29-4-2014 – EU WLTP Supplemental Test for Determination of CO2 Emissions under Regional Conditions Rob Gardner, TRL and Andreas Eder, BMW for the Working Group on the Development of the Supplemental Test

Supplemental Test Subgroup for development of test procedure: Rob Gardner, TRL Klaus Steininger, COM Stephan Redmann , BMVI Germany Helge Schmidt, TÜV Nord Iddo Riemersma, T&E Markus Bergmann, Audi Christophe Griard, PSA Andreas Eder, BMW Motivation of the Supplemental Test: To reflect the CO2 values obtained in real life EU-COM wants to introduce an additional test under „realistic conditions“ . The conditions for Europe agreed in LabProcICE are based on the analysis for eco innovations by JRC. The Type-1 test at 23 °C shall be performed for all combined approach families during type approval The Supplemental Test shall be performed only once for a temperature correction vehicle family

Supplemental Test - Concept Vehicle family Test cell, soak: 23 °C Soak time: 6 – 36 h Engine oil, water: 23 °C CO2_3 CO2_1 CO2_2 Supplemental test Test cell, soak: 14 °C Soak time: 9 h, Tolerance 0 + 2 h Engine oil, water: no restrictions FCF = family correction factor CO2_ind = individual CO2 value Creg = regional conditions CO2@Creg

Supplemental Test – Agreed Procedure Preconditioning same for Type 1, at the request of manufacturer also at 14°C possible. Road load and dyno settings as specified in Sub-Annex 4. From the Supplemental Test Vehicle Family, the CO2 Vehicle Family with the lowest engine capacity shall be selected, and the test vehicle shall be in the ‘vehicle High’ configuration of this family. All transfers (e.g. from pre-con to soak, soak to test, etc. ) shall be performed as quickly as possible, with a maximum delay of 10 min. Emission test as specified in Sub Annex 5, but at 14°C.

supplemental test Family (STF) Definition Unless vehicles are identical with respect to all the following characteristics, they shall not be considered to be part of the same supplemental test family: Powertrain architecture (i.e. internal combustion, hybrid, or electric); Combustion process (i.e. two stroke, four stroke, or rotary); Number and arrangement of cylinders; Method of engine combustion (i.e. indirect or direct injection); Type of cooling system (i.e. air, water, or oil); Method of aspiration (i.e. naturally aspirated, or charged); Fuel for which the engine is designed (i.e. petrol, diesel, NG, LPG, etc.); Whether or not a heat storage device is installed; Catalytic converter (i.e. three-way catalyst, lean NOx trap, SCR, lean NOx catalyst or other(s)); Whether or not a particulate trap is installed; and Exhaust gas recirculation (with or without, cooled or non-cooled). In addition the vehicles shall be similar with respect to the following characteristics: The vehicles shall have a variation in engine cylinder capacity of no more than 20% of the vehicle with the lowest capacity; and Engine compartment insulation shall be of similar type [TBD]

Supplemental Test – Family – Part2 Supplemental information family concept: T Vehicle 1 in family T Vehicle 2 in family T_CD_1 T_soak_1 T_CD_2 T_soak_2 … 1/3 Δt 1/3 Δt ΔT_2 ΔT_1 26°C 23°C 20°C 26°C 23°C 20°C t_soak t_soak = average soak area temperature of last third of the soak time  All the ΔT_i values within a family have to be in a tolerance of [5]K [TBD]

BMW - Soaking Test facilities 14°C cool down tests in climate test facility  soaking in big volume with both vehicles one to another during cool down 1 328xi 320iA 2 23°C cool down tests in regular soak area

Engine coolant temperature @14°C, 9h Engine coolant temperature BMW - Cool down and FCF Values Vehicle Engine coolant temperature @14°C, 9h Engine coolant temperature @23°C, 9h Test1 Test2 328xi Limo (MT) T_amb+9.1 T_amb+8.5 T_amb+8.8 T_amb+6.4 320iA GT (AT) T_amb+8.6 T_amb+7.3 T_amb+5.7 ΔT=0.6K ΔT=3.1K 1 2 Vehicle FCF Test1 Test2 328xi Limo (MT) 1.018 1.015 320iA GT (AT) 1.020 1.014 BMW /PSA proposal [5K] absolute temperature tolerance due to restrictions of soak areas.

Summary Supplemental Test drafted and ~80% completed. Major open points: Quantitative criterion for insulation within engine compartment. Tolerance for temperatures after cool down for family check. Tolerances for heat storage devices. Text for handling of Plug-in vehicles.

Backup

Engine Media Temperature after Pretest

Supplemental Test parking Time Different approaches Basis is parking time distribution from Eco Innovations (JRC). Current approach: Typical use cases for soak time are overnight parking ~10-12h and daytime parking at work ~8h. This leads to tpark= 9h. Alternative approach: Neglect extremes: - Parking events shorter 1h are mostly related to short stops and short trips (next slide)  always engine warm start  representation by one WLTP ok. - Parking events longer than 24h – not representative for daily driving conditions Take the median: Resulting parking time is 8h

ATCT for PHEVs in WLTP. ATCT impact on the electric range of CD test. Type I @ 23°C charging @ 14°C / 9h ATCT @ 14°C -3% eRange UF [%] Electric Range [km] 10 30 20 40 50 60 70 80 90 100 Example PHEV (40km eRange, 100g CO2/km) -3% @ 40 km electric range + Shift in UF curve ΔCO2 ≤ 1 g/km For i3 Range Extender, the influence would be <<1g/km CO2 Proposal: Correction of Charge Sustaining according to ICE procedure No correction of Charge Depleting Test, e-Range, and UF.

Tolerances for Heat storage in ATCT Definition in ATCT Proposal: If active heat storage systems are installed, the heat capacity and the time for heat release within the family has to be comparable as follows: the heat capacity is defined by the enthalpy stored in the system and has to be within a range of [10]% for a vehicle family. The time for heat release at engine start within a family has to be in a range [10]%. Maximum engine warm-up CO2-potential Engine hardware, media (oil, water) and exhaust control system completely heated:  in NEDC ≈ 8%  in WLTP ≈ 5%. Maximum Heat Storage Systems CO2-potential Only heat up of engine media (oil, water):  in NEDC ≈ 3%  in WLTP ≈ 2%. Maximum CO2-inaccuracy due to Heat Storage capacity tolerance of [10%]  in WLTP ≈ 0.2%.