Stakeholders’ Workshop meeting Light duty electric and hybrid electric vehicles By: Alaric Lester (TRL Tim Barlow (TRL) Robert Kok (Ecorys) Volvo EU Représentation Brussels, 29 June 2011

Agenda 1.Background and objective 2.Scope 3.Parallel activities – positioning of this study 4.Review of existing regulation 5.Consumer requirements 6.Discussion / feedback from industry

Incentives European strategy to shift to alternatively - fuelled vehicles Potential environmental benefits Potentially lower running costs Background and objective Targets/ Future Actions Mass production of EVs/HEVs in the following years Policy Regulations/ legislation should be amended in order to include these vehicles Objective Identification of tests to be performed and parameters to be measured for type-approval of light duty EVs and HEVs

Scope of this study Vehicle types M1/ N1/ L What are the existing regulations/ legislations/ standards? What are the vehicle utility parameters that should be provided to consumers? Which test procedures should be developed in addition to the existing ones? Which new test procedures are feasible from an industry’s perspective? We focus on test procedures to collect relevant utility parameters, the political discussion of regulating any of the identified utility parameters is outside the scope

Parallel activities – positioning of this study UNECE GRPE Informal Group on Worldwide Harmonised Test Procedures (WLTP) –Harmonised Driving Cycle (HDC) –Development of Test Procedures (DTP) ◦PM/PN measurement procedures ◦New pollutant measurements (NO2, VOC, ammonia, …) ◦Lab procedures ◦EV/HEV specific issues ◦Reference fuels The main focus of WLTP is harmonisation – no mandate for new parameters or test procedures for EVs/HEVs This study complements WLTP work

Outcomes End-users and regulators provided with sufficient information about the vehicle so that: –End-users can make an informed choice when selecting an EV/HEV –Regulators can design regulatory measures Test regimes that reflect real world conditions –E.g. driving in full electric mode under different traffic/weather/road conditions Parameters of tests suitable for: –Type-approval –Conformity Of Production (COP) assessment –In-Use Conformity (IUC) assessment

Review of existing legislation Regulations (EC) No. 715/2007 and 692/2008  EC No. 715/2007: introduces Euro 5 and Euro 6 emissions limits  EC No. 692/2008: detailed technical requirements and specifications  EC No. 692/2008 refers to UNECE Regulations 83 and 101 for test procedures UNECE Regulation 83  Emissions limits and technical requirements harmonised with EC legislation (Euro 5 and Euro 6)  Detailed test methods referenced by EC legislation  Technical requirements harmonised with EC legislation  Detailed test methods referenced by EC legislation Light passenger and commercial vehicles - overview UNECE Regulation 101

Review of existing legislation (2) RegulationTestParameters EC No. 692/2008 and UNECE R83 Type 1: Exhaust emissions at ambient conditions CO; THC; NMHC; NOx; PM; battery state of charge, electric range Type 2: CO at idling speedsCO Type 3: Crankcase gas emissionsCrankcase pressure Type 4: Evaporative emissionsTHC Type 5: Durability of pollution control devices CO; THC; NMHC; NOx; PM Type 6: Average emsissions at low ambient temperatures CO; THC; CO2 On-board diagnostics testCO; NMHC; NOx; PM EC No. 692/2008 and UNECE R101 CO2 emissions and fuel consumption CO2; fuel consumption; electric energy consumption; electric range Light passenger and commercial vehicles

Issues with current procedures (1) Coast-down tests No proper solution for HEVs in the legislation. Need to warm up vehicle before coast-down tests – there may not be enough range in an EV to do all the tests in one go. Can regen be turned off for the coast-down tests? All wheel drive? Hybrids might have ICE powering the front wheels and electric power to the rear wheels – requiring a twin axle chassis dynamometer. EVs & HEVs may have regenerative braking on the non-drive axle – requiring a twin axle chassis dynamometer. State of charge Access to the battery packs may require removal of panels – this may be a safety issue or may trip safety cut-outs.

Issues with current procedures (2) Flywheels Flywheels lose momentum with time – testing is likely to be carried out after the minimum cold-soak time allowed. The deceleration at the end of the EUDC is a big benefit to flywheels. However, this is lost as it comes at the end of the test. There would be an advantage to change the cycle order. PHEV typical distance The (range + 25km) divisor is biased towards vehicles with small batteries – no incentive to increase battery range. »(D e.C C 2 )/(D e + 25) Might be better to have a fixed distance..

Issues with current procedures (3) Running mode Should vehicles be tested in different operating modes? –Eco/stealth –Sport –Mountain GSIs –Currently allowance to use GSI’s for gear changes over the NEDC – manual hybrids only (little used?) –New legislation forthcoming on GSI’s Air con –Should it be included?.

