prepared by Japan (JARI) 14th DHC & 11th DTP group 24-26

2012/SEP/24-26DHC / DTP meeting

Validation2 test resultsValidation2 test results

prepared by Japan (JARI)

14th DHC & 11th DTP group24-26 September 201224 26 September 2012

Joint Research Centre, Ispra, Italy

Japan Automobile Research Institute 1

2012/SEP/24-26DHC / DTP meetingTable of contents

1. Purpose2 T t hi l2. Test vehicles3. Test matrix4. Test results

1 CO ti b hi l t t1. CO2 compensation by vehicle test mass2. Repeatability3. Forced cool down4. RCB measurement of low voltage battery4. RCB measurement of low voltage battery5. Temperature in soak room6 Temperat re in test cell


6. Temperature in test cell

2012/SEP/24-26DHC / DTP meeting1. Purpose

Validation 2 test program was developed by VTF to resolve and/or to close the varieties of open issues for global test regulation (gtr). JARI supported this program from the view points of the following items

• CO2 Compensation by Vehicle test mass

using 4 vehicles.

CO2 Compensation by Vehicle test mass• Repeatability• Forced cool down• Forced cool down• RCB measurement of low voltage battery

T t i k• Temperature in soak room• Temperature in test cell


• Temperature in dilution tunnel

2012/SEP/24-26DHC / DTP meeting2. Test vehicle

Vehicle No. A B C D

Vehicle category PC PC LDCV LDCV

Class M H M H

Fuel type Petrol Diesel Petrol Petrol

Engine capacity (cc) 1,597 3,200 1,496 1,998

Max. rated power (kW) 80 140 80 98

Unladen mass (kg) 1,325 2,230 1,030 1,650

Technically permissible maximum laden mass (LM) 1,910 3,110 1,900 3,200

Mass including all optionalMass including all optional equipment for the heaviest vehicle

(OMH)1,385 2,360 1,280 1,780

Power to mass ratio (KW/t) (Unladen mass basis) 60.4 62.8 77.7 59.4 ( )

Test mass – lightest (kg) 1,489 - 1,312 2,212

Test mass – Medium (kg) 1,519 - - 2,277

Test mass – heaviest (kg) 1,549 2,578 1,562 2,342

After treatment TWC OC, DPF, LNT TWC TWC, AI

Emission standard JP2005, 75% decrease JP2009 JP2005 75%

decreaseJP2005, 50%

decrease


Maximum speed (km/h) 150 160 160 145

Transmission 4AT 5AT 4AT 4AT

2012/SEP/24-26DHC / DTP meeting3. Test matrix

Vehicle Type Fuel Class* Test cycle Test mass Rollingresistance*** Air drag Condition Soak # of test

Best Best 1Worst-L 1

Mid Worst-M 11PC

PetrolA M WLTC v5Worst

LightestNaturalCold-Hot

1Cold Forced 1

Cold-Hot Natural (3×2)+1**Cold Forced 1

B HDiesel

PC

WLTC v5 Heaviest

Worst-HHeaviest

Worst-H Worst

Lightest Worst-L Best 14

Cold Forced 1Best Best Cold-Hot Natural 1

NaturalC M WLTC v5

Heaviest WorstWorst-HCold-Hot

Best Best Cold-Hot Natural 1Best Hot - 1

1Mid Worst-M 1

LDCV Petrol

D H WLTC v5Natural

Worst

LightestWorst-L

Cold-Hot1

Cold Forced 1(*) Class: L : P to M <[30-35] kW/t，M : L=< P to M < 70 kW/t，H : 70 =< P to M(**) L-M-H-xH: 3 times，L-M-H: 3 times，Each phase(L/M/H/ExH): 1 time in Hot condition for PM sampling(***) R lli i t * TM i B t / W t j Li ht t / Mid / H i t

WorstHeaviest Worst-H


(***) Rolling resistance: μr_i * TMj i: Best / Worst, j: Lightest / Mid. / Heaviest


1. Purpose2 T t hi l2. Test vehicle3. Test matrix4. Test results

1 CO ti b hi l t t1. CO2 compensation by vehicle test mass2. Repeatability3. Forced cool down4. RCB measurement4. RCB measurement5. Temperature in the soak room6 Temperat re in the test cell


6. Temperature in the test cell

2012/SEP/24-26DHC / DTP meetingCO2 compensation by vehicle test mass – Vehicle A

Rolling resistance: μr_worst * TMj

WLTC ver.5 Low Cold

y = -0.0254x + 278.34245

250WLTC ver.5 MIDDLE Cold

y = 0.0034x + 166.99175

180WLTC ver.5 HIGH Cold

y = 0.0183x + 125.15155

160

Low Cold Middle (Cold) High (Cold)Air drag: Worst

y

230

235

240

CO

2 (g

/km

)

