Wltp-2013-019 Consolidated Draft gtr 12. 04. 2013 Running history of the consolidated draft gtr
Charge-depleting (CD) test with no subsequent charge-sustaining (CS) test
Yüklə 1,89 Mb.
|
- Bu səhifədəki naviqasiya:
- 5.2.5. CS test with no subsequent CD test
- 5.2.6. CD test with a subsequent CS test
- 5.2.7. CS test with a subsequent CD test
- MARCH 15 WEB/TELECONFERENCE ENDS HERE; CALCULATIONS TO BE DONE IN A MEETING IN MULTI-DAY MEETING BRUSSELS; DATE NOT YET FIXED.
5.2.4. Charge-depleting (CD) test with no subsequent charge-sustaining (CS) test 5.2.4.1. Preconditioning The vehicle shall be prepared according to the procedures in Appendix IV, §2.2. of this Annex.
5.2.4.2.1. The test shall be carried out with a fully charged electrical energy storage device according the charging requirements as described in 2.2.5. of Appendix IV of this Annex. 5.2.4.2.2. Operation mode selection 5.2.4.2.2.1. When testing vehicles with operator-selectable driving modes, the charge depletion test shall be performed using the highest electric energy consuming [hybrid] operation mode that best matches the target curve. If the default mode is the highest electric energy consuming hybrid mode that best matches the target curve,, the test can be performed in the default mode. 5.2.4.2.2.2. 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 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. 5.2.4.2.2.3. 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 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. 5.2.4.3.2. 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, 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 test The end of the charge-depleting test is considered to have been reached at the end of the WLTC cycle n (defined as the transient cycle) when the break-off criteria during 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. 5.2.4.5. Break-off criteria 5.2.4.5.1. 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. 
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 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 stops when a fully charged battery is detected. 5.2.4.7. Each individual full WLTC within the charge-depleting test shall fulfil the applicable exhaust emission limits. 5.2.5. CS test with no subsequent CD test 5.2.5.1. Preconditioning The vehicle shall be prepared according to the procedures in Appendix IV, §2.1. of this Annex.
5.2.5.2.1. 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 maintained 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-sustaining 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 charging balance window are not fulfilled, 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 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. 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. 5.2.5.3.2. 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 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. 5.2.8. Cycle energy demand 5.2.8.1. Cycle energy demand of the test vehicle shall be determined by one of the two options defined in Appendix VII of this Annex. 5.2.9. Electric Range Tests 5.2.9.1. General 5.2.9.1.1. The charge-depleting test procedure as described in paragraph 5.2.4. shall apply to electric range measurements unless modified by this paragraph. 5.2.9.1.2. If the vehicle is not able to meet the driving curve within the specified tolerances, the acceleration controller shall be fully activated until the driving curve is reached again. 5.2.9.1.3. Exhaust emission sampling is only required for the test cycles when the combustion engine is operating. 5.2.9.1.4. Breaks for the driver and/or operator shall be permitted only between WLTC cycles as described in the table below:
5.2.9.2. All-electric range (AER) 5.2.9.2.1. The total distance travelled over the WLTC cycles from the beginning of the charge-depleting test to the point in time during the test when the combustion engine starts to consume fuel shall be measured.
5.2.9.3.1. For vehicles equipped with a driver-selectable pure EV mode, [AERcity] may be determined in pure electric mode. 5.2.9.3.2. The total distance travelled over the WLTCcity cycles from the beginning of the charge-depleting test to the point in time during the test when the combustion engine starts to consume fuel shall be measured. 5.2.9.3.3. Breaks for the driver and/or operator shall be permitted only between WLTC cycles as described in the table below:
5.2.9.4. Equivalent all-electric range (EAER) 5.2.9.4.1. Charge-depleting and charge-sustaining tests shall be driven to calculate the equivalent all-electric range (EAER).
