WLTP-DTP-14 Geneva, 05.06.2013 DTP Subgroup LabProcICE slide 1 Progress Report DTP Subgroup Lab Process Internal Combustion Engines (LabProcICE)WLTP-DTP-14

WLTP-DTP-14Geneva, 05.06.2013

DTP Subgroup LabProcICE

slide 1

Progress ReportProgress ReportDTP SubgroupDTP Subgroup

Lab Process Internal Combustion Engines Lab Process Internal Combustion Engines

(LabProcICE)(LabProcICE)

WLTP-DTP-14WLTP-DTP-14

Geneva, 05.06.2013Geneva, 05.06.2013



slide 2

1) State of the working progress

2) Open issues table

(a) Open issues (red)

(b) Scrutiny reservations (yellow)

3) Next steps

Overview



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• 24./25.04.2013 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



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3) Next steps

Overview



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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



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3) Next steps

Overview



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• Table of running resistances (# 11)

• RLD ambient temperature range (# 37)

• Vehicle warming up procedure on road & dyno (# 16, 17)

OIT - Open items (red)



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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-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



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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



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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.



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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.



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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 +- 10 N after a regression of the

coastdown times, see OIT #23



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Solution 2 by Japan (revised):

On road:

- Cold vehicle: Warm up speed is basically 120 km/h, and 90% of max. speed of applicabl

e 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



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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?!



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3) Post-validation issues

4) Next steps

Overview



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• 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)



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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 approach instead of regional solution

- Natural soak under representative conditions (temperature /time)

- Test at representative temperature

- Follow concept of CO2 correction by EU (DTP-13-09)



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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)

CO2 for individual vehicle: (base test CO2) * FCF



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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 CO2 correction and benefits of heat

storage systems?

• General type approval implications?

• Timing?! Finalization in phase 1 possible and requested?



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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



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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



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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.



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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?!



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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 proposal by TUEV Nord / VW

Discussion points: family criteria, threshold value, validation of concept?



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.



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3) Next steps

Overview



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Next steps

• DC drafting sessions

• F2f workshop: 01. + 02.07.2013, Bonn (tbc)

• Phone/web conferences



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Thanks for your attention.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

Documents

WLTP-DTP-14 Geneva, 05.06.2013 DTP Subgroup LabProcICE slide 1 Progress Report DTP Subgroup Lab Process Internal Combustion Engines (LabProcICE)WLTP-DTP-14