160

165

170

CO

2 (g

/km

)

140

145

150

CO

2 (g

/km

)

-0.4% -0.7% 0.2%

220

225

230Road load: WorstEstimated figureActual figureRoad load: Best

150

155


130

135

140

1480 1500 1520 1540 1560

Road load: WorstEstimated figureActual figureRoad load: Best

1480 1500 1520 1540 1560Vehicle test mass (kg)



WLTC ver.5 LM Cold210

WLTC ver.5 LMH Cold190

WLTC ver.5 Extra-HIGH Hot200

L-M Cold L-M-H Cold Extra-High Hot

y = -0.0086x + 211.81

195

200

205

(g/k

m) y = 0.0041x + 170.57

175

180

185

(g/k

m)

y = 0.0352x + 134.43

185

190

195

(g/k

m)

185

190

195

CO

2 (


165

170

175

CO

2 (

Road load: WorstEstimated figureActual figureR d l d B t

-0.6% -0.2%

175

180

185

CO

2 (


0.9%


1801480 1500 1520 1540 1560

Vehicle test mass (kg)

Road load: Best

1601480 1500 1520 1540 1560


Road load: Best170


Road load: Best

2012/SEP/24-26DHC / DTP meetingCO2 compensation by vehicle test mass – Vehicle D

Rolling resistance: μr_worst * TMj

WLTC ver.5 Low Cold

385

390WLTC ver.5 MIDDLE Cold

0 0424 189 08

285

290WLTC ver.5 HIGH Cold

y = 0.064x + 115.06265

270Low Cold Middle (Cold) High (Cold)

Air drag: Worst

y = 0.053x + 255.88

370

375

380

CO

2 (g

/km

)

y = 0.0424x + 189.08

270

275

280

CO

2 (g

/km

)

250

255

260

CO

2 (g

/km

)

0.8%0.8% 0.1%

360

365


260

265


240

245

250

2200 2250 2300 2350


2200 2250 2300 2350Vehicle test mass (kg)



WLTC ver.5 LM Cold330

WLTC ver.5 LMH Cold

y = 0.0551x + 166.87300

WLTC ver.5 Extra-HIGH Hot310

L-M Cold L-M-H Cold Extra-High Hot

y = 0.0472x + 213.88

315

320

325

(g/k

m)

y 0.0551x 166.87

285

290

295

(g/k

m)

y = 0.0157x + 265.15

295

300

305

(g/k

m)

0.8% 0.5%

305

310

315

CO

2 (


275

280

285

CO

2 (


285

290

295

CO

2 (


-0.6%


3002200 2250 2300 2350


2702200 2250 2300 2350


2802200 2250 2300 2350


Road load: Best

2012/SEP/24-26DHC / DTP meetingObservation

No significant difference was observedNo significant difference was observed between the estimated CO2 value and the actual CO value on intermediate testactual CO2 value on intermediate test mass when applying the worst road load condition.



1. Purpose2 T t hi l2. Test vehicle3. Test matrix4. Test result




2012/SEP/24-26DHC / DTP meetingRepeatability – Vehicle C

[CO (g/km)] [HC (g/km)]

5 0

6.0

7.0

8.0

2 5

3.0

3.5

4.0

and

MA

X (g

/km

)

AVEMAX-MIN

I: MIN - MAX

0.20

0.25

0.30

0.04

0.05

0.06

and

MA

X (g

/km

)

AVEMAX-MIN

I: MIN - MAX[CO (g/km)] [HC (g/km)]

43%

32%Modal analysisSlide 12

2.0

3.0

4.0

5.0

CO

(g/k

m)

1.0

1.5

2.0

2.5

nce

betw

een

MIN

a

0 05

0.10

0.15

HC

(g/k

m)

0 01

0.02

0.03

nce

betw

een

MIN

a

230% 24%

43%

0.0

1.0

LOW

MID

DLE

HIG

H

LM

LMH

LOW

MID

DLE

Ex-

HIG

H

LM

0.0

0.5

Diff

eren

0.00

0.05

LOW

MID

DLE

HIG

H

LM

LMH

LOW

MID

DLE

Ex-

HIG

H

LM

0.00

0.01

Diff

eren

Cold Hot Cold Hot

0.30 0.06

g/km

)

AVE

I: MIN - MAX250 30

g/km

)

AVE

I: MIN - MAX[NOx (g/km)] [CO2 (g/km)] Modal analysisSlide 13

0.15

0.20

0.25

Ox

(g/k

m)

0.03

0.04

0.05

en M

IN a

nd M

AX

(

MAX-MIN

190

210

230

O2

(g/k

m)

