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 Utility factor RCB correction Break off criteria and so on. Next meeting will be held in May.

Item No IssueSolutionStatusImpact for confirmation test 7&11End of charge criteriaNo agreementStill openCan start 14RCB correction window Depends on Mode constructionTo be decided by confirmation tests results Can start 19Calculation method of CD to CS break off criteria No agreementStill openCan start 20Soak condition with forced cooling Follow ICE recommendation. Except the soaking with charging. Battery temperature should be within the criteria Will be closedCan start 21Vehicle classificationACEA proposal under developmentStill openCan not start 22End of charge criteriaNo agreementStill openCan start 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

Item No IssueSolutionStatusImpact for confirmation test 7&11End of charge criteriaNo agreementStill open To be discussed Can start Driving cycle [/] Fully Charged Recharging Charging Condition [Ah] Recharge Test n (transient) soak ΔE0ΔE1 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 ) No3 To conduct continuously Electric consumption =ΔE/Electric range How to guarantee ΔE is important to calculate correct electric consumption.

Item No IssueSolutionStatusImpact for confirmation test 14RCB correction window Depends on mode constructionTo be decided by confirmation tests results Can start NEDCWLTC Fuel consumption (l/100km) Driving distance (km) % fuel energy per cycle (MJ) Max RCB criteria (Ah) Equivalent CO2 (g/km)n.a According to VP2 result, To be same as NEDC CO2 value, the criteria should be 0.5% (in case L-exH). In case each phase correction should be decided by actual test result. Therefore it should be considered after confirmation test.

Item No IssueSolutionStatusImpact for confirmation test 19Calculation method of CD to CS break off criteria No agreement =>Based on Cycle energy demand To be discussed =>Closed Can start explanation ACEA proposal 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. Relative net energy change [per cent] = _________NEC____________ Cycle energy demand of the test vehicle Japanese proposal 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 [x] per cent. Relative net energy change [per cent] ＝ _________NEC_______ ___ Consumed fuel energy during the CS-cold test

MeritDemerit ACEA proposa l ・ The criteria would be calculated before CD test. CS and CD can be conducted separately Technology neutral: criteria independent of the efficiency of the power train (as hard to reach for a very efficient PT as for a low efficient PT) (*) Also DEKRA confirmed in VPII the applicability of the cycle energy demand based BoC. ・ Necessary to calculate Cycle energy demand of the test vehicle for beak off criteria before test. ・ The criteria of the vehicle which has a few generative efficiency would be narrow. ・ Not including deceleration energy(regenerative energy). The impact of the regenerative energy on the BoC is rather small and negligible for the final FC and CO2 values. Japane se Propos al ・ Fuel consumption is including deceleration energy.  this is not technology neutral, as it takes into account the PT efficiencies ・ similar thinking with ISO.SAE  GTR intention is to create robust and worldwide applicable test procedures ・ Necessary to conduct CS test before CD test. Comparison ACEA vs Japan with ACEA Comments ( )

Item No IssueSolutionStatusImpact for confirmation test 20Forced coolingFollow ICE recommendation. Except the soaking with battery charging. In case forced cooling, Battery temperature should be within the criteria. Follow ICE Will be closed Can start To be charged without forced cooling! Battery temperature within criteria

PMR 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 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 Item No IssueSolutionStatusImpact for confirmation test 21Vehicle classificationNo agreement For confirmation test is as following ACEA proposal under development Can not start

Item No IssueSolutionStatusImpact for confirmation test 22Shorten test procedure Depends on mode construction which will be decided in Tokyo meeting Still open =>To be postponed phase 2 Can start 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 proposal and 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.

Proposed shorten test procedure with MCT based on SAE J1634

PhaseMeasured Range (SCT) Estimated Range (MCT) Comparison SCT vs MCT Low177.1km183.2km6.1km3.6% Middle170.1km172.9km2.8km1.7% High147.3km146.1km1.2km0.8% Ex-High98.5km99.5km1.0km1.1% 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 city with SCT consumed 2days. The measurement of four ranges with MCT consumed 3:30. Estimated Range with MCT

Item No IssueSolutionStatusImpact for confirmation test 24Methodology to make Utility factor Solution1 Global harmonized utility factor Solution2 Global harmonized UF calculation based on US/EU/Japanese data and traffic volume regarding charging behavior. (note, data from EU is still unavailable) Still openCan start 25Fractional of Utility Factor Use fractional Utility factorClosedCan start 26Number of Utility factor Depends on Mode constructionStill Open To be discussed after Tokyo meeting Can start 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.

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

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

Item No IssueSolutionStatusImpact for confirmation test 27Break time between cycle for CD test Solution1 Rolling measuring bag to analyze during test. Solution 2 Span check, zero check and calibration before and after charge depleting test. Between the test cycle, only bag analyzing. Needed time for analysis about 15 minutes without calibration. Still open To be discussed =>Both solutions are accepted as an option. Can start 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 ACEA reported

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

Thank you for your attention!