WLTP DHC Subgroup
Date / 23-24 February2011
Title / DTPE-Lab Process Subgroup 6thMeeting — Minutes
Working Paper Number / WLTP-DTP-E-Lab Proc-023
Date:9:00-17:30(MET)23February 2011
9:00-17:30(MET) 24 February 2011
Loacation: JAMA-European Office
Aveneu Louice 287
1050 Brussels
Minutes 6th meeting
1 Welcome
Presentation of the agenda for the 6th meeting of the DTP lab processes for electrified vehicles.
2 Overlapping open issues with ICE group
ICE subgroup held a meeting the 21 to 22 of February. During this meeting the following overlapping issues where identified.
There is a need for a coast down mode. And where there are special requirement for electrified vehicles this will be addressed by the Elab subgroup.
Correction of background/ambient air. The effect of the correction on the emissions is of more importance for electrified vehicles (EV, PHEV, HEV) compared to conventional ICE vehicles.
Road load determination is also an overlapping issue. Especially conditions unique to electrified vehicles will be the responsibility of the Elab subgroup.
3 gtr structure proposal
Japan presents the document:WLTP-DTP-E-LabProc-016-Draft GTR structure.xls. The document shows a proposal for a structure of the GTR. In principal existing parts are transposed to an annex of the GTR.
ACEA comment regarding point 6.3. Should also be applicable to OVC HEV.
4 Definition
The first draft document of definitions from the Elab subgroup was sent to the DTP the 15 February.
ACEA presents a revised document with definitions. Included is a definition of FCHEV based on the US legislation.
There is no agreement regarding RCB break of criteria. The ACEAopinion is that there is a chance to improve the requirements and propose that the RCB break of criteria should be based on energy NEC (Net Energy Change) instead of percent of fuel consumption. ACEA will provide a proposal for discussion at coming meeting.
5 CD test and CS test
Japan explains the documentWLTP-DTP-E-labProc-017 CD_CS discussion paper.xls. A comment from ACEA. There are missing columns under test procedure range, Rcda, Rcdc and AERcity.
Question regarding row 23. What is tolerance referring to? A tolerance for the end of test criteria. Also applicable to OVC HEV.
Discussion regarding AER. According to the document only applicable for HEV in US. But it is also applicable for EU, known as DE. The sentence “only US for HEV” is deleted.
Regarding RCB also to measure DC energy for PEV.
Review of the document WLTP-DTP-E-LabProc-018 CD_CS draft gtr_110216.doc.
Preparation before the conditioning of the vehicle. For EV the Japanese proposal is to not include this in the requirement. ACEA is of the opinion that it should be done if the manufacturer require it. For OVC HEV the Japanese proposal is to apply the US procedure which means that the battery needs to be in a certain state before the conditioning of the vehicle. That is in CS mode. ACEA is of the opinion that it does not have to be CS mode but agrees that the battery needs to be set in a certain mode before the conditioning of the vehicle.
ACEA presents a proposal for a test procedure, document WLTP-DTP-E-LabProc-0xx ACEA proposal CD_CS.ppt. A comment from Japan that the proposal does not include a hot start test. The Japanese present requirement include a hot start test. The proposal will be revised regarding hot start test based on the result from DHC and ICE subgroup.
The presented picture is approved by the group and will be included in an appendix to the annex in the GTR.
A long discussion about preparation before the conditioning of the vehicle for the CD test. The main concern is to prepare the battery so it will be in an appropriate statetet for the following conditioning. ACEA propose that the requirement should be on the request of the manufacturer. It is mandatory in the present ECE requirement. The discussion ends in a proposal where the procedure will start with the CS test followed by the CD test. This will for the battery result in state appropriate for the conditioning of the vehicle for the CD test.
CD test procedure
The conditioning of the vehicle will be reviewed according to the ICE subgroup requirements. Regarding soak and charging there is a need for harmonisation and it is appropriate to use the same procedures as agreed for PEV on the meeting in November 2010. The same for end of charge criteria and end of test criteria, these items were discussed during the meeting in November 2010 for PEV. That is it is still an open issue but when agreed for PEV the same requirement is also applicable for OVC HEV.