15

20

25

en M

IN a

nd M

AX

(AVEMAX-MIN

3%

141%Slide 13

0.00

0.05

0.10

H

NO

0.00

0.01

0.02

Diff

eren

ce b

etw

ee

130

150

170

H

CO

0

5

10

Diff

eren

ce b

etw

ee


LOW

MID

DLE

HIG

H

LM

LMH

LOW

MID

DLE

Ex-

HIG

H

LM

Cold Hot

LOW

MID

DLE

HIG

H

LM

LMH

LOW

MID

DLE

Ex-

HIG

H

LM

Cold Hot

2012/SEP/24-26DHC / DTP meetingRepeatability of CO – Vehicle C

Cold condition

0.8

1.0) 100

120

140

(km

/h)

CO n=1 CO n=2CO n=3 CO n=4Vehicle speed n=1 Vehicle speed n=2Vehicle speed n=3 Vehicle speed n=4

Cold condition

0.4

0.6

CO

(g/s

)

40

60

80

icle

spe

ed (

0.0

0.2

0 200 400 600 800 1000 1200 1400 1600 18000

2040

Veh

i

6000

7000

n) 120

140

h)

Engine speed n=1 Engine speed n=2Engine speed n=3 Engine speed n=4

0 200 400 600 800 1000 1200 1400 1600 1800Time (s)

Kick-down was occurred on #2

3000

4000

5000

6000

peed

(1/m

in

60

80

100

120

peed

(km

/h

g p g pVehicle speed n=1 Vehicle speed n=2Vehicle speed n=3 Vehicle speed n=4

1000

2000

3000

Eng

ine

sp

20

40

60

Veh

icle

sp


01050 1070 1090 1110 1130 1150 1170 1190

Time (s)

0

2012/SEP/24-26DHC / DTP meeting

14 0 140

Repeatability of CO2 – Vehicle CHot condition

10.0

12.0

14.0s)

100

120

140

(km

/h)

CO2 n=1 CO2 n=2CO2 n=3 CO2 n=4Vehicle speed n=1 Vehicle speed n=2Vehicle speed n=3 Vehicle speed n=4

Hot condition

4.0

6.0

8.0

CO

2 (g

/s

40

60

80

hicl

e sp

eed

0.0

2.0

0 200 400 600 800 1000 1200 1400 1600 18000

20 Veh

5000

6000

n) 120

140

h)

Engine speed n=1 Engine speed n=2Engine speed n=3 Engine speed n=4Vehicle speed n=1 Vehicle speed n=2

Time (s)

Up-shifting wasn’t occurred on #2

3000

4000

5000

peed

(1/m

i

60

80

100

spee

d (k

m/Vehicle speed n=1 Vehicle speed n=2

Vehicle speed n=3 Vehicle speed n=4

0

1000

2000

Eng

ine

s

0

20

40

60

Veh

icle

s

Up-shifting wasn’t occurred on #4


0800 820 840 860 880 900 920 940 960 980 1000

Time (s)

0p g

2012/SEP/24-26DHC / DTP meetingRepeatability – Vehicle B (Diesel)

[CO (g/km)] [HC (g/km)]

0.08

0.10

0.12

m) 0.02

0.03

N a

nd M

AX

(g/k

m)

AVEMAX-MIN

I: MIN - MAX

0 03

0.04

0.05

m)

0.02

N a

nd M

AX

(g/k

m)

AVEMAX-MIN

I: MIN - MAX[CO (g/km)] [HC (g/km)]

100%80% 93%

0.02

0.04

0.06

CO

(g/k

m

0.01

ence

bet

wee

n M

IN

0.01

0.02

0.03

HC

(g/k

m

0.01

ence

bet

wee

n M

IN

80%80% 93%

0.00

L M HE

xH LMLM

HLM

HxH L M H

ExH LM

LMH

LMH

xH L M HE

xH LMLM

HLM

HxH

Cold Hot(f ll i C ld t t)

Hot(f ll i H t t t)

0.00 Diff

er

0.00

L M HE

xH LMLM

HLM

HxH L M H

ExH LM

LMH

LMH

xH L M HE

xH LMLM

HLM

HxH

Cold Hot(f ll i C ld t t)

Hot(f ll i H t t t)

0.00 Diff

er

(following Cold test) (following Hot test) (following Cold test) (following Hot test)

1.802.00

0.180.20

X (g

/km

)

AVE

I: MIN - MAX320 30

X (g

/km

)

AVEMAX MIN

I: MIN - MAX[NOx (g/km)] [CO2 (g/km)]

100% 7g/kmModal analysis

Slid 1

0.801.001.201.40

1.60

NO

x (g

/km

)