5.2.9.5.1. 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 shall be measured. This shall include the distance travelled during the transient cycle where the vehicle 5.2.9.6. Actual charge-depleting range (RCDA) 5.2.9.6.1. RCDA shall be calculated according to §6.4.1.5. 5.3. NOVC-HEV, with and without driver-selectable operating modes 5.3.1. Vehicle and Battery Conditioning 5.3.1.1. For preconditioning, at least 1 complete WLTC cycle shall be driven using the gear shifting procedure described in Annex 2. 5.3.1.1.1. 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. Type I Test 5.3.2.1. These vehicles shall be tested according to Annex 6, unless modified by this annex. 5.3.2.2. 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. PEV, with and without driver-selectable operating mode 5.4.1. General 5.4.1.1. The test sequence for all-electric range AER determination as described in §5.2.9.2. for OVC-HEVs shall apply unless modified by this Annex. 5.4.1.2. The test sequence for all-electric range city AERcity determination described in §5.2.9.3. for OVC-HEVs shall apply unless modified by this Annex. 5.4.2. Testing 5.4.2.1. 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. The gear shift prescription defined in Annex 2 shall be used. 5.4.2.3. The measurement of all-electric range, AER, and electric energy consumption shall be performed during the same test. 5.4.2.4. All-electric range test 5.4.2.4.1. The test method shall include the following steps: (a) initial charging of the battery; (b) driving consecutive WLTC cycles until the break-off criteria is reached and measuring AER; (c) recharging the battery and measuring electric energy consumption
5.4.2.4.1.2. WLTC cycles shall be driven and the all-electric range (AER) distance shall be measured. 5.4.2.4.1.3. The end of the test occurs when the break-off criteria is reached. The break-off criteria shall have been reached when the vehicle cannot follow the driving trace for 4 seconds or more. The acceleration controller shall be deactivated. The vehicle shall be braked to a standstill within 60 seconds. For vehicles with a maximum speed lower than the maximum speed on the WLTC, the vehicle shall be operated at maximum available power 5.4.2.4.1.4. The vehicle shall be connected to the mains within 120 minutes after the conclusion of the all-electric range AER determination. 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 battery is fully charged. [to be validated VP2] 5.4.2.5. All-electric range city (AERcity) test 5.4.2.5.1. The test method includes the following steps: (a) initial charging of the battery; (b) driving the WLTCcity cycle to measure the AERcity; (c) measuring electric range, AERcity, until the break-off criteria is reached 5.4.2.5.1.1. The initial charging procedure of the battery shall start with a normal overnight charging and the end of charge criretria shall be defined as in §5.4.2.4.1.1
5.4.2.5.1.3. The end of the test occurs when the break-off criteria is reached according to §5.4.2.4.1.3. MARCH 15 WEB/TELECONFERENCE ENDS HERE; CALCULATIONS TO BE DONE IN A MEETING IN MULTI-DAY MEETING BRUSSELS; DATE NOT YET FIXED. 6. Calculations 6.1. Emission species calculations Exhaust gases shall be analysed according to Annex 6.
CD Emissions is the mass of the emissions species measured over whole cycle i, mg/km UFi is the fractional utility factor of the ith whole cycle i the number of each whole cycle up to the transient cycle n n the number of cycles driven including the transient cycle n
6.1.1.3. Charge-sustaining Mode Emissions Exhaust emissions from a cold start charge-sustaining test shall be calculated according the requirements for conventional vehicles as described in Annex 6. EmissionCS = EmissionCS,cold where EmissionCS are the charge-sustaining test emissions, g/km (CS value for CD/CS CO2 weighting) EmissionCS,cold are the emissions measured from the cold start charge-sustaining test, g/km The calculations specified in Annex 7 of this regulations shall be used in conjunction with the above equation in measuring each regulated emissions species. 6.1.1.4. Weighted emissions species The weighted emissions species from the charge-depleting and charge-sustaining mode results shall be calculated using the equation below:[Jp will consider later] 
where:
wEm is the utility factor-weighted exhaust emissions of each measured species, mg/km
UFi is the fractional utility factor of the ith cycle EmCDi are the species mass emissions for each charge-depleting mode, mg/km EmCS are the species mass emissions for the charge-sustaining mode according to 6.1.1.3., mg/km i is the index number of each whole cycle driven up to the end of the transient cycle n cycle n is the number of whole cycles driven including transient cycle n
6.1.2.1. Exhaust emissions shall be calculated as required for conventional vehicles according to Annex 7. 6.1.2.2. The charging balance correction (RCB) calculation is not required for the determination of emission species.
