Discussion paper on Applicable Test Cycle and Mode Construction Prepared by Japan 14th DHC Meeting JRC, Ispra Italy 24 September 2012

CLOSED CLOSED CLOSED CLOSED Today's Topic 1-1. Open Issues -1 Issues Discussion points Status 1 Deadline for submission of driving data India and China requested deadline be extended to May Decided to start development of new cycle after 8th DHC meeting. Later data submission is still open for analysis. 2 Regional Weighting when developing the WLTC traffic volume same weighting compromised weighting It was agreed to adopt the traffic volume ratio during the 8th DHC meeting 3 Threshold Speed for L/M/H according to DHC-06-03 CP’s requirement Threshold speeds of 60, 80 and 110km/h were agreed for the cycle phases during 7th DHC meeting 4 High Phase Cycle Construction (US&EU versus other regions) only ONE unified cycle possess TWO types of High phase cycle It was agreed to possess two (2) types of HIGH phase cycle during 7th meeting. 5 Mode Construction a) needs for hot start b) series or independent for eH phase c) alternative cycle for eH Base mode construction was provided for Validation 2. Based on validation2 results, final decision will be discussed. CLOSED CLOSED CLOSED CLOSED Today's Topic 2 2 2

CLOSED Today's Topic CLOSED NEW 1-2. Open Issues -2 Issues Discussion points Status 6 Weighting Factor for L/M/H/Ex-H Phase harmonized weighting factors permit regional weighting factors Under the discussion, refer document DHC-13-05 for explanation of (b) 7 Gear Shift Points fixed points based on vehicle specification others Vehicle specific shift points (b) was provided for Validation 2. 8 How to treat the vehicles which are not able to follow the prescribed cycle continue to drive with wide-open-throttle exempt the Ex-H (or M&H) phase (s) Refer document DHC-14-02 for further discussion 9 Check the driving profile based on the vehicle characteristic Analyze the in-use data based on vehicle characteristic (i.e. power to mass ratio) 10 Flexibility of applicable test cycle accept higher PtM class cycle vehicle spec.oriented Explain concept and further discussion will be done during next DHC meeting コメント変更 CLOSED Today's Topic 追加 2012.9.19. 11:30コメント小修正 CLOSED NEW 3 3 3

issue-1 issue-2 2. Summary of Applicable Test Cycles New Proposal Letter Number Phase Class New Proposal L3 + M3 + H3 (+ ??) L3 + M3- + H3- L3 + M3 + H3 (+ eH3) issue-1 issue-2 34 Power* to Mass** Ratio (kW/t) L2 + M2 + L2 L2 + M2 + H2 L2 + M2 + H2 (+ eH2) 22 L1 + L1 + L1 L1 + M1 + L1 ～ ～ 70 90 120 135 Maximum Vehicle Speed *** (km/h) *) 30 minutes maximum power for Battery **) Curb Mass ***) 30 minutes maximum speed for BEV

3. Issues to be Discussed for Applicable Test Cycle 1. Adoption of new cycle (Class3-) (1) Necessity of Class3- Category 　　　　 and Impact of Class3- Cycle -- refer DHC14-03 (2) Cycle Time Table ------ upload to JRC server 2. Exemption of Ex-High phase (1) Threshold of maximum vehicle speed (2) Alternative cycle for Ex-High phase (3) CP needs

× ○ 4-1. Sampling Method <conditions for Mode construction> critical disadvantage advantage Pollutants sampling One bag / filter Each phase sampling Regional / Vehicle Representative No flexibility for different mode construction (regional needs and/or vehicle characteristic *) Possess flexibility for different mode construction (regional needs and/or vehicle characteristic *) limit / incentive / customer info. Impossible to set each phase limit / incentive and to provide precise info. for customer. Be able to set each phase limit / incentive and to provide precise info. for customer Flexible for future needs. Testing accuracy Secure PM measurement accuracy Impossible to compensate in each phase (Ki / RCB) Concern on PM measurement accuracy  allow one sample for L~H phase and one for eH or as it is Be able to compensate in each phase (Ki / RCB) Testing efficiency Testing burden to conduct multiple mode on same vehicle if necessary. Testing burden for Ki/RCB measurement  Ki : allow to apply H phase Ki for eH.  RCB : no compensation when RCB is less than [abc] %  Range : SAE shorten method × ○ *) Ex-H phase shall be exempted when vehicle maximum speed is less than [xyz] km/h or CP needs

4-2. Proposed Mode Construction [ Baseline test - Cold start -] LOW 589s MIDDLE 433s HIGH 455s Ex-HIGH 323s exempt for vehicles whose maximum speed is equal or less than [xyz] km/h or CP option soak Sample#1 RCB#1 Sample#2 RCB#2 Sample#3 RCB#3 Sample#4 RCB#4 [ Baseline test - Hot start -] PM shall be analyzed with one filter LOW 589s MIDDLE 433s warm up Necessity of hot start test will be decides based on validation 2 results Sample#1 RCB#1 Sample#2 RCB#2 Each CP shall provide COLD/HOT weighting factor cold/hot weighting phase data phase data phase data phase data standalone Can be combined, as an option