0.080.100.120.14

0.16

wee

n M

IN a

nd M

AXMAX-MIN

260

280

300

CO

2 (g

/km

)15

20

25

wee

n M

IN a

nd M

AXMAX-MIN100%

27%7g/km2.7%

Slide 15

0.000.200.40

0.60

L M H xH LM MH

HxH L M H xH LM MH

HxH L M H xH LM MH

HxH

N

0.000.020.04

0.06

Diff

eren

ce b

etw

200

220

240

L M H xH LM MH

HxH L M H xH LM MH

HxH L M H xH LM MH

HxH

C

0

5

10

Diff

eren

ce b

etw


E LLM

LMH E LLM

LMH E LLM

LMH

Cold Hot(following Cold test)

Hot(following Hot test)

E LLM

LMH E LLM

LMH E LLM

LMH

Cold Hot(following Cold test)

Hot(following Hot test)

2012/SEP/24-26DHC / DTP meetingRepeatability of NO – Vehicle B (Diesel)

0.08

0.10

100

120

140

(km

/h)

NO n=1 NO n=2 NO n=3Vehicle speed n=1 Vehicle speed n=2 Vehicle speed n=3

0.04

0.06

NO

(g/s

)

40

60

80

icle

spe

ed (

0.00

0.02

0 200 400 600 800 1000 1200 1400 1600 18000

2040

Veh

i

35004000

n) 120

140

h)

Engine speed n=1 Engine speed n=2 Engine speed n=3Vehicle speed n=1 Vehicle speed n=2 Vehicle speed n=3

0 200 400 600 800 1000 1200 1400 1600 1800Time (s)

200025003000

peed

(1/m

in

60

80

100

120

spee

d (k

m/hp p p

50010001500

Eng

ine

sp

20

40

60

Veh

icle

s

Each engine speed was different


01000 1100 1200 1300 1400 1500 1600 1700 1800

Time (s)

0Each engine speed was different

2012/SEP/24-26DHC / DTP meetingPM sampling for Labs Equipped with 3 Bags & 2 PM samplers

S 1

LOW589s

MIDDLE433s

HIGH455s

Ex-HIGH323s

LOW589s

MIDDLE433s

HIGH455s

Ex-HIGH323s

Soak15 min

RL quickcheck

Sequence1

589s 433s 455s 323s

Sample#1RCB#1

Sample#2RCB#2

Sample#3RCB#3 RCB#4

589s 433s 455s 323s

Sample#1RCB#1

Sample#2RCB#2 RCB#3

Sample#3RCB#4

15 min check

ChangePM#1 LMH cold PM#1 LM hot PM#2ExH hot

Soak15 min

LOW589s

MIDDLE433s

HIGH455s

Ex-HIGH323s

Change PM filter

15 min 589s 433s 455s 323s

Sample#1RCB#1

Sample#2RCB#2

Sample#3RCB#3 RCB#4

PM#1 LMH hot

Sequence 2

HIGH455s

Ex-HIGH323s

Sample#1 Sample#2 Sample#3

Soak15 min

LOW-MIDDLE1022s

HIGH455s

Ex-HIGH323s

Sample#1 Sample#2 Sample#3

LOW-MIDDLE1022s

RL quickcheck


RCB#1 RCB#3 RCB#4

PM#1 LMHxH cold

RCB#1 RCB#3 RCB#4

PM#1 LMHxH hot

2012/SEP/24-26DHC / DTP meetingDilution tunnel temperature

Bag MIN of ModalLOW 30 59 10.7 26.9

MIDDLE 30 37 6.2 31.8

CVS(m3/min)

DF MAX of TunnelTemp. (℃)

80 400Temperature in the tunnel n=1 d dil ti

HIGH 30 29 6.5 41.4Extra-HIGH 30 16 6.1 65.2

60

70

nnel

(℃

)

300

350Temperature in the tunnel n 1Temperature in the tunnel n=2Temperature in the tunnel n=3Target speed

secondary dilution tunnel is necessary

40

50

e di

lutio

n tu

n

200

250

eed

(km

/h)52

20

30

40

ratu

re in

the

100

150

200

Targ

et s

p

10

20

Tem

per

50

100


00 200 400 600 800 1000 1200 1400 1600 1800

Time (s)

0

2012/SEP/24-26DHC / DTP meetingRef.) Particle Matter

10.0

6 07.08.09.0

m)

5

1.70

23.04.05.06.0

PM

(mg/

km

0.00 0.

50

0.00

0.00 0.23

0.00 0.