Parameters for consumers What information is important to the consumer? - Not all information provided affects the decision of the consumer - Not all information is equally significant What are the existing trends in consumer preferences and decision making? How can they make better judgements on purchasing an EV or HEV compared to other vehicle types? Consumers need information for decision making when purchasing EVs and HEVs

Parameters for consumers: literature review Consumers need information for decision making with respect to purchasing of EV’s and HEV’s What are the main parameters? In orange the ones used in literature The technical parameters are being examined in the present study Capital cost Maintenance/ Operating costs (mainly fuel costs) Emissions data Fuel availability Subsidies Financing Environmental/ Social Technical Performance (e.g. speed, acceleration) Energy consumption Battery durability/ Battery lifetime Recharge time Electric rangeAncillary loads etc

Parameters for consumers: what is needed? Consumers need information for decision making with respect to purchasing of EVs and HEVs Information could be provided from the Stakeholders? Per EV/ HEV/ Vehicle category ParameterProvided information Importance Electric rangeYes/ NoHigh/ Low Energy consumption Performance Durability of batteries Recharge time Conditional parameters Maintenance parameters Ancillary loads Other?

Discussion (1) - industry “Regulations must accommodate growing complexity of powertrain configurations on the spectrum from zero electrification in conventional vehicles on one end and full electrification in purely battery-driven vehicles on the other” In this study we focus on plug-in hybrid electric vehicles (PHEV), extended-range electric vehicles (E-REV) and full battery electric vehicles (BEV). Should test procedures differ across these categories? “Supplementary technologies should encourage eco- innovations (supplementary technologies such as solar panels)” Do you agree? If yes, what would be an appropriate test procedure to include the benefits from eco-innovations?

Discussion (2) - industry “We foresee at least two areas that could potentially benefit from (standardized) testing and may be useful in assuaging consumer anxiety about the performance of electric vehicles: battery durability and the effect of varying conditions on vehicle performance” Such testing could be useful in ensuring customers that vehicle batteries are durable and robust (w.r.t. the long-term degradation of the battery) and minimize the apparent risk they are taking on by purchasing an electric vehicle. Testing under a wide variety of conditions, perhaps to communicate an envelope of performance that drivers may encounter, could be useful to help consumers build confidence in their vehicle.

Discussion (3) - industry “Type Approval testing normally takes place at the most critical part of the development process which is just prior to start of production (SOP) and sales launch. Any additional collection of data or supplementary test work during this period may have an impact on timing and thus has the potential to delay planned SOP and/or sales” We anticipate that the majority of testing and data collection will be done within existing procedures, but that there might be additional reporting. What is industry’s view? “Parameters such as ‘real use’ range and battery life are commercially sensitive” Could you reflect on what you consider to be an appropriate test regime for these parameters? Should this be differentiated for EV’s and HEV’s?

Discussion (4) - industry “Each individual manufacturer will want to include battery life within its own warranty policy which needs to be competitive on the market place or the customer will turn away. So, we see no need to legislate this parameter.” Are manufacturers providing the same test regime to assess battery life? Should this be standardized? “The reduction in range due to auxiliary heating demand between vehicles is dependent on the absolute battery capacity, the energy efficiency of the vehicle (km/kWh) and the heating technology incorporated and therefore a blanket range reduction percentage to represent winter auxiliary loads would not be appropriate. ” How could auxiliary power efficiency be measured and presented to consumers?

Discussion (5) - consumers “What is clearly of use to the consumer is the cost of energy which can vary significantly between EU markets and energy providers and it is for utility companies to establish tariffs that encourage the uptake of EVs and PHEVs” Final costs to consumers differ by country and is outside the scope of this study. However, major cost drivers like energy consumption of the vehicle are within the scope. Should we provide an energy consumption figure per (100 km drive?) which can be easily translated into running costs? “Heating/cooling load levels demonstrate typical use range reduction of 10% and worst case of 33%” “Lab testing shows that high speed cycles severely limit range of EV’s” In what form would consumers want information on range and the impact of auxiliary loads?

Discussion (6): Cold start test – consumption and range Cold start test Current requirement for testing a -7 ° C on positive ignition engines – CO & HC only. Extend to include: –CO 2 and fuel consumption measurements –Add in cabin heating: ◦Climate control: set to 20 ° C ◦Manual controls: set to maximum heat, fan speed 2. Perform a range test

Discussion (7): Charging time Run vehicle until battery is flat (as flat as the vehicle will allow) Recharge battery for 12 hours, while measuring the input energy Report time for 95% of total energy [Repeat using different charging modes]

Discussion (8): Gradeability Carry out gradabilty tests with: Fully recharge engine [Partially depleted battery]

Discussion (9): Battery deterioration Battery deterioration Should range, charging times and energy consumption tests be performed with a deteriorated battery? Should this be achieved by: –Mileage accumulation? –Battery cycling? –Deterioration factors