2A-2 PHEV Testing
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Transcript of 2A-2 PHEV Testing
PHEV TestingSAE J1711-revision
Session 2A: Initial Standards and Requirements
Mike Duoba, Richard “Barney” Carlson, Ted Bohn, Daniel Bocci, Steve Gurski
Argonne National LaboratoryAdvanced Powertrain Research Facility
Vehicle Technologies Program
ver.2
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Background SAE J1711
Original J1711First Approved in 1999Included PHEV testing, but never validated with PHEV hardware
Consensus Changes to Original J1711 to dateDo not combine fuel and electricity into a composite MPG Result– Report both MPG and AC Wh/mi (from plug)
Baseline charging assumption: 1 charge per day– Missed charge = Opportunity charging
Retain “Utility Factor” method of combining depleting with sustainingEmissions certification may not be the same procedure as fuel economy determination
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Today’s Test Procedure For HybridsFTP and HWY
U U H H
U = UDDS CycleH = Highway Fuel Economy Test Cycle
10min rest, key off
15s rest, key stays on
Max 3h rest
prep test“cold-start”test
“hot-start”test
12-36h restU
prep
Requirement: Beginning SOC = Ending SOCWithin a battery energy tolerance of1% of cycle fuel energy
Weighted Urban Results = 0.43(cold-start) + 0.57(hot-start)
Step 1: Prep Step 2: Urban Test Step 3: Highway Test
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Components of a PHEV Test
1. Full Charge Test (FCT) - Start fully charged, repeat cycle until car behaves like a charge-sustaining hybrid
2. Charge-Sustaining Test - Run test same as current charge-sustaining hybrids (in sustaining mode)
Challenges:1. Limitations of test cell hardware / software: 2. Vehicle initial conditions conflict with conventional vehicle procedures3. Compatibility with existing test procedures, conditions, and calculations
“Full Charge Test”(FCT)
Charge-Sustaining Test
(Full Charge)
Cycle 1 Cycle 2 Cycle 3 Cycle 4
until charge-sustaining
Cycle n..
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J1711 Test Procedure Approach
Start
Default Test Method
Procedure(limited number of options)
Calculations(many viable options)
Option #1 Option #2
Option #3
Facility-Limited Method
Option #1 Option #2
Option #3
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PHEV FCT Procedure for FTP
U U
Full
U U U U
10m
in
10m
in
10m
in
20To
30min
char
ge
U U U12h to
36h
Prep
?
U U
10m
in
U U U U U U U U
Full
10m
in
10m
in
10m
in
10m
in
10m
in
10m
in
10m
in
Best interpretation of FCT, but may not be possible for many test facilities
If above option is not possible, run this test
Test facility limitations require two test sequence choices.
U – Urban Dynamometer Drive Cycle (UDDS)
For Blended or AER Capable Vehicle
Day Before Test
20To
30min
20To
30min
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PHEV Highway Cycle FCT Procedure
H H
char
ge
H H H12h to
36h
Prep
?
Full
H H H H H HH H
Full
H H H HFall-Back Option (test cell limited)
Prefer to run as many tests in a row as possible
Day Before Test
Remember the Conventional HWY Test
20to
30 min
20To
30 min
20To
30 min
Again, facility limitations require two options.
H – Highway Cycle
H H
15s rest, key stays on
prep test
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Emissions Testing
J1711 to include emissions– emissions calculations same as fuel consumption– purposes of inventory predictions or other needs
For emissions certification Up to EPA procedures, not in scope of J1711 – worst case emissions, may be Depleting or Sustaining
test results
– OEMs demonstrate worst case
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“Utility Factor”Utility Factor is used to Calculate aWeighted Fuel Consumption that Corresponds to Distribution of National Daily Miles Driven
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SAE J2841Technical Information Report
0%
10%
20%
30%
40%
50%
60%
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80%
90%
100%
0 10 20 30 40 50 60 70 80 90 100
Distance [miles]
Util
ity F
acto
r [%
]
“Definition of the Utility Factor for Plug-In Hybrid Electric Vehicles Using US DOT National Household Travel Survey Data”
63% of drivers have charge depletion capable distance of 40 miles
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Testing PHEVs in the Advanced Powertrain Research Facilityat Argonne National Laboratory
