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Type Approval of Hybrid and Electric Vehicles in Europe

Dipl.-Ing. Michael MelzFachgebietsleiter PKW und leichte Nutzfahrzeuge

IFM - TV Nord Mobilitt GmbH & Co. KG

Abstract

Based on the current European Framework Directive 2007/46/EC for the approval of motorvehicles, several regulations are especially relevant for electrically driven vehicles.

According to ECE-R 101, CO2-emissions, fuel-consumption and electric energy consumption

are determined, as well as the electric range for some types of power train. For each kind ofhybrid-drive, special methods which are based on an especially defined test sequence haveto be used. The knowledge of those methods is essential for designing the power train andthe control strategy in order to achieve optimal test results concerning the type approval.

The minimal requirements concerning legal conformity of electrical safety of a hybrid or elec-trical vehicle are given with the summary overview of the already applicable draft of the ECE-R 100-01.

The discussions about the current actualizations of the regulations which are relevant forelectrical vehicles broach safety issues to an increasing extent.

TV NORD pursues the development of regulations and is involved in committee work incooperation with its customers

Regulations concerning the electric power train for the approval of

electric vehicles in Europe

The middle term scheduled concepts for hybrid and electric vehicles are suitable for gaining

a type approval according to the current European regulations. However, for several individ-ual systems there are irregularities concerning the plausibility and the execution of tests.Therefore amendments and interpretations are required for some regulations.

On the following pages the challenges which occur during the homologation of electric andhybrid vehicles are shown. The following list shows some practical examples:

For vehicles which are equipped with an electric braking system including energy re-covery (recuperation) additional regulations apply (ECE-R13H).

In case of testing a vehicle with a conventional combustion engine, the electromag-netic compatibility is tested at a speed of v = 50 km/h without engine load. This is not

significant for electric vehicles, because they emit higher electromagnetic interfe-rences under engine load. Nevertheless the current tests are commonly accepted(still).


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For measuring the power of the complete drive train, there is no clear method givenat present because measurement of electric power is not topic of the correspondingEEC-directive. In addition, the required information according to the framework direc-tive 2007/46/EC contradicts the current ECE-regulation concerning the definition ofelectrical power.

Concerning the measurement of the sound level the engine power is to be taken into

account. Due to the fact that the power of the complete drive train is not clearly de-fined, a worst case examination based on the test-conditions (SOCbattery, operatingstate of the power train) is necessary.

The electric safety is not evaluated to an adequate extent in the current regulations.There is no separate directive concerning the electric safety. Nevertheless proof ofelectric safety is to be provided!

Furthermore for electric and hybrid vehicles devices for defrosting/demisting as wellas heating have to be installed.

Electric Energy Consumption, Range, CO2-Emissions and FuelConsumption

ECE-R 101 regulates the conditions for the approval of electric and hybrid vehicles. This in-cludes test specifications concerning the measurement of CO2-Emissions and fuel consump-tion as well as the electric energy consumption and the electric range of hybrid vehicles. Fur-thermore the measurement of the electric range and the electric energy consumption of elec-tric vehicles are regulated. A defined test sequence, which is described in annex 7 of theregulation, is valid for all types of power train.

Figure 0-1: defined test sequence for all types of power train

Elementary urban cycle

Speed (km/h)

Extra-urbancycle

Part 1 Part 2

BS

ES

BS: begin of sampling ES: End of sampling

Time (s)


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For measuring the electric range of electric vehicles the vehicle is preconditioned before themeasurement. The test starts with a discharge-run on a test-bench at a required speed ofv = const. = 70 % 5 % from the maximum thirty minutes speed of the vehicle. The dis-charge-run ends as soon as the vehicle is not able to run at the required speed, an indicationto stop the vehicle due to flat batteries is given to the driver or after covering the distance of100 km. Then follows a normal overnight charge. Afterwards n test sequences have to be

run. The test ends when the vehicle is not able to meet the target curve up to 50 km/h orwhen an indication from the standard on-board instrumentation is given to the driver tostop the vehicle due to flat batteries. The distance covered in this test is the electric rangeof the vehicle.

Determining the charge energy also follows this pattern. After the discharge-run the batteryhas to be charged. The end of the charging time t0has to be noted. Within four hours from t0two test sequences have to be run without a break in between. This results in the test dis-tance Dtest(the distance of two sequences). Afterwards the battery is charged again using theaforementioned procedure and the energy is measured with an energy measurement device

placed between the mains socket and the vehicle charger. Depending on the charging ener-gy and the test distance the electric energy consumption can be calculated as follows:

When testing hybrid vehicles a distinction needs to be made between vehicles which areexternally chargeable and those which are not. It is also important to distinguish betweenvehicles with or without an operating mode switch. However, the calculation of the relevant

values for vehicles with and without an operating mode switch is done identically.