62

0.20

0.00

0.000.00

0.55

0.72

0.01.02.03.0

H H H H H H

LMH

LMH

xH LM ExH

LMH

xH L M H

ExH

LMH

LMH

xH

LMH

LMH

ExH

Cold Hot Hot Forced Hot(following cold test) (Following Hot test) cool

WLTC v5 v5.1



Vehicles with automatic transmission have a tendency of test-to-test variability for CO2tendency of test to test variability for CO2emission. This is due to aggressive test cycle makes kick-down timings and up-shifting timings different. The CO2 emission was varied by approximately 7 g/km

i 6 t d t t hi l Bin 6 repeated tests on vehicle B.The temperature in dilution tunnel exceeds 52

degrees C during Extra high phase This requiresdegrees C during Extra-high phase. This requires some actions, such as secondary dilution tunnel, reconsideration of mode construction and so onreconsideration of mode construction and so on.







2012/SEP/24-26DHC / DTP meetingEvaluation of Forced cooling

The method for Forced coolingForced cooling for 5 hours by using engineForced cooling for 5 hours by using engine

cooling fan and Soak for 1 hour to be stabilizedMeasured pointsMeasured pointsCoolant temperature: inside of the radiator cap or

reservoir tank.reservoir tank.Engine oil temperature: at the point of the oil level

gauge.Test was started after the coolant and engine

oil temperature are within 25 +/- 2K.


2012/SEP/24-26DHC / DTP meetingForced cool down – Vehicle A

1.6

1.8

2.0

Natural cooling n=1Forced cooling n=1

0.22

1

04

0.3


[ CO ] [ HC ]

1.20

2

6 0.79

2

1.14

3

0.76

5 0.91

4

0.8

1.0

1.2

1.4

CO

(g/k

m)

0

88

0.2

82

0.2

HC

(g/k

m)

0.52

0 0

0.2

0.4

0.6

0.8C

0.00

2

0.0

0.00

2

0.0 8

0 0

0.1

H

0.0LOW MIDDLE LOW-MIDDLE


0.5 400[ NOx ] [ CO2 ]

N i ifi t diff

0.3

0.4

/km

)


8.9

9.6

300

350

km)


No significant difference

0.3%0.6%

037

633 40.1

0.2NO

x (g

/

238

172.

2 198.

523

173.

5 199.

6

150

200

250C

O2 (

g/ 0.7%0.6%


0.0

0.00

2

0.01

6

0.03

0.00

2

0.01

4


100

150

LOW MIDDLE LOW-MIDDLE

2012/SEP/24-26DHC / DTP meetingForced cool down – Vehicle A

Coolant temp. Natural cooling Coolant temp. Forced coolingEng. oil temp. Natural cooling Eng. oil temp. Forced coolingT/M oil temp. Natural cooling T/M oil temp. Forced coolingTarget speed CO2 Natural cooling

90

100

14

16CO2 Forced cooling

60

70

80

e (℃

)

10

12

)

40

50

60

empe

ratu

re

6

8

10

CO

2 (g

/s)

20

30Te

2

4

6

0

10

0 100 200 300 400 500 6000

2


No significant difference was observedTime (s)

2012/SEP/24-26DHC / DTP meetingForced cool down – Vehicle B

1.6

1.8

2.0

Natural cooling AVEForced cooling n=1

0.3


[ CO ] [ HC ]

0.8

1.0

1.2

1.4

CO

(g/k

m)

0.2

HC

(g/k

m)

0.10

1

0.01

0

0.04

8

0.14

1

0.00

9

0.06

1

0 0

0.2

0.4

0.6

0.8C

0.01

6

0.01

3

0.01

4

0.01

6

0.00

8

0.01

1

0 0

0.1

H



0.5 500[ NOx ] [ CO2 ]

235

40.23

5

0.3

0.4

/km

)


4

400

450

km)


-0.9%2 1%

0.09

3

0.2

0.17

9

0.17

4

0.08

8

0.1

0.2NO

x (g

/

251.

5 275.

1303.

8

247.

0 269.

4

306.

4250

300

350C

O2 (

g/

-1.8%-2.1%



200

250


2012/SEP/24-26DHC / DTP meetingForced cool down – Vehicle B

Coolant temp. Natural cooling Coolant temp. Forced coolingEng. oil temp. Natural cooling Eng. oil temp. Forced coolingT/M oil temp. Natural cooling T/M oil temp. Forced coolingTarget speed CO2 Natural cooling

90

100

18

20CO2 Forced cooling

In vehicle B, the coolant temperature and the engine oil temperature didn’t drop below 27 degrees C on

60

70

80

e (℃

)

12

14

16

)

oil temperature didn t drop below 27 degrees C on natural cooling.