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ANL PHEV TestingTo Aid In J1711 Development
Prius Conversions1. Hymotion (Kokam) Prius (highly instrumented)2. HybridsPlus Prius (highly instrumented)3. Hymotion (A123 ver.1) Prius (AVTA)4. EnergyCS Prius ver.1 and ver.2 (AVTA)5. Hymotion (A123 ver.2) Prius (owned by A123)Escape Conversions6. Electrovaya Escape (AVTA / NYSERDA)7. Hymotion Escape (AVTA / NYSERDA)8. HybridsPlus Escape (AVTA / NYSERDA)Aug08OEM9. Renault Kangoo– OEM PHEV Mule (NDA-protected)– Extensive instrumentation/testing of OEM– More OEM PHEVs – Fall 2008
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Example PHEV Test Results
Hymotion Escape
Supplemental battery– 8kWh rated– 6.2 kWh usable (from testing)– A123 cells– DC/DC converter supplements
stock NiMH battery
Electrovaya Escape
Supplemental battery– 12 kWh rated– 5 kWh usable (from testing)– Electrovaya cells– Series Pass Regulator
supplements stock NiMH battery
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Hymotion Escape and Electrovaya Escapehave Different Rates of Depletion
Hymotion EscapeMPG (during CD) = 56AC Wh/mi (during CD) = 233(Constant Rate of Depletion)6.2 DCkWh usedPetroleum Displacement = 46%Actual Depleting Range = 35mi
Electrovaya EscapeMPG (during CD) = 43AC Wh/mi (during CD) = 183(Decreasing Rate of Depletion)5 DCkWh usedPetroleum Displacement= 34%Actual Depleting Range = 53 mi
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Energy Management - Depletion Rate: A Tradeoff Of Fuel And Electricity
Charge Sustaining (stock Escape)
Electrovaya Escape
Hymotion Escape
Any well-designed control strategy will roughly fall on line
Faster depletion Less efficient operation
More efficient
Theoretical EV Wh/mi consumption
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Entire Full Charge Test (FCT)Hymotion Escape
Cold-Start
Charge-DepletingTransitional Cycle
Charge Sustaining
Charge-balance window
Nearly ConstantDepletion Rate
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Entire Full Charge Test (FCT)Electrovaya Escape
Cold-Start
Charge-Depleting
Charge Sustaining
Charge-balance window
DecreasingDepletion Rate
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Let’s Explore PHEV MPG RatingsWith Utility Factors
UF weighting makes it advantageous to deplete as quickly as possible
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10%
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0 10 20 30 40 50 60 70 80 90 100
PHEV Electric Range (Miles)
Max
% V
MT
on E
lect
rici
ty
Hymotion EscapeMPG (during CD) = 56.3AC Wh/mi (CD) = 233Depleting Range = 35miUF = 0.59
Bulk MethodUF-Weighted
MPG and Whr/mi= 44.1 MPG= 142 AC Whr/mi
Electrovaya EscapeMPG (during CD) = 42.7AC Wh/mi (CD) = 183Depleting Range = 53 miUF = 0.72
Bulk MethodUF-Weighted
MPG and Whr/mi= 39.4 MPG= 137 AC Whr/mi
1/ MPGUF = UF * Σ (1/MPGCD ) + (1-UF) * 1/MPGCS
Charge-depleting Charge-sustainingUF equation
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Entire Full Charge Test (FCT)Hymotion Escape
Bulk Method UF WeightedFuel Consumption and Electrical Energy Consumption
Charge-balance window
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Entire Full Charge Test (FCT)Electrovaya Escape
Charge-balance window
Bulk Method UF WeightedFuel Consumption and Electrical Energy Consumption
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Piece-Wise Utility Factor Calculation
Piece-Wise Calculation applies a UF to each cycleThe minimum resolution is one cycle– Transition cycle is consider to be
part of the depletion operationThis method is gaining acceptance and may prevail as the preferred method
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10%
20%
30%
40%
50%
60%
70%
80%
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100%
0 10 20 30 40 50 60 70 80 90 100
PHEV Electric Range (Miles)
Max
% V
MT
on E
lect
rici
ty
SOC
T1 T2 T3 T4 T5 T6 T7 T8
ZEV CDH CS
CD Cycles CS CyclesTests:
ΣMPG =
1
UFi (1/MPGCD)i + (1- Σ UFi )(1/ MPGCS)i=1
maxCD
i=1
maxCD
ΣUFi (AC Wh/miCD)i + (1- Σ UFi )(AC Wh/miCS)i=1
i=1
maxCD
AC Wh/mi =
UDDSDistance
[mi]Cummulative
UFCycle
UFCycle #1 7.5 0.1770 0.1770Cycle #2 15.0 0.3236 0.1466Cycle #3 22.4 0.4404 0.1167Cycle #4 29.9 0.5330 0.0927Cycle #5 37.4 0.6059 0.0729
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Compare PHEV MPG RatingsWith the Two UF Calculations
Hymotion EscapeMPG (during CD) = 56.3AC Wh/mi (CD) = 233Depleting Range = 35mi
Bulk Method UF-Weighted= 44.1 MPG= 142 AC Whr/mi
