16 (5)     EVE vs. WLTP: organisation offuture work (see uploaded document) The document defining a l'ti°ture possible way of collaboration bctween the WLTP and EVE informal working groups for defining test procedures for electrilied vehicles was prcsentcd and discussed . For further follow up thc lecd back from thc EVE informal \-vorking g.roup is n~eded. 3

17 Titel van de presentatie                                                                                    26-8-2016 13:03 Innovation i----.•---■--------------                                                 TNO forlffe -  - Coast-down conditions issues arising from of TUG-TNO correction a/gorlthms project .varlations In tyre pressure arid road surface ' / 1 -    "[!J„ -----.■----------------- 1 -              TNO i-at1on ,o,me - Correction algorithms for varla_tions in the WLTP testing Correctlng of tha test results for tha axacutlon of tha tast • varlatlons In test condltions and test parametars > Chassis dynamometertest correction algorlthms: {TUG) > State-of-Charge of the battery > deviations ofthe WLTC veloclty trace > total WLTC cycle dlstance )  .... > Road load (coast-down) test correction algorithms: (TNO) > rotational inertia of wheels and tyres > ambient conditions (temperature and relative huml~lty) · )  ..... 1

18 Titel van de presentatie                                                                                                       26-8-2016 13:03 1 · ., __ ___ .' . .. . 1                      1                                                             l'NO forlire Innovation -  - Two open issues regarding road-load tests /arge effects -      without    a  simple           correction           method ~                   ~ -         -     ---                                                           - )   lar'ge variation seen, but no systematic approach yet: /                > tyre pressure varlations among, and durlng, the coast-down ' tests > after preconditioning tyre pressure is higher (~8%) > small pressure drop during low velocity testing > the variation in tyre pressure is !arge: 15% ➔   similar magnitude effect on rolling resistance ("fO") '-i.,.                                  > road-surface effect of rolling reslstance (J > testing at three circuits leave a !arge systematic effect after corrected for all other effects > up to 24% variation in rolling resistance - _ _ _...,..,....,_ _,..-,_ __,..__ _ _.,.__                                 ....__.....= . a a A lnnovation ,..                                                                         _             11_.., forlife - Tyre pressures varies 15% after pre-conditioning limited contro/ over actual tyre pressure                                         -                           () modelling and correcting for the pressure variation is difficult due to the many influences and processes involved ➔ measure pressure during the testing solar rndiallo n tyre profl deplh 2

19 Titel van de presentatie                                                                               26-8-2016 13:03 1                                                               . . . . . Innovation - - - ■ IIWWforllfe - Road surface affects rolling resistance M.ean Profile Depth, in combination wlth tyre profile > variations between different lest tracks yield up to 24% measured variation in rolling resistance Jnnovotlon ---- TNO      forllfe - Recommendations 1 '-.J > Correct to standard tyre pressure: > e.g., fixed value at set pressure + 8%: > Cold tyre: 2.30 bar, after preconditioning: 2.48 bar (+8%) > if pressure is: 2.40 bar ➔ reduce measured fO by 3.2%~ . > if pressure is: 2.55 bar ➔ increase measured fO by 2.8% > Correct for road surface variations (Mean Profile Depth): > Develop a standard lest: > e.g. pulling a ~ly rotating wheel with 350 kg at constant velocity > Apply the Mean Profile Depth.(MPD) formula: > e.g.: RRC 1851 == RRC1yre + 1.72*MPD [0/00] 3

Herauszugebende Dokumente Anlage 2 Dok. 903 s. 105 - 118 hier betroffen: S.' 116 - 118 , 1 0 ·-- ------- ···-- -

116 -------------------- Von: Gesendet:                                  Freitag, 21. März 2014 16:02 An: Ce: ■ @ec.europa.eu'     ·@ec.europa.eu' @bmu.bund.de'; @rdw.nl';           @transportstyrelsen.se'; @minetur.es';               @dft.gsi.gov.uk'; ■· @acea. be'; @ford .com';         @mpsa.com''■■■-:@renault.com'; @clepa.be';          @clepa.be'; @transportenvironment.org'; -      @theicct.org'; @aecc.eu ';               @volkswagen.de'; @aecc.eu';       @theicct.org ';             @t-online.de'; @fia.com'; - •@sidekickprojects.nl';                  @bmw.de'; @ec.europa.eu '; Betreff:                                   AdminWG - German study on CoP evolution coefficient Anlagen:                                   BASt study on CoP evolution coefficient - 2013 -03 -21 - .pdf ( }.ttegorien:                                WLTPAdminWG as promised in one ofour last phone conferences, please fi nd attached the summary of the on-going study of the Federal Highway Research Institute (BASt) on the CoP evolution coefficient. Kind regards Federal Ministry of Transport and digital lnfrastructure Division Ul44 Automotive Engineering (Environment) (_~ ·J175 Bonn, GERMANY Tel.: +49 (0)228 Fax: +49 (0)228             1 NEW mail adress: email:                  @bmvi.bund.de 1