40

50

60

empe

ratu

re

8

10

12

CO

2 (g

/s)

20

30Te

4

6

0

10

0 100 200 300 400 500 6000

2


Time (s)

2012/SEP/24-26DHC / DTP meetingForced cool down – Vehicle C

[ CO ] [ HC ]

1.6

1.8

2.0

Natural cooling Ave.Forced cooling n=1

0.3


0.71

60.75

5

0.8

1.0

1.2

1.4

CO

(g/k

m)

0.13

0

0.15

9

0.2

HC

(g/k

m)

0.16

5 0.39

2

0

0.13

9 0.36

7

0 0

0.2

0.4

0.6

0.8C

0.00

2

0.06

3

0.00

2

0.05

3

0 0

0.1

H

400[ NOx ] [ CO2 ]



0.5

2 1

300

350

km)


-1.8%1 7%0.3

0.4

/km

)


227.

169.

5 192.

4223.

1

167.

2 189.

2

150

200

250C

O2 (

g/-1.4%

-1.7%

5 530 5 50.03

1

0.1

0.2NO

x (g

/


100

150


0.00

5

0.01

5

0.03

0.00

5

0.01

0


2012/SEP/24-26DHC / DTP meetingForced cool down – Vehicle C

Coolant temp. Natural cooling Coolant temp. Forced coolingEng. oil temp. Natural cooling Eng. oil temp. Forced coolingT/M oil temp. Natural cooling T/M oil temp. Forced coolingTarget speed Natural cooling CO2

90

100

14

16Forced cooling CO2

60

70

80

e (℃

)

10

12

)

40

50

60

empe

ratu

re

6

8

CO

2 (g

/s)

20

30Te

2

4

6

0

10

0 100 200 300 400 500 6000

2


No significant difference was observedTime (s)

2012/SEP/24-26DHC / DTP meetingForced cool down – Vehicle D

1.59

2

369 423

1.6

1.8

2.0Natural cooling n=1Forced cooling n=1Forced cooling n=2

0.23

6

98 210

0.3Natural cooling n=1Forced cooling n=1Forced cooling n=2

[ CO ] [ HC ]

0.69

8

1.3

.676

1.

0.68

4

0.8

1.0

1.2

1.4

CO

(g/k

m)

Forced cooling n=2

095

0.19

80

0.2

84

0.2

HC

(g/k

m)

Forced cooling n=2

0.11

5

0

0.22

6

0

0.20

3

0

0 0

0.2

0.4

0.6

0.8C

0.00

3

0.0

0.00

3

0.0 8

0.00

3

0.0 8

0 0

0.1

H



500Natural cooling n=1

[ NOx ] [ CO2 ]0.5

Natural cooling n=1

379.

9

5

375.

7

.3

375.

5

0

400

450

/km

)

Natural cooling n 1Forced cooling n=1Forced cooling n=2

-1.1%

2.2% 0.7%0.3

0.4

/km

)

Natural cooling n 1Forced cooling n=1Forced cooling n=2

288.

4 324.

5

295.

9 327 .

293.

7 326.

250

300

350C

O2 (

g/ 2.2%

0.15

8

0.06

3

0.08

8

0350.

096

0380.1

0.2NO

x (g

/


200

250


0.00

0 0

0.00

1

0.0

0.00

1 0.0


2012/SEP/24-26DHC / DTP meetingForced cool down – Vehicle D

Coolant temp. Natural cooling Coolant temp. Forced cooling n=1Coolant temp. Forced cooling n=2 Eng. oll temp. Natural coolingEng. oil temp. Forced cooling n=1 Eng. oil temp. Forced cooling n=2T/M oil temp. Natural cooling T/M oil temp. Forced cooling n=1T/M oil temp. Forced cooling n=2 Target speedCO2 Natural cooling CO2 Forced cooling n=1

90

100 25

g gCO2 Forced cooling n=2

60

70

80

e (℃

)

15

20

)

40

50

60

empe

ratu

re

10

15

CO

2 (g

/s)

20

30Te

5

0

10

0 100 200 300 400 500 6000


Time (s)

No significant difference was observed


Although the repeatability/variability of the forced cooling has not evaluated it wasforced cooling has not evaluated, it was expected that there is no significant difference between the normal cooling anddifference between the normal cooling and the forced cooling in regards with all emissionsemissions.In some cases, the coolant temperature

d th i il t t d ’t dand the engine oil temperature don’t drop below 27 degrees C within [Approx. 16] h l kihour normal soaking.




1 CO ti b hi l t t1. CO2 compensation by vehicle test mass2. Repeatability3. Forced cool down4. RCB measurement of low voltage battery4. RCB measurement of low voltage battery5. Temperature in the soak room6 Temperat re in the test cell



2012/SEP/24-26DHC / DTP meetingNet Energy Change (NEC) Tolerances

SAE J1711, 3.8 Net Energy Change (NEC) TolerancesFor purposes of the document, an objective has been set to be able to

l f f l ti th t i ithi ±3% f thmeasure a value for fuel consumption that is within ±3% of the vehicle's true, representative fuel consumption, on any given CST (the Charge-Sustaining Test). Analysis and test experience suggests that this goal can be met by limiting the change in RESS stored electricalthis goal can be met by limiting the change in RESS stored electrical energy over the test cycle to ±1% of the total fuel energy consumed over the same cycle.