Piece-Wise UF-Weighted= 44.1 MPG= 145 AC Whr/mi
Electrovaya EscapeMPG (during CD) = 42.7AC Wh/mi (CD) = 183Depleting Range = 53 mi
Bulk Method UF-Weighted= 39.4 MPG= 137 AC Whr/mi
Piece-Wise UF-Weighted= 39.7 MPG= 149 AC Whr/mi
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Currently Addressing Final Challenges
Actual Charge-Depleting Range - Rcda"Electric Range Fraction” Equations
– SAE: ERF = 1- (FCcd / FCcs), FC=fuel consumption (units=?)– CARB: ERF = (Mass CO2cs - Mass CO2cd) / Mass CO2cs, (units = grams)
"Full Charge Test” (charge depleting) emissions compliance– Ywtd, g/mi = 0.43* Ycs/Dcs + 0.57* Sum of Yhs/Dhs results
Appropriate form of Voltage data for Net Energy Change calculation (NEC)HWY Cold-Start Correction Factor1% of Fuel Energy Window for charge sustaining acceptance criterion. AC Charging Sensitivity StudiesSensitivity to Soak Time Between Tests in FCT
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We would like to gratefully acknowledge the sponsorship of Pat Davis, Acting Program Manager and Lee Slezak, Manager, Advanced Vehicle Systems Simulation & Evaluation Team, Office of Vehicle Technologies Program, U.S, Department of Energy.
Thank You
Vehicle Technologies Program
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Backup Slides
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Downloadable Dynamometer Database “D3”A Website To Download APRF Test Data
Easy search functionsBasic operational dataComprehensive data available upon requestMore features, reports uploaded in futurePHEV’s and HEV’s
https://webapps.anl.gov/vehicle_data
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Utility Factor (UF) – Explanation
Daily driving distances determine ratio of depleting to total milesUS DOT National Highway Transportation Survey, 2001
Depleting range= 40mi
80% depleting, 20% sustaining
67% depleting, 33% sustaining
50% depleting, 50% sustaining
50
60
80
40
30
100% depleting, 0% sustaining
1 2 3 4 5
100% depleting, 0% sustaining
Vehicle:
distance driven on sample day
= sustaining
= depleting
UF(40) = ----------------------30+40+40+40+40
30+40+50+60+80
Depleting miles
Total miles
( )
∑
∑
∈
∈=
Rdk
Rdk
k
k
d
DdDUF
,min)(
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SAE J1711
J1711
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How Many Depleting Miles Experienced by All is the Utility Factor
If vehicle has 40mi depleting range, 63% of all miles drivenare in depleting mode
2001 NHTS Survey Data• 84,916 vehicles• 366,083 trips• 3,297,712 miles
Area under line is UF fraction
40mi
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Defining a Plug-In HEV
EV Mode
SOC
Sustain Mode
Historically, PHEVs were defined as EV capable until battery depleted, then conventional HEV operation.“PHEV20” – 20mi EV range“PHEV60” – 60mi EV range x
miles EV range
SOC
Depleting Mode
SustainMode
Blended PHEVs do not require a “full performance” electric drive system. Engine operation needed during test cycle. But can deplete and displace a significant amount of fuel use.
= Engine-on
(start of day)
(start of day)
xmiles CD
range
“Charge-Sustaining”
“Charge-Depleting”
“Charge-Sustaining”
“Charge-Depleting”
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Summary of “Electrified Vehicles”Vehicle Type Electric
PowerElectric Storage
Grid Connected
Electric Driving
Mild HEV Low Low No No
Full HEV Med Low No Very limited
ConversionPHEV
Med Med Yes Limited
AER- Capable
PHEVMed+ Med Yes UDDS
cycle
E-REVPHEV
High High Yes FullPerformance
BEV High High Yes Full Performance
Civic HEV
Escape HEVPrius HEV
Adapted from GM paper: “The Electrification of the Automobile: From Conventional Hybrid, to Plug-in Hybrids, to Extended-Range Electric Vehicles,” SAE 2008-01-0458
Toyota PHEV
GM Volt
RAV-4 EVEV1
VUE HEV
Hymotion Prius
AER = All Electric Range
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E-REV
“Urban-Capable”
Blended
04 Prius Max Acceleration
PHEV– Differentiated by Electric Power
Whe
el k
WW
heel
kW
Both AER-Capable
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Future of J1711
CARB PHEV Test Procedures and J1711 are linkedCARB staff must present final rule in October to BoardCARB will finish procedures this monthAs such, J1711 will also finish this summerJ1711 Committee now addressing final 8 testing issuesData from OEMs will help in this last stepEPA Label Fuel Economy still a difficult task – not in scope of J1711