Exhaust gases shall be analysed according to Annex 6. 6.2.1. OVC-HEV with and without an operating mode switch 6.2.1.1. Charge-depleting CO2 Emissions and Fuel Consumption The fuel consumption and CO2 values at charge depleting shall be calculated as follows: 
where: CO2/FCCD is the utility factor-adjusted mass of CO2 emissions divided by the fuel consumption during charge-depleting mode, (g/km)/(l/100 km) CO2/FCCDj are the CO2 mass emissions divided by the fuel consumption in each phase of the driving cycle, (g/km)/(l/100 km) UFi the driving cycle and phase-specific utility factor according to Appendix VII of this Annex i is the index number of each phase up to the end of the transient cycle k is the number of phases driven up to the end of transient cycle n 6.2.1.2. Charge-sustaining mode CO2 emissions and fuel consumption 6.2.1.2.1. CO2 emissions CO2CS = CO2CS,cold where: CO2CS are the charge-sustaining test CO2 emissions, g/km (CS value for CD/CS CO2 weighting) CO2CS,cold are the measured CO2 emissions from the cold start charge-sustaining test, g/km
FCCS = FCCS,cold where: FCCS is the fuel consumption from the charge-sustaining test, l/100km (CS value for CD/CS FC weighting) FCCS,cold is the fuel consumption from the cold start charge-sustaining, l/100 km
Test results CO2CS and FCCS are corrected as a function of the energy balance RCB of the vehicle’s ReESS according to paragraphs 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. 6.2.1.4. The electricity balance, Q, measured using the procedure specified in Appendix 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. 6.2.1.5. The test results shall be the uncorrected measured values of CO2CS and FCCS 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 corresponds to ReESS charging, (c) ΔEbatt as calculated from the test result corresponds to 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 ]
where:
ΔEbatt is the change in the electrical ReESS energy content, Ah ∆SOC is the change in state of charge, per cent ETEbatt is the total energy storage capacity of the ReESS, MJ Vbatt is the nominal ReESS voltage, V 6.2.1.6. 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. 6.2.1.7. Weighted CO2 and Fuel Consumption calculations 6.2.1.7.1. Weighted CO2 emissions 
where: CO2weighted is the utility factor-weighted mass of carbon dioxide emissions for a specific WLTC cycle phase, g/km Yj are the CO2 mass emissions for each phase, g/km YCS are the charge-sustaining CO2 mass emissions according to 6.2.1.2.1., g/km UFj is the driving cycle and phase-specific UF according to Appendix VII of this Annex
cycle n is the transient cycle at the charge-depleting test 6.2.1.7.2. Weighted fuel consumption
FCweighted is the utility factor-averaged fuel consumption for a specific drive cycle, l/100km Yj are the fuel consumptions for each cycle phase, l/100km YCS is the charge-sustaining fuel consumption according to 6.2.1.2.2., l/100km UFj is the driving cycle and phase-specific UF according Appendix VII of this Annex k is the index number of each phase up to the end of transient 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 fuel consumption and CO2 mass emissions test results shall be corrected as a function of the energy balance ΔEbatt of the vehicle’s ReESS. The corrected values FC0 and CO2-0 should correspond to a zero energy balance (ΔEbatt = 0), and shall be 6.2.2.2.1. The electricity balance Q in Ah, measured using the procedure specified in Appendix 2 to this Annex, is used as a measure of the difference in the vehicle ReESS 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 as calculated from the test results corresponds to a ReESS charging, (c) ΔEbatt 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 ]
ΔEbatt is the change in ReESS energy content, Ah ETEbatt is the total energy storage capacity of the ReESS, MJ ∆SOC is the change in state of charge, per cent Vbatt is the nominal ReESS voltage, V Q is the measured electricity balance, Ah 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 shall be calculated using the following equations: 
where
