2.5.1. Test method
|
6. Calculations
|
6.1. Pollutant Emissions Calculations
|
|
|
|
|
|
6.1.1. OVC-HEV with/ without operating mode switch
|
|
|
|
|
6.1.2.NOVC-HEV with/ without driver-selectable operating modes
|
6.1.2.1. Calculating emissions
|
|
|
|
|
6.1.2.2. RCB calculation not required for emissions
|
|
|
6.2. CO2 / Fuel Consumption Calculations
|
6.2.1. OVC-HEV with/ without operating mode switch
|
|
|
|
|
6.2.2. NOVC-HEV
|
|
|
|
6.3. Electric Energy Consumption Calculations
|
|
|
|
|
6.4. Electric Range
|
|
|
|
Appendices 1a to 7
|
|
|
|
|
|
|
|
|
|
All definitions have been moved to B.3. Definitions.
There is at the moment no section 1 or 2. All numbering below will have to be changed.
3. General Requirements
3.1. Electric Energy Consumption and Range Testing
Parameters, units and accuracy of measurements shall be as follows:
Parameter
|
Units
|
Accuracy
|
Resolution
|
Electrical 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 energy
2: AC watt-hour meter, Class 1 according to IEC 62053-21 or equivalent
3: whichever is greater
4: 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 conventional combustion engine-powered vehicles as found in Annex 5 Test Equipment and Calibrations.
3.3. Measurement Units and Presentation of results
Accuracy of measurement units and presentation results shall be as follows:
Parameter
|
Units
|
Communication of test results
|
AER
AERcity
EAER
Rcda
RCDC
Distance
Electric energy consumption
NEC
NEC ratio
Eac recharged E
FC correction factor
CO2 correction factor
Utility Factor
|
km
km
km
km
km
km
Wh/km
Wh Ah
%
Wh
l/100km/Ah
g/km/Ah
|
Rounded to nearest whole number
Rounded to nearest whole number
Rounded to nearest whole number
Rounded to nearest whole number
Rounded to nearest whole number
For calculation purposes: 0.1km ,
For reporting purposes : whole number
Rounded to nearest whole number
Rounded to the first decimal place
Rounded to the first decimal place
Rounded to nearest whole number
Rounded 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
|
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 battery 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-selectable operating modes, the following shall apply:
(a) vehicles shall be conditioned, soaked and tested according to the test procedures applicable 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 storage device according the charging requirements as described in appendix IV of this annex.
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 responsible 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 compensation.
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
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 authority, 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” position, and the REESS not recharged from an external electric energy source. The SOC instrumentation 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 results 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 limits.
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 Test
5.2.6.2.1. 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 conclusion 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 evaluated.
5.2.6.2.5. 5.1.3.3. 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]
5.2.6.2.4. 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-selectable 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 criteria
5.2.6.3.1. 5.1.3.3.2. 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.
4. ReESS Preparation
4.1. For all OVC-HEVs, NOVC-HEVs, PEVs, 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 battery 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 PEVs 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 all OVC-HEVs, NOVC-HEVs, and PEVs with and without driver-selectable operating modes, the following shall apply:
(a) vehicles shall be conditioned, soaked and tested according to the test procedures applicable to vehicles powered solely by a 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,
(c) the vehicle shall be started by the means provided for normal use to the driver,
(d) 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,
(f) emissions species shall be sampled and analysed for each individual WLTC phase.
5.2. OVC-HEV, with and without driver-selectable operating modes
5.2.1. Vehicles shall be tested under either charge-depleting (CD) and charge-sustaining (CS) conditions, or in a combination of CD and CS conditions.
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.
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