Submitted By The Experts From CLEPA And OICA Informal

submitted by the experts from clepa and oica informal document no. grrf-72-02 (72nd grrf, 20-24 february 2012) proposal for amendment

Submitted by the experts from CLEPA and OICA
Informal document No. GRRF-72-02
(72nd GRRF, 20-24 February 2012)
Proposal for amendments to Regulations Nos. 13-H and 13
I. Proposal
Regulation No.13-H
Annex 3, Paragraph 1.4.1.2.3., amend to read (addition of a new
sub-paragraph (d)):
"1.4.1.2.3. in the case of a vehicle equipped with an electric
regenerative braking system, the requirements depend on the category
of this system:
Category A. Any separate electric regenerative braking control which
is provided, shall not be used during the Type-0 tests.
Category B. The contribution of the electric regenerative braking
system to the braking force generated shall not exceed that minimum
level guaranteed by the system design.
This condition is deemed to be satisfied if the state of charge of the
batteries is in one of the following conditions:
(a) at the maximum charge level recommended by the manufacturer, as
listed in the vehicle specification,
(b) at a level not less than 95 per cent of the full charge level,
where the manufacturer has made no specific recommendation,
(c) at a maximum level resulting from automatic charge control on the
vehicle, or
(d) when the tests are conducted without regenerative braking
component, as agreed between the Technical service and the vehicle
manufacturer, regardless of the state of charge of the batteries.”
Annex 3, Paragraph 1.5.2.4., amend to read:
“1.5.2.4. In the case of vehicles equipped with an electric
regenerative braking system of category B, having carried out the
heating cycles according to paragraph 1.5.1.6. of this annex, the hot
performance test shall be carried out at the maximum speed which can
be reached by the vehicle at the end of the brake heating cycles,
unless the speed specified in paragraph 2.1.1. (A) of this annex can
be reached.
For comparison, a later Type-0 test with cold brakes shall be repeated
from this same speed and with a similar electric regenerative braking
contribution, as set by an appropriate state of battery charge, as was
available during the hot performance test.
Following the recovery process and test, further reconditioning of the
linings shall be permitted before the test is made to compare this
second cold performance with that achieved in the hot test, against
the criteria of paragraphs 1.5.2.2. or 1.5.2.5. of this annex.
The tests may be conducted without regenerative braking component, as
agreed between the Technical service and the vehicle manufacturer. In
this case, the above requirement on the state of charge of the
batteries is not applicable.”
Annex 3, Paragraph 1.5.3.1., amend to read:
“1.5.3.1. Vehicles equipped with an electrical regenerative braking
system of category B may have their batteries re-charged or replaced
by a charged set, in order to complete the recovery procedure.
The procedures may be conducted without regenerative braking
component, as agreed between the Technical service and the vehicle
manufacturer.
Annex 3, Appendix, introductory paragraph, amend to read:
“The procedure requires the use of a bi-directional DC Watt-hour meter
or a bi-directional DC Ampere-hour meter.”
Regulation No.13
Annex 4, paragraph 1.4.1.2.2., amend to read (addition of a
sub-paragraph (d)):
“1.4.1.2.2. Every test shall be repeated …
…Regulation;
In the case of a vehicle equipped with an electric regenerative
braking system, the requirements depend on the category of this
system:
Category A: Any separate electric regenerative braking control which
is provided, shall not be used during the Type-0 tests.
Category B.: The contribution of the electric regenerative braking
system to the braking force generated shall not exceed that minimum
level guaranteed by the system design.
This requirement is deemed to be satisfied if the batteries are at one
of the following state of charge conditions where state of charge / is
determined by the method set out in Appendix 1 to this annex:
(a) at the maximum charge level as recommended by the manufacturer in
the vehicle specification, or
(b) at a level not less than 95 per cent of the full charge level,
where the manufacturer has made no specific recommendation, or
(c) at the maximum level which results from automatic charge control
on the vehicle, or
(d) when the tests are conducted without regenerative braking
component, as agreed between the Technical service and the vehicle
manufacturer, regardless of the state of charge of the batteries.”
Annex 4, paragraph 1.5.3.1.3., amend to read:
“1.5.3.1.3. In the case of vehicles equipped with an electric
regenerative braking system of category B, having carried out the
heating cycles according to paragraph 1.5.1.6. of this annex, the hot
performance test shall be carried out at the maximum speed which can
be reached by the vehicle at the end of the brake heating cycles,
unless the speed specified in paragraph 1.4.2. of this annex can be
reached.
For comparison, the Type-0 test …
… against the criteria of paragraphs 1.5.3.1.1. and 1.5.3.2. of this
annex.
The tests may be conducted without regenerative braking component, as
agreed between the Technical service and the vehicle manufacturer. In
this case, the above requirement on the state of charge of the
batteries is not applicable.”
Annex 4, Appendix, introductory paragraph, amend to read:
“The procedure requires the use of a bi-directional DC Watt-hour meter
or a bi-directional DC Ampere-hour meter.”
II. Justification
1.
At 46th GRRF in September of 1999, US proposed GRRF-46-03 to
harmonize between R13H and FMVSS135 on electric vehicle
requirement. After several following sessions, GRRF agreed to
introduce some amendments into R13H and R13. For reference, in
FMVSS135, SAE J227a-1976 is quoted for measurement of SOC.
2.
The purpose of the requirements in paragraph 1.4.1.2.3. of Annex 3
to Regulation N°13-H is to perform the test with the minimum
possible assistance from the regenerative braking system (RBS). It
is however uneasy to accurately adjust the state of charge of the
battery in order to fulfil this provision. It appears therefore
reasonable to allow performing the test with disabled RGB with the
side effect that, in addition, such possibility makes the test
easier to perform in practice. For these reasons, OICA proposes to
add RBS disabling as an option to perform the Type-0 and Type-I
tests.
3.
In addition to the above, OICA proposes to add the possibility to
measure the state of charge (SOC) of the battery with the help of
a DC Ampere-hour meter, in addition to the currently mandatory DC
Watt-hour meter. The Ampere-hour meter is indeed a more convenient
and more accurate tool for such measurement.
4.
The proposals above are copy-pasted in the relevant paragraphs of
Regulation N°13 (braking of heavy vehicles).
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