Discussion about requirement on emissions during CD test. The Japanese legislation require emissions compliance during CD test and the manufacturer is to provide documentation that for different initial SOC there is also compliance with emission standards. ACEA is of the opinion that the GTR requires emissions compliance during all conditions and therefore additional test is not required. Still an open issue if emissions test should be required during CD and/or CS test.
Regarding charging after test there is a discrepancy. Japan propose 30 minutes after end of test. For PEV discussed on the November meeting one hour after end of test and a maximum of 36 hours charging was proposed. End of charge to be determined by the onboard instrument.
CS test procedure
There should be one procedure for NOVC HEV and OVC HEV.
Japan proposes to use the US method to prepare the vehicle before the conditioning of the vehicle. ACEA propose to discharge according to the manufacturers request, could be different for OVC and NOVC.
For OVC HEV the break of criteria should be the same as for the CD test.
According to the Japanese method the ratio E1/E0: 0.9 ~ 1.01. Where E1 is the energy charged after the CS test and E0 is the energy charged during the CD test. The possibility exists in the ACEA proposal since the values are present. Japan will consider.
A proposal to remove the discharge and discharge after CS test (current ECE requirement ) was accepted. to before the CD test, The energy delta should be measured.
6 Calculation
Electric range
Discussion about urban AER. The proposal is to delete the word urban in the draft text.
Regarding AERcity ACEA will propose a more clear definition.
Regarding the calculation of Rcda the EU method is not logical/scientific and is therefore not an option. ACEA presented a proposal in the document WLTP-DTP-E-LabProc-0xx ACEA proposal CD_CS.ppt that Japan will consider.
CO2, Fuel Consumption and electric energy consumption
A long discussion regarding the measurement of energy consumption. There is no agreement regarding what distance in the test the energy consumption should be based on. Still an open issue.
For the next meeting Japan will circulate the formulas under discussion for energy consumption. To estimate values with different input. For discussion at the next meeting.
EAER exist in the US and Japanese legislation, but not in EU. Japan is of the opinion that it is a complex calculation. If the energy consumption is calculated according to the ACEA proposal the EAER can be deleted.
Emissions
Regarding calculation of emissions Japan is of the opinion that the method used in EU with fixed distance (25 km) is not appropriate. Instead a method based on the utility factor is preferred.
7 Next action
The working schedule will be revised after this meeting.
Proposal for the next phone conference (01/04/2011) and the face to face meeting in Zürich(12/04/2011) to continue the discussion regarding calculations where it is not yet consensus.
RCB break of criteria is still an open issue. The new cycle needs to be known before finalising is possible, but development of the test procedures can be done.
For the next meeting the documents needs to be available before the 18 of marchMarch.
For the next meeting Japan will circulate the formulas under discussion for energy consumption. To estimate values with different input.
Japan will make available a revised GTR draft including the PEV parts discussed at the November meeting.
The subgroup is obligated to deliver a first draft of the GTR to the DTP at the end of March. We need to confirm with DTP on the expected status of the document. If it should be a consensus document or present status.
A proposal for a phone conference the 9 of May 9:00 – 12:00.
ACEA proposes to delete the item SOC compensation from the time schedule since it is a part of the CS test as RCB compensation.
Regarding the item “Additional performance by new technology” which has been introduced at the request of the European commission (EC). The main concern is the durability of the battery. There might be more information on the EU-WLTP meeting the 15 of March. EC is discussing with a consultant to investigate this item.
AOB
There is an open issue regarding CS test, e.g. RCB compensation. If the compensation should be for emissions or CO2 and fuel consumption or both. In existing legislation Japan compensate for both, EU compensate CO2 and fuel consumption and US does not compensate. The Japanese manufacturer is of the opinion that compensation should be for CO2 and fuel consumption. In Japan hthe manufacturer does not need to compensate if he can show that there is no dependence. ACEA will return with a statement and there is a wish for a statement from JAMA regarding the aparts of the CS test ? where there is an agreement.