Federal Hig~way Research Institute (BASt)                                                                            March 2014 Ongoing Study: Mileage-dependent changes of the ~arbon dioxide emissions of new passenger cars (during the "running-in procedure") Initial situation: In the past new passenger cars or rather new engines had to go through a „running-in procedure", before full engine power could be demanded respectivelybefore the fueLconsumption (or more precisely the emission of C0 2) was stabilized on a certain value. In ECE-Regulation No.101: "Uniform provisions concerning the approval ofp_assenger cars powered by an internal combustion engine only, or powered by a hybrid electric power train with regard to the measurement of the emission ofcarbon dioxide andfuel consumption andlor the measurement of electric energy consumption and electric range, and of categories M 1 and N, vehicles powered by an electric power train only with _regard to the measurement of electric energy consumption and electric range" are described. In chapter 9 of this regulation two options for the determination of the aforementioned CO 2-values are explained: 9.3.1.1.2.1.  Howevcr, at thc rcquest of the manufäcturcr, the tests will be carricd out on vehiclcs which have becn run-in a maximum of 15,000 km. In this case, the running-in procedure will be conducted by the --------------~---                    m-a_n_u ~a~ct~u-re- r- whosha ll unclertal<c not to mal<e any aoj.-u..., st,-m_e_n-,-- ts-,-- to- - - - - - - ~ - - - - those vehicles. · 9.3.1.1.2.2.  lf the manufacturer asks to conduct a running-in procedure ("x" km, where x ~ 15,000 km), it may be carried out as follows : The emissions of C0 2 will be measured at zero and at "x" km                011    the first tested vehiclc (which can. be the type approval vchicle); The evolution cocfficicnt (EC) of the emissions between zero and "x" km will be calculated as follows : EC= Emissionsat x km .Emissionsat zcro km The valuc o f EC may bc less than 1. The following vehicles will not be subjected to the running-_in proccdure, but their zero km emissions will be modified by the evolution coefficient, EC. In this case, the values to be taken will be: The value at "x" km for the first vehicle_; _ _ _ _~ - - - - - - - - - - - - - - - - - The va!ues at-zcro km multiplied by the evolution coefficicnt for thc - following vchicles. 9.3.1.1.2.3.   As an alternative to this procedure, the car manufacturer can use a lixed evolution coefficient, EC, of 0.92 and multiply all values of C0 2 measured at zero km by this factor. · 9.3.1.1.2.4.  The rcfercnce fucls described in Annexes 10 and 10a to Regulation No. 83 shall be used for this test. ·

118 Federal Highway Research Institute (BASt)                                                      March 2014 The alternative option .a..\ee paragraph 93.1.1.2.3- allowing the car manufacturer to use the value of C0 2 measured at zero km and to multiply it with the fixed factor 0.92 (evolution coefficient, EC) means in this context that the C0 2 -value is reduced by 8%. The question rises whether this practice (to use the evolution coefficient, EC, of 0.92) is still appropriate as the "running-in" procedure is possibly no longer necessary for many new vehicles/new engines due to the extremely low production tolerances nowadays. Hence it has tobe clarified, if COremissions change substantially during the first 15,000 km. However the applicable practice (of paragraph 9.3.1.1.2.3.) becomes of particular importance for the type approval procedure where the nominal smaller value for the emissions of C0 2 is included in the compliance documentation. Objective of the research project The objective of the research project is to check if new passenger cars (still) show n:,ileage-dependent changes with regard to the emissions of C0 2 after the first 15,000 km. Moreover the results can serve as an initial basis to reconsider if a fixed evolution coefficient (EC) of currently 0,92 is still up-to-date. lt is not the target of this study to examine if the mileage of max. 15,000 km is an appropriate value for the "running-in procedure" or to analyse with which gradient or rather to what extent the change in emissions of C0 2 takes place in various intermediate stages. Approach of the research project: - On account of the above mentioned subject matter the research project is designed to improve the database on this important issue. A sufficient number of up to 30 new passenger cars from several brands- and from different vehicle segments with different engine concepts (Petrol, Diesel) and with both manual and automatic gearboxes- shall be investigated, in order to get representative results. Rental car companies and flee_t carriers will be involved in the project and will serve as acquisition sources for the vehicles. Since the cooperation öf those partners in on voluntary basis, it is however not quite easy to organise all the vehicles in due time and with the same mileage conditions. lt is foreseen that until fall 2014 results from approximately oup to 9 vehicles will be available. In a first step the emission performance of the delivered new vehicles with a mileage of approximately zero km will be determined in chassis dynamometer measurements according to 692/2008 EC and applying the NEDC test cycle. After a mileage span 15,000 ± approx. 3,000 km exactly the same vehicles have to perform the NEDC-test a second time for comparative purposes.

Herauszugebende Dokumente Anlage 2 Dok. 904 s. 127 - 140 hier betroffen: S. 129 - 140

129 1 Titel van de presentatie                                                                         15-9-2016 14:45 ...,1.~--~------------------INO~ ·- Coast-down conditions issues arising from of TUG-TNO correction a/gorithms project variations In tyre pressure and road surface p 1                  lmovatlon ---• TNO fo,llle - Correction algorithms for variations in the WLTP testing Col'T8CtJng of the test reaults for the executlon of the teat • varlatJona In teat condltlona and teat parameters > ~hassis dynamometer test correction algorithms: {TUG) > State-of-Charge of the battery > deviations of the.WLTC velocity trace > total WLTC cycle distance )  .... > Road load (coast-down) test correction algorithms: {TNO) > rotational inertia of wheels and tyres > amblent conditions (temperature and relative humidity) )  ..... 1