ENTERPRISE AND INDUSTRY DIRECTORATE-GENERAL
Industrial Innovation and Mobility Industries
Automotive industry
Brussels, 01 July 2011
ENTR.F1/JR D(2010)
11thmeeting of the European working group for WLTP
Brussels, 4 July 2011
DRAFT AGENDA
- Welcome and introduction
- Approval of the draft agenda
- WLTP-DHC: state of the work and "open" issues needing imminent EU input
- in particular: first presentation of new draft driving cycle (informal)
For comparison a "EU-WLTC" should be constructed, based on EU driving data only but following the same analytical approach.
Industry requests the inclusion of sufficient steady speed phases in the new WLTC for OBD demonstration purposes. It has to be verified whether this can be justified from the driving data.
- use of GSI
Currently Japan and EU have made proposals for a prescribed gear shift strategy to be applied during the WLTC. In addition the use of GSI for vehicles equipped with it should be investigated. Therefore at validation phase 1 all three possibilities will be comparatively tested. It is however the objective to test only one prescribed gear shift strategy (probably a combination of the Japanese and EU proposal) and the use of the GSI at validation phase 2.
- WLTP-DTP: state of the work and "open" issues needing imminent EU input
- reporting from sub-groups
Sub-group 2 ("additional" pollutants): "harmonised" measurement procedures for undiluted tailpipe exhaust will not be available for the start of validation phase 2, however the respective procedure for NO2 (measured on diluted exhaust) will be available. Industry will measure to the most possible extent also on undiluted tailpipe exhaust gas using their own procedures.
Sub-group 3 (lab procedures): issues being discussed:
- inertia classes, currently two proposals on the table with 30 and 60 kg difference between two subsequent classes, some certification issues still to be clarified (no immediate need for validation phase 2)
- vehicle test mass: NL proposal available that should be supported by some vehicle data (will be available in September, no immediate need for validation phase 2)
- subtracting pollutant mass from intake air: US does not support this proposal, EU suggests to measure pollutants from intake air at validation phase 2 but no decision on the principle yet;
- tyre selection for road load determination: UK proposal exists, possibly applying "feed back" approach (no imminent need of decision before validation phase 2)
- battery state of charge: DE proposal will be made available until September (needed before validation phase 2)
- handling of auxiliary devices during WLTC: proposal available stating that all auxiliary devices necessary for the operation of the vehicle should be activated unless their activation affects the safe operation of the vehicle on the chassis dynometer; further clarifications are necessary, e.g. of "necessary for the operation of the vehicle" (no imminent need of decision before validation phase 2)
- multi-mode gearboxes: should be compliant in all modes for criteria pollutant emission limits (worst case to be selected by technical service on the basis of engineering data or test is all modes); if there is no "default" mode, CO2 emission results either from the "best" and "worst" mode or from all modes should be averaged (no imminent need of decision before validation phase 2)
- in particular: general approach on battery state of charge, energy consumption of auxiliary devices (MAC) in "conventional" vehicles
- in particular: road load determination
- in particular: ambient temperature dependence of CO2 emissions on NEDC
The lab test temperature at validation phase 2 does not anticipate the definition of the same parameter in the final WLTP. For the latter a number of possibilities should be considered, e.g. testing at lower ambient temperatures (< 20° C), application of correction factors while testing at temperatures at or slightly above 20° C or a mix of CO2 emissions determined from the type 1 and type 6 (low temperature test at – 7° C) for the purpose of determining the regulatory relevant CO2 emission value. In the light of this situation EU-WLTP participants agree to recommend a set point for the test lab temperature of 22 +/- 2° C for the validation phase 2 (to be confirmed until September 2011), although the COM service has suggested a set point for the test lab temperature of 18 +/- 2° C.
- Planning of the validation test process (as from October 2011), discussion to be continued:
- Terms of reference
- update from the ongoing work of the VTF
- Timing and Phase in scenario of WLTP transposition after 2013
EU-WLTP to develop a roadmap concerning the European issues (CO2 correlation exercise, legal implementation,…), which have to accompany the WLTC development at UNECE.
- Outlook
- Impact assessment / control of success regarding WLTP and representativeness (CO2, fuel-, energy consumption) from a scientific point of view
Germany is intending to launch a study by ~ 2013 on the effectiveness of the WLTC (including its certification provisions defined on the EU level) with regard to the expectations. Depending on the outcome of this study the information on CO2 (for regulatory and consumer information purposes) could be complemented by other sources, e.g. additional test cycles.
Other MemberStates and the Commission might join such study.
- review of phase 2 and 3 of WLTP project
Revision of the WLTP project plan for phases 2 and 3 (drafted in 2008/9, related e.g. to OBD or other tests) in the light of the recent developments and objectives. Develop European position in EU-WLTP for presentation at WLTP informal group at UNECE.
- Conclusions & next steps
- Dates of next EU-WLTP meetings
List will be uploaded to Circa.
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