Not externally chargeable hybrid electric vehicles have to be tested for determiningCO2-emissions, fuel consumption and electric energy consumption. The determined valuesfor CO2-emissions and consumption are corrected in function of the energy balance Ebattwhich is used as a measure of the difference in the vehicle batterys energy content at theend of the cycle compared to the beginning of the cycle. The electricity balance is to be de-termined separately for the Part One cycle and the Part Two cycle. Under certain conditions,it is allowed to take the uncorrected measured values as the test results. For example, if thebattery is charged instead of discharged between the beginning and the end of the cycle, the

uncorrected values are valid.When testing an externally chargeable hybrid electric vehicle two tests are necessary. Onetest has to be carried out under condition A (fully charged electrical energy/power storagedevice) and one under condition B (electrical energy/power storage device in minimum stateof charge). Testing under condition A provides information about the maximum electric ener-gy consumption whereas testing under condition B provokes the maximum fuel consumption.For testing under condition A two procedures exist:

Measurement during one cycle

Measurement during n cycles

[km]D

[Wh]

test

Ec=


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the weighted results are calculated according to:

For one cycle: For n cycles:

M: mass emission of CO2[g/km]M1: mass emission of CO2[g/km] with a fully charged electrical energy/power storage device (A)M2: mass emission of CO2[g/km] with an electrical energy/power storage device in minimum state of charge (B)C1: fuel consumption in [l/100 km] with a fully charged electrical energy/power storage device (A)C2: fuel consumption in [l/100 km] with an electrical energy/power storage device in minimum state of charge (B)E1: electric consumption [Wh/km] with a fully charged electrical energy/power storage device (A)E4: electric consumption [Wh/km] with an electrical energy/power storage device in minimum state of charge (B)De: vehicles electric range, according to ECE-R 101, annex 9Dav: 25 km (average distance between two battery recharges)Dovc: OVC-range according to the procedure described in ECE-R 101, annex 9

In this case the electric range Deis determined similarly to the procedure for electric vehicles

M1= m1/Dtest1und M2= m1/Dtest2

whereas Dtest1and Dtest2are the distances which were covered during the tests (conditions A

und B) and m1and m2are the corresponding measured CO2-emissions.

In case of n cycles the calculation has to be done as follows:

The values for consumptions and emissions according to the conditions A and B shall thenbe:

C1= 100*c

1/D

test1und C

2= 100*c

2/D

test2 E

1= e

1/D

test1und E

4= e

4/D

test2

Electric Safety

The safety aspects are divided into three fields of action which are largely not included inpresent instructions:

Electric safety: protection against shock current (ventricular fibrillation from 50 mAAC, 150 mA DCshock current shall be limited to 30 mA)

Functional safety: malfunction of system (e.g. unintentional starting at crosswalk) Environmental sustainability: EMC, recycling, hazards in an accident

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In the European type approval-procedure there is currently no legal basis for the points men-tioned above. For granting the type approval the German Federal Motor Vehicle Office(KBA Kraftfahrtbundesamt), as well as other European approving authorities, implies aproof of safety for the HV-system. The ECE-R 100 can be applied for this. Operating voltageis 1000 VAC and 1500 VDC max. There are no requirements regarding safety after an acci-dent in the ECE-R 100 - this should be anchored in a Global Technical Regulation (GTR).

The ISO 6469 represents todays state of the art / standard concerning electric safety of ve-hicles. This standard is more extensive as ECE-R 100 and splits into 3 parts (1. battery safe-ty, 2. functional safety and 3. protection of persons against electric shock). In practice theprocedure is as follows:

From the view of ECE-R 100 not all possible hazards are handled. It is applicable asbasic requirement and will be mandatory for the type approval-process in the future.

Additionally, the functional safety of the drive train including inverter needs to be ana-lyzed. This is based on ISO CD 26262 / IEC 61508 as state of the art for functionalsafety of electric devices. With regard to braking and steering systems ECE-R 13 andECE-R 79 shall be applied.

Additionally, parts 1-3 of the ISO 6469 have to be considered because the minimumrequirements of ECE-R 100 are usefully complemented in this way.

Depending on system structure further standards and tests shall be used.

Further Development of European Regulations concerning Electric

Mobility

The European Commission has prepared a Council Decision with regard to the obli-gatory use of ECE-R 101-01 in connection with Regulation (EC) 661/2009 and2007/46/EC.

The Working Party electric safety (ELSA) WP.29 GSRP has updated the ECE-R100 and the crash specifications (ECE-R 12, ECE-R 94 and ECE-R 95) in context ofthe work on electrical safety requirements for hydrogen-powered vehicles.

Germany and France have tabled a proposal at the responsible body for upgradingthe ECE-R 10. Therein requirements and test specifications with regard to the elec-tromagnetic compatibility while charging electric-driven vehicles.

Slow moving vehicles with electric drive can be dangerous for pedestrians (especially

for the blind). A Working Party focuses on minimum noise requirements for quiet ve-hicles

Various regulations for measuring CO2-Emissions, fuel consumption and electricrange exist worldwide. These Regulations are to be standardized in a GTR.

By an informal Working Party a measuring procedure for emissions of hybrid-electricheavy duty trucks should be developed.

Existing GTRs and ECEs respectively should be adapted for hydrogen-driven ve-hicles.

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