%1nergyTotalFuelEhangeNetEnergyC:ceNECtoleran

mNHVnergyTotalFuelE

V)hA()hA(hangeNetEnergyCgy

f lf l

systeminitialfinal

01.0KVmNHV

NEC01.0KVmNHV

-

mNHVnergyTotalFuelE

fuelfuelfuelfuel

fuelfuel


KVKV 1system1system

2012/SEP/24-26DHC / DTP meetingNEC tolerance – Vehicle A

Vehicle AVehicle A Test mass: HeaviestRoad load: Worst

500

Low_Cold Middle_ColdHigh_Cold LM_ColdLMH_Cold Low_HotMiddle_Hot Extra-high_Hot

2.0)


350

400

450

1.0

1.5

e,-:c

harg

e) (%

)

200

250

300

CO

2 (g

/km

)

-0.5

0.0

0.5

e (+

:dis

char

ge0

50

100

150

dischargecharge2 0

-1.5

-1.0

NE

C to

lera

nce

0-3.0 -2.0 -1.0 0.0 1.0 2.0 3.0

⊿RCB (+:discharge,-:charge) (Ah)

-2.00.0 0.5 1.0 1.5 2.0

Fuel consumption (L)


2012/SEP/24-26DHC / DTP meetingNEC tolerance – Vehicle B

Vehicle BVehicle BTest mass: HeaviestRoad load: Worst

500


2.0)


350

400

450

1.0

1.5

e,-:c

harg

e) (%

200

250

300

CO

2 (g

/km

)

-0.5

0.0

0.5

ce (+

:dis

char

ge

0

50

100

150

dischargecharge2 0

-1.5

-1.0

NE

C to

lera

nc

0-3.0 -2.0 -1.0 0.0 1.0 2.0 3.0

⊿RCB (+:discharge,-:charge) (Ah)

-2.00.0 0.5 1.0 1.5 2.0



2012/SEP/24-26DHC / DTP meetingNEC tolerance – Vehicle C

Vehicle CVehicle CTest mass: HeaviestRoad load: Worst

500


2.0)


350

400

450

1.0

1.5

e,-:c

harg

e) (%

200

250

300

CO

2 (g

/km

)

-0.5

0.0

0.5

ce (+

:dis

char

ge0

50

100

150

dischargecharge2 0

-1.5

-1.0

NE

C to

lera

nc0

-3.0 -2.0 -1.0 0.0 1.0 2.0 3.0⊿RCB (+:discharge,-:charge) (Ah)

-2.0-3.0 -2.0 -1.0 0.0 1.0 2.0 3.0



2012/SEP/24-26DHC / DTP meetingNEC tolerance – Vehicle D

Vehicle DVehicle DTest mass: HeaviestRoad load: Worst

500


2.0)


350

400

450

1.0

1.5

e,-:c

harg

e) (%

200

250

300

CO

2 (g

/km

)

-0.5

0.0

0.5

ce (+

:dis

char

ge0

50

100

150

dischargecharge2 0

-1.5

-1.0

NE

C to

lera

nc0

-3.0 -2.0 -1.0 0.0 1.0 2.0 3.0⊿RCB (+:discharge,-:charge) (Ah)

-2.00.0 0.5 1.0 1.5 2.0



2012/SEP/24-26DHC / DTP meetingNEC tolerance – Vehicle D

Vehicle DVehicle DTest mass: Lightest, Middle, HeaviestRoad load: Best, Worst

500


2.0

%)


350

400

450

1.0

1.5

e,-:c

harg

e) (%

200

250

300

CO

2 (g

/km

)

-0.5

0.0

0.5

ce (+

:dis

char

ge

0

50

100

150

dischargecharge

2 0

-1.5

-1.0

NE

C to

lera

nc

0-3.0 -2.0 -1.0 0.0 1.0 2.0 3.0

⊿RCB (+:discharge,-:charge)

-2.00.0 0.5 1.0 1.5 2.0




Each NEC tolerance (total 38 tests) is within 1% of total fuel energyof total fuel energy.