4-3. Proposed Mode Construction [ Range tests ] Charge Batteries LOW 589s Charge Batteries Charge Batteries MIDDLE 433s Charge Batteries Can be combined, as an option Charge Batteries HIGH 455s Charge Batteries Charge Batteries Ex-HIGH 323s Charge Batteries standalone exempt for vehicles whose maximum speed is equal or less than [xyz] km/h or CP option Cumulative Whr Sample#n * RCB#n Cumulative Whr As an option, allow to apply SAE method to get each phase Range for BEV Charge Batteries LOW 589s MIDDLE 433s HIGH 455s Ex-HIGH 323s Steady Speed Charge Batteries Cumulative Whr Sample#1 RCB#1n Sample#2 RCB#2n Sample#3 RCB#3n Sample#4 RCB#4n Cumulative Whr

4-4. Ki Determination ・ Enormal･LOW(g/km) DLoad (km) Ex-H phase Ki : allow to use H phase Ki As an option, allow to conduct Ex-H Ki determination Test without regeneration each of L ~ H - Loading cycle Test with regeneration Start of regeneration LOW 589s MIDDLE 433s HIGH 455s LOW 589s MIDDLE 433s HIGH 455s LOW 589s MIDDLE 433s HIGH 455s 1 2 ・ n Sample#1 Sample#2 Sample#3 LOW 589s MIDDLE 433s HIGH 455s PM shall be analyzed with one filter Under regeneration ・ Enormal･LOW(g/km) DLoad (km) (including test distance) End of regeneration LOW 589s MIDDLE 433s HIGH 455s ExHのKiはフェーズHのKiを使ってもよい。もちろん、ExHのKiを計測することも認められる。 L～HのKiを求める方法は次のとおり。 まず、再生に入らない状態のエミッションを計測する。これは通常と同じ方法。 その後、再生が発生する直前まで走行し、各フェーズの走行距離を得ておく。 再生に入る最初のサイクルから再生が終了するサイクルまでの間、フェーズ毎にエミッションを足し合わせる。 その結果を受けて、例えば、フェーズLのKiについては、この表の式のように計算できる。フェーズMとHについても同様。 Sample#1 Sample#2 Sample#3 <Example of additive Ki factor for Low phase> Eregen･LOW(g/km) = ∑ Mregen･LOW (k) / DLOW *n Dregen (km) Ki = ( Enormal･LOW * DLoad + Eregen･LOW * Dregen ) n - Enormal･LOW*(DLoad+ Dregen) k=1 9

4-5. RCB Compensation Factor for only CO2 and FC Cold factor for LOW and MIDDLE phases Hot factor for ALL phases preconditioning preconditioning LOW 589s LOW 589s LOW 589s LOW 589s Overnight soak Set SOC at several level MIDDLE 433s MIDDLE 433s MIDDLE 433s MIDDLE 433s Set SOC at several level Sample RCB HIGH 455s HIGH 455s Sample RCB Ex-HIGH 323s Ex-HIGH 323s As an option, consider no compensation when RCB in each phase is less than [abc] %  depends on E-Lab. sub-group discussion exempt for vehicles whose maximum speed is less than [xyz] km/h or CP option Sample RCB これは、電気自動車やプラグインハイブリッド車について、初期充電量の影響を評価するための方法。 SOCをいくつかのレベルで設定して、それを各フェーズで走行してエミッションや燃費をとる。 本件、技術的に高度な内容になるので、DHCで専門家から説明させたい。 DHCより前に説明が必要なら、専門家を派遣することも考える。 SOC = State of Charge RESS = Rechargeable energy storage system Charge Balance 10

Conventional Vehicles 5. Next Actions 2012 2013 Apr. ~ Sept. Oct. Nov. Dec. Jan. Meeting (including proposal) 14th DHC @Ispra 15th DHC @tbd 16th DHC @Geneva Open Issues gtr / Technical Report Related VTF activities Related DTP activities ICE/E-Lab. f2f@tbd Conjunction with DTP Close All Open Issues Draft gtr / Outline of Technical Report Conventional Vehicles Preparation Electrified Vehicles Start confirmation and Round-Robin test R/L determination Initial analysis Final analysis

Fix Cycle Profile and Mode Construction 6. Next Meeting Next 15th DHC meeting will be set around middle of December 2012 at [ Place ]. Main agenda items are Fix Cycle Profile and Mode Construction Preparation for next GRPE @ Geneva Detailed information will be noticed by [ Day Month ] 2012. Comments shall be sent to Mr. Ichikawa, Technical Secretariat; nick@ichikawa.tec.toyota.co.jp 12