WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 1 Progress Report DTP Subgroup Lab Process Internal Combustion Engines (LabProcICE)WLTP-DTP-14 Geneva,

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 2 1)State of the working progress 2)Open issues table (a) Open issues (red) (b) Scrutiny reservations (yellow) 3)Next steps Overview

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 3 24./ Berlin 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 Meetings since DTP-13

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 4 1)State of the working progress 2)Open issues table (a) Open issues (red) (b) Scrutiny reservations (yellow) 3)Next steps Overview

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 5 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

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 6 1)State of the working progress 2)Open issues table (a) Open issues (red) (b) Scrutiny reservations (yellow) 3)Next steps Overview

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 7 Table of running resistances (# 11) RLD ambient temperature range (# 37) Vehicle warming up procedure on road & dyno (# 16, 17) OIT - Open items (red)

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 8 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 / Industry based on DTP 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

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 9 Fallback options due to timing concerns Solution 2: (a) Worst case table values based on TNO / RDW Data (presentation by NL on concept)presentation or (b) No harmonized table in gtr  regional option

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 10 Ambient temperature for RLD (item 37) Solution 1 (by LabProcICE): Range: °C Mfr's option:1 - 5 °C Regional option: °C Solution 2 (by India): Range: °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.

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 11 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/h until 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.

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 12 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 recommended to 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 N after a regression of the coastdown times, see OIT #23

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 13 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

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 14 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=6m 2 /s 3 ’ or more. Taking the 2 ‘stabilized’ coast down data.) Way forward? Decision after additional validation?!

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 15 1)State of the working progress 2)Open issues table (a) Open issues (red) (b) Scrutiny reservations (yellow) 3)Post-validation issues 4)Next steps Overview

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 16 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)

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 17 Supplemental test for determination of CO 2 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 approach instead of regional solution - Natural soak under representative conditions (temperature /time) - Test at representative temperature - Follow concept of CO 2 correction by EU (DTP-13-09)

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 18 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  t - Regional soak and test temperature X°C  Family correction factor (FCF)  CO 2 for individual vehicle: (base test CO 2 ) * FCF

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 19 Open tasks / key questions: Guideline how to determine the regional values for  t and X°C (derived from parking time distributions?) Definition of family parameters & criteria Validation of procedure & family criteria Appropriate approach to cover regional CO 2 correction and benefits of heat storage systems? General type approval implications? Timing?! Finalization in phase 1 possible and requested?

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 20 Multimode / predominant mode definition (items 33 / 34) Solution 1 for CO 2 /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

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 21 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

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 22 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.

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 23 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)progress report Validation: At least some measurements to validate the F0/F2-approach. Existing data from industry / JRC should be considered.  Timing?!

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 24 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 CO 2 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 proposal by TUEV Nord / VWDraft proposal Discussion points: family criteria, threshold value, validation of concept?

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 25 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. 3.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.

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 26 1)State of the working progress 2)Open issues table (a) Open issues (red) (b) Scrutiny reservations (yellow) 3)Next steps Overview

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 27 Next steps DC drafting sessions F2f workshop: , Bonn (tbc) Phone/web conferences

WLTP-DTP-14 Geneva, DTP Subgroup LabProcICE slide 28 Thanks for your attention. LabProcICE contact: Béatrice Lopez de Rodas - beatrice.lopez(at)utac.com Konrad Kolesa - konrad.kolesa(at)audi.de Markus Bergmann – markus.bergmann(at)audi.de Stephan Redmann – stephan.redmann(at)bmvbs.bund.de