1 CO ti b hi l t t1. CO2 compensation by vehicle test mass2. Repeatability3. Forced cool down4. RCB measurement4. RCB measurement5. Temperature in soak room6 Temperat re in the test cell



2012/SEP/24-26DHC / DTP meetingSoak room and test room

measurement

CHDY

location

CVSTunnel

CHDY（Soak area） Soak area

Air conditionerAB C

Air conditioner（from ceiling）

thermo-hygrometer D

thermo-hygrometer(for air conditioning)

Cooling fan(for emission)

D

Air conditioner ※Height：approx. 75cm


2012/SEP/24-26DHC / DTP meetingTemperature in soak room – 1st term

29

30A B C DInterval: 1 min. step

Set point: 25

27

28

29

25

26

27

atur

e (℃

)

23

24

25

Tem

pera

23.5±2

22

23

20

21

6/12 6/14 6/16 6/18 6/20 6/22 6/24


6/12 6/14 6/16 6/18 6/20 6/22 6/24Date (mm/dd)

2012/SEP/24-26DHC / DTP meetingTemperature in soak room – 2nd term

Set point: 25

29

30A B C DInterval: 1 min. step

27

28

29

25

26

27

atur

e (℃

)

23

24

25

Tem

pera

24±2

21

22

23

20

21

7/22 7/24 7/26 7/28 7/30 8/1 8/3 8/5


/ / / 6 / 8 /30 8/ 8/3 8/5Date (mm/dd)


Soak room in JARI are well controlled within +/-2 degrees C2 degrees C.




1 CO ti b hi l t t1. CO2 compensation by vehicle test mass2. Repeatability3. Forced cool down4. RCB measurement4. RCB measurement5. Temperature in the soak room6 Temperat re in test cell


6. Temperature in test cell

2012/SEP/24-26DHC / DTP meetingTemperature in test cell – Vehicle B

40 400Temperature at the cooling fan n=1

Set point: 25 , 50%RH

35

an (℃

)

300

350Temperature at the cooling fan n=2Temperature at the cooling fan n=3Target speed

25

30

e co

olin

g fa

200

250

ed (k

m/h

)

20

25

atur

e at

the

150

200

Targ

et s

pee

15

20

Tem

pera

50

100

T

100 200 400 600 800 1000 1200 1400 1600 1800

0

50


0 200 400 600 800 1000 1200 1400 1600 1800Time (s)

2012/SEP/24-26DHC / DTP meetingAbsolute humidity in test cell – Vehicle B

18

20 400Absolute humidity n=1 gtr: 5.5 <= Ha <= 12.2


14

16

18

DA

) 300

350Absolute humidity n=2Absolute humidity n=3Target speed

10

12

14

dity

(g/k

g D

200

250

ed (k

m/h

)

8

10

olut

e hu

mid

150

200

Targ

et s

pee

4

6

Abs

o

50

100

T

0

2

0 200 400 600 800 1000 1200 1400 1600 18000

50


0 200 400 600 800 1000 1200 1400 1600 1800Time (s)

2012/SEP/24-26DHC / DTP meetingTemperature in test cell – Vehicle C

Set point: 25 , 50%RH40 400

Temperature at the cooling fan n=1Temperature at the cooling fan n 2

35

an (℃

)

300

350Temperature at the cooling fan n=2Temperature at the cooling fan n=3Temperature at the cooling fan n=4Target speed

30

e co

olin

g fa

250

ed (k

m/h

)

20

25

atur

e at

the

150

200

ehic

le s

pe

15

20

Tem

pera

50

100

Ve

100 200 400 600 800 1000 1200 1400 1600 1800

0

50


0 200 400 600 800 1000 1200 1400 1600 1800Time (s)

2012/SEP/24-26DHC / DTP meetingAbsolute humidity in test cell – Vehicle C

18

20 400Absolute humidity n=1Ab l t h idit 2

gtr: 5.5 <= Ha <= 12.2


14

16

18

DA

) 300

350Absolute humidity n=2Absolute humidity n=3Absolute humidity n=4Target speed

12

14

dity

(g/k

g D

250

ed (k

m/h

)

8

10

lute

hum

id

150

200

ehic

le s

pe

4

6

Abs

o

50

100

Ve

0

2

0 200 400 600 800 1000 1200 1400 1600 18000

50


0 200 400 600 800 1000 1200 1400 1600 1800Time (s)

2012/SEP/24-26DHC / DTP meetingRef.) Comparison of test cell condition on h-x curve

Relative humidity (kg/kg (DA))

(DA

))

(kg/kg (DA))

75%RH

y (k

g/kg

A

JP-TRIAS

e hu

mid

ity

12.2 g/kg

30%RHApprox.25 -61%

Abs

olut

e

In the summer of Japan the 5 g/kg

WLTP-gtr

In the summer of Japan, the powerful air conditioner is required for dehumidification.


Dry-bulb temperature ( )20 3025

g


It might be hard for all laboratories to keep test cell temperature within 25 +/- 2 degrees C duringtemperature within 25 +/- 2 degrees C during whole WLTC driving.

It is one of ideas to set temperature tolerance It is one of ideas to set temperature tolerance within 25 +/- 2 degrees C for specific phase(s).


Documents

prepared by Japan (JARI) 14th DHC & 11th DTP group 24-26