Progress Report DTP Subgroup Lab Process Internal Combustion Engines ( LabProcICE )

Progress Report DTP Subgroup Lab Process Internal CombustionEngines (LabProcICE) WLTP-DTP-14 Geneva, 05.06.2013

Overview • State of the working progress • Open issues table • (a) Open issues (red) • (b) Scrutiny reservations (yellow) • Next steps

Meetings since DTP-13 • 24./25.04.2013Berlin workshop at VDA Open issues Table (OIT): LabProcICE-204rev1 minutes: LabProcICE-224 • Several dates: Phone/web conferences of Drafting Task Force & on other specific issues

Overview • State of the working progress • Open issues table • (a) Open issues (red) • (b) Scrutiny reservations (yellow) • Next steps slide 4

Open Issues Table (OIT) Current revision (part of general OIT from VTF):  LabProcICE-204rev1 Green: 32 items closed Yellow: 6 items agreed in general, but with scrutiny reservations on details Red: 3 items- Contradictory proposals from Contracting Parties- Guidance by DTP needed Note: changes since DTP-13 are tracked in red colour + drafting responsibilities slide 5

Table of running resistances (# 11) RLD ambient temperature range (# 37) Vehicle warming up procedure on road & dyno (# 16, 17) OIT - Open items (red) slide 7

Table of running resistances (item 11) Solution 1: (a) Table values calculated on the basis of cd*A and mass values(proposal by T&E) or (b) Table values derived by joined test program EU-COM / Industrybased on DTP-13-05 principles  Timing?! Risk: Proposals not finalized within given timeframe!!! Limited usage (e.g. multistage, small series, number of vehicles)  Certification issue to be dealt with in regional legislation slide 8

Fallback options due to timing concerns Solution 2: (a) Worst case table values based on TNO / RDW Data(presentation by NL on concept) or (b) No harmonized table in gtr  regional option slide 9

Ambient temperature for RLD(item 37) Solution 1 (by LabProcICE): Range: 5 - 35 °C Mfr's option: 1 - 5 °C Regional option: 35 - 45 °C Solution 2(by India): Range: 5 - 45 °C objected by EU-COM based on technical argument:the temperature correction is only based on air density, influence of more important vehicle temperature is not reflected. slide 10

Vehicle warming up for RLD and on dyno (items 16 / 17) Solution 1: On the road: – Cold vehicle: Warm up the vehicle with a steady speed (if possible) at 120 km/huntil stable conditions are reached. Vehicles that are speed limited to lower speeds than required above shall be driven at 90 % of their respective vehicle max. speed. – It is recommended to warm up the vehicle for at least 20 min. – Vehicle, once warmed up: Warm up the vehicle at 90 % of their respective vehicle max. speed until stable conditions are reached. – If the manufacturer develops a different warm up cycle/procedure and equivalency can be shown, it shall be notified to the type approval or certification authority. slide 11

On the dyno : – Cold and warm vehicle: Warm up the vehicle at the steady speed used to stabilise for road load determination – The vehicle shall be warmed up until stabilised, it is recommendedto warm up cold vehicles for at least 20 min – If the manufacturer develops a different warm up cycle/procedure and equivalency can be shown, it shall be notified to the type approval or certification authority. Criteria for stable conditions: 2 consecutive coastdowns within the tolerances of +- 10 N after a regression of the coastdown times, see OIT #23 slide 12

Solution 2 by Japan (revised): On road: - Cold vehicle: Warm up speed is basically 120 km/h, and 90% of max. speed of applicable WLTC. The time is 20 min or more. - Vehicle, once warmed up: Warm up the vehicle at same manner as above for 5 min or more On dyno (for warm-up): - Warm up the vehicle at same steady speed on road for 20 min or more, - To shorten the warm up time is allowed if any data show equivalency of warmed up condition on road and approved by authorities.  fixed provisions, instead of recommendations slide 13

On dyno (for dyno load): Option-1 If vehicle is accelerated by dyno. for coasting down, Fixed-Run method is required. (Taking the average of 2nd and 3rd coast down data.) Option-2 If vehicle is accelerated by the vehicle itself, ‘Checking Stability’ method is allowed. (Vehicle acceleration rate is ‘v*a=6m2/s3’ or more. Taking the 2 ‘stabilized’ coast down data.) Way forward?Decision after additional validation?! slide 14

Overview • State of the working progress • Open issues table • (a) Open issues (red) • (b) Scrutiny reservations (yellow) • Post-validation issues • Next steps slide 15

Regional temperature correction (# 18 b) Multimode provisions, predominant mode (# 33, 34) Comparison of RLD measurement methods (# 12) Combined approach (# 2 – 8) (test mass, inertia, areodyn. features, tyres) Monitoring RCB of all batteries (# 28) Speed trace tolerances (# 25) OIT – scrutiny reservations / open details (yellow) slide 16

Supplemental test for determination of CO2 under representative regional conditions (item 18b) DTP-13:Soak provision: - Target temperature 23 (+- 2) °C (engine oil + coolant) - min. 6 of hours to max. of 36 hours - forced cooling allowed Supplemental test: - Harmonized approachinstead of regional solution - Natural soak under representative conditions (temperature /time) - Test at representative temperature - Follow concept of CO2 correction by EU (DTP-13-09) slide 17

Proposed concept: (see LabProcICE-214) 1) WLTP base test at set point 23°C with common soak procedure 2) Additional family test under representative conditions: - Soak: natural cooling down - Regional soak periode D t - Regional soak and test temperature X°C Family correction factor (FCF) CO2 for individual vehicle: (base test CO2) * FCF slide 18

Open tasks / key questions: Guideline how to determine the regional values for D t and X°C(derived from parking time distributions?) Definition of family parameters & criteria Validation of procedure & family criteria Appropriate approach to cover regional CO2 correction and benefits of heat storage systems? General type approval implications? Timing?! Finalization in phase 1 possible and requested? slide 19

Multimode / predominant mode definition (items 33 / 34) Solution 1 for CO2/FE Test vehicle in predominant mode Definition: “Single mode which is always selected when the vehicle is switched on regardless of the operating mode selected when the vehicle was previously shut down. The predominant mode must not be able to be redefined by the customer / dealer.” No predominant mode available  average best and worst case mode Additional provisions: Manufacturer shall give evidence to authority about the emission and fuel economy in the different modes Tested options be provided in test report, e.g. for In-Service-testing slide 20

Note: Best and worst case modes are identified by giving evidence to the authority (definition not possible) Exemptions will be made for modes that are only used under limited conditions (hill climb mode etc.) Still concerns by NL on solution 1, but no proposals to improve definition provided Statistical requirement (solution 2 in OIT):No proposal available to define predominant mode based on survey data provided by manufacturer at type approval + concerns with regard to applicability of such a requirement in EU type approval system slide 21

Comparison of RLD measurement methods(item 12) Solution: Coast down & torque meter method:- Will be introduced as alternative methods to the gtr- Further improvements to torque meter method will be introduced based on proposals by T&E / TNO (LabProcICE-208) Windtunnel method:- Will be introduced as an not applicable placeholder- Needed: Clarification of equivalency and possible introduction of improvement of the specifications- In the meantime: usage only for Delta_cd*A measurements / corrections. slide 22

Vehicle test mass / inertia / aerodynamic features / tyre selection (items 2 - 8) General concept outlined and agreed at DTP-13 Drafting Task Force is working is working on technical details and gtr draft updated progress report (DTP-14-XX) Validation:At least some measurements to validate the F0/F2-approach.Existing data from industry / JRC should be considered. Timing?! slide 23

Monitoring RCB of all batteries (item 28 a-d) Agreed: charging of the battery can be omitted before precon + no charging after precon Concept for Monitoring + Correction of CO2 value introduced at DTP-13: Supply system battery (low voltage battery) will be monitored for a worst case family member. Threshold: Correction if Delta RCB> 0,5 % on the basis Willans factors Determination of Willans factors either as generic values or vehicle specific based on emission test results. (Method proposed by TU Graz)  Draft proposalby TUEV Nord / VW Discussion points: family criteria, threshold value, validation of concept? slide 24

Speed trace tolerances (item 25) 1. The vehicle shall be operated in an appropriate manner to accurately follow the speed trace. The vehicle shall be operated smoothly, following representative shift speeds and procedures. 2. Deviations outside the prescribed tolerances shall be accepted provided that the tolerances are never exceeded for more than 0.5 s on any occasion. In total no more than 10 deviations per test are allowed. Note: - Amendments for vehicles that cannot follow the speed trace are necessary. - Use of EER and ASCR values is recommended as future amendment. slide 25

Next steps • DC drafting sessions • F2f workshop: 01. + 02.07.2013, Bonn (tbc) • Phone/web conferences

Thanks for your attention. LabProcICE contact: Béatrice Lopez de Rodas - beatrice.lopez(at)utac.com Konrad Kolesa - konrad.kolesa(at)audi.deMarkus Bergmann – markus.bergmann(at)audi.de Stephan Redmann – stephan.redmann(at)bmvbs.bund.de

Progress Report DTP Subgroup Lab Process Internal Combustion Engines ( LabProcICE )