Cweighted 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 Annex CCD,j is the calculated fraction of EAC used in the jth phase during the charge- depleting test, Wh RCDj 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, Wh j is the index number of each phase up to the end of transient cycle n k is the number of phases driven up to the end of transient cycle n [Jp will consider later] Electric energy consumption C indicates the AC electric energy consumption observed under electric driving irrespective of grid electric energy utilisation. 6.3.1.2. Electric energy consumption of the electric powertrain including charging losses. 6.3.1.2.1. Recharged electric energy E in Wh and charging time measurements shall be recorded in the test report. 6.3.1.2.2. Electric energy consumption C is defined by the equation: 
where: C is the electric energy consumption, 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 
Electric energy consumption CCD indicates the AC electric energy consumption under charge depleting operation only, with fuel consumption FCCD and CO2 emission CO2,CD. 6.3.2. 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 equation: 
where: C is the electric energy consumption, Wh/km EAC is the recharged electric energy from the grid, Wh AER is the all-electric range as defined in B.3. Definitions of this GTR 6.4. Electric Range 6.4.1. OVC-HEV 6.4.1.1. All-electric range, AER The distance driven over a number of WLTC cycles using only the ReESS until the combustion engine starts consuming fuel for the first time shall be measured and shall be rounded to the nearest whole number. 6.4.1.2. All-electric range city, AERcity The distance driven over a number of [Low+Mid] phases of WLTC using only the ReESS until the combustion engine starts consuming fuel for the first time shall be measured and shall be rounded to the nearest whole number. 6.4.1.3. Equivalent all-electric range, EAER The total distance driven in charge-depletion mode attributable to the recharged grid electric energy shall be measured and shall be rounded to the nearest whole number. 6.4.1.3.1. EAER shall be calculated as follows: 
where: 
and: EAER is the equivalent all-electric range EAER, km CO2,CS are the CO2 emissions during the charge-sustaining test, g/km CO2, CD, j are the CO2 emissions in the jth phase during the charge-depletion test, g Dj is the distance driven in the jth phase during the charge-depletion test, km Rcdc is the charge-depleting cycle range j is the index number of each phase up to the end of the transient cycle n k is the number of phases driven up to the end of the transient cycle n 6.4.1.4. Charge-depleting Cycle Range Rcdc 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 shall be measured. This shall include the distance travelled during the transient cycle where the vehicle 6.4.1.5. Actual charge-depleting cycle range Rcda The distance driven from the beginning of the charge-depleting test to the point where powertrain operation changes from charge-depleting mode into charge-sustaining mode shall be measured. Option 1: Based on CO2 value (based on Japanese regulation but simplified) 
where: Rcda is the actual charge-depleting range, km CO2,CS are the CO2 emissions during the charge-sustaining test, g/km CO2,n,cycle are the CO2 emissions over the nth drive cycle in charge-depleting operating condition, g/km CO2,CD,average,n-1are the average CO2 emissions in charge-depleting operating condition until the n-1th drive cycle, g/km Di,cycle is the test distance travelled during ith drive cycle, km Dn is the test distance travelled during the nth drive cycle in charge-depleting operating condition, km i is the index number of each whole cycle up to the end of transient cycle n n 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) 
where: Rcda is the actual charge-depleting range, km ∆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 n is the last charge-depleting cycle during the charge depletion test (transient cycle) 6.4.2. 6.4.2.1. All-electric range, AER The distance driven over a number of complete WLTC cycles until the break-off criteria is reached shall be measured and shall be rounded to the nearest whole number. 6.4.2.2. All-electric Range City AERcity The distance driven over a number of Low+Mid parts of WLTC until the break-off criteria is reached shall be measured and shall be rounded to the nearest whole number. Yüklə 1,89 Mb. Dostları ilə paylaş:
|
