Working paper HDH-13-03e is a joint presentation of the three institutes tasked with conducting validation test program 1.

Mr. Six started with a general overview of the progress achieved (pages 3 to 12). He then presented the structure of the thermal models. The battery model was optimized and can be used for capacitor, as well.

Prof. Fredriksson presented the new model structure (pages 13 to 27). Task was to set up a data bus system in the model that allows various combinations of engines, gear boxes and energy storage systems. With the current Japanese open source model, it is difficult to set up such data bus system. Therefore, the models need to be restructured. Two types of interfaces are proposed, the physical interface that is related to how different components are connected physically, and the signal interface that is related to the control/sensor signals needed for the ECUs. For the gtr, the physical interface should be specified, while for the signal interface only a minimum set of signals can be specified. If other signals or more complex models are needed for the simulation, it will be possible for OEMs to include those without affecting the model structure.

The new model structure will be made available by the end of April for testing. Comments are essential to improve the model.

Mr. Six then went on with the drive cycle investigations (pages 28 to 38). Rationale was to develop a method for the WHVC with slopes (also proposed by Japan in 4.2.1) to produce similar emissions results than on the WHTC for conventional vehicles. The method divides the WHVC into mini-cycles and calculates for each mini-cycle the WHTC/WHVC work difference and transforms it into average mini-cycle slopes (page 32). Emissions results based on simulation look promising. It was decided to check both the 30 sec average slope according to Japanese proposal and mini-cycles approach during validation test program 2. The mini-cycle calculation tool will be uploaded to the HDH website.

Mr. Silberholz presented under test methodology investigations the major items that need to be decided for the gtr (pages 39 to 48). He proposed that OEM specific models should be permitted. He further proposed to use on-road measurements for model verification rather than chassis dyno tests. Another item is the gear shift duration that is not included in the Japanese model. EPA is concerned that the HILS cycle might be less transient than in the vehicle. Since most of the issues are questions/proposals for further evaluation, they are handled under 7.2.

Page 40: it was agreed that the use of OEM specific models should be allowed. However, validation and verification of such models need to be ensured for the gtr.
Page 41: standardized component tests will remain in the gtr, but further discussion is necessary, if OEM specific component tests are needed.
Page 42: model verification by means of on-road tests will be investigated during validation test program 2. Powertrain verification will be added.
Page 43: OEM specific interface model need to be approved by TAA during certification process. Further discussion on what can/cannot be included in interface model is needed.
Page 44: multiple ECUs have been on the screen for quite some time. It was agreed that a master ECU would need to be defined, with supportive ECUs to be integrated via interface or software emulation.
Page 45: boundary conditions for re-certification need to be defined in the gtr; but the issue will have to be finally solved between OEM and TAA.
Page 46: information document is outside the scope of the gtr, will be handled by regional authorities.
Page 47: vehicle independent emissions certification will be discussed after validation test program 2.
Page 48: signal frequency will be discussed later; 1 Hz, 10 Hz, 50 Hz will be investigated during validation test program 2.

Prof. Hausberger presented the proposal of the institutes for validation test program 2 (pages 49 to 54). He indicated that TU Graz was able to do the vehicle testing. It was however agreed to accept the offer from JRC to do the vehicle testing and the overall organization. It was further agreed that the institutes should do the final evaluation of the HILS method, since they had done most of the development work.

Testing will start with the Volvo parallel hybrid bus in early May, followed by the MAN serial hybrid bus in early June and the Iveco parallel hybrid truck around the end of June. The OEMs are asked to arrange for a meeting among themselves and JRC to set up a test program and timetable. JRC will be responsible for the coordination of the program. Chassis dyno testing will be done with emissions measurement, on-road testing in accordance with the PEMS rules, but w/o emissions measurement. Engine testing on HILS cycle will be done at OEMs premises.

EPA requested to get the vehicle specifications. EPA further requested to receive an ECU for HILS testing. The Chairman encouraged bilateral discussions between EPA and OICA to solve the issue before the 14th HDH meeting.