1 / 18

WLTP-E-Lab Sub Group Progress report WLTP-DTP-E-LabProc-088

WLTP-E-Lab Sub Group Progress report WLTP-DTP-E-LabProc-088. Leader: Per Ohlund / Kazuki Kobayashi. Lab process-EV meeting in Paris. Face to Face meeting was held on 5 th and 6 th of March at PSA in Paris. Open issues were discussed. Mode construction Shorten test procedure for BEV

destiny-espinoza
Download Presentation

WLTP-E-Lab Sub Group Progress report WLTP-DTP-E-LabProc-088

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. WLTP-E-Lab Sub GroupProgress reportWLTP-DTP-E-LabProc-088 Leader: Per Ohlund / Kazuki Kobayashi

  2. Lab process-EV meeting in Paris Face to Face meeting was held on 5th and 6th of March at PSA in Paris. Open issues were discussed. Mode construction Shorten test procedure for BEV Utility factor RCB correction Break off criteria and so on. Next meeting will be held in May.

  3. Open issues of E-lab sub group Impact for Confirmation test Can start: To be discussed until June Can not start: To be decided before confirmation test

  4. Electric consumption =ΔE/Electric range How to guarantee ΔE is important to calculate correct electric consumption. No3 To conduct continuously Fully Charged Charging Condition [Ah] ΔE0 ΔE1 Test n Driving cycle [/] (transient) Recharge Recharging soak Counter Proposal 1.E0/E1:Criteria (Japanese regulation less than10% ) 2.Average E0&E1 for electric consumption calculation 3.Test WLTC and AER city continuously (to be optional in stead of 1or 2 )

  5. According to VP2 result, To be same as NEDC CO2 value, the criteria should be 0.5% (in case L-exH). In case eachphase correction should be decided by actual test result. Therefore it should be considered after confirmation test.

  6. Comparison ACEA vs Japan with ACEA Comments (27.02.2013)

  7. To be charged without forced cooling! Battery temperature within criteria

  8. PMR A power of OVC-HEV should be considered. Motor power +ICE power Motor power or ICE power Hybrid system power? To move on Confirmation test, No classification=>Class 3 all vehicle Maximum speed Japan proposed to use Maximum speed in R68 . Maximum speed means: For electric vehicle, the highest average value of the speed, which the vehicle can maintain twice over distance of 1 km. To move on Confirmation test , Based on R68

  9. Japan proposed Shorten test procedure based on SAE1634. According to additional test by Japan, it was shown that significant time reduction was provided with small amount of error in ranges. • ACEA welcomes the idea to develop a shortened range test procedure based on MCT • ACEA needs more time to elaborate on the JP MCT proposaland proposed to postpone later stage (Phase 2). Japan still require 4 phase value. To accept mode construction, this procedure is necessary. Or need to consider counter proposal.

  10. Proposed shorten test procedure with MCT based on SAE J1634

  11. Estimated Range with MCT The results show that the error was small. Thus, it is considered that the shorten test procedure with MCT is usable. Time reduction effect with the shorten test procedure with MCT The measurement of AER and AER citywith SCT consumed 2days. The measurement of four ranges with MCT consumed 3:30.

  12. Tokyo meeting It is agreed to apply regional Ufs at least for Phase I. EU commission confirm Japanese proposal. The harmonization of the methodology will be submitted by seems not to be possible. Discussions to reach for a globally harmonized methodology and a globally harmonized UF will go on.

  13. WLTP harmonized Utility Factor Japan studied harmonized Utility Factor. According to SAEJ2841, the base data used for the calculation of each Urban and Highway mode are separated by the average vehicle-speed 38.41mph. This method give harmonized UF is calculated by this classification below; Low-Highway as Urban / Extra-highway as Highway

  14. Red line: harmonized UF(L-H) Japanese proposal Harmonized UF (exH)

  15. ACEA reported Break time between two WLTC´s during Charge Depleting test The break time between two WLTC´s in CD is too short Reasons: In the break time bag 4 has to be analyzed, after this all bags have to be evacuated and purged, after this all analyzers gets a calibration longer than 10 min! The certification mode (that means a calibration before all bag measurements) need a break time around 40 min. In case of a diesel measurement in which the Hot-FID is measuring modal the THC, there is no possibility to use this to measure the background THC-emission in the sample bag. This case ensures break times of over 40 min. Furthermore there are bag holding times in the procedure > 20 min

  16. Additional comment • Pointed out by Korea, it is necessary to consider vehicle selection issue as ICE subgroup.

  17. Thank you for